Helio Courier
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Helio Courier

The Helioplane Four or Courier prototype was derived from the Koppen-Bollinger two-seat lightplane (an extensively rebuilt Piper Vagabond, first flown in 1949) and production aircraft appeared in 1954. The improved five-seat H-391B Courier was followed by the H-392 Strato Courier, intended mainly for high-altitude photographic work, and the six-seat Courier Model H-250 of 1964. The latter was generally similar to the Super Courier, except for having a 186.3kW Lycoming O-540-A1A5 flat-six engine. The original H-395 and H-395A versions of the Super Courier six-seat light STOL personal, corporate and utility monoplane appeared from 1958. Three were supplied to the USAF for evaluation, under the designation L-28A. Further substantial orders were received subsequently, some aircraft being assigned to Tactical Air Command for counter-insurgency duties.

The final commercial versions of the Courier to be produced were the Super Courier Model H-295 with a non-retractable tailwheel landing gear and the Trigear Courier Model HT-295 with a non-retractable tricycle-type landing gear. The prototype H-295 flew for the first time on 24 February 1965. Production deliveries of the Trigear Courier began in 1974. USAF Super Couriers were produced in three versions: the U-10A standard version with a Lycoming GO-480-G1D6 engine and 227 litres of fuel; the U-10B long-range version with twice the internal fuel capacity and paratroop doors as standard; and the U-10D inproved long-range version, with provision for an aerial camera and sound broadcasting equipment.

Helio Courier

 ENGINE1 x Lyc. O-540-A1A5, 185kW
    Take-off weight2000 kg4409 lb
    Empty weight860 kg1896 lb
    Wingspan11.9 m39 ft 1 in
    Length9.6 m32 ft 6 in
    Height2.7 m9 ft 10 in
    Wing area21.5 m2231.42 sq ft
    Max. speed260 km/h162 mph
    Cruise speed245 km/h152 mph
    Ceiling4600 m15100 ft
    Range w/max.fuel2000 km1243 miles

Comments1-20 21-40
Ray Mansfield, 27.01.2015

I knew one of the original investors in the Helio company and met Lynn Bollinger many years ago when I was just a kid. Got my first ride in one when I was 10 years old in Brooklin, Maine. The owner was Alan Bemis and he landed the plane on a grass strip up the street from my house in Brooklin. He's responsible for me being a corporate pilot today. See my email address......Great plane, I flew all over with Bemis in the late 1950s and early to middle 1960's before I had a pilot's license. He was a research professor at MIT. Last May I got to fly one belonging to the JAARS folks from NC.......still a great plane.

Edward Lord, 28.11.2013

Anyone have a lead on a Helio Courier for sale that is NOT listed for sale on the traditional aircraft web-sites... that could be outfitted with a "Tost" glider tow hook release...? I am located in Reno, Nevada.

Dan Williams, 13.10.2013

Three on board this aircraft when flipped over side of mountain in north Laos. Engine gone, one wing off, tail end almost off aircraft.
Only me had small cut on head. the passenger frame in this aircraft strong and well engineered for safety.
Was unable to exit aircraft due to shoulder harness not releasing when upside down and right seat no exit until pilot exits thru only up front door on left side.

don, 10.08.2013

i am a private pilot with a cessna 182. back in the 70's i met a guy who said he flew helios and dropped phamplets only because he refused to fly fighters as he was anti war! needless to say, we got into a terrible fight, because as far as i was concerned, he was a traitor! do any of you guys know of other pilots doing the same thing as described?

richard l. taylor, 01.08.2013

I would like to use your photo of the Courier (at the top of this page) in my memoir, soon to be published. May I have your permission to use this image with appropriate attribution?

Thank you,
R.L. Taylor

Lynn Garrison, 21.04.2013

We used on as a photo aircraft on Roger Corman's RICHTHOFEN & BROWN production, filmed in Ireland during the summer of 1970 G-ARMU had just been purchased for $4500.00 American by some Brits.
We operated the Helio with my collection of War One aircraft with the camera pointed out the port door. I would use flaps, power and then cross-control the aircraft to hold the starboard wing up, and out of shot. This was around 45 knots and the aircraft was very stable in this condition. This was really a low-budget camera mount when compared with our Alouette 111.
I flew the aircraft near its limits, and had a lot of fun. Unfortunately, the less-experienced owner took it back to the UK and tried to replicate something from the front yard of someone's country estate and broke it in three pieces.

Paul Richard, 16.10.2012

Owned two one 295 one 250 for 20 years both had cross wind gear very useful total time in helio's 2300 plus hours excellent aircraft never bent one but had one emergency landing no damage. Oil pump failed.

Tom, 20.07.2012

I belonged to an ANG Commando Sq in the 1960's.We got 4 Helio's (U10) in the Spring of 1963 with the geared 295 hp engine. Our missions were low-level night, blackout landings, etc. I became IP in them and really enjoyed flying them. AF took them away from us in 1964 saying they needed them in Viet Nam. In 1966, while at Saigon, I saw several of them.

Andy Pilszak, 20.06.2012

Saw your note on Virtual Aircraft Museum web site. I was with a group that flew two helios to Panama from Ft. Bragg. These were 63-13178, and 63-13180. The Army had 15 there and we took two of them to the 8th. SFG. at Fort Gulick (Coco Solo NAS). They were all painted various colors, and bore little resemblance to Army aircraft. This was in Dec. of 1968.

Paul Zimmerli, 01.04.2012

We used to show off the U-10s at our monthly firepower displays at Hurlburt when I was in the Information Office there between 1966 and 1969. We would put our super-VIPs on a bleacher on the back of a GI 18-wheeler, out on the grass by the runway. We would have a U-10 (with the pilot only and with the speaker gear, etc., removed!) touch down even with one end of the trailer and stop before reaching the other end. (Of course, the pilot chose which direction he landed in, to take advantage of the winds.) Then we would have it turn around and taxi past the VIPs, and turn around again. Running up to full power, he'd take off into the wind and have sunlight beneath his wheels before he reached the far end of the tractor/trailer again. Really spectacular and effective display! Our super-VIPs were everyone from cabinet members to billionaires (I remember being assigned to personally explain everything that was going on to H.L. Hunt!) to film stars to foreign dignitaries. I'm just surprised there was not more investment in the Helio company...

Don Smith, 26.11.2011

I was fortunate enough to fly the U-10 with the 6th Special Forces at Fort Bragg immediatly after flight school. What a piece of machinery! Too bad the Army did not see fit to keep it, once again the Army took second place to demands from the Air Force and everyone lost out.

Curt Kenner, 05.06.2011

I met a gentleman in the winter of '81 when I was flying out of Barnstable, Mass who claimed to be the designer of the Helio Courier. He was flying a yellow Ercoupe and stated he planned to tour the US in the ercoupe. He spoke knowledgeable of the dates of development and characteristics of the helio. could this have really been Otto Koppen? Anyone?

Orville C. Rogers, 15.03.2011

I was fortunate enough to have the opportunity of ferrying many of the Couriers to South America and Africa. For many years it was the work horse of JAARS,the aviation and technical arm of Wycliffe Bible Translors.In the fields, WBT is known as Summer Institute of Linguistics, where their personnel lived with the indigenous people groups, learned the language and translated the New Testament (typically)and taught them to read and write, having the word of God in their own "heart" language. The Courier has done a great job in the areas where airstrips are short and primitive. It is still flying in some areas but the shortage of avgas has forced mission groups to turn to turboprops, since jet fuel is more abundant and cheaper.

J.R. Smith, 11.03.2011

Fantastic aircraft. I crewed one for 20 months at Ft. Benning Ga. (Test and Evaluation and Control Group TEC) when testing the 11th Air Assult prior to becomming the 1st Air Mobility Cav. to prove itself in V-Nam. Also we used it to drop wannabe rangers off in the hinterlands of Ft. Bragg for jungle training. Fun aircraft in the swamps. I had 80 bootleg hours of flying time. Easy aircraft to fly. I understand L-10 did away with the cross-wind landing gear....good move! JR (Smitty) Smith

stephen, 10.02.2011

1957 Helio H-391B $56,000 1787 hours TTAF, 1205 hours on GO-435 (260 HP) All records since date of manufacture. This is an excellent Helio and just out of annual, no squawks.Recent paint and flown regularly. Set up for aerial photo. E-mail me for photos.

Roger Price, 22.12.2010

Flew the U-10D/B out of Bien Hoa, 69-70, 5th and 9th SOS, psyops, leaflets, speaker/Special Ops missions. Then flew it for USAF Academy 70/71 towing gliders for the cadet Airmanship program. I ran the Training/Eval program at Peterson Field Ops Sq. In Feb 71 was flying three cadets in a demo flight and the aileron cable snapped while descending and entering the pattern at Academy old dirt strip. Both ailerons went to full up position leaving me with just rudder, elevator and power to control aircraft. From 2,000' AGL I wrestled it to keep wings as level as I could and as much nose up as possible to survive impending crash. We crashed 20 degrees nose down, about 30 degrees bank at maybe 120 mph. Slammed into a pasture across from Academy North Gate and I-25, bounced, spun 360 degrees, bounced again and came to rest. Prop found 100' away, gear buckled, engine came partly into cockpit, left wing snapped back. Board estimated we impacted at around 15 G's. No one walked away but all survived but many injuries. I broke my leg, ankle, lower back, many cuts, had to be pried out of aircraft as engine had jammed rudder pedals on my ankle. ADC put my picture in the Interceptor magazine even though aircraft was Class 26! Returned to flying status 6 months later. Board discovered chaffing of cable around a pulley, mx inspections never discovered this. USAF grounded all C-123 and 130's with similar cables for inspection. Later after a few ground loops by attached tow pilots at Peterson Field, CO AF replaced U-10s with contract Cubs for towing. U-10 was an incredible aircraft, challenging to fly but could perform some amazing things. In strong westerly Front Range winds I could hover the Helio and fly backwards at 10 knots or so. I retired after 20 years with thousands of sorties but only one where I logged the takeoff and no landing!

Tom L Hogue A&P, 30.10.2010

I have a 1959 helio Courier in my shop for a top overhaul, The owner said it is for sale if any one asks. It has a GO 435 engine, airframe is in super condtion. Located in Brownfield Texas, cell phone 806 891 1102.

Ben Barfield, 21.10.2010

I saw a Helio Shark at our local airport a few weeks ago.. AWSOME !! Did not know there was such a thing.. Looked like a large 172 , but that was the only thing simular !!

Curt Kenner, 17.10.2010

I was in an army detachment that had a U-10A flying out of Udorn Thailand. Air America flew 19 of them in that area and did our maintenance for us. During the tour we had a new engine installed with twin Rajay turbochargers. Ours was the only turbocharged U-10 in SE Asia as far as I could tell. Take-off performance above 3000 MSL was greatly enhanced. Another unique thing about our bird and the Air America birds in the area was the removal of the castering landing gear. Who needs it when you can take off and land across the runway if the crosswinds are so strong (15 KTS for me) that a normal runway take-off is not practicable. The U-10 will ground loop in a heart beat. I have had the tires scream at me on take-off but never had it go around on me like so many others did. I had a technique for landing the ship that i used for landing on short strips and to have it so slow on touchdown that a groundloop wouldn't hurt the aircraft. I wouldn't recommend this to anyone else as it is dangerous if the engine falls. Throddle back to flap speed, full flaps, full power and the aircraft descends nicely at about 200 FPM. I carried that right to the ground. Mighty impressive to a C-141 pilot awaiting takeoff to see no ground roll and an exit on the entry taxiway. Remember this is a dangerous technique and the owner was Uncle Sam. I wouldn't do this in my own aircraft. I loved flying the U-10 and wish I could afford one. the only drawback that I observed was the aircraft would beat you to death in turbulant air. Yes, I have had the slats bang out at cruse. Oh yes, The spoilers are handy and necessary at slow speeds. KEEP 'EM FLYING

Kent Goldsmith, 16.09.2010

In 1972/73, I was Asst Air Attache at the US Embassy in Phnom Penh, Cambodia. A U-10A was acquired from Panama and I was dispatched to Saigon to pick-up, even though I had never seen one nor flown in an aircraft anything like. A beatiful little craft, painted grey with United States of America on the fuselage and American flag on the tail-fin. No-one there had flown one either, as it arrived in a box and was assembled by Vietnamese under the instruction of a couple of Air America types. Armed with a very small handbook, I taxied it around a bit and then took off for Phnom Penh. No particular problems although it did seem to become a bit left wing heavy enroute and I wasn't aware fuel could be transferred via a switch in the right entry door panel (which I couldn't reach anyway very readily). Next surprise was on landing when the leading edge slats popped out on short final. I knew they were there, of course, from take-off but hadn't really thought it through about landing. Slight cross-wind meant left slat popped out a few seconds earlier than the right one, but just a moment later I was on the runway rolling sideways (swivel main gear another slight surprise). We flew it, along with our Gooney bird, until I returned to the states in mid-1973.

A great experience but a somewhat scary aircraft for a guy who spent most of his previous time in C-130s and C-123s. I never really mastered 'tail draggers'to my satisfaction, and that includes the Gooney.

Major USAF Retired

1-20 21-40

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