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Unfortunately, the aerodynamic conditions that a helicopter is susceptible to are not explainable in black and white terms. LTE is no exception. There are a number of contributing factors, but what is more important in preventing LTE is to note them, and then to associate them with situations that should be avoided. Whenever possible, pilots should learn to avoid the following combinations: 

1. Low and slow flight outside of ground effect. 

2. Winds from ±15º of the 10 o’clock position and probably on around to 5 o’clock position [Figure 11-9] 

3. Tailwinds that may alter the onset of translational lift and translational thrust, and hence induce high power demands and demand more anti-torque (left pedal) than the tail rotor can produce. 

4. Low speed downwind turns. 

5. Large changes of power at low airspeeds. 

6. Low speed flight in the proximity of physical obstructions that may alter a smooth airflow to both the main rotor and tail rotor. 

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. 

## Main Rotor Disk Interference (285–315°) 

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. 

## Weathercock Stability (120–240°) 

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 

