Enstrom Corner
Joined: Jul 2000
Posts: 409
Likes: 0
From: Toledo, OH
kiltie,
I have a excel spreadsheet I use for my 28C. PM me with your address and I will forward you a copy. Keep in mind that the F and FX models have a few more life limited parts than the earlier models. However even those limits are quite high. There is a service letter from Enstrom on time limits, I believe it is 116R?. While I have heard some operators say that the 28A does well at sea level, the C models do so much better. The Enstrom is a heavy airframe compared with its rivals. With not much more power.
If you check Sharky's Helicopters's website he normally has an excel page with Enstrom parts and their cost. Of course the cost where you are located may vary. As for time, I can give you an answer on that as I really didn't have too many problems with mine.
I have a excel spreadsheet I use for my 28C. PM me with your address and I will forward you a copy. Keep in mind that the F and FX models have a few more life limited parts than the earlier models. However even those limits are quite high. There is a service letter from Enstrom on time limits, I believe it is 116R?. While I have heard some operators say that the 28A does well at sea level, the C models do so much better. The Enstrom is a heavy airframe compared with its rivals. With not much more power.
If you check Sharky's Helicopters's website he normally has an excel page with Enstrom parts and their cost. Of course the cost where you are located may vary. As for time, I can give you an answer on that as I really didn't have too many problems with mine.
Joined: May 2001
Posts: 1,691
Likes: 3
From: Escrick York england
Kilti
some sharks dont have turbos
yes the 280c or F28c will have a higher price as the turbo does make quite a difference in the uk
with my F28a sometimes i could not get it in the garden when the wind was wrong ,my F28c did get in most of the time ,My F280fx always got out and in whatever the weather
also check if the tail rotor is fitted on the correct side as early F28a models had it fitted so it used to blow the air the wrong way they started to put it on the other side of the tail boom and you need less tail pedal and so you got more engine power to the main blades
although when you get a few hundred hours on type you will learn how to eek the extra power out of the ship like dennis does
send pm if you want to talk somtime
some sharks dont have turbos
yes the 280c or F28c will have a higher price as the turbo does make quite a difference in the uk
with my F28a sometimes i could not get it in the garden when the wind was wrong ,my F28c did get in most of the time ,My F280fx always got out and in whatever the weather
also check if the tail rotor is fitted on the correct side as early F28a models had it fitted so it used to blow the air the wrong way they started to put it on the other side of the tail boom and you need less tail pedal and so you got more engine power to the main blades
although when you get a few hundred hours on type you will learn how to eek the extra power out of the ship like dennis does
send pm if you want to talk somtime
Joined: Sep 2010
Posts: 43
Likes: 0
From: Wales
Spotted this video so thought I would share. Enstrom landing with stuck pedals.
more of what i deal with during my 8 to 5 Video by chip - Myspace Video
more of what i deal with during my 8 to 5 Video by chip - Myspace Video
Joined: Jun 2010
Posts: 2,422
Likes: 3
From: Milano, Italia
Joined: Oct 2011
Posts: 1
Likes: 0
From: Alaska
Enstrom purchasing tips
Getting close to purchasing a F28a model. Engine has been chromed and has ~ 700 hours, new tail rotor and blades, gearbox, swashplate and lamiflex bearings. The main rotors have some delaminations on the trailing edeges in a couple of spots not exceeding ~ 2". This thing has been parked since 2009 with periodic runups in a dry climate. This is a ex-trainer in good shape(suposivley). I need some advice on fair market value, Estimated cost to get up and running (WAG it), and ongoing maintenance issues. What should I be looking for? I am New to Rotorcraft and don't want to get into a money pit. I will be useing this in Alaska to access a mine at 800' ASL, temps around 50f and constant rain and wind in the 20mph range. I would also like to know about cargo hook instalation and what kind of external load I can expect to get. Any and all comments welcome
Joined: Jul 2010
Posts: 211
Likes: 0
From: Wrong Town
Ok there is a company that can repair the blades in lower 48th. As it stands with delamination on the trailing edge the aircraft is not airworthy.
Maximum weight is 2150 lbs. You might want to do some calculations about weight before you start thinking about external loads. I can't see you having enough useful load to make it worth while.
The F28A does not have a lot of excess power and the throttle is not correlated.
Good luck.
Maximum weight is 2150 lbs. You might want to do some calculations about weight before you start thinking about external loads. I can't see you having enough useful load to make it worth while.
The F28A does not have a lot of excess power and the throttle is not correlated.
Good luck.
Joined: May 2001
Posts: 1,691
Likes: 3
From: Escrick York england
Tailboom
In travel terms probably rotorspan droitwich or Tom Kirk,steve Payne , simon Gibson ( in no special order )
Not wishing to teach you to suck eggs are you sure it needs track balance or you have a lamiflex problem or you may be expecting to much from your Heli
Have you had your enstrom long which model is it ?
Steve
In travel terms probably rotorspan droitwich or Tom Kirk,steve Payne , simon Gibson ( in no special order )
Not wishing to teach you to suck eggs are you sure it needs track balance or you have a lamiflex problem or you may be expecting to much from your Heli
Have you had your enstrom long which model is it ?
Steve
Joined: Mar 2008
Posts: 96
Likes: 0
From: Colorado
Joined: Dec 1999
Posts: 2,584
Likes: 0
From: UK
Can anyone here update me on JJ, if he is still with us he must be getting on now. He was probably the best instructor I erver flew with, and full of the most wonderful salty dits. He did my conversions on the Enstrom (28A/C) and Hughes 500.
Joined: Feb 2008
Posts: 392
Likes: 0
From: UK
The Enstrom 480'B' is a very good helicopter.
In the context of the R66, EC120, MD500, B206, etc, everyone will have their favourites, but the EN480'B' shouldn't be under-estimated, it has a lot of merits.
The basic design has a long lineage, but the 480 has the advantage (like the S269/300) of being originally developed as a military trainer - the TH-28 - and although it wasn't adopted by the US, it is in service around the world as a military turbine trainer.
It has a very strong and sophisticated, fully articulated rotor head, 'proper' cyclic controls, a substantial hydraulic undercarriage, an effective tail rotor, substantial build quality and a spacious, versatile cabin, with excellent visibility - all of which have, no doubt, contributed to the excellent safety record.
It's not the fastest - similar to a B206 - but it is very comfortable and amazingly tolerant in windy conditions. In strong winds it is surprisingly easy to fly and very stable.
It really isn't a 5-seater though - yes, it can be configured to seat five, but it's best as a 3-seater or 2+2. The front seats are very good (and adjustable) and the middle/rear seat is popular with passengers.
Reliability is good, maintenance is fairly straight forward, Factory support is generally excellent. Owners seem to love them, and the only issue seems to be the TT straps that need replacing every two years - hopefully a third party will resolve this with a cheaper, longer-lifed option.
There was a rumour that Enstrom are developing a bigger, 5-place, model with the RR500, elastomeric dampers and a few other tweeks.
In the context of the R66, EC120, MD500, B206, etc, everyone will have their favourites, but the EN480'B' shouldn't be under-estimated, it has a lot of merits.
The basic design has a long lineage, but the 480 has the advantage (like the S269/300) of being originally developed as a military trainer - the TH-28 - and although it wasn't adopted by the US, it is in service around the world as a military turbine trainer.
It has a very strong and sophisticated, fully articulated rotor head, 'proper' cyclic controls, a substantial hydraulic undercarriage, an effective tail rotor, substantial build quality and a spacious, versatile cabin, with excellent visibility - all of which have, no doubt, contributed to the excellent safety record.
It's not the fastest - similar to a B206 - but it is very comfortable and amazingly tolerant in windy conditions. In strong winds it is surprisingly easy to fly and very stable.
It really isn't a 5-seater though - yes, it can be configured to seat five, but it's best as a 3-seater or 2+2. The front seats are very good (and adjustable) and the middle/rear seat is popular with passengers.
Reliability is good, maintenance is fairly straight forward, Factory support is generally excellent. Owners seem to love them, and the only issue seems to be the TT straps that need replacing every two years - hopefully a third party will resolve this with a cheaper, longer-lifed option.
There was a rumour that Enstrom are developing a bigger, 5-place, model with the RR500, elastomeric dampers and a few other tweeks.
Joined: Jul 2000
Posts: 409
Likes: 0
From: Toledo, OH
Newheli,
For what you want to do, I would stay away from a straight or an A model. The A stands for anemic. I flew one at sea level and it still was short of power. While the C models have the same horsepower as the A's, with the turbo you are getting all of the horsepower. If the blades are starting to delaminate, they are junk and used blades are next to impossible to find. So plan on buying new.
The rotor system is quite heavy and takes a lot of power to add a few RPM, so if you are operating in an area where there are gusty winds, and it sounds like you will be, you will have problems.
As for external loads, I wouldn't consider any model older than a F model.
For what you want to do, I would stay away from a straight or an A model. The A stands for anemic. I flew one at sea level and it still was short of power. While the C models have the same horsepower as the A's, with the turbo you are getting all of the horsepower. If the blades are starting to delaminate, they are junk and used blades are next to impossible to find. So plan on buying new.
The rotor system is quite heavy and takes a lot of power to add a few RPM, so if you are operating in an area where there are gusty winds, and it sounds like you will be, you will have problems.
As for external loads, I wouldn't consider any model older than a F model.
Joined: Dec 2011
Posts: 1
Likes: 0
From: Miami Florida
The Mast
One important thing to look for is the mast. Check to make sure it has the heavy mast. It was a change that was made around 1986. I had the first heavy mast and it was warped in carbon fiber to make it stiffer. Big difference, Enstrom kept putting on more HP and kept the original mast from the first A models. They use to wiggle in the air and with the control tubes so close together running up through the center any movement makes big changes out at the pitch change links. The stronger stiffer mast eliminated the mast flexing and made it feel as solid as a 500. Also the stiffer mast made the lamiflex bearings last much longer. The Enstrom is a great aicraft. It was the first one I owned. Good strong belt system and nice heavy blades for ato's. When doing Auto's make sure you get it level before touch down. The tail likes to hang low. djb
Joined: Nov 2008
Posts: 917
Likes: 0
From: UK
Has anyone had an issue with dying magnetos on the Enstrom? I've had to replace the capacitors in mine about 8 times in four years. On one occasion I had a mag die in flight whilst 40 miles out to sea. 
No joke!
No joke!