Cool, calm and collected, in the face of what must be a helo drivers worst nightmare scenario.
Fantastic job - professional through and through
Heliport: your summation (might I be permitted to say) was perhaps a little on the simplistic side, regarding TR failure.
The difference between teaching and experiencing a TR failure are vast
This particular malfunction can be likened to a jammed rudder pedal in that no amount of his foot movement, altered the TR pitch. he needed to get the helo as close to (if not on the) deck at that very last torque setting which gave that 'frozen' TR pitch setting. If it 'seized' at a high TQ setting then he can either land at very low speed (one (high power)position on the drag curve) or very high speed (the mirror image (high power) other side of the drag curve). Obviously he strives for the former!
Provided he knows that the end of his helo is still intact, then the pressure backs off a little in that circumstances should remain stable. The Cof G won't change and the TR pitch won't change. Two less variables to consider!
Also the side profile of helos differs remarkably (Solid fenestron Vs Lattice tail cone and exposed TR blades) this has a marked effect on 'weathercocking'.
Always land on a very hard surface, too. It offers less friction during run on, allowing the a/c to 'skid' over the surface and not dig in and cartwheel!! If possible - foam the runway - makes it slippery and also helps with post accident fires.....
Jettison fuel if possible (bigger helos) in case you turn over and fireball!!!
Training - very few pilots concentrate on genuine quality TR mals, i would suggest, most find it too difficult to cope with, if they were honest! Either the training time is too short, or the airfield is too busy or the runway and wind is conflicting blah blah blah... Shame really.