(2)
Pressing TRIM REL switch on the cyclic grip and establishing the desired bank angle with feet off pedal switches.

(3)
Exerting a lateral force on the cyclic stick to achieve the desired bank angle, and then neu-tralizing the force with the STICK TRIM switch.

(4)
Keeping a lateral force on the cyclic stick for the duration of the turn.

d.
In each of these ways the ball should remain auto-matically centered during the entry and recovery from the turn. If feet are on the pedals, care must be taken not to apply too much force to the pedals to oppose their motion. If the pilot intentionally miscoordinates the helicopter, the result will be a pedal force roughly proportional to sideslip. The pilot may release the pedal force by pressing the cyclic TRIM REL switch with feet on pedals. During transition through 60 knots airspeed, the pilot may feel a slight pedal motion due to a switching transient which may occur when the commanded coordinated turn pedal position differs slightly from the pilot-commanded position. The FPS moni-toring is automatic. If a malfunction is detected, the FLT PATH STAB caution legend will go on and the FPS will either continue to operate in a degraded mode, such as without heading hold, or without airspeed hold; or may cease to function altogether. The pilot must take over manual .ight of the helicopter, and may either turn the FPS off or evaluate performance to determine the degree and type of degradation, and continue .ight with the remaining features. To help evaluate the nature of the degradation, eight failure advisory indicators are displayed on two FAILURE ADVISORY switches on the .ight control panel. These tell the pilot the type of sensor or actuator which has experienced the failure. If a light goes on, it may be turned off by pressing the lighted switch. All failure advisory lights will be on at initial application of power. The pilot may attempt to clear the indication of temporary malfunction by simultaneously pressing both FAILURE ADVISORY switches. If the FLT PATH STAB caution legend goes off, it may be assumed that normal operation is restored. All FPS functions are provided by automatically moving the cockpit controls.

Change 1 2-35

2.34 STABILATOR SYSTEM.
a. The helicopter has a variable angle of incidence sta-bilator to enhance handling qualities. The automatic mode of operation positions the stabilator to the best angle of attack for the existing .ight conditions. After the pilot engages the automatic mode, no further pilot action is required for stabilator operation. Two stabilator ampli.ers receive airspeed, collective stick position, pitch rate, and lateral acceleration information to program the stabilator through the dual electric actuators. The stabilator is pro-grammed to:
(1)
Align stabilator and main rotor downwash in low speed .ight to minimize nose-up attitude resulting from downwash.

(2)
Decrease angle of incidence with increased air-speed to improve static stability.

(3)
Provide collective coupling to minimize pitch atti-tude excursions due to collective inputs from the pilot. Col-lective position sensors detect pilot collective displacement and programs the stabilator a corresponding amount to counteract the pitch changes. The coupling of stabilator position to collective displacement is automatically phased in beginning at 30 KIAS.

(4)
Provide pitch rate feedback to improve dynamic stability. The rate of pitch attitude change of the helicopter is sensed by a pitch rate gyro in each of the two stabilator ampli.ers and used to position the stabilator to help dampen pitch excursions during gusty wind conditions. A sudden pitch up due to gusts would cause the stabilator to be pro-grammed trailing edge down a small amount to induce a nose-down pitch to dampen the initial reaction.

(5)
Provide sideslip to pitch coupling to reduce sus-ceptibility to gusts. When the helicopter is out of trim in a slip or skid, pitch excursions are also induced as a result of the main rotor downwash on the stabilator. Lateral acceler-ometers sense this out of trim condition and signal the sta-bilator ampli.ers to compensate for the pitch attitude change (called sideslip to pitch coupling). Nose left (right slip) results in the trailing edge programming down. Nose right produces the opposite stabilator reaction.
　
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