So now do we need to say "Buy a Helio" instead of "Buy a Maule"

That is correct.......Helio's are all metal with a 15G roll cage, and are equipped with positive boundary layer control, and they are not equipped with stall warning devices because that just does not happen

Student BCP wrote:So now do we need to say "Buy a Helio" instead of "Buy a Maule"

Trust me if I could, I would. Or a Porter. They are so ugly, they look cool and are also capable of some fantastic things. Both way out of my price range though.

Maybe not though, I can put you in a Helio right now for $80,000, let me know and I may be able to assist you

PM me and we can do some research, I have a line on 15 Helio's at the present

Very capable airplanes I might add

Stephen

heliodriver,

Would that Tim Greene's Helio happen to be somewhere's in SC? I was there last fall looking at a couple of other planes and saw two Helio's in a hangar. One had a Turbine on it. Seems they were both in a state of restoration.

Keith

heliodriver wrote:Maybe not though, I can put you in a Helio right now for $80,000, let me know and I may be able to assist you

PM me and we can do some research, I have a line on 15 Helio's at the present

Very capable airplanes I might add

Stephen

Oh lord, please don't tempt me. If I sold the Maule, I could swing it.

How many gph are we talking about here?

I would love to have a Beaver but cannot afford to feed or insure it.

A friend in Olympia owned a Helio on amphib's. If you were not accustomed to the slats deploying and retracting it might be unerving at slow speeds. With full fuel and the amphibs, the useful load was impaired for legal flight. Still a good performer and lots of fun.

heliodriver, curious about the condition of an $80,000 courier, I may be wrong but it seems to me that it's been quite a few years since decent helios were selling at that level.

It is in Austin, TX and the N # is N4120D, it is a Helio H-391B with the GO-435-C2B2 (260 HP)

Google this and tell him I sent you, and he is bringing it to our fly-in in May

Stephen

Here this might be faster and give him a ring, if you are interested

http://www.aircraftdealer.com/aircraft_ ... /14749.htm

What is the cost of overhaul on the Lyc GO series? My local engine guy says parts availability is a problem and very expensive.

About $30,000, but if the cylinders and compressions are good, not much more than what you are flying now, everyone seems to have this misconception about "geared" Lyc's, about the only thing different is the TBO and Lycoming did this for some reason in the fifties that to me, is not warranted.

I had 2 Helio's that went to 2200 Hours, both with the GO-480's

I've always liked Helios and considered buying one when I bought the 185. The drawbacks for me were: slow cruise, costly to overhaul the geared Lyc, more fuel burned per mile flown (combined with small fuel tanks) and the 39' wingspan. As it turns out, the 39' wasn't an issue and I added a WingX STOL extension to the 185 for the same 39'. I would like to land as slow as the Helio in some cases, but so far, 50 MPH does what I need to do.

In my research prior to purchase, I found that the Helio does one thing really well and the 185 does everything pretty well, especially with 84 gals of 100LL, a Sportsman cuff, WingX and VG's.

Desert185 wrote:I've always liked Helios and considered buying one when I bought the 185. The drawbacks for me were: slow cruise, costly to overhaul the geared Lyc, more fuel burned per mile flown (combined with small fuel tanks) and the 39' wingspan. As it turns out, the 39' wasn't an issue and I added a WingX STOL extension to the 185 for the same 39'. I would like to land as slow as the Helio in some cases, but so far, 50 MPH does what I need to do.

In my research prior to purchase, I found that the Helio does one thing really well and the 185 does everything pretty well, especially with 84 gals of 100LL, a Sportsman cuff, WingX and VG's.

Let me know if you would like to challenge your 185 to a "stand-off" with a 1000 pound payload into a 500 foot strip @ 11,000 feet. The cruise for the H-295 is 140 KTS, I do not call that slow, my fuel burn is 13.5 GPH, the last Helio 295 I had went to 1850 hours before overhaul, and it only cost me $7500.00

HD - Why does the H-250 get such a bum rap, or maybe I should say, not much notice? I would think with the direct drive engine it would be the more desirable airplane - just not enough "oomph" with this set-up?

Are there just none around?

Brad

There is an STC for the TIO-540-J2BD (350 HP) for the H-295, gives it stellar performance

There is also the IO-540-K STC for the H-250 (300 HP)

Gives it somewhat better performance..

Two things you do not do with the H-250
1) put the 120 gallon fuel system in it
2) do not go to the 3800 LB gross weight mod

The H250 does everything well down low, above 8500 feet it goes to hell in a hand basket

Trevor Collins nicely restored H250 Mk II in Omaka, New Zealand

H-391B, H-395, or H-295 would be the only Helio's worth owning. LONG prop turning slow. Most people butcher the H-391 by removing the augmenter tube and go to a more conventional exhaust, stay away from from those ships. It will be a while, but wait until the 450hp Alison powered H-395 gets back in the air. Better than 1:1 thrust to weight ratio. It's undescribably impressive!

Jason

Ive heard horror stories about the wings falling off apairently due to vibration caused by poor fabrick on the alerons is there any truth to this? struts would make me feel better!