CGS Hawk Aviation Archives - Page 2 of 2

CGS Hawk Aviation

Lake Wales, FL 33859

It’s a Winner; CGS Hawk Sport

By Dan Johnson || April 18, 2005 Leave a Comment

U.S. COMPETITOR - Steve Bensinger built this single-place Hawk Sport expressly for use in competitions. He attended the '03 World Microlight Championships held in England.

CARGO VOLUME - The Hawk Sport isn't built for a seat in this position, but can accommodate some fairly bulky cargo. The zipped rear window allows good access for tying down or other purposes.

HYDRAULIC BRAKES - Bensinger's Hawk Sport has powerful, hydraulic brakes. Note the great legroom under the multifunction digital instrument. Big pilots will fit well in the Hawk Sport.

ROTAX 447 - All Bensinger needs and wanted for his single-place Hawk Sport is this 40-hp Rotax 447 single-carburetor engine. Climb was more than 800 fpm on what many ultralighters think is a "small" engine. The price for the engine is also right (under $3,000).

CLEAR FLOOR - Behind the nose cone, on the floor in front of the rudder pedals, Bensinger placed clear plastic to improve his down-and-in-front visibility. I found I used it more than expected. Note Bensinger's simple, but highly effective instrument setup.

CLEAR FLOOR - I found I used it more than expected.

LONG CURVE - I've always been impressed with the Hawk's sweeping tail lines. In front is a simple, but roomy cockpit.

WIDE BUCKET - Bensinger's Hawk Sport was roomy (though he doesn't need the space). Note the throttle on the right - usually it would be on the left.

BROAD CONTROLS - Big surfaces on the Hawk make for great controls in this vintage design. It hasn't changed much over the years and that's a good thing.

SWITCH PANEL - A fuse panel (lower left of photo) and the switch panel are under Bensinger's right knee. I really like the helpful label for the adjustable prop.

Given Chuck Slusarczyk's decades in recreational aviation, I imagine almost everyone in ultralight aviation has heard of the funny, Polish-speaking pioneer with the hard-to-pronounce last name (Slew-Sar-Chick). If Chuck had named his first business Slusarczyk Glider Supplies, pilots would have stumbled and renamed it for him. Knowing his name is a tongue twister, he wisely called it Chuck's Glider Supplies. In his early business years, when Chuck was younger and slimmer, he made hang gliders. Lots and lots of hang gliders. I flew one, as did thousands of others. He was one of a handful of east-of-the-Mississippi hang glider manufacturers. Being a long way from the West Coast where hang gliding was centered back in the '70s, Chuck made the Californians nervous. They couldn't keep an eye on his developments and he was regarded as unpredictable. Those who knew him thought the word should be innovative. Then came powered hang gliding, such as it was in those days. With a background in powered aviation, Chuck made the leap and was soon selling power packages to people all over the country who wanted to launch their hang gliders from flat ground. Still unpredictable or innovative, he created his reduction drive and sold thousands more. In the very early '80s Chuck went to Sun 'n Fun with his reduction drives. While displaying, he surveyed buyers and found they were ready for something completely different. The Hawk is Born Renaming his business CGS Aviation, Chuck introduced an ultralight that he named the Hawk, which looked nothing like the powered hang gliders that folks regarded as ultralights in those days. It was enclosed - blasphemy at a time when foot-launching was mandatory. Yes, you read it right, mandatory! The Hawk also had 3-axis control, flaps, wing bracing struts (not cables), and tricycle landing gear. Those features may be commonplace today, but in those days before FAR Part 103, Slusarczyk was way out on a limb with his unusual creation. Fortunately the market didn't care. Hawks began to sell, faster and faster. FAA wrote Part 103 that allowed machines like Chuck's (doing away with the ludicrous foot-launch requirement). And on the broad backs of Slusarczyk and others, an industry took wing. Over two-plus decades that followed, Hawks proliferated. CGS Aviation built more and more of the owner-pleasing machines and the design itself evolved into what is now six models: The single-place Hawk Classic and Arrow, the 2-place Hawk Classic and Arrow, the Hawk Plus, and the Hawk Sport. All are available in trigear or taildragger configurations. Having flown every other model from CGS, I'm happy to add the latter as the subject of this pilot report. According to Chuck, "The Hawk Sport single-seater is the hot rod version of the standard single- seat Classic. It was first developed to compete in the World Air Games in 1999." This competition is held once every two years in different countries. In the last three competitions at the World Games, the Hawk Sport and its owners have won first place (two competitions in a row), second place, and a third place. What manufacturer could resist bragging about such achievements? And to understand it better, think of the many sleek and highly tuned aircraft from other nations vying to take home the prize. The Hawk Sport differs from the company's Classic in several ways. The Hawk Sport uses a double-surface wing with a semisymmetrical airfoil instead of a flat bottomed one employed on the standard Classic models. Lower ribs on the lower surface of the wing form the airfoil with a gently curved undersurface. The semisymmetrical wing allows the stall speed to remain low but allows the top speed to increase. The Hawk Sport's wing struts are made of a fully streamlined aluminum extrusion that Slusarczyk says do not require the use of jury struts. They yield less drag and more speed or, he explains, you can cruise at the same speed with a lower power setting. In addition, the gear legs have streamlined fairings over the fiberglass gear legs for additional drag reduction. The Hawk Sport also incorporates the same curved overhead and curved windshield as on the more deluxe Arrow models. In addition to improving visibility, the curved overhead structure gives taller pilots 3 extra inches of headroom. Even tall pilots can wear a helmet. Finally, a fiberglass nose cone cuts drag further and produces a sleeker appearance. CGS reports the Hawk Sport model has the same top speed as the standard single-seat Hawk Arrow, assuming the same engine and prop installation. The test plane this month was built by Steve Bensinger, who picked the Hawk Sport because he wanted to compete in the '03 World Microlight Championships in England. Because of this mission, Bensinger made changes to the equipment installation. Customized Hawk Sport Bensinger modified his throttle location to place it on the right. Normally it would be on the left so you can use your right hand on the joystick and left hand on the throttle. Placing the throttle on the left also keeps it out of the way when you enter the cockpit. But as a competition pilot, Bensinger felt he needed to keep up with in-flight written records. Since he's right-handed, he flies with his left hand and scribes with the right. Though I'm quite adaptable in airplanes and have flown with my left hand on the stick, I'm also right-handed and it seemed a bit awkward during landing approach to use my less well-trained left hand. Bensinger fitted no in-flight trim, though his tail had a fixed tab on the left elevator. A larger door allows access to the rear of the Hawk Sport. Normally single-place Hawks have a small rear door and the Sport is a single-place, but it has a 2-place-sized door into what some will call the cargo area. Some structure prevents using this space for humans - not to mention the airframe is designed for single-place operation - but it has lots of room for gear you might want at your destination. Hard doors are also an option, but CGS Aviation indicates the flexible doors are more common purchases. Those pilots flying in colder climates may prefer the hard doors. Bensinger's Hawk was also fitted with a "nose window," which he says is very useful for competition because of the downward visibility directly under your ground track. Indeed, I found myself spotting ground references and looking for traffic through the floor window. As I've discovered with other Arrow models, the Hawk Sport's curved windscreen and nose window provided very little glare. The only instrument readout reflected to the windscreen was from Bensinger's very nice floating compass. The single-place Hawk Sport features a roomy cockpit (I'm of average size and weigh about 175 pounds). You have a lot of "glass" around you giving an immense visibility. Big pilots should feel comfortable in the design. As the photos show, Bensinger chose the taildragger Hawk Sport for greater aerodynamic efficiency, but it can be built in either nosewheel or taildragger configuration. So, even without engine differences - and CGS offers a range of engines from Rotax, Hirth, and HKS - the company could brag that it sells a dozen designs. Fortunately, hydraulic systems have advanced a lot from the Hawk's early days. Bensinger installed them and indicated the brakes really work in this Hawk. He was right; they were some of the best I've ever used. Jumping to Fly Bensinger installed the 40-hp Rotax 447 with a single carburetor. In an age when the 81-hp Rotax 912 4-cycle engine seems to be popping up everywhere, some buyers may question the power afforded by the smallest Rotax the company sells today. It's enough, in my opinion. In practice, takeoff seemed surprisingly lively with the Rotax 447 engine doing the work. The Hawk Sport got off the ground quickly, certainly faster than I expected, and she climbed enthusiastically. Sure it would be faster yet with a Rotax 503 or bigger, but you have plenty of power and the small engine is modestly priced at $2,697 when bought with the Hawk airframe and covering kit. Electric start adds $760. Sufficient power is present to allow a steep enough climb that you'll have to use left rudder to counteract P-factor. My first takeoff using my left hand in a crosswind felt a little odd, but I think most owners could get used to it easily. Naturally, though, most will install the throttle per the builder's manual and place it on the cockpit's left side. My landings in the Hawk Sport, operating in a slight crosswind, all exhibited a flare at slightly higher than optimal, which had me plop in more firmly than I'd like. One of the landings was excellent, so a minimum of practice ought to have you performing like most Hawk owners. I might have performed better using my right hand on the stick, and I definitely would prefer to be able to rest my arm while maneuvering as it steadies movements. The Hawk Sport's wide landing gear stance serves two functions, says CGS Aviation. First, it allows for greater crosswind capabilities ("tested to 20 knots at 90°," they say). The wider gear also prevents stones or gravel, kicked up by the tires, from hitting the prop. Aloft over my favorite Florida practice area, I found the Hawk Sport proved much more responsive than several other ultralights I'd flown recently. Her control stick, rudder pedals, and throttle were very fluid in use. No wonder virtually all Hawk pilots to whom I've spoken glow when discussing how much they like their ultralight. The Hawk Sport's flaps were child's play to operate even though you reach across your body to articulate the lever near your left shoulder. The flaps also deploy easily and work effectively, a great combination. The control stick forces are light enough that you can easily fly with only your fingertips. I enjoyed the control operation a lot as I have since flying Hawk Number 33 way back in '84. Many pilots have told me they prefer more feedback from their ultralight, and yet I think the Hawk Sport falls within a novice's capabilities. However, control descriptions must take into account the control response as well as the mechanism and ergonomics of the cockpit. All contribute to effective performance, that is, your overall success at precise aircraft control. One thing I didn't love was the stick position such that I could not rest my arm on my leg. Without that anchor point I was slightly erratic in my control. Of course, practice would eliminate such beginner errors, but an armrest is a good design if it results in better control of the aircraft. Sporty Performance As we now watch FAA's new Light-Sport Aircraft regulation with its maximum 138-mph speeds, ultralights like the Hawk Sport that fly at 75 or so don't seem to be high-performance aircraft. Fortunately, maximum speed is but one form of performance. Bensinger's Hawk Sport with 40 hp compares well to many Light-Sport Aircraft with 80 hp. Bensinger chose a 40-hp Rotax 447 with single carburetor swinging a 2-blade composite prop. Since the Rotax 447 is under $3,000 and the 81-hp Rotax 912 is more than $12,000, that doubling of power comes with a quadrupling of cost (not to mention extra mounting complexity). Full power at 6,600 rpm maxed out at 86 to 87 mph, according to the Bensinger's Stratomaster electronic engine monitoring instrument by MGL Avionics. This proved to be an excellent instrument with a number of useful features, including altimeter, airspeed, tachometer (in large readable numbers), but also the time, flight duration, flight distance and range. Beyond this information, you can also get fuel flow and a stopwatch plus, as expected, the instrument offers cylinder head temperature (CHT) 1 and 2, plus exhaust gas temperature (EGT) 1 and 2 readouts. The latter, plus fuel quantity, are portrayed both in numerical form and in a graphic bar chart. This one instrument was paired with a liquid-suspended compass, part of Bensinger's outfitting. By my subjective evaluation, the engine setting that felt the best seemed to be about 5,000 rpm, but the throttle didn't want to stay put precisely. At this setting, vibration and noise were lessened considerably. In the low 5,000-rpm range while holding a steady altitude, speed was around 65 mph. The day I flew, the air was convective and buoyant, and so at 3,500 rpm and two notches of flaps, I could almost hold altitude. It was also remarkably quieter which I could tell from tape-recorded in-flight notes. The speed at this lower power setting was about 45 mph. To me this kind of efficiency is a form of performance the 138-mph machines will ignore (they're allowed to stall several miles an hour faster - 45 knots or 51.8 mph). Adding one more notch of flaps, to full flaps at the 3,500-rpm power setting, slowed the speed a few more miles an hour and a 300- to 400-fpm descent began. Sustained climb was better than 800 fpm over a fairly long test period. I found this impressive from a 40-hp Rotax 447 powerplant. Average fuel usage is quoted in the area of 3 gallons per hour, but I feel sure you could reduce this noticeably at lower power-setting cruises. Low flying over the fields was very relaxing, although the most comfortable speed to do this was a relatively zippy 50 mph. I used two notches of flaps as three provided too much drag for this kind of flying. Sturdy Bird A plane is often regarded as "safe" if its flight characteristics and overall performance are considered exemplary. The bigger picture includes design standards that deal with crashworthiness. It happens and when it does, a good design will protect the pilot. Slusarczyk writes, "The first concern during the Hawk's 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 1-inch diameter tubing forms a roll-cage that 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." Like auto "crush zones," this is an important buffer zone. Getting back to in-flight work, stall in the Hawk Sport appeared to come at a hair over 40 mph, but because it never really broke even with the stick full aft, it was hard to tell the precise moment of stall. It might be below 40 mph. Power-on stalls also came just above 40 mph and still no stall break. Even the common wallowing at the top of the stall arc didn't materialize. Accelerated stall to the left rolled neutral. To the right it did not roll neutral, no doubt due to P-factor. Bensinger said he built his Hawk Sport in about eight weeks from the day he got the kit until he test-flew it in preparation for a competition. He specifically bought a single-seater to compete in that class. For an excellent photo review of Bensinger building and documenting the Hawk Sport used in this flight review, go to http://home page.mac.com/sbensinger/PhotoAlbum12.html . Purchase of a Hawk is slightly different because it is sold as a complete airframe kit for $8,907 (in the fall of 2004), but this figure includes "factory prebuilt" flaps, ailerons, rudder, vertical stabilizer, horizontal stabilizer, and elevator. However, a Covering Package, which includes either 3.8-ounce Dacron or dope-and-fabric kit are sold separately for $1,771. Thus, airframe with covering is $10,678. If you choose dope and fabric you must add paint, which can add a significant extra cost. Dacron, in comparison, will come in preselected colors. Then, you choose your engine. Bensinger went with a 40-hp Rotax 447 for a with-airframe-kit price of $2,697. Add $760 for electric starting. You can move up to the Rotax 503 for about $700 more, the 65-hp Hirth 3203 for $2,500 more, the 65-hp Rotax 582 for about $3,600 more, or the 60-hp HKS 700E 4-stroke for $5,800 more than the Rotax 447 (all engine prices are subject to change with currency fluctuations). Popular options include in-flight trim ($89), additional 5-gallon fuel tank ($75), hydraulic brakes ($322), wing/tail folding package ($278), hard doors for single-place (2 doors for $190), tinted Lexan windows ($150), and/or BRS parachute, for which you should call to obtain the current price. Other common options are the fast-build kit that requires only 100 hours to complete for a first-time builder ($2,000), ready-to-fly single-place ($4,500), the wing tank kit including all plumbing ($424), or wheel pants ($324 for a set of three). Amphibious or standard floats are available, but as with the parachutes, you'll want to call for details, the company says. Over the many years I've been writing flight reviews, I've spoken to many Hawk owners. I don't believe I've met owners of any other brand that seem to speak in such a satisfied way as Hawk owners. If a Hawk Sport interests you enough for purchase, the odds are high you'll join this happy bunch of fliers.

Published in Light Sport and Ultralight Flying

Seating	1
Empty weight	310 pounds
Gross weight	625 pounds
Wingspan	28 feet 10 inches
Wing area	135 square feet
Wing loading	4.6 pounds/square foot
Length	22 feet 2 inches
Height	4 feet 8 inches
Kit type	Assembly Kit
Build time	200 hours (first-timer)
Standard engine	Rotax 447 (40 hp)
Power	40-65 hp
Power loading	15.6 pounds/hp
Cruise speed	55-75 mph
Never exceed speed	100 mph
Rate of climb at gross	900 fpm
Takeoff distance at gross	200 feet
Landing distance at gross	150 feet
Standard Features	Rotax 447 single-carburetor powerplant, full enclosure with doors, trigear or taildragger configurations, curved cockpit members, 4-point pilot restraints, streamlined struts, landing gear fairings, lower rib semisymmetrical airfoil, 5-gallon fuel tank, choice of trigear or taildragger configuration, fiberglass nose cone, wheel pants.
Options	50-hp Rotax 503, 65-hp Rotax 582, 60-hp HKS 700E, Hirth engines, electric starting, engine and flight instruments, ballistic parachute, folding wings and tail, hydraulic brakes, dope-and-fabric covering, wheel pants, floats, 10-gallon wing tank, quick-build kit, 2- or 3-blade composite prop, quick-build kit, fully-assembled option.
Construction	Aluminum airframe, steel components, Lexan windscreen, fiberglass gear legs and nose cone, Dacron wing, tail and control surface coverings. Made in the USA; distributed by a U.S.-owned company.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - After more than two decades, the Hawk Sport is a fresh choice from CGS for those content with a single-seater. Great manners and good performance, a good combination for beginners and experienced pilots. With well over 1,500 Hawks flying, most owners are very pleased. Manufacturer Chuck Slusarczyk is one of the most delightful designers in the business.

Cons - If you're looking for something new and different, the Hawk Sport is probably not it. Having only a single seat will affect resale to a market interested in 2-seaters. Building has stymied a few buyers to whom I've spoken; usually they referred to a manual they found insufficiently clear.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Brakes and flaps (which are standard) worked very well and were easy to operate; flap position easily identified (though you must turn your head to see the detent position). If you don't use a multi-function instrument like builder Steve Bensinger, you might find instrument panel space to be rather limited.

Cons - Nondifferential brakes did not aid with steering. No trim installed; instead this builder used a fixed tab that seemed to do the job. In-cabin pull starter on a smaller engine will be challenging due to the layout. Refueling causes some fumes inside cabin.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Roomy cockpit can accommodate large pilots. You enter bottom first (which lowers the plane to its nosewheel), then swing your legs in. Seats are quite comfortable with 4-point pilot restraints. Controls are very convenient. Substantial area available for cargo if carefully tied down.

Cons - Some pilots don't like the way the Hawk sits on its tail when unoccupied. Zippered doors seem basic. Hawk windows can be folded inward a bit to allow ventilation. No quick seat adjustment.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Excellent visibility to check for traffic. Side visibility is also good as you sit at the leading edge of the wing. Steering was quite responsive. Hydraulic brakes were very effective. Good clearance for rougher fields. Wide stance offered good lateral stability. Fiberglass gear legs are guaranteed 10 years.

Cons - While the Hawk Sport's steering is responsive, turn radius is not particularly tight and without differential braking, planning will be required on a crowded ramp. No other negatives.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - All Hawk models seem to excel at takeoffs and landings. Very open visibility on approach to landing. Factory advised 50-is-nifty approach speed has a liberal safety margin. Retains energy retention well in ground effect. Flaps were very helpful. Strong, authoritative controls in crosswinds.

Cons - Taildraggers require active feet after touchdown; the Hawk Sport is no different. Slips can run out of forward stick if flaps are fully deployed, use one or the other (flaps work so well, no slip is needed). Landing qualities suggest use of flaps on all landings.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - The Hawk Sport continues a reputation for light and responsive controls; you get what you expect easily and with authority. Steep turns didn't require much extra power. Hawk control harmony remains good. Pitch response would be comfortable to pilots of all experience levels.

Cons - Despite light controls, the Hawk Sport's roll rate isn't particularly fast and joystick can run out of range in some conditions (though these are outside advised, normal use). Adverse yaw was quite significant; coordinated control usage recommended at all times.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - It was a pleasure to fly with a Rotax 447 again, plenty of power for this Hawk Sport. Strong climb at 800 fpm sustained. Flew efficiently, holding altitude even at power settings down to 3,500 rpm. Performed very well in low-over-fields flying.

Cons - Like many American ultralights, the Hawk Sport can't be called fast. Sink rate was only average, not exceptional. Though good overall, performance doesn't stand out in any category.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Stalls hardly broke, regardless of entry aggressiveness. Power-on stalls never broke. Stall speeds below 40 mph indicated. No spiral instability noted during any maneuver attempted. Airframe and particularly cockpit has proven its ability to prevent some injuries.

Cons - Deep slips with full flaps will run out of control range; I recommend using only the flaps, which are quite efficient. Adverse yaw requires coordinated use of controls (as on many other ultralight designs). No other negatives.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - The Hawk Sport is a wonderful choice for a competitive sport aircraft. The Hawk line and its popular designer are icons of ultralight aviation; when you sell, recognition won't be a problem. For overall flight and handling qualities, Hawks are among my top recommendations and the Hawk Sport is especially satisfying.

Cons - Design has changed little over the years, a work of subtle evolution rather than cutting edge changes. Pricing of airframe, covering, and engine separately may confuse some customers. Over the years, some complaints have been raised about kit manual clarity.

Given Chuck Slusarczyk’s decades in recreational aviation, I imagine almost everyone in ultralight aviation has heard of the funny, Polish-speaking pioneer with the hard-to-pronounce last name (Slew-Sar-Chick). If Chuck had named his first business Slusarczyk Glider Supplies, pilots would have stumbled and renamed it for him. Knowing his name is a tongue twister, he wisely called it Chuck’s Glider Supplies. In his early business years, when Chuck was younger and slimmer, he made hang gliders. Lots and lots of hang gliders. I flew one, as did thousands of others. He was one of a handful of east-of-the-Mississippi hang glider manufacturers. Being a long way from the West Coast where hang gliding was centered back in the ’70s, Chuck made the Californians nervous. They couldn’t keep an eye on his developments and he was regarded as unpredictable. Those who knew him thought the word should be innovative. Then came powered hang gliding, such as it was in those days.

CGS Aviation – Hawk II Arrow

By Dan Johnson || March 30, 2004 Leave a Comment

You get two things when you buy a Hawk: the airplane and Chuck. The Hawk will cost you a shade over $9,000 (single place; 447 engine). Chuck comes free with the deal. CGS boss Slusarczyk is a fascinating character and when he starts talking, a crowd often gathers. He's also a forward-thinking designer. Eleven years ago, CGS Aviation was the first to abandon the silly FAA requirement that ultralights had to be foot launchable. The fully enclosed Hawk set the industry on its ear and never looked back. Today's Hawk has seen many refinements but the basic idea was so good it continues to sell. That's because a Hawk does most things right, making its owners some of the most loyal I've ever met. The cabin is spacious and refinements to the Hawk Arrow make it more comfortable and usable than before. It flies conventionally with very predictable handling, strong performance, and it takes off and lands like you had an autopilot engaged. Hawks are available in a wide range, from a 277-powered, 235-pound legal ultralight to a deluxe 582-powered trainer. The deluxe version - even with electric start - is under $14,000, these days a reasonable price. The Hawk Arrow is a 100-150 hour build job, partly achieved by using sailcloth wings, tail, and fuselage (which are much faster than dope and fabric).). Full Review in Jul. '93 UF!

You get two things when you buy a Hawk: the airplane and Chuck. The Hawk will cost you a shade over $9,000 (single place; 447 engine). Chuck comes free with the deal. CGS boss Slusarczyk is a fascinating character and when he starts talking, a crowd often gathers. He’s also a forward-thinking designer. Eleven years ago, CGS Aviation was the first to abandon the silly FAA requirement that ultralights had to be foot launchable. The fully enclosed Hawk set the industry on its ear and never looked back. Today’s Hawk has seen many refinements but the basic idea was so good it continues to sell. That’s because a Hawk does most things right, making its owners some of the most loyal I’ve ever met. The cabin is spacious and refinements to the Hawk Arrow make it more comfortable and usable than before. It flies conventionally with very predictable handling, strong performance, and it takes off and lands like you had an autopilot engaged.

Hawks and their History

By Dan Johnson || February 24, 2004 Leave a Comment

Some aviation figures are larger than life. Some are just large. Chuck Slusarczyk is both. And no story about the Hawk ultralight line is complete without talking to the man from Ohio.

Today, the CGS Hawk Arrow II represents the latest evolution of this long-standing design. Chuck says the Arrow II is currently the most popular model sold by his company. It maintains its ultralight origins with Dacron covering, zippered doors, and basic instrumentation.

CGS Aviation Hawk Specifications

Above, with flaps and three-axis controls, Chuck's Hawk was revolutionary in the powered hang glider/ultralight world.

Above, the prototype CGS Hawk built in 1982. Note that the aircraft is N-numbered, N57CS. At that time, FAR Part 103 had not been finalized to establish ultralights as a recognized category.

Chuck gets ready for a flight in his powered Easy Riser at the Cleveland Air Show in 1978. Note the belt reduction drive on the back of the engine. On August 26, 1979, Chuck flew this aircraft across Lake Erie to set a record as the first powered hang glider to fly across the lake. Today, this machine hangs from the ceiling of the Cessna Restoration Center in the EAA AirVenture Museum, honoring that feat.

One of Chuck's Glider Supplies' early catalogs. Established in 1970, Chuck's Glider Supplies was the largest manufacturer of hang gliders in the Midwest. The "CGS" of his company's current name, CGS Aviation, refers to that original company.

The first production model belt-drive reduction unit mounted on an Easy Riser. Chuck had experimented with chain-belt drives, cog-belt drives, and two-belt drives before settling on this three-belt version.

Above, Chuck Slusarczyk's interest in personal flight developed with hang gliders. He began designing hang gliders in 1970. Here he flies his Falcon V hang glider at Kitty Hawk, North Carolina, in 1975 at the second hang gliding meet held on the dunes just south of the Wright Brothers Memorial. (courtesy Chuck Slusarczyk)

A look at CGS Aviation and its Roots The Hawk and Chuck. Chuck and the CGS Hawk. They are absolutely intertwined. While Chuck has a wife, Pixie (aka Nancy), and family—four sons (Chuck Jr., David, Ted, and Don)—he has another family in his aircraft. Going Way Back Our story this month takes us back in time. EAA recently celebrated the induction of Michael Sacrey into the Ultralight Hall of Fame. He was present near the beginning of the movement. But even before ultralights were officially recognized as a segment of aviation, Chuck was doing essentially what he is doing today—selling flying machines. In the early days, Chuck built hang gliders, with names like the Swooper, Spitfire, and Falcon (models I through VII). While hang gliding was most popular on the West Coast and many major hang glider manufacturers were located there, hang gliding was also popular along the dunes of the Great Lakes, and Chuck’s operation was one of the biggest in the eastern part of the country. In fact, the company’s name today, CGS Aviation, comes from its former name: Chuck’s Glider Supplies. In those formative days, businesses like Chuck’s Glider Supplies were less involved in manufacturing and more involved in selling a lifestyle. Hang gliders sold like surfboards, so enterprises like Chuck’s Glider Supplies were more like shops than factories. Chuck Slusarczyk and I go back a long way. Before ultralights were around, he and I were separately involved with the manufacture of hang gliders. When I entered the hang gliding scene in 1973, Chuck was already a figurehead in that community of aviators (as was Tom Peghiny, who’s now the president of Flightstar Inc.). Later, like many of his fellow designers, Chuck started experimenting with engines for his hang gliders. Eventually he began using the Easy Riser bi-wing hang glider as the airframe for his tiny little powerplants. In the late 1970s, 10 horsepower had to suffice (luckily, Chuck himself represented less payload then). As hang gliders evolved into ultralights, the need for power…and more power…developed. That was long before Rotax, and its predecessor, Cuyuna, were known in aviation, and before engines became a separate industry. To get power on your machine, you bought and tried whatever engines you could find, with the Mac 101 chain saw engine being one popular choice. You, as the builder, had to figure out the engine mount, muffling, and cooling parts. And, remember, the engines had to be light because the airplanes were light—they still had to be foot launched—so the choices were fewer. Chuck helped that early ultralight industry by being one of the first to sell power kits so that enthusiasts could build their own self-launched hang gliders. But he did more than that. He also helped the industry by being a trailblazer. Rule Breaker In the early 1980s the rule defining powered hang gliders stated the machines had to be foot launched. FAR Part 103 had not yet been released when the CGS Hawk first found its way to market. However, the new rule was coming, and hints about its exact content were fodder for hangar talk across the country. Until Part 103 was enacted, the machines had to have access on the underside of the carriage for the pilot’s legs to extend out. Then, factory he-men would demonstrate that the machine could be foot launched by staggering into the air, usually in strong winds that helped lift the aircraft. In 1982 when CGS introduced the Hawk at Sun ’n Fun, it was the first fully enclosed ultralight. There was no way to put your feet through the bottom of the airframe onto the ground; therefore foot launching was impossible. Technically Chuck’s machine was illegal. “How does he dare flout the rule?” many asked. In fact, two manufacturers filed a protest with FAA at that fly-in to have Chuck’s plane grounded. When Chuck told the investigating FAA officials that he had N-numbers for the machine, but that he had been directed by an inspector from the Cleveland FAA office to simply fly the machine as ultralight because the rule was imminent, FAA agreed to let Chuck fly. History shows that his brazen move was successful when Part 103 defined ultralights and allowed enclosed vehicles like the Hawk. But this was only one triumph in a long series of Chuck’s trailblazing ideas. The Hawk was also the first ultralight to incorporate conventional three-axis controls, including a steerable nose wheel or tail wheel. You may see these design features as common, and today they are; remember, however, that ultralights were born of powered hang gliders, which used only control bars. Accordingly, the early control systems of ultralights were nothing less than amazing in their simplicity and diversity. Having worked in the conventional aviation industry for a period of time, Chuck knew standard control systems, and he saw an advantage in providing them in ultralights. The company’s steady sales for the past two decades are a testament to the accuracy of his vision. Hawks were also the first ultralights to use fully functional wing flaps and full strut bracing. Again, standard stuff, you may think, but flaps were very uncommon in the early 1980s, and someone had to break new ground. Those who lead are carefully watched by those who follow. Leading a development places you on the radarscope of those behind, and while they catch up, they can observe the leader’s successes and mistakes. With the Hawk, the market liked what it saw, and so did EAA fly-in judges, who named Chuck’s Hawk the “Best New Design” of 1982 at Sun ’n Fun. That same year the new bird also won “Outstanding New Design” at EAA Oshkosh ’82. And a year later at the same event, the Hawk won the prestigious DuPont Kevlar ARV (air recreational vehicle was the buzzword of the day) Design Competition, beating a field of 126 ARV designs. Reduction Drives Even before introducing the Hawk, Chuck had been one of the first to use a reduction drive with his engine and propeller combination, eliminating the screamingly loud and power-inefficient direct drive props of the first ultralights. Again, these early machines were basically hang gliders with engines added to provide lift to get the machine aloft. Then the pilot would shut down the engine and soar. If the machine was noisy for a few minutes of climb, well, that was the price you paid…and at least the powerplants were lighter. Neighbors, of course, looked at the noise differently. Chuck realized that by using a reduction drive he could dramatically increase usable thrust and offer quieter operations at the same time, so he created a belt-drive reduction system. Because he was the first to use this on powered hang gliders (they weren’t yet called ultralights), he was awarded a patent (#4,262,263 “Powered hang glider with reduction drives”). At one time Chuck supplied 80 percent of all reduction drive systems sold in the United States. Though he tried to collect royalties on his patent, the ultralight industry was not mature in those early days, and all Chuck got was fame for his efforts. However, his work paved the way for the modern ultralight in several significant ways, and for that Chuck Slusarczyk was one of the first ultralight pioneers to be inducted into EAA’s Ultralight Hall of Fame. Chuck’s efforts gave CGS Aviation an advanced, feature-laden, and more powerful aircraft than many of his competitors, and this attracted customers. Once he introduced the Hawk, Chuck’s leadership in ultralight aviation kept CGS Aviation in the forefront of the ultralight community. Hawk Enlargement and Refinement When I first flew the Hawk back in 1983, CGS only offered one model. That’s because the ultralight industry in the early ’80s was much like the old days of automobile manufacturing. For example, when you bought a Chevrolet or Ford then, you didn’t buy a Ford Taurus LX. It was simply “a Ford.” Today, the Hawk has developed into five basic airplanes with one additional variation on the theme (an ag version). All models can be fitted with a variety of engines, ranging from the Rotax and Hirth to the HKS, which are all factory tested and approved. No scrounging for parts anymore! CGS is rare among modern-day ultralight manufacturers in that it offers more single-place versions than two-seaters, in a 3-to-2 ratio. But this has proven smart based on the sales figures. More than 1,100 Hawk singles have sold, compared to around 450 of the two-seat models. In the single-place lineup is the Classic, the Arrow, and the Plus. CGS can also supply an agricultural version of the Plus. The two-seaters are called the Classic II and Arrow II. The Classic is the older, simpler plane. When you move up to the Arrow model for another $1,150, you get the fuselage featuring the curved windscreen (rather than the Classic flat windscreen) plus streamlined struts. Sewn into the Dacron wings are lower surface ribs. The Arrow also has a larger vertical stabilizer and rudder plus a strengthened boom tube. On any Hawk model you can choose between the taildragger or tricycle gear version. All the Hawk singleseaters are priced with the Rotax 447 engine, which has proven sufficient for most operators. The Arrow taildragger is my favorite CGS offering, but it comes with two requirements: the machine must have an N number (because it’s an experimental amateur-built) and the pilot must hold a minimum of a recreational or private pilot certificate (though the two-seat trainer model can be operated under an exemption to Part 103). Despite liking the creature comforts of the curvier Arrow, I still admire the simpler Classic, and I’ve long believed that lighter ultralights tend to have better handling and agility than heavier ones. The Hawk Classic uses squared lines and a simpler structure than the Arrow. This helps it stay light and within Part 103’s tight 254-pound limit (if carefully built). Yet big pilots or those who prefer to wear a helmet (like me) may prefer the roomier Arrow with its curved fuselage structural members. The curved tubes help form the windscreen’s shape, which gets rid of a significant glare. Fly with the sun at your tail, and the Classic’s flat windscreen is clear and the view wonderfully large. But turn into the sun, and forward visibility becomes restricted at the wrong angles. The modern, curved upper cockpit member of the Arrow puts a convex shape in the windscreen, and the result is better in bright sun from any angle. All the Hawk two-seaters feature tandem seating; in each, I’d rather fly from the front seat, but the rear seat offers decent visibility for passengers. For a single-person camping trip to a local fly-in, the Classic II or Arrow II offers great cargo space. You’ll pay about $3,000 more for the extra hardware and larger 503 engine that’s standard with the II models. Positioned somewhat in between the Classic and the Arrow is the CGS Hawk Plus model, which is basically a two-seater without the second seat. This configuration makes the Plus a bit heavier than the trim Classic II, yet it offers more space for those who want to carry items with them. Its price is midway between the other singles and two-seat Hawks, but note that the Plus does not qualify for Part 103 because of its higher empty weight. Owner-Pleasing Flier I’ve spoken to a lot of Hawk owners over the years. That’s not difficult, as CGS has sold about 1,500 aircraft, a figure only achieved by a few other light aircraft producers. Of course, I’ve heard the usual range of bellyaches from customers, as is the case for most ultralight producers. If you sell 1,500 planes, some folks are going to have complaints about some aspect, usually the task of building. However, I have yet to speak to a single Hawk owner who griped about the way the Hawk flies. In fact, everyone I’ve talked with has been genuinely happy with the design’s flight characteristics. I’ve had the pleasure to fly every variant of Hawk ultralight CGS has produced. After the first one, I anticipated the rest with enthusiasm. Lifting off in the Hawk has always been pleasurable. I love the way this bird takes to the air and returns to base. I don’t care how many hours a pilot has, most advanced skills are enjoyed aloft, doing aerobatics, flying competitions, soaring, or achieving long cross-country flights. When any of these flight experts comes home, he or she will appreciate an easy-toland aircraft. The Hawk is one of the best. While they aren’t needed on all landings, the use of full flaps for landing makes for a very modest touchdown. Chuck has long preached that “50 is nifty” to guide Hawk approach speeds. This yields a wide safety margin, and I have achieved approaches that were closer to 40 mph, which makes for very short landings of 150 feet or less. When I experimented with zero flaps my landings were firmer, so Chuck’s addition of flaps back in the early ’80s was a good idea. Like all Hawk controls, the flaps operate easily, quickly becoming second nature. I found roll response in all the Hawk models to be very good. You might not call the Hawk “fast handling,” but that’s actually preferable for most pilots, and I’ve never felt a loss of control even in some stiff crosswinds. Rolling into turns requires low physical effort and modest stick movement, while breakout force, or roll response out of turns, is more authoritative than many ultralights. I also found the Hawks to be very predictable in pitch; Hawks hold their trim position comfortably. Despite this ease, trim is still desirable to cope with changing conditions. Fortunately, as with its other systems, Hawk offers trim that works well. Even if you accept that all the Hawks are great flying machines with wonderful takeoff and landing characteristics, most pilots want to know how they perform. One of the simplest ways to state this is by reviewing the 2001 results of the Second World Air Games and Microlight Championships in Spain. Hawks finished first and second in the single-seat fixed-wing microlight class. Any designer would be proud of such a performance in an aircraft that was 20 years old last month. Ever since Chuck Slusarczyk entered the aviation business back in the 1970s, he has brought his own unorthodox brand of development. From his powered hang gliders in the late ’70s through the introduction of the rule-busting Hawk in the early ’80s, Chuck has probably given more than he has received from the ultralight business. Without him the sport of fun flying would be poorer. Thank goodness Chuck and his indomitable humor have been with us so long. Long may Hawks fly!

Published in Experimenter Magazine

Hawk (at 20 years)

By Dan Johnson || January 27, 2004 Leave a Comment

ZIPPERED ENCLOSURE - CGS Aviation's Hawk provides a full enclosure and once set a precedent for this configuration among ultralights that were all open-cockpit designs in ultralighting's formative era. The Hawk method still works well

SMOOTH RUNNING - Though Rotax dominates the market with sales and service, Hirth remains the smoothest running engine brand many pilots will experience in ultralight aircraft.

SECURE SEATING - Though simple and light in their construction, Hawk seats have adequate padding and support while holding occupants securely in place with 4-point harnesses.

FULL PANEL - The CGS Hawk, in either single- or 2-place configuration, can accommodate a large number of instruments in its generous panel. Here we see full engine and flight gauges with plenty of room left over for radios or GPS units.

BIG MAN - Chuck once bragged that he was one of ultralight aviation's biggest manufacturers and he meant it two ways: CGS Aviation built a lot of Hawk ultralights and Chuck seems to enjoy more restaurants than some other designers.

NOSE JOB - Peering inside the nose of the Hawk reveals its fully steerable nosewheel (located aft of the pedals) and mechanical brakes. Carpeting this area quiets the machine and covers the structure, which has been shown to protect occupants during poor landings.

Chuck's Patented Reduction Drive?

The nation is focused on the celebration of 100 years of powered flight, thanks to efforts by a couple of Ohio brothers in 1903. But ultralight aviation has its own bigger-than-life hero from yesteryear and he's also from Ohio. Chuck Slusarczyk needs no introduction because almost everyone involved with ultralight aviation for any length of time knows the jolly designer of the Hawk series of ultralights. Chuck first flew gliders just as did Orville and Wilbur Wright. Like the famous Wrights, he ignored those who said he couldn't do what he hoped to do - in Chuck's case, bring to market an ultralight that broke new ground in several important ways. For one, you had no chance to foot-launch it.For those who became ultralight enthusiasts more recently, the rule in the early 1980s - before passage of FAR Part 103 - was that ultralights had to be foot-launchable. When Slusarczyk first introduced the Hawk, a demonstration of foot-launching was required; since the Hawk was fully enclosed, the pilot could not provide the demonstration, if asked. Despite naysayers, the man with the hard-to-spell last name did exactly what he said he would and, in doing so, helped spark an entire generation of ultralight design. The 1,500 Hawks flying today are proof positive that he gambled correctly. Going W-A-Y Back For an entire decade before powered ultralight aircraft arrived on the aviation scene, Chuck designed and built hang gliders. This is how I came to know the big man from Ohio. Long before I went aloft in my first powered ultralight, I flew hang gliders and my path often crossed Chuck's. The old Chuck's Glider Supplies - which was later renamed CGS Aviation - manufactured hang gliders named the Swooper, the Spitfire, and the Falcon. The latter was his big success in that market segment; Falcons evolved through seven iterations. Chuck's Glider Supplies became one of the largest manufacturers in the East at a time when all the big manufacturers seemed to be located in California. Like many of his fellow hang glider designers, Chuck started experimenting with engines back in the 1970s, before we called these contraptions "ultralights." After experimenting with delta-wing hang gliders, he began using the biwing Easy Riser as the airframe for his little powerplants. In those early days, 10 horsepower had to suffice in order to keep weight down. A need for increasing power came when these little flying machines started to develop into ultralight aircraft. Long before Rotax was known in aviation and even before its predecessor, the Cuyuna, engines had not become a separate industry. You bought and tried engines and had to figure the fitting, muffling, and cooling. Engines had to be light because the airplanes were light - still foot-launchable, for some years yet - so the choices were few. A key way Chuck helped that early ultralight industry was to be among the first to sell "power kits" so that enthusiasts could build their own self-launched hang glider. But Chuck did much more than sell power kits and parts. He also helped the industry by being a trailblazer. Baby Hawks While he was still known for his powered Easy Riser, Chuck took out a stack of clean sheets of drafting paper and began to create a legend. He called the resulting ultralight the Hawk. It set a pace with several firsts. The Hawk was the first ultralight to incorporate conventional 3-axis controls even including a steerable nosewheel or tailwheel. You may see these design features as common, and today they are. But ultralights were born of powered hang gliders and the early control systems were nothing less than amazing in their diversity. Many weren't particularly effective. Having worked in the conventional aviation industry earlier in life, Chuck knew standard systems and he saw an advantage in providing them. The company's steady sales over two decades are a testament to the accuracy of his vision. Those early Hawks were also the first ultralights to use fully functional wing flaps and full strut bracing. Again, standard stuff, you may think. But flaps were very uncommon then and someone had to break new ground. Most ultralights still used wire bracing. Chuck perceived that conventional FAA pilots wanted aircraft that were, well, conventional. But what really set the ultralight community on fire was the Hawk's fully enclosed cabin. Ho-hum, you say. Common, you say. Yes, today that's true. But in those days of mandatory foot-launch, Chuck went far out on a limb by enclosing his cabin. The Hawk didn't even have a pretense of foot-launch capability; it simply wouldn't let you put your legs down on the ground. Of course, the rule had become a sham because aircraft had gained landing gear and had gotten heavier. Some factory he-men could stagger into the air, given a strong headwind, but this was an athletic feat, not a piloting skill. Chuck made his stand on "no foot-launching" in early 1982. He gambled well, as indeed, FAA introduced the innovative Part 103 ultralight rule by September of that year. It had no requirement for foot-launching, nor any restriction against full enclosure. Hence, the Hawk overtook many other designs. Chuck never looked back. Today's Hawk is changed only by virtue of model proliferation involving a series of refinements. The lineup of 2003 includes three single-seat models - the Classic, Arrow, and Plus - and two 2-seat models - the II Classic and II Arrow. I've flown every one of these variations. Every chance I get to fly a Hawk is an anticipated experience and one I'll never turn down. Let's get into one of the latest variations (the Hawk II Arrow) and familiarize ourselves with it. Feature-Laden Hawks Chuck is a big fellow. So are many of his customers. I suppose some figure that if a large guy like Chuck designed the ultralight for someone of his dimensions, a lot of other healthy American pilots will also fit. They'd be right. The Hawk is a wide, roomy aircraft. Entering through the zippered doors is simple. The large zippers work well and you peel the door open to its front "hinges." Getting in is then merely a matter of sitting down and swinging your legs in, which you can do easily as the door opening extends well forward. When you close the doors, you can leave the zippers strategically open to bring in fresh air on hot days. Our test Hawk II Arrow differs from the lower-priced and lighter Hawk II Classic due to the use of a few curved fuselage members. A close look at the exterior photos reveals the gently curved parts. Overhead, the shaped member allowed me to wear my helmet without banging my head. I may be a disappearing breed of ultralight pilot who prefers a helmet inside a fully enclosed aircraft but helmets offer serious, proven protection in mishaps and I appreciate the Hawk II Arrow for letting me wear my helmet comfortably. Flaps appear immediately to your left approximately by your ear. The flap lever has clear detents; the system is simple but has proven itself on my previous Hawk flights. Of course, simplicity has long been a useful design premise and this lesson isn't lost on Chuck. Flaps can set for three positions of 15, 20, and 30°. CGS Aviation once experimented with a reflex position but gave it up as ineffective. Flap lever detents are clear enough that you can guide the lever to the next setting without looking. Starting with the side tube-mounted throttle, I found a generally comfortable reach to both stick and rudder pedals for someone my size. Start Your Engine As he so often has done, Chuck oversaw installation of a Hirth engine to this test Hawk. This time it was the 80-horse, 2-stroke, 4-cylinder Hirth F-30 and as always, the Hirth showed me two wonderful qualities. First, it started without a protest. Secondly, it ran so smoothly, any Rotax seems rough in comparison. Hirth has its detractors, too, and I know some would argue with my easy-starting assessment. But I've never heard anyone deny the German brand runs very smoothly. Since it packs a punch with power as well, the 4-cylinder F-30 will attract its share of pilots. Additionally, the test engine this month now has 100 hours on it, Slusarczyk says, and no hiccups. Chuck reasons that it must only produce 20 hp per cylinder while a Rotax 582 produces 32.5 hp per cylinder. This may equate to longer life for the Hirth. The big 4-cylinder engine was specifically chosen to see if this Hawk could do duty as a glider tug. Factory (and airline) pilot Grant Smith has sustained 35 mph in the rig, a reasonable speed for towing hang gliders. Chuck told me that using the larger wing in their design catalog - a 34-foot span version on many older Hawks - the tug could get even closer to hang gliding tow speeds. Plus, you can cruise at 75 to 80 mph, an advantage for tug ferrying. The Bailey-Moyes Dragonfly is an excellent tug but cruises too slowly if a lot of ferry flying is involved. As I prepared for flight by starting my taxi, I recalled the nosewheel has a wide rotation range. As long as you maintained a little inertia you can spin around quickly to check for traffic before takeoff. Yet this doesn'ttranslate to a particularly tight turning radius at slow maneuvering speeds. For the tightest turns, you'll need differential brakes. The nosewheel is mounted well aft of the nose, barely a foot in front of the joystick base. My only concern with the nosewheel was a lot of clunking as we hit irregularities in the turf taxiway. Noise usually relates to wear in my experience, so owners will want to keep an eye on nosewheel parts. I first flew a Hawk in 1983 and 20 years later, I still find the design to be one of the most delightful airplanes in ultralight aviation. The Hawk offers such complementary behavior during takeoff and landing that I recommend it enthusiastically to beginners, though even old veterans like myself can appreciate an airplane that is easy to launch and land. Usually I wait with landing evaluations until later in my time with the ultralight, hoping to better discover how a plane responds. The Hawk's landings are so straightforward - and so much fun - that I immediately went around the pattern for a few touch and goes. Full-flap landings were especially modest in touchdown. I used Chuck's "50-is-nifty" approach speed. This gave a wide margin and later I achieved approaches that were significantly slower. Without flaps I had consistently firmer landings so the use of them seems advised. The Hawk uses its flaps productively. Side slips worked fairly well, but I ran out of arm to push the stick forward enough. Given the potent Hawk flap system, you won't need to employ slips very much. If you prefer slips, keep your flap settings low and watch your flare timing. True Ultralight Flight The Hawk is very pleasant above the countryside. You can choose 1,500 feet or 50 feet of altitude (if safe) and I think most pilots will be very comfortable with their control of the Hawk. It is highly predictable and experiences no control slop. Nonetheless, no one would say the Hawk has a fast roll rate. Her controls do what you want when you want it for the majority of flying. Do you need more? Roll response is very good, though, what pilots come to expect from the well-packaged Hawk abilities. A rare handling complaint comes during vigorous hard rudder applications; to come in with enough aileron, the stick bumped into my leg and ran out of range. The Hawk's pitch response was excellent, holding attitude differences without the need for trim. She's clearly a dynamically well-balanced aircraft. Despite this ease, trim is useful in changing conditions. As with its other systems, the Hawk offers trim that works well. Never did I feel at a loss of control, even landing in crosswinds. Rolling into turns requires low physical effort and modest stick movement while break-out force, or roll response out of turns, was more authoritative than many ultralights. Full throttle in the powerful 80-hp Hirth powerplant brought 72 mph indicated (though I was not able to verify airspeed indicator (ASI) accuracy). Even backed off on the throttle and with stick well forward, the Hawk didn't want to exceed about 80 mph indicated. I wasn't real aggressive but believe I was close to what felt like a maximum speed of the bird. I'd call this a great safety quality. To get that much forward stick, I had nearly run out of arm movement. Another way to talk about overall Hawk performance is to examine the results of the 2001 Second World Air Games and Microlight Championships in Spain. Two Hawks finished first and second in the single-seat fixed-wing microlight class. Any designer would be proud of such a performance in an aircraft that was 20 years old last year. Stall occurred at about 38 mph indicated, but factory folks had said something about a pitot tube getting bent, so perhaps the ASI was not 100% accurate. Stall at 38 mph seems faster than it felt for this aircraft. Before I flew, Chuck said the stall was a little sharp although my several experiences didn't find any hard break. During full-power stalls, the aircraft just hung on the prop at 42 mph indicated. The Hawk's adverse yaw was pretty significant and didn't want to dissipate quickly. A distinct prop burbling could be heard during all asymmetric conditions so rather like those noisy ribs on the side of a freeway, you are given an audible warning that you aren't flying straight. Your Own Hawk Wings CGS Aviation is rare among modern ultralight builders by offering more single-place versions than 2-seaters, in a 3-to-2 ratio. Sales results prove this is the right selection. More than 1,100 Hawk single-seaters have sold compared to around 450 of the 2- seat models. I regularly have arguments with "experts" who insist only 2-place ultralights will sell. Maybe some companies can't sell a single-place model, but CGS Aviation sure can. In the single-place lineup today are the Hawk Classic, Hawk Arrow, and Hawk Plus. CGS can also supply an agricultural spraying version of the Plus. Two-seaters are called the Hawk II Classic and Hawk II Arrow. The Hawk Classic is the older, simpler model. When you move up to the Arrow model you get the fuselage featuring the curved windscreen (rather than the Classic's flat windscreen) plus streamlined struts. The Arrow has a larger vertical stabilizer and rudder plus a strengthened boom tube. On any Hawk model you can choose between taildragger and tricycle gear. All the Hawk single-seaters are priced with the Rotax 447 engine that has proven sufficient for most operators. The 2-seaters work fine with a dual carb 50-hp Rotax 503 though pilots generally install even larger engines. The single-seat Hawk Arrow taildragger is my favorite, but it comes with requirements attached. Because it is 28 pounds heavier (282 pounds empty) than the 254-pound Part 103 weight limit, it must be N-numbered and you must have a pilot's certificate. Despite liking the creature comforts of the curvier Arrow, I admire the simpler Classic. Lighter ultralights tend to have better handling and agility than heavier ones. The single-seat Hawk Classic uses a simpler structure with squared lines. This helps it stay light and within Part 103's tight 254-pound limit (if carefully built). Yet big pilots or those who prefer to wear a helmet (like me) may prefer the roomier Arrow with its curved fuselage structural members. The curved tubes help form the windscreen's shape, which gets rid of a significant glare in the Classic Hawks. Fly with the sun at your tail and the Classic's flat windscreen is clear and the view wonderfully large. But turn into the sun and forward visibility becomes restricted at the wrong angles. The Arrow's curved upper cockpit member puts a convex shape in the windscreen and the result is better in bright sun from any angle. The subtle shape difference is popular; around 200 Hawk Arrows are flying today. Hawk 2-seaters are tandem and I'd rather be in the front seat. But the rear has decent visibility for occasional passengers. When you need to pack some camping gear or luggage, the II Classic and II Arrow offer significant space. You pay about $3,000 more for the extra hardware and larger Rotax 503 engine of the 2-seat models. Positioned somewhat in between is the Plus model, which is basically a 2-seater without the second seat. This configuration is 50 pounds lighter than even the trim II Classic, the factory says; yet it offers more space for those who want to carry items with them. Its price is mid-way between the other singles and 2-seat Hawks. The Plus model cannot qualify for Part 103 due to its higher empty weight (350 pounds empty). Fair prices and a trustworthy, reliable design add to CGS Aviation's engaging and entertaining owner, Chuck Slusarczyk, in making the Hawk an icon of the ultralight industry. Some 1,500 units prove the Hawk is one of the success stories in all of light aviation.

Published in Light Sport and Ultralight Flying

Seating	2, tandem
Empty weight	420 pounds
Gross weight	950 pounds
Wingspan	31 feet 6 inches
Wing area	159 square feet
Wing loading	6.0 pounds per square foot
Length	22 feet 2 inches
Height	4 feet 8 inches
Kit type	Assembly kit
Build time	100-200 hours
Standard engine	Rotax 503 DC ¹
Power	50 hp
Power loading	19.0 pounds per hp
Cruise speed	55-75 mph
Never exceed speed	100 mph
Rate of climb at gross	700 fpm
Takeoff distance at gross	220 feet
Landing distance at gross	200 feet
Notes:	¹ Engine on this test Hawk II Arrow was the 80-hp Hirth F-30; power loading 11.9 pounds per hp.
Standard Features	Tandem 2-seater, dual controls, flaps, tri-gear/taildragger (steerable nosewheel/tailwheel), semisymmetrical airfoil, lower rib battens, fiberglass gear legs, 16-inch wheels, curved overhead/windshield, full enclosure, doors, 4-point shoulder harnesses, streamlined struts, 10-gallon tank, 2-blade wood prop.
Options	55-hp Hirth 2703, 65-hp Hirth 2706, 80-hp Hirth F-30, 65-hp Rotax 582, 60-hp HKS 700E, electric start, folding wings/tail, mechanical/hydraulic brakes, fiberglass nose cone, dope and fabric covering, trim tabs, 10-gallon wing tanks, wheel pants, ballistic chute, instruments, floats, 2- or 3-blade composite prop; quick-build kit, fully-assembled option.
Construction	Aluminum airframe, steel components, fiberglass gear legs, Dacron wing, tail, and control surface coverings. Made in the USA; distributed by a U.S.-owned company.