From Nick:
"the "power" needed to stop the auto is higher, thus the rpm droop with collective pull is faster, and the collective pull is less effective. "
I have noticed this, and I have a few questions stemming from this.
Would this suggest that it would be preferable to maintain a higher airspeed in the glide (or at least towards the bottom) and accept the higher ROD in order to have a little more energy for the flare?
Any advantage to maintaing RPM in the glide near the upper limit?(I know that this will increase the ROD) Or would it be prefereable to increase it into this range in the flare? I usualy do the later and try and keep the RPM at the top of the allowable range during the flare.
Since it does take more power to stop the machine how would that affect what altitude you should flare at (higher or lower)?
Again from Nick:
"the collective pitch setting to get that ROD, and set the rpm properly, is much higher."
Agreed, the autorotative RPM of the helicopter is higher and it does take more collective to maintain the desired RPM. The little bugger wants to overspeed with all due haste upon entry with two people onboard.
Anything other advice that would make job a little easier (its never easy) if the engine should ever quite would be appreciated.
To RobboJock:
Agreed, you won't find me playing test pilot I am not trying to push the limitations, just learn a little more about the autorotavive performance of the machine at altitude. My experimenting thus far has been very conservative.
Thanks, Steven