Enstrom Corner
Joined: Jul 2010
Posts: 211
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From: Wrong Town
That is strange. First question would be where are you getting your magnetos overhauled. When your magneto is having it's four year O/H make sure that your capacitors are sent with the magneto so they can be tested at the same time. I'm saying four years because I doubt that you fly more than 500 hours in a four year period.
Joined: Jul 2008
Posts: 372
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From: Australia
repair of disbonds (delaminations)
I certainly hope that the repair is not based on injection of fresh adhesive into the disbond. Adhesive bonds depend on formation of chemical bonds at the interface between the adhesive and the substrate. If a material has disbonded, then the surface is not chemically active and hence forcing new adhesive in will only fill the gap, not re-bond the component. Injection repairs are totally ineffective and I defy anyone to produce test data to show any restoration of strength.
Regards
Blakmax
Regards
Blakmax
Joined: May 2011
Posts: 10
Likes: 0
From: Boise
Hi there, new guy here. Finished my Commercial Heli add on recently in a R22. I bought a 280C a couple of weeks ago, only Enstrom i've ever flown (love it)... got a few questions. First question is on lift offs, my 280C has a correlater in it... I was shown by the previous owner to bring the engine rpms up to about 2200 then let the correlater do the rest on pick up, the problem is that the rpms are inconsistent, sometimes I over rev, sometimes I don't... So I tried bringing the rpms into the green at flat pitch and rolling off the throttle as I raise collective... either way I seem to feel like a bumbling fool as I lift off and the ship bobs around as I search for the green arc... How do you boys do it? Second question is about the trim... the fore and aft seems to feel normal, but the lateral seems to do nothing, nothing...then to much. I mean it works, its just different. Normal? Another issue is the pilots door seems to wanna pop open above 105 indicated... ideas? Anyone have an excel spreadsheet for tracking component times? Thanks Joe
Joined: Aug 2008
Posts: 48
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From: Devon
Enstrom
Joe,
with regard to working with the RPM unfortunately you will have to master the art of flying un correlated. Yes I know you do have some correlation but it's not the best and almost not worth having. You have been spoilt in using the R22 governer. Back to basics for you with the Enstrom.
The trim issue is normal in the older 280's. You will master that as well but it can be trimmed out very nicely if you have a real soft touch.
Good luck with the old girl they are a very good machine and very safe.
Have a good 2012 of flying.
Where are you located?
with regard to working with the RPM unfortunately you will have to master the art of flying un correlated. Yes I know you do have some correlation but it's not the best and almost not worth having. You have been spoilt in using the R22 governer. Back to basics for you with the Enstrom.
The trim issue is normal in the older 280's. You will master that as well but it can be trimmed out very nicely if you have a real soft touch.
Good luck with the old girl they are a very good machine and very safe.
Have a good 2012 of flying.
Where are you located?
Joined: Jun 2010
Posts: 2,422
Likes: 3
From: Milano, Italia
Special Airworthiness Information Bulletin: Fuel Indication
The FAA has released a Special Airworthiness Information Bulletin (SAIB) alerting owners and operators of Enstrom Helicopter Corporation-manufactured (Enstrom) 280 FX helicopters of a false fuel quantity indication with subsequent risk exposure to fuel exhaustion during flight. At this time, this airworthiness concern is not an unsafe condition that would warrant airworthiness directive (AD) action under Title 14 of the Code of Federal Regulations (14 CFR) part 39.
Background
There has been a report of a helicopter accident that occurred after fuel exhaustion. Investigation revealed a false “Full” fuel quantity indication on the fuel indicator as contributory. This false reading was due to the fuel level sending unit wires being disconnected. A false fuel quantity indication of “Full” results when the fuel level sending unit wires are disconnected at the “wristlock” located between the tops of the left and right fuel tanks, with the master switch in the “On” position.
Recommendations
The FAA recommends that prior to each flight the visual check specified in the flight manual be performed to verify fuel quantity in the fuel tank. When the fuel tank is “Full” the fuel quantity indicator in the cockpit should read “Full.” If the fuel quantity in the tank is less than “Full” and the fuel quantity indicator reads “Full” then the fuel indicating system should be serviced per the maintenance manual to correct any noncompliance. Additionally, the FAA recommends a visual check of the “wristlock” during each Periodic Inspection to ensure the plastic covers over the “wristlock” connections are tie-wrapped in accordance with the maintenance manual.
References
Enstrom Maintenance Manual, page MM-3-7, Section 3-2 Periodic Inspection, Nature of Inspection B.2(d); pages MM-13-72, 73 and 74, Section 13-10 Fuel System, B(1)(c) and B(2)(c); and Enstrom Rotorcraft Flight Manual RFM 28-AC-020, pages 4.3 and 4.4, paragraphs 12 and 23.
For Further Information Contact
Ed Cuevas, Aviation Safety Engineer, FAA Safety Management Group, ASW-112, 2601 Meacham Blvd., Fort Worth, Texas, 76137; phone: 817-222-5355; e-mail: [email protected]
Background
There has been a report of a helicopter accident that occurred after fuel exhaustion. Investigation revealed a false “Full” fuel quantity indication on the fuel indicator as contributory. This false reading was due to the fuel level sending unit wires being disconnected. A false fuel quantity indication of “Full” results when the fuel level sending unit wires are disconnected at the “wristlock” located between the tops of the left and right fuel tanks, with the master switch in the “On” position.
Recommendations
The FAA recommends that prior to each flight the visual check specified in the flight manual be performed to verify fuel quantity in the fuel tank. When the fuel tank is “Full” the fuel quantity indicator in the cockpit should read “Full.” If the fuel quantity in the tank is less than “Full” and the fuel quantity indicator reads “Full” then the fuel indicating system should be serviced per the maintenance manual to correct any noncompliance. Additionally, the FAA recommends a visual check of the “wristlock” during each Periodic Inspection to ensure the plastic covers over the “wristlock” connections are tie-wrapped in accordance with the maintenance manual.
References
Enstrom Maintenance Manual, page MM-3-7, Section 3-2 Periodic Inspection, Nature of Inspection B.2(d); pages MM-13-72, 73 and 74, Section 13-10 Fuel System, B(1)(c) and B(2)(c); and Enstrom Rotorcraft Flight Manual RFM 28-AC-020, pages 4.3 and 4.4, paragraphs 12 and 23.
For Further Information Contact
Ed Cuevas, Aviation Safety Engineer, FAA Safety Management Group, ASW-112, 2601 Meacham Blvd., Fort Worth, Texas, 76137; phone: 817-222-5355; e-mail: [email protected]
Joined: Jan 2012
Posts: 19
Likes: 0
From: near a u/s heli
AD!!!!!
are all enstrom operators aware of FAA AD 2011-26-10 which states all enstrom f and fxs much have the cyclic trim modified within 5hrs TIS
Joined: Mar 2002
Posts: 458
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From: Kings Caple, Ross-on-Wye.orPiccots End. Hertfordshire
Enstrom flying
Ref the current crop of Enstrom queries ... if it helps anyone, it was circa 1974/1975 that I undertook a comprehensive series of test flights to obtain the original CAA/UK public transport certification for the first non-turbo 280 Shark series (G-BDIB) to be imported by my company as the UK/European distributor covering 27 countries. This was followed by the Rayjay turbo 280C 'Shark' (G-BENO) and F28C- 'dash two' in 1976. Then of course the later 225 bhp FX models. So with around six thousand type hours, I'll be happy to help ppruners in any areas where I can.
Yes, as has been said, the early rpm cam correlation is of some help, but it is mostly back to basic manual for general handling. On sales demonstratioin flights, I used the factory PFM quoted method for initial lift-off, ie set circa 2,200 to 2,400 ERPM, (depending of course on lift-off weight, density and W/V) then a straightforward collective lift usually places the rpm in the middle of the green arc (2,875) at a 4 feet skid height hover. This method will invariably require some additional pilot input tho'. Sadly the CAA would not approve the method and the PFM has an additional page requiring ERPM to be set at 2900 which then requires some reverse throttle handling to avoid an overspeed.
And yes too ... the trim system does need to be learned but in training, I used a series of 'trim blips' to achieve the 'hands & feet off' configuration. In that mode, I used to demonstrate turns using weight shift only!!
Enjoy your Enstrom, even the normally aspirated 'C' series Lycoming. The type is especially good looking, is quiet with a cruise speed at 80% power of a whisker over 100 mph, giving 85lbs of fuel burn per hour ... a three hour 'loiter' endurance plus 7 cu ft of dedicated luggage locker space (60lbs weight for the C and 100lbs for the FX) ... has excellent autorotation handling with a HV curve at max auw of 300 feet and 30 mph for the A model. The Enstrom also has a proud record of never having had a fatality in the UK in over forty years of operations ... docile handling with a near aerobatic performance capablity which has twice won the world 'freestyle' championships. In fact when a 1970/1980s Enstrom Shark can be bought for anywhere between £50k and 360k you might ask yourself why anybody buys anything else!
Having said that, MD's latest 500 is still my all time favourite. Dennis K.
Yes, as has been said, the early rpm cam correlation is of some help, but it is mostly back to basic manual for general handling. On sales demonstratioin flights, I used the factory PFM quoted method for initial lift-off, ie set circa 2,200 to 2,400 ERPM, (depending of course on lift-off weight, density and W/V) then a straightforward collective lift usually places the rpm in the middle of the green arc (2,875) at a 4 feet skid height hover. This method will invariably require some additional pilot input tho'. Sadly the CAA would not approve the method and the PFM has an additional page requiring ERPM to be set at 2900 which then requires some reverse throttle handling to avoid an overspeed.
And yes too ... the trim system does need to be learned but in training, I used a series of 'trim blips' to achieve the 'hands & feet off' configuration. In that mode, I used to demonstrate turns using weight shift only!!
Enjoy your Enstrom, even the normally aspirated 'C' series Lycoming. The type is especially good looking, is quiet with a cruise speed at 80% power of a whisker over 100 mph, giving 85lbs of fuel burn per hour ... a three hour 'loiter' endurance plus 7 cu ft of dedicated luggage locker space (60lbs weight for the C and 100lbs for the FX) ... has excellent autorotation handling with a HV curve at max auw of 300 feet and 30 mph for the A model. The Enstrom also has a proud record of never having had a fatality in the UK in over forty years of operations ... docile handling with a near aerobatic performance capablity which has twice won the world 'freestyle' championships. In fact when a 1970/1980s Enstrom Shark can be bought for anywhere between £50k and 360k you might ask yourself why anybody buys anything else!
Having said that, MD's latest 500 is still my all time favourite. Dennis K.