What an idiot! I just wrote a response to Nicks last, at my thought/typing speed it took a little while, then I went flying, finished off the response and pressed "submit reply", only to be informed that I had been logged off. Response lost....idiot! I'll get back to it shortly.
Nick,
I do not disagree with anything you say, however, I think that there are so many factors to take into account that I am reluctant to accept your suggested method without stressing the following:
1. Each type of helicopter has its own characteristics regarding autorotative touchdown...rate of Nr decay, normal touchdown speed immediately spring to mind. An EOL to the same touchdown point in eg. a Gazelle, would require a different collective response to eg, a Scout.
2. If a pilot is trained to lower the collective upon touchdown regardless, I believe he is put at an immediate disadvantage.
3. The aim of EOL training is to provide the pilot with the necessary skill to put the aircraft safely on the ground in the event of a power failure. Another essential aim of EOL training is to minimise the effect of the training regarding wear and tear on the aircraft. I would suggest there have been many more training incidents caused by rapid deceleration than by allowing the rrpm to decay too much with the lever still raised.
4. Very few pilots have the capacity to note max rrpm droop on an EOL touchdown, therefore, figures become less relevant than the drill.
Without labouring the point, I don\'t think we are far apart, however, based on the variety of views and affecting factors, it seems a very relevant question by TFS. I no longer believe there is a conclusive answer if the question is asked of helicopters in general. A more accurate answer may be forthcoming if asked of specific types and specific touchdown surfaces.
tm