Production of the Helio Courier began in the early 1950s. It was uniquely designed for safety and short-field capability. Sixty-seven years later, Helio Alaska is working to continue that legacy.
Helio Alaska, Inc. operates out of the Birchwood Airport in Chugiak, AK.
Unique Design
Deep chord Frise ailerons are connected to the interceptors. These two systems work in tandem to maintain roll control at low airspeeds.
The ailerons are built with a deep chord to have sufficient control surface area regardless of the long flaps. The ailerons are the only fabric covered surface. As speed decreases into the slow flight regime and larger aileron deflections become necessary for maintaining roll control, the interceptors extend above the wing skin. The exposed interceptor blade disrupts the airflow over the wing and increases roll control while counteracting adverse yaw.
The interceptors are rigged below the wing skin and only extend into the airstream when large control inputs are used. Small aileron inputs that are sufficient for roll control at higher speeds do not result in interceptor extension above the wing skin. This prevents the interceptors from interrupting air flow and creating unwanted drag and yaw at high speeds.
A strutless, cantilever wing limits drag and allows for easy access to large doors for loading and egress.
AREA: 231 SQUARE FEET
SPAN: 39 FEET
DIHEDRAL: +1 DEGREE
Fuel is stored in rubber bladders in the wings instead of metal tanks for crash safety. Standard fuel capacity is 60 gallons.
A flying stabilator is more effective at slow speeds compared to an elevator/stabilizer of the same square footage. The Helio stabilator, also called a Horizontal Tail, incorporates a trim tab on the left side. An anti-servo tab on the opposite side increases pilot control feeling in the control yoke as deflection increases. The stabilator has stops that limit the aircraft to a 20-degree angle of attack during normal flight operation. This is less than the critical angle of attack of the wing, making the aircraft incapable of stalling in a conventional sense. At low speed and power setting, a nose-high attitude will result in a high sink rate, but 3-axis controllability will be maintained without any nose-down break.
Three-quarter span slotted flaps offer additional lift and drag for slow flight and landing performance.
Length: 149”
74% of wing length 40-degree deflection
The fowler-style flaps extend rearward on a track when deployed, extending the trailing edge of the wing. This in conjunction with the added downward extension of the slats on the leading edge significantly changes the camber of the wing to create more lift in the landing configuration. The large surface area and 40-degree angle of deflection also creates additional drag for landing.
Auto-deploying leading edge slats increase wing camber which increases lift and improves slow flight performance. The slats also keep airflow attached to the wing to prevent stalling. This eliminates the risk of a spin when maneuvering at low airspeed. When at faster than approach speeds, the slats retract flush into the front of the wing so there is no drag penalty. The slats deploy automatically based on the angle of attack of the wing and the resulting low pressure. No pilot input is required for operation of the slats. There are four independent slat sections along the entire wing leading edge. There is no ill-effect if one slat section deploys before or after the others.
A 96” propeller provides large amounts of thrust on takeoff while turning at only 2180 RPM. At cruise the propeller turns at 1670 RPM and is quiet and efficient.
A Lycoming GO-480 provides 295 HP at 3400 RPM. A 77:120 gearbox reduces the output RPM at the propellor.
S-frame energy absorbing seats with integrated shoulder harnesses are designed to collapse during a crash. Seats were tested to 21g’s forward and 30g’s vertically.
The large fin and rudder provide stability and ample control at low speeds. The exaggerated height ensures that the tail is always in contact with the oncoming air.
4130 chromoly steel gear legs with oleo shock absorbers are mounted far forward to allow for maximum braking effort without the tendency to nose-over.
10” wheels and brakes provide excellent stopping power. 31” tires add floatation and off airport capability.
The cabin frame and tail cone make up the fuselage. The cabin frame is welded chromoly steel tubing. This construction protects occupants and provides a high strength interface with the wings, landing gear, engine mount, and the tail cone. The tail cone is conventional semi-monocoque sheet metal construction to save weight where crashworthiness is not as critical.
A welded A-frame and oleo shock protect the aluminum tail section and are perfect for off-airport operations.
A fiberglass belly pod allows carriage of up to 360 LBS of baggage located near the aircraft CG.
Gross Weight: 3800lbs
Empty Weight: 2450lbs
Cruise: 125 mph
Range: 600 miles (no reserve)
Take Off Run: 600 feet at gross weight
Landing Roll: 340 feet at gross weight
