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Flight look at various: Helio H-295 super Courier | 7593X Practice Questions and actual Questions

posted: 17:20 09 February 2021 | up-to-date: 15:43 11 February 2021

The Courier bushplane in its natural atmosphere

Keith Wilson 2016

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those who remember the 1990 basic Vietnam struggle film Air the united states, directed by using Roger Spottiswood and starring Robert Downey Jr and Mel Gibson, should still without delay consider who the precise stars of the film had been: Fairchild C-123 suppliers and Helio Couriers, the latter being performed within the film by way of Pilatus notebook-6 Porters.

based in Laos and operated by way of Air america−the clandestine enterprise run by the CIA−the STOL fleet’s mission was the transport of illicit items into and out of Southeast Asia. despite the fact, it could be amazing to study that the Courier become now not conceived for such nefarious functions, being designed in 1949 by means of the Helio plane company of Pittsburg, Kansas expressly for safety, in preference to STOL efficiency.

My introduction to the Courier got here when i used to be invited to talk over with the ability at Waxhaw, North Carolina owned and operated by Christian mission air service provider JAARS inc (originally shaped as Jungle Aviation and Radio carrier in Peru in 1948). Enter Chief Pilot Bruce Powell and Mike Maller, Director of the JAARS Missions on the Airport Programme. each have served distant places−in the Philippines, Papua New Guinea and Indonesia−and Mike has been the demonstration pilot for the JAARS Helio Courier display, putting up a couple of memorable performances at each Oshkosh and sun’n fun over the final fifteen years or so.


before i'm set free in the Courier, there is the little count number of an air-to-air photograph shoot to comprehensive. in all probability, a little unusually you might also feel, the digicam ship supplied for my use is a Robinson R-sixty six turbine helicopter. Why make use of a helicopter? well, there are very few, if any, digital camera ships that can fly as slowly as a Courier when it has all of its slats and flaps deployed (round thirty mph) and reside in first rate shut photographic formation.

The verify plane, N461FM turned into got new by way of the JAARS operation back in 1972. all through its service life it operated within the Amazon jungle and after an incredible renovation, become additionally deployed in Indonesia.

the primary aspect that strikes me is its dimension: the Courier is a huge aeroplane. The second is its apparent complexity−here is no longer an easy computing device. The wing, all 39 feet of it, includes barn-door Fowler flaps, taking over seventy per cent of its span. There are computerized slats, two on each side, along pretty much the whole size of the cutting edge. These install independently and instantly, primarily based upon the attitude of assault (AoA). When extended, they redirect the airflow throughout the suitable of the wing, cleverly conserving boundary layer control.

featuring an strangely deep chord, the Courier’s Frise ailerons are assisted by artful ‘interceptors’ (spoilers) that pop out beneath a threshold pace, once round ten per cent aileron commute is reached, offering greater roll handle at low velocity.

on the back conclusion are a tall rudder and massive stabilator, akin to the tailplane outfitted to the Cessna Cardinal. besides the fact that children, the engine and propeller mixture, a 295hp Lycoming GO-480 using a ninety six-inch diameter unit through discount equipment, isn't present in many other mild aircraft. Takeoff rpm is three,400rpm, compared to the 2,600-2,700rpm of direct drive engines, however the gearing capability that the propeller spins successfully at around 2,200rpm, providing more thrust and stronger acceleration.

Claimed to be a security feature however more probably the legacy of the design’s quite amazing Piper Vagabond beginning (see ‘Vagabond origins’, beneath) the occupant insurance plan afforded by way of the tubular chromoly-steel fuselage body has, in N461FM’s case, been greater by S-framed, power-absorbing seats that have been designed and confirmed at Waxhaw, and certified via the FAA by means of a Supplemental class certificate (STC). These seats are set up on Brownline seat tracks (used in airliners). 4-element harnesses are fitted.

The main undercarriage legs seem like hooked up radically additional ahead than most taildragger designs−in accordance with Mike Maller, that you can land a Courier with the brakes locked and never nostril over. That referred to, I’m not volunteering to are attempting it! however, having the wheels located to this point ahead makes the aeroplane problematic to function in crosswinds. at first, the Courier turned into certified with a ten-knot crosswind restrict however to conquer this limit, the manufacturer designed and equipped a crosswind landing equipment that allowed the restrict to be elevated to 25 knots. As spares dried up, JAARS has over the years had to remove this equipment, but it has transformed its Courier fleet to upgraded Cleveland wheels and brakes. These deliver vastly more advantageous braking, even though it is doubtful what formal crosswind trouble now pertains. In any adventure, students on JAARS courses are taught now not to slavishly land or takeoff along the runway centreline, however to use some thing space is purchasable throughout the runway to minimise the crosswind effect.

The Courier become usually built with two wing tanks providing a complete skill of sixty US gallons, although N461FM (like a couple of the JAARS fleet) become modified with a 4-tank system, giving one hundred twenty US gal complete means.

On the port side, the forward section of the double door enables entry to the pilot’s seats, P2 having to climb in and slide across earlier than P1. On the starboard facet, a single door makes it possible for entry to the rear seats simplest. The significant baggage bay is obtainable via an excellent-sized door on the port facet. N461FM is fitted with a JAARS-designed and STC’d stomach-installed baggage pod, capable of carrying 350 pounds. This pod is particularly positive when carrying any hazardous cargo including cans of avgas, kerosene and battery acid, which needs to stored aside from the passengers. it is huge sufficient to have carried lots of are living animals all over the aeroplane’s missionary work, among them chickens, pigs, goats, canines and an eight-foot python (in a sealed sack, of direction!)

despite its bulk, the cargo pod best gives a velocity penalty of around two to 3 knots. For pilot practicing functions, it's every so often loaded with as much as 350 pounds of rocks as an alternative to ‘stroll-on ballast’. i used to be informed to assess nothing had been left interior as part of my preflight exams!

Let’s go fly it

When my turn comes, i'm occupying the appropriate-hand P2 place and the 4 seats behind are empty. P1, Bruce reminds me that the ‘door deal with’ on my facet is definitely the gasoline valve−so please would I be sure I don't are trying to open it in flight or “the engine gets quiet and the individuals within the lower back can get loud!”

The immediate affect is of a standard Nineteen Seventies panel, although this one now aspects a few updated gadgets and gauges. Throttle, propeller pitch and blend controls can be found in the centre of the panel, the prop being color-coded black, instead of the usual blue. tremendous, dual control yokes screen the Helio Courier badge. under, within the footwell, are 4 man-sized pedals, with toe brakes on each sets. All controls fall neatly and without problems to hand, together with the two handles in the roof. The smaller one is for the trim, whereas the larger one operates the flaps, which I find later entails some severe physical undertaking!

There’s a latest Garmin GPS/nav/comm in the centre of the radio stack, above a basic Bendix King KX155 TSO nav/comm unit. The replacement oil temperature/pressure gauge, gasoline drive/contents/movement gauge and voltmeter/ammeter are all the digital/LED range.

The one item that most of us may think is a bit ordinary, sits atop the coaming−the flip-over guidelines. I accept as true with this to have originated around 1967 and was manufactured through Saf/Go. Working from left to appropriate, its tabs are flipped down in sequence for takeoff and up for landing tests. What a simple, yet effective invention!

previous to beginning it is: master on, breakers in, both auxiliary gasoline tank switches off, beacon on, cowl flap open, prop fully in, throttle quarter of an inch open, alternate air closed, primer locked and ignition switches on. The auxiliary fuel boost pump is engaged, offering gas drive. because the GO-480 has a force carburettor, it needs hand priming on the Kigas pump, three strokes being the norm. engage the starter with the blend manage in idle bring to an end and because it starts to hearth, move the blend handle into the wholly prosperous place. (in case you are attempting and start the engine in entirely prosperous you may additionally flood it and chance starting a hearth.) at the beginning, I set the throttle to achieve round 1,000 to 1,200rpm. verify the gasoline pressure is positive and turn off the boost pump. increase the throttle sufficiently to get the alternator light to extinguish and assess the volt/ammeter has a good cost.

The barriers encompass waiting except the engine has warmed to a CHT of 200˚F earlier than relocating the throttle as much as 1,500rpm to taxi out. The view is common of a large taildragger−i.e. in some directions non-existent! Over the nose, it is inexpensive−because it is down my side, despite the fact i can see nothing down the other facet−so S-turns are the order of the day.

For this geared engine, the magazine verify is performed at 2,300rpm, with a 100-150rpm drop on both facet being permissible. There’s no carburettor warmth: as an alternative, you pull out and check the alternate air to make sure the filter has now not become blocked.

these days, i'm advised to use thirty degrees of flap for takeoff, despite the fact twenty is permissible. Forty degrees is used for gentle box takeoffs, while zero flap is barely used in an emergency. Late construction Couriers had electric powered flaps but N461FM has mechanical ones, so at this point in court cases I start my recreation programme! The flaps are activated by means of a big tackle in the roof. Bruce tells me the variety of clockwise turns required−from seven for ten degrees as much as eighteen for forty levels−and encourages me to count number them out aloud. JAARS has put a visual indicator on each flap to confirm the genuine position, which is certainly beneficial if you miscount! On the floor, there is not any load on the flaps, that means the address is comparatively easy to rotate, but later within the flight i'll study somewhat how tons the power raises in the airflow!

in any other case the common pre-takeoff tests observe, together with trim, boost pump on, prop utterly in, alternate air in, primer locked, and mags on, each. a quick name on the CTAF frequency and it’s time to move. Bruce cautions that with this geared engine, i'm about to look three,400rpm in its place of the ordinary 2,400 to 2,seven hundred. I should also appear out for the ‘apparatus tuck’ with a purpose to turn up with an increase in pace. As I stream carefully onto the centre of the runway, I must admit to being a little bit anxious! I needn’t were...

I might cling the aircraft on the brakes until full vigour is developing for a full STOL takeoff, however decide on a a bit less demanding rolling one, slowly adding energy while the usage of small amounts or rudder to suitable the swing. as the wings beginning to produce some lift, i can consider the landing gear relocating inward and pushing the nostril up, producing a substantial trade in pitch. At this factor the tail is in fact ready to fly and i gently movement the yoke ahead to convey it up, proposing some forward view. retaining this place, the aircraft simply takes off gently at round 35 knots−well, it doesn’t so much take off, as levitate! this is about as mild a takeoff as I have skilled, although what little breeze there is blowing is straight down the runway. certainly, that tall vertical tail slab on the rear comes alive very instantly, and rudder authority is good during the takeoff run. Bruce advises that in windy situations you can lift the tail further and raise the velocity and get greater rudder control earlier than lifting off.

Bruce instructs me to fly a relentless-angle departure and accelerate to 55 knots (the most suitable price of climb with 30˚ flap). Winding lower back four turns, I then reduce the flaps to 20˚ while keeping the equal pitch attitude and the aircraft speeds up to 65 knots, Vy (most beneficial price of climb).

everything looks to ensue so slowly. At 400 ft AGL i'm steered to get rid of all flap (an extra eleven turns) and gradually speed up to eighty knots while nonetheless keeping the same pitch attitude. all through the takeoff and climb ‘little and sometimes’ trim alterations are required to minimise power on the yoke.

For the record, with 30˚ flaps, the premier Vx (perspective of climb) is at just forty five knots, and with 20˚ of flaps it is fifty five, despite the fact top-quality-angle speeds don't seem to be always used via JAARS. The ultimate cost of climb on a wintry weather’s day is round 1,000 fpm, despite the fact on a hot day which you can are expecting to peer nearer to 750. The Courier’s price climb is not mainly magnificent but the aspect is that it receives you off the ground in very short order.

there's a one-minute challenge on full energy (3,400rpm) so the usage of the prop vernier I wind the rpm again to three,000. Bruce tells me that you could fly at full throttle at 3,000rpm all day if you want, but the gasoline burn is high.

At round seven-hundred ft the revs are brought back to 2,700rpm for a cruise climb−exceptionally positive in urban areas where it additionally reduces noise levels−and the nostril is diminished to increase the pace to round ninety knots. Up until now, the view forward has been a little bit constrained but at this attitude it's fairly extraordinary. At 1,000 toes I flip off the boost pump and check the gas pressure remains effective.

I continue the climb to 3,000 feet, and with 200 ft to go, shut the cowl flaps and proceed until i'm fifty ft above my favored altitude earlier than levelling off, the usage of the added hight to dip ‘down the hill’ to get to my cruise velocity more straight away. general cruise is at sixty five% power, so I throttle again to 23in mp and cut back revs to 2,600. This vigor setting is decent for pretty much all tiers up to five,000 toes. here, the fuel flow is a gentle fifteen US gph. Bruce tells me that at 65% they flight plan for 115kt, youngsters you may additionally see as much as 118 at decrease degrees, the place the gasoline flow may also be leaned to round fourteen US gph.

sluggish – and slower nevertheless

earlier than moving into the very gradual flight regime, Bruce advised they explore the speed degrees often used by way of JAARS pilots in their survey or SAR flights, in particular in mountainous areas or in poor visibility the place low velocity and good manoeuvrability can become a definite expertise. in the activity of engine toughness, I observe JAARS apply and maintain at least fifteen inches of manifold power while throttling lower back, and gently pitch up because the Courier begins to slow down. once under 100mph i am able to reduce the vigor returned to 10 inches. minimum flap pace on a typical Courier is barely 69kt, however as N461FM has had the gross weight STC achieved, the primary 15º of flap is accessible beneath 87 knots, which I apply with 9 turns on the tackle. With the velocity under sixty nine knots I add a further two turns and visually check out of the left window that they have 20º flap. I lessen the nostril and re-trim. At this energy setting we're the usage of simply nine or ten US gph, featuring a good loiter time on station, if required−while the view and manoeuvrability are both extraordinary! during this configuration the plane is in a position to a stage 60˚ banked turn, just about in the wingspan of the plane−optimal when you are in a valley or mountainous area and need to make a fast however protected exit.

To get all the way down to very gradual flight−Bruce has challenged me to grasp the Courier at 28mph indicated−I pitch the plane up to bleed off some extra speed while maintaining altitude. as soon as below 65 knots I add yet another 4 activates the flap tackle and they now have 30°. I boost vigor to basically three,000rpm within the nostril excessive angle but proceed to decelerate and an additional three turns later (now eighteen in total−it's all decent endeavor!) we've all forty° of flap in play. I continue to trim as the plane slows while in a nostril-excessive attitude.

according to the publication, the Courier is in a position to flying straight and degree at 26mph, despite the fact my problem is a bit easier. With persistence I be ready to have it flying arms and feet off at around 30mph and am chuffed to accept that. At this pace I don’t feel the aircraft is absolutely at ease and that i can consider the stabilator ‘burbling’ in the course of the yoke, just about−however now not quite−stalling.

The slats are AoA dependant and their operation is influenced by way of the burden of the plane. The lighter the aircraft, the slower the pace at which they are going to installation. nowadays I hear (and feel) the inboard slats come out at around fifty five knots. The outboard ones install at round forty to fifty.

Bruce suggests I boost the back pressure a little bit. because the velocity reduces, the nose drops very a little and the aircraft starts to sink, although it does not in reality stall within the strictest sense. The Courier is the primary (and probably best) plane I even have flown that has no published Vso. Bruce now suggests I add power and step by step clear the aircraft up for standard flight before heading lower back against Waxhaw, the place he is going to display a ‘special efficiency approach’ to one of the vital airfield’s extra problematic runways.

Unprepared strip operations

besides its single complicated runway, the JAARS facility at Waxhaw additionally aspects a grass strip alongside the leading runway and two extra runways−smartly, kind of runways! the first of those is a comparatively long grass one, with a reasonable slope as well as a relatively effortless approach. although, the 2nd has none of these luxuries, being short, on a steep slope, having a hump half way up and that includes a tricky threshold that is reached via a gap within the bushes and over a fence.

for sure, Bruce brings the plane in to this ultimate strip, passing throughout the trees, with finished self assurance. That mentioned, he became working complicated all the way through the method and landing.

Going round, Bruce palms the aircraft back to me for a touchdown on the distinctly effortless long, complicated runway. here the Saf/Go flip-over checklist comes into play and i observe its lead, flipping the tabs over as the checks are achieved. With the prop lever completely ahead (first-rate pitch) I sluggish us steadily with the intention of arriving abeam of the runway threshold at 65 knots, at which factor the flaps are prolonged to thirty degress, permitting the velocity to further decay to sixty knots.

decreasing vigor, turn onto a curved base leg, trying to arrive around three-quarters of a mile from the runway at 400 ft AGL. Half way circular, at fifty knots, I wind on the ultimate ten levels of flap and re-trim earlier than pitching up a bit of to inspire the slats to come out. As I turn onto ultimate approach, the inboard slats are fully deployed whereas the outboards are still floating, clunking out and in, besides the fact that children the plane is exceptionally good in this configuration.

The runway comes up to meet me and i flare gently. as the plane touches down on all three wheels the vigor comes all the method off, the apparatus spreads out and, as i do know they have finished flying, I pull the yoke again earlier than firmly stepping on the brakes; all whereas holding it straight with rudder. They cease very at once! “Brake before you contact down and it is very unlikely the aircraft will nostril over,” observes Bruce “however you are going to really scrub the tyres. Very lots shorter landings are feasible however inevitably, you could be flying closer to the margins. with a nose-excessive perspective and greater vigor.” i am simply chuffed to have put this gorgeous historical lady again onto the runway safely!

Daunting, but a pleasure...

The Helio Courier is a in a position yet complicated, large taildragger, with a substantial range of idiosyncrasies. it is additionally an excellent working towards platform for the future JAARS pilots who will find their operations being performed in out of how locations world wide.

Designed from the outset to be a safe plane, it's certainly a mission-in a position platform with unbelievable STOL efficiency and, thanks in a huge part to Bruce Powell’s appreciable patience, whereas it could had been somewhat daunting it changed into in reality a pleasure to fly.

i will be able to supply the final word to Matt Walsh, who flew the plane with Bruce all over the past photoshoot. His conclusion: “If it had claws, you might land it on a fence put up!”

Vagabond origins

The Helio Courier changed into designed collectively by means of Professor Otto C Koppen of the Stout metal airplane Division of the Ford Motor company and Dr Lyn Bollinger. (Koppen had designed the Ford Flivver, an plane that turned into alleged to be mass-produced by means of Ford.) For what was then called the Helioplane No.1, the Wiggins Airways business cannibalised a Piper PA-17 Vagabond. only the cabin area of the PA-17’s normal airframe remained unmodified, the fuselage being lengthened by means of four ft and given a taller tail, and shortened wings equipped with full-span main-edge slats and flaps. Its Continental C85 engine changed into upgraded with fuel-injection, and uniquely equipped with a multi-belt pace discount unit to pressure an Aeroproducts 9-foot variable-pitch propeller, which contributed tremendously to mind-blowing STOL flight qualities. The Helioplane’s first flight took area on April eight, 1949, from what become then known as the Boston Metropolitan Airport.

the primary Courier, powered by using the 260 hp Lycoming GO-435-C2B2 become certified in July 1954. The tremendous Courier, a greater potent spinoff, became used with the aid of the US Air force from 1958 onward, through the US army particular Forces in the 1960s and Seventies and with the aid of Air the us throughout the Vietnam battle because the U-10.

There turned into even a twin-engine version, the mannequin 500 Twin Courier - a change of the single-engine version, basically for use by means of the CIA’s Air the us in Vietnam. The conversion turned into quick and simple, leaving the aircraft quite unusual-searching and apparently, vaguely unhealthy. The model 500’s class certificates from the FAA was observed to be conditional that none would in fact be built for industrial sale! The entire production run - seven aircraft - went to unnamed companies as the U-5A.

Helio H-295 tremendous Courier


length 9.45m

peak 2.69m

Span eleven.89m

Wing enviornment 21.46sq m (231sq toes)

Weights and loadings

Empty weight 943kg

Max auw 1,542kg

positive load 599kg

inner fuel (common) 227 lit

internal gas (extended) 454 lit


Vne 145kt

Cruise 139kt

Climb price 1,150fpm

latitude (commonplace tanks) 574nm

latitude (120 US gal tanks) 950nm

carrier ceiling 20,500ft

Take off over 50 feet 196m

touchdown over 50 feet 158m

Engine & propeller:

295hp Textron Lycoming GO-480-G1D6 six-cylinder piston engine driving a Hartzell 8ft three-blade constant-pace metal propeller


Helio plane enterprise, Pittsburg, Kansas, us of a

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