Hi guys,
Just reading the last few threads and I thought that I should probably clarify my question (point) on T/R auto. My last post was in response to a tail rotor drive failure, ie: no drive at all. Sure, if there is any pitch on the tail rotor itself then there is no chance for an autorotative force. BUT - what if you could boot in some right peddal and zero the pitch ........ I have always been under the impression that there has been flapback on the tailrotor in forward flight, most of which is cancelled by the delta hinge but there is always a slight angle of incidence compared to the relative airflow. Nut over that one!!
As to the friction effect, (I always use transmission drag to explain it) You must use a little bit of engine power in the descent and landing when confronted with T/R drive failure. Firstly, in the descent not only do you have trany drag but most 'American' heli's, bar the B47, have a vertical stabilizer that produces lift to starboard (nose to port) in forward flight that must be accounted for with a little power. As the speed washes off when we flare we have to lose a little bit of power but still account for trany drag.
Lest to say - throttle control will still play a pivotal role in the successfull outcome of a tail rotor drive failure.
Here's a little side line. If any of you fly a B47, you probably found yourself using the throttle to keep you nice and straight when landing in gusty conditions without even noticing it. Hopefully the same will happen if/when the back end plays silly buggers.
Hey, don't worry - just don't forget.
cheers