Autorotation Questions

When stretching an auto, which control is moved first and why?

Not a question of which control, rather the configuration

R44 90/90 4.7 to 1 1nm per 1300 feet
Variables – wind & weight
Need to practice:
Horn & light during entire glide
Determine if the area can be made
Start from a couple thousand feet AGL

How soon into flight training should you start practicing them?

The pro-solo stage through to the Private test

FAR 61.87 (f) (15) a requirement for pre-solo

In autorotation, how does a semirigid rotor system differ from a fully

articulated rotor system?

No real difference between the two

Blade inertia is independent of the number of blades
High & low inertia examples with both types of rotor systems.
Multi blade designs tend to have smaller diameters & higher disk loading
producing higher descent rates – doesn’t have to be that way

How does the rotor rpm decay rate vary between the R44 and R66?
R66 is slightly slower due to heavier weight.
R66 same rotor diameter (33ft) but approx. 1.5” more cord (in/outboard)
Comparison from RHC testing:
Speed: R44 130kts, R66 124kts
Delay prior to lowering the collective – both 1.4 sec
Results: R66 decayed to 90.5% or 6.7% per second
R44 decayed to 87% or 10.7% per second
What is the best way to teach a power recovery in an R66 during
autorotation?
Due to the inherent lag in the turbine response rate, begin the recovery just before the
flare
Throttle full open – like flipping a switch to get turbine spooling up
Raise collective about 1 inch to prevent overspeed
Halfway through the flare slowly begin to raise the collective

Tips to mitigate overspeeds in a power recovery autorotation?

See answer above

At which height do you recommend restoring power? 200-300 ft or

during the flare?
See answer above

Would you recommend low-speed autorotation according to Claude

Vuichard’s method to all Robinson types?

No comment

Is it true you did zero speed from 200 AGL with only pitch pull?
No – crazy to try

What is one tip you have for autorotation in mountainous regions such as
Hawaii?
Problem is very few landing areas
Fly at higher altitudes (+1000ft)
Julia Link was able to maneuver from 1600 ft AGL
At what point is low rpm unrecoverable?
Varies depending on DA, angle of attack & blade speed
POHs 80% plus 1% per 1000 ft of density altitude
For training I recommend no lower than 90%

What happens if rotor rpm gets above 108% during the auto?
I assume this question is for an R66??
High rpm will increase descent rate
Possibility of brinelling of the spindle bearings

What is the correct height to start the flare?

Will depend on conditions – wind, weight & DA
Good rule of thumb – 1.5 times rotor diameter & adjust from there

How many times have you hit the tail skid during a flare? How do you
make sure you don’t hit your tail in the final flare?
Hitting the tail skid is not that unusual, me – not sure exactly-a number of times
Purpose of the skid is to warn he pilot of a tail low attitude
Develop a feel for the proper attitude – practice & training with a CFI

Having trouble with the little/big flare in relation to the ground? Any tips?
No sure what the question is but refer to the above answer

Tips and tricks to a good practice autorotation entry?

R22/R44
Smoothly & slowly lower collective full down
Simultaneously apply aft cyclic to prevent nose from dropping & right pedal
When collective is full down reduce throttle to split needles if necessary
R66
First reduce throttle to idle, then lower collective full down
Simultaneously apply aft cyclic to prevent nose from dropping & right pedal
Is it possible to auto backwards? Are backwards autos really that
practical?
Yes, it’s certainly possible to go backwards on an autorotation but not recommended.
Going backwards is the easy part – it’s the transition back to forward flight that is
The tricky part
During this transition extremely high descent rates occur
Requires a high degree of pilot skill to dissipate the high descent rate

Only time I would consider a backwards auto is into a very strong headwind, 25+ knots
where a 360° turn would be difficult

Your best tips to practice autorotations solo?

My best tip and only tip is “Don’t do it”
Always have a CFI:
Prevents bad habits from developing (flare to high)
Trained to recover from deterioting autorotations

Helicopters with two engines and no known history of dual engine

failures: should they practice?
Typically twin engine helicopter training does not include autorotations, only single
engine landings

We do hundreds to thousands in training; what is the actual true

incidence of needing to do one?
Don’t know the actual numbers, but the helicopter community has crashed hundreds of
helicopters practicing for an event that rarely occurs.

That being said, engines can still fail so we have to train for it