Helio HT-295 Owner's Manual

HELIO

AIRCRAFT

COMPANY

HELlO MODEL

HT-295

OWNERS MAN’UAL

SEcTLcm x

Gemma

Description of Airplane

PAGE

c

Descriptfon

af Structure - - - * - ” - - * - - - - - - - - - -

1

Ailerons

and Interce$tore-

- - - - - - - - - - - - - - - - - - 2

2
2
2

SECTION XI Flight And Operating xastructions

--

I

Flight

Controls

c

(I) 0

a

II, e I, e I e m a L

a m * m e w m a m

Ir

Pre-Flfght

Inspection

a m e a a a a m m - c w m m . r m m w

o

Operation a - - m 0 a m a - - - a a -. a a a a - a a -. . w

General Operating

Instructfom

And

Lintitations- - - - - - - -

Pilot

Check

List- Ir a lit m m

a a a a a a c a a I a a a m a m

a

Pilot Emergency Check

List---

- - - - - - - - - - - - - - - -

Summary

of

Operational

Afrspeab-

- - - - - - - -

-‘- - - - -

Take-Off,

Cruise

and Landing

Technfques - - - - - - - - - - -

Cross-Wind Take-Off

md Landing

Techniques- - - - - - - - -

-

Mi8cellaneoua

Provisions - * - - - - - - - - - - - - * - -

-

Brake System

Schmatic

- - - - - - - - - - - - - - - - - -

Fuel System SePtematic

- - * - - - - - - - * - - - v - - -

2
2

3
4
6
7

10

12
13
13
21
24
25

26

i

f

. SECTION I

General Description of

Airplane

‘i

The

W-295

is a high wing monoplane.

The wing is fully cantilever and

of all metal construction.

The fuselage cabin section is a metal

covered tubular structure and the aft section is all metal

semi-

monocoque.

The tail surfaces are of all metal construction. Power

is supplied as follows:
Model

I-IT-295

Engine

Propeller

Is-

Lycoming (295hp) GO-480-GlA6

Hartzell

Constant speed

96" dia.

The

Model

WT-295 is a six place plane, The occupants are seated
in two individual adjustable front seats, two individual middle
seats with two reclining posftians, and a two place rear seat,
Entrance to the front seat is through a left front door.

Entrance
to the rear seats fs through a rear right door, the sill of which
is at

floor

level height for easy

loadbg

and unloading, The rear

seat is easily removable

i'or

added cargo space.

'

Surface control is by conventional wheel and rudder pedals.

Provisi

are made for wheel, rudder pedals and brakes on the right

sfde,

Toe

brakes are provided on the left side.

(Brakes for the right side are
optional*) The flaps are actuated by an electric motor on the 1700
series.

Longitudinal trim is by an elevator trim tab actuated by an

electric motor on the 1700 series.

The airplane is equipped with long span slotted flaps and full span
leading edge slats for high lift operation. Lateral control is
obtained by short span Frieze ailerons operated in conjunction with
leading edge interceptors,

The latter are provided for low-speed

control,

Pitch change is obtained with an all-moving horizontal

tail.

Directional control is obtained with a conventional type rudder.

The engine

section

is composed of the engine installatfan, oil cooler,

carburetor,

ram air filter screen, oil system piping, fuel

system

piping,

electrical system,

cowl flap system and the necessary mechanical

control units*

The engine section is completely enclosed by

aluminum wrap-around cowl.

The engine mount is a welded steel tube

structure bolted to the forward end of the fuselage.

The engine is

suspended on the engine mount by four vibration isolators.

The

fire-

wall is of stainless steel.

Description of Structure

-

WING PANEL. The wing is a two-panel full-cantilever unit and all metal

construction.

Ribs are formed 2024

alclad

members.

The main spar

consists of 2024

alclad

web and 2024 extruded angle capstrips.

The

rear spar is a 2024

alclad

formed channel.

The wings are attached

to the fuselage through a welded steel truss.

l

1

c

AILERQNS AKD INTERCEPT0RS.t

The ailerons are the Frieze type, of

2024

alclad

diagonal rib truss structure, fabric covered,

They

are

hinged at both ends and operated by a push-pull tube at the

ce&ex,

The interceptors consist of heavy aluminum alloy curved plates (inboard)
and forward of each

aileron).

They emerge from the wings

incon-

junction with the ailerons.
FLAPS.

The flaps are of a single spar all-metal

constructfon,

They

are supported to the wing structure by three flap tracks and are

actuated by push-pull tubes at the center and outboard tracks,
TAIL

GROUF.

The tail group is composed of a vertical fin and rudder,
and an all-movable horizontal surface equipped with an anti-balance
and

t&n

tab.

All tail surfaces are of aluminum alloy construction.

FIN:

Two-spar construction,

RUDDER:

Single-spar construction

STABILATUR:

Sfngle-spar

construction

FUSELAGE. The forward fuselage structure is a welded steel tube

truss.

It is covered with

alclad

sheet in the cabin section; the

remaining portion is semi-monocoque.

LANDING GEAR.

-

The main landing gear is the Spring Steel type mounted

in a box

section

of the fuselage structure.

The Nose Wheel is the

air-oil shock strut type and is attached to the engine mount.

§PECXFZCATECMS

Gross Weight
Empty Weight
Wing Span

Wing Chord

Wing Area

(Slats retracted)
Overall Length

Aileron Area

(Each Surface)

3400

lbs,

Fuel Capacity (Useable)

2023 lbs.

Octane Rating

39 ft.

Oil Capacity

72 in.

Power

Plant

231

sq. ft,

Take-off Horsepower

30 ft. 4 in.

Normal Rated Horsepower

10135

sq. ft.

Flap Area (Each Surface)

Slat Span (Each Wing) 203.93 in.

Stabilator Area

Rudder and Fin Area

24.40 sq. ft. Wheel Tread

58,s

gals.
100 (Min.)

12 qts. (Max.)
10 qts. (Desired)

GO-480-GlA6
Lycoming

295
280

19.05

sq*

ft.

37.50

sq,

ft.

102.00

in.

2

SECTION

II+F&IGHT,AND

OPERATING

INSTRUCTTONS

c

The

HT.295 incsrporates

flight control devices to insure safe
flight at slow air speeds without detriment to high-speed flight.
The cockpit

contmls,

however,

are

conventional and their operation

is the same as in any

ather

fixed-wing airplane. The exceptional

degree of control is obtained by the use of

reading

edge slats,

large flaps,

interceptors and a fully movable

horimntal

tail

surface with its anti-balance tab.

Each

contml

is described in

detail in the following discussions.

AILERONS.

The ailerons are operated in a

conventionaL

manner by

efther

of the dual control wheels.

In

addition to the

ailerms,

the control wheels actuate interceptor blades which extend through

the upper surface of the wing directly behind the outboard slat,

The ailerons are

csnventional

and they provide the

nomal

corrective

forces at high speeds.

The interceptors provide the extremely

positive lateral control at

the

slowest speeds obtainable, This

-

control is so effective that it

is

possible to overcame the effect
of full rudder in a stall by use of the aileron-interceptor
control and roll into a turn

in

the opposite

direc3tion.

The aileron

interceptor combination produces a very high

rate

of

sollat

all

speeds with comparatively small control movements. Violent, full

throw contra1 movements are not necessary

ta

produce satisfactory

xates

of roll at all airspeeds.

RUDDER.

The rudder and controls are conventional. The rudder pedals

are ground adjustable

to

four positions.

Toe brakes are provided

on the left-hand pair of pedals.

SWLBZLATOR.

The horizontal tail surface, or

stabilator,

is a single

movable surface instead of the usual elevator and horizontal

stabilizer.

The control operation is

canventional

and control feel

and reaction in the cockpit are the same as in other aircraft.

There are two tabs attached

to

the horizontal surface, a trim

tab and an anti-balance tab.

The right hand surface has the

anti-

balance tab attached to it. It is an anti-balance tab because
it moves in the same direction as the surface, thus providing a
force which always returns the surface to the trim position, The
actuating arm and pivot paint for this tab, which is mounted

otz

the fuselage directly under the fin, should be inspected as a
part of the daily pre-flight inspection.

The trim tab is located an the left hand surface. It is of the
conventional type with a trim tab position indicator located on
the

instrment

panel.

sup

l

The leading edge wing slats operate fully automatically

by the air-loads on them.

Their use provides the very slow

speeds possible with this airplane.

All slats are fully visible
from the cockpit, they should normally be open on the final
approach,

If it appears that any of the

four

slats have stuck,

it is advisable to land about 10 MPH faster than the minimum landing
speed.

3

It

should be noted that the lateral and

dixectiana.1

control

is

so

effective that through their normal use,

it is possible to overcome

the effects of both slats remaining closed on one side.

c

FLAPS l

All 1700 series aircraft have electric powered flaps as
standard with a flap position Indicator on the instrument panel.
Full flap can be used for landing under all normal wind conditions.
Shortest take-off runs,

under

standard air, sea-level conditions,

are performed

with

30'

flaps,

although

ZOO

will give a better rate
of climb once the airplane is airborne and provides better take-off
at higher altitudes,or with maximum

gross

loads,

B.

PRE-FLIGHT

INSPECTIUN s

1eCheck interior of cabin for Fuel Valve "ON", ignition

and

Master

Switch "OFF",

mixture

control "Idle

CUTOFF”, remove gust

lock,

2lPull propeller through several revolutions

and

inspect blades for

nicks and

cracks.

3

e

Open engine cowl;

check oil level

and

inspect fuel

rend

oil lines

for leaks.

Give engine compartment a complete visual check.

4

(I

Check

nose

wheel

olea

shock

strut

and

tires

for

proper

inflation,

5

8

Check main gear brakes and lines for leaks and security.

6

l

Drain

sediment

bawl,

(Accessible through small door under the
forward windaw on right side fuselage.) Drain auxiliary fuel
tanks if applicable.

(Drains located on the bottom of each wing,)

7

a

Check fuel laad and make

certain

that the fuel caps are firmly

secured on the

fillernecks.

8

&

Check slat operation for freedom of movement and any unusual play.

9

*

Move

all control surfaces and check security of

all

hinge bolts

and push-pull tubes,

10lCheck security of anti-balance tab on horizontal tail and its

pivot point on the fuselage,

11

0

Remove cover

if

installed on

pitot

tube, and make sure it

is

free

from dirt or other obstructions,

CAUTION:::

WHEN CLEANING OR WAXING AIRPLANE, DO NOT ALLOW
WAX OR CLEANER TO PLUG STATIC VENT

HOLES,e,,,,,,

After entering the airplane and before starting the engine:

1

0

Adjust and fasten the combination seat and shoulder straps.

4

2aCheck all

controfs

for

freedom af

mavement

and proper direction.

3

l

Pnsure

that all

cargo is secured and that the load is properly

located,

40Check

positim

of electrical and ignition switches.

5

l

Open cowl flaps.

ENGINE STARTING.

The following starting procedure is taken from the

Lycoming Operator's Manual,

A copy of the Lycoming

rfanual

is furnished

with each airplane and is considered

a

part of this manual,

Lock

the wheels by efther wheel brakes

OT

chocks,

I

Set the propeller control lever all the way forward in INCREASE

RPM

position.
Be sure fuel valve is

ttUNtt.

set throttle

to

l/4

open position*

Place mixture

control

in the

"Idle Cut-off" position (Full out).

Turn on auxiliary fuel pump and check pressure.
Turn ignition switch to extreme right and push (this energizes

starter)*

NOTE

On aircraft with control lock pin

located

on pilot's
control wheel shaft, it is necessary to remove the pin
before attempting to start the engine, The aircraft

is

designed so the

starter circuit

is inoperative with the

control

lockpin

installed.

The magneto circuits are not

involved in

any

way.

When the engine begins to fire,

immediately put mixture control in
Full Rich position (full in) and allow ignition switch to return to
"both'" mag position. CAUTION

-

If engine fails to start immediately,

return mixture control to Idle Cut-off position.

Failure to

do so

will

create

an excessive amount of fuel in the carburetor air scoop

constituting a fire hazard.

"Vapor locking is not a

common

occurrence on Lycoming

Go-480

engines,

However 9under certain circumstances it can occur,

i,e,

when runway

and ramp temperatures exceed

lOOoF

particularly on sunny days and at

airfields of high elevation where temperatures exceed

80*F,

During
these conditions vapor locking can occur after a hot engine has been
shut-down and a start is attempted within a period of up to one hour

after initial shut-down.

Vapor lock symptoms are; zero fuel pressure

with the electric fuel booster pump on, and by hearing an unusual

sound in the booster pump which

indicates it is cavitating rather

than

pumping.

5

When it is suspected that a vapor lock exists, the

follawfng

procedures should be used:

Fuel selector ON, electric fuel booster

Pump ON,

throttle opened

l/4,

push mixture control to full rich and

leave there until fuel pressure builds up and cavitating sound

disappears,

then return migture control ta

idle

cut-off and proceed

with normal starting sequence.

If a solid vapor lock exists, the

engine primer is usually ineffective until the vapor lock

2s

broken

by the method mentioned above."
If

of1

pressure does not build up after 30

seconds

running, stop

engine and determine trouble.

Check Engine Driven Fuel

Pump

for proper pressure by turning off

auxiliary fuel

pumps

I

Initial warm up should be at 1000 to 1200 RPM.

ENGINE

WARM-UP

Engine is warm enough for take off when the throttle can be opened
without backfiring or skipping.

,

Check magnetos at 2600

RPM.

Drop off should not exceed 175 RPM on

either magneto and should be withfn 50 RPM of each other.
Exercise pro eller

at 2200 RPM. Pull control to decrease RPM, note

drop to 1275P50 RPM,
Cowl flaps should be open for all ground operation (pull handle out).

Avoid prolonged ground operation as it will cause overheating.

For further

information

on cold weather starting and engine operation,

consult the Lycoming Operator's Manual.

c

9

OPERATION
TAKE-OFF: Prior to take-off, a check should be made to insure that;

I

1

e

Weight and Balance is

currect.

2

l

All occupants have properly secured the combination seat and

shoulder straps,

3

l

Stabilator

trim

tab set.

4

l

Flaps are extended

3Oo

or less for take-off.

5lCowl flap lever is pulled out to fully open cowl flaps.

6

l

Propeller control

is

pushed in for maximum

RPM*

(3400

Max.)

7

l

Fuel selector valve is

"ON".

8

0

Parking brake control is *'OFF" position.

9

(,

Auxiliary boost pump

'*ON".

6

As

SQQ~

as possible after take-off,

reduce RPM

t=o

the maximum

continuous setting

(3000

RPM) and retract the flaps.

Take-off

power may be used for 8 maximum of five (5) minutes, but it is
advisable

to reduce power a6 soon as practical.

Best rate of

climb is obtained at 65

MPH IAS

flaps down, and at 90 MPH

IAS

flaps up at

MET0

power.

A cylinder head temperature gauge is

provided as standard equipment, and power,

ctowl

flaps, and speed

settings should be selected to maintain the cylinder head

temperature somewhat less than

475’F.

The maximum

pernt.lssible

is

45O*F. at cruise

power,

For take-off and normal rated power,

the limit is

475*F.

LARDING.

During

the let down prior to the landing

8pproach:

1

e

Close

tile

cowl flaps so that the engine does nat cool

too

rapidly.

2

e

Open throttle occasionally to clear out

engine

and keep warm.

Prior to turning into the base leg in the landing

approach:

3

l

Auxiliary Boost Pump

"ON".

,

4

0

Extend the flaps to the desired position

(Maximum

flap speed is

80 MPH) l

5

l

Set propeller control to 3000 RPM.

TAXI

1

l

Retract

Flap.

2

&

open

cowl

flaps.

3

l

Auxiliary Boost

Pump “OFF”.

STOPPING ENGINE

1

l

Pull mixture control full

out

to the idle cut-off position,

(Apprax.

1000 RPM).

2

l

After

the engine stops,

shut off the ignition switch and then the

master

and

generator switch.

3lLeave fuel valve in the

*'ON"

position,

4

l

If

the aircraft is to be parked overnight,

push

the

mixture

control

in

l/3.

D.

GENERAL OPERATING INSTRUCTIONS AND LIMITATIONS

This airplane

is

licensed in

the normal

category

and no

acrobatic

maneuvers,

including spins, are approved.

7