Consider what the Hawk has to offer you...

 

- Engineering

- Testing

- Maintenance

- Pilot Protection and Safety

- Performance and Features

- NASAD Approved Design

 

Engineering

 

The Hawk, unlike most early ultralight designs, was not a converted hang glider. It was designed from the wheels up to be a proper little airplane. The engineering phase of this design took over a year before any metal was actually cut. The engineering criteria used was that for conventional airplanes.

 

Testing

 

HAWK Aircraft performed load tests of the control system and various control system methods. Landing gear drop tests were performed as well. Load testing of the wings in both positive and negative conditions, load testing of the horizontal and vertical tail assemblies for gust and positive and negative loadings verified the engineering data as to the strength of the airframe. Flight tests included stalls in all configurations (with and without flaps), maximum gross weight take offs and landings, tuft testing, prop tests, maneuvers, spin attempts, and high G maneuvers. We followed the normal guidelines for flight testing a new design. The first two Hawk prototypes had over 200 hours each before we sold the first Hawk to a customer.

 

Maintenance

 

The construction of the Hawk, utilizing anodized aluminum tubing and gussets held together with pop rivets, allows for easy repair even in the field if necessary. For example, a bent tube can be removed by drilling out the rivets with a battery powered drill and installing the new tube using rivets and a hand operated pop riveting tool. The Hawk features completely anodized tubing which stops corrosion and allows for long life airframes. Many Hawks built in 1983 are still flying today!

 

Pilot Protection and Safety

 

The first concern during the Hawks' design was how to best protect the pilot during a forced landing in trees, rough fields, barbed wire fences, buildings, or other unforeseen obstacles. The sturdy bridge-like structure of one inch diameter tubing forms a roll-cage which surrounds the pilot completely. Combine this with the seat belt and shoulder harness restraint system and you have the ideal situation wherein the airframe takes the initial shock of impact instead of the pilot. THIS IS AN IMPORTANT BUFFER ZONE. Designs where the pilot is completely, or partially hanging out of the airframe, can allow him or her (rather than the airframe) to take the first impact, in an emergency situation. The shape of the nose serves a dual purpose of aerodynamic efficiency and pilot protection. In the event of a tree landing, or any landing where you might go through some type of irregular mass, this nose shape allows the branches, or other mass, to slide above and below the pilot, much like a wedge. All these features for pilot protection can sound gloomy, but fortunately you will probably never need them. Like car insurance, however, it's good to have it when you do need it!

 

Performance and Features

 

The Hawk's wide landing gear serves two functions. First, it allows for greater crosswind capabilities (20 knots, 90 degrees, tested). The wider gear also lets stones or gravel (which can be kicked up by the tires and thrown backwards) not hit the propeller. In narrow landing gear designs, the prop disk is directly behind the tires, throwing stones into the prop. he large horizontal stabilizer area provides exceptional longitudinal stability and a broad CG range. The large vertical stabilizer and rudder also provide exceptional yaw stability. The Hawk maintains positive elevator control right through a stall.

 

The curved boom tube serves many useful purposes. It allows the horizontal stabilizer to be mounted above the downwash of the wings and flaps, allowing you to slip the Hawk with the flaps down. It provides for the gear legs to be shorter while still having enough clearance at the tail. Shorter gear legs also allow the vertical CG to be lower for enhanced ground stability and easy entrance and exit to the cockpit. And, it looks good too! The process of bending the boom tube work hardens it a bit, increasing its tensile strength. A curved tube is also torsionally stiffer than a straight tube.

 

The kit itself comes with the wings, horizontal and vertical stabilizers, elevators and flaps constructed, the welded parts complete and 51% for you the builder, to pop rivet and assemble. The covering fits onto the wings and fuselage like a sock on a foot.

 

NASAD Approved Design

 

The National Association of Sport Aircraft Designers has issued its kit approval to the Hawk. To receive the "Seal of Quality" from NASAD the  Hawk was required to meet quality standards as formulated by NASAD. These standards include:

     - General Specifications.

     - Plans and drawings standards with complete details on all Systems.

     - Manual standards.

     - History of experience supported by complete test records.

     - Complete analysis by professional aeronautical engineers as to construction,

        engineering, and materials.

 

NASAD is an independent, non-profit organization of aircraft designers who are dedicated to the development and improvement of aircraft and related components. NASAD works closely with the aviation and ultralight industry, EAA, AOPA, and the FAA to formulate high quality aircraft standards.

 

 

 

The Hawk...The Facts

 

The Hawk includes a variety of impressive standard features:

 

A 360 degree roll cage structure including seat belts, shoulder harness, and rigid pilot seat. Fully enclosed, with or without side curtains, this offers year round flying.

 

The 3-axis control system uses the same configuration as conventional aircraft; control stick for ailerons and elevator movement, and pedals for rudder control. This system is harmonized using the A:E:R=1:2:4 ratio developed by the military. This ratio of aileron, elevator, and rudder forces feels most natural to the pilot and minimizes fatigue on long flights. Supplemented with the three-position wing flaps, this gives the pilot the capability to handle strong crosswind and tight approaches.

 

Stall and spin resistant characteristics were designed into the Hawk based on a National Advisory Committee for Aeronautics (NACA) Report. The wings have 4 degrees of washout (twist), which provides gentle stall characteristics and excellent aileron response at all speeds. The positioning of the horizontal stabilizer allows the pilot to sideslip the Hawk, even with the flaps down. Larger than usual tail surfaces offer solid control at low speeds and docile CG characteristics.

 

The Hawk has a wide-track landing gear that, coupled with a low center of gravity and steerable nose or tail wheel, allows excellent ground handling in crosswind conditions.

 

The Hawk meets FAA Part 103-7 for ultralights.

 

All Hawks can be licensed in the Experimental and Homebuilt category and can be issued an "N" number and Airworthiness Certificate by the FAA. This allows licensed pilots to legally log their flight time.

 

The Hawk also meets the requirements of FAR 29.191 (q), (51% rule), concerning experimental and homebuilt aircraft.

 

HAWK Aircraft invested thousands of hours in engineering and testing. A complete structural analysis was performed, as well as load and fatigue testing. HAWK Aircraft is committed to quality engineering and comprehensive testing of all products.

 

So while you are considering which ultralight or experimental light aircraft to purchase, please give these facts, as well as these additional facts, some serious consideration:

 

When the HAWK debuted in 1982, it was the first fully enclosed ultralight.

The HAWK was the first to use full strut bracing.

The HAWK was first to incorporate full 3-axis controls ( including conventional steerable nose or tail wheel ).

The HAWK was first to utilize fully functional wing flaps.

 

Following the Hawk's leadership, competitive designs have entered the market. The HAWK, however, remains the standard of comparison for the ultralight/light aircraft industry around the world. When you decide to buy a "HAWK", you have chosen the BEST, the undisputed leader in TOP-QUALITY light aircraft. Anything else is just a copy!

 

 

ACHIEVEMENTS AND AWARDS

 

1982 Best New Design Sun-n-Fun - The CGS Hawk was debuted at Sun-n-Fun, March, 1982, Lakeland, Florida where it took top honors winning "Best New Design".

 

1982 Outstanding New Design EAA Oshkosh - The CGS Hawk again took top honors in August, 1982, in Oshkosh, Wisconsin at the EAA International Air Show Convention winning its top honor "Outstanding New Design".

 

1982 Reserve Grand Champion EAA Oshkosh - The CGS Hawk also was awarded Reserve Grand Champion at the EAA International Air Show Convention, August, 1982.

 

1983 DuPont Kevlar ARV Design Competition - The CGS Hawk came out on top in the prestigious DuPont Kevlar ARV Design Competition winning First Place over a highly competitive field of 126 manufacturers/designs. The contest consisted of five categories: design, engineering, flying performance, appearance, and portability with 20 points awarded for each category. The Hawk received a perfect score of 20 points in every category except portability where it received a score of 19.

 

Peruvian Air Force - A fleet of 15 CGS Hawks were purchased by the Air Force of Peru for an experimental flight training program in 1992, and are still in service to this day.

 

1995 Reserve Grand Champion, Sun N Fun EAA Hall of Fame - 1999 CGS Hawk Designer Chuck Slusarczyk was honored by being chosen one of the first three inductees into the EAA Ultralight Hall of Fame in its inaugural year.

 

1999 Winner of World Air Games Competition, Turkey - First Place: Hawk Sport 2001 Winner of World Air Games Competition, Spain - First Place and Second Place

 

2002 US Ultralight Championships - First Place Fuel Endurance: Hawk Sport 2003 World Microlight Championships, England - Third Place - Two out of three members of the American Fixed Wing Team used CGS Hawk Sports for the competition.

 

2003 Sun-n-Fun - Best Construction Kit: Hawk Arrow II

 

2003 Sun-n-Fun - Best Classic Ultralight: Hawk Classic/Sport

 

2004 Sun-n-Fun - Best Ultralight Trainer: Hawk Arrow II

 

2004 Sun-n-Fun - Outstanding Fixed Wing Ultralight: Hawk Sport

 

2004 WigWag Competition - Second Place: Hawk Sport - WigWag is an international-competition-style training camp attended by those seriously interested in world competition.

 

2004 US Microlight Championships - Second, Third, and Fourth Place: Hawk Sports

 

2005 Sun-n-Fun - Outstanding Fixed Wing Ultralight: Hawk Arrow II

 

2005 WigWag Competition - First Place: Hawk Sport

 

2006 Sun-n-Fun - Best Type Construction Kit Ultralight: Hawk Arrow II

 

2006 US Microlight Championships - First Place: Hawk Sport

 

2008 Sun-n-Fun - Reserve Grand Champion Light Sport Aircraft: Hawk Arrow II

 

2009 Sun-n-Fun - Grand Champion Light Sport Aircraft: Hawk Arrow II

 

2010 Sun-n-Fun - Reserve Grand Champion Ultralight: Hawk Ultra

 

 

HAWK HISTORY

 

The very first CGS Hawk....

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

CGS Aviation grew out of "Chuck's Glider Supplies." In the early 1970's, Chuck Slusarczyk designed, built, and sold hang gliders and various associated supplies. Shortly thereafter, he began experimenting with the powered hang glider, propelled at the time by small direct-drive go-kart engines. The propeller was bolted directly to the crankshaft of the engine and turned at high (5,000-6,000 rpm) speeds. Chuck realized that this design was not efficient.

 

With this shortcoming as impetus, Chuck successfully designed and produced a power system implementing a reduction drive to turn a larger-diameter, more efficient propeller. By 1977, Chuck's Glider Supplies had become a leading manufacturer of hang gliders with a successful division producing power plants for a variety of ultralights. For his pioneering efforts, Chuck was awarded Patent No. 4.262.263, "Powered Hang Glider with Reduction Drive." By 1979, Chuck's Glider Supplies was manufacturing 80% of all drive systems used in the ultralight industry.

 

In October, 1979, Chuck's Glider Supplies became CGS Aviation, Inc. In early 1980, CGS conducted a market study at Sun N Fun and also Oshkosh to determine the features of an ultralight most desired by pilots. The "Hawk" was the end result of that study. The first prototype took to the air in January 1982. The CGS Hawk's debut was in March, 1982, at Sun N Fun air show held in Lakeland, Florida There, the findings of the market study were proven out as the Hawk took top honors, winning Best New Design for 1982. The Hawk again took top honors for Outstanding New Design and Reserve Grand Champion that same year at the EAA International Convention held in August 1982 in Oshkosh, Wisconsin. One year later, again at Oshkosh, the Hawk won the prestigious Dupont Kevlar ARV (Air Recreational Vehicle) Design Competition hands down over a field of over 126 ARV designs.

 

When the CGS Hawk debuted in 1982, it was the first fully enclosed ultralight. It was also the first ultralight to use full strut bracing, and incorporated full 3 axis controls (including conventional steerable nose or tail wheel). The CGS Hawk was also the first ultralight to utilize fully functional wing flaps. Following the Hawk's leadership, competitive designs have since followed and entered the market, but even after 28 years none of them possesses the form, function, and and owner loyalty the CGS Hawk enjoys. The CGS Hawk, still remains the standard of comparison for the ultralight/light aircraft industry around the world.

 

The CGS Hawk design definitely paved the way for others to follow, and in 1999 Chuck Slusarczyk was one of the first three ultralight pioneers inducted into the EAA Ultralight Hall of Fame during its inaugural year.

 

Today, the CGS Hawk has been purchased by Danny Dezauche and the company is now known as HAWK Aircraft. Danny is committed to servicing existing HAWKS in the field as well as growing in new markets such as Canada.