In all deference to FH1100 Pilot's credentials, and excellent logic about how the aircraft has plenty of TR control, the accident record says otherwise. What pilots should do (FH1100 Pilot, too) is recognize that, when we have to get out the rubber stamp and blame the pilot, we should do so sparingly and wisely. If 95% of LTE accidents occur in one type of helo, then either the pilots are selectively crappy who fly it, or the aircraft has a weakness that pops up every now and then.
Yes, he can fly it for 7000 hours safely, and for that he gets a special recognition (I am serious) but not everybody has those skills, and a GOOD machine doesnt kill its occupants for being less than perfect.
As long as we are comfortable blaming pilots, we wont get better machines. How do I know? The genuises who gave us thet 206 double down on the issue by inventing the "wind from the nose" approvals where the TR is even MORE compromised! They applied that to get more lift for the 412 and other models, and gave a new generation of pilots reasons to get "pilot error" stamped on their headstones.
LTE can be designed out, a lot of good military designed helos show that to be true. In fact, the original Bell AAH competitor had the same yaw problems, and had its yaw system redesigned due to poor yaw TR control, as did the UH-1Y. The pilots who flew them after the fix could thank military test pilots for having higher safety standards than some ppruners who are all too willing to blame pilots.