I was taught and advocate a takeoff profile that uses only enough power to accelerate the aircraft smoothly through to BROC and establish a comfortable rate of climb, this usually is no more than 0.5 to 1" MP above hover power.. .. .This is specifically to configure the aircraft in the best possible way should the noise stop during the critical stage of takeoff. Power=pitch and pitch=bigger Nr decay if the power goes (and a more violent Yaw), nothing new there. Same goes with ROC. The longer it takes the hunk of metal and its intertia to stop climbing and begin descent to establish a ROD airflow, the bigger the Nr decay. I think there is many pilots out there that don't think enough about that.. .. .I have seen the R22 tacho at 80% numerous times and obviously don't recommend it (my fault for letting the student go too far before taking corrective action). One thing that puzzles me though is the view of many pilots to initially (or instinctively) flare after an engine failure to restore RRPM. Let me pose this scenario: You are at 100'AGL, straight and level at 55Kts, close enough to BROC in the R22 and therefore not using a whole lot of power. The noise stops, you lower the collective immediately (which would still be 1-2 sec if you weren't expecting it) and then flare to restore RRPM (which at that power setting would have only decayed to around 90% unless you are way too slow lowering the lever). You are now at a guess 50-75', yes with good RRPM but not much airspeed. ROD is high and nothing to flare with for the touchdown. In my opinion you are going to hit the deck very hard indeed, yes?. .. .Same scenario, 100' S&L at 55Kts. Noise stops, lower collective, RRPM around 90% but DONT flare. Bite your tongue, hold your precious airspeed. At the bottom delay the flare just a fraction and flare harder to restore the RRPM then.. .. .Give me the second scenario any day.. .. .You need RRPM for the touchdown, AFTER you have flared, not at 50-100'. You need AIRSPEED more than RRPM leading up to the flare, in order to arrest your ROD and give you some RRPM.. .. .Think about the other consequences of immediatley flaring after the engine fails, what about range? Maybe if you held your speed it would carry you over the edge of the trees and not in them?. .. .When you stretch the glide, your RRPM is at 90% anyway. What if you are stretching all the way, clipping the tops of the trees as you reach the edge of the clearing and then you're into the flare at 90%. Same thing if you ask me.. .. .As a last resort to arrest a CRITICAL RRPM situation I would then flare or more probably a quick tight turn so as not to risk hitting the tail boom and hopefully preserve a bit more airspeed as well.. .. .In reality in the R22 I think an engine failure anywhere on takeoff up to 100' or maybe more will not be pretty. Given that it takes around 75-100' to enter autorotation anyway, you are not going to have much RRPM left when you started with a ROC and high pitch setting.. .. .I would appreciate any feedback from you guys on what I think.