Model 407 Autorotations to a taxiway, and damaged a taxiway light 

Why is this necessary to do autos ????

https://helihub.com/2022/03/01/01-mar-22-n2191-bell-407-fort-worth-us-texas

That aircraft and organization probably does 50 to 75 autorotations a day to that taxiway with  pilots who work in all types of environments. 

if you don't understand why that type of training is necessary then you should probably find a different forI'm.  

Is that the Silver State scam guy?

"Why is this necessary to do autos ????" 

Power failures and some other issues recommend an autorotation.

I will frickin' A guarantee you that your first power failure and autorotation will not be like those done in training. Your first indication may be a yaw (got my undivided intense attention) a caution panel indication/low NR horn. You will need training to minimize the analysis and response in as timely a fashion as possible. 

Your training should teach you how about NR, airspeed effects on the autorotational 'glide' and how those factor are used in the decel and landing.... ahh, the landing! Autorotation proficiency markedly increases your chances of not damaging or minimal damage to the aircraft in whatever your landing situation. 

Decades ago when I was teaching and when most Army aviators were proficient in autos, I read statistics that showed about 90% of the Army's emergency autos were successful- day, night, IMC.

Good training means good flying.

Power failures and some other issues recommend an autorotation.

gotta love the internet pilots. lol

He's right, the RFM does "recommend" an autorataion for some emgerencies.  Loss of T/R Thrust for example.  So what's your point?

"recommend" an auto for an engine failure. because that's what he said, dummy

"Dummy."  My, aren't we a bit sensitive and insecure.  You read "recommend" and think it meant for an engine failure.  In my opinion only a "dummy" would think that. (so maybe it's projection more than insecurity!) I read it and think it means an auto is "recommended" for other types of emergencies.  To me that makes more sense than the way you read it.  Just saying....

f**King SAID engine failure

Emergencies, bonehead.

he f**King SAID engine failure

I know what- let's define 'engine failure

Let the hilarity commence.

I really wanted to hear the internet pilot definition of engine failure. I'm sure it would be just as entertaining as listening to you try to talk about autos.

All true! 

I'd also mention the fact that in a "training auto" the engine isn't gone, it's simply at idle.  The means the engine oil pressure remains good, and the generator never kicks offline.  In an actual "engine out auto," those two lights illuminate on the CWAP.  Pilots are very "visual" people.  When they have never seen those lights in training, some have a tendency to spend precious time looking at, and even trying to deal with, those lights.  When training rated pilots in a simulator, I have actually had some try to reset the generator during the autorotation!  Too little time my friend!!!  You'll be on the ground soon enough, and the battery will last long enough for you to make a few calls!

The last thing to mention is that in a training auto the engine is at idle and, thus, is providing a little bit of power, albeit a very small amount, to the rotors and keeping them spinning a little at the very end of the landing.  In a real auto, that just doesn't happen!  It may not seem very important, but it does make some difference at touchdown.  Be ready to use ALL the collective you have available, not just what you're accustomed to using!

"The landing," ah, the landing!  You can do everything right, but screwup that last 4 or 5 feet and all is for naught!  I once served with a UH-1 pilot who had an engine fail at about 8K feet.  Saw a nice field to land in and circled it all the way done.  Screwed up the last 5 feet and severely damaged the aircraft.  When we talked about it later he said he didn't use enough cushioning pitch.  That he was used to the amount of collective he had done during training autos and that's what he did.  The problem is it was not enough, so he feel like a rock the last 4 or 5 feet, rocked forward on landings, then hit hard coming back down, spread the skids - primarily the aft crosstube - and almost broke the tailboom off at the fuselage.  Hey, at least they all lived.  A fair amount of folks don't! 

screwing up the landing certainly does not mean "all is for naught". if you don't auto, you die. if you auto and screw up the landing, you livet. wt f is wrong with you idiots.

Silly me, I thought the goal was to not only live, but safe the aircraft if at all possible.  I guess this "idiot" was trained differently than you.  That said, I absolutly agree, if the aircraft can't be saved, then it becomes a "life support pod" and the human surviving becomes the primary goal.

Oh, and I forgot to mention there are too many folks who screwup the landing and kill themseves in the process.  So, the two aren't mutually exclusive; and neither is landing the auto and saving the equipment!

coming and it's not remotely true that botched auto landings kill a lot of people.

I didn't say "a lot" of people, those are your words, please don't try to put them in my mouth!  I said "too many" people.  IMHO, even one person who dies screwing up the landing of an auto is "too many."  Can we at least agree on that?

The extreme with the stubborn truant. 

you said "ALL is for naught" which is a stupid thing to say because nothing is further from the truth.

The goal is to not get hurt. F**k the helicopter.

You said an engine at idle is still providing some small amount of power to the rotors...

During an autorotation, the needles are split and the rotors are free-wheeling.  Free-wheeling means that there is no connection whatsoever between the engine and the rotors.

To say that the engine still  provides some power to the rotors is ridiculous, perhaps the stupidest statement ever made on this message board.

done a touchdown auto (in a turbine) you would know that when you cushion the rotor rpm decreases to the point that the needles join and the clutch re-engages and the engine does provide idle power to the rotor. 

I am just now reading your post, and discovered that I repeated what you said. Imitation is the most sincere form of flattery.

he probably needs to have it repeated.

>>>>>>>>>>>>>>>rotor rpm decreases to the point that the needles join

Horse hocky. 

If you increase pitch and join the needles at IDLE before you are on the ground, you will wreck the aircraft.   Try it.  Post the video on youtube.

My first auto was in 1977 and last was in 2013.  The one that was due to an actual engine failure was no different from the other several hundred. 

Pete Gillies has done a few too.  Go to about the 5 minute point, listen and learn.

https://rotarywingshow.com/rw73-pete-gillies-helicopter-autorotations/

DISMISSED!

I don't care who what he pretends to be, there is no power going to the rotor. 

He is putting out bad information and you believe it.

Show me.  Prove it and I'll change my mind.

Of the cushioning collective pitch input. You want to use every bit of useful lift out of the rotors even as they slow to cushion the landing.

has thoughts

they don't join when the engine isn't running. crazy, I know.

About PRACTICE autorotations. Try to keep up, oh dull one.

I don't think old dirt has any idea what he's talking about.

He said at low rotor speed. If your throttle (and engine) are at ground idle, and the rotor slow up enough to rejoin needles, the engine WILL drive the rotor at that ground idle speed. 

congratulations, you just described an idling helicopter. so you had enough engine failures to notice that they "fell faster" lol what a moron

you had enough engine failures to notice that they "fell faster" lol what a moron

1 drive train failure and 1 engine failure.

Training included autos with engine shutdown.

the idling engine keeps the rotors spinning a little bit "at the very end" which is awesome. lol

Sure you're right.  There couldn't possibly be smarter, more experienced people than you in the industry!

https://rotarywingshow.com/rw73-pete-gillies-helicopter-autorotations/

I direct your attention to about 5:30 and on.

Dude, "it's better to remain silent and be thought a fool, then speak and remove all doubt

pilots learned everything you know

Been flying helicopters (and FW) for 42 years.  Probably graduated US Army IERW before you were born.  Was privileged to be among the leading edge of Army NVG flying and was selected to attend the UH-1 IP Course as a junior CW2 a little over 2 years later.  I've been training helicopter pilots ever since.  Was recruited to all my post Army positions, including my current gig, making a very respectable 6 figures (the first figure isn't a 1 BTW).  That kind of thing happens when you have a EARNED a good reputation in the industry.  Was also sent to a couple of courses at Western Helicopters and blessed to be taught by Pete Gillies himself.  Those of you in the industry who didn't have the honor missed out!

So you see, your insults mean nothing to me, because you mean nothing to me. Just saying.....

pilot credentials of anybody I've met today.

And you are upset about it. When you lash out, you only highlight your own inadequacies, which are legion. Don't be upset that you were wrong, and were embarrassed to have your nose rubbed in your ignorance. Do learn the right way, and let go of your wrong way habits.

tell me what I said that was wrong and then maybe I'll be upset

you know it, we know it, let it go.

Where your ROTOR RPM is located.

That Rotor RPM equates to LIFE, yours and those with you

Keep it in the Green!

If I were asked to make a product safety improvement on a Robinson product it would be the width and color of the ROTOR RPM needle to make it easier for the pilot to focus on that life saving instrument FIRST should he or she become startled by anything!

Okay not just a Robinson (Skinny needle offender) but any helicopter maker.

The part of the auto that does the most to protect you and the machine really happens between the failure and 15 to 25 feet above the touchdown point. All failures don't happen over terrain that makes a damage free touchdown possible. Even with perfect area selection, the side of steep terrain, or rough terrain, or wooded terrain may be the best we can do. If we end up at the point of decelaration and initial pitch pull in control, with little forward speed, and a reasonable rate of descent we may sacrafice the aircraft but not ourselves. 

Practice touchdown autos are a wonderful traing tool, if for nothing else, to build pilot confidence that, dependent on touchdown area, autorotations are'nt really all that scary. There obviously is potential to damage the aircraft while practing completing a landing following a relatively rare, ie. engine, failure. The military stopped doing full down autos in training, except for initial training, because the threat of engine failure didn't warrant the exposure to training accidents.

I would rather conduct recurrent training with full downs but I can certainly understand companies looking at the statistics of actual engine failures and concluding that traing should concentrate on safely getting the aircraft to the point of decelaration and pass up the full touchdown. 

the most important part of an auto is the entry. screw that up and you can forget about the rest of it.

Have you ever done one?  If not, stupid question.  If you have, way stupid question.

mother f**kers figured out how to do an autorotation yet lol