Dope and Fabric Hawk Arrow

One of the ultralight industry’s longest enduring designs is the Hawk. First offered in 1982, the Hawk flies today – 15 years later! – in essentially the same form. A few years ago the Arrow name was added to a refined version (becoming the Hawk Arrow) but the basics didn’t change. The original became the Hawk Classic.

So, why are we reporting on it? Two reasons quickly spring to mind.

First, the plane deserves it. This is an excellent little bird that has delivered a lot of aerial fun to virtually a generation of pilots. However, new pilots enter the community between articles and these aviators need to know this design still works well today like it did way back in the early ’80s when ultralights were new on the aviation scene.

Secondly, this isn’t the same Hawk.

Oh, it still looks much the same. Such a statement is hardly fair, though, to the many refinements that showed up on the plane I flew for this report. It would be simply wrong to dismiss the so-called Dope and Fabric Hawk Arrow as the same old bird.

In addition, this particular plane was fitted with a Hirth engine. Everyone recognizes the Hirth name, but it possesses only a fraction of the market (dominated by Rotax) and therefore I rarely evaluate aircraft with Hirth powerplants. I have to say, because it truly impressed me so much, that this was the smoothest-running engine I can ever recall flying on an ultralight aircraft. My goodness, this motor purred along so sweetly the difference was immediately obvious.

By so saying, I’m not endorsing the Hirth any more than I “endorse” any aircraft. Nonetheless, when something is good I report it, and this engine was exceptional.

Our test plane was running a 50-hp Hirth 2704 twin-cylinder inline engine fitted with electric start. I’m no engine expert, so I can’t tell you why the Hirth was so delightful, nor am I saying it is a superior powerplant. Yet many aspects of flying are judged by their smoothness and this engine wins that category hands down over any other I can recall after hundreds of evaluations.

One way the Hawk Arrow is different from the Hawk Classic involves the use of a few curved fuselage members which add to an already comfortable cockpit. A close look at the interior photos will easily reveal the gently curved parts.

Overhead in the cockpit, the curved member allowed me to wear my helmet without banging my head. Going on my soapbox for a second, I often feel like I am a disappearing breed of ultralight pilot who prefers a helmet inside a fully enclosed aircraft. Helmets offer serious, proven protection in mishaps and I appreciate the Hawk Arrow for letting me wear my helmet comfortably. After all, “stuff happens.”

Massive Panel
Lots of ultralights are so small inside (to fly more efficiently) they leave little room for instruments and other gear like radios or GPS units. On basic ultralights flown close to a home field, this is of little consequence and many pilots like the simplest machines precisely because of their lack of complexity. However, when you want another engine gauge to do careful monitoring, it can be frustrating to have no place to put it.

One method to save some panel space involves using one of the newer electronic instruments that serves several functions. Unfortunately, the engine monitoring instrument installed on this Hawk wasn’t working.

As a result, we lacked some information useful to a pilot’s report. Since the altimeter was also out, what we had was airspeed and compass. In these type of aircraft, that’s enough for flight, although it won’t allow any monitoring of engine specifications. It also makes it tougher to check some factory figures shown on the sales literature.

This Hawk Arrow’s instrument panel had plenty of room for more electronic goodies. Even a radio could be installed in the ample space.

Flaps were immediately to my left. They have clear detents including neutral and two levels of drag-producing deployment. The system is simple but has proven itself to me on previous Hawk flights. Of course, simplicity has long been a useful design premise and this lesson isn’t lost on Hawk designer and CGS Aviation owner Chuck Slusarczyk.

Our test Hawk had no brakes on it. With full enclosure and floor, this situation forces the pilot to plan ahead better, but I experienced no need for brakes. Of course, any builder can add them since the Hawk Arrow will require an N-number; it cannot make weight for Part 103 operations (you’ll need the Hawk Classic with a 40-hp Rotax 447 engine if you want a single-seat Part 103 ultralight Hawk).

This Hawk was fitted with one of my favorite instruments: a yaw string. The material selected was too stout for optimal response, but you never have to replace the batteries and the purchase price is right.

In spite of electric starting, I had a little challenge getting the Hirth fired up, though the error was mine. It turned out I hadn’t primed enough.

Inside the Hawk series – Arrow or Classic models – you’ll find a very wide cockpit. With spaciousness bordering on huge, the Hawk is sized to a big guy like Slusarczyk (who once in the early ’80s contested then-Pterodactyl builder Jack McCornack to a personal weigh-in to prove who was the “largest ultralight manufacturer”).

Dual doors and dual latches made for easier-than-ever entry and exit, but the latches don’t go to the front. At first this concerned me because unsecured leading edges of doors are an invitation to a door blowing open in flight. However, the Hawk doors hinge at the sloped upper, and forward, edge.

This makes entry better because it’s less likely you’ll bump your head on the door. It should also assure no door opening problems while flying.

The reach to the throttle is a little long, for me anyway. Comfort is reduced when you have your arm stretched. However, the builder can accommodate his body size to some extent and this probably cures the complaint. I found I could put my hand on the seat bottom and hold throttle position with one extended finger. This may not be the best situation but is workable.

Entry is bottom first in the seat. You merely sit down, first lowering the nosewheel gently and then swinging your legs and feet into position. In actual practice, this proves quite easy.

Contrary to the throttle, I found a good, comfortable reach to both stick and rudder pedals for someone my size.

Among my few gripes in the cockpit area, the space proved hot during the Florida springtime. The canopy had holes prepared for those rotating air scoops, which Slusarczyk planned but had not yet installed. So what we had for ventilation was two holes and only by yawing the aircraft could an appreciable amount of air be brought inside. Whew!

As I prepared for flight by starting my taxi, I found the nosewheel to have a wide rotation range. As long as you maintained a little inertia you could practically spin around quickly to check for traffic before takeoff. Oddly, this doesn’t translate to a tight turning radius in very slow speed maneuvering, where differential brakes would be useful.

The nosewheel swivels considerably, is well aft of the front of the fuselage and about a foot forward of the joystick. It worked quite well and my only concern was a lot of clunking as we hit irregularities in the turf taxiway. Noise usually relates to wear in my experience, so I’d keep an eye on nosewheel fittings.

Shines in Flight
The moment the Dope and Fabric Hawk took to the air, it seemed to smooth out – a clear, unmistakable sensation. Although taxiing the Hawk produced a series of clunks and squeaks, lift-off made all these little noises mellow out graciously.

I first thought the flaps could be set for only three positions (neutral and two down), but on closer inspection, it turned out the flaps lever offered four positions. One notch up allows slightly speedier cruise while also affecting stick loads beneficially. All detents are clear enough that you can guide the lever to the next setting without needing to look.

The Hawk is one of the most delightful airplanes in ultralight aviation. She offers such complimentary behavior during takeoff and landing that I recommend it enthusiastically to beginners, though even old veterans will enjoy the easy launch and landing qualities.

Oftentimes I leave landing evaluations to a later part of the flight, giving myself time to get used to the bird. With the Hawk, these tasks are so straightforward that I immediately went around the patch and did a few touch and goes.

Another benefit I quickly noted was visibility. With its overhead skylight, this Hawk gave a panorama that was simply excellent. I could look upward and behind me, keeping traffic easily in view, which was very comforting.

Full-flap landings were very modest in touchdown. I used the recommended 50 mph as an approach speed. This gave a wide margin, and later I achieved approaches that were significantly slower. Without flaps, I had firmer landings so the use of them seems advised.

Sideslips also worked pretty well, but I ran out of arm to push the stick forward enough. In any event, with flaps as useful as those on the Hawk, you won’t need to employ slips very much.

With your eye right at the leading edge of the wing, and the curved windscreen and nose to lessen glare or reflection, visibility in the Hawk is enormous. When flying ultralights for photos, I like to get in fairly tight formation with the photo plane. Doing so with aircraft of differing speeds and characteristics is challenging enough, but when visibility is impaired or blocked it can be much more difficult to get and stay close.

Doing tight formation flying provided an excellent chance to judge handling qualities. I found roll response to be very good, what I’ve come to expect from the Hawk. My only complaint is, when I controlled vigorously using hard rudder, the stick bumped into my leg using up some of the stick’s range potential. Roll response both in and out of turns was quite good; that’s not always the case among ultralights.

Pitch was excellent, holding gentle attitude differences without the need for trim. This suggests a dynamically well-balanced aircraft.

Searching for something to complain about on Hawk Arrow handling, I’d been told the right wing was a little heavy, and indeed it was. It always wanted to enter a shallow right turn. This was a minor annoyance that some work on the rigging of the test plane would no doubt cure.

I’ve already stated how impressed I was with the Hirth engine that ran with such exceptional smoothness. It was literally much smoother than any of the dozen or so Rotax engines I’d recently flown. Of course, I don’t know how this will remain as the engine ages, but it was certainly a fine start.

Unfortunately, because of the inoperative engine monitor, I had to assess power setting by adding full power and then backing off, not a very accurate method. Given my initial satisfaction with the 50-horse Hirth, it’s a shame I couldn’t more fully explore its potential.

Full throttle in the Hirth, which continued to be smooth, brought about 72 mph indicated. 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 I was close to what seemed the maximum speed of the bird. If true with all models, I’d call this a great safety quality. To get that much forward stick, I had nearly run out of arm movement.

Please remember, such speed evaluations are dependent on installed instrument accuracy and ASIs are notorious for having small errors.

On Good Behavior
Stall occurred at about 38 indicated, but factory folks had said something about a Pitot tube getting bent, so perhaps it was not 100% accurate. Stall at 38 seemed a bit high for this aircraft. Chuck had said the stall was a little sharp, although my several experiences didn’t find any sharp break. When I performed full-power stalls, the aircraft just hung on the prop at 42 mph indicated.

Adverse yaw was pretty significant and didn’t want to go away. A distinct prop burbling could be heard during all asymmetric conditions. Rather like those noisy grooves in the road on the shoulder of a freeway, you are given an audible warning if you aren’t flying straight. When I tried rudder-only turning, I found it possible, but the prop made a continuous burbling noise.

As a show of my confidence flying this Hawk, I did perform spins each direction – even without a ballistic chute installed (as is normally my rule). Half-turn spins in each direction were easily exited and I limited speed to 80 throughout.

Prices
The tailwheel or tri-gear Hawk Classic (with Dacron wing and tail covers) sells for under $11,000 and that’s with a 40-hp Rotax 447 engine, perhaps explaining why nearly 1,000 of these birds populate the sky. CGS says it can make Part 103 weight (less than 254 pounds empty) as long as you build carefully and avoid weighty options.

The Hawk Classic is also available in a 2-seat model for under $14,000, using the 52-hp Rotax 503 dual carb engine. At 335 pounds empty, it can operate easily within the 2-place training exemption to FAR Part 103, so long as the pilot has qualified as an instructor under the rule.

With numerous parts that make the Arrow model a more deluxe version, the subject of this report retails for under $12,000, still employing the Rotax 447. The 50-horse Hirth will add about $1,800. Other options include instruments, a ballistic parachute, brakes, floats, electric start, and numerous other choices.

Finally, a 2-seat Hawk II Arrow model goes for $14,936 with a 52-hp Rotax 503 dual carb engine, and still easily qualifies under the 2-place training exemption at 395 pounds empty weight.

The two Arrow models – which, like our evaluation aircraft, can be made with dope and fabric covering – add such refinements as streamlined wing struts and the curved overhead support member and curved supports, which allow the gentle bending of the windscreen that many pilots find desirable. By significantly reducing glare and adding headroom, the seemingly subtle difference is popular – nearly 200 Hawk Arrow models are flying today.

CGS Aviation’s Hawk line is certainly a mainstay of the ultralight industry. In fact, with close to 1,500 units in the fleet, the Hawk is one of the success stories of all of aviation. Fair prices, a straightforward design and the company’s engaging and entertaining owner, Chuck Slusarczyk, are all partly responsible for the Hawk’s proliferation.

However, it is no contest in my mind that the main reason may be its wonderful flying manners. Adding the long-lived nature of a dope and fabric covering and the smooth and slick finish that comes with a painted surface, the Hawk Arrow is definitely an ultralight at which you should look closely.