It's a good read... short and to the point. Thanks for the post! I noticed that they didn't really describe the "onset" of LTE in any real detail. I suppose that's somewhat type specific, depending on tail rotor design.
I've never experienced LTE in the R22... even when flying in conditions that SHOULD produce LTE. That's definately a testimate to Frank's great TR design. I don't think anybody would disagree with that statement (even if you don't like Robbies).
As much as I enjoy the Brantly B2B, I have to say that the lack of TR authority is it's worst trait. As described in the article above, you are almost out of pedal in an IGE cross-wind hover (an indication of how susceptible the ship is to LTE). You definately have stay on top of LTE situations in a Brantly, and it is very easy to get into. LTE is easy to pick up in the B2B because you run out of pedal at a fast rate of decay (almost immediate, you have to react immediate).
The B47 isn't too bad; however, it seems fairly susceptible to get into LTE with an OGE cross-wind (no shock there). Actually practiced this scenario at higher altitudes a few times, and it can get dicey if you let it get too far. In an OGE hover, I noticed more and more left pedal over time, but it was much more gradual than the B2B's rapid decay. In the B47, you feel a gradual and progressive need to apply left pedal... until you pretty much run out. Then, a yaw begins to develop... sometimes with a slight vibration.
In both ships, as the article suggests, forward airspeed is the quick cure. In the B47, we let LTE get to the point where the tail started to come around... not good. I was with a CFI, and we dumped the collective and used autorotation to get out of it. I haven't experienced LTE in the 280FX, but I don't have enough time in the Enstrom to know anything.
What about other helicopters?