Shawn (Coyle) once told me, autorotations to the grass are harder on the airframe, because they prevent the skids to spread out. Just saying ...
Hi Robbie, why would you think it is safer to cruise at 800' instead of 3000'? Much more time to work things out if the donk stops. For example to restart it. And lots more things to see.
Well, that is a new one, Crab does not know a flying technique. I am with Gordy here. This technique has some advantages beyond spots right below you. I see it more as a technique that gives me more mental capacity to find the right spot. And you do not have to stop completely. When the donk stops, all I have to do immediately is flare. If I remember right from the safety course, at cruise speed the flare will give you about 7 seconds before the NR starts to drop without touching the collective. That's a long time to get the collective down. I never waited the 7 seconds though. Don't have the nerves (don't try this at home kids). I just slowly lower the collective. But in a normal auto, I jump on the collective, flare a bit to bring the speed to 60, look at the ball to fly coordinated, adjust the NR and so on. All that in way less than 7 seconds. Only then I have the time to look at the landing spot, but I already have lost quite a bit of altitude. With that other technique, I am still at the original altitude or even higher. I then stop the flare and everything is just calm and less stressful. I then put the nose towards the landing spot and might take on a bit of speed to reach it. I can adjust my gliding distance without going trough S-turns. From my training experience, the entry point for the 180 autorotation does not differ for either technique.
I personally think, that when I have to autorotate for real, I will take the NEXT best spot. I will not use the one at the optimal gliding distance. I think I will take one that is much closer. One I am absolutely sure I can reach.
Depending on the helicopter I am flying, the sight picture right in front of you is more or less obstructed by the instrument panel. Therefore the spot I will choose, will be more often than not to my right and close by. What I just said is pure theory fuelled by the experience of many nasty throttle chops by various mean instructors since I never had an engine failure. I go knocking on wood now.