Production figures

[Steve_UK]

Hi


A news release by Auto-Gyro Gmbh gives some insight into production totals


""In order to simplify pre-rotation we have developed a new 90-degree-gearbox with a transmission ratio specially geared to the Calidus and Cavalon. The new gearbox is factory installed from serial numbers C00220 or accordingly V00036 on, or may be retrofittet as a unit together the pneumatic clutch. The modified transmission ratio allows simpler handling during pre-rotation using a slightly increased clutch speed""


ie Calidus production is now at approx 220 units and Cavalon at around 36 units.

These figures match tie in with my own observations of gyros being registered across the globe - Calidus #214 was registered in South Africa last month and Cavalon #15 was the first recent USA example.

MT-03 / MTOsport combined production is up around 900 units.


Impressive.


Steve

[Mike484]

This shows that there is a demand for this type of gyro. And now there are Police Departments here in the US useing them. Maybe we will finally get the FAA to consider LSA and manufactured gyros some day.

[RotorRambler]

There are things afoot that I think *may* brighten the prospect for LSA gyroplanes, specifically SLSA ones.

This article is dated May 2 and appears at

http://www.ainonline.com/aviation-ne...part-23-reform

The article discusses "an international FAA committee" that is looking into simplifying Part 23 (that regulates standard category aircraft). The article suggests that the effort may lead to rule making that allows the issuance of airworthiness certificates for standard category aircraft similar to the process that exists now for the issuance of a special airworthiness certificate for SLSA aircraft.

If the FAA were to accept consensus standards for certification of standard category aircraft, I think it would be a further endorsement of the process pioneered for LSA aircraft and might encourage striking those four little words at the end of FAA 14 CFR 21.190(a): "The FAA issues a special airworthiness certificate in the light-sport category to operate a light-sport aircraft, other than a gyroplane."

Part of the argument for industry produced consensus standards as opposed to government agency produced standards is that they can be adapted more quickly in response to new innovations and technology developments. Rob Hackman, AOPA vice president of regulatory and certification affairs, made an observation that may be especially relevant in regard to SLSA gyroplanes. Hackman said, "The regulations today really don’t encourage as much as they discourage” advancements."

In my opinion, I think the FAA does a good job considering the magnitude of its responsibilities in relation to the limited resources it has, and this willingness to allow more industry input toward regulations is encouraging.