But of course...i knew that, I was testing you............
................uhhhhhm to see if you knew who you were
Anyways thanks for 1- giuving me a perfect occasion to show my carelessness and 2- how much i really pay attention to other and completely confuse them just because a J is THE ONLY common factor between them.
But in all seriousness, I could only see one outcome, a crash landing with relatively minimal damage....assuming other strong forces like wind or an impact weren't the reason why the drone had to bail. I don't really understand physics enough to see how else to reason, but a Helicopter has so little margin for error and as soon as the rear vertical rotor doesn't spin fast enough to counter the main rotors lift then it can either spin out of control or "GLIDE" like any other plane. I dont remember where or when but i saw some credible source saying its much safer to recover from a total engine failure in a helicopter than any airplane...and if 1 rotor is safer, isn't 3 even more??
Sadly, no. (I spend waaaaay too much time in helicopters)
When a helicopter is in powered flight, the tail rotor counters the torque created by the engine rotating the main rotor. When it loses the engine, the main rotor is automatically disengaged from the engine. Without the external forces of the engine driving the rotor, there is virtually no torque. If the tail rotor is still mechanically sound, it can still be used to control yaw because it is linked via transmission to the main rotor.
There are a few reasons a multicopter is not able to autorotate.
1) Lack of ability to disengage the propellers from the motors. Even when powered off, the motors significantly slow the rotor spin.
2) Fixed rotor pitch. A helicopter’s ability to roll, and pitch comes from the complex nature of the way the pitch changes as it moves through its rotation. It is nothing more than a spinning wing, so controlling the aircraft requires the ability to tilt it precisely.
All control for the multicopter comes from precision control of the speed of each prop. When it loses either power or control over the speed of each motor, it’s essentially an oddly shaped brick, and will tumble as drag impacts different parts of the airframe and camera.
In a helicopter with either sufficient forward speed or altitude, it can use its rotating wing (main rotor) along with the ability to control pitch, roll, and yaw, to achieve the correct balance of forward speed and descent rate. Variables like the air temperature, humidity, altitude, and weight of the loaded aircraft determine the correct procedure to get down in one piece.
You are correct that a helicopter without power can be safer than a plane under the same conditions. When properly executed, an autorotation maneuver gives the rotor about the same drag as a parachute. Cool, right? At the very end of the decent, a powerless plane needs a long, flat area to land. The helicopter can trade off almost all of its forward speed to slow the descent. It’s a one-time trade of energy, but it does mean that you can set down in a small area instead of looking for a highway.