operation and matntena}tce manual helio courier model h. 3`11 b

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OPERATION AND MATNTENA}TCE
MANUAL
HELIO COURIER MODEL H. 3'11 B
W A R R A N T Y
The Froduets purchased herein
are covered by the
facturerts
warranty
and no other warraRty:
following
I'lanu-
(A)
Helio Aircraft
Corporation
warrants
those products purchased herein
that are ne$r rnanufactured
by Helio Aircraft
Corporation
or Mid-States
rnanufacturing
Division
of Helio Aj.rcraft
to be free from defects
Corporation
in material
and workmanshi-p under normal use and service, provided,
however, that the liability
of Helio
under this warranty
is limited. to replacing
or repai-ring
qrhich shalL be
any parts or part of such products
returned
to the Mid-States
factory
Kansas,
at Pittsburg,
(60) days or
prepaid,
with transportation
within
sixty
50 flying
hours, whichever shall
first
occur after
delivery,
and which shall
upon examination
by Helio or
to the satisfaction
of Heli.o to
its agents be disclosed
not in
have been thus defective.
This warranty
shall
purchased herein
any way apply to or cover any produets
which may in any manner be altered
or repaired
outside
Corp. or Mid-states
of the factorj-es of Helio Aircraft
Mfg. Division
of He1icl Aircraft
Corp.
Any part or parts
by Helio pursuant to this warranty
replaced or repaired
shaIl be subject
to thj-s warranty,
but Helio makes no
of which
warranty
of any aircraft
or part thereof
further
or of the workmanshi-p, if
such part or part.s are a part,
such part or parts in such airdtry, i.nvolved in fitting
equi-pNo warranty
is made with respect to parts,
craft.
not manufactured by Helio Aircraft
ment or accessories
of He1io Airor by Mid-States
Mfg. Division
Corporation
fuel pumps, ti-res
Corp., such as engines, propellers,
craft
equipment or
wheels, J-nstruments, magnetos. or any parts,
even
accessorj-es not manufactured by Helio or Mid-States
and purchaser must make all
though not mentioned herein,
equipment or accesin such parts,
clairns for any defects
makers thereof.
sories to the respective
{B)
contained in sectj-on (a} of this
The warranty provisions
paragraph
are expressly
in lieu of (and Purchaser hereby
or implied
express,
statutoxY,
rvaives) all other warranties,
Manuafacturer
in fact or by law, and aII other remedies against
or other damages, aris.Lng out
f or consequential
and Di-strj-butor
purchased
of the products
use, or operation
of the sale.
any
assumes nor authorizes
neither
herein.
The di-stri-butor
to assune for it any
orgranization
other person or business
or liability
in connecti-on with the sale, use
otirer warranty
purchased herein"
or operation
of the products
tC)
provisions
above in this paragraph
lhe warranty
outlined
only and are
retaj-I" purchaser
extend to cover the original
roritten
consent of Helio Aircraft
not assignabl-e without
Corporatj,on.
CFERATIONS
& MAINTENA}ICE I4ANUAL
F'CIR3000# coNvERSroN
REVISION
INSTRUCTIONS
NEW PAGB
DISPOSITlON
CAA SHEET
REPLACES PRESEHT SHEET
46A
REPTACES PRESENT PAGE 47
47
NEW
47A
NEW
FIG. 7.L
NEW - ADD FOLLOWTNGPAGE 47A
FIG. 7.2
NEW - ADD FOLLOWTNGFTG. 7 .L
A*4
REPI,ACES PRESENT A.4
(WT. & BALANCE
SECTTON)
A-5
REPLACES PRESE}IT A.5
(WT. & BALANCE
SECTTON
i
in this revision
The weight and balance figures
in
equiprnent installed
calculated
from original
Any items whj-ch have been added since that time
are not included.
have been
the aircraft.
on Form 331
,..l
(Revised
Page 2.
5-621
TABLE
OF CONTENTS
Secticln
I eral
-----T.--en
B.
C.
D.
Section
B.
C.
D.
E.
F.
Section
ll-fhght
ii
D,
E
H.
I.
and Ofrating
....6
......8A
In
" '10
...11
Pre-Flight
Inspection..
., ..Lz
Operation...
& Lirnitations
..L4
Instructions
6enera] operating
....1-6
Pilotrs Check List
Summary of Operational Air Speeds at Gross Weight.......L7
.....18
Take-off and Landing fechniques
fII
1.
2.
3.
4.
5.
6.
7.
8.
B.
.....4
. .. .4
...4
.. ,. .. .5
. .. ....5
...... "5
....5
. . . .5A
..5A
Description
of Airplaae
Descriptj.on of Structure. ..
1. Wing
2.
Ai-lerons and Interceptors
3. Flaps
4. Tail Group
5. Fuselage
6.
Landing Gear - Main and Tai.l
Specifications
Equ.i-prnent List
1.
Standard
2. Deluxe
---
Operation
and Maintenance
of
System
Control System
Aileron and Interceptor
Rudder and Control System..
Stabilator
Control System.
Stabilator
Trirn Tab & Anti--Balance Tab.
Slat System
Flap System.....
Control Coh.mn Installation
Control System Movements & Cable Rigging
Fuel System
1. Standard Installation.
2. Reserve System
System
3. Auxiliary
Electrical Systern...
System.
Heat.i-ng and Ventilating
Brake System.
Engine Control System
Propeller Control
Landing Gear
1. Maj-n and TaiL Shock System
2. Tire Pressures...
3. Tail $rheel Shiusny
Pitot System
Loads
.....2L
....,.24
..24
....26
..26
..28
......28
..30
......32
....33A
..SK765
......35
...".38
". .38
.."..40
....40
....40
. .40
......40
......40
....4L
?AELE OF' CONTENTS (Cont!d}
SECTION IV
A.
B.
T\
E.
F.
Page 3.
* MISCELLANEOUS PROVISTONS
Aj"rplane Tj-e Dovrn
Parking
Airplane
Towi-nE
Airplane Liftinqr and Jacking..
Airplane Leveling
Heat Treated" Steel Parts
.....44
.....44
. .44
..44
.....44
...45
SBCTION V - WETGHT AND BATANCE
A.
B.
C.
D.
Weighing Instructions
to Determine ftpty Weight
Deterrnination of trnpty Weight
Loading Instructions
Weight and balance Report {See Rear of Manual)
sEcTroN vr - INspEcTroN GUrDE
Fig. 7.L
7.2
8.3
100 HR. TNSPECTIOT
. . . . .46
. . . 46
..47
. .48
Page 3A
TABLE
OF CONTENTS
ILLUSTRATIONS
Control SystemAileron Drawing
.,....22
Ru d d e r & S ta b . T ri m T a b C o n tr ol Sys. Assy. Dr g.
.. " .25
Sta b . C o n t ro l S yste m A sse mb ly Dr awing
....27
,
....,29
l
FIap Control System Assembly Drawing
i
Wiring
Schematic
Elect.
Wheel Brahe Installation
Steerable
System Drawing
Drawing
Taj-l Wheel Control
Systern
.. "37
. . ..39
.40A
S h o c k S t r u t A s s y . M a i n L a n d i n g G e a r D r a w i n g . , . . 4 2
Shock Strut
Assy.,
T.W. Landing Gear, Drawing...
....43A
i
---_-l
Page 4"
SECTION
A.
General
Descrlption
of
Airplane
The Helio Courj-er is a high wing monoplane.
The wing is ful1y
cantilever
and of a1l metal construction.
The fuselage cabin
section
is a metal covered tubular
structure
and the aft section
is an all mental semi-monocoque.
The tail
surfaces
are of all metal
constructi-on.
Por,,reris supplied
as follows:
ModeI
Engine
Propeller
H-3918
Lycoming GO-435-C28,
CO-435-CZB2, or
G0-435-c282-6 ( 260 hp)
Hartzell
constant
speed L0l-" dia.
H-395
Lycoming GO-480-G1D6
(2e5 hp)
Hartzell
constant
speed 95" dia.
Ir-3 9 5A
Lycoming c0 -4 3 5-C282- 6
( 260 hp)
Hartzell
constant
speed 101r' dj.a.
I'lodels H-395 and H-395A are five place planes.
ttlodel H-39L8, prior
to serial
number 065, is a four place plane.
Model H-3918, #065
and up, is structurally
eligible
for a fifth
seat i-nstallation.
The occupants are seated in two side-by-side
seats and the fifth
seat.
Entrance to the front
seats is through a left
front
door,
the wj-ndow of which can be opened by the pilot.
Entrance to the
rear seats j-s through a rear right
door, the siI1 of which j-s at
floor
level height for easy loading and unloading.
The baggage
compartment is located
behind the rear passenger seat.
Access
to the baggage compartment is readj-ly
attained
by tilting
forward
the back of the rear seat.
The rear seat is easily
removable for
added cargo space.
The front
seat is ground adjustable
vertically
p
i
l
o
t
for
convenience.
Surface control
is by conventional
dual wheel and rudder pedals.
Toe brakes are provided on the left
sid,e on1y.
The flaps are actuated by a hand crank.
Longitudianl
trim is by an elevator
trim
tab actuated
by a hand crank.
The airplane
is equipped with long span slotted
fl-aps and fuLI
span leading edge slats
for high lift
operati-on.
Lateral
control
j-s obtained
hy short span Fri.eze aj-lerons
operated in conjunction
with leading edge interceptors.
are provided
for low-speed
The latter
control.
Pitch control
is obtained with an all-moving
horizontal
tai1.
Directional
control
is obtained with a conventional
type
of rudder.
Page 5
'
-
The eugine section
is composed of the
cooler,
carburetor,
air filter
screen,
system piping,
electrical
systern, cowl
mechanical control
units.
I'he engine
closed by a aluminum wrap-around
cowls
mount is a welded steel
tube structure
the fuselage.
The engine is suspened
vibration
isolators.
The firewall
i-s
engine installation,
oil
oil system piping,
fuel
flap system, and the necessary
section
is cornpletely
enand nose-cor*l.
The engine
boLted to the forward
end of
on the engine mount by four
of stainless
steel.
gear is located
The main landing
exceptionally
in fact,
immediatley
ahead of the firewall.
is special
equipnent.
'
far forward
The cross-wind
The Helio courier,
Frorn #046 and on, is completely
Edo float
installati-on
except for fairings,
steps,
parts and hardware.
miscellaneous
and is,
gear
modified
for
and other
B.
DESCRTPTIONOF STEUCTURE
:
WING PANEL. The wi-ng j-s a two-paneI
full-contilever
unit and
all metal construction.
Ribs are forrned 24ST alclad rnembers. The
main spar consists
of a 24ST alclad
formed channel.
The
wings are attached to the fuselage
through a welded steel truss.
'
AILERONSW.
The ailerons
are of the Frieze type,
ib truss structure,
fabric
covered..
They are hlnged at both ends and operated by a push-pulI
tube at
center.
The interceptors
consist
of heavy aluminum alloy
curved
(on each side of the airplane).
plates
They emerge from the
wi-ngs in conjunction
with the ailerons.
the
They
FLAPS. The flaps are of a single
spar all-meta}
construction.
to the wing structure
by flap trancks
and are actuated
are supported
by push-pull
tubes at the center
and outboard
tracks.
;
group is composed of a vertical
fj-n and rudder,
TAIL GROUP. The tail
quipped with an anti-balance
and an all-movable
horizontal
surface
are of aluminum alloy
construction.
d irim tab.
aL1 surfaces
FIN:
RUDDER:
STABILATOR:
'
Two-spar construction
Single-spar
construction
construction
Single-spar
tube
FUSELAGE. The forward
fuselage
structure
is a welded steel
the
truss.
It is covered with alclad
sheet in the cabin section,
portion
remaining
is semi-monocoque.
Seats of welded steel
of 15 g's.
tube construction
stressed for deceleration
i Reirisecl B" 1*$2 )
F,*qe SA
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STHCIFI':AT1'iN$
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H*3S$
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? 0 1 r 1l b ' ; .
fir'o'rr Vleiqht
3000
Emptv \^/*i'lht ( /t.veraqe)
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( Continued)
gear is a heat-treated
I'he main landing
steel
box
strut
is individually
sprung with an air-oil
shock
Exceptional
s'Lroke is provided to reduce the landing
load
LANDING GEAR.
--sEd-fi6il-each
strut.
factor.
wheel gear is conventional
The tail
wel"dments.
The tail-wheel
fork is
and is fabricated
of
part.
a heat-treated
steel
il
SICTI'3N ]I
_a,a
1 0
f.
* T L I G H T A N T ' ' 3 F , I R A T I N ' I3N , S T R i l C T I O N : : i
F l i ' a h t C o r r tr o l r
T l r * H e l i o r r C o L r r i e r ' rirn c o r p o f ' , * t e s f l i , i h t c o n t r o i d * v t c e s t c r
i n s u r ' * r x f c f " l i q h t a t t h * s l o r . rx i r s p e e c l sw i t h o u t d e t r i m e n t t o
h i , f h * s p e e c lf l j q h t .
T h e c o c k p " i t c o n t r o l r " f i o w * v e r ' . , * r ' ec o n v * n t j o n , *l
* n c l t l r e i r ' o t r e r ' ' * t i o n i * t l r e s , s m €, 1 s i n , r n v o t h e r f i x * d * r ^ r i n g a i r p ' 1 , * n e T'he *xcepti ona l cleqre* of contlo l i r obtni necl bv th* u$e of Ieaclin':r
i * c l ! e r - l* t s .
, * n c l x f u l I v m o v , * hI ' r : h o r i z o n t x I
l*r',t* f l,spr. i ntercsptors
t * i l r u r f a c * w i t h i t s , r r r t i* l : , *1 , * n c e t x l : ,
[,rch control
in clet,sil in the follou;irrqclincur*xion*.
ir
cl*xcri[:ecl
A I t H R , S N : : T h * , * i 1 * r ' o n ' i , 3 r ' eo p * r ' a t e c l i n , 3 c o n v e n t i o n * l m , * n n e l b v
; T T l i s t - o f t h e c l r . r l, r c o n t r o l w t r e e l x .
I n a c l c l it i o n t o t h e * i l e r o r l s .
t l t e c o r r t r o ' l w l r e * . s1 a c t u , * t * i r r t e r c * p t o l
bl,*cies uhi c;h extend throu,llr
th* uptr*r' $urf ,*ce of the wi ng clire ct lv hehi ncl th* ourtbo*rcl s 1,:t,
T h e ; r i l * r ' o n s , r r r ' ec o n v e n t i ' o n * " 1 n n c l ' l h e v p I o v i r J e t l ' r * r r o t ' r n , * ' cl , : r ' r ' e c t i v r '
provicle the extremelv posifc,r'c*s ,*t hi,lh $peecis. The interceptcrx
t i v e l , * t ' e r ' , |* c o n t r o " l a t t h ' * s l o w e s ' h s p e e d s o b t , E ' n
i abl *.
Tlli s contr'<:,1
is so effectiv*
th,rt it is po'sFible to ovarcoma the effect of f ull
r r . t c l c l * ri' n a s t ' s l . l b v L r $ * o f t l r * , * i l * r ' o n * i n t * r ' c e p t o r c c ; n t r o l a n c l
roll into * turn in the r:posite directionTh* ,lileron*interceptorcontbin'*tiotr proclucas,r v€r'v hi,;h r';lts of r',:ll ,*t Erll sp*s,:ls r^rith
c o f l t p , * r . ' E t i v * l v* m , n l l c o n t r o l m c ] v r , m e n t ' s - V i o l e n t - f u l l t l r r o v c o r r t r o i
movaments ,if'e trot uecesF,irv to procJr:c* r,;:tirf,*ctorv
r';ll:*r <ll lol I
,.:t,*ll airxp*eclr.
Fll-tg'6,t*Tlre ruclcler controI r , * r ' €c o n v € n t i o n * l .
To* br',*kes,sra pro*
vi?*cl on the l*ft*h,lrrcl r:air' of pecl,n
I r { pedaI ndi ustment*s** p,rts ?h1
S T A A I L A T , ; R T h * h o r i z o n t , - qI t , x i I s L t r . 1 ' , t c*' i 3o r s t , l b i ' l , * t o r ' . i s , : s i n q l * .
n r o v , r b l e s u r f a c * i n s t * a c l o f t h e u 5 u , q I e l * v , * t o r ' , n n d h , : r ' i ; : o n t , s Ir t * b i I ie*r'.
The contlol
o p e t " , $ t ' i o n i s c o r " r v e n t i o n * ' l , * r r c lr ; o i t t l * l f + : e l , * n c l
r'*,*ction in the co,:kpit ,tre the r,*m* ,is in otlrer' ;rifcr,ttt,
Tlri'r'a '$r's tt^lo t,rl:s ,*tt,lched 'l:c fhe horizorrt,*l
1-,sl:
sLlr'1''.tc*. ,x trim
, E n c l. i n * r r t i * b , * l , x n c * t , * b . T h * r i q l r t f ' r , * n csl u r . f a c e l r , r r t l r r , E n t i - b , * 1 , * n c i l
t,*b ,ttt*ch*cl to it"
1 t i s , * n * r r t i * l : , * l , r n c e t x [ : ] : e c * u : l e i t m o v € * ' ir r
t h * s , r m ec l i r e c t ' i o n , r s t h * ' s u r f , * c e "
thr:s proviclinq ,* force which *l\ d / , * v Fr ' * t u r t t s t l r e s r r l f , : . " : l ct e
o the tnim noritic"rn.
Tl-rc,xctu;ltirrq,$i.n'i
, s n d p i v o t p o i n t f r : r t h i s t a b , w l ' r i c h i s m o r r r r t e col n t h e t r : t e l , x , 1 e
djrcctlv
und*r'tfre tin,
shou-d
l l > e i n s p * c i : * d , * s * r r , * r . t o f t l r e c l ; r i ' vl
F r r e * fI i q h t i n x p * c t i o n "
Th* trim'l,xl:' ix lo<:ateco
l n the l*ft hxncl surf ,sc€. It i': of 'l:h*
"l
c c , n v e r r tai r r , I* t v n * x n c l i s n c t u a t * c l b v ' * * m , * ' l c r ' , 3 u k ' i r " r r r tl : * l o r n r t h r i
f l , x p i , r c t u , s tni ' r c o n t r o l .
A trim t,*l: p.rsitjon inclic,*tor i,; loc,*ted
o v € r ' l r * , * c tl o t h e r ' s , r r rc : f t h * f l * p * n c l t r i m c o n t r ' o ls .
S L A T S T h * l e * c l j n q e c l ' 3 ew i n g s l * t s o p e r ' , * t * f r " r l l y , x u t c m , * t i c , l l l v b y t h e
* 1 7 - j T , * c l so n t h e m "
T h s i r L r ' $ ep r o v i t C e x t h * v a r v s l o n x p e * d s p o s r i b l *
tq'ith thir,sirn'l*nt"
A l l r l , - q t s , 1 r - 8f u l l v
v i s i l ) l r i f ' r ' o mh e c o c k p ' i t ,
Thev Ehoulcl *lur,*vs be open in ttr*'fjn,*l
, x p p r a , r c h . I f i t , * p p c , * f ' st h * t
, r 1 1 l o/ f t h * f c : u r ' * l , * t r h * v e s t L r c h , i t i s , s d v ' i * , * l : ' l * t o l , x n d , * L r o t - r t1 O m p f r
f,rst*r' thxn mfnimum ,*ppro,sch sn*ed.
R * v i r e d $ * 1* 6 2
F*,i*
f i
"{" fLI';HT,:,:,NTE':L$ {cont icl)
5 L A T 5 I t s h o u l d b * n o t e c l t h , * t t h e l n t e r , n l a n c l c l i r e c t i o n , *l
e t T ? c t i v e t h ' : t t h r o u q h t h e i r n o r m , I3 u s e i t i s p o s s i b l * t o
* 1 ' f s c t s o f h o t h r l , x t s r e m , * i n i n , q c l o r e c l o n o n € x i c l e.
contro l i s so
ovarcome th*
FLApS Iiqlrte*n
t u r t r r o n t h e l r , r n d c r ' , i n k c e n t * r ' e c l o v e r - h e , * c lL > e t w e e n t h e t u r c :
lou*r',; the tlar: i+0?0. Fitteen
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ffiots
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xndin,e under n'lI normx.l
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con*
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r a t e o f c . li m [ > o n c e t l r e , x i r p l * n e j s , * i r b o r n e , x n d p r o v i c l e x b * t t * r ' t , x k e * o f f
* t h i i . . r h s ra . lt ' i t u c l e s . c ] f ' u i t l r o v s r ' ' l o , * d s A.
PRE*FtI.:HT IN$PICTI.3N.
u'3hEev*r..*lr.sVOlutiotrrnnclinsp*ctbl.*clesfor.
nicks ,ind cr',*cl<s"
2 , ' l p e n * n ' t i n e c o u l : c h e c t <o i l
l e v e l , * n c ii n s p e c t f r " r e l a n c l o j l
.l
e,xkr.
f i i v * e n q i n e c i o m p , * r ' t m * n t , $ c o m p ' le t * v - i s u * " 1 c h e c k "
3 " Check
'l
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i nf lnti on ,tnd i nf
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s l ' r o u rc' ll b e o t r a r l e c Jp l i o r
,*t'iorr of
{.
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u r , n r r lw i n c l o r . ro n r i , . 1 h t s i d e f u s * " | , : r , a)e.
ti. 'Jh*ck f ura.lI oacl *nd m'lke csrt,ri n th,xt the
on the fill*r'neclts"
l,
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f r " e e c l o mo f
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t j r-e*.
clr',linirr'l o"f tlre
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m o v a m e n t * n c l , t n v u n u s r - 1 , * pl l a v -
S - l r ' l o v e, : l l c o n t r o " l s u r f , * c e $ a n d c h e c [ r . r e c r - r r i t v
, x n c l p u r x h - p u l . l t r - r b e s"
S . C h e c l <s * c u r i t v o f , * n t i * b * l a n c e
pi vot poi nt on the fureluge,
lines
o ' f , = r - l lh i n , { e b o l r s
tnb on horizont*l
tai I ancl it*
Remove cov*t' frcm pit<lt hexcl forur,:r'd on left
w i n g i e , n c l i r r ' ,et c l q e
( u r n i t 7 & . o n ) * n d m , r k e $ L r r ' * i t i r f r e e ' f " r ' o ncr l i r t o r o t l r e r o b * t r . u c *
'Lions"
Also m,lke 'iulr tlr,:t bottr rt,Etic pr'*iFUf'e v*nts on the sicles
o f t h e f u * * 1 , : r p e , x f t t h s b , l ; 1 t q , 3 , rcso m r r i * r ' t m e n t , $ r . s f r e e o f c l j r . t _
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A T F I P L A N t . c ' , : N , ] T A t t ' l \ * / \ - / A Xi ) R
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"
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.l
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3 - d l r e c l , i , ; l lI
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lr
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f reeclom cf
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mov*m*rrt.
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fffing'lperatorts
l . ' l , r n uI , rf o r e n i l i n e s w i t h t h e p 5 5 A D
, f I a $ L f Lr r' € t y p e c a n b u r e t o r ' .
A c o p v o f t h e L v c o m ' ni g h ' l * n u ,Is i r
furnishecl r^rith e,:clr *irplane
a n d i r c o n s i c l e r e c l, x p * r ' t o f t t r i s
m ; : n u , : l.
L o c k t h e r ^ i h e e l sb v e i t h e r
wheel bral<esor.clrocks.
5et the prope-lIer
R P I - 'pl o s i t i o n "
Iever
control
Be sur'€ fue'l v,*lve is
5et thrott Ie to
,l'l"l the
\ A / , s fvo r w , l r c l i n
IN,;REA$[
r r , S f .l r r
1/ 1 A o p e n p o s i t i o n
F l , n c e m i x t u r e c o n t r o ' l i n t h e r r l c l l e C u t o f fr r p o s i t i o n { F u l l o u t ) .
T u r n o n , * r - r xl i a r y
f u r e l p u m p t o b u r il c l u p n e c € F : i , * r ' fvu e l
praFsure
T u r n ' i , c n i t i o n s \ . r i t c l rt o r r L e f t r r .
(Button locateclon left sicle of the
Enerqize the starter'.
'tlrrottle).
\ , / h i l e a r " l e r s i z i n gt l r e s t , l r ' t e d . p r i m e t l r e * r ' r , ; r ' i r r e
s e v e r ' , s ls t r o l < e s . u r s n
' i7 t h e p r i m e r p u m p .
\ il r en t h e e n g i r r e b eg ' in s t o f i r e . i m m e d i a t e 'vl p u r t m i x t u r e c o n *
pL
o "r i t i o n ( f u l I i n ) , a n c l t u r . n i q r r i t ' i o n s w i t c h
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r
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CAUTI,f,N
I f t h * e n , 3 i n e f * i ' l s t o s t a r t i m m e d i , r t l e v . r ' e t u r n m r x t u r ' , sc o n r r o l
l e v € r ' o t I D L E C U T * , 3 1 -pF' 3 S I T I C , N . F a i l r " r r e t o d o s o r , r i l - l c r e , : r t e , E n
'e x c e s s l v e , s m o L l l t ot t
,t fi re h*z,nrd.
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in
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s t o p t h e e n g i n e , l n c ld e t e r m i n e t l o u b l r : .
Initf al v/,3r'm
up should be at
1000 to
col'tstitutinr
3 0 : r e c o r r c l ,r ;. u n n 'ni q ,
1200 Rpl',1.
E r r , 3 i n s i s \ r / , i r me n o L l , i h1 ' o l t , * k e - o f f w h e n t l r e t h r o t t l *
c,$r'l:*
o p e n e d v i t l r o u r tb a c k * f i r i n g o r s k i p p i n g o f t l r e * n qj n + .
C h e c k m ; r ' 3 r r e t o as t 2 6 0 0 R p l , l > 0 r . o p - o f f s h o r " r l dn o t , r x c e e c l 1 2 S
R P h 'ol n e i t h e r m , r c l n e t o .
Exerci se pnopel ler at
2 2 0 0 R p F. , l i ' , l o t ed r o p t o
1275 * 50 Rpl',1
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l
out).
A v o i c l p r o l o n g e d g r o u n d o p e r n t i o n , t s i t r v i ' Il c , - i r . l $oav € r ' ireating.
(5ee Page 13 for
M , l x i m u mT e m p e r a t u r ' *l - j m i t n t i o n ) '
a n d * t ' l g ' ni *
For. fr.rrtlrer. irrfor.mstion on cold ue,*tlrer rtartin'l
o p e r a t i o n c o n s u l t t h e L y c o m in g O p e r x t o r s r l ' 1 , E n Iu.' l
{ R e v i s e c l $ * S ?I
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r ipo,r: n ttro
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,;*cured the combination s*,Et belt
h,xv* oronerly
,nnd rlroul cl*r h,*r'n*rs,
5t,xbi l,*tor tri m t,sb ret .
Fl':lps,3f'f fr"rllv *xtencled or in position s*lectecl for t,*ke*off .*
cr:r.ilti,*p lcrrer i* pullod ourt to fullv
opafr ccrq] f l,*pr.
P n o p * l l e r c o n t r . o . l i s p u x h e c l ' in f o r . m , x x i m u m R p [ , ] >
Fuc'l se'lectar. v,*l ve i s rrfiNrl
P , n r k i n q l : r ' , * k ev a l v e i r i n r r ' J F F ,p, o r i t i o n .
I f c r o $ * r - l i n d , ; i e , * r .l o c k i * i r r x t n l l e c i * * r l n - lo c l <-
As soorl ,;is po'*Fible *fter
t , x l < s * o f f " r ' * d u c e R p t v lt o t h e m , n x j m u mc o n t i t r o u r s e t t i n , ; l ( 3 t ] 0 C I R f F l ) n n d r ' * t r ' * c t t t r * f ' 1 , x p s " T , s l , ; e * * r t fp o \ i / e r .
m ' l v b e r " t r e df o r m , t x i m u t m
of on€ (1) mirrute" burt it iE aclvix,*ble to
redr:c'rlpo\A/ar'fir $oo11,*s pc)s$il>l*"
Hest r,*t': of clfnrl: ir ol:tnin*ci
* t l i $ i ' { p H I A ' S f l ' t p , ; d ( ) \ r / n "' : t r d , r t $ 0 t ' ' l p Hl A S f l , * p F u p , * t l ' l E T , : , p o l ^ / € r . .
; 1s e i s p i ' o v i c l ' s d , * 5 s t , * n c :, l r r d e c .rt- r i p m e n t "
A c v l i t r c l * r ' h * , ; r c Jt e m p r : r ' * t u r ' * , J , u
, s t t c lp o \ A i * r ' . c o i . l l f l , : p r .
ancl sp**t1 settinqs
shoulcl b* r*l*ctecl
to
m , * i t r t * i n t h e c v l r t r c l * r ' h e , q d t e m p e r a ' b u r e r o m * w l r , : t l e * s t h , ; r r rh 7 $ ? o F .
T h e m * x i m r : m p i ' r ' m i s ' r i b l e j s i | b 0 ? o F, x t c r . u i * r p o \ . / e r . . F o r t a k e * o f f
arrcl
n o r m , r l r ' * t ' : c l p o r , v c r ' .t l r * l i m ' i t i r { ? S ? u F "
L A N' *Di ]TTN6 is: e[ - r u r i n q t h * l * t c l o w n p r ' . i o r t o t t r e i n r r c l r n q , s r r p r . r : a c l r :
t.
cowl f lapF so ttrat th* enqinr clo* rrot become cool"
'itren throt'hj*
2o c c , r r l i o r r, * l l v t o c l e , t r o u l : e n q i n * * r r c l k * e p \ ^ / , * r ' m "
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3.
to
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[xtencl tfre t'l ,xpr to 1:he fu'l
c l o w r rp , o : ' i t i o n " 4 C r %m , E X t m L l m .
( 1 . ' 1 a xf. l , * p s p € * c l ' i s B C Il - 4 p H ) .
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5 * t r ' r ' o t r e - le r c a n t r o l t o 2 . 7 5 C F) i F , Mi l o w p ' i t c h ) "
i l r e < ; l <s l a t o p e r ' , i r t i o n f " r v r l o w i n q t t > , r p p f , o x i m a i : e l : t S 0 m p h "
,: Alrf IllN
H ' i , t h r ' , n t e s o t c J * x c * n t o c c u t ' * t m ' ir r i m u m s p e e d s o l : t , * i r r * b l e , * n c l i t
i * , * c l v is , * bl e u h e n m a k i t r q p o $ / e r ' * r :ff x p p r o , * c h e r t o m , x in t , * i n a t l e , x s t
$$$$
F $l l S
jH IA5"
i : ' , r v r i l t ," ^ q p r l r o , * c h , e sm , * v L s e m , t d e * t m ' in i m u m , * i r . s p . : * c l i 1 '
AETI i"€TTor" mi n i mum l*ncli nq rLm ,
T f t i s ' * i l p l ; r n e n - 1 , *bv e * q r r i p p t d r ^ r i t h G o o c l v a , s ri"r o s s w i r r c l w h s e l r t < >
facilit,*t*
c r o $ r v i i n d l , x n c l i n q rw l r e r e n a c * $ ' ; , r r . v . U s r : , * j l v j t i s
t r c , s y i b "el t o l , * r r d c l i r e c t l v i n t o t h * w i n c l l : , : c , * u s e o f t l r e v e r v
s h o r t l , * n < l in q r r . r r l r e q u i r e d .
s
Short*st
t,xke*of f run *trcl ciirt,rnce clver' * $0 f t. ob'st*c le i r ob*
t'*in'gd ttjth full
f l*n clel'lecticn ilp ta,ippnoxim*t*lv
2s00g,grors
rd*i''rht. To *chiev* thir.
the t*f I must barel v be lif t*cl o1'f th*
lunii/,*v clr:r'itriIthe t,*ke-off
l L r r ' r . F ' l, * p c l e f l ' * c t i o n
shor:lcl l:g de*
cr'*'*s*cl for rlrort*st
t,*l<*-off run ,$F ,lross i^/airht ,loaF Lrp fr.om
?$00# to 3000{.
!
{ R e v i s e d 8 / 1/ 6 2 \
fi,*,r*
1 t +,
, : P F F i A T I C ,{Nu o n t r d )
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5 T ' 3 PP I N ' ;
1"
2.
3.
E f J ' 3I l . l [ :
F r - r l lm i x t u r e c o n t r o l f u r l l o u t t o t h e i d l * c r " r t * o f f n o s i t i o n .
A f t e r t h * e n g ' in e s t o p s , s h u r t o f t t h e i g n i t i o n s w i t c l r , * n c l
' L h en t h * m a s t e r s w i t c l " r .
L e n v e f u e " l v ' x l v e i n t h e r r ' : N rpr o r i t i o n .
G I N I R A L . : P E R A T I N 'I3N S T R U C T I ' 3 NA$N N L I [ , I I T A T I ' : N 5 .
T h j s s i r p l , * n , l ' is l i c * n r e d
i n t h * n o r m , s ' l c , * t * q o r v , : r n c nl o , * e l o b , * t ' i c
m , r n e u v e r ' F ,' in c l u d i n q r p i n s , , i t r e , s p p r o v e d "
F F I ' 3 F E L . t I RL I h ' l I T , , \ T I O N S C ' n e n t i n e s ' ; t , * / . { . 3 1 + * C, n2 n d G C I * 43 5 * C ? [ , "
o f t h e e n q j n e s h o r " lr c l b e , r v o i c l * c l b e t u e e l r
2 S 0 C r , s r r c l? S 7 $ R F I '-' l
Thi:: limjtntion is not ,spplicable to
f , * c t , : r v i n r t , * l l e d , x ' hi l t l S ? , * r r d o n , o l
the GC,*4;5-C242*€
Sn q i n e s ,
t o t h e G C * 4 S 0 - G 1 n $e n q i n * .
Avoicl hiilh speecl {2800 r'pmor' }ri'rh*r) in combin,*tion r.rith lour
m , * n ' i f o l c l p r c r s u r e o p a r ' * t i o n ( r . t n d e r '1 $ r r) "
. A v o i c lr a p i d c l o s i n , : l o r '
(esp*ciallv
o p e n i r " r . .o f t h * t h r o t t l e
f r o m n h i , t h R p l i {, s n c Jm a n i f o l c l
p r ' f ;r i s L tr ' s c o n d ' i t i o r r ) .
$TALL:i AN[, $pIN5
Ttre le,*clinq sclqe slat ,*nd the restr''ictecl motioir
ffir'makexitimpossiblctofullvst.:lltheFtin,rol"l
t l r e H e i "i lc , i l o u l i e r ' .
As the mirrimum sp'eed obt,Ein,tblr is ,*ppro,*clrecl
r ^ r i t h t h e v o k e f u r l l b a c k , a c e n t e r s e c t i o n l i e p , i r ' , * t i o n c , $ L l s e ' it a f I
buf f *ti n'r,
A s ; li q h t , x i l * r ' o r r r r i b l : l e i s * l r o n o t i c e d , $ F t h e m i n r m u n r
$ p a s c l i r , E p p r o , ; l c l r * d , , l * ' l i r r i m u ms p e e c l p o w * r ' * o f f r ^ r f t h t l r * f l , * p s c l o w n
i s , s p t r r ' o > < i n r , * t * l/v^ r 0l . ' 1 p H
I A ' , i . V o l u r r t , * r ' v * p i r r r , - 1 f ' ep r o h i b i t e c l .
Al tlror-rqhthe *i rp] ane c,$r"l>* t
"
i n t o , x u t o r o t , * t i o n * r ^ r hci l r i ' ; t * c h n i c ; r l l v , E s p i n
thi x m,rneLrver'
i r t r o t t h e r , r r m { ,i s s t l r * v i e l l k n o n n r r t , * i l x p i n r r ' i n t h * t
it c:,*r"rnol:
D c c r l r ' , * c c f c l * t r t , r l l v , x r r c cl o n t r ' , * r ' y t o t h * p j ' l o t r r
mov€ment r:'f th*
c;orrtrolsI'lc dive nol farw*r'd mov*m*nt of l:fre corrtrol wh*el js
requi r'*cl f cr r'*coverv "
R * c o v * r ' v i : e f f e c t * c l b v n o f ' m , Ir u s e o f
eitlr':r' th*,*jieron
or rudder control"
5 p [ [ n L ] M I T A T I ' ; ' N 5 T h e I ' l e v * r ' * E x c e e cS
l per:dfor th* H*lio Courier'
ffilr.+clline,tppear'Fol1th*.nir'xpeeclinstr'ument.xt
th.is*sp*E?"
M A X r h , r u tFi L
' rA p s p I E B r f s 0 h , r p HT r A $ . T h * u h i t e r ' , 3 n q a
Ot1th*.*1r.sp'' rr'Je.irtrtisinqr'.:1llq*
i ' ; m a r k * c l o r " rt h e , * i r s p * e d
inclic,:tor bv,s,;ilreen fir'c, ruhich *xtencls
to lhe m*ximumstructr:r'*l cruixin!
s p e e c l - 1 5 0 h ' l F H -I n v r r v g u x t v
, * n c l b u m p y a i r ' . t l r * $ p * s c l s h o u rl d l > e r e d u c e c l t o 9 8 t ' l p H T I A $ "
Thi'n
$ t r * * d i x k n o u n , 3 x t l r e r r m , * n ' *v L€ lr ' i n , r r r s n e * d F U E L $ Y i T E M T h e E e n d i x p $ * $ n [ , p r s s ' s L r r ' €c , * r ' b u r ' * t o r s h o r - r l c lb *
c r p e T I * T ? A ; T 1 1 t o 1 5 p s i i r " r , 3 c c o r d , * n c e r , r it h m a n r : f , x c t r - r r ' r r ' rx
rfcomm*nd*tion*.
{R*vfs*d 5*62}
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(Revised 5-62]
F.
Page 18
TAKE OFF AI{D LAI{DING TECIINTQUES
too
Most pilots
new to the Couri-er do tend to raise the tail
it off the ground.
high and let it run too long before pulling
how soon the ship may be
They quickly
learn from experience
noth.i-ng is gained
of f .
For minimum take-of fs, apparently
lifted
with the brakes locked;
by runni-ng the engine up to fuLl-power
inthe propeller
slipstream
tends to hold the right
in fact,
board slat
shut and if the airplane
off the ground
is pulled
in
a little
before its forward motion has resulted
too quickly
impaired a bj-t and
the slat opening, the take-off
is actually
probably
heavy until
a little
the ship will
feel a bit right-wing
inboard
slat
more speed is picked up and the right
suddenly pops
regarding
out.
Apart from these minor comments, there is little
for special
comment.
the take-off
technique
that calls
LAT.IDING - FULL FLAPS
power-off
conlanding involves
slightly
different
The fulI-flap,
has
than the average pilot
trol
responses and handling
techniqes
experienced.
The Courier has about three times as much effective
has
flap as the next most heavily
flapped wing that the pilot
probably flown before.
must understand the value of
The pilot
the
therby getting
this
larger
flap and learn to use j-t properly
capabilities.
and short field
full
benefit
of its added lift
LAI{DING - HALF FLAPS
namely, half
Start out using "normal" airplane
configuration,
it handles very
flaps.
When the Courier is flown at half flaps,
equipped with high-Iift
much like other conentional
airplanes
it stilI
fIaps.
However, even if it is flown with half flaps,
a landing or
has outstanding
short field
characteristics.
After
he has then prepared himself
two in the half-flap
configuration,
performance
range of the
to begin to take advantage of the full
Courier.
an approach speed of 70 to 75 miles an hour is
with half-flaps,
generally
when a pilot
airplane
is becomi-ng
desirabLe
ne$r to this
when
accustomed to the flare
out and handling characteristics.
using speeds
more experienced,
the pilot
may feel comfortable
but this is not to be
beLow 60 miles an hour with half flaps,
When coming in at this speed, the pilot
advised at the outset.
pop out just as he begins his
will
should be reminded that the slats
whatsoever
upon the
have no effect
flare
out and that they will
A somewhat smoother
or balance of the airplane.
controlability
pop out whj-le still
hundred
several
technique
is to let the slats
60 mph
the ship down to approximately
feet in the air by slowing
and then keeping it in the 60-65 speed range so that the slats wj-ll
just barely stay out during the g]ide.
With half flaps at 60 mph,
'ffloat"
plane
out
and
should be flared
has
little
however, the
ground
will
not
develop
to
much
of
so
it
close to the
that
fairly
down.
a rate of sink before touching
F.
TAKE OFF AI{D LAT{DING TEC}INIQUES (COntId)
Page 19.
the pilot
should relanding,
Before preceeding
to the full-Iap
of the wing is approximately
alize
the fact that when the lift
approximately
the drag is increased
doubled by the use of a flap,
position
not only proThis high drag at the fulI-flap
fourfold.
duces a very steep rate of descent but also means that the airplane
I'f1oat"
out.
once the nose is raised for flare
will
have very little
should
landing,
the
airplane
no-power
a
fu11-flap,
Consequently,
in
until
about ten feet from the ground
be hetd in a nose down glide
speed
gliding
If the gliding
50 mph.
is
approximately
speed
if the
can
flare
out
beginning
the
for
or
lower,
the
altitude
is higher
accordingly
be higher or lower.
comfortable
If,
however, the ship is brought in at the relatively
power-off
at the
gliding
out
is
begrun
a
flare
and
speed of 50 mph
very
will
be
lost
speed
altitude,
thirty-foot
customary approximate
plane
The
reof
sink.
a
high
rate
will
develop
rapidly
and the
prid.e and
impact is quite hard and may hurt the pilot's
sulting
quite severely--though,
seldom seems to
surprisingly,
confidence
Do matter how high the pilot
Foitunately,
bother the airplane.
off
all risk of rolling
eliminate
slats
Ievels out, the automatic
spin.
or incipient
stall
into an uncontrolled
landing
is to have the pilot
The best way to approach the fulI-flap
pop out the slats
down to 50 mph while still
by slowing the airplane
for slowing the
The best technique
several
hundred feet in the air.
is to crank the flaps half down
airplane
down, incidentally,
(about 8 turns),
at 80 mph. Then, when the aj-rplane has
starting
the
condition,
55 mph in half-flap
slowed down to approximately
down pos5-tion with very little
flaps can be brought into full
position
it is advisable that the half-flap
In general,
effort.
gliding
power-off
angle be maintained
normal airplane
and attendant
easy short
until
the landing area is well I'maderf; that is, within
extra altitude.
gliding
range and with what seems to be a littLe
landings
for fu1l-flap
approved technique
and generally
The easiest
power-on, just sufficj-ent
to
the maintenance of a Iittle
involves
noroffset
the added drag of lhe flaps and to produce a relati-vely
gtide angle,
the approach path to
thus maj-ntaining
ma1 airplane
This is accomplished by mainare accustomed.
which most pilots
eleven inches of
taining
enough power-on to keep approximately
"boostil on the manifold
pressure gauge.
is then flared
The airplane
perfectty
same as it
much
the
manner,
normal
in
a
out and landed
speed
has been
the
approach
except
that
half-flaps,
would be with
be
not
should
The
throttle
65
mph.
about
of
at 50 mph instead
ground.
the
touched
wheels
have
actually
cut-off
untj-I the
power approach j-s that is it very
Another advantage of the partial
in
path
or reductions
glide
increases
slight
by
a
easy to control
put
be
can
airplane
power
The
approach.
the
during
the amount of
litt1e
and surprisingly
spot with great precision
on a pre-selected
is
approach
control
for
once the idea of using the throttle
skill
j-s
pilots
their
for
Navy
taught
the tlpe of approach
This
mastered.
any
handle
way
to
and is by far the best
carrier
operations
ft is the
operations.
and off-airport
for small field
airplane
of
the Courier
operation
day-out
procedure
recommended for day-in,
(Revised
F.
Page 2A
5-62)
TAKE-OFF A}ID LA}IDING TECTINIOUES (CONtId)
LANDING . FULL FLAP - NO POWER
.
-
is really
while not difficult,
no-power landing,
The fuIl-flap,
In order to make smooth
only as an emergency procedure.
desirable
technique with which
different
it invol-ves a slightly
landings,
For ful1-flap,
no-power
should be familiar.
alI Courier pilots
keep the approach speed a
that the pilot
landings,
it is advisable
with the
famili-ar
he becomes quite
above 65 mph until
little
65 mph should be
The approach speed of approximately
airplane.
Preferably,
is just off-the-deck.
the airplane
maintained
until
to fifteen
about
ten
be
made
wihtin
out should
the entire
flare
ground
comes
up
to
the full
nose
barely
so that the
feet of the
just
ground
level.
position
to
sinks
down
as the airplane
landing
fffloatrr
no-power
landings,
to such ful1-flap,
no
There is virtually
for emergency
safety feature
which is, af course, dR important
landings.
LAI,IDING - EMERGENCY- POWER OFF
'
.
.
The generally
recommended procedure
for a power-off
emergency
of power-off
landings
at airports,
Ianding,
or for demonstrations
for the initial
approach.
In
is to use not more than half-flap
angle of the airplane
is then
still
air conditions,
the gliding
half or a
such as to give close to maximum range with the flaps
(if the ship is gliding
into the
little
less than half way down.
glide wiIl,
of course,
wind, the higher forward speed of the no-flap
provide an even greater
gliding
range).
a few
landing is to glide to within
The objective
in the power-off
of the desired landing spot in a halfhundred feet horizontally
to a hundred feet more altitude
flap condj-tion with perhaps fifty
than appears necessary to reach the spot with a normal half-flap
gliding
to come in a bit high, if the pilot
angle.
By thus trying
to glide up closer
h€ can continue
underestimates
the distance,
cranking
Otherwise,
h€ can start
before putting
down full
flap.
position
that he has
as soon as he j-s positive
down to fuII-flap
final
angle of the full-flap
the spot within
the steep gliding
the nose can be put down quite
If he has overshot a bit,
approach.
picking
When the nose is pu11ed
without
up excess speed.
rapidly
onto the ground with surprisingly
then settle
back up, the ship will
"float".
is understood and practiced
Once the technique
little
and the pilot
about forced landings diminish
a few times, worries
and unusual advantages that
the extra safety
begins to apprecj-ate
him
the Courier affords
MINIMIJI'I FLIGHT SPEEDS - POWERON
The minimum flight
is 38 mph
;
speeds with
flaps
is
30 mph and without
flaps
Page 21
SECTTON ]-11
A.
.
OPERATTONA}ID MAINTENAT.ICEOF SYSTEM
FLIGHT CONTROL SYSTEMS
#1-. AILERON Al{D INTERCEPTORCONTROLSYSTEM The aileron-interceptor
system is actuated by dual control
wheels and a series of cables,
pul]eys,
bellcrank
and pushrods to the control
surfaces.
The dual
wheels are synchronized
through a chain and sprocket
arrangement
yoke.
mounted to the control
The system is accessible
by rernoving the covers mounted to the diagonal
members forward of
the front
door post and on the diagonal member of the co-pilotrs
just
side.
Removal of the inspection
cover in the ceiling
seat gives access to the turnbuckles
and the
above the front
removal of the wing inspection
covers provides
access to the
remainder of the system.
The stops for the restriction
aileron
bellcrank
support in
ward of the ailerons.
of travel
the wings
are located
at the front
on the
spar for-
The interceptor
system is a part of the aileron
system.
It
is made up of curved metal blades,
actuated
by a push-rod
connected to the aileron
bellcrank
through a series of arms
and a torque tube.
This systemfs primary function
is to provide lateral
control
during slow flight
operation.
The blades
should be approximately
3/8 plus or minus L/L6" below the
wing surface
and they should be set up in this posi-tion
when
position.
the ailerons
are in "Ieve1 flight"
This measurement may be made by resting
a scale on the blade
edge along the interceptor
span.
The system does not require
Iubrication.
proper hj-nge moment, the amount of spoiler
To obtain
chord on
the tip side of the trailing
edge of the aileron
varies with
the number of interceptor
blades installed.
AILERON REMOVAL.
a.
Remove the outboard wing leading
edge inspection
covers
just forward of the aileron,
then remove the bolt that
attaches
the push-rod
to the bellcrank.
BE SURE TO RETAIN
ALL WASHERSINCORPORATED.
b.
Remove the two inspection
ai-Ieron.
The tvro center
this time.
*See pages 22 and 23 for
system.
covers at each end of the
covers need not be removed at
diagram
and detai-Is
of
aileron
cntrol
Page zLA
A.
Flight
Aileron
Control
Systems (Contrd)
Removal (Cont'd)
covers from the wing tip
c.
Remove the inspection
This
on the wing panel.
cover next to the aileron
attachment bolts.
access to the aileron
washers.
and retain
d.
Remove bolts
position
to the wing.
the aileron
e.
Remove the
There
and the
gives
are used to
aileron.
remove the two
f . 'Io remove the pushrod from the aileron,
Remove the
covers remaining on the aileron.
inspection
IN THIS
all washers;
being sure to retain
bolt,
attaching
CASE, TWO ON EITHER STDE OF PUSIIROD.
g.
Reverse
this
procedure
for
installation.
Page 23
DETAIL IIAII
,
.
'
'.
'
'
.
,
,
,
DET
A
REF
#
1
2
3
4
5
6
7
8
9
10
1-1
12
13
L4
15
L6
17
1-8
19
20
2L
22
23
24
25
25
27
28
29
30
31
32
33
34
35
36
37
38
39
40
4L
42
43
44
45
46
47
48
49
50
5L
52
PARTS CALLOUT
DET
B
REF
Part No.
Part Name
#
391-010-440
Bracket
1
391-010-411 Bellcrank Assy
2
39L-0L0-420
Brace
3
39I-L0L-42L
AlI Pushrod Assy 4
391-014-401
Int Pushrod Assy
5
391-014-405
Lever
6
Al,1657-4
Terminal
7
AN667-4
8
Terminal
AN5-36A
Bolt
9
Washer
AN960-516
10
Washer
11
AI.1950-516
AI{365-524
Nut
L2
13
AN4-16A
Bolt
AI.14-16A
BoIt
L4
AN950-416
Washer
15
AN950-146
Washer
16
AN365-428
Nut
L7
A11365-428
Nut
18
A11525-415-6 Screw
19
AN960-415
Washer
20
Ali365-428
Nut
2t
AN525-41-6-6 Screw
22
AN95O-4L6
Washer
23
Al.I355-428
Nut
24
AN3-12A
Bolt
25
411960-L0
Washer
25
AN355-1032
Nut
27
Alr3-11A
Bolr
28
AN950-1-0
Washer
29
AN365-1032
Nut
30
AI.I23-11Bolt-Clevi-s
31
AI{960-10
Washer
32
AN310-3
Nut-Castle
33
AI.I38O-2-3
Pin-Cotter
34
AN4-15A
Bolt
35
AN960-416
Washer
36
AN365-428
Nut
37
AN3-11A
BoIt
38
AN960-10
Washer
39
Al.1365-1032 Nut
40
AN23-L1
Bo1t-Clevis
41,
Washer
AN960-10
42
AI.I310-3
Nut-Castle
43
All380-2-3
Pin-Cotter
44
AN3-10A
Bolt
45
Washer
46
AN960-10
Nut
47
AN355-1032
48
391--010-459 Stop Assy
49
391--010-460 Bolt
50
391--0L0-450 Bolt
AN316-4
51
Check Nut
52
AN316-4
Check Nut
53
DETAIL I'BT'
Part No.
Diamond *65
391-050-41-4
AN23-11
AN960-10
AN960-10
AI.13L0-3
AN380-2-3
391-050-407
391--050-407
AI'I23-10
AI{960-10
Al{3L0-3
AN380-2-3
AI'1165-165
A}I155-15L
AN165-16S
AtI23-10
Al,1960-10
AN310-3
391-050-407
391-050-407
AN23-11
AN950-10
Al{960-10
AN310-3
At{380-2-3
Diamond #55
39L-050-414
AN23-12
AI.1960-10
AN310-3
AI'1568-4
7x]-9 M1L-C-151L
AN23-11
A11960-10
Af.I950-10
AI.I310-3
AN380-2-3
391--050-406
391-050-405
AN23-12
AN960-10
AI{310-3
AN380-2-3
AI.l23-11AI'1960-10
AlI960-L0
AN3L0-3
AN380-2-3
Al{668-4
7xL9 MIL-C-1511
AI\f380-2-3
AI.I380-2-3-
PARTS CALLOUT
Part Name
Chain
Sprocket (Ref)
Bo1t-Clevis
Washer
Washer
Nut-Castle
Pi-n-Cotter
Strap
Strap
Bolt-Clevis
Washer
Nut-Castle
Pin-Cotter
Eye-Trnbuckle
Barrel-Tnbkle
Eye-Turnbkle
Bolt-Clevis
Washer
Nut-Castle
Strap
Strap
BoIt
Washer
Washer
Nut-Castle
Pin-Cotter
Chain
Sprocker (Ref)
Bolt-Clevis
Washer
Nut-Castle
Terminal
Cable (RH Ail)
Bolt-Clevis
Washer
Washer
Nut-Castle
Pi-n-cottLe
Strap
Strap
Bolt-Clevis
Washer
Nut-Castle
Pin-Cotter
Bolt-Clevis
Washer
Washer
Nut-Castle
Pin-Cotter
Terminal
Cable (LH Ail)
Pin-Cotter
Pin-Cotter
A.
FLIGHT
1
J-.
CONTROL SYSTEMS
AILERON
(Cont 'd )
( a'tt'
AI{D TNTERCEPTOR CONTROL SYSTEM (Cont'd)
TNTERCEPTOR ADJUSTIIENT
a.
b.
e.
NOTE:
2.
the push rod to the bellcrank.
Remove the bolt which retains
position
the desired
is obTurn the rod end until
static
tained.
Resafety the rod end and replace
the pushrod to the beIlcrank.
When repairi-ng
or repainting
an aileron,
about the hinge lj-ne
unbalance permitted
the maximum stati-c
is 3.50" Ibs.
RUDDER CONTROLSYSTEM The rudder control
system is made up of
a torque tube assembly (which synchroni.zes
the pilot
and copilots
rudder pedals) and a series of pulleys
and flexible
control
by removing the
cables.
The torque tube assembly is accessible
floor
boards just aft of the firewall.
The remainder of the
boards,
system may be reached by removing the remaining
floor
the baggage compartment bulkhead and the inspection
covers at
the rear of the airplane
directly
under the stabj-Iator.
The
only lubrication
necessary in this system is the torque tube
purpose grease.
assembly which is lubri-cated
with Af.I-G-5 general
The grease fittings
are provided,
on the torque tube assembly.
The pulleys
and the remainder
of the system are provJ-ded with
sealed bearings
and need no further
lubrication.
A rudder stop
is provided
at the rudder horn.
The rudder is equj-pped with a
ground adjustable
trim tab -- the pi-lotrs
rudder pedals have
four position
adjustment
See
for the convenience of the pilot.
page 25 for diagram of rudder control
system.
RUDDER REMOVAL
a.
the turnbuckle.
Release the tension
from cables by loosening
b.
Disconnect
the cables from the rudder horn.
c.
Remove the running light
wire.
the
d.
Remove the lower attachment
bolt,
being sure to retain
washers incorporated.
e.
Remove the top and center attachment bo1ts.
f.
Remove the rudder
q.
Reverse this procedure for installation.
statj-c
the maximum premitted
NOTE: When repairing
the rudder,
unbalance about the hinge line j-s 4.50" lbs.
3.
all
is a one-piece
STABILATOR CONTROLSYSTEI{ The stabilator
yoke assembly,
uated through a control
flexible
control
cables and pulleys
to a sector connected to
necessary on
the stabilator
surface.
There are no adjustment
at the factory.
Accessthis system as aII stops are pre-set
by removing the cockpit
floor
ibility
to the system is acquired
covers
boards,
baggage compartment bulkhead and the inspection
just below the stabilator.
See page 27 for diagram of stabilator
control
system.
from the airplane,
the vertical
In order to remove the stabilator
is hinged
fin and rudder must first
be removed.
The stabilator
spar of the vertical
fin and may be removed as
to the forward
follows:
Page 26A
A.
Flight
5.
Control
Systems (Cont'd)
system is contained
entirely
within
SLAT SYSTEM The slat
tfre wing panef.
since Lhe slats operate automatically,
controls.
the system contains
four
there are no cockpit
- each with itts
own mechanism, consisting
independent slats
and slat support tubes.
To
of torque tube, arms, links
and service
the system, remove the eight inspection
inspect
edge of the wj-ng panels.
covers on the underside
leading
the
of
operation
by grasping
for freedom
Check each slat
of
the
wing.
in and out
leading
edge and moving the slat
system
to keeep this
or no maintenance
is required
Litt1e
by
the
has been eliminated
and lubricatj-on
in operation
quide
bearings.
If for any
roII
use of nylon and sealed
are removed, be sure that the washer
reason the slats
tube and the slat
support
spaces between the slat
proper are retained,
Ers these washers are necessary for proper
fit
of slat to wj-ng.
5.
Pase 28.
FLAP SYSTEM The flaps
crank through
are operated by a contr6l
a series of gears, screhrs, pushrods and bellcranks
to the surfaces.
The control
crank is located above and to the right
of the pilot.
Accessibility
to the system required
removal of the i-nspection
cover in the ceiling
above the front
seat and the removal of the
wing leading edge inspection
covers.
By rotation
of the
from 0 to 40%.
crank,
the
flaps
may be set
any posi-tion
in
as all bearings
are either
nylon
This system needs no lubrication
or sealed ball bearings.
See page 29 for diagram of flap control
system.
FLAP REMOVAL
a.
the two pushrods
Remove the two bolts
which attach
flap proper.
There are two pushrods per flap.
b.
Remove the six bolts
that retain
the flap track bearings.
BE SURE TO RETAIN ALL WASHERS AT.IDSPACERS AS THEY ARE USED
TO LOCATE THE SLAP PROPERLY. Remove f1ap.
c.
Reinstall
by reversing
the
above procedure.
the
FLAP TRAVEL AD_.]U$IT4ENE(Refer
to
to
Diagram
on page
29A')
UP TRAVEL Crank the flaps
to the UP position.
Press
TrcSToP#reitherdirection,whicheverj-snecessaryfor
proper travel.
pin.
Reinstall
out
ROLLPIN
DOWN TRAVEL
7.
a.
Remove the ROLLPfN #4 which
control
mechanism.
b.
Remove the two BOLTS #7 which retain
SLEEVE #3 to the pushpull
proper.
tube
Slide the screw unit out of the tube; this will
give access to the down stop on the other end of the actuating
scre$t.
c.
Press out ROLLPIN #6 and turn stop in either
ever is necessary for proper adjustment.
d.
Replace pin and reinstall
the screw unit in the tube, being
grooves in the SLEEVE #3 with the
sure to line up the locking
holes provided in PUSH-PULL TUBE #8.
This prevents rotation
of Lhe THREADEDSLEEVE #3.
e.
Reconnect
the
universal
attaches
to the flap
UNMRSAL
control
#5 to
directlon,
flap
which
unit.
CONTROL COLUMN INSTALLATIN
A diagram provides information
on the
control
column installation.
The diagram (Detail f'Brr page 22) shows
the sprocket
assembly.
The yoke is attached to fuselage truss by
AtI boIts.
Page 30.
A.
Flight
8,
Control
Systems (Cont'd)
CONTROL SYSTEM MOVEMENTSAND CABLE RTGGING LOADS
Stabilator
''
Aj-lerons
(Trailing
Up LgZ Down
edge)
(rrim Tab)
UP 36e" Down
Up 36q6 Down
Tab)
iAnti-balance
UP 20% Down
8%
20%
20%
20%
Interceptor:
(1)
blades each wing, the top
with 4 interceptor
Aircraft
of wJ-ng skin when
surface
below
edge 3/8" to L/2"
p
o
s
i
tion.
f
l
i
g
h
t
aiLerons are in leveL
each wing, the top
blades
with 2 interceptor
Aircraft
t2)
surface of wing
plus
below
or minus t/76"
edge 3/8,
position.
flight
level
are in
skin when ailerons
Rudder:
Flaps:
(1)
Aircraft
with
4 interceptor
blades
(21
Aircraft
with
2 interceptor
blades
r i ght
left
e a c h wing, r i ght
left
e a c h wing,
30%
30%
30%
25%
Down 40%
Tolerances
on all
angles
is
plus
or minus L%
CABLE LOADS
Stabilator
Trim tabs
Ailerons:
Aircraft
Rudder:
40, PIus or minus 5 lbs.
8 to 10 1bs.
with
30 to
4 interceptor
40 Ibs.
pre-load
blades:
pre-load
tension
35 to
tension
edge down)
is 2.5% (trailing
position
of the stabilator
The neutral
The
horizontal
line.
reference
as measured irom the horizontal
buttons which are
is set up by the use of the leveling
reference
just inside
the
door
hand
right
at the forward edge of the
located
a
n
d
a
n
t
i
(
S
e
e
p
a
r
a
.
t
r
i
m
s
t
a
b
i
l
a
t
o
r
T
h
e
E).
Sect. IV,
framework
stabilator.
of
the
li-ne
balance angles are measured from the chord
tab should be up 35% as measured from
Note that the anti-balance
is up 19% from the
chord line when the stabilator
the stabilator
"neutral"
position.
tab should be down
The anti-balance
stabilator
sketches clarify
is down 8%. The following
20% when the stabilator
page
31 for diagram showing relati-onSee
the angular measurements.
during extreme
tabs to the stabilator
ships of trim and anti-balance
The diagram is shown with tabs in neutral
movements of stabitator.
position.
4 0 Ibs
A.
Flight
control
systems
Page 26'
(cont'd)
STABILATOR REMOVAL
A.
Disconnect
remove the
the rudder
rudder.
B.
Disconnect
tro1s.
the
c.
(NAS54A-11)
Di-sconnect the stabilator
attachment bolts
to the vertical
fi-n, permitwhich
attach the stabilator
longerons.,
ting the stabilator
to rest on the fuselage
D.
Remove the
E.
Disconnect
the cables from the stabilator
from
and carefully
remove the stabilator
F.
Reverse this
No lubrication
of sealed ball
NOTE:
static
4.
cables
anti-balance
verticl
fin
procedure
is required
beari-ngs
and running
tab
pivot
light
and trim
wire
tab
and
con-
from airplane.
for
in
control
sector
the airplane.
installation.
this
When repairing
the stabilator,
unbalance is 80.0 inch Ibs.
system because of
the
use
the maximum permitted
STABILATOR TRIM TAB AND AI.ITT-BALANCE TAB CONTROL SYSTEM
located on the trailing
edge of the left
half of the stabilapulleys t
tor and is actuated through a system of cables,
push-pull
and a flexible
control.
The tab is controlled
by rotating
above and to
the tab control
crank located
the right
of the pilot's
head.
The tab indicator
is 1ocated just
forward of the control
crank.
COIJNTERCLOCKWISE
ROTATTON FOR NOSE UP CONDITTON AIiID CLOCKWISE FOR NOSE DOWN.
system have been set
The stops incorporated
in this
factory
and need.no further
adjustment.
at
the
edge of the
tab is located on the trailing
The anti-balance
and is operated autoside of the stabilator
right
No adjustment
matically
by the movement of the stabilator.
is necessary in this system.
NOTE:
should
edge.
tab
The total
free play of the trim or antj--balance
of L/10 of an inch at the trailing
not exceed a total
This play should be checked periodically
I
'
(Revised 5-62)
B.
Page 32
FUEL SYSTEM
one
The fuel system consj-sts of the two fuel bladder cells,
j-n
panel,
valve,
a
fuel
one
fuel
shut-off
located
each wing
hand
located under the right
valve,
one gascolator
selector
pump,
driven
and electrically
window, an engine driven fuel
pump, and a hand operated
engi-ne primer.
The fuel
booster
quantity
type and they are 1oare of the float
transmitters
Each cell
is filled
through
cated on the inboard wing ribs.
The fuel
neck which extends above the wing panel.
a filler
type.
The system is suitable
cells
are of the collapsible
for aeromatic fuels.
The main fuel valve is located
on the
pit,
There
below the forward window.
tfONrt and tfOFFrt. When trONft, the valve
This valve controls
the fuel flow from
are interconnected.
side of the cockright
are only 2 positions,
handle is horizontal.
both wing tanks, which
for inspection
and drainage from
The fuel fil-ter
is accessible
the outside
of the plane through a small door located
below
the right
forward window.
A needle valve beside the fuel filter
can be used to shut off the fuel from the tanks when the filter
is to be removed for cleaning.
A croos-over
line
located on top of
is used to give
the fuselage.
both
tanks
a common vent,
on airplane
*001 thur *087, a header tank, holdi-ng one gallon,
forward.
below the right
is located
in the side of the fuselage,
in case
window.
This tank holds fuel which is always available,
forced from the ports of the main
the fuel should be temporari-ly
gasoline
tanks due to slip
or skid.
The outlets
are located on
They are
the inboard side lower rear ends of the fuel cells.
through inspection
openings on the upper trailing
accessible
edge i-nboard side of each panel.
fuel system is installed,
on airplanes
#088 and on, the revised
and
a header tank.
fivo fuel outlets
which does not include
of each fuel cell
and aft inboard corners
lines
in thfforward
eliminating
the need for a header tank.
are provided,
Usable
fuel
capacity
of
planes
is
58.2 gall-ons.
for zero
is cali.brated
The zero readi-ng of the fuel indi-cators
left
i-n the system
Although there is 2.5 gallons
usable fueL.
it cannot be safely used in all
at zero indicator
reading,
of
f
light.
attj-tudes
FUEL CELL REMOVAL
1.
Drain
Iator.
the
fuel
system by opening
2.
Remove the wing f airi-ng
cell
vent which is attached
strip,
to the
the
snap valve
being sure
cell under
on the
glasco-
to remove the fuel
strip.
the fairing
Page 33A
B.
FueI
System
(Cont'd )
RESERVE FUEL SYSTEM
A reserve fuel system may be installed
in the standard Courier
per Helio Aircraft
Corporation
drawing 391-808-901.
This fuel
system is independent
of, and operates
separately
from the maj-n
fuel system.
It consists
of a 25 gallon cylindrical
tank having
no unusable fuel.
Airplanes
equipped with this reserve fuel
system have a 3-way selector
valve (same location,
see pg. 321
with the positions
marked "[VIAIN'" "RESERVE", AI{D 'rOFFf'.
and quick drain is located beA gascolator
with a fuel filter
below the rear door.
It j-s housed in a reneath the airplane
fj.lter.
The quick
movable faired
dome to allow for cleaning
protrudes
through the dome. A
inspection
drain for pre-flight
quick drain
is also provided
from the bottom of the tank sump
and j-s Located under the tank near the center of the airplane.
tank is located
in the baggage compartment.
The reserve
of airplanes
wj-th reto the operation
Placards pertaining
places:
following
serve system are located in the
L.
in
the
baggage compartment
2.
in
the
gascolator
3.
near
the
selector
on aft
wall
box
valve
Operation
Usual
operation
Take-off
Fly
of
the
system would be as follows:
on MAIN
t hour
on MAIN
Move selector
to RESERVE tank
When RESERVE is
used up or when landing
Fuel from the reserve
tank should
have been used for t hour or when
This is necessary
than 3/4 full.
line from both systems runs to the
schematic of reserve fuel system).
is
made, use MAfN
the main tanks
not be used until
the main tanks are not more
return
because the carburetor
(See pg. 34A for
maj-n tanks.
B.
Page 33.
F U E L S Y S T E M( C o n t ' d )
FUEL CELL REMOVAL (Cont'd)
covers and remove the
edge inspection
Remove the trailing
outlet.
to the cell
elbow
90%
retain
the
which
hose clamps
THE
FINGER
CONTAINS
THIS
ELBOW
AS
WHEN
REMOVING
CAREFUL
BE VERY
STRAINER.
3.
and the indicator
4.
Remove the fuel- quantity
p ro p e r.
5.
Remove the carburetor
6.
neck from the top
Remove the filler
attached with All502-415-10 fillister
7.
Remove the
8.
head machine
AN502-416-12 fillister
Remove the attaching
Remove cover.
ceII
cover.
fuel
lower
the
screws which retain
with
interior
entire
spray
the
wj-pe
or
ce1l,
removing
Before
and let it soak for 24 hours.
light
engine oil,
9.
and
the oval opening to the top of the cell
Reach inside
slip
To release,
buttons.
attaching
locate the twelve cell
a small piece of rubber hose over the end of each fitting.
ceII is
Push up, and at the same time, puII button aft until
released from the wing.
lower
bladder
opening
fuel
wire
indicator
return
cell
line
(from the right
ce1l only).
This is
of the tank.
head machine screws.
access door.
through
cell
up and remove it from the cavi-ty
not to damage the celI.
being careful
10.
RolI the
the oval
l-1.
except that the
Reverse this procedure for installation,
The followremoval.
gaskets should be replaced at each cell
ing are the gasket part numbers (manufactured by U.S. Rubber
Co., Mishawaka, Indiana) .
Neck
a.
Filler
b.
Lower Access
c.
FueI Quan. Transmitter
Page 34 for
FCB275t9
Qty. Req'd
(Per tank)
2
F.C825752
1
FC825750
t_
Number
Gasket
Opening
a schematic
daigram
of
the
fuel system.