hummel aircraft for sale

Hummel Aircraft For Sale - HUMMEL ULTRACRUISER - PLANS AND INFORMATION PACKAGES FOR HOMEGEAU WV SINGLE SITTING EASY IN BUSH ALL METAL PART103 ULTRALIGHT

- USB FLASH DRIVE BY POST - 14-45 DAYS - DEPENDS ON YOUR COUNTRY AND APPLICABLE REGULATIONS.

Hummel Aircraft For Sale

Categories: Full Metal Airplanes, Part-103 Airplanes, PLANS AND MANUALS, Single Seat Airplanes, STEEL AIRCRAFT Tags: FULL METAL, HUMMEL ULTRACRUISER, ONE SEAT, PART103, PLANS AND INFORMATION PACKS FOR HOME BUILDERS, SIMPLE, WANT, WANT,

Hummel Aviation Hummelbird N213td

The Hummel Ultracruiser (also called Ultra Cruiser and UltraCruiser) is an American amateur-built aircraft designed by Morry Hummel and manufactured by Hummel Aviation. The aircraft is supplied as a kit or as plans for amateur construction or as a ready-to-fly aircraft. The Ultracruiser is a development of the heavier Hummel Bird, designed to comply with US FAR 103 Ultralight Vehicles regulations, including a class maximum curb weight of 254 lb (115 kg). The standard empty weight of the aircraft is 249 lb (113 kg). The Ultracruiser has a low cantilever wing, a single-seat open or optionally closed cockpit that is 23.5 inches (60 cm) wide, fixed conventional landing gear or optional tricycle landing gear, and a single engine in a tractor configuration. The plane is made of aluminum sheet. Its 25 ft (7.6 m) span wing uses Harry Ribblett GA30-618 airfoils and has an area of ​​112 sq ft (10.4 m2). The aircraft's recommended engine power range is 28–45 hp (21–34 kW) and the standard engines are 37 hp (28 kW) 1/2 VW four-stroke engines. The construction time for the delivered set is estimated at 420 hours. By December 2011, 100 examples were completed and flown. General Characteristics Crew: One Length: 16 ft (4.9 m) Wingspan: 25 ft (7.6 m) Wing Area: 112 sq ft (10.4 m2) Wing: Harry Ribblett GA30-618 Weight: 249 lb ( 113 kg:) Gross weight 500 lb (227 kg) Fuel capacity: 5 U.S. gallons (19 L; 4.2 imp gallons) Power plant: 1 × 1/2 VW two-cylinder, air-cooled, four-stroke automotive conversion, 37 PS (28 kW) Propeller: 2-bladed performance Cruise speed: 60 mph (97 mph) km/h, 52 kn) Stall speed: 28 mph (45 km/h, 24 kn) Never exceeding speed: 95 mph (153 km/h, 83 kn) Rate of climb: 1,000 ft/min (5.1 m/s) Wing loading : 4 .5 lb/sq ft (22 kg/m2) Long-endurance UltraCruiser Pleasure Aircraft A gift from the design of DAN JOHNSON, the UltraCruiser was born under rather unusual circumstances. Its designer, Morry Hummel, was not a young engineer with a passion for flying ultralights. On the contrary, Hummel is one of the pioneers of aviation with many years of experience. His story identifies how he found the time to create the UltraCruiser and specifically why the Ultralight is called the UltraCruiser, God's gift. Hummel wrote: "Crode my miniMAX on July 19, 1995. I lost my right leg below the knee, my left leg was badly broken and my face was broken. My teeth were wired for 10 weeks and I was put through a tube and my stomach. "After being in the hospital for 5 months, I had time to think. God spared my life for a reason. The UltraCruiser is called a godsend because I am only 85 years old and flying again. I found it an inspiring story. Surely most pilots who reached the age of 85 would have put up their wings and retired to a seat. An 8-year-old who is still flying after surviving the seriousness, which Hummel described, one could be forgiven for parting with the joy of flight. But to survive such a horrific accident, design a new plane and then fly again proves that Hummel is much more than your average pilot. Resigning and retiring was clearly not the path Hummel decided to take. Hummel is also known to use VW engine conversions. Long before the Rotax 4-stroke became available, VW engine conversion used light aircraft. Often these modified powerplants use only half the cylinders of the popular small Volkswagens. In July '02, Terry Hallett purchased Hummel Aviation from Morry Hummel and his wife, who started the business. Hallett says he set out to update the drawings, and ended up buying the company. Still, "Morry comes in every day," says Hallett. If half a VW engine uses the UltraCruiser, it can use 28-37 hp. Our test plane's engine produced 37 hp. I'm told it burns about 2 gallons per hour, making it one of the most fuel efficient engines you can get in an ultralight. Although these engines lack the favorable power-to-weight ratio of 2-strokes, 4-strokes have great appeal to many pilots. Their noise is lower and lower in decibels than most 2-stroke engines, The fuel economy is significantly better and ecological reasons favor a 4-stroke engine compared to a 2-stroke engine. Today, Scott Casler manufactures Hummel's modified engine at a different location than Hummel Aviation. The VW conversion is a Hummel creation, now built by another company. More information about this engine can be found in the "Hummel VW Engines" sidebar. I was aware of the Hummel Bird design, which had long been associated with Morry Hummel. Conditions prevented me from flying one of the fascinating small planes before, but when factory assistant Jon Jacobs brought UltraCruiser to Florida South Lakeland Air Park, I was ready. Jacobs patiently gave me a pre-flight review of the Ultralight and gave me an estimated flight quality that proved true. Later in this story I will add some of Jacobs impressions of the machine. Spin Her Up I have to install either a pull start or an electric start, even if it means not flying under FAR Part 103. My fingers and hands are too important for me to lose them in a botched propeller launch. I have done these initiations and they are not particularly difficult. But like all pilots, I make my share of mistakes. Why should I risk my precious numbers just to start the engine? I try to avoid it now, although I accept such a start from someone who does not care about the threat. Jacobs pulled a prop for my flight. For the UltraCruiser to stay in Section 103 with its 4-stroke engine, traction or electric start is simply not possible. You have to judge for yourself whether the hand support is acceptable. While it was running, I remembered some Half VW experiences I've had over the years. It lacks the "big engine" sound of more powerful powerplants, but is audibly different from any 2-stroke. It also differs from the Rotax 912 series, which spins at almost double the RPM. I really enjoyed flying this engine. At one point, after the recording on air, the notes say that I removed all ear protection and was surprised by the quiet results. It simply sounded like a low-revving VW Beetle engine and was a pleasant change from the 2-stroke whine or the higher RPM sound produced by the Rotax 912 series. Compared to the Rotax 582 with its 65 hp or even the Rotax 503 with its 50 hp, the 37 hp Half VW - the most powerful of the Hummel 2-cylinder power plants - sounds quite weak. Even the Rotax 277 with its single cylinder produces 28 hp and the lightweight 2si engine produces almost the same power with much less weight. However, I found the UltraCruiser to be quite quirky in performance, and others I cite later in this article echo my sentiments. Before I discovered the power capacity of the Half VW, I studied the airport. The UltraCruiser is an unusual ultralight built entirely from metal. Although rare in ultralights, aluminum is an excellent way to keep weight down. Metal also lasts a long time, and we know a lot about aluminum, so monitoring its lifespan is pretty easy. The disadvantage of metal processing is the construction time and complexity. Not many try it, but those who do should be very happy with the finished product. I found the UltraCruiser roomy enough for my average frame, but taller people can look into the UltraCruiser Plus, even though it doesn't fit the Section 103 weight restrictions. Once inside, you are surrounded by shiny metal. Taxi steering is quite accurate with the rear wheel and the UltraCruiser braking was more than enough. The brakes are differential to allow tighter steering and are used with stock brakes. These are not my favorite as I prefer toe brakes (the old Cessna ways are probably dying) but they work without a problem. Your feet simply slide on the metal surface from the inside, so the heel brakes were easy enough to use. Steering is done via a foot bar, i.e. a fixed bar that rotates like the things you did as a child. Some pedal extensions - unlike little kids on their first trikes so they can reach the pedals - made the swivel feel great.

Hummel aircraft, hummel ultralight aircraft, hummel ultralight aircraft for sale, hummel h5 aircraft, hummel bird aircraft, hummel h5 aircraft for sale, hummel floor sander for sale, hummel bird aircraft for sale, used hummel aircraft for sale, hummel aircraft engine, hummel aircraft kits, aircraft tugs for sale