Enstrom 280F
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280F
Basically a 280fx with smaller mast fairing, and horizontal/vertical tail stabilizers. Google TCDS H1CE:
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9cf3dbab81fe328386257e9a00671886/$FILE/H1CE_Rev_34.pdf
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9cf3dbab81fe328386257e9a00671886/$FILE/H1CE_Rev_34.pdf
Last edited by CO280fx; 2nd Nov 2015 at 23:45.
I suspect the seller has put 280F when they meant to put F280, not knowing that there was a 280F model - albeit briefly with only 20 made - serials 1500 through 1519.
Thus is the 11th 280 made, serial 1011. Looks like bidders may get a bargain if the seller needs to fund the JetRanger in the same barn
Thus is the 11th 280 made, serial 1011. Looks like bidders may get a bargain if the seller needs to fund the JetRanger in the same barn
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G-SHAA is an Enstrom280UK non turbo (28A in a Shark body) she was the only one imported to the UK and was just before the 280C (turbo)
I learnt to fly in her then bought and owned her for 15 years during which time she was re-built and sold her in 2010
I learnt to fly in her then bought and owned her for 15 years during which time she was re-built and sold her in 2010
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plainly its a mistake on the model type as that serial number is not associated with the 280f model as its a 280 its eBay after all
X - Model F-28F/280F Helicopter, 3 PCLH, Approved December 31, 1980 (See NOTE 14)
(Models F-28F/280F are similar to F-28C/280C except for increased horsepower engine, improved turbocharger and the addition of throttle correlator.)
Engine
Fuel
Engine limits RPM limits
F28F Airspeed limits (IAS)
Lycoming HIO-360-F1AD with Rajay Model 325E10-2 or Rotomaster Model 3BT5EE10J2 turbocharger per STC SE484GL and Bendix RSA-5AB1, Parts Number 2524858-A, -1, -2, -3, or -4 fuel injector.
100/130 min. or 100LL min. grade aviation gasoline.
For all operations: 3050 rpm, 39.0 in. Hg manifold pressure (225 hp.)
Engine (Power On) 3050 maximum; 2900 minimum Rotor (Power Off) 385 maximum; 332 minimum
Never Exceed Speeds - Miles Per Hour
Press. Alt.
Outside Air Temperature, °F.
-20 0 20 40 60 80 100
SL 2000 4000 6000 8000 10000 12000
112
112
112
112
107
94 76
112 112 112 112 112 112 111 106 102 92
84 74 65 56
112 112 112 112 112 112 109 105 110 105 100 91 100 90 81 73
82 73 64 55 65 55
280F Airspeed limits (IAS)
Never Exceed Speeds - Miles Per Hour
Press. Alt.
Outside Air Temperature, °F.
-20 0 20 40 60 80 100
SL 2000 4000 6000 8000 10000 12000
117 117 117 117 117 117 117 116 112 107
99 88
81 70 60
117 117
117 117
117 115
111 105
117 117 117 117 114 109 110 105 96
96 87 78
96 87
78 69 60 78 69 59
Altitude limits C.G. limits
Maximum weight No. of seats Maximum baggage Fuel capacity
Oil capacity (engine sump)
Control System Rigging Stabilizer Setting
12,000 ft. density altitude.
Longitudinal:
Lateral:
(+92.0) to (+94.6) at 2350 lbs.
(+92.0) to (+100.0) at 2000 lbs.
See Flight Manual for schedule with weight.
Maximum approved asymmetric moment +3700 to -3250 in.-lbs. at 2350 lbs. See Flight Manual for schedule with weight.
2350 lbs.
3 (+62.0)
108 lb. (+135.0)
42 gal. (+96.7), 40 gal. usable. See NOTE 1
10 qts. (+96.0) See NOTE 1 for data on undrainable oil.
Refer to Maintenance Manual. Fixed, 6° TE up relative to WL.
Serial Nos. eligible F-28F Models: 506, 507, and 509 thru 743 (See NOTE 29) 280F Models: 1212, 1500 and subsequent (See NOTE 29)
X - Model F-28F/280F Helicopter, 3 PCLH, Approved December 31, 1980 (See NOTE 14)
(Models F-28F/280F are similar to F-28C/280C except for increased horsepower engine, improved turbocharger and the addition of throttle correlator.)
Engine
Fuel
Engine limits RPM limits
F28F Airspeed limits (IAS)
Lycoming HIO-360-F1AD with Rajay Model 325E10-2 or Rotomaster Model 3BT5EE10J2 turbocharger per STC SE484GL and Bendix RSA-5AB1, Parts Number 2524858-A, -1, -2, -3, or -4 fuel injector.
100/130 min. or 100LL min. grade aviation gasoline.
For all operations: 3050 rpm, 39.0 in. Hg manifold pressure (225 hp.)
Engine (Power On) 3050 maximum; 2900 minimum Rotor (Power Off) 385 maximum; 332 minimum
Never Exceed Speeds - Miles Per Hour
Press. Alt.
Outside Air Temperature, °F.
-20 0 20 40 60 80 100
SL 2000 4000 6000 8000 10000 12000
112
112
112
112
107
94 76
112 112 112 112 112 112 111 106 102 92
84 74 65 56
112 112 112 112 112 112 109 105 110 105 100 91 100 90 81 73
82 73 64 55 65 55
280F Airspeed limits (IAS)
Never Exceed Speeds - Miles Per Hour
Press. Alt.
Outside Air Temperature, °F.
-20 0 20 40 60 80 100
SL 2000 4000 6000 8000 10000 12000
117 117 117 117 117 117 117 116 112 107
99 88
81 70 60
117 117
117 117
117 115
111 105
117 117 117 117 114 109 110 105 96
96 87 78
96 87
78 69 60 78 69 59
Altitude limits C.G. limits
Maximum weight No. of seats Maximum baggage Fuel capacity
Oil capacity (engine sump)
Control System Rigging Stabilizer Setting
12,000 ft. density altitude.
Longitudinal:
Lateral:
(+92.0) to (+94.6) at 2350 lbs.
(+92.0) to (+100.0) at 2000 lbs.
See Flight Manual for schedule with weight.
Maximum approved asymmetric moment +3700 to -3250 in.-lbs. at 2350 lbs. See Flight Manual for schedule with weight.
2350 lbs.
3 (+62.0)
108 lb. (+135.0)
42 gal. (+96.7), 40 gal. usable. See NOTE 1
10 qts. (+96.0) See NOTE 1 for data on undrainable oil.
Refer to Maintenance Manual. Fixed, 6° TE up relative to WL.
Serial Nos. eligible F-28F Models: 506, 507, and 509 thru 743 (See NOTE 29) 280F Models: 1212, 1500 and subsequent (See NOTE 29)
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SHRK
Thats correct, but apart from the data plate I don't think much else stayed the same, Stephenson Engineering completed the work in the early nineties and then she had a complete rebuild again at Vanguard Helicopters.
Enstrom just keep going
Enstrom just keep going
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Enstrom 280
Just for the 'reggie buffs' who haunt this thread.
As Tim P notes, in 1998 I had G-SHRK built from the Barry Sheene 280C ... G-GBMX, by the Stephenson firm at Goodwood, as a non-turbo version. I flew 100 hours of training on her with the purchasers at Shoreham before she was sold to Belgium in 1999.
However the G-SHAA and G-SHRK Sharks were far from the only non-turbo 280s to come into the country (the Greg Focella Shark Shape & SH for my company, Starline Helicopters.)
In March 1973 Spooner Aviation, the Enstrom European Distributor at the time, imported 280, S/N 1017 registered G-BDIB which, I'm pretty sure was followed by the last new 280, being G-BEYR. My log book tells me I displayed G-BDIB every day at the Farnborough show commencing 3rd September 1976. With 60lbs of fuel and just the pilot on board, even the non-turbo Enstrom was a great display performer. I think she later became G-LONS for the Lons Country Club at Bristol. (Graham Miller)
Now here's an oddball ... Both 280 & 280C had a factory quoted power output of 205 bhp from the HIO 360 Lycoming C series. Rate of climb for the non-turbo was 750 fpm. The turbo 280C version made 1175 fpm!
ROC is simply a measure of power over weight, so either the C model had more power or the 280 must have had less! At the time, it just seemed like a certification fiddle to me. Happy days with the ultra safe and delightfully handling little Enstrom. Safe flying to all from Dennis Kenyon. (Still pulsing!)
As Tim P notes, in 1998 I had G-SHRK built from the Barry Sheene 280C ... G-GBMX, by the Stephenson firm at Goodwood, as a non-turbo version. I flew 100 hours of training on her with the purchasers at Shoreham before she was sold to Belgium in 1999.
However the G-SHAA and G-SHRK Sharks were far from the only non-turbo 280s to come into the country (the Greg Focella Shark Shape & SH for my company, Starline Helicopters.)
In March 1973 Spooner Aviation, the Enstrom European Distributor at the time, imported 280, S/N 1017 registered G-BDIB which, I'm pretty sure was followed by the last new 280, being G-BEYR. My log book tells me I displayed G-BDIB every day at the Farnborough show commencing 3rd September 1976. With 60lbs of fuel and just the pilot on board, even the non-turbo Enstrom was a great display performer. I think she later became G-LONS for the Lons Country Club at Bristol. (Graham Miller)
Now here's an oddball ... Both 280 & 280C had a factory quoted power output of 205 bhp from the HIO 360 Lycoming C series. Rate of climb for the non-turbo was 750 fpm. The turbo 280C version made 1175 fpm!
ROC is simply a measure of power over weight, so either the C model had more power or the 280 must have had less! At the time, it just seemed like a certification fiddle to me. Happy days with the ultra safe and delightfully handling little Enstrom. Safe flying to all from Dennis Kenyon. (Still pulsing!)
280/280c
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280 is pretty much a 28A with a pointy front.
Never heard of a 280F.
28F yes but thats a different beast as is the 28C/280C. All turbocharged.
280 has:
HIO360 C1B rated at 205 BHP - 28A has a C1A - same BHP
MTOW 975 KG - same as a 28A
Same narrow tail rotor blades.
No Turbo.
As long as you don't push the weight to the max on hot day they are fine. Pedal turns in the hover become interesting then. That's the main gotcha I've found. Apply a lot of tail rotor pitch and you will run out of grunt and gently descend to the ground which can be inconvenient. Allow a few lb under MTOW and it's all good. Just my experience .
I've had 2 28As.
BDKD for 15 years now.
Great helicopter.
Never heard of a 280F.
28F yes but thats a different beast as is the 28C/280C. All turbocharged.
280 has:
HIO360 C1B rated at 205 BHP - 28A has a C1A - same BHP
MTOW 975 KG - same as a 28A
Same narrow tail rotor blades.
No Turbo.
As long as you don't push the weight to the max on hot day they are fine. Pedal turns in the hover become interesting then. That's the main gotcha I've found. Apply a lot of tail rotor pitch and you will run out of grunt and gently descend to the ground which can be inconvenient. Allow a few lb under MTOW and it's all good. Just my experience .
I've had 2 28As.
BDKD for 15 years now.
Great helicopter.
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BDKD
I think I use to fly her years ago, I just love those A's far less trouble than the later model's, less to go wrong.
Power is not the problem, it's training the pilot that's flying her, we use to do pleasure flying in F28A's and never once did we have a problem even in Summer.
Power is not the problem, it's training the pilot that's flying her, we use to do pleasure flying in F28A's and never once did we have a problem even in Summer.
