Tail Rotor Failure: The Bad Lesson That Fails Students

Oct 01, 2025

What would you do at 70 knots in an R44 when the tail rotor suddenly fails?

That’s not a trick question—it’s one of the most critical emergency procedures you’ll ever face. And believe it or not, in the last 30 months of Final Approach Courses (FAC), we’ve had at least three applicants confidently give me the wrong answer over Zoom before they ever made it to Indiana.

Instead of following the Pilot’s Operating Handbook (POH), they started explaining some creative “instructor-taught” maneuver—using the throttle to manipulate the nose and “limp back home.” Sounds clever? Wrong. That answer = instant check-ride failure.

 

 


The Truth About Tail Rotor Failures

Here’s the hard reality: when that big bang happens, the nose yaws violently, and the tail rotor is gone—maybe the driveshaft snapped, maybe the gearbox failed, maybe the blades flew off.

The POH is clear, whether you’re flying Robinson or Enstrom: Immediately enter autorotation.

There’s no “well, my instructor said…” in a true emergency. You need a clear, decisive action. Trying to “fly it home” not only ignores the manufacturer’s procedure—it risks making a bad situation worse.


Where the Confusion Comes From

Somewhere along the line, this bad lesson is being passed around. And it’s not just one student—it’s multiple. Instructors are teaching pilots to “work the throttle, hold it straight, and carry on.”

The POH does mention that if a suitable landing site isn’t immediately available, the vertical stabilizers may permit limited controlled flight at low power and speeds above 70 knots. But even then, it says: enter autorotation, find your landing spot, and then re-enter autorotation for the landing.

It doesn’t say: “just keep flying and hope for the best.”

 


Another Check-Ride Lesson: Expired FAR/AIM

While we’re here, let’s add another pro tip from recent FAC member John. John showed up ready to rock—but he also brought along last year’s FAR/AIM. Nicely tabbed, color-coded, all set up… and expired.

You cannot show up to a check-ride with expired references. Period. Charts, FAR/AIM, anything. If it’s out of date, the examiner won’t accept it.

(John’s story ended well—his wife sat down that night and moved all his tabs over to a new book. But don’t count on being that lucky!)


The Final Approach Course Advantage

This is exactly why pilots from all over the country keep coming to H.O.G.S. for finish-ups. We don’t just prep your flying—we prep everything. From POH procedures to ACS requirements to making sure your paperwork is squared away.

No more waiting weeks for a flight slot. No more hoping your instructor sticks around. No more check-rides derailed by missing logbooks or expired references.

🚁 With the Final Approach Course, you get:

  • One-on-one flight training & ground support until you’re ready.

  • An examiner who’s been with us for 25 years and knows what to expect.

  • A clean, efficient path from prep to pass.


Free Resources


Takeaway

If your instructor is teaching you to “work the throttle” on a tail rotor failure, they’re teaching you the wrong lesson. The POH is clear. Examiners are clear. And your safety depends on making the right call.

So, keep your training sharp, your materials up to date, and your logbooks clean. That’s how you pass the ride—and how you walk away from emergencies.