Graviman:
Air Data Computers (2); computing TAT from OAT probe and measured pitot static pressures among other things; sending data to autopilot systems (2) and eventually to the front and rear control surfaces. LCTs would naturally start to motor as the sudden apparent change in airspeed is sensed when the front end passes through the shearline. Meantime each head is doing it's own thing...Funny thing is the LCTs were introduced at the behest of the FAA who wanted the Chinook to fly like a plank above 45 knots. Never did work out that way but nobody had ever flown this aircraft in weather like we all experience in the North Sea.
This is only my guesstimate; I'm happy to be shot down if anybody has a better explanation.
Happy memories:
Staggering out at dawn from ABZ at 110 knots for the Brent, CWP mostly red.
Racing the 332's and 412's home to the pub at 8,000' (CWP now OK).
Kicking out the tail for extra lift, speed and range.
Fulmar FSU: approach and land 90 degrees offwind, collective on the floor.
Laughing at the fog.
Some not so happy memories.
However our remaining 234's are now in good hands with Columbia Helicopters and I hope some of their pilots read this thread and give their opinions. I believe they recently acquired the Type Certificate rights from Boeing too.