Sport Flying With In Flight USA

Sport Pilot and Rotorcraft

By Ed Downs

So, here we are, already in February, with this issue of In Flight USA looking into the exciting topic of helicopters. To be sure, vertical flight has long excited those seeking to defy gravity. In fact, one of our first true aeronautical engineers, Leonardo DaVinci, designed an “air screw” that forecasted principles we use today in modern helicopters. The fact is DaVinci’s machine would have been capable of an autrotative decent, although the landing might have been just a bit bumpy!

The DaVinci design does, however, remind us that helicopters are not the only type of “rotorcraft” out there. A flying machine that is generically referred to as gyroplane by the FAA is another form of rotorcraft that has been on the aviation scene since the late 1920s. Essentially, the rotors of a gyroplane (often referred to as an autogyro) are unpowered. Their rotation is caused by airflow that results from moving the gyroplane through the air with an engine/propeller combination that is attached to the airframe, much like a pusher or tractor airplane. It is the gyroplane that gives us the Sport Pilot/rotorcraft connection.

The preamble to the Sport Pilot rule that was passed in September, 2004, made it pretty clear that the FAA did not like the idea of certifying helicopters or gyroplanes as Special-Light Sport Aircraft (S-LSA). Simply stated, the FAA lacks data regarding the safe operation of helicopters or gyroplanes that fall into the FAR 1 definition of an LSA. In fact, the safety and reliability information that the FAA does have about rotorcraft that fall into the LSA definition is not altogether good. This does not mean that the Sport Pilot movement has completely bypassed rotorcraft. A person CAN train for, and obtain, a Sport Pilot certificate for gyroplanes. The training required is similar to that of a fixed wing Sport Pilot Certificate, requiring a minimum of 20 hours total flying time. The gyroplane rated Sport Pilot may exercise full Sport Pilot privileges in a gyroplane that meets the definition of an LSA. This definition includes a challenging maximum gross weight of only 1,320 lbs. The “hitch in the get-a-long” is that the FAA has not accepted industry consensus (ASTM) gyroplane standards as being okay for the production of ready-to-fly, S-LSA, gyroplanes. Even so, the gyroplane industry has developed a refined set of consensus standards that would result in fun, safe gyroplanes. Basically, the FAA is saying, “get a bunch of those ASTM compliant gyroplanes into the air as Experimental- Amateur Built kits first, let us see how they work out, then we will reconsider.” Does this mean that we are in a “Catch 22,” wherein gyroplane Sport Pilots can exist, but not the machines they fly?

Actually, LSA qualified (they meet the FAA definition of LSA, but are not S-LSA certified) gyroplanes do exist, in the form of 51% kits. Also, E-LSA gyroplanes that were certified before Jan. 31, 2008 can be flown by gyroplane Sport Pilots. LSA qualified gyroplanes are available for training when operated under a training exemption offered by the FAA. Gyroplane manufacturers are working hard with the FAA to gain permission (the industry has filed a request for exemption to current FAR’s) to build ready-to-fly gyroplanes that meet the current industry consensus (ASTM) standards. This writer knows of several gyroplane manufacturers that have innovative and safe designs. With allowable pre-rotation of the rotor, these gyroplanes offer many of the benefits achieved with full vertical flight.

But, what about a full-up helicopter? So far, that is not within the realm of sport flying, but who knows what the future might hold? In the meantime, all you rotorcraft fans, hit the search engines and take a look at what the gyroplane industry is up to!