Air Worthiness Certificate

JEFF TIPTON

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1. PURPOSE. This advisory circular (AC) provides information and guidance on the Additional Pilot Program (APP) for flight testing experimental aircraft. The APP was developed to improve safety by enhancing Builder/Owner Pilot (BP) skills and mitigate risks associated with Phase I flight testing of aircraft built from commercially produced kits through the use of a qualified additional pilot and powerplant testing. The APP is an optional program which provides another pathway to conducting Phase I flight testing. The traditional option for a pilot to test their aircraft solo during Phase I is not covered or affected by this AC, and remains an option for those who choose to do so in accordance with their aircraft’s operating limitations.
 

Resasi

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Thanks Jeff. I see the:- Type-certificated engine/propeller combination Requires 25hrs, and yes this is exactly what I had seen and was querying.

The question I had was what exactly was the definition of a type certificated engine propellor combination?

Is a Warp Drive propeller Type-certified? Not sure, possibly not.

I know the Rotax 912 come in certified and non certified versions, this however answers the question I think, because I have the non-certified ULS...so... I guess I do not qualify for the 25hrs, and will have to meet the 40hr limitation.

Hey ho, more flying fun as we work out the POH and discover the various wrinkles our particular machine needs to be documented, for whoever else might wish to know before flying it.
 

JEFF TIPTON

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Until we find anything different, I would consider certified as having a TCDS.(Type Certificate Data Sheet)
 

GyrOZprey

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I am in the middle of the FAA's switch over to the new certification procedures. We had a Zoom meeting that apparently left a lot of us scratching our heads. We had a second Zoom meeting that confirmed that it is still in "Beta mode" even though it has been mandatory to use the new portal since JUly 1st.

How it is supposed to work is the applicant goes to the new AWC portal, completes their paperwork on the site, and the FAA contacts the DAR he has chosen for his certification. We get the message that you want to use our services, look over your submitted papers (all of them; now including Application, builder's log, program letter, Eligibility statement, registration certificate, wgt & bal, 51% and pre-inspection and in process tech inspection pre-cover sign offs, 3 view pictures or drawings of the aircraft and, if turbine powered, a maintenance manual for the aircraft)
I still do all of the paperwork and submit it for my applicants. This may change if they ever make it user friendly for civilians :cool:

I'll bet I have around 50 hours working on two Helicycle certifications in progress since pre-Covid. The glitches in the system, at this time, preclude the applicant from trying to make heads or tails of the process. I have about 5 other certifications in line as well. I expect to get the (2) FSDOs approvals next week. I have been a DAR for over 20 years and it was quite simple in the old days. All of the "approvals" were after the fact as the DAR has the responsibility to perform correctly. All of this new system is based around perfection, without ANY discrepancies. Errors require manpower to correct and the FAA plans to make drastic cuts in there employee pool (according to a very reliable source)

About the 40 hour No Solo controversy in your own aircraft. All that is required, according to the aircraft's operating limitations

FROM THE OPS LIMITS GENERATOR
" 6. The pilot in command of this aircraft must hold Rotorcraft category and Gyroplane class certificate or privilege. The pilot in command must hold all required ratings or authorizations, and endorsements required by 14 CFR part 61. " When we asked about this limitation, we were told that the line "or privilege" is a student solo endorsement in their log book. I have found that this is not common knowledge in the field.
THAT ...is the "loophole" that allowed me...back in 2012 to do the 40 hours fly-off on my single-seat Butterfly Aurora ...as student -solo-endorsed & properly transitioned by my CFI! ( Jim & I were fairly skeptical ...(in retrospect ) ...that Larry Neil had been truthful ...in saying I could fly off my own 40 hours test phase 1 on my single )... but as Tom has indicated ...it looks legit!!!!
Now for the big two-place ...Jim could not get training in his big TGB ...until the 40 was flown off ....and Larry was the only one willing & qualified to do it ...then after the 3 yearlong prolonged cluster-F fiasco's with engines & fuel-supply & wiring ....etc ....it became and endless "catch22" impossible loop ...!
Thanks Tom for the clarification!
 

Sv.grainne

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Yes, thanks Tom. I plan to take transition training and also gave an experienced pilot put some time on my machine before I fly it.

Bobby
 

Sv.grainne

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THAT ...is the "loophole" that allowed me...back in 2012 to do the 40 hours fly-off on my single-seat Butterfly Aurora ...as student -solo-endorsed & properly transitioned by my CFI! ( Jim & I were fairly skeptical ...(in retrospect ) ...that Larry Neil had been truthful ...in saying I could fly off my own 40 hours test phase 1 on my single )... but as Tom has indicated ...it looks legit!!!!
Chris (Christine?):

Would you summarize your transition?

Bobby
 
Last edited:

GyrOZprey

Aussie in Kansas.
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Chris (Christine?):

Would you summarize your transition?

Bobby
I did a lot of progressive taxing - with-out rotor (~2 hours) with rotor ...then spinning rotor, then balancing on mains ... when I had got the B-on-M down pat ...Desmon flew up to Newton in his MTO .... he flew my Aurora to get a feel for it ...we did a couple of adjustments ( heavier rudder-return springs) ... we had a couple of flights reviewing stuff in the MTO ...then he had me fly a profile ... that he believed approximated the profile needed for my single ... then on taxiway with Desmon following in MTO ...I in my single seater added more power ...when established on balance & proceeded to do 3 hops! ....unfortunately the wind was too frisky next day for the planned pattern work. On rare-in-KS agreeable low wind days in the coming weeks I got to do lots of hops & fly the 7,000' runway @ about 20 -50 feet ... then one day I felt good about going on up into the full pattern. ...that's about IT!😁
 

Tyger

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" 6. The pilot in command of this aircraft must hold Rotorcraft category and Gyroplane class certificate or privilege. The pilot in command must hold all required ratings or authorizations, and endorsements required by 14 CFR part 61. " When we asked about this limitation, we were told that the line "or privilege" is a student solo endorsement in their log book. I have found that this is not common knowledge in the field.
I'm sure most folks just completely overlook the words "or privilege" as just another bit of legalese. However, upon reflection, it seems to me that the implication is that such "privilege" would only apply to those NOT having a certificate. Endorsements always confer extra privileges, when you think about it.
 

TJPUMPHREY

TJGYRO
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I am in the middle of the FAA's switch over to the new certification procedures. We had a Zoom meeting that apparently left a lot of us scratching our heads. We had a second Zoom meeting that confirmed that it is still in "Beta mode" even though it has been mandatory to use the new portal since JUly 1st.

How it is supposed to work is the applicant goes to the new AWC portal, completes their paperwork on the site, and the FAA contacts the DAR he has chosen for his certification. We get the message that you want to use our services, look over your submitted papers (all of them; now including Application, builder's log, program letter, Eligibility statement, registration certificate, wgt & bal, 51% and pre-inspection and in process tech inspection pre-cover sign offs, 3 view pictures or drawings of the aircraft and, if turbine powered, a maintenance manual for the aircraft)
I still do all of the paperwork and submit it for my applicants. This may change if they ever make it user friendly for civilians :cool:

I'll bet I have around 50 hours working on two Helicycle certifications in progress since pre-Covid. The glitches in the system, at this time, preclude the applicant from trying to make heads or tails of the process. I have about 5 other certifications in line as well. I expect to get the (2) FSDOs approvals next week. I have been a DAR for over 20 years and it was quite simple in the old days. All of the "approvals" were after the fact as the DAR has the responsibility to perform correctly. All of this new system is based around perfection, without ANY discrepancies. Errors require manpower to correct and the FAA plans to make drastic cuts in there employee pool (according to a very reliable source)

About the 40 hour No Solo controversy in your own aircraft. All that is required, according to the aircraft's operating limitations

FROM THE OPS LIMITS GENERATOR
" 6. The pilot in command of this aircraft must hold Rotorcraft category and Gyroplane class certificate or privilege. The pilot in command must hold all required ratings or authorizations, and endorsements required by 14 CFR part 61. " When we asked about this limitation, we were told that the line "or privilege" is a student solo endorsement in their log book. I have found that this is not common knowledge in the field.
If you have a sport pilot add on rating. Can you fly the 40 hours off of your experimental amateur built gyroplane.
 

Vance

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If you have a sport pilot add on rating. Can you fly the 40 hours off of your experimental amateur built gyroplane.
In my opinion anyone with the appropriate category and class rating may fly phase one.

So assuming it is light sport legal a light sport gyroplane pilot may fly phase one.

Based on this thread and the latest operating limitations; it appears that a solo sign off for the aircraft is sufficient to fly phase one.

I have not yet checked with my flight standards district office on the solo sign off.
 

TJPUMPHREY

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In my opinion anyone with the appropriate category and class rating may fly phase one.

So assuming it is light sport legal a light sport gyroplane pilot may fly phase one.

Based on this thread and the latest operating limitations; it appears that a solo sign off for the aircraft is sufficient to fly phase one.

I have not yet checked with my flight standards district office on the solo sign off.
Is a Bensen gyrocopter a legal light sport gyroplane.
 

Vance

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Is a Bensen gyrocopter a legal light sport gyroplane.
The Light Sport Aircraft Rule:
The FAA defines a light sport aircraft as an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:

Max. Gross Takeoff Weight1,320 lbs (1,430 lbs for seaplanes)
Max. Stall Speed51 mph / 45 knots CAS
Max. Speed in Level Flight (VH)138 mph / 120 knots CAS
SeatsTwo (max.)
Engines / MotorsOne (max. if powered.)
PropellerFixed-pitch or ground adjustable
CabinUnpressurized
Landing GearFixed (except for seaplanes and gliders)
It would appear to men that most gyroplanes referred to as a Bensen would meet this limitations.
 

hillberg

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Sport Pilot is an operation classification for Sport Pilot not a certification for Airworthiness - Your "Benson" would still need Experimental certification.
 

Vance

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Experimental certification that meets Sport pilot operational rules. Listed above.
I will try to keep a somewhat confusing thing simple.

An experimental amateur built aircraft (EAB) can be any aircraft that is amateur built.

Light Sport is about the aircraft meeting the limitations of light sport.

Sport Pilot is a kind of pilot certificate.

A Sport Pilot Gyroplane Certificate (license) allows you to fly a gyroplane that meets the Light Sport rules and limitations day VFR.

An additional endorsement allows a Sport Pilot Gyroplane certificate holder to fly into class B,C and D airspace.

Anyone may fly an ultralight as it is not considered an aircraft.

To fly a gyroplane at night you would need a Private Pilot, Rotorcraft-Gyroplane certificate.

A Private Pilot, Rotorcraft-Gyroplane pilot may fly a light sport gyroplane or a gyroplane that may not meet some of the light sport limitations.
 

Tyger

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According to the 2017 FAA stats, there were just 2 recreational gyroplane pilots in the US, and about 150 recreational airplane pilots.
 
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