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ATP Grid Index to Manufacturers Publications:

Enstrom HelicopterModel 280

Flight Manual

Section Topic

General Information

Title PageList of Chapters (Table of Contents)

Record of RevisionsRecord of Temporary Revisions

Section 1 FAA Approved

Section 2 Operating Limitations FAA Aproved

Section 3 Normal Procedures FAA Approved

Section 4 Emergency Malfunction Procedures FAA Approved

Section 5 Performance Data FAA Approved

Section 6 280 Supplements FAA Approved

Section 7 Aircraft and System Description

Section 8 Weight and Balance

Section 9 Operational Information

Section 10 Day-To-Day Care

.k.~k End of Index .k~k

02/22/2008 Copyright Aircraft Technical Publishers Page 1 of 1

EN 0135 FM)

NI FGI

INTRO

FLIGHTIVIANUAL

(ENLI I R~nn

THIS IS THE 280

ORIGINALAs Received By

ATP

Ownership of the 280 Helicopter will provide you with asmooth, distinctive, and comfortable mode of flight gearedto the concept of modern transportation. For business orpleasure, the field of operations is practically unlimited, aspoint-to-point travel can be accomplished from eitherprepared or unpreparedareas. The distinctive appearanceof the 280 is symbolic of prestige and its high performancecapabilities, Under the graceful lines of the 280 is aruggedly constructed helicopter designed for easy servic-ing, minimum maintenance, dependability and economicalope rat ion

Copyright 1976, The Enstrom Corpo rat ion, Menomin ee,Michigan, U.S,A.

RECORD OF REVISIONS

MFG REVNO DESCRIPTION ISSUE DATE ATP REV DATEI INSERTED BY

Original Issue 5/22/98 3/5/08 SHY

2/22/2008

RECORD OF TEMPORARY REVISIONS

"rpTEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY

2/22/2008

SECTION FAA APPIR~OVED

Cover Page FAA Approval FM-~-1Log of Pages and Revisions FM-1-2Log of Supplements I I FM-1-3

SECTION 2..1 OPERATING FAAAPPROVEDPower Plant Umi~atisns FM-2-1fiotor I Flight ejsnitations. (Power Off) FM-2-1instrument Markings FM-2-1Airspeed Limitations FM-2-2A~Kitude Limitations FR~I-2-2Weight LimitationsCenter of Gravity Limitations FM-2-2Type of Operation FM-2-2Pl.acards FM-2-3

SECTION 3 NORMAL PROCEDURES FAAAPPROVEDNormal Engine Starting Procedures FhA-3-~Engine Starting Procedures, Mot Condition FM-3-2Rotor Engagement FM-3-2Engine Warm-up and Ground Check FM-3-2Flight Information FIM;3-3Engine Cooling and Shutdown Procedure FM-3-4

SECTION 4 EIVIERGENCY PROCEDURES FAAAPPROVED

Engine Failure FM-dlLighting Failure FM-d~FireFire on Ground FM-dlFire in Flight Fbdl-diTail Rotor (Arrti-Torque) System Failure FM-4-2Tail Rotor Drive System Fai.fure,, FM-d2tail Rotor Control System Failure FM-4-3Pitch Link Failure (One Tail Rotor Blade) FTM-4-3Failure of Left Pedal Controls FM-d3Failure of Right Pedal Controls FM-d3Landing in Water F~JladDitching With Power FMddDitching Without Power FM1~4-4Alternator Failure 6=M-4-4

Revised: h~ay 22, 1998 Report No. 28-AC-013

Main Rotor Gearbox FM1~4-5Electrical Fuel Boost Pump FM-dSLow Engine Oil Pressure FM-4-SNickel- Cadmium Battery FM-dSAbnormal Vibrations FM-4-6

SECTION 5 PERFORMANCE DATA FAAAPPROVEDBest Rate of Climb Speed FM-5-1Minimum Rate of Decent Speed FM15-1

~EVS. DensityAltitude Chart FM-5-1Airspeed Calibration FM-5-2HoverCeiling In Ground Effect FM-S-SHelght- Velocity Diagram (Operation at See Level) FM-5-4Height Velocity Diagram (Operation at 7000 A.) FM-5-5Density Altitude Chart FM15-6Rate of Climb Chart FM-S-I

SECTION 6 280 SUPPLEMENTS FAA APPROVED

SECTION 7 AlRCRAFT AND SYSTEMDESCRIPTIONInteriorArrangement FM-I-IAir Induction System FM17-1Power Plant FM-7-IOil System FM-7-~

Oil System Indicators Oil Temperature andPressure Gauges FM1712

Engine Controls FM-7-2Throttle FM17-2Mixture Control FM17-2Magneto Switch FM-7-2Ignition Safety Switch FM17-2Starter Button FM17-2MasterSwitch FM17-2

Cabin Heat FM-7-2Clutch Engaging Lever FM-7-2FuelSystem FM-7-2

Auxiliary Fuel Pump Switch FM-7-3Fuel Quantity Indicator..., FM-7~3Fuel Flow- Fuel Pressure Indi:cater..,.....,..... FM17~3

Transmission System FM-7-3Main Rotor Transmission Temperature Indicator FM-7-3Tail Rotor Transmission FM17-4

Revised: May 22, 1998 Report No. 28-AC-01

Rotor System FM-7-4Main Rotor I FM-7-4Tail I I...FM-7-4RotorTachometer FM-ld

Flight Controls FM-7-4Cyclic Control FM-7-4Stabilizer FM-7-4Coltedive Pitch Control FM-7-4Directional Control Pedals FM-7-5

Plight Instruments FM-7-5Airspeed Indicator fM-f-5Altimeter F=M-7-5

Compass FM-7-5Free Air Tempetature Indicator FM-7-5

Electrical Power Supply System FM-I-SDirect Current Power System FM-7-5Key to Instrument Panel FM-7-6Electrical Power Panel FM-7-7

Lighting Equipment FM-7-7Position Lights FM-7-7Anti-Collision Lights FM-7-7Landing Lights FM-7-7

Ground Handling Wheels FM-7-7Baggage Compartment FM-7-8Interior Views of Cabin FM-7-8

Specifications FM-7-9Preflight Inspection FM-7-10

Exterior Preflight inspection FM-7~ OInterior Preflight Inspection FM-7-11

Exterior inspection Illustration FM-7-12

SECTION 8 WEIGHT AND BALANCE

Information FM-&1

Weight and Balance FM-&ITools and Equipment FM-8-~Detailed Procedure for Weighing Helicopter FM-8-1Loading Information.... FM-8-5Center of Gravity Envelopes Lateral and Longitudinal FM-8-6Weight and Balance Report Form F-166Aircraft Actual Weight Report Form F-167Aircraft Weight and C.G. Calculation Form F-168Basic Weight and Balance Report Form F-i 65Equipment List (No Number)

Revised: May22,1998 Report Na. 28-AC-013

SECTION 9 OPERATIONAL INSTRUCTIONS

introduction FM-9-1Solo Flight FM-9-1Taxiing FM-9-1Takeoff FM-9-1Normal Takeoff to Hover FM-9-~Normal Takeoff from Hover FM-9-2Maximum PowerTakeoff FM-9-2Maximum PowerTakeofffrom ConfinedArea F~M-9-2Crosswind Takeoff FM-9-3Mormal Approach for Landing FM-9-3Steep Approach FM-93Landing Landing Site Evaluation FM19-4Wind Diredion and Velocity FM-9dNormal Landing FM-9-5Crosswind Landing FM-9-5

1I~:Flight Charaderistics- Handling and Stability ~M-9-5Maneuvering Flight FM-9-6Hovering Flight FM-9-7Student Training FM-9-7Noise At~atement FM-9-7Leaningwith an EGT FM-9-8Cold WeatherOperation FM-9-8Blade Tape FM-9-9Loss of Tail Rotor Effectiveness FM-9-9

SECTION 10 DAY-TO-DAY CARE

Ground Handling FM-lO-1Mooring FM-~O-ITransportingStorage FMI1OI1Hoisting FMIIO-~Jacking FM-10-2Exterior Paint FM-10-2V~indows and Doors FM110-2Upholstery and Carpets FM-10-2Landing GearShock Struts FM110-2Air Cleaner or Filter FM-~ e2Lights FM-10-3Battery FM-10-3Dampers- Main Rotor FM-10-3Transmission- Main FM-10-3Transmission- Tail Rotor FM-10-3Lubrication FM-10-3Excessive Grease FM-10-3

Revised: May 22, 1998 Report No. 28-AC-0~3

Main Rbtorand Tail RotorSlades FM-le4Fuel FM-1 0-4Oil FM-le4Cooling System FM-1a-4Requirt~ FAA Forms FM-10-4

Revised: May 22, 1998 Report No. 28-AC-013

FM 1-1ENS7ROIW 280

ENS~ROM MODEL286

Type Certificate Na. H~ CE

Registration No,

Approved by

for Chief, Engineering and ManufacturlnQ BranchFlight Standards DivisionGreat Lakes RegionFederal Aviation Agency

September 13, 1~974

FAA Approval: September 13, 1974Revised: F;ley 22, 1998 Report No, 28-AC-013

FM-1-2ENSTROM 280

SECTION

LOG OF PAGES AND REVISIONS

Rev Pages Description Date F,A,A, ApprovedNo,1 FMIS-31 HIGE Improved

2 FH2-2 Rev~eed laterali8/FH8-~ c.g. envelopt /82EN8-6

3 FM 2-4 1 Added placardFM-3-21 and operationcrlFM-3-3 inforraat~onFM 3- 4

q RI~-l RevisedFH 2-1 Added engine qFH 2-3 Added placard PcrGFM 3-2 Added ~nfoFM 3-4FH 7-2 Added Info

-1 Minor Revision I~3-3 Minor Revision ~6

5 7rlllAdded Bladeg, 3 Tape Informatio10-4

6 1FM4-6 Added page

Approved for ManagerChicago Aircraft Certification OfficeCentral RegionFederal Aviation Administration

NOTE: All revisions are indicated by a black vertical line.

FAA Approval: September 13, 1974Revised: May 22, 1998 Report No. 28-AC-013

FM-1-2. 1ENSTRO~1 280

LO% OF PAG:ES AND REVISIONS

Rev.No. Pages Description Date F.CLA. Approved

-v ed and Revised BPage Numbers

1-1 ed and Revised L~M-1-2 IPage Numbers i;

7 1-2.1 ,."AA Approval13

M-4-4 Revised EmergencyProcedure and

M-4-6 Moved Text

Approved for ManagerChicago Aircraft Certification OfficeCentral Regi:onFederal Aviation Administration

NOTE: All revisions are indicated by a black vertical line.

FAA Approval: September 13, 1974Revised: May 22, 1998 Report No, 28-AC-013

FM-1-3ENSTROM 280

LOG OF SUPPLENIENTS

Supp.No. Pages Description Date F.AA Approved

Approved for ManagerChicago Aircraft Certification OfficeCentral RegionFederal Aviation Administration

FAA Approval: September 13, 1974Revised: May 22, 1998 Report No. 28-AC-013

FM 2-1

ENSTROM 280

NOTE: Mandatory compliance with the data contained in thissection is required by law,

SECTION 2 OPERATING LIMITATIONS

POWER PLANT LIMITATIONS

Engine Lycoming Model HIO-360-C1A or HIO-360-C1BFuel 100/130 minimum gradeOil ~iscosity Above 600F SAESO

30-90"F SAE 400-70"F SAE 30Below1O0F SAE 20

Horsepower 205 HP all operations at 2900 maximum

Operating Engine RPM 2900 maximum~2750 minimum

Engine Idling RPM 1400 mininium (clutch disengaged)Manifold Pressure Full throttle, sea level engineOil Temperature 245"F maximumOil Pressure 60-90"PSI, normal operation

25 PSI, idling minimum100 PSI, starting-warmup

Transmission Oil Temp 220"F maximum

Cylinder Head Temp 475"F maximum

ROTOR FLIGHT LIMITATIONS (POWER OFF)Maximum 385 RPMMinimum 313 RPM

INSTRUMENT MARKINGS

Rotor Tachometer Red Line 385 RPMRed Line 313 RPMGreen Are 313-385 RPM

Engine Tachonieter Red Line 2750 RPMRed Line =900 RPMGreen Are 275.0-2300 RPM

Airspeed Indicator Red Line 112 CIPH

Oil Tenlperature Red Line 245"FGreen Are 120" 245"FYellow Are 60" 120"F

FA~ September 13, 1974 Repcrt Flo. 211-AC-013Kevisec: FEB 17~ 11389

FM 2-2

ENSTROM 280

Oil Pressure Red Line 100 PSIGreen Are 60 100 PSIYellow Are 25 60 PSIRed Line 25 PSI

Cylinder Head Temp Red Line 475"FGreen Are 200" 475"F

Transmission Oil Temp Red Line 220"FGreen Are O" 220"F

AIRSPEED LIMITATIONS

Never exceed speed VNE: liZ mFh IAS at S.L.For variations with altitude see pageFC1-5-1.

ALTITUDE LIF1ITATIONS

Maximum operating 10,000 feet pressure altitudeMaximum for takeoff 7,000 feet density altitude

and landing

WEIGHT LIMITATIONS

Maximum approved weight 2,150 Ib

CENTER OF GRAVITY LIMITATIONS

Forward 2,150 Ibs. 92.0 in. stationRearward 2,150 Ibs. 94.0 in. stationRearward 1,930 Ibs. 98.0 in, station

Lateral Offset Moment 2,150 Ibs. -1,620, +3,700 in. Ibs.Below 2,150 Ibs, see page FM-8-6

This helicopter is to be loaded in accordancewith Section 8,Loading Information,

NOTE: Longi tudi nal Station O (Datum) is located 100 inchesforward centerline of main rotor hub.

Lateral Station O (Datum) is aircraft centerline,lateral moment arms are positive right,negative left (!ooking forward).

TYPE OF OPERATION

The helicopter is approved for operation under DAY NIGHT VFRNON-ICING CONDI7IONS.

Night operation authorized under ~isual contact flightconditions.

FAA Approval: Sept. 13, 1974 Report No. 28-AC-013Revise.d: Sept. 26, 1982

FM 2-3

ENSTROM 280

Orientation must be maintained by ground light or adequatecelestial illumination.

Instrument flight prohibited.No acrobatic maneuvers permitted,Crosswind and downwind: When hovering or landing, adequateflight control can be maintained in winds up to 20 MPH.Operation with doors removed is approved,

PLACARDS

"THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THEOPERATING LIMITATIONS SPECIFIED IN THE FAA APPROVED ROTORCRAFTFLIGHT MANUAL."

AIR SPEED LIMITATIONS MPH

Never Exceed Speeds Miles per Hour IAS

Pressure Outside Air Temperature OFAltitude -20 O 20 40 60 80 100

SL 112 112 112 112 112 104 982000 112 112 112 105 98 92 874000 112 106 39 92 87 83 806000 100 98 68 83 79 75 728000 89 84 79 75 71 6810000 80 75 71 68 6512000 72 68 65 62

"NO SMOKING" (This placard not required when an approved ashtray is installed.)"THIS HELICOPTER IS APPROVED FOR OPERATION UNDER DAY NIGHTVFR NON-ICING CONDITIONS ONLY."

"60 LBS, MAX, THIS COMPARTMENT" (When baggage compartment isinstalled.)"THIS HELICOPTER IS APPROVED FOR OPERATIOFI UNDER DAY VFRNON-ICING CONDITIONS ONLY" (This placard not required when anapproved night lighting kit is installed.)"STOW FLAT ON FLOOR BEFORE FLIGHT (This placard to be placed Ion clutch handle.)

FAAApproved: September 13, 1974 Report No. 28-AC-013Revised: August 29, 1985

FM 2-4

ENSTROM 280

"COLLECTIVE FRICTION TO BE USED FOR GROUND OPERATION ONLY"(This placard to be placed adjacent to the collective frictiondevice.)FOR NICKEL-CADMIUM BATTERY INSTALLATION ONLY:

BATTERY TEMPERATURE ALERT

120"F Monitor battery temperature (amber light).130" F Turn off alternator switch.

Reduce electrical load, turn alternator switch onif amber light goes out in flight.

150" F Turn off master switch,

(RED ARC) Land as soon as practical. Inspect batteryper manufacturers instructions before further flight.

Each 250 hour interval, perform functional testsper K.S. Avionics instructions.

FAA Approval: Sept. 13, 1974 Report No. 28-AC-013Revised: Nov. 23, 1982

FM 3-1

ENSTROM 280

SECTION 3 NORMAL PROCEDURES

280 NORMAL ENGINE STARTING PROCEDURE

1. Seat belts fastened and doors latched.

2. Fuel valve pushed in to turn on.3. Collective full down and locked with the friction knob.

4, Heater as desired tin for OFF).5, Cyclic stick cannon plugs secure.6, Rotor clutch disengaged,

CAUI~IN: Although starting the helicopter with the rotorclutch engaged will not damage the rotor system,it will severely overload the starter motor.

7. Check compass full of fluid, no bubbles, and that it has acorrection card.

8. Altimeter set to field elevation.

9. Radio(s) off.10. All switches off.

11. Master switch and alternator on Calternator OFF if using anAPU start). Ignition switch ON.

12. Throttle cracked open c- cracked open is 1/16"

13. Mixture full rich.

14. COLD ENGINE START Fuel boost pump on until the fuelpressure gauge shows a rise, then boost pump off.

15. Mixture idle cut off; throttle closed, mags on BOTH;depress starter, when engine fires mixture full rich.

16. Fuel boost on (pump must be on at all times in flight),17. Check engine oil pressure is off the zero line within

30 seconds.

18. Check a~p meter gauge indicates a charge.19, If APU start, disconnect APU cable. Then alternator switch

on; check for a charge indication on the amp meter.20. Idle engine at 1450 to 1500 rpm.21, When oil pressure is 25 psi or above, clutch may be

engaged.CAUTION: On rare occasions the engine may backfire through

the induction system during a start procedure.The backfire will not cause damage to theinduction system but it could cause the inductionhose between the air filter and the fuelinjection servo unit to be disconnected due tothe backfire. It is recommended that should abackfire occur during engine starting, a visualinspection be accomplished by the pilot ormechanic to assure that the hose is securely inplace before takeoff.

FAA Approval: Sept. 13, 1974 Report No. 28-AC-013

FM 3-2

ENSTROM 280

280 ENGINE STARTING PROCEDURES, HOT CONDITION

i. Master switch ON.

2. Magneto switch OFF.3. Throttle cracked.

4. Mixture control FULL RICH.

5. Turn on fuel boost pump 5 to 6 seconds.

6, Turn boost pump off.

7. Mixture control FULL LEAN.

8. Throttle FULL OPEN,

9, Engage starter 5 to 6 seconds to clear engine.10. Close throttle and crack slightly.11. Magneto switch BOTH. Ignition switch on.12. Engage starter until engine fires and advance mixtureslowly,13. Fuel boost ON. (Pump must be on at all times in flight.)

NOTE: It is important to follow this procedure on hotstarts so that the prolonged fuel flow in thelines will eliminate the vapor locks and cool thelines for a proper start.

?80 ROTOR ENGAGEMENT

1. Check collective pitch full down and friction on,CAUTION: Collective friction to be used for ground

operation only.2. Tail rotor pedal neutral position.3, Centercyciic stick with trim switch.4. Check aircraft vicinity clear of personnel and equipment.5. Check engine idle set at 1450 to 1500 rpm, then leave

throttle fixed in this position; dont add more throttleduring engagement.

6. Slowly and smoothly engage clutch handle at 1450 to 1500rpm, allowing the engine rpm to bleed no lower than 1200rpm. When the rotor rpm reaches 100 rpm, fully engageclutch.

NOTE: Clutch disengaged warning light will go out whenthe clutch is fully engaged,

7. Place clutch handle in stowed position.

280 ENGINE WARMUP AND GROUND CHECK

i. Advance throttle to 1800 rpm and wait for cylinder headtemperature to reach low green or 200"F.

FAA Approved: September 13, 1974Revised: August 29, 1985 Report No. 28 AC-013

ENSTROM 280

2, After reaching 2000 F cylinder head temperature, slowlyadvance throttle to 2300 rpm until oil temperature readslow green or 120"F,

3, fncrease engine rpm to 2900 rpm and check for rpm drop onright and left magnetos. A 100-rpm drop is permissible oneither magneto as long as there is no engine roughness whenoperating on either right or left magneto.

4. Gently close throttle to split tachometer needles to checkproper operation of over-running clutch.

5, Check following before take-off:a. Check all instruments for proper indication.

b. Seat belts and doors latched.

c. Fuel ON.

d. Fuel boost ON, (Pump-must be .on at all times inflight,)

e. Mixture FULL RICH.

f, Fuel pressure warning green indication.

g, Clutch warning light ~ujh to test red light goesout when released,

h, Release collective friction,

NOTE: Keep hand on collective and maintain downposition when friction lock is disengage,

i, Set throttle friction as desired,

FLIGHT INFORMATION

Takeoff

1. Follow normal helicopter takeoff procedure at 2900 rpm.(See height- velocity curve, pages FM 5-4 and 5-5.)

2, Best rate of climb speed is approximalely 58 mph IAS.

Cruise

Do not exceed as shown on placard and VNE ve~sus altitudecurve, page FM-5-1,

Descent

CAUTION: Exercise care during d~scent to avoid exceeding VNERunning Landing1. Maximum recommended ground contact speed is 35 mph. Reduce

speed on rough surfaces.2, After ground contact the ship must have zero forward motion

before collective pitch is lowered fully,FAA Approva~: Seot, 13, 1974 Reporl No, 28-ACrOL3Revised: FEB i~ 1989

FM 3-4

ENSTROM 280

Prelanding Checks1. RPM 2900.

2, Fuel quantity,3. Instruments.

4, Mixture full rich.

5. Boost pump check on.

280 ENGINE COOLING AND SHUTcDOWN PROCEDURE

1. Collective pitch full down and friction on.2. Throttle closed.

3, Fuel boost pump off,

4, Clutch disengaged, engine at idle only,

CAUTION: Clutch disengagement without throttle at fullidle will result in engine overspeed.

NOTE: Clutch disengagement is signaled by a red warninglight on the instrument console,

5, Cyclic trim centered,6, Idle engine at 1800 rpmfor 2 mi?utes or until cylinder

head temperature cools to 300"F.

7, Radios off.

8. Lights off.9. Throttle closed.

10, Mixture idle cut off.

11. When engine stops turning, magnetos off.12, All switches off.

13, Master switch off,

14, Fuel valve closed tout).15, Set collective one-half way up in its travel to unload

lamiflex bearings.16, Tie down Min rotor and tail rotor if wind speed is

expected to go over 30 mph,

FAA Approved: Sept, 13, 1974 Report No. 28-AC-013Revised: August 29, 1985

FM 4-1

ENSTRO;M: 280

SECTION 4 EMERGENCY PROCEDURES

ENGINE FAILURE

i, Enter normal autorotation and stabilire at 58 MPH.(Minimum rate of descent.)Maximum glide distance in autorotation is attained at80 mph and 313 rotor rpm. (Reduce collective to buildRPM prior to touchdown).

2, At about 75 feet above ground, apply aft cyclic toreduce forward speed.

3. When about 20-25 feet above surface, begin to levelhelicopter and apply collective pitch as necessary tocushion a level landing.

LIGHTING FAILURE

1. Landing can be made in case of landing light failure byillumination from navigation ~lights. In case of aforward landing light failure, the taxi light will providesufficient illumination to land.

2, Instrument lighting is provided by eyebrow lights,internal lights and maplight. While satisfactory land-ings have been demonstrated without instrumentillumination, a supplemental light source (flashlight) isrecommended.

FIRE

Fires may have several sources of origin. Generally theymay be classified as engine co m part m e n t or cabincompartment, fuel or oil supported, or electrical.FIRE ON GROUND

1. Shut off engine and all switches.2. Shut off fuel valve.3. Determine source of fire and use fire extinguisher to

extinguish any flames.NOTE: Do not restart or fly aircraft until cause of fire isinvestigated and corrected.FIRE IN FLIGHT

If the presence of odor andlor smoke is detected, proceedas follows:

1. Check instruments for correct reading,2. Shut off master and alternator switches.3. Unlatch doors and let them trail open.4. If smoke and odor persist, proceed to suitable area and

land aircraft.5. If inspection of aircraft indicates presence of flames,

FAA Approval: Sept. 13, 1974 Report No. 28 AC 01j

FM 4-2

ENSTROM 280

shut off engine and fuel valve and extinguish flameswith fire extinguisher.

NOTE:If flames were present, do not attempt to start or flyaircraft until the cause of the fire has been investigated and U--corrected

Severe leakage of oil onto the exhaust system may causeconsiderable smoke to enter the cabin. In such caseaircraft should not be flown until cause of leakage isinvestigated and cdrrected.TAIL ROTOR [Anti-Torque] SYSTEM FAILUREThere are two major possibilities for failure of the tail rotor(anti-torque) system and subsequent loss of directionalcontrol as follows:

i. Failure of any portion of tail rotor drive system thatcauses stoppage or physical loss of the tail rotorblades.

2. Failure of any portion of the mechanisms that causepitch change of the tail rotor blades.

Upon loss of directional control, the pilot must immedi-ately determine the type of malfunction that has occurred(No. 1 or 2 above) and select the proper emergencyproced u reTAIL ROTOR DRIVE SYSTEM FAILURE

During hovering flight (aircraft will rotate rapidly to theright with full left rudder):

1. Cut throttle full off immediately (aircraft will slowdown or stop its rotation).

2. Complete autorotational landing.During cruising flight (aircraft will rotate to the right withfull left pedal):

1. Power full off immediately, enter autorotation.2. Complete autorotation to nearest suitable area.

NOTE:If no suitable area is available within autorotative distance,pilot should proceed as follows after having establishedstabilited autorotation with at least 60 MPH airspeed.

1. Increase collective pitch and power gradually (main-taining 60 to 80 MPH airspeed) until yaw to the rightreaches approximately 45 degrees.

2. Continue flight in this fashion using cyclic stick for.FAA Approval: Sept. 13, 1974 Report No. 28 AC 013

FM-4-3ENSTROM 280

direc~ional control until suitable autorotatipnal landing site isreached,

3, When 200 R, altitude or mere over suitable area reestablish fulland land:,

tAIL ROTOR CONTROL SYSTEM FAILURENOTE::Loss of. co:ntro:l may-be caused by. of left pedalcontrols., rig-ht pedal:cntrols:;or faitur .gf;pitch~ link to anindivi.dual tail rotor ~i-laBa.: On-t~ie:Enstrom taii,rotor,it isnonnal ~if uncontrolled or,unattended) for the bla;des toassume a nearly neutral pl;t~hcondition. Op:eil loss of a:bilityto 7u:I:j~ contri~lta:i) rotor during crurslilg fliQht, asfoll~ow:PITCH LINK FA;ILURE (One tail rotorblade~Aircraft will yaw Po tti~e nghf iriltl8lly a~ will anabnomcnal amount of flightsince only one b;l~Ba is a;htitar~:ue; thrust,

1, Fl\j~ at tow c7uise;:po~ier:to suitableland:ing area-awd makenormal approach,

2, slow run on ~:landing at I~wpower setting,fA)LURE C~F I~EFTAircraft will yaw to the right, Amount of, yaw will depend onairspeed and amount of power being lised,

1. Remove feet from both rudder pedalst2. Reduce powe:r to low cruise~ setting (1-8 to l9" Hg, manifold

pressure will create zero yaw at 60 MPH),3, Fly to suitable area and complete Rormal.shallow oower on

approach at 60; MPH.4, Manipulate power and so that aircraft touches

down straight ahead at an ai~rsp;eed C>f d ~O MPW, Reducepower and collective cautiously as skids contact swiface,

NOTE:At low airspeed, settings UPilDER, appioximate-l i:8"Hg.

cause yaw to ths left. Power s;ettinpis O~ER ;8"~g. willcause yaw to the right, Do trot to.;abiort theemergency :lindiitl,g srfter:airspeed iis below ;d~0 FilPH,~AILU:REOt= RI;GWt

Rudder control will -be normal at power sertPings ov~r 18" MP,Power settings under 8" MP will produce yaw the left, Proce~das foll~ows:

1, Fly to.~suitable la:nding area at.a power setting of at least 1 8"NIP,

FAA Approval: September 13, 1974 Report No, 28eAC013

FM-4-4ENSTROM 280

2. Complete normal shallow power on approach at 60 MPH (donot autorotate).

3. Manipulate power and collective pitch so that aircraft touchesdown straight ahead at an airspeed of 0-10 MPH. Reducepower and collective pitch cautiously as skids contactsurface.

NOTE:Application of power to over 8" MP will make aircraft morecontrollable; Therefore, landing attempt may be aborted andnew approach initiated as many timers as necessary.LANDING IN WATER (Ditching)If ditching is unavoidable without other recourse, proceed asfollows:DITCHING WITH POWER

1. Descend to low hovering altitude over water.2. Unlatch both doors and exit passengers.3. Hover aircraft clear of all personnel in water.4. Turn off master and altema;tor switches.5, Complete hovenng autorotationinto water,6. As collective pitch reaches full up and aircraft settles in

water, apply full lateral cyclic: in direction aircraft tends to roll.7. After rotor strikes water and stops, climb out and clear

aircraft.

DITCHING WITHOUT POWER1. Turn off master and alternator switches.2. Unlatch both doors.3. Complete normal autorotation to land in water at zero

airspeed.4. As collective pitch reaches full up and aircraft settles in

water, apply full lateral cyclic in direction aircraft tends to roll.5. After rotor strikes water and stops, exit all occupants and

clear aircraft,ALTERNATOR FAILUREA malfunction of the altemator will be indicated by ten, charge rateor constant discharge on the ammeter, To put the alternator backon line, proceed as follows:NOTE: Use the following procedure if the alternator excite

circuit breaker (ALT U(C or ALTNTR EXC) is 11Qfinsblled.

1. Alternator circuit breaker in.2. Cycle the MASTER and ALTERNATOR switches.3. If the a~temator is not restored or goes off line again, tum off

the alternator switch and all nonessential electricalequipmentl Land as soon as practicable.

FAA Approval: September 13, 1974Revised: May 22. 1998 Report No. 28-AC-013

FM-1-5ENSTROIM;280

~OTE: Use the following Procedure if the alternator excitecircuit breaker(ALT U(C or ALTWTR U(C) isinstalled.

i, Altemator circuit breaker in.2. Alternator excite circuit breaker in.3. Cycle the ALTERNATOR switch.4. If the a~temator is not restored or goes off line egain, turn off

the altem;atar switch and all nonessential electricalequipment. Land as soon as practicable

MAIN ROtOft G~ARBOXIf, In normal flight, the ma-in rotor g:ea~ red line temperature is

the aiiwaft should be landed at the next suitable landingsite,ELECTtRIC FWEL B60ST PWMPFailure bfthe fuel boost pu;mp.wiil ewiden~ed by Illumin:etion ofth;e: red law boosf:pressure wanrlng,llg:~t, In the -eventof a fuelboost, pump failure, the helicoptel-~gilna wil continue to operatein a normal manner aS.long as the engine driven fuel pumpcontinues to function properly,If the helicopter:experiences a fCrsl-boost pump fa.il:ure, term in atethe flight at the earliest practical tim~e and have the malfunctioncorrected prior to next flight.CAUTION: If flight is continued after the fuel boost pump failure

and the engine-driven fuel pump malfunctions, theengine will stop due to fuel starvation. Gravity fuelfeed is insufficient to supply fuel to the engine.

LOW ENGINE OIL PRESSURE

If low Oil pressure is accompanied by normal oil temprratre, thereis a possibility the oil pressure gauge or relief valve ismalfunctioning. This is not necessarily cause for an immediateprecautionary landing. However, a landing at the nearest airport-heliport would be advisable to inspect the source of trouble.If a total loss of oil pressure is accompanied by a rise in oiltem:perature, there is good reason to suspect an engine failure isim~minent. Reduce engine power irnm~cxliately a~nd select a suitableforced landing field.NICKEL* CADMIUM BATTERY

If an increase in temperature is shown on the panel indicator (i 20Fl, proceed as follows:i, i20" i" Monitor battery temperature (amber light).

FAAApproval: September 13, 1974Revised: May 22, 1996 Report No, 26-AC-013

FM-4~ENSTROM 280

2. 130." F Turn off alternator switch, reduce electrical load, andtum the alt~em:ator switch on ilamber:light goes out in night.

3. 150" F Turn off master switch (red are), Land as soon aspractical. Insged ni-cad battery per manufacturess instructionsbefore further flight.

ABNORMAL VIBRATIONS

Vibrations in this helicopter can usually be classified as either lowfrequency or high frequency. Lowfrequency .vibrations aregenerally caused by the main rotor system while the highfrequency vibrations usually originate from the engine, drivesystem, or tail rotor. Rny:abnormal- vibrations are an indicationthat something is not correcf and shou~i be referred to a mechanicbefore further fiight. If a vibration suddenly appears during a fiig:ht,it is an indication that something hassuddenly changed, Thehelicopter should be landed as soon as practical and inspected tofi:nd t;he; cause of the After:the cause ~of the vibrationhas been idenfified, th:e pil~ot and the mechanic can determinewhether the helicopter: canbe safely flown or should be repaired onthe spot. An abnormal vibration is reason to get the~aircraff downas soon as possible, but the pilot must also use caution and selectthe safestpossibie landing site, working around wires, people andother obstructions.

FAA Approval: September 13, 1974Revised: May 22, 1998 Report Wo. 28-AC-013

FM 5-1

EWSTROM 280

SECTION 5 PERFORMANCE DATABest rate of climb speed is 58 M,P,H, I,A,S,

Minimum rate of descent speed is 58 M,P.H. I.A.S.Vnever exceed VS. DENSITY ALT~TUDE

(Vne demonstrated at 2750 engine rpm)

10t;wu.

u. 8O I I I I \I ~V,,

z

6

oI

uJ

~z 2r-

S.L.cnzw

a

-20 20 40 60 80 100 112

I,A.S, M.P.H,

FAA Approval: Sept. 13, 1974 Report No. 28 AC 013

FM 5-2

ENSTROM 280

AIRSPEED CALIBRATION

120

100

a

r

80owwa

60

QDW

40 t-

FM 5-3

ENSTROM 280

HO~ER CEILING IN GROUND EFFECT31/2 foot Skid height

(2900 RPM)

~o.,~,ao.b4,%6b.

10000

8000

t;u.

w6000

STA N DA R D DAY

4000

Cr)CT)LUa

2000

S.L.1400 1600 1800 2000 2200

GROSS WEIGMT LBS.

FAA epproval: Sept. 13, 1974 Report No, 28 AC 013Revised: 6117175

FM 5-4

ENSTROM 280

H El G HT--VELOCITY DI AG RAM

For Operation at Sea Level (Tests conducted on preparedsurfaces)

AVOID OPERATION IN SHADED AREAS

500

400wwu.

z 300

o:w

recommended takeofft~ j I profile (2900 rpm)0 20022

I SAFE OPERATING AREAc

rc3w

I 100Vse caution in this area toavoid contact of Tail RotorGuard with ground

40s.L.

o 20 40 60 80 10~

IAS--MPH

FAA Approval: Sept. 13, 1974 Report No. 28 AC 013

FM 5-5

ENSTROM 280

HEIGHT VELOCITY DIAGRAMFor Operation at 7,000 Ft, Density Altitude

(Tests conducted on prepared surfaces)AVOID OPERATION IN S)JADED AREAS

500

400t;w

LISAFE OPERATING AREA

Z300

crn=wI-uJ

0 200m j RZCOMMENDED

TAKEOFF PROFILE(2900 rpm)I

C3WX

100 U, ~I I use caution in this area ;o~avoid contact of Tail.RotorGuard with ground

40

100/ 20 40 60 80 ~00

IAS--MPH

Weight applicability of H-V Diagram is ~based on hovercapability at 3.5 feet skid height. (Reference FM-5-3)

FAA Approval: Sept. 13, 1974 Report No. 28 AC 013

FM 5-6

280

DENSITY ALTITUDE CHARTSET ALTIMETER TO 29.92 IN, HG.

WHEN READING PRESSURE ALTITUDE15,000

14,000

13,000 ;~,00/~2 1~

12,00022

11,000 ;bo~0~

r10,000

9000sdP,

a 8000~r ,obo

7000

t: ~"jsaiZ 6000w

~oOO,5000

4000

3000

,L~PA2000

bo~:BA~1000

S.L.--20 -10 0 10"C 20 30 40 50

tT~-0 10 20 30 40 50 60 70 80 90 100110120

"F

OUTSIDE AIR TEMPERATURE

FAA Approval: Sept. 13, 1974 Report No. 28 AC 013

FM 5-7

ENSTROM 280

RATE OF ALTITUDE2150 LBS. GROSS WEIGHT

58 mph I.A,S.

12000

10000w

wu.

8000w

o=3

J6000

c~

z

4ooa

2000

0-

0 200 400 600 800 1000

RATE OF CLIMB, F~T, PER MIN.

FAA Approval: Sept. 13, 1974 Report No. 28 AC 013

FM 7-1

ENSTAOM 280

SECTION 7 ENSTROM 280 DESCRIPTIONOne of the first steps in obtaining the utmost performance,service, and flying enjoyment from your 280, is tofamiliarize yourself with its equipment, systems, andcontrols.

The Enstrom 280 Helicopter is designed for high per-formance, mechanical:simpl icity, and maximum versatility,By virtue of component longevity and minimum mainte-nance requirements, the 280 enjoys the lowest operatingcost of any helicopter, The rugged, patented rotor head,combined with the ~51r Ibs, each) rotor blades, givesunheard of stability and excellent autorotational character-istics.

INTERIOR ARRANGEMENT

The cabin interior is a full, th ree-place, side-by-sideseating arrangement with a spacious 58" width formaximum pilot and passenger comfort and safety, Theinstrument panel is on the vertical plane for more naturalscanning and is covenientiy located for dual pilot viewing.Excellent visibility is offered through the tinted Plexiglaswrap-around windshield and doors with overhead and lowerdeck windows. Extra-width, swing-open doors closesecurely with simple-to-operate safety lock handles. thehelicopter can be flown with either left, right, or both doorsoff.

AIR INDUCTION SYSTEM

The air induction system consists of a filtered non-ram airintake located within the engine compartment. It incorpo-rates a spring-loaded, automatic alternate air source.POWER PLANTA Lycoming. H10-360C1A 205 HP four cylinder opposedengine is used in this Helicopter. The engine is deliveredwith~platinum spark plugs.

NOTE: It is recommended that the appropriate Ly-coming Operators Manual be consulted priorto ariy adjustment or repait to the engine.

OIL SYSTEM

The ~Lycoming engine employs a wet sump lubricationsystem. It has a capacity of 8 quarts. A bayonet-type oilquantity gauge with graduated markings is part of the oiltank filler cap and is accessible through the left fuel drainaccess door. Engine oil cooling is accomplished by an oilcooler with thermostatic valves and by-pass provisions. It

Report No~ 28 AC 013

FM 7-2

ENSTROM 280

is located on the right-hand side of the engine compartment.

OIL SYSTEM INDICATORS OIL TEMPERATURE AND PRESSURE GAUGES.Standard type gauges are provided for both the engine ~bi 1temperature and oil pressure indicators. Both gauges are markedto provide visual engine operating limitations and are locatedon the instrument panel.

ENGINE CONTROLS

TH ROTTL E A twi s t-9 ri p type throttle is located on thecollective pitch control stick for direct control of enginepower. It is manually connected to the fuel servo-throttlevalve on the engine.MIXTURE CONTROL. A vernier mixture control knob is provided onthe left side of the console. It is pushed in during all flightoperations, Shutting off the engine is accomplished by placingthe mixture control in the "Idle Cutoff" position.MAGNETO SWITCH, The magneto switch is a key-operated switchlocated on the left side of the switch circuit breaker panel.For starting, place the switch in the "BOTH" position.IGNITION SAFETY SWITCH. This switch closes the circuit to thestarter button on the collective control.

STARTER BUTTON. The starter button is located on the end of thecollective control. Push to engage.MASTER SWITCH. The master switch is located on the left side ofthe switch circuit breaker panel. It is a single-throw,two-position switch.CABIN HEAT. The cabin heat control is located at the left-handside of the pilots seat on the forward face of the seatstructure. By moving the control in or out, the operatorregulates the amount of cabin heat through two output louverslocated on the seat structure just above the lower deck windows.CLUTCH ENGAGING LEVER. The clutch engagement lever is locatedat the right side of the pilots seat on the forward face of theseat structure. The clutch lever is provided as a means ofengaging and disengaging the rotor drive system, The rotordrive system is engaged by pulling the clutch lever upward andrearward until the lever hits the stop and the warning lightgoes out. The handle can then be stowed by lifting it straightup and pivoting it down to the floor, When it is in the stowedposition, the handle should lie flat on the floor. If it doesnot lie flat on the floor in the stowed position, the clutchrigging should be checked as describedin Section 8 of theMaintenance Manual. The clutch lever must be stowed wheneverthe rotor drive system is engaged.FUEL SYSTEM. The system consists of two interconnected 20 USgallon each fuel tanks, which feed simultaneously to the engine.

Revised: August 29, 1985 Report No. 28 AC-013

FM 7-3

ENSTROM 280

The tanks are located on the left and right side of theaircraft over the engine compartement. The tanks have atotal fuel capacity of 40 U,S, gallons, with a total of 2gallons unuseable fuel, one gallon unuseable fuel in eachtank. Each fuel tank is gravity fed to a central distributingline which connects to the electric boost pump and enginedriven pump. The fuel control valve is an off-on type and islocated on the firewa(( next to the pilots left shoulder.Each tank has an individual drain valve in the bottom,there is also a main gasolator filter located aft of thefirewall in the engine compartment. The control is on theright-hand side of the engine compartmentand extendsbeyond the side panel.Auxiliary Fuel Pump Switch. The fuel boost pump switchand fuel pressure warning lightsare located on the switchcircuit breaker panel. The green warning light will stayilluminated as long as the fuel boost pump is operational.The red light will illuminate at any time the fuel boostpump is shut off or fails to function properly.Fuel Quantity Indicator, ~he fuel quantity gauge continu-ously indicates the total quantity of fuel. It is hooked upthrough a simple type liquidometer float located in theright-hand fuel tanh, A transluscent strip on each tankprovides a direct, visual indication of fuel level.Fuel Flow-Fuel Pressure Indicator, The fuel pressureprovides pounds per hour and pressure readings of the fuelas delivered to the flow divider. The indicator is marked fornormal operating range from O to 115 pounds per hour and0--6 and 12 psi index lines,TRANSMISSION SYSTEM

The main transmission unit provides an 8.787 reductionratio between the engine and the main rotor. Thetransmission incorporates a free-wheeling unit in the upperpulley assembty which is mounted on the pinion inputshaft. The free-wheeling unit provides a disconnect fromthe engine in the event of a; power failure and permits themain and tail rotors to rotate in order to accomplish safeautorotation landings. Six pints of S,A,E. 90 wt. E,P, gearoil are used in the transmission, The main rotortransmission has a sight gauge which is located on the aftright-hand side and is visible through an opening in thebaggage campartment or the right access panel.Main Rotor Transmission Temperature indicator. A mainrotor transmission gauge is, located on the instrument

Report No, 28 AG 013

FM 7-4

ENSTROM 280

panel and is redlined at 220" i".Tail Rotor Transmission. The tail ro to r transm iss ionmounted at the aft end of the tail cone, supports and drivesthe tail rotor. The tail rotor transmission is equipped with aself-contained lubricant supply and level gauge at the rearof the housing and magnetic plug can be removed toinspect far metal particles. Its capacity is 5 ounces ofS.A.E, 10 wt. non-detergent motor oil.ROTOR SYSTEM

Main Rotor. The main rotor is a three-blade, fullyarticulated system. The fully articulated system in the 280Helicopter provides smooth control responses in all modesof flight; and due to the kinetic energy stored in the heavyrotor blades, allows for easy-to-perform, safe autorotationlandings in the event of power failure. The rotor assemblyconsists of three al)cmetal bonded blades, upper and lowerrotor hub plates, universal blocks, blade grip assemblies,and lead lag hydraulic dampers.Tail Rotor. The tail anti-torque rotor counteracts the torqueof the main rotor and functions to maintain or change thehelicopter headj ng. The tail rotor is a two-bladed,teetering, delta-hinge type assembly.Rotor Tachometer. The rotor RPM indicator is part of adual-purpose tachometer which also reads engine RPM.FLIGHT CONTROLS

Cyclic Control. The Cyclic control stick is similar inappearance to the control stick of a fixed-wing aircraft. Thedirection of stick movement results in a change of theplane of rotation of the main rotor and will produce acorresponding directional movement of the helicopterthrough the longitudinal and lateral modes of flight. Thestick grip incorporates a trigger-type switch used for radiotransmissions and intercom. A trim switch is also locatedon the cyclic stick grip to control the longitudinal andlateral trim motion.

Stabilizer. An all-metal, fixed-position stabilizer adjustedto a --6" is installed on the tail cone assembly forlongitudinal trim and vertical upper and lower stabilizer areinstalled for increased yaw stability.Collective Pitch Control. The collective pitch control leveris located to the left of the pilots position and controls thevertical mode of flight. A rotating, grip-type throttle islocated at the end of the collective control.

Report No. 28 AC 013

FM 7-5

ENSTROM 280

Directional Control rect ional co n trol pedal sare located in the cabin forward of the pilot and lorco-pi)ot, When moved, these adjustable pedals change thepitch of the tail rotor blades and thereby provide themethod of changing directional heading,FLIGMT rNSTRUMENTS

The standard flight instruments which are installed in the280 as basic equipment comply with the requirementsunder visual flight rules for day or night operation. Thepane) arrangement provides ease of visual observance andincludes space provisions for installation of additionalinstruments to meet individual requirements,Airspeed Indicator. The single-scale airspeed indicator iscalibrated in MPH and provides an indicated airspeedread i n g during forward fl i ght The pitot t u be, whichprovides air pressuresource, is located below the cabinnose section. Static air pressure for instrument operationis derived from two static vents located on either side ofthe tail cone assembly. The openings in the pitot tube andstatic vent ports must be maintained obstruction-free andclean at all times for proper instrument operation,Altimeter, The altimeter is a sensitive type that providesdistance-height readings from O to 25,000 feet, The longhand in a single complete sweep of the dial totals 1,000feet, and the short hand totals the thousands of feetaltitude. The instrument is vented to the same static portvents as the airspeed indicator.Compass. A standard aircraft quality~ magnetic compass ismounted on the center windshield support within easysight of pilot or co-pilot, It is to be used in conjunctionwith a campa8s correction card located adjacent to theinstrument.

I~ree Air Temperature Indicator. The free air temperatureindicator is a direct reading, bi-metailic instrument with astainless steel probe. This instrument provides ambienttemperature information which, when utilized, will assist indetermining performance capabilities of the helicopter atthe existing climatic condition. The indicator is located inthe top of the cabin,ELECTRICAL POWER SUPPLY SYSTEM

Direct Current Power System. The basic power supplysystem is a 12-volt direct current system, with a negativeground to the helicopter structure. A belt-drive 70 ampalternator is located on the aft part of the engine. One 12

Report No. 28 AC 013

FM 7-6

ENSTROM 280

volt battery is located in the right-hand side of the pilotscompartment and serves as a stand-by power sourcesupplying power to the system when the alternator isinope rat ive,

11)--=I--I -Jr I /23

D00~00

24

ORIGINALAs Received By

280 INSTRUMENT PANEL ATP

1. Manifold pressurelFuel Flow 15. Engine Hour meter2. Fuel Quantity 16, Clock3. Oil Pressure 17, Instrument Lights4. Main Rotor Gear Box 18. Navigation Lights5. Oil Temperature 19, Anti--Collision Lights6. Ammeter 20, Landing Light7. Cylinder Temperature 21, Alternator Switch8, Altimeter 22, Panel Light Circuit Breaker9. Airspeed 23, Bank Indicator10. RotorlEngine Tachometer 24. Mixture Control11. Panel Light Dimmer Switch 25. Compass12. Magneto Switch 26. Ignition Safety Switch13. Master Switch and Circuit Breaker 27. Trim Motor Switch14. Fuel Pressure Indicator and

Boost Pump Switch

Report No. 28 AC 013

FM 7-7

ENSTROM 280

Electrical :iPower Panel;~ i~8:failowing switcheslcombi-nation circuit breakers are located on the switch circuitbreaker panel mounted on the ~nstrument console withineasy reach of pilot or co-pilat: magneto key switch, masterswitch, alternator switch and alternator citcvit breaker,boost pump switch, navigation position lights switch,anti-collision strobe iiSht switch, landing light switches,panel light switch, starter switch, and trim motor switch,

LIG)-ITING EQUIPN~ENTThe basic helicopter is equipped with the required lightsnecessary for VFR:night operation plus additional lightingequiment for utility and convenience purposes. Theelectrical panel on the right-htindside of the instrumentconsole contains the protective circuit breakers and controlpanels for the lighting equipment.Position Lights. One position light is located on eachhorirontal stabilizar tip and orje light is located aft of andbelow the tail rotor gearbox.Anti-CollSsion Lights. The anti-collision lights have astrobe flashing action that provides for adequate identifi-cation of the helicopter. They are operated by theanti-collision switch located on the panel.Landing Lights. The landing lights are of the permanentextend type, one is mounted on the nose and the other onthe underside of the aircraft and set in the desired angle forthe best forward and down itlumination. The switches foroperation of the landing lights are located on theinst~ument panel in the electrical console section. Thelight on the underside of the aircraft is primarily designedto provide illumination while hovering,

GROUND HANDLING WHEELSEach landing gear skid tube has a manually operatedover-cente7ing deviceto lower the wheels or retract themfor flight. Tt~e ground handling wheels should be retractedand the helicopter al2owed to rest on the skids whenengine run-up is being performed or when helicopter isparked,

Report No. 28 AC 013

FM 7-8

ENSTROM 280

BAGGAGE COMPARTMENT7he compartment for storage of baggage is provided in thearea aft of the engine compartment. Access is through asingle door located on the right-hand side which has a lockfor external locking. The capacity of the compartment isapproximately 10 cu. ft. and has an allowable loadingcapacity of 60 Ibs. at Station 135.

FUEL SHUT-OFF

or~

IVE CONTROL

ROTOR CLUTCH

~COLLECTIYE ORIGINAL.As Received By

ATP:a:COMPASS

ts~

~CYCLIC CONTROLS

,,,i;

TAIL ROTOR PEDALS

Report No. 28 AC 013

FM 7-9

ENSTROM 280

SPECIFICATIONS

Power Plant

Type LycomingDesignation H10-360-C1 ACylinders 4Normal power 205 HPNormal RPM 2900 RPMSpecific fuel consumption ,5 Ibs, hplhr.Weight 322 Ibs,Oil 8 qts, 15 Ibs.Performance

Maximum speed (V ne) 112 M,P.H, I.A.S,Best rate of clin~b 58 M,P,H, I.A.S,Normal fuel capacity 40 U,S, gal.

at 240 Ibs,Rate of climb at sea level 950 FPMHovering ceiling IGE ft, 56~0Operating RPMsEngine 2750-2900Tail Rotor 2365 (at 2900

engine RPM)Main Rotor 330 (at 2900

engine RPM)Main Rotor Autorotation Range 313-385Ratios

Lower to upper pulley 1:1.226Main Rotor Gear Box 1:7.154fail Rotor Gear Box 1:1Engine to main rotor 8.787Dimensions

Width (overall) 282"Rotor diameter 32Height (overall) 9Length (overall) 278"Cabin width at seat 58"Tread-Land i ng Gear 74"

Rotor SystemNumber of blades, main rotor 3Chord-main rotor blade 9.5"Disk area, main rotor 804 sq, ft.Main rotor RPM 330

Report No. 28 AC 013

FM 7-10

ENSTROM 280

Tai I rotor diameter 4.67Number of blades, tail rotor 2Chord, tail rotor blade 3,375"

WeightDesigned gross weight 2150 Ibs.Empty weight 1450 Ibs.Useful load 700 Ibs.C.G, travel 92" to 98"

PREFLIGHT INSPEC710NAfter familiarizing yourself with the equipment of your 280the primary concern will be its operation.This checklist is designed to be used as a reference guidewhile pe rfo rming the preflight inspection. Detailedinformation is found in the Handbook of MaintenanceInstructions. Thoroughly fam i I iarize yourself with thisManual before utilizing this checklist. Prior to starting thecomplete preflight inspection, ch~ck the following items inthe cockpit: master switch OFF, magneto switch OFF, allother switches OFF, fuel valve ON.Exterior

CAU7I0N: Remove all covers and locking devices.1. Check left hand door for security.2. Check windshield for cracks.3. Check pitot tube for obstructions.4. Check landing lights for operation and security.5. Check induction intake scoop for obstructions.6. Check right hand shock strut--piston extension should

be 3/4)) to 13/41) from red line--struts clean.7. Check right hand landing gear for security. (ground

handling wheels secured)8. Check right hand door for security.9. Drain fuel sump.

10. Check right hand engine compartment.11. Check air intake scoop for obstructions.12. Check right hand fuel tank FULL 100/130 octane

cap secured. Drain tank sump.13, Check main gear box oil level.14. Check baggage door locked.15, Check right hand static port-opening unobstructed.16. Check tail cone for general condition,17. Check tail rotor drive shaft for security.

Report No. 28 AC 013

FM 7-11

ENSTROM 280

18. Check stabilizers for sec:urit~.19. Check navigation and stirobe lights for operation and

security.20. Check tail rotor pitch links for binding or looseness.

Check tail rotor blade for security and leading edge fornicks, bonding separationand general condition.

21. Check tail rotor guard for damage and security. Also,check tail rotor gear box for oil quantity.

22. Check left hand static port opening unobstructed.23. Check main rotor blades for nicks, bonding separation or

forlooseness. If blade tape is ~nstalled, inspect tapeholes, bubbles, blisters, separations, or lifting.

24. Check main rotor pitch links for binding or looseness.25. Check cyclic and collective walking beams for security.26. Check blade dampers for proper security and oil level.27. Check left hand fuel ta.nk FUL1 i:- 100/130 octane cap

secured, drain tank sump.28, Check engine oil 6 quarts minimum, 8 quarts maximum.29. Check fuel system for leaks,30, Check exhaust manifold for cracks and looseness.31. Check engine for oil leaks.32. Check belt drive system.33. Check left hand shock struts--piston extension should be

3/4" to 1 3/4" from red line--struts clean.34, Check left hand landing gear for security. (Ground

handling wheels securer)INTERIOR

1, Check and adjust tail rotor pedals.2. Check seat belts fastened,3. Doors latched4. Collective full down End friction on.5. Check clutch disengaged.6. Check throttle CLOSED.7, Check mixture IDLE CUT OFF.8. Check fuel valve ON.9. Check magneto switch OFF,

!O. Radio switches OFF,11. Set master switCh ON.12. Check fuel quantity.13. Check fuel pressure warninglight (press to test).14. Check trim motors for operation.15. Check controls for freedom of operation,16. Set a~tinieter.

Revised: fEe 1 9 1989 Report I~o. 2E-AC-013

FM 7-12

ENSTROM 280

I~

t

fl II I\

I iiit

II 1

r n--7 Erc71 t

ino F START

i i Y I

J

EXTERIOR INSPECTIONReporl No. 28 AC 013

FM 8-1

ENSTROM 280

SECTION 8 WEIGHT-~-ND BALANCEINFORMATION

All helicopters are designed for certain limit loads andbalance conditions, Changes in equipment which affect theempty weight center of gravity must be recorded in theaircraft and engine log book. It is the responsibility of thehelicopter pilot to ensure that the helicopter is loadedproperly, The empty weight, empty weight C.G. and usefulloads are noted on the weight-balance sheet included inthis Manual for this particular helicopter.NOTE: The C.G, range for the 280 Helicopter is 92.0" to

98.0" from datum lineat a maximum gross weightof 2150 Ibs. Li-sted on page FM 8-5 is a typicalload i ng condition Of the 280 Helicopter, bothrearward C,G, and forward C,G, condition,

WEIGHT AND BALANCE

The removal or addition of fuel or equipment results inchanges to the center of gravity and weight of the aircraft,and the permissible useful load is affected accordingly,The effects of these changes must be investigated in allcases to eliminate possible adverse effects on the aircraftsflight characteristics, The horizontal reference weighingpoint is located 20 inches forward of the center bolt in rearskid attachment,

Maximum Gross Weight 2150 Ibs.Empty Weight (no accessories, fuel or oil) 1450 Ibs.Useful Load 700 Ibs.Approved Forward C,G. Limit Station 92Approved Aft C,G, Limit Station 98TOOLS AND EQUIPMENT

Tape Measure CommercialScale (two) 1000 1 bs, capacityScale tail tone) 100 Ibs, capacityLevel bubble-type CommercialWork stand As req u i red

DETAILED PROCEDURE FOR WEIGHING 280 SERIESHELICOPTER

a, Thoroughly clean helicopter,b, Helicopter will be weighedinside aclosed building to

prevent errors in scale readings due to wind, Helicopterwill be placed in a level flight attitude,

c, Check for proper installation of all accessory items,Check to determine if the scales that are being used

Aeport No. 28 AC 013

FM 8-2

ENSTROM 280

have been calibrated recently, and check to see that thescales will zero out before weighing helicopter.

d. The helicopter will be weighed without fuel, but theweight and balance record will reflect corrections toindicate the amount of unusable fuel 2 U,S. gallons.The helicopter may be weighed with full oil or withoutoil, but the weight and balance report should becorrected accordingly.

e. Tare will be noted when helicopter is removed from thescales.

NOTE: Check oil level of main transmission and tail rotortransmission. Check to see that the main rotorblades are in uniform position, 120" apart.

f. Close and secure both doors, left and right hand sides.g. Hoist or jack helicopter clear of ground.h. Position two main scales beneath the skids.i. Position a pipe nipple in the center of left and right

hand scales at 20 inches forward of center bolt in rearskid attachment. (DetailNo. 1)

QRIGINALa, Received BY

ATP

Report No. 28 AC 013

FM 8-3

ENSTROM 280

i. Height of tail to be adjusted ior level.k, level fore and aft to betaken at lower pyion tube, left

side, so identified. (Detail No. 2)i. Lateral level taken at lower forward pylon tube.

~j;fi

!BC

is

OR163sNALA9Rec~eived fly

ATP8:~.5

^:~IJ4:

m.Small scale will be located under tail rotor at the centerline of the tail rotor output shaft, shown above.

n. Using jack, raise or lower tail as required to level theaircraft along the longitudinal axis, paying attention tothe level on the longitudinal and lateral pylon tubes.

o. Read and record weight from each of three scales.p. Calculate weight and center gravity on attached form,

with weight data. Empty weight Will be "dry weight,"q. All items added or substracted will be listed on the

attached form with weight, arm, and moment.CAUTION: Weight and measurement readings are critical.Double check results.

Report No. 28 AC 013

FM 8-4

ENSTROM 280

r. Remove helicopter from scales.CAUTION: Do not remove curbing, jack, nipples, blocks,etc., from scales. These items constitute tare weight.s, Read and record tare weight from each of the three

scales. An official weight and balance report is preparedin connection witheach helicopter presented for air-wo rt h i n es s cert i f i cat i o n gt the Enstrom Corporation. Allthese reports are marked "actual weight,"

t. This weight and balance report, and equipment list willbe prepared and supplied with each heiicopter.

u. Use Form No. F-165 Basic Weight and Balance Reportto give you a continous history of weight changesthroughout the life of your helicopter,

Report No. 28 AC 013

FM 8-5

ENSTROM 280

LOADING INFORMATION

NOTE: It is the responsibility of the helicopter pilot toinsure that the helicopter is loaded properly, Theempty we~ght, empty weight CG and useful load arenoted on the weight and balance sheet included in thisManual for this helicopter.

CG Range; 92.0 to 94.0 Maximum Gross Weight: 2150 Ibs

92.0 to 98.a Maximum Gross Weight: 1930 Ibs

TYPICAL LOADING

Rearward CGWeight Arm Moment

Empty Weight (including 1450,0 101.5 147175.0undrainable engine oil,gearbox oil andunusable fuelj

Engine Oil 15.0 100.5 1507.50Fuel, 40 gal 240.0 96.0 23040.0Pilot 140.0 64.0 8960.0

1845.0 97.9 180682.5

Forward CGWeight Arm Moment

Empty Weight Iincluding 1450,0 101.5 147175,0undrainable engine oil,gearbox oil andunusable fuel)

Engine 0i1 15.0 100.5 1507.5Fuel, 30.0 gal 175.0 96.0 16800.0Pilot Passengers :1 510.0 64.0 32640.0

2150,0 92,15 198122.5

Lateral Offset Moment

Pilot (left seat) 190 -13,5 -2565Go-Pilot (right seat) 130 +13.5 +1755

810 in, Ib.

Revised Sept. 26, 1982 Report No. 28-AC-O13

ENSTROM 280 FM-)-6

APPROVED CENTER OF GRAVITY ENVELOPESLATERA1, AND LONGITUDINAL

2200

2000

C3 1800

1600

140092 94 96 98 100

LONGITUDINA L C.G. I NCH ES AFT OF DATUM

LATERAL OFFSET MOMENT ENVELOPE

2200

v, 2000m PRO~ED ARfA

ieoo

Isoo

1400-6000 -4000 -2000 O +2000 +4000 +6000

LEFT ~t LATERAL OFFSET MOMENT RIGHT(IN, LB.)

Issued: Sept. 26, 1982 REPORT no., 28 AC013

AIRCRAFT ACTU A L ,W El G HT R E P O RT

Standard equipment not installed) ]Optional surplus equipment inat weigh-in I aircraft at weigh-in

Moment X I I I I j Moment XItem No, Wt. Arm 11000 in.llbs. Item No. Wt. Arm 11000 in.llbs.

Total I I I I I Total

Weighing witnessed by DateForm No, F-167

AIRCRAFT WEIGHT AND C, G, CALCULATION

Weight Arm MomentIbs, in. 1000 in.llbs.

Weight las weighed)Less: optional surplus weight

Plus: missing std, equipment

ComputedTotal weight empty std, aircraft

Actual

Plus; engine oil

Plus: optional equipment kits

Total basic weight

Form No. F168

i,;

Item Weight added Weight removed Running basic total cD 0 5Item cn

Date Description of article or modification ~T nNo. In I Out Weight ArmlMom.lWeightlArm Mom.lWeightlC~G.I Mom. 3 m~o Iz CI]

13 ogACTUAL DELIVEAED WEIGHT AND BALANCE DATA I I I f air V,n,J

O,O

o II m

;o C,

-ila

,zZ

J II C7

H ~oco

r

Zo P O

33 rno" 1~c Zn o

rn

-n 3 Oo (P O3 1 10

I I I TI t 1 I I I I I 1 I I II o-n

I I 1 1 I I I I Co

(3cn

co

WEIGHf AND BALANCE REPORT

100.0

C ROTOR HUB

96.01 1 119.75LCG

~I4p

0 64.0 93.446 )35.0 320.0FWD. AFT

WEIGHING WEIGHINGSTATION STATION

WL WR WT

Model Serial No. Registration No.

FWD. c/g limit 92.0" AFQ. 0/9 limit 98.0"

Weigh point Scale-lbs, tare Net wt. Arm Moment x 1000

Lett gear (W~)

Right Bear (WR)Tail (WT)Total

WT(320.0) (WL c WR)(93.446)LCG c

WT W~+ WR

Date Weighed by

Form No. F)66

ENSTROM 280 EQUIPMENT LIST

Serial No.

FAA Approved Registration No. Date

Check DateNo, Item Wt. ArmOn Off

INSTRUMENTS RE~UIRED

Altimeter 1.2 36Airspeed .5 36Tachometer 1.3 36Manifold Fuel Pressure 1.5 36Instrument Cluster 2.0 36

Oil TemperatureOil PressureGear Box TemperatureCylinder TemperatureFuel QuantityAmmeter

Compass i 1.0 40OAT Gauge 0.5 55Ball Bank Indicator

OPTIONAL EQUIPMENf

1 Night lighting equipment (including combinationstrobe and position lights, internally lit Instrumentcluster, eyebrow type instrument lighting)

2 Maplight ,5 803 8 day clock .5 364 Hourmeler .75 885 Soundproofing6 Defroster F28A, F28C7 Strobe lights F28A8 Float build up9 Centerradio console (F28A, F28C)

10 CargoHook11 Extra head set 2.0 8012 Cabin heater defroster combination 280, 280C 3.5 4613 Snow shoe installation 18.0 100.914 Cabin heater (F28A, F28C) 1 4.1 36.015 Baggage compartment 10.0 135.016 Flotation gearlwlth hardware17 Dual controls 12.0 5018 i Floor carpet, in!. trim 8 headliner 1 6.0 65.019 Fed, 12V. twin speaker--siren 7920 Litter kit--single 24.0 100.021 King KT 76 transponder 4.0 34.022 Shoulder harness wlreel single 3 8223 Shoulder harness wlreel double i 6 8224 First aid kit 5.2 13525 Ashtrays lighter I 1.0 32.026 Fire extinguisher 5.7 80.027 External power unit (APU) 1.0 75.028 Narco com 11 AH wlintercom 4.0 34.029 Narco nav 11 3.5 32.030 Narco ADF -140 4.3 33.031 1 Narco DME 190 6.6 34.032 i Narco ATSOA transponder 4.0 34.033 King KR86 ADF 3.9 34.034 Gyro horizon model R.C. Alien 25 3.4 32.035 RCA-15A-2 directional g~ro 2.3 32.036 King KX1758 NAVICOM 7,0 34.037 ADF 140 loop &:sense antenna 3.1 138.038 Presidential doors (door pockets) 6.0 60.039 Instantaneous vertical speed indiCator i 1.3 34.040 Aim 200 directional gyro 3.8 34.041 Antenna ~vor) 19442 Narco DGO-i 0 i 4.7 32.043 Dual landing light 3.2 25.044 King KR 85 wlindicator 7.0 34.045 Chadwick tank46 Ground handling wheel(s) 13.0 104.747 King Kl-225-01 indicator 1.3 1 34.048 Narco NAV 14 2.25 34.049 Narco ELT 3.3 135

FM 9-1

ENSTRQM 280

SECTION 9 OPERATIONAL INSTRUCTIONSINTRODUCTIONThe opsratjng data and information contained herein is notintended to 9rovide flight instructions, but to present averbal picture of the helicopter handling qualities andcontrol application through the various phases of the flightregime. Also discussed are flight characteristics which arecommon to most helicopters, and the special featurespertinent to the Model 280 Helicopter.Solo Flight. Solo flight is permitted from the left side only.Taxiing. Taxiing, as literally interpreted, is not possible asthe helicopter is equipped with skid-type landing gear.Movement of the helicopter from one ground position toanother can be accomplished by ground personnel, whenthe rotors are not turning, with the use of quickly installedground handling wheels or by the pilot trying the helicopterfrom one location to anotherat- an altitude in closeproximity to the ground surface.rakeon Types of rakeoff. The known factors whichmust be considered prior to taiteoff include gross weight,temperature, densify altitude, and the area from whichoperations are to be conducted. With this knowledge andthe ability of the Model 280 to operate from either preparedor unprepared areas and surfaces, the type of takeoff canbe easily determined.Normal Takeoff To Hover. A normal liftoff to a hoveringaltitude within ground effect is the most common type oftakeoff and shou\d~e used whenever p.ossible. Normalliftoff can be accomplished at moderate attitudes and ataverage operating gross weights, In this type of takeoff,the safety factor is high because the helicopter is liftedfrom the ground ver2icaliy to a height of 4 to 5 feet wherethe flight controls and engine may be checked for normaloperation before starting a forward speed climb. A normaltakeoff is made in the iolldwing manner:a. Increase thrgttle to 2900 RPM, with the collective pitch

F"UtC DOWN.b. Place cyclic control,in,the INEUTRAL position or to a

position which places rotor plane parallel to horizontalif helicopter is sitting on a slope.

c. Increase csllectjve-pitch control slowly and smoothlyuntil a hovering altitude of 3 to 5 feet is obtained,applying anti-torque pedal to mai ntai n h ead i ng ascollective pitch is increased.

Repore No. 28 AC 013

FM 9-2

ENSTROM 280

d. As the helicopter breaks ground, minor corrections ofthe cyclic contrdl may be required to insure verticalascent, and directional heading maintained by the useof the appropriate anti-torque control pedal.

Normal Takeoff From Hover. Hover briefly to determine andinsure that the engine and flight controls are operatingproperly. From a normal hover altitude of 3 to 5 feet, applyforward cyclic stick to accelerate smoothly into effectivetranslational lift. Maintain hovering altitude with anapplication of collective pitch until translational lift hasbeen obtained and the ascent has begun. Then slowlylower nose of helicopter to an altitude that will produce anincrease of airspeed to best climb speed. Adjust controlsand power as required to establish the desired rate ofclimb.

Maximum Power Takeoff. Hover he~licopter 3 to 5 feetaltitude 2900 RPM. Apply forward cyclic smoothly. Asforward motion increases, apply collective and throttleuntil full manifold pressure is attained (throttle full open2900 RPM). Do not increase collective pitch beyond thispoint (overpitching) as this will cause engine and rotorRPM to decrease. Maintain 3 to 5 feet altitude by use ofcyclic control. As translational lift speed is reached (15-20MPH), apply aft cyclic to seek climb angle that will allowhelicopter to climb and accelerate to 58 mph (best rate ofclimb speed). M ai ntai n head ing during takeoff bycoordinated use of directional control pedals and cyclic.Maximum Power Takeoff From Confined Areas. Conditionsmay occur in which the helicopter must be operated fromconfined areas in which takeoff distances (from hover toreach 58 mph) are not sufficient to clear obstacles that maybe in the flight path (trees, buildings, wires, etc.). In orderto clear such obstacles safely, the climb portion of thetakeoff must utilize the best angle of climb airspeed (30mph safe side of height velocity curve). This angle of climbwill substantially shorten the distance required to clearobst acles, To accomplish this type of takeoff, hoverhelicopter at 3 to 5 feet altitude and 2900 RPM. Applyforward cyclic smoothly. As helicopter begins to accelerateforward, apply collective and throttle until full manifoldpressure is obtained (throttle full open, 2900 RPM engine).Do not increase collective beyond this point (overpitching)as this will cause engine and rotor RPM to decrease.Maintain 3 to 5 feet altitude by use of cyclic control. Astranslational speed is reached (15-20 mph) apply aft cyclic

Report No. 28 AC 013

FM ~-j

ENSTROM 280

to seek climb angle that 30-35 mph (refer toheight-velocity diagram in,flight manual), After clearing allobstacles at this ai rs peed apply fo rward cyclic andreadjust collective and th.rott(e as desired for further flight,NOTE: if RPM is lost due to overpitching, it may beregained by maintaining full throttle, lowering collectiveslightly and applying some aft cyclic, It is imperative thatthe helicopter has accelerated a little beyond translationalspeed in order to accomplish this maneuver, Therefore,good judgment must be used to determine the rate atwhich the helicopter is accelerated from hover totranslational speed and to determine if sufficient distanceis available to clear obstacles under the existing densityaltitude conditions,

Crosswind Takeoff, in the event a crosswind takeoff isrequired, normal takeoff procedures are to be followed,Wowever, as the helicopter leaves the ground, there will bedefinite tendency to drift downwind at a rate proportionateto the wind velocity, this tendency can be corrected bymoving and holding the cyclic stick sufficiently in thedirection of the wind to prevent downwind drift, DurinScross;wind takeoff, it is advisable to keep open areas towindward side of flight path to facilitate emergencylanding if it should be necessary,NORMAL APPROACH FOR LANDING

The object of a normal approach is to fly the helicopter to ahover over the selected spot prior to touchdown, Toaccomplish this objective, the cruise airspeed is decreasedgradually to 58 MPW and engine speed is maintained at2900 RPM, Control rate of descent with collective andthrottle (manific>ld pressure); airspeed with cyclic control,As the selected landing area Is approached, the airspeedand ra2e of descent are decreased until a zero groundspeed hovering attitude is attained at approximately 3 to 5feet altitude,

STEEP APPROACH

Steep approach procedure requires a precision powercontrol approach, and is used to clear obstacles in theflight path when accomplishing a landing in a confinedarea.The airspeed in a steep approach should be 30 to 35MPH (safe side of H/V curve) and;the rate of descentshould be as tow as possible for the desired angle ofdescent, Since a relatively high amount of power wiil berequired to control the rate ct descent, a minimum amount

Report No. 28 AC 013

FM 9-4

ENSTROM 280

of additional power will be required to accomplish a hover.The aiming point to spot of intended hover in ground effectshould be as near as possible after clearing final obstacles.This will allow an over-run to get helicopter stopped incase power settling should occur during slowdown from30MPH down to O airspeed. During descent, the airspeed iscontrolled by appropriate cyclic stick application and therate of descent is controlled by proper application ofcollective pitch and throttle. In the final stages ofapproach, the collective pitch is increased gradually as thecyclic stick is adjusted to reduce the airspeed from 30 to 35MPH io o groundspeed. This should be accomplished in away which will reduce the rate of descent and groundspeedto zero the moment the hovering altitude is reached.LANDING-LANDING SITE EVALUATIONThe versatility of the helicopter permits safe operation fromunfamiliar and unprepared sites, such as open fields,mountain knells and ridges, beaches, snow, and icedareas. Any selected landingsite in the afore-mentionedareas must be properly evaluated and the pilot must useproper techniques to effect landings and take-offs fromthese sites. Although the helicopter is designed for and iscapable of ope rat i on from restricted areas, the finalanalysis of the situation on the decision to land must bedetermined by the best professional judgement of thepilot. Prior to attempting operation of the helicopter fromunprepared areas, the pilot must consider certa:in basicfactors and evaluate one against the other to determinewhat u ndes i rabl e factors will be present in thecontemplated operations. The condition of the selectedlanding area can be evaluated by a low speed pass into thewind over the intended landing site. Generally, the landingsite should be near level, and depending on existingdensity, altitude and gross weight conditions, should meetthe obstacle clearance req u i rements set forth in thisManual, The pilot must also consider personal proficiency,wind and terrain roughness when evaluating the suitabilityof the landing area.WIND DIRECTION AND VELOCITYThe effects of wind on take-off and landings are importantfactors and should be considered in the operation of thehelicopter; however, in planning critical helicopteroperations, the effects of winds can be relied upon toassist in accomplishing landings and take-offs fromunobstructed areas. If the helicopter were riding a gust of

Report No. 28 AC 013

FM 9-5

ENSTROM 280

wind on the final appro8chand:ilthe gust should decreaseas the helicopter was approaching a hover, the helicopterwould probably rapidly ,setrle if the wind factor wasplanned on to execute the landing. This condition will alsohold true during;the initial phase of take-off. If anoperation is dependent on wind conditions, all otherconditions being marginal, the helicopter gross weightshould be reduced. When a landing area is determined tobe marginal, the pilot, exercising good judgement, shouldselect another site, Another effect of wind that must beconsidered is the lee effect of the wind over hills, ridges,and obstacles. The downdrafts resulting from theseconditions particularly affect the initial phase of take-off orfinal phase of landing.NORMAL t;ANDIN6After completion of the normal lapproach to a hoveraltitude, maintain engine RPM ahd decrease collectivepitch sufficiently to affecta constant, smooth rate ofdescent until touchdoLh~n. Doring: final descent, makenecessary corrections with directional pedals and cycliccontrol to maintain a \evel attitude and constant heading tominimize movement on ground contact. After groundcontact, continue to decrease collective pitch smoothlyand steadily until the entire weight of the helicopter isground supported and then decrease collective pitch tominimum.

CROSSWIND LANDING

Crosswind landingS genera((y can be avoided in helicopteroperations. Occasionally, when operating from unpreparedareas, such as plowed or furrowed fields, ri~ges andupslope or down slope surfaces, necessity may requirethat crosswind landings be performed, When conditionsdemand and terrain features dictate, a crosswind landing isalso utilized to preclude the necessity of landing on a high,tilting angle or a dangerous tail low attitude. Prior toaccomplishing the crosswind landing, the pilot shouldevaluate the climatic conditions, including wind velocityand the terrain, and then proceed as follows: Engine RPMmaximum, approach landing spot from ciosswind directionif possible, and hover. Weld cyclic: control into direction ofwind to prevent side drift, and reduce:collective pitch anddescend as in normal landing.FLIGHT CHARACTER)S~)CS -IWANDLJ~NG AND StABI1ITYThe flight characteristics of this helicopter in general are

Report No. 28 AC 013

FM 9-6

ENSTROM 280

similar to other single rotor helicopters. The particu larrynoticeable difference is the handling ease and additionalstability that is evident during take-off, hovering, and allmodes of flight. To obtain or increase helicopter forwardspeed, simultaneously apply forward control stick andincrease main rotor pitch, and maintain:power throughconstant flight condition. Altitude is maintained through-out the entire range of forward and rearward flight speedsby fore and aft movement of the cyclic control stick incoordination with collective pitch application, Directionalheading is controlled by the application of lateral cycliccontrol and appropriate directional control pedal. Bladestall can only occurdwring flight and is caused by highangle attack on the retreating blade and occurs at theinboard section of the blade area. This condition can notbe encountered when the helicopter is operated within thespecified operating limits as stated in the Flight Manual.Blade stall is the result of numerous contributing factorssuch as g ross weight, low rotor RPM, ai rspeedacceleration and altitude. The condition is most likely tooccur at higher airspeeds and low operating RPM; it alsofollows that the condition will occur sooner with highvalues of altitude, gross weight, and angle of bank. Themajor warnings of approaching retreating blade stallconditions in the order in which they will generally beexperienced are:

1. Abnormal 3 per revolution vibration.2. Pitchup of the nose,3. Tendency for the helicopter to roll in the direction of

the stalled (left) side.At the onset of blade stall vibration, the pilot should takethe following corrective measures:

1. Reduce collective pitch.2. Increase rotor RPM.3. Reduce forward airspeed.4. Descend to lower altitude.5. Minimize maneuvering.

MANEUVERING FLIGHT

Movement and response of the flight controls whileconducting flight maneuvers is normal at all times whenthe helicopter is operating within the limitations set forthin the Flight Manual. Throughout the entire realm of flight,it will definitely be noted that minimum effort is requiredby the pilot for control of movement, and by use of trimsystem, a near zero control force effect effort is required,

Repor~ No. 28 AG 013

FM 9-7

ENSTROM: 280

regardless of the gross location.HOVERING FLIGHT

The hovering capabilities of the Model 280 Helicopter forboth in and out of ground effect hovering will allow flightoperations to be excellent.It should be remembered, however, that the performance ofall helicopters is affected by numerous factors such asclimatic conditions, altitude, tem pe rat u re and g rossweight. It is a known fact that in ground effect hoveringperformance is better than out of g ro u n d effectperformance for reason of the helicopter being in partsupported by a cushion bf air being provided by the rotordownwash when the helicopter is in close proximity to theground. Additional performance will also be realized whenoperating at low temperatures, which is the equivalent ofatmospheric density, and wind,li~vhich represents airspeed.Either of these conditions or a combination of bothincreases performance Since Ibw temperatures allow theengine and rotor to provide more lift and wind reduces thepower req u i red

STUDENT TRAININ%

Autorotation practice should be carried out over terrainsuitable for full autorotational landing in case ofinadvertent engine stoppage. Sudden power cuts to idleposition are not recommended since the fuel injector isquite sensitive to improper adjustment of idle mixture, idlerpm and sudden momentary leaning of mixture caused bysudden power reduction.

NOISE ABATEMENT

Increased emphasis on improving the quality of ourenvironment requires renewed effort on the part of allpilots to minimize the effect of aircraft noise on the public.We, as helicopter pilots, can demonstrate our concern foreni/ironmental improvement by application of the followingsuggested procedures, and thereby tend to build publicsupport for aviation:1. Pilots operating helicopters over outdoor assemblies

of persons, recreational and park areas, and othernoise-sensitive areas shou~d make every effort to flynot less than 2,000 feet above the surface, weatherpermitting, even though flight at a lower level may beconsistent with the provisions of governmentregulations.

Report No. 28 AC 013

FM 9-8

ENSTROM 280

2. During departure from or approach to an airport orheliport, climb after takeoff and descent for landingshould be made so as to avoid prolonged flight at lowaltitude near noise-sensitive areas.NOTE: The above recommended procedures do not

apply where they would conflict with ATCclearances or instructions, or where, in thejudgment, an altitude of less than 2,000 feet isnecessary for him to adequ~teiy exercise hisduty to see and avoid otheraircraft.

LEANING WITH AN ENSTRQM ECONOMY MIXTUREINDICATOR [EGT] [WHEN INSTALLED]Exhaust gas temperature (EGT) as shown on the Enstromeconomy mixture indicator may be used as an aid formixture leaning in cruising flight at 75% power or less,i.e., 23" M.P. 2900 RPM.To obtain a best power mixture, lean to peak EGT and thenenrich the mixture until the EGT is on the rich side of peakby an increment of 100" F.When leaning the mixture, if a distinct peak is notobtain ed use the corresponding maximum EGT as areference point for enriching the mixture to the desiredcruise setting.Note: Operation at peak EGT is not authorized except

temporarily to establish peak EGT for reference.Operation on the lean side of peak EGT or within 50"rich of peak EGT is not appibved. Any change inaltitude or power will require a recheck of the EGTi nd i cat i o n

COLD WEATHER OPERAIIONThe use of an external preheater and an external powersource (APU) is recommended whenever possible to reducewear and abuse to the engine and the electrical system.Preheat will thaw the oil trapped in the oil cooler whichprobably will be congealed prior to starting in extremelycold temperatures, When using an external power source,the position of the master switch is the ON position whilethe alternator switch is left in the OFF position until theAPU plug is disconnected from the helicopter.In very cold weather, the engine should be warmed upwithout the rotor system engaged for a period of 2 to 5minutes at 1000 RPM.

Remove all accumulation of snow and ice prior to flight.

Report No. 28 AC 013

F M-99ENSTROM 280

Failore to remove ice and can result inserious aerodynamic and struduralBffeds when and if flight isatten7pted.BLADE TAPE

Polyurethane leading edge tape can be installed on the mainrotor blades. if the tape is installed, it should be inspected beforeeach flight for hales, Misters, bubbles, separation, and security ofattachment.. If any defects are noted, the tape must be removedor replaced before the next flight. If the helicopter is operated inrain, the tape rife may be shortened considerably. Separation ofpart or ail of the blade tape can cause an extremely rough rotorsystem, In this event the helicopter should be landed as soon aspractical and the rotor system blades, and Made tape inspectedprior to further flight.LOSS OF TA1L ROTOR EFFECTIVENESS

l;oss of tail rotor effectiveness (LTE) is a phenomenon which canoccur in any single main rotor/anti-torque tail rotor helicopter.Although the 280 has a very eff~c2ive tail rotor end does notexhibit any tendencies for LTE, the pilot should be aware that thepotential for LTE, however small, doss exist. As such, pilotsshould be aware of the causes and recovery techniques.There are a number of factors which reduce the effectiveness ofthe tail rotor or increase the thrust required from the tail rotor.These factors include high power settings, low airspeeds, leftcrosswinds or tailwinds, and right, yawing turns. Under exactlythe nght conditions, these factors can combine to make the tailrotor virtually ineffective. This LTE can be recognized by anuncommanded right yaw which can not be stopped using the tailrotor pedals alone. Recovery from LTE Can be accomplished byincreasing forward speed, lowering the collective if altitudepermits, and applying left pedal. The longer corrective actionsare delayed, the more difficult it will~ be to recover from LTE.

Revised May 22, 1998 Report No. 28-AC-013

FM 10-1

ENSTROM 280

SECTION 10 1 DAYITOIDAY CAREIf you wish to obtain maximum performance anddependability from your 280 Helicopter, certain inspectionand maintenance requirements must be followed. It isalways wise to follow a planned schedule of lubricationand maintenance based on the climatic and flyingconditions encountered in your locality. Keep in touch withyour Enstrom dealer and take advantage of his knowledgeand experience. Your dealer is ready and willing to assistyou and to keep you abreast of all changes, whether it bemaintenance or periodic servicing of the helicopter.GROUND HANDLINGTolower the ground handling wheels, insert the slottedhandle facing forward. While applying a constant pressureto handle, release pin. Pull up and aft with a lifting motionuntil the holes line up. Insert:the locking pin. Keep a firmgrip on the handle until pin is in place.

CAOTION: 1.Keep your feet from under the skids.2. Stay on outside of skid, do not straddle.

MOORING

Although it is not generally necessary to tie down thehelicopter, a nylon rope can be attached to the landinggear cross tube at the oleo attach points. One blade shouldbe placed parallel to tail cone and tied to tail cone.TRANSPORTING

If transporting helicopter on trailer or truck, skids may besecured to bed of trailer allowing oleos to function.a. Remove three main rotor blades and store in blade box.b. Secure tail rotor.c, Disconnect battery.STORAGE

The m eta I -f i be rg I as s construction :of your 280 makesoutside storage practical, although inside storage willincrease its life just as inside storage increases the life ofyour car. If your 280 must remain inactive for a time,cleanliness is probablythe rriost im~ortant consideration.It is suggested that a canvas or nylon cover be placed overthe rotor head. If sf0ra~e is for an extended period, seeyour Lycoming Manual for p rese rvat i o n i n fo rm at i o nHOISTINGTo lift the entire helicopter,, the use of a nylon sling of

Report No. 28 AC 013

FM 10-2

EblSTROM 280

approximately 3,000 Ibs. capacity is required. The nylonsling is placed around each grip assembly.JACKING

It is possible to jack up the helicopter inboard of upperoleo attach points on forward and aft cross tubes.

CAUTION: Support the tail cone at extreme end.EXTERIOR PAINT

The finish of your helicopter should be kept clean. Itrequires no special care, Whenwashed, however, watershould not be sprayed directly into any bearings. Any goodgrade of car wax will help to maintain the condition of thefactory finish. It is very important that the main rotorblades be kept clean and free of dirt. Afterall, the bladesare an airfoil, and to get maximum lift, they must be clean.WINDOWS AND DOORS

The windows and doors are made from a fine grade ofacrylic plastic. These surfaces can be scratched if dirt,bugs or other foreign mate