Helio HT-295 User manual

HELIO AIRCRAFT COMPANY
HELlO MODEL HT-295
OWNERS MAN’UAL

SEcTLcm x
Gemma Description of Airplane
PAGE
c
Descriptfon af Structure - - - * - ” - - * - - - - - - - - - - 1
Ailerons and Interce$tore- - - - - - - - - - - - - - - - - - - 2
2
2
2
SECTION XI Flight And Operating xastructions
--
I
Flight Controls c (I) 0 a II, e I, e I e m a L a m * m e w m a m Ir
Pre-Flfght Inspection a m e a a a a m m - c w m m . r m m w o
Operation a - - m 0 a m a - - - a a -. a a a a - a a -. . w
General Operating Instructfom And Lintitations- - - - - - - -
Pilot Check List- Ir a lit m m a a a a a a c a a I a a a m a m a
Pilot Emergency Check List--- - - - - - - - - - - - - - - - -
Summary of Operational Afrspeab- - - - - - - - - -‘- - - - -
Take-Off, Cruise and Landing Technfques - - - - - - - - - - -
Cross-Wind Take-Off md Landing Techniques- - - - - - - - - -
Mi8cellaneoua Provisions - * - - - - - - - - - - - - * - - -
Brake System Schmatic -
- - - - - - - - - - - - - - - - -
Fuel System SePtematic
- - * - - - - - - - * - - - v - - -
2
2
3
4
6
7
10
12
13
13
21
24
25
26
i

f
. SECTION I
General Description of Airplane
‘i
The W-295 is a high wing monoplane.
The wing is fully cantilever and
of all metal construction. The fuselage cabin section is a metal
covered tubular structure and the aft section is all metal semi-
monocoque.
The tail surfaces are of all metal construction. Power
is supplied as follows:
Model
I-IT-295
Engine Propeller
Is-
Lycoming (295hp) GO-480-GlA6 Hartzell
Constant speed
96" dia.
The Model WT-295 is a six place plane, The occupants are seated
in two individual adjustable front seats, two individual middle
seats with two reclining posftians, and a two place rear seat,
Entrance to the front seat is through a left front door. Entrance
to the rear seats fs through a rear right door, the sill of which
is at floor level height for easy loadbg and unloading, The rear
seat is easily removable i'or added cargo space.
'
Surface control is by conventional wheel and rudder pedals.
Provisi
are made for wheel, rudder pedals and brakes on the right sfde,
Toe
brakes are provided on the left side. (Brakes for the right side are
optional*) The flaps are actuated by an electric motor on the 1700
series. Longitudinal trim is by an elevator trim tab actuated by an
electric motor on the 1700 series.
The airplane is equipped with long span slotted flaps and full span
leading edge slats for high lift operation. Lateral control is
obtained by short span Frieze ailerons operated in conjunction with
leading edge interceptors, The latter are provided for low-speed
control,
Pitch change is obtained with an all-moving horizontal
tail. Directional control is obtained with a conventional type rudder.
The engine section is composed of the engine installatfan, oil cooler,
carburetor,
ram air filter screen, oil system piping, fuel system piping,
electrical system, cowl flap system and the necessary mechanical
control units* The engine section is completely enclosed by
aluminum wrap-around cowl. The engine mount is a welded steel tube
structure bolted to the forward end of the fuselage. The engine is
suspended on the engine mount by four vibration isolators.
The fire-
wall is of stainless steel.
Description of Structure
-
WING PANEL. The wing is a two-panel full-cantilever unit and all metal
construction. Ribs are formed 2024 alclad members.
The main spar
consists of 2024 alclad web and 2024 extruded angle capstrips.
The
rear spar is a 2024 alclad formed channel.
The wings are attached
to the fuselage through a welded steel truss.
l
1

c
AILERQNS AKD INTERCEPT0RS.t
The ailerons are the Frieze type, of
2024 alclad diagonal rib truss structure, fabric covered, They are
hinged at both ends and operated by a push-pull tube at the ce&ex,
The interceptors consist of heavy aluminum alloy curved plates (inboard)
and forward of each aileron).
They emerge from the wings incon-
junction with the ailerons.
FLAPS.
The flaps are of a single spar all-metal constructfon, They
are supported to the wing structure by three flap tracks and are
actuated by push-pull tubes at the center and outboard tracks,
TAIL GROUF. The tail group is composed of a vertical fin and rudder,
and an all-movable horizontal surface equipped with an anti-balance
and t&n tab. All tail surfaces are of aluminum alloy construction.
FIN:
Two-spar construction,
RUDDER:
Single-spar construction
STABILATUR: Sfngle-spar
construction
FUSELAGE. The forward fuselage structure is a welded steel tube
truss.
It is covered with alclad sheet in the cabin section; the
remaining portion is semi-monocoque.
LANDING GEAR.
-
The main landing gear is the Spring Steel type mounted
in a box section of the fuselage structure.
The Nose Wheel is the
air-oil shock strut type and is attached to the engine mount.
§PECXFZCATECMS
Gross Weight
Empty Weight
Wing Span
Wing Chord
Wing Area
(Slats retracted)
Overall Length
Aileron Area
(Each Surface)
3400 lbs,
Fuel Capacity (Useable)
2023 lbs.
Octane Rating
39 ft.
Oil Capacity
72 in.
Power Plant
231 sq. ft,
Take-off Horsepower
30 ft. 4 in. Normal Rated Horsepower
10135 sq. ft.
Flap Area (Each Surface)
Slat Span (Each Wing) 203.93 in.
Stabilator Area
Rudder and Fin Area
24.40 sq. ft. Wheel Tread
58,s gals.
100 (Min.)
12 qts. (Max.)
10 qts. (Desired)
GO-480-GlA6
Lycoming
295
280
19.05 sq* ft.
37.50 sq, ft.
102.00 in.
2

SECTION II+F&IGHT,AND OPERATING INSTRUCTTONS
c
The HT.295 incsrporates flight control devices to insure safe
flight at slow air speeds without detriment to high-speed flight.
The cockpit contmls,
however, are conventional and their operation
is the same as in any ather fixed-wing airplane. The exceptional
degree of control is obtained by the use of reading edge slats,
large flaps,
interceptors and a fully movable horimntal tail
surface with its anti-balance tab.
Each contml is described in
detail in the following discussions.
AILERONS. The ailerons are operated in a conventionaL manner by
efther of the dual control wheels.
In addition to the ailerms,
the control wheels actuate interceptor blades which extend through
the upper surface of the wing directly behind the outboard slat,
The ailerons are csnventional and they provide the nomal corrective
forces at high speeds. The interceptors provide the extremely
positive lateral control at the slowest speeds obtainable, This
-
control is so effective that it is possible to overcame the effect
of full rudder in a stall by use of the aileron-interceptor
control and roll into a turn in the opposite direc3tion.
The aileron
interceptor combination produces a very high rate of sollat all
speeds with comparatively small control movements. Violent, full
throw contra1 movements are not necessary ta produce satisfactory
xates of roll at all airspeeds.
RUDDER. The rudder and controls are conventional. The rudder pedals
are ground adjustable to four positions. Toe brakes are provided
on the left-hand pair of pedals.
SWLBZLATOR.
The horizontal tail surface, or stabilator, is a single
movable surface instead of the usual elevator and horizontal
stabilizer. The control operation is canventional and control feel
and reaction in the cockpit are the same as in other aircraft.
There are two tabs attached to the horizontal surface, a trim
tab and an anti-balance tab.
The right hand surface has the anti-
balance tab attached to it. It is an anti-balance tab because
it moves in the same direction as the surface, thus providing a
force which always returns the surface to the trim position, The
actuating arm and pivot paint for this tab, which is mounted otz
the fuselage directly under the fin, should be inspected as a
part of the daily pre-flight inspection.
The trim tab is located an the left hand surface. It is of the
conventional type with a trim tab position indicator located on
the instrment panel.
sup l
The leading edge wing slats operate fully automatically
by the air-loads on them. Their use provides the very slow
speeds possible with this airplane. All slats are fully visible
from the cockpit, they should normally be open on the final
approach,
If it appears that any of the four slats have stuck,
it is advisable to land about 10 MPH faster than the minimum landing
speed.
3

It should be noted that the lateral and dixectiana.1 control is so
effective that through their normal use, it is possible to overcome
the effects of both slats remaining closed on one side.
c
FLAPS l
All 1700 series aircraft have electric powered flaps as
standard with a flap position Indicator on the instrument panel.
Full flap can be used for landing under all normal wind conditions.
Shortest take-off runs,
under standard air, sea-level conditions,
are performed with 30' flaps,
although ZOO will give a better rate
of climb once the airplane is airborne and provides better take-off
at higher altitudes, or with maximum gross loads,
B.
PRE-FLIGHT INSPECTIUN s
1 e Check interior of cabin for Fuel Valve "ON", ignition and Master
Switch "OFF", mixture control "Idle CUTOFF”, remove gust lock,
2
l
Pull propeller through several revolutions and inspect blades for
nicks and cracks.
3 e
Open engine cowl;
check oil level and inspect fuel rend oil lines
for leaks.
Give engine compartment a complete visual check.
4
(I
Check nose wheel olea shock strut and tires for proper inflation,
5 8 Check main gear brakes and lines for leaks and security.
6
l
Drain sediment bawl,
(Accessible through small door under the
forward windaw on right side fuselage.) Drain auxiliary fuel
tanks if applicable. (Drains located on the bottom of each wing,)
7
a
Check fuel laad and make certain that the fuel caps are firmly
secured on the fillernecks.
8
&
Check slat operation for freedom of movement and any unusual play.
9 *
Move all control surfaces and check security of all hinge bolts
and push-pull tubes,
10
l
Check security of anti-balance tab on horizontal tail and its
pivot point on the fuselage,
11 0
Remove cover if installed on pitot tube, and make sure it is free
from dirt or other obstructions,
CAUTION:::
WHEN CLEANING OR WAXING AIRPLANE, DO NOT ALLOW
WAX OR CLEANER TO PLUG STATIC VENT HOLES,e,,,,,,
After entering the airplane and before starting the engine:
1
0
Adjust and fasten the combination seat and shoulder straps.
4

2
a
Check all controfs for freedom af mavement and proper direction.
3 l Pnsure that all cargo is secured and that the load is properly
located,
4 0 Check positim of electrical and ignition switches.
5
l
Open cowl flaps.
ENGINE STARTING.
The following starting procedure is taken from the
Lycoming Operator's Manual,
A copy of the Lycoming rfanual is furnished
with each airplane and is considered a part of this manual,
Lock the wheels by efther wheel brakes OT chocks,
I
Set the propeller control lever all the way forward in INCREASE RPM
position.
Be sure fuel valve is ttUNtt.
set throttle to l/4 open position*
Place mixture control in the
"Idle Cut-off" position (Full out).
Turn on auxiliary fuel pump and check pressure.
Turn ignition switch to extreme right and push (this energizes starter)*
NOTE
On aircraft with control lock pin located on pilot's
control wheel shaft, it is necessary to remove the pin
before attempting to start the engine, The aircraft
is designed so the starter circuit is inoperative with the
control lockpin installed.
The magneto circuits are not
involved in any way.
When the engine begins to fire, immediately put mixture control in
Full Rich position (full in) and allow ignition switch to return to
"both'" mag position. CAUTION
- If engine fails to start immediately,
return mixture control to Idle Cut-off position. Failure
to do so
will create an excessive amount of fuel in the carburetor air scoop
constituting a fire hazard.
"Vapor locking is not a common occurrence on Lycoming Go-480 engines,
However 9 under certain circumstances it can occur, i,e, when runway
and ramp temperatures exceed lOOoF particularly on sunny days and at
airfields of high elevation where temperatures exceed 80*F,
During
these conditions vapor locking can occur after a hot engine has been
shut-down and a start is attempted within a period of up to one hour
after initial shut-down.
Vapor lock symptoms are; zero fuel pressure
with the electric fuel booster pump on, and by hearing an unusual
sound in the booster pump which indicates it is cavitating rather
than pumping.
5

When it is suspected that a vapor lock exists, the follawfng
procedures should be used:
Fuel selector ON, electric fuel booster
Pump ON,
throttle opened l/4, push mixture control to full rich and
leave there until fuel pressure builds up and cavitating sound
disappears, then return migture control ta idle cut-off and proceed
with normal starting sequence. If a solid vapor lock exists, the
engine primer is usually ineffective until the vapor lock 2s broken
by the method mentioned above."
If of1 pressure does not build up after 30 seconds running, stop
engine and determine trouble.
Check Engine Driven Fuel Pump for proper pressure by turning off
auxiliary fuel pumps
I
Initial warm up should be at 1000 to 1200 RPM.
ENGINE WARM-UP
Engine is warm enough for take off when the throttle can be opened
without backfiring or skipping.
,
Check magnetos at 2600 RPM. Drop off should not exceed 175 RPM on
either magneto and should be withfn 50 RPM of each other.
Exercise pro eller at 2200 RPM. Pull control to decrease RPM, note
drop to 1275
P
50 RPM,
Cowl flaps should be open for all ground operation (pull handle out).
Avoid prolonged ground operation as it will cause overheating.
For further information on cold weather starting and engine operation,
consult the Lycoming Operator's Manual.
c
9 OPERATION
TAKE-OFF: Prior to take-off, a check should be made to insure that;
I
1
e
Weight and Balance is currect.
2
l
All occupants have properly secured the combination seat and
shoulder straps,
3
l Stabilator trim tab set.
4
l
Flaps are extended 3Oo or less for take-off.
5
l
Cowl flap lever is pulled out to fully open cowl flaps.
6
l Propeller control is pushed in for maximum RPM*
(3400 Max.)
7 l
Fuel selector valve is "ON".
8 0
Parking brake control is *'OFF" position.
9
(, Auxiliary boost pump '*ON".
6

As SQQ~ as possible after take-off, reduce RPM t=o the maximum
continuous setting (3000 RPM) and retract the flaps.
Take-off
power may be used for 8 maximum of five (5) minutes, but it is
advisable to reduce power a6 soon as practical. Best rate of
climb is obtained at 65 MPH IAS flaps down, and at 90 MPH IAS
flaps up at MET0 power. A cylinder head temperature gauge is
provided as standard equipment, and power, ctowl flaps, and speed
settings should be selected to maintain the cylinder head
temperature somewhat less than 475’F. The maximum pernt.lssible
is 45O*F. at cruise power,
For take-off and normal rated power,
the limit is 475*F.
LARDING.
During the let down prior to the landing 8pproach:
1
e Close tile cowl flaps so that the engine does nat cool too rapidly.
2
e
Open throttle occasionally to clear out engine and keep warm.
Prior to turning into the base leg in the landing approach:
3
l
Auxiliary Boost Pump "ON".
,
4
0
Extend the flaps to the desired position (Maximum flap speed is
80 MPH) l
5
l
Set propeller control to 3000 RPM.
TAXI
1
l
Retract Flap.
2
&
open cowl flaps.
3 l
Auxiliary Boost Pump “OFF”.
STOPPING ENGINE
1
l
Pull mixture control full out to the idle cut-off position,
(Apprax.
1000 RPM).
2
l
After the engine stops,
shut off the ignition switch and then the
master and generator switch.
3
l
Leave fuel valve in the *'ON" position,
4
l
If the aircraft is to be parked overnight, push the mixture control
in l/3.
D.
GENERAL OPERATING INSTRUCTIONS AND LIMITATIONS
This airplane is licensed in the normal category and no acrobatic
maneuvers, including spins, are approved.
7

5
PROPELLER LIMITATIONS. None.
Avoid high engine speed (2800 RPM or higher) in cambination with
low manifold pressure operation (under 15"), Avoid rapid closing
or opening of the throttle (especially from a high RPM and manifold
pressure condition).
STALLS AKD SPINS, The leading edge slats and the restricted nation
of the stabilator makes it impassible to fully stall the wing on
the HT-295.
As the minimum speed obtainable is approached with the
yoke full back, a center section separation causes tail buffeting,
A slight aileron nibble is also noticed as the minimum speed is
approached. Minimum speed power-off with the flaps down is apprax-
imately 40 WH IAS.
This varies with load and C.G, cbndition.
Voluntary spins are prohibited,
Although the airplane can be forced, under certain conditions, into
auto-xotatfon which is technically a spin&, this maneuver is not the
same as the well known "tailspin'*
in that it cannot occur accident-
ally and contrary to the pilot's movement of the controls.
Na dive
nor forward movement of the control wheel is required for recovery.
Recovery is effected by the normal use of either the aileron or
rudder control.
SPEED LIMITATIONS.
The Never-Exeed Speed (We) for the HT.295 is 200 MPH C. A. S. A red
line appears on the airspeed instrument at this speed. MAXIMUM FLAP
SPEED (Vf) IS 80 MPH C. A. ,S. The white range on the airspeed
indicator indicates the flap range. Cruising range is marked on
the airspeed indicator by a green arc, which extends to the maximum
structural cruising speed, 160 MPH C.A.S. In very gusty and bumpy
Etiq the speed should be reduced ta 103 MPH C.A.S., Flaps Up. This
speed is known as the "maneuvering" speed.
FUEL SYSTEM
The PS-5-BD carburetor should be operated at 9 to 15 psi in accordance
with manufacturer's recommendations,
ENGINE OPERATION
Complete operating instructions covering the care and use of the
Lycoming engine are provided with each airplane and should be used
as a guide in selecting power settings. These instructions are in
the form of the Lycoming Operator's MrPnual.
FUEL
Use fuel with 100/130 octane rating. 58.5 gallons usable with
standard wing.
(See page 26 for fuel system schmatic.)
8

QIL
Engine Nodel:
GO-480~GlA6
Average An3iant
Air Temperature Straight Multi-Grade,
For Starting Minerai
Additive
Type Type
Above
60*F SAE
50 SAE 40
or 50
30'
to
!?O°F
SAE 40
SAE 40
0*
to 7OoF
SAE 30 a
SAE 40
Below
lOoF - SAE
20 SAE 40
2ov30
ROTATING BEACON LIGHT
Qil Inlet
Temperature
Desired Max.
IL80° 235'F
18V' 235*F
180° 235O~
/
170' 2100F
170' 210°F
If beacon light is installed, this light should be turned off before
entering overcast, as reflections from the rotating anti-collision
light on clouds or dense haze can produce optical illusions and
severe vertigo. This is particularly true at night.
9

PSulrr’S CEECIC LIST
1
a
2
*
3 a
4
8
5
*
6
*
7 a
8
6
9
l
10
0
11
0
12
0
13
0
14
0
15 a
16 8
17 0
18
a
19
l
20
*
Brakere = SET (zr HDLD
Throttle
CKElD AHXJT l/IO
Propeller -
FIsE;lL INcIbEASE
l9fxture - IDLE CUT-OPF
Carburetor Heat - Cow)
Cuwl Fhps - OPEN
ptpel VaPv6 - ON
Trim Tab Trs.vel - CHECK
All Cfrcuit Breakera - IN
Master Battery br Generator Switches - ON
AUK. Fuel Ptupap - ON
Pl?h - AS EtEQUlRED
Propeller - CLEAR
Ignition Switch
- TURH TO EXTREME RPG)IT AND P&H
Ignition Switch
-TO BOTH AFTERENGINE STARTS
Mxture -
RICH (Simultaneously with 15 above)
Oil Pressure - CHECK
AWL IPfxel Pump - Ol?F
Ermghe Wism-Up -
1000 to 1200 RPM
Fuel Quantity Gauge II* CEECK
fNGINE RUN-UP
1 a
Taslchmcter
- SET 1500 to 1700 RPM
2
a Carburetor &at, - HOT THEN COLD
3
a
ter - CHECK
4
*
he1 and Oil Pressure - c%fxcIR
5
l
8il and Cylinder Head Temperature - CHECK
6
a
Vaculam Gauge - CHECK
7
l
3kwq?eller -
SET 2200 RPM AI!tD EXERCISE SEVERAL TIMES (Should decrease
ta’ 1275 RPM +50 RPM)
8
*
Propeller -
iii3T 2600 RPN AND CHECK BOTH. M&S OiLpximm drop 175 RPM)
9
*
Power Check
- 3400 RPM an8 28" .$iG'@ Sea Imrel

1 4
2
4
3
*
4
l
5
4
6
4
7l
0
4
9
0
10
0
11
4
Flight Controls
- FREE, FULLTRAWL
Flight Instrtmmts = SET
Ehgine Instruments - CHECKED
Trim Tab - SET
wing Flaps - 20 to 30 DEGREES AS; DESIRED
Propa f hr -
FULL IHXEASE RPM
Mixture - RICH
Carbe Air - COLD
Cowl Fup(I - OPEN
Seat md Shoulder Straps - TIGRTEN
Awr. Fuel Pump - ON
TAKI&-OFF
1
l
!Fhtottle
- FULL APtD TXGHTEN FRSCTXON NUT
2
I,
Puwer Reduction - A
R LIFT OFF FULL THROTTLE AND
IXXE TO 30004kPM~
AIRSPEED 80 MPH MAXLMJM
3 4
Fl aprs
- RAISE
4
l Aux. he1 Pimp - OFF
5 l Cylinder Head Temp. - CHECK (AIRSPEED - CLIMB 90 MPH)
6
4
Cruf.se Cl%mb -
WLL THIKJTTLE AND 2750 RI=
1 4 Thruttle -
23” ??Gc, M.P.
2 0
Propeller- 2600 RPM
3 4
Cowl Flaps - AS REQUIRED
1 *
Seat 8elts - TIGHTEN
2 4 carburetor
Heat - CfoLD (EXCEPT IN XCIms)
3 4
Mixture G RICH
4 l
Propeller * 3000 RPM
5 4
Awe. Fuel Pump -ON
6 0 Wing Flapr
- AS DESIRED
7 4 Propeller
- FULL ZYCREASE ON FINAL APPROACH
1 4
Cowl Flaps -OPEN
2 4
Wing Flaps - UP
3 4 A*.:-heI
Pump - OFF
4 0 Electricrl Switches -
UNNECESSARY SWISHES OF?
I
4
Cylinder Head Temp.
- CooL (3SOop or LESS)
2 0
Throttle a 1000 RPM
3 0 Propeller - FULL mw PXTICH
4 4 Mixture -
XDLE CUT-OFF
5 l All Switches - OFF
IMPOR’EMT NOTE:
It fr atrongls reccmmndcd that cl1 pilots become thoroughly
familbm with the techntques outlined in the Omorr Mstausl before operrtiqg
thirs; aircraft in full-flapped STOL rlaw-flight.
a
11
a

PILOT% EMERGENCY CHECK LIST
1
0 Abort if BEmRE Airborne
8. Throttle
- Clased
b
l
Control Wheel - Back
C. Wheel Brakes - Apply
d
l
*Propeller -
Full aaicreaae RPM
e.
Mrture - Idle ‘Cut-off
f l
*Fuel ScPe;ctor v&?e - Off
8
l *Ignition Switch and Master Switch - Off
h
l
%rixq Aircraft to Stop and Inveatigatc
t
2 * Abort AFTER kcasrrfng Airbo+ne
8. If bchw 50 feet - Hold Yoke Back
b
*
If above SO feet - Hose over artd attampt to pick up approximately
65 ME% to facilitate a normal ImHag flare-out with flaps down.
Wheu flapa are Up - Glide at 80 KPH, for 6eat glfde distance, If
time perlarite, luwer flaps, glide at 65 MPH and make Normal Landing.
c..
Throttfe - Cloud
d
l
Mixture -Idle Cut-Off
ENGINE FAIUJRZ OR FIB* DURING FLIGHT
1 0
Throttl+ - ‘Closhd -
2 0 *PrqMBller
- Full Decrease RPM (OUT)
3
l
Maxfmm Glide Di8tsnce Airbpted - Attain 80 MEW, IAS with flaps up. USC
the txces~ in aimpeed 0-r 80 W% to attain altitude, if desired,
4
l
mixture - Idle Cut-Off
5
l
*Fuel Selectors - Off
6
l
*Zgnition Switch - Off
7 l mdio Call
= Acampliah
8
* Flaps
- As Required
9 e
Generatar Switch - Off
10
l
mater Switch - Off
PROPELLER FAIUJIXE IN FLIGET
1 lPropeller Overspeed
a.
Throttle - Retard
b
8 Airspeed - Reduce
c. Propeller
- Attempt to decrcgst RpMt with Propeller Control
d
0 If propeller govemmr regains control, maintain 2500 RPM and 70 HP&
IAS and lend at mearercrt airfield.
If net, use an hitucie, airqmed
and power cmbination to attempt to beep the RPM below 3400.
land rt nearerrt landing area.

2
b
Propeller Underrpeeding
Use power enough to maintain altitude without engine overtorque
and proceed to nesrest airport, If
this is not pcralrfble mka
emergency landin& Use
excem altitude otnd power available to
extend glide to best available area*
EmRGENCY MkXIMj# DESCENT
1
0
Throttle - Cleaard
2
l
Propeller - Full Iacrease RPM
3 l
Wing Flaps - Full Down
4
& Airspeed
- Maintain Maximum of 80 MPH, IAS, Flaps Full-Down
1
0
Make a 8ai~iiwm safe-epaed touch-down,
2
a
Wtren landing with 8 flat tire OR the msain g8ar, the aircraft will turn
in the direction of the flat tire. mfntaiq directfmal control
with the rudder and brakes,
LANDING ON U#P&EPARAED TERRAIN
.
1
* Xaudiug pracedure is arfsaflar to Hlnimm Run Lmdings (Full STOL)
2
* On soft or rough ground, use caution in .-lying brakes.
3
*
If possible, avoId having ts re-start and rev-up engine in loose
sand or dirt to niaimize propeller damage,
E
l
SUMRY OF QPERATXONAL AIRSPEEDS AT GROSS WXGHT - 3rboo LBS,
Mnimum Speed - Paver Off
Flaps Up:
60 MPH I.A.S.
Flaps lh?wu: 50
MPH I.A.S.
Never Exceed Speed:
200 MPH I.A.S.
I$mimuma Flap Speed: 80
MPH I.A.S.
*Minimum speeds are given because it fs not possible to fully stall
the airplane l
P
l
TAICGOFF, CRUISE AND lANDIlVG TECHNIQUES
1
l Take-Off
It fs suggested that 30 degree flaps or less be used for all
take-offs m
This is cmmred in greater detail under STOL TAKE-
OFF AND LANDIMG.
When taking off, firrt align the aircraft alang the intended
take-off track,
Release brakes and apply power smoothly,

As aircraft accelerates apply Blight back pressure m cantrol
whee 1 l
When an atirapetsd of approxiwaely 40 MFH has been reached
the awe ~hcel will rutrmte and the aircraft will bet- aPrborne.
When afrborae, reEeasc some bmlc pressure and aTlw tbe sirepeed to
bncrasse to 64 Ki?it.
while continuing tu climb at 64 XI?‘& reduca to
3000 RPM and mahmia full throttlr! (5 slim&es at t&x!-off WM of
3400 and full throttle ia permited),
Flaps may remain at 3Q” and an airspeed of 64 MPH used for berrrt rate
of climb, or until cltaax or abatruct&ona.
when opmIRting fmm 8
clmw ama with ‘ITO o’tbIrtruct$ons, flaps my be raised, slowly to
preveat lev~baff or settling, and allsw the air-speed to fncrease
to 90 MP?? for best rrate of climb.
The RI?M may be reduced again ta
2750 and full throttle for ellmb-out to insure deqcmte engfne cool-
ing due td enriching fmturer of the carburetor,
Check fuet pseeaure and turn off fuel boost-pump, Re-adjust cowl
flaps aa raqutired e Mmhwm penaiasibla cpIinder head temperature
is 475* for climb and 450* fur cruise.
Mast new pilots to the Currier tend to over rutate on take-off,
Due to the hLgh lift of the wfng md the large area of the all-
movable hsriosuntal tall, it Es posafblc to assume an excessive
mm high attitude when making a short ‘field takewff. HCW@V~r,
the mew pilot quickly hams from experience how soon the aircraft
rssy be lifted off.
2
a Cruise Fl ight
Tktottle - Set {Approximately 23” HG)
PropelZer *Set at 2600 Rm
Cawl Flicpa = As Required
Carburetor Heat - As &q&&d..
The above cruirre pwer setting isr considered a good average settfag
for cross~country flighta,
Cruise power settings can be determined from the appropriate engine
power schedule charts found in the Lpcrrrafag Operators Pfamml.
No Mmual lesning of the ntfxturc fs permitted. The AMC (Automatic
Mixture Control) ccmymmatts fur altitude and temperature changer.
3
a Pmmr-Off mad Powm-On Landing@
Since the Courier, In the 20 degree flap (half-flap) configuration,
has csnventimal or normal landing eharrctsriatics, it $8 apptapriate
to rstart out on half-flap landings during the first hour of familiari-
tation, Even though the Cuurier, with half-flaps, handles liks other
coavlenttaaal aircraft, it rtill hrs out-standing ahurt field ckrracttr-
irtics.

For half-flap landings,
an approach speed of 65 to 70 miles an
hour its ~~llp desirable
when irastrectiag a pilot new tu the
Courier l
As the pilot’s profSciency ihcreascls, approcrch speeds
wf,th half-flaps can be reduced to 66 MI%, though use af mxm
pmmx then becms ctdvtsable.
When appstaaehfag for lauding at
this speed, the pilot should be rmitided that the darts will pop
out just 8s ha begins his flare-out and that they will have nc)
effect upon the control-sbititp or balance of the aircraft.
With
half-flaps at 60 MPH, however,
the acitcxaft has little @@floatVQ
and should be flared or rotated out fairly-close to the ground sc)
that it will nut develop tcm much rate-of-sink before touching
dawn.
Fur fu31-flap landinga the, best technique fcm aXowing the air-
craft down in the ap~romh is first to extend the f&alps to 20°
startfag it 80 MPH or less, Then, when aircraft has
s2uwed to
about 65 MPIi ta half-flap condition, the flaps can then be
brought into fulI-dmm position and a landtag made by touching
down on thet main gear first at ~rrini.sm.sm airspeed,
Qne approach to the full-flap landing ts tib have the pilot pop
out the slats by slowing the afrcraft down to 5f) ?%PR acfrile still
wweral hundred feet in the sir. and then to compcnsstc for the
incaeased rate-of-sink by maintaining partial power until touch-
d-n.
As we proceed to the fullmflap landings, it is well to realize the
fact that when the lift of any normal wfng is doubled by the USC
of a flap, the drag is increased Buzr-fold. This high drag at the
full-flap pssitfun nm only producelr a very steep rate-ofmdescent
but also mearm that the aircraft will have very litt*‘flcmt*@
once ths nose Is raised for flare-aut, Consequently,
%n a full-
ftap no puwer landing, the ccirctaft should be held in a nose-
dmm glide until about ten feet fram the grotui&if the gliding
speed is higher or lower, the altitude for beginning the flare-
out can be higher or lower accordingly.
As an examplt, if the aircraft i8 lmmght in at the relatively
ccmfmtable gliding aped of 60 ?%I% power off and a flare out
is begun at the eustammy approximate thirty-feet above the
terrain, speed will be lost very rapidly and a high rate-of-aink
ccmld develop,
The resulting impact could be quite hard. No.
matter huw high the pilot levels out, the autcmatfc slats eliminate
all risk of tolling off into an uncontrolled stall or spfa, al-
though high rates of deocent can occur if insufftcLent power is
used m
The best technique for full-flap landiws fftvolves the maintenance
of a Xfttle ~cmer-on, just sufficfent tt=o offset the added drag of the
flaps and to produce a relatively normal glide mgle. This is done
by maintafnfag approximately ten to flfteca inches manifold pressure,
depending upon the load md air conditfoa. The aircraft is then
flared out and land&d in a cunventionaf manner, much the sm as with
half-flaps,
The approach speed, however, is closer to 50 M% than to
6Om1 .

When win&the lower aped Irficiing tzue, the throt!fQ should
sot be cztsaed camplletely until wheirlts ma
grounds at wMeh tfme tlw poke ahuuld be hald full beck.
An
advcrntage of the partial power approach is eae,se of glide path
cuntrol by slight imxeases or reductiom in the amount of pamr.
The full-flap no”~~“wer landing, while not difficult, fe usually
desirable only as an. emergency procedure, Inatrucdon in this
type of landing is laeceasary,
In order to make amooth landings,
it iavolves a different te&nique with which Ccmrier pilato
rahcmld be famiI.iar. For ful,I-flap, no-pop~rer Landingr, it is
advisable that the pflot keep the aipproach *peed st 60 to 65 MPH,
but not below 60 WEi.
miatain arpproach speed of 60 to 63 MPH
=ii-&ec~f~s just off the rummy,
With power-off, the
flare out ahould not be ataxted tm3.l wfthfn 10 to Z3 feet off
the ground mthat the n6se: barely ecmm up to the full landing
positfsa just as the sircxaft sinks dowa to gmuad level.
whfch is a safety feature for emergency or forced land$.ngs,
Consequently, a stfghtly high flare-out will quickly re8uft in
a xelcrtfvely high rate of descent, Le, j a hard landing! : Use
of full-flape without .puwer iar nomally done ocrly in emelpgency
landings s Normal SIXJL approaches with full-flap8 are best
accomplighed with part&al power so a~ to xmintaia tssentially
the mme flight-psth’arrgle at about 55 MPH as results from 70 MPH
at half-flaps and ao puww, The throttle thenmtts the
approcrch control device.
4
e STOL Take-0f.f and Landings
The shortest ground run take-off under aandetrd conditbons at
3000 Iba, or less can usually be accomplished with full-flaps,
Le. 4o”* (This W.11 nut, howmmr
s provfde the beslt angle of
clkab if barrier clearance fs the objective,) The use of 3am or
less, depending on load and prerraure gltltude, is reammended for
take-off.
Align aircraft along intended take-off track, Apply full power
in a steady mannetr. Do not *@japP” throttle farward l Release
brake aa power is applied, Holding brakes on while full povclr is
being applied is not necessary, or desirable. Keep aircraft
strafght ontrack by wing rudder.
Try to avoid application of
the foot brakes unless requfred tu matntaifn dire,ctiemal cantrol,
At approxiastrtcIy 35 MPH, apply back pressure on the yoke in a
positive manner but nut LIU fast that the aircraft ~QIS~S an
excessive mse high attjttude after lift-off. When the aircraft
breaks ground j
ullar it to remain just above the ground for
apprmctitcly 2 or 3 aecsnds,
so that the airaped will build
up to over SO KFH before the airplane rtarts full-climb-out.
EstabZirrh a climb-out speed af SO to 64 &SPH as SQQ~ aa prmtical,
I
16-

Experience galned En th%s type sf take-off w%ll ermbh the pilot
to determine tha
aunt of yoke mcw~mernt and/or rapidity of action
neceaaary to get the aircraft airboxme with the rpinimtm of gxourtd
run.
This type .of s~inimum run take-off is most useful when the
ground is rough, bumpy, muddy
ok where very ICYW obsrmles, meh
us hedgea
fmcerr, dmzhes, etc. are present r,
a.
Muddy Terrain Take-Off
*
The Helllo Courier is an unusua1lp good “Blludder”. A modmately
muddy field ummlly pre~cnta no problem;- At normal pxassurt
altftudt am? with loctds of 3000 lbs,, or lbss, fulll?flaps ace
usually nm-xe advantageous fn breaking free from clfngfng mud.
The following procc?dure ie rec~nded: Apply full power, (Da raat
bald pa~~-on SO Pang am to ovlerhest the engixw if tha aircraft
faire te move,) HoId poke fur2 .back then rock poke abruptly, usiag
full, but not proloaged, fmmrd positfon, to help break the wheels
free! (, When the aLrmaft begkns to mmm, the oscflIatfag: mmmmmms
of the stabffator athould be reduced mthat there is equal **float-
atiun” on all three wheels as the aircrrrf
nmves fortim+.
Then, when
rolling free, use esaentfallp the mme te
hnique far the mtnimum run
take-off. Since the consistency and effect of diffwetlt types and
depth8 aX wd vmy grbi?
y, nu stngle rule or technique can substitute
for expcr%ence aad jud nkt: cm soft and irrreguXar field surfaces,
A muddy landing or deep smw landing cmz u.sualXy best be mde by
using full-flaps and plrscfw the aircraft onto the groutrb iu a
slight nom-high position st.minismm speed, Acttmlly touching the
fn wheels firat may bc adwmmgeous,
but the mm should not be
allowed to slam dawn into the mud.
After the mime-wheel touch-duwn
take rll power off and hold poke fully back.
If fcmard speed is
thus held low cTn the touchdown, it will tend to prevmtt mm-over.
(This procedure is essentially the ame as that coaerrtonly rsccmmmded
for ditching in water.)
Rough ground or other condi.tEons may be a datermfning factor where,
iu spite of a barrier,
the full-flap minimm ground run take-off
may be neceauary.

It should be re-emphmtzed here thrat WG~ #hen tryfng to climb out
af a mall mea at too low u. apeed with the Helis Cmrier, there
is no danger sf stlllfag, losing lateral control, or gofag iuta
a spin.
s!u~evar, a coaditfcm can develop, aspectally with full-
flaps dm, whereby ther mme ir heId taa high and the Eapesd too
tow cafter take-off, So that the afrcraft will actually loge
altitude wLth power fall ma.
The asost emoa cause of HeIia crsahe~ and major daarage -- though
nmmr with s~iatss fnjuxy to occupants --
has been from efforts to
pull the aircraft off the ground prematurely at toa law B speed
and/m roactirr;ntly to try to cltaab aut with tao low an airspeed
psith flaps dcwa se that the remlting high-drag exceeda the re-
drtced thrust ef the propeller a;t km fmrvmrd Bpeeds, Thus, with
power full-on, the rafrcr~ft my either sink ?mck ta the ground
or fail ta clear otherwfiae -joy-sasaaoontable sbstactes.
It takes considerable expcricn~e ta rscogaize the point at which
I
the nose high attitude starts to reduce the rate-of-climb aad then
may finally progmss to an actual rate-of+fnk despite full power.
This condition is often referred to am **the back side”* af the
thrust drag curve, or simply as
“the back side rof the mer curve”.
Canstqueatlp, a **zocmw after take-off irr order to clear a cluse
barrier should be strictly 8~ cpergeiacy ptocadure fur expcrfenced
Hcrli.0 pflots* Climb-out speeds below 50 MPH arc nqt recmmmdtd.
d
a Sharcttst Distance Take-OffsOver Barrier (Grass Weight 3000Q OF Higher)
With 30 degree flaps alluw the aircraft to accelerate as quickly
818 pcmsible to 40 KPH. Wfth the airspeed indicating at feast 40
MPH, fly the ieircrsft off by applying the approprfPte back pxe8-
msre on the elevator until it is airborne, Permit the sirsaecsd to
build up for rpprcmimatalg two mxands au abaut 50 MPH, then begfn
rotation to the point that will climb the aircraft over the barrier
without further build up of airrpted.
After consfdtrable txperi.mcel ewea shorter barrier diatanee can
be attained by hoEding the aircraft to about 30 MPltI &n a smooth
ruuwuy and then %omimg** over the barrier at an amble sufficiently
steep to clcrar the barrier without lass of airspeed after whfch the
~~cme can be lowered and the nmma rate-of-climb airspeed attaiaed.
Grcrt skill ia: n6Ctssary,
hcnmmr, ta avoid lass of speed and
consequent Mweatrry sfaking efthtr just before or just after
craerslag the barrier, Such technique kr not rscmnmdcd for other
thaa cmcrgency tituutian&
18