@Double Bogey,
You ˋre right in most of your statement.
Where I strongly disagree is
„Key to this first aim, is when one engine has failed, the pilot monitors appropriately. This MUST be by reference to the NR Gauge ONLY and not the VMS or other engine instruments. The reason for this is if the muscle memory reactions (collective down) has been carried out, and speed maybe reducing or increasing as required, the remaining engine indications are in constant motion leading to confusion. If the pilot is well practiced in doing all these OEI handling techniques whilst his eyes are fixed on the NR gauge, he stands the best possible chance of reacting to the second engine failing.“
In a twin, if one donk quits, first aim must be to establish Safe OEI conditions, which depends on the actual flight situation- but always has a speed option, either increase from the hover or reduce from cruise, while atempting an increase in altitude, cloudbase permitting, to get free of obstacles and gain options in case No2 quits
With Eurocopter/Airbus helicopters, you pull power, until the Nr droops, which you will hear from two different sources, first the rotor itself, second the audio warning. Then you just reduce the pitch to cancel the audio.
No need to look inside onto a gauge! The eyes are there to look outside, the other senses should be used for Nr!
Outside is, where the dangers are, the wires, poles and outside is also, where your escape route is or your emergency landing area. Looking inside you might miss the only clearing in a wooden area, over which you might want to circle after having established safe single engine conditions while sorting out the problem.
That said, you might catch, why I canˋt go along with your statement about securing engines
„After autorotation has been successfully achieved, the priorities of what he does next are really important.
A RELIGHT consideration is number 1. If a relight is not appropriate due to Height etc. Now the aircraft must be prepared for the EOL.
The RADALT will always help day and night (BUS SHED OVRD SWITCH), the Landing Light good to have at night but nowhere near as important as the RADALT.
All fuel pumps must be OFF to reduce the risks of post impact fire.
Should we waste time securing engines which have already failed…………..I remain unconvinced.“
From normal helicopter operating heights (IFR excluded) a relight would hardly ever be an option.
The RadAlt can be useful over flat Terrain like a desert or water, still, a flare can be adjusted and most pilots really donˋt need it, to junge the height, when to start a flare.
If height permits or a Copilot or crewmember can switch of the fuelpumps, ok, but first aim must be to look outside an fly (autorotate) the helicopter to the chosen landing point, adjusting rate of decent and or path, if necessary, so that a successful landing can be done.
Looking inside doing switches and then bending the bird, cause you missed to see a ditch or that you started to come to short and having no time left to stretch the auto, is what might kill you.
About the fuel pumps - and post crash fire.
The fuel system has
Prime pumps, used during engine start, thereafter they are switched off
Engine driven pumps for sucking the fuel from the supply tanks, which will be of after double engine failure
And transfer pumps, which pump fuel for, the main tanks to the supply tanks, excess flowing back in the main tank.
If you bend the bird that hard, that the bladder tanks burst and the fuel will spill you might not be alive to think, wether it would be a good idea having them off before or after crashing ;-)
I ˋd rather concentrate on getting down safely and securing things only, when I have really time to spare….