CGS Avaition, Inc
PO Box 470635 Dept 2nd
Broadview Hts, Ohio 44147
Phone: 440-632-1424 x 110
Fax: 440-632-1207
http://www.cgsaviation.com/

Check out photos from the 1996 & 2001 Labor Day flyin and the hawk I personaly have for sale and a movie taken inside it while flying.

The HAWK was designed in the era of foot launching, weight shift controls, and throttles held in the mouth. It was meant to raise the level of powered hang gliders as they were called, to the level of conventional, full-sized aircraft. Ultralights back then couldn't fly in winds much above 5 mph or in crosswinds of any velocity. The pilot was uncomfortable in cold weather and had to really think about what he was doing before taking off. Basically, an ultralight was a very restricted toy. The HAWK revolutionized the entire ultralight industry by raising the level of performance, design, pilot protection and comfort to the same standards as full sized aircraft. Noted aviation writer Peter Lert said the HAWK was the "first proper little airplane".

Hawk

The design criteria of the HAWK was as follows: pilot protection, crosswind capability, ability to fly in high wind, responsive controls, rugged design and pilot comfort.

Pilot Protection and Safety

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, 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 systems and you have the ideal situation wherein th 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, 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!

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

CGS AVIATION 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!

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. The 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 wing 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 onstructed, 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 onto a foot.

Flight Characteristics and Performance

In 1982 the CGS HAWK forever changed the profile of the Ultralight world. Designed by Ultralight pioneer Chuck Slusarczk (who patented powered hang gliders), the HAWK was the first of the "proper little aeroplanes." The CGS HAWK masterfully integrated conventional and low-speed aerodynamics, to provide pilots with flight characteristics that instill a feeling of confidence in the design. The Hawk’s unique double-surfaced airfoil and 4-position flaps enable the pilot to get into and out of small fields with authority. When the flaps are retracted, the smaller wing and higher wing loading enables one to cruise comfortably at speeds of 55-75 mph, even in rough air. The CGS HAWK incorporates features recommended by a NACA (National Advisory Committee for Aeronautics) report, resulting in an aircraft with a well-behaved stall andinherently incapable of spinning. The Hawk has standard three-axis control; joystick controlled ailerons and elevator along with pedal operated rudder. The ailerons are large, with positive control through all speed ranges. Differential rigging on the ailerons eliminates adverse yaw. The Hawk is a light aircraft with the feartures the experienced pilot deserves. Besides being easy to fly, the Hawk provides a clean design. This combination translates into performance unavailable in any other light aircraft.inherently incapable of spinning. The Hawk has standard three-axis control; joystick controlled ailerons and elevator along with pedal operated rudder. The ailerons are large, with positive control through all speed ranges. Differential rigging on the ailerons eliminates adverse yaw. The Hawk is a light aircraft with the feartures the experienced pilot deserves. Besides being easy to fly, the Hawk provides a clean design. This combination translates into performance unavailable in any other light aircraft.

Hawk2

Consider these standard features:

  • 100% double-surface wings, high-lift, low-drag airfoil.
  • 3.8 oz precolored dacron cloth (Ceconite optional), design options available.
  • Rugged, strut-braced wings. Strut-braced stabilizer with large area for added stability.
  • Removable wings for easy storage and transportation.
  • Ailerons stick operated and very smooth.
  • Stick operated elevators are very responsive.
  • Pedal operated rudder, functional at very low speeds.
  • Flaps are full 4-position (0-15-30-45), for extra short field takeoffs and landing.
  • Steerable nosewheel – push right, go right (steerable tailwheel on taildragger).
  • All controls are stainless steel cable actuated, with hight quality fillings used throughout.
  • Permanently mounted seat, seatbelt and shoulder harness.
  • Rollcage cockpit provides added protection.
  • Enclosed cockpit provides windbreak, allows year-round flying.
  • Durable Lexan windows provide excellent visibility all around, lasting clarity.
  • Removable side windows for cool summer flying.
  • Large, convenient access panels on both sides, to reach fuel tank, engine and storage areas.
  • Rotax powerplant for proven dependibility.
  • Rigid tailboom speeds construction, maximizes strength.
  • Stable tricycle landing gear (taildragger or floats optional).
  • Airspeed indicator, Altimeter and Temp Gauges.