Quote:
Originally Posted by Seahawk
I'mmm baack 
The key is you cannot separate main rotor performance and tail rotor performance in terms of power available and power required. They are as one. I would get finger cramps trying to explain "power settling", "settling with power" and any of five other dynamic flight states that keep helicopter pilots awake at night. |
Yeah nah i get that, but my question was, clearly not a point in this case by KNS's comment..
What if , max power, and you are at max tail rotor pedal
And suddenly the main rotor would find itself in ground effect
I mean I get that its near impossible on a big flat normal ground surface, because well, everything is even.
But lets suppose you "could" get into ground effect, as you approached a landing spot on a cliff (or lets say a ship's deck)
The helo approaches, HEAVY
and really short, barely any fuel was burnt off
And for some freaky reason, air pressure did a big drop Don't ask me why, but for arguments sake it did
barely flying, it has enough lift because it has forward velocity
The darn thing is already very high on the collective
add a bit of wind and tail rotor pedal is already close to max
1 as it slows down , you'de need more power to flare and transition to hover? yes?
2 That will need more tail anti torque to keep from spinning so now we are at max pedal input? yes?
Ok, again, I know this is all not entirely realistic, Its a what if for me to understand what those things do (without having option to go fly one), and
as it then enters the hover, and suppose that ground effect does kick in
3 Would the ground effect that gives additional lift, not also require more anti torque
eg the rotor has more grip on the air, so the reverse torqe on the fuselage increases?
4 Would that same thing, the ground effect, at the same time make the tail rotor more effective, or could there be a scenario that the tail is so long , out over the edge and the ground effect just vanishes there.