Sheet 1.

• We are shortening the fuselage 6” (3” D to E and 3” E to F).  This will improve CG and save weight.  This is not critical if you’ve already progressed beyond this point.

• Eliminate tail doubler.  Replace with 4 pcs. .040 (see stab/tailspring doubler  sketch)

• See sketch for seat belt and shoulder harness.

Sheet 2.

• All views of bulkheads are aft looking forward.  Bulkhead “F” tabs bend aft.

• Most flange and tab directions are not critical to the structure.  If you make a mistake, make the best of it.

Sheet 3.   No significant changes.

 Sheet 4.

• The thickness of material for the top and bottom angles on the nose and aft ribs is changed to .020 from .025 and remains 6061-T6.  

• Install access hole for upper LG bolt and spar attach fittings.  This 3½” hole is through the center section outboard rib doublers.

Sheet 5.

• Omit ¾ x ¾ x .063 angle stiffener at LG.  Replace with ½ x ½ x ½ x .020 channel stiffener (typical of others).

• Install ¾ x ¾ x .063 aileron vertical spar brace and 1/8 x 3/4 spacer (see sketch)

• Shorten 1 x 1 x 1/8 carry thru cap to 14”.

• Move same cap to front side of carry through.  Stick is now forward of spar.

• Rib spacing on the wing center section right side from the outboard rib in is 8”-10”-10”.  This will bring the inboard rib in next to the fuselage.  The inboard nose rib will need to be shortened to allow for the 3/16” carry through.

• Center section rib spacing on the left side is 8”-10”-5”-5” (additional rib for step area).

• Rivet size on carry through should be AN470AD4-8.

Sheet 6.

• Wing skin lengths: the bottom aft skin should be 34¾, not 33 7/8.

• Omit the .020 hinge support angles.  Rivet hinges directly to the skins.

• The (2) ¾ x ¾ x 1/16 angles running from the bottom of “A” to “C” can be shortened to end at the spar cap bolts.

• The new dimension from “B” to spar is 14”.  Note: the following changes this effects:

•  Cutout in fuselage for controls is mirrored forward (stick is now forward of spar).

• Top spar support is 15½” long.

• Rear spar attaches to new “C1” (see sketch).  Final position to be determined by aft rib.

• A 1¼” hole through the carry through is required for the elevator pushrod.

Sheet 7.

• Rudder hinge (see sketch)

• Flute or notch stab and vertical fin ribs as necessary (note: rivet spacing 2” on all tail surfaces, except dorsal to vertical fin joint, which is 1”)

Sheet 8.

•  Elevator and rudder pushrods to be ¾ x .035.  We are looking into lighter rod ends and fittings.  Watch this page for further updates and availability.

•  New aileron bellcrank mount and position (see sketch).

• Rudder and elevator pushrods lengths adjusted for changes.

• Two additional drawings were included with the updates mailed on July 29 (see rudder bar weldment sketch and control tube weldment sketch).

Sheet 9.  No significant changes.

Sheet 10.

•  The pattern for the center wing nose skin is to be used for reference only.  As with other skins, make a template to fit before cutting your aluminum.

NOTE:  Form blocks for bulkheads will be available for rent from Hummel Aviation in the near future. Please e-mail us for more info if you are interested. 

(JUNE 2002 reference the updates mailed May 2002)

• On the page of the weight and balance, the pilot weight must be considered as a factor of the w & b. Pilots weighing over 190 lbs should consider building the UltraCruiser Plus.