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ATP Grid Index to Manufacturers Publications:
Enstrom
Helicopter
Model F-28A
Flight
Manual
Section
General Information
Title
Page
List of
Chapters (Table of Contents)
Manufacturers Introduction
Record of Revisions
Record of
Temporary
Revisions
Section 1 FAA
Approved
Section 2
Operating
Limitations FAA
Approved
Section 3 Normal
Operations
-FAA
Approved
Section 4
Emergency Operating
Procedures FAA
Approved
Section 5 Performance Data FAA
Approved
Section 6 F-28A
Supplements
FAA
Approved
Section 7
Weight
and Balance
Section 8
Operational
Instructions
Section 9
Day-To-Day
Care
jrk~k
End of Index
02/22/2008
Copyright
Aircraft Technical Publishers
Page
1 of 1
EN 0139 FM
NIFGI
INTRO
MANUAL
ENs,rROI\II
THISIS THE F-28A
Manufactured by
The Enstrom
Corporation, Menominee, Michigan
Ownership
of the F-28A
Helicopter
will
provide you
with a smooth,
distinctive, and comfortable mode of
flight geared
to the
concept
of
modern
transportation.
For business or pleasure,
the field of
operations
is
practically unlimited, as point-topoint
travel can be
accomplished
from either
prepared or
unprepared
areas. The distinctive
appearance
of the F-28A is
symbolic
of
prestige
and its
high perform-
ance capabilities.
Under the
graceful
lines of the F-28A is a ruggedly
constructe~
helicopter designed
for
easy servicing,
minimum mainten
ance, dependability
and ei~onomical operation.
Iffeceived.
By
ATP
Copyright
1972 Enstrom
Corporation, Menominee, Michigan,
U.S.A.
Revised 6/1/72
RECORD OF REVISIONS
At~pr
MFGREV
NO DESCRIPTION ISSUEDATE ATPREVDA INSERTED BY
Original
Issue 5/22/98 3/5/08 SHY
2/22/2008
RECORD OF TEMPORARYREVISIONS
^ rp
TEMP ATP REV INSERT DATE REV REMOVE
REVNO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
2/22/2008
TABLE OF CONTENTS
F-28A DESCRIPTION
Interior
Ana,ngemeat i:: .i ii r. i.-:,
i
.i,. !I, ,i
PM-0-1
i
;:I
i
AirInduction
Systein
FM-O-1
PowerPlant FM-O-?
Oil
System
PM-0-1
Oil
System
Indicators Oil
Temperature
and Pressure
Gauges
FM-O-1
Engine
Controls FM-O-1
Throttle FM-O-1
MixtureControls FM-0-2
Magneto
Switch FM-e2
StarterButton FM-0-2
MasterSwitch FM-0-2
Cabin Heat FM-e2
Clutch
Engaging
Lever FM-e2
Fuel
System
FM-e2
Auxiliary
Fuel
Pump
Switch FM-e2
Fuel
Quantity
Indicator FM-0-2
Fuel Pressure Indicator FMb-3
Transmission
System
FM-e3
Main RotorTransmission
Temperature
Indicator FM-0-3
Tail RotorTransmission FM-e3
Rotor
System
FM-e3
Main Rotor FM-e3
Tail Rotor FM-e3
RotorTachometer FM-0-3
Flight
Controls FM-Q-3
Cyclic
Control FM-e3
Stabilizer FM-0-4
Collective Pitch Control. ii.
I
FM-Q-4
Directional Contro:l Pedals FM-e4
Flight
Instruments.,
I.....,,...,......~
FM-0-4
Airspeed
Indicator FM-0-4
Altimeter FM-e4
Compass
FM-e4
FreeAir
Temperature
Indicator FM-e4
Electrical
System
FMIO-4
Direct Current Power
System
FM-e4
Instrument Panel Illustration. FM-0-5
Electrical PowerPanel FM-06
Lighting Equipment
FM-0-6
Position
Lights...........,
FMIO-6
Anti-Collision
Lights
FM-O~
Landing light
FM-dG
Revised:
May 22,
1998
Report
No, 28-AC-009
Ground
Handling
Wheels FM-0-6
BaggageCompartment- FM-0-6
InteriorView ofCabin FM-e7
Specifications
ofF-2BA FM-0-8
Preflight
Inspection,....:
FM-O-10
Exterior
Prefiight Inspect~on
of F-28A
FM-O-10
Interior
Prenight Inspection FM-O-11
Exterior
Inspection
Illustration FM-0-12
SECTlON 1 FAA
Approved
FAA
Approval
FM-1-1
F-28A
Log
of
Pages
andRevisions FM-1-2
F-28A
Log
of
Supplements
FM-?-3
SECTION 2 OPERATINGLIMITATIONS FAA
Approved
Power Plant Limitations FM-2-1
Rotor-
Flight
Limitations
(PowerOff)
FM-2-1
Instrument
Markings
FM-2-1
Airspeed
Limitations FM-2-2
Altitude Limitations FM-2-2
Weight
Limitations FM-2-2
Centerof
Gravity
Llmltat~ons FM-2-2
Type
of
Operation
FM-2-2
Placards FM-2-3
SECTION 3 NORMALOPERAflONS FAA
Approved
F-28A Normal
EngineStarting
Procedures FM-3-1
F~128A
EngineStarting Procedures, Hot Condition FM-3-1
F-2BA Rotor
Engagement
FM-3-2
F-28A
EngineWarmup
andGroundCheck FM-3-2
F-28A
Engine Cooling
and Shut Down Procedure........., FM-3-3
Flight
Information FM-3-3
Throttle Correlation Device FM-3-4
SECTION 4 EMERGENCY OPERAT1NG PROCEDURES FAA
Approved
Engine
Failure FM-4-1
Lighting
Failure FM-4-1
Fire FM-4-1
Fireon Ground FMJC1
Fire in
Flight
FM-4-1
Tail Rotor
(Antl-torque) System
Failure FM-4-2
Tail Rotorbrive
System
Failure FM-4-2
Tail RotorControl
System
Failure FM-4-3
Pitch LinkFailure FM-4-3
Failure ofLeft Pedal Controls FM-4-3
Failure of
Right
Pedal Controls FM-4-3
Landing
in
Water(Ditchlng)
FM-4-4
Ditching
With Power FM-4-4
Ditching
Without Power FM-4-4
AltematorFailure FM-4-9
Main RotorGearbox FM-4-5
Abnormal Vibrations, FM-4-5
RavicPrl hAnv 33 ReDort No. 28-AC-009
SECTION 5 PERFORMANCE DATA FAA
Approved
Best Rate of Climb
Speed
FM-5~1
Minimum Rate of
DescentSpeed
FM-5-1
VNE
VS
DensityAititudeChart, Figurel
FM-5-1
Mddel
F-28AAirspeedCalibration, Figljre2
FM-5-2
HoverCeiling
in Ground
Effect, Figure
3 FM-5-3
Height Velocity Diagram (Operation
at Sea
Level)-
Figure
4s FM-5-4
Height Velocity Diagram (Operation
at
7,000 ft.)-
Figure
4b FM-5-5
Density
Altitude
Chart, Figure
5 FM-5-6
Rate of Climbvs
Density
Altitude
Chart, Figure
6 FM-5-7
SECTION 6 F-28A SUPPLEMENTS FAA
Approved
No, 1 External Loads FM-6-1
No, 2 Float
Landing
Gear FM63
No.3 ExternalLitter FM~-9
No. 4 External
Mounting
of
Auxiliary
Fuel Tank .,.......,.FM-6-10
SECTION 7 -WEIGHT 8 BALANCE
Information
FM-7-1
Weight
8 Balance FM-7-1
Tools 8
Equipment
FM17-1
DetailedProcedurefor
Weighing
F-28A Series
Helicopter
FM-7-1
Loading
Information FM-7~5
Weight
8 Balance
Report
F-166
AircraftActual
Weight Report
F-167
Aircraft
weight
8 GIG. Calculation F-~68
F-28A
Equipment
List F-~57
Basic
Weight
8 Balance Record F-165
SECTION 8 -OPERATIONALINSTRUCTIONS
Introduction
FM-8-1
Taxiing
FM-8-1
Takeoff
Type
ofTakeoff FM-8-1
Normal Takeoffto Hover
FM-8-~
Normal Takeofffrom Hover FM-8-1
Maximum PowerTakeoff FM-8-2
Maximum PowerTakeofffrom ConfinedAreas FM-8-2
CrosswindTakeoff FM-8-2
Normal
Approach
for
Landing
FM-8-3
Steep Approach
FM-8-3
Landing Landing
Site Evaluation FM-&3
WindDirection and
Velocity
FM-8-4
Normal
Landing
FM-8-4
Crosswind
Landing
FM-8-4
Flight
Charaderistics
Handling
andStability FM-&5
Maneuvering Flight
FM-8-5
Hovering Flight
FM-8-5
Level
Flight
Characte~stics
FM-&6
Revised:
May 22,
1998
Report
No. 28-AC-009
Student
Training FM-&6
Blade
Tape FM-8-6
Loss ofTail RotorEffectiveness
FM-S-6
SECTION 9 DAY-TO-DAYCARE
Dayto Day
Care of\/ourF-28A
FM-9-1
Ground
Handling FM^ 9-1
Mooring
YourF128A
FM-9-1
Transporting
YourF-28A
FM-9-1
Storage FM-9-1
Hoisting FM-9-~
Jacking FM-9-2
ExteriorPaint
FM-9-2
Windows andDoors
FM-g-2
Upholstery
and
Carpets
FM-9-2
Landing
GearShockStruts FM-9-2
PlrCleanerorFilter
FM-9-2
Lights FM-9-2
Battery.....:
FM-9-3
Dampers-
Ma~n Rotor FM-9-3
fransmisslon- Main FM-9-3
Transmission-Tail Rotor FM-9-3
Lubrication
FM-9-3
Excessive Grease FM-&-3
Main RotorandTailRotorBlades FM-&3
Fuel
FM-9-4
Oil FM-9-4
Cooling System FM-&4
Required
FAA Forms FM-9-4
Revised:
May 22,
1998
Report
No. 28-AC-009
FM 0-1
F-28A DESCRIPTION
One of the first
steps
in
obtaining
the utmost
performance,
service,
and
fl~ing enjoyment
from
your
F-28A is to familiarize
yourself
with its
equipment, systems,
and controls,
The Enstrom
F-28AHelicopter
is
designed
for
high performance,
mechanical
simplicity.
and maximum
versatility. By
virtue of
component longevity
and minimum maintenance
requirements,
the
F-28A
enjoys
the lowest operating:cost
of
any helicopter,
The
rugged, patented
rotor head, combined with the (51 Ibs each)
rotor blades, gives
unheard-of
stability
and excellent auto-
rotational characteristics.
INTERIOR ARRANGEMENT
The cabin interior is a fu~\, three-place. side-by-side seating
arrangement
with a spacious
61" width for maximum
pilot
and
passenger
comfort and
safety.
The instrument
panel
is on the
horizontal
plane
for more natural
scanning
and is
conveniently
located for dual
pilot viewing.
Excellent
visibility
is offered
through
the tinted
plexiglas wrap-around
windshield and doors
with overhead and lower deck windows. Extra-width,
swing-open
doors close
securely
with
simple-to-operate safety
lock handles.
The
helicopter can be flown with either
left, right, or bath
doors off.
AIR INDUCTION SYSTEM
The air induction
system
consists of a filtered non-ram air
intake located within the
engine compartment.
It
incorporates
a
spring-loaded,
automatic alternate air source.
POWER PLANT
A
Lycoming
HIO-360-C1A or HIO-360-C1B 205 HP four
cylinder
opposed engine
is used in the F-28A
Helicopter,
The
engine
is
delivered with
platinum spark plugs.
NOTE: It is recommended that the
appropriate lycoming
Operators
Manual be consulted prior
to
any adjustment
or repair to the
engine,
OIL SYSTEM
The
Lycoming engine employs
a wet
sump
lubrication
system.
It
has a
capacity
of 8
quarts.
A
bayonet-type
oil
quantity gauge
with
graduated markings
is
part
of the oil tank filler
cap
and
is accessible
through
the left-hand side
cowling
of the
engine.
Engine
oil
cooling
is
accomplished by
an oil cooler with thermo-
static valves and
by-pass provisions.
It is located on the
right-hand
side of the
engine compartment.
OIL SYS1EM INDICATORS OIL TEMPERATURE AND PRESSURE GAUGES.
Standard
type gauges
are provided
for both the
engine
oil
temperature
and oil
pressure
indications. Both
gauges
are
marked to
provide
visual
engine operating
limitations and are
located on the instrument
panel.
ENGINE CONTROLS
THROTT1E. A
twist-grip type
throttle is located on the
collective pitch
control stick for direct control of
engine
81\/74
FM 0-2
powe
r.
It is manually connected to the fuel servo th rottl e
valve on the
engine.
MIXTURE CONTROL. A mixture control
push-pulll
control knob is
provided
on the center of the console. It is
pushed
in
during
all
flight operations. Shutting
off the
engine
is
accomplished
by placing
the mixture control in the IDLE CUT OFF
position.
MAGNETO SWITCH. The
magneto
switch is a
key-operated
switch
located in the center of the instrument
panel.
For
starting,
place
the switch in the BOTH
position.
STARTER BUTTON, The starter button is located on the end of the
collective control. Push to
engage.
MASTER SW~TCH. The master switch is located on the instrument
panel
next to the master switch circuit breaker. It is a
single-throw, two-position
snifch.
CABIN HEAT
The cabin heat control is located at the left-hand side of the
pilots seat, on the floor.
By moving
the control in or out,
the
operator regulates
the amount of cabin heat
through
the
output
louvers located in the center of the floor under the
instrument
panel.
CLUTCH ENGAGING LEVER
The clutch
engagement
lever is located at the
right
side of the
pilots seat on the forward face of the seat structure. The
clutch lever is
provided as a means of
engaging
and
disengaging
the rotor drive
system.
The rotor drive
system
is
engaged by
pulling
the clutch lever
upward
and rearward until the lever
hits the
stop
and the
warning light goes
out. The handle can
then be stowed
by lifting
it
straight up
and
pivoting
it down to
the floor. When it is in the stowed
position,
the handle should
lie flat on the floor. If it does not lie flat on the floor in
the stowed
position,
the clutch
,igging
should be checked as
described in Section 8 of the Maintenance Manual. The clutch
lever must be stowed whenever the rotor drive
system
is
engaged.
FUEL SYSTEM
The
system
consists of two interconnected fuel
tanks. which feed
simultaneously
to the
engine. They are located on the left and
right side of the aircraft over the
engine compartments,
The
tanks have an individual fuel
capacity
of 15
gallons
each. Each
fuel tank is
gravity
fed to a central
distributing
line which
connects to the electricboost
pump
and
engine
driven
pump.
The
fuel control vaIve is an off-on
type
and is located on the
firewall 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 the firewa11 in the
engine
compartment
and extends
beyond
the side
panel.
AUXILIARY FUEL PUMP SWITCH. The fuel boost
pump
switch and fuel
pressure warning lights are located on the instrument
panel.
FUEL
QUANTITY INDICATOR. The fuel
quantity gauge continuously
indicates the total
quantity
of fuel. It is hooked
up through
a
simple
Revised:
August 29, 1985
Report
28-AC-009
type liqu
idometerfloat located in the
righthand
fuel tank,
Fuel Pressure Indicator. the
fuelbressure
indicator
provides
PSI
pressure readings
of the fuel as delivered to the flow divider, The
indicator is marked for normal
operating range
from O 12 PSI,
TRANSMISSION SYSTEM
The main transmission unit
provides an 8.7871 reduction ratio
between the
engine
and the main rotor, The transmission incorporates
a free-wheeling
unit in the
upper pulley assembly,
which is mounted
on the
output pinion
shaft. The
free-wheeling
unit
provides a dis-
connect from the
engine
in the event of a
power
failure and
permits
the main and tail rotors to rotate in order to
accomplish
safe auto-
rotation
landings.
Six
pints
of No. 90 wt. oil are used in the
transmission. The main rotor transmission has a
sight gauge
which is
located on the aft
right-hand
side and is visible
through
an
opening
in
the
baggage compartment,
Main Rotor Transmission
Temperature
Indicator, A main rotor
transmission
gauge
is located on the instrument
panel
and is redlined
at 2200 F.
Tail Rotor Transmission. The tail rotor transmission, mounted at the
aft end of the tail
cone, supports
and drives the tail rotor. The tail
rotor transmission is
equipped
with a selfcontajned lubricant
supply
and level
gauge
at the rear of the
housing
and a
magnetic plug
can
be removed to
inspect
for metal
particles,
Its
capacity
is
pint
of No.
10 oil.
ROTOR SYSTEM
Main Rotor. The main rotor is a three-blade, fully
articulated
system.
The
fully
articulated
system
in the F-28A
Melicopter provides
smooth
control
responses
in all modes of
flight;
and due to the kinetic
energy
stored in the
heavy
rotor blades,
allows for
easy-to-perform,
safe
autorotation
landings
in the event of
power
failure. The rotor assembly
consists of three allmetal bonded blades,
upper
and lower rotor hub
p--~,,
plates,
universal blocks, blade
grip assemblies,
and lead
lag hydraulic
dam
pe
rs.
Tail Rotor. The tail
anti-torque rotor counteracts the
torque
of the
main rotor and functions to maintain orchange
the
helicopter heading,
The tail rotor is a two-bladed, teetering, delta-hinge type assembly.
Rotor Tachometer. The rotor RPM indicator is
part
of a
dualpurpose
tachometer which also reads
engine
RPM,
FLIGHT CONTROLS
Cyclic
Control, The
Cyclic
control stick is similar in
appearance
to the
control stick of a fixedwing
aircraft. The direction of stickmovement
results in a change
of the
plane
of rotation of the main rotor and will
produce a corresponding
directional movement of the
helicopter
through
the
longitudinal
and lateral modes of
flight.
The stick
grip
FM-0-4
incorporates a trigger-type
switch used for radio transmissions. A trim
switch is also locatedon the
cyclic
stick
grip to control the
longitudinal
and lateral trim motion.
Stabilizer. An
all-metal, fixed-position
stabilizer
adjusted to a -40 is
installedon the tail cone assembly
for
longitudinal
trim.
Collective Pitch Control. The collective
pitch
control lever is located
to the left of the
pilots position
and controls the vertical mode of
flight.
A
rotating, giiptype
throttle islocated at the end of the
collective control.
Directional Control Pedals. The directional control
pedals are located
in the cabin forward of the
pilot and/or co-pilot,
When
moved,
these
adjustable pedals change
the
pitch
of the tail rotor blades and
thereby
provide
the methodof
changing
directional
heading.
F~IGHT INSTRUMENTS
The standard
flight
instruments which are installed in the F-28A as
basic
equipment comply
with the
requirements under visual
flight
rules for
day
or night operation.
The
panel arrangement provides
ease of visual observance and includes
space provisions
for installation
of additional instrumentsto meet individual
requirements.
Airspeed
Indicator. The sindlescale
airspeed
indicator is calibrated in
MPHand
provides an indicated
airspeed reading at
any
time
during
forward
flight.
The
pitot tube,
which
provides
air
pressure source,
is
located below the cabin nose section. Staticair
pressure
for instrument
operation
is derived from two staticvents located on either side of the
tail cone assembly.
The
openings
in the
pitot
tubeand staticvent
ports
must be maintained obstruction-free and clean at all times for
proper
instrument
operation.
Altimeter. The altimeter is a sensitive
type
that
provides
distance-
height readings
from 0 to 25,000
feet. The
long
hand in a single
complete sweep
of the dial totals
1,000 feet;
and the short hand
totals the thousands of feet altitude. The instrument is vented to
the same static
port
ventsas the
airspeed
indicator.
Compass.
A standard aircraft
quality magnetic compass
is mounted
on the front of the cockpit
within
easy sight
of
pilot or copilot.
It is to be used in
conjunction
with a
compass
correction card located
adjacent
to the instrument.
Free Air
Temperature
Indicator. The free air
temperature
indicator
is a direct
reading,
hi-metallic instrument with a stainless steel
probe.
This instrument
provides
ambient
temperature
information
which,
when
utilized,
will assist in
determining performance capabili-
ties of the
helicopter at the
existing
climaticcondition. The indicator
is located in the
top
of the
canopy.
ELECTRICALPOWER SUPPLYSYSTEM
Direct Current Power
System.
The basic
power supply system
is a
FM05
(7
1
(t1) (1~)
ir3FPI GI NAL
~E Receiveel
By
ATE
KEY TO INSTRUMENT PANEL
1 Manifold pressure/fuel pressure
16
Engine
hour metei
2 Fuel
yuantity
17 Clock
3 011
pressure
18 Panel
light
4 Main rotor gear
box 19 Running lights
5 Oil
temperature
20 Anti-collision
light
Ammeter
21
Landing light
7
Cylinder temperature
22 Alternator switch
8 Radio circuit breaker
23 Panel
light
circuit breaker
9 Altimeter
24 Running light
circuit breaker
10 Airspeed
25 Anticbllision
light
circuit breaker
11
Rotor/engine
tachometer
26 Landing light
circuit breaker
.I--
2f
Ignition
circuit breaker
12 Panel
light
dimmer switch
13
Ignition
switch
28 Instrument CL circuit breaker
14 Master switch and circuli breaker
29 ~rim motor circuit breaker
15 Fuel
pressure
indicator
and boost
pump
switch
P M-o6
12-volt direct current
system,
with a
negative ground
to the
helicopter
structure. A belt-driven alternator is located on the aft
part
of the
engine
and is used in
place
of a
generator,
One 12-volt
battery
is
located in the
right-hand
side of the
pilots compartment
and serves
as a stand-by power
source supplying power
to the
system
when the
alternator is
inoperative.
Electrical Power Panel. The
following
switches and circuitt~teakers
are located on the
right-hand
side of theinstrument console within
easy
reach of
pilot or co-pilot: landing fight, navigation light,
position light, alternator,
instrument
light,
and masterswitch.
LIGHTINGEQUIPMENT
The basic
helicopter
is
equipped
with the
required lights necessary
for
VFR
night operation plus
additional
lightingequipment
for
utility
and
convenience
purposes,
The electrical
panel
on the
right-hand
side of
the instrument console contains the
protective
circuit breakers and
control
panels
forthe
lightingequipment.
Position
Lights.
Two
position lights are located one an either side of
the forward cabin structure and two
lights
are located aft of the
stabilizer on the tail cone.
Anti-Collision
Lights.
The anti-collision
lights
have a rotating,
flashing
action that
provides
for
adequate
identification of the
helicopter.
One anti-collision
light
is located on
top
of the
fuselage
aft of the
cabin,
and the other
light
is located forward of the cabin
structure under the
pilots compartment. They are operated by
the
anti-collision switch locatedon the
panel.
Landing Light.
The
landing light
is of the
permanent
extend
type
and
is mounted on the underside of the cabin structure and set in the
desired
angle
for the best forward illumination, The switch for
operation
of the
landing light
is located on the instrument
panel
in
the electrical console section.
GROUND HANDLING WHEELS
Each
landing gear
skid tube has a manually operated overcentering
device to lift the skids for installation of the wheels or retracting
them
them for
flight.
The
ground handling
wheels should be retracted and
the
helicopter
allowed to rest on the skids when
engine run-up
is
being
performed or when
helicopter
is
parked.
BAGGAGE COMPARTMENT
The
compartment
for
storage
of
baggage
is
provided
in the tail cane
assembly
aft of the
engine compartment.
Access to the area is
through a single
door 16cated on the
right-hand
side and has a lock
for external
locking.
The
capacity
of the
compartment
is
approxi-
mately
10 cu, ft, and has an allowable
loading capacity
of 60 Ibs,
FM0-7
FUEL SHUT Off
ROTOR CLUTCH
COLLEC1IVE S1ICK
STARTER
BUTTON
;f
C~LLECTIVC FRICTION
CABIN HEAT CONIROL
ORIGINAL
as
Received
By
ATP
COMPASS i 1
idi
CYCLIC TRIM MIXTURE CONTROL
CYCLIC STICKS
-v
cneiiu HEAT
OUTLET
RUDDER
PEDALS
FM-0-8
F-28A SPECIFICATIONS
Power Plant
Type
LycomingOpposed
Designation
HIO360C1A
Cylinders
4
Normal
power
205 HP
Normal RPM 2900 RPM
Specific
fuel
consumption
.5 Ibs.
hp/hr,
Weight
322 Ibs.
Oil 8
qts.
15 Ibs.
Performance
Maximum speed 112V,,
Best rate of climb 58 m,
p.
h. I.A,S.
Normal fuel
capacity
30 U.S.
gal,
176 Ibs.
Rate of climbat sealevel 950 FPM
Hoveringceiling
IGE ft. 5600
Operating
RPMs
Engine
2900
Tail Rotor
2365
Main Rotor
330
Main Rotor Autorotation
Range
313 385
Ratios
Lower to
upper pulley
1:1:226
Main Rotor Gear Box 1:7:154
Tail RotorGear Box 1:1
Engine
to main rotor
8,7871
Dimensions
Width (overall)
28 2"
Rotor diameter
32
Height (overall)
9
Length (overall)
29 4"
Cabin width at seat
61"
Tread LandingGear
7 4"
Rotor
System
Number of
blades,
main rotor 3
Chord main rotor blade 9.5"
Disk
area,
main rotor 804sq,ft.
Main rotor
RPM 330
Tail rotor diameter 4.67
Number of
blades,
tail rotor 2
Chord,
tail rotor blade 3.375"
FM-0-9
Weight
Designed gross weight 2150 Ibs.
Empty weight 1450 Ibs.
UsefuI load
aoo Ibs.
C. G, travel
6;
FM 0-10
ENSTROM F-28A
PREFLIGHT INSPECTION
After familiarizing yourself
with the
equipment
of
your
F-28A,
the
primary
concern will be its
operation.
This checklist is
designed
to be used as a reference
guide
while
performing
the
preflight
inspection. Detailed information is
found in the Handbook of Maintenance Instructions. Thoroughly
familiarize
yourself
with this Manual before util i ti
ng
this
checklist. Prior to
starting
the complete preflight inspection,
check the
following
items in the
cockpit: ~battery
switch OFF,
magneto
switch OFF,
all other switches OFF,
fuel valve ON.
F-28A Exterior
CAUTION: Remove all covers and
locking
devices.
i. Check left hand door for
security.
2. Check windshield for cracks.
3. Check
pitot
tube for obstructions.
4. Check
landing lights,
beacon
and
navigational 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 1
3/4"
from red line struts clean and tires
properly
inflated.
7. Check
right
hand
landing gear
for
security.
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.
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.
18. Check stabilizer for
security.
19. Check left and
riyht position lightsfor operation
and
security.
20. Check tail rotor
pitch
links for
binding
or looseness.
Check tail rotor blade for
security
and
leading edge
for
nicks, bonding separation
and
general security.
21. Check tail rotor guard
for
damage
and
security.
22. Check left hand static
port opening
unobstructed.
23. Check ~nain rotor blades for nicks, bonding separation
orfor
I
ioosen~ss. If blade
tape
is installed, inspect tape
holes, bubbles or blisters, or separation
and
lifting.
24. Ch~ck main rotor
pitch
links for
binding or looseness.
25. Check
cyclic
and collective
walking
beams for
security.
J
Revised. :~a3
Rtport
rio. 28-AC-009
FM-O~11
26, Check blade
dampers
for
propersecurity
and oil level.
27. Check left hand fuel tank FULL 100/130 octane
cap
secured
28, Check
engine
oil 6
quarts minimum, 8
quarts
maximum.
29, Check fuel
system
for leaks;
30 Check exhaust manifoldforcracks and looseness.
31. Check engine
foroil leaks.
32. Check belt drive
system.
33. Check left hand shock struts-piston
extension should be 3/4" to
13/4" from red line-struts clean and tires
properly
inflated.
34. Check left hana
landing gear
tor
security,
F-28A Interior
1. Check and
adjust
rudder pedals.
2. Check seat belts fastened or stowed.
3. Doors latched.
4, Set collective full down.
5, Check clutch
disengaged.
6, Check throttleCLOSED.
7, Check mixture \DLE CUT OFF.
8. Check fuel valve ON.
9, Check
magneto
switch OFF.
10, Radio switches OFF,
11, Set master switch ON.
12, Check fuel
quantity.
13, Check fuel
pressure warning light (press to test).
14. Check trim motorsfor
operation.
15. Check controls forfreedomof
operation.
16, Set aftimeter,
m
X
-i
m
~I
O
~I
~LIC
Z
i
Z
V)
D
m
I
o
O
f
r
rr
~_
Z
I
(C
START~
ORIGINAL
A,s Received
By
AfP
NOTES
NOTES
FM11
ENSTROM F-28A
SECTION 1
Type
Certificate No.
H1CE
Registration
No.
Approuedby
~q
~q
for Chief, Engineering
and Manufacturing Branch
Flight
Standards Division
Central Division
Federal Aviation
Agency
May 21,
1968
REPRINT OF BASIC MANUAL
DATED MAY
21, 1968
NOTE:
Mandatory compliance
with the datacontained in this section
is
required by
law. This document must be carried in the aircraft
at all times.
FAA
Approval: May 21,
1968
Reprint
6/1/72 ReportZB AC 069
FM-1-2
ENSTROM F-28A
ENSTROM F-28A LOG OF PAGES AND REVISIONS
Rev.
Pages Description Date F.A.A.
Approved
No.
1 2A1-2
2B-f-3
2C1-3
Reprint
of Basic Manual
2D1
DBted May 21.
1968 3C~
26-1-6
2 ALL Reprint
of Basic
Manual with fypo
graphical Corrections
and
Page
N u m b e r s C h a n g e d
b\
3 FM33 Added information
on Throttle Correla
tion. Added Page
FM34, Revised
s~
i~
~.cenaq
1 rhru 7 in index.
4 FM-2-3 Placard added
FM2-4
O PaSe
FM2-4
for Ni, Cad, Batt.
a
k~.
Installation.
Approved for
Chief, Engineering and
Manufacturing Branch,
Flight Standards
Division,
Great Lakes
Region
Federal Aviation
Agency
INOTE:
All revisions are indicated
by a black vertical line
NOTE: Check
page
2A-3 for
supplimental applicability.
FAA
Approval: May 21~ 1968
Revised 4/3/74
Report 28 AC 009
ENSTROM F-28A FM-1-2. 1
ENSTROM F-28A LOGOF PAGESAND REVISIONS
~m
~i r~
PreriCtion a(lfe F~A.
6 I FL~COI Abdd
FLSI~ Rv)od
FM~-1 nHird
HA1-2 Rvhd
F~-C1 Rlulud
FM-+1
FAW~ I Lddd
CM4$ I
FM63 Rnird
FM6a Rwlrd
FMS6I ~ddd
FM-GB Rnleed
FM81 Rvird
CMPB AdW
Fcrm F-167 Revieed
6 FH-- 2- 3 hddad
placard
PH-3-2 and
operatioapl
FM- 3- 3
iaftormation,
FH0-2 Added infe
2q
FH1-2B Revised
AUC
7
FH2-3 Added
placard
85
FH3-2 Added info
0-10 AddQd Bl6de
Tap
~7
Infornat~on
8 M- 3- 3 ninor Revit~on
841
Approved
for
Manager
Chicago
Aircraft Certification Office
Central
Region
Federal AviationAdministration
NOTE: All revisionsare
indicated
by
ablaclt vertical line.
I
NOTE: Check
page
FM-13 for
supplemental applicability.
FrL4
Approval: May 21,
1968
Revised:
February 17,
1989
Report
No, 28-AC-009
FM-1-2.2 ENSTROM F-2BA
ENSTROM F-28A LOGOF PAGESAND REVISIONS
~k*.
No.
O( BA~A.
F)3-8-61Added
Blade
tape
rJ
fM-9-31Inforarat~on
JBtrY~
8
FM-9-41Minor Reultion
PC1
FM-9-S.Moved text
9
FM14-51Added Pacle
~Jisp
TaMe of AddedandRevised
Contents
I Page Numbering
B
FM-1-22
I
FAA
Approval
FM4-4 Revised
Emergency
FM-CS
Procedure and
M o v e d e x t X
10
FM-&5 MovedText
FM-8-6 AddedText
Approved
for
Manager
Chicago
Aircraft Certification Office
Central
Region
Federal AviationAdministration
NOTE: All revisionsare indicated
by
ablackvertical line.
NOTE: Check
page
FM-13 for
supplemental applicability.
FAA
Approval: May 21,
1968
Revised:
May 22,
1998
Report
No. 28-AC-009
FM13
ENSTROM F-28A
ENSTROM F-28A LQG OF SUPPLEMENTS
Supp.
Pages Description
Date F.A.A. Approved
No.
FM-6-1
69
1
FM6-2
Cargo
Hook
b~J\
FM-63FM-68
Float Landing
Gear
d:
3 FM-6-9
External Litter
4 Auxiliary
FuelTani~
Approved
for Chief, Engineering
and Manufacturing Branch.
Flight
Standards Division,
Great Lakes Region
Federal Aviation Agency
INOTE: All revisions are indicated by a black vertical line
FAA
App~ovai: May 21, 1968
Revised 4/3!74 Report 28 AC 009
NOTES
NOTES
ENS+ROM F-28A FM-2-1
NOTE:
Mandatory compliance
with the data contained in this section
is
requiredby
iaw.
FAA OPERATING LIMITATIONS
POWER PLANT LIMITATIONS
Engine: Lycoming
Model
HIO360CIA or HIO360-CIB
Fuel: 100/130 minimum
grade
Oil Viscosity:
Above 600F SAE 50
30 900 F SAE 40
0- 700F SAE 30
Below 100F SAE 20
Horsepower:
205 HP all
operations
2900 RPM
Operating Engine
RPM: 2900 maximum
2750 minimum
Engine Idling
RPM: 1400 minimum (clutch
disengagedj
Manifold Pressure: Full throttle, sealevel
engine
Oil Temperature:
2450 Maximum
Oil Pressure: 60 90 PSI,
normal
operation
25 PSI, idling
minimum
100 PSI, starting-warmup
Transmission Oil
Temperature:
2200F maximum
Cylinder
Head
Temperature:
4750F maximum
ROTOR FLIGHT LIMITATIONS(POWER OFF)
Maximum: 385 RPM
Minimum: 313 RPM
INSTRUMENT MARKINGS
Roto r Red Line 385 RPM
Tachometer Red Line 313 RPM
Green Are 313 385 RPM
Engine
Red Cine 2750 RPM
Tachometer Red Line
2900 RPM
Green Are 2750 2900 RPM
Airspeed
Red Line
112 MPH
Indicator
FAA
Approvai: May 21, 1968
Reprint 611/72 Revised 811/74 Report 28 AC 009
ENSTROM F-28A FM-2-2
Oil
Temp.
Red Line 2450 F
Green Are 120" 2450 F
Yellow Are 600 1200 F
Oil Pressure Red Line 100 PSI
Green Are 60 100 PSI
Yellow Are 25 60 PSI
Red Line 25 PSI
Cylinder
Head Red Line 4750 F
Temperatures
Green Are 2000 4750 F
Transmission Red Line 2200 F
Oil
Temp.
Green Are 00 2200 F
AIRSPEED LIMITATIONS
Never exceed
speed:
V,,:
112 MPHIASat S.L.
forvariationswith
altitudesee Fig.
1
ALTITUDE LIMITATIONS
Maximum
operating: 10,000
feet
pressure
altitude
Maximum for takeoff
and
landing: 7,00J feet
density
altitude
WEIGHT LIMITAflONS
Maximum
Approved
Weight:
2150
pounds
CENTER OF GRAVITY LIMITATIONS
Forward: 92.0 inch Station
Rearward: 98.0 inch Station
This
helicopter
is to be loaded in accordance with SECTION
71
LOADINGINFORMATION.
NOTE: Station 0 (Datum) is located 100 inches forward centerline
of main rotorhub.
TYPE OF OPERATION
The
helicopter
is
approved
for
operation under DAY NIGHT
VFR NON-ICINGconditions.
Night operation
authorized under visual contact flight conditions.
Orientation must be maintained
by grcuntl light or
adequate
celestial
illumination.
Instrument
flight prohibited.
FAA
Approval: May 21, 1968
Reprint 6/1/72 Revised 8/1/74
Report 28 AC 009
FM 2-3
ENSTROM F-28A
No acrobatic maneuvers permitted,
Crosswind and downwind: When
hovering or landing, adequate
flight
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 THE
OPERATING LIMITATIONS SPECIFIED IN THE FAA APPROVED ROTORCRAFT
FLIGHT MANUAL,
AIR SPEED LIMITATIONS MPH
Never Exceed
Speeds
Miles
per
Hour IAS
Pressure Outside Air
Temperature
OF
Altitude -20 O 20 40 60 80 100
SL 112 112 112 112 112 104 98
2000 112 112 112 105 98 92 87
4000 112 106 99 92 87 83 80
6000 100 98 88 83 79 75 72
8000 89 84 79 75 71 68
10000 80 75 71 68 65
12000 72 68 65 62
"NO SMOKING" (This placard
not required
when an approved
ashtray
is installed.)
"THIS HELICOPTER IS APPROVED FOR OPERATION UNDER DAY NIGHT
VFR NON-ICING CONDITIONS ONLY,
"60 LBS. MAX. THIS COMPARTMENT" when
baggage compartnient
is
installed,
"STOW FLAT ON FLOOR BEFORE FLIGHT /This placard to be placed
I
on clutch handle.)
"COLIECTIVE FRICTION TO BE USED FOR GROUND OPERATION ONLY"
(This placard
to be
placed adjacent to the collective friction
device.)
FAA
Approved: May 21, 1968
Report
28-AC-0O9
Revised:
August 29, 1985
ENSTROM F28A FM2-4
FOR NICKELCADMIUM BATTERY INS~ALLATION ONLY
BATTERY TEMPERATURE ALERT
1200 F MONITER BATTERY TEMPERATURE ~AMBER
LIGHT)
1300 F TURN OFF ALTERNATOR SW.
REDUCE ELECTRICAL LOAD,
TURN ALT. SW. ON IF AMBER
LT. GOES OUT IN FLIGHT.
1500 F TURN OFF MASTER SWITCH.
(RED ARC) LAND ASSOON ASP RACTI CA L. INSP. BAfTE RY
PER MANUF. INSTR. BE FORE FURTHER
FLIGHT.
EACH 250 HR. INTERVALS PERFORM FUNTIONAL
TESTS PER K.S. AVIONICS INSTRUCTIONS.
FAA
Approval: April 3, 1974
ENSTROM F28A
FM-31
FAA NORMALOPERATIONS
F-28A NORMAL ENGINE STARTING PROCEDURE
1. Master switch ON,
2. Mixture control IDLE CUT OFF.
3. Fuel valve ON.
4. Throttle crack
slightly,
CAUTION: Do not
open
throttle
during starting engine;
overspeed can result.
NOTE: Check for clutch
disengagement.
5. Mixture FULL RICH.
6. Fuel boost
ON, check
pressure
for
slight
increase 1 to 3
seconds,
then return fuel boost to OFF.
7. Mixture OFF.
8.
Magneto switch, BOTH.
9.
Engage starter.
10. When
engine starts,
advance mixture
slowly.
11. Set
engine
RPM to 151600 RPM.
12. Fuel boost ON.
(Pump must be on at all times in
flight.)
13. Check
engine
oil
pressure,
25 PSI minimum.
CAUTION: Shut down
engine
if minimum oil
pressure
is
not reached within 30 seconds.
14. Disconnect external
power
(if usedi.
15. Alternator switch ON.
F-28A ENGINE STARTING
PROCEDURES,
HOT
CONDITION
1. Master switch ON.
2.
Magneto
switch OFF.
3. Throttle cracked.
4. Mixture control FULLRICH.
5. Turn on fuel boost
pump
510 6 seconds.
6. Turn boost
pumpoff.
7. Mixture contr~l OFF.
8. Throttle FULLOPEN.
9.
Engage
starter 5 to 6 seconds to clear
engine.
10. Close throttle and crack
slightly.
11.
Magneto
switch BOTH.
12.
Engage
starter until
engine
fires and advance mixture
slowly.
13. Fuel boost ON.
(Pump must be on at all times in
flight.)
NOTE: It is
important to follow this
procedure on hot starts
so that the
prolonged
fuel flow in the lines will
eliminate the
vapor
locks and cool the lines for a
proper
start.
FAA
Approval: May 21, 1968
Revired 4/15/70 Revis~d 6/1/72 Report 28 AC 009
FM 3-2
ENSTROM F-28A
F-28A ROTOR ENGAGEMENT
i. Check collective full down and FRICTION LOCKED.
NOTE: Maintain collective in down and locked
position
throughout starting
and
warmup procedure.
CAUTION: Collective friction to be used for
ground
operation only.
2. Rudder
pedals neutral.
3. Set
longitudinal
and lateral trim to center the
cyclic
stick.
4. Check aircraft
vicinity
for
personnel
and
equipnient,
5. Set
engine
to 14-1500
rpm.
NOTE: Maintain fixed throttle
during
rotor
engagement.
6.
Slowly engage
clutch handle at 1400-1500
engine rpm
uritil
rotor
rpm
reaches 100
rprri.
7. Close throttle.
8.
Fully engage
clutch when
eng
i ne/rotor needles 3 re
superimposed (marry).
NOTE: The clutch
disengage warning light
will
go
out
when the clutch is
fully engaged,
9. Place clutch handle in stowed position.
10. Advance throttle to 1800
rpm.
F-28A ENGINE WARMUP AND GROUND CHECK
i. Warm
engine
at 1800
rpm
until
cylinder
head
temperature
reaches 200"F.
2. Check
engine
oil
temperatures
and
pressure
to ascertain
whether
they are within the
green
arcs.
NOTE: For faster oil
warmup
in cold
weather,
2300
rpai
may
be used after
cyl
i nder
ternpe
rature has
reached 2000F.
3. Increase
engine rpm
to 2750 to 2900
rpm
and check for
rpn~
drop on left and
right magnetos.
100
rpm
is
permissible on
either
magneto.
NOTE: No
engine roughness
should be
apparent
when
operating on either left or right magneto.
4. Check am~eter
charging
indication.
5.
Gently move cyclic, observe rotor
tip path plane
for
control
response.
6. Close
throttle, observe
engine
and rotor needles for
separation.
NOTE: Needle
separation
indicates
proper operation
of
overrunning
clutch.
FAA
Approved: May 21,
1968
Report
28-AC-009
Revised:
August 29, 1985
FM 3-3
ENSTROM F-28A
7. Check
following before takeoff:
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 time in
flight.)
e. Mixture FULL RICH.
f. Fuel
pressure warning green
indication.
g.
Clutch
warning light push
to test red
light goes
out when released.
h. Release friction.
NOTE:
Keep
hand on collective and maintain down
position
when friction lock is
disengaged.
i. Set throttle friction as desired.
F-28A ENGINE COOLlNG AND SHUT-DOWN PROCEDURE
1. Stabilize
temperatures
at 1800 RPM until
cylinder
temperatures drop
to 3500F.
2.
Cyclic trim,
neutral.
3.
Tighten
collective friction, collective down.
4. Set
engine
FULL 1DLE.
5.
Disengage
clutch.
CAUTION: Do not
disengage
clutch unless
engine
is at FULL
IDLE; engine overspeed may
result. Clutch
disengagement
is
signaled by
a red
warning light on
the instrument console.
6. Fuel boost
pump
OFF.
7. Mixture IDLE CUT OFF.
8.
Magneto
switch OFF.
9. Alternator switch OFF.
10. Master switch OFF.
11. All switches OFF.
12. Fuel valve CLOSED.
FLIGHT INFORMATION
TAKEOFF:
1. Follow normal
helicopter
takeoff
procedure
at 2900 RPM.
2. Best rate of climb
speed
is
approximate
58 MPH IAS. (See
Height-Velocity Curve, Figure 4.)
CRUISE:
NE
as shown on p\acard
and
UNE
versus Altitude
Do not exceed V
Curve, Fiyure
1.
FAA
Approval: May 21, 1968 Report
No. 28-AC-009
i sed:
FEB 1 1 1988
FM 3-4
ENSTROM F-28A
DESCENT:
~AUTION: Exercise care during
descent to avoid
exceeding
VNE
RUNNING LANDING:
1. Maximum recommended
ground
contact
speed
is 35 MPH. Reduce
speed
on
rough
surfaces.
2. After
ground
contact the
ship
must have zero forward niotion
before a collective
pitch
is lowered.
THROTTLE CORRELATION DEVICE
CAUTION to
operators
of F-28A
helicopters equipped with the
improved
throttle correlation device:
Helicopters produced
after S/N 153
may
be
equipped
with
improved
throttle correlation niechanisnis. Earlier
helicopters may
be
equipped
with the
improved
correlator as a retrofit.
Improved correlator-equipped helicopters are identified
by
having
a
placard placed on the
pilots (left side) collective
shaft behind throttle
grip.
There will be a noticeable difference in behavior between the
two
types
of th rott1 e The
original
th rotti e
requ
i res
considerable
Inanipulat,on
of the
grip by
the
pilot to control
rpm.
The
improved
ccrrelator
requires very
little
manipulation
of the
grip; however,
it is desirable to
carry
more throttle
friction with this
arrangement
in order to
prevent
feedback
forces
during
collective
inputs
from
rolling
the
grip
in the
pilots
hand.
Final determination is that this correlation device is an
attribute to
controllability
and is a definite
improvemen; to
the Enstrom F-28A collective/throttle
system.
All vehicles
equipped
with this device will have the
following
placard
attached to the
pilots
collective stick
adjacent to the
throttle:
CAUTION: THIS HELICOPTER IS
EQUIPPED
IMPROVED THROTTLE CORRELATION
DEVICE.
FAA
Approval: May 21, 1Y68
Report 28-AC-009
Revised: 6/11/73
NOTES
NOTES
NOTES
rr--~
.I;;
;---.----,--1.-----;;;--;-- I----;;
NOTES
ENSTROM F28A FM 4-1
EMERGENCY OPERATING PROCEDURES
ENGINE FAILURE
1. Enter normal autorotation and stabiliie at 58 MPH. (Minimum rate
of descent.)
2. At about 75 feet above
ground, apply
aft ~yclicto reduce forward
speed.
3. When about 20-25 feet above
surface,, begin to level
helicopter and
apply collective
pitch as
necessary
to cushion a level
landing.
LIGHTING FAILURE
i.
Landing can be made in case of
landing light
failure
by illumination
from position lights,
2. Instrument
lighting
is
provided by
three
lights
and while
satisfactory
landings
have been demonstratedwithout instrument
illumination, a
supplemental light
spyrc~
is
FdeF;
i
it i
FIRE
Fires
may
have several sources of
origin; Generally they may
be
classified as engine compartment or cabin
compartment, fuel or
oil
supported, or electrical.
FIRE ON GROUND
i. 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 is
investigated
and corrected.
FIRE IN FLIGHT
If the
presence
of odor and/or smoke is
detected, proceed as follows:
i. Check instruments fbr correct reading.
2. Shut off master and alternator switches.
3. Unlatch doors and let them trail
open.
4. If smoke and odor
presist, proceed to suitable area and land
aircraft.
5. If
inspection
of aircraft indicates
presence
of flames, shut off
engine
and fuel valve and
ejxtEn:Cj~uisl711; flam~s
iwith,
fire
extinguisher,
NOTE: If flames were
present,
do not
attempt
to start or fly
aircraft until thecause ofthe fire has been
investigated
and corrected, If no flames were present
and it is
~"11"""
I-
ENSTROM F28A FM 42
suspected
that the
electrical.system was the source of
the smoke and
odor;
checkfor
faulty
electrical com-
ponents
andcorrect before
flying
the aircraft.
Severe
leakage
of oil onto the exhaust
system may
cause considerable smoke to enter the cabin. In such
case aircraftshouldnot beflown until cause of
leakage
is
investigated
and corrected.
TAILROTOR (Anit-Torque)
SYSTEM FAILURE
There are two major possibilities
for failure of the tail rotor (anti-
torque) system
and
subsequent
loss of directional control as follows:
i. Failure of
any portion
of tail rotor drive
system
that causes
stoppage
or physical
loss of the tail rotor blades.
2. Failure of
any portion
of the mechanisms that cause pitch change
of the tail rotor blades.
Upon
loss of directional control,
the
pilot must immediately
determine
the
type
of malfunction that has occurred (No. 1 or 2 above) andselect
the
proper emergency procedure.
TAILROTOR DRIVE SYSTEM FAILURE
During cruising flight Iaircraft
will rotate to the
right
with full
left
pedal):
i. Cut throttle full off immediately (aircraft will slow down or
stop
its
rotation).
2. Complete
autorotational landing.
During cruising flight [aircraft
will rotate to the
right
with full
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 followsafter
having
established stabilized autorotation with at least 60
MPH
airspeed.
1. Increase collective
pitch
and
power gradually (maintaining
60 to 80
MPH
airspeed)
until
yaw
to the
right
reaches
approximately
45
degrees
2. Continue
flight
in this fashion
using cyclic stick for directional
SNSTROM_F-28A FM 4-3
control until suitable autoiotational
landing
site is reached.
3. When 200 ft. altitude or more over suitable area re-establish full
autorotation andland.
TAILROTORCONTROLSYSTEM FAILURE
NOTE: Lossofcontrol
may
becaused
by
failureofleft
ped
al
controls, rightpedal ciontrols
orfailureof
pitch
linkto
an individual tail roti~r blade. On the Enstrom tail
rotor,
it is normal
(if
uncontrolledor
unattended)
for
thebladesto assumea
nearly
neutral
pitch
condition.
Upon
loss of
ability
to
fully
control tall rotor
during
cruisingflight, proceedas follow:
PITCHLINKFAILURE
(One
tail rotor
blade)
Aircraft will
yaw
to the
right initially
and will
subsequently
need an
abnormal amount ofleft
pedal
to maintain
straight
andlevel
flight
since
only
one blade is
providing anti-torque
thrust.
1.
Fly
at low cruise
power
to suitable
landing
areaand make normal
powerapproach.
2.
Complete
aslow run on
landing
at low
powersetting.
FAILURE OF LEFT PEDALCONTROLS
Aircraftwill
yaw
to the
right.
Amount of
yaw
will
depend
on
airspeed
and
amount of
power being
used.
1. Remove feet from both rudder
pedals.
2. Reduce
power
to low cruise
Setting (18
to 10"
Hg.
manifold
pressure
will createrero
yaw
at 60
MPH).
3,
Fly
to suitable areaand
complete
normal shallow
power
on
approach
at 60 MPH.
4.
Manipulate power
and collective
pitch
so that aircraft touches down
straight
ahead at an
airspeed
of
0
10 MPH. Reduce
power
and
collective
cautiously
as skids contactsurface.
NOTE: Atlow
airspeed, powersettings
UNDER
approximately
18"Hg.
will cause
yaw
totheleft Power
settings
OVER
18"Mg.
will cause
yaw
to the
right.
Do not
attempt
to
abortthe
emergency landing
after
airspeed
is slowed
below40 MPH,
FAILURE OF RIGHT PEDALCONTROLS
Rudder control will be normal at
power settings
over 18" MP. Power
settings
under 18" MP will
produceyaw
to the left Proceedas follows:
1.
Fly
to suitable
landing
areaat a
powersetting
of at least 18" MP.
FAA
Approval: May 21,
1468
Revised:
August 1,
1974
Report
No. 28-AC-009
ENSTROM F-28A FM 4-4
2.
Complete
normal shallow
power approach
at 60 MPH
(do
not
autorotate).
3.
Manipulate power
and collective
pitch
so that aircraft touches down
straight
ahead at an
airspeed
of e10 MPH. Reduce
power
and
collective
pitch cautiously
as skids contact surface.
NOTE:
Application
of
power
tooverid" MP will makeaircraft i,
morecontrollable.
Therefore, landingattemptmay
beaborted
andnew
approach
initiatedas
many
timesas
necessary.
LAND1NO IN WATER
(Ditching)
If
ditching
is unavoidablewithout other
recourse, proceed
as follows:
DlTCHlNGWITHPOWER
1. Descendto low
hovering
altitudeoverwater.
2. Unlatch both doors andexit
passengers.
3. Hoveraircraft clearofall
personnel
in water.
4. Turn off masterandalternatorswitches.
5.
Complete hovering
autorotation into water.
6. As collective
pitch
reaches full
up
andaircraft settles in
water, apply
full lateral
cyclic
in direction aircraft tendsto roll.
7. Afterrotorstrikes waterand
stops,
climb out andclearaircraft.
DITCHINGWITHOUT POWER
1. Turn off masterandalternatorswitches.
2. Unlatch both doors.
3.
Complete
normal autorotation to landin waterat zero
airspeed.
4. As collective
pitch
reaches full
up
andaircraft settles in
water, apply
full lateral
cyclic
in direction aircraft tendsto roll.
5. Afterrotorstrikeswaterand
stops,
exitall
occupants
andclearaircraft.
ALTERNATORFAILURE
A malfunction ofthe alternatorwill be indicated
by
zero
charge
rate or
constant
discharge
on theammeter. To
put
the alternatorbackon line,
proceed
as follows:
NOTE: Use the
following procedure
if the alternator excite
circuit breaker
(ALT
EXC or ALTNTR
EXC)
it not
installed.
1. Alternatorcircuit breakerin.
FAA
Approval: May 21,
i968
Revised:
May 22,
1998
Report
No. 2&AC-009
FM 4-5
2.
Cycle
the MASTERandALTERNATOR switches.
3. Ifalternatoris notrestoredor
goes
offline
again,
turnoffthealternator
switch and all nonessential electrical
equipment.
Land as soon as
practicable.
NOTE: Use the
following procedure
if the alternator excite
circuit breaker
(ALT
EXC orALTNTR
EXC)
is installed.
1. E4~temator circuit breakerin.
2. Attematorexcite circuit breakerin.
3,
Cycle
theALTERNATORswitch.
4. Ifalternatoris not restoredor
goes
offline
again,
tumofft~ealternator
switch and all nonessential electrical
equipment.
Land as soon as
practicable.
MAIN ROTORGEARBOX
If,
in normal
flight,
the main rotor
gearbox
red line
temperature
is
exceeded,
the aircraft shouldbe landedat the next suitable
landing
site.
ABNORMALVIBRATIONS
Vibrations in this
helicopter
can
usually
be classified as either low
frequency
or
high frequency.
Low
frequency
vibrations are generally
caused
by
the main rotor
system
while the
high frequency
vibrations
usually originate
from the
engine,
drive
system,
or tail rotor.
Any
abnormal vibrations are an indicationthat
something
is not correct and
should be referred to a mechanicbefore further
flight
If a vibration
suddenly appears during
a
flight,
it is an indication that
something
has
suddenly changed.
The
helicopter
shouldbelandedas soon as
practical
and
inspected
to findthe cause ofthevibrations. Afterthe cause ofthe
vibration has been identified,
the
pilot
andthe mechaniccan determine
whether
the
helicopter
can be
safely
flown orshould be
repaired
on the
spot.
An abnormal vibrationis reasonto
get
theaircraft downas soon as
possible,
but the
pilot
must also use caution and select the safest
possible landingl site, working
around
wires, people
and other
obstructions.
FAA
Approval: May 21,
1968
Revised:
May 22,
1998
Report
No. 28-AC-009
NOTES.
I~;
."-I
__
-:-I--~--- ------~---I--------:------------------------------;----- ------I--
NOTES
ENSTROM F-28A
FM-5-1
FAA PERFORMANCE DATA
Best rate of climb
speed
is 58 M.P.H. I.A.S.
I"~"
Minimum rate of descent
speed
is 58 M.P H. I.A.S.
Vnever exceed VS. DENSITY ALTITUDE
(V,, demonstrated at 2750
engine rpm)
lo
I
4
VnB
SL
,I
_
i
0 20 40 60 80 100
112
I.nS -MPH
ORIGIMAL
As
Received
By
ATP
Figure 1
FAA
Approval: May 21, 1888
Reprint 6/1/72
Report 28 AC 009
ENSTROM F-28A FM-5-2
MODEL F-28A AIRSPEED CALIBRATION
120
100
80
F so
40
20
J
O 20 40 60 80 loO
INDICATED AIR SPEED M.P.H
Figure 2
FAA
Approval: May 21, 1968
Aprlnt6/1/72 Report 28 AC 009
ENSTROM F-28A FM 5-3
MOVER @EILI~G:IN GROUND EFFECT
31/2 foot Skid
height
(2900 RPM)
10000
8000
6000
IE 4000
2000
S.L.
1400 1600 1800 2000 2200
GROSS WEIGHT LBS.
Figure 3
FAA
Approval: May 21,
1968
Revised 8/1/74 REPORT 28 AC 009
ENSTROM
F-28j4 FM 54
HEIGHT-VELOCITY
DIAGRAM
For Operation
at Sea Level (Tests
conducted on prepared
surfaces)
AVOID OPERATION IN ~SHADED AREAS
500
400
w
W
u.
Z300
(r
[f
w
W
O
m
200
SAFE OPERATING AREA
I
w
r
loo
Use caution in this area to
avoid contact of Tail Rotor
Guard with
ground
S.L.
0 20 40 60 80 ~00
IAS MPH
Figure
4a
FAA Approval: May 21, 1968
Reprint 6/1/72 Report 28 AC 009
ENSTROM F-28A FM 55
DIAGRAM
For Operation at 7,000
Ft, Density
Altitude
(7 (Tests conducted on prepared surfaces)
AVOID OPERATION IN SHADED AREAS
500
400
uJ
I\ I I I SAFE OPERATING AREA
u.
a 300
o:
Lu
w
o
m
200
Q
R~COMMENDED
~z T\ U \I\\ I TAKEOFF PROFILE
rj
(2900 rpm~
w
loO
1 I
I
Use caution in this area to
avoid contact of Tail Rotor
Guard with
ground
40
10
0~
20 40 60 80 100
IAS MPH
Weight applicability
of H-V
Diagram
is based on hover
capability at
3.5 feet skid
height. (Reference FM 5-3.)
Figure
db
FAA
Approval: May 21, 1968
Revised 8/1/74
REPORT 28 AC 009
ENSTROM F28A FM 56
DENSITY ALTITUDE CHART
7000
6000
oOo
5000
gO
LU
UJ
L:
40DO
i
3000
6~O
Q
2000
1000
v,
tj I I /I /I /I
o
c~l
O
ibl
-1000
Q\
-2000
-20 0 20 40 60 80 100
TEMPERATURE of
Figure
5
FAA
Approval: May 21~
1968
REPORT 28 AC 009
ENSTROM F-28A FM 5-7
RATE OFCLIMB/DENSITY ALTITUDE
2150 LBS. GROSS WEIGHT
58
mph
I.A.S,
12000-
10000-
S
8000
F-
6000
4000
2000
0 200 400 600 800 1000
RATE OF CLIMB,
FT. PER MIN.
Figure
6
FAA
Approval: August 1, 1974
FM-61
ENSTROM MODEL F28A
EXTERNALLOADS SUPPLEMENT NO. 1
INTRODUCTION
The Enstrom
Cargo
Hook Insta)lation(Drawing No,
22000),
when
installed,
will
permit
the owner or operator,
with a valid Rotorcraft
External
OperatorCertificate, to utilizethe
helicopter
for
transportation
of external
cargo,
for
compensation
or hire,
when
operated by a
qualifiedpilot.
The
cargo
hook kit
incorporates
electromechanical and mechanical
cargo
release features.
I. OPERATINGLIMITATIONS
ATTENTION
This
helicopter
meets the structural and
design requirements
of
CAR Part 6:
providing
the datacontained in this
supplement
are
included in and
imposed by
the Combination
Flight
Manual.
WEIGHT LIMITATIONS
Gross
weight
not to exceed maximum allowable for the basic
helicopter.
AIRSPEED LIMITATIONS
80 MPH maximum with external load. Caution should be
exercised as handling
characteristics
may
be affecteddue to the
size and shape
of the
cargo
load.
PLACARDS
"Approved
ForClass B Rotorcraft Load
Operation. Occupancy
Limited To
Flight
Crew Member When
Carrying
External Load."
(Installedon instrument
panel.)
"External Load Limit 500 Ibs." (Installedon the
cargo attaching
hook.)
CENTER OF GRAVITY
The CG of the
Cargo
Hook when installed is located at station
96.0.
Actual
weight
of
complete
installation is 15.0 Ibs.
TYPE OF OPERATION
The
helicopter meets the airworthiness
requirements
of FAR
133,
FM-6-2
for Class B rotorcraft load combinations with external
cargo
loads
up
to 500
pounds
and total
gross weight
not to exceedthe
maximum allowableforthebasic
helicopter.
Normal
operation
under CAR Part 6
(New
FAR Part 27) can be
conducted with the
cargo
hook installed, providing cargo
is not
being transported.
II. OPERATINGPROCEDURES
STATIC ELECTRICITY DISCHARGE
Provide
ground
crew with instructions as follows:
Discharge
helicopter
static
electricity,
before
attaching cargo, by touching
the airframe with a
ground
wire or if a metal
sling
is
used,
the
hookup ring can be struck
against
the
cargo
hook. If contact
has been lost after initial
grounding,
the
helicopter
should be
electrically regrounded and,
if
possible, contact maintained until
hookup
is
completed.
CARGO HOOKOPERATION
Position instrument
panel
CARGO RELEASE
arming
switch
(circuit breakerj to OFF when
attaching cargo,
then move
switch to ON as desired, duringapproach
forrelease.
PULLmechanical manual release lever HANDLE to
drop cargo
in the event of an electrical failure.
NOTE
The
cargo
mechanical release will function
regardless
of
position
ofthe CARGO
RELEPISE arming
switch.
FAA
Approval:
June
6,
1969
Report 28 AC 009
FM6-3
ENSTROM F-28A
FLOAT LANDINGGEAR SUPPLEMENT NO. 2
DESCRIPTION
The float installation kit consists of two multi-cell (5 compartment)
Air Cruisers No. 23024409 inflatable
floats, attachment
fittings, right
engine
side cowi
modifiedforinstallation of inductionair
box,
relocated
pitot tube, lengthened
universal
blocks,
tail rotor strike
indicators,
and
two
landing lights.
SECTION 2 OPERAT1NG LIMITATIONS
Same as basicF-28A with the
following exceptions:
ALTITUDE LIMITATIONS
Maximumfortake-off and
landing:
4000
density
altitude.
SECTION 3 NORMALOPERATIONS
F28A ROTOR ENGAGEMENT
NOTE: Prior to
engaging
the rotor the
helicopter
should either be
secured or set adrift in an areasufficient to make at least one and one-
half
complete rotations due to
engagement
rotor
torque.
Allowance
shouldbe
given
to helicopter
drift.
Follow normal
engagement procedures
until needles
marry,
then
smoothly
advance throttle until tail rotor becomes effective
(approxi
mately one helicopter
revolution~1800 engine RPM).
FLIGHT INFORMATION
TAXIING
Taxi at slow
speeds
with
partial
collective to
prevent
float bows from
nosing
under. Safe operation can be
accomplished
in waves
up
to 18
inches
(trough
to crest),
RUNNINGLANDING
1. Maximum recommended water contact
speed
is 30 MPH. Reduce
speed on rough water.
2. After water
contact,
avoid
rapid lowering
of collective
pitch.
NOTE: To avoid
possible
float
damage on land, use minimum
ground
contact
speed.
BASE ALTITUDE CHANGE
1. Normal base
pressure
1.5
psig.
2. For
flights
to lower altitude over inflateat base altitude .5
psig
per
1000 feet
anticipated
altitude
change,
F M-6-4
3. For
flights
to higher
altitude
10,000
feet differential altitude
permitted
NOTE: Set float
pressure
to 1.5
psig
at new base altitude.
SECTION 4 EMERGENCY PROCEDURES
ENGINE FAILURE
1. Enter normal autorotation and stabiliteat 58 MPH
(for
maximum
glidedistance).
NOTE:
Night Operation turn on landing light.
2. At about 75 feet above
ground/or water, apply
aft
cyclic
to
reduce forward
speed.
3. When about 20-25 feet above surface, begin
to level
helicopter
and
apply
collective
pitch as necessary
to cushion a level
landing.
WARNING
Touchdown speeds
should be
kept
below 20 MPH for
emergency
autorotative water
landings, especially
with forward
cg
(92" to 94").
SECTION 7 WEIGHT AND BALANCE
A
weight
and balance should be conducted after the float kit has been
installed
per
the instructions on
pages
FM-3-1
through
FM-3-4. The
float
equipped helicopter
is
approved
for
operation at the same
c.g.
range
as the basicF-28A.
Approved
Forward
c.g.
Limit 92 in.
Approved
Aft
c.g.
Limit 98 in.
FAA
Approval:
June
6, 1969
Report 28 AC 009
ENSTROM F28A FM 65
ENSTROM F-28A FLOAT EQUIBPED HELICOPTER
FAA PERFORMANCE DATA
Best rate of climb
speed
is 58 MPH IAS
Minimum rate of descent speed
is 58 MPH IAS
V,,,,, exceed VS, DENSITY ALTITUDE
iV,, demonstrated at 2750
engine RPM)
C
w
8
w
u.
I I I I \I JVne
U.
O
v,
2 6
Q
v,
O
L
t-
cu
D
c
-I
Q
z
C
v,
Z
w
Q
s.L.
0 20 40 so so ,oo ~12
I,A.S, M,P.H.:
FAA
Approval: June 6, 1969
REPORT 28 AC 009
ENSTROM F-28A FM 6-6
ENSTROM F-28A FLOAT EQUIPPED HELICOPTER
MOVER CEILING IN GROUND EFFECT
(2900 RPM)
31/2 foot skid
height
10000
8000
6000
a: 4000
2000
S.L.
1400 1600 1800 2000 2200
GROSS WEIGHT L8S.
FAA
Approval: June
6, 1969
Revised 8/1/74 REPORT 28 AC 009
ENSTROM F28A FM 67
HEIGMT-vEtoCI-~v-olAGRAM
For
Operation at 7,000 Ft.
Density
Altitude
(Tests conducted on prepared surfaces)
AVOID OPERATION IN SHADED AREAS
500
400
SAFE OPERATINGAREA
z
300
I
zoo
i RECOMMENDED
I
I\ \I
I
TAKEOFF PROFILE
(2900 rpm)
loo
Vre caution In Ihi~ areato avoid
Eoniac~ O( Tall Rotor tuardWith pround
40
0/
20 40 60 80 100
IAS- MPH
W:ighT appjcaqjliry
of~HV
qiagraml:based
an haver
capabi ty
arl
3.5 feet skid
height.
~Reference FM 53.)
Figure
4b
FAA Approval:
June 6, 1969
Revised 8/1/74
REPORT 28 AC 009
ENSTROM F-28A FM6-8
ENSTROM F28A FLOAT EQUIPPED HELICOPTER
HEIGHT-VELOCITY DIAGRAM
For
Operation at Sea Level
(Tests conducted on prepared
surfaces and
water.)
AVOI D OPE RATION IN SHADE D AREAS
500
soo
SAFE OPERATINGAREA
U~e uutionin chi~ ~rcu co Ivoid
con~ct ol Tlil Rotor Gulrdrrith
ground.
S.L.
I.A.S. -M.P.H.
FAA
Approval:
June
6,
1969
Aeport 28 AC 009
FM-6-9
ENSTROM MODEL F-i28A
EXTERNAL LITTER SUPPLEMENT NO. 3
DESCRIPTION
The Enstrom External Litter Installation
(Drawing
No. 28-22115),
when installed,
will
permit, operation
of the
helicopter
with a patient
carried
externally
in a Stokes
type
litter. Litters
may
be installed
on the
right or both sides of the aircraft if
gross weight
and center of
gravity
limitations are observed.
i. OPERATING LIMITATIONS
This
helicopter
meets the structural and
design requirements
of
CAR Part 6
providing
the datacontained in this
supplement are
included in and
imposed by
the Rotorcraft
Flight
Manual.
WEIGHT LIMITATIONS
Gross
weight
shall not exceed the maximum allowable for the
basic
helicopter.
AIRSPEED LIMITATIONS
Normal
airspeed
limitations are to be observed with litter(s)
installed.
PLACARDS
"With Litter(s) Installed:"
Solo from left seat only.
Carry single
litter load on right
side,
CENTER OF GRAVITY
The C, G. of the external litter when installed is located at
station 101.3. Total
weight
of the installation is 25.0 Ibs.
_--..
FM-6-10
ENSTROM MODEL F-28A
EXTERNALMOUNTING OF AUXILIARY FUELTANK
SUPPLEMENT NO. 4
DESCRI PTI ON
The Enstrom external
auxiliary fuel~tank installation (Drawing
No.
28-22500) when installed will
permit
additional 22
gallons
of fuel
capacity.
This installation is for the
tight
side
mounting only.
The
described
system
is
comprised
of a chadwick tank with an integral
fuel transfer
pump, required mounting brackets, lines and electrical
controls. Operation
of a helicopterwith
this installation must be
within the
approved gross weight
and C.G. limitations as described
herein. This
system
can be used to supplement
fuel
capacity
for
helicopters equipped
with
40-gal. or 30-gal.
main fuel tanks. These
systems
are defined as Enstrom external
auxiliary
fuel tank installation
Drawing
No. 28225001 to be used with
40-gal, capacity
main tanks
and
Drawing
No. 28-225002 for
30-gal. capacity
main tanks. The two
systems
are identical
except
for
operational placards
and minor
gross
weight
and C.G, variations as detailed in the
following paragraphs.
SECTION 2 OPERATING LIMITATIONS
FLIGHT OPERATING LIMITATION
This
helic7pter meets same basic F-28A limitations and
design
data
requirements
of CAR 8
providing
the data contained in this
supple-
ment are included in and
imposed by
the Rotorcraft
Flight Manual.
WEIGHT LIMITATIONS
The
gross weight
shall not exceed the maximum allowable for the
basic
helicopter
with the
auxiliary
fuel
system
installed.
AIRSPEED LIMITATIONS
Normal
airspeed
limitations are to be observed with the external
auxiliary
tank installation.
PILOT STATION LIMITATIONS
Solo from left seat
only.
FAA
Approval: April 3,
1974
FM6-ll
SECTION 3 NORMALPRO~EDURES
FUEL TRANSFER CONDITIONS FOR 40GAL, CAPACITY MAIN
TANKS
Enstrom
drawing
No. 28-22500-1 describes the
40-gal.
external
auxiliary
fuel tank installation.
PLACARD
To be placed adjacent
to
,contyol
switch Enstrom Part No.
2822504.
"Transfer auxiliary
fuel
when quantity gauge
reads 30
gals.,
180 Ibs.,
in
flight only,"
The fuel level will increase from 30
gals.
to 40
gals.
in
approximately
1,7 hours of
flight.
FUEL TRANSFER CONDITIONS FOR 30GAL. CAPACITY MAIN
TANKS
Enstrom
Drawing
No. 2822500-2 describes the
30-gal.
external
auxiliary
fuel tank installation.
PLACARD
To be
placed adjacent
to control switch Enstrom Part No.
28-22505.
"Transfer auxiliary
fuel when fuel
quantity
gauge
reads one-half tank,
in
flight only."
Fuel level will increase from one-half tank to approximately
three-
fourths tank in 1.7 hours of
flight.
SECTION 7 WEIGHT BALANCE
CENTER OF GRAVITY
The C.G. of the external
auxiliary
fuel tank is locatedat station 101.3
and the total
weight
of the 28225001 and 2822500-2 installation
is 40 Ibs,
FAA
Approval: April 3,
1974
NOTES
NOTES
FM-7-1
WEIGHT AND BALANCE
\NFORMAT\ON
All
helicopters are designed
for certain limit loads and balance
conditions.
Changes
in
equipment
which affect the
empty weight
center of
gravity must be recorded in the aircraft and
engine log
book. It is the
responsibi~lity
of the
helicopter pilot to ensure that
tile helicopter
is loaded
properly.
The
einpty weight, empty weight
C.G, and useful loads are noted on the
weightbalance
sheet included
in this Manual for this
particular helicopter,
NOTE: The C.G,
range
for the F-28A Helicopter
is
920~
to
98.0~ from datum line at a maximum
gross weight
of
2150 Ibs. Listed on
page
FM3-5 is a typical loading
condition of the F2:8A Helicopter, both rearward C.G,
and forward C,G. condition,
WEIGHT ytAi
jiu
i
iii
The removal dr addition of fue
orequi
nient~r;esults in
changes
to
the center of
gravity
and
weight
of the aircra.ft, and the
permissible
useful load is affected
accordingiy,
The effects of these changes
must be investigated
in all cases to eliminate
possible
adverse effects
on the aircrafts
flight
characteristics. The horizontal reference
weighing point
is located 20 inches forward of the center bolt in
rear skid attachment.
Maximum Gross
Weight 2150~1bs.
Empty Weight (no accessories,
fuel or Oil) 1450 Ibs.
Useful Load
700 Ibs,
Approved
Forward C,G, Limit
Station 92
Approved
Aft C.G, Limit Station 98
TOOLSAND EQUIPMENT
Tape
Measure
Commercial
Scale (two)
1000 Ibs, capacity
Scale tail tone)
100 Ibs, capacity
Level bubble-type
Commercial
Work stand
As required
DETAILED PROCEDURE FOR WEIGHINGF28A SERIES
HELICOPTER
a. Thoroughly
clean helicopter.
will
be~.weiin95
ahd
i:nside
. a i
ii
:i!
cpSaP.
bui,lding to prevent
t;
:Hhlicap-ter
will be
placed
in
O
_i
a level
flight
attituae.
c, Check for
proper
installation of all
accessory
items, Check to
determine if the scales that gre
being
used have been calibrated
recently,
and check to see that the scales will zero out before
weighing helicopter,
FM-72
d. The
helicopter will be
weighed
without fuel, but the
weight
and
balance record will reflect corrections to indicate the amount of
unusable fuel
required by
the helicopter configuration.
The
helicopter may
be
weighed
with full oil or without
oil, bur the
weight
and balance
report
shouldbe corrected
accordingly.
e, Tare will be noted when helicopteris removed from the scales.
NOTE: Check oil level of main transmission and tail rotor
transmission. Check to see that the main rotor blades
are in uniform
position,
1200
apart.
f. Close and secure bath doors,
left and
right
handsides.
y.
Hoist or jack he(icdpter
cdear of
ground.
h. Position two main scales beneaththe skids.
i. Position a pipe nipple
in the center of left and
ricJht
hand scales
at 20 inches forward of center bolt in rear skid attachment
1Detai( No.?)
~1
IOBIGINAL
~z
Ac~
Received
By
ATP
FM7-3
NOTE: Side
panels must be removed for
leveling.
After
leveling,
temporarily
install for
weighing.
j.
Height
of tail to be
adjusted
for level.
k. Level fore and aft to be taken at lower
pylon tube, left
side, so
identified. (Detail No. 2)
i.
Lateral level taken at lower forward
pylon tube.
II
OHIGI NAL
As IReceSvecf
By
ATP
m. Small scale will be located under tail rotor
guard
at the center line
of the tail rotor
output shaft, shown above.
CAUTION: Exercise care to maintain scale
alignment during
lowering operation of
helicopter on scale. No
part
of skidshould
touch scale. If
helicopter
doesnt balance on pipe nipples,
under skids as
necessary
to obtain
balance,
and measure from
rear skid attachment center bolt, to center of
pipe nipple.
Record measurement on weight
sheet.
n. Using jack,
raise or lower tail as required to level the aircraft
along
the
longitudinal axis, paying
attention to the level on the
longitudinal
and lateral
pylon
tubes.
FM74
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 ccitical
Double check results.
r. Remove
helicopter
from scales.
CAUTION: Do not remove curbing, jack, nipples, I,locks,
etc.,
from scales. These items constitute tare weight.
s. Read and record tare weight
froin each of the three scales. An
official
weight
and balance
report
is
prepared
in connection with
each helicopter presented
for airworthiness certification at the
Enstrom
Corporation.
All these
reports
are marked "actual
weight."
t,
This
weight
and balance
report,
and
equi9ment list \~vill br
prepared
and supplied
Lvith each
helicopter.
u. Use FOT171nlo F1G5 Basic
Weight
and Balance
Aepon to give yoi,
;I i:onrinclc;lls
histoiy
i,i
weight changes thri~ciqhoui
!he life of
yoiir
tt r
NOTE:
FM-7-5
LOABIMG
NOTE: It is the
responsibility
of the
helicopter pilot to insure that
the
helicopter
is loaded
properly.
The
empty weight, empty
weight
CG and useful load are noted on the
weight
and
balance sheet included in this Manual for this
helicopter.
CG
Range:
92.0 to 98.0 Maximum Gross
Weight:
2150 Ibs.
TYPICAL LOADING
Rearward C,G.
Wei~ht
Arm Moment
Empty Weight (including
1450.0 100.8 146160.00
undrainable
engine oil,
gear
box oil and un-
usable fuel)
EngineOil
15.0 96.0 1440.00
Fuel,
30
gal.
180.0 98.0 17640.00
Pilot 140,0 68.5 9590.00
1785, 97.9 1 74830.00
Forward C.G,
Empty Weight (including
1450.0 100.8 146160.00
undrainable
engine oil,
gear
box oil and un-
usable fuel)
Engine
Oil 15.0 96.0 1440.00
Fuel,
29.2
gal.
175.0 98,0 17150.00
Pilot and
Passengers
51 0.0 68.5 3493 5. 00
2150. 92.9 199685.00
FAA
Approval: May 21, 1968 i
Report 28 AC 009
Revised 6/1/72
WEIGHT AND BALANCE REPORT
320.018
100.000
Be
Hub
U1U LCG
I c.d.~
~----------------7;-?
T.R.
DATUM LINE
I
~f-
113.446 ---t-fl
7
WL 1W:R WT
Model Serial No. Registration
No.
FWD. c/g
limit 92.0" AFT. c/g
limit 98.0"
Weigh point
Scale-lbs. Tare Net wt. Arm Moment x 1000
Left
gear
(WL)
Right gear (WR)
Tail IWT)
Total
WT(320.018)$ (WL+WR)
(93.446)
LCG
WT+WL+WR
Date Weighed by
Form No. F~66
AIRCRAFT ACTUA L WEl GHT REPORT
Mode~ Serial No. Reg. No.
Standard
equipment not installed Optional surplus equipment in
at weighin aircraft at weighin
Moment X I I I I I Moment X
item PJo. Wt. Arm
11000 in./lbs.
Ifem No. Wt. A(m
11000 in.llbs.
Total I I I I i Total
Weighing
witnessed b~ Date
Form No. F167
AIRCRAFT WEIGHT AND C. G. CALCULATION
Model No. Serial No.
Reg. No.
Weight
F~ r In Moment
I I Ibs In 1 1000 In.lbs.
Weight las
weighed)
Less: optional surulus
weight
Plus
missing std. equipment
I
I
Computed
Total
weight empty std, aircraft
Actual
Plus:
engine
oil
Plus: optional equipment kits
Total basic
weight
Form No. F168
ENSTROM F-28A EQUIPMENT LIST
Serial No.~
FAA Approved Registration No, Dare
Check Dare Mar,ufacrurer and
No, item Wt, Arm
On Off Part No.
INSTRUMENTS REOUIRED
Altimeter 5932-R United 1.2 36
Airspeed 22697013 Weston .5 36
Tachometer Consolidated 6529 1.3 36
Manifold Fuel Pressure 6080-A United 1.5 36
instrument Cluster I Garwin 22169 2.0 36
Oil Temperature
Oil Pressure
Gear Box Temperature
Cylinder Temperature
Fuel
Quanitity
Ammeter
Compass 1.0 40
OAT
Gauge 0.5 55
OPTIONAL EQUIPMENT
501
Night Lighting Equip, (incl, 2 beacons, 4 run 7.0 104
ning lights, landing and panel lights,
12
post
lights).
502 Map Light 0.5 85
503 8Dav Clock
0,5 32
504 Hour Meter .75 36
505 Post
Lighting 1.0 35
506 Defroster 6.0 37
507 "Locator"
Searchlight 24.0 76
508 Door Locks with upper and lower latches 2.0 77
509 Center Radio Console 2,5 32
510
Cargo
Hook (mounting bracket 9.5 Ibs,i 15.0 96
511 Telephone 27.0 108
512
513 Snowshoes 14.0 120
514 Cabin Hearer 4.1 1 36
515
Baggage Compartment 10.0 135
516 Flotation Gear 66.0 96
517 Dual Controls 12.0 50
518
1
Floor Carpet, Interior Trim and Headliner 3.5 64
5191 Fed. 1ZV Twin
Speaker Siren 13.0 120
520
i
Liner i(it Single 124.0 100
I I i521i Litter Kit Double 48.0 100
522 Shoulder Harness with Reel
Single 4.5 82
523 Shoulder Harness with Reel Double 9.0 82
524 First Aid Kit 5.2 82
525 Ashtravs and Lighter 1.0 42
526
i
Fire
Extinguisher (Ansul) 5.7 75
527 APU Unit
(including cord) 1 4.5 73
528 Narco Corn IIA (Helimpter Transceiver) 3,5 32
529 Narco Nav 11
2,5 32
530 Narco Digital ADFPDF 35 j 6.5 32
531 Narco DME 70
10.0 32
532 Bonzer Radar Altmeter TRN-71
4.5 32
533 Gvro Horizon AlhO 560 DCF (14) 3,4 32
536
Warning Light Panel indication: 3.0 32
i. Starting solenoid stuck 2, Alternator
nor
charging 3, Low fuel
FAA
Approval: May 21, 1968
Form No. F157
Revised 8/1/74
i
Item
Weight added Weight removed Running basic total
n, o
item
Date Description of article or modification 5 (1
No.
Inl Out
Weight Arm Mom.lWeightlArm Mom.lWeighr C.G. Mom.
,c~
"o it m
(P
ACTUALDELIVERED WEIGHT AND BALANCE DATA I I I 1
a
i
I I 1 I I 1 I
rr II a)
a,s
rr: II o
o II
m
C)
v,
S If. I
~"--1
~D
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c II
II r
z
o II O
I-I I I 1 t I I I I 1 I -I I t
I I I I I I I I 1 I 1 I I rr, In
a I I I I I I I I 1 1 I I I I I o I- ~a
c
z
~D
O
m
-n 3
O
m O
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NOTES
NOTES
FM-8-1
OPERATIONALINSTRUCTIONS
INTRODUCTION
The
operating
data and information contained herein is not intended
to
provide flight instructions, but to
present a verbal
picture
of the
helicopter handling qualities and control
application through
the
various
phases
of the
flight regime.
Also discussed are flight
characteristics which are common to most
helicopters,
and the
special
features
pertinent to the Model F-28A
Helicopter.
Taxiing. Taxiing, as literally interpreted,
is not possible as the heli-
copter
is
equipped
with
skid-type landing gear.
Movement of the
helicopter
from one ground position to another can be
accomplished
by ground personnel,
when the rotors are not
turning,
with the use of
quickly
installed
ground handling
wheels or by
the
pilot flying
the
helicopter
from one location to another at an altitude in close
proximity
to the
ground
surface.
Takeoff
Types
of Takeoff. The known factors which must be con-
sidered
prior
to takeoff include
gross weight, temperature, density
altitude,
and the area from which
operations are to be conducted.
With this
knowledge
and the
ability
of the Model F-28A to
operate
from either
prepared or unprepared areas and
surfaces,
the
type
of
takeoff can be easily
determined.
Normal Takeoff To Hover. A normal liftoff to a hovering
altitude
within
ground
effect is the most common type
of takeoff and should
be used whenever possible.
Normal liftoff can be
accomplished at
moderate altitudes and at
average
operating gross weights.
in this
type
of takeoff,
the safety factor is
high
because the
helicopter
is lifted
from the
ground vertically
to a height
of 4 to 5 feet where the
flight
controls and
engine may
be checked for normal operation
before
starting a forward speed
climb. A normal takeoff is made in the
following manner:
a. Increase throttle to 2900 RPM,
with the collective
pitch
~ULL
DOWN.
b. Place
cyclic
control in the NEUTRAL Position or to a position
which
places
rotor plane parallel
to horizon if
helicopter
is
sitting
on a sldpe.
c. Increase collective pitch
control slowly
and smoothly
until a
hovering
altitude of 3 to 5 feet is
obtained, applying anti-torque
pedal
to maintain
heading
as collective
pitch
is increased.
d. As the helicopter
breaks
ground,
minor corrections of the
cyclic
control may
be required
to insure vertical
ascent,
and directional
heading
maintained
by
the use of the
appropriate anti-torque
control pedal.
Normal Takeoff From Hover. Hover
briefly
to determine and insure
that the
engine
and
flight
controls are operating properly.
From a
;.._..,..;._;;.~. ._..-~...;;; ;_...,,..1.11 -I..
FMt3-2
normal hover altitude of 3 to 5
feet, apply
forward
cyclic
stick to
accelerate
smoothly
into effective translational
lift,
maintain
hovering
altitude with an application
of collective
pitch
until translational
lift has been obtained and the ascent has
begun.
Then
slowly
lower
nose of
helicopter to an altitude that wilt
produce an increase of
airspeed
to best climb
speed. Adjust
controls and
power
as required
to establish the desired rate of climb.
Maximum Power Takeoff. Hover
helicopter
3 to 5 feet altitude
2900 RPM.
Applyforward cyclic smoothly.
As forward motion
increases, apply
collective and throttle until full manifold
pressure
is attained (throttle full
open
2900 RPM). Do not increase collective
pitch beyond
this
point (overpitching)
as:his will cause engine
and
rotor RPM to decrease. Maintain 3 to 5 feet altitude
by use of
cyclic
control. As translational lift
speed
is reached
(15 20
MPH), apply
aft
cyclic
to seek climb
angle
that will allow
helicopter to climb and
accelerate to 55
mph (best rate of climb
speed).
Maintain
heading
during
takeoff
by
coordinated use of directional control
pedals
and
cyclic.
Maximum Power Takeoff From Confined Areas. Conditions
may
occur in which the
helicopter
must be
operated
from confined areas
in which takeoff distances (from hover to reach 55
mph) are not
sufficient to clear obstacles that
may
be in the
flight path (trees,
buildings, wires, etc.). In order to clear such obstacles safely,
the
climb
portion
of the takeoff must utilize the best
angle
of climb
airspeed (30 mph
safe side of
height velocity curve). This
angle
of
climb will
substantially
shorten thedistance
requiredto clear obstacles.
To
accomplish
this
type
of
takeoff,
hover
helicopter at 3 to 5 feet
altitude and 2900 RPM.
Apply
forward
cyclic smoothly.
As
helicopter begins to accelerate forward, apply
collective and throttle
until full manifold
pressure
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. As translational
speed
is reached
(15
20
mph) apply
aft
cyclic
to seek climb
angle
that will maintain
30 35
mph (refer to height-velocity diagram
in
flight manual). After
clearing
all obstacles at this
airspeed, apply
forward
cyclicand
readjust
collective and throttleas desired for further
flight.
NOTE: If RPM is lost due to overpitching,
it
may
be
regained by
maintaining
full
throttle, lowering
collective
slightly
and
applying some
aft
cyclic.
it is
imperative
that the
helicopter
has accelerated a little
beyond
translational
speed
in order to
accomplish
this maneuver.
Therefore, good judgment must be used to determine the rate at
which the
helicopter
is accelerated from hover to translational
speed
and to determine if sufficient distance is available to clear obstacles
under the
existing density
altitudeconditions.
Croawind Takeoff. In the event a crosswind takeoff is
required,
normal takeoff
procedures are to be followed.
However, as the
FM-8-3
helicopter
leaves the
gro:ind,
there will be definite
tendency to drift
downwind at a rate proportionate
to the wind
velocity. This
tendency can be corrected
by moving
and
holding
the
cyclic
stick
sufficiently
in the direction of the wind to
prevent
downwind draft,
During
cross-wind
takeoff,
it is advisable to
keep open
areas to
windward side of
flight path to facilitate
emergency landing
if it
should be
necessary.
NORMALAPPROACHFOR LANDING
The
object
of a normal, prior to touchdown
approach
is to
fly
the
helicopter
to a hovering
attitude over the selected
spot
of the intended
landing area. To
accomplish
this
objective,
the cruise
airspeed
is
decreased
gradually
to 55 MPH and
engine speed
is maintained at
2900 RPM. Control rate of descent with collective and throttle
(manifold pressure); airspeed
with
cyclic
control. As the selected
landing area is
approached,
the
airspeed
and rate of descent are
decreased until a zero ground speed hovering
attitude is attained at
approximately
3 to 5 feet altitude.
STEEP APPROACH
Steep approach procedure requires a precision power
control
approach,
and is used to clear obstacles in the
flight path
when
accomplishing a
landing
in a confined area. The
airspeed
in a
steep approach
should
be 30 to 35 MPH
(safe side of H/V curve) and the rate of descent
should be as low as possible
for the desired
angle
of descent, Since a
relatively high
amount of
power
will be
required to control the rate
of
descent, a minimum amount of additional
power
will be
required
to accomplish a hover. The
aiming point to
spot
of intendedhover in
ground
effect should be as near as possible
after
clearing
final
obstacles. This will allow an over-run to
get helicopter stopped
in
case
power settling
should occur during
slowdown from 30 MPHdown
to 0
airspeed. During descent,
the
airspeed
is controlled
by appro-
priate cyclic
stick
application
and the rate of descent is controlled
by
proper
application
of collective
pitch
and throttle. In the final
stages
of
approach,
the collective
pitch
is increased
gradually as the
cyclic
stick is
adjusted
to reduce the
airspeed
from 30 to 35 MPHto 0
groundspeed.
This should be accomplished
in a
way
which will
reduce the rate of descent and
groundspeed
to zero the moment the
hovering
altitude is reached.
LANDING--LANDINGSITE EVALUATION
The
versatility
of the
helicopter permits
safe
operation
from unfamiliar
and unprepared sites,
such as
open
fields, mountain knells and
ridges,
beaches, snow,
and iced areas. Any
selected
landing
site in the afore-
mentioned areas must be
properly
evaluated and the
pilot must use
proper techniques
to effect
landingsand
takeoffs from these sires.
Although
the
helicopter
is
designed
for and is
capable
of
operation
from restricted
areas,
the final analysis
of thesituation on thedecision
to land must be determined by
the best professional judgement
ofthe
FM-84
pilot.
Prior to attemptingoperation
of the
helicopter
from
unprepared
areas,
the
pilot
must consider certain basic factors and evaluate one
against
the other to determine what undesirable factorswill be
present
in the contemplated operations.
The condition of theselected
landing
area can be evaluated by a low speed pass
into the wind over the
intended
landing
site. Ceneralty,
the
landing
site should be near
level,
and depending on existing density,
altitude and
gross weight
conditions,
should meet the obstacle clearance
requirements set forth
in this Manual. The
pilot
must also consider personal proficiency,
wind and terrain
roughness
when
evaluating
the
suitability
of the
landing
area.
WIND DIRECTION AN13 VELOCITY
7~he effects of wind on take-off and
landings
are
important
facto~5
and should be considered in the
operation
of the
helicopter; however,
in
planning
critical
helicopter operations,
the effects of winds can be
relied
upon
to assist in
accomplishing landings
and take-offs from
unobstructed areas. If the
helicopter were riding a
gust
of wind on
the final
approach
and the
gust
should decrease as the
helicopter was
approaching
a hover,
the helicopter
would
probably rapidly
settle~
if the wind factor was planned on to execute the landing.
This
condition will also hold true during
the initial
phase
of takeotf.
If an operation
is
dependent on wind conditions, all other conditions
being marginal,
the helicopter gross weight
should be reduced. When
a landing area is determined to be marginal,
the
piler, exercising good
judgement,
should select another site. Another effect of wind that
must be considered is the lee effect of the wind over hills, ridges,
and obstacles. The downdrafis
resulting
from these conditions
particularly
affect the initial
phase
of take-off or final
phase
of
landing.
NORMALLANOrNG
After completion
of the normal
approach to ahover
altitude,
maintain
engine
RPM and decrease collective pitch sufficiently to affect a con
stant,
smooth rate of descent until touchdown.
During
final
descent,
make necessary
corrections with directional pedals
and
cyclic
control
to maintain a level attitude and constant heading to minimize move
ment on ground
contact.
After
ground contact,
continue to decrease
coltective
pitch smoothly
and steadily
until the entire
weight
of the
helicopter
is
ground supported
and then decrease collective pitch to
minim~,m.
CROSSWIND LANDING
Crosswind
landings generally
can be avoided in
helicopter operations.
Occasionally,
when
operating
from
unprepared areas,
such as plowed
or furrowed
fields, ridges
and
upslope or
downslope surfaces, necessity
may require
that crosswind
landings
be
performed. When conditions
demand and terrain features
dictate, a crosswind
landing
is also
utilized to preclude
the
necessity
of
landing on a high, tilting angle or
a
dangerous
tail low attitude. Prior to
accomplishing
the crosswind
ENSTROM F-28A FM 8-5
landing,
the
pilot
shouldevaluateth~ climatic
conditions, including
wind
velocity
and the
terrain, and then
proceed as follows:
Engine
RPM
maximum, approach landing spot
fromcrosswinddirection if
possible,
andhover. Hold
cyclic
control into directionofwindto
prevent
side
driff,
andreducecollective
pitch
anddescendas in normal
landing.
FLIGWT CHAit9CTERlSTlCS ~1ANDUNGAND STABILIN
The
fight
characteristics ofthe
helicopter
in
general are similarto other
single
rotor
helicopters.
The
particularly
noticeable difference is the
handling ease
and additional
stability
that is evident
during take-off,
r,,.,
hovering,
andall modesof
flight.
Toobtainorincrease
helicopter
fonuard
speed, simultaneously apply
forwardcontrol andincreasemainrotor
pitch,
and maintain
powerthrough
constant
fllight
condition. Altitude is
maintained
throughout
the entire
range
of forward and rearward
Right
speeds by
fore and aff movement of the
cyclic
control stick in
coordination with collective
pitch application,
Directional
heading
is
controlled
by
the
application
of lateral
cyclic
control and
appropriate
directional control
pedal.
8lade stall can
only occur during Right
andis
caused
by high angle
ofattackonthe
retreating
blade andoccurs at the
outboatd section of the blade area. This condition can not be
encounteredwhentt~e
helicopter
is
operated
withinthe
specifiedoperating
limitsasstatedinthe
Flight
Manual. Bladestall istheresult ofnumerous
contributing
factors such as
gross weight,
low rotor
RPM, airspeed
acceleration,
andaltitude. Thecondition is most
likely
to occurat
higher
airspeeds
andlow
operating RPM;
it also follows that the conditionwill
occur sooner with
high
values of
altitude, gross weight,
and
angle
of
bank.
MANEUVERINGFtlGHf
Movement and
response
of the
fight
controls while
conducting Right
maneuvers is normal at all timeswhenthe
helicopter
is
operating
within
thelimitations setforth inthe
Flight
Manual.
Throughout
theentirerealm
of
flight,
itwill
definitely
be notedthat minimumeffort is
requiredby
the
pilot
for control of
movement,
and
by
use of trim
system,
anear zero
control forceeffect effortis
required, regardless
ofthe
grossweight
orCG
location,
HOVER~NQ
The
hovering capabilities
ofthe Model F-28A
Helicopter
forboth in and
out of
ground
effect
hovering
wilt allow
flightoperations
to be excellent.
Itshouldbe
rememt~ered, however,
thatthe
performance
ofall
is affected
by
numerous factors such as climatic
conditions, altitude,
temperature,
and
grossweight.
It is aknown fact that in
ground
effecr
hovering performance
is better than out of
ground
effsct~
hovering
performance
for reasonofthe
helicopterbeing
in
part supported by
the
cushionofair
being providedby
rotordownwashwhentt~e
helicopter
is in close
proximity
to the
ground.
Additional
performance
will also be
realiredwhen
operating
at low
temperatures, which
is the
equivalent
of
atmosphericdensity,
and
wind, which represents airspeed.
Either of
these conditions or acombination ofbath increases
performance
since
low
temperatures
allowthe
engine
androtorto
provide
moreliftandwind
reduces the
powerrec~uirtird.
Revised:
May 22,
1998
Report
No. 28-AC-009
ENSTROM F-28A FM &6
LEVELFLIGHT CHARACTERISTICS
Thelevel
flight
characteristicsofthe
helicopterarenormal
throughout
the
operating
limits
range.
All control movements
produce
immediate
response
and
provide positive
result.
STUDENT TRAINING
Autorotation
practice
should be carried out overterrain suitable forfull
autorotational
landing
in case of inadvertent
engine stoppage.
Sudden
power
cuts to idle
position
are not recommendedsincethe fuel
injector
is
quite
sensitive to
improper adjustment
of idle
mixture,
idle
rpm
and
sudden
momentary leaning
of
mixturecaused
by
sudden
power
reduction.
BLADE TAPE
Polyurethaneleading edgetape
canbeinstalledonthemainrotorblades.
Ifthe
tape
is
installed,
it shouldbe
inspected
beforeeach
flight
for
holes,
blisters, bubbles, separation,
and
security
ofattachment. If
any
defects
are
noted,
the
tape
must be removedor
replaced
beforethe next
flight.
If the
helicopter
is
operated
in the
rain,
the
tape
life
may
be shortened
considerably. Separation
of
part
or all ofthe blade
tape
can cause an
extremely rough
rotor
system.:
In this
event,
the
helicopter
should be
landedas soon as
practical
andtherotor
system, blades,
endblade
tape
inspected
before further
flight.
LOSSOF TAILROTOREFFECTlVENESS
Loss oftail rotoreffectiveness
(LTE)
is a
phenomenon
which can occur
in
any single
main
rotor/anti-torque
tail rotor
helicopter. Although
theF-
28A has a
very
effectivetail rotoranddoesnot exhibit
any
tendenciesfor
LTE,
the
pilot
shouldbe awarethatthe
potential
for
LTE,
however
small,
does exist. As
such, pilots
shouldbe aware ofthe causes and
recovery
techniques.
There are anumberoffactors which reducetheeffectiveness ofthetail
rotor or increase the thrust
required
from the tail rotor. These factors
include
high power settings,
low
airspeeds,
left crosswinds or
tailwinds,
and
right, yawing
turns. Under
exactly
the
rightconditions,
thesefactors
can combineto makethetail rotor
virtually
ineffective. This LTE can be
recognized by
an uncommanded
right yaw
which can not be
stopped
using
the tail rotor
pedals
alone.
Recovery
from LTE Can be
accomplished by increasing
forward
speed, lowering
the collective if
altitude
permits,
and
applying
left
pedal.
The
longer
corrective actions
are
delayed,
the more difficult it will beto recoverfrom LTE.
Revised:
May22,~998 Report
No. 2&AC-008
NOTES
NOTES
FM91
DAY-TO-DAY CARE Of YOUR F-28A
If
you
wish to obtain maximum
performance and
dependability from
your
F28A
Helicopter, certain
inspection and maintenance
require-
ments must be followed. It is
always
wise to follow
a planned
schedule of lubrication and maintenance based on the climatic and
flying
conditions encountered in
your locality. Keep
in touch with
your
Enstrom dealer and take
advantage
of his
knowledge
and
experience.
Your dealer is
ready
and
willing
to assist
you
and to
keep
I;:-;
you
abreast of all
changes,
whether it be maintenance or periodic
servicing
of the
helicopter.
GROUND HANDLING
To facilitate
moving
the
helicopter on the
ground,
insert the slotted
handle
facing
forward. While
applying a constant
pressure to handle,
release
pin.
Pull
up
and aft with a lifting motion until the holes line
up.
Insert the
locking pin.
CAUTION: 1.
Keep your
feet from under the skids.
2.
Stay on outside of
skid,
do not straddle.
MOORINGYOUR F-28A
Although
it is not generally necessary
to tie down the
helicopter,
a nylon rope
can be attached to the
landing gear
cross tube at the
oleo attach
points.
One blade shouldbe
placed parallel to tail
cone
and tiedto tail
cone.
TRANSPORTINGF-28A
If
transporting helicopter on trailer or itruck,
skids
may
be
secured
to
bed of trailer
allowing
oieos:to function.
a. Remove three main rotorblades and store in blalde box.
b. Secure tail rotor.
c. Disconnect
battery.
STORAGE
The
metal-fiberglass
construction of
your
F-28A makes outside
storage practical, although
inside
storage
will increase its life
just
as inside
storage
increases the life of
your
car. If
your
F-28A must
remain inactive for a time,
cleanliness is
probably
the most important
consideration. It is
suggested
that a canvas or nylon cover be
placed
over the rotor head. If
storage
is for an extended
period, see
your
Lycoming
Manual for
preservation
information.
HOISTING
To lift the entire
helicopter,
the use of a nylon sling
of
approxi
mately 3,000 Ibs, is
required.
The
nylon sling
is
placed
around each
grip assembly,
FM-9-2
3ACKlhlG
It is
possible to jack up
the
helicopter
inboard of
upper
oleo attach
points on forwardand aft cross tubes.
CAUTION:
Support
the tail cone at extreme end.
EXTERIOR PAINT
The finish of
your helicopter
should be
kept
clean. It
requires ho
special care. When washed, however, water should not be
sprayed
directly
into
any bearings. Any good grade
of car wax will
help
to
maintain the condition of the factory
finish. It is
very important
that the main rotor blades be
kept
clean and free of dirt. After
all,
the blades are an airfoil,
and to
get
maximum
lift, they must be clean.
WINDOWSAND DOORS
The windows and doors are made from a fine
grade
of
acr/licplastic.
These surfaces can be scratched if
dirt, bugs
or other
foreign
material
are not removed
promptly.
If the windshield is
excessively dirty, a
waterand mild
soap
solution will
help
liftthe dirt.
CAUTION: Never take a
rag
to
wipe
dirt
from the
glass
areas on
your helicopter.
_
There are
many good products
made especially
forthe
cleaning
of
acrylicplastic
surfaces.
UPHOLSTERYAND CARPETS
No
special
care is
required to keep
the interior of
your helicopter
clean. A good
stiff broom will
help remove the imbedded dirt;
vacuum the interior whenevei
possible. Any good upholstery
cleaner can be used on the
carFjets
and
seats,
but a word of caution
when cleaning
the seat belts. They are nylon,
and certain
cleaning
agents
will
destroy
the material used in theirconstruction.
LANDINGGEAR SHOCKSTRUTS
The oleo struts are of the airoil
type
and
require
little maintenance.
It is
suggested
that the oieo be
wiped
off
frequently to
keep
the
abrasive action of dirt and oil to a minimum.
AIR CLEANER OR FILTER
The air cleaner is an important part
of
yourengines
induction
system.
If it becomes
dirty or clogged, your engine
will use more fuel and
will not
produce
maximum
power. Excessively dirty
filters will
allow
particles
of dirt to be sucked into the
cylinders, causing
major damage.
If
your helicopter
is
operated
in
any dusty
and
high grass areas,
checkthe airfiltermore
frequently.
LIGHTS
Check the electrical
system
of the
helicopter daily
and
always
before
night flying
is
planned. Keep
the
light
lens clean for maximum
brilliance.
FM 9-3
BATTERY
The
battery
will
normally re:quire only routi ne mai ntenance
However,
if
you
should
operate
in a warm climate, an occasional
check for fluid level is recommended.
Keep
the
battery
ter-
minals and
battery campartment
free of corrosion.
DAMPERS MAIN ROTOR
To check for
lead-lag operation, move each blade fore and aft
by
gripping
blade at
tip.
A resistance indicates
damper operation.
TRANSMISSION MAIN
The transmission requires
no special
attention other than
checking
the
sight gauge
on the rear of the transmission on the
right-hand
side.
TRANSMISSION TAIL ROTOR
The transmission requires no special
attention other than
checking
the oil level
by sight gauge.
LUBRICATION
Lubrication information is include in the Maintenance Manual.
It is
imperative
that the correct lubricants be used and trained
personnel
do this job properly.
Each item should be serviced at
prescribed
intervals. At the same time,
all other items re-
quiring
more frequent
service should receive attention. The
intervals stated on the lubrication
diagram
should be considered
maximum for
average
service. If
your helicopter
is
operated
under abnormal conditions, check these itenis more frequently.
EXCESSIVE CREASE
After a helicopter
is returned:from a routine
inspection,
the
rotor head,
tail roto.r,
and the: tail
rotor
drive shaft will
throw out
grease.
To
keep
the
helicopter
finish
bright,
remove
this
grease
as soon as possible
to
prevent
its
sticky
surface
from
collecting
dirt.
MAIN ROTOR AND TAIL ROTOR BLADES
Preflight inspection
of the main and tail rotor blades for
nicks,
and an occasional
wiping
with a clean cloth to remove
buys
and stains, coupled
with
regular
lubrication of the hubs,
will assure long,
troublufret service. Never use ari alkdline
cleaner on the ~otors; remove
grease
and dirt with carbon
tetrachloride or Stoddard Solvent.
if the
helicoptor
is
equipped
with blade
tape,
the
tape
should be
inspected
before each
flight.
Look for holes,
bubbles, blisters, or separation
of the
tape.
If
any
defects
are found, the
tape
must be removed or replaced
before further
flight.
The
tape
should be
kept
cleaii ill the same manner as the
rest of the blade, except
it should be cleaned
only
with
soap
and Do not ust~ solvent oFlorr the biadr
t3p~.
R~vised: FEE 1~89 I\i~,
FM 9-4
FUEL
As
you
will
note,
the fuel tanks on
your helicopter are
placard-
ed for
quantity
and octane of fuel to be used. The
engine
requires
this
type
of fuel to
provide
the
power designed
into
it. The use of other
types
of fuel will affect its smoothness
of
operation
and
power output.
Be certain that the fuel con-
tamination due to worn out and
inoperative
filtration
system,
dirty
fuel hose nozz~es,;rain or anyother foreign
material does
not enter
your helicopters
fuel
system.
01L
The
engine
manufacturer has:recommended the (see Engine Opera-
tors Manual) types
of oil to be used in the different
tempera-
ture
ranges.
Thesel
recommendations should be followed to aid iri
cold weather
starting
and
proper
hot weather lubrication of
your
helicopter engine.
Care should be taken when
adding
oil that
oil
spouts
are free of dirt and
foreign material, oil can
tops
are clean before
installing
oil
spout,
and when
removing
oil
filler
cap,
dirt does not enter the oil
sump.
When
installing
the
engine
oil fill
cap,
check it for
security
and cleanliness.
COOLING SYSTEM
If
unusually high
oil
temperature
is
encountered, remove oil
cooler shroud and check for
foreign
matter.
REqUIRED
F.A,A. FORMS
Miscellaneous data, information,
and licenses are a
part
of the
aircraft file. The
following
is a check list for that file. In
addition, a
periodic
check should be made of the latest Federal
Aviation
Agency Regulations
to assure that all data
requirements
are met.
A. To be carried in the
helicopter
at all times.
i. Aircraft Airworthiness Certificate Form ACA 1362
2. Aircraft
Registration
Certificate Form ACA 500A
3. Aircraft Radio Station License
4.
Weight
and Balance
Report
5. Aircraft
Equipment
List
6.
Flight
Manual
D. Since the
I~egulations
of other nations
may require
other
documents and
data, owners of
exported
ai reraft should
check with their own aviation officials to determine their
iliaividuJ!
requiren~ents.
~evised:
ft~e i 7 19S9 Report ~o. AC-28-009
FM 9-5
C. Inspectiori
Periods:- Civil Air
degulations require
that all
aircraft have a periodic (annwal) inspection
as provided by
the administration, ahd
performed by a
person designated by
the administration. In addition, 100-hour inspections by
an "appropriately
rated mechanic" are required
if the
aircraft is flown for hire. The manufacturer recommends
the 100-hour inspection
for
your
helicopter.
A
copy
of the
inspection forms, including
the 50, 100, periodic
~nd lubrication guides are included in the Maintenance
14anua
1
i S SUt~d
FEB i 1 1981
Report
~o. 28-AC-009
NOTES
~I1F*-
NOTES
NOTES