LW, it doesn’t behave like a tail rotor servo hardcover: they aren’t going very fast at all and that tail rotor has a lot of thrust….what I’m saying is that at the speed in the clip, a servo hardcover would result in either a ship going sideways or if slower than say 45, doing a spin around the main shaft axis..
There was one fatal accident at Ft Bragg, which comes to mind and was caused by a failure to safety wire a nut in the mixing unit ( collective to longitudinal limiter ) after maintenance was done there. Nut finally backed off and dropped into the limiter effectively preventing the pilot from moving the cyclic rearward.
The clip starts with the nose down at a pretty substantial angle, especially for the altitude. Any info as to what the flight path was prior to that clip coverage?
As to the SAS boost or trim failures, if one just reacts and flies the controls normally, you’ll never come even close to the attitude where that clip starts.
Did you ever hear about the UH-2 fatal at Kaman where ( I recall being told by an ex Kaman pilot ) the heel of the CP’s shoe/boot got stuck in the hole in the floor where the cyclic was? This one makes me wonder about issues related to pilots “stuff” getting in the way of things. One of the pilots getting up to change seats with a guy sitting in the back and their flight suit or similar getting caught on the cyclic? Early in the 53A program a USMC crew was flying x-country on a winter night in the SW USA. The combustion heater on minimum was too much and one pilot took off his flight jacket-it caught the cyclic, pulling it aft, then it freed itself and snapped forward ( other pilot not on the controls ) making the main blades take a divot out of the cockpit roof, displacing the engine throttle quadrant but not enough to affect the engine power. Close call.