www.brantly.info

I called a shop that repairs metal blades for Hughes, Bell, etc and inquired about repairing Brantly blades. So help me the guy did not know what a Brantly was-said he'd never heard of one. He did quickly look the Brantly up on the internet as we talked. However the end result was that even if they did want to do something it would go in the que as a project and they had a lot of projects-probably be 2 or 3 years to get approval and that's if they even wanted to pursue it. So he was not very helpful. This company or similar easily would have the ability to reskin/repair Brantly blades but until someone does the facts are the potential blade A/D is untenable. Let's hope the FAA has enough sense to table or change the proposed A/D wording significantly. In the absence of ANY present solution the A/D should simply be withdrawn and the original maintenance manual inspection criterion used.

I would say have a better chance with whoever does rebuilding on ENSTROM blades because they are very similar in design but then again I do not no if enstrom blades are rebuild-able ...but that would be the best source to get it done I think...... best thing is to wait to see what the ad looks like when it comes out then go from there......

Even without the A/D blade supply is getting to the critical level. We desperately need more time to get some blade options on the table before ANY A/D is implemented. I still firmly believe the original maintenance manual covers the subject adequately.

Ed,

You are an I.A. right? I don't think you are an FAA Repair Center. From your experience, do you think an I.A. who owns an FAA Repair have contract someone to re-skin blades, inspect them for conformance, and license them and yellow-tag them for Return to Service ( Up to the life limit of the spar and hinge block )?

Also, could that same person contract with Formsprag for THEM to rebuild autorotation clutches, to non-aviation standards (Dana/Formsprag would be easier to convince, and cheaper if non-aviation) and then inspect all documentation and workmanship for conformance, and license them and yellow-tag them for Return to Service?

ED there are few people already working on this matter.I do-not want to give any names out till every thing happens...be patient.. if your blades are good now then you'll be all right they do not break over night....time will tell hope this helps....

Yes I am an IA but do not have a repair station-actually got all the books and manuals one time to do it but it was just not feasible for a small operation. As to the Brantly questions the problem is paperwork and specifications. If the paperwork could be found where the blades were reskinned it would obviously make it easier. When I talked to the guy that did the rotor blade repairs on other types he wanted to know if the factory had documentation on how to do it and of course so far no one has uncovered it though it did exist at one time we think. I also talked to Formspragg a few years ago and they seemed very willing to inspect the clutches but the guy told me it had to be thru Brantly. Brantly had apparently not contacted them. Why that was is anyone's guess. Could it be that maybe Brantly owed them $$? Who knows but for some reason they didn't pursue it. Maybe just trying to struggle to make ends meet and a minimum deal had to be guaranteed making it undoable at the time-no one knows. Same with the Lord dampers-the Lord Corporation seems willing to make them but it'll be for a certain quantity before they do it. Anybody want to buy 25 thousand dollars worth of dampers and sell a set or two a year? I think we see the problem but as owners we've got to do what we can to keep the ball rolling on spare parts. We're very lucky that guys like Harold, Steve, Gary(who personally invested sizable dollars to stock parts before the factory closed), Bill Mott(who recently sold me a serviceable rudder bellcrank complete with bushing/bearings/and bolt for $15-thanks Bill), Ron, and some others behind the scenes that have done such a great job in keeping these fine machines going. We need to help them all we can!

Brantly often approved things with a DER if you check out their SB, SI, & SL. I once had an FAA guy come up and inspect a Beech Queen Air and he just knew he had me when he spotted a crew door that doesn't exist on any stock Queen Air. I'd hired a DER and filed a 337 and was 100% legal. So I'm sure this can be done. I've not researched it thoroughly in regards to rotor blades because as Tom says there are people working on it but we need options. I didn't wait 30 years to buy my Brantly and have it become a paperweight and I'm sure all other owners feel the same way! It is simply idiotic to ram thru an A/D with NO means to comply with it even if it was justified-which it is not.