As a general rule, true LTE is very hard to induce in most helicopters. It is certainly not endemic in all single rotor helicopters, in spite of the FAA/Bell publications that try to insinuate that any helo has a propensity to lose tail effectiveness.
The factors that get you close are generally not laxity on the pedals, they are more likely cause by using using too much main rotor power/collective pitch, especially at the bottom of an approach. If the approach is made with too much speed and rate of descent, arresting the descent at the bottom will take an armful of collective. The extra torque, above that needed for the hover after all the approach transcients have settled, is all a problem for marginal tail rotors. Most LTE accidents occur in the termination of an approach, sometimes downwind, or in a cross wind. Most LTE accidents also occur in only one or two types of helicopters.
In a study I did a few years back, surveying all reported helicopter accidents for a 2 year period, some interesting facts about LTE came out:
1) 90% of all LTE accidents occurred to Bell 206 and Bell 205 helicopters, the other 10% were spread across a great number of types.
2) None occurred in modern helicopters designed to higher yaw control standards, such as those that the Black Hawk, Apache and OH-58D had to meet. Pertinent to this thread, no LTE accidents occurred to Hughes/McD helos (in that study)].
3) For all helicopters LTE was a small accident contributer (less than 2%) but for the Bell 206, it was the cause of more than 10% of all accidents.
4) A high percentage of LTE accidents caused major damage, but few resulted in loss of life (low altitude, low rate of descent).