L'il Buzzard, Miss Behaving basic ultralight aircraft, in Canada.

 Light Sport Aircraft Parts and Information

1895 10th line east of Hwy 11
Bradford Ontario

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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 has been serving the ultralight aviation community since 1978, first as a source of information on Rotax engines and repairs and as an ultralight flight instructor.

During that time a number of craft have been used 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, an aircraft was designed 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. 

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.

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.

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.

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.

It 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.

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.

Lil Buzzard, Lil Hustler, Lil Hustler SS - two place ultralight trainers, built to be tough, reliable and easy to maintain.

With the sexiness of a Kitfox, the strength of a Merlin, at the price of a Challenger

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1895 10th line east of Hwy 11
Bradford Ontario


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