Enstrom Corner
Join Date: Mar 2001
Location: Caribbean
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I'm sure it is possible to fit pop outs to a 280C. I'm just not sure that it has been done to date. I guess it depends how much you want to spend!
You can get air-conditioning for them.
With fixed floats installed the VNE goes down to 85mph at sea level. I'm sure you'll be thrasing the guts out of the engine long before then.
MRGB overhaul (exchange) approx US$12,000 (TBO 1,200 hrs) plus freight (both ways, to and from the US), taxes, VAT (if applicable) and removal / fitting labour and incidentals. Don't forget downtime whilst the gearbox is being exchanged.
Things to look for...... a list as long as my arm if you want.
PM me and I can get a POH to you or if you have any questions about the above.
Get a good un and you'll love it.
P.S.
I Forgot to add, that I believe the quote is, "Nobody has ever been killed due to the mechanical failure of an Enstrom".
You can get air-conditioning for them.
With fixed floats installed the VNE goes down to 85mph at sea level. I'm sure you'll be thrasing the guts out of the engine long before then.
MRGB overhaul (exchange) approx US$12,000 (TBO 1,200 hrs) plus freight (both ways, to and from the US), taxes, VAT (if applicable) and removal / fitting labour and incidentals. Don't forget downtime whilst the gearbox is being exchanged.
Things to look for...... a list as long as my arm if you want.
- Lets start with, where are you looking to buy from?
- Checkout the history of the machine with a fine tooth comb - any doubt ask someone.
- Get a third party familiar with Enstrom's to survey the machine. Then run it buy a fourth party.
PM me and I can get a POH to you or if you have any questions about the above.
Get a good un and you'll love it.
P.S.
I Forgot to add, that I believe the quote is, "Nobody has ever been killed due to the mechanical failure of an Enstrom".
Last edited by Jed A1; 13th Apr 2006 at 02:19.
Join Date: Nov 2003
Location: AUSTRALIA
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Enstrom 280fx
Could anyone who operates an Enstrom 280fx advise on their feelings about this type, speed,smoothness,maintenance in Australia, throttle control, tail rotor effectiveness,fuel economy etc, for a private pilot who has flown mainly R44 and H500. Thanks in advance
Join Date: May 2001
Location: Escrick York england
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after flying a 500 it would be abismal but its loads better than a 44
i flew to sloanes to try out the 44 i went in my 280fx the 44 seemed to be not as stable as the fx was ,granted i only flew 15 mins but that was enough i then flew home without any problems the instructor at sloanes said it was a windy day for the 44 the 100 mile flight there and back in the fx was fine
steve
i flew to sloanes to try out the 44 i went in my 280fx the 44 seemed to be not as stable as the fx was ,granted i only flew 15 mins but that was enough i then flew home without any problems the instructor at sloanes said it was a windy day for the 44 the 100 mile flight there and back in the fx was fine
steve
Join Date: Nov 2004
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you might be able to acces verticalmag.com's review of the 280fx which was in their most recent issue. they do post a lot of their articals on line. good hunting.
Join Date: Nov 2005
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En 280Fx
HFT,
Have done a bit in the 280fx and found it to be great fun and a real pilots helicopter, I have also plenty of time on R44's. The 280fx is nice and stable and has excellent autorotational capabilities and are quite reliable if maintained properly. They can't compare to the R44 for cost, value for money, fuel economy etc. but if you fancy something different I would recommend it. The key is to get one in good condition and make sure it is well maintained. Naturally when you ask about Enstroms you will get the usual sarcastic comments from pilots who have never flown them or know very little about them so aren't really qualified to comment. I would like to think I have given you a more balanced viewpoint.
Good Luck,
BC.
Have done a bit in the 280fx and found it to be great fun and a real pilots helicopter, I have also plenty of time on R44's. The 280fx is nice and stable and has excellent autorotational capabilities and are quite reliable if maintained properly. They can't compare to the R44 for cost, value for money, fuel economy etc. but if you fancy something different I would recommend it. The key is to get one in good condition and make sure it is well maintained. Naturally when you ask about Enstroms you will get the usual sarcastic comments from pilots who have never flown them or know very little about them so aren't really qualified to comment. I would like to think I have given you a more balanced viewpoint.
Good Luck,
BC.
Join Date: Jul 2002
Location: Denver, CO and the GOM
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Put quite simply, the 280 is to the R44 what the 300CBi is to the R22. Completely different aircraft with completely different strengths and personalities. If you want light, fast, frugal and 3 pax plus pilot, go R44. If you want solid, robust, fairly fast, ample reserves, huge safety envelope, go Enstrom.
Join Date: Oct 2002
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The other big advantage of the Enstrom is that you don't have time lifed parts (except the lamaflex) so if you don't do many hours a year it works out cheaper than the 44 which you only really rent from Frank fo 12 years!
Join Date: Mar 2006
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F28 C/F airconditioning
Can someone give me a source for an a/c kit for the F28C/F. Is it available as an STC.
Can anyone give me general performance from the POH for 30°C sea level ops eg. MTOW, oge hover ceiling.
Good sources for used aircraft might also be appreciated or a good freelance engineer for survey work.
Cheers in advance for any info.
Can anyone give me general performance from the POH for 30°C sea level ops eg. MTOW, oge hover ceiling.
Good sources for used aircraft might also be appreciated or a good freelance engineer for survey work.
Cheers in advance for any info.
CAA know best - Enstrom 480/480B!
The CAA have issued a directive which dictates that all G reg Enstrom 480's/480B's on reaching 1275 flight hours must soon have the main rotor hub plates replaced. This is dispite the fact that , to the best of my knowledge there has NEVER been a failure , or related problem in the UK or worldwide. The components in question have a normal life of 5000+hours.
In the UK right now there are a number of 480's already with 1275 + flight hours, these would then be immediatley grounded.
Now just hang on a minute, how is this justified?. Do the CAA experts have better knowledge than the designers and makers ENSTROM. Who is this great expert at Gatwick that knows best? Come to think of it I'm not sure the CAA even have anyone working for them who is rated on 480's/480B's!
Sadly, I hear that EASA is going to back this CAA directive , that means that all 480's in Europe are going to grounded as well when the time comes!!!!!!!
WHERE IS THE EVIDENCE???!!!!! Come on ENSTROM get your gloves on and argue back!!!
In the UK right now there are a number of 480's already with 1275 + flight hours, these would then be immediatley grounded.
Now just hang on a minute, how is this justified?. Do the CAA experts have better knowledge than the designers and makers ENSTROM. Who is this great expert at Gatwick that knows best? Come to think of it I'm not sure the CAA even have anyone working for them who is rated on 480's/480B's!
Sadly, I hear that EASA is going to back this CAA directive , that means that all 480's in Europe are going to grounded as well when the time comes!!!!!!!
WHERE IS THE EVIDENCE???!!!!! Come on ENSTROM get your gloves on and argue back!!!
The CAA has a lot of issues where they have no one qualified in the aircraft either as a pilot or engineer. Nothing new there. That does not stop them from acting as experts on those aircraft.
The fact these same folks make wonderful decisions that serve to boggle the minds of the rational among us is also no surprise.
If there is such danger to life to justify this action....are the FAA wallahs doing the same?
Of course the FAA does some very silly things too....like the Engine AD on the Huey...also without any empirical data to support the action. Owners of the Restricted Catagory Huey's have filed suit in court to protest that action. Maybe that is appropriate here.
The fact these same folks make wonderful decisions that serve to boggle the minds of the rational among us is also no surprise.
If there is such danger to life to justify this action....are the FAA wallahs doing the same?
Of course the FAA does some very silly things too....like the Engine AD on the Huey...also without any empirical data to support the action. Owners of the Restricted Catagory Huey's have filed suit in court to protest that action. Maybe that is appropriate here.
The only FAA AD on this part is this one here.
It would indeed be interesting to understand the basis of this life reduction. Do you have any links to the CAA or EASA rule and AD?
What is the Enstrom position on this?
Alternately, I guess that you will be like everyone else in Europe and put your machine on the N register and tell them to go
themselves. 
Part 2 - edit following a bit more reading.
The CAA issued an AD concerning this part in August 2003, http://www.caa.co.uk/docs/536/G-2003-0002.pdf, so maybe complaining about it years after the event is a little belated?
What is the background to this life limit reduction and determination? Have you spoken to the CAA Engineer named in the AD? It certainly seems a little strange to make a determination of this magnitude, considering this model is manufactured and conformed to FAR 27, although it was originally designed to Part 6 of the CAR. Interesting issue, maybe someone has more insight?
It would indeed be interesting to understand the basis of this life reduction. Do you have any links to the CAA or EASA rule and AD?
What is the Enstrom position on this?
Alternately, I guess that you will be like everyone else in Europe and put your machine on the N register and tell them to go
themselves. Part 2 - edit following a bit more reading.
The CAA issued an AD concerning this part in August 2003, http://www.caa.co.uk/docs/536/G-2003-0002.pdf, so maybe complaining about it years after the event is a little belated?
What is the background to this life limit reduction and determination? Have you spoken to the CAA Engineer named in the AD? It certainly seems a little strange to make a determination of this magnitude, considering this model is manufactured and conformed to FAR 27, although it was originally designed to Part 6 of the CAR. Interesting issue, maybe someone has more insight?
Last edited by Cyclic Hotline; 25th May 2006 at 04:31.
I know nothing about this particular issue (indeed, I'm only about 80% sure I'd recognise an Enstron 480), however...
A few years ago, working for an organisation supporting a fixed wing aeroplane, I had cracking in a critical component (a wing attachment) reported to me from the field. I did a fleetwide survey and discovered that it actually occurred on a reasonable proportion of the fleet and the component had fairly routinely been replaced WITHOUT anybody reporting a trend.
CAA, looking over my shoulder said "you need to ground all of those", I fought back saying that was totally unnecessary for, maybe half a day until I came to my senses. I agreed to a grounding and modification and I'm pretty convinced that if I hadn't, we'd have had a fatal by now.
But, the owners hated it - I lost track of the number of times I had to defend that decision, either in public or private. My organisation and the CAA came under an enormous amount of flack and, yes, there had never been an in-flight failure.
Yet!
So, knowing CAA's competences and approach, plus what we'd all say if there was a failure next week and CAA hadn't done anything about it, I'm afraid that I feel you're being a bit unfair here.
That said, as an organisation, they are lousy at communicating with the public. So your "where's the evidence" criticism is almost certainly valid. I'm sure that they have it, but should also put it on the table for everybody else to have a look if they're costing operators that much time and money.
G
A few years ago, working for an organisation supporting a fixed wing aeroplane, I had cracking in a critical component (a wing attachment) reported to me from the field. I did a fleetwide survey and discovered that it actually occurred on a reasonable proportion of the fleet and the component had fairly routinely been replaced WITHOUT anybody reporting a trend.
CAA, looking over my shoulder said "you need to ground all of those", I fought back saying that was totally unnecessary for, maybe half a day until I came to my senses. I agreed to a grounding and modification and I'm pretty convinced that if I hadn't, we'd have had a fatal by now.
But, the owners hated it - I lost track of the number of times I had to defend that decision, either in public or private. My organisation and the CAA came under an enormous amount of flack and, yes, there had never been an in-flight failure.
Yet!
So, knowing CAA's competences and approach, plus what we'd all say if there was a failure next week and CAA hadn't done anything about it, I'm afraid that I feel you're being a bit unfair here.
That said, as an organisation, they are lousy at communicating with the public. So your "where's the evidence" criticism is almost certainly valid. I'm sure that they have it, but should also put it on the table for everybody else to have a look if they're costing operators that much time and money.
G
Join Date: May 2003
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Most of the maintenance complaints came from technicans that were more used to other brands. Once you get to know it the Ensrom is as easy or easier to maintain than other helicopters in its class, but a bit like a sports car it certainly helps to know the critter.
Most difficutlty in holding track went away when the elastomeric feather bearings got fixed in 1994. Since the Enstroms have no airframe life, there are lots around that are 30 years old so some of the maintnance issues just resut from the helicpters having been around for many years without as much TLC as might be needed.
Most difficutlty in holding track went away when the elastomeric feather bearings got fixed in 1994. Since the Enstroms have no airframe life, there are lots around that are 30 years old so some of the maintnance issues just resut from the helicpters having been around for many years without as much TLC as might be needed.
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How's the Enstrom 480B for a buy??
Would be grateful if people out there can throw some light on the pros and cons of Enstrom 480B...Operating costs,flying characteristics,performance,spares availability and maintenance issues?