| 
  • If you are citizen of an European Union member nation, you may not use this service unless you are at least 16 years old.

  • You already know Dokkio is an AI-powered assistant to organize & manage your digital files & messages. Very soon, Dokkio will support Outlook as well as One Drive. Check it out today!

View
 

MP STOL Transport Plane

Page history last edited by Michael 10 months ago

back to the Index or the Vehicles page

 


 

     This is a single-engine, high wing, six place light transport aircraft, powered by a fusion generator and intended to operate from unimproved landing strips.

 

Development

 

     Once the Morrow Project had a set design for small fusion generators, it began considering converting or constructing aircraft with fusion-electric propulsion. Quick and simple conversions were favored, as little time was available for the work. The Pilatus PC-6 Turbo-Porter or the Helio H-295 Super Courier were shortlisted in 1980. Pressure to add armament, weapon pylons, and other offensive and defensive capabilities was resisted by Project planners as likely to lead to the aircraft being misused -- it would still have been vulnerable to even simple anti-aircraft weapons. A non-threatening appearance was also desired.

     Eventually, based on aircraft performance, corporate intrigue and some prejudices, the Super Courier was chosen as the base aircraft, including some of the modifications made for the military U-10D version.

     Testing of a prototype began in 1981, with construction of the production version beginning in 1982 and finishing in 1984. Several dozen were produced for the Morrow Project.

      Here's an interesting video of the basic Courier aircraft:   https://youtu.be/E_I3mS0BDWY?t=90

 

Construction and Configuration

 

     The aircraft is a cantilever high-wing single-engine monoplane, with steerable "tail dragger" landing gear.

     It's a mix of steel and aluminum construction (except the Resistweave-covered ailerons); the wings include spoilers (called interceptors in the manual), leading-edge automatic slats, and (nearly full-span) flaps. No anti-icing equipment is fitted. The tail has an all-moving one-piece stabilator (horizontal stabilizer/elevator). The engine cowling, the firewall, the aft cabin bulkhead, and the underside of the cabin floor, are lined with Resistweave® fabric.

     All three landing gear wheels have oil-pneumatic shock absorbers.

     There are two hard points under each wing, for mounting pylons or other equipment up to 150 kg per hard point. Despite the Project's disavowal of any offensive combat role for these aircraft, they do have wiring and controls to mount the LAU-68 rocket pod at all four hard points.

     Exterior lights include the usual navigation lights, a rotating anti-collision beacon, and two lights in the nose cowling (flanking the propeller). One of the nose lights is focused for landings, the other for use when taxiing and other ground operations.

     In Morrow Project service, these aircraft were placed in long-term storage with bare aluminum skin, a flat olive-drab anti-glare panel on the cowling, and legal minimum size civil registration markings (they were all used in training and testing prior to being assigned to their final teams).

 

Power Plant

 

     A Mk 1 fusion generator powers a 220 kilowatt electric motor, which in turn drives a three-bladed constant-speed fully-reversible propeller.

 

The engine fitted to a regular Model H-295 had a dry weight of 226 kg, pretty close to the weight of the fusion generator and electric motor.

 

     An 11.4 liter oil tank provides lubricants for the motor and propeller. A Morrow Project vehicle battery provides backup power, but will only operate the electric motor for 25 seconds at full power.

     There are two vacuum pumps, to operate some instruments and controls.

     In flight, the cowl flaps should usually be opened to keep the reactor and electric motor cooled.

 

Cabin and Controls

 

     There are seats for a pilot and five passengers, in three rows. Note that there are internal fittings for two sets of yokes and rudder pedals, but these are not normally installed for the right-hand seat -- this seat, called the "observer's seat" by the Morrow Project, has a lot of electronics (see below) mounted facing it. The second set of flight controls (right hand seat) can be re-installed in 4 man-hours by a trained crew, which requires removing the PRC-70 from the dash; note that the right-hand seat does not have a full set of controls and instruments in any case -- most notably, the wheel brakes cannot be controlled from the right-hand seat. A relief tube is fitted between the two front seats and another aft of the starboard passenger door.

     The cabin is stressed to survive 15 G crashes; there are full safety harnesses for all seats. The middle row of seats is a single bench (not separate pads and backs). The rear seat "row" is a two-person "sling seat", without a frame.

     A single large door is fitted on the port side of the aircraft, next to the pilot's seat; a cargo door opens upwards, aft of the pilot's door, to allow very large items to be loaded (do NOT open this cargo door when the aircraft is in motion); another wide door is fitted on the starboard side of the aircraft, next to the center row of seats. For dropping cargo or parachutists, the port-side cargo door can be removed before flight, or opened at speeds of 140 knots or less. All doors can be jettisoned in flight.

     Aft of the seats is a cargo space, with a volume of 0.42 cubic meters; the second and third rows of seats can be removed to allow more cargo stowage -- total 1.6 cubic meters with third row removed, 2.8 cubic meters with second and third rows removed. The cabin length, from the firewall to the aft bulkhead, is 3.05 meters, with a width of 1.14 meters and a height of 1.22 meters; with the two rear seat rows removed the open floor is about 2.4 meters long. Each of the seats in the back two rows weighs 14 kg. There are ashtrays near each seat in the cabin, and a cigarette lighter on the control panel.

     The only window which can be opened is the pilot's window, which is hinged at the top and can open outwards about 15 cm at the bottom.

     From the ground to the sill of the port-side cargo door is 0.91 meters. Cargo tie-down points are fitted on the cabin floor. A single casualty litter can be carried, at the expense of the rear seats and the backs of the middle row of seats.

     Standard flight controls are fitted, with two light aviation/military radios (one UHF, one VHF), TACAN equipment, an intercom system for all six seats, plus a PRC-70 radio, an Autonav A1CD, and an ARN-89 radio direction finder. Six headsets are provided. A normal radar (IFF) transponder was fitted, but usually disabled before the aircraft were stored. There is a simple B-2D autopilot fitted, along with a simple magnetic "standby" compass; a defroster is fitted on the windshield, along with the usual wipers. The aircraft uses a 24 volt electrical system.

 

The small rectangle on the far right is the direction finder; the largest rectangle is the PRC-70 radio, with the Autonav A1D above it.

Regular aviation radios and transponders are in the middle of the control panel.

If the Autonav destruct system is activated, the PRC-70 radio will also be destroyed.

The double-circle on the left is the location of the pilot's control yoke --

you can see why the right-hand seat doesn't normally have flight controls.

 

     Note that this aircraft is not specifically sealed against contamination; airflow is through window vents, or through the electrical heating system (which has only simple dust filters).

 

Dimensions

 

  • Length overall:  9.45 m

  • Wingspan:  11.89 m

  • Propeller diameter:  2.56 m 

  • Weight, empty:  900 kg

  • Maximum takeoff weight:  1600 kg

 

Performance

 

  • Maximum level speed: 416 kph

  • Maximum cruising speed:  380 kph

  • Minimum speed:  48 kph

  • Maximum rate of climb at sea level:  350 meters per minute, at 167 kph

  • Service ceiling:  9,500 meters (although no oxygen system is fitted, thus operation above 4,000 meters is discouraged)

  • Take-off run:  102 meters fully loaded, as little as 30 meters with just two persons aboard

    • 186 meters needed to clear a 15 meter obstacle at the end of the runway when fully loaded

  • Landing run:  82 meters

 

     The manual reads, "Aerobatics, including spins, are prohibited."

     Range at least 5,000 kilometers -- crew endurance is the main limiting factor. A placard on the pilot's window reads:  WARNING - DO NOT OPEN WINDOW ABOVE 70 KNOTS IAS.

 

Operation

 

     This aircraft can't be made to stall (in fact there was no published stall speed on the non-Project versions) ... below about 48 kph it will begin descending rapidly, however; and at very low speeds it "loses rudder authority". Air speeds below 70 kph require an alert, skilled pilot.

     Although the airplane can be forced, under certain conditions, into auto-rotation which is technically a spin, this maneuver is not the same as the well known "tailspin" in that it cannot occur accidentally and contrary to the pilot's movement of the controls. No 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.

     A "ground attack" dive produces 150 kph and a descent rate of 1000 meters per minute.

     For hauling cargo, a two person crew is mandated by the Project; with both rear rows of seats removed, 556 kg / 2.28 cubic meters of cargo can be carried (presuming each crew member is 100 kg).

     A prominent placard on the control panel reads, "THIS AIRCRAFT IS NOT TO BE FLOWN INTO KNOWN ICING CONDITION."

 

Autopilot

 

     The Brittain Industries B-2D autopilot will keep the aircraft level in the roll and pitch axis. Besides normal level flight, the autopilot can be set to perform constant turns up to 3 degrees per second (20 degrees of bank). It's driven by the gyroscope in the artificial horizon, and is NOT connected to the Autonav in any way. It can't be used to follow a particular course, set waypoints or altitude -- do NOT expect the aircraft to stay on course under control of the autopilot.

     The pneumatic servos which drive the control surfaces for the autopilot will work for about thirty years ...

 

Training

 

     A minimum of five (5) hours of in-flight instruction is required for safe operation; the Project put all of its STOL pilots (who were already at least qualified on single-engine general aviation aircraft) through 40 hours of training.

 

Maintenance

 

     Visual inspection of landing gear, flight control surfaces, etc. is required before each flight. A regular maintenance schedule calls for a few hours of internal inspection after about 100 flight hours. The most critical items for the 100 hour check are control systems, electric motor, propeller, shock absorbers, tires, brakes, light bulbs, and the flight instruments (altimeter, etc.). Only a small tool and parts set is required for this.

     Every two years, the aluminum structure, inside and outside, should receive an anti-corrosion treatment. This treatment will need to be removed if the airplane is to be painted.

     The original (non-Project) aircraft required a lot of careful maintenance of the engine.

 

Activation Requirements

 

     When placed in long-term storage, the entire outside of the aircraft is coated with protective sealant, which must be removed before flight; all lubricants and shock absorbing fluids are drained; dehumidifiers are placed aboard; control surface locks are installed; the tires are removed, deflated, and stored flat; solid metal "short taxi only" tires are installed. The plane is stored on special jackstands.

 

  • remove plastic sealant, with special care around the air intakes and the pitot tube

  • fill motor and propeller lubricant reservoir

  • add fluid to shock absorbers on all three wheels

  • inflate and install tires

  • remove aircraft from jacks

  • activate internal power

  • remove control surface locks

  • perform standard 100-hour checks

 

Pre-Flight

 

  • Check interior of cabin for Master Switch "OFF", remove gust lock from controls.

  • Pull propeller through several revolutions and inspect blades for nicks and cracks. This is especially important after landing in loose sand, dirt or gravel.

  • Open engine cowl; check oil level and inspect oil lines for leaks. Give engine compartment a complete visual check.

  • Check shock struts and tires for proper inflation

  • Check main gear brakes and lines for leaks and security.

  • Check slat operation for freedom of movement and any unusual play.

  • Move all control surfaces and check security of all hinge bolts and push-pull tubes,

  • Check security of anti-balance tab on horizontal tail and its pivot point on the fuselage,

  • Remove cover (if installed) on pitot tube, and make sure it is free from dirt or other obstructions,


     After entering the airplane and before starting the motor:

  • Adjust and fasten the combination seat and shoulder straps.

  • Check all controls for freedom of movement and proper direction.

  • Insure that all cargo is secured and that the load is properly located.

  • Open cowl flaps.


     Prior to take-off, a check should be made to insure that:

  • Weight and balance is correct.

  • All occupants have properly secured the combination seat and shoulder straps,

  • Stabilator trim tab set.

  • Flaps are extended 30° or less for take-off.

  • Cowl flap lever is pulled out to fully open cowl flaps.

  • Propeller control is pushed in for maximum RPM (3400 Max.).

  • Parking brake control is "OFF" position.

 

Variants

 

     The forward air controller version of the Courier (the U10B) could easily be created from the Project's aircraft -- most of the difference is in the radio equipment fitted, and the definite presence of underwing rocket pods.

     The Project created surveillance and monitoring equipment to be mounted on the wing hard points.

     The speakers of the LSS-40 loudspeaker system can be mounted in the upper half of the cargo door.

     At least one was seen by Project trainees with the rear seats removed, the middle row of seats reversed to face aft, the upper panel of the port side cargo door removed and replaced with a special vent/window, and a copious amount of electronic equipment installed (including two sensor pods under the wings). With the rear two seats removed, 328 kg of non-standard gear could be carried along with four crew members.

 

Floats

 

     Twin amphibious floats (which increase the empty aircraft weight by 240 kg) can be fitted. The floats are made of Resistweave® fiberglass over an aluminum frame, with two small cargo compartments built in (0.14 cubic meters each). Removal of the wheels, and installation of the floats, takes a trained team 6-10 man-hours with minimal tools (and some cribbing, or a crane or overhead hoist). Here's a photograph of a non-Project version.

     Note that the V-150 armored recovery vehicle is easily capable of lifting this aircraft.

 

Skis

 

     Resistweave® fiberglass wheel-skis (increase empty weight by 55 kg), can be fitted; the conversion takes a trained team 6-10 man-hours with minimal tools. With the wheel-skis fitted, maximum speed is only 160 knots; takeoff run on smooth packed snow is about 20% longer than on wheels, and landing is about 10% longer.

 

Team Equipment

 

     Very little "team" equipment is assigned to this vehicle -- it's intended to be supported by a larger team or base. Besides the built-in items -- AutoNav, PRC-70 radio, fusion reactor, etc. -- there's a very small tool kit, tie-down cables, a PRC-70 radio accessory kit (with an H-250/U handset added), a PRC-70 battery box with two radio batteries, LC-2 pack frame with straps, a fire extinguisher, aid bag, work light with 16 meter extension cord (and outlets next to the lamp), five H-161E headsets, five flotation vests, and a manual for this aircraft. 

     The tool kit has a couple of crescent wrenches, a socket wrench set, screw drivers, vice grips, needle nose pliers, wire tool, multi-tool, safety wire, electrical tape, duct tape, bottles of common nuts, bolts and screws, a tire patch kit,a  bicycle-style pump, an angle-head flashlight, six Project camera batteries (in D-cell sabots), and some other small stuff. Weight about 5 kg.

     Crew members are encouraged to carry their complete kit during long-duration flights.

 

Game Mechanics

 

     The ordinary aluminum skin is about 5 points of armor; when doubled with Resistweave®, it's about 8 points of armor. The windows are about 4 points of armor.

Comments (2)

Michael said

at 6:48 pm on Oct 19, 2018

The CIA back in the 60s and 70s had the same issue with the various STOL aircraft they were using in Southeast Asia; in the end, there was no way to make a useful armored plane. Wear your Resistweave coverall! The electric motor and generator are pretty sturdy.

Kirk said

at 5:28 pm on Oct 19, 2018

Shoot down this unarmored small plane and WIN a fusion generator!!! Act now, this offer won't last long!

You don't have permission to comment on this page.