If Peter says 85% and Test Data says 60-70%....which is correct?
If One embraces Peter's number as being the "safe" limit....although higher than the actual limit.....then that is fine as it provides for improved safety.
If One accepts the lower range....but embraces Peter's number....who is hurt?
If One accepts the lower range and then attempts to operate at that number....who is being the Silly Boy?
Again....there was no way to interpret what was said as encouraging using the lower range of Rotor RPM.
Why is it you are hung up over this?
You did make the statement that 8 or 10 prospective Instructors failed their Employment Check Rides because they did not use an Aft Cyclic Input. You did not respond to my questions about the conditions of that event for each of them to include the REACTION TIME and other factors that may have explained their failure to succeed in recovering from the Dual Engine failure you initiated. Simply not moving the Cyclic Aft cannot all by itself cause such catastrophic reactions by the aircraft. It is the "Absolute" certainty in statements made by some there that is the problem....not the general concept of using all the flight controls to trade energy for RPM.
The way I am reading all this....is you embrace the Notion that the Cyclic MUST be moved Aft upon any loss of Main Rotor RPM due to an engine failure or other drive to the Rotor System......and that what others have said challenges that firm hard position you staked out early on.
The bulk of the discussion has been that moving the cyclic aft to use some energy from the Rotor System provided by Airspeed is a good thing. No one is arguing against that. A lot of us are pointing out that there are many situations where that hard fast rule does not apply...does not provide any noticeable increase in Rotor RPM. That directly challenges your hard and fast position.
What we all agree upon is Reaction Time is the most important factor in the successful Recovery of Main Rotor RPM post loss of Engine Drive to the MGB. Second most important is getting the Collective well down....then....followed by use of Cyclic as appropriate.
It cannot be any other sequence of priorities.....if you do not respond that is the end of it.
If you do not get the Collective down to reduce the rate of decay of the Rotor System....then anything else you do will only have a temporary effect.
The secret is to minimize the Loss of RPM and generate as much driving force as possible....which can also include turns as well as decelerating.
Peter did us a service by raising the awareness of this important facet of Helicopter flying but his posts are not the absolute last word on the matter. His concept is quite valid and effective but as in all things Helicopter there is much more to it than his posts have shown.