CFS(H) Sqn was already training an increased proportion of operational pilots as a by-product of its development of instructional and standardisation techniques. In 1957 the civilian contracts ceased altogether. The unit became responsible for RAF and Army pilot training, as well as QHI and helicopter standardisation for all three services.The requirement to be able to land successfully with an engine failure had been evident since the first helicopter were developed. The helicopter had the advantage of a collective pitch control that allowed the employment of rotor momentum to cushion the touchdown. Autorotation was practised by keeping the engine idling and so disengaged from the rotors. However, the linkage between the collective lever and the throttle meant the lever could not be raised to cushion the touchdown without violently re-engaging the engine, with possible catastrophic results. Voluntarily dispensing with the engine in order to practise an 'engine off landing' (EOL) seemed wantonly dangerous, especially in view of the lack of experimental aircraft. CFS(H) in the early 1950s carried out a thorough practical study of EOLs and in April 1955 CFS(H) was teaching the whole sequence of an EOL from any combination of height and speed.

Another boundary was broken in September 1956 when a Sycamore performed after dark, each night for a week at the Woolwich Tattoo. The Army and Navy had declined to take on the task. This event proved that night flying was possible and potentially very useful, although regular night flying in an official capacity did not exist until 1959, when formal training at night and on instruments began. These were just 2 more feathers in the cap of CFS(H) as between 1955-56 the Unit established itself as the central authority for training and pure flying techniques on the helicopter. In October 1955 CFS(H) hosted the first Helicopter Instructional Technique Conference, attended by representatives of HQ 23 Group, Flying Training Command, the Army, the Navy and civilian firms.

May 1957 saw the basic Piston Provost part of CFS move to Little Rissington, the main CFS base. CFS(H) had now become a squadron in its own right as opposed to a unit, and remained at South Cerney. By the end of 1957, the CFS Exam Wing was disbanded and CFS(H) was able to stand on its own in the examination role. The following 4 years were reasonably quiet and CFS(H) was able to continue with its main task of training pilots and instructors. On the side, CFS(H) took every opportunity to conduct Staff Officer Familiarisation coursers; informal courses designed to educate senior officers in the advantages of rotary wing aviation. CFS(H) was well aware of the damage that ignorance at senior levels could cause. The central collective of the Sycamore and the Ministry's refusal to do anything about it, served as a constant reminder.

In August 1961, the CFS(H) Squadron moved from South Cerney to RAF Ternhill in Shropshire as part of an expansion programme and became a wing with 2 squadrons. One was the training squadron with basic and advanced phases for both pilot and QHI training, and the other the Standards squadron responsible for QHI re-categorisations and standards for all helicopter units across the three Services. By the first quarter of 1962 the expansion was complete. The training squadron was split into 2 separate squadrons, 1 Squadron for basic pilot / QHI training and 2 Squadron for advanced pilot / QHI training. Standards became 3 Squadron. The inventory of CFS(H) during the first half of 1961 was fourteen aircraft, 2 Dragonflys, 2 Whirlwinds (Mk2 and 4), 8 Sycamores and 2 Skeeters (T11 and T12). In November 1961, CFS(H) took delivery of the first turbine engined helicopter, the Whirlwind Mk10.