fhvn4d,
With no disrespect to anyone with an opinion to the contrary, the autorotative flare and touchdown landing techniques will vary between any two types of helicopters. You could use R-22 techniques to perform an autorotative landing in a CB300 and will probably live, but the touchdown will not be pretty.
There are two broad types of autorotation techniques people are taught in the CB300. Flare and progressive deceleration. I have, as an instructor and an experimental test pilot, done thousands of touchdown autorotations using both techniques in the TH-55, H300A/B/C, and CB300.....many have been during certification H/V testing. I always use a progressive deceleration as opposed to a flare technique because when performed correctly, you will always touchdown with more main rotor RPM - and that is a good thing. The curious thing is that the progressive deceleration technique is the easier of the two methods to perform. I do not know which technique you use, though your comments suggest a flare technique, but the easiest to use is the progressive decelleration technique.
I have learned over the years that the best way to begin autorotation training is with autorotative descents and power recovery at altitude, far above the ground. Constant airspeed and heading descents, changing airspeed descents, turns, max glide, minimum descent and zero airspeed descents to a specified place on the ground. The last thing is autorotative entries from low, medium and high power conditions. Most intitial students feel confident with all these in less than two hours. They can see and hear changes in main rotor RPM. They know how to enter autorotation, maneuver to a point and change airspeed and RPM to extend or shorten a glide.
Then, and only then, I move to the field. I prefer sod or dirt because few actual autorotions happen over a runway. I demonstrate (student follows through) one straight-in with power recovery then have the student do one with a power recovery. I then demonstrate (student follows through) a straight-in with power recovery. I then move immediately to a straight-in touchdown landing with the student following through. I then ask the student to do one with me assisting with the controls and explaining as I nudge them (when necessary) what I am doing and why I am doing it. The very next autorotation will be only the student manipulating the controls (yes, I stay close) and verbal instructions. Then just the student with no assistance. I have discovered this takes another hour of instruction.
The technique is simple once experienced, but difficult to convey in written word. Descend at recommended speed with collective as full down as possible - at high gross weights, high DA's, or incorrect autorotative main rotor pitch settings you may need to raise the collective slightly. The trick is to keep main rotor RPM as high as possible. Start a slow deceleration so as to not exceed RPM. Increase the rate of decel as you near the ground and pull pitch at about 5 feet - pitch pull altitude varies with gross weight, RPM and DA. A very slight forward cyclic might be necessary as you pull pitch. In zero wind this will result in a landing with one to two lengths ground run. In winds of 10 knots or more less than one length can be expected.
The real trick is to conserve main rotor RPM until the very last. Don't increase collective until the very end and use it in one continuous pull (in the throttle detent of course!). This manuever is easier and requires less pilot compensation than a textbook quickstop. There is no ballooning because you are just doing a slow deceleration. There is no worry about milking RPM during the flare because there is only one continuous pitch-pull just above normal hover height. There is no huge longitudinal cyclic requirement because there is no large flare. There is no worry about hitting the stinger because there is no exaggerated flare.
