c.
Ayaw FPS/trim hardover is characterized by an im-proper motion of the pedals, resulting in about 1/4 inch of pedal motion followed by a corresponding change in heli-copter heading trim. This condition will be detected by the SAS/FPS computer, which will disengage trim and FPS functions in the yaw axis and light the FLT PATH STAB and TRIM FAIL caution legends.

If failure occurs:

POWER ON RESET switches -Simulta-neously press and then release.
If failure returns, control affected axis manually.

9.29.6 Trim Actuator Jammed. Both yaw and roll trim actuators incorporate slip clutches to allow pilot and copilot inputs if either actuator should jam. The forces required to override the clutches are 80 pounds maximum in yaw and 13 pounds maximum in roll.
LAND AS SOON AS PRACTICABLE.

9.30 STABILATOR MALFUNCTION -AUTO MODE FAILURE.
An Auto Mode Failure will normally result in the stabi-lator failing in place. The indications to the pilots of the failure are a beeping audio warning, and MASTER CAU-TION and STABILATOR caution legends illuminating when the automatic mode fails. The position of failure may vary from the ideal programmed position by 10° at 30 KIAS to 4° at 150 KIAS. If an approach is made with the stabilator .xed 0°, the pitch attitude may be 4° to 5° higher than normal in the 20 to 40 KIAS range.

If acceleration is continued or collective is decreased with the stabilator in a trailing edge down position, longitudinal control will be lost. The stabilator shall be slewed to 0° above 40 KIAS and full-down when airspeed is less than 40 KIAS.
9-20 Change 4

Pressing the AUTO CONTROL RESET button after a failure occurs results in the automatic mode coming on for one sec-ond. If a hardover signal to one actuator is present, the stabilator could move ap-proximately 4° to 5° in that one second before another auto mode failure occurs. Subsequent reset attempts could result in the stabilator moving to an unsafe posi-tion.
If the stabilator AUTO mode repeatedly disengages during a .ight, .ight above 70 KIAS is prohibited with the stabilator in AUTO mode.
If an AUTO Mode Failure Occurs:
NOTE

Use of cyclic mounted stabilator slew-up switch should be announced to the crew to minimize cockpit confusion.
1.
Cyclic mounted stabilator slew-up switch -Ad-just if necessary to arrest nose down pitch rate.

2. AUTO CONTROL switch -Press ON once.

If automatic control is not regained:

3.
Manually slew stabilator  -Adjust to 0° for .ight above 40 KIAS or full down when air-speed is below 40 KIAS. The preferred method of manually slewing the stabilator up is to use the cyclic mounted stabilator slew-up switch.

4.
LAND AS SOON AS PRACTICABLE.

If manual control is not possible:

5.  
STAB POS indicator -Check and .y at or be-low KIAS LIMITS shown on placard.

6.
LAND AS SOON AS PRACTICABLE.

9.31 UNCOMMANDED NOSE DOWN/UP PITCH AT-TITUDE CHANGE.
a. An uncommanded nose down/up pitch attitude change could be the result of a stabilator or other AFCS malfunction (SAS or FPS). There is a remote possibility that a stabilator malfunction could occur in the automatic or manual mode without audio warning or caution light illu-mination.

b. If an uncommanded nose down pitch attitude change is detected, the pilot should initially attempt to stop the rate

Change 2 9-20.1/(9-20.2 Blank)

TM 1-1520-253-10
with aft cyclic. Maintaining or increasing collective posi-tion may assist in correcting for a nose down pitch attitude. If the nose down pitch rate continues, and/or inappropriate stabilator movement is observed, activate the cyclic mounted stabilator slew-up switch to adjust the stabilator to control pitch attitude. Continue to monitor the stabilator position when the cyclic mounted stabilator slew-up switch is released to ensure movement stops.
　
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