FAA says towing ULV's is OK?

45knots is tough with our 235HP Pawnee, I might be able to concentrate and
hold it between 50-55, but it's tough in the bumpy air.

BT

"ken ward" wrote in message
...
I'd also need a Sparrowhawk, as I don't have one. They sure look nice,
though. I'm not sure they're considered to be "unpowered ultralight
vehicles" according to the definition in FAR Part 103.1(d)

On the other hand, my BrightStar SWIFT makes the grade. I'd just need
to limit the tow to 45 knots or so...

Ken

In article iVq6d.112$mS1.87@fed1read05,
"BTIZ" wrote:

Ken, I believe you read the new rules correctly, just one thing missing
that
some one may want. Proof of liability insurance on your Sparrowhawk.

And if you come to my club, please show proof of a "GliderPilot" or
"Light
Sport Aircraft, Glider" rating. And I believe the Sparrowhawk would have
to
either show a "Light Sport Aircraft" airworthiness certificate or
something
to that effect for "unpowered ultralight".

Because it says I can tow "light sport aircraft" or "unpowered
ultralight
vehicles".
Oh, and to be a guest (visiting member) at the club, you still need to
show
an SSA Membership for our insurance coverage on the tow plane.

Come on out, we had thermals and light winds to over 12K MSL last
weekend.

BT

"ken ward" wrote in message
...
It looks like FAR 61.69 and 91.309 as of 1 Sep 04 have now added the
words "unpowered ultralight vehicle", which in FAR 103 are hang
gliders.

I don't know how this pertains to a Sparrowhawk, but if an FBO can tow
gliders heavier than a Sparrowhawk, and lighter than a Sparrowhawk,
then
they ought to be to tow an actual Sparrowhawk.

I also read that in denying exemption 6024 in 1995 the FAA explicitly
said that certificated aircraft were the preferred tow vehicles for
unpowered ultralight vehicles, but I haven't been able to find that
statement using Google.

Ken (who did several auto payout winch tows at New Jerusalem on
Sunday)
San Jose, CA