b.
The above features are provided via inputs to dual actuators which position the stabilator. Failure of one actuator will restrict total maximum movement of the sta-bilator to about 35° if failure occurs full down, or about 30° if failure occurs full up. The stabilator actuators receive power from the dc essential bus and No. 2 dc primary bus through circuit breakers marked STAB PWR. Since the dc
essential bus is powered by the battery, it is possible to manually slew one actuator using battery power only. If the stabilator is slewed up, regain automatic control by manu-ally slewing stabilator full down, then push AUTO CON-TROL RESET twice. Otherwise, when only one actuator is slewed, it causes a very large mismatch between the two actuator positions. This is detected by the fault monitor and shuts down the automatic mode upon attempted engage-ment. Automatic control function sensors, airspeed sensors, pitch rate gyros, collective position sensor, and lateral accelerometer receive power from the ac essential bus and No. 2 ac primary bus through circuit breakers marked STAB CONTR.
2.34.1 Stabilator Control Panel. The stabilator control panel (Figure 2-8), on the lower console, provides electrical control of the stabilator system. The panel contains a MAN SLEW switch, a TEST button, and AUTO CONTROL RESET switch with a push-to-reset feature. The automatic mode will allow the stabilator to be automatically operated from about 39° trailing edge down to 9° trailing edge up. Manual operation is also restricted to these limits. If a mal-function occurs in the automatic mode, the system will switch to manual, ON will go off in the AUTO CON-TROL window, and the STABILATOR caution legend and MASTER CAUTION light will go on and a beeping tone will be heard in the pilot’s and copilot’s headphones. It may be possible to regain the auto mode by pressing the AUTO CONTROL RESET. If the automatic mode is regained, ON will appear in the AUTO CONTROL switch window and the caution lights will go off. The stabilator automatic mode is held in the energized state within the stabilator control ampli.er. On certain occasions during interruption of dc power, such as switching of generators, it is possible to have conditions where the stabilator auto-matic mode may shut down. If the automatic mode shuts down during .ight because of an ac power failure, the heli-copter shall be slowed to 80 KIAS before power is restored. In this case the AUTO CONTROL RESET switch may be pressed to reengage the auto mode. If the automatic mode is not regained, the MASTER CAUTION must be reset, which turns off the beeping tone, and the stabilator con-trolled throughout its range with the MAN SLEW switch. When initial power is applied to the stabilator system, it will be in automatic mode. The TEST switch is used to check the AUTO mode fault detector feature and is inop-erative above 60 KIAS. When pressed, control of the sta-bilator should go to the manual mode.
2.34.2 Stabilator Position Indicator. A STAB POS indicator (Figure 2-8) is on the instrument panel. It gives pilots a remote indication of stabilator position. The indi-cator range is marked from 45° DN to 10° up. The stabila-
tor position indicator system is powered from the ac essen-tial bus 26V through a circuit breaker marked STAB IND.
2.34.3 Cyclic-Mounted Stabilator Slew Up Switch.
Installed on each cyclic stick below the grip (Figure 2-11) is a pull-type stabilator manual slew up switch. The switch
provides the pilot and copilot with rapid accessibility to stabilator slew up. The cyclic slew switch is wired in par-allel with the stabilator panel MAN SLEW-UP switch position. When the switch is actuated, the stabilator trailing edge will begin to move up and continue until the up limit stop is reached or the switch is released.
Section VI HYDRAULIC AND PNEUMATIC SYSTEM
2.35 HYDRAULIC SYSTEM.
The three hydraulic systems are designed to provide full .ight control pressure. The components of the hydraulic systems are three hydraulic pump modules, two transfer modules, a utility module, three dual primary servos, one dual tail rotor servo, four pilot-assist servos, an APU accu-mulator, an APU handpump, and a servicing handpump. There are three hydraulic pressure supply systems, number 1, number 2, and backup. All are completely independent and each is fully capable of providing essential .ight con-trol pressure for maximum system redundancy. Complete redundancy is accomplished by the backup pump providing hydraulic power to both number 1 and/or number 2 systems if one or both pumps fail. If two systems lose pressure, there will be a slight restriction in the maximum rate of .ight control movement due to only one pump supplying both stages with hydraulic power. An automatic turnoff fea-ture is provided. When the SVO OFF switch (Figure 2-11) is moved to 1ST STG or 2ND STG position, that stage of the primary servos is turned off. When the SVO OFF switch is moved to 1ST STG, the .rst stage of the primary servos is turned off. A malfunction in the second stage will cause .rst stage (which was turned off) to automatically turn back on in case the backup system does not take over the function of the failed second stage. If the second stage is initially turned off, the sequence is reversed. An addi-tional hydraulic handpump is provided for APU start sys-tem.
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