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Ga. Chopper

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About Ga. Chopper

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  1. 500pilot, your comments on the lamiflex bearings are incorrect. The calender life on the lamiflex bearings is 5 years, not 2 years. The time begins when the sealed bag is opened for installation, not 2 years after manufacture. They do not "go out much quicker", they last the full 5 years and are under warranty. They cost about $1500 each, not $2000 each. You do not "have to do lots of track and balance because of them". Enstroms do not require the blades to be balanced, only tracked. If an Enstrom won't stay in track, it is usually due to a worn out component elsewhere in the rotor system. M
  2. Dennis Kenyon also performs the same routine in the Enstrom piston and turbine models, and it is available on DVD. Or, you can go to the Enstrom website and download an abreviated version of Dennis Kenyon's routine: click-on "media". Thanks for the link.
  3. Be very careful with these people, a friend of mine was scamed and paid full price for an OH-6 which he never got. As a result, Nayler got convicted and spent 2 years in a Georgia jail; and has recently returned to Florida. From reading the posts on this thread, it sounds like it could be the same people and they may be back to conduct business as usual! Let's hope that these people are not the Naylers.
  4. PhilPrice, I think that the "A" models initially had the tail rotor blades facing to the right instead of to the left of the airframe, am I correct on this? I was told that this change along with the wider cord blades was for improving tail rotor effectiveness. I also believe that the "A" models can be modified to face the other direction as on the subsequent models. Is this all correct and which side are you tail rotor blades facing? Thank you for your responses. ::cheers::
  5. pairoboots, The Enstrom by far has much better tail rotor authority than Robinsons or most light helicopters that I know of, although I can not recall the crossswind limitations at the momement. Downwind taxi while turning is the only time I have encountered approaching the limits. I have hovered and hovered-taxi with a 20 knot direct crosswind component without running out of pedal. I have also demonstarted a 30% loss/recovery of normal opearing rotor R.P.M. while in a hover, (350 R.P.M. down to 250 R.P.M. and back to 350 R.P.M.); where I did not run out of left pedal as I recovered with t
  6. croos-eyed, It takes a couple of hours to learn how to properly use the cyclic trim, otherwise the controls do feel heavy and possibly out of rig. You must be very pro-active and be able to anticipate trim requirements, then it will become intutitive and second nature. The bottom line is, you make all initial control inputs with trim first instead of vice versa. Once the proper technique clicks-in, you will be an advocate for the excellent stability characteristics of the Enstroms. In smooth air, I can set the trim on the cyclic for "hands-off" plus never touch the throttle/collective in fo
  7. Paioboots, Glad to hear that you got to fly the 280 FX and the 480B. Everything you said is right on, these are solid flying machines, especially when you've mastered the proper techniques. As you said, full touchdown autos are a non-event, just as I recently performed for the examiner on my CFI check-ride. ::cheers::
  8. Pairoboots, I have not ever heard of Enstrom transmissions making metal when new, but I don't know everything either. I would check with a couple of Enstrom service centers or the factory just to make sure. If you call the factory ask for Buyard DuPont, he is the Enstrom expert on this topic. When I attended the Enstrom factory maintenace school, that issue was never discussed and my 1980 Enstrom transmission has almost 1200 hours TT without any history of making metal. Best of luck with your choice, IMO both machines are the best piston-powered helicopters currently produced.
  9. PhilPrice, I agree with your procedure and that will help ensure that you do not end up with a "stuck open" exhaust valve due to an inadequate cool-down. A stuck open exhaust valve can cause piston/cylinder damage as well as cam lobe damage, (read very expensive overhaul). A good cool-down will also help to prevent "thermal shock" to the aluminum cylinder heads and help eliminate cracks from developing around the boss for exhaust valve. I cool the engine down as you do for the CHT's plus an addtional 2 minutes for the turbo-charger. This is to prevent oil coking which will damage/seize
  10. pairoboots, The turbo-charger's EGT and fuel flow are easy to manage with the mixture control, plus it will become second nature as you have stated. After the engine is started, I initially set the mixture to a "ball park" setting and then I fine tune the mixture using the EGT and fuel flow in the hover. Hovering is where you will generally encouter the highest EGT and manifold pressure. After transitioning thru ETL, I set the manifold pressure to about 30" for the climb with two people onboard and the EGT cools down slightly. In cruise flight, I set the manifold pressure anywhere from 25" t
  11. When I went to the Enstrom maintenance school, we were told that the HIO-360-F1AD was a big improvement over it's predecessor, the HIO-360-E1AD utilized in the earlier "C" model Enstroms. The newer model engine has a stronger crankshaft and camshaft, enabling it to handle the higher RPM's, loads and stresses which allow the engine to make it to the recommended 1500 hour TBO. Lycoming did not initially incorporate the turbocharger on the earlier engine, whereas Enstrom installed it on the engine. Latter on, Enstrom asked Lycoming to desgn a stronger version of this engine and to also incorporat
  12. PhilPrice well stated the issues with the swashplate: 1. Proper tracking. 2. Moisture/corrosion damage if the mast cover is not installed while outside during rain 3. Mechanics properly checking for the need to re-shim the swashplate due to the above items, during 100 hr/ annual inspections. The first year I owned and learned to fly my Enstrom I had full insurance coverage. Since a 100 hours in type, I now only carry liability without hull coverage. Since my ship is 25 years old and is not worth as much as a new one, I can can absorb the cost/loss of the ship. However, I am about to take th
  13. pairoboots, I agree with you and flingwing206. Both the 280Fx and the R-44 have their pros and cons and I think these are the two best piston powered helicopters that are currently available. The useful load on both helicopters is about the same, although I would be careful about putting 4 people in the R-44 especially at high density altitude. With the turbo-charged Enstrom, you can still pull full mainfold pressure above 12,000 ft density altitude which should provide for a higher "Hover out of ground effect" altitude. I have owned and operated an Enstrom F-28C-2 for the past 5 years
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