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## LANDING—STUCK NEUTRAL OR RIGHT PEDAL 

The landing profile for a stuck neutral or a stuck right pedal is a low power approach or descent with a running or roll-on landing. The approach profile can best be described as a steep approach with a flare at the bottom to slow the helicopter. The power should be low enough to establish a left yaw during the descent. The left yaw allows a margin of safety due to the fact that the helicopter will turn to the right when power is applied. This allows the momentary use of power at the bottom of the approach. As you apply power, the heli- copter rotates to the right and becomes aligned with the landing area. At this point, roll the throttle to flight idle and make the landing. The momentary use of power helps stop the descent and allows additional time for you to level the helicopter prior to closing the throttle. 

If the helicopter is not yawed to the left at the conclusion of the flare, roll the throttle to flight idle and use the collective to cushion the touchdown. As with any running or roll-on landing, use the cyclic to maintain the ground track. This technique results in a longer ground run or roll than if the helicopter was yawed to the left. 

## UNANTICIPATED YAW / LOSS OF TAIL ROTOR EFFECTIVENESS (LTE) 

Unanticipated yaw is the occurrence of an uncom- manded yaw rate that does not subside of its own accord and, which, if not corrected, can result in the loss of helicopter control. This uncommanded yaw rate is referred to as loss of tail rotor effectiveness (LTE) and occurs to the right in helicopters with a counter- clockwise rotating main rotor and to the left in helicop- ters with a clockwise main rotor rotation. Again, this discussion covers a helicopter with a counter-clockwise rotor system and an antitorque rotor. 

LTE is not related to an equipment or maintenance mal- function and may occur in all single-rotor helicopters at airspeeds less than 30 knots. It is the result of the tail rotor not providing adequate thrust to maintain direc- tional control, and is usually caused by either certain wind azimuths (directions) while hovering, or by an insufficient tail rotor thrust for a given power setting at higher altitudes. 

For any given main rotor torque setting in perfectly steady air, there is an exact amount of tail rotor thrust required to prevent the helicopter from yawing either left or right. This is known as tail rotor trim thrust. In order to maintain a constant heading while hovering, you should maintain tail rotor thrust equal to trim thrust. 

The required tail rotor thrust is modified by the effects of the wind. The wind can cause an uncommanded yaw by changing tail rotor effective thrust. Certain relative wind directions are more likely to cause tail rotor thrust variations than others. Flight and wind tunnel tests 

have identified three relative wind azimuth regions that can either singularly, or in combination, create an LTE conducive environment. These regions can overlap, and thrust variations may be more pronounced. Also, flight testing has determined that the tail rotor does not actually stall during the period. When operating in these areas at less than 30 knots, pilot workload increases dramatically. 

## MAIN ROTOR DISC INTERFERENCE (285-315°) 

Refer to figure 11-10. Winds at velocities of 10 to 30 knots from the left front cause the main rotor vortex to be blown into the tail rotor by the relative wind. The effect of this main rotor disc vortex causes the tail rotor to operated in an extremely turbulent envi- ronment. During a right turn, the tail rotor experiences a reduction of thrust as it comes into the area of the main rotor disc vortex. The reduction in tail rotor thrust comes from the airflow changes experienced at the tail rotor as the main rotor disc vortex moves across the tail rotor disc. The effect of the main rotor disc vortex initially increases the angle of attack of the tail rotor blades, thus increasing tail rotor thrust. The increase in the angle of attack 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 angle of attack is reduced. The reduction in the angle of attack causes a reduction in thrust and a right yaw acceleration begins. This accel- eration can be surprising, since you were 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. 

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