CYCLIC - there are 5 ways to fly an EC225 in AT&T mode. That is to say UNCOUPLED. They are:
1 - Hover Follow Up Trim
2 - Cyclic Trim
3 - Cyclic Stick Imput Followed by Trim
4 - Flying Through
5 - Cyclic Trim Release
I have listed them in order of priority based on 1 providing maximum stability and 5 the least. The manual makes a statement that with the trim release pressed there is SAS stabilisation engaged but seeing as the pilot is invariably moving the cyclic it is albeit unnoticeable.
WHY are there 5 methods and which is the most appropriate use at any one time? The answer is based on the "Required Rate of change of Attitude"
Cruising in AT&T mode IMC (and why would we ever need to do this), however, trimming into the turns etc provides maximum stability as the AP is always in the loop providing not only long term attitude retention but also controlling the rate of change of attitude as the trim switch is operated. The argument for pushing against the force trim has long gone with digital ATT and a GA-GA function that rolls wings level when the lateral channel is uncommanded.
At the other end of the scale, VMC landing on a helideck and the turbulence defeats the hover follow up trim, pressing the trim release provides the most rapid change of attitude to stay safely clear of obstacles. Flying through may also help but of course you would want to follow up with a trim release action to prevent the helicopter trying to readopt the previous attitude once stick pressure is released.
These methods should happen instinctively in response to attitude and environmental cues. However, pressing the Trim Release is only correct when used in appropriate circumstances. The methods described need to be taught and practiced during Type Rating Training and the relevance and limitations of each method highlighted.
I am only describing flight in AT&T mode. Pressing Trim Release in Coupled Mode is already an indication that the coupled flight path selected by the pilot is incorrect or misunderstood OR the pilot thinks he can fly it better than a serviceable AP. both behaviours need to be briefed and trained out early in the pilots relationship with the aircraft.