If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#1
|
|||
|
|||
I have my new Sparrow Hawk
I recived my Sparrow Hawk SN #10 just two weekends ago. I was the test
pilot for the virgin bird. After 2.5 Hrs. in light 'high-pressure day' thermals in Central Oregon. All I needed to adjust was the rudder peddle lenght. Greg Cole said I main a record for the most time aloft with the least number of tows. @ tows and ~ 5.5 Hrs. I was able to walk the glider out to the runway by mayself, at 155 lbs & wheels, why not, hook-up and go. The tow, flight and landing is very easy. Controls are very responsive and light, but not the least bit twitchy. In otherwards, no over sensitive pitching as with many other gliders. I have been flying a Nimbus-II till the Sparrow hawk came around. Although one is a mere 155 Lbs, while the other is well over 1,000 lbs. I found that transitining from one to the other was a non issue. I have been flying powered aircraft and hang gliders sence 1972. It is my honest openion that any one who has been flying moderate to high performance flex wings and rigid wings will fell very much at home with the Sparrow Hawk. One would think that such a light glider would blow about like a paper bag and have potentual penitration problems. Not so, Creg Cole has designed airfoils specifically for this light weight application. What with wing-loading similar to any other standard class glider it feels very solid and secure, even in big air. Its like a solid high performance sports car. I can thermal, much like my hang glider, as tight as I desire, taking advantage of small light, scratchy thermals. Many that I would simply pass up in many other sail planes. I hope to travel about with it to many other sites. Towing: Our glider club said that as long as a Sparrow Hawk owner is a current local club and SSA member, there will be no problems getting a tow and have insurance cover the tow plane, but not the glider. We have a Piper Pawnee. I am sure that the insurance situation will be the same with many other clubs and comercial operations. I will be flying my Sparrow Hawk glider much more real soon and hope to answer any questions one may have. |
#2
|
|||
|
|||
"Patrick McLaughlin" wrote in message
om... Towing: Our glider club said that as long as a Sparrow Hawk owner is a current local club and SSA member, there will be no problems getting a tow and have insurance cover the tow plane, but not the glider. We have a Piper Pawnee. I am sure that the insurance situation will be the same with many other clubs and comercial operations. First I will ask a question, Is the Sparrow Hawk registered with an N-number and does it have an Airworthiness Cert that it is a "glider" If not your club needs to re-look at it's insurance, and your tow pilots at their ratings.. They are certified to tow gliders, not any thing else, if they are towing an ultra light that is not certified by the FAA as a "glider" and has an N-number registration, they are in violation of FARs and most likely the tow plane's insurance is in violation. At that point in time it matters not if the "ultra light" has insurance or not. JMHO BT |
#3
|
|||
|
|||
also, most "Club" insurance policies cover the tow plane and the clubs
gliders, but not private owners gliders... so their statement is moot.. they would be covered but you are not, unless their error causes your damage... towing an "aircraft", not certified as a "glider" and not registered with an N-number, violates FAR 91.311, do you have a waiver to tow an non registered ultra light? so would their policy be in force if an FAR is violated? BT "BTIZ" wrote in message news:iwYlc.11873$k24.11221@fed1read01... "Patrick McLaughlin" wrote in message om... Towing: Our glider club said that as long as a Sparrow Hawk owner is a current local club and SSA member, there will be no problems getting a tow and have insurance cover the tow plane, but not the glider. We have a Piper Pawnee. I am sure that the insurance situation will be the same with many other clubs and comercial operations. First I will ask a question, Is the Sparrow Hawk registered with an N-number and does it have an Airworthiness Cert that it is a "glider" If not your club needs to re-look at it's insurance, and your tow pilots at their ratings.. They are certified to tow gliders, not any thing else, if they are towing an ultra light that is not certified by the FAA as a "glider" and has an N-number registration, they are in violation of FARs and most likely the tow plane's insurance is in violation. At that point in time it matters not if the "ultra light" has insurance or not. JMHO BT |
#4
|
|||
|
|||
BTIZ wrote:
also, most "Club" insurance policies cover the tow plane and the clubs gliders, but not private owners gliders... so their statement is moot.. they would be covered but you are not, unless their error causes your damage... towing an "aircraft", not certified as a "glider" and not registered with an N-number, violates FAR 91.311, do you have a waiver to tow an non registered ultra light? so would their policy be in force if an FAR is violated? I can't find where the regulations says an aircraft has to be certified to be a glider. What is the CFR number for that? I mean, clearly it's a glider, or is there a CFR that requires an aircraft to weight over 155 pounds before it's can qualify as a glider? -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#5
|
|||
|
|||
It is always fascinating to me how people make up or interpret regulations
to fit their preconceived notions. 14 CFR 1 Definitions: "Glider means a heavier-than-air aircraft, that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine." It seems to me that any vehicle capable of carrying a person, regardless of weight, that uses gravity as its principle means of staying aloft, meets the definition of a glider. I see no regulation that requires certification or that an ultralight can not also be a glider. The original intent of the FARs was to be permissive rather than restrictive. Thus, if it is not specifically prohibited, it can be presumed, within reason, to be permitted. So, Eric is right and Btiz is wrong. Allan "Eric Greenwell" wrote in message BITZ so would their policy be in force if an FAR is violated? I can't find where the regulations says an aircraft has to be certified to be a glider. What is the CFR number for that? I mean, clearly it's a glider, or is there a CFR that requires an aircraft to weight over 155 pounds before it's can qualify as a glider? -- Change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#6
|
|||
|
|||
First I will ask a question, Is the Sparrow Hawk registered with an N-number
and does it have an Airworthiness Cert that it is a "glider" 14 CFR § 1.1 General definitions. .. .. .. Aircraft means a device that is used or intended to be used for flight in the air. .. .. .. Glider means a heavier-than-air aircraft, that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine. ------ The Federal Aviation Regulations do not limit the definition of a Glider to an aircraft operated solely under Part 91, 121 and/or 135: it may be operated under Part 103 and still be a Glider. Aircraft operated under Part 103 do not require Airworthiness Certificates. While an insurance policy may have requirements that the towed vehicle have an Airworthiness Certificate, the FAA does not require one in order to consider the vehicle a "Glider." Also, the Airworthiness Certificate issued for the vehicle I regularly fly does not anywhere describe it as a Glider, or as anything else. There isn't even a box on the certificate where one would enter that kind of information. |
#7
|
|||
|
|||
BTIZ wrote:
First I will ask a question, Is the Sparrow Hawk registered with an N-number and does it have an Airworthiness Cert that it is a "glider" If not your club needs to re-look at it's insurance, and your tow pilots at their ratings.. They are certified to tow gliders, not any thing else, if they are towing an ultra light that is not certified by the FAA as a "glider" and has an N-number registration, they are in violation of FARs and most likely the tow plane's insurance is in violation. At that point in time it matters not if the "ultra light" has insurance or not. So if it has an N number it's a glider and if it doesn't it's an ultralight? If I paint an orange yellow, is it a lemon? :P If the federales ask at some point, it'd probably be time to ask for a waiver. Banner, sparrowhawk, whatever. If the insurers are willing to cover it, the feds probably wouldn't even blink...especially since the exact same aircraft with N number is fine... -- ------------+ Mark Boyd Avenal, California, USA |
#8
|
|||
|
|||
Actually it would be more reasonable to argue the other direction.
I haven't looked it up but if I recall my definitions the FAA does not consider an ultralight vehical to be an Aircraft. While It may meet the definiation of a glider, if meets the definition of an ultralight the FAA does not reconginize it as an aircraft and as a result it does not need to be registered, Certified or require a Pilot Certificate to fly it. I do not recall any regulation concerning towing of ultralight vehicals so It could be argued that as far as the regulations are concerned there are no tow pilot requirements for towing ultralight vehicals. As such a newly licensed recreational Pilot might be able to Tow ultralight vehicals with no endorsements required. They would have to be careful not to be receiving any compensation for doing so. Just because it might be allowed by the regulations does not make it safe or reasonable to try it. Insurance wording is an entirely different matter. Brian CFIIG/ASEL First I will ask a question, Is the Sparrow Hawk registered with an N-number and does it have an Airworthiness Cert that it is a "glider" If not your club needs to re-look at it's insurance, and your tow pilots at their ratings.. They are certified to tow gliders, not any thing else, if they are towing an ultra light that is not certified by the FAA as a "glider" and has an N-number registration, they are in violation of FARs and most likely the tow plane's insurance is in violation. At that point in time it matters not if the "ultra light" has insurance or not. JMHO BT |
#9
|
|||
|
|||
|
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Six aboard USS Kitty Hawk injured in F/A 18 landing accident | Otis Willie | Naval Aviation | 0 | January 31st 05 10:50 PM |
Black Hawk unit pays tribute to aviators | Otis Willie | Military Aviation | 0 | June 26th 04 10:31 PM |
Did the MoD waste GBP 800 million on Hawk trainers? | phil hunt | Military Aviation | 6 | December 11th 03 04:37 AM |
Black Hawk crash-lands near Taegu | Otis Willie | Military Aviation | 0 | August 8th 03 10:47 PM |
Arming Global Hawk Draws Conflicting Comments From Pentagon | Larry Dighera | Military Aviation | 5 | July 14th 03 08:51 PM |