I picked up a 3 blade Ivo inflight adjustable prop to try out with my 582. Right now to get any kind of cruise with my fixed pitch I am leaving 600rpm on the table that is available for takeoff. The extra rpm equates to an almost 15% increase in HP. I have it mounted but still need to wire the electric portion. The Ivo prop uses an electric motor to turn a screw drive that moves a spool back and forth. The spool engages a cam on the prop hub that moves moves a torsional rod inside the blade and physically changes the twist of the blade. Looking forward to the results. Here's some pics on how it works for those of you that have to know that kind of stuff like I do. Should hopefully have a flight report by the end of the week.





http://www.ivoprop.com/inflightultralightmodel.htm

They work surprising well.... retorque it a couple of times in the first 20 hours or so and don't freak out when it eats brushed in the beginning too... It takes one or two sets to "plate" the contact rings with brush material. After that the brushes will last ALOT longer.

I know a guy that has one on his zodiac. He ran the prop for me once when I was lookin at it in his hangar. Pretty cool setup. Hope it works well for you.

Are you flying under Sport Pilot category?

WWhunter wrote:Are you flying under Sport Pilot category?

This is one of those "don't ask....don't tell" catagories...

WWhunter wrote:Are you flying under Sport Pilot category?

Negative and the switch is labeled ground adjust only

Unfortunately, once you put it on (if you document it) your aircraft will never be able to be Sport Pilot compliant again.

littlewheelinback wrote:Unfortunately, once you put it on (if you document it) your aircraft will never be able to be Sport Pilot compliant again.

I'm curious what exact regulation specifies this. I've heard this before, but it makes zero sense, and I'd like to know what rule/reg makes this the case that an aircraft that's ever been fitted with a particular piece of equipment in the past renders it unqualified for LSA once returned to compliance. Anyone?

Here is is Z:

1.1 General definitions.
Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:

(1) A maximum takeoff weight of not more than—

(i) 1,320 pounds (600 kilograms) for aircraft not intended for operation on water; or

(ii) 1,430 pounds (650 kilograms) for an aircraft intended for operation on water.

(2) A maximum airspeed in level flight with maximum continuous power (VH ) of not more than 120 knots CAS under standard atmospheric conditions at sea level.

(3) A maximum never-exceed speed (VNE ) of not more than 120 knots CAS for a glider.

(4) A maximum stalling speed or minimum steady flight speed without the use of lift-enhancing devices (VS1 ) of not more than 45 knots CAS at the aircraft's maximum certificated takeoff weight and most critical center of gravity.

(5) A maximum seating capacity of no more than two persons, including the pilot.

(6) A single, reciprocating engine, if powered.

(7) A fixed or ground-adjustable propeller if a powered aircraft other than a powered glider.

(8) A fixed or feathering propeller system if a powered glider.

(9) A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a gyroplane.

(10) A nonpressurized cabin, if equipped with a cabin.

(11) Fixed landing gear, except for an aircraft intended for operation on water or a glider.

(12) Fixed or retractable landing gear, or a hull, for an aircraft intended for operation on water.

(13) Fixed or retractable landing gear for a glider.

So to meet the definition the airplane has to have qualified as Light Sport continuously since it received its airworthiness certificate. Anything that is done to it that makes it not meet the definition of Light Sport disqualifies from then on.

Hey AvidFlyer,
I have an IVO Magnum Electric In-Flight Adjustable 3 blade on my PA-22-20 experimental. I really like the set up but ran into a serious concern. Upon speaking with IVO one day they discovered I was running a composite spinner/backing plate assembly. They told me to remove the prop and inspect the backing plate. Sometimes there's enough heat from the hub to softened the resin in the backing plate. Since the propeller bolts go through the plate the result would be loose bolts !!! They recited 2 examples of in flight prop failure/separations. One was on a float plane and the other a wheel plane. Emergency landings with both aircraft and no injuries. We've all seen planes, and/or pictures of planes, that have lost props in flight. Pretty damaging. Not to mention the quiet sound and the adrenalin rush of quickly becoming a glider pilot. I double checked my prop torque and found it to be ok. I removed the prop anyway. I was surprised to find my backing plate was ruined! It had bubbled around the bolt holes but had hardened back up. I was grateful to IVO for having disclosed this to me and also discovering this while on the ground!
The fix for me is to use an aluminum backing plate or no spinner at all.
I have had no problems after that. I really like the set up.
Sam

whee wrote:Here is is Z:

[i]1.1 General definitions.
Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:
...
(7) A fixed or ground-adjustable propeller if a powered aircraft other than a powered glider.

Thanks Whee. That single "continued" is the clincher I suppose, how infuriating.

You're either compliant or you're not, the history of the aircraft shouldn't make a difference. I suppose the only way to go in this scenario is unlogged, else lose E-LSA eligibility, and be forced to run as Experimental Amateur Built.

Labeling the prop as ground adjust only, gives you the same protection as having a 180 HP CC that states on the panel that you cant exceed XX RPM. The power is there to use, however, they have gotten away with it on the "boy scout" system... yeah, I am pretty certain that every pilot has strictly adhered to the placard on the panel on the RPM restriction. Yeah, I did lay on the sarcasm pretty thick so you probly picked up on that.

Put the switch under the cowling for it, then run another switch to a more convenient location so if ever ground checked, you could pull the cowling and hit the switch to show its "ground adjustable"... That is if you even care about loosing the ability to sell it as a light sport aircraft. That or just put an entry in the log book that says IVO prop, ground adjustable and forget it.