Author Topic: Sport Plane Helio?  (Read 12168 times)

Doug Johnson

Sport Plane Helio?
« on: March 24, 2011, 12:19:19 PM »
I let my medical lapse because I wasn't going to pass my next physical so I'm looking at the sport plane category. Of course that leaves out all the certified Helios.

Any in experimental Helios out there that fit in this category.

I found the Pegazair  at Tapanee Aviation in Canada, self retracting flaps,  full span displaced flaperons, interesting airplane. Anyone know anything about it?

My only problem is I don't know if I have the gumption to start a 2 year full time project.

Doug

paullapoint

Re: Sport Plane Helio?
« Reply #1 on: March 24, 2011, 06:27:41 PM »
Hi Doug,  I have been looking seriously at Zenith CH750 until I can affford a Helio.  Paul

Doug Johnson

Re: Sport Plane Helio?
« Reply #2 on: March 24, 2011, 08:08:23 PM »
Hi Paul,

So was I but the slats don't retract so I kept looking and found the Pegazair, If it only had
Friese ailerons and and spoilers and stabilator. It would be a smaller Helio or at least a helioplane.

I found a picture of the Helioplane In the smithsonian archives if I ever figure out how to send pictures
I'll  post it.

Doug
Doug

Doug Johnson

Re: Sport Plane Helio?
« Reply #3 on: March 25, 2011, 01:24:33 PM »
This was the first of the Helio Couriers. Slats on a short wing cub, with interceptor coming out from the top of the wing at full aileron (lateral roll control augmentor, spoiler) . Lowering   the speed was not the idea, making it fully controllable and safe at low speed was. Proof of concept was made on a PA-17  Vagabound. The next prototype was a lot larger, with double the gross weight.
 
Doug

greatlakeshelio

  • Guest
Re: Sport Plane Helio?
« Reply #4 on: March 25, 2011, 04:30:07 PM »
Dr. Otto Koppen was an experimenter, and safety was his advocacy. Read the article Smart Airplanes for Dumb Pilots...Then read this..

   Tigers in a Cage:  Helio Aircraft Company

                                     "Extreme short field airplanes" 

                                                                                       Stephen A. Ruby  EAA #406241

     

                                                                                             
        Jack Phillipps flew the test flights out of M.I.T. athlectic field in 1948-49 after Dr. Otto Koppen and Prof. Lynn Bollinger came up with the concept of an airplane that was stall-proof and spin-proof converted from a Piper Vagabond PA-17. This conversion was an airplane like no other, handley-page automatic leading-edge slats, a rudder split in two-sections, the top being the trim, the bottom being the rudder, with the wing span shortened sporting modified slotted full span flaps and the landing gear moved forward ahead of the firewall to allow hard braking on rough field operations preventing a nose over. To further the performance enhancements an 85 h.p. Continental with fuel injection and a geared V- belt driven mechanism turning a 9 foot wide-chord Aeromatic propeller was installed. The result was an airplane that could fly at 27 mph and take-off with one pilot before the throttle was fully opened, about 60 FT. in still air, normally about 100 FT .at gross and clear a 50 foot obstacle less than 300 FT.

       Dr. Otto Koppen an aeronautical professor at M.I.T and Prof. Lynn L. Bollinger business research professor at Harvard Business School, were engaged in the design of an airplane that put extreme safety ahead of anything else. Dr. Otto Koppen was not new to designing slow flying safe airplanes afterall he designed the Ford Flivver and the General Aircraft Skyfarer. Otto Koppen had on occassion experienced loss of control flying into airfields around New York and Boston. This loss of control resulted from wind shear and turbulence generated by tall buildings in the same manner as "mountain wave effect" in high altitude operations. Otto Koppen was nearly killed when he departed from controlled flight on a few occassions. These test flights conducted at Boston Athletic Field and Harvard University tennis court were proof of concept evaluations that earned the Helioplane a place in history known as the "tennis court" airplane. Pitch control remained questionable because the elevator had not been modified and retained the same shape as all short wing Pipers have. This radically modified experiment is now known as the Helio C/STOL Courier (controlled short take-off and landing). In 1950 the Helioplane Four was introduced, it became a more polished, refined airplane, resulting in the only fixed wing airplane that had an all flying stabilator, shoulder harnesses, and a 15G tubular steel roll cage surrounding pilot and passengers. Fleet Aircraft Co. LTD in Canada agreed to build them, but that deal fell through, so Aeronca Aircraft in Alliance, Ohio agreed to build them.  The Board of Directors conceded that Aeronca could build them for $6750 and a out-the-door price of $9270 where a profit was established.  Hostilities in Korea broke out and as a result all light airplane production in the U.S. sadly, came to a screaching halt. 1952 the YL-24 was under evaluation by the U.S. Army  and it looked promising for Helio Aircraft to undertake certification and production performing in the liason/observation role with military officials developing a keen interest in the project. In particular the Helioplane

  The airfoil in the Helio is a NACA 23012 design that is the same section as the P-51, a hershey bar wing with 231 square feet of area that incorporates "frise" (freeze) ailerons, these are fabric-covered, card table sized control surfaces providing superb roll control at low speed and when deployed the aileron is lifted where the leading edge protrudes into the airflow enabling a condition to develop called "proverse yaw" thus practically enabling the pilot to turn the airplane with almost no rudder application. On the upper surface of the wing just behind the slats (15.5% chord) there are curved blades called "interceptors" recessed into the wing that give 16 to 20 degree roll rates per second margin at less than 40 mph. These interceptors pop out of the wing when normal roll control is lost at low airspeed, and are activated when the control yoke is moved to near maximum deflection. The designers obviously did their homework. The trailing edge of the wing encompass modified slotted flaps that extend out and down and comprise an area of 74% of the span, and when all devices are extended the Helio exhibits 100% more lift than any other airplane. The standard fuel system incorporates two 30 gallon tanks constructed of nylon, rubberized, collapsable bladders that conform to shape in the event of an accident which has shown Helio possessing the lowest post crash fire rate of any airplane produced. There is also a provision for 120 gallons in later versions (U-10D).. This Ichabod Crane of the air, is a thing of pure beauty.
Canyon turns, hovering, and aerial shenanigans

     Helio U-10's performed amazing work in the jungles of  Laos, Cambodia, Thailand, and VietNam after expert persuasion on the part of a Major Harry "Heine" Aderholt who convinced the CIA that insertions into mountain tops providing operations that could only be served by an airplane with these capabilities. In 1958 Helio Aircraft developed the Super Courier with a Lycoming GO-480-G1D6 (295 hp) designated the L-28, and later became the U-10A, which were flown at various military bases around the counrty, FT. Bragg, NC, and Hurlburt Army Field in Florida. By now, the advisor program was under full swing in Southeast Asia and it became clear that supplies, interdiction missions, and support were ncessary to help the people of these countries combat communism. Thus, Air America became a reality and the airline of the VietNam War was born. The Air Commando's went to Southeast Asia in November of 1961, along with the U-10, and that airplane flies today, but what is interesting is that the CIA had been secretly involved with Helio Aircraft already, and it is rumored that 6 U-5 Helio twins ended up in Communist China, only 7 were built. The mission envelope flown was one of battlefield surveillance where recon data received indicating Viet Cong stronghold activity at peak staging zones, which included deployment of the U-10 to orbit suspected area's to monitor and persuade the enemy to convert to South Vietnamese forces and having amnesty available so that we could gather intelligence and instruct them to surrender. A Pilot, Radio operator, and door kicker boarded the U-10 and orbited these specified areas and began taped speech through loudspeakers installed in the airplane translated to Vietnamese. The "door kicker" would toss out Chieu Hoy (Open Arms) pamphlets encouraging them to relinguish their activities, it was met with some success. Ground fire was always present and there were bullet holes in any number of U-10's at any one time. Mission pilots soon learned to develop evasive tactics that employed the Helio's unusual attributes and when ground fire return was imminent, you simply yanked and banked a 180 degree turn all within the space of a runway, about 100 feet. The Lycoming GO-480-G1D6 "geared" engine really proved it's worth in this situation and was hailed as difficult to operate by some operators who flew Aero Commanders and Twin Bonanza's. Not exactly a high time TBO powerplant (1400 hours) but the GO-480 proved to be a bullet proof motor and worked when needed. A variety of other aircraft utilized this engine and it incorporated a planetary gear driven mechanism allowing 3400 rpm at take-off with the prop turning 2175 rpm. The confined areas in which the U-10 operated were generally above 4,000 feet in mountainous jungles with continuously adverse weather conditions, flight ops out of 1,000 foot airstrips were met routinely. NKP (Nakhon Phanom) Air Base was located 360 miles northeast of Bangkok, Thailand and was one of those clandestine area's and the subject of this article. When congressional hearings disclosed activity of American Forces in late 1969, and early 1970 operating secretly out of Loas, the cat was let out of the bag so to speak, and operations began to move elsewhere with skepticism by military officials who felt our presence there would enable combat operations to gain greater control of the North Vietnamese Army and force their surrender, that never happened. When I arrived in Viet Nam in July of 1969, the U-10's were operating out of Bien Hoa Air Base engaging the same role and flown primarily in the southern part of the country and relegated to lesser participation. In April of 1975 it was all said and done, thus the costliest conflict of modern times met it's fate and came to a bitter conclusion.       

     The Helio H-391B certified in July of 1954 under type certificate #1A8 has flown numerous demo's at EAA AirVenture and that airplane is now retired, the ruggedness and flexibilty of it's design has yet to be challenged and provides operators with a degree of safety not found in any other single-engine light airplane, and continues to serve routinely in the furthest reaches of the world. About 220 Helio's still fly.   

Helio Stallion AU-24 (A)
 

     The Helio Stallion developed in late 1963 and test flown in July of 1964 (type certificate #A4EA) can best be described as the highest performing single-engine turbine, fixed gear STOL airplane, ever conceived. Helio Aircraft was in competition with 2 other manufacturers so the theory was to develop an aircraft that could rise above the competing entries and gain the bid for the military role of "armed gunship" escort. Helio decided that instead of converting the Courier they took the approach to a new design concept unlike Pilatus did with the Porter, the result was an 8-11 place transport equipped with PT6A-6 (550 shp) or the Garrett TPE-331-2 of (600 shp) due to numerous teething issues with gear box failures and hot section problems it was decided that the PT6 was the favorable option. The Stallion is similar to the Courier because it uses the same wing with a bit more span (41 feet) and 242 square feet of wing area, otherwise no comparison can be made, it is a different animal. The fuselage is 39.7 ft. and the prototype retained the 15G roll cage extending to the back of the cabin, the landing gear is at the same location ahead of the firewall but raked back at a 41 degree angle keeping C.G. locations where they should be. The first Stallion was demonstrating throughout the country and N10038 performing short-field antics that can be labeled as extraordinary. The Hartzell 101" inch 3-blade could be reversed and in excersing STOL landings the airplane was planted on the tarmac, stopped in 150 feet and backed up to the take-off point, gaining much curiosity from ATC controllers.

    Take off in the Stallion resulted in much the same response, but here is where the airplane became a bit unusual, it would achieve extreme angles of attack and in doing so, scared off many commercial operators when Helio performed sales demo's. It was clearly evident that climb rates beyond 3500 fpm were attainable and you could put the nose to 43 degrees or beyond in high performance climb out's, this is what extreme attitude is all about in STOL operations, right? Well, problem is roll control suffered so much that behavior in lateral stability required judicious aileron inputs that wore out potential customers after an hour of dual in turbine single-engine calisthenics, leaving pilots exhausted. Another condition existed when the Stallion entered steep descents, it demonstrated unusual characteristics in the descent profile, she would develop longitudinal "porpoising" at high speed, nose down, when the prop was placed in near "Beta" setting, the only remedy available was adding power and arresting the condition after achieving 11,000 fpm at 80KTS, downhill.

     Helio Aircraft decided to go back to the drawing board and come up with something more acceptable and in August of 1969 the Helio Stallion HST-550A was awarded FAA certification. Billed as the "fastest fixed gear STOL" airplane in production the FAA required Helio officials to install a SFAS (stick force augementation system) where as airspeed decreased and angle of attack increased, a stick force of 50lbs. was added to pitch control by means of limiting stabilator deflection much like the stick shaker in the Learjet. A vane on the left wing and tube rod assembly in the dorsal fin accomplished this goal. U.S.Air Force brass began negotiations to find suitable aircraft for it's "Credible Chase" program in the PAVE/COIN armed gunship role, the contenders were the AU-23 Peacemaker (Pilatus Porter) and the AU-24 Stallion and it is rumored Fairchild Hiller built both airplanes under contract at the same facilty in Maryland, yet no civilan sales occurred.

      Helio Aircraft at their Board of Directors meeting in the late sixties, under the auspices of General Aircraft Corp. were faced with financial pressure from lack of these civilian sales. The military just might save the Stallion program and the other theory is Helio may have gone bankrupt because of monetary input transferred to this project, but as fate would have it the Air Force ordered 18 aircraft to be evaluated for their pet program. Armed with 20MM Gatling Guns, 4 hard points for rockets, and a provision for the 500 lb. bomb beneath the fuselage, testing and evaluation commenced and construction underway. Of interest here lies the fact that fact that Helio also placed all bets in the military contract business and neglected the commercial market altogether and they certainly did so with earnest, thus the lesser powered Helio Super Courier H-295 with all it's glory became prohibitively expensive at $41,900 base list price and no accessories. STOL airplanes fit neatly into the "specialty market"

     The AU-24's deployed to Southeast Asia in 1972, were based in Thailand and used against the Khmer Rouge and communist forces from Cambodia, in a variety of escort duties all under combat conditions, at night, in heavy weather. Stallions were flown up to 240 KTS at altitude, and 205-210 KTAS down low (50 feet) routinely. In all 15 Stallion's were deployed to hostilities 10,000 miles away and by 1974 it was about over for US involvement in this overtaxed, overburdened conflict. The CIA built Helio's offshore at the taxpayers expense and was the subject of a bitter lawsuit that resulted in Helio settling out of court for $50,000 dollars, in all, about 2,000 airplanes were built between 1954 and 1974 when Helio closed it's doors. The military veterans who served in this capacity are to be remembered with honor, it is with their sacrifice that our freedom is still that, free. Only 2 Stallions remain flyable and their stories could tell all, if airplanes could talk, but some of those "speaker bird crews still can. A big Thank You goes to Dennis Petersen (U-10 pilot) who served with the 56TH ACS for providing me the pictures you see here........

     The Helio may never be built again, but those still remaining active have in some way fulfilled a purpose in aviation not many can claim, and they're called "tennis court" airplanes......
 
 

      Helio Super Courier U-10A/B Specifications:

         Wingspan: 39 FT.

         Length:      30.6 FT

         Wing Area: 231 sq. ft.

         Airfoil: NACA 23012

         Gross Weight: 3600 lbs. (Military) C.A.R. 8 (3920 lbs.)

         Empty Weight: 2300 lbs. (Average) 2037 lbs. Book

         Fuel Capacity:   60 gals. Plus a 25 gallon tank that can take place of the 5th seat

         Max.Speed: @ sea level (3000 lbs.) 176 mph

         Cruise: 75 % pwr. 170 mph at 8200 ft.

         Min. Speed power on: 28 mph

         Min. Speed power off: 31 mph

         T.O run zero-wind: 217 ft.

         Landing run zero-wind: 169 ft.

         Range at economical cruise: 800 miles   
 
 

                  Helio Stallion AU-24(A)
 

          Dimensions:       

            Wingspan.............................. 41 FT

             Length.................................. 39.7 FT

             Height..................................    9.3 FT

         Powerplant :

             Engine................................. Pratt & Whitney PT6A-27 (680 SHP)

             Propeller.............................  Hartzell 101 inch, 3-blade, reversing

        Weight and Load :

           Gross Weight....................... 6300 lbs.

             Useful Load......................... 3070 lbs.

         Takeoff Distance....................... 560 ft.

              (Sea Level, ISA)

         Landing Distance:

              (Sea Level, ISA)....................... 320 ft.

         Rate of Climb:

               (Sea Level, ISA)...................... 1550 ft./ min.

         Max. Cruise:

                10,000 ft. @ 6300 lbs.............  160 kts

                 Min. Fully Maneuverable......     38 kts

         Range :

                 Standard, 120 gals..................  550 nm

          Service Ceiling:

                @ 6300 lbs............................   20,000 ft. 

           

Doug Johnson

Re: Sport Plane Helio?
« Reply #5 on: March 30, 2011, 12:46:23 PM »
Mr. GreatlakesHelio

Read Your reply, still doesn't solve MY problem. I love the Helio, in fact I almost bought a basket 1400 Helio just to work on, I like working on them almost as much as flying, but I can't get a medical so that leaves me in the sport pilot category and their is NO Helio that I can legally fly.

So I've been looking for something close to the Helio. I found the Pegazair P-100 with with it's retractable slats. When I mentioned Helio the designer claimed it's a little bit and I emphasize the LITTLE BIT, like a small Helio.

If its a little bit like a J-3 cub that wouldn't be bad either. I've considered the the J3 but I would like To avoid  as much as possible the the NEW and friendlier FAA.

I've heard there is an experimental Piper Pa-12 out there with slats and spoilers but that wouldn't work either.

I like slow flight and have played around with the Kasperwing ultralight but that's pretty limited too, range wind capabilities, and it doesn't look even a little bit like a Helio.

Any suggestions? Anyone?

Doug
Doug

greatlakeshelio

  • Guest
Re: Sport Plane Helio?
« Reply #6 on: March 30, 2011, 03:23:03 PM »
Find something that suits your needs, if the Pegazair fills that void and you want to fly, I say go for it

Cheers
Stephen

paullapoint

Re: Sport Plane Helio?
« Reply #7 on: March 30, 2011, 06:13:13 PM »
Hi Doug,  Have you looked at the ch 750 at all? It is very well engineered and simple.  The part that interested me was it has a short build time, wide fuselage, and is reasonably priced. I also looked at the Just Highlander-more of a supercub knock-off but a very good airplane. I flew a 172 with 180hp. and vortex generators. I was amazed at how much vg's do- almost as good as slats. Broght the stall speed down to ~35 and hardly a stall compared to my normal 172. I hear that they do induce some drag and take a little speed off the top end but with 180hp I didn't know the differnce.
  I also came close to buying a wrecked Helio-still might. But getting it certified and all the paperwork scares me as I am not a certified A&P. I think I could build one from a good set of plans but just don't have the time. I have another year before I can buy one unless somebody out there wants to trade for heavy equipment.  Paul

paullapoint

Re: Sport Plane Helio?
« Reply #8 on: March 30, 2011, 06:19:45 PM »
Hi again Doug,  There was another company making wings for the Zenith (and others I would assume) that was similar to the Helio but I don't think it improved any of the original performance figures by much.    Paul

Doug Johnson

Re: Sport Plane Helio?
« Reply #9 on: March 30, 2011, 10:05:23 PM »
Hello Paul,

Yes I looked real hard at the 750 in fact my Cousin and I almost flew his Taylorcraft down to Missouri to test fly one. But never did. If I understand correctly that short build time only works if you go to the factory and enroll in their quick build program where you use their jigs. I might go up to Canada still and take a look at Pegazair. I'll have to look into the Just Highlander haven't heard anything about it.

I had a 1956 Cessna 172 Straight Tail With a Lyc. IO-360 180 hp with a constant speed prop before I bought The Helio. I put a Sportsman Stol kit on it and adapted my Horten wing tips to fit. We put a new panel in with center stack radios that required replacing the t style yoke with a newer u style yoke that required the help of an FAA designated engineering Rep.  Man was that an experience fortunately it was 1986 and we were in Alaska where ther sometimes was a New and Friendlier FAA I'm not sure it would be possible today especially in the states. We later put Vg's on but they didn't seem to make that much difference except to tear up wing covers we managed between the wing covers and knocking off ice to knock a few of the vg's off, still didn't seem to make much difference. I was Getting about that same 38 mph stall speed. I Think maybe the vg's helped keep You from blanketing the tail when slipping with flaps, but could never tell for sure I always thought we should try some vg's on the tail but never did. Anway If starting from scratch I would go with  the sportsman stol. Then the Vg's but would prefer to live in a warm climate to put on Vg's.

I wonder if anyone has ever played with Vg's on the Helio?

As far as buying a wrecked or disassembled Helio. It really helps to make friends with preferably an AI or at at least one thats amicable to working with you at reasonable fee's. Then You work on it basically as an apprentice under constant supervision you can even log the time if you would later like to take  the Ap test. That  what I did Except the part for taking the test. It also really helps to have an interest in an avionics shop.  I rented my 172 to the avionics shop and basically traded time. I also had a good friend who ran a prop shop although he didn't rebuild constant speed props His friends did and when it came time to balance and mount the prop he could do that. I didn't take advantage of them they didn't work for free but they sure cut me a lot of slack. I almost forgot I made friends with Lee at the upholstery shop and did most of grunt work there too. I never could learn to sew worth a damn. And you can remove all the Paint yourself and save the paint shp the expense of disposing of hazardous wastes that will help too. You do it yourself in small parts bottom of one wing one day the top the next. Probably your local land fill will take small batches waste or maybe you'll have to save it for the annual spring cleanup program.

And one of the most important things I wasn't married, no kids worked nights, and could hang out at the airport all day and develop these Friends and Partnerships. I did a lot of helping before I ever got to the Helio.

I'm sure there's easier ways to do it but I bet it cost's more.

Maybe you can trade Heavy Equipment work, build an airstrip for some one. who knows? Be creative.

Doug
Doug

Doug Johnson

Re: Sport Plane Helio?
« Reply #10 on: March 30, 2011, 11:29:54 PM »
I forgot something, the early 172 Cessna's had 40 degrees of flaps like the Helio just not as long and with a johnson bar to deploy them. With the johnson bar you could feel the flaps if you were going a little to fast when you began to deploy them you could feel that it was to harder to pull the hanndle. Plus you could get up a little speed pull the flaps on and balloon up.

On the Helio I was glad that it was a 1200 upgraded to a 1400 because It had manual flaps. With them you got a little feed back but not as much as the 172. The Helio had a crank like the windows on a car. If I remember right it was 4 cranks for each 10 degrees then look out the window to the white marks you had painted on the flap tracks there was an indicator in the cabin but it never worked right theres no electric motor. I broke a belt on a 152 it had an old battery that wouldn't hold a charge and by the time I was able to get to an airport the flaps didn't work and I could sure have used them.

What I always envisioned on the Helio was a johnson bar that you pulled up got 10degrees of flap pushed the button pushed the handle down and grabbed another 10 degree's of flap. When you were ready to raise the flaps you twisted the handle pushed it down and repeated the procedure the opposite way. But I'm not smart enough to engineer something like that and it probably would be a nightmare getting something like that STC'd with the feds anyway.

Or How how about a stick retrofit to replace the yokes. I knew an Engineer that worked for Sun Microsystems that designed such a system for the Cessnas but couldn't get it past the Feds. He was the engineer that helped us with 172 yokes but not the FAA designated one.

Doug
« Last Edit: December 12, 2011, 02:53:23 PM by Doug Johnson »
Doug

paullapoint

Re: Sport Plane Helio?
« Reply #11 on: March 31, 2011, 06:59:50 PM »
Hi Doug,  My old 172 has 40 degrees of flaps but electric with a gauge next to it. No detents like the newer ones. I would rather have the older style too that you can feel and not have to divert attention to minding some sort of indicator. I have a few hours in a 391b on wheels. I was told that if you are going too fast, it will be hard to muscle the flaps down and damage them vs. having electric ones. I flew my 172 to a lesson and made the worst landing of my life at home in the 172 after flying the Helio. Of course there were a lot of people watching which is very rare here. I live about 300 miles from any real aircraft repair facilities. We are lucky to have a few IA's around (still 60 miles and a boat ride) to sign off annual inspections. I have one that lets me do most of the work and oversees. That saves a lot of money and good experience for me too.  I know that the Stallions hade a stick in them- might not be that hard to modify. That would be a question for someone else. I am just getting my new shop finished so it should be ready for a project soon. My dad had several Helios. The last one and only one I remember, is still flying today in AK. It was a 1200 on Edo 3430's. He still talks about trying to get it back. I live on the water so it would be perfect here. The ch750 is a fast build at home. The only thing their factory offers is a two day rudder build to get you started.    Later, Paul

Doug Johnson

Re: Sport Plane Helio?
« Reply #12 on: April 02, 2011, 10:03:50 PM »
Hi Paul,

You've aroused my curiosity.  Where do you live on the water 60 miles and a boat ride from an IA and 300 miles from a shop (Canada or Alaska is my guess but where)?  What was c/n # 0f your  Dad's Helio? 

One of the Other forums that I've been Lurking around has an "Who I Am Forum" you can post a short bibliography or is it autobiography?  If you're not shy or trying to be anonamous I suppose.  I wonder with all these user names.

I think Stephen (maybe his mom called him Steve) is GreatLakesHelio, was MrHelio, Also  is PowerOfLift, Also is HelioDriver.  I think I'll just Stick with MrHelio, it fits since he seems to answer everyones questions. I wonder how many other aliases he has?

Maybe you will post a "who I Am".  I've been seriously thinking about it.  I would Have to sit down and write it out on paper. I don't think I could do it off the cuff with out sounding like an Ignamoron.

Maybe we should start a new Forum "Who I Am".  Maybe another " My Helio or The one I used to Own".

Doug
 
Doug

paullapoint

Re: Sport Plane Helio?
« Reply #13 on: April 03, 2011, 12:29:04 PM »
Hi Doug, I am on Drummond Island, MI (KDRM). On the Eastern tip of the UP on the Canadian border. We have a small resort and rv park here (www.wawenresort.com). There is a good shop in Sault Ste. Marie, Canada but dealing with all the new border issues is a pain. I have met Stephen a couple times at Oshkosh. Went to his first fly in. We go every year to the EAA fly-in. My dad's last Helio was s/n #1206. It was turned over in the lake in a windstorm and was damaged. He didn't tie the wings, just to the float cleats. The cleats pulled right off the floats and were still tied to the lines. Then some pirates took it through some insiders at the bank and insurance company. They repaired it and sold it to its current owner. I remember when they took it- my dad wasn't home and if I had been 5 minutes sooner, somebody would have been picking lead out of their rear end. Probably a good thing for me that they got out when they did. It is in Wasilla, AK.  I talked to the owners wife last spring but she said he did not want to part with it. He had another H295 on floats for sale that belonged to his friend's widow that was very nice. I think it sold right away. I have a daughter that wants to start training so I can't sell the 172 for a while. I thought about putting it on floats but costs too much to convert and I really want a Helio anyway. Paul