What are the 4 signals used by the FCCs to position the Stabilator?

What are the 4 signals used by the FCCs to position the Stabilator?

• A. Collective Position, Lateral Accelerometer, Airspeed, Pitch Rate
• B. Altitude, Airspeed, Pitch Attitude, Yaw Rate
• C. Angle of Attack, Vertical Speed, Pitch Rate, Roll Rate
• D. Collective Pitch, Lateral Velocity, Airspeed, Roll Rate

Answer: (A)

The stabilator is kept in trim and stability by the Flight Control Computers using four dynamic signals that reflect how the aircraft is actually behaving and what the pilot is doing. The four inputs are the position of the collective (which tells the system how much thrust is being commanded and how the fuselage is being loaded), the lateral accelerometer (which senses side-to-side forces and slip tendencies), the airspeed (which changes how much tailplane incidence is aerodynamically effective), and the pitch rate (how fast the nose is moving up or down, so the system can damp rapid pitch changes). These together give the FCCs a complete picture to adjust the stabilator quickly and appropriately, improving stability and reducing pilot workload. Other signals like altitude, pitch attitude, yaw rate, angle of attack, vertical speed, or using collective pitch or lateral velocity either don’t directly drive the stabilator’s automatic position or don’t provide the right kind of dynamic information for trim across the flight envelope.

The stabilator is kept in trim and stability by the Flight Control Computers using four dynamic signals that reflect how the aircraft is actually behaving and what the pilot is doing. The four inputs are the position of the collective (which tells the system how much thrust is being commanded and how the fuselage is being loaded), the lateral accelerometer (which senses side-to-side forces and slip tendencies), the airspeed (which changes how much tailplane incidence is aerodynamically effective), and the pitch rate (how fast the nose is moving up or down, so the system can damp rapid pitch changes). These together give the FCCs a complete picture to adjust the stabilator quickly and appropriately, improving stability and reducing pilot workload.

Other signals like altitude, pitch attitude, yaw rate, angle of attack, vertical speed, or using collective pitch or lateral velocity either don’t directly drive the stabilator’s automatic position or don’t provide the right kind of dynamic information for trim across the flight envelope.