While an engine failure in any aircraft is a serious event, helicopters are engineered with a remarkable, non-powered flight capability. They don't just fall, they glide. This life-saving principle is called autorotation. Think of it as a helicopter's built-in parachute, but with one massive advantage: you can steer it.





Many people ask why helicopters don't just carry a large parachute for the whole aircraft, as some small planes do. The answer is that a helicopter is its own parachute.

Autorotation is the process where the main rotor blades are kept spinning by the flow of air, completely independent of the engine. Here’s why it’s superior to a simple parachute:

• Total Control: A parachute is at the mercy of the wind. With autorotation, the pilot remains in full control of the aircraft.
• Full Manoeuvrability: The pilot can still use the cyclic controls to steer, slow down, speed up, and—most importantly—choose a specific, clear landing spot.

So, the engine has failed. The pilot has only seconds to act. Here is the precise, 4-step process they follow to land the aircraft safely.





When a helicopter is in normal, powered flight, the pilot "pulls up" on a control called the collective. This increases the pitch (angle) of all the rotor blades simultaneously, grabbing more air and creating lift.

The instant the engine quits, the pilot's first action is to do the opposite: they immediately lower the collective. This flattens the pitch of the blades, reducing drag and allowing them to keep spinning freely.





With the blades flattened, the helicopter begins a controlled descent, typically between 1,200 and 1,700 feet per minute.

This is the most critical phase: the helicopter is now "gliding," and the air is rushing up through the rotor disc. This upward-flowing air is what physically pushes the blades and keeps them spinning at their normal operating speed, just like a pinwheel in the wind. The blades are now storing kinetic energy (inertia) for the landing.





As the helicopter approaches the ground, the pilot executes a manoeuvre called the "flare."

By pulling back on the cyclic control (the "stick"), the pilot brings the helicopter's nose up. This action does two crucial things:

1. It dramatically slows the aircraft's forward and downward momentum.
2. It forces a massive rush of air up through the rotor disc, which actually increases the rotor speed, packing even more energy into the blades for the final step.

In the last few feet before touchdown, the pilot levels the aircraft and "spends" all the energy they've saved.

They pull back up on the collective lever, increasing the blade pitch. This takes all that stored rotational energy (inertia) and converts it into a powerful burst of lift. This lift is used to "cushion" the helicopter, slowing the descent to near-zero and allowing the pilot to set the aircraft down for a landing that can be as smooth as a powered one.





The pilot's ability to perform that final "cushioning" manoeuvre is 100% dependent on rotor inertia - the amount of energy stored in the spinning blades.

• High-Inertia Systems: A rotor system with high inertia (i.e., heavier blades) will store more energy. This gives the pilot more time, more flexibility, and a greater margin for error during the critical landing phase.
• Low-Inertia Systems: A lighter blade system loses speed quickly, giving the pilot only a split second to execute the manoeuvre perfectly.

This crucial safety margin isn't left to chance; it's a core design consideration. Engineers deliberately "tune" the inertia of a rotor system.

For example, in the design of modern composite blades, high-density steel plates are often embedded directly into the tips of the blades during the lamination process. By precisely weighting the blade tips, engineers can create a high-inertia system.

The goal is to give the pilot the maximum possible time and control to execute a safe autorotation, ensuring that an engine failure remains a manageable event rather than a catastrophe.