ensure that the nose does not continue yawing to the right. If a go-around is required, increasing the collective too much or too rapidly with airspeeds below translational lift may cause a rapid spinning to the right. 

Once the helicopter has landed and is sliding/rolling to a stop, the heading can be controlled with a combination of collective, cyclic and throttle. To turn the nose to the right, raise the collective or apply aft cyclic. The throttle may be increased as well if it is not in the full open position. To turn the nose to the left, lower the collective or apply forward cyclic. The throttle may be decreased as well if it is not already at flight idle. 

## Loss of Tail Rotor Effectiveness (LTE) 

Loss of tail rotor effectiveness (LTE) or an unanticipated yaw is defined as an uncommanded, rapid yaw towards the advancing blade which does not subside of its own accord. It can result in the loss of the aircraft if left unchecked. It is very important for pilots to understand that LTE is caused by an aerodynamic interaction between the main rotor and tail rotor and not caused from a mechanical failure. Some helicopter types are more likely to encounter LTE due to the normal certification thrust produced by having a tail rotor that, although meeting certification standards, is not always able to produce the additional thrust demanded by the pilot. 

A helicopter is a collection of compromises. Compare the size of an airplane propeller to that of a tail rotor. Then, consider the horsepower required to run the propeller. For example, a Cessna 172P is equipped with a 160-horsepower (HP) engine. A Robinson R-44 with a comparably sized tail rotor is rated for a maximum of 245 HP. If you assume the tail rotor consumes 50 HP, only 195 HP remains to drive the main rotor. If the pilot were to apply enough collective to require 215 HP from the engine, and enough left pedal to require 50 HP for the tail rotor, the resulting engine overload would lead to one of two outcomes: slow down (reduction in rpm) or premature failure. In either outcome, antitorque would be insufficient and total lift might be less than needed to remain airborne. 

Every helicopter design requires some type of antitorque system to counteract main rotor torque and prevent spinning once the helicopter lifts off the ground. A helicopter is heavy, and the powerplant places a high demand on fuel. Weight penalizes performance, but all helicopters must have an antitorque system, which adds weight. Therefore, the tail rotor is certified for normal flight conditions. Environmental forces can overwhelm any aircraft, rendering the inherently unstable helicopter especially vulnerable. 

As with any aerodynamic condition, it is very important for 

pilots to not only to understand the definition of LTE, but more importantly, how and why it happens, how to avoid it, and lastly, how to correct it once it is encountered. We must first understand the capabilities of the aircraft or even better what it is not capable of doing. For example, if you were flying a helicopter with a maximum gross weight of 5,200 lb, would you knowingly try to take on fuel, baggage and passengers causing the weight to be 5,500 lb? A wise professional pilot should not ever exceed the certificated maximum gross weight or performance flight weight for any aircraft. The manuals are written for safety and reliability. The limitations and emergency procedures are stressed because lapses in procedures or exceeding limitations can result in aircraft damage or human fatalities. At the very least, exceeding limitations will increase the costs of maintenance and ownership of any aircraft and especially helicopters. 

Overloaded parts may fail before their designed lifetime. There are no extra parts in helicopters. The respect and discipline pilots exercise in following flight manuals should also be applied to understanding aerodynamic conditions. If flight envelopes are exceeded, the end results can be catastrophic. 

LTE is an aerodynamic condition and is the result of a control margin deficiency in the tail rotor. It can affect all single-rotor helicopters that utilize a tail rotor. The design of main and tail rotor blades and the tail boom assembly can affect the characteristics and susceptibility of LTE but will not nullify the phenomenon entirely. Translational lift is obtained by any amount of clean air through the main rotor disk. Chapter 2, Aerodynamics of Flight, discusses translational lift with respect to the main rotor blade, explaining that the more clean air there is going through the rotor disk, the more efficient it becomes. The same holds true for the tail rotor. As the tail rotor works in less turbulent air, it reaches a point of translational thrust. At this point, the tail rotor becomes aerodynamically efficient and the improved efficiency produces more antitorque thrust. The pilot can determine when the tail rotor has reached translational thrust. As more antitorque thrust is produced, the nose of the helicopter yaws to the left (opposite direction of the tail rotor thrust), forcing the pilot to correct with right pedal application (actually decreasing the left pedal). This, in turn, decreases the AOA in the tail rotor blades. Pilots should be aware of the characteristics of the helicopter they fly and be particularly aware of the amount of tail rotor pedal typically required for different flight conditions. 

LTE is a condition that occurs when the flow of air through a tail rotor is altered in some way, by altering the angle or speed at which the air passes through the rotating blades of the tail rotor disk. As discussed in the previous paragraph, an effective tail rotor relies on a stable and relatively undisturbed 

