Enstrom Corner
Join Date: Jul 2000
Location: Toledo, OH
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The swashplate housing is 17700 hours, which basically for all intents and purposes, makes it an on condition part. The swashplate bearings are 1200 hours, unless you add a grease fitting to the housings, then the bearings become on condition. The mechanics I have talked with, tell me they don't see much of an increase in usable times by doing this, for most private owners they only see a 100 to 200 hours increase.
The MR transmission is a 1200 hour item for overhaul. The overhauls MUST be done by Enstrom. Overhaul kits used to be available, however, there have been issues with the quality of these overhauls and Enstrom has pulled the kits.
The MR transmission is a 1200 hour item for overhaul. The overhauls MUST be done by Enstrom. Overhaul kits used to be available, however, there have been issues with the quality of these overhauls and Enstrom has pulled the kits.
Join Date: Mar 2008
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I did the 50 hour check on my 480 and had no problems. I am now at 75 hours and still no problems..and I just love this crazy thing. I am having a blast in it.
Chuck
Chuck
Last edited by chucksweet; 16th Dec 2008 at 06:43.
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I have a different feeling on my Chelton.
When I ordered my Enstrom it was really hard to get real world information about how it would work. You had not even received yours yet. I ultimately decided to buy the Chelton for any increase in safety it might provide.
5 months later, I am slightly more qualified to make my own assessment. Knowing what I know today, I would not have put the Chelton in. It just doesn't do enough for $100,000. In fact, I recently upgraded my panel with a Garmin 496 to make up for some of the shortcomings.
Here are just some my issues.
1) It takes a long time to boot up - Longer than anything else in my cockpit, by far..which means I am burning extra fuel, etc.
2) I think it is a shame the Chelton requires a different Jeppesen subscription than my 430 (or now the 496, too).
3)The Vertical Speed Indicator in the Chelton is almost worthless. In fact, you can't see it at all from the co-pilot seat, so it make this helicopter pretty hard to train in. I would highly suggest a traditional gauge for VSI in future installations.
4) The terrain awareness feature is cool, but it squawks way too early for helicopters. It is always giving off false alarms. It feels like it is really set up for airplane speeds, etc. I leave it off most all the time.
5) I wish you could see airport diagrams, (like Garmin's "Safe Taxi") etc. Chelton says this will never happen on this product.
6) The Chelton can't talk to my 430, so I have to constantly type airport identifiers into both units...what a pain!
7) Traffic and weather options are unbelievably expensive for it.
8) It can be confusing to operate...some things you set on the MFD, others on the PFD...yeow!
9) It needs a better Turn and Bank indicator - or again, I should have put a traditional gauge in.
10) The "Highway in the Sky" is kind of silly, because in a helicopter you generally are not landing directly to a runway.
In fact, I'd say most of the value of the Chelton would be with airplane based Instrument / IFR situations. Most of the features that they describe in the video or online are directly about working in IFR situations....not relevant to me or Enstrom...as you know, the Enstroms are not certified for IFR flight at all.
All in all, the concept is sort of neat, but it is not really fleshed out far enough. I would much rather have traditional gauges and room on the panel to put in a new Garmin 696, etc.
I do like the ETE and ETA stuff and how it shows wind direction..and basically all of the gauges work fine. The speed and altitude tapes are nice.
Anyway, enough on the Chelton, I don't hate it, but I feel I could have spent my money better.
Edit..later this week the 496 is coming out and I am putting a Garmin 696 in.
Chuck
When I ordered my Enstrom it was really hard to get real world information about how it would work. You had not even received yours yet. I ultimately decided to buy the Chelton for any increase in safety it might provide.
5 months later, I am slightly more qualified to make my own assessment. Knowing what I know today, I would not have put the Chelton in. It just doesn't do enough for $100,000. In fact, I recently upgraded my panel with a Garmin 496 to make up for some of the shortcomings.
Here are just some my issues.
1) It takes a long time to boot up - Longer than anything else in my cockpit, by far..which means I am burning extra fuel, etc.
2) I think it is a shame the Chelton requires a different Jeppesen subscription than my 430 (or now the 496, too).
3)The Vertical Speed Indicator in the Chelton is almost worthless. In fact, you can't see it at all from the co-pilot seat, so it make this helicopter pretty hard to train in. I would highly suggest a traditional gauge for VSI in future installations.
4) The terrain awareness feature is cool, but it squawks way too early for helicopters. It is always giving off false alarms. It feels like it is really set up for airplane speeds, etc. I leave it off most all the time.
5) I wish you could see airport diagrams, (like Garmin's "Safe Taxi") etc. Chelton says this will never happen on this product.
6) The Chelton can't talk to my 430, so I have to constantly type airport identifiers into both units...what a pain!
7) Traffic and weather options are unbelievably expensive for it.
8) It can be confusing to operate...some things you set on the MFD, others on the PFD...yeow!
9) It needs a better Turn and Bank indicator - or again, I should have put a traditional gauge in.
10) The "Highway in the Sky" is kind of silly, because in a helicopter you generally are not landing directly to a runway.
In fact, I'd say most of the value of the Chelton would be with airplane based Instrument / IFR situations. Most of the features that they describe in the video or online are directly about working in IFR situations....not relevant to me or Enstrom...as you know, the Enstroms are not certified for IFR flight at all.
All in all, the concept is sort of neat, but it is not really fleshed out far enough. I would much rather have traditional gauges and room on the panel to put in a new Garmin 696, etc.
I do like the ETE and ETA stuff and how it shows wind direction..and basically all of the gauges work fine. The speed and altitude tapes are nice.
Anyway, enough on the Chelton, I don't hate it, but I feel I could have spent my money better.
Edit..later this week the 496 is coming out and I am putting a Garmin 696 in.
Chuck
Join Date: Apr 2007
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Chuck,
To each his own on the Chelton. As for me, I wouildnt leave home without it. For me, it makes the machine! I confess to being an avionics junkie, and consider the helo to be a platform to carry the radios around!
I recently completed an instrument rating in the 480 and found the Chelton to be the most useful of the semi-glass panels I have tried. THe VSI is a challenge, but I have found that one learns to look for it and use it. I feel that light helos are still in the dark ages (steam gages) for the most part re modern avionics. Almost every "advanced" light helo has a Honeywell/King KCS 55 compass system. This thing is a boat anchor that was designed more than 25 years ago. In forty plus years of flying, KCS 55 systems have failed me more than any other. I have added a 696 as a backup (photo here http://www.pprune.org/rotorheads/353...min-696-a.html ). It is not without problems as it crashes from time to time (never happened with the Chelton.)
Anyway, we are in violent agreement re the E480 being a great helo.
To each his own on the Chelton. As for me, I wouildnt leave home without it. For me, it makes the machine! I confess to being an avionics junkie, and consider the helo to be a platform to carry the radios around!
I recently completed an instrument rating in the 480 and found the Chelton to be the most useful of the semi-glass panels I have tried. THe VSI is a challenge, but I have found that one learns to look for it and use it. I feel that light helos are still in the dark ages (steam gages) for the most part re modern avionics. Almost every "advanced" light helo has a Honeywell/King KCS 55 compass system. This thing is a boat anchor that was designed more than 25 years ago. In forty plus years of flying, KCS 55 systems have failed me more than any other. I have added a 696 as a backup (photo here http://www.pprune.org/rotorheads/353...min-696-a.html ). It is not without problems as it crashes from time to time (never happened with the Chelton.)
Anyway, we are in violent agreement re the E480 being a great helo.
Last edited by EN48; 16th Dec 2008 at 12:21.
Join Date: Mar 2008
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I agree with you, light helicopter's panels are in the dark ages. I guess I covet a panel with a new G1000, or Rockwell Collins etc. How can you not appreciate the panels on a new Cirrus or Citation? Why can't we get those on a helicopter?
I agree the Chelton is better than most anything I have seen on a helicopter, I was just disappointed it doesn't do more and do it better... Faster start-up, better VSI, better declutter, better terrain, airport diagrams, communication to the Garmin radios, (or even have its own radios), etc.
You say the VSI is a challenge...I agree. When I learned to fly helicopters I learned how important it is..I don't want to be "looking" for it. <gr>
Congratulations on the instrument rating. I hope to work on my rating this winter. Maybe as I get into that I will appreciate the Chelton even more.
It sounds like we agree on most of this. Happy Enstrom flying!
Chuck
I agree the Chelton is better than most anything I have seen on a helicopter, I was just disappointed it doesn't do more and do it better... Faster start-up, better VSI, better declutter, better terrain, airport diagrams, communication to the Garmin radios, (or even have its own radios), etc.
You say the VSI is a challenge...I agree. When I learned to fly helicopters I learned how important it is..I don't want to be "looking" for it. <gr>
Congratulations on the instrument rating. I hope to work on my rating this winter. Maybe as I get into that I will appreciate the Chelton even more.
It sounds like we agree on most of this. Happy Enstrom flying!
Chuck
Join Date: Jul 2002
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Enstrom 480 queries
Trying to gather some user feedback on the 480 for commerical use please - good/bad/indifferent, comparisons with other singles, reliability, AOG support, etc please?
Last edited by docstone; 11th Jan 2009 at 14:17.
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From my limited experience they are very nice helicopters.
For commercial use, though, the configuration might limit passenger capacity. Although it can seat 5, it seems best with 3 - so only 2 px.
For commercial use, though, the configuration might limit passenger capacity. Although it can seat 5, it seems best with 3 - so only 2 px.
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anyone looking to hanger an Enstrom 480/B ?
I have purpose built, free hangerage in return for a little free flying for a 480. I have over 200 hours on type. Very remote SW Shropshire location 10nm SE of Welshpool at 1050ft. asl. Ring Robin on 01588 638648 if interested.
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On the Enstroms, where are the pitch links from the swash plate to the rotor head? It looks like a simple shaft with no links?
Like all other design choices, this involves certain tradeoffs. Being inside the mast, they are less vulnerable to wires, birds, etc; OTOH, more difficult to inspect. AFAIK, this design has been mostly trouble free, with most problems coming from undetected corrosion resulting from storing the helicopter outdoors.
Join Date: Nov 2001
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There have been a few Enstrom wire strikes which would probably have brought down other aircraft. Great design to keep the control rods out of harms way as long as the corrosion issue is managed.
The corrosion failure was to a rod which had allegedly been lying round a breakers yard for years. The issue has been dealt with by an AD (or SDB?) requiring internal inspection of the rods. A bit of a pain as the rivets and end fittings have to be removed. All the rods I have seen - 12, I think, have been fine. The swash plate lives under the gearbox and is also prone to corrosion as water goes down the mast and ends up on the swash plate resulting in expensive repairs. The head bearings are prone to corrosion too and it runs to about £10k for a head/swashplate overhaul. This is why one often sees Enstroms parked up with a bucket over the head. I have found liberal doses of ACF50 help keep the problem at bay.
The corrosion failure was to a rod which had allegedly been lying round a breakers yard for years. The issue has been dealt with by an AD (or SDB?) requiring internal inspection of the rods. A bit of a pain as the rivets and end fittings have to be removed. All the rods I have seen - 12, I think, have been fine. The swash plate lives under the gearbox and is also prone to corrosion as water goes down the mast and ends up on the swash plate resulting in expensive repairs. The head bearings are prone to corrosion too and it runs to about £10k for a head/swashplate overhaul. This is why one often sees Enstroms parked up with a bucket over the head. I have found liberal doses of ACF50 help keep the problem at bay.
Join Date: Mar 2002
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Enstrom display
Nice to see Enstrom 280C, G-BEYA still flying and autorotating especially well, even if the skipper squeezed the very last ounce of rotor energy from a nice vertical touch down.
'Twas the self same machine I displayed at Noel Edmonds', Mr Blobby air show at Cranfield, (I'm guessing circa 1998 or so) Once owned by the potato man up in Norfolk ... who owns her now?
DennisK
'Twas the self same machine I displayed at Noel Edmonds', Mr Blobby air show at Cranfield, (I'm guessing circa 1998 or so) Once owned by the potato man up in Norfolk ... who owns her now?
DennisK
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Kirt, That looks like a photoshop mock up of a 280L hawk. There was only one I think and Enstrom still have it in storage. It flew but was never certified. Picture of the real one here.
flight international | usa | kania | 1979 | 0257 | Flight Archive
Edit. I just remembered, Dennis K stretched a 280. It could be that. That doesnt look like Enstrom landing gear though.
Any thoughts Dennis?
flight international | usa | kania | 1979 | 0257 | Flight Archive
Edit. I just remembered, Dennis K stretched a 280. It could be that. That doesnt look like Enstrom landing gear though.
Any thoughts Dennis?
Last edited by Gaseous; 5th Apr 2009 at 08:58.