Engine failure in the climb question

[212man]

Great; I'll be out on leave from 14th to 29th but hope to catch you before then. Don't worry about alcohol supplies!!

I think rotorfossil is describing the area I was refering to (grey bit) and I think this was the cause of one of the accidents idles stop mentions

[splodge]

EFATO IN TRAINING

I would like to encourage instructors to incorporate EFATO into training whether part of the syllabus or not (it is my understanding that it is part of the JAA syllabus). Doesn't necessarily need to be done with a throttle chop or by the student - a demonstration is better than nothing. When I was an instructor in the Schweizer we were encouraged to give practice engine failures to students in every state of flight above 200ft. This was very effective in building the confidence of the student. Feeling that big drop of the aircraft before the blades 'bite' again and realising that you are not about to die takes a few goes!!. Climbing out and descending in engine failures have very different techniques to s&l...

There are a quite a few techniques not in flying schools syllabus' which can get missed. How many commercial students have never done a hover at 2000ft let alone done an auto from one?????

[idle stop]

Rotorfossil is quite correct. (He has many more hours than me on the R22 and far more experience.) Keep the 60 KIAS; the nose will drop and the instinctive reaction is to flare slightly until the flare. But it does all happen very quickly from initiation to touchdown. A positive flare will be needed before level and touchdown, groundspeed will normally be relatively high, compared with a standard full auto at 60 KIAS.

Rotorfossil: Good to hear you were tempted back to the rotary world and the examiner's seat.

212man: I'll be at the KB Seaview from 7th Jan or at Seria in working hours.