Enstrom Corner
Enstrom rotorhead
I was wondering if someone can please explain how the three-bladed Enstrom rotorhead works? Do the cables go up a non-rotating shaft inside the outer rotating shaft to work pitch control rods up in the head?
Is this the same system that the Brantly B-2 employs?
Thanks!
Is this the same system that the Brantly B-2 employs?
Thanks!
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I've not worked on Brantlys so I do not know how they compare. In the Enstrom the control rods are attached to the swashplate below the gearbox. They terminate at the walking beams at the top of the mast. The mast and the control rods rotate together.
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A little entertainment for those of you who like to watch the Enstrom fly. Did this today.
Last edited by Senior Pilot; 2nd May 2009 at 22:26. Reason: embed YouTube link
Join Date: Mar 2008
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Sure, you can. I did it a lot when I was training on an F28 and a 280.
My 480 has air conditioning so I have not had the doors off of it, but I know of other 480s that fly without doors.
Chuck
My 480 has air conditioning so I have not had the doors off of it, but I know of other 480s that fly without doors.
Chuck
Join Date: Mar 2009
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Enstrom Training in Los Angeles?
After trying out a R22, R44, 300CBi and a 280FX (out of town) to decide on which I would like to train in and most likely purchase in the future I've decided on the 280FX. Does anyone know of anyone teaching in Enstrom's in the Los Angeles area, whether with a company or privately? Anyone with any leads please feel free to post or PM me.
Thanks
Thanks
Join Date: Mar 2010
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I think Enstrom is very good helicopter for private flyers with very good stability and handling.
If anyone knows which schools in Sweden make course on Enstrom please send me the private message.
SE-HKA Enstrom 280C Shark departing Barkarby (Stockholm)
If anyone knows which schools in Sweden make course on Enstrom please send me the private message.
SE-HKA Enstrom 280C Shark departing Barkarby (Stockholm)
Join Date: Jul 2000
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Baron,
That is a nice looking aircraft. I believe the Enstrom is really the only piston helicopter that makes any sense for the private owner. But it doesn't mean that commercial operators shouldn't use it. I know of many operators that use the Enstrom for conducting helicopter rides. And there are at least two operators here in the USA that conduct spray operations with the Enstrom.
That is a nice looking aircraft. I believe the Enstrom is really the only piston helicopter that makes any sense for the private owner. But it doesn't mean that commercial operators shouldn't use it. I know of many operators that use the Enstrom for conducting helicopter rides. And there are at least two operators here in the USA that conduct spray operations with the Enstrom.
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Owning an Enstrom F28
Hello Everyone,
Can anyone give me an insight to owning an Enstrom F28 please? I like the look of the machine and the purchase prices seem reasonable (Circa £30k), so I feel I am missing an important point.
Any comparisons with the R22 would be great, not just on running costs but any other aspects would be good too.
There is an edge of fantasy here at the moment as I am still training, but would very much like to purchase my own machine afterwards to hour build.... What would be the chances of finding people to cost share? Is there already one I could join rather than buy my own?
Thanks,
HR22
Can anyone give me an insight to owning an Enstrom F28 please? I like the look of the machine and the purchase prices seem reasonable (Circa £30k), so I feel I am missing an important point.
Any comparisons with the R22 would be great, not just on running costs but any other aspects would be good too.
There is an edge of fantasy here at the moment as I am still training, but would very much like to purchase my own machine afterwards to hour build.... What would be the chances of finding people to cost share? Is there already one I could join rather than buy my own?
Thanks,
HR22
Join Date: Dec 1999
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Lots of people deride the F28. They are almost invariably those who have never flown it. (just as I deride the Robbo, having never flown it)
They are good, well made, well designed aircraft. They are very pleasant indeed to fly, and although the "A" model is not exactly overpowered especially 3 up it is adequate - just. Still, it's good practice. The 28C has lots more power due to the turbocharger - but you pay more. Autorotation is good, relatively high inertia c/f a robbo. Nice and forgiving. Instrumentation is basic in most "A"s, but what do you want an AH for in a VFR machine? And it looks like a helicopter, not an airfix kit. And if you want to see what they are really capable of doing, watch a video of a Dennis Kenyon display. You won't believe your eyes!
Robinson. Pah!
Maintenance.
Engineers hate them. They were designed to fly, not to be maintained easily or cheaply. I remember rotor tracking was a pain and was needed frequently, but a smooth-flying Enstrom is a thing of joy. A battery change involved a ridiculous amount of dismantling of structure to achieve. You'll need to find a tame Enstrom specialist engineer to look after it.
There are plenty of cheap dogs around though, so seek an Enstrom expert's advice and buy one that is known to him as a good one.
You'll love it!
They are good, well made, well designed aircraft. They are very pleasant indeed to fly, and although the "A" model is not exactly overpowered especially 3 up it is adequate - just. Still, it's good practice. The 28C has lots more power due to the turbocharger - but you pay more. Autorotation is good, relatively high inertia c/f a robbo. Nice and forgiving. Instrumentation is basic in most "A"s, but what do you want an AH for in a VFR machine? And it looks like a helicopter, not an airfix kit. And if you want to see what they are really capable of doing, watch a video of a Dennis Kenyon display. You won't believe your eyes!
Robinson. Pah!
Maintenance.
Engineers hate them. They were designed to fly, not to be maintained easily or cheaply. I remember rotor tracking was a pain and was needed frequently, but a smooth-flying Enstrom is a thing of joy. A battery change involved a ridiculous amount of dismantling of structure to achieve. You'll need to find a tame Enstrom specialist engineer to look after it.
There are plenty of cheap dogs around though, so seek an Enstrom expert's advice and buy one that is known to him as a good one.
You'll love it!
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The 28a is quite underpowered so you need to be quick with your wrist as it's got no corralation at all, you need a good engineer as well & it's not economical on fuel but it's a reasonably good machine but not as good as the later turbo models, the 280c is much better looking though.
Join Date: Mar 2002
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Enstrom 28A
Just a small point re the non-turbo Enstrom 28 & 280 models ... I've been hearing for almost forty years they are underpowered. Not quite correct I'm afraid as the Lycoming 360 cubic inches 'A' series engine produces 205 BHP. (Compare the equivalent Hughes 300 360 cubic inch 'D' Lycoming at 190 BHP!)
The problem is the A model is overweight! Typically around 1650 lbs WPS being 400 to 500 lbs more than a SH 300. Even so she is a nice tight ship, well harmonised controls ... but the three big warts are the heavy collective, the poor throttle/lever co-relation and blade delamination on the early blades. Autos not far off a 206, never been a fatal in the UK in 40 years, big 5feet wide cabin, separate 60 lb luggage locker, can produce extreme manoeuvres safely. (a 360 degree low level loop is a standard manoeuvre in my display sequence - but don't try at home without guidance) cruise at around 100 mph, top speed 112mph, range can be 250 to 280 sm. In fact I often used to wonder why anyone bought anything else! AND - you can still get one for £30k or thereabouts. Similar year 300 will bring double that.
Be happy to expound on the above for a serious purchaser but I'm no longer into sales.
Safe flying to all types out there. Dennis Kenyon.
The problem is the A model is overweight! Typically around 1650 lbs WPS being 400 to 500 lbs more than a SH 300. Even so she is a nice tight ship, well harmonised controls ... but the three big warts are the heavy collective, the poor throttle/lever co-relation and blade delamination on the early blades. Autos not far off a 206, never been a fatal in the UK in 40 years, big 5feet wide cabin, separate 60 lb luggage locker, can produce extreme manoeuvres safely. (a 360 degree low level loop is a standard manoeuvre in my display sequence - but don't try at home without guidance) cruise at around 100 mph, top speed 112mph, range can be 250 to 280 sm. In fact I often used to wonder why anyone bought anything else! AND - you can still get one for £30k or thereabouts. Similar year 300 will bring double that.
Be happy to expound on the above for a serious purchaser but I'm no longer into sales.
Safe flying to all types out there. Dennis Kenyon.
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I owned a 28C and I didn't think it was that expensive to maintain. Yes the early blades have a delamination issue. In fact blades will delaminate if you don't take care of them. Keep them clean and waxed goes a long way.
There is only 9 life limited parts and several of them have such high time limits that it makes them for all practical purposes 'on condition'. Also the only regularly required inspections are the 100 hr/annual. No 1200 or 2200 hour inspections.
As for fuel burn, my average fuel burn ran between 8 to 10 gallons per hour.
There is only 9 life limited parts and several of them have such high time limits that it makes them for all practical purposes 'on condition'. Also the only regularly required inspections are the 100 hr/annual. No 1200 or 2200 hour inspections.
As for fuel burn, my average fuel burn ran between 8 to 10 gallons per hour.
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HelipadR22,
not sure where about's in Wales you are but it would be a good idea to have a chat with a few owners/operators.
TK up in Chester fixes them as do Vanguard Heli's at Henstridge (Dorset and Somerset border). Vanguard also operate one so they may be a good port of call.
There are many people who are quick to slate the Enstrom but only take notes from those people who have flown and/or operated one.
Every helicopter can be slagged off about something but it's a question of personal choice. That can be made up from a number of factors whether it be price, looks, safety record etc etc.
If you have not flown one then go and have a go before going any further.
Good luck.
not sure where about's in Wales you are but it would be a good idea to have a chat with a few owners/operators.
TK up in Chester fixes them as do Vanguard Heli's at Henstridge (Dorset and Somerset border). Vanguard also operate one so they may be a good port of call.
There are many people who are quick to slate the Enstrom but only take notes from those people who have flown and/or operated one.
Every helicopter can be slagged off about something but it's a question of personal choice. That can be made up from a number of factors whether it be price, looks, safety record etc etc.
If you have not flown one then go and have a go before going any further.
Good luck.
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Hi JW,
Thanks for the input. I certainly plan on taking a flight in one before I do anything else. It nice to make some contacts and get some names so I can get an all round view.
Looking forward to getting my hands on the controls
Nice vids guys.
Thanks for the input. I certainly plan on taking a flight in one before I do anything else. It nice to make some contacts and get some names so I can get an all round view.
Looking forward to getting my hands on the controls
Nice vids guys.
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Enstrom FX
Hi Earl,
Yes, I also take the view that the 280FX version is the prettiest airframe Menominee has produced, and the swept back T/R end plates solved the occasional 'fishtailing' of the ealier models. Many in the industry still 'slag off' the type, but as been observed here, if the Enstrom is well maintained by a type knowledgable and experienced LAE, it makes a great personal helicopter. Good looking, good handling, quiet with reasonable economy for a 100 mph, three seater.
When I introduced the type to the European market in 1972 for my boss Roy Spooner, we experienced plenty of hostility from some quarters, that being a prime reason for my commencing a programme of flying displays around the country which the type does particularly well. My mid 1970s Farnborough display sequences certainly stopped a lot of the knocking.
Loved Earl of R's movie of the FX flying around the Twin-County Airport at Menominee, but you should see the place in mid winter. While on a sales meeting with the former owner, F Lee Bailey, I once saw minus 40 degrees on the OAT ... now that was cold and the Enstrom blades were cutting through the cold air like a hot knife through butter.
There were some great characters there in those days, Herb Moseley in engineering, that super saxophonist Paul Schultz in design, and of course Dave Brandt in engineering support. Not to forget pilot Paul Harrington and the test pilots Mike Meger and Mott Stanchfield who got me started on the display flying.
A small story some might like. Around 1985, F Lee Bailey stayed at my home while visiting Farnborough. I introduced my four-year old son Dennis to the great man. F Lee was being chatty and said to him ... "I'm told you can fly an Enstrom." My son adopted a flying pose as he shook and rapidly rotated his cyclic hand . "Oh yes ... Dad often gives lets me touch the controls!" he replied.
Thanks goodness they didn't all fly like that!
Happy flying to all Enstrom owners. Dennis Kenyon.
Yes, I also take the view that the 280FX version is the prettiest airframe Menominee has produced, and the swept back T/R end plates solved the occasional 'fishtailing' of the ealier models. Many in the industry still 'slag off' the type, but as been observed here, if the Enstrom is well maintained by a type knowledgable and experienced LAE, it makes a great personal helicopter. Good looking, good handling, quiet with reasonable economy for a 100 mph, three seater.
When I introduced the type to the European market in 1972 for my boss Roy Spooner, we experienced plenty of hostility from some quarters, that being a prime reason for my commencing a programme of flying displays around the country which the type does particularly well. My mid 1970s Farnborough display sequences certainly stopped a lot of the knocking.
Loved Earl of R's movie of the FX flying around the Twin-County Airport at Menominee, but you should see the place in mid winter. While on a sales meeting with the former owner, F Lee Bailey, I once saw minus 40 degrees on the OAT ... now that was cold and the Enstrom blades were cutting through the cold air like a hot knife through butter.
There were some great characters there in those days, Herb Moseley in engineering, that super saxophonist Paul Schultz in design, and of course Dave Brandt in engineering support. Not to forget pilot Paul Harrington and the test pilots Mike Meger and Mott Stanchfield who got me started on the display flying.
A small story some might like. Around 1985, F Lee Bailey stayed at my home while visiting Farnborough. I introduced my four-year old son Dennis to the great man. F Lee was being chatty and said to him ... "I'm told you can fly an Enstrom." My son adopted a flying pose as he shook and rapidly rotated his cyclic hand . "Oh yes ... Dad often gives lets me touch the controls!" he replied.
Thanks goodness they didn't all fly like that!
Happy flying to all Enstrom owners. Dennis Kenyon.