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SFAR 73, Enhanced training in autorotation procedures?

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SFAR 73, Enhanced training in autorotation procedures?

Old 23rd May 2013, 19:13
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SFAR 73, Enhanced training in autorotation procedures?

So I am getting an SFAR endorsement for the R44 and the CFI I am working with has a very different ideas about "enhanced training in autorotation procedures" than the CFI I worked with to get my R22 endorsement. Where is "enhanced training in autorotation procedures" defined? Does it include, zero airspeed autos, low level autos, ???? I would just like to know for my future reference as a CFI. Thanks in advance
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Old 24th May 2013, 07:40
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It includes stretching the glide and reducing the glide - more though on RRPM control.

You should have down 360 and 180 autos in your CPL training.

The SFAR 73 training is good, i enjoyed it .....
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Old 24th May 2013, 16:57
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Ersa, what's your reference on that? Even if it is just cause my CFI said so, I'd like to know. I am used to the Army saying, "this is what you have to do, to this standard, and this is the reference."
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Old 24th May 2013, 17:34
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As far as my knowledge goes, it's not defined anywhere in the regulation itself. It's up to the school where you do your training to have an approved training syllabus. What is your definition on "low level" autos? Zero speed autos are fine as long as you have sufficient altitude.
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Old 27th May 2013, 02:53
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Doing autos in R22 is definitely 'enhanced' to do them properly and include fulldown training, compared to, say B47 or B206, even S300 is easier on student (by design intentions, too).

Unless with experienced CFI, I'd rather do lower entry airspeed autos, especially low-ish level. Had one zero airspeed entry demoed by junior CFI some years ago and at the time, didn't know more/better, else I'd rather tell him not to fiddle with the R22 at his level of experience. Not saying one can't do it, but easier to mess up. I guess I'm more cautious after some instructing and from reading about all the training (and non-training) crashes and fatals in R22 past few years.
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Old 27th May 2013, 04:08
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Special Federal Aviation Regulation No. 73 -- Robinson R-22/R-44 Special Training and Experience Requirements

Sections

1. Applicability.

2. Required training, aeronautical experience, endorsements, and flight review.

3. Expiration date.

1. Applicability. Under the procedures prescribed herein, this SFAR applies to all persons who seek to manipulate the controls or act as pilot in command of a Robinson model R-22 or R-44 helicopter. The requirements stated in this SFAR are in addition to the current requirements of part 61.

2. Required training, aeronautical experience, endorsements, and flight review.

(a) Awareness Training:

(1) Except as provided in paragraph (a)(2) of this section, no person may manipulate the controls of a Robinson model R-22 or R-44 helicopter after March 27, 1995, for the purpose of flight unless the awareness training specified in paragraph (a)(3) of this section is completed and the person's logbook has been endorsed by a certified flight instructor authorized under paragraph (b)(5) of this section.

(2) A person who holds a rotorcraft category and helicopter class rating on that person's pilot certificate and meets the experience requirements of paragraph (b)(1) or paragraph (b)(2) of this section may not manipulate the controls of a Robinson model R-22 or R-44 helicopter for the purpose of flight after April 26, 1995, unless the awareness training specified in paragraph (a)(3) of this section is completed and the person's logbook has been endorsed by a certified flight instructor authorized under paragraph (b)(5) of this section.

(3) Awareness training must be conducted by a certified flight instructor who has been endorsed under paragraph (b)(5) of this section and consists of instruction in the following general subject areas:

(i) Energy management;

(ii) Mast bumping;

(iii) Low rotor RPM (blade stall);

(iv) Low G hazards; and

(v) Rotor RPM decay.

(4) A person who can show satisfactory completion of the manufacturer's safety course after January 1, 1994, may obtain an endorsement from an FAA aviation safety inspector in lieu of completing the awareness training required in paragraphs (a)(1) and (a)(2) of this section.

(b) Aeronautical Experience:

(1) No person may act as pilot in command of a Robinson model R-22 unless that person:

(i) Has had at least 200 flight hours in helicopters, at least 50 flight hours of which were in the Robinson R-22; or

(ii) Has had at least 10 hours dual instruction in the Robinson R-22 and has received an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that the individual has been given the training required by this paragraph and is proficient to act as pilot in command of an R-22. Beginning 12 calendar months after the date of the endorsement, the individual may not act as pilot in command unless the individual has completed a flight review in an R-22 within the preceding 12 calendar months and obtained an endorsement for that flight review. The dual instruction must include at least the following abnormal and emergency procedures flight training:

(A) Enhanced training in autorotation procedures,

(B) Engine rotor RPM control without the use of the governor,

(C) Low rotor RPM recognition and recovery, and

(D) Effects of low G maneuvers and proper recovery procedures.

(2) No person may act as pilot in command of a Robinson R-44 unless that person --

(i) Has had at least 200 flight hours in helicopters, at least 50 flight hours of which were in the Robinson R-44. The pilot in command may credit up to 25 flight hours in the Robinson R-22 toward the 50 hour requirement in the Robinson R-44; or

(ii) Has had at least 10 hours dual instruction in a Robinson helicopter, at least 5 hours of which must have been accomplished in the Robinson R-44 helicopter and has received an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that the individual has been given the training required by this paragraph and is proficient to act as pilot in command of an R-44. Beginning 12 calendar months after the date of the endorsement, the individual may not act as pilot in command unless the individual has completed a flight review in a Robinson R-44 within the preceding 12 calendar months and obtained an endorsement for that flight review. The dual instruction must include at least the following abnormal and emergency procedures flight training --

(A) Enhanced training in autorotation procedures;

(B) Engine rotor RPM control without the use of the governor;

(C) Low rotor RPM recognition and recovery; and

(D) Effects of low G maneuvers and proper recovery procedures.

(3) A person who does not hold a rotorcraft category and helicopter class rating must have had at least 20 hours of dual instruction in a Robinson R-22 helicopter prior to operating it in solo flight. In addition, the person must obtain an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that instruction has been given in those maneuvers and procedures, and the instructor has found the applicant proficient to solo a Robinson R-22. This endorsement is valid for a period of 90 days. The dual instruction must include at least the following abnormal and emergency procedures flight training:

(i) Enhanced training in autorotation procedures,

(ii) Engine rotor RPM control without the use of the governor,

(iii) Low rotor RPM recognition and recovery, and

(iv) Effects of low G maneuvers and proper recovery procedures.

(4) A person who does not hold a rotorcraft category and helicopter class rating must have had at least 20 hours of dual instruction in a Robinson R-44 helicopter prior to operating it in solo flight. In addition, the person must obtain an endorsement from a certified flight instructor authorized under paragraph (b)(5) of this section that instruction has been given in those maneuvers and procedures, and the instructor has found the applicant proficient to solo a Robinson R-44. This endorsement is valid for a period of 90 days. The dual instruction must include at least the following abnormal and emergency procedures flight training:

(i) Enhanced training in autorotation procedures,

(ii) Engine rotor RPM control without the use of the governor,

(iii) Low rotor RPM recognition and recovery, and

(iv) Effects of low G maneuvers and proper recovery procedures.

(5) No certificated flight instructor may provide instruction or conduct a flight review in a Robinson R-22 or R-44 unless that instructor --

(i) Completes the awareness training in paragraph 2(a) of this SFAR.

(ii) For the Robinson R-22, has had at least 200 flight hours in helicopters, at least 50 flight hours of which were in the Robinson R-22, or for the Robinson R-44, has had at least 200 flight hours in helicopters, 50 flight hours of which were in Robinson helicopters. Up to 25 flight hours of Robinson R-22 flight time may be credited toward the 50 hour requirement.

(iii) Has completed flight training in a Robinson R-22, R-44, or both, on the following abnormal and emergency procedures --

(A) Enhanced training in autorotation procedures;

(B) Engine rotor RPM control without the use of the governor;

(C) Low rotor RPM recognition and recovery; and

(D) Effects of low G maneuvers and proper recovery procedures.

(iv) Has been authorized by endorsement from an FAA aviation safety inspector or authorized designated examiner that the instructor has completed the appropriate training, meets the experience requirements and has satisfactorily demonstrated an ability to provide instruction on the general subject areas of paragraph 2(a)(3) of this SFAR, and the flight training identified in paragraph 2(b)(5)(iii) of this SFAR.

(c) Flight Review:

(1) No flight review completed to satisfy § 61.56 by an individual after becoming eligible to function as pilot in command in a Robinson R-22 helicopter shall be valid for the operation of R-22 helicopter unless that flight review was taken in an R-22.

(2) No flight review completed to satisfy § 61.56 by individual after becoming eligible to function as pilot in command in a Robinson R-44 helicopter shall be valid for the operation of R-44 helicopter unless that flight review was taken in the R-44.

(3) The flight review will include a review of the awareness training subject areas of paragraph 2(a)(3) of this SFAR and the flight training identified in paragraph 2(b) of this SFAR.

(d) Currency Requirements: No person may act as pilot in command of a Robinson model R-22 or R-44 helicopter carrying passengers unless the pilot in command has met the recency of flight experience requirements of § 61.57 in an R-22 or R-44, as appropriate.

3. Expiration date. This SFAR No. 73 shall remain in effect until it is revised or rescinded.

It will be down to your CFI though
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Old 28th May 2013, 15:08
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I would say that it's a personal preference, just like you say there are different opinions about it. I had the same issue in my training as well. Some CFI's had one idea and another had a different.

This is a problem with the infamous SFAR 73, try looking up a definition of Energy Management in the FAR/AIM
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Old 30th May 2013, 01:49
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Goodness, and I thought the pommie way of writing rules was wordy, until I read that bit from SFAR73. Duplicatory in the extreme.

Interesting to note in today's mail a letter from Robinson which included Safety Notice 38, Practice Autorotations Cause Many Training Accidents.
Sub Para 1) "Rotor RPM in middle of green arc"

This from the manufacturer is incredible. There is instructions in the Maintenance Manual which describe where the RRPM should be under all load and DA conditions.

Usually, if the A/C is at MAUW it should be at the top of the Rotor Green arc , if the A/C is empty of fuel and with only a light pilot on board it should be at the bottom of the Rotor green arc. At the very least if the practice is being done with an instructor then SN-38 should have drawn reference to the RRPM position IAW with the MM Section 10-250 as checked in pre flight briefing.

To say again an adage form our ex chief pilot. "High auto RPM gives good RRPM prior to impact."

Anyone closer to the Robbie camp care to take on board a suggestion for an amendment to the SN?

cheers tet
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Old 30th May 2013, 13:07
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FWIW I'm a low time PPSEL now doing a heli add-on and training in the ubiquitous R22. I just attained the 20 hours of dual requirement and my instructor and I are right now just starting to literally "check the boxes" off the SFAR 73 list:

(A) Enhanced training in autorotation procedures;
(B) Engine rotor RPM control without the use of the governor;
(C) Low rotor RPM recognition and recovery; and
(D) Effects of low G maneuvers and proper recovery procedures.

So far I've done about 10 straight-in autos starting at 1000 AGL and now down to 800 AGL. I don't think we'll be going any lower but I'm sure we'll do a few more. We are supposed to start 180 autos next lesson. I do not believe they'll be getting any more "enhanced" than that. (It's always noteworthy to me that everything we "learn" in aviation is based on such very few repetitions.)
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Old 30th May 2013, 13:52
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I do not believe they'll be getting any more "enhanced" than that.
I beg to differ. There's more to it than just straight in's and 180s.
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Old 30th May 2013, 16:23
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I do not believe they'll be getting any more "enhanced" than that.
I beg to differ. There's more to it than just straight in's and 180s.
Allow me to clarify: they won't be getting any more enhanced than that where my private add-on is concerned. I've been told that's all we'll be doing to meet the solo requirements. At this time no training beyond straight-in's and 180's are in the entire private add-on syllabus for this school AFAIK. I suspect that I may have the opportunity to practice different speeds/altitudes, but no 360's and definitely no full-downs. This school doesn't do full-downs even for commercial--I asked.

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Old 30th May 2013, 16:33
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TET,

One can carry a bit of Collective and lower "High" Rotor RPM.....if Rotor RPM is "Low"....well....there you are!

During maintenance test flights....the Autorotational RPM should be checked to ensure it is within the given Tolerance....with a personal opinion it should be at the high side of those limits if possible.

No one ever died because of "Too Much Nr"....but way too many have died because of the lack of NR.
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Old 30th May 2013, 18:41
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"So far I've done about 10 straight-in autos starting at 1000 AGL and now down to 800 AGL."

Are you referring to the Altitude of entry or is the simulation ending at 800AGL?
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Old 30th May 2013, 19:40
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G'day Sasless, long time no see, in fact thought I saw you the other day, in a doco on the bridge built just downstream of the Hoover Dam. They had a Huey come by to run the first cable over, reckoned the driver had been flying since before Pontius????

Back to thread - whilst I respect your position I disagree, in fact I believe It's a dangerous adage to be trotting out. Firstly I know of none who have been killed by low RRPM doing an auto. If the auto RRPM is set up correctly it is impossible to have too low an RRPM if correct technique is used. Plenty in fact many, have been killed by allowing their RRPM to decay way too low for reasons other than a simple EOL. It is quite simple to have low RRPM, leave the lever up and do not apply enough power to drive the rotor.

I believe the potential for injury in an auto is far greater with a high auto RRPM set up and have the back to prove it.

The thing is students must lower the collective right away straight down to the bottom. Do that at low altitude with a high set auto RPM without time to adjust and hey presto High ROD. High ROD is what hurts in auto. A higher than acceptable ROD will ensue even before the RRPM tops out. That is not acceptable.

Say a pilot has high set auto RPM with a light load he has the lever say a third the way up to maintain what he thinks is an acceptable RRPM, but he will have a higher than acceptable ROD with only two thirds the lever to arrest descent, that is not acceptable.

Say he has the lever full down with the RRPM at the top, you can absolutely guarantee that he will have a much higher ROD which will take more than the full lever to slow down.

Under the same high set auto RPM with MAUW the lever will be well up to keep the RRPM in the green, I ask you, would it not be better to have had the auto RPM set up as per the manufacturer where it will have the best configuration of full lever available and the lowest ROD as possible or - be risking a safe touchdown with only a small amount of lever to slow down a heavy aircraft. Your loved ones may be on board?

We've done all the experiments and arrived at the one correct conclusion, set it up as per the book, make sure students react as per the book, Low ROD is KING.

This was strongly brought home to me after my situation where I was loaded just at MAUW, rain dripping everywhere (R22) and hot as hell. Just after take off and just starting to translate above the forty foot trees, some water in the fuel found the carby. There is only one rule, I followed it - Lever instant full down -heavy touchdown, I distinctly remember feeling that it was pulling me down way too quick. At touchdown the ELT went off in my headset way before the RRPM came back low enough to set off the low warning horn. Yet I had the lever full up from that one-pull at about eight feet, I can assure you, no doubt about that. The full lever just simply did not slow me down enough, why?

Upon checking later with the rest of the crew, Aw yeah that one was a bit high we meant to adjust at the next 100. Thank you so much, took me a full year to pick up two full Jerry cans, and nearly two years to pick up one only.

I feel so strongly about it now that I believe any helicopter not rigged as per the book should be grounded until rectified, in the heat of the moment at low level you just cannot compensate and anyway what's the point of compensating to give you less lever to save yourself, a no brainer really, especially if its been there done that.

I further believe that any FOI who does not check and ground if necessary before conducting any proficiency check is severely derelict in his duties and self.preservation. The word will soon spread - fix it properly.

Another reason for correct rigging is correct throttle correlation. Another day way back when I started flying I got caught going down too quick in G2, and at full lever it continued - down, would not over pitch. Result - hit a tree with the sync elevator and broke it but maintained control,. Would have been far better to have been able to over pitch for a second to avoid the blessed tree, as it would have to help me in the auto described above.

Cheers tet.

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Old 30th May 2013, 20:54
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"So far I've done about 10 straight-in autos starting at 1000 AGL and now down to 800 AGL."

Are you referring to the Altitude of entry or is the simulation ending at 800AGL?
Entry altitude. Flares started at approx. 40ft AGL per the book. I'm sure we'll work some slightly lower entries in the future.
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Old 30th May 2013, 22:18
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aa,

Most important thing is to relax, and if you can do quite a few from a higher height, then you will have the chance to "see" how far the aircraft goes under different configurations. Don't try to push yourself to reach a particular spot, rather start at the same spot and develop a feel of where it goes to, then later you will naturally 'look' at the spot and be OK with it.

Think also about the different phases of flight, even for normal flying, Climbing, high power low airspeed and approach, low power low airspeed, don't just do all auto practice from the cruise.Learn to get the A/C configured quickly into the auto configuration.

One tip is once you have joined needles remember that from then on the engine is transmitting some power to the rotor system. However slight it WILL alter your auto profile and mess with your judgement later. Once needles are joined, then look away from your spot, concentrate on smooth power application and a good climb away.

In fact experiment with that to see how much further you will travel and then you may reason, which judgement would I prefer? The one that shows the spot to get to with engine failure or the one with extra power helping me crash into the trees further?

all good fun

tet
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Old 30th May 2013, 23:22
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set it up as per the book,
I do believe that is what I said....if you check the post.

I advocated setting the RPM at the upper end of the suggested range given by the Manufacturer did I not?

That you were flying an R-22 with a Low Inertia Rotor System...and were probably dead square in the wrong part of the Height Velocity Diagram provided by Robinson might have played a role in the sorry outcome of that EOL.

As you noted....near MAUW, hot, humid, just rotating over the barriers, certainly a bad place for the Donk to die in any helicopter....but in an R-22....very much not a place I would want to be.

I would suggest the Autorotational RPM setting was the least important aspect of that situation.....as you probably never established a steady state Autorotational RPM between the time your engine left you....and you began the final pitch pull at the bottom of the descent.

If you had been in a Bell product with a Hi-Inertia Rotor system....the outcome would probably have been very much different in exactly the same situation i would suggest.
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Old 31st May 2013, 01:40
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Tet,

My original intent in posting was to just provide a data point on what one school considered SFAR 73 material. No relaxation issues here

I'm actually finding the auto's fun, which is a good thing when it comes to things that will save your life I suppose! The first two were "Whoa, stuff's happening fast!" The next four were "What am I doing wrong?" The last four were "Now it's starting to click. This is cool, let's keep going and work on refining my flare. Oh, another student, crud. Well we'll be doing more!"

And being aware that "1, 2, 3, lower collective..." is nowhere near the same as "What the--auto now!" I'm really looking forward to the low RPM recognition drills, because those seem as important as the auto's, if not more so.

As you say, "All good fun." Please excuse any new student exuberance on my part.

aa
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Old 31st May 2013, 22:56
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I advocated setting the RPM at the upper end of the suggested range given by the Manufacturer did I not?
Sasless.
Yes I think you did, but I advocate setting it as per the MM book, (not just within the range allowed by the POH book) as the MM tells you the correct setting for your given weight at time of test so that at all weights then all one has to do is put the collective on the bottom and the RRPM will settle at the correct setting for that weight. Auto RRPM will vary in direct relationship to your weight.

Picture this, flying along all FD&H in an aircraft and the blessed rotor tacho goes US. Dammit, I'll keep flying until tonite or soon as I can get to maintenance, no sweat, everything fine, all - of - a - sudden, the donk quits.

Well first thing one does I can easily tell you, is look down at the tacho, both needles at nought, one poops oneself, nothing surer. But then I remember words of wisdom from check pilot. Because my machine was set up with the correct auto RRPM at the last maintenance check all I have to do is - put the lever right down - gently establish A/S at correct auto speed - be gentle in turns and I know I don't have to worry about RRPM. Easy see.

But if one has the auto RRPM set too high -with a full load and haven't been checked to listen to, remember and manipulate the blade noise as "in range" then one liable to do all sorts of strange things from run out of RRPM to shed blades from overspeeding, all of which makes for a runny red nose and high excitement - for a short time.

So the deal is, round here set the damn things up properly.

Your validating check should have gone something like this, CP "OK let's do an auto from say 3,000 feet. Enter gently and we will be experimenting with different auto RRPM this time and I want you to focus on RRPM noise levels, you have control."

Auto entered and established, now CP says, "Let's listen closely to the blade sound, can you hear it?" CP who has already put the card over the tachos, gives it a few seconds, then kills the donk. CP, "Now listen intently, let's keep it stable for ten seconds, then bleed off some RRPM to the bottom of the green, remember to maintain your landing spot in range, you have control." Student of course is feeling uneasy and deliberately is loaded up with extra thinking to do, but with different settings, held stable for ten seconds and then reset with the card flashed sideways at those intervals to see RRPM, he student soon learns the "sound" and relaxes somewhat.

A simple exercise thrice repeated and life insurance for life. Student should also be reminded by CP to make mental note to self. "Self, I will always from now on set auto RRPM correct on every machine I check fly from maintenance, as that test was done in a machine the CP especially chose to frighten me as the auto RRPM would easily over speed with lever full down." Student can then pass on words of wisdom and demonstrate to others and so on.

Strange the skill of being able to manipulate auto RRPM by monitoring blade noise is not mentioned in the fabled SFAR 73,- with or without the engine running.

Don't forget if you have a machine with hydraulic collective servo and the hydraulics is engine driven, then the auto RRPM must be set with the hydraulics switch selected off if a check has revealed the lever sits lower with hyd on.

Remember this - High auto RRPM will give high ROD prior to impact.

I have also had the dubious honour of owning a machine cross hired to a training facility once, which had to have spindle bearings changed at great expense to me, simply because the training facility chose to set the auto RRPM high and over sped the M/R often.

cheers tet

aa

If you weren't demonstrating some form of exuberance we would all wonder why you are doing this. Enjoy, listen, try to be as precise as you can, it will come to you don't worry, and take care.

cheers tet.
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Old 1st Jun 2013, 01:06
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TET....you do go on Sir.

Precisely where in the POH does one find the gouge to set Auto RPM's on a Test Flight?

EVERY aircraft I have flown provided that information and the approved procedures in the Aircraft Maintenance Manual for that specific aircraft.

Exactly what is it you find difficult to understand about this setting of Auto RPM's? Do you think you can arrive at a precise single RPM given all the variables in instrumentation and interpretation of same? Is the OAT reading exactly right....is your Aircraft Weight exactly right....how accurate is the fuel gauge for instance (or do you weigh the aircraft and yourself immediately prior to takeoff then calculate your fuel burn to the instant you arrive at a steady state Auto and take the readings?)....how accurate is your Airspeed Indicator?
Can you read ONE RPM on your Rotor Tach? Any turbulence in the air while you are doing this exercise.....were you perfectly in trim?

Why is it there is a Tolerance given for setting the RPM....you may be given a Target Number but every Aircraft Maintenance Manual has always given a Tolerance bracket to account for the variation that is normally experienced.

We do agree that using the proper techinque and data from the maintenance manual is the right course of action but you do read more into what is being said than you should.
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