www.brantly.info

Bryan,

Yes, the builder MUST do 51% if they want to register it with an N#; otherwise, it is an illegal aircraft and cannot be flown except for two conditions:

1: If it is a FAR 103 compliant ultralight
2. If it is LSA. No rotorcraft are LSA, so the mosquito is out.

I have no problem building the helicopter. I have built a Velocity, 162F, Safari, and about 50% of a Lancair 360, so I am good there. I just want something I can legally fly without expensive parts, huge fuel burn rates, and crazy insurance to protect a huge investment. The fact that I can fly it with my fixed wing rating is a bonus.

Now, I assume that I can fly a legal experimental mosquito that someone else built and registered? I don't have to actually be the builder, correct??

Sure you could fly a ship built by someone else.

Only problem with that is...you can't take it home and fly it until the 40 Phase I hours have been flown off in the assigned Flight Test Area.

Roger that Bryan. Sometimes it is better to buy one from someone that has flown it 50 hours or so. Many builders are more interested in building the perfect machine than flying. I would rather fly. You can sometimes pick up a machine really dialed in for the kit cost or a little over.

I'm just trying to think if I would rather have the turbine instead. No oil to mix and fuel available at every airport. Not sure about engine reliability. The solar is very reliable if installed properly, but the 2 stroke is probably ok also and is well supported.

I then start thinking Helicycle, but I have never been a fan of BJs designs. I don't like bent tube frames and I really disliked the old rotorways and even my 162F. There were some serious shortcomings with all of those machines. The Mosquito just seems dirt simple. I really like the final drive mounted up high in plain view. I'm not sure about the composite airframe though. What do you think?

Helicycle and XE-T will eat you alive on fuel costs, like my Brantly did.

Bryan,

The 10 gallons per hour is not a big deal to me. I only intend to fly 50 hours per year x 10 GPH x $5 = $2500. Jet fuel is everywhere and you do not need to worry about mixing oil or carrying it with you. The XE will burn 5 GPH x 50 hours x $6 (AVGAS is more money and oil expense) = $1,500. The $1,000 more spent is pale in comparison to the performance increase.

I am not opposed to the 2-stroke, but I need more confirmation that it really is a good engine. I am having a hard time believing that an engine company that makes paramotor engines should supply them for helicopters as well. I think of the Rotax and the Mini-500 or the attempts BJ had with the Helicycle. I do not want to be tweaking the engine all the time. With the Brantly I knew the engine would run between annuals with no maintenance (other than a oil change) needed. I did not have to worry about fouled plugs and burning up the engine due to lean operations in the Red Box. Maybe this new two-stroke is the real deal?

N2285U wrote:...and then you have to deal with the possibility of $30k worth of blades cracking...

Just for the record for others reading the forum, Brantly blades have not and do not cost $30k. New blades were around $6k each, and used blades normally went (or still go) for $3000-$3500 each.

HAY guys if you go on rotary wing forum.com there's a lot of info abought helicopters experimental that is..on there....tom

Ron,

I'm sorry, I did not know they were only $6k each. I was told new ones were not even available at this time at any price. I am leary of the used ones for obvious reasons. I am also concerned as to why they are cracking. The actual inspection does not bother me, but worrying constantly about possibly having to spend thousands of dollars every 25 hours along with having to re-track the new blade, etc kind of takes the fun out of owning the machine.

I love the Brantly - great machine, but I need some indication of new blade availability and how the overrunning clutch will be dealt with.

As far as talking about the other brands, I will quit talking about them; although, I think that any talk about helicopters on this site is better than a site with no activity. I know you guys really are attached to your machines and that is good with me. To me, they are just a machine and I sometimes forget others have different feelings - sorry about that

I may be wrong, but I don't think anyone objects to discussing other helicopters here, Ron just wants things to be accurate and truthful so he corrected your blade pricing.

Last I knew:
-404 blades were $6,000 each
They can't be mixed with -202 blades
Replacing one -202 with a -404 means buying three -404's
There are none available for purchase right now

Bryan is right. I don't object at all to the discussion topic, and you're in the right section for that to happen. And Tom was just pointing out another resource with more discussion about the other helicopters. I see that you've already been posting there too.

My post in the News section about the recent Brantly Meeting covers the current status on the blades, SB111, clutch, dampers, etc.

Bryan's mix 'n match statements are correct too, you can't do that. I also know of no -404 blades available for purchase right now, but new blades being manufactured and existing blades repaired is coming.

RON is correct.i just want every one to explore before buying experimental there's a lot of good and bad out there.so think about it. RON and i have a lot of experience with different types and found that brantly is the best going. there is little problems here and there but nothing that can be fixed and There's good progress with new ones coming maybe a while.but i think the wait is worth it in long run thanks......tom

Tom,

Are you an A&P? Last name Callahan maybe? I believe your name was in the logs of my old B2B.

HI you have the wrong person. I have heard of that name before tho ......tom

I have nothing against ultralight helicopters or airplanes but if I'm going to spend 45,000 I would rather have a factory built aircraft that i can take someone with me, a heater , radios and not be limited as to where i can go.If i get to the point that a medical is in question, then that's anouther story, but remember that if there is any question as to your health then you are suppose to take yourself out of the air. Managing an airport I have seen the economy really having an effect on many people and I hear & see many different avenues they are taking but I seldom hear them talking about partnerships which i have found really work well. You must keep 3 things in mind. Basically personalities must match, flying goals must match and a big factor is financially they should match. A person who can just about afford to fly should not match up with a person that can afford all the bells & whistles. Resentment will start when one person wants to spend a large sum of money on radios or something not needed and the other party is just able to afford the maintenance & fuel.
If you come to our fly-in this year I know of at least 1 Enstrom, one Brantly & one Turbin Helicycle with trailer that will be there for sale.
It sounds like a few of you have given up on Brantly . DON"T! As Ron wrote in a note a few days ago there is a lot going on , and with a little more time the blade issue should be straightened out and hopefully the sprag clutch will be also. I own a Brantly now , have no intention of selling it and wouldn't hesitate to buy another one. Personal opinion is they are about the best bang for the buck there is in the helicopter community. Happy Flying , Bill

Bill,

I have not given up on the Brantly by any means. They are a nice flying machine for sure. The budget is not my primary concern either. What I buy will be paid for with cash and it will not be insured, so if I roll it over I have to be comfortable with the loss which I am.

What does concern me is having fun with the machine as this is a toy for me. Having fun for me means that I am not spending thousands of dollars fixing items made out of unubtanium or worrying about doing so. Maintenance for a Brantly around here is tough as most A&Ps will not work on them and if they do they pick the machine apart. Having someone come form 500 miles away to work on it does not make a lot of sense.

It would be very easy to put heat it a Mosquito or Helicycle, so that is not a big concern.

The two seats would be nice.

I may end up with 2 ships - Brantly and Experimental.

The only way I see the Brantly surviving is if new machines are put into production and are actually sold. There is no money to be made selling 1 engine per year or 6 rotor blades and 3 formsprags.