enstrom f28a rfm (1998)

ATPINDEX

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ATP Grid Index to Manufacturers Publications:

Enstrom HelicopterModel F-28AFlight Manual

Section

General Information

Title PageList of Chapters (Table of Contents)Manufacturers Introduction

Record of RevisionsRecord 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 1EN 0139 FM

NIFGI

INTRO

MANUAL

ENs,rROI\II

THIS IS 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 ofmodern transportation. For business or pleasure, the field ofoperations is practically unlimited, as point-topoint travel can beaccomplished from either prepared or unprepared areas. The distinctiveappearance of the F-28A is symbolic of prestige and its high perform-ance capabilities. Under the graceful lines of the F-28A is a ruggedlyconstructe~ helicopter designed for easy servicing, minimum maintenance, dependability and ei~onomical operation.

Iffeceived. ByATP

Copyright 1972 Enstrom Corporation, Menominee, Michigan, U.S.A.

Revised 6/1/72

RECORD OF REVISIONS

At~prMFG REV

NO DESCRIPTION ISSUEDATE ATPREVDA INSERTED BY

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

2/22/2008

RECORD OF TEMPORARY REVISIONS

^rpTEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY

2/22/2008

TABLE OF CONTENTS

F-28A DESCRIPTION

Interior Ana,ngemeat i:: .i ii r. i.-:, i .i,. !I, ,i PM-0-1i ;:I iAir Induction Systein FM-O-1Power Plant FM-O-?Oil System PM-0-1Oil System Indicators Oil Temperature and Pressure Gauges FM-O-1Engine Controls FM-O-1

Throttle FM-O-1Mixture Controls FM-0-2Magneto Switch FM-e2Starter Button FM-0-2Master Switch FM-0-2

Cabin Heat FM-e2Clutch Engaging Lever FM-e2Fuel System FM-e2

Auxiliary Fuel Pump Switch FM-e2Fuel Quantity Indicator FM-0-2Fuel Pressure Indicator FMb-3

Transmission System FM-e3Main Rotor Transmission Temperature Indicator FM-0-3

Tail Rotor Transmission FM-e3Rotor System FM-e3

Main Rotor FM-e3Tail Rotor FM-e3Rotor Tachometer FM-0-3

Flight Controls FM-Q-3Cyclic Control FM-e3Stabilizer FM-0-4Collective Pitch Control. ii. I FM-Q-4Directional Contro:l Pedals FM-e4

Flight Instruments., I.....,,...,......~ FM-0-4Airspeed Indicator FM-0-4Altimeter FM-e4Compass FM-e4Free Air Temperature Indicator FM-e4

Electrical System FMIO-4Direct Current Power System FM-e4Instrument Panel Illustration. FM-0-5Electrical Power Panel FM-06

Lighting Equipment FM-0-6Position Lights..........., FMIO-6Anti-Collision Lights FM-O~Landing light FM-dG

Revised: May 22, 1998 Report No, 28-AC-009

Ground Handling Wheels FM-0-6Baggage Compartment- FM-0-6Interior View of Cabin FM-e7Specifications ofF-2BA FM-0-8Preflight Inspection,....: FM-O-10

Exterior Prefiight Inspect~on of F-28A FM-O-10Interior Prenight Inspection FM-O-11Exterior Inspection Illustration FM-0-12

SECTlON 1 FAA ApprovedFAA Approval FM-1-1F-28A Log of Pages and Revisions FM-1-2F-28A Log of Supplements FM-?-3SECTION 2 OPERATING LIMITATIONS FAA ApprovedPower Plant Limitations FM-2-1Rotor- Flight Limitations (Power Off) FM-2-1Instrument Markings FM-2-1Airspeed Limitations FM-2-2Altitude Limitations FM-2-2Weight Limitations FM-2-2Center of Gravity Llmltat~ons FM-2-2Type of Operation FM-2-2Placards FM-2-3

SECTION 3 NORMAL OPERAflONS FAA ApprovedF-28A Normal EngineStarting Procedures FM-3-1F~128A Engine Starting Procedures, Hot Condition FM-3-1F-2BA Rotor Engagement FM-3-2F-28A Engine Warmup and Ground Check FM-3-2F-28A Engine Cooling and Shut Down Procedure........., FM-3-3Flight Information FM-3-3Throttle Correlation Device FM-3-4

SECTION 4 EMERGENCY OPERAT1NG PROCEDURES FAAApproved

Engine Failure FM-4-1Lighting Failure FM-4-1Fire FM-4-1Fire on Ground FMJC1Fire in Flight FM-4-1Tail Rotor (Antl-torque) System Failure FM-4-2Tail Rotorbrive System Failure FM-4-2Tail Rotor Control System Failure FM-4-3Pitch Link Failure FM-4-3Failure of Left Pedal Controls FM-4-3Failure of Right Pedal Controls FM-4-3Landing in Water(Ditchlng) FM-4-4

Ditching With Power FM-4-4Ditching Without Power FM-4-4

Altemator Failure FM-4-9Main Rotor Gearbox FM-4-5Abnormal Vibrations, FM-4-5

RavicPrl hAnv 33 ReDort No. 28-AC-009

SECTION 5 PERFORMANCE DATA FAA Approved

Best Rate of Climb Speed FM-5~1Minimum Rate of DescentSpeed FM-5-1VNE VS DensityAititude Chart, Figurel FM-5-1Mddel F-28AAirspeed Calibration, Figljre2 FM-5-2HoverCeiling in Ground Effect, Figure 3 FM-5-3Height Velocity Diagram (Operation at Sea Level)-

Figure 4s FM-5-4Height Velocity Diagram (Operation at 7,000 ft.)-

Figure 4b FM-5-5Density Altitude Chart, Figure 5 FM-5-6Rate of Climb vs Density Altitude Chart, Figure 6 FM-5-7

SECTION 6 F-28A SUPPLEMENTS FAA ApprovedNo, 1 External Loads FM-6-1No, 2 Float Landing Gear FM63No.3 ExternalLitter FM~-9No. 4 External Mounting of Auxiliary Fuel Tank .,.......,.FM-6-10

SECTION 7 -WEIGHT 8 BALANCE

Information FM-7-1Weight 8 Balance FM-7-1Tools 8 Equipment FM17-1Detailed Procedure for Weighing F-28A Series Helicopter FM-7-1Loading Information FM-7~5Weight 8 Balance Report F-166Aircraft Actual Weight Report F-167Aircraft weight 8 GIG. Calculation F-~68F-28A Equipment List F-~57Basic Weight 8 Balance Record F-165

SECTION 8 -OPERATIONAL INSTRUCTIONS

Introduction FM-8-1Taxiing FM-8-1Takeoff Type of Takeoff FM-8-1Normal Takeoff to Hover FM-8-~Normal Takeoff from Hover FM-8-1Maximum Power Takeoff FM-8-2Maximum PowerTakeoff from Confined Areas FM-8-2Crosswind Takeoff FM-8-2Normal Approach for Landing FM-8-3Steep Approach FM-8-3Landing Landing Site Evaluation FM-&3Wind Direction and Velocity FM-8-4Normal Landing FM-8-4Crosswind Landing FM-8-4Flight Charaderistics Handling and Stability FM-&5Maneuvering Flight FM-8-5Hovering Flight FM-8-5Level Flight Characte~stics FM-&6

Revised: May 22, 1998 Report No. 28-AC-009

Student Training FM-&6Blade Tape FM-8-6Loss of Tail Rotor Effectiveness FM-S-6

SECTION 9 DAY-TO-DAY CARE

Dayto Day Care of\/our F-28A FM-9-1Ground Handling FM^9-1Mooring Your F128A FM-9-1Transporting Your F-28A FM-9-1Storage FM-9-1Hoisting FM-9-~Jacking FM-9-2Exterior Paint FM-9-2Windows and Doors FM-g-2Upholstery and Carpets FM-9-2Landing Gear Shock Struts FM-9-2Plr Cleaner or Filter FM-9-2Lights FM-9-2Battery.....: FM-9-3Dampers- Ma~n Rotor FM-9-3fransmisslon- Main FM-9-3Transmission -Tail Rotor FM-9-3Lubrication FM-9-3Excessive Grease FM-&-3Main Rotorand TailRotor Blades FM-&3Fuel FM-9-4Oil FM-9-4Cooling System FM-&4Required 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 familiarizeyourself with its equipment, systems, and controls,The Enstrom F-28AHelicopter is designed for high performance,mechanical simplicity. and maximum versatility. By virtue ofcomponent longevity and minimum maintenance requirements, theF-28A enjoys the lowest operating:cost of any helicopter, Therugged, 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 seatingarrangement with a spacious 61" width for maximum pilot andpassenger comfort and safety. The instrument panel is on thehorizontal plane for more natural scanning and is convenientlylocated for dual pilot viewing. Excellent visibility is offeredthrough the tinted plexiglas wrap-around windshield and doorswith overhead and lower deck windows. Extra-width, swing-opendoors close securely with simple-to-operate safety lock handles.The helicopter can be flown with either left, right, or bathdoors off.

AIR INDUCTION SYSTEM

The air induction system consists of a filtered non-ram airintake located within the engine compartment. It incorporates aspring-loaded, automatic alternate air source.

POWER PLANT

A Lycoming HIO-360-C1A or HIO-360-C1B 205 HP four cylinderopposed engine is used in the F-28A Helicopter, The engine isdelivered with platinum spark plugs.NOTE: It is recommended that the appropriate lycoming

Operators Manual be consulted prior to any adjustmentor repair to the engine,

OIL SYSTEM

The Lycoming engine employs a wet sump lubrication system. Ithas a capacity of 8 quarts. A bayonet-type oil quantity gaugewith graduated markings is part of the oil tank filler cap andis 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 theright-hand side of the engine compartment.OIL SYS1EM INDICATORS OIL TEMPERATURE AND PRESSURE GAUGES.Standard type gauges are provided for both the engine oiltemperature and oil pressure indications. Both gauges aremarked to provide visual engine operating limitations and arelocated on the instrument panel.

ENGINE CONTROLS

THROTT1E. A twist-grip type throttle is located on thecollective pitch control stick for direct control of engine

81\/74

FM 0-2

powe r. It is manually connected to the fuel s e rvo t h ro t tl evalve on the engine.MIXTURE CONTROL. A mixture control push-pulll control knob isprovided on the center of the console. It is pushed in duringall flight operations. Shutting off the engine is accomplishedby placing the mixture control in the IDLE CUT OFF position.MAGNETO SWITCH. The magneto switch is a key-operated switchlocated 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 thecollective control. Push to engage.MASTER SW~TCH. The master switch is located on the instrumentpanel next to the master switch circuit breaker. It is asingle-throw, two-position snifch.

CABIN HEAT

The cabin heat control is located at the left-hand side of thepilots seat, on the floor. By moving the control in or out,the operator regulates the amount of cabin heat through theoutput louvers located in the center of the floor under theinstrument panel.

CLUTCH ENGAGING LEVER

The clutch engagement lever is located at the right side of thepilots seat on the forward face of the seat structure. Theclutch lever is provided as a means of engaging and disengagingthe rotor drive system. The rotor drive system is engaged bypulling the clutch lever upward and rearward until the leverhits the stop and the warning light goes out. The handle canthen be stowed by lifting it straight up and pivoting it down tothe floor. When it is in the stowed position, the handle shouldlie flat on the floor. If it does not lie flat on the floor inthe stowed position, the clutch ,igging should be checked asdescribed in Section 8 of the Maintenance Manual. The clutchlever must be stowed whenever the rotor drive system is engaged.

FUEL SYSTEM

The system consists of two interconnected fuel tanks. which feedsimultaneously to the engine. They are located on the left andright side of the aircraft over the engine compartments, Thetanks have an individual fuel capacity of 15 gallons each. Eachfuel tank is gravity fed to a central distributing line whichconnects to the electric boost pump and engine driven pump. Thefuel control va Ive is an off-on type and is located on thefirewall next to the pilots left shoulder. Each tank has anindividual drain valve in the bottom. There is also a maingasolator filter located aft of the fi rewa 11 in the enginecompartment and extends beyond the side panel.AUXILIARY FUEL PUMP SWITCH. The fuel boost pump switch and fuelpressure warning lights are located on the instrument panel.FUEL QUANTITY INDICATOR. The fuel quantity gauge continuouslyindicates the total quantity of fuel. It is hooked up through asimple

Revised: August 29, 1985 Report 28-AC-009

type liqu idometer float located in the righthand fuel tank,Fuel Pressure Indicator. the fuelbressure indicator provides PSIpressure readings of the fuel as delivered to the flow divider, Theindicator is marked for normal operating range from O 12 PSI,TRANSMISSION SYSTEM

The main transmission unit provides an 8.7871 reduction ratiobetween the engine and the main rotor, The transmission incorporatesa free-wheeling unit in the upper pulley assembly, which is mountedon the output pinion shaft. The free-wheeling unit provides a dis-connect from the engine in the event of a power failure and permitsthe main and tail rotors to rotate in order to accomplish safe auto-rotation landings. Six pints of No. 90 wt. oil are used in thetransmission. The main rotor transmission has a sight gauge which islocated on the aft right-hand side and is visible through an opening inthe baggage compartment,

Main Rotor Transmission Temperature Indicator, A main rotortransmission gauge is located on the instrument panel and is redlinedat 2200 F.

Tail Rotor Transmission. The tail rotor transmission, mounted at theaft end of the tail cone, supports and drives the tail rotor. The tailrotor transmission is equipped with a selfcontajned lubricant supplyand level gauge at the rear of the housing and a magnetic plug canbe 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 smoothcontrol responses in all modes of flight; and due to the kinetic energystored in the heavy rotor blades, allows for easy-to-perform, safeautorotation landings in the event of power failure. The rotor assemblyconsists of three allmetal bonded blades, upper and lower rotor hub

p--~,, plates, universal blocks, blade grip assemblies, and lead lag hydraulicdam pe rs.

Tail Rotor. The tail anti-torque rotor counteracts the torque of themain rotor and functions to maintain or change 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 dualpurposetachometer which also reads engine RPM,

FLIGHT CONTROLS

Cyclic Control, The Cyclic control stick is similar in appearance to thecontrol stick of a fixedwing aircraft. The direction of stick movementresults in a change of the plane of rotation of the main rotor and willproduce a corresponding directional movement of the helicopterthrough the longitudinal and lateral modes of flight. The stick grip

FM-0-4

incorporates a trigger-type switch used for radio transmissions. A trimswitch is also located on the cyclic stick grip to control the longitudinaland lateral trim motion.

Stabilizer. An all-metal, fixed-position stabilizer adjusted to a -40 isinstalled on the tail cone assembly for longitudinal trim.

Collective Pitch Control. The collective pitch control lever is locatedto the left of the pilots position and controls the vertical mode offlight. A rotating, giiptype throttle islocated at the end of thecollective control.

Directional Control Pedals. The directional control pedals are locatedin the cabin forward of the pilot and/or co-pilot, When moved, theseadjustable pedals change the pitch of the tail rotor blades and therebyprovide the method of changing directional heading.F~IGHT INSTRUMENTS

The standard flight instruments which are installed in the F-28A asbasic equipment comply with the requirements under visual flightrules for day or night operation. The panel arrangement providesease of visual observance and includes space provisions for installationof additional instruments to meet individual requirements.

Airspeed Indicator. The sindlescale airspeed indicator is calibrated inMPH and provides an indicated airspeed reading at any time duringforward flight. The pitot tube, which provides air pressure source, islocated below the cabin nose section. Static air pressure for instrumentoperation is derived from two static vents located on either side of thetail cone assembly. The openings in the pitot tube and static vent portsmust be maintained obstruction-free and clean at all times for properinstrument operation.Altimeter. The altimeter is a sensitive type that provides distance-height readings from 0 to 25,000 feet. The long hand in a singlecomplete sweep of the dial totals 1,000 feet; and the short handtotals the thousands of feet altitude. The instrument is vented tothe same static port vents as the airspeed indicator.

Compass. A standard aircraft quality magnetic compass is mountedon the front of the cockpit within easy sight of pilot or copilot.It is to be used in conjunction with a compass correction card locatedadjacent to the instrument.Free Air Temperature Indicator. The free air temperature indicatoris a direct reading, hi-metallic instrument with a stainless steelprobe. This instrument provides ambient temperature informationwhich, when utilized, will assist in determining performance capabili-ties of the helicopter at the existing climatic condition. The indicatoris located in the top of the canopy.

ELECTRICAL POWER SUPPLY SYSTEM

Direct Current Power System. The basic power supply system is a

FM05

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KEY TO INSTRUMENT PANEL

1 Manifold pressure/fuel pressure 16 Engine hour metei2 Fuel yuantity 17 Clock

3 011 pressure 18 Panel light4 Main rotor gear box 19 Running lights5 Oil temperature 20 Anti-collision light

Amme te r 21 Landing light7 Cylinder temperature 22 Alternator switch8 Radio circuit breaker 23 Panel light circuit breaker9 Altimeter 24 Running light circuit breaker10 Airspeed 25 Anticbllision light circuit breaker11 Rotor/engine tachometer 26 Landing light circuit breaker

.I-- 2f Ignition circuit breaker12 Panel light dimmer switch13 Ignition switch 28 Instrument CL circuit breaker14 Master switch and circuli breaker 29 ~rim motor circuit breaker15 Fuel pressure indicator

and boost pump switch

P M-o6

12-volt direct current system, with a negative ground to the helicopterstructure. A belt-driven alternator is located on the aft part of theengine and is used in place of a generator, One 12-volt battery islocated in the right-hand side of the pilots compartment and servesas a stand-by power source supplying power to the system when thealternator is inoperative.Electrical Power Panel. The following switches and circuitt~teakersare located on the right-hand side of theinstrument console withineasy reach of pilot or co-pilot: landing fight, navigation light,position light, alternator, instrument light, and masterswitch.LIGHTING EQUIPMENT

The basic helicopter is equipped with the required lights necessary forVFR night operation plus additional lighting equipment for utility andconvenience purposes, The electrical panel on the right-hand side ofthe instrument console contains the protective circuit breakers andcontrol panels for the lighting equipment.Position Lights. Two position lights are located one an either side ofthe forward cabin structure and two lights are located aft of thestabilizer on the tail cone.

Anti-Collision Lights. The anti-collision lights have a rotating,flashing action that provides for adequate identification of thehelicopter. One anti-collision light is located on top of the fuselageaft of the cabin, and the other light is located forward of the cabinstructure under the pilots compartment. They are operated by theanti-collision switch located on the panel.

Landing Light. The landing light is of the permanent extend type andis mounted on the underside of the cabin structure and set in thedesired angle for the best forward illumination, The switch foroperation of the landing light is located on the instrument panel inthe electrical console section.

GROUND HANDLING WHEELS

Each landing gear skid tube has a manually operated overcenteringdevice to lift the skids for installation of the wheels or retracting themthem for flight. The ground handling wheels should be retracted andthe helicopter allowed to rest on the skids when engine run-up is beingperformed or when helicopter is parked.

BAGGAGE COMPARTMENT

The compartment for storage of baggage is provided in the tail caneassembly aft of the engine compartment. Access to the area isthrough a single door 16cated on the right-hand side and has a lockfor 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

STARTERBUTTON

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C~LLECTIVC FRICTION

CABIN HEAT CONIROL

ORIGINALas Received By

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OUTLET

RUDDERPEDALS

FM-0-8

F-28A SPECIFICATIONS

Power Plant

Type Lycoming OpposedDesignation HIO360C1ACylinders 4Normal power 205 HPNormal 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 climb at sea level 950 FPM

Hovering ceiling IGE ft. 5600

Operating RPMs

Engine 2900Tail Rotor 2365Main Rotor 330

Main Rotor Autorotation Range 313 385

Ratios

Lower to upper pulley 1:1:226Main Rotor Gear Box 1:7:154Tail Rotor Gear Box 1:1Engine to main rotor 8,7871

Dimensions

Width (overall) 28 2"Rotor diameter 32Height (overall) 9Length (overall) 29 4"Cabin width at seat 61"Tread Landing Gear 7 4"

Rotor SystemNumber of blades, main rotor 3Chord main rotor blade 9.5"Disk area, main rotor 804sq,ft.Main rotor RPM 330Tail rotor diameter 4.67Number of blades, tail rotor 2Chord, tail rotor blade 3.375"

FM-0-9

WeightDesigned gross weight 2150 Ibs.Empty weight 1450 Ibs.Usefu I load aoo Ibs.C. G, travel 6;

FM 0-10ENSTROM 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 whileperforming the preflight inspection. Detailed information isfound in the Handbook of Maintenance Instructions. Thoroughlyfamiliarize yourself with this Manual before util i ti ng thischecklist. 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 tiresproperly 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 fornicks, 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 Iioosen~ss. If blade tape is installed, inspect tapeholes, 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 proper security and oil level.27. Check left hand fuel tank FULL 100/130 octane cap

secured28, Check engine oil 6 quarts minimum, 8 quarts maximum.29, Check fuel system for leaks;30 Check exhaust manifold for cracks and looseness.31. Check engine for oil leaks.32. Check belt drive system.33. Check left hand shock struts-piston extension should be 3/4" to

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 throttle CLOSED.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 motors for operation.15. Check controls for freedom of operation.16, Set aftimeter,

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ENSTROM F-28A

SECTION 1

Type Certificate No. H1CE

Registration No.

Approuedby ~q ~qfor Chief, Engineering and Manufacturing BranchFlight Standards DivisionCentral DivisionFederal Aviation Agency

May 21, 1968

REPRINT OF BASIC MANUAL

DATED MAY 21, 1968

NOTE: Mandatory compliance with the data contained in this sectionis required by law. This document must be carried in the aircraftat all times.

FAA Approval: May 21, 1968Reprint 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. ApprovedNo.

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 BasicManual with fypographical Correctionsand Page NumbersChanged

b\

3 FM33 Added informationon Throttle Correlation. Added PageFM34, Revised

s~ i~~.cenaq1 rhru 7 in index.

4 FM-2-3 Placard added

FM2-4 O PaSe FM2-4for Ni, Cad, Batt. a k~.Installation.

Approved for Chief, Engineering and Manufacturing Branch,Flight Standards Division,Great Lakes RegionFederal Aviation Agency

INOTE: All revisions are indicated by a black vertical line

NOTE: Check page 2A-3 for supplimental applicability.

FAA Approval: May 21~ 1968Revised 4/3/74 Report 28 AC 009

ENSTROM F-28A FM-1-2. 1


~m~i r~ PreriCtion a(lfe F~A.

6 I FL~COI AbddFLSI~ Rv)odFM~-1 nHirdHA1-2 RvhdF~-C1 RluludFM-+1FAW~ I LdddCM4$ IFM63 RnirdFM6a RwlrdFMS6I ~dddFM-GB RnleedFM81 RvirdCMPB AdW

Fcrm F-167 Revieed

6 FH-- 2- 3 hddad placardPH-3-2 and operatioaplFM- 3- 3 iaft orma tion,

FH 0-2 Added infe 2qFH1-2B Revised AUC

7 FH 2-3 Added placard 85FH 3-2 Added info0-10 AddQd Bl6de Tap ~7

Infornat~on8 M- 3- 3 ninor Revit~on 841

Approved for ManagerChicago Aircraft Certification OfficeCentral RegionFederal Aviation Administration

NOTE: All revisions are indicated by a blaclt vertical line. INOTE: Check page FM-13 for supplemental applicability.

FrL4 Approval: May 21, 1968Revised: February 17, 1989 Report No, 28-AC-009

FM-1-2.2 ENSTROM F-2BA


~k*.No. O( BA~A.

F)3-8-61Added Blade tape rJfM-9-31Inforarat~on JBtrY~8 FM-9-41Minor Reultion PC1FM-9-S.Moved text

9 FM14-51Added Pacle~Jisp

TaMe of Added and RevisedContents I Page Numbering BFM-1-22 I FAA ApprovalFM4-4 Revised EmergencyFM-CS Procedure and Movedext X10FM-&5 Moved TextFM-8-6 Added Text

Approved for ManagerChicago Aircraft Certification OfficeCentral RegionFederal Aviation Administration

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

NOTE: Check page FM-13 for supplemental applicability.

FAA Approval: May 21, 1968Revised: 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. ApprovedNo.

FM-6-1 691

FM6-2Cargo 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 RegionFederal Aviation Agency

INOTE: All revisions are indicated by a black vertical line

FAA App~ovai: May 21, 1968Revised 4/3!74 Report 28 AC 009

ENS+ROM F-28A FM-2-1

NOTE: Mandatory compliance with the data contained in this sectionis required by iaw.

FAA OPERATING LIMITATIONS

POWER PLANT LIMITATIONS

Engine: Lycoming ModelHIO360CIA or HIO360-CIB

Fuel: 100/130 minimum gradeOil Viscosity: Above 600F SAE 50

30 900 F SAE 400- 700F SAE 30Below 100F SAE 20

Horsepower: 205 HP all operations2900 RPM

Operating Engine RPM: 2900 maximum2750 minimum

Engine Idling RPM: 1400 minimum (clutchdisengagedj

Manifold Pressure: Full throttle, sea level engineOil Temperature: 2450 MaximumOil Pressure: 60 90 PSI, normal operation

25 PSI, idling minimum100 PSI, starting-warmup

Transmission OilTemperature: 2200F maximum

Cylinder HeadTemperature: 4750F maximum

ROTOR FLIGHT LIMITATIONS (POWER OFF)Maximum: 385 RPM

Minimum: 313 RPM

INSTRUMENT MARKINGS

Ro to r Red Line 385 RPM

Tachometer Red Line 313 RPM

Green Are 313 385 RPM

Engine Red Cine 2750 RPMTachometer Red Line 2900 RPM

Green Are 2750 2900 RPM

Airspeed Red Line 112 MPHIndicator

FAA Approvai: May 21, 1968Reprint 611/72 Revised 811/74 Report 28 AC 009

ENSTROM F-28A FM-2-2

Oil Temp. Red Line 2450 FGreen Are 120" 2450 FYellow Are 600 1200 F

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

Cylinder Head Red Line 4750 FTemperatures Green Are 2000 4750 F

Transmission Red Line 2200 FOil Temp. Green Are 00 2200 F

AIRSPEED LIMITATIONS

Never exceed speed: V,,: 112 MPH IAS at S.L.for variations withaltitude see Fig. 1

ALTITUDE LIMITATIONS

Maximum operating: 10,000 feet pressure altitude

Maximum for takeoffand landing: 7,00J feet density altitude

WEIGHT LIMITAflONS

Maximum ApprovedWeight: 2150 pounds

CENTER OF GRAVITY LIMITATIONS

Forward: 92.0 inch StationRearward: 98.0 inch Station

This helicopter is to be loaded in accordance with SECTION 71LOADING INFORMATION.NOTE: Station 0 (Datum) is located 100 inches forward centerline

of main rotor hub.

TYPE OF OPERATION

The helicopter is approved for operation under DAY NIGHTVFR NON-ICING conditions.

Night operation authorized under visual contact flight conditions.Orientation must be maintained by grcuntl light or adequate celestialillumination.

Instrument flight prohibited.

FAA Approval: May 21, 1968Reprint 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, adequateflight control can be maintained in winds up to 20 mph.

Operation with doors removed is approved.

PLACARDS

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

AIR SPEED LIMITATIONS MPH

Never Exceed Speeds Miles per Hour IAS

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

SL 112 112 112 112 112 104 982000 112 112 112 105 98 92 874000 112 106 99 92 87 83 806000 100 98 88 83 79 75 728000 89 84 79 75 71 6810000 80 75 71 68 6512000 72 68 65 62

"NO SMOKING" (This placard not required when an approvedashtray is installed.)

"THIS HELICOPTER IS APPROVED FOR OPERATION UNDER DAY NIGHTVFR NON-ICING CONDITIONS ONLY,

"60 LBS. MAX. THIS COMPARTMENT" when baggage compartnient isinstalled,

"STOW FLAT ON FLOOR BEFORE FLIGHT /This placard to be placed Ion clutch handle.)"C OL IECTIVE FRICTION TO BE USED FOR GROUND OPERATION ONLY"(This placard to be placed adjacent to the collective frictiondevice.)

FAA Approved: May 21, 1968 Report 28-AC-0O9Revised: August 29, 1985

ENSTROM F28A FM2-4

FOR NICKELCADMIUM BATTERY INS~ALLATION ONLY

BATTERY TEMPERATURE ALERT

1200 F MONITER BATTERY TEMPERATURE ~AMBERLIGHT)

1300 F TURN OFF ALTERNATOR SW.

REDUCE ELECTRICAL LOAD, TURN ALT. SW. ON IF AMBERLT. GOES OUT IN FLIGHT.

1500 F TURN OFF MASTER SWITCH.

(RED ARC) LA ND AS SOO N AS P RACTI CA L. INSP. BAfTE R YPER MANUF. INSTR. BE FORE FURTHERFLIGHT.

EACH 250 HR. INTERVALS PERFORM FUNTIONALTESTS PER K.S. AVIONICS INSTRUCTIONS.

FAA Approval: April 3, 1974

ENSTROM F28AFM-31

FAA NORMAL OPERATIONS

F-28A NORMAL ENGINE STARTING PROCEDURE1. 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 isnot reached within 30 seconds.

14. Disconnect external power (if usedi.15. Alternator switch ON.

F-28A ENGINE STARTING PROCEDURES, HOTCONDITION

1. Master switch ON.2. Magneto switch OFF.3. Throttle cracked.4. Mixture control FULL RICH.5. Turn on fuel boost pump 510 6 seconds.6. Turn boost pumpoff.7. Mixture contr~l OFF.8. Throttle FULL OPEN.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 startsso that the prolonged fuel flow in the lines willeliminate the vapor locks and cool the lines for a

proper start.

FAA Approval: May 21, 1968Revired 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 positionthroughout starting and warmup procedure.

CAUTION: Collective friction to be used for groundoperation only.

2. Rudder pedals neutral.3. Set longitudinal and late ral 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/roto r needles 3 resuperimposed (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 temperaturereaches 200"F.

2. Check engine oil temperatures and pressure to ascertainwhether they are within the green arcs.NOTE: For faster oil warmup in cold weather, 2300 rpai

may be used after cyl i nder ternpe ra tu re hasreached 2000F.

3. Increase engine rpm to 2750 to 2900 rpm and check for rpn~drop on left and right magnetos. 100 rpm is permissible oneither magneto.

NOTE: No engine roughness should be apparent whenoperating 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 forseparation.NOTE: Needle separation indicates proper operation of

overrunning clutch.

FAA Approved: May 21, 1968 Report 28-AC-009Revised: 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 cylindertemperatures 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 FULLIDLE; engine overspeed may result. Clutchdisengagement is signaled by a red warning light onthe 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 asshown on p\acard and UNE versus AltitudeDo not exceed V

Curve, Fiyure 1.

FAA Approval: May 21, 1968 Report No. 28-AC-009i sed: FEB 1 1 1988

FM 3-4

ENSTROM F-28A

DESCENT:

~AUTION: Exercise care during descent to avoid exceeding VNERUNNING LANDING:

1. Maximum recommended ground contact speed is 35 MPH. Reducespeed on rough surfaces.

2. After ground contact the ship must have zero forward niotionbefore a collective pitch is lowered.

THROTTLE CORRELATION DEVICE

CAUTION to operators of F-28A helicopters equipped with theimproved throttle correlation device:

Helicopters produced after S/N 153 may be equipped with improvedthrottle correlation niechanisnis. Earlier helicopters may beequipped with the improved correlator as a retrofit.

Improved correlator-equipped helicopters are identified byhaving a placard placed on the pilots (left side) collectiveshaft behind throttle grip.

There will be a noticeable difference in behavior between thetwo types of t h ro t t 1 e The original t h ro t t i e requ i resconsiderable Inanipulat,on of the grip by the pilot to controlrpm. The improved ccrrelator requires very little manipulationof the grip; however, it is desirable to carry more throttlefriction with this arrangement in order to prevent feedbackforces during collective inputs from rolling the grip in thepilots hand.

Final determination is that this correlation device is anattribute to controllability and is a definite improvemen; tothe Enstrom F-28A collective/throttle system.

All vehicles equipped with this device will have the followingplacard attached to the pilots collective stick adjacent to thethrottle:

CAUTION: THIS HELICOPTER IS EQUIPPEDIMPROVED THROTTLE CORRELATION

DEVICE.

FAA Approval: May 21, 1Y68 Report 28-AC-009Revised: 6/11/73

NOTES

rr--~

.I;;

;---.----,--1.-----;;;--;--I----;;

ENSTROM F28A FM 4-1

EMERGENCY OPERATING PROCEDURES

ENGINE FAILURE

1. Enter normal autorotation and stabiliie at 58 MPH. (Minimum rateof descent.)

2. At about 75 feet above ground, apply aft ~yclic to reduce forwardspeed.

3. When about 20-25 feet above surface,, begin to level helicopter andapply collective pitch as necessary to cushion a level landing.

LIGHTING FAILURE

i. Landing can be made in case of landing light failure by illuminationfrom position lights,

2. Instrument lighting is provided by three lights and while satisfactorylandings have been demonstrated without instrument illumination, asupplemental light spyrc~ is FdeF; i it i

FIRE

Fires may have several sources of origin; Generally they may beclassified as engine compartment or cabin compartment, fuel or oilsupported, 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 extinguishany flames.

NOTE: Do not restart or fly aircraft until cause of fire isinvestigated 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 landaircraft.

5. If inspection of aircraft indicates presence of flames, shut off engineand fuel valve and ejxtEn:Cj~uisl711; flam~s iwith, fire extinguisher,

NOTE: If flames were present, do not attempt to start or flyaircraft until the cause of the fire has been investigatedand corrected, If no flames were present and it is

~"11"""

I-

ENSTROM F28A FM 42

suspected that the electrical.system was the source ofthe smoke and odor; check for faulty electrical com-ponents and correct before flying the aircraft.

Severe leakage of oil onto the exhaust system maycause considerable smoke to enter the cabin. In suchcase aircraft should not be flown until cause of leakageis investigated and corrected.

TAIL ROTOR (Anit-Torque) SYSTEM FAILUREThere 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 changeof the tail rotor blades.

Upon loss of directional control, the pilot must immediately determinethe type of malfunction that has occurred (No. 1 or 2 above) and selectthe proper emergency procedure.

TAIL ROTOR DRIVE SYSTEM FAILURE

During cruising flight Iaircraft will rotate to the right with fullleft 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 fullleft pedal):1. Power full off immediately, enter autorotation.

2. Complete autorotation to nearest suitable area.

NOTE: If no suitable area is available within autorotativedistance, pilot should proceed as follows after havingestablished stabilized autorotation with at least 60MPH airspeed.

1. Increase collective pitch and power gradually (maintaining 60 to 80MPH airspeed) until yaw to the right reaches approximately 45degrees

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 fullautorotation and land.

TAIL ROTOR CONTROL SYSTEM FAILURE

NOTE: Loss of control may be caused by failure of left ped alcontrols, right pedal ciontrols or failure of pitch link toan individual tail roti~r blade. On the Enstrom tailrotor, it is normal (if uncontrolled or unattended) forthe blades to assume a nearly neutral pitch condition.Upon loss of ability to fully control tall rotor duringcruising flight, proceed as follow:

PITCH LINK FAILURE (One tail rotor blade)Aircraft will yaw to the right initially and will subsequently need anabnormal amount of left pedal to maintain straight and level flight sinceonly one blade is providing anti-torque thrust.

1. Fly at low cruise power to suitable landing area and make normalpower approach.

2. Complete a slow run on landing at low power setting.FAILURE OF LEFT PEDAL CONTROLS

Aircraft will yaw to the right. Amount of yaw will depend on airspeed andamount of power being used.

1. Remove feet from both rudder pedals.

2. Reduce power to low cruise Setting (18 to 10" Hg. manifold pressurewill create rero yaw at 60 MPH).

3, Fly to suitable area and complete normal shallow power on approachat 60 MPH.

4. Manipulate power and collective pitch so that aircraft touches downstraight ahead at an airspeed of 0 10 MPH. Reduce power andcollective cautiously as skids contact surface.

NOTE: At low airspeed, power settings UNDER approximately18"Hg. will cause yaw to the left Power settings OVER18"Mg. will cause yaw to the right. Do not attempt toabort the emergency landing after airspeed is slowedbelow 40 MPH,

FAILURE OF RIGHT PEDAL CONTROLS

Rudder control will be normal at power settings over 18" MP. Powersettings under 18" MP will produce yaw to the left Proceed as follows:

1. Fly to suitable landing area at a power setting of at least 18" MP.

FAA Approval: May 21, 1468Revised: August 1, 1974 Report No. 28-AC-009

ENSTROM F-28A FM 4-4

2. Complete normal shallow power approach at 60 MPH (do notautorotate).

3. Manipulate power and collective pitch so that aircraft touches downstraight ahead at an airspeed of e10 MPH. Reduce power andcollective pitch cautiously as skids contact surface.

NOTE: Application of power to over id" MP will make aircraft i,more controllable. Therefore, landing attempt may be abortedand new approach initiated as many times as necessary.

LAND1NO IN WATER (Ditching)If ditching is unavoidable without other recourse, proceed as follows:

DlTCHlNG WITH POWER

1. Descend to low hovering altitude over water.

2. Unlatch both doors and exit passengers.

3. Hover aircraft clear of all personnel in water.

4. Turn off master and alternator switches.

5. Complete hovering autorotation into water.

6. As collective pitch reaches full up and aircraft settles in water, applyfull lateral cyclic in direction aircraft tends to roll.

7. After rotor strikes water and stops, climb out and clear aircraft.

DITCHING WITHOUT POWER

1. Turn off master and alternator switches.

2. Unlatch both doors.

3. Complete normal autorotation to land in water at zero airspeed.

4. As collective pitch reaches full up and aircraft settles in water, applyfull lateral cyclic in direction aircraft tends to roll.

5. After rotor strikes water and stops, exit all occupants and clear aircraft.

ALTERNATOR FAILURE

A malfunction of the alternator will be indicated by zero charge rate orconstant discharge on the ammeter. To put the alternator back on line,proceed as follows:

NOTE: Use the following procedure if the alternator excitecircuit breaker (ALT EXC or ALTNTR EXC) it notinstalled.

1. Alternator circuit breaker in.

FAA Approval: May 21, i 968Revised: May 22, 1998 Report No. 2&AC-009

FM 4-5

2. Cycle the MASTER and ALTERNATOR switches.

3. If alternator is not restored or goes off line again, turn off the alternatorswitch and all nonessential electrical equipment. Land as soon aspracticable.NOTE: Use the following procedure if the alternator excite

circuit breaker (ALT EXC or ALTNTR EXC) is installed.1. E4~temator circuit breaker in.

2. Attemator excite circuit breaker in.

3, Cycle the ALTERNATOR switch.

4. If alternator is not restored or goes off line again, tum off t~e alternatorswitch and all nonessential electrical equipment. Land as soon aspracticable.

MAIN ROTOR GEARBOX

If, in normal flight, the main rotor gearbox red line temperature isexceeded, the aircraft should be landed at the next suitable landing site.

ABNORMAL VIBRATIONS

Vibrations in this helicopter can usually be classified as either lowfrequency or high frequency. Low frequency vibrations are generallycaused by the main rotor system while the high frequency vibrationsusually originate from the engine, drive system, or tail rotor. Anyabnormal vibrations are an indication that something is not correct andshould be referred to a mechanic before further flight If a vibrationsuddenly appears during a flight, it is an indication that something hassuddenly changed. The helicopter should be landed as soon as practicaland inspected to find the cause of the vibrations. After the cause of thevibration has been identified, the pilot and the mechanic can determinewhether the helicopter can be safely flown or should be repaired on thespot. An abnormal vibration is reason to get the aircraft down as soon aspossible, but the pilot must also use caution and select the safestpossible landingl site, working around wires, people and otherobstructions.

FAA Approval: May 21, 1968Revised: May 22, 1998 Report No. 28-AC-009

NOTES.

I~;

."-I

__

-:-I--~---------~---I--------:------------------------------;----- ------I--


FAA PERFORMANCE DATABest 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)

loI

4 VnB

SL

,I_

i0 20 40 60 80 100 112

I.nS -MPH

ORIGIMALAs Received By

ATP

Figure 1

FAA Approval: May 21, 1888Reprint 6/1/72 Report 28 AC 009


MODEL F-28A AIRSPEED CALIBRATION

120

100

80

F so

40

20

JO 20 40 60 80 loO

INDICATED AIR SPEED M.P.H

Figure 2

FAA Approval: May 21, 1968Aprlnt6/1/72 Report 28 AC 009


MOVER @EILI~G:IN GROUND EFFECT31/2 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, 1968Revised 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

Wu.

Z 300

(r[fw

W

Om 200

SAFE OPERATING AREAI

w

r

looUse caution in this area toavoid contact of Tail RotorGuard with ground

S.L.

0 20 40 60 80 ~00

IAS MPH

Figure 4a

FAA Approval: May 21, 1968Reprint 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 AREAu.

a 300

o:

Lu

w

om 200Q R~COMMENDED~z T\ U \I\\ I TAKEOFF PROFILErj (2900 rpm~w

loO1 I I Use caution in this area to

avoid contact of Tail RotorGuard with ground

40

10

0~ 20 40 60 80 100

IAS MPH

Weight applicability of H-V Diagram is based on hover capability at3.5 feet skid height. (Reference FM 5-3.)

Figure dbFAA Approval: May 21, 1968Revised 8/1/74 REPORT 28 AC 009

ENSTROM F28A FM 56

DENSITY ALTITUDE CHART

7000

6000oOo

5000

gOLUUJ

L: 40DO i3000

6~O

Q2000

1000v,

tj I I /I /I /Io c~lO

ibl-1000

Q\

-2000

-20 0 20 40 60 80 100

TEMPERATURE of

Figure 5FAA Approval: May 21~ 1968

REPORT 28 AC 009


RATE OFCLIMB/DENSITY ALTITUDE2150 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

EXTERNAL LOADS SUPPLEMENT NO. 1

INTRODUCTION

The Enstrom Cargo Hook Insta)lation(Drawing No, 22000), wheninstalled, will permit the owner or operator, with a valid RotorcraftExternal Operator Certificate, to utilize the helicopter for transportationof external cargo, for compensation or hire, when operated by aqualified pilot.The cargo hook kit incorporates electromechanical and mechanicalcargo release features.

I. OPERATING LIMITATIONS

ATTENTION

This helicopter meets the structural and design requirements ofCAR Part 6: providing the data contained in this supplement areincluded in and imposed by the Combination Flight Manual.

WEIGHT LIMITATIONS

Gross weight not to exceed maximum allowable for the basichelicopter.


80 MPH maximum with external load. Caution should beexercised as handling characteristics may be affected due to thesize and shape of the cargo load.

PLACARDS

"Approved For Class B Rotorcraft Load Operation. OccupancyLimited To Flight Crew Member When Carrying External Load."(Installed on instrument panel.)"External Load Limit 500 Ibs." (Installed on the cargo attachinghook.)

CENTER OF GRAVITY

The CG of the Cargo Hook when installed is located at station96.0.

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 cargoloads up to 500 pounds and total gross weight not to exceed themaximum allowable for the basic helicopter.Normal operation under CAR Part 6 (New FAR Part 27) can beconducted with the cargo hook installed, providing cargo is notbeing transported.

II. OPERATING PROCEDURES

STATIC ELECTRICITY DISCHARGE

Provide ground crew with instructions as follows: Dischargehelicopter static electricity, before attaching cargo, by touchingthe airframe with a ground wire or if a metal sling is used, thehookup ring can be struck against the cargo hook. If contacthas been lost after initial grounding, the helicopter should beelectrically regrounded and, if possible, contact maintained untilhookup is completed.

CARGO HOOK OPERATION

Position instrument panel CARGO RELEASE arming switch(circuit breakerj to OFF when attaching cargo, then moveswitch to ON as desired, during approach for release.PULL mechanical manual release lever HANDLE to drop cargoin the event of an electrical failure.

NOTE

The cargo mechanical release will function regardless of positionof the CARGO RELEPISE arming switch.

FAA Approval: June 6, 1969 Report 28 AC 009

FM6-3

ENSTROM F-28A

FLOAT LANDING GEAR SUPPLEMENT NO. 2

DESCRIPTION

The float installation kit consists of two multi-cell (5 compartment)Air Cruisers No. 23024409 inflatable floats, attachment fittings, rightengine side cowi modified for installation of induction air box, relocatedpitot tube, lengthened universal blocks, tail rotor strike indicators, andtwo landing lights.

SECTION 2 OPERAT1NG LIMITATIONS

Same as basic F-28A with the following exceptions:ALTITUDE LIMITATIONS

Maximum for take-off and landing: 4000 density altitude.

SECTION 3 NORMAL OPERATIONS

F28A ROTOR ENGAGEMENT

NOTE: Prior to engaging the rotor the helicopter should either besecured or set adrift in an area sufficient to make at least one and one-half complete rotations due to engagement rotor torque. Allowanceshould be given to helicopter drift.Follow normal engagement procedures until needles marry, thensmoothly advance throttle until tail rotor becomes effective (approximately one helicopter revolution ~1800 engine RPM).

FLIGHT INFORMATION

TAXIING

Taxi at slow speeds with partial collective to prevent float bows fromnosing under. Safe operation can be accomplished in waves up to 18inches (trough to crest),

RUNNING LANDING

1. Maximum recommended water contact speed is 30 MPH. Reducespeed 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 inflate at base altitude .5 psig

per 1000 feet anticipated altitude change,

F M-6-4

3. For flights to higher altitude 10,000 feet differential altitudepermittedNOTE: Set float pressure to 1.5 psig at new base altitude.

SECTION 4 EMERGENCY PROCEDURES

ENGINE FAILURE

1. Enter normal autorotation and stabilite at 58 MPH (for maximumglide distance).NOTE: Night Operation turn on landing light.

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

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

WARNING

Touchdown speeds should be kept below 20 MPH for emergencyautorotative 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 beeninstalled per the instructions on pages FM-3-1 through FM-3-4. Thefloat equipped helicopter is approved for operation at the same c.g.range as the basic F-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 PER FORMANCE 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)

Cw 8w

u. I I I I \I JVneU.Ov,

2 6Qv,

OLt-

cu

D

c

-IQ z

C

v,

Zw

Qs.L.

0 20 40 so so ,oo ~12

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

FAA Approval: June 6, 1969REPORT 28 AC 009


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, 1969Revised 8/1/74 REPORT 28 AC 009

ENSTROM F28A FM 67

HEIGMT-vEtoCI-~v-olAGRAMFor Operation at 7,000 Ft. Density Altitude

(Tests conducted on prepared surfaces)

AVOID OPERATION IN SHADED AREAS

500

400

SAFE OPERATING AREA

z 300

I zoo

i RECOMMENDEDI I\ \I I TAKEOFF PROFILE

(2900 rpm)

looVre caution In Ihi~ area to avoidEoniac~ O( Tall Rotor tuard With pround

40

0/ 20 40 60 80 100IAS- MPH

W:ighT appjcaqjliry of~HV qiagraml:based an haver capabi ty arl3.5 feet skid height. ~Reference FM 53.)Figure 4b

FAA Approval: June 6, 1969Revised 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 AR EAS

500

soo

SAFE OPERATING AREA

U~e uution in chi~ ~rcu co Ivoidcon~ct ol Tlil Rotor Gulrd rrith 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 patientcarried externally in a Stokes type litter. Litters may be installedon the right or both sides of the aircraft if gross weight and center ofgravity limitations are observed.

i. OPERATING LIMITATIONSThis helicopter meets the structural and design requirements ofCAR Part 6 providing the data contained in this supplement areincluded in and imposed by the Rotorcraft Flight Manual.

WEIGHT LIMITATIONSGross weight shall not exceed the maximum allowable for thebasic helicopter.

AIRSPEED LIMITATIONSNormal 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 GRAVITYThe C, G. of the external litter when installed is located atstation 101.3. Total weight of the installation is 25.0 Ibs.

_--..

FM-6-10

ENSTROM MODEL F-28A

EXTERNAL MOUNTING OF AUXILIARY FUEL TANKSUPPLEMENT NO. 4

DESC R I PTI O N

The Enstrom external auxiliary fuel~tank installation (Drawing No.28-22500) when installed will permit additional 22 gallons of fuelcapacity. This installation is for the tight side mounting only. Thedescribed system is comprised of a chadwick tank with an integralfuel transfer pump, required mounting brackets, lines and electricalcontrols. Operation of a helicopterwith this installation must bewithin the approved gross weight and C.G. limitations as describedherein. This system can be used to supplement fuel capacity forhelicopters equipped with 40-gal. or 30-gal. main fuel tanks. Thesesystems are defined as Enstrom external auxiliary fuel tank installationDrawing No. 28225001 to be used with 40-gal, capacity main tanksand Drawing No. 28-225002 for 30-gal. capacity main tanks. The twosystems are identical except for operational placards and minor grossweight 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 datarequirements 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 thebasic helicopter with the auxiliary fuel system installed.


Normal airspeed limitations are to be observed with the externalauxiliary tank installation.

PILOT STATION LIMITATIONS

Solo from left seat only.


FM6-ll

SECTION 3 NORMALPRO~EDURES

FUEL TRANSFER CONDITIONS FOR 40GAL, CAPACITY MAINTANKS

Enstrom drawing No. 28-22500-1 describes the 40-gal. externalauxiliary 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 approximately1,7 hours of flight.

FUEL TRANSFER CONDITIONS FOR 30GAL. CAPACITY MAINTANKS

Enstrom Drawing No. 2822500-2 describes the 30-gal. externalauxiliary 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 located at station 101.3and the total weight of the 28225001 and 2822500-2 installationis 40 Ibs,


FM-7-1

WEIGHT AND BALANCE

\NFORMAT\ON

All helicopters are designed for certain limit loads and balanceconditions. Changes in equipment which affect the empty weightcenter of gravity must be recorded in the aircraft and engine logbook. It is the responsibi~lity of the helicopter pilot to ensure thattile helicopter is loaded properly. The einpty weight, empty weightC.G, and useful loads are noted on the weightbalance sheet includedin this Manual for this particular helicopter,

NOTE: The C.G, range for the F-28A Helicopter is 920~ to98.0~ from datum line at a maximum gross weight of2150 Ibs. Listed on page FM3-5 is a typical loadingcondition of the F2:8A Helicopter, both rearward C.G,and forward C,G. condition,

WEIGHT ytAi jiu iiiiThe removal dr addition of fue orequi nient~r;esults in changes tothe center of gravity and weight of the aircra.ft, and the permissibleuseful load is affected accordingiy, The effects of these changesmust be investigated in all cases to eliminate possible adverse effectson the aircrafts flight characteristics. The horizontal referenceweighing point is located 20 inches forward of the center bolt inrear 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 92Approved Aft C.G, Limit Station 98

TOOLS AND EQUIPMENT

Tape Measure CommercialScale (two) 1000 Ibs, capacityScale tail tone) 100 Ibs, capacityLevel bubble-type CommercialWork stand As required

DETAILED PROCEDURE FOR WEIGHING F28A SERIESHELICOPTER

a. Thoroughly clean helicopter.will be~.weiin95 ahd i:nside .ai ii :i! cpSaP. bui,lding to preventt; :Hhlicap-ter will be placed inO

_ia level flight attituae.

c, Check for proper installation of all accessory items, Check todetermine if the scales that gre being used have been calibratedrecently, and check to see that the scales will zero out beforeweighing helicopter,

FM-72

d. The helicopter will be weighed without fuel, but the weight andbalance record will reflect corrections to indicate the amount ofunusable fuel required by the helicopter configuration. Thehelicopter may be weighed with full oil or without oil, bur theweight and balance report should be corrected accordingly.

e, Tare will be noted when helicopteris removed from the scales.

NOTE: Check oil level of main transmission and tail rotortransmission. Check to see that the main rotor bladesare in uniform position, 1200 apart.

f. Close and secure bath doors, left and right hand sides.

y. Hoist or jack he(icdpter cdear of ground.h. Position two main scales beneath the skids.

i. Position a pipe nipple in the center of left and ricJht hand scalesat 20 inches forward of center bolt in rear skid attachment1Detai( 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 NALAs IReceSvecf

ByATP

m. Small scale will be located under tail rotor guard at the center lineof the tail rotor output shaft, shown above.

CAUTION: Exercise care to maintain scale alignment duringlowering operation of helicopter on scale. No part of skid shouldtouch scale. If helicopter doesnt balance on pipe nipples,under skids as necessary to obtain balance, and measure fromrear 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 aircraftalong the longitudinal axis, paying attention to the level on thelongitudinal 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 cciticalDouble 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. Anofficial weight and balance report is prepared in connection witheach helicopter presented for airworthiness certification at theEnstrom Corporation. All these reports are marked "actualweight."

t, This weight and balance report, and equi9ment list \~vill br preparedand 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 thatthe helicopter is loaded properly. The empty weight, emptyweight CG and useful load are noted on the weight andbalance 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 146160.00undrainable engine oil,gear box oil and un-usable fuel)

EngineOil 15.0 96.0 1440.00Fuel, 30 gal. 180.0 98.0 17640.00

Pilot 140,0 68.5 9590.00

1785, 97.9 1 74 830.00

Forward C.G,

Empty Weight (including 1450.0 100.8 146160.00undrainable 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 34 93 5. 00

2150. 92.9 199685.00

FAA Approval: May 21, 1968 i Report 28 AC 009Revised 6/1/72

WEIGHT AND BALANCE REPORT

320.018

100.000Be Hub

U1U LCG

I c.d.~ ~----------------7;-? T.R.

DATUM LINE I~f- 113.446 ---t-fl

7WL 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 ACTU A L W El G HT REPORTMode~ Serial No. Reg. No.

Standard equipment not installed Optional surplus equipment inat weighin aircraft at weighin

Moment X I I I I I Moment Xitem 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. CALCU LATIONModel No. Serial No. Reg. No.

Weight F~ r In MomentI I Ibs In 1 1000 In.lbs.

Weight las weighed)

Less: optional surulus weight

Plus missing std. equipmentI I

ComputedTotal 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 andNo, item Wt, ArmOn Off Part No.

INSTRUMENTS REOUIRED

Altimeter 5932-R United 1.2 36Airspeed 22697013 Weston .5 36Tachometer Consolidated 6529 1.3 36Manifold Fuel Pressure 6080-A United 1.5 36instrument Cluster I Garwin 22169 2.0 36

Oil TemperatureOil PressureGear Box TemperatureCylinder TemperatureFuel QuanitityAmmeter

Compass 1.0 40OAT Gauge 0.5 55

OPTIONAL EQUIPMENT

501 Night Lighting Equip, (incl, 2 beacons, 4 run 7.0 104ning lights, landing and panel lights, 12 postlights).

502 Map Light 0.5 85503 8Dav Clock 0,5 32504 Hour Meter

.75 36505 Post Lighting 1.0 35506 Defroster 6.0 37507 "Locator" Searchlight 24.0 76508 Door Locks with upper and lower latches 2.0 77509 Center Radio Console 2,5 32510 Cargo Hook (mounting bracket 9.5 Ibs,i 15.0 96511 Telephone 27.0 108512

513 Snowshoes 14.0 120514 Cabin Hearer 4.1 1 36515 Baggage Compartment 10.0 135516 Flotation Gear 66.0 96517 Dual Controls 12.0 50518 1 Floor Carpet, Interior Trim and Headliner 3.5 645191 Fed. 1ZV Twin Speaker Siren 13.0 120520 i Liner i(it Single 124.0 100

I I i521i Litter Kit Double 48.0 100522 Shoulder Harness with Reel Single 4.5 82523 Shoulder Harness with Reel Double 9.0 82524 First Aid Kit 5.2 82525 Ashtravs and Lighter 1.0 42526 i Fire Extinguisher (Ansul) 5.7 75527 APU Unit (including cord) 1 4.5 73528 Narco Corn IIA (Helimpter Transceiver) 3,5 32529 Narco Nav 11 2,5 32530 Narco Digital ADFPDF 35 j 6.5 32531 Narco DME 70 10.0 32532 Bonzer Radar Altmeter TRN-71 4.5 32533 Gvro Horizon AlhO 560 DCF (14) 3,4 32536 Warning Light Panel indication: 3.0 32

i. Starting solenoid stuck 2, Alternatornor charging 3, Low fuel

FAA Approval: May 21, 1968 Form No. F157Revised 8/1/74

iItem Weight added Weight removed Running basic total n, o

itemDate Description of article or modification 5 (1

No. Inl Out Weight Arm Mom.lWeightlArm Mom.lWeighr C.G. Mom. ,c~"o it m

(PACTUAL DELIVERED WEIGHT AND BALANCE DATA I I I 1 ai I I 1 I I 1 I rr II a)

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a I I I I I I I I 1 1 I I I I I o I- ~ac z

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FM-8-1

OPERATIONAL INSTRUCTIONS

INTRODUCTION

The operating data and information contained herein is not intendedto provide flight instructions, but to present a verbal picture of thehelicopter handling qualities and control application through thevarious phases of the flight regime. Also discussed are flightcharacteristics which are common to most helicopters, and the specialfeatures 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 thehelicopter from one ground position to another can be accomplishedby ground personnel, when the rotors are not turning, with the use ofquickly installed ground handling wheels or by the pilot flying thehelicopter from one location to another at an altitude in closeproximity to the ground surface.

Takeoff Types of Takeoff. The known factors which must be con-sidered prior to takeoff include gross weight, temperature, densityaltitude, and the area from which operations are to be conducted.With this knowledge and the ability of the Model F-28A to operatefrom either prepared or unprepared areas and surfaces, the type oftakeoff can be easily determined.

Normal Takeoff To Hover. A normal liftoff to a hovering altitudewithin ground effect is the most common type of takeoff and shouldbe used whenever possible. Normal liftoff can be accomplished atmoderate altitudes and at average operating gross weights. in this typeof takeoff, the safety factor is high because the helicopter is liftedfrom the ground vertically to a height of 4 to 5 feet where the flightcontrols and engine may be checked for normal operation beforestarting a forward speed climb. A normal takeoff is made in thefollowing manner:

a. Increase throttle to 2900 RPM, with the collective pitch ~ULLDOWN.

b. Place cyclic control in the NEUTRAL Position or to a positionwhich places rotor plane parallel to horizon if helicopter is sittingon a sldpe.

c. Increase collective pitch control slowly and smoothly until ahovering altitude of 3 to 5 feet is obtained, applying anti-torquepedal to maintain heading as collective pitch is increased.

d. As the helicopter breaks ground, minor corrections of the cycliccontrol may be required to insure vertical ascent, and directionalheading maintained by the use of the appropriate anti-torquecontrol pedal.

Normal Takeoff From Hover. Hover briefly to determine and insurethat 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 toaccelerate smoothly into effective translational lift, maintain hoveringaltitude with an application of collective pitch until translationallift has been obtained and the ascent has begun. Then slowly lowernose of helicopter to an altitude that wilt produce an increase ofairspeed to best climb speed. Adjust controls and power as requiredto establish the desired rate of climb.

Maximum Power Takeoff. Hover helicopter 3 to 5 feet altitude2900 RPM. Applyforward cyclic smoothly. As forward motionincreases, apply collective and throttle until full manifold pressureis attained (throttle full open 2900 RPM). Do not increase collectivepitch beyond this point (overpitching) as:his will cause engine androtor RPM to decrease. Maintain 3 to 5 feet altitude by use of cycliccontrol. As translational lift speed is reached (15 20 MPH), applyaft cyclic to seek climb angle that will allow helicopter to climb andaccelerate to 55 mph (best rate of climb speed). Maintain headingduring takeoff by coordinated use of directional control pedals andcyclic.

Maximum Power Takeoff From Confined Areas. Conditions mayoccur in which the helicopter must be operated from confined areasin which takeoff distances (from hover to reach 55 mph) are notsufficient to clear obstacles that may be in the flight path (trees,buildings, wires, etc.). In order to clear such obstacles safely, theclimb portion of the takeoff must utilize the best angle of climbairspeed (30 mph safe side of height velocity curve). This angle ofclimb will substantially shorten the distance required to clear obstacles.To accomplish this type of takeoff, hover helicopter at 3 to 5 feetaltitude and 2900 RPM. Apply forward cyclic smoothly. Ashelicopter begins to accelerate forward, apply collective and throttleuntil full manifold pressure is obtained (throttle full open, 2900 RPMengine). Do not increase collective beyond this point (overpitching)as this will cause engine and rotor RPM to decrease. Maintain 3 to 5feet altitude by use of cyclic control. As translational speed is reached(15 20 mph) apply aft cyclic to seek climb angle that will maintain30 35 mph (refer to height-velocity diagram in flight manual). Afterclearing all obstacles at this airspeed, apply forward cyclic and readjustcollective and throttle as desired for further flight.

NOTE: If RPM is lost due to overpitching, it may be regained bymaintaining full throttle, lowering collective slightly and applying someaft cyclic. it is imperative that the helicopter has accelerated a littlebeyond translational speed in order to accomplish this maneuver.Therefore, good judgment must be used to determine the rate atwhich the helicopter is accelerated from hover to translational speedand to determine if sufficient distance is available to clear obstaclesunder the existing density altitude conditions.

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 driftdownwind at a rate proportionate to the wind velocity. Thistendency can be corrected by moving and holding the cyclic sticksufficiently in the direction of the wind to prevent downwind draft,During cross-wind takeoff, it is advisable to keep open areas towindward side of flight path to facilitate emergency landing if itshould be necessary.

NORMAL APPROACH FOR LANDING

The object of a normal, prior to touchdown approach is to fly thehelicopter to a hovering attitude over the selected spot of the intendedlanding area. To accomplish this objective, the cruise airspeed isdecreased gradually to 55 MPH and engine speed is maintained at2900 RPM. Control rate of descent with collective and throttle(manifold pressure); airspeed with cyclic control. As the selectedlanding area is approached, the airspeed and rate of descent aredecreased until a zero ground speed hovering attitude is attained atapproximately 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 alanding in a confined area. The airspeed in a steep approach shouldbe 30 to 35 MPH (safe side of H/V curve) and the rate of descentshould be as low as possible for the desired angle of descent, Since arelatively high amount of power will be required to control the rateof descent, a minimum amount of additional power will be requiredto accomplish a hover. The aiming point to spot of intended hover inground effect should be as near as possible after clearing finalobstacles. This will allow an over-run to get helicopter stopped incase power settling should occur during slowdown from 30 MPH downto 0 airspeed. During descent, the airspeed is controlled by appro-priate cyclic stick application and the rate of descent is controlledby proper application of collective pitch and throttle. In the finalstages of approach, the collective pitch is increased gradually as thecyclic stick is adjusted to reduce the airspeed from 30 to 35 MPH to 0groundspeed. This should be accomplished in a way which willreduce the rate of descent and groundspeed to zero the moment thehovering altitude is reached.LANDING--LANDING SITE EVALUATION

The versatility of the helicopter permits safe operation from unfamiliarand 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 useproper techniques to effect landingsand takeoffs from these sires.Although the helicopter is designed for and is capable of operationfrom restricted areas, the final analysis of the situation on the decisionto land must be determined by the best professional judgement of the

FM-84

pilot. Prior to attempting operation of the helicopter from unpreparedareas, the pilot must consider certain basic factors and evaluate oneagainst the other to determine what undesirable factors will be presentin the contemplated operations. The condition of the selected landingarea can be evaluated by a low speed pass into the wind over theintended landing site. Ceneralty, the landing site should be nearlevel, and depending on existing density, altitude and gross weightconditions, should meet the obstacle clearance requirements set forthin this Manual. The pilot must also consider personal proficiency,wind and terrain roughness when evaluating the suitability of thelanding area.WIND DIRECTION AN13 VELOCITY

7~he effects of wind on take-off and landings are important facto~5and should be considered in the operation of the helicopter; however,in planning critical helicopter operations, the effects of winds can berelied upon to assist in accomplishing landings and take-offs fromunobstructed areas. If the helicopter were riding a gust of wind onthe final approach and the gust should decrease as the helicopter wasapproaching a hover, the helicopter would probably rapidly settle~if the wind factor was planned on to execute the landing. Thiscondition will also hold true during the initial phase of takeotf.If an operation is dependent on wind conditions, all other conditionsbeing marginal, the helicopter gross weight should be reduced. Whena landing area is determined to be marginal, the piler, exercising goodjudgement, should select another site. Another effect of wind thatmust be considered is the lee effect of the wind over hills, ridges,and obstacles. The downdrafis resulting from these conditionsparticularly affect the initial phase of take-off or final phase of landing.NORMAL LANOrNG

After completion of the normal approach to a hover altitude, maintainengine RPM and decrease collective pitch sufficiently to affect a constant, smooth rate of descent until touchdown. During final descent,make necessary corrections with directional pedals and cyclic controlto maintain a level attitude and constant heading to minimize movement on ground contact. After ground contact, continue to decreasecoltective pitch smoothly and steadily until the entire weight of thehelicopter is ground supported and then decrease collective pitch tominim~,m.

CROSSWIND LANDING

Crosswind landings generally can be avoided in helicopter operations.Occasionally, when operating from unprepared areas, such as plowedor furrowed fields, ridges and upslope or downslope surfaces, necessitymay require that crosswind landings be performed. When conditionsdemand and terrain features dictate, a crosswind landing is alsoutilized to preclude the necessity of landing on a high, tilting angle ora dangerous tail low attitude. Prior to accomplishing the crosswind


landing, the pilot should evaluate th~ climatic conditions, including windvelocity and the terrain, and then proceed as follows: Engine RPMmaximum, approach landing spot from crosswind direction if possible,and hover. Hold cyclic control into direction of wind to prevent side driff,and reduce collective pitch and descend as in normal landing.FLIGWT CHAit9CTERlSTlCS ~1ANDUNG AND STABILIN

The fight characteristics of the helicopter in general are similar to othersingle rotor helicopters. The particularly noticeable difference is thehandling ease and additional stability that is evident during take-off,

r,,.,hovering, and all modes of flight. To obtain or increase helicopter fonua rdspeed, simultaneously apply forward control and increase main rotorpitch, and maintain power through constant fllight condition. Altitude ismaintained throughout the entire range of forward and rearward Rightspeeds by fore and aff movement of the cyclic control stick incoordination with collective pitch application, Directional heading iscontrolled by the application of lateral cyclic control and appropriatedirectional control pedal. 8lade stall can only occur during Right and iscaused by high angle of attack on the retreating blade and occurs at theoutboatd section of the blade area. This condition can not beencountered when tt~e helicopter is operated within the specified operatinglimits as stated in the Flight Manual. Blade stall is the result of numerouscontributing factors such as gross weight, low rotor RPM, airspeedacceleration, and altitude. The condition is most likely to occur at higherairspeeds and low operating RPM; it also follows that the condition willoccur sooner with high values of altitude, gross weight, and angle ofbank.

MANEUVERING FtlGHf

Movement and response of the fight controls while conducting Rightmaneuvers is normal at all times when the helicopter is operating withinthe limitations set forth in the Flight Manual. Throughout the entire realmof flight, it will definitely be noted that minimum effort is

enstrom f28a rfm (1998)

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