|
Svandamme,
you're combining several different scenarios that may or may not all be happening at the same time.
It's rare to hit "max tail rotor pedal" as in hitting the physical limit of a pedal's travel, at least in the aircraft I've flown. You might touch it ever so briefly while extreme maneuvering in a hover and/or encountering strong gusts while hovering.
If you're coming into land and you push in a whole lot of pedal at the bottom of the approach, it's because at the same time you're pulling in a lot of collective/power. As Seahawk stated the power available to the main and tail rotors are interconnected. application of either one affects the other. Or, if you're pushing a whole lot of pedal to arrest a large yaw (a huge gust of wind), it's also going to drag down main rotor RPM a bit. In a hot and high situation the problems are multiplied.
Ground effect does give a little extra to your hovering performance but there's other factors affecting the performance of the tail rotor, whether its in clean air or not.
When you move from a no wind hover into forward flight, you'll be leaving that area of ground effect and find a momentary need for additional power (which will require a little bit more pedal). Very quickly after that you will fly through Effective Translational Lift (ETL) and the aircraft will experience a slight aerodynamic gain allowing you to reduce power if you desire.
That scenario plays out in reverse as you are on approach coming to a stationary hover (in a no wind condition).
Throw in gusty wind, high DA, a pinnacle landing and that all affects how much or how little you apply collective and TR pedal.
__________________
Kurt
|