And this was taking it "easy" for initial flight testing. I imagine that this could win some STOL competitions in its weight class. Although this particular example is going permanently on amphibious floats, the next Helio Courier - an H700 model - will remain on tundra tires and its mission will be purely for STOL-type back country and mountain activities.
Couriers are very cool indeed and some of their design characteristics have found their way into other aircraft designs. The turbine conversion of the Courier creates a whole "new" version of this capable aircraft. We and TMCX are keeping our options open to consider new alternative powerplant options as well.
@@samueljohnclark We are located where you see this testing video - on the beautiful Palouse hills of Eastern Washington State. We are near Garfield, WA which is about 55 miles S - SE of Spokane, WA. Cascade Aircraft Conversions, LLC made its start servicing agricultural aircraft operators with performance upgrades and engine conversions. We have since teamed up with TMCX, LLC for turbine conversions in the experimental market along with the ability to produce aircraft PMA parts, engineering and testing services along with non-aircraft related parts manufacturing.
TMCX and we here at CAC are currently keeping this project Experimental (for the upcoming Helio Alaska kits) or Experimental Exhibition (for conversion of existing standard category Couriers.) A certified STC allowing these Helio Couriers to retain their standard classification and Part 135 operations is possible but would definitely drive up costs. Likely the PT6A-20 turbine would need to upgrade to a -21, -27 or -28 and there would be substantial cost and time to wade through the current FAA STC process requirements. However, if a group of H-295 Courier owners (or other models) were to get together to pool STC development costs, then a certified solution is entirely possible.
Piston engines do have a cool sound, but there sure are a lot of advantageous to the inherent reliability, additional operating safety margins, access to more readily-available Jet A, and overall performance of a turbine turboprop.
I’m completely amazed at this -20 powered Helio. The Take Off ground roll is almost non existent. When the engine is powered up, it basically pulls the Helio into the air. Do you have a 180/185 being turbine converted? I’ve owned both. And I’ve always dreamed of a turbine 180/185. Please keep us posted. Excellent engineering!
We don't yet have a 180/185 in the works but TMCX is in contact and possible negotiation with Bushliner for a -20 option for their Experimental Bushliner 1850 Cyclone bushliner.com - to date, Bushliner isn't quite ready for the FF option for this "improved 185," but if they are successful with the other aspects of the project, a -20 FF option is near certainty (definitely a lot of excitement there.)
EXACTLY its intended mission - maximum reliability and the power to get in and out of tight spaces and the ability to quick climb over and cross tall mountain terrain. The reverse "beta" is incredibly helpful for getting stopped right now on those micro strips. The turbine power also allows maximum safe cruise at all times regardless of how much allowable weight and additional drag from tundra tires or floats.
So to be fair, the headwind was at least 10kts gusting to 15 which was the hand we were dealt for the first available day of flight testing. After fine tuning performance on rigging, other work on the aircraft, etc., we will find a calm day to perform some proper takeoff and landing performance at both light and fully gross weights.
This is an amazing video. The takeoff distance is mind boggling. I’m a 180/185 driver. And I’ve owned a turbine Pilatus Porter. But, I’ve always had my eye on the Helio Courier. I’d love to have a Helio with this conversion. What is the cost of the conversion? What is the down time? Thank you😊
The amount of down time depends on how much avionics need to be installed. This particular Courier went from round gauges to dual-glass Garmin G3Xs - so quite a bit of time was invested there. Also, this particular Courier was an 1st R&D example, so down-time on subsequent aircraft will be substantially less at least for the Firewall Forward work. Please call Ken Meines @ TMCX 509-432-1442 to have a serious discussion about making this a reality.
That may not be possible since the first T-Moose has been sold but there might be opportunity in the future as more Couriers and Mooses come in. However in general - The T-Moose is faster in cruise (160mph @ yellow) but has higher stall speed (50mph) with longer take-offs and landings. The T-Courier is probably limited to structural 145mph or so but has no "stall" speed - rather a minimum controllable airspeed of 25-35 mph and can takeoff and land in shorter distances. Further testing will yield whether turbine high-power, high angle-of-attack techniques can allow even slower controllable flight. More to come as Ken explores the envelope.
That all depends on the specific turbine engine, prop and other specific changes to the aircraft. For example, this aircraft was upgraded to dual Garmin G3Xs and interior improvements. Some operators might keep it as basic as possible. For specific scenarios with engine availability, you would want to contact Ken Meines @ TMCX 509-432-1442. That said, someone out there commented that this was a $1M aircraft now, but the reality is that total costs were far less.
Seems to perform beautifully. Looks like a winner.
Definitely - and it's not fully optimized yet. We will release more footage after achieving maximum performance.
The best STOL performance
And this was taking it "easy" for initial flight testing. I imagine that this could win some STOL competitions in its weight class. Although this particular example is going permanently on amphibious floats, the next Helio Courier - an H700 model - will remain on tundra tires and its mission will be purely for STOL-type back country and mountain activities.
amazing bush plane
I always loved the Couriers they are the perfect plane
Couriers are very cool indeed and some of their design characteristics have found their way into other aircraft designs. The turbine conversion of the Courier creates a whole "new" version of this capable aircraft. We and TMCX are keeping our options open to consider new alternative powerplant options as well.
Holy Smoke! This is amazing!
Congratulations to the TMCX team. Your engineering prowess is outstanding. Those takeoffs in what - 350-400 feet? Amazing!
Thank you! This was conservative initial performance testing - dialed-in takeoffs could be far less.
@@cascadeaircraftconversions you’ve created a huge market for yourselves! Where are you located?
@@samueljohnclark We are located where you see this testing video - on the beautiful Palouse hills of Eastern Washington State. We are near Garfield, WA which is about 55 miles S - SE of Spokane, WA. Cascade Aircraft Conversions, LLC made its start servicing agricultural aircraft operators with performance upgrades and engine conversions. We have since teamed up with TMCX, LLC for turbine conversions in the experimental market along with the ability to produce aircraft PMA parts, engineering and testing services along with non-aircraft related parts manufacturing.
Very nice !
Looking forward to the numbers. The STOL looks great here; cruise, range, useful, etc.
TMCX will definitely putting all the specs together when testing is complete.
I own an 1966 H295 and this could be in my future if you get this certified. Impressive.
TMCX and we here at CAC are currently keeping this project Experimental (for the upcoming Helio Alaska kits) or Experimental Exhibition (for conversion of existing standard category Couriers.) A certified STC allowing these Helio Couriers to retain their standard classification and Part 135 operations is possible but would definitely drive up costs. Likely the PT6A-20 turbine would need to upgrade to a -21, -27 or -28 and there would be substantial cost and time to wade through the current FAA STC process requirements. However, if a group of H-295 Courier owners (or other models) were to get together to pool STC development costs, then a certified solution is entirely possible.
Need to bring that thing to STOL competition!
Yep - as soon as it's tuned and tweaked for maximum performance, I'm sure it will find its way to a STOL competition.
I will miss the sound of the GO480, looks like the future for helios. Blackie Blackwell would fly one!
Piston engines do have a cool sound, but there sure are a lot of advantageous to the inherent reliability, additional operating safety margins, access to more readily-available Jet A, and overall performance of a turbine turboprop.
I’m completely amazed at this -20 powered Helio. The Take Off ground roll is almost non existent. When the engine is powered up, it basically pulls the Helio into the air. Do you have a 180/185 being turbine converted? I’ve owned both. And I’ve always dreamed of a turbine 180/185. Please keep us posted. Excellent engineering!
We don't yet have a 180/185 in the works but TMCX is in contact and possible negotiation with Bushliner for a -20 option for their Experimental Bushliner 1850 Cyclone bushliner.com - to date, Bushliner isn't quite ready for the FF option for this "improved 185," but if they are successful with the other aspects of the project, a -20 FF option is near certainty (definitely a lot of excitement there.)
great for alaska work. reliable and works on micro strips...
EXACTLY its intended mission - maximum reliability and the power to get in and out of tight spaces and the ability to quick climb over and cross tall mountain terrain. The reverse "beta" is incredibly helpful for getting stopped right now on those micro strips. The turbine power also allows maximum safe cruise at all times regardless of how much allowable weight and additional drag from tundra tires or floats.
Wow, absolutely beautiful. What was the headwind?
So to be fair, the headwind was at least 10kts gusting to 15 which was the hand we were dealt for the first available day of flight testing. After fine tuning performance on rigging, other work on the aircraft, etc., we will find a calm day to perform some proper takeoff and landing performance at both light and fully gross weights.
@@cascadeaircraftconversions awesome man, I’m a aviation lover. Can’t wait for the next vid!
This is an amazing video. The takeoff distance is mind boggling. I’m a 180/185 driver. And I’ve owned a turbine Pilatus Porter. But, I’ve always had my eye on the Helio Courier. I’d love to have a Helio with this conversion. What is the cost of the conversion? What is the down time? Thank you😊
The amount of down time depends on how much avionics need to be installed. This particular Courier went from round gauges to dual-glass Garmin G3Xs - so quite a bit of time was invested there. Also, this particular Courier was an 1st R&D example, so down-time on subsequent aircraft will be substantially less at least for the Firewall Forward work. Please call Ken Meines @ TMCX 509-432-1442 to have a serious discussion about making this a reality.
How does it compare to the moose ?
Detailed video between the 2 would be awesome
That may not be possible since the first T-Moose has been sold but there might be opportunity in the future as more Couriers and Mooses come in. However in general - The T-Moose is faster in cruise (160mph @ yellow) but has higher stall speed (50mph) with longer take-offs and landings. The T-Courier is probably limited to structural 145mph or so but has no "stall" speed - rather a minimum controllable airspeed of 25-35 mph and can takeoff and land in shorter distances. Further testing will yield whether turbine high-power, high angle-of-attack techniques can allow even slower controllable flight. More to come as Ken explores the envelope.
If I was 50 years younger.....
But the plane is only 41 years old😄
Any idea of what the range will be?
What is the VNE?
I believe 189mph / 164kts
Please put a microphone wind sock in windy conditions!
Where can I buy one?
Please contact Ken Meines @ TMCX 509-432-1442 - turbinemotorconversions.com/
Call Ken Meines TMCX 509-432-1442
Cost to convert…
That all depends on the specific turbine engine, prop and other specific changes to the aircraft. For example, this aircraft was upgraded to dual Garmin G3Xs and interior improvements. Some operators might keep it as basic as possible. For specific scenarios with engine availability, you would want to contact Ken Meines @ TMCX 509-432-1442. That said, someone out there commented that this was a $1M aircraft now, but the reality is that total costs were far less.
STOL ? Towel !
No narration! Whaat! I won't be watching.
How did you find that out without watching 😅