....as well as a maneuver called a “ Dynamic Yaw “, which is described as follows: set up the Vne ( sometimes referred to as Vdive ) then apply pedal at max rate in one direction to the max steady state sideslip angle, and upon reaching that, apply full pedal in the opposite direction to achieve the transient overswing sideslip angle. Those two numbers for the UH-60 were 15 and 30 degrees. If you ever noticed the small bayonet type device on the leading edge of the 60 door, about half-way up the window, it is there because when we did this maneuver to get the left overswing angle data point, the left door would pop open with a very loud bang, and accompanying air racket, and the pilot sitting in that seat didn’t much care for it.
Sounds like a joyful exercise I'm sure you all looked forward to! Bit like AFCS hardover testing and probably met with similar enthusiasm as flutter tests by FW TPs......
Brother Dixson might be able to confirm my foggy memory of an account by another Sikorsky Notable that reported the S-76A VNE could have been higher but the expense to test/document/certify the additional speed was deemed un-economical and thus was not done
My understanding was it was associated with the negative stick trim stability that necessitated the fitting of the Pitch Bias Actuator - and the handling characteristics the pilot would be faced with if the PBA failed above the actual Vne as set.