How to Perform a Helicopter Autorotation Step by Step

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In this video, our Executive Director and Chief Instructor, Michael Mower, walks through how to perform a helicopter autorotation step by step. These are the standard procedures for a helicopter autorotation maneuver. Performing autorotations safely is essential to qualify to become a helicopter pilot and a must-have skill for safety. We hope you enjoy this autorotation maneuver tutorial!
Chapters:
00:00 - What is a Helicopter Autorotation?
00:14 - The Entry
01:05 - The Glide
02:16 - When to Make an Immediate Power Recovery
02:49 - The Flare
03:25 - The Power Recovery
04:13 - Performance Standards: Private Certification
04:40 - Performance Standards: Commercial Certification
04:59 - Don't Forget to Subscribe!
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All statements and claims made within this video are accurate as of the date of publication.

Пікірлер: 38

@MaddieMadness 3 жыл бұрын

Great video!! Most informative I’ve ever seen!!

@SUUAviation 3 жыл бұрын

We’re happy to hear that!

@omegahyperes96 Жыл бұрын

I'm amazed all this is even possible without ANY POWER. 🤯

@cunnelatio Жыл бұрын

If it wasn't, nobody would get in a damn helicopter

@abbieamavi 2 жыл бұрын

This was a great video, thank you! From a fixed wing commercial pilot hoping to transfer to Rotor wing 😄

@dhafersaleh6727 2 жыл бұрын

Great 👍

@HelicopterTrainingVideos 2 жыл бұрын

Nice video angles and talk through. Just a couple of corrections - 1> At 4:00 in the video you say increase RPM to 104%, but the video is showing the Raven 2, so 102% (104% would be an engine overspeed in the R44 Raven 2) 2> In talking about the performance standards, at private level you say 97-102% and commercial 100-102% but the FAA Practical Test Standards (PTS) just says "Maintains rotor RPM within normal limits" which according to R44 POH (3-2) is 97-108% (and down to 90% for max glide configuration). But really good!

@robertvalencia26 3 жыл бұрын

Amazing video 👍🏽

@SUUAviation 3 жыл бұрын

Thanks Robert!

@clownhands 3 жыл бұрын

Excellent video.

@SUUAviation 3 жыл бұрын

Thank you!

@vampire526horizon8 2 жыл бұрын

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

@joshuadalton6063 7 ай бұрын

Governer failure or glitch?

@Big.Ron1 2 жыл бұрын

Do you have to do power recoveries? Why not all the way down? It seems to me you should train for emergencies by including the landing. After all in the real deal you don't have the choice to do a power recovery. When I did the fixed wing check ride I did a stall when the examiner said stall it. He freaked out when I did. He said we just need to get in a stall situation. So I recovered and on we went. I explained how I had had trouble with my landings so my instructor took me out and taught me stalls and spins. After that stalls were no biggie and landings improved immediately. Now I understood what the airplane was telling. So again, why not auto all the way down?

@abbieamavi 2 жыл бұрын

I’m wondering as well, I think it’s a safety issue

@TheTzeestraten Жыл бұрын

Robinson used to recommend full down autorotations as part of the type rating, and as practice for a CPL-H. Robinson no longer recommends full down autorotations. They have the stats and apparently the majority of dangerous incidents involving an autorotation occur during practice full downs - either as aircraft or pilot fault. They now recommend power recovery autorotations, plus low level taxi and hover engine failure. The idea is that you stitch together the autorotation and the taxi full down. Autorotate and flare until you're close to a taxi height and speed, then use the taxi engine failure technique to full down.

@HeliRy 3 жыл бұрын

Why don’t schools in the US do many full downs, if any? Is it an insurance thing?

@SUUAviation 3 жыл бұрын

We do full downs! Just didn't happen to in our latest videos.

@zendermeister 3 жыл бұрын

Got it. 🤣

@SUUAviation 3 жыл бұрын

That was easy! 😄

@rootsAlkebu 2 жыл бұрын

🤣

@robertgary3561 2 жыл бұрын

Still confused how to adjust the glide to hit the spot. I’m transitioning.

@Maverickib 2 жыл бұрын

Speed! While it's all well and good to have a perfect setup for check-ride style auto, realistically, you're not going to have those conditions in real life. If your spot is farther away than usual (use the spot's location on the windscreen relative to the compass to gauge it) then increase speed to the optimal glide speed (80kts on an R22). If it's closer than usual, slow slightly or make a series of turns to adjust your position. As long as you're meeting the right wickets at that 200ft AGL point, everything above it can be totally different. Don't be afraid to play with your speed to get the spot right in the crosshairs before settling with the 65kts optimal speed.

@robertgary3561 2 жыл бұрын

@@Maverickib for the checkride I get +-5 knots so I can’t adjust that much.

@Maverickib 2 жыл бұрын

@@robertgary3561 Pretty sure that speed requirement is talking about the speed during the actual entry to the autorotation. You should be able to adjust speed while on approach to meet your spot. There's no way you'd fail if you say something like, "Increasing speed briefly to extend the glide," before coming back to the correct entry speed prior to the flare.

@banzobeans Жыл бұрын

Why is the back rotor still spinning?

@SUUAviation Жыл бұрын

Due to a mechanism called a sprag clutch, which disconnects the main rotor system and gearbox to eliminate drag. This allows us to have yaw control even in the event of a engine failure.

@banzobeans Жыл бұрын

@@SUUAviation But where does it get its power from when the main rotor system and gear box are disconnected and the engine is dead?

@mrwaterghost 9 ай бұрын

It would seem that no one is capable of answering this simple question. It's a mystery to all.@@banzobeans

@niklaswendler6552 3 ай бұрын

the clutch seperates engine and rotor system, but tail rotor and main rotor are connected by a gearbox. so, in autorotation the ratio between main rotor rpm ant tail rpm is the same as in flight with power. (Consider the two rotors as one interconnected system, you can’t rotate one separately)