Few certified airplanes fly as slowly, or leave the ground as quickly, as the Courier. Automatic leading edge slats, large slotted flaps and a geared Lycoming turning a big propeller let it hold controlled flight near 30 mph and work from strips a few hundred feet long.
Helio built around 500 between 1954 and 1974, and the type went on to serve the CIA-owned Air America, USAF Air Commando squadrons in Vietnam, missionary aviators and Alaskan air taxis. Type certificate holder Helio Alaska supports the fleet today, and roughly 120 Couriers remain registered in North America.
Helio Courier Specifications
| Manufacturer | Helio Aircraft Corporation, originally in Massachusetts and later Pittsburg, Kansas. Type certificate now held by Helio Alaska, Inc. |
| Type | Single-engine STOL utility aircraft, high wing, fixed conventional gear |
| First flight | 1949 (Helioplane proof of concept, converted Piper Vagabond) |
| Certification | CAA type certificate 1A8, 1953 (H-391B), CAR 3 |
| Production status | Out of production. Main production 1954 to 1974; H-700 and H-800 built in small numbers until 1985 |
| Units built | Approximately 500 of all models |
| Engine (H-295) | 1x Lycoming GO-480-G1D6 geared flat-six, 295 hp, driving a 96in Hartzell three-blade propeller |
| Max range | About 575nm on 60 US gallons; about 1,200nm with 120 US gallon long-range tanks (no reserves) |
| Cruise speed | 143 kt maximum cruise; 130 kt long-range cruise |
| Max speed | 145 kt |
| Stall speed | 26 kt (30 mph) flaps down; 43 kt flaps up |
| Service ceiling | 20,500ft |
| Rate of climb | 1,150 ft/min |
| Takeoff and landing | 750ft takeoff and 520ft landing over a 50ft obstacle (H-250 published figures); ground rolls of a few hundred feet are typical |
| Max takeoff weight (MTOW) | 3,400 lb (1,542 kg) for the H-295; up to 3,800 lb (1,724 kg) by STC |
| Empty weight | 2,080 lb (943 kg) |
| Fuel capacity | 60 US gallons standard; 120 US gallons with long-range tanks |
| Wingspan | 39ft 0in (11.89m) |
| Length | 31ft 0in (9.45m) |
| Height | 8ft 10in (2.69m) |
| Wing area | 231 sq ft (21.5 sq m) |
| Seats | 6 on the H-250 and H-295; 4 or 5 on earlier models |
| Crew | 1 pilot |
| Price (used market) | Approximately $70,000 to $150,000 in recent listings, higher for restored, backcountry-equipped H-295s (2026 reference) |
History and Overview
Development and Background
Otto Koppen, an MIT professor of aeronautics, and Lynn Bollinger of Harvard’s business school set out after the Second World War to build a genuinely safe short takeoff and landing airplane. Their Helioplane, a heavily modified Piper Vagabond with slats, full-length flaperons and a 9ft propeller behind a reduction drive, was flying by 1949 and demonstrated takeoffs from a tennis court at Harvard.
The four-seat Helioplane-Four followed, and the production design took shape as the H-391 Courier with a geared 260 hp Lycoming GO-435. Helio applied for certification in 1951, received type certificate 1A8 in 1953, and produced the first certified aircraft, H-391B N242B, in 1954.
Production moved from Massachusetts to Pittsburg, Kansas, and continued there until 1974. A reorganized Helio Aircraft Ltd. restarted production in the early 1980s with the direct-drive H-700 and H-800, then ceased operations in 1985.
Design and Performance
The fuselage is built around a welded chromoly steel tube center section that forms a protective cage around the cabin, with aluminum wings and tail. Full-span leading edge slats deploy automatically as airspeed decays, and Plane & Pilot notes that the slotted flaps working with them roughly double the lift of the wing.
Roll control at very low speed comes from aileron-linked interceptors on the upper wing surface, and pitch from an all-moving stabilator. With a flaps-down stall around 26 knots, a US Air Force evaluation of the L-28 recorded a power-off descent rate lower than that of a parachute.
The geared GO-480 on the H-395 and H-295 turns a 96in three-blade propeller slowly for strong thrust at low airspeed, and still allows cruise speeds around 140 knots. The gearbox adds overhaul cost and complexity, which is why the H-250 and the later H-700 and H-800 used direct-drive engines.
Variants
- H-391 and H-391B Courier (1954): Geared 260 hp Lycoming GO-435, two-blade propeller and four seats with an optional fifth. Evaluated by the US Air Force as the YL-24.
- H-395 Super Courier (1958): Geared 295 hp GO-480, three-blade propeller, five seats and a 3,000 lb gross weight. Bought by the US Air Force as the L-28A, later redesignated U-10.
- H-395A: The H-395 airframe with the 260 hp GO-435 and a 3,000 lb gross weight.
- H-250 Courier (1964): Marketed as the Mark II, with a direct-drive 250 hp Lycoming O-540, six seats and a 3,400 lb gross weight at a lower price than the geared models.
- H-295 Super Courier (1965): Geared 295 hp GO-480, six seats and a 3,400 lb gross weight, raised to 3,800 lb by STC. The US Air Force U-10D is based on this model.
- HT-295 Trigear Courier (1973): Tricycle gear version of the H-295 and the only factory Courier without a tailwheel. Some tailwheel H-295s have been converted by STC.
- H-700 and H-800 (early 1980s): Turbocharged 350 hp TIO-540 and 400 hp IO-720 respectively, with a revised main gear, stainless steel wing carry-through and gross weights of 3,800 lb and 4,000 lb.
Operators
Air America, the airline covertly owned by the CIA, flew Couriers into short, rough strips in Southeast Asia, and the US Air Force operated L-28 and U-10 aircraft with the 5th Air Commando Squadron in Vietnam. Missionary aviation group JAARS has flown Helios since 1955, at one point with more than 25 in service across eight countries.
In Alaska, Wright Air Service of Fairbanks ran up to seven Couriers, including a daily survey contract along the Trans-Alaska Pipeline. Talkeetna Air Taxi flew climbers into the Alaska Range on a ski-equipped Courier, and fishing lodges and Canadian icefield operators still fly the type on floats and skis.
Current Status
Helio Alaska, Inc. acquired type certificate 1A8 in 2020 and is working toward restarting production. At the company’s last count, around 120 Couriers were registered in North America, 37 of them in Alaska and 21 in Canada.
The used market is thin, and prices vary widely with model, engine time and backcountry modifications. Recent listings have run from about $70,000 for an early H-395 to $149,000 for a tri-gear H-295, and the Helio Aircraft Association remains a key source of aircraft and parts listings.
Helio Courier Landing Gear and Tires
Landing Gear Configuration
Every factory Courier except the HT-295 uses fixed conventional gear, with oleo shock struts on the main legs that absorb rough-field landings well. The tailwheel assembly carries its own shimmy damper, and approved configurations include floats and skis as well as wheels.
The HT-295 and STC conversions run a nose wheel instead, and the H-700 and H-800 use a different main gear design. Confirm which gear is fitted before ordering, since tire requirements differ between them.
Backcountry operators routinely fit tundra tires. Heavy loads on unprepared surfaces, hard braking into short strips and the occasional ground loop put more stress on tyres and wheels than normal airport flying.
Helio Courier Tire Specifications
| Main gear tire size | 8.00-6 (H-395, H-295, H-250). 6.50-8 charted as an alternate for the H-250 and H-295, and fitted to the military U-10A |
| Main gear ply rating | 6PR (the H-250 is also charted at 4PR in 8.00-6) |
| Tail wheel tire size | 10 inch smooth contour (10.00SC) |
| Tail wheel ply rating | 8PR |
| Nose wheel (HT-295) | Not listed in the Goodyear application chart. Confirm against the maintenance manual or conversion STC |
| Tundra tires | Alaskan Bushwheel, Helio models listed on the approved model list, heavy duty brakes required |
| Compatible brands | Goodyear, Michelin (Aviator and Condor), Alaskan Bushwheel |
| Part numbers | Goodyear 806C61-5; Michelin 071-371-0 and 072-371-0 (all 8.00-6, 6PR) |
Verify specifications against the aircraft’s Airworthiness Maintenance Manual and applicable airworthiness directives before ordering. Inflation pressures are set by the maintenance manual for the specific airframe and configuration. Model, serial number, gear type and STC modifications can all change the tire requirement.
Main Gear Tires
Goodyear’s application chart lists the 8.00-6 at a 6 ply rating for the H-395 and H-295, with the H-250 charted at 4 or 6 ply. The 6.50-8 at 6PR is charted as an alternate for the H-250 and H-295, and it was the military fitment on the U-10A.
In 8.00-6 6PR, current options include the Goodyear Flight Special II 806C61-5, the Michelin Aviator 071-371-0 and the Michelin Condor 072-371-0, all rated at 120 mph. On hard surfaces, wear comes mostly from braking and tailwheel technique, and sidewall cracking from sun exposure often retires a tire before the tread does.
Tail Wheel Tire
The tail wheel takes a 10 inch smooth contour tire at an 8 ply rating, a legacy Type I size that Goodyear also charts for the Cessna 195 and Beech Staggerwing. It is not a mainstream stock item, so source it through tailwheel and vintage tire specialists and confirm dimensions against the Helio maintenance manual before ordering.
Approved and Compatible Brands
The following fitments apply to the Helio Courier in the correct size and ply rating:
- Goodyear: 806C61-5 (Flight Special II, 8.00-6, 6PR, 120 mph), main gear
- Michelin: 071-371-0 (Aviator, 8.00-6, 6PR, 120 mph), main gear
- Michelin: 072-371-0 (Condor, 8.00-6, 6PR, 120 mph), main gear
- 6.50-8 6PR from approved manufacturers, charted as an alternate for the H-250 and H-295, main gear
- Alaskan Bushwheel: tundra tires eligible for Helio models under the approved model list, subject to heavy duty brakes, main gear
- 10 inch smooth contour 8PR from vintage and tailwheel tire specialists, tail wheel
FAQs
Is the Helio Courier still in production?
No. Factory production ran from 1954 to 1974, and a small 1980s restart of the H-700 and H-800 ended in 1985. Type certificate holder Helio Alaska is working toward new production, and tires, wheels and parts for existing aircraft remain obtainable.
How many Helio Couriers are still flying?
Around 120 are registered in North America, with 37 in Alaska and 21 in Canada, and smaller numbers fly elsewhere, including Mexico and Europe. Not every registered aircraft is currently airworthy.
What are the Helio Courier specifications?
The H-295 Super Courier carries six seats behind a 295 hp geared Lycoming GO-480, with a 3,400 lb maximum takeoff weight, 60 US gallons of standard fuel, a 143 kt maximum cruise and a 26 kt flaps-down stall. The table above lists dimensions, weights and performance in full.
What is the range of the Helio Courier?
About 575nm on the standard 60 US gallons and about 1,200nm with 120 US gallon long-range tanks, both without reserves. Floats and tundra tires cut that figure by reducing cruise speed.
What is the Helio Courier price?
Recent listings have run from about $70,000 for an early H-395 to around $150,000 for H-295 aircraft, with restored, low-time and backcountry-equipped examples priced higher. Engine time on the geared GO-480 moves value more than anything else.
Where can I find a Helio Courier for sale?
Listings appear on Controller, Trade-A-Plane, Barnstormers and GlobalAir, and the Helio Aircraft Association forum carries aircraft and parts advertised directly by owners. Supply is thin, so good examples often sell privately.
What is the Helio Courier takeoff and landing distance?
Published H-250 figures are 750ft for takeoff and 520ft for landing over a 50ft obstacle, and ground rolls of a few hundred feet are normal. At the 2021 Valdez STOL competition, Helio Alaska’s Courier recorded a combined takeoff and landing distance of 197ft, the shortest of any certified category airplane entered.
What tire size does the Helio Courier use?
Main gear tires are 8.00-6 at a 6 ply rating on the H-395, H-295 and H-250, with 6.50-8 6PR charted as an alternate. The tail wheel takes a 10 inch smooth contour tire at 8PR. Confirm the size against the maintenance manual for your model, serial number and gear configuration before ordering.
Which tire brands are approved for the Helio Courier?
Goodyear and Michelin both produce the 8.00-6 6PR main gear size, as the Flight Special II 806C61-5, Aviator 071-371-0 and Condor 072-371-0. Alaskan Bushwheel tundra tires are eligible under an approved model list, subject to heavy duty brakes.
How much do Helio Courier tires cost?
Standard 8.00-6 main tires sit at the lower end of aircraft tire pricing. Tundra tires cost several times more per corner, and the 10 inch smooth contour tail wheel tire is priced as a specialist item. Tubes are a separate line item on tube-type fitments.
What is the tire pressure for the Helio Courier?
Take the figure from the Helio maintenance manual for your model and tire fitment rather than from a general reference. Tundra tires run at far lower pressures than standard tires, and the correct figure depends on the tire and surface.
How long do Helio Courier tires last?
Light aircraft main tires typically give several hundred landings, but Courier operations vary widely. Gravel and rocky strips, heavy braking and wheel landings on pavement wear tread faster, while low-utilization aircraft often lose tires to sidewall cracking before the tread is worn.
How often should Helio Courier tires be changed?
Replace at the tread wear limit, or earlier for cuts, bulges, flat spots, sidewall cracking or exposed cord. Aircraft working off-airport need closer inspection after rough landings. A licensed engineer and the maintenance manual govern the final call.
