Enstrom Corner
Join Date: Dec 2006
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enstrom480B
Hi guys
Needed data/wisdom/experience on 480B's safety features,maintenance,life of components,safety aspects w.r.t transmission system,tail rotor design any other issue that you would like to warn before buying.
Needed data/wisdom/experience on 480B's safety features,maintenance,life of components,safety aspects w.r.t transmission system,tail rotor design any other issue that you would like to warn before buying.
Join Date: Nov 2005
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thank you, I have sent the mail.
Join Date: Mar 2002
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Enstrom & Floats
I suppose one of the dubious advantages of being in the flying business for 55 years is that a lot of the queries that come up on our forum are really old hat for we COFs * ... especially when considering the Enstrom marque.
Floats on the 28/280 series are a definite 'YES' I flew and certified the float configuration for the CAA certification in 1974 ! She was serial number 176 with the "Air Cruiser" floats. Contrary to what has been noted on this thread, the top speed isn't adversely affected. In fact when I flew G-BBPO, I was surprised to note a small ASI increase ! The Enstrom designer Herb Moseley told me the aerodynamics of the inflated floats required less power than the draggy skid arrangement.
You can tell the float certified version by the repositioned pitot tube now mounted above the cabin nose.
Best wishes to ppruners all,
Dennis K
* Crusty old farts !
Floats on the 28/280 series are a definite 'YES' I flew and certified the float configuration for the CAA certification in 1974 ! She was serial number 176 with the "Air Cruiser" floats. Contrary to what has been noted on this thread, the top speed isn't adversely affected. In fact when I flew G-BBPO, I was surprised to note a small ASI increase ! The Enstrom designer Herb Moseley told me the aerodynamics of the inflated floats required less power than the draggy skid arrangement.
You can tell the float certified version by the repositioned pitot tube now mounted above the cabin nose.
Best wishes to ppruners all,
Dennis K
* Crusty old farts !
Join Date: Sep 2001
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Game work
Just a comment on using Enstroms for round -up. We had our FX on a game counting/capture/darting contract in south africa for 2 yrs. The guys loved it. Some of the flying was up at 6000' with 30 deg c days.
As an airline pilot that now owns and instructs, only prob with an Enstrom is that it needs to go on a diet. Darn thing is way over designed. Make it lighter, it will go faster and use less fuel, hence more range.
Oh yeah, Johannesburg is 5500 amsl and 30 deg in the summer. Should see them R22's fall out the sky.
As an airline pilot that now owns and instructs, only prob with an Enstrom is that it needs to go on a diet. Darn thing is way over designed. Make it lighter, it will go faster and use less fuel, hence more range.
Oh yeah, Johannesburg is 5500 amsl and 30 deg in the summer. Should see them R22's fall out the sky.
Join Date: Apr 2007
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Enstrom 480B vs other light turbine helo's
All,
I have been flying fixed wing acft since 1966, and have intended for many years to add Helicopter and Instrument-Helicopter ratings to my Commercial certificate. My initial intent was to train in and acquire a B206. I went to see Roger Sharkey at Sharkey's Helicopters in Lebanon, NH, an Enstrom dealer and Bell advocate/Part 135 operator with several 206's and a 407 on charter. We spent a few hours flying the 206 and 480B, and I found the 480B to be much less demanding to fly, and the cabin layout to be more appealing for a personally flown helo. After doing some homework, it became evident that the 206 would be about 40% more expensive to buy comparably equipped, and about 1.5X to 2X as much to insure (if I could buy insurance at all for the 206 with my lack of helicopter experience.) Sharkey's was able to get me a quote on 480 insurance which, while not cheap, was acceptable.
I have long considered the 206 to be the ultimate personal turbine helicopter, so even with logic favoring the 480B, I attempted to pursue the purchase of a 206. I called both the local Bell sales office and the headquarters sales office in TX and could not get a salesperson to return my call. I subsequently was told that 206's are sold out into 2009, so they really didnt have anything to sell.
I began training in the 480B in December, and got in about 10 hours before the acft was sold. While waiting for Sharkey's to get a another 480B on the line for training, I began flying an R22 just to keep my hand in. As others have pointed out, the contrast is striking, as one should expect. I have learned a great deal from flying the R22, however, Sharkey's now has a new 480B available for training and I will finish up in that ship.
As part of my evaluation process, I went to the Enstrom factory and spent a day meeting with the President and VP Sales. I was impressed with what I saw and how I was treated. Enstrom actually made it seem like they wanted my business! I have placed an order for a new 480B with the recently announced Chelton FlightLogic EFIS system. Based on the homework I have done, and 40 years of experience flying and owning fixed wing acft, I am confident that I have made an appropriate decision for my present needs, and this decision seems to be supported by the Enstrom savvy posts here. Every flying machine is a compromise involving many tradeoffs - with each choice, you get some things and give other things up.
I also spent considerable time reviewing the safety record for the 206, 480, and other Enstrom models (because there are relatively few 480's in the fleet.) I read hundreds of NTSB accident reports on both the the 206 and Enstrom models. The 480 has a superb safety record with zero fatal accidents to date, and only four accidents total shown in the NTSB database. Only one of these four is related to mechanical issues, and this was a ground resonance event attributed to defective elastomeric lead/lag dampers; I am told that the acft gave the pilot ample warning, which was ignored. This issue has been studied closely by Enstrom and Lord (damper manuf.) and these dampers have been removed from service and replaced with well proven hydraulic dampers until an improved elastomeric damper is available. (In reviewing all 417 Enstrom accidents reports dating to 1965, I was unable to find any other instances of ground resonance, which surprised me given the fully articulated rotor system. Apparently Enstrom solved this potential problem decades ago.)
(As part of my evaluation process, I also looked at the 333 and EC 120. I found the 333 to be too small, and the EC 120 to be the most expensive of the bunch, and with significant questions about post sale support.)
As with many other aspects of life, I have found those with the least experience with Enstroms to be the most negative. I will report back when I have some meaningful experience with the 480.
Best,
RB
I have been flying fixed wing acft since 1966, and have intended for many years to add Helicopter and Instrument-Helicopter ratings to my Commercial certificate. My initial intent was to train in and acquire a B206. I went to see Roger Sharkey at Sharkey's Helicopters in Lebanon, NH, an Enstrom dealer and Bell advocate/Part 135 operator with several 206's and a 407 on charter. We spent a few hours flying the 206 and 480B, and I found the 480B to be much less demanding to fly, and the cabin layout to be more appealing for a personally flown helo. After doing some homework, it became evident that the 206 would be about 40% more expensive to buy comparably equipped, and about 1.5X to 2X as much to insure (if I could buy insurance at all for the 206 with my lack of helicopter experience.) Sharkey's was able to get me a quote on 480 insurance which, while not cheap, was acceptable.
I have long considered the 206 to be the ultimate personal turbine helicopter, so even with logic favoring the 480B, I attempted to pursue the purchase of a 206. I called both the local Bell sales office and the headquarters sales office in TX and could not get a salesperson to return my call. I subsequently was told that 206's are sold out into 2009, so they really didnt have anything to sell.
I began training in the 480B in December, and got in about 10 hours before the acft was sold. While waiting for Sharkey's to get a another 480B on the line for training, I began flying an R22 just to keep my hand in. As others have pointed out, the contrast is striking, as one should expect. I have learned a great deal from flying the R22, however, Sharkey's now has a new 480B available for training and I will finish up in that ship.
As part of my evaluation process, I went to the Enstrom factory and spent a day meeting with the President and VP Sales. I was impressed with what I saw and how I was treated. Enstrom actually made it seem like they wanted my business! I have placed an order for a new 480B with the recently announced Chelton FlightLogic EFIS system. Based on the homework I have done, and 40 years of experience flying and owning fixed wing acft, I am confident that I have made an appropriate decision for my present needs, and this decision seems to be supported by the Enstrom savvy posts here. Every flying machine is a compromise involving many tradeoffs - with each choice, you get some things and give other things up.
I also spent considerable time reviewing the safety record for the 206, 480, and other Enstrom models (because there are relatively few 480's in the fleet.) I read hundreds of NTSB accident reports on both the the 206 and Enstrom models. The 480 has a superb safety record with zero fatal accidents to date, and only four accidents total shown in the NTSB database. Only one of these four is related to mechanical issues, and this was a ground resonance event attributed to defective elastomeric lead/lag dampers; I am told that the acft gave the pilot ample warning, which was ignored. This issue has been studied closely by Enstrom and Lord (damper manuf.) and these dampers have been removed from service and replaced with well proven hydraulic dampers until an improved elastomeric damper is available. (In reviewing all 417 Enstrom accidents reports dating to 1965, I was unable to find any other instances of ground resonance, which surprised me given the fully articulated rotor system. Apparently Enstrom solved this potential problem decades ago.)
(As part of my evaluation process, I also looked at the 333 and EC 120. I found the 333 to be too small, and the EC 120 to be the most expensive of the bunch, and with significant questions about post sale support.)
As with many other aspects of life, I have found those with the least experience with Enstroms to be the most negative. I will report back when I have some meaningful experience with the 480.
Best,
RB
Last edited by EN48; 17th Apr 2007 at 13:51.
Thank you!
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Enstrom F28F floats on eBay
Check eBay listing here for a pair of Enstrom F28F floats in Washington state USA. May be of use to someone?
Comd John Frog
Join Date: Mar 2002
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Enstrom series
As the Enstrom plant will tell you ... the Pasadena police used the Enstrom 28 series since around the mid 1970s. When I was actively involved, I had many a conversation with their then Chief Pilot, Nick Augusta. I understand they topped the 25,000 hours with one of the fleet several years ago.
As the factory didtributor, I personally delivered no less than six Enstrom 28s to CSE at Kidlington. I recall G-BBXO passing the 10,000 hour stage in the 1990s.
I have posted here before with the FACTS on the marque .. as opposed to the hogwash I have to read occasionally. I still like the type and enjoy displaying all variants, but one does have to live with the shortcomings ... none of which have safety considerations.
I suppose the good looking Enstrom is like an attractive lady ... terrific fun, but be prepared to open your wallet a lot.
Crash hat on standby for PC flack. (Go on Whirls ........)
Dennis K
As the factory didtributor, I personally delivered no less than six Enstrom 28s to CSE at Kidlington. I recall G-BBXO passing the 10,000 hour stage in the 1990s.
I have posted here before with the FACTS on the marque .. as opposed to the hogwash I have to read occasionally. I still like the type and enjoy displaying all variants, but one does have to live with the shortcomings ... none of which have safety considerations.
I suppose the good looking Enstrom is like an attractive lady ... terrific fun, but be prepared to open your wallet a lot.
Crash hat on standby for PC flack. (Go on Whirls ........)
Dennis K
Popular in some areas
The Enstrom is certainly popular in some areas.
During a recent visit to Gloucester airport I noticed
G REAN-480B
G IGHH-480
G IJBB- 480
G MEEK- 480
G OZAR-480
G OJBB-280 FX
G PBYY- 280FX
G OABO -F28A
They all live at Gloucester and there's several others based just local!
During a recent visit to Gloucester airport I noticed
G REAN-480B
G IGHH-480
G IJBB- 480
G MEEK- 480
G OZAR-480
G OJBB-280 FX
G PBYY- 280FX
G OABO -F28A
They all live at Gloucester and there's several others based just local!
Join Date: Oct 2005
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Enstrom Rotor Head
Can anyone please help me find information on the Enstrom's rotor head as i have searched the Internet without much luck. in particular how it is setup in regards to pitch control as there are no visible linkages that I can see. Is there another shaft running up the centre of the main shaft to control pitch or is done some other way. Any information would be helpful including images.
Thanks in advance Born2fly
Thanks in advance Born2fly
Join Date: Jun 2007
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Hi Born2fly, Can you recomend a school in Australia that would do an endorsement on a 280c. I may have missed it, but do you own a machine or are you working on one as a LAME? Thanks.