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#11
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caveat emptor
"BTIZ" wrote in message news:rb1ic.19810$432.4468@fed1read01... I know a report of one Sparrowhawk that showed up at a commercial operation for a tow and was denied. He could not produce an airworthy cert that said it was a glider, nor did he have an N number that I am aware of. Also he did not bring proof of insurance. He went to another glider operation and was towed. Is how the report went. Either the other operator (1) knew him, (2) did not realize to ask the right questions, it's hard to tell. BT "Eric Greenwell" wrote in message ... BTIZ wrote: be careful what you wish for.. it may be difficult to get aero tows at glider operations, unless they turn their heads to the rules, more and more people are waking up to the rules. 1) The Sparrowhawk is an ultra light, not a glider 2) It does not have an airworthiness certificate that says it is a glider 3) It does not get an N-number registration 4) Most tow pilots are only certified to tow gliders, see number (1), (2) and (3) above, to tow ANYTHING else requires special endorsements 5) Most tow insurance is for towing gliders, not ultralights, see number (1),(2) and (3) above I always thought the Sparrowhawk was "neat" and was considering one also. But there are more and more road blocks showing up. Note that the Sparrowhawk web page does not address the "not a glider but an ultralight" and "getting a tow" issue, but it does state that they do not "need" (read "get") an airworthiness certificate. But Wait! You CAN get one! Look up N109WP and N40437, two SparrowHawks that are registered. Of course, if all you do is get tows at the local gliderport, you aren't taking advantage of it's light weight. *Unlike a 700-800 pound glider, it's 350 pound flying weight can be easily towed by an ultralight aircraft. *Auto tow, even with a small vehicle, is practical. *Or get a small winch! *Bungey launch would be a hoot! *At the right launch site, a "roll-off" launch would be good. -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#12
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What about USHGA insurance? They used to provide members with liability
insurance. Regarding launch methods - consider the wing loading is more sailplane than hang glider... williscomb |
#13
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Earlier, "BTIZ" wrote:
...how did they get that with a factory produced glider that had not passed Part 23 testing standards? Um, like an ASW-20 or a Zuni, perhaps? Bob K. |
#14
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but the ASW has a "Type Data Certificate" issued by the country where built.
I guess that would be "LBA". The ultralight Sparrowhawk does not BT "Bob Kuykendall" wrote in message om... Earlier, "BTIZ" wrote: ...how did they get that with a factory produced glider that had not passed Part 23 testing standards? Um, like an ASW-20 or a Zuni, perhaps? Bob K. |
#15
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I don't know the details, so a call to Greg Cole at Windward Performance
would be best. Or call Dave Stevenson. He flew a SparrowHawk (the Delaware one, I think) in the Sports Class Nationals last year. It had to be registered to enter the contest (insurance requirement). Bingo, and if it don't have a airworthy cert, and n numbers. Any tow pilot certifed under FAR par 91.309 and 91.311 can't tow it. BT |
#16
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I know a report of one Sparrowhawk that showed up at a commercial operation
for a tow and was denied. He could not produce an airworthy cert that said it was a glider, No where on the Experimental airworthness certificate or on the registration does it say the aircraft is a glider or airplane or anything else. There is no box on the Application For Airworthness form to check for glider or airplane. I just got finished having an Experimental, Exhibition airworthness certificate issued for the first Pipistrel Virus to be licenced in the USA. N937R. Both the DAR and I were puzzled by this but is it standard procedure. You can licence almost anything in the Experimental catogory. It need no have certification for any other country or if it does the USA may not accept it but you can still get an Experimental Airworthness certificate issued for it. Robert Mudd |
#17
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Earlier, "BTIZ" wrote:
but the ASW has a "Type Data Certificate" issued by the country where built. I guess that would be "LBA". The ultralight Sparrowhawk does not The foreign certification of the ASW-20 has no bearing on the lack of US certification of these ships. For whatever reason, Schleicher declined to seek US type certification. Individual aircraft of this type operate in the US under special airworthiness certificates as Experimental, Racing or Exhibition aircraft. I guess that the better example in this case is indeed the Zuni. It also was manufactured in series production, does not hold type certification anywhere, and all examples operate under special airworthiness certificates as Experimental, Racing or Exhibition aircraft. Bob K. |
#18
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I thought this thread seemed a bit like Deja Vu all over again:
http://groups.google.com/groups?q=g:...g.goog le.com Bob K. |
#19
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They still do. It would have to be capable of being foot-launched,
not just roll-launched, to qualify as a hang glider under USHGA requirements. Sooner or later a motorized version of the Sparrowhawk will appear. That would make most launch permit problems vanish. gill www.gillcouto.com/hg WilLiscomb wrote: What about USHGA insurance? They used to provide members with liability insurance. Regarding launch methods - consider the wing loading is more sailplane than hang glider... williscomb |
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