www.PSFmagazine.com | September-October 2019 | 13 12 | September-October 2019 | Powered Sport Flying Light Sport Aircraft Yet the faa was clear, “Movement of people for hire (such as the multicopter air taxis proposed by numerous companies) is not part of this.” The faa is also reviewing what type of mechanics (LSR-M or A&P) can do what kind of work on specific systems of aircraft (examples: in-flight adjustable prop or electric propulsion systems). When Will the New Rule Emerge? One of the most-asked questions is when will this rule be announced, meaning when will an nprm (Notice of Proposed Rulemaking) be published for public comment. The faa Reauthorization Act of 2018 includes a deadline of 2023 for implementing a key mandate that suggests the longest it should take. Once an nprm is published, a comment period follows to hear from the public; after which faa needs time to address the concerns raised during that comment period. After closure of that comment period, the faa has 16 months to publish the Final Rule. Throughout the lama/faa teleconference some ideas were repeated by faa personnel… • “The former (current) regulation ‘was unnecessarily restrictive’.” • The faa wants the revised regulation to “allow the industry to do more.” Update on lama’s Specific Requests Over the last few years lama made several specific requests: aerial work or commercial use of lsa; fully built gyroplanes (only kits have been permitted); single lever control for in-flight adjustable props; and electric propulsion. lama also supported the idea of increased weight. Each of these was explained via a detailed white paper submitted to the agency followed by more discussions with faa executive management over several meetings in Washington DC. “All of these requests are on the table,” faa acknowledged in the June teleconference. Of course, this does not mean all are certain to be included, but they represent a “huge opportunity [for industry and for pilots].” Gyroplanes — Special lsa (fully-built) gyroplanes are part of what is being considered for the new regulation but this remains a work in process. lama presented new arguments, assembled safety data that faa requested, and kept up the pressure resulting in its inclusion in the proposed new regulation. Weight Increase — Yes, weight will increase. The often-mentioned “3,600-pound gross weight” number is irrelevant, however, because faa will use the power index as mentioned above. Under this more performance-based approach, lsa manufacturers would have more flexibility in making trade-offs among these parameters to meet a new power index limit. That new limit is intended to allow for up to a safe, robust, four-seat airplane. “All this is seen [within the agency] as relieving on industry; enabling, not tightening the screws,” said faa. Aerial Work/Commercial Use — The topic of for-hire work in lsa involves another group —Flight Standards Service. Most of the proposed changes originated with Aircraft Certification Services office. “The Flight Standards people are considering [aerial work],” said the faa. This important topic has been a priority for lama because it could become a vital activity to keep manufacturers healthy by expanding their capabilities and the markets they can serve. Pilots could also gain, as this would provide more compensated flying jobs and business opportunities. Electric Propulsion — Not only is electric fully on the table, but hybrid power involving both gasoline and electric is envisioned as well (though astm standards for hybrid have yet to be composed). Notably, the discussion did not involve batteries. Single Lever Control (in-flight adjustable prop) — The concept for Single Lever Control (slc) is that the prop adjusts automatically based on information supplied by instruments and the engine such that the system ‘knows’ what prop pitch might be optimal. A pilot puts the throttle where needed (full forward for takeoff) and the prop adjusts. At altitude, the system also knows this and can adjust to a cruise setting. While slc is more complex and currently more costly, lama believes continued development will lower costs. However, slc does not raise the workload of the pilot, thereby staying with the “simple, safe, and easy-to-fly” mantra. lama is “very pleased with the faa’s open attitude and willingness to consider important changes that industry and the flying community seek.” Great News for Gyroplanes Such as Magni Gyro For more than 15 years one class of Light Sport Aircraft has been held down in America even while it has been burgeoning in other parts of the world. The class is lsa gyroplanes, for a decade and half prevented from selling a fully-built model in the usa. How well is the category doing in other parts of the world? The answer draws on reports from dominant engine producer, Rotax Aircraft Engines, which has reported for years that the class of aircraft buying the most engines has been gyroplanes. Considering the many fixed-wing designs which also use that engine brand, Rotax’s statement carries tremendous weight. The story about why gyroplanes were denied the full privileges of Special lsa — and therefore have to be built as Experimental Amateur Built (eab) kits in America — is a long, sad story… but it is one that appears to be ending, thank goodness! As described in a recent article about faa’s plans for revised regulation of lsa (as well as other non-lsa segments), the leash around the neck of gyroplane producers is set for release. When the revised regulation is issued — possibly in 2021 — fully built Special lsa gyroplanes are expected to be approved. In the U.S. market today, Magni ranks as the #2 seller, according to registrations captured on our Tableau Public page (see the table on the next page). M24 Orion Italian company Magni Gyro calls their M24 Orion model an “enclosed side-by-side two-seat factory built gyroplane.” Currently in the usa, all models of Magni gyroplanes must be built as kits but until the new regulation arrives, dealers in the usa are prepared to assist this relatively modest effort. Support Our Advertisers
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