Originally Posted by
JohnDixson
CTR thanks-and let me ask if I understand correctly, that the AEO run on utilizing wing aerodynamic lift is THE AEO procedure but there will also be a rotor autorotation capability offered as a plus?
Second question is about the simulated rotor autorotation, where the flare resulted in an altitude gain. Just theorizing, but the 609 has a decent sized wing and depending on the speed at flare, the altitude gain may have been mostly wing lift related? Of course, if the flare speed is decreased too much to avoid excessive wing lift, it might be too low to obtain a boost in prop rpm ( potential energy to be used for the pitch pull at landing ). I’d guess that by now, they have done additional simulation, varying pitch rate and max pitch attitude, and have all that resolved…..at least insofar as simulation can be trusted for these type dynamic maneuvers.
Well, time to try some real power recovery auto’s and find out what is what.
Can one assume that rooftop procedures will be developed for the 609?
John,
As always, there is never a simple answer. As you pointed out, a wing and forward air speed provide lift in addition to the rotor inertia. So depending on 609 weight, pylon angle, altitude, forward speed, distance to and length of potential places to land, the pilot needs to make some critical decisions. Do I do a running landing, shoot for a full autorotation landing, or a combination of both.
I wish I could give you the detail flight envelope
limits, but I not been connected with the 609 for almost a decade now.