1. Yes, depending on conditions (DA, wind, etc.)
2. Only reason I know of to do running takeoffs, besides practice, is
when you're loaded too heavy to maintain a hover. Many times I've been
fully loaded in the B2B and as long as the RRPM and wind is carefully
watched, I had no problems. Only once have I had to touch the skids
down a couple times until ETL was reached, at which point there was
ample power. It was a real hot summer day last year, 90%+ humidity,
fuel topped off, 430 lbs in the cabin, and probably 5 lbs in the
storage. I have no power complaints with the B2B at all.
3. The 360 fuel injected (Don't remember if that is the -A1A or -B1A).
The B2 and B2A ('62-'63 or so) had the carburator engine which I
understand does not have as much power as the fuel injected one used
now.
4. All standard B2B's have fuel injection. Mine has no mods to
increase power



wrote in message ...
Some questions about the Brantly:

1) Does it hover OGE with a full load? The web site conspicuously
omits this common specification.

2) The pilot who owned the one that crashed said that the factory
reccommended running takeoffs when heavily loaded. Why is this? (I
said "dragging the skids down the runway" before, but on that day it
would be better described as "hopping.")

3) What type of engine is in your B2B? The B2B that crashed was
listed as a 1962 model Lycoming IO360. Maybe your engine is bigger.

4) I find it interesting that you claim that your B2B can outperform
the factory specs. Has your B2B had any special modifications wuch as
Fuel Injection, Supercharger, etc.?

Dennis H.


(helopilot) wrote:

I've owned both the Exec 162F and the B2B. There were many times when
the RW had two adults and 3/4 fuel that it didn't have enough power to
maintain a hover. The RW does not out perform the Brantly in anything.
I liked the RW a lot and put 110 hours on mine. I've flown many times
in the Brantly with 400+ lbs in the cabin and full fuel with no
problems. There is no comparison really. I've also taken the Brantly
to 7100' and still had power to spare. The B2B doesn't struggle at all
to stay in the air. It flies beautifully.




wrote in message ...
I can't say that I have ever flown a Brantly, but here are some specs
from both Rotorway and Brantly's web site:

Helicopter Exec 162F Brantly B2B
===================== ================= ==================
Max level Speed 115 mph 100 mph
Cruise Speed 95 mph 90 mph
Rate of Climb 1000 fpm 1400 fpm
Service Ceiling 10000 feet 6000 feet
Hover IGE 7000 feet 3525 feet
Hover OGE 5000 feet n/a
Useful Load Capacity* 423 lbs 414 lbs
Fuel Burn ** 8.5 gph 13.8 gph
Max Range 180 miles 200 miles
Fuel Capacity 17 gal 31 gal (30.6 usable)

* With Full Tank of AvGas
** Calculated ((Cruise_Speed X Fuel_Capacity) / Range)

So at least according to the specs, the Exec outperforms the B2B in
everything execpt Rate of Climb and Max Range. Given the fuel burn is
nearly double in the B2B, it looks like it has to struggle to stay in
the air despite having a more powerful engine than the Exec.

Comparing to the R22: The R22 outperforms both with the exception of
max carrying load.

Dennis H.