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Hawk International GafHawk 125

Ameco-Hawk Internarional 7 GafHawk 125

 

  Gafhawk-125

 

The Hawk GafHawk ("General Aviation Freighter") was a small, turboprop-powered freighter aircraft developed in the United States in the 1980s but which only flew in prototype form. The first flight was on 19 August 1982.

 

The GAF-125 was developed by Hawk Industries Inc. from Yucca Valley, CA. This company specialised in equipment and tools for the off-shore oil industry, and was looking for a more efficient way to transport their products all over the country. Road transport was too slow most of the time, and loading their large and unusually-shaped products onto conventional aircraft often posed many expensive and time-consuming problems.

 

And so in July 1977, the president of the company, Ernest "Ernie" Hauk (not Hawk!), together with designer Larry Stewart, initiated the development of a freighter aircraft that was to overcome these problems. The design was named the GAF-125 GAFHawk, with GAF meaning General Aviation Freighter. The name later changed to GAFHawk 125. The design would have to meet many demands: rear loading door for easy on/off loading, STOL capability for remote airstrips, square-section fuselage for maximum loading efficiency, single engine to lower maintenance time and cost, single-pilot operation etc.

 

It was designed to be simple, rugged, and have good STOL and rough-field performance. The resulting design was a boxy aircraft with a rectangular-section fuselage with a high-set tail and rear loading ramp. The high aspect-ratio wings were high-set and braced with stuts. The landing gear was fixed and of tricycle configuration, with the main units having dual wheels.

 

The company obtained 1956-built Piper PA-22-150 Tri-Pacer N6911B (msn 22-4186), which was almost completely disassembled in the workshops of Hawk Industries' Aircraft Division on Aviation Drive, at the small airport in Yucca Valley, California. The little aircraft was then rebuilt, but in an extensively modified form. It was made to look like a miniature version of the GAFHawk design, to serve as a small scale flying testbed for the GAFHawk's development. The aircraft was appropriately named the MiniHawk, and first flew in 1978.

 

Looking like a miniature version of the actual GAFHawk, this little aircraft served as a flying testbed for the GAFHawk's development. It is now preserved at Roy Williams Airport in Joshua Tree, CA. Photo taken by AirNikon in May 2004.

 

Based on the lessons learned from the Minihawk, an actual GAF-125 prototype was built, and registered as N101GH on 9 December 1981. This much larger aircraft made a successful first flight on 19 August 1982, powered by a Pratt & Whitney PT6A-45R turboprop engine.

 

The aircraft division of Hawk Industries was later renamed to Hawk International. Initially they were fairly successful in selling the GAFHawk, but by 1983 the certification process had become exceedingly difficult. Some suggest foul play by certain parties. By 1989 the prototype still hadn't been fully certificated, although by then 20 firm orders had already been received, as well as options for another 93 aircraft once certification would have been obtained. And despite grave competition from the Cessna 208, there were even plans to develop larger as well as smaller versions of the aircraft. But in 1990 Hawk Industries gave up. Full certification was never obtained, and production was never started. Prototype N101GH remained the only GAFHawk 125 in existence.

 

 Gaf-spec

 

Development of the GAFHawk prototype initially stalled by late 1983. Flight testing had been completed, but Hawk Industries continued to have serious problems with certification by the FAA. The deal was that the FAA started requiring testing far beyond what would have been considered normal.

 

  Gafhawk-PT6

 

Finally Ernie Hauk started to work with PZL in Poland to build the aircraft there, for the eastern European market. PZL was interested, but negotiations fell apart after they had developed the mount to put their ASz-62IR radial engine on the airframe. PZL did produce one such mount, which was shipped to Yucca Valley, but eventually Ernie Hauk never used it. Negotiations stalled and PZL lost interest. In 1990 the cost estimate to complete certification and preproduction exceeded 20 million dollars, and Ernie gave up completely on certifying and producing the GAFHawk. The PT6 turbine engine was sold and the aircraft was parked engineless at Yucca Valley.

 

In 1991 Bill Michel lost a DHC-3 Otter (N338D msn 338) in a forced landing, following an engine failure. When he was looking for a replacement aircraft he found the GAFHawk. Bill immediately saw its cargo- and short-field capabilities as a really good answer to the type of flying he did, and in January 1992 he struck a deal with Ernie Hauk to buy the plane, reportedly for "the price of an Otter" without an engine. The deal included that Bill would buy a new PZL engine, complete the install, and he would own the aircraft. Hawk maintained the manufacturing rights. Bill worked the aircraft for about four years with the legality of commercial operation being questionable. Work was started at Yucca Valley to get it ready for flight, and Wild Bill personally installed a brand new PZL radial engine, using the mount that PZL had built for Hawk Industries years earlier and that had not seen any use yet. The first engine Bill used was a factory-new 1,000 hp PZL power plant, bought from MELEX in the USA.

 

The GAFHawk was originally powered by the 893kW (1,198shp) PT6A-45R turboprop, but in 1992 this was replaced by a Polish-built 853 kW (1,145hp) PZL-Kalisz ASz-62IR-M18/K9-BB radial engine, fitted with a big four-bladed prop.

 

With most of the work done, Ernie and Bill signed the bill of sale on 5 June 1992. N101GH however remained registered to Hawk Industries Inc. for practical reasons.

 

A few weeks later, on 28 June 1992, Bill was due to depart Yucca Valley for Sterling, Alaska, which was his home base at the time. The GAFHawk was parked out in front of the hangar, all ready and loaded heavy for the long flight to Alaska, when early that morning, at 04:57 local time, the very powerful 1992 Landers Earthquake struck almost exactly below Yucca Valley. The quake was a hefty 7.3 on the Richter scale, and its epicenter was only 14 km (8.5 miles) due east of Yucca Valley airport. Seismic waves rippled the ground vertically for several long seconds, as if the ground were water, causing the heavy GAFHawk's left main gear to collapse. The damage took three days to repair, and Bill finally left Yucca Valley for home on 2 July 1992.

 

During Bill's operations in Alaska, his original PZL engine was giving him some problems. To solve this he went to the PZL-Kalisz factory in Poland in 1993, and bought a brand-new 1,145 hp PZL ASz-62IR-M18 engine. He had it crated and shipped to Alaska, where it replaced the less powerful radial he had bought from MELEX the year before.

 

  Gafhawk-PZL

 

Bill flew the GAFHawk for only a few years. By 1996 he had run into difficulties with the FAA and the aircraft was grounded and placed in storage at Sterling, with less than 270 hours total time on the airframe, and only about 90 hours on its new engine. Bill incorporated his company All West Freight Inc. in August 1997 (but the GAFHawk remained his personal property), and he eventually moved his business from Sterling to his new All West Airport near Delta Junction. He received a permit for his GAFHawk for one ferry flight only, and on 6 October 2002 he flew his rare aircraft out of Sterling to Delta Junction, where it was again placed in storage.

 

In 2006, N101GH was still registered to Hawk Industries Inc., Yucca Valley, CA, despite having been owned by Bill Michel for 14 years already. However, its registry status was "Undel Tri" (Undeliverable Triennial), which at that time meant that an Aircraft Registration Report, sent by the FAA once every three years, was returned by the Post Office as undeliverable.

 

The FAA finally grounded the airplane in a unique fashion. The airplane is ok to fly, but Bill can not fly it himself, nor direct its operation by court order. The penalty for noncompliance is forfiture. That is why, in 2007, it was sitting.

 

Bill ground-ran it in 2004 and 2008, but other than that the aircraft saw no activity at all during these years.

 

By late 2009 Bill Michel hadn't been able to make use of his airworthy GAFHawk in any way for about 13 years. It was then that he finally decided to part from it. He agreed to sell it to Jon Anderson, and the purchase agreement was signed on 9 December 2009. The aircraft hadn't flown since its ferry flight in 2002, and needed quite a bit of work to get it back in the air again. Jon reported:

 

I serviced the engine, cleaned the spark plugs and magnetos, greased everything, changed out all the windows, did some sheet metal work on some storage damage, rebuilt the brakes, cleaned many components. Had to buy tires, rebuild the landing gear, address prop issues, and buy a new oil cooler. Some of the control cables had stretched and their tension was gone. Still have some work to do, the fiberglass fuel tank needs attention, there are little squawks here and there, as well as the extensive avionics need a massage.

 

And then, on 27 March 2010, the unique GAFHawk took to the air again, for the aircraft's first flight in almost 8 years. It was a single short test flight, with "Wild" Bill Michel at the helm and Jon in the right seat as an observer.

 

On 30 December 2010 the GAFHawk 125 N101GH was officially registered to Jon's name.

 

Variants:
GafHawk 125 - prototype and intended production version (1 built)
GafHawk 950 - enlarged version (not built)
TurboHawk 85 - twin-engine version (not built)

 

Specifications
Powerplant: 1 × Pratt & Whitney Canada PT6A-65B/R, 1,173 hp (875 kW) continuous
Prop: Hartzell 5 blade w/reverse
Length: 46 ft 11 in (14.30 m)
Wingspan: 71 ft 6 in (21.79 m)
Height: 18 ft 0 in (5.49 m)
Wing area: 493 sq.ft (45.8 m2)
Empty weight: 6,800 lb (3,085 kg)
Gross weight: 14,500 lb (6,577 kg)
Fuel capacity: 360 USG
Cruise speed: 138 mph (222 km/h)
Range: 824 miles (1,326 km)
Service ceiling: 18,000 ft (5,500 m)
Rate of climb: 920 ft/min (4.7 m/s)
Crew: Two pilots
Direct flight controls
Flaps: electric

 

 


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