oK crab, i'll go quietly i knew I had bombed that last post when I was trying to go to sleep, but been a bit busy to get back and correct it. lifting the collective will reduce nr.
however please bear with me, momentarily that is not the case, when recovering from an overspeed and you jerk the collective up, there is an agonising half second where the nr does not follow the rule book at all. in fact speaking from the experience of every mustering pilot which might happen to them hundreds of times in a the one or two very windy and choppy days in the year at low level with gusts to 30 35 knots if stationary in the hover the nett effect is more collective - more wind over the sails-, the nr increases, because the blades are being flapped up, the governor reacts by reducing MAP by up to 3.5" then of course increases to counter the then resultant effect of reducing rpm. this is a 2 to 3 second sequence somedays this occurs every twenty seconds or so.
In my case i usually turn the governor off as I can't stand the feeling of tearing the guts out of engine, drive belts and xmon every twenty seconds.
back to EOL's. the most important thing Dennis is to make sure before you start teaching them that the student understands the best range airspeed from the AFM, and will acquire it immmediately; where the wind is coming from (even when he is asleep) is going to continually acquire suitable EOL sites as his flights unfold, and can deomonstrate going into them in an into wind final appoach; how to get the collective fully down sharply and will check his RRPM when done; and will tell someone about it.
put that together, many don't, then they may get close to the ground in a safe manner.
Then, further previous reference to the AFM will tell them the best A/S to be at before the termination stage, flare etc.
their capacity to accomplish that last bit will be predicted by the amount of time their ab-initio instructor spent with his hands off the controls rather than on them. it is very irksome at the operational level to have to allow and encourage people to find their own way when it should have been done right at the beginning.
very few also understand the full down bit on the collective, that is because they were taught in aircraft which had the auto RPM set too high and had to constantly adjust to keep it within the green arc. I nearly always have to go through the whiteboard bit about weight between minimum and max auw varies equally the different RRPM all the way through the engine off allowable range; and how the correct as per the Maintenance manual setting will give the lowest ROD and also allow the use of the full collective lever at the bottom.