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the economic value of adopting this approach in light of the more complex mechanisms needed for retraction and deployment. Tiltman envisioned the aircraft as being relatively speedy and advanced amongst its peers, and that it could also be a suitable medium-sized transport in addition to its use by private owners.
290:, who promptly used on a demonstration flight to Scotland along with further promotion flights aimed at encouraging sales. By December of that year, two basic versions of the aircraft were on offer, one tailored for the domestic market and the other intended for overseas use amongst the colonies of the
377:
While the prototype did not manage Cobham's original deadline of 6 April 1933, he was not ready to perform his long-distance flight for some time either. Following roughly one year of practise to perfect his airborne refuelling technique, Cobham took off from
Portsmouth in the prototype Courier on an
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center section tanks and a header tank. However, the prototype was equipped with an even-greater fuel capacity of 275 gallons, although the aircraft couldn't takeoff with so much fuel due to being significantly overweight, thus this expanding capacity could only ever be fully exploited mid-flight via
209:
and believed this to be the first use of hydraulically retractable landing gear. During this era, while some figures felt that the choice led to an increase in aerodynamic performance as well as aesthetic appeal via its cleaner exterior, there were critics within
British aviation circles that doubted
274:
being present, yet the prototype still achieved performance close to that which had been estimated for the finalised design, including its maximum speed of 160 MPH. Suitably impressed by its early performance, later flights were frequently observed by members of rival
British aircraft manufacturers.
241:
was pessimistic over the use of a retractable undercarriage, having allegedly been influenced by external detractors. However, Tiltman vigorously defended the value of the design choice, and was backed by several other board members, this the feature was retained. The arrangements between Cobham and
282:
Having gained confidence in the design's attributes by the prototype's relatively smooth testing experience, Airspeed opted to commenced quantity production of the
Courier during the summer of 1933. On 4 September 1933, the first production aircraft of an initial batch of three was delivered to the
250:
The prototype was built and tested at a relatively high speed in order that the aircraft could be delivered to Cobham as soon as practical. In particular, the fabrication of its undercarriage had overwhelmingly needed original components that were designed and built internally due to a lack of part
185:
was keen for the firm to commence another project. Prior to this, Airspeed's design team has exchanged several rough ideas for a conceptual aircraft suitable for use by private owners; it was asserted that, in comparison with existing models on the market, a modern aircraft for the role ought to be
389:
Between 1933 and 1934, Airspeed manufactured a total of 15 production grade
Couriers. They were sold to civilian customers who used them for a variety of purposes, including its use as a compact airliner and as an air taxi. Early on, several different firms attempted early airline routes using the
353:
The
Courier was designed to be customised for both long-distance and short-distance operations; customers were offered two alternative fuel tankage arrangements, one accommodated 28 gallons between a tank in the wing's center section while the other spread a total of 66 gallons across a pair of
186:
more useful and spacious, with sufficient capacity to accommodate five or six people at a time. Early drafts of what would become the
Courier were produced and presented by Tiltman to Airspeed's board, who gave their authorisation for further work during November 1931.
127:
Development work on the
Courier started in 1931, envisioned as an advanced aircraft intended primarily for private owner-pilots. Its ambitious design, including its unorthodox undercarriage, attracted the attention of the British aviation pioneer, Sir
31:
143:
The
Courier quickly proved itself to be of sound design and laudable performance, encouraging Airspeed to commence small quantity production months later. The Courier was primarily purchased by civilian customers, being used as an early
242:
Airspeed were confirmed in full during August 1932, leading to construction of the prototype
Courier commencing at Airspeed's York facility during the following month, despite the design not being finalised until October 1932.
251:
availability in the supply chain. Airspeed relocated from York to Portsmouth in early 1933, necessitating the prototype being moved via road to the company's new facility. Following its reassembly, the prototype Courier
524:
447:, who used it for development of the Napier Rapier engine. The RAE aircraft was modified by Airspeed via the addition of high-lift devices and drag inducers, along with modified controls, for testing purposes.
229:
was underway, leading to a provisional contract being issued for a single aircraft on 6 May 1932. While Cobham and his benefactors were willing to pay £10,000 for this initial aircraft, including its single
329:
Other aspects of the aircraft, such as its structural design, were relatively conventional. The wing's centre section was integral with the fuselage, while the outer wing's structure comprised a pair of
318:. It was estimated that the additional weight of the mechanism for retracting and deploying the undercarriage amounted to 30lb, while an increase in cruising speed of 20 MPH was achieved via reduced
386:
on account of a broken throttle. Despite this outcome, the practicality of his aerial refuelling practices had been successfully proven, and would continue to be refined in subsequent years.
234:
engine, they also insisted on a demanding timetable, including the aircraft's delivery by 6 April 1933, along with stringent penalty clauses if development fell behind.
436:. One of them, Arthur Gargett, died when it crashed after taking off at Portsmouth on 20 August 1936; the other, Joseph Smith, was sentenced to four months in prison.
432:. However, protests from the non-interference lobby in England stopped delivery. Two Republican sympathisers on the Airspeed staff made an abortive attempt to steal
226:
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454:(RAF), where they were typically used for communications purposes. Only a single Courier survived the conflict, and was briefly used for joyriding flights at
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innovation internally developed by Airspeed, to which the company would subsequently earn revenue from when it was adopted upon other aircraft such as the
428:
In 1936, a gun-running organization, Union Founders' Trust, bought five Couriers with the intention of selling them for use by the Republicans in the
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broke out and the machines all sold immediately to various intermediaries for better than the original prices, and all went by devious routes to Spain
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techniques for long distances flights. Following order confirmation in August 1932, a single prototype was constructed, performing its
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During the test flight programme, the prototype sustained two minor accidents, in April 1933 at Portsmouth and in June 1933 at
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cabin monoplane, incorporating numerous advanced features for the era. One such novelty was its use of a retractable
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was a British six-seat single-engined light aircraft, designed and produced by the British aircraft manufacturer
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326:. According to Taylor, the undercarriage generated considerable attention amongst the aviation press early on.
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techniques to demonstrate their practicality. As early as April 1932, talks between Airspeed, Cobham, and
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At the outbreak of the Second World War, the majority of the surviving Couriers were impressed into the
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According to the aviation author H.A. Taylor, the decision to incorporate hydraulically retractable
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that six Couriers came back to the company when their operating company suspended operations but
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tubes. The tailplane featured a cantilever fin, and was adjustable via a screw jack mechanism.
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sector of the market; one aircraft (the first production aircraft) came in sixth place in the
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attempted flight to India on 24 September 1934, during which he successfully refuelled from a
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Owing to its advanced aerodynamics, two Couriers were used as research aircraft, one by the
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which was manually actuated, although Taylor also observes that this attribution may be
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Airspeed Courier A5.5 G-ACJL, pictured on 1934 MacRobertson England - Australia Air Race
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Airspeed's efforts had coincided with those of another British aviation pioneer, Sir
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531:, United Kingdom, killing all four people on board and injuring two on the ground.
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for resisting the auditors’ attempt to write their value down on the books; see
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Main production type - 240 hp (179 kW) Armstrong Siddeley Lynx IVC.
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while doing so; however, Cobham was compelled to conduct a forced landing at
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upon the aircraft is believed to have been inspired from the similar sized
742:, the first British military aircraft to have a retractable undercarriage.
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and flying testbed. It was also used as a communications aircraft by the
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1156:
75th. Anniversary of the Great Air Race October 1934 Tom Campbell Black
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There was also concerns amongst Airspeed's board over the project;
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airliner was drawing to a close during 1931, company co-founder
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aircraft. The Courier was also popular for a time amongst the
120:. It was the first British aircraft fitted with a retractable
270:
The initial flight tests were performed without the engine's
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former ribs. The wing had a fabric covering, aside from the
322:. Actuation was performed by the pilot via a hand-driven
132:, who saw it as a suitable aircraft for demonstrating his
1074:"Pre-War Airliner Fleets: 2. North Eastern Airways Ltd".
995:
Arms for Spain: The untold story of the Spanish Civil War
601:
Airspeed AS.5 Courier 3-view drawing from NACA-AC-178
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Fitted with more powerful 277 hp (207 kW)
358:. Multiple powerplants were also offered; while the
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470:Prototype - 240 hp (179 kW) 240 hp
221:, which was to flown non-stop by using his early
279:, being quickly repaired after both occasions.
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458:prior to being scrapped during December 1947.
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522:London, Scottish & Provincial Airways Ltd
160:. Only a single aircraft flew briefly in the
80:London, Scottish & Provincial Airways Ltd
16:British 6-seat, single engine aircraft (1933)
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302:The Airspeed Courier was a wooden low-wing
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1097:British Civil Aircraft since 1919 Volume 1
362:engine was promoted for domestic use, the
20:
707:635 mi (1,022 km, 552 nmi)
701:132 mph (212 km/h, 115 kn)
695:153 mph (246 km/h, 133 kn)
568:London, Scottish & Provincial Airways
207:Slide Rule: Autobiography of an Engineer
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507:- Powered by 325 hp (242 kW)
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503:was bought as an engine testbed by
642:47 ft 0 in (14.33 m)
636:28 ft 6 in (8.69 m)
369:was also used upon most Couriers.
205:repeats this in his autobiography
14:
648:8 ft 9 in (2.67 m)
609:British Civil Aircraft since 1919
342:; while the fuselage comprised a
177:As the development effort on the
1099:(2nd ed.). London: Putnam.
541:
520:On 29 September 1934, G-ACSY of
29:
1671:Single-engined tractor aircraft
654:250 sq ft (23 m)
1114:Norway, Neville Shute (1954).
719:730 ft/min (3.7 m/s)
676:IVC air-cooled seven-cylinder
201:. The co-founder of Airspeed,
1:
713:13,500 ft (4,100 m)
666:3,900 lb (1,769 kg)
660:2,344 lb (1,063 kg)
417:. He had got a reputation as
259:on 10 April 1933, piloted by
1681:Aircraft first flown in 1933
1127:Airspeed Aircraft since 1931
1120:. London: William Heinemann.
441:Royal Aircraft Establishment
265:Royal Aircraft Establishment
735:List of aircraft of the RAF
680:, 240 hp (180 kW)
1697:
1499:AS.66, AS.67, AS.68, AS.69
1394:AS.40, AS.41, AS.42, AS.43
488:Armstrong Siddeley Cheetah
398:between Great Britain and
364:Armstrong Siddeley Cheetah
373:Production and operations
28:
1082:. 1992. pp. 45–46.
49:5/6-seat light transport
1095:Jackson, A. J. (1973).
993:Howson, Gerald (1998):
674:Armstrong Siddeley Lynx
615:General characteristics
581:No. 3 Ferry Pilots Pool
577:Air Transport Auxiliary
516:Accidents and incidents
472:Armstrong Siddeley Lynx
411:shortly after that the
360:Armstrong Siddeley Lynx
232:Armstrong Siddeley Lynx
602:
346:exterior supported by
334:box spurs joined with
1125:Taylor, H. A (1970).
740:Supermarine Seagull V
600:
572:North Eastern Airways
490:V engine. Two built.
396:MacRobertson Air Race
288:Air Exchange and Mart
110:Airspeed AS.5 Courier
277:RAF Martlesham Heath
1434:AS.51, AS.52, AS.53
984:, pp. 204–208.
223:airborne refuelling
134:airborne refuelling
41:General information
1151:Tom Campbell Black
1129:. London: Putnam.
1021:, pp. 177–179
603:
402:during late 1934.
140:on 10 April 1933.
1676:Low-wing aircraft
1666:Airspeed aircraft
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1647:
1633:Transport gliders
924:, pp. 52, 54
791:, pp. 41–42.
564:Cobham Air Routes
443:(RAE) and one by
430:Spanish Civil War
413:Spanish Civil War
380:Handley Page W.10
356:aerial refuelling
283:type's appointed
261:George Stainforth
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729:Related lists
723:
718:
715:
712:
709:
706:
703:
700:
699:Cruise speed:
697:
694:
691:
690:
689:
687:
679:
678:radial engine
675:
671:
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664:Gross weight:
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658:Empty weight:
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653:
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647:
644:
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638:
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555:Air Taxis Ltd
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526:
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509:Napier Rapier
506:
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483:AS.5B Courier
482:
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477:AS.5A Courier
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257:maiden flight
254:
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138:maiden flight
135:
131:
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122:undercarriage
119:
115:
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102:10 April 1933
101:
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74:
70:
69:A. H. Tiltman
66:
62:
58:
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52:
48:
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39:
32:
27:
22:
19:
1524:
1258:
1228:
1202:designations
1126:
1115:
1096:
1075:
1068:Bibliography
1058:Jackson 1973
1053:
1043:
1038:
1033:, p. 51
1026:
1014:
1002:
994:
989:
977:
965:
960:, p. 47
953:
941:
929:
909:, p. 52
902:
897:, p. 46
867:
862:, p. 45
855:
850:, p. 44
835:, p. 43
828:
806:, p. 42
772:, p. 41
728:
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500:
467:AS.5 Courier
449:
438:
433:
427:
423:Airspeed Ltd
419:unscrupulous
418:
410:
404:
388:
376:
352:
340:leading edge
328:
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287:
281:
269:
252:
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236:
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176:
142:
126:
109:
107:
99:First flight
86:Number built
76:Primary user
55:Manufacturer
24:AS.5 Courier
18:
1080:Air-Britain
1031:Taylor 1970
1019:Taylor 1970
1007:Taylor 1970
982:Norway 1954
970:Taylor 1970
958:Taylor 1970
946:Taylor 1970
934:Taylor 1970
922:Taylor 1970
907:Taylor 1970
895:Taylor 1970
872:Taylor 1970
860:Taylor 1970
848:Taylor 1970
833:Taylor 1970
821:Taylor 1970
804:Taylor 1970
789:Taylor 1970
770:Taylor 1970
686:Performance
670:Powerplant:
285:distributor
246:Into flight
215:Alan Cobham
203:Nevil Shute
168:Development
156:during the
130:Alan Cobham
1655:Categories
1603:Queen Wasp
1577:Sailplanes
1515:Ambassador
1136:0370001109
1117:Slide Rule
1046:1992 No. 2
747:References
652:Wing area:
511:IV engine.
498:registered
407:Slide Rule
392:air racing
304:cantilever
199:apocryphal
118:Portsmouth
1619:Cambridge
1508:Airliners
1088:0262-4923
752:Citations
640:Wingspan:
628:Capacity:
606:Data from
535:Operators
400:Australia
1612:Trainers
1194:aircraft
1192:Airspeed
724:See also
462:Variants
445:Napier's
312:patented
146:airliner
64:Designer
59:Airspeed
1567:Viceroy
1525:Courier
1076:Archive
1044:Archive
646:Height:
634:Length:
525:crashed
344:plywood
272:cowling
263:of the
173:Origins
162:postwar
94:History
1624:Oxford
1560:Racers
1520:Consul
1133:
1103:
1086:
705:Range:
546:
505:Napier
501:G-ACNZ
434:G-ACVE
348:welded
332:spruce
298:Design
253:G-ABXN
1640:Horsa
1535:Ferry
1530:Envoy
1494:AS.65
1489:AS.64
1484:AS.63
1479:AS.62
1474:AS.61
1469:AS.60
1464:AS.59
1459:AS.58
1454:AS.57
1449:AS.56
1444:AS.55
1439:AS.54
1429:AS.50
1424:AS.49
1419:AS.48
1414:AS.47
1409:AS.46
1404:AS.45
1399:AS.44
1389:AS.39
1384:AS.38
1379:AS.37
1374:AS.36
1369:AS.35
1364:AS.34
1359:AS.33
1354:AS.32
1349:AS.31
1344:AS.30
1339:AS.29
1334:AS.28
1329:AS.27
1324:AS.26
1319:AS.24
1314:AS.23
1309:AS.22
1304:AS.21
1299:AS.20
1294:AS.19
1289:AS.18
1284:AS.17
1279:AS.16
1274:AS.15
1269:AS.14
1264:AS.12
1259:AS.11
1254:AS.10
622:Crew:
384:Malta
219:India
164:era.
1585:Tern
1249:AS.9
1244:AS.8
1239:AS.7
1234:AS.6
1229:AS.5
1224:AS.4
1219:AS.3
1214:AS.2
1209:AS.1
1131:ISBN
1101:ISBN
1084:ISSN
672:1 ×
320:drag
108:The
46:Type
527:at
474:IVC
336:ply
116:at
1657::
914:^
879:^
840:^
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425:.
294:.
267:.
148:,
89:16
1184:e
1177:t
1170:v
1139:.
1109:.
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624:1
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