Sport Pilot Regs Question

[JEFF TIPTON]

Just my opinion here; but, If the pitch can only be adjusted on the ground and it cannot be changed in flight, I think it would pass muster. Most of the rotor blades that I have seen can have the pitch changed by shimming or other means.

[cbonnerup]

"In addition to pilot workload the FAA is also concerned with the safety of Light Sport aircraft,..."

Alan,
all (most) gyro's that are issued N numbers in the US of A are experimental amateur built. Please correct me but one supposedly can build an experimental (EAB) craft that CANNOT be flown by a pilot with Sport Pilot credentials!
Obviously changing either rotor pitch or prop pitch while in the air is verboten - much too confusing for the lowly Sport Pilot.

Chris

[cbonnerup]

Originally Posted by JEFF TIPTON

Just my opinion here; but, If the pitch can only be adjusted on the ground and it cannot be changed in flight, I think it would pass muster. Most of the rotor blades that I have seen can have the pitch changed by shimming or other means.

Yes, 'fixed travel' (or other mean) automatic collective control. I'm sure the 'big' boys are already looking at this for the US market for JTO gyro's. Thinking about trying to make the concept 'previous art' just to piss them off. But again, the men in black will be abundant.

Chris

[bryancobb]

Originally Posted by cbonnerup

...Please correct me but one supposedly can build an experimental (EAB) craft that CANNOT be flown by a pilot with Sport Pilot credentials!...

Chris,
Just like airplanes, a builder can build an EAB gyro that meets the definition of a LSA according to FAR 1.1, or they can build an EAB gyro that does NOT meet the definition of an LSA.

If the EAB does not meet the LSA definition, the pilot must have a a Class III+ medical certificate, and be at least a fixed wing Private Pilot.

If the EAB does meet the definition of an LSA, the pilot can fly it with a Sport Pilot Certificate and a Driver's License.

Just like airplanes, the prop or rotor pitch can be ground adjustable, but must not have a way to change the pitch in-flight.

[cbonnerup]

Originally Posted by bryancobb

Chris,
Just like airplanes, the prop or rotor pitch can be ground adjustable, but must not have a way to change the pitch in-flight.

Yes but I am thinking pre-flight so to speak. Assume a rotor pitch adjustment from 0 to 3.5 degrees while on the ground (shortly with enough RRPM).
"Must not have a way" is full of holes. Even though the pitch is fixed' both for a prop or a rotor, any non-'extremely' rigid wing changes shape (dynamic pitch) during fight depending upon load and environment, regardless of pilot input.
That's my story and I stick with it.
Chris

[bryancobb]

If air changes the pitch because the blades are not 100% rigid, and the pilot is not the one doing it, that's AOK

[cbonnerup]

Originally Posted by bryancobb

If air changes the pitch because the blades are not 100% rigid, and the pilot is not the one doing it, that's AOK

Thank you sir, you are spot on.
...as the argument goes. I will proceed cautiously.

Regards,
Chris

[JEFF TIPTON]

If the EAB does not meet the LSA definition, the pilot must have a a Class III+ medical certificate, and be at least a fixed wing Private Pilot.

Depending on the EAB a Recreational rated pilot might be able to fly it also.

[Riff Raf]

Doesn't the flight start when your rotors start turning and end when they stop turning?
even though you have not left the ground? Hummm...

[Alan_Cheatham]

Originally Posted by Riff Raf

Doesn't the flight start when your rotors start turning and end when they stop turning?
even though you have not left the ground? Hummm...

I found this that may apply and given the answers I dare say prerotation would be considered flight time and so "A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a gyroplane" would apply at that time for sport pilots.


http://www.soaringsafety.org/pilots/FAQ_Glider.PDF


QUESTION: Some time ago I wrote looking for input on FAR 1.1 that defines "pilot flight time". I said that some of our pilots claimed "flight time" included start, warmup, taxi, runup, and further taxi (all under the assumption that this time is "for the purpose of flight") while the purists in the group claimed that flight time didn't even start until power was applied at the
end of the runway.

After we get to FAR 1.1, does flight time include start, warm-up, taxi to the run-up area, further taxi to the runway, etc. or does "moving under its own power for the purpose of flight" begin only when the aircraft is lined up on the centerline beginning its take-off roll? The argument, of course, is that since most GA aircraft begin charging for the airplane once the engine starts, most pilots have decided to log what they pay for. But there is another group of pilots who say that warm-up and taxi time is not flight time. Has the FAA explained the definition we find in FAR 1.1?


ANSWER: Ref. § 1.1 and § 61.51; It means “. . . when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing . . .” Or, the more commonly referred definition is “Block-to-Block” time.

The following has been checked and verified with General Counsel, AGC-240:

Start up: No, you can not log that as flight time.

Warm-up: No, you can not log that as flight time if the aircraft has not yet moved from the parking location.

Taxi: Yes, you can log that as flight time.

Run-up: Yes, you can log that time. After all, attempted flight without run-up could appear careless & reckless.

Further taxi to the runway, etc.: Yes, you can log that as flight time.

The aircraft moves out onto the runway, throttle up to takeoff power, and begins the takeoff roll: Obviously, yes, you can log that as flight time.

Landing and roll out: Yes, you can log that as flight time.

Taxi in to parking: Yes, you can log that as flight time.

Engine Shut Down: No you can not log that as flight time after the airplane is in a parking position.

.

[Udi]

If I were an FAA inspector, I would look at it this way. if a gyroplane has a rotor systems in which the pitch of the rotor blades can be manipulated either by levers in the cockpit or automatically, it is not an LSA aircraft. I would not buy the argument that the pitch is fixed in flight. Even if this pitch mechanism were to only work in the parking area (which it won't), the PIC sitting inside the aircraft and operating it while all this is going on is still a sport pilot and therefore should not be operating such an aircraft.

Udi

[pancho]

BTW the only thing about "safety" that an inspector really cares about, is the "safety" of his/her job. If they can get you, they will. Play it safe.

[Vance]

Originally Posted by pancho

BTW the only thing about "safety" that an inspector really cares about, is the "safety" of his/her job. If they can get you, they will. Play it safe.

My experience with the Van Nuys Flight Standards District Office has been very helpful and two of them came out to inspect The Predator after I changed her engine and propeller, AKA major change.

They seemed like aviation enthusiasts and I felt like they cared about safety and were looking out for me.

At air shows the inspectors always seem interest in both paperwork and safety.

The FAA portion of the flight briefing has always been about staying inside the rules and most of the rules have been about safety.

At one Air Show the 500 foot deck was lowered 200 feet after the first show. I felt this demonstrated a very helpful attitude.

I suspect if they see someone trying to circumvent the rules they would get a little testy.

Thank you, Vance