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The L'il Buzzard
L'il Hustler Ultralight Aviation is pleased to
announce the production of it's 100 th
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Empty Weight: |
525 lbs. |
| Gross Weight: |
1200 lbs. |
| Wing Span: |
33.6 ft. |
| Wing Area: |
172 sq. ft. |
| Engine: |
582 Rotax |
| Cruise Speed: |
80 m.p.h. |
| Stall Speed: |
30 m.p.h. |
| VNE: |
123 m.p.h. |
| Construction: |
Steel Tube,
Fabric |
L'il Buzzard two place ultralight trainer "Miss
Behaving." The L'il Buzzard was first introduced in 1990. The original
design was a compilation of a number of "need to have" items, found on
a variety of ultralight trainers on the market at that time.
There were a several reasons for the design and introduction of
the L'il Buzzard. The first was cost, the second was durability, and
the third building times and ease of maintenance. Dave Loveman owner
of L'il Hustler Ultralight aviation has been serving the ultralight
aviation community full time since 1978, first as an ultralight
aircraft engine repair station, and then as an ultralight flight
instructor. During that time a number of craft have been used by L'il
Hustler Ultralight aviation for flight training. These include the
Quicksilver MX, Rotec Rally, Skyseeker, Quad City Challenger, Beaver,
, Bushmaster, Avid Flyer, Rans, CGS Hawk, Chinook, Buccaneer, Carrera,
Explorer, Zephyr, Merlin, Kitfox, and Sea Rey.
While most of these craft were or are still excellent aircraft for
private ultralight pilots and owners, they all fell short in a number
of areas when used as ultralight flight trainers. Specific areas of
concern were landing gear, control systems, Canadian pilot comfort,
ease of repair and performance.
| Working closely with a fellow ultralight pilot and
builder Ted Van Erp of London Ontario, L'il Hustler ultralight
aviation introduced a plane to the Canadian ultralight community
based on the conventional "Cub design" only in a side by side
seating configuration.
To better fit the training environment adjustable seats were
used so that pilots of different sizes could be seated
comfortably. The original L'il Buzzard was widened from 38 inches
to 41 inches, when it was found that two pilots, with winter
clothing were "snug" in the cabin. |
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| It was decided that dual controls were favoured
over a center mounted stick. This gives the student a complete
sense of control while flying, and yet allows the instructor to
"fly along and feel what the student is doing."
To add to student pilot comfort an adjustable left hand stick
was added, to accommodate for different arms lengths and seating
positions. |
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| Three throttle controls let students fly using a
left hand stick and right hand throttle arrangement, or a right
stick and left hand throttle. This allows training of pilots
owning and flying other aircraft such as the Kitfox which has a
center throttle, and left stick or a Buccaneer SX which is left
hand throttle and right stick.
The three throttles are connected under the dash to a throttle
control linkage, pilots can remove any two of the three throttles
if desired. |
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| An in cabin trim located in the center section of
the upper cabin area was introduced when it was found that
continuous pilot input on long distance flights contributed to
fatigue.
An adjustable horizontal stabilizer was added and the fuselage
lengthened, to allow the use of the 912 series of engines. |
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With the introduction of the 582 and
912 engines the engine cowl was changed so that the cowl "gull
wing doors" were offset to allow changing spark plugs, checking
the radiator and fluid levels without
having to remove the front cowl. The cowl was also designed so
that pilot's could work on the underside of the engine and exhaust
without having to remove it.
At the same time an adjustable radiator kit was introduced to
allow the raising or lowering of the radiator, by use of a simple
hand crank located between the control sticks.
Pilot's can control the engine coolant temperature on hot or
cold days. Raising the rad increases the engine temperature, while
lowering it cools the engine.
This proved to be an added advantage when a cabin heater was
installed. The additional cooling supplied by the heater lowered
the engine temperature - but with the adjustable radiator system
the pilot can "dial in" the engine temperature for optimum comfort
and performance.
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 I t
was decided that wing tanks would be used eliminating the
spillage of fuel into the cabin area, or gas venting into the
cabin.
The use of wing tanks also allowed for the installation of a
very simple site fuel gauge.
To ease filling the fuel tanks, a step was added to the landing
gear, letting the pilot support himself when filling the tanks.
|
 In
1997 an additional lifting support was added to the rear of the
plane so that the pilot can lift the tail from either side of the
craft to move it around or two people ,
a student and instructor can both lift.
A handle was also added to the rudder to allow for the pulling of
the plane back into it's hangar or parking spot. Tie down rings
were also welded into the front struts, and a lifting ring added
above the cabin.
With the ring the L'il Buzzard can be lifted on it's C of G
for installation of floats or repairs.
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 To keep costs down and simplify float installation the L'il
Buzzard uses it's main landing gear for the front float mount,
and comes with rear mounting brackets welded into the fuselage.
Once installed the floats take only 10 minutes to remove or
re-install. |
 
The L'il Buzzard has two storage areas behind the seat. The first
area directly behind the seats has been used to store two full
five gallon cans of fuel for a 1200 mile cross country trip.
The second area allowed for the storing of a sleeping bag,
tent, tie downs, tool kit and supplies for the trip. |
| Over 80 % of the L'il Buzzard is
straight 4130 chromoly steel tubing. This includes the struts,
jury struts, and aileron control system linkages push pull
tubes, which are located out in the open for inspection, repair,
and maintenance. The rudder and elevator cables are conventional
aircraft size.
The wing uses aircraft grade aluminum D cell construction with,
aluminum spars and ribs - NO FOAM
or WOOD is used in the L'il Buzzard structural fuselage or wings.
The fuel tanks are also metal. The wing tips and engine cowl are
fiberglass with aluminum gull wing doors.
The landing gear bungees are the same used on a conventional
"CUB." The radiator used with the Rotax series of engines is from
a Volkswagen. The windshield and doors are just a flat piece of
lexan which takes it shape when bolted to the airframe.
When installing a Rotax engine NOTHING needs to be changed on
the engine it bolts directly to the motor mount. The only welding
that
 needs
to be done is to fasten the muffler attachment brackets and spring
hooks to the exhaust system.
The L'il Buzzard comes built ready to be painted. The doors,
windshield, and rear tear drop windows are already installed. The
fuselage and wings are completely built and covered ready to be
primed. The control system, control tubes, control cables are
already installed.
If you are doing you own engine installation the front cowl is
supplied but not drilled. The owner drills it after installing the
engine. |
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