Very good explanations. Thank you for sharing. I have two stories in the same line... I was an instructor in the TH-57C (old 206). We were heavy and I let the student pull into the fuel pits and wait in line for our turn. I saw the situation developing, but was not worried too much about it, as I could take the controls if needed. The student made a right pedal turn, and the nose was now 90 degrees to the wind-line. The ship started to rotate, but I told the student to hold the skids level, and let out some collective, and put some forward cyclic in (I was now on the controls as well). We did one rotation, and when the nose aligned with the wind again, we stopped. Good lessons learned for all, and as it progressed slowly, it was not that scary of an event. We did a thorough debrief, and we all shared our perspectives. More recently, I was flying an OH-58, and we (my observer) decided to do some snow landings in the mountains (a rare sight in California where we fly). The MSL was around 6500 feet, and the DA was approximately 7000+ 'ish. I did my site survey, did a power check, and started a normal, head loaded approach with approximately mid range torque. When I was almost in ground effect, in a slightly creeping forward hover, both of us discussed the need for right pedal to align better with the landing zone and avoid some large snow mounds. I glanced at the torque gauge and we were pulling 98 % (max 100). I realized I did not have the power to use any more left pedal without over-torquing, so I transitioned forward from the area with the nose out slightly toward the right, not using any left pedal. There was no issue, but it could have been a significant over-torque. Again, it developed slowly, and we were able to communicate and keep up with the situation. Also, when snorkeling water with the Huey, and the torque started creeping higher than I wanted, I had two options. 1. Dump the water and start again. Or 2., and I read this in a magazine article about this recently, if I had the clearance and obstacle free departure required, I would transition to forward flight with the nose slightly to the right, not using any left pedal. I now use a pre-flight planning chart for the Huey that shows pedal authority margins (kind of) with altitude, so I can plan better. I am no expert, and I am a fair to midland pilot, but knowing what you are seeing, feeling, and experiencing, can help predict your actions and outcomes. That is why I enjoyed reading your discussion... more tools for the sack. I have had my share of not so swell events as well, to be honest. But those are less common, and seem to be less common as I get grayer. Thanks for your explanation... it was interesting, well written, and fun to read.