Enstrom Corner

[Dennis Kenyon]

Enstrom EOLs

My apologies to Seneca for being unable to respond to his 'engine mixture' request. I'm miles from home just now, but will post the requested info very shortly. DRK.

[seneca2e]

Thanks for your response! Looking forward to it I assure you! I have two beautiful helicopters sitting side by side in my hangar. Both of which you have tremendous experience with and I have tried to read every word you've posted on them over the years. A Brantly B2B and Enstrom F280C. Both are great aircraft years ahead of their time!

[EN48]

ENSTROM 480B-G

I recently took delivery of a new Enstrom 480B-G equipped with Garmin G1000H avionics. Enstrom and Sharkey's Helicopters (Enstrom dealer) both went many extra miles to assure that the purchase experience was outstanding. Fit and finish, and attention to detail are world class, with nothing that even an accomplished nit picker like myself can complain about. IMHO, this helicopter is an exceptional value in the light turbine market.

[timprice]

Love the swept blades in the photo! are they for special ops, or stealth mode?

[lvflyer]

Congrats. Gotta say though a little envy creeping in. Hey can you post more pictures. I can't seem to find pictures of the power plant in the turbines. Just curious how they can get so much seating arranged in one.

[CO280fx]

Nice!

Looking sharp!

[EN48]

I can't seem to find pictures of the power plant in the turbines. Just curious how they can get so much seating arranged in one.

Engine: Allison Model 250 - Wikipedia, the free encyclopedia

Seating: http://rototexheli.com/productos/480...Comparison.pdf

[Dennis Kenyon]

Enstrom

I'm just back from my final flying stint away for 2014 and having posted on the Enstrom 480 type further on, I'm sorry to see my earlier reply to Seneca doesn't seem to have been posted. If you care to PM me with any items where I have experience and can provide personal information, please let me know. Take care all ppruners. Dennis K.

[rotorboater]

Nice machine EN48

[CO280fx]

Emergency Airworthiness Directive

In response to the tragic and very disturbing recent accident in Colorado:

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/342fb061c33bc7a786257dea00750308/$FILE/2015-04-51_Emergency.pdf


SDB from Enstrom:
http://www.enstromhelicopter.com/wp-content/uploads/2012/03/SDB01191.pdf
http://www.enstromhelicopter.com/wp-content/uploads/2012/03/Spindle-MPI-SDB-0119-T-050.pdf

[John R81]

CAA have issued an EAD.


No flight for affected machines until inspected.


pdf of the EAD available here


[PDF]EMERGENCY AIRWORTHINESS DIRECTIVE - EASA ...
ad.easa.europa.eu/blob/20150451_Emergency.../EAD_US-2015-04-51

[FSXPilot]

I don't know of any Enstroms in the UK that have 5,000 hours.

[griffothefog]

EN48, as much as I like the look of the 480B with G1000 fit, is there really any point without a autopilot?
All the colored graphics in the world is only as good as the hand that flies it and the autopilot does it so much better than us mortals...
Surely that fit is was intended for IFR flight, otherwise what's the point

[EN48]

the 480B with G1000 fit, is there really any point without a autopilot?
Surely that fit is was intended for IFR flight, otherwise what's the point

The aviation world (at least in the U.S.) is going this way. Three light turbine helos (none with IFR certification) are currently certified with G1000H avionics: Bell 407GX, Agusta 119 Kx, and Enstrom 480B-G. The forthcoming Bell 505 will come standard with the G1000H package. I am told that the B407 is now available to civilian purchasers with the G1000H package only (no steam gauge option). An autopilot would add useful capability, however, none of these aircraft would be certifiable for IFR under current FAA standards even with the addition of an autopilot which meets FAA requirements for SPIFR, and such an autopilot would boost the cost of the E480 by as much as 50%. To meet current FAA requirements for IFR requires systems capabilities beyond the AP which are, so far, found only in the Bell 429/Agusta 109/EC135 class of helicopters (and higher), with price tags something like 5X or more that of the E480. It seems likely that, as avionics capability increases and costs come down, the FAA will adopt certification standards which permit IFR in light single engine helicopters.

It can be argued that for a helicopter certified for VFR-only operation (virtually all civilian single engine helicopters in the U.S. with the exception of a handful B206’s and B407’s which were approved some years ago on a few-off basis) there is little point in any avionics beyond the surprisingly little instrumentation required by the certification standards, plus a com radio and (perhaps) a portable GPS. However, technology is approaching a breakeven point where the incremental cost of the advanced avionics is not a major cost once one decides that an AI and DG might be useful, along with a backup com radio, a certified GPS navigator like the Garmin 530, and a transponder (which might as well be ADS-B capable given the FAA 2020 NextGen mandate).

Finally, an integrated avionics suite such as the G1000H makes possible useful features (some safety oriented) not practical with a steam gauge panel, offers potential reliability advantages over mechanical/ electromechanical instrumentation, and the promise of upgrades and fixes via software changes. The G1000H is a variant of the G1000 originally developed for fixed wing aircraft and does include some capabilities that will rarely, if ever, be used in a VFR-only helicopter (except, perhaps, for training), such as dual VOR/LOC/GS receivers. However, it is apparently less costly to standardize on a single basic hardware configuration than to delete these capabilities. It is easy to see why this is the case when one carefully examines the internal architecture of the G1000. In the 50 years since my first solo in a Cessna 150 with a single, primitive, vacuum tube nav/com, I have experienced the evolution of avionics technology first hand; I have no desire to go back to the good old days, not even a few steps back.

BTW, Enstrom developed the G1000H version of the 480 partly to meet the requirements of foreign military customers who train dual rated pilots in G1000 equipped Cessna 172’s and Enstrom 480’s, and want a common avionics suite in both aircraft. The G1000 has been available in the C172 since 2005.

Most important point of all is the distinction between needs and wants. Many recently manufactured owner flown light helicopters can be said to be “over-equipped,” possibly for this reason.

[lvflyer]

Update on AD. Now 1500 hours TIS. Also SD says the test has to be repeated every 300 hours.

[flylow]

... for spindles with over 3500 hours.

[lvflyer]

Yes 3500 on recurring every 300 hours. This is not in the EAD, but is in the SDB from Enstrom. The FAA EAD does say initial inspection before further flight and before 1500 TIS or any that TIS cannot be determined or over 1500 TIS. The SDB allows 5 hours of flight before inspection, but the EAD does not. For those that do not know, Enstrom, last I heard, was doing the testing for free and will disassemble/reassemble the retention system for a fee.

[flylow]

Wide Panel

I would like to upgrade the 9-hole panel with a 12-hole wide panel in my 280C. However, the factory drawings only show approval for the wide panel in the F models. I'm trying to find anyone who has done this or would have or know about prior approvals, such as 337's, field approvals, etc. that could be used to do this upgrade.

[lvflyer]

I would be interested in any suggestions for upgrading the 280C's interior and equipment. I have a 1977 that could use some upgrading. I think the next thing is getting the doors to close tighter or securing with a Velcro strap. Frustrating to have the doors blow open in gusts or when the window vents are turned just so, pressurizing the cabin.

[tom28a]

HI guys any one out there flying the Enstroms is Dennis k still flying