I think we may be losing sight of the point of autorotation training here. It is mainly to train the student to cope with an engine failure. If you have an engine failure then you can forget the engine, the governor and any contribution from either in subsequently controlling rotor RPM, cos the engine has stopped and the governor is an engine RPM governor.. .. .It is not wise to let someone lose to do autos solo (at least initially) because there are hazards to occupants and aircraft in auto. But that is why we have instructors who are, or should be, very familiar with autos.. .. .I was doing R22 instruction when the then "new" governor was mandated. There were 2 schools of thought about how to maintain a needle split: switch off the governor or for the instructor to close the twist grip against the governor, sufficiently to overide the governor. In either case, the instructor would monitor engine RPM and normally keep it above "idle speed" but below 80% ERPM. The student got on with flying the rotor, as if the engine had failed.. .. .The RRPM at the end of the flare depends upon a number of factors, of course: the RRPM at the beginning of the flare, helicopter weight, how much you flare, entry airspeed and so on. However, if the RRPM was set in the green band before the flare, the increase would normally be contained within the upper limit.. .. .During training, where autos should be repeated many times, preservation of the whizzy bits forces instructors to ensure that the RRPM TRL is not exceeded. However, if one of my students had a real engine failure, I was not really worried if their technique did not ensure that the main rotor was not oversped during the flare. At that stage the important thing was for them to be able to walk away from the aircraft.. . . . <small>[ 07 March 2002, 09:55: Message edited by: Helinut ]</small>