Gyroplane Statistics, last 3 years

Gyro_Kai

Senior Member
Joined
Nov 29, 2006
Messages
3,279
Location
near Frankfurt, Germany
Aircraft
MT-03, Calidus (rent)
Total Flight Time
about 150
Hello,

here we are again. I know, you have been waiting and I'm late, so here are last few year's statistics on the German gyroplane market.
I have failed to present this lately, so I will catch up for the trend.
Again for the non regular reader: In Europe we have a deregulated class called Ultralights or Microlights which has to have an MTOW of less than 450 kg (992 lbs). Apparently we have a gyro-nut mole in the ESA who, let an exception slip into the regulations, that gyroplanes, and only gyroplanes, are allowed up to 560 kg (1234 lbs).
Apart from the weight the class is pretty much de-regulated, similar to the US LSA class. The data was provided by the Patrick Holland.

The new registration figures for gyroplanes and in comparison, the other ULs (PPGs, trikes, 3-ax fixed wings):
Year201420152016
MTO Sport181511
Magni M2410156
Calidus545
Trixy423
Cavalon4133
C2A 11
ELA 10 Eclipse 1
AC2035
Xenon 3
Cloud dancer7
Sum515830
others193165171


We can see a clear decline in the gyroplane market, which I find quite disturbing.
I hear also from colleagues, that this year is not going to be great, either.

Apparently the novelty effect has worn off, many go to fixed wing, because of higher speed and greater reach. Another thing slowing sales down is the ultralight helicopter, which will come soon. Let's face it, many people fly gyroplanes, because helicopter is too expensive. Little do they know, how much harder and more demanding it is. Additionally, in Germany, you still have to use airports.

That's all, comments welcome,

Kai.
 
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Interesting Kai. So AutoGyro Gmbh in home country sold 20 machines in 2016. I think the trend is not clear. The numbers are for one year showing clear decline. We would have to wait a couple of more years. Now that they allow UL helis, do you think they will allow jump takeoff gyroplanes? I mean it would only make sense.

I want to caution you a bit because LSA class in USA is not completely de regulated. Gyro planes are not LSA here. They are mostly Experimental Amateur Built aircraft that simply for most part fall within the parameters that a Sport Pilot can fly them.
Actual SLSA factory built aircraft have heavily regulated maintenance, continued operational safety, design and production and quality systems. FAA does indeed go and audit the facilities, manuals, design reports for compliance and manufacturer carries much more liability than that of a kit aircraft. Owners also have to strictly follow maintenance schedule with approved mechanics being able to do the maintenance prescribed in the maintenance manuals for aircraft and engine.
In my honest opinion none of this has proven to show an improvement in safety stats. In fact I will be bold enough to say that pilot training and operator illegal maintenance has been the largest cause of accidents in SLSA aircraft of other categories. Not much different than experimental gyro planes etc. It points to where FAA should focus its limited resources to improve safety. But that is just what I see.
 
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What is unclear to me, as one who is generally unfamiliar with current aircraft acronyms and vernacular, is:
1. Do the registration figures include sale or transfer of ownership of used aircraft?
2. How do the acronyms vary in meaning from EU to US?
3. What are the total ownership and registration figures of all these aircraft in US and EU?
4. Finally, what regulations do apply to EAA type builds, registrations, ownership and sales in EU and US?

Thanks for any info that applies,

Eutrophicated1.
 
Hello,

Fara, the ultralights in Germany are also not completely de-regulated. There is a construction rulebook which defines in great detail, which loads and which performance the gyroplane must have. The fulfillment of these requirements needs to be proven, before it is approved. However, after that, they have some more freedom, you can even do your own repairs and maintenance.

The numbers are only new registrations.

Kai.
 
I overlooked your other question: Jump-TO is currently explicitly excluded from the rulebook. Whether that is to change, I have no idea.

All accidents analysed so far were not attributed to technical but always to pilot failure. We have 100h/annual checks to be executed by specialists.

Kai.
 
In my opinion the gyro market -- at least in large parts of Europe -- is very young. Only around 2010 has the popularity of the gyro relly started to become noticable. Then there was an initial hype and now it will settle to something appropriate and commensurate with the total market volume. Don't forget, also, that in that period we also suffered a significant economic decline which impacted the sale of perceived luxury items like the gyroplane and aviation in general. In Europe, regulation had to be developed to even start accommodating this new kind of aircraft.

I agree with Abid when he says that we need more time to determine the fate of the gyroplane. Personally, I doubt that UL-helis, which will become a legal alternative in Germany soon, will do much to harm the gyroplane market in the long run. A heli is always more expensive than a comparable gyroplane. With little to no benefit over it, since you're still restricted to airports in many countries.

So let's wait and see what happens before breaking the proverbial stick.

Greetings, -- Chris.
 
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