The blades on the 169 rotate anti-clockwise as seen from above. The tail rotor is on the right of the tail, so it’s a “puller”, rather than a pusher.
It remains to be published whether or not the pilot actually retained control of tail rotor pitch.
If the control linkage failed, as in the Leicester AW169 accident, he may have initiated a yaw only for t/r pitch to run away to full travel. In this case it looks like an uncontrolled amount of positive (power) pedal pitch was involved, rather than the negative pitch that caused the Leicester aircraft to go out of control.
[It used to be part of the RAF Puma conversion course how to learn how “drive” the aircraft forwards out of the situation where the nose wheel had accidentally become fully cocked off to the side. The first part of that recovery was to centralise the yaw pedals to avoid the aircraft rotating uncontrollably, and use the independent main wheel brakes to help stabilise and steer, rather than big bootfulls of pedal. It was important to get this right, due to the high mounted tail rotor the Puma will roll very rapidly and markedly if too much pedal is used on the ground].