Enstrom Corner
Join Date: Jun 2007
Location: Victoria, Australia
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My engineer seems to think it is the lamiflex. They are bleeding alot of ruber. As you mentioned maybe a bad batch. Damper's seem ok. We are going to try some other Lamiflex's to see if this helps. If it is a bad batch, do you think the factory would come to the party, and do a pro-rata as the machine has not flowen for close to one year, and the lamiflex have still one year to run? So they have been in this condition for two years out of there five year life.
Join Date: Apr 2007
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Finally ... new Enstrom 480B delivered!
After an 18 month wait, my new 480B was delivered on Wed. (The delay was due to issues with the Chelton software certification.) We immediately set out from the Enstrom factory in MI to our home base in NH. This 1000 nm flight was completed in 9.0 hours on the meter (11 hours on the clock including fuel stops in Chicago, Cleveland, and Elmira). The flight was as flawless as one could want – no acft squawks, and 30+ miles vis over the entire route.
The acft exceeds all expectations. Fit and finish are magnificent! Everything works. Enstrom went far beyond the call of duty to assure that I was pleased with the acft . Very easy to deal with, and even the CEO was personally involved.
IMHO, the 480B is the best kept secret in the light turbine category. The key numbers are very close to the Bell 206, for about 60% of the price – not inexpensive but quite a good value. The 480 is possibly the most pilot friendly of all the light turbines, and the safety record is superb, with only four accidents in the NTSB database since certification in 1994, with none of these involving fatalities.
Update 27.7.08: a few very minor squawks in the first 90 days, all quickly remedied. Support by my Enstrom dealer, Sharkey's Helicopters, Lebanon, NH, has been superb in evey respect. I am now completing the requirements for an add-on instrument-helicopter rating. The 480 is a delight to fly under the hood due largely to its relative stability and the effectiveness of the electric trim system. The biggest challenge in the IR training is learning the Chelton EFIS/FMS; this is an amazingly capable system which makes flying instrument approaches easier than most other systems I have used, as it provides both lateral and vertical guidance throughout the approach. However, it does take awhile to learn to put the capabilities of the Chelton to work. I have been unable to find a CFII-Helicopter who knows the Chelton system, so we (I and my instructor) are learning the Chelton together via the time honored methods of reading the manual and doing lots of experimenting.
EN48
The acft exceeds all expectations. Fit and finish are magnificent! Everything works. Enstrom went far beyond the call of duty to assure that I was pleased with the acft . Very easy to deal with, and even the CEO was personally involved.
IMHO, the 480B is the best kept secret in the light turbine category. The key numbers are very close to the Bell 206, for about 60% of the price – not inexpensive but quite a good value. The 480 is possibly the most pilot friendly of all the light turbines, and the safety record is superb, with only four accidents in the NTSB database since certification in 1994, with none of these involving fatalities.
Update 27.7.08: a few very minor squawks in the first 90 days, all quickly remedied. Support by my Enstrom dealer, Sharkey's Helicopters, Lebanon, NH, has been superb in evey respect. I am now completing the requirements for an add-on instrument-helicopter rating. The 480 is a delight to fly under the hood due largely to its relative stability and the effectiveness of the electric trim system. The biggest challenge in the IR training is learning the Chelton EFIS/FMS; this is an amazingly capable system which makes flying instrument approaches easier than most other systems I have used, as it provides both lateral and vertical guidance throughout the approach. However, it does take awhile to learn to put the capabilities of the Chelton to work. I have been unable to find a CFII-Helicopter who knows the Chelton system, so we (I and my instructor) are learning the Chelton together via the time honored methods of reading the manual and doing lots of experimenting.
EN48
Last edited by EN48; 27th Jul 2008 at 15:46.
Join Date: Jul 2000
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Congratulations EN48. Looks nice. Just signed the papers for an older 28C. reasonable times on most everything. With a couple of high time items, but enough time to get out a year or so, before I have to do anything major. Recent paint but needs interior work. Should be interesting. Might be up your way to do my AirSure checkout with Sharky.
It's presently going through an annual/prebuy. When I flew the 28A I was negatively impressed. But again I was in Houston, TX in July with a 260 pound CFI and in an instrument ship. Of course it make power management easy. Only had one power setting "Balls to the Wall". I did my research as well. I saw only two fatals in the 28C since 1975. a few serious injury accidents. Most of them accident reports read 'occupants walked away from the helicopter'.
As for the transmission overhaul. The folks doing my prebuy told me that field overhaul used to be authorized for the Main and tail rotor transmissions, but they had several of these make metal after the overhaul. So the factory stopped allowing that.
It's presently going through an annual/prebuy. When I flew the 28A I was negatively impressed. But again I was in Houston, TX in July with a 260 pound CFI and in an instrument ship. Of course it make power management easy. Only had one power setting "Balls to the Wall". I did my research as well. I saw only two fatals in the 28C since 1975. a few serious injury accidents. Most of them accident reports read 'occupants walked away from the helicopter'.
As for the transmission overhaul. The folks doing my prebuy told me that field overhaul used to be authorized for the Main and tail rotor transmissions, but they had several of these make metal after the overhaul. So the factory stopped allowing that.
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rick1128,
Roger Sharkey is one of the most knowledgeable Enstrom experts around. He has north of 20,000 hours in helicopters, a lot of which is in Enstroms. I did my helicopter add on training with him in a 480 and also a B407 transition. A real resource for Enstrom owners in the U.S. He runs the Enstrom factory insurance progam and works closely with AirSure.
EN48
Roger Sharkey is one of the most knowledgeable Enstrom experts around. He has north of 20,000 hours in helicopters, a lot of which is in Enstroms. I did my helicopter add on training with him in a 480 and also a B407 transition. A real resource for Enstrom owners in the U.S. He runs the Enstrom factory insurance progam and works closely with AirSure.
EN48
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EN48,
The impression I got from AirSure, is that Roger is their prime choice. However, I DPE I used for my Instrument and CFII, Tim Salikia, is also well regarded by AirSure. Since I did my checkride with him within the last year, I am hoping they will allow me a couple of months grace to get this requirement done. There are one or two in NJ/ East PA area. If I can get together with them.
The impression I got from AirSure, is that Roger is their prime choice. However, I DPE I used for my Instrument and CFII, Tim Salikia, is also well regarded by AirSure. Since I did my checkride with him within the last year, I am hoping they will allow me a couple of months grace to get this requirement done. There are one or two in NJ/ East PA area. If I can get together with them.
Join Date: Nov 2008
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t/r Enstrom 480b
Hello everyone!
Soon I'm hoping to start with the t/r for the Enstrom 480b. This is a new helicopter to me and I've never worked with it before. Only seen it stationary but looks promising so far!!
Ofcourse during the TR course I will get a lot of information about the machine but I just want to be a step forward
. Are there any colleagues here who would like to share some tips/tricks, maintenance issues, flying issues etc (either by post or PM)? I have experience with turbine helicopters (AW139 and Jet/Longranger).
I used the search function on the forum and found quite some information but there quite a lot of old posts in there so this is more a fresh start.
Much appreciated!!
Soon I'm hoping to start with the t/r for the Enstrom 480b. This is a new helicopter to me and I've never worked with it before. Only seen it stationary but looks promising so far!!
Ofcourse during the TR course I will get a lot of information about the machine but I just want to be a step forward
. Are there any colleagues here who would like to share some tips/tricks, maintenance issues, flying issues etc (either by post or PM)? I have experience with turbine helicopters (AW139 and Jet/Longranger). I used the search function on the forum and found quite some information but there quite a lot of old posts in there so this is more a fresh start
. Much appreciated!!
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Ive been having a read of this thread looking for some answers but I may as well as the question. If one was looking for a cheap and cheerful enstrom, would the F-28c be the one to go for?
Myself and 2 other fellas are about to get out PPLs on the R44. The plan after that would be to hour build for a while and see if going for the CPL is a reality.
Is an enstrom a good buy? I hear lots of tales of mecanical problems? Basically we dont want to have to shell out upwards of £100k for a machine that has a limited life like the R44.
Myself and 2 other fellas are about to get out PPLs on the R44. The plan after that would be to hour build for a while and see if going for the CPL is a reality.
Is an enstrom a good buy? I hear lots of tales of mecanical problems? Basically we dont want to have to shell out upwards of £100k for a machine that has a limited life like the R44.
Join Date: Jul 2003
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It is worth taking the Enstrom maintenance course before buying, in my opinion. I took the course, then decided not to buy a helicopter (cost too much for me). If I had partner, that might have helped.
Send your mechanic or find one with Enstrom experience.
Send your mechanic or find one with Enstrom experience.
Join Date: Jul 2006
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Ensyrom 480 Flight Manual
Hi does anyone out there have a flight manual for a 480B in a pdf file or know where I can download one, ive spent hours going through the forums with no luck !!
I attended the Enstrom factory maintenance school earlier this year. I was not too impressed. I have 20 years of A&P experience and almost 15 years of helicopter maintenance, both turbine and piston. Having no previous Enstrom experience, they gave you plenty of classroom book learning with almost no hands on...very few airframe mock ups to work on. I'd ask questions like "do you find problems with xxx part or system?" and would get plenty of "no not really" or "not that we've heard of", but while talking to other mechanics in the class with field experience, I would get a different story.
I also am not impressed with the hardware they use to secure rather large panels. Coarse thread sheet metal screws instead of machine screws. Not too smart on a helicopter that vibrates on various frequencies. Also not impressed with the lack of primer anywhere except the pylon. No edge sealant around antennas either. The one we work on is in a very corrosive environment, and while it is a new ship, I for see plenty of corrosion issues, and we already have had to touch up corrosion on both rotors, landing gear and tail rotor drive shaft on an aircraft with less than 500 hours and is not that old calender wise
I do not like working on it, find doing anything to the engine like routine 150 and 300 hr inspections or work on the swashplate/ main rotor gearbox (with its 600 hour retirement life!) a total PITA.
Maybe it will grow on me. But I am not impressed with my first impressions of this aircraft (480B). Your mileage may vary.
I also am not impressed with the hardware they use to secure rather large panels. Coarse thread sheet metal screws instead of machine screws. Not too smart on a helicopter that vibrates on various frequencies. Also not impressed with the lack of primer anywhere except the pylon. No edge sealant around antennas either. The one we work on is in a very corrosive environment, and while it is a new ship, I for see plenty of corrosion issues, and we already have had to touch up corrosion on both rotors, landing gear and tail rotor drive shaft on an aircraft with less than 500 hours and is not that old calender wise
I do not like working on it, find doing anything to the engine like routine 150 and 300 hr inspections or work on the swashplate/ main rotor gearbox (with its 600 hour retirement life!) a total PITA.
Maybe it will grow on me. But I am not impressed with my first impressions of this aircraft (480B). Your mileage may vary.
Last edited by helofixer; 13th Dec 2008 at 03:53.
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swashplate/ main rotor gearbox (with its 600 hour retirement life!)
I am not impressed with my first impressions
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Why did you have to wait 18 months for delivery?