right. At low power settings and high airspeeds, the spin is  less severe. High airspeeds tend to streamline the helicopter  and keep it from spinning. pedal is best described as a normal-to-steep approach angle to  arrive approximately 2–3 feet landing gear height above the  intended landing area as translational lift is lost. The steeper  angle allows for a lower power setting during the approach  and ensures that the nose remains to the right. If a tail rotor failure occurs, power must be reduced in order to  reduce main rotor torque. The techniques differ depending on  whether the helicopter is in flight or in a hover, but ultimately  require an autorotation. If a complete tail rotor failure occurs  while hovering, enter a hovering autorotation by rolling off  the throttle. If the failure occurs in forward flight, enter a  normal autorotation by lowering the collective and rolling  off the throttle. If the helicopter has enough forward airspeed  (close to cruising speed) when the failure occurs, and  depending on the helicopter design, the vertical stabilizer  may provide enough directional control to allow the pilot to  maneuver the helicopter to a more desirable landing sight.  Applying slight cyclic control opposite the direction of yaw  compensates for some of the yaw. This helps in directional  control, but also increases drag. Care must be taken not to  lose too much forward airspeed because the streamlining  effect diminishes as airspeed is reduced. Also, more altitude is  required to accelerate to the correct airspeed if an autorotation  is entered at a low airspeed. Upon reaching the intended touchdown area and at the  appropriate landing gear height, increase the collective  smoothly to align the nose with the landing direction and  cushion the landing. A small amount of forward cyclic is  helpful to stop the nose from continuing to the right and  directs the aircraft forward and down to the surface. In certain  wind conditions, the nose of the helicopter may remain  to the left with zero to near zero groundspeed above the  intended touchdown point. If the helicopter is not turning,  simply lower the helicopter to the surface. If the nose of the  helicopter is turning to the right and continues beyond the  landing heading, roll the throttle toward flight idle, which is  the amount necessary to stop the turn while landing. Flight  idle is an engine rpm in flight at a given altitude with the  throttle set to the minimum, or idle, position. The flight  idling rpm typically increase with an increase in altitude.  If the helicopter is beginning to turn left, the pilot should  be able to make the landing prior to the turn rate becoming  excessive. However, if the turn rate begins to increase prior  to the landing, simply add power to make a go-around and  return for another landing. The throttle or power lever on some helicopters is not located  on the collective and readily available. Faced with the loss  of antitorque, the pilot of these models may need to achieve  forward flight and let the vertical fin stop the yawing rotation.  With speed and altitude, the pilot will have the time to set  up for an autorotative approach and set the power control  to idle or off as the situation dictates. At low altitudes, the  pilot may not be able to reduce the power setting and enter  the autorotation before impact. The landing profile for a stuck neutral or a stuck right pedal  is a low-power approach terminating with a running or roll- on landing. The approach profile can best be described as a  shallow to normal approach angle to arrive approximately  2–3 feet landing gear height above the intended landing  area with a minimum airspeed for directional control. The  minimum airspeed is one that keeps the nose from continuing  to yaw to the right. A mechanical control failure limits or prevents control of tail  rotor thrust and is usually caused by a stuck or broken control  rod or cable. While the tail rotor is still producing antitorque  thrust, it cannot be controlled by the pilot. The amount of  antitorque depends on the position at which the controls jam or  fail. Once again, the techniques differ depending on the amount  of tail rotor thrust, but an autorotation is generally not required. The specific manufacturer’s procedures should always be  followed. The following is a generalized description of  procedures when more specific procedures are not provided. Upon reaching the intended touchdown area and at the  appropriate landing gear height, reduce the throttle as  necessary to overcome the yaw effect if the nose of the  helicopter remains to the right of the landing heading. The  amount of throttle reduction will vary based on power applied  and winds. The higher the power setting used to cushion the  landing, the more the throttle reduction will be. A coordinated  throttle reduction and increased collective will result in a very  smooth touchdown with some forward groundspeed. If the  nose of the helicopter is to the left of the landing heading,  a slight increase in collective or aft cyclic may be used to  align the nose for touchdown. The decision to land or go  around has to be made prior to any throttle reduction. Using  airspeeds slightly above translational lift may be helpful to  A stuck left pedal (high power setting), which might be  experienced during takeoff or climb conditions, results in  the left yaw of the helicopter nose when power is reduced.  Rolling off the throttle and entering an autorotation only  makes matters worse. The landing profile for a stuck left  Landing—Stuck Left Pedal Landing—Stuck Neutral or Right Pedal  11-17