The US Army put the nix on “display flying” back in the 80’s when two Blackhawk’s ran into each other at a family day demonstration. The bird is a Brit D, you can tell by the FM Homing antennas on the nose and the IR disco lights on the back under the engine pylons.
As far as this footage goes, some of it’s a bit on the stupid side, cyclic climbs and nose “overs” are not the smartest, we had a 47C that had blade strikes with itself doing just this type of maneuver as a result of turbulence. Got the crews attention, took Boeing a week to figure out they had not overstressed the airframe.
One of the maneuvers that’s occasionally taught is a “recovery” from a engine failure at low airspeed. But not necessarily low altitude. You shove the stick forward to full arms length, recover your airspeed and then pull the stick back to check the rate of decent. For the most part you only do it in the aircraft during Transition, or at least I did in 91.
The CH-47D is generally considered the fastest helo in the Army inventory. We would routinely run away from 60’s and 64’s in the Gulf, with the pilots crying for us to slow down! At 50,000 Lbs, I would cruse at about 145 Kts, 30 degrees C outside. As we burned off fuel, we would go faster. We generally would fly at 50 feet, and as fast as it would go without getting the engines into the yellow for too long (30 minutes). It was a blast flying though Baghdad at 50 feet.
Not necessarily them most nimble, it can yank and bank. Lateral and Rearward flight is limited to 45 KTS, bank angle is 60 degrees, this equates to an airframe limit of 2 Gs. Maximum nose up angle on landing is 20 degrees, or two inches of rearward stick travel. Keeps the aft blades from skipping off the runway. You normally can’t see the runway during a roll on landing.
One of the more impressive departures for a Chinook is the “Bear Cat Departure” also known as a vertical take off “with turn”. You pull as much power as are your climatic limits or normal operating limits, and apply a significant amount of pedal – any pedal. You take off spinning like a top. Most impressive.
One of the best reasons for not hot dogging aircraft is to keep the airframe cracks down. When I flew Dustoff we would regularly fly on the forward edge of the envelope, we also had the most structural repairs of any unit on Ft hood.
A good resource for detailing the 47 is listed below, the -10
http://www.chinook-helicopter.com/Publications/Publications.html
Bryan