The L-382 is the civilian, stretched version of the C-130. The most common model is the L-382G; which is stretched both forward and aft of the wing. These were also known as L-100's. I believe about 100 were built, many less than that survive.

Skydive, I like your 206 concept. How many GPH will the PT-6 burn? Are cycles a concern with those engines?

Burns are going to be 25-35 gph at nominal altitudes and power settings. Down low against the airspeed redline 35-40gph and up at 10K-12K msl middle of the yellow arch 25gph. One of the ball kickers will be the idle fuel flow of 16-17gph. Know where you are going after startup and hope the taxi is short. If you have a big enough bottle of O2 and climb to the low 20s msl and the speed and fuel flow will be better than a TU206, take it high enough and see the fuel flow down at idle setting. Using 640 degree operating temp the engines hot section will out last your medical, this will give you 450hp for takeoff and climb, 350hp at 10kmsl. You will be indicating 160-180kts at that pwr setting (35-40gph) depending on OAT. Pull back the pwl lever to 25gph and should see 140+kts indicated truing 168+kts. The bleed valve is still closed giving relatively good efficiency at the 25gph setting but I don’t think you can loiter efficiently below that. Some PT6-20s have different class stators giving different altitude performance. Twin Otters, Porters want stators that are Open allowing max power down low, King Airs want the stator classed closed for high alt performance. The open stator class allows more air flow by less back pressure letting the Gas Generator to spin closer to 100% (cooler) up to 15K msl. A closed stator class, temp limits the low alt performance but the engine doesn’t reach the GG 100% until the high teens - 20s. Best way to operate this airplane in Point A - B is, Radios, Clearance, GPS, Start, taxi and depart, Climb 90-100kts indicated to 10-14K, power to cruise in the airspeed yellow arch, wait until you can almost see the airport, chop the power and come on down. Standard Long Range tanks of 80 gals should give you 6 min taxi of 2 gals, 6 min to alt (12.5K) on less than 5 gals, cruise 25gph for 2 hours and less than 5 gals for the decent and landing leaving 18 gals for 45 min reserve on a 350nm trip with pilot + 5 pax. Turbine drivers know that if you get an ATC hold at 2k be ready to divert because low alt fuel flow will chew up that reserve fast. STCed internal and external fuel tanks giving 3 more hours of range can be installed.
I know its a long answer but there are a lot of pilot choices how he wants to fly. In the light weights I can x-country put-put 110kts true in my recip 206s 20inhg/2000rpm 8-9gph. Will never see that with my turbine.

Thanks for the detailed reply. Those fuel flow numbers will help me feel better about my O-520 this summer. For certain mission profiles, though, I can see where that's going to be a great machine.

cstolaircraft wrote:That helio is a piece of junk! and not worth 310K!! the geared helios will go more places and have better performance.... and they will haul more.

Why do you say that particular Helio a piece of junk? It has the TIO-540 and Garmin 500 package those aren't junk.

the helios that had direct drives didn't have the performance that the geared ones did and they were also alot heavier that the GO powered helios.

Reuben