There seem to be 15 or 16 lifed items on F28s. Has anyone with ownership experience done a spreadsheet of what each of these parts realistically cost to replace and the labour hours involved? It would make costs planning easier for folk ready to take their first step in to rotary ownership. :)

I see 280C Sharks tend to be advertised at double the value of F28As. If turbocharging only has benefits in hotter or higher locations, is the performance here in the UK notably better?

kiltie,

I have a excel spreadsheet I use for my 28C. PM me with your address and I will forward you a copy. Keep in mind that the F and FX models have a few more life limited parts than the earlier models. However even those limits are quite high. There is a service letter from Enstrom on time limits, I believe it is 116R?. While I have heard some operators say that the 28A does well at sea level, the C models do so much better. The Enstrom is a heavy airframe compared with its rivals. With not much more power.

If you check Sharky's Helicopters's website he normally has an excel page with Enstrom parts and their cost. Of course the cost where you are located may vary. As for time, I can give you an answer on that as I really didn't have too many problems with mine.

Kilti
some sharks dont have turbos

yes the 280c or F28c will have a higher price as the turbo does make quite a difference in the uk

with my F28a sometimes i could not get it in the garden when the wind was wrong ,my F28c did get in most of the time ,My F280fx always got out and in whatever the weather

also check if the tail rotor is fitted on the correct side as early F28a models had it fitted so it used to blow the air the wrong way they started to put it on the other side of the tail boom and you need less tail pedal and so you got more engine power to the main blades

although when you get a few hundred hours on type you will learn how to eek the extra power out of the ship like dennis does

send pm if you want to talk somtime

Spotted this video so thought I would share. Enstrom landing with stuck pedals.

more of what i deal with during my 8 to 5 Video by chip - Myspace Video

~ Helipad

That link didn't work for me.

I think this might be the same event on YT:



Earl

Yeah, thats the one, cheers Earl.

.
An oldie but a goodie. :ok:

The flight report from 1982 when Johnny Johnson flew the Enstrom Shark (G-PALS) with Dennisimo:

Page 1, 2, 3 and 4.

Extremely well written, as indeed such reports tended to be back then.

Enjoy

Sav

Enstrom purchasing tips
 

Getting close to purchasing a F28a model. Engine has been chromed and has ~ 700 hours, new tail rotor and blades, gearbox, swashplate and lamiflex bearings. The main rotors have some delaminations on the trailing edeges in a couple of spots not exceeding ~ 2". This thing has been parked since 2009 with periodic runups in a dry climate. This is a ex-trainer in good shape(suposivley). I need some advice on fair market value, Estimated cost to get up and running (WAG it), and ongoing maintenance issues. What should I be looking for? I am New to Rotorcraft and don't want to get into a money pit. I will be useing this in Alaska to access a mine at 800' ASL, temps around 50f and constant rain and wind in the 20mph range. I would also like to know about cargo hook instalation and what kind of external load I can expect to get. Any and all comments welcome

Ok there is a company that can repair the blades in lower 48th. As it stands with delamination on the trailing edge the aircraft is not airworthy.
Maximum weight is 2150 lbs. You might want to do some calculations about weight before you start thinking about external loads. I can't see you having enough useful load to make it worth while.
The F28A does not have a lot of excess power and the throttle is not correlated.
Good luck.

Track and Balance
 

In your guys opinion, who would be best to track and balance a 480 based in South Wales

Tailboom - Tom Kirk at Harwarden is your man. -TKhelicopters

Newheli- be very careful,. Enstrom main rotor blade delamination nearly always leads to the blades being scrapped. Good used blades are rare and new about 40k dollars per set.

Tailboom

In travel terms probably rotorspan droitwich or Tom Kirk,steve Payne , simon Gibson ( in no special order )

Not wishing to teach you to suck eggs are you sure it needs track balance or you have a lamiflex problem or you may be expecting to much from your Heli
Have you had your enstrom long which model is it ?

Steve

Hi Steve been flying it 2 years, you could be right maybe expecting too much, just like to get it checked out, a few people who have been in it mentioned its a little lumpy, other than that a fab machine !

Enstrom's Turbine 480B - Better than an R66?

Flying Mag on the Enstrom 480B

Can anyone here update me on JJ, if he is still with us he must be getting on now. He was probably the best instructor I erver flew with, and full of the most wonderful salty dits. He did my conversions on the Enstrom (28A/C) and Hughes 500.

Cool Stuff!
 

Thanks for posting. The 480B is tough to beat when all factors are considered.

The Enstrom 480'B' is a very good helicopter.

In the context of the R66, EC120, MD500, B206, etc, everyone will have their favourites, but the EN480'B' shouldn't be under-estimated, it has a lot of merits.

The basic design has a long lineage, but the 480 has the advantage (like the S269/300) of being originally developed as a military trainer - the TH-28 - and although it wasn't adopted by the US, it is in service around the world as a military turbine trainer.

It has a very strong and sophisticated, fully articulated rotor head, 'proper' cyclic controls, a substantial hydraulic undercarriage, an effective tail rotor, substantial build quality and a spacious, versatile cabin, with excellent visibility - all of which have, no doubt, contributed to the excellent safety record.

It's not the fastest - similar to a B206 - but it is very comfortable and amazingly tolerant in windy conditions. In strong winds it is surprisingly easy to fly and very stable.

It really isn't a 5-seater though - yes, it can be configured to seat five, but it's best as a 3-seater or 2+2. The front seats are very good (and adjustable) and the middle/rear seat is popular with passengers.

Reliability is good, maintenance is fairly straight forward, Factory support is generally excellent. Owners seem to love them, and the only issue seems to be the TT straps that need replacing every two years - hopefully a third party will resolve this with a cheaper, longer-lifed option.

There was a rumour that Enstrom are developing a bigger, 5-place, model with the RR500, elastomeric dampers and a few other tweeks.

Newheli,

For what you want to do, I would stay away from a straight or an A model. The A stands for anemic. I flew one at sea level and it still was short of power. While the C models have the same horsepower as the A's, with the turbo you are getting all of the horsepower. If the blades are starting to delaminate, they are junk and used blades are next to impossible to find. So plan on buying new.
The rotor system is quite heavy and takes a lot of power to add a few RPM, so if you are operating in an area where there are gusty winds, and it sounds like you will be, you will have problems.

As for external loads, I wouldn't consider any model older than a F model.

The Mast
 

One important thing to look for is the mast. Check to make sure it has the heavy mast. It was a change that was made around 1986. I had the first heavy mast and it was warped in carbon fiber to make it stiffer. Big difference, Enstrom kept putting on more HP and kept the original mast from the first A models. They use to wiggle in the air and with the control tubes so close together running up through the center any movement makes big changes out at the pitch change links. The stronger stiffer mast eliminated the mast flexing and made it feel as solid as a 500. Also the stiffer mast made the lamiflex bearings last much longer. The Enstrom is a great aicraft. It was the first one I owned. Good strong belt system and nice heavy blades for ato's. When doing Auto's make sure you get it level before touch down. The tail likes to hang low. djb

Has anyone had an issue with dying magnetos on the Enstrom? I've had to replace the capacitors in mine about 8 times in four years. On one occasion I had a mag die in flight whilst 40 miles out to sea. :eek: No joke!

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.

Claudia & FSX Pilot et all - just noticed your ref to trailing edge delamination on the MRB's - PM me, I know a (UK) company that can now help on this.

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

Rest easy Blakmax, no it's not an injection repair & it's also approved by the OEM in case your worried. PM me if you wish.
R2

Rocket2,
PM sent

Blakmax

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

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?

Are the trim actuators the same as the Hughes 500 ?, not having had a close look at an Enstrom.
The variation in trim time on some 500s can be an eye opener is it the same on Enstroms

The door on mine always popped open about that speed, must be to warn you not to go too fast;)

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]

Frankly anyone who flies a piston Enstrom and trusts the fuel gauge is very stupid.

make that piston anything

Make that anything ...........

Considering that Enstrom makes a factory calibrated dip stick for their helicopters, it is really stupid. They are the only manufacturer that I know of that does that.

should be more of it!

In Papua New Guinea the maintenance department for the outfit I flew with had devised fuel tank dipsticks for all their aircraft.

They served as a useful verification of actual contents.

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

A question that's always bugged me - why do some older UK machines have the designation "-UK" ? Similarly German machines "-D".

This goes back to the 70's when the CAA had some requirements that were different to the US and once the aircraft was modified to comply it had the -UK added to it's model type.