Pilots who put themselves in situations where the combinations above occur should know that they are likely to encounter LTE. The key is not to put the helicopter in a compromising condition, while at the same time being educated enough to recognize the onset of LTE and being prepared to react quickly to it before the helicopter cannot be controlled.

Early detection of LTE, followed by the immediate flight control application of corrective action, applying forward cyclic to regain airspeed, applying right pedal not left as necessary to maintain rotor rpm, and reducing the collective (thus reducing the high-power demand on the tail rotor), is the key to a safe recovery. Pilots should always set themselves up when conducting any maneuver to have enough height and space available to recover in the event they encounter an aerodynamic situation such as LTE.

Understanding the aerodynamic phenomenon of LTE is by far the most important factor in preventing an LTE-related accident, and maintaining the ability and option either to go around if making an approach or pull out of a maneuver safely and re-plan, is always the safest option. Having the ability to fly away from a situation and re-think the possible options should always be part of a pilot's planning process in all phases of flight. Unfortunately, there have been many pilots who have idled a good engine and fully functioning tail rotor disk and autorotated a perfectly airworthy helicopter to the crash site because they misunderstood or misperceived both the limitations of the helicopter and the aerodynamic situation.

Refer to Figure 11-9. Winds at velocities of 10–30 knots from the left front cause the main rotor vortex to be blown into the tail rotor by the relative wind. This main rotor disk vortex causes the tail rotor to operate in an extremely turbulent environment. During a right turn, the tail rotor experiences a reduction of thrust as it comes into the area of the main rotor disk vortex. The reduction in tail rotor thrust comes from the airflow changes experienced at the tail rotor as the main rotor disk vortex moves across the tail rotor disk.

The effect of the main rotor disk vortex initially increases the AOA of the tail rotor blades, thus increasing tail rotor thrust. The increase in the AOA requires that right pedal pressure be added to reduce tail rotor thrust in order to maintain the same rate of turn. As the main rotor vortex passes the tail rotor, the tail rotor AOA is reduced. The reduction in the AOA causes a reduction in thrust and right yaw acceleration begins. This acceleration can be surprising, since previously adding right pedal to maintain the right turn rate. This thrust reduction occurs suddenly, and if uncorrected, develops into an uncontrollable rapid rotation about the mast. When operating within this region, be aware that the reduction in tail rotor thrust can happen quite suddenly, and be prepared to react quickly to counter this reduction with additional left pedal input.

In this region, the helicopter attempts to weathervane, or weathercock, its nose into the relative wind. [Figure 11-10] Unless a resisting pedal input is made, the helicopter starts a slow, uncommanded turn either to the right or left, depending upon the wind direction. If the pilot allows a right yaw rate to develop and the tail of the helicopter moves into this region, the yaw rate can accelerate rapidly. In order to avoid the onset of LTE in this downwind condition, it is imperative to maintain positive control of the yaw rate and devote full attention to flying the helicopter.

Winds within this region cause a tail rotor vortex ring state to develop. [Figure 11-11] The result is a nonuniform, unsteady flow into the tail rotor. The vortex ring state causes tail rotor thrust variations, which result in yaw deviations. The net effect of the unsteady flow is an oscillation of tail rotor thrust. Rapid and continuous pedal movements are necessary to compensate for the rapid changes in tail rotor thrust when hovering in a left crosswind. Maintaining a precise heading in this region is difficult, but this characteristic presents no significant problem unless corrective action is delayed. However, high pedal workload, lack of concentration, and overcontrolling can lead to LTE.

When the tail rotor thrust being generated is less than the thrust required, the helicopter yaws to the right. When hovering in left crosswinds, concentrate on smooth pedal coordination and do not allow an uncommanded right yaw to develop. If a right yaw rate is allowed to build, the helicopter can rotate into the wind azimuth region where weathercock stability then accelerates the right turn rate. Pilot workload during a tail rotor vortex ring state is high. Do not allow a right yaw rate to increase.

At higher altitudes where the air is thinner, tail rotor thrust and efficiency are reduced. Because of the high-density altitude, powerplants may be much slower to respond to power changes. When operating at high altitudes and high gross weights, especially while hovering, the tail rotor thrust may not be sufficient to maintain directional control, and LTE can occur. In this case, the hovering ceiling is limited by tail rotor thrust and not necessarily power available. In these conditions, gross weights need to be reduced and/or operations need to be limited to lower density altitudes. This may not be noted as criteria on the performance charts.

To help reduce the onset of LTE, follow these steps:

If a sudden unanticipated right yaw occurs, the following recovery technique should be performed. Apply full left pedal. Simultaneously, apply forward cyclic control to increase speed. If altitude permits, reduce power. As recovery is affected, adjust controls for normal forward flight. A recovery path must always be planned, especially when terminating to an OGE hover and executed immediately if an uncommanded yaw is evident.

Collective pitch reduction aids in arresting the yaw rate but may cause an excessive rate of descent. Any large, rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate and decrease rotor rpm. The decision to reduce collective must be based on the pilot’s assessment of the altitude available for recovery.

If the rotation cannot be stopped and ground contact is imminent, an autorotation may be the best course of action. Maintain full left pedal until the rotation stops, then adjust to maintain heading. For more information on LTE, see Advisory Circular (AC) 90-95, Unanticipated Right Yaw in Helicopters.