Hi, back in the early '60s I trained in a Hughes 269A. I soloed the pattern in 4 hours. My instructor was a retired Army helo pilot. The instructor asked me what would I do incase of an engine failure and before I could get the words AUTOROTATE out of my mouth he chopped the power and the bottom dropped out. That was the only warning I got on my first autorotation, after that he never warned me. He would just chop the power. One time we were at a hover and he chopped the power. After that I could handle most of what he through at me. He taught me so much. I've been reminiscing and came across your channel. Thanks
Thanks for watching and commenting. The Hiller are a piece of our history with helicopters. I am going to give you a free copy of my book "Helicopter Check Ride". Here is a link for the free download www.helicopterground.com/pl/1856
Started flying helicopters , lessons, when I was 10 years old. I'm 51 now and these are the best videos I have ever seen. So much information and spoken super clear.. Awesome just subscribed and looking forward for more videos. Thanks
That's a great video Kenny, thanks. One thing I have always thought about rotor wing flight training with autorotation's was add more random events. I understand the need to get the fundamentals down but after, instead of dropping an auto onto the airfield, do it onto a paddock or a flat area away from home base. My instructor did this to me a number of times and its instilled in me a wariness to always look for an area to land.Some great tips. Never hurts to hear them again.
Great site, just discovered it today. My hobby is 8 hours in R-44 flying .6 hrs at a time each year. Most instincts come from a bad period in life at age 18 and 19, but I have learned much from two instructors over the last 6 years. Your videos helped me understand why they instruct so differently. It is fun and after retiring from part 121 I still wanted to be up in the air with no stress or expectations. Thanks for giving good info to young people as many instructors do not take the time.
It should be noted that it is an auto with power recovery. This maneuver is counter intuitive. As an aviation safety inspector as well as a military instructor (huey's),1200+ combat hours and many initial CFI check rides and about 6000 total. I found that too many times the maneuver is messed up at the very bottom. (Flare,pitch,level cushion).and the power recovery saved the machine from harm . At the very bottom of the power recovery you must add power, add right petal and come to a hover not cushion the landing. . Not what happens during a real engine failure . That is why instructors tend to bend skids when the engine really fails during practice. Also there is a slight amount of energy that stills gets transferred to the rotor system when the engine is at low power. The spray clutch does a good job but is still influenced by power in the system. It is a little different when the engine is really dead and things happen a little differently with a truly freewheeling system and a dead power plant. But the tips you give are invaluable to get pilots comfortable in the initial stages and learn to fly the aircraft through the maneuver.. A well respected instructor in southern California named Pete Gillies brought the residual power effects to my attention. He had almost 50 years in helicopters and many thousands of full touch down auto. Full down autos was all he taught to police, fire and yes FAA inspectors. Unfortunately the training risks outweigh teaching full down autos from the beginning. The army found out in the early 80's that they were breaking more aircraft in practice than in actual engine failures. Pete decided to hang up his flight suit due to age. Miss that guy.
Thank you for your service. Thanks for watching and commenting. We do full downs in the R44 and Enstrom when training a CFI. A Robinson is a low inertia rotor system and the handling is very different from a Huey. The power recovery does add some complications to the maneuver, as there is more to do. The PTS calls for a power recovery, so that is what we try to help people with. Here is a free PDF copy of our latest book "Top Ten Check Ride Tips" www.helicopterground.com/pl/38587
wait these are ideal Practice sessions and not real world, Rotor drive is gone when it's gone and not when the right page of the recipe book is turned with 3 nice areas to land? Tree top level varies a great deal....Is shadow training used? Yes it's not sunny every day but the shadow of the heli is also a good aid when available and more reliable than trees if there are none or there aren't perfect landing sites and only trees - into the woods one must go (the lowest rotor speed is best and at almost a stall?) A night time auto over trees=some information on location being much more helpful than how you crash
Guess it depends if you are trying to get a rating or working on advanced training. If you or someone you know would like a free copy of "Top Ten Check Ride Tips", click this link www.helicopterground.com/pl/38587
We teach, as per the height velocity diagram, a slow take off near the ground with forward airspeed to best deal with an engine failure. Anytime you take off vertically you are putting yourself at risk of a not so successful outcome!
I need someone that can teach me to perform a perfect autorotation when I enter it sloppy, because that's what happens in real life when the engine quits or I'm climbing out etc.
Heya, Kenny! REF the "must raise collective after entry"... is true for you and me, but isn't for a 150lb R44 pilot or a 130lb R22 pilot. Depending on the day it might be a collective-full-down auto until recovery.
You are right. Video learning is always backed up with CFI demonstration and flight instruction. Thanks for commenting. Grab a free copy of "Top Ten Check Ride Tips" today. This book hit Amazon #1 best seller withing 4hrs! Here is the free link www.helicopterground.com/pl/38587
I'm so amazed with your skill...may I asked a question ...what could possible cause a sudden drop of both Engine and Rotor RPM while at cruise flight...altitude 1200 ft, A/s95k, 4 pax.with less fuel ..manifold at 22 InHG ..indication loss of power ..low rpm lighted and low rpm audio, both needles drop to Idle speed ...what do you caused this incident??thanks
Great Video! At 3:00 you speak about splitting the needles to the point that is appropriate for the aircraft I am flying - could you give an example of what that would be for an R22 (or an R44) ? Thanks!:)
sorry to disagree so strongly, but,, suggestion number one is not so great. Why are we practicing Auto-rotations in the first place? To be prepared and to practice a real life emergency. IN real life you are not going to have all those parameters you just mentioned, ie. 70 knot speed, 500 AGL,,,,,,,,,,,,,,in real life i may be cruising faster slower, may be higher lower, etc. When i practice i do so in real life scenarios,. I think its best to practice autos under many different scenarios,,,,,,,,,,,,,higher, faster, slower,,,,,,,etc, all safe conditions just not the same over and over. thank you.
There has to be a standard for testing! So we train to the PTS Standard to prepare people for the test. We also go out and do real world types engine failure scenarios . That why the video is call Autorotation Training Tips, and not Real Life Emergency Practice!
You're talking about in practice, not an emergency. Autorotation will be the most difficult thing you learn. Prayer, Skill, technique, concentration, timing, and lots of tears.
Hey Kenny! Just found your videos, thanks for the tips! Today we did some 360 autorotations on As350. The direct and 180 were fine but I struggled a lot with the 360, spot, airspeed, NR… we’re practicing again tomorrow but do you have any tips for me please - PPC is coming real fast…
I'm only 16 hours in and these really helped me. But in a real failure I won't be level at 500ft, 75knts etc. Is the logic here that a great entry in practice lets you learn the rest of the auto solidly, then in the real thing, you have a better feel for the right decent profile and can fight your way to it from whatever entry fate handed you? I appreciate the instructors will give you some surprise auto's later to practice. I'm just trying to piece it all together. Off to watch more of your videos. Thanks for taking the time.
sir can u give me ur gmail id sir , I'm an aviation student , currently doing an research paper about prevention of tail rotor failure using light weight backup electric motor during autorotation
I just regret to not be on your school instead of the one chose to make my course... but i m easa not faa. But still hope, after finishing only one exam theory (flight planning ) failed due not very well prepared... visit your school and make some improvements on flight techniques!!
Well for the commercial check ride you should be taught how to fly the helicopter at maximum Cruise being down wind and then enter the auto. First thing you need is aggressive aft pull on the cyclic You might actually have to pull a little bit of collective to prevent Overspeed on some helicopters. When airspeed bleeds off to what you need for your rotation lower the collective maintain that pitch and turn around into the wind . At this point you don’t care about anything but rpm airspeed and your landing fly the rotor and not the airframe. Lots of turns will help get you in the LZ make sure it is close . The strong our collective will not only get your speed down to a safe speed for a rotation but will help you gain some needed time by giving you extra altitude in a B407 easily 200 feet.
I was lucky enough to train with some Army IP’s that were more worried about making sure you could save your life then getting ready to pass a check ride
Sure! We need to train for real life situations. I mention that in the video. But training has to be held to standard to pass the test! A person has to learn the fundamentals first. That's why the video is called training tips!
how do you control rpms once you go to level? Is it the flare that will slow decent? Level it, then collective to glide it down? Or does collective slow the decent and flaring is to control forward speed? Which is it?
RPM is controlled by collective if you are at the airspeed you want however slight adjustments of cyclic will also change RPM. The flare will slow the rate of descent and forward speed then you level the aircraft at the appropriate height and use collective to cushion the landing.
Thanks Calvin. Just for commenting, I would like to give you a free copy of my book that made #1 best seller on Amazon. Here is a link to get it absolutely free. www.helicopterground.com/pl/1856
I understand you are practicing with perfect conditions. But engine failure is seldom in perfect conditions. I have done over 500 auto-rotations in my life (thankfully all practice) I have done high altitude, low altitude, into the wind, cross wind, downwind, straight in, 90, 180, 270 degree turns. Run on, flair to recovery. full stop, high speed and low speed entries. In other words almost every imaginable possibility. Never have I started an auto-rotation with an aft cyclic move. The number one killer of an auto-rotation is rotor blade stall. Most pilots do not practice many auto-rotation if any after they get their rating. So the first 2 thinks they must do in an engine failure is down collective and forward cyclic instinctively in the first 2 seconds. You can always slow down but speeding up is dependent on altitude and angle of attack. Don't start out by showing down there is plenty of time for that after you establish the aircraft on a proper rate of decent. Remember the way you react under stress is usually related to the way you practice. Practice to live the helicopter is replaceable you are not.... Just my 2 cents.
One good purpose for the initial aft cyclic in the auto entry, is to keep the MR loaded, or slightly increase the load factor on it, so that the rotor RPM can be recovered more quickly. In an R22, that small move can save your life, in the event of a massive rpm droop. THE most important part of autorotation entry in a real life scenario, is recovering RPM and not stalling the rotor. Regaining airspeed, and finding a landing spot are second, after establishing the auto. Forward cyclic in the entry is only going to hinder rpm recovery. In a perfect scenario, where it's a zero speed practice auto and you know exactly when you're starting, then forward cyclic will be beneficial in airspeed recovery, but you really only should do that when RPM recovery is not an issue.
You are absolutely right Brian. Aft cyclic increases rotor rpm and is important muscle memory to instill in yourself and students. It may save the pilot one day if they hesitate for a second and the RPM drops. In an actual emergency our mind can sometimes suffer from a split second of denial, wasting valuable collective down time! Forward speed is very easy to regain as opposed to rpm
