www.brantly.info

Thanks for your input Jason. Now the question still is, where can we go for the formsprag inspections? Who does them? Can they be inspected by our local A&P, looking for some amount of wear or play or whatever. If so, is there any documentation he could use to do this inspection? If the factory and Formsprag neither one will do the inspections, do we then end up with a 600 hour clutch instead of 2500 hour?

Ron Spiker wrote:Thanks for your input Jason. Now the question still is, where can we go for the formsprag inspections? Who does them? Can they be inspected by our local A&P, looking for some amount of wear or play or whatever. If so, is there any documentation he could use to do this inspection? If the factory and Formsprag neither one will do the inspections, do we then end up with a 600 hour clutch instead of 2500 hour?

Unfortunatly we don't have the capability at the moment to do any type of inspections. What we are trying to do is have some of our document shipped back to us from China so we can do further research on this. We are hoping to find the original project data from when the CL40237 was approved and all the stipulations. Hopefully it will detail the inspection process and maybe even something to start the process of proving that the inspection should be increased to more than 600 or at least give us something to work with so that we can see if the FAA would approve this to be done in the field by an A&P.

If the -2's and -3's can use the 600 hour time, that's GOOD for everybody!

Also one could infer that there was three iterations-the original Cl40237, then the -2, then the -3. The -2 and -3 appear to have 600 hour inspection intervals.

Unfortunatly we don't have the capability at the moment to do any type of inspections. What we are trying to do is have some of our document shipped back to us from China so we can do further research on this. We are hoping to find the original project data from when the CL40237 was approved and all the stipulations. Hopefully it will detail the inspection process and maybe even something to start the process of proving that the inspection should be increased to more than 600 or at least give us something to work with so that we can see if the FAA would approve this to be done in the field by an A&P.

This is good to hear, but too bad that it's taken this long to get to this point. I know that I myself have called several times over the past 1-2 years asking about this very topic, and what we as owners were supposed to do. Please let us know as you find out more information.

Well rats, from my spreadsheet it appears I have CL40237-basic. I looked at the unit but couldn't find the part #. Serial # is 0096 so I'm guessing this is from before the -2 or -3. Bummer -

Formsprag is in contact with the Brantly factory and seems willing to do the inspection. The units must be sent back to Brantly though and hopefully that gets worked out to the benefit of all owners. I'm not so worried about dotting every i or crossing every t as I am having faith that the overunning clutch is in good operating condition!

My opinion on the sprag clutch is on till they get something going for inspection and you have a good working an the time isn't up yet. is to grease it every 10 or 15 max hours of run time. not 25 hrs the reason is. ever see where that grease comes from that's on the fire wall guess where it came from that's right the sprag clutch. because it gets so hot. and flies out. so keep em greased and i don't see a problem. its like an old tractor keep it greased it never wears . out. that's how Robinson can put 2200 hrs on there parts on there helicopters they have sealed bearings grease cant come out and wear out. grease is cheap sprag clutch is not. nor is a crashed helicopter.so lets be safe about it. my thoughts thanks tom

JUST KEEP IN MIND 21U, YOUR GOOD GREASE JOB IS ONLY AS GOOD AS THE MOST NEGLIGENT OWNER AFTER THE CURENT CLUTCH WAS INSTALLED!

So what is the latest on this? If a current -2 has 450 hours on it does it turn into a pumpkin in 150 hours?

85U,
To my knowledge, there has been NO revision of service life since the Type Certificate was issued in the early '90's I think.
According to that, the dash two indeed turns into a pumpkin at 600.

It MUST be remanufactured at that time. Now if you can get your hands on a clutch that has a yellow tag that shows TIME SINCE LAST REMAN at less than than 600, it's airworthy. If I rember right, after 1200, it cannot be rebuilt. Maybe that's at 2500 ??

Harold usually has one or two that's airworthy. Last one I installed was a brand new dash THREE from him? Where that one came from, no-one knows, but it was a beauty, and it's a 1200 hr part.

Birddog,
How about contacting Formsprag and getting them to do this clutch inspection/rebuild? I went as far as I could and the guys at Formsprag were helpful but would not proceed without the factory getting involved(which basicly would have acted as a middleman) but the factory did not contact them. I still wonder how those last few ships were built since Formsprag had not built any new clutches for many, many years. NOS I guess.

You all probably know this, a consistency I pick up as I investigate the Brantly
fits 100% with Bryan's comment "JUST KEEP IN MIND , YOUR GOOD GREASE JOB IS ONLY AS GOOD AS THE MOST NEGLIGENT OWNER AFTER THE CURENT CLUTCH WAS INSTALLED!" Humanity sure varies, most couldn't even imagine not sticking to a solid grease schedule, I think Tom does it at 15hrs, vs the usual 25, but I bet some just start her up and fly, like their car with 8k miles on the oil. lazy.
COF

Was the Form sprag issue ever solved or am I also scrapping my Brantly in 100 hours? Any answers would be appreciated as I think there are only a couple of Brantlys left here in the UK now ,would love to keep it going.

Last I heard, Gary Goldsberry had some autorotation clutches that are serviceable.