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#1
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Ultralight sailplane aerotow liability
We recently had a pilot show up and ask if we would aerotow him in his
Sparrow Hawk. Our first question was to ask if the glider was licensed. His reply was that it was not required to be licensed. Our second question was if he had insurance on the glider. He replied by asking if insurance was a requirement for being towed. Our reply was that if the glider is not insured, that we would be accepting liability. We also said that we would need to check with our insurance carrier, to see if our policy would even cover us while towing an ultralight sailplane. We directed the pilot to resources to pursue an airworthiness certificate for the glider. This pilot has, in the meantime, found another FBO who was willing to tow him. We have now received the following reply from our insurance carrier, SSA's group plan with Costello. This plan does not cover towplanes while towing ultralights. If the light sailplane has FAA airworthiness (Experimental), towing it would be covered by Costello. If the light sailplane has FAA airworthiness (Experimental), it can be insured by Costello for hull and liability. If the light sailplane has no FAA airworthiness certificate, Costello offers no hull/liability coverage. There may be other insurance sources. Operators should check their individual coverage, if they are with a different insurance carrier, and are concerned about their liability. Towpilots should understand they may be towing without coverage. M Eiler |
#2
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thanx Marty... we've filed it on our records.
BT LVVSA "Caracole" wrote in message om... We recently had a pilot show up and ask if we would aerotow him in his Sparrow Hawk. Our first question was to ask if the glider was licensed. His reply was that it was not required to be licensed. Our second question was if he had insurance on the glider. He replied by asking if insurance was a requirement for being towed. Our reply was that if the glider is not insured, that we would be accepting liability. We also said that we would need to check with our insurance carrier, to see if our policy would even cover us while towing an ultralight sailplane. We directed the pilot to resources to pursue an airworthiness certificate for the glider. This pilot has, in the meantime, found another FBO who was willing to tow him. We have now received the following reply from our insurance carrier, SSA's group plan with Costello. This plan does not cover towplanes while towing ultralights. If the light sailplane has FAA airworthiness (Experimental), towing it would be covered by Costello. If the light sailplane has FAA airworthiness (Experimental), it can be insured by Costello for hull and liability. If the light sailplane has no FAA airworthiness certificate, Costello offers no hull/liability coverage. There may be other insurance sources. Operators should check their individual coverage, if they are with a different insurance carrier, and are concerned about their liability. Towpilots should understand they may be towing without coverage. M Eiler |
#3
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Caracole wrote:
We recently had a pilot show up and ask if we would aerotow him in his Sparrow Hawk. Our first question was to ask if the glider was licensed. My first question would be, is the pilot competent, current and licenced to fly. But then I don't live in the USA... Ian |
#4
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Ian Forbes wrote:
Caracole wrote: We recently had a pilot show up and ask if we would aerotow him in his Sparrow Hawk. Our first question was to ask if the glider was licensed. My first question would be, is the pilot competent, current and licenced to fly. But then I don't live in the USA... That's why your response would not be efficient here. The SparrowHawk is sold in the ultralight category ( 155 pounds), and is not required to be licensed. There is no point in spending time on the pilot's qualifications if you are certain the glider doesn't meet the requirements of your insurance policy. If the pilot shows up in a licensed glider, I'm sure the questions proceed immediately to the pilot's qualifications. A few SparrowHawks are licensed, but not most them, at least at this point. -- ----- change "netto" to "net" to email me directly Eric Greenwell Washington State USA |
#5
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"Ian Forbes" wrote in message news Caracole wrote: We recently had a pilot show up and ask if we would aerotow him in his Sparrow Hawk. Our first question was to ask if the glider was licensed. My first question would be, is the pilot competent, current and licenced to fly. Because it is an ultralight aircraft, no pilot's license is required in the United States, so the license question would be somewhat moot. "competent and current" are always great first questions. Vaughn But then I don't live in the USA... Ian |
#6
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"Caracole" wrote in message om... We have now received the following reply from our insurance carrier, SSA's group plan with Costello. This plan does not cover towplanes while towing ultralights. If the light sailplane has FAA airworthiness (Experimental), towing it would be covered by Costello. If the light sailplane has FAA airworthiness (Experimental), it can be insured by Costello for hull and liability. If the light sailplane has no FAA airworthiness certificate, Costello offers no hull/liability coverage. There may be other insurance sources. It is interesting that aviation is increasingly being regulated far more stringently by the insurance companies than by the FAA. The term "Self Regulation" does not quite apply except in the very general sense that the regulation comes from within the aviation industry, so I guess we could more accurately call it "Market-Based regulation", or even "Insurance-Based regulation". Vaughn |
#7
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Will this all change with the coming of the "Sport Pilot Certificate" and
the "Sport Aircraft" certification?? I'm sure the Sparrow Hawk will fit into that category. That will make it an "aircraft" or glider, and not an ultra light, but a Sport Aircraft. I'm sure no one wants a Sport Pilot or Sport "Glider", did I not read somewhere that Sport aircraft category is limited to 2000ft AGL? and a set "distance limit" from home, and also the holder of a Sport Pilot Certificate? We all await the final decision on "Sport", and how it impacts the soaring community, as I understand it, a SGS 1-26 will qualify to be flown in the Sport category by a "sport certificated pilot". But many have flown the 1-26 to great heights and distances. Time to study up on the "Sport" restrictions and capabilities, of both pilot and aircraft. BT "Vaughn Simon" wrote in message news "Caracole" wrote in message om... We have now received the following reply from our insurance carrier, SSA's group plan with Costello. This plan does not cover towplanes while towing ultralights. If the light sailplane has FAA airworthiness (Experimental), towing it would be covered by Costello. If the light sailplane has FAA airworthiness (Experimental), it can be insured by Costello for hull and liability. If the light sailplane has no FAA airworthiness certificate, Costello offers no hull/liability coverage. There may be other insurance sources. It is interesting that aviation is increasingly being regulated far more stringently by the insurance companies than by the FAA. The term "Self Regulation" does not quite apply except in the very general sense that the regulation comes from within the aviation industry, so I guess we could more accurately call it "Market-Based regulation", or even "Insurance-Based regulation". Vaughn |
#8
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It is interesting that aviation is increasingly being regulated far
more stringently by the insurance companies than by the FAA. The term "Self Regulation" does not quite apply except in the very general sense that the regulation comes from within the aviation industry, so I guess we could more accurately call it "Market-Based regulation", or even "Insurance-Based regulation". Hmmm...insurance companies have driven a good deal of choices in all walks of life. Motorcycle helmet laws, airbags, mandatory seat belts, etc. were strongly lobbied by insurance in CA to reduce variability of claims. Recently, I was told auto-tow would not be allowed at a public airport which averages 7 operations a day, due to liability. At least two local airstrip owners within the past five years have changed their minds and won't allow aerotow out due to liability. Recently, a group of three men bought a 1955 Cessna 310, only to find that they could not be insured until they had 100+ hours in the plane. Finding an instructor with that many hours was challenging too... When I bought into our PW-5 syndicate, the insurer would only insure pilots with a glider PPL. No solo students allowed... I personally like the insurance way of evaluating things, but I abhor their involvement lobbying in politics. Fortunately, although I've seen insurers muck with auto laws (the helmet law), I've seen no action on their part to try to change glider regulations... One thing the insurance companies have NOT done to glider pilots for insurance is require a medical exam. They'd have the power to ask for this despite the regs. I think the actuaries have found that glider accidents caused by medical conditions (aside from drugs/alchohol) are quite rare... This was a bit of a help to the folks who were trying to make sport pilot happen for power (since there was already some positive glider data). This also seems to indicate to me that the insurance company (non-political) policies are quite good... As far as sport pilot goes, I'm hoping that after the first round of approval, a second set of endorsement possibilities will appear. I'm hoping a sport pilot may fly at altitudes higher than 10,000 if they get oxygen system training and aeromedical training from a CFI, for example. Or perhaps night flight endorsement after 3 hours of dual at night. Reduced visibility endorsement (equivalent to the VFR PPL vis and cloud clearance minimums) by completing 3 hours of simulated or actual IMC. Etc... The change to make ground-launch an endorsement vs. a flight test shows precedent. I hope this becomes true for Sport Pilot also. Otherwise, with the 10,000 ft altitude restriction, Sparrowhawk is unlikely to want to make a Sport version (at least that was one downside that Greg Cole communicated to me). This seems really reasonable and efficient to make these limitations removeable by endorsement, because it then would nicely also dovetail into a PPL... -- ------------+ Mark Boyd Avenal, California, USA |
#9
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In article VQP8c.9144$1I5.308@fed1read01,
BTIZ wrote: Will this all change with the coming of the "Sport Pilot Certificate" and the "Sport Aircraft" certification?? I'm sure the Sparrow Hawk will fit into that category. The Vne limit and 10,000 ft altitude Sport restrictions discourage some glider makers from making a glider a sport category aircraft... -- ------------+ Mark Boyd Avenal, California, USA |
#10
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When I was inquiring about towing an ultralight the FAA said that an "N"
numbered aircraft can't pull one without an "N" number.... this might also be worth looking into. -mat |
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