In 1911 H. Eparvier designed and built a monoplane in France.
Eparvier 1911 monoplane
Engines – Power
Eparvier 1909 monoplane
The 1909 Eparvier monoplane was designed and built by H.Eparvier in France.
Weight: 770 lb
E.N.V. Opposed 4 cyl.
The three horizontally opposed, four-cylinder, overhead-valve engines that appeared at aircraft shows between October 1909-10 were E.N.V.’s only departure from their standard 90° V8 layout. Technical details are rather sparse, but the 1909 engine had steel cylinders and combined inlet/exhaust valves. The 30 hp 1910 engine had separate steel cylinder heads and barrels, screwed and brazed together. Inlet and exhaust valves were also separated, placed respectively below and above the cylinders and worked by push/pull rods and rockers. Only one of these horizontal engines flew, powering the Neale monoplane of 1909-10 at Brooklands for a short time.
25/30 hp
Year: 1909
Power: 24 hp @ 1,200 rpm
Capacity: 4,100cc
Bore×Stroke: 109×110mm
Weight: 30kg
Manufactured in France
H
Year: 1910
Power: 30 hp @ 1,200 rpm
Capacity: 2,300cc
Bore×Stroke: 90×90mm
Weight: 40 kg bare
30 hp
Year: 1910
Power: 30 hp
Capacity: 3,050cc
Bore×Stroke: 80×120mm
Weight: 60kg
E.N.V. V-8
E.N.V.’s V-8 engines appeared in six different models. Most of these were identified by a letter, though contemporary sources often refer to them by power. The assignment of the letters C, D, F and T is known from contemporary sources. The one type known to have pre-dated the C has been assigned the letter A by a later historian, a notation followed here. The last engine is usually known as the 1914 100 hp E.N.V.
The physical details of all the engines, such as bore and stroke etc. are known from both contemporary records and surviving examples. There were also variations within types, as development proceeded. Nonetheless, all the V-8s had much in common. They all had their cylinder banks separated by 90°, leaving space within the V for inlet manifolds and valvegear. All were water-cooled; each cylinder was enclosed with an electrolytically formed copper jacket. Initially these were produced with a variant of the lost wax process. The cylinders were coated with wax, which was then coated with black lead to make it electrically conductive and copper plated. Afterwards the wax was removed by heating. Later, the insulating wax was replaced with electrically conducting, low melting point white metal, simplifying the process. Pistons were made of steel, with cast iron rings, and the crankcases were cast aluminium. There was one plug per cylinder, supplied by a gear-driven magneto alone or with an additional battery-driven ignition coil and distributor for dual ignition.
The types A, C, D and F were all side-valve engines, with valves operated by push rods running exposed and parallel to the cylinder axes, driven within the V from a central, gear-driven camshaft above the crankshaft. All camshafts were hollow for lubrication. The cylinder cooling jackets surrounded the cylinders, then turned inward with flattened faces for inlet and exhaust manifolds and push rods. The exhaust stubs were vertical, each bank of cylinders feeding its own horizontal pipe. The inlet stubs entered the cylinder head at right angles. The earliest type A engines had a pair of inlet tubes, one for each bank and fed from a carburettor at the front.
Slightly later model As and types C and F placed the carburettor between the cylinder banks, halfway along the engine axis. Fuel and air was passed to a spherical copper mixing chamber above the carburettor, then via four radial copper tubes which finally branched into pairs the feed the inlet ports symmetrically. The smaller type D retained the end positioned carburettor. These engines all had cast iron cylinders. The types A and C were very similar in construction as well as capacity, but a major change in crankshaft design was introduced with the smaller type D and inherited by the F. The A and C types had a crankshaft supported by only three plain bearings and the width of the central one required a greater space between the second and third cylinder of each bank, visibly dividing each into blocks of two. The crankshafts of the D and F types had five ball race bearings, one between each cylinder and two end bearings; the output thrust bearing was a double race to allow for pusher or tractor configurations. The new bearing arrangement permitted an equal cylinder spacing. The type FA was a type F with an extended crankshaft, mounted in a very prominent, conical crankcase extension. The type T, discussed below, had a similar extension, which in that case at least allowed a larger diameter thrust bearing to be used.
Though heavy, the E.N.V. models A and C provided some of the earliest European fliers with a relatively powerful engine. Some Voisin biplanes used them between 1908 and 1910 and S.F. Cody fitted his first pusher biplane with a type C in the second half of 1909. His second aircraft also used that engine in the autumn of 1910. The types D and F had significantly better power-to-weight ratios than the first two models and become E.N.V.’s most popular products, being widely used in 1910 and 1911. After that they were eclipsed by the new, light rotary engines.
The last two V8’s, the T and the 100 hp were not successful. Though tested, they never flew. The type T introduced steel cylinders and was an overhead-valve engine with vertically mounted valves operated from a central camshaft by thin pull rods and rockers. The carburettor was mounted centrally at the front, feeding a central tube which ran to the back of the engine, divided and ran back along each cylinder bank. Dual magneto/coil and battery ignition was provided. The 100 hp engine was also an overhead-valve engine in the sense that the port opened directly into the cylinder head, though the valves were mounted horizontally. This arrangement required an unusual shape of combustion chamber but enabled the valves to be operated directly from a central crankshaft raised on pillars to cylinder head height. Vibrations of this crankshaft and weakness of a new cylinder head restraint system dogged the engine, the last E.N.V. made.
A
Type: 90° V-8
Year: 1908
Power: 50 hp @ 1,000 rpm
Maximum Power: 60 hp
Valve configuration: side
Capacity: 8,171cc
Bore×Stroke: 100×130mm
Weight: 200kg
Manufactured in France
C
Type: 90° V-8
Year: 1908-9
Power: 65 hp @ 1,180 rpm
Maximum Power: 90 hp for 15 min claimed
Valve configuration: side
Capacity: 8,171cc
Bore×Stroke: 100×130mm
Weight: 170kg
Manufactured in France
D
Type: 90° V-8
Year: 1909-10
Power: 30 hp @ 1,000 rpm
Maximum Power: 40 hp @ 1,400 rpm
Valve configuration: side
Capacity: 4,087cc
Bore×Stroke: 85×90mm
Weight: 70kg
Manufactured in France & UK
F
Type: 90° V-8
Year: 1909-11
Power: 59 hp @ 1,000 rpm
Maximum Power: 88 hp @ 1,500 rpm
Valve configuration: side
Capacity: 7,623cc
Bore×Stroke: 105×110mm
Weight: kg
Manufactured in France & UK
FA
Type: 90° V-8
Year: 1909-11
Power: 59 hp @ 1,000 rpm
Maximum Power: 88 hp @ 1,500 rpm
Valve configuration: side
Capacity: 7,623cc
Bore×Stroke: 105×110mm
Weight: kg
Manufactured in France
T
Type: 90° V-8
Year: 1910-11
Power: 100 hp @ 1,000 rpm
Valve configuration: overhead
Capacity: 15,934cc
Bore×Stroke: 130×150mm
Weight: 238kg
Type: 90° V-8
Year: 1914
Power: 100 hp @ 1,620 rpm
Valve configuration: overhead
Capacity: 7,494cc
Bore×Stroke: 95×165mm
Weight: 204 kg 204 with radiator
Manufactured in UK
E.N.V. Motor Syndicate
E.N.V. was an early manufacturer of aircraft engines, originally called the London and Parisian Motor Company their first model appearing in 1908. E.N.V. engines were used by several pioneer aircraft builders and were produced in both France and the UK until about 1914.
The London and Parisian Motor Co. was an Anglo-French venture registered in London in 1908 and largely backed with British capital and expertise. The castings and forgings for its engines were made in Sheffield where the company was originally based, then taken to France for assembly. The reason for this was that there was much more aeronautical activity in France than in England in 1908, but the French were taxing imported machinery. The French works were in Courbevoie in the Paris suburbs. By 1909 there was more aviation activity in England and E.N.V. decided to begin full manufacture at home, at Willesden, London. At that time a separate company was formed to produce the aero-engines in Willesden, The E.N.V. Motor Syndicate Ltd. E.N.V. was a contraction of French phrase “en-V” (“in a V”), which was a common name at the time for a V-engine. Most of their engines were 90° V-8s — the idea for the V8 engine itself originated with French engineer Leon Levavasseur in 1902. All of E.N.V.’s V8 engines were water-cooled inline engines. The first two models were powerful but heavy, while the later “D” and “F” types were lighter yet reliable, with power ratings of 37 hp (26 kW) and 74 hp (51 kW) respectively. These were widely used from 1909 in both Britain and France; in England well known pioneers like S.F. Cody, A.V. Roe, Claude Grahame-White, Moore-Brabazon and T.O.M. Sopwith used them.
In France, pioneers such as Henri Rougier, Pierre de Caters, Arthur Duray and Rene Metrot won prizes flying E.N.V. powered Voisin aircraft, and other French manufacturers like Farman and Antoinette used E.N.V.s in some of their machines. After about mid-1911, these water-cooled inline engines began to fall out of favour, superseded by the much lighter air-cooled radial engines from Anzani and in particular by the high-performing newcomer, the rotary engine, introduced by the Gnome et Rhône company. A good power-to-weight ratio was rather less critical for use in airship installations, and several used E.N.V. engines. The 100 hp (75 kW) V-8 submitted to the Naval and Military Aero Engine Contest of 1914 proved to have serious design flaws and as a result of its failure E.N.V withdrew from engine production.
E.N.V. Motors was incorporated on 30 May 1919 which then acquired on 3 June 1919 the engineering business of Joseph Frederick Laycock who traded under the name of E.N.V. Motor Company at Willesden. The property and assets were acquired for £45,000 and new company invested in new plant and machinery including building a new factory for manufacturing of gearboxes and camshafts for engines and in particular spiral bevel gears. In 1928 the company changed name to E.N.V. Engineering Company Limited.
The company continued successful production of bevel gears and camshafts for another 50 years; it produced individual components for several World War I aircraft and tank engines, and after the war built complete gearboxes for the automobile industry. In 1964 it became part of the Eaton, Yale and Towne group, losing its identity in 1968.
Production records have been lost, but probably 100-200 E.N.V. engines were made.
Entwicklungsring Sud Arbeitsgemeinschaft / EWR VJ-101C
In 1959 the design teams of the German companies Bolkow, Heinkel and Messerschmitt were formed into a consortium named Entwicklungsring Sud to develop a Mach 2 VTOL interceptor for the Federal German defence ministry. Heinkel left the consortium in 1964 and in the following year it was re-formed as a company with the title Entwicklungsring Sud GmbH, EWR.
115 foreign companies’ participed including 35 in England, 60 in the US and 20 in France. A test rig built had three 2200 lb thrust Rolls-Royce engines installed in the same geometric arrangement as the VJ-101. Latter two 2759 lb thrust Rolls-Royce RB 145s in each of the two wing tip pods plus another two installed vertically in the fuselage were installed.
Two prototypes of the EWR VJ 101C single-seat experimental VTOL aircraft were built. Generally similar, they were both of high-wing monoplane configuration, primarily of light alloy construction, had retractable tricycle landing gear and accommodated the pilot in a pressurised cockpit, seated on a Martin-Baker ejection seat. Powerplant comprised six 2750-lb (1247-kg) thrust RB.145 turbojets, developed jointly by Rolls-Royce and MAN-Turbomotoren, with two mounted vertically in the fuselage, immediately aft of the cockpit, and two in a swivelling pod at each wingtip.
Those in the fuselage were used only for VTOL and low-speed flight, those in the wingtip pods for VTOL, low speed, transition from vertical to horizontal flight, and high-speed flight. Control of the aircraft in flight had been explored by a hovering rig powered by three Rolls-Royce RB.108 lift-jets, and by May 1963 this had made a total of 70 flights.
The VJ 101C X-1 prototype was flown for the first time in free hovering flight on 10 April 1963. It had exceeded a speed of Mach 1 several times before it crashed, following a vertical take-off, on 14 September 1964.
Flying the EWR VJ-101C Article
The VJ 101C X-2 differed by having afterburning engines in the wingtip pods, providing greater power (3550-lb / 1610-kg) for take-off and landing, and this made its first hovering flight on 12 June 1965. Four months later, on 22 October, the X-2 achieved the first full transitions from vertical to horizontal flight and vice versa, but development was discontinued soon after.
In absence of support by US Defence department or private manufacturers, the German government indicated in 1964 it won’t continue with a production version. Flight tests of the VJ.101C, including low supersonic advancement with afterburners fitted to the RB.145 engines, was continuing.
Production of a single-seat interceptor was planned, under the designation EWR VJ 101D, but this would have differed considerably from the research prototypes. VTOL lift would have been retained by a battery of Rolls-Royce/ MAN RB.162 lift-jets in the fuselage, but primary propulsion would have come from two Rolls-Royce/MAN RB.153 turbofans mounted in the rear fuselage, these relying upon thrust deflection for control purposes. None of these aircraft was built.
EWR VJ 101C X-1
Engines; 6 x Rolls-Royce/MAN RB.145, 1247kg / 2750-lb
Max take-off weight; 6000 kg / 13228 lb
Wingspan; 6.61 m / 21 ft 8 in
Length; 15.70 m / 51 ft 6 in
Height; 4.13 m / 13 ft 7 in
Max. speed; 1.08M
Crew; 1
Enstrom 480 / TH-28
A number of models were developed and produced based on the body style of the 280. After preliminary market and design studies, Enstrom initiated the development of a larger, turbine-powered helicopter in 1988.
Primarily developed from the four-seat Model 280L Hawk, the Eagle prototype, based on a converted 280FX airframe, flew for the first time in December 1988, powered by Allison 250-C20W turbine, followed by a definitive aircraft (N8631E) with a wider cabin on 7 October 1989. The 480 initial version has a five-seat (two plus three) configuration with staggered seating for forward visibility from all seats. Easily reconfigured to three seats for training or executive transport; or pilot’s seat only for transporting light cargo. Instrument panel centrally located above avionics console.
Announced in February 1990, the Eagle is powered by an Allison 250 turboshaft. The second 480/TH-28 (production prototype) flew in December 1991.
Initial FAA certification for the 480 was received on 7 June 1993; in December 1994, the approval was extended to FAR 27 standards.
A three-seat version, designated TH-28, was proposed by Enstrom for the US Army’s New Training Helicopter (NTH) programme. Specially configured as a training light patrol helicopter: unique features include three crashworthy seats, crashworthy fuel system, and a large instrument panel which will accommodate dual instrumentation for either VFR or IFR training. Seating configuration allows training of two students simultaneously.
The TH-28 was flown first in 1990. A production representative helicopter made its maiden flight on 21 December 1991. The TH-28 was granted FAA certification to C.A.R. Part 6 standards in September 1992.
Turbine-powered certification of the TH28 came in September 1992 and the 480, to FAR Pt27 standards, in December 1994.
Development of the more capable 480B variant powered by the Rolls Royce/ Allison 250-C20W turbine powerplant had begun in the spring of 1999, and FAA certification of the new model was obtained on 9 February 2001. In August 2003, the UK CAA also certified the Enstrom 480B turbine helicopter.
The 480B basically equipped (2003) cost US$639,500, and features a high-inertia, three-blade, fully articulated main rotor system with upgraded main rotor gearbox, unboosted flight controls and high skid gear as standard equipment. The rotor speed is 372 rpm nominal; 385 rpm maximum permissible, and an anti-nodal vibrating cantilever beam to damp vibration at low speeds. The 480B cabin layout can be quickly reconfigured to seat one, three or five persons. A baggage compartment is in the tailboom.
Optional equipment includes emergency pop-out floats, air conditioning and cargo hook rated for external loads up to 454kg. The 480B can also be fitted with police patrol equipment including special police radios, searchlight, siren/PA system, FLIR and data recording facility.
The prototype, N480EN was exhibited at NBAA Convention, New Orleans, October 2000.
Production began in 1994 with initial deliveries to Europe. By June 2002, 43 480, 10 480B and four TH-28 had been registered. Final TH-28 produced in 1993 and delivered to China in 1993. Nine 480B delivered by mid-2003. Certified and operating in 14 countries: Australia, Belgium, Brazil, Canada, China, France, Germany, Japan, South Africa, Sweden, Switzerland, Thailand, UK and USA. In addition, 480 are also operating in Burkina Faso and Russian Federation. Customers include the Indonesian Police which ordered 18 480B in 2003.
TH-28
Engine: 1 x Allison 250-C20W.
Instant pwr: 313 kW.
Rotor dia: 9.8 m.
MTOW: 1293 kg.
Useful load: 533 kg.
Max speed: 122 kts.
Max cruise: 114 kts.
Max range: 765 km.
HIGE: 14,000 ft.
HOGE: 12,000 ft.
Service ceiling: 13,000 ft.
Crew: 1.
Seats: 3.
480
Engine: 1 x Allison 250-C20W, 212kW.
Instant pwr: 313 kW.
Rotor dia: 9.8 m.
Length: 8.92m
Height: 2.79m
MTOW: 1293 kg.
Useful load: 533 kg.
Max speed: 122 kts.
Max cruise: 114 kts.
Max range: 765 km.
HIGE: 14,000 ft.
HOGE: 12,000 ft.
Service ceiling: 13,000 ft.
Crew: 1.
Pax: 3/4.
Seats: 5.
480B
Engine: 313kW Rolls-Royce 250-C20W turboshaft, derated to 227kW take-off / 207kW continuous
Fuel capacity: 340 litres
Enstrom 280
The Model 280 Shark is an improved F-28A, with revised nose contours of better aerodynamic shape. A conventional light helicopter with skid landing gear, tubular metal tail rotor protector, and a horizontal stabiliser with fins at tips. High inertia, three-blade fully articulated rotor head with blades attached by retention pin and drag link have control rods passing inside a tubular rotor shaft to a swashplate inside fuselage. No rotor brake is fitted. The non-folding blades have a MAC A 0013.5 section, and a two-blade teetering tail rotor is fitted. A thirty-groove belt drive runs from the horizontally mounted engine to the transmission.
The flying controls are conventional and manual, with a trim system that absorbs feedback from the rotor and repositions stick datum as required by pilot.
With bonded light alloy blades, the fuselage has a glass fibre and light alloy cabin section, steel tube centre-section frame, and stressed skin aluminium tailboom. The skids are carried on Enstrom oleo-pneumatic shock-absorbers. Air Cruiser inflatable floats are available optionally. Fuel is in two tanks, each of 79.5 litres. Total standard fuel capacity is 159 litres, of which 151 litres are usable. Auxiliary tank, capacity 49 litres, can be installed in the baggage compartment. Electrical power is provided by a 24V 70A engine-driven alternator, 12V 70A system optional. No hydraulic system is fitted.
Shoulder harnesses are equipped for three seats and night lighting is standard on the 280FX. Night lighting includes instrument lighting with dimmer control, position light on each horizontal stabiliser tip, anti-collision light and nose-mounted landing light. Optional equipment for both F28F and 280FX includes fixed float kit, wet or dry agricultural spray kit and cargo hook for utility missions. Wide instrument panel available for IFR training. Accomodating a pilot and two passengers, side by side on bench seat, the centre place is removable. Removable door on each side of cabin. Baggage space is aft of engine compartment, with an external door. Cabin heated and ventilated.
Developed in 1973 as a luxury version of the F-28A, FAA certification was achieved in September 1974. A collaboration between a Boston industrial design firm and the Enstrom engineering team yielded the new aerodynamically styled airframe. Immediately put into production, a number of models were developed and produced based on the body style of the 280 Shark (mechanically identical to the F-28C).
F-28C/280C: improved versions, introduced in 1975 replacing the F28A and 280, powered by the 153kW Avco Lycoming HIO-360-E1AD engine with a Rajay 301-E-10-2 turbocharger; the tail rotor was moved to the port side of the fuselage and the direction of rotation reversed. Certified by the FAA in 8 December 1975, production ceased in Novembr 1981.
In 1977 Enstrom Helicopters received FAA certification for an increase from 2,200 to 2,350 pounds gross weight for the turbo¬charged Model 280C. Fixed waste gate turbocharging on the Enstrom’s 205 hp Lycoming HIO 360 engine enables the F 28C and the 280C to lift their 2,350 pound gross weights at den-sity altitudes up to 13,000 feet. In addition to the turbo¬charging, Enstrom shifted the tail rotor from the right to the left side of the tail boom, thus placing the anti torque device where it reacts more favorably with the main rotor’s downwash and, therefore, is more effective. A tail rotor blade with a wider chord has been tested and is being retrofitted to all C models of the F 28 and the Shark 280. The FAA has approved the modification.
F-28F Falcon/280F: FAA certificated in January 1981, the F-28F and 280F were powered by the turbocharged 168kW Avco Lycoming. HIO-360-F1AD engine
280FX: updated version of the Model 280F fitted with faired landing gear, new seats, redesigned vertical and horizontal tail surfaces, covered tail rotor shaft and tail rotor guard powered by one 225 hp (168 kW) Lycoming HIO-360-F1AD. First flown in December 1983 and certificated in January 1985. Export customers include the Chilean army which bought 15
280L Hawk: work on a four-seat version of the 280C began in January 1978 and a prototype was first flown on 27 December 1978. The main rotor diameter was increased by 0.61m and the fuselage lengthened by 0.91m. Powerplant of the F-28F/280F was retained and fuel capacity increased to 170 litres. However, full development was postponed indefinitely in 1983 following a change in company ownership
Spitfire Mk 1: developed by the Spitfire Helicopter Company of Lynnfield, Massachusetts, from the basic Enstrom F-28A design, the Spitfire Mk 1 appeared in 1976, powered by a 313kW Allison 250-C20B turboshaft
The turbine-powered 280FX, a modified piston-powered model in which an Allison 250-C20 turbine engine with the Enstrom drive train and rotor system was integrated, flew first in December 1988. Turbine-powered certification of the TH28 came in September 1992 and the 480, to FAR Pt27 standards, in December 1994.
The Model 480 Eagle is a development of the 280L Hawk, with seating for five and power provided by the Allison 250-C20B turboshaft.
Although the Enstrom helicopters are intended mainly for light passenger operations, the F-28C and Model 280C can be used in the agricultural role with two side-mounted chemical hoppers and their associated spraybooms. Liquid chemical capacity is 340 litres, and powder chemical capacity 0.5cu.m.
A total of 735 of the earlier versions produced (14 F28, 315 F28A, 121 F28C, 56 F28C-2, 21 280, 206 280C and two 280L).
A total of 98 280FX built up to mid-2003, a further two 280 registered in early 2003. The Chilean Army operates 15 280FX for primary and instrument training. The Venezuelan National Guard took delivery of four 280FX for training in January 2002.
Basic 2004 price was US$320,000 for the F28F Falcon and 280FX Shark.
280 Shark
Engines: Lycoming HIO-360-C1A, 205 hp.
Seats: 3.
Disc loading: 2.67 lb/sq.ft.
Pwr loading: 10.48 lb/hp.
Max TO wt: 2150 lb.
Empty wt: 1450 lb.
Equipped useful load: 642 lb.
Payload max fuel: 402 lb.
Range max fuel/ cruise: 224 nm/2.1 hr.
Range max fuel / range: 245 nm/ 3.0 hr.
Service ceiling: 13,000 ft.
Max cruise: 102 kt.
Max range cruise: 83 kt.
ROC: 1000 fpm.
HIGE: 5600 ft.
HOGE: 3700 ft.
Max sling load: 500 lb.
Fuel cap: 240 lb.
F-280C Turbocharged
Engines: Lycoming HIO-360-E1AD, 205 hp.
Seats: 3.
Disc loading: 2.73 lb/sq.ft.
Pwr loading: 10.73 lb/hp.
Max TO wt: 2200 lb.
Empty wt: 1495 lb.
Equipped useful load: 647 lb.
Payload max fuel: 407 lb.
Range max fuel/ cruise: 193 nm/1.9 hr.
Range max fuel / range: 201 nm/ 2.7 hr.
Service ceiling: 18,000 ft.
Max cruise: 96 kt.
Max range cruise: 76 kt.
ROC: 1300 fpm.
HIGE: 13,800 ft.
HOGE: 8300 ft.
Max sling load: 500 lb.
Fuel cap: 240 lb.
280C Shark
Engine: Lycoming HIO-360-E1AD, 205 hp.
TBO: 1000 hrs.
Main rotor: 32 ft.
Seats: 3.
Length: 28.7 ft.
Height: 9.2 ft.
Max ramp weight: 2350 lbs.
Max takeoff weight: 2350 lbs.
Standard empty weight: 1592 lbs.
Max useful load: 758 lbs.
Max landing weight: 2350 lbs.
Max sling load: 1000 lbs.
Disc loading: 2.9 lbs/sq.ft.
Power loading: 11.5 lbs/hp.
Max usable fuel: 240 lbs.
Max rate of climb: 1200 fpm.
Service ceiling: 12,000 ft.
Hover in ground effect: 8800 ft.
Hover out of ground effect: 4100 ft.
Max speed: 102 kts.
Normal cruise @ 3000 ft: 92 kts.
Fuel flow @ normal cruise: 85 pph.
Endurance @ normal cruise: 2.7 hr.
280FX Shark
Engine: 1 x Textron Lycoming HIO-360-F1AD.
Instant pwr: 170 kW.
Rotor dia: 9.8 m.
MTOW: 1180 kg.
Useful load: 460 kg.
Max speed: 102 kts.
Max cruise: 102 kts.
Max range: 483 km.
HIGE: 13,200 ft.
HOGE: 8700 ft.
Service ceiling: 12,000 ft.
Crew: 1/2.
Pax: 1/2.
Seats: 3.
Enstrom F-28 / Enstrom T-28
A conventional light helicopter with skid landing gear and tubular metal tail rotor protector; horizontal stabiliser with fins at tips. High inertia, three-blade fully articulated rotor head with blades attached by retention pin and drag link; control rods pass inside tubular rotor shaft to swashplate inside fuselage; no rotor brake: blade section MAC A 0013.5; blades do not fold; two-blade teetering tail rotor. Thirty-groove belt drive from horizontally mounted engine to transmission. Flying controls are conventional and manual. Trim system absorbs feedback from rotor and repositions stick datum as required by pilot.
The F-28A forward fuselage, consisting of the extensively glazed compartment for the pilot and two passengers seated side-by-side on a bench seat, is made of light alloy and glassfibre. The centre section of the fuselage, accommodating the engine, transmission and fuel tanks, as well as providing anchorage points for the steel-tube undercarriage skids, is more substantially built of steel tube. The rear fuselage, carrying small vertical tail surfaces and the two-blade teetering tail rotor of bonded light alloy construction, is a semi-monocoque structure basically conical in shape and built of aluminium.
Bonded light alloy blades. Fuselage has glass fibre and light alloy cabin section, steel tube centre-section frame, and stressed skin aluminium tailboom.
Skids carried on Enstrom oleo-pneumatic shock-absorbers. Air Cruiser inflatable floats available optionally.
One 168kW Textron Lycoming HTO-360-F1AD flat-four engine with Rotomaster 3BT5EE10J2 turbocharger. Two fuel tanks, each of 79.5 litres. Total standard fuel capacity 159 litres, of which 151 litres are usable. Auxiliary tank, capacity 49 litres, can be installed in the baggage compartment. Oil capacity 9.5 litres.
Pilot and two passengers, side by side on bench seat; centre place removable. Removable door on each side of cabin. Baggage space aft of engine compartment, with external door. Cabin heated and ventilated.
Electrical power provided by 24V 70A engine-driven alternator; 12V 70A system optional. No hydraulic system.
Shoulder harnesses for three seats. Night lighting is optional for F28F. Night lighting includes instrument lighting with dimmer control, position light on each horizontal stabiliser tip, anti-collision light and nose-mounted landing light. Optional equipment for both F28F and 280FX includes fixed float kit, wet or dry agricultural spray kit and cargo hook for utility missions. Wide instrument panel available for IFR training.
The two-seat prototype of the F-28 was flown first on 12 November 1960 with a two-bladed main rotor and an un-skinned tubular rear fuselage, followed by the first of two three-seat production prototypes on 26 May 1962. Initial FAA certification was achieved for the F-28 model in April 1965 and deliveries began in 1965. The production version appeared in the autumn of 1963. Powered by a 134kW Avco Lycoming O-360-A1A engine, it had a three-bladed main rotor and a light alloy and glassfibre cabin section with an all-metal semi-monocoque tail boom. Enstrom sold only nine F-28s before being purchased by the Purex Corporation in early 1968. An improved version of the F 28, powered by a 205 hp Lycoming H10 360 C1B and called the F 28A, was certificated in May 1968. Production of the three seat F-28A started in 1967 but only 35 were sold before Purex suspended all operations in February 1970.
The F 28A uses a normally aspirated 205 hp engine. The main rotor blades are of bonded construction and have no time limit, mainly be¬cause the F 28 rotor system originally was designed to be rigid in plane, so the blades are heavier and experience lower working stress levels than if the F 28 had been de¬signed initially to employ its present fully articulated three blade system.
The F 28A offers a cruise speed of 87 knots. Enstrom offers an option, called a throttle correlator, that is designed to facilitate throttle/collective coordination. It employs a cam like arrangement that partially couples the collective and throttle, but even the folks at Enstrom did not recommend it with much enthusiasm.
The rugged rotor system of the Enstrom gives the F 28A a heavier cyclic, or attitude, control feel than is found on other light helicopters, such as the Hughes 300. By fixed wing standards, however, the control pressures are low. The somewhat heavier cyclic control force characteristics combine with a fairly large, six inch offset in the flapping hinge to give the F 28A a nice harmony between stability and control over an allowable CG range of six inches. When the helicopter is disturbed either by a gust or a sudden cyclic control input, the F 28A experiences an initial divergence in roll or pitch but not the wild type of response that is frequently imagined to exist with helicopters. An electric pitch and roll trim, which is operated by a thumb switch on the cyclic stick, allows a pilot to remove residual control forces and establish a hands ¬off trim condition in cruising flight.
Because of its heavier rotor blades (at 51 pounds each, they are nearly twice the weight of those on the Hughes 300C), the F 28A does not gain lost rotor rpm as quickly as does a helicopter with a lighter rotor system. The higher inertia of the Enstrom rotors, however, does enable the F 28A to hold its rpm longer, at times when the pilot may need to use the rotational energy stored in the whirling rotor system.
In 1976 the improved F-28C was produced. The basic F28A and 280 were replaced by turbocharged F28C and 280C, certified by FAA 8 December 1975.A turbocharged conversion by Enstrom maintains full rated power up to 12,000 ft. Fixed waste gate Rajay 301-E-10-2 turbocharging on the Enstrom’s 153kW / 205 hp Lycoming HIO 360-E1AD engine enables the F 28C and the 280C to lift their 2,400 pound gross weights at density altitudes up to 13,000 feet. In addition to the turbocharging, Enstrom shifted the tail rotor from the right to the left side of the tail boom, thus placing the anti torque device where it reacts more favorably with the main rotor’s downwash and, therefore, is more effective. A tail rotor blade with a wider chord has been tested and is being retrofitted to all C models of the F 28 and the Shark 280. The FAA has approved the modification.
The F-28C-2 introduced a one-piece windscreen and a pedestal central instrument console for improved forward and downward vision. The 500th helicopter was delivered during June 1977. Production ceased in Novembr 1981, succeeded by the F28F.
Although the Enstrom helicopters are intended mainly for light passenger operations, the F-28C and Model 280C can be used in the agricultural role with two side-mounted chemical hoppers and their associated spraybooms. Liquid chemical capacity is 340 litres, and powder chemical capacity 0.5cu.m.
F-28F Falcon/280F was FAA certificated in January 1981, powered by the turbocharged 168kW Avco Lycoming HIO-360-F1AD engine. The basic F28F Falcon model was certified to FAR Pt 6 on 31 December 1980. The two major changes were incorporated into the F28F and 280F/280FX over the earlier F28C/280C series were an increase in power from 153kW to 168kW / 225shp and the addition of a throttle correlator to reduce pilot workload. Changes to the F28F and 280FX are the redesigned main gearbox with a heavy wall main rotor shaft (standard equipment on all new aircraft and retrofittable to all existing F models); optional lightweight exhaust silencer, which reduces noise in the hover by 40% and gives a 30% reduction when flying at 152m (can also be retrofitted to F28F, 280F and 280FX); and a lightweight starter motor.
A dedicated police version of Model 280F, the F-28F-P Sentinel, was developed for the Pasadena Police Department, and fitted with special equipment including a searchlight. First delivery was in October 1986.
The development of a turbine-powered model was initiated in 1988, culminating in certification of the TH28 in September 1992.
The T-28 experimental version featured a 240 shp AiResearch TSE 36-1 turboshaft engine, increased fuel, larger diameter tail rotor, and a new transmission system.
Customers total 735 of earlier versions (14 F28, 315 F28A, 121 F28C, 56 F28C-2, 21 280, 206 280C and two 280L). Last of 135 F28F delivered 1999 to Fresno Police Department, California, but further nine produced in 2002 and 2003. Total of 98 280FX built up to mid-2003, increasing Enstrom piston-engined helicopter production to 966; further two 280 registered in early 2003, Peruvian Army has 10 F28F for flight training; Colombian Air Force operates 12 F28F for primary and instrument training, Numerous US police departments operate F28F-P for patrol and surveillance missions.
The basic 2004 price was US$320,000 for F28F Falcon and 280FX Shark.
F-28
F-28A
Engine: Lycoming HIO-360-C1A, 205 hp.
Main rotor dia: 32 ft / 9.75 m
Disc loading: 2.67 lb/sq.ft.
Pwr loading: 10.48 lb/hp.
Length: 29 ft 6 in / 8.99 m
Cabin max width: 5 ft 1 in / 1.55 m
Empty wt: 1450 lb / 657 kg
Max wt: 2150 lb / 975 kg
Equipped useful load: 642 lb.
Payload max fuel: 402 lb.
Max sling load: 500 lb.
Range max fuel/ cruise: 204 nm/2.1 hr.
Range max fuel / range: 240 nm/ 237 mi / 381 km / 3.3 hr.
Luggage cap: 7 cu.ft or 60 lbs.
Vne: 98 kts.
Cruise: 87 kt / 100 mph / 161 kph
Max cruise: 93 kt.
Max range cruise: 74 kt.
Service ceiling: 12,000 ft / 3660 m
Hover IGE: 5600 ft.
ROC: 950 fpm / 290 m/min
Best climb/glide speed: 58 kts.
Fuel cap: 240 lb / 30 USG.
Endurance: 2.5 hr.
Baggage hold: 8 cu ft / 0.33 cu m
Seats: 3.
F-28B
Engine: Lycoming TIO-360, 275 hp
Enstrom F-28C
Engine: 1 x Avco Lycoming HIO-360-E1BD, 153kW
Main rotor diameter: 9.75m
Length: 8.94m
Height: 2.79m
Max take-off weight: 1066kg
Empty weight: 680kg
Max speed: 180km/h
Cruising speed: 172km/h
Ceiling: 3660m
Range: 435km
Crew: 1
Passengers: 1
F-28C-2 Falcon
Engine: Lycoming HIO-360-E1AD, 205 hp.
TBO: 1000 hrs.
Main rotor: 32 ft.
Seats: 3.
Length: 28.2 ft.
Height: 9.2 ft.
Max ramp weight: 2350 lbs.
Max takeoff weight: 2350 lbs.
Max wt (100mph restriction): 2500 lbs.
Max wt (90mph restriction): 2600 lbs.
Standard empty weight: 1562 lbs.
Max useful load: 788 lbs.
Max landing weight: 2350 lbs.
Max sling load: 800 lbs.
Disc loading: 2.9 lbs/sq.ft.
Power loading: 11.5 lbs/hp.
Max usable fuel: 240 lbs.
Max rate of climb: 1200 fpm.
Service ceiling: 12,000 ft.
Hover in ground effect: 9700 ft.
Hover out of ground effect: 6000 ft.
Max speed: 97 kts.
Normal cruise @ 3000 ft: 90 kts.
Fuel flow @ normal cruise: 78 pph.
Endurance @ normal cruise: 2.9 hr.
Max range cruise: 74 kt
Range max fuel / range: 196 nm/ 2.7 hr
Range max fuel/ cruise: 178 nm/1.9 hr
F-28F
Engine: Lycoming HIO-360-F1AD, 225 hp.
TBO: 1000 hrs.
Main rotor: 32 ft.
Seats: 3.
Length: 28.2 ft.
Height: 9.2 ft.
Max ramp weight: 2600 lbs.
Max takeoff weight: 2600 lbs.
Standard empty weight: 1562 lbs.
Max useful load: 1038 lbs.
Max landing weight: 2600 lbs.
Max sling load: 1000 lbs.
Disc loading: 3.2 lbs/sq.ft.
Power loading: 11.6 lbs/hp.
Max usable fuel: 240 lbs.
Max rate of climb: 1450 fpm.
Service ceiling: 18,000 ft.
Hover in ground effect: 12,400 ft.
Hover out of ground effect: 7500 ft.
Max speed: 97 kts.
Normal cruise @ 3000 ft: 94 kts.
Fuel flow @ normal cruise: 96 pph.
Endurance @ normal cruise: 2.4 hr.
T-28
Engine: AiResearch TSE 36-1 turboshaft, 240 shp
English Electric TSR.2 / BAC TSR-2
English Electric TSR-2 Mach 2 tactical strike and reconnaissance aeroplane, evolved from the P.17A concept.
The TSR-2 remains the classic example of technical and operational promise ultimately stultified by economic worries and finally denied by political prejudice. It resulted from a May 1957 Royal Air Force requirement for a tactical strike and reconnaissance aeroplane to replace the English Electric Canberra, which would be able to operate at very low levels at supersonic speed, deliver heavy weapon loads over long ranges with very high accuracy, and operate from short runways through the provision of STOL capability.
The two most promising contenders were those from Vickers and from English Electric in collaboration with Shorts. The RAF opted for a combination of features from the two designs, and the government virtually forced English Electric and Vickers to merge as the British Aircraft Corporation, which also incorporated Bristol Aircraft. The development of the new aeroplane pushed forward the technologies of the time quite considerably in a number of fields, and inevitably involved a number of companies other than BAC (overall responsibility and airframe) and Bristol Siddeley (powerplant). Other major contributors were Elliott Automation for the integrated automatic flight control and inertial navigation systems, Ferranti for the terrain-following radar and nav/attack system, EMI for the side-looking radar used for reconnaissance and additional navigation input in long-range flights, and Marconi for the avionics.
The design was frozen in 1962 and construction of the prototypes began. There were many problems to be overcome, but the promise was a warplane more advanced than any in service or under development anywhere in the world at that time. Pitch and roll control was entrusted to the all-moving tailplane working collectively or differentially, and this allowed the entire trailing edge of the wings to be used for the blown flaps that contributed signally to the TSR-2’s STOL capability. The nav/attack system was extremely advanced, and in combination with the automatic flight control system permitted supersonic terrain-following flight at heights down to 200 ft (61 m).
English Electric TSR-2 Article
The Bristol Siddeley Olympus development became the pacing factor for the project, falling behind schedule and continually plagued with problems. Even when the TSR2 eventually got airborne for the first time, it did so with strictly non airworthy engines, which had to be operated at reduced power.
Eventually the first prototype, XR219, became airborne for its maiden flight on 27th September 1964, six and a half years after the original requirement was raised. In the event, it was to be the only prototype to fly. The second one, XR220, fell off the back of a lorry on delivery to Boscombe Down, and it says much for the strength of the airframe that the subsequent rigging checks revealed nothing out of alignment. It was just ready for flight when cancellation came. It carried one of the few noticeable external differences, this being the fitting of camera fairings to each side of the engine intakes, to photograph underwing stores separation tests. The third machine, XR221, was intended to be the full electronics test aircraft, and was under¬going trials at Weybridge prior to flight. The fourth, XR222, was also virtually complete.
All the flying was done by XR219, lasting barely six months, and totalling only 24 flights.
In the first Budget Speech by the newly elected Labour Government in 1965, the cancellation of the whole programme was announced. Not only was it to be cancelled, but to ensure that the project could never be resurrected, all jigs, production drawings and completed components were to be totally destroyed. A proposal was made that XR219 should be kept flying for pure research purposes, but this was also rejected, and the contract was officially terminated on 6th July 1965, in favour of the General Dynamics F-111. The F-111 programme then suffered a number of severe problems and escalating costs, and the British order was cancelled.
At cancellation, in addition to the three com¬pleted aircraft, there were 17 others on the production line, as well as major com¬ponents for several others, with long lead items for a total of a further 50 aircraft.
The first prototype was sent to Shoeburyness to act as a gunnery target to assess damage to modern air-frames. XR220 was allocated to the Royal Air Force Museum and XR222, after a spell at Cranfield, to Duxford as a part of the Imperial War Museum’s collection.
Engines: two Bristol Siddeley Olympus Mk 320 turbojets, 30,610 lb (13,885-kg) afterburning thrust
Wingspan 37 ft (11.28 m)
Length 89 ft (27.13 m)
Height 24 ft (7.32 m)
Wing area 700 sq.ft (65,03 sq.m)
Maximum speed at high altitude 1360 mph (2185 km/h) or Mach 2.05
Maximum speed at sea level 840 mph (1352 km/h) or Mach 1.27.
Empty weight 44,850 lb (20,344 kg)
Maximum take-off weight: 95,500 lb (34,500 kg).
Ceiling: 16500 m / 54150 ft
Range w/max.fuel: 6840 km / 4250 miles
Range w/max.payload: 1280-1850 km / 795 – 1150 miles
Operational radius 1,152 miles (1853 km) with 2000lb (907-kg) internal warload
Crew: 2
Armament: internal 6000-lb (2724-kg, 4 x underwing hardpoints max 6000 lb (2722 kg)
