EASA rules regarding gyroplanes
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EASA rules regarding gyroplanes
Gents,
Anyone knows how exactly is gyroplane licensing regulated under EASA?
Or to make things easier, how can I fly people for a reward in a gyroplane and be legal?
Anyone knows how exactly is gyroplane licensing regulated under EASA?
Or to make things easier, how can I fly people for a reward in a gyroplane and be legal?
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I noticed that the "G" suffix was removed from my "H/G" licence when recently I converted it to a JAR one.
Not that I've ever flown a "G", mind you. Perhaps they think I'm no longer up to it.
Not that I've ever flown a "G", mind you. Perhaps they think I'm no longer up to it.
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I hold a JAR ATPL(H) which used to be a CAA ATPL(H/G).
I didn't do any G training; I understand this is how things used to be done in years gone by because back then, when it was first issued, there was no officially recognised separate G training.
I didn't do any G training; I understand this is how things used to be done in years gone by because back then, when it was first issued, there was no officially recognised separate G training.
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Well it is a sort of a "good news" I guess... Not that you lost a flying privilege, but the fact that things are moving in what seems to be a positive direction legally.
But I guess it's gonna be years if not decades before we see any commercial operation of that aircraft class.
But I guess it's gonna be years if not decades before we see any commercial operation of that aircraft class.
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As you see if you look at current EASA regs they include no reference to gyroplanes. At the moment, they are in the group of aircraft excluded from EASA consideration. Each country in Europe deals with them differently. Some ban them completely, others treat them sort of like microlights. This applies to all aspects: pilot licensing, airworthiness and so on. Since they are not fully certified, they all seem to operate under permit to fly type systems.
Historically, most gyros were homebuilt kits and so naturally fitted into that part of aviation. They had a pretty horrendous accident history, which was due to a number of factors.
These days there are some types of gyro that are factory built to a pseudo-certification standard: in the UK this is the BCAR Part T standard. The aircraft type has a type approval and is issued with a UK CAA permit to Fly. Broadly similar systems exist in some European countries. There are 2 manufacturers with Type T approvals for their gyros at the moment (and similar approvals in other European countries).
Part T and the associated flight crew licensing has had a major beneficial impact on flight safety and the CAA are to be applauded for their work on this. There are a number of additional issues relating to the regulation of their use which the CAA seem to have stalled on, which is a shame and is inhibiting the development of their use. An example of this is that, unlike microlights, you cannot SFH gyros. Certainly general aerial work and CAT is out of the question for non-certified aircraft.
Flight Crew Licensing is modelled on microlight and national PPL standards, although those who hold old UK CAA commercial helicopter licences had a technical gyro licence. It only means anything if you have a gyro type rating on the licence, but they do exist (I have one).
At present all European gyros that fly are light and simple. In the UK MTOW 500kg, some European countries have a lower limit linked to ultralight/microlight standards.
However, there are plans to design and build and presumably operate heavier and more complex gyros. Fully certified, they potentially compete well with helicopters for things like surveillance, pipeline inspection, being much cheaper to operate. There is a UK design being developed to be marketed into military and suitable civil roles. Designs like this would need a fully certified standard for airworthiness and FCL and operations.
There is talk in the gyro world that EASA are going to get around to such developments, presumably as the date for a working complex gyro approaches with a plan to use it for aerial work or even CAT. My feeling is that there is a bit of chicken and egg here: no designer can know that he is along the right lines until a certification standard is developed to measure it against. No regulator knows what and how to regulate until a gyro design is developed together with a plan for civil operations. Since regulators believe they are busy with other things, they don't give a high priority to things that aren't yet flying.
European flying generally operates (or doesn't operate) under the "prohibition principle", familiar to those of us who have operated in the UK. So nothing will develop until an overwhelming case is provided (IMHO, of course). This prevents new beneficial developments but does have the advantage of limiting the body count.
To answer the original question, the only reward allowed at the moment is for flight training. Even then, the rules are riddled with inconsistencies some of which get ignored by "industry" and regulator. Not sure what the situation is in Ireland, specifically.
Historically, most gyros were homebuilt kits and so naturally fitted into that part of aviation. They had a pretty horrendous accident history, which was due to a number of factors.
These days there are some types of gyro that are factory built to a pseudo-certification standard: in the UK this is the BCAR Part T standard. The aircraft type has a type approval and is issued with a UK CAA permit to Fly. Broadly similar systems exist in some European countries. There are 2 manufacturers with Type T approvals for their gyros at the moment (and similar approvals in other European countries).
Part T and the associated flight crew licensing has had a major beneficial impact on flight safety and the CAA are to be applauded for their work on this. There are a number of additional issues relating to the regulation of their use which the CAA seem to have stalled on, which is a shame and is inhibiting the development of their use. An example of this is that, unlike microlights, you cannot SFH gyros. Certainly general aerial work and CAT is out of the question for non-certified aircraft.
Flight Crew Licensing is modelled on microlight and national PPL standards, although those who hold old UK CAA commercial helicopter licences had a technical gyro licence. It only means anything if you have a gyro type rating on the licence, but they do exist (I have one).
At present all European gyros that fly are light and simple. In the UK MTOW 500kg, some European countries have a lower limit linked to ultralight/microlight standards.
However, there are plans to design and build and presumably operate heavier and more complex gyros. Fully certified, they potentially compete well with helicopters for things like surveillance, pipeline inspection, being much cheaper to operate. There is a UK design being developed to be marketed into military and suitable civil roles. Designs like this would need a fully certified standard for airworthiness and FCL and operations.
There is talk in the gyro world that EASA are going to get around to such developments, presumably as the date for a working complex gyro approaches with a plan to use it for aerial work or even CAT. My feeling is that there is a bit of chicken and egg here: no designer can know that he is along the right lines until a certification standard is developed to measure it against. No regulator knows what and how to regulate until a gyro design is developed together with a plan for civil operations. Since regulators believe they are busy with other things, they don't give a high priority to things that aren't yet flying.
European flying generally operates (or doesn't operate) under the "prohibition principle", familiar to those of us who have operated in the UK. So nothing will develop until an overwhelming case is provided (IMHO, of course). This prevents new beneficial developments but does have the advantage of limiting the body count.
To answer the original question, the only reward allowed at the moment is for flight training. Even then, the rules are riddled with inconsistencies some of which get ignored by "industry" and regulator. Not sure what the situation is in Ireland, specifically.
Last edited by Helinut; 21st Mar 2012 at 12:40. Reason: Grammar
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So in other words, until the "big boys" don't put a pressure on regulating authority to get the finger out and REGULATE, rest of us can only fly for fun or "under the regulator's radar"...
It's a shame, as I don't only think, I'm sure they would compete quite successfully with their fixed and rotary wings big brothers.
It's a shame, as I don't only think, I'm sure they would compete quite successfully with their fixed and rotary wings big brothers.
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Gyrocopter in Germany ;-)
Hi all,
it´s quite easy to find a school for UL and gyrocopters over here. Most of them are quite busy
.
Two years ago i bought a coupon for a 30 min. pleasure flight for a friend of mine, who turned 60 that year for around 90 . His permanent grin afterwards was worth a lot more
.
So it seems to be legal to offer pleasure flights as well as teaching. In the meantime i also found quite a few schools which are offering photos and videos on demand
.
Living in the SW of Germany i can see some flying by at least twice a day, but the season is still coming. A lot of swiss people are learning here, despite Switzerland has banned gyros till now.
But France is not far off!
Lots of fun for them, TNT
it´s quite easy to find a school for UL and gyrocopters over here. Most of them are quite busy
.Two years ago i bought a coupon for a 30 min. pleasure flight for a friend of mine, who turned 60 that year for around 90 . His permanent grin afterwards was worth a lot more
.So it seems to be legal to offer pleasure flights as well as teaching. In the meantime i also found quite a few schools which are offering photos and videos on demand
.Living in the SW of Germany i can see some flying by at least twice a day, but the season is still coming. A lot of swiss people are learning here, despite Switzerland has banned gyros till now.
But France is not far off
!Lots of fun for them, TNT
Helinut;
I believe the weight for gyro´s exempt for airworthiness is 560kg. I stand to be corrected though
"(f) single and two-seater gyroplanes with a maximum take off mass not exceeding 560 kg;"
From annex2: http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2008:079:0001:0049
N:PDF
I believe the weight for gyro´s exempt for airworthiness is 560kg. I stand to be corrected though
"(f) single and two-seater gyroplanes with a maximum take off mass not exceeding 560 kg;"
From annex2: http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2008:079:0001:0049
N:PDF
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I believe the weight for gyro´s exempt for airworthiness is 560kg.
Unfortunately most of the countries limited them, until now to 450kg,
for reasons unknown to me.
Now, more and more 560kg MTOW are in the works, opening quite new
possibilities.
Source:
Aviation Artur Trendak | Europejskie targi wirop?atów
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So in other words, until the "big boys" don't put a pressure on regulating authority to get the finger out and REGULATE, rest of us can only fly for fun or "under the regulator's radar"...
It's a shame, as I don't only think, I'm sure they would compete quite successfully with their fixed and rotary wings big brothers.
It's a shame, as I don't only think, I'm sure they would compete quite successfully with their fixed and rotary wings big brothers.
More and more serious companies are manufacturing gyrocopters in substantial
numbers. Sooner or later, they will move from a 2-seter to 4-seater and apply
for certification.
Then EASA will have to move.
