Autorotation with Turns surface-level power recovery, the turn should be completed,  and the helicopter aligned with the intended touchdown  area. Upon reaching the course line, set the appropriate  crosswind correction. If the collective pitch was increased  to control the rpm, it may need to be lowered on rollout to  prevent decay in rotor rpm. This maneuver should be aborted at any point the following  criteria is not met: if the helicopter is not in a stabilized  approach to landing profile (i.e., it is not aligned as close  as possible into the wind with the touchdown point, after  completing the 180-degree turn); if the rotor rpm is not within  limits; if the helicopter is not at a proper attitude/airspeed; or  if the helicopter is not under proper control at 200 feet AGL.  It is essential that the pilot on the controls (or a certificated  flight instructor (CFI), when intervening) immediately abort  the maneuver and execute a smooth power recovery and go- around. It is important for the CFI who is intervening at this  point to remember that the go-around is a far safer option than  trying to recover lost rotor rpm and reestablish or recover to  the hover or even the preferred hover taxi. Turns (or a series of turns) can be made during autorotation  to facilitate landing into the wind or avoiding obstacles.  Turns during autorotation should be made early so that the  remainder of the autorotation is flown identically to a straight- in autorotation. The most common turns in an autorotation  are 90 degrees and 180 degrees. The following technique  describes an autorotation with a 180-degree turn. The pilot establishes the aircraft on a downwind heading  at the recommended airspeed, and parallel to the intended  touchdown point. Then, taking the wind into account, the pilot  establishes the ground track approximately 200 feet laterally  from the desired course line to the touchdown point. In strong  crosswind conditions, the pilot should be prepared to adjust  the downwind leg closer or farther out, as appropriate. The  pilot uses the autorotation entry airspeed recommended by  the RFM. When abeam the intended touchdown point, the  pilot smoothly reduces collective, then reduces power to the  engine to show a split between the rotor rpm and engine rpm  and simultaneously applies appropriate anti-torque pedal  and cyclic to maintain proper attitude/airspeed. Throughout  the autorotation, the pilot should continually crosscheck the  helicopter’s attitude, rotor rpm, airspeed, and verify that the  helicopter is in trim (centered trim ball). From all entry positions, but particularly true of the  180-degree entry, a primary concern is getting the aircraft  into the course line with as much altitude as possible. Once  the collective has been lowered and the engine set to flight  idle, the helicopter will lose altitude. A delayed turn will  result in a lower altitude when arriving on the course line.  Additionally, an uncoordinated flight condition (trim-ball  not centered) results in an increased sink rate, which may  be unrecoverable if not corrected. After the descent and autorotation airspeed is established, the  pilot initiates the 180-degree turn. For training operations,  initially roll into a bank of at least 30 degrees, but no more  than 60 degrees. It is important to maintain the proper  airspeed, rotor rpm, and trim (centered trim ball) throughout  the turn. Changes in the helicopter’s attitude and the angle  of bank causes a corresponding change in rotor rpm within  normal limits. Do not allow the nose to pitch up or down  excessively during the maneuver, as it may cause undesirable  rotor rpm excursions.  During the turn to the course line, the pilot should use a  scan pattern to see outside as well as inside the cockpit. Of  primary importance outside is maintaining the appropriate  descending attitude and a proper turn rate. Essential items to  scan inside are rotor rpm and centered trim ball. Rotor rpm  will build anytime “G” forces are applied to the rotor system.  Usually, this occurs in the turn to the course line and during  the deceleration flare. Pitot-static airspeed indications may be unreliable or lag  during an autorotational turn. The pilot should exercise  caution to avoid using excessive aircraft pitch attitudes and to  avoid chasing airspeed indications in an autorotational turn.  Throughout the maneuver, rotor rpm should be maintained  in the range recommended in the RFM. Rotor rpm outside  of the recommended range results in a higher rate of descent  and less glide-ratio. When the rotor rpm exceeds the desired  value as a result of increased G load in the turn, timely  use of up collective will increase the pitch of the blades  and slow the rotor to the desired rpm. In an autorotation,  rotor rpm is the most critical element, as it provides the lift  required to stabilize an acceptable rate of descent and the  energy necessary to cushion the landing. Collective should  be lowered to the full down position to maintain rotor rpm  immediately following a loss of power. However, rapid or  Note: Approaching the 90-degree point, check the position of  the landing area. The second 90 degrees of the turn should  end with a roll-out on a course line to the landing area. If the  helicopter is too close, decrease the bank angle (to increase  the radius of turn); if too far out, increase the bank angle  (to decrease the radius of the turn). A bank angle of no more  than 60 degrees should be encountered during this turn.  Monitor the trim ball (along with one’s kinesthetic sense)  and adjust as necessary with cyclic and anti-torque pedal  to maintain coordinated flight. Prior to passing through  200 feet above ground level (AGL), if landing or making a  11-6