![]() ![]() I'm on the left, by the way in Helio #2514 that was converted to GO-480 in June of 1965 at the factory, it's serial number reflects that of the H250.!! All we can do now is find a way to get that portion going, through the Helio community!! ![]() Had that happened, you would have plenty of new Helio's and a substantial parts inventory. We were, at one point, going to purchase the type certificates in 1987 when the stock market crashed in October of that year. I'm a certified Helio nut and have about 1500 hours in the Helio. Just so you know who you are talking with here. I could go on for hours here, but hope this gives you some insight to the rarity of these endangered species!! The old school Helio clan has all but disappeared. A new Helio with the turbine, glass panel could realistically go out the door for $550,000.00 compare this with the Soloy 206/207 and performance wise it is on par with these. Parts and product support has never reached the level operators had hoped. The current site of Helio in Prescott, AZ may be almost non-existent. As of now I think there are about 220 Helios flying between Alaska, Canada and the lower 48. There are many on here who know far more than I do as to what mods and operations require. Dean Tremain also was their chief DER ( designated engineer rep) for the FAA. Some operators have installed H-250 wings using the 60 gallon fuel for better load capacity in charter ops.Clarence Brent was the man behind a lot of STC work at the factory. I know many Alaskan operators who have these back to conventional with cross-wind gear. But the CAP used U-10's acquired from the Air Force and they were converted to tri-gear, and those are the H295 1200 series with the manual flaps. The HT-295 was built at Pittsburgh, KS from 1970-74 as the 1700 series models as you say. The bottom line here is that what you need can be valued in your requirements!! The Super Cub is far less expensive and quite capable. The Kodiak is no where near a STOL airplane, load it up and you'll see what we mean. If you were to convert the 295 to the RR/Allison 250 (420 HP) you have a very solid machine with incredible performance at a cost!!. The 295 is on par with the 206 load-wise, but far more rugged. Above 7500 feet they are dogs, especially if heavy!! Now comes the H-295 Super Courier (Lycoming GO-480-G1D6 295 HP) used in T-Bones and Aero Commander 560's if you know about geared Lyc. Cruise is 108 KTS at any given time, 3400 pounds gross. They are light, and use short-fields unprepared and that's about it. So, with that being said my first experience with the Helio came about in 1965 being introduced to the model H-250 MK II (Lycoming O-540-A1A5 250 HP) these were developed for export to South America in early 1965 burning 80 octane avgas. Otto Koppen designed it as an "experiment" developed from a Piper Vagabond PA-17. The Helio was developed for off-airport use from it's conception, and Dr. We have posted a response As someone else said you are comparing Apples to Oranges here. ![]()
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