CH-146 Manoeuvre Manual Random Summary Notes
I. Basic Handling
A. Hover/Taxi
1. Check Tq required and CG (via) cyclic position in initial hover
2. If planning departure from OGE hover, ensure 20% Tq margin available at 4' hover.
3. Ensure that the skids remain parallel to the direction of movement.
4. Anticipate stopping so that large rearward cyclic applications are not required
5. Maintain awareness of critical wind azimuths.
B. Takeoff
1. Standard - No Obstruction
a. Maintain altitude until translational lift is achieved. Correct for pitch-up
b. Maintain attitude (5 deg down). Maintain 15 feet AGL to 40 KIAS, then shallow climb
c. As a rule of thumb, 10% Q results in 500 fpm change rate of climb or descent
d. As a rule of thumb, in level flight, a 2% Q change result in 5 KIAS change.
e. Lead climb/descent level-off by 10% of the rate of climb/descent
2. Maximum Performance Takeoff
a. Lower helicopter to 1 ft skid height and pause to stabilize;
b. Smoothly and somewhat rapidly increase collective to approx 95% Tq / engine limit;
c. Maintain aircraft position and anticipate that a return to ground may be required;
d. Do not exceed 95%. If needed, return to ground.
e. An abort decision point should be present. The following conditions must exist to "GO":
i. Clear of obstacles (min 15 ft) on departure path;
ii. Positive climb still exists
f. Gently ease cyclic forward to gain a level attitude with slight acceleration.
3. Aborted Takeoff
a. Use a bare minimum reduction of collective, very slow descent
b. Once on the ground, review options:
i. Reduce AUW by decreasing passenger/cargo load;
ii. Rreduce AUW by burning fuel on ground;
iii. Manoeuvre for more favourable departure conditions.
4. Takeoff - Obscuring phenomena/Low contrast
a. Consider applying sufficient power to blow away loose snow/sand. However, In dusty
environment, power applications should be minimized before take-off.
b. Choose visible objects/points for hover references
c. Take-off to a higher than normal hover height (20 to 25 feet), and taxi at a speed slightly faster
than translational speed.
d. If visual references are lost, apply sufficient power to perform an ITO. If take-off is not feasible,
manoeuvre the aircraft forward and down to the ground trying to limit sideward or rearward
movement.
e. Scan!
f. Night:
i. Consider IR searchlight for contrast enhancement
ii. Treat obstructions to visibility (dark shadows, dust/snow) the same as physical obstacles.
iii. z. At night, ensure searchlight is pre-extended to desired position
5. Instrument Takeoff / Unaided Night Takeoff
a. Take-off to a low hover (Note Tq/eng limit, *attitude, eng inst)
b. Eliminate drift
c. Increase power smoothly to maximum required/available power
d. Maintain existing attitude on ADI
e. When with a positive rate of climb registering on the VSI, altimeter, and radalt. slight
acceleration
f. Do excellent scan
g. When clear of obscuring phenomena, resume normal climb.
C. Approach / Landing
1. General
a. 300' agl at 1/2 nm = 2.82 degree path - standard
b. Transient power requirements increase w/ increasing RoD, increasing approach speed,
decreasing wind =>
c. Plan steady decel, steady attitude, blades-loaded approach, regardless of type (shallow, normal,
or steep)
d. Approach characterized by constant approach angle and perceived "brisk walking pace"
e. Conduct seating check if on unknown surface.:
i. reduce the collective in stages, and
ii. prior to fully lowering the collective, gently displace the pedals.
2. Obscuring Phenomena - General
a. Consider no-hover/run-on landing as below
b. Have overshoot plan
c. If visual references are lost, apply sufficient power to perform an ITO.
d. If ITO is not feasible, manoeuvre the aircraft quickly forward and down to the ground (avoid
sideward or rearward movement).
3. No-Hover/Run-on - General
a. Use when:
i. No hover capability due density altitude or weight
ii. Obscuring phenomena present
iii. T/R control failure, governor failure, [engine failure]
b. *Ensure
i. surface is both smooth and level
ii. the skids are aligned (parallel) with the landing heading before touching down
c. Collective should be lowered *gradually* to limit the sliding distance (prevents dig-in).
d. If the aircraft heading changes after touch-down, follow through with the cyclic in the direction
of the turn (avoids dynamic rollover).
4a. No-Hover
a. Crew must be able to see through dust/snow cloud.
b. The approach is steeper and slightly faster than normal
c. The idea is to be high enough not to stir up dust/snow and to be slow enough that you do not
have to put the aircraft in a nose-high attitude.
d. Prior to touchdown, it is normal for the dust/snow to engulf the aircraft. (However, the
dust/snow cloud will move in front of the nose and visual contact can be maintained).
4b. Run-On
a. Plan on landing ahead of dust/snow cloud.
b. Maintain airspeed to keep the aircraft ahead of developing dust/snow cloud until touchdown.
c. As per (e) above
4c. High Hover Landing
a. Use when it is not practical to use a run-on or no hover.
b. Conduct per confined area procedure (i.e. two-stage app)
c. Adjust height of the high hover for the snow/sand condition.
d. If visual contact is lost, initiate overshoot.
D. Night Approach
1. The last portion of the approach should be slower than during daylight operations to avoid
abrupt attitude changes at low altitudes and slow airspeeds, and to spot obstacles.
2. Unaided:
a. Fly a confined area High Recce at 500' AFE
b. The radalt should be used to identify any low and high points in the intended approach and
departure path.
c. Consider a low approach to overshoot.
i. Fly to 150 feet AGL and 40 KIAS.
ii. If confident area/approach safe, overshoot and complete circuit to appr/ldg.
d. Landing Aids: T (5/5/15/15 ),Y (7/14/14), vehicle lights (35/35) or a single light may be used.
e. Single Light:
i. the single light is positioned in the windshield in the same place as the LZ would be in normal
day time approach) start descent as per a normal approach.
ii. A constant crosscheck of IAS, radalt and VSI must be done
iii. The landing point is short of the single light.
E. Circuits
1. Planning/Briefing
a. Headings
b. Altitudes
c. Ground References
d. Direction
2. Day
a. Altitudes (300'/500') ; downwind offset 1/2 nm, 80 KIAS
b. Plan on decelerating, descending turn 500 ->300', 80 -> 60 KIAS at 1/2 mile final
3. NVG
a. 200' AHO / 80 KIAS
b. 200 ft AHO level decelerating turn to final at 60 KIAS; and
c. decelerate to intercept normal approach angle at walking pace
(~40 KIAS with no wind)
F. Sloped Surfaces
1. Landing
a. Know slope limits
b. Stabilize the helicopter in a 4-foot hover
c. Descend vertically until the upslope skid makes positive contact with the ground.
d. Lower the upper skid until the entire skid is firmly seated on the surface.
e. While monitoring bank/pitch against limits, lower the downslope skid onto the ground with
collective, maintaining disc position parallel to the horizon.
f. Lower collective slowly
g. Perform a seating check
h. Centre the cyclic while monitoring the aircraft bank angle (additional tilt may occur - watch
limits).
2. Takeoff
a. Position the disc parallel to the horizon with cyclic.
b. Slowly increase collective to lift the downslope skid off the ground maintaining disc parallel to
the horizon.
c. Once the helicopter is established in a level attitude continue the take-off and ascend vertically.
3. Sloped Surfaces - Loading/Unloading
a. Unload passengers or cargo on the downhill side of the aircraft first.
b. Passengers subsequently deplaning from the uphill side should keeping close to the fuselage,
move around the front of the aircraft to depart
c. Emplaning of passengers and cargo should be in reverse.
d. In instances where the slope angle is excessive:
i. Stabilize the helicopter in a hover
ii. Descend vertically until the upslope skid touches the ground.
iii. Maintain level attitude with rotor disc parallel to the horizon
iv. Reduce collective sufficiently to ensure positive skid contact.
v. Passengers and/or cargo may now be loaded/off loaded using the upslope door.
vi. Be prepared for C of G changes and a change in power requirements.
II. Advanced Handling
A. Confined Areas
Wind
Obstacles
References
Surface
Slope
Spot
Power
Plan (approach/takeoff)
References (Lead-in, hover) x2
1. High Recce Circuit:
a. 300-500' AFE, 60 KIAS
b. Racetrack parallel to planned approach course
2. Low Recce:
a. W/ option to land if power adequate, no unforeseen obstacles, surface OK
b. Note power reserve on final while still w/ translational lift
c. O/shoot and revise approach path or touchdown spot if indicated.
3. Approach/Landing
a. The two-stage approach is initiated from a normal sight picture that clears the barrier by 15'
b. Arrives over the landing spot at zero ground speed.
c. Descend vertically
B. Power Settling / Vortex Ring State
1. Conditions conducive to PS/VRS:
a. Partial power applied to the rotor, low airspeed (downwind/crosswind approach), and descent
b. High rate of descent and steep approach angle
2. Recognition: Rotor roughness, loss of control (due to the turbulent rotational flow), and a very
high rate of descent (as high as 3,000 fpm).
3. Recovery:
If encountered while at low power/Tq:
a. Rapid application of high power may be successful
If at high power setting, or no joy w/ application of high power:
b. Cyclic forward
If unable/no joy or cyclic control lost:
c. Fully lower collective and enter autorotation
III. Nav
A. Planning
1. Track / Distance / TAS / Wind /Heading / Groundspeed /ETE / Fuelburn
2. Terrain / Altitudes / Obstacles / Min Safe Alts (VFR and IFR) / Stoplines / Alternates
3. Fuel remaining / Bingo / Joker fuel
4. Airspace
5. *Map Recce! [with particular attention to terrain/obstacles and departure and arrival features]
6. Rmk: Distance / time marking on map: Distance down, time up. Reduced dist for accel/decel
A2. Performance Data
1. Wt / CG / DA / IGE/OGE hover Tq, RoC, 1st engine limit for all elevations/areas planned.
B. Preflight
1. Maps folded, log card available
2. Instrument / Compass checks
C. Inflight
1. Departure
a. Cockpit check prior to start point
b. Time / Turn / Track (heading + identification of features)
c. Time (Z) / ETE / Fuel - record all
2. Enroute
a. Corridor Nav: Select prominent visible point at considerable distance, fly to same
b. Standard: Be constantly conscious of exact location on map
c. Scan outside!
3. Arrival
a. Identify target w/ time, visual lead-in references, and electronic nav
4. Lost Procedure
a. Admit that you are lost - early
b. Climb if possible
c. Briefly review nav from last known point; use all map, ground and electronic resources
d. Consider
i. landing and reviewing navigation
ii. reversing course and proceed back to the last known point, and starting again
5. MDR
a. Enter present position as well as the target grid in electronics
b. Carry-out a quick map study and select a route;
c. Draw a line and add minute or distance marks as required;
d. Add stop lines.
e. Calculate the fuel required to fly the entire route to your final destination
IV. Mountain Flying
A. General Principles
1. Frequent cross-reference to instruments is essential
2. Be aware of wind and airflow:
a. Upflowing/Headwind: Smooth air, less power required, better aircraft control, steady IAS,
lower GS
b. Downflowing /Tailwind: Turbulent, more power required, twitch/poor control, erratic IAS,
higher GS, early loss of TL
3. Never compromise dropoff. Always turn towards dropoff.
B. Enroute
1. Wind Types
a. Prevailing
b. Valley
c. Boundary layer (anabatic and katabatic)
d. Mountain waves: (Occur w/ stable airmass, wind >20K and increasing w/ alt, wind
perpendicular to ridge)
2. Complete detailed map recce beforehand (incl alts, routes.
3. Fly good-air side of valley, best air usually 2/3 way up valley
4. Always be able 180 deg turn. Decelerate to 60-80 kias for turns in narrow valleys
5. Caution flying across mouth of intersecting valley
6. Cross ridgelines at shallow (acute) angle; look into next valley before committing (wx, etc.)
7. Never climb up at terrain. Ensure sufficient altitude attained before approaching upslope.
C. Recce
1. Recce General:
a. [Consider high recce (300'-500') then] low recce at eye level/50' AFE (min 2x passes)
b. Assess (i) Dropoff; (ii) Confined area criteria; (iii) Windflow
c. 40-60 KIAS; [once wind direction established, may slow to 30 KIAS when upwind w/ good
dropoff, back to 60 KIAS prior to turns]. **Stay out of downflow.
d. monitor GS vs IAS, power rq'd and aircraft feel to determine wind direction/flow and
demarcation surface.
f. Detail recce: Follows exact planned approach and takoff path, but maintaining translational lift
and conducting missed approach. Note airflow/wind and power required.
g. Caution for curling turbulent downflow on centre/inboard of ledges - choose spot close to edge.
2. Patterns:
a. Figure 8: Default pattern. Done on good-air side. Always turn away from terrain. Close
attention to keeping same IAS and alt, note exact alt of LZ. Tuck into terrain for passes, make them
as close to LZ as is safe.
b. Circular: for pinnacle when winds light. At eye level, steady 50 kias. Change to figure-8 if
turbulence/downflow encountered.
c. Racetrack
D. Approach
1. Done from 100' AFE, 1/2 nm, follow contours
2. Plan terminating 20' prior to spot in low hover, then move forward (allows stabilization,
reduces risk of overshoot of spot).
3. Do not change touchdown point on short final - execute missed appr if planned spot is unsat.
4. Prep for risk of inadequate t/r thrust
5. Land from hover (not no-hover; slope perception poor)
6. Keep aircraft trim - maintain crab to hover/very short final
7. If approach must be made from downwind side, make steeper approach to stay above
demarcation surface.
E. Departure
1. Assess wind, obstacles dropoff, and power r'qd/available [if not previously done]
2. Bring the helicopter to a six inch hover, complete power/CG check. If adequate,
3. Translate towards the drop-off, following the terrain.
F. Canyons
1. Start at upper rim of canyon and work down. Never work up-gradient.
2. All overshoots done down-canyon.
3. Climb back above rim to reposition for next pass down-canyon.
4. Never land heading up-canyon unless room exists for 180 deg turn (0.7 nm at rate 1 60 KGS)
V. IIMC
A. Principles - Remaining VMC
1. Primary Goal: Remain in VMC.
2. Reduce IAS as needed. Slow, turn, descend as needed.
3. Options:
a. b. Offset / Circumvent (local weather)
b. Alternate destination
c. Land and “wait out” weather
4. If unable, initiate timely alternative action.
B. IIMC
1. Transition immediately to instruments; particular attention to top 3 + heading + radalt (Aviate)
2. Manoeuvre Options (Navigate):
a. 180 deg level turn (at 90k GS, rate one, turn radius 0.5 nm) to VMC
b. Straight-ahead descent to VMC (known terrain/obst)
c. IFR recovery
i. Climb to MSA
ii. Automation as indicated
iii. Select destination/IFR approach
3. Comms/clearance (Communicate)
4. Remark: remember NVG may penetrate clouds/precip. Exercise caution if view getting fuzzy.
C. Diffused Light
1. Occurs w/ ground-glass overcast over snow-covered ground
2. Result : No shadows / no relief. Becomes difficult or impossible to judge distance to ground.
Pilot is unable to estimate rate of closure, risk of impact. and is
3. Choose spot where object breaks surface of snow, or if unable
4. Monitor radalt
5. Throw dense clearly visible object from aircraft, or request same from ground personnel
6. If rq'd proceed elsewhere.
VI. NVG Ops
TBP