Enstrom Corner
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Integrated Avionics Suites
Originally Posted by EN48
offers potential reliability advantages over mechanical/ electromechanical instrumentation, and the promise of upgrades and fixes via software changes.
Reliability to be proven. But if the glass goes down, everything goes down. With traditional steam gauges, there can't be one single fault that kills all instruments at the same time.
See here for an updated re-print of a 2014 article from Light Plane Maintenance magazine. While the article mostly speaks about the risk of flying an a/c with a dead battery, further down by way of example, the author spells out the unexpected (or to be expected) effects of an electrical problem on 'modern' avionics. The article concludes with a section called "Is This Progress?".
And promises of upgrades and software fixes? In my experience, these proprietary GPS systems come with high map upgrade costs. I reckon, leaving it (not doing map or required software updates) will render your a/c un-airworthy. So you are trapped.
Given that certified engine and drivetrain technology is in service for 25+ years (very slow rate of innovation), and that electronics show a very high rate of innovation, it seems advisable to reserve as much as possible of that "fast changing feature rich consumer electronics world" to handhelds. Handhelds (be it tablets or proprietary devices, like Garmins) you can change and dump as you feel fit, at much lower cost, and without affecting the airworthiness of your a/c
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Regarding EN48īs last post (#571?)
The yanks make me laugh again.
You cannot certify all these "new" single turbine helicopters with all the gimmiks (AP, super new cockpit, etc) for IFR but you can gain your IFR ticket on a R22
The yanks make me laugh again.
You cannot certify all these "new" single turbine helicopters with all the gimmiks (AP, super new cockpit, etc) for IFR but you can gain your IFR ticket on a R22
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Denis Kenyon
Hello Denis, a blast from the past, met you some times at airshows in UK and at Shoreham. I'm looking to talk with someone knowledgeable about Enstroms, if you see this please e.mail me. Thanks
Rhys Perraton [email protected]
Rhys Perraton [email protected]
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Morning All,
Tom Kirk tells me he's stopped doing Enstrom maintenance.
I know of Steve PR in Northampton but he's a bit far away from where the aircraft usually is.
Anyone know of any other Enstrom engineers up north? There used to be a few but my list is well out of date.
Cheers.
G.
Tom Kirk tells me he's stopped doing Enstrom maintenance.
I know of Steve PR in Northampton but he's a bit far away from where the aircraft usually is.
Anyone know of any other Enstrom engineers up north? There used to be a few but my list is well out of date.
Cheers.
G.
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Enstrom
Just have to throw a note or two in here. OAP Kenyon has been happily & unhappily associated with the Enstrom marque now for forty-seven years, so I'd like to think I must have learned something. As some of you will know, I still love the type and spent a happy couple of hours just yesterday on serial number 1104 conducting some advanced training for an ex-Navy guy. The 280C Shark is forty-one years old but her handling still rivals anything on offer anywhere. BUT ... (there's always a but!) ... type support in the UK is abysmal. Now with the departure of Tom, we have just Rise at Gloucester and SPR in Northants. OOP NORTH ... nothing .... zilch I'm afraid! Will someone with rotary experience please, please join the party as there's a super window of opportunity as I write. There's a glimmer on the horizon though. Yesterday's client is an ex-Navy engineer with twelve years experience on heavies and may soon be offering a special service for Enstrom owners ... and how we need it. Those interested, PM for details.
PS. I'm still offering advanced dual handling .... dozens of full stop EOLs to the ground. (I won't practice anything else!) ... tail rotor failure - airborne study, plus the usual VR and any special handling you'd like to brush up. I guess 2017 has to be my last year but I'm hoping to bag a final couple of hundred hours to make the magic 20,000 mark.
And a cautious PS. The Enstrom is still THE ONLY helicopter of any type that has never suffered a fatality in the UK. Long may she keep it that way.
Safe flying to all. Dennis Kenyon.
PS. I'm still offering advanced dual handling .... dozens of full stop EOLs to the ground. (I won't practice anything else!) ... tail rotor failure - airborne study, plus the usual VR and any special handling you'd like to brush up. I guess 2017 has to be my last year but I'm hoping to bag a final couple of hundred hours to make the magic 20,000 mark.
And a cautious PS. The Enstrom is still THE ONLY helicopter of any type that has never suffered a fatality in the UK. Long may she keep it that way.
Safe flying to all. Dennis Kenyon.
Better red than ...
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Sounds like the sort of challenge Aero Maintenance at Walton Wood would take on. Perhaps Gaseous and other northern Enstrom owners should fly over for a chat with Chris and Tony, along with an assessment of the market size in region. I'm sure they used to do Enstrom type work a few years ago.
Join Date: Apr 2004
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I dont get it but then I'm only familiar with helicopter maintenance in Oz.
In Oz any mechanic that can work on a R22 can work on an Enstrom.
The same mechanic would need a hydraulic ticket to do a 47 or any piston heli with hydraulics.
Why would a UK helicopter mechanic turn away business in the form of an Enstrom?
I want an Enstrom in the UK ooop north one day.
OOW
In Oz any mechanic that can work on a R22 can work on an Enstrom.
The same mechanic would need a hydraulic ticket to do a 47 or any piston heli with hydraulics.
Why would a UK helicopter mechanic turn away business in the form of an Enstrom?
I want an Enstrom in the UK ooop north one day.
OOW
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I'm a new owner of a 280FX, and I love it. i watch this thread with interest. If anyone wants to make contact please do, owners need to share ideas.
Edited to add, I'm in Sussex UK
Edited to add, I'm in Sussex UK
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Anyone reviewed the new proposed AD on rotor spindles? You can see it here:
https://www.federalregister.gov/docu...er-corporation
They are proposing life limiting the spindles to 1500 hours, and are estimating a purchase and replacement cost of $18,690 per helicopter. In addition, an inspection would be conducted every 500 hours (so at 500 and 1000), with their cost estimate being $1,275/helicopter. So, if those costs are right this boosts the hourly operating costs by about $14USD.
I've been considering purchasing an older enstrom 280fx or f28f, but my current mechanic recommends waiting to see how this shakes out. What are your thoughts?
https://www.federalregister.gov/docu...er-corporation
They are proposing life limiting the spindles to 1500 hours, and are estimating a purchase and replacement cost of $18,690 per helicopter. In addition, an inspection would be conducted every 500 hours (so at 500 and 1000), with their cost estimate being $1,275/helicopter. So, if those costs are right this boosts the hourly operating costs by about $14USD.
I've been considering purchasing an older enstrom 280fx or f28f, but my current mechanic recommends waiting to see how this shakes out. What are your thoughts?
assuming your spindles do not require replacing, I'd arrive at 1275/500 = 2,55 USD/h additional operating cost.And yes, EASA AD 2016-0221 an MPI before exceeding 1500h service life and at least every 500f thereafter.
Last edited by Reely340; 25th Jul 2017 at 23:35.
Lamiflex -> TT-Straps?
Speaking of blade spindle thread breaking and mandatory MRI inspection every 500h, is changing to Airwolf TT-Straps a worthwhile invenstment?
They claim the same 5 years 1200h life limit as the lamiflex bearings
and lots of other andvantages: https://www.verticalmag.com/press-re...enstrompiston/
Has anyone already done that mod to an F28A?
What is the cost for changing the TT-straps (parts&labour) after 5 years?
I'd assume the 500h blade spindle disassembly and MRI inspection would be obsoleted.
They claim the same 5 years 1200h life limit as the lamiflex bearings
and lots of other andvantages: https://www.verticalmag.com/press-re...enstrompiston/
Has anyone already done that mod to an F28A?
What is the cost for changing the TT-straps (parts&labour) after 5 years?
I'd assume the 500h blade spindle disassembly and MRI inspection would be obsoleted.
Last edited by Reely340; 26th Jul 2017 at 01:27.
interesting times for Enstrom owners.
If this https://www.federalregister.gov/docu...er-corporation becomes an AD,
and one has three spindles, MPI checked recently according to AD 2015-08-51, albeit each with say 4000h TIS, the spindles will become paperweights.
Any opinion if these retired spindles can be converted to TT-straps and will be airworthy again?
Considering that the tt-strap conversion "should cost less than $12,000" and
the replacement of three timed out spindles will cost in excess of $24.000, according to FFA's estimated cost of compliance,
I forsee golden times for Airwulf Aerosapce, or am I missing something here?
If this https://www.federalregister.gov/docu...er-corporation becomes an AD,
and one has three spindles, MPI checked recently according to AD 2015-08-51, albeit each with say 4000h TIS, the spindles will become paperweights.
Any opinion if these retired spindles can be converted to TT-straps and will be airworthy again?
Considering that the tt-strap conversion "should cost less than $12,000" and
the replacement of three timed out spindles will cost in excess of $24.000, according to FFA's estimated cost of compliance,
I forsee golden times for Airwulf Aerosapce, or am I missing something here?
Last edited by Reely340; 4th Sep 2017 at 15:42.
Are TT Straps really the way to go???
Not sure this poor guy would agree:
https://aviation-safety.net/wikibase/wiki.php?id=195300
Would these have been Airwolf Straps?
Fly Safe, Always
Not sure this poor guy would agree:
https://aviation-safety.net/wikibase/wiki.php?id=195300
Would these have been Airwolf Straps?
Fly Safe, Always
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The STC for Airwolf TT straps now includes the F280 and like.
http://www.airwolfaerospace.com/awa/...__EASA_STC.pdf
I assume that fitment of these would be an alternative means of compliance for the FAA AD.
Would appreciate more information if any one can help.
Cheers
http://www.airwolfaerospace.com/awa/...__EASA_STC.pdf
I assume that fitment of these would be an alternative means of compliance for the FAA AD.
Would appreciate more information if any one can help.
Cheers
