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published: 17:20 09 February 2021 | updated: 15:forty three 11 February 2021
The Courier bushplane in its natural environment
Keith Wilson 2016
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those that bear in mind the 1990 basic Vietnam battle movie Air the us, directed by means of Roger Spottiswood and starring Robert Downey Jr and Mel Gibson, should still right now don't forget who the true stars of the film have been: Fairchild C-123 providers and Helio Couriers, the latter being played in the film by way of Pilatus computer-6 Porters.
based in Laos and operated by Air the usa−the clandestine business run by the CIA−the STOL fleet’s mission became the transport of illicit goods into and out of Southeast Asia. besides the fact that children, it could be excellent to gain knowledge of that the Courier changed into not conceived for such nefarious functions, being designed in 1949 by using the Helio aircraft company of Pittsburg, Kansas expressly for safety, instead of STOL performance.
My introduction to the Courier came when i used to be invited to discuss with the facility at Waxhaw, North Carolina owned and operated through Christian mission air service company JAARS inc (at first shaped as Jungle Aviation and Radio carrier in Peru in 1948). Enter Chief Pilot Bruce Powell and Mike Maller, Director of the JAARS Missions at the Airport Programme. each have served foreign places−in the Philippines, Papua New Guinea and Indonesia−and Mike has been the demonstration pilot for the JAARS Helio Courier reveal, inserting up a number of memorable performances at each Oshkosh and sun’n fun over the final fifteen years or so.
earlier than i am let out in the Courier, there's the little remember of an air-to-air image shoot to finished. most likely, a little strangely you can also think, the digicam ship supplied for my use is a Robinson R-sixty six turbine helicopter. Why employ a helicopter? well, there are very few, if any, digicam ships that can fly as slowly as a Courier when it has all of its slats and flaps deployed (round thirty mph) and stay in first rate shut photographic formation.
The test plane, N461FM changed into obtained new by the JAARS operation returned in 1972. all through its carrier existence it operated in the Amazon jungle and after an immense renovation, was additionally deployed in Indonesia.
the first aspect that strikes me is its size: the Courier is a large aeroplane. The 2d is its obvious complexity−here is now not an easy machine. The wing, all 39 ft of it, includes barn-door Fowler flaps, taking up seventy per cent of its span. There are computerized slats, two on either side, alongside practically the whole length of the innovative. These installation independently and instantly, primarily based upon the attitude of attack (AoA). When extended, they redirect the airflow throughout the exact of the wing, cleverly holding boundary layer control.
featuring an strangely deep chord, the Courier’s Frise ailerons are assisted by clever ‘interceptors’ (spoilers) that come out below a threshold pace, as soon as around ten per cent aileron commute is reached, offering stronger roll manage at low velocity.
on the again conclusion are a tall rudder and large stabilator, corresponding to the tailplane fitted to the Cessna Cardinal. however, the engine and propeller combination, a 295hp Lycoming GO-480 using a 96-inch diameter unit via discount apparatus, is not found in many other light aircraft. Takeoff rpm is 3,400rpm, in comparison to the 2,600-2,700rpm of direct force engines, however the gearing ability that the propeller spins efficaciously at round 2,200rpm, proposing greater thrust and better acceleration.
Claimed to be a safety characteristic however extra probably the legacy of the design’s reasonably striking Piper Vagabond origin (see ‘Vagabond origins’, below) the occupant insurance policy afforded by means of the tubular chromoly-steel fuselage body has, in N461FM’s case, been superior by S-framed, power-absorbing seats that have been designed and confirmed at Waxhaw, and authorized by the FAA by the use of a Supplemental type certificates (STC). These seats are set up on Brownline seat tracks (used in airliners). 4-aspect harnesses are fitted.
The main undercarriage legs appear to be set up noticeably extra ahead than most taildragger designs−in response to Mike Maller, which you can land a Courier with the brakes locked and never nose over. That talked about, I’m now not volunteering to try it! despite the fact, having the wheels placed to date forward makes the aeroplane difficult to function in crosswinds. initially, the Courier changed into certified with a ten-knot crosswind limit but to conquer this restriction, the company designed and equipped a crosswind landing equipment that allowed the limit to be multiplied to 25 knots. As spares dried up, JAARS has through the years had to eradicate this equipment, nonetheless it has transformed its Courier fleet to upgraded Cleveland wheels and brakes. These supply greatly stronger braking, even though it is uncertain what formal crosswind difficulty now pertains. In any adventure, students on JAARS courses are taught not to slavishly land or takeoff along the runway centreline, but to make use of whatever house is available across the runway to minimise the crosswind effect.
The Courier was continually constructed with two wing tanks providing a total capacity of sixty US gallons, despite the fact N461FM (like a few the JAARS fleet) turned into modified with a 4-tank equipment, giving 120 US gal total potential.
On the port aspect, the ahead element of the double door enables entry to the pilot’s seats, P2 having to climb in and slide across before P1. On the starboard aspect, a single door makes it possible for entry to the rear seats only. The tremendous baggage bay is available via a very good-sized door on the port facet. N461FM is geared up with a JAARS-designed and STC’d stomach-established baggage pod, in a position to carrying 350 kilos. This pod is above all constructive when carrying any hazardous cargo together with cans of avgas, kerosene and battery acid, which must kept aside from the passengers. it's large satisfactory to have carried numerous are living animals throughout the aeroplane’s missionary work, among them chickens, pigs, goats, canines and an eight-foot python (in a sealed sack, of path!)
regardless of its bulk, the cargo pod simplest offers a pace penalty of round two to three knots. For pilot practicing functions, it is sometimes loaded with up to 350 pounds of rocks as a substitute for ‘walk-on ballast’. i was suggested to determine nothing had been left internal as part of my preflight exams!
Let’s go fly it
When my flip comes, i am occupying the appropriate-hand P2 place and the four seats at the back of are empty. P1, Bruce jogs my memory that the ‘door handle’ on my aspect is in fact the gasoline valve−so please would I make certain I don't try to open it in flight or “the engine receives quiet and the people within the returned can get loud!”
The instant impression is of a typical 1970s panel, however this one now points a few up-to-date instruments and gauges. Throttle, propeller pitch and mixture controls are located within the centre of the panel, the prop being color-coded black, in place of the generic blue. gigantic, twin handle yokes screen the Helio Courier badge. under, within the footwell, are 4 man-sized pedals, with toe brakes on each units. All controls fall neatly and easily to hand, including the two handles in the roof. The smaller one is for the trim, whereas the greater one operates the flaps, which I locate later entails some severe physical exercise!
There’s a latest Garmin GPS/nav/comm within the centre of the radio stack, above a basic Bendix King KX155 TSO nav/comm unit. The replacement oil temperature/force gauge, gasoline force/contents/circulation gauge and voltmeter/ammeter are the entire digital/LED variety.
The one merchandise that most of us may also suppose is a little extraordinary, sits atop the coaming−the flip-over guidelines. I trust this to have originated round 1967 and become manufactured by Saf/Go. Working from left to correct, its tabs are flipped down in sequence for takeoff and up for landing tests. What a simple, yet helpful invention!
ahead of beginning it's: master on, breakers in, both auxiliary gas tank switches off, beacon on, cowl flap open, prop utterly in, throttle quarter of an inch open, alternate air closed, primer locked and ignition switches on. The auxiliary fuel enhance pump is engaged, offering fuel drive. because the GO-480 has a drive carburettor, it wants hand priming on the Kigas pump, three strokes being the norm. have interaction the starter with the mixture handle in idle cut off and because it starts to fireplace, flow the blend manage into the completely prosperous position. (in case you are trying and begin the engine in absolutely wealthy you may also flood it and chance beginning a hearth.) initially, I set the throttle to achieve around 1,000 to 1,200rpm. examine the fuel power is effective and switch off the enhance pump. strengthen the throttle sufficiently to get the alternator mild to extinguish and investigate the volt/ammeter has a positive charge.
The limitations consist of ready unless the engine has warmed to a CHT of 200˚F earlier than relocating the throttle up to 1,500rpm to taxi out. The view is general of a huge taildragger−i.e. in some directions non-existent! Over the nostril, it is comparatively cheap−because it is down my aspect, youngsters i will be able to see nothing down the other facet−so S-turns are the order of the day.
For this geared engine, the magazine assess is performed at 2,300rpm, with a a hundred-150rpm drop on either facet being permissible. There’s no carburettor heat: instead, you pull out and examine the alternate air to ensure the filter has no longer turn into blocked.
these days, i'm counseled to use thirty levels of flap for takeoff, however twenty is permissible. Forty levels is used for soft box takeoffs, while zero flap is just utilized in an emergency. Late construction Couriers had electric flaps however N461FM has mechanical ones, so at this aspect in lawsuits I begin my activity programme! The flaps are activated by way of a huge tackle in the roof. Bruce tells me the number of clockwise turns required−from seven for ten degrees up to eighteen for forty levels−and encourages me to count number them out aloud. JAARS has put a visible indicator on every flap to verify the specific place, which is specially useful in case you miscount! On the ground, there is not any load on the flaps, that means the handle is relatively convenient to rotate, however later in the flight i will be able to gain knowledge of reasonably how an awful lot the power raises within the airflow!
in any other case the common pre-takeoff exams apply, together with trim, raise pump on, prop wholly in, alternate air in, primer locked, and mags on, both. a brief call on the CTAF frequency and it’s time to move. Bruce cautions that with this geared engine, i'm about to see 3,400rpm as a substitute of the common 2,400 to 2,700. I should still also seem to be out for the ‘gear tuck’ with a purpose to happen with a rise in velocity. As I stream cautiously onto the centre of the runway, I must admit to being a bit of apprehensive! I needn’t had been...
I may dangle the aircraft on the brakes unless full vigour is establishing for a full STOL takeoff, however decide upon a just a little more convenient rolling one, slowly adding power whereas the usage of small quantities or rudder to suitable the swing. as the wings start to provide some lift, i will believe the landing gear relocating inward and pushing the nostril up, producing a substantive exchange in pitch. At this aspect the tail is basically able to fly and i gently movement the yoke ahead to deliver it up, providing some ahead view. retaining this place, the aircraft in simple terms takes off gently at round 35 knots−smartly, it doesn’t so a whole lot take off, as levitate! this is about as gentle a takeoff as I actually have skilled, although what little breeze there's blowing is straight down the runway. certainly, that tall vertical tail slab on the rear comes alive very without delay, and rudder authority is respectable all the way through the takeoff run. Bruce advises that in windy conditions that you may lift the tail further and enhance the pace and get greater rudder handle earlier than lifting off.
Bruce instructs me to fly a relentless-perspective departure and speed up to 55 knots (the most efficient fee of climb with 30˚ flap). Winding again 4 turns, I then reduce the flaps to twenty˚ while conserving the identical pitch perspective and the aircraft hurries up to 65 knots, Vy (most efficient price of climb).
every little thing looks to happen so slowly. At four hundred toes AGL i'm instructed to eliminate all flap (an additional eleven turns) and regularly accelerate to eighty knots while nevertheless keeping the identical pitch angle. all the way through the takeoff and climb ‘little and sometimes’ trim changes are required to minimise power on the yoke.
For the list, with 30˚ flaps, the optimum Vx (angle of climb) is at just 45 knots, and with 20˚ of flaps it's fifty five, despite the fact finest-angle speeds aren't constantly used by way of JAARS. The superior cost of climb on a iciness’s day is round 1,000 fpm, besides the fact that children on a scorching day that you can expect to peer nearer to 750. The Courier’s expense climb is not especially spectacular but the aspect is that it receives you off the floor in very short order.
there is a one-minute difficulty on full vigor (3,400rpm) so the use of the prop vernier I wind the rpm lower back to three,000. Bruce tells me that you could fly at full throttle at three,000rpm all day if you wish, but the gasoline burn is excessive.
At around 700 toes the revs are introduced lower back to 2,700rpm for a cruise climb−especially effective in city areas the place it also reduces noise ranges−and the nostril is reduced to increase the pace to round ninety knots. Up previously, the view ahead has been just a little restrained however at this perspective it's quite spectacular. At 1,000 ft I flip off the boost pump and check the gas power continues to be advantageous.
I continue the climb to three,000 feet, and with 200 ft to go, shut the cowl flaps and proceed except i'm fifty toes above my preferred altitude earlier than levelling off, the use of the extra hight to dip ‘down the hill’ to get to my cruise speed more right away. commonplace cruise is at sixty five% power, so I throttle returned to 23in mp and cut back revs to 2,600. This power surroundings is respectable for relatively a great deal all levels up to five,000 ft. here, the gasoline movement is a gentle fifteen US gph. Bruce tells me that at 65% they flight plan for 115kt, although you may additionally see as much as 118 at lessen levels, where the fuel circulate will also be leaned to round fourteen US gph.
gradual – and slower nevertheless
before entering into the very slow flight regime, Bruce advised they discover the pace ranges often used by JAARS pilots of their survey or SAR flights, chiefly in mountainous areas or in negative visibility the place low pace and first rate manoeuvrability can become a definite advantage. in the hobby of engine durability, I observe JAARS apply and hold at least fifteen inches of manifold force while throttling lower back, and gently pitch up because the Courier starts to slow down. as soon as below 100mph i'm capable of reduce the vigor lower back to 10 inches. minimum flap speed on a standard Courier is only 69kt, however as N461FM has had the gross weight STC accomplished, the first 15º of flap is purchasable beneath 87 knots, which I apply with nine turns on the deal with. With the pace under 69 knots I add a further two turns and visually check out of the left window that we've 20º flap. I lessen the nose and re-trim. At this power surroundings they are the usage of just nine or ten US gph, proposing a great loiter time on station, if required−while the view and manoeuvrability are both marvelous! in this configuration the aircraft is in a position to a level 60˚ banked turn, practically inside the wingspan of the plane−best when you are in a valley or mountainous area and need to make a fast however safe exit.
To get down to very sluggish flight−Bruce has challenged me to dangle the Courier at 28mph indicated−I pitch the plane up to bleed off some more pace while retaining altitude. as soon as under 65 knots I add one other 4 activates the flap handle and they have 30°. I raise vigor to practically 3,000rpm in the nostril excessive attitude however continue to slow down and one other three turns later (now eighteen in total−it's all respectable pastime!) we've all forty° of flap in play. I proceed to trim because the plane slows whereas in a nose-high attitude.
in line with the booklet, the Courier is capable of flying straight and stage at 26mph, despite the fact my challenge is a little less difficult. With patience I manage to have it flying hands and ft off at around 30mph and am satisfied to settle for that. At this velocity I don’t believe the aircraft is wholly relaxed and that i can feel the stabilator ‘burbling’ throughout the yoke, practically−but now not reasonably−stalling.
The slats are AoA dependant and their operation is influenced by using the weight of the aircraft. The lighter the aircraft, the slower the speed at which they're going to installation. nowadays I hear (and feel) the inboard slats come out at round fifty five knots. The outboard ones install at round forty to fifty.
Bruce suggests I increase the back power slightly. because the velocity reduces, the nostril drops very a bit of and the aircraft begins to sink, even though it doesn't definitely stall in the strictest experience. The Courier is the primary (and possibly handiest) aircraft I have flown that has no published Vso. Bruce now suggests I add vigor and regularly clean the aircraft up for normal flight before heading returned towards Waxhaw, the place he is going to demonstrate a ‘particular performance method’ to one of the vital airfield’s greater tricky runways.
Unprepared strip operations
moreover its single difficult runway, the JAARS facility at Waxhaw additionally features a grass strip alongside the main runway and two further runways−smartly, variety of runways! the first of these is a relatively long grass one, with a moderate slope in addition to a comparatively easy method. although, the 2nd has none of those luxuries, being brief, on a steep slope, having a hump half means up and featuring a tough threshold it is reached via a spot within the trees and over a fence.
of course, Bruce brings the plane in to this remaining strip, passing throughout the bushes, with comprehensive confidence. That stated, he became working tough all over the strategy and landing.
Going around, Bruce fingers the aircraft returned to me for a touchdown on the distinctly convenient lengthy, difficult runway. right here the Saf/Go flip-over guidelines comes into play and that i follow its lead, flipping the tabs over because the checks are achieved. With the prop lever thoroughly ahead (best pitch) I slow us progressively with the intention of arriving abeam of the runway threshold at 65 knots, at which aspect the flaps are extended to thirty degress, enabling the speed to additional decay to sixty knots.
decreasing vigor, flip onto a curved base leg, looking to arrive around three-quarters of a mile from the runway at 400 ft AGL. Half way round, at fifty knots, I wind on the final ten degrees of flap and re-trim earlier than pitching up somewhat to inspire the slats to come out. As I turn onto ultimate method, the inboard slats are wholly deployed whereas the outboards are nevertheless floating, clunking in and out, youngsters the plane is peculiarly strong during this configuration.
The runway comes up to fulfill me and i flare gently. as the aircraft touches down on all three wheels the vigor comes all the way off, the gear spreads out and, as i do know we've complete flying, I pull the yoke back before firmly stepping on the brakes; all whereas keeping it straight with rudder. They cease very rapidly! “Brake before you contact down and it's very unlikely the aircraft will nose over,” observes Bruce “however you will truly scrub the tyres. Very a whole lot shorter landings are feasible however inevitably, you will be flying nearer to the margins. with a nostril-excessive perspective and more vigour.” i am just happy to have put this lovely ancient lady back onto the runway safely!
Daunting, but a pleasure...
The Helio Courier is a competent yet complex, massive taildragger, with a substantial latitude of idiosyncrasies. it's additionally a brilliant working towards platform for the longer term JAARS pilots who will locate their operations being performed in out of how locations around the world.
Designed from the outset to be a secure plane, it's clearly a mission-capable platform with fantastic STOL performance and, thanks in a big half to Bruce Powell’s considerable endurance, while it may possibly had been somewhat daunting it was in fact a pleasure to fly.
i'll provide the final notice to Matt Walsh, who flew the plane with Bruce during the earlier photoshoot. His conclusion: “If it had claws, you might land it on a fence publish!”
The Helio Courier became designed jointly by way of Professor Otto C Koppen of the Stout metallic plane Division of the Ford Motor company and Dr Lyn Bollinger. (Koppen had designed the Ford Flivver, an plane that changed into purported to be heavily produced by Ford.) For what turned into then called the Helioplane No.1, the Wiggins Airways company cannibalised a Piper PA-17 Vagabond. simplest the cabin area of the PA-17’s original airframe remained unmodified, the fuselage being lengthened by way of 4 toes and given a taller tail, and shortened wings outfitted with full-span leading-aspect slats and flaps. Its Continental C85 engine become upgraded with fuel-injection, and uniquely fitted with a multi-belt pace discount unit to power an Aeroproducts 9-foot variable-pitch propeller, which contributed vastly to outstanding STOL flight qualities. The Helioplane’s first flight took area on April eight, 1949, from what turned into then referred to as the Boston Metropolitan Airport.
the primary Courier, powered by means of the 260 hp Lycoming GO-435-C2B2 was licensed in July 1954. The tremendous Courier, a more powerful by-product, become used with the aid of the US Air drive from 1958 onward, by the US army particular Forces within the Nineteen Sixties and 1970s and by using Air the united states all over the Vietnam conflict as the U-10.
There became even a twin-engine edition, the mannequin 500 Twin Courier - a modification of the one-engine edition, primarily to be used by way of the CIA’s Air the usa in Vietnam. The conversion became short and simple, leaving the aircraft reasonably unusual-looking and apparently, vaguely dangerous. The mannequin 500’s classification certificate from the FAA changed into spoke of to be conditional that none would truly be developed for commercial sale! The whole production run - seven plane - went to unnamed agencies as the U-5A.
Helio H-295 super Courier
Wing enviornment 21.46sq m (231sq ft)
Weights and loadings
Empty weight 943kg
Max auw 1,542kg
helpful load 599kg
internal gas (commonplace) 227 lit
internal gas (prolonged) 454 lit
Climb fee 1,150fpm
range (commonplace tanks) 574nm
latitude (one hundred twenty US gal tanks) 950nm
service ceiling 20,500ft
Take off over 50 ft 196m
landing over 50 feet 158m
Engine & propeller:
295hp Textron Lycoming GO-480-G1D6 six-cylinder piston engine using a Hartzell 8ft three-blade constant-velocity metal propeller
Helio plane supplier, Pittsburg, Kansas, country