Claude Vuichard is indeed the man of the hour!  His technique is, by far, the best to get yourself out of a, usually, self induced problem.  A quick turn, either direction, and the airflow causing your problem is immeadiately disrupted!  

Of A Cross Control recovery. Power pedal, and opposite cyclic. In a fixed wing, it would be a side slip, or foreward slip. The cross controls prevent an actual turn, but rather sidestep out of the column so to speak.

Re think training indeed. Some of the sketchiest and unsafe flights are when your sitting next to an IP and or CA tryinf to show you "safety" stuff. Fact

I Didn't think VRS training was a good idea at the time, but I lived to tell about it.  Cleaning out the cockpit with the cyclic trying to keep it "in the bubble of air". Pegging the VSI at 6000 feet per minute.  Not sure if I was close to terminal velocity Or what terminal velocity entails. Chopping off the tail boom with large control inputs is a concern, but Recovery from three or 4000 feet should be a bigger factor with horrendous sink rates..  I don't recall doing any scary intense VRS training at Bell 407 factory  school training, during any of three visits to Bell. 

the object of VRS training is to get out of it, not try to stay in it.

I was taught as soon as you recognize it, recover, not "let's see how bad this can develop into."  

Or if you even "think" you're getting into it!  Better to be wrong and recover, than to "wonder if" and not!

This shows how all of you are just followers. It doesn't matter how you get out of this, just get out of the column of air, doesn't matter direction, y'all toot this guy like he's some flying god when all he's done is , get out of VRS differently than how the "book" says. Bet most of you have never don't a backwards auto, 360 pedal turn during autos, or any of other frowned upon maneuvers to see what the aircraft will actually do. Learn aerodynamics better and these "techniques" will become second nature and not a training accident.

unless you are a test pilot with access to a helicopter, so are you. somebody showed you how to do that fancy useless backwards auto bro. 

Sis? If the only clear area to land in is below you, what are you going to do to get there when you have lost your last engine, sis? Please regale us with your all encompassing knowledge, sis.

they serve no practical purpose

Who says how close the tip path plane is to the tail boom during the incipent stages of VRS ??

Management doesn't want you to practice "being at the top of your game" doing full touchdowns in a multi engine aircraft or VRS demonstration .

if they are that important to you

In the old days we called it something different. A few years logging will teach you all need to now about recovery methods.  My guess is the accidents are happening when the recovery doesn't work.  I watched the  recovery method and it made sense on paper, in practice lots of variables to consider because its a helicopter. The old guys that taught us old guys always taught avoid the deadly 3.

1. engine developing power to the rotor

2. above normal Rate of descent.

3. Slow forward airspeed with a tailwind.

Eliminate anyone of the 3 and what you call VRS goes away.  I also think ground effect has saved a few pilots but not as many airframes.

Direct effect on entering VRS. All tailwinds do is change sight picture, leading you into pulling power, slowing airspeed, and increasing rate of descent.

Ground, it moves through the air mass. The Ground then applies no aerod force on the aircraft. There are some converging forces such as ground effect, and mechanical turbulence in close proximity to the ground. But once sufficiently into the air mass they are negligible. The only forces in relation to the ground then, are subliminal. They only seem to be actual because of sight picture, and not correcting for them early enough.

Airbus doesn't allow VRS. Since the aircraft were not certified with data on what VRS does to component, it's not allowed. I have the reference somewhere.

We teach to the onset. This is the most important thing. That a pilot recognizes the onset and recovers from that. If you get SWP and VRS it'll be below 300'ago not at 1500'. If youll never make it into fully developed VRS in real life and life to tell about it.

Its all about the recognition, avoidance and recovery from the onset. I stopped demonstrating full VRS a long time ago.

Vuichard maneuver will recover within 40' od altitude loss.

That's fine, i have seen that. Afain though, you should not fin yourself in VRS in real life. The key is avoidance and early recognition before you enter VRS. Below 300' even a 40' loss during recovery is no joke. In training your expecting it so you are ready for it. On the line it'll all be unexpected. There is no reason to demonstrate full VRS. It's hard on the aircraft and not realistic to what the pilot should be doing.

My pet peeve is IPs showing things that are either not part of the training curriculums or take it beyond what needs to be demonstrated just to prove they are masters of the the aircraft and to prove themselves. There is no point in showing pilots stuff like that.

The only reason VRS exists is the cavitation of the air mass under the helicopter rotor system.  That is why you fly out of it. #1 in my earlier post.  I.E. engine developing POWER to the rotor system creates cavitation.  If you are flying forward off of the cavitated air and you have a tailwind it keeps the cavitated air under the rotor system longer.  I don't know how to explain it any simpler.  Best methods are knowledge of the problem and avoidance. 

Enter settling with power. But it is not a causal factor. The causal factors are power applied, low airspeed and approximately 300' per minute descent. Tailwind only seems to have an effect by pushing your ground speed higher causing you to react with aft cyclic, and down collective. If you kept your cyclic where it would normally be in a no wind condition, the tailwind would not "blow your downdraft back underneath you".

As stated in my orginal post.

Because a tailwind works the same amount on your downdraft as it does on your helicopter. It doesn't push one, without pushing the other the same exact amount.

as a headwind does...are you familiar with translational flight?

You've got to be a nurse.

Regardless of wind. The only effect of winds on ETL is to shorten, or lengthen distance, not airspeed. Imagine hovering with a 20kt tailwind. As you taxi forward with that 20 knot tailwind(zero ground speed), you will reach 20 knots of ground speed, but have zero airspeed. At 40 knots ground speed, you would achieve 20 knots of airspeed, and assuming ETL for that aircraft is 20 knots, only then would you achieve ETL. With the same aircraft and a 20 knot headwind, you would be hovering in ETL. If you are a pilot, you need to turn in your certificate. If you are a Murse, carry on smartly.

DISMISSED!

Should offer something other than "you're dumb".

The rotor disc at 20 knots headwind v tailwind in a hover is experiencing generally the same amount of benefit (ETL). Only when you start moving forward with a tailwind, you run into your dirty air, thereby requiring more power until you are through that column of dirty air with a positive relative airflow on the nose at approx 40 knots ground speed in your scenario. With the headwind scenario, the dirty air stays behind you so you remain in positive airflow off the nose. In a stationary position, 20 knots is 20 knots with some variation due to airframe design. The disc alone does not care. 

Show that tailwinds have no direct effect on VRS aka SWP.

You are not in a stationary position when settling with power.  You are correct the rotor system does not care but lift does and the cavitation of the air below the rotor destroys that lift hence settling SWP.   

In The Airmass, if it is moving, and you are entering SWP/VRS.Because you move along with the airmass as it moves over the earth. If there is no wind, then you are stationary over the earth ie, you are hovering as one of the prerequisites for SWP/VRS, which is low to no translational speed. Notice that a tailwind is not one of the prerequisites for SWP/VRS. It is how you handle the tailwind that can lead you to satisfying the only 3 requirements. If you get into SWP with a tailwind, you didn't compensate for it with the proper control inputs to keep you out of settling with power. Don't blame the tailwind for your incompetent control touch.

You missed the principles Milly.  Its not about an incompetent control touch.  

A tailwind has no direct effect on SWP, then your incompetent knowledge will necessarily lead to an incompetent control touch. By the way, not a milly. Just someone who paid attention in helicopter aerodynamics. Might even be older than you.