One is to fly the approach, as much as is possible, like a normal airplane. There are several different landing techniques. It's almost impossible to aft load the airplane. Loading, by the way is very easy, it will carry whatever you put in it, and the CG envelope is the very large. To stop the descent, simply add about 5 to 10 inches of manifold pressure depending on your load.
#Helio courier full#
With full flaps and slats deployed and the control wheel in your lap, the airplane will descend nose high at about 1200 fpm with full roll authority. It's possible to make a skidding turn that is absolutely wings level or even banked in the opposite direction at slow speeds without fear of snapping into a spin. Ailerons and the interceptors (spoilers) that operate in conjunction with them will overcome full opposite rudder deflection. Hanging on the prop, you can turn the airplane pretty much in it's own wingspan at this speed. It's possible to maintain altitude at 28 mph, however the CHT will climb rapidly and the deck angle is pretty steep. The slotted Fowler flaps and automatic Handley Page leading edge slats increase the wing area by about one third when extended. The large wing is a laminar flow design (actually the same profile as the P-51 Mustang). The unique wing design calls for a different technique on landing. However, the trade off is a tendency to groundloop. The landing gear is well forward of the CG to prevent noseovers in soft ground. It's a little bit heavy on roll, but the pitch control is fingertip throughout. The cruise and slow speed numbers are similar to the H-295.The thing to watch for in the Helio is that it is a pilot's airplane and must be flown all the time. The only sacrifice is takeoff performance. It has a plain vanilla carbureted O-540 - about as bullet proof a motor as any.
The H-250 was created for the South American market. These are a bit expensive to overhaul, but they are available. The H-295 has the Lycoming GO-480 G1D6 295 HP geared engine. The rest is sheet metal, fiberglass and off the shelf standard parts. The only parts that are not easily obtainable are the landing gear legs and the fuselage cage, but they can be fabricated and repaired. It's one of the easiest airplanes to work on, and once mechanics get over the shock of seeing something other than a Cessna or Piper, they love it. The Helio was designed for ease of maintenance in the field.
#Helio courier how to#
They're garbage - an example of how to ruin a really good design. The 700 and 800 were produced by a different company in the mid 1980s. The only two, or possibly three, to consider are the H-295, the H-250 and the older, lighter, H-395. There are several models of Couriers around. The Helio Courier H-295 was used for the majority of the aerial photo work that was featured on this site.
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