Side-by-Side 2-Seater First Introduced
in '90
"Miss Behaving" is the 100th L'il Buzzard produced
since 1990, according to Dave Loveman, owner of ultralight manufacturer
L'il Hustler Ultralight Aviation Services. "The original
design," Loveman says, "was a compilation of a number
of 'need to have' features found on a variety of ultralight trainers
on the market at that time."
The original L'il Buzzard was first introduced in 1990, according
to Dave Loveman, owner of manufacturer L'il Hustler Ultralight
Aviation Services, located in Holland Landing, Ontario, Canada.
"The original design was a compilation of a number of 'need
to have' features found on a variety of ultralight trainers on
the market at that time," Loveman says.
"The first was reasonable cost to build and repair, the
second was durability, and the third, low building time and ease
of maintenance." Loveman based his list of desired features
on a wealth of personal experience. He says he 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." Loveman cites a long list
of ultralights and aircraft he has used for training, including
models of the Quicksilver MX, Rotec Rally, Skyseeker, Quad City
Challenger and Challenger II, Beaver, Bushmaster, Avid Flyer,
RANS Coyote, RANS Airaile, CGS Hawk, Chinook, Buccaneer, Carrera,
Explorer, Zephyr, Merlin, Kitfox and Sea Rey.
None (at least at the time) were the ideal trainer for Loveman's
needs. "Specific areas of concern," Loveman says, "were
landing gear, control systems, Canadian pilot comfort, and ease
of repair and performance." So he set about building his
own, the L'il Buzzard.
Working closely with ultralight pilot and builder Ted Van Erp
of Strathroy, Ontario, Canada, Loveman's company "introduced
the L'il Buzzard to the Canadian ultralight community," Loveman
says. The L'il Buzzard design was "based on the conventional
[Piper J-3] Cub design," Loveman says, "only in a side-by-side
[instead of the J-3's tandem] seating configuration." The
L'il Buzzard is a 2-place "Canadian ultralight" (1,200
pounds gross weight, stall speed no higher than 45 mph), according
to Loveman. The plane could also fit under FAA's proposed Light-Sport
Aircraft category.
Numerous design decisions were incorporated into the L'il Buzzard,
and improvements made over the years. "It was decided that
dual controls were favored over a center-mounted stick,"
Loveman points out. "This gives the student a complete sense
of control while flying, 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 different arm 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." Loveman explains that 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," Loveman says, "when
it was found that continuous pilot input on long flights contributed
to fatigue. "An adjustable horizontal stabilizer was added
and the fuselage lengthened," Loveman continues, "to
allow use of the Rotax 912 series of 4-stroke aircraft engines.
With the introduction of the Rotax 582 and Rotax 912 engines,
the engine cowl was changed so the cowling 'gull-wing doors' were
offset to allow changing spark plugs, and checking radiator and
fluid levels, without having to remove the front cowling. The
cowl was also designed so pilots could work on the underside of
the engine without having to remove it."
An adjustable radiator kit was introduced to allow the radiator
to be raised or lowered by using a simple handcrank located between
the control sticks. "Raising the radiator increases engine
temperature, while lowering the radiator cools the engine,"
Loveman explains. Thus, pilots can control the engine coolant
temperature on hot or cold flying days, which "proved to
be an added advantage when a cabin heater was installed,"
Loveman notes. "The additional cooling supplied by the heater
lowered the engine temperature, but with the adjustable radiator
position system, the pilot can 'dial in' the optimum temperature
for comfort and performance." The L'il Buzzard uses wing
fuel tanks to avoid potential fuel spillage in the cabin area
and also to avoid gasoline fumes venting into the cabin. "The
use of wing tanks also allowed for the installation of a very
simple sight fuel gauge," Loveman adds. "To ease filling
the tanks, a step was added to the landing gear, letting the pilot
support himself when fueling.
"In '97, an additional lifting support was added to the
rear of the plane so the pilot could lift the tail from either
side to move it. A handle was also added to the rudder to allow
the plane to be pulled into a hangar or parking spot. Tie-down
rings were also welded into the front struts, and a lifting ring
added above the cabin. With the lifting ring, the L'il Buzzard
can be lifted from its center of gravity point for installation
of floats, or for repairs."
The L'il Buzzard uses its main landing gear for the front float
mount "to keep costs down and simplify float installation"
Loveman says, and it comes with rear mounting brackets welded
to the fuselage. "Once initially installed," Loveman
says, "floats take only 10 minutes to remove or reinstall."
Loveman indicates that "more than 80% of the L'il Buzzard
is 4130 chromoly steel straight tubing, including the wing struts,
jury struts and aileron control system linkage push-pull tubes,
which are located out in the open for inspection, repair and maintenance.
And 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. And the wing tips and engine cowling are fiberglass,
with aluminum gull-wing doors.
"The landing gear bungees are the same as on a conventional
J-3 Cub," Loveman notes. The windshield and doors use a flat
sheet of Lexan® plastic, taking their final shape when bolted
to the airframe. The radiator used with the Rotax engines is from
a Volkswagen, according to Loveman.
"The L'il Buzzard comes built, ready to be painted,"
Loveman concludes. "The doors 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
and control cables are already installed."
Price for the L'il Buzzard (excluding engine) is $16,995 in
Canadian dollars (approximately $11,250 U.S.) For that price,
it is completely built, Loveman points out, noting that many owners
are fitting 4-stroke auto conversion engines to the plane. Loveman
says his company is building and selling "about 15 L'il Buzzards
a year."
Buzz Chalmers
Info: L'il Hustler Ultralight Aviation Services, 92 River Road,
PO Box 1710, Dept. UF, Holland Landing, Ontario, Canada L9N 1P2.
Phone: (905) 836-7588 * e-mail:
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In preparation for new business that the company expects
to come from the proposed Sport Pilot/Light-Sport Aircraft rules
and standards, Lockwood Aviation Supply is expanding their aviation
after-market facility in Sebring, Florida. The expansion should
be complete by early April, according to company president Phil
Lockwood.
