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#31
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can't we make just this one exception for the sparrow hawk?
"BTIZ" wrote in message news:mgAmc.12210$k24.4171@fed1read01... -FAR 91.309 specifically says "glider" -FAR 91.311 specifically says not to tow anything except as allowed by 91.309 unless you have a waiver -FAR 103 makes no reference to a glider, but to an "un powered ultra light" -A glider has rules for pilot certification and glider operations under parts 61 and 91 -An unpowered ultralight is only governed by part 103 and has no pilot certification requirements Which is easier, for the tow plane and 8 tow pilots to get waivers under 91.311 or one sparrowhawk pilot to get an experimental certification. The standard waiver under 91.311 is based on that pilot and that plane, not a blanket waiver on the plane with any pilot, although I suppose it could be written that way. As for.. well, the local FSDO says,.. could you get that in writing please? and I'll take it to our local FSDO for their interpretation. BT "Patrick McLaughlin" wrote in message om... 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. -----= Posted via Newsfeeds.Com, Uncensored Usenet News =----- http://www.newsfeeds.com - The #1 Newsgroup Service in the World! -----== Over 100,000 Newsgroups - 19 Different Servers! =----- |
#32
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and then where do you stop... there are at least 2 other Euro built gliders
out there that could potentially fall into the same category.. but to my knowledge... they are getting US experimental glider certifications when imported.. and only the FAA can make the exception... if they want to list it as a tow able under 91.309... BT "Slick" wrote in message ... can't we make just this one exception for the sparrow hawk? |
#33
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and then where do you stop... there are at least 2 other Euro built gliders
out there that could potentially fall into the same category.. but to my knowledge... they are getting US experimental glider certifications when imported.. The Apis is too heavy to be a US ultralight. My 13meter Apis weighed in at 300lbs. Even the lighter weight Apis WR is too heavy for the US part 103 regulations. All models are being certified as Experimental. Having to meet the strict weight limit of 155lbs for part 103 opens up the potential for problems and costs. Any time you push the limits of a standard that happens. It is all trade offs. The Sport Pilot program offers little advantage as we do not need medical certificates now. The changes needed on the Pipistrel Sinus and VIrus motorgliders to meet Sport Pilot just dumb down the design; offering no advantage in safety. We have to remove the controlable pitch prop and make the feathering automatic rather than pilot selected. The cruise speed also needs to be reduced. Robert Mudd |
#34
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"BTIZ" wrote in message news:mgAmc.12210$k24.4171@fed1read01...
-FAR 91.309 specifically says "glider" -FAR 91.311 specifically says not to tow anything except as allowed by 91.309 unless you have a waiver -FAR 103 makes no reference to a glider, but to an "un powered ultra light" -A glider has rules for pilot certification and glider operations under parts 61 and 91 -An unpowered ultralight is only governed by part 103 and has no pilot certification requirements Which is easier, for the tow plane and 8 tow pilots to get waivers under 91.311 or one sparrowhawk pilot to get an experimental certification. The standard waiver under 91.311 is based on that pilot and that plane, not a blanket waiver on the plane with any pilot, although I suppose it could be written that way. As for.. well, the local FSDO says,.. could you get that in writing please? and I'll take it to our local FSDO for their interpretation. Assuming your comments are directed at me, this is as far as I am going to take it; the rest is up to you. Getting either a legal ruling, towing waiver or experimental certificate will take time. Contacting your local FSDO personally will give you regulatory protection while the paperwork is in process. Tom Seim |
#35
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thanx Rob.. I was thinking the WR was advertised as Ultralight , but I did
not remember its specifications.. BT "Robertmudd1u" wrote in message ... and then where do you stop... there are at least 2 other Euro built gliders out there that could potentially fall into the same category.. but to my knowledge... they are getting US experimental glider certifications when imported.. The Apis is too heavy to be a US ultralight. My 13meter Apis weighed in at 300lbs. Even the lighter weight Apis WR is too heavy for the US part 103 regulations. All models are being certified as Experimental. Having to meet the strict weight limit of 155lbs for part 103 opens up the potential for problems and costs. Any time you push the limits of a standard that happens. It is all trade offs. The Sport Pilot program offers little advantage as we do not need medical certificates now. The changes needed on the Pipistrel Sinus and VIrus motorgliders to meet Sport Pilot just dumb down the design; offering no advantage in safety. We have to remove the controlable pitch prop and make the feathering automatic rather than pilot selected. The cruise speed also needs to be reduced. Robert Mudd |
#36
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Robertmudd1u wrote:
The Sport Pilot program offers little advantage as we do not need medical certificates now. Sport pilot may not help, but sport aircraft should. This is where the real benefit to gliding lies. Certifying a kit as a sport aircraft looks like it would be beneficial compared to experimental. Details abound, but at a minimum, one might avoid the limitations (in some cases for some operators severe) of an experimental. Sport pilot seems quite useful for transition pilots (from another cat/class), and essentially useless for anyone else... -- ------------+ Mark Boyd Avenal, California, USA |
#37
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"Rene Lundgren" wrote in message ...
Patrick Congratulations with your new plane, and thank you for sharing the first flight experience with the NG. Look forward to read more about it in the near future. It seems the most important thing here, is all the rules®ulations BS, not the fact that a fellow glider wants to share a nice experience with us!! Anyway - happy landings. Rene Dear Rene, With all the replies over tow issues, it was nice to see that someone was actually interested in the fact that yet another customer has and is flying his new Sparrow Hawk glider. I fly at the drop of a hat. I like to go up in scratchy days and try my luck and hope it turns into skills. I did, however, fly today for about 1.5 Hrs. in rather big-air. At no time did I feel that the 155 Lb. glider was too light. With the exception of a little less visibility over hang gliders, I am quite happy with my decision to get the Sparrow Hawk. |
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