great Eric !! I had not seen any with N numbers.. how did they get that with
a factory produced glider that had not passed Part 23 testing standards?

I had only seen the "other" literature about the "no need for papers"

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