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Hurricane

Phone: (503) 678-5740

Aurora, OR 97002 - USA

Hurricane Company – Hurricane

By Dan Johnson || March 30, 2004 Leave a Comment

You can't find as many bargains in ultralight flying as you once could. Increasing sophistication of ultralights has, with economic factors, driven up prices. The Hurricane offers 1994 pilots a good deal, however, with prices in the $7,000 range for a complete, bolt-together kit. These days, that's one great price! The Hurricane is a derivative design, owing its shape to aircraft like the Avenger, Phantom, and Mirage. Company owner Don Eccker has made numerous changes to the plane and a modern Hurricane has become its own airplane. Eccker was long associated with the popular Avenger which eventually left the market. He filled the gap with his Hurricane. Eccker and his staff reveal a fine attention to detail coupled with a love of flying. This shows readily in the Hurricane. The plane boasts very responsive handling which still imparts a feeling of solidness. Performance is good enough that Eccker performs exciting aerobatics with great competency. Hurricanes have a racy look, thanks to Eccker's personalized touches. The Hurricane is a hotter design, for those pilots who have a few hours in the logbook flying more docile machines. Using full span flaps and +8, -5G load capability, you get snappy handling, performance, and strength that don't agree with the plane's low pricetag. That you can build a Hurricane in 60-80 honest hours is a great plus. Full Review in Sep. '92

You can’t find as many bargains in ultralight flying as you once could. Increasing sophistication of ultralights has, with economic factors, driven up prices. The Hurricane offers 1994 pilots a good deal, however, with prices in the $7,000 range for a complete, bolt-together kit. These days, that’s one great price! The Hurricane is a derivative design, owing its shape to aircraft like the Avenger, Phantom, and Mirage. Company owner Don Eccker has made numerous changes to the plane and a modern Hurricane has become its own airplane. Eccker was long associated with the popular Avenger which eventually left the market. He filled the gap with his Hurricane. Eccker and his staff reveal a fine attention to detail coupled with a love of flying. This shows readily in the Hurricane. The plane boasts very responsive handling which still imparts a feeling of solidness. Performance is good enough that Eccker performs exciting aerobatics with great competency.

Hurricane Company – Hurricane II

By Dan Johnson || March 30, 2004 Leave a Comment

Fun people and fun planes probably always went together, but when you run into the Hurricane staff, you'll better understand the combination. The Southern California manufacturer and crew apparently enjoy what they're doing. They smile a lot and want to go fly their Hurricanes at the drop of a hat. All that pleasure shows up in an airplane that's fun to buy, build, and fly. Flying may be the best part. The Hurricane, deriving as it does from solid predecessors like the Phantom and Avenger, has refined the special form of ultralight flying to an art form. The Hurricanes typify ultralight aircraft to many folks, both pilots and first-airshow spectators. Open but protected from the wind by a high quality fairing and screen, the Hurricane preserves that wide-open feeling that gives the comfort of an enclosed cabin. Though the handling is snappy enough for factory pilots to put the Hurricanes through some aerobatic paces, they also fly with well behaved manners. Easy and completely conventional control systems are one of the more endearing qualities of all the Hurricanes. That boss Don Eccker and his group made their two seater fly nicely as well confirms their understanding of this venerable design shape. Maybe the best news about Hurricanes involves the low prices. Value conscious buyers will delight in single place machines for $7-8,000, complete with engine. These aren't stripped-down aircraft; they come with many of the most desirable features as standard. The Hurricane II sells for $11,500 with the liquid cooled 582, a bargain price for a quality two seater. Eccker and the Hurricane team have created a great-flying two seater version of their popular single seater. Hurricane was featured in the November 1994 and September 1992 issues.

Fun people and fun planes probably always went together, but when you run into the Hurricane staff, you’ll better understand the combination. The Southern California manufacturer and crew apparently enjoy what they’re doing. They smile a lot and want to go fly their Hurricanes at the drop of a hat. All that pleasure shows up in an airplane that’s fun to buy, build, and fly. Flying may be the best part. The Hurricane, deriving as it does from solid predecessors like the Phantom and Avenger, has refined the special form of ultralight flying to an art form. The Hurricanes typify ultralight aircraft to many folks, both pilots and first-airshow spectators. Open but protected from the wind by a high quality fairing and screen, the Hurricane preserves that wide-open feeling that gives the comfort of an enclosed cabin. Though the handling is snappy enough for factory pilots to put the Hurricanes through some aerobatic paces, they also fly with well behaved manners.

HKS Hurricane Hauler

By Dan Johnson || January 10, 2004 4 Comments

WELL-GAUGED - With the interesting reflection on the big windscreen, the Hauler appears to be an airliner with gauges everywhere. Mike Kern did a beautiful job on this instrument panel, with plenty of information available to the pilot.

SAFETY FIRST - With a sturdy 4-point harness for the pilot and a parachute for both pilot and plane, this Hurricane Hauler was very comforting to fly. With the added weight and speed, this single-seater can't be operated under FAR Part 103.

CABLE CLUTTER? - You may see lots of cables in this view, but these wires are still far smaller than struts and provide more strength according to design experts. Note the beefy tire and landing gear leg.

DUAL TANKS - With the somewhat heavier 4-stroke engine hanging off the front, more weight aft was beneficial to balance. One irony of all that fuel is that the HKS engine uses less gas than a Rotax 503 or 582.

CAMO TAIL - Some buyers might see value to the camouflage coloration, though at airshows more visibility is better. The big tail of the Hurricane has always given it extra directional stability.

SPORTING CHANGES - The latest HKS 700E 4-stroke engine configuration on the Hurricane Hauler has straight rear-mounted carbs, Type 5 exhaust and a relocated engine electronics package. "We are testing the wide-blade 'Maxi' Sport Prop on the HKS engine with good results," says HY-TEK Hurricane owner Mike Kern.

Last year, the 60-hp HKS 700E 4-cycle engine burst on the ultralight scene with more impact than I've noted since Rotax established itself as the engine of choice for ultralight enthusiasts. Among those embracing the new designed-for-light-aircraft powerplant was HY-TEK Hurricane, manufacturer of the Hurricane brand. In the years since Mike Kern took over the Hurricane, he has shown savvy about the ultralight marketplace. He was able to see where he could enlarge his potential customer base, and his quick acceptance of the newly-available engine proves this. Despite years of good success with high power-to-weight ratio 2-stroke engines, lots of would-be ultralight buyers remain unconvinced. A Hurricane with a 4-stroke gives HY-TEK the chance to appeal to those buyers and more. In addition to ultralight enthusiasts looking for more, Kern sees a market in those hordes of Cessna drivers who want something different. A new Hurricane with the HKS 700E fitted is priced below all but the most worn-out general aviation planes, and can be more fun than operating a heavier aircraft that was built as a transportation device rather than a joy machine. The HKS-powered Hurricane Hauler will not qualify as a Part 103 ultralight by a fairly wide margin (our test plane was more than 100 pounds heavier than the 254-pound Part 103 single-seater weight limit, Kern indicates). Reinventing the Powerplant I looked at five companies fitting the HKS 700E engine; all described the installation as challenging. Of course, they were breaking new ground, and followers now benefit from their early trials. No doubt exists, however, that the 50-hp Rotax 503 dual carb 2-stroke that comes standard with the Hurricane Hauler model is simpler in many ways. A Rotax 503 has no liquid-cooling system, is usually ordered without electric start, and is lighter. The HKS 700E has cooling systems, has electric start, and is heavier. Every 4-stroke engine has more parts in it than a 2-stroke. Parts cost money to fabricate, and they demand more attention to maintenance. As compensation, the maintenance cycles of 4-stroke engines are longer. When contrasted to a Rotax 503, the HKS 700E indeed offers more power. "You may see a couple miles an hour more speed, but possibly not as much climb," reports Kern. These observations relate to the evaluation plane before modifications (see "Postflight HKS Evaluation" sidebar). Kern recognized the extra weight - compared to a Rotax 503 with pull starting - uses up some of the extra power the HKS engine offers. Like the popular 81-hp Rotax 912 4-stroke, an HKS 700E will sip fuel more sparingly, and makes a lot less racket. Not only does total noise seem less, the 700E does not express itself with the higher-pitched whine of a 2-stroke. And since the broad torque band encourages lower engine speeds, even total noise is lower. As I did with other HKS-powered planes, I removed my ear protection for a listen in the Hurricane Hauler. I was surprised at the relative quiet. Of course, hearing protection is still recommended, but the HKS takes a good step toward significant noise reduction. "The HKS produces a lot more torque than the 503," observes Kern. "This engine will pull [the Hurricane] at only 4,500 rpm." For ultralight enthusiasts with an eye to frequent cross-country flights, the Hurricane Hauler may be highly appropriate. Those who concentrate on local flying may find the 50-hp Rotax 503 or 65-hp Rotax 582 aircraft satisfy their needs amply, and the price tag will be lower. Big Boy Toy Closely comparing the Hurricane Hauler fuselage with the "standard" Hurricanes, you'll note the two tubes that triangulate aft from the nosewheel are bent outward toward the point where your hips are located. In the Hauler cockpit, this creates a large seating area. I had lots of room on each side, and this affected the seats and seat belts. I used up most of the adjustment in the 4-point pilot restraint system. And I found myself wanting to push against both rudder pedals simultaneously in order to better shove myself back into the seat, which lacks adequate lumbar support for my body. I felt kind of tiny in the big cockpit. Many ultralight pilots will rejoice in finally having some literal elbow room. Since some ultralighters evidently enjoy big meals on regular occasions, HY-TEK is right on the money with the bigger Hurricane Hauler cockpit. Securely positioned for flight, it was time to see how the 4-stroke magic affected actual operations. The electric start HKS 700E fires up easily with the push of a button (or turn of a switch). Instantly, the engine sounded like it had been running for a comfortable period. It revealed none of the protesting after start-up that is often associated with 2-strokes. Taxiing the Hauler is identical to the 503- or 582-powered versions, and this is good. Hurricanes all boast highly effective nosewheel steering, and the heavier HKS engine up front assures the nosewheel has good traction. Since this Hurricane Hauler did not have the sewn-in skylight windows, I had to spin around at the end of the runway in order to check thoroughly for incoming traffic. I encourage getting the skylight windows; for a paltry $200, your world opens up significantly in the Hurricane. The plastic inserts have been used for years without problems, and the only way to get them is to have them sewn-in at the time the wing sails are manufactured. Fire-walling the HKS didn't produce the instant revs of a 2-stroke, so I didn't bolt down the runway like a 582-powered Hauler would have. Nonetheless, the power felt like a luxury car with a hefty engine. The acceleration was smooth and convincing, and it just kept going, it seemed. I left the ground in a very controlled fashion, and I was tempted to keep pulling aft on the stick. (I did not do this, of course, but I'm describing the feel of all that additional torque.) Flying the HKS-Hauler "You won't like it!" isn't the way I start off many of my "Ultralight Flying! Pilot Reports," especially not when it's the company owner telling it to me. However, that's what Hurricane boss Mike Kern said. He knows I like very lightly loaded ultralights, and this machine wouldn't feel nimble like most of his Hurricanes. He was right and he was wrong. True, the HKS-powered Hurricane felt more ponderous in all flight regimes, but it's still lighter than a Piper Cub. In return for less-agile response, I found the usual 4-stroke values comforting: lower noise, less vibration and better fuel economy. To many buyers, these advantages far outweigh the slight reduction in engine and control response. Hurricanes follow the long-time tradition established by the Phantom when it was produced by a Connecticut company back in the early days of ultralights. That brand popularized full-span ailerons to our segment of flying, and it won admiration for its aerial agility. You should understand that those were times when the ultralight sales leader, Quicksilver, used spoilers on the wings that were operated by the rudder pedals. The spoilers didn't do much, and working them by pedals made conventional pilots screw up their faces in looks of confusion. Most ultralight designs today make good use of ailerons, and the lead enjoyed by Phantom - and therefore Hurricane - is not as significant as it once was. Nonetheless, Hurricanes haven't lost a thing in the handling department; it's merely that other brands have caught up. In the air on a typical day with some convective movement, I was also reminded why I don't mind cable-braced aircraft. The Hurricane - any Hurricane - feels solid as a rock. Without wing struts, the design actually has less drag and it can be kept lighter. While struts may be the better choice on a Cessna and many other general aviation designs, pilots who frown at cable-bracing should reconsider. Struts on very light aircraft add unnecessary weight and impart a more flexible feel. Yes, you read that correctly. Cable-bracing has long remained a highly satisfactory way to construct an ultralight, even if they visually look "busy." The standard Hurricane is rated at +7 and -5 Gs, the Hurricane HP Clipwing is +8 and -6 Gs, while the Hurricane Hauler is +6 and -4 Gs. These are some very tough airframes. Nonetheless, some buyers seem to prefer the look of struts - hence the ultralight brands that now use them. But cables will do more work for less weight and less drag. This has been patiently explained to me enough times by aero engineers that I am a believer. You'll spend your dollars for the ultralight of your choice, but try not to look down your nose at the cable-rigged Hurricane. Broad-Shouldered Performance As I'd done in the other planes equipped with the 700E,1 I set the Hurricane Hauler to trimmed cruise flight at low engine revs. Then, without adjusting power, I slowly pulled back on the stick. With most 2-strokes - even the more potent 65-hp Rotax 582 - I've noticed the prop increasingly laboring with such control action. With the HKS 700E, I noticed hardly any change, handy when you want to adjust altitude gradually. Even for those who don't fly cross-country flights often, the HKS 700E's climb ability is noticeable on takeoffs and landings. During climbout, you may not require full power all the way to your chosen altitude. Backing off on the throttle may make your neighbors happier, as well as saving fuel and your own hearing. During a go-around, the HKS can't jump to maximum engine speed as rapidly as a Rotax 503, but it will haul the plane aloft in much the same way a 4-wheel drive vehicle pulls out of mud or snow: steadily and powerfully. Down at 4,500 rpm, Kern says he sees speeds close to 60 mph. Yet, when he gooses the 700E all the way, he finds top speeds above 90 mph. Sink rate in the Hauler is on the higher side of average among all ultralights I've flown, at about 600 fpm, I estimated. This may be a bit worse than the 503-powered Hauler, but here the HKS engine can't be assigned much blame. Solutions often come later (see "Postflight HKS Evaluation"). Given that the Hauler won't make FAR Part 103 weight anyway, lots of cross-country enthusiasts are likely to select the $150 upgrade to dual 6.5-gallon fuel tanks. With 13 gallons on board and a cruise consumption of under 2.5 gallons per hour (gph), you could travel for 5 hours and have a tiny reserve left. If this lower power setting produced 65 mph, it equates to a more than 300-mile range. At the base price of $14,899, the HKS-powered Hurricane Hauler will set you back further than other Hurricane models. Partly, that's true due to the excellent value afforded by the lower-powered Hurricane models. For example, their single-seat Hurricane Ultra 103 - which HY-TEK says does make Part 103 definitions - sells for a modest $8,999 with a 40-hp Rotax 447 engine and prop. If you doll your personal Hauler like our test plane, you'll be in close to $18,500, before assembly. The Hauler airframe, with 750-pound gross weight limit, goes for $7,799 without engine. Add $7,100 for the HKS 700E and $2,000 for the BRS parachute. Even at $16,899, the HKS-powered Hurricane Hauler may be reasonably priced for 4-stroke performance, based on other available models - you won't find many at this price. Other options I recommend include the wing windows ($200), instruments (about $1,000), in-flight trim ($100), plus many pilots will prefer the extended windscreen ($60). For those with somewhat thinner wallets, a 503-powered Hurricane will bring most of the joy at a far smaller cost (roughly half). Yet pilots uncomfortable with 2-strokes can have the HKS 700E and claim a fairly economical purchase. We're describing two rather different pilots, each of whom enjoys ultralight flight in his or her own way. You'll have to decide which type you are, but HY-TEK no doubt has something you'll like. Notes: 1 "Pilot's Report: The Aerotrike Safari From South Africa," February '99 Ultralight Flying! magazine

Published in Light Sport and Ultralight Flying

Seating	Single-seat
Empty weight	380 pounds
Gross weight	750 pounds
Wingspan	28 feet 6 inches
Wing area	142 square feet
Wing loading	5.3 lbs per sq ft
Length	16 feet 9 inches
Height	8 feet 3 inches
Fuel Capacity	7 gallons
Kit type	Assembly
Build time	120-150 hours
Standard engine	HKS 700E 4-stroke
Power	60 hp at 5,900 rpm
Power loading	12.5 pounds/hp
Cruise speed	75 mph
Never exceed speed	105 mph
Rate of climb at gross	1,000 fpm
Takeoff distance at gross	300 feet
Landing distance at gross	200 feet
Standard Features	Electric start, cable-braced wings, wide cage, large seat, beefed-up landing gear, mechanical drum brakes, fiberglass pod, windshield, 15-inch tires, steerable nosewheel, instrument panel, 4-point shoulder harness pilot restraint, seat upholstery, 2-blade wood prop.
Options	Hirth 2706, Rotax 503, 582 or 618 2-cycle engines, semisymmetrical or flat-bottom wing, floats, 30-foot wingspan, overhead clear skylight, dual elevator system, full instrumentation, extended windshield, tinted windshield, removable cargo bag, 10-gallon or dual 6.5-gallon seat fuel tanks, trim system, balloon tires, ballistic emergency parachute, 2- or 3-blade composite prop, Mylar® sail.
Construction	6061-T6 aluminum tubing; 4130 chromoly steel axles and nose fork; stainless steel cables and fittings; AN hardware; presewn Dacron® sailcloth covering. Construction video available.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Proven design in marketplace, now fitted with a 4-stroke engine for additional reliability. Cable-bracing makes for a robust airframe that betters struts for strength and drag. Good value despite the pricier engine up front. Satisfying combination of performance and handling. Assembly manuals are very good with extensive computer-graphic illustrations.

Cons - Probably not a first-buy because of higher price due to HKS engine selection and overall weight, at least if a buyer can't resist adding options. Handling may be more responsive than some newer pilots need. Cabin not fully enclosed for colder weather locations.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Brakes prove useful on hard surfaces when engine idle wants to pull. Extra fuel quantity (at least in test aircraft). Fuel quantity fairly easily checked. Fueling access is good; spills are unlikely thanks to aft location. Easily reached engine for inspection and maintenance. Electric starting. Proven parachute installation.

Cons - While you can add systems, doing so increases weight, which reduces response and performance. Extra systems require more pilot management of them. No flaps.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Extended windscreen (compared to older Hurricanes) works very well to reduce cockpit wind interference. Widest cockpit of all company models. Reassuring 4-point seat restraint (also recommended by parachute manufacturer). Control and instrument reach quite good (though panel rather distant with shoulder belts tight). Low cockpit lends a sporty feel to the Hurricane.

Cons - You'll have to keep some slack in shoulder straps to reach panel controls. Some pilots won't find seats comfortable for extended duration flights. Up-front engine obstructs vision somewhat. Cockpit entry with extended windscreen demands a feet-first technique that won't be easy for some pilots. No cargo area. Panel doesn't easily accommodate a radio.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Forward visibility is good, though limited upward without sewn-in skylight windows (a recommended option!). Very responsive nosewheel steering even with light pedal pressures. Turn radius is as tight as some taildraggers. Beefy wheels and tires aid softer-field operations. Stout landing gear legs; redundantly-braced with dual cables on more capable Hauler model.

Cons - Brakes are unidirectional only. Suspension is limited to tire inflation (fat tires helped). Checking traffic before takeoff requires maneuvering at runway end to see upward well enough.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Forward visibility is broad during takeoff and landing. Can approach at quite slow speeds. Landing roll is short. Very good crosswind handling. After a few trials, takeoffs and landings will go very well. Generous ground clearance and tough gear make rough-field landings more reasonable. Lower noise values of HKS 4-stroke engine will aid neighbor relations.

Cons - Takeoff roll is longer with the HKS; slower acceleration and slightly heavier weight extend performance compared to Hauler with Rotax 582. No flaps available to assist on short strips, and slips won't help much due to lack of vertical area. Fast energy bleed-off calls for more flare timing accuracy.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Control response of all Hurricanes is quite good; not as diminished as forecast by added weight of HKS engine. Very dependable crosswind handling even in stronger conditions. Predictable handling characteristics makes for precision turning. My Dutch roll exercises went well, even at higher bank angles. More than adequate stick range for all maneuvering attempted.

Cons - Adverse yaw is significant, partly attributable to full-span ailerons. Rudder must be used more emphatically in slow-speed flight. Hurricane Hauler felt more ponderous with HKS engine and its associated hardware.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - HKS engine combined with the rigid cable-braced airframe yields performance that many pilots may prefer. Engine quickly reveals its strength of potent torque; you can gently climb without adjusting throttle. Cruising with engine revs barely above 4,500 rpm keeps both noise and vibration remarkably low. Very low fuel consumption (2.3 gph) extends range and reduces operation costs. Ran to 90 mph with fuel-efficient cruise in 70s.

Cons - Though I enjoyed the HKS engine immensely, it was readily apparent it has slower throttle response than 2-stroke engines; engine spools up slower on throttle advance. You must adapt to the slightly delayed response, though I predict this won't take long for anyone who prefers 4-stroke operations. Sink rate is slightly higher than what I call average for ultralights.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Stalls were modest and predictable. Even with clean stall break, the Hauler stayed straight and recovery was quick. Speed build-up during stall nose-over was modest. Spin recovery has always been fast on Hurricanes (not attempted on this model). Throttle response worked positively (nose-up on power-up). Longitudinal stability check was positive. Big close tail provides good directional stability.

Cons - Stall behavior mirrors performance in that recovery is slightly slower than lighter-engine models. Adverse yaw is substantial; you must work controls to lessen tendency.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Reasonable cost for an aircraft with 4-stroke engine. HY-TEK's builder support has brought good remarks in recent years. Owners have gone out of their way to tell me their kits were complete, earning kudos for Hurricane owner Mike Kern. Basic design (based on the still-popular Phantom ultralight) has established itself as a winner. Long-time good safety record.

Cons - Choosing the 4-stroke option sharply bids up your total purchase cost, though it provides maintenance and operation savings over a longer ownership period. Not all ultralight pilots regard the Phantom-type design as contemporary after nearly 2 decades of existence (though it's hard to fault any aircraft that has endured so long). Modern ultralight buyers often seek full enclosures, which may limit resale value a bit.

Last year, the 60-hp HKS 700E 4-cycle engine burst on the ultralight scene with more impact than I’ve noted since Rotax established itself as the engine of choice for ultralight enthusiasts. Among those embracing the new designed-for-light-aircraft powerplant was HY-TEK Hurricane, manufacturer of the Hurricane brand. In the years since Mike Kern took over the Hurricane, he has shown savvy about the ultralight marketplace. He was able to see where he could enlarge his potential customer base, and his quick acceptance of the newly-available engine proves this. Despite years of good success with high power-to-weight ratio 2-stroke engines, lots of would-be ultralight buyers remain unconvinced. A Hurricane with a 4-stroke gives HY-TEK the chance to appeal to those buyers and more. In addition to ultralight enthusiasts looking for more, Kern sees a market in those hordes of Cessna drivers who want something different. A new Hurricane with the HKS 700E fitted is priced below all but the most worn-out general aviation planes, and can be more fun than operating a heavier aircraft that was built as a transportation device rather than a joy machine.

Hurricane Ultra 103

By Dan Johnson || January 10, 2004 4 Comments

CLASSIC LINES - Hurricane does the original Phantom great justice, and has developed into a company with a whole line. This Hurricane Ultra 103 is the company's fully Part 103 model.

TAIL VOLUME - Every designer wants to provide good tail volume to assure control. In my experience, tails can hardly be too large. The Ultra 103 tail shows good authority.

NEW BOSS - Since he bought Hurricane Company from Donnie Eccker, Mike Kern has been the captain of Oregon-based HY-TEK Hurricane. Kern was once a large dealer and struck a deal to take over the whole operation.

FUEL CELL - Hurricane's fuel tank is not part of the seat, instead being bolted to the airframe directly. Note the fuel quantity indicator. If you loosen the shoulder harness straps a little, you can view this in flight.

WIRE-BRACED - This system works so well the Hurricane can be flown through mild aerobatics with confidence - and cables have less drag than struts of equivalent strength, say some designers.

MOVE UP! - To many pilots, an ultralight like the Ultra 103 is a great move up from your first basic ultralight. The lightest Hurricane works well with the Rotax 447 and can please many pilots' skill ranges.

SLING SEAT - Some pilots aren't sure about sling seats, though they should try this one first. Also note the sturdy 4-point shoulder harness system.

SIMPLE VIEW - An Ultra 103, fitting Part 103 including a 40-hp Rotax 447 engine and brakes, must keep other features low to stay within the weight limit. The cockpit has adequate room for all but the biggest pilots.

Published in Light Sport and Ultralight Flying

Seating	Single seat
Empty weight	250 pounds
Gross weight	500 pounds
Wingspan	28 feet 6 inches
Wing area	147 square feet
Wing loading	3.4 pounds/sq ft
Length	16 feet 9 inches
Height	8 feet 3 inches
Load Limit	+6 Gs, -4 Gs
Fuel Capacity	5 gallons
Kit type	Assembly
Build time	80-100 hours
Set-up time	30-40 minutes
Standard engine	Rotax 447
Power	40 horsepower
Power loading	12.5 pounds/hp
Cruise speed	55 mph
Stall Speed	26 mph
Never exceed speed	80 mph
Rate of climb at gross	850 fpm
Takeoff distance at gross	100 feet
Landing distance at gross	120 feet
Standard Features	Flat-bottomed wing airfoil, full-span ailerons, mechanical drum brakes, steerable nosewheel, 4-point shoulder harness, 6-inch aluminum wheels, windshield, pod.
Options	In-flight trim, FreeAir scoop, extended windshield, skylight wing windows, ballistic emergency chute, ground-adjustable pitch 2-blade prop, instruments (ASI, tach, dual EGT, dual CHT, altimeter, hourmeter, compass, slip indicator, VSI). Hurricane Standard 103 ($8,499): Semisymmetrical wing airfoil, Rotax 447 engine, 254-pound empty weight, 525-pound gross weight, 100-mph Vne, +7 Gs and -5 Gs design load factors.
Construction	Aluminum tubing, stainless steel cable bracing, Dacron sailcloth covering, fiberglass pod.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Solid, proven design. Use of cable-bracing, though no longer as popular as struts, makes for a strong, stout-feeling airframe. Ultra 103 flown aerobatically by factory pilots (though such use is not promoted). Excellent low price for an ultralight sometimes called a "move up model." Good blend of performance and handling. Ultra 103 fits under Part 103 even with 40-hp Rotax 447 engine and brakes! Manuals are very good with extensive computer-graphic illustrations.

Cons - For some novices, Ultra 103 may be a little too racy. If you want to add lots of options, the Part 103 constraints will prove too much. May not be optimal in cold-weather flying environments.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Helpful with ground operations, especially hard surfaces, brakes are included despite Ultra 103's low price. Fuel quantity easily checked. Refueling is also easy and not likely to cause inadvertent spills on other parts of the ultralight. Access for engine repair is excellent. Pull starting worked well in cockpit, superior to most ultralights. Approved parachute installation.

Cons - At this price, and staying within Part 103, the basic Ultra 103 isn't loaded up with systems. No flaps installed. Slips are less efficient than designs with fuller enclosures.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Good windscreen; works very well to keep wind off the pilot. Proper 4-point shoulder harness was appreciated, as was the emergency parachute. Good control and instrument reach, though most pilots will have to loosen shoulder straps to get every switch. If you follow a procedure, entry is easy enough; a lower cockpit helps.

Cons - Owners may want to adjust seats to assure comfort for extended flights. Tractor engine configuration has some benefits but also obstructs vision somewhat and has less esthetic appeal to pilots accustomed to pushers. Entry requires a technique (feet first) without which you'll struggle. No cargo area. Panel area limited.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Adequate visibility up and forward; even better with optional wing windows (get them sewn in!). Excellent nosewheel steering with modest pedal pressures. Tight turn radius for a tri-gear ultralight. Standard wide tires help on turf or sandy surfaces. Very stable feeling on gear.

Cons - No differential braking available (it's amazing HY-TEK Hurricane can fit brakes at all under the Part 103 weight restriction). Only suspension is gear leg flex (not much) and tire inflation. Even with wing windows, you'll need to do a 360° to check traffic at the end of the runway.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Departure and approach visibility is quite good. With a little practice, very slow approach speeds are possible. Landing roll is short. Very good crosswind handling. After a few trials, takeoffs and landings will go very well. Generous ground clearance and tough gear make rough-field landings more reasonable.

Cons - No flaps available (not even on models that exceed Part 103 weight). Slips aren't very efficient as fuselage has little side area. Ultra 103 bleeds off energy quickly; if you get slow on approach, flare timing will be more critical.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Handling is one of the Ultra 103's best qualities. Snappy enough for more experienced pilots, the response is dampened enough for newer pilots. Excellent crosswind authority, more than adequate for normal operations. Very predictable handling characteristics. Dutch rolls possible to steep angles on first effort. Steep turns had plenty of stick range. Overall harmony was good.

Cons - Plenty of adverse yaw here (like every Phantom derivative I've flown). Rudder pedal pressures relatively higher than stick. No other negatives.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - With the Rotax 447 engine and a robust solid airframe, performance is very good in all measurements. Top-end speed is low 60s, fitting Part 103. Low-vibration power setting worked out to low 5,000 rpm, hitting 60 mph right on the nose. Low and slow maneuvering, flying low over huge grassy fields was satisfying as an ultralight should be.

Cons - Hurricane's sink rate says something about the good handling; the tradeoff makes for a bit of a high sink rate (500 to 600 fpm in 2-minute test checks). Higher power settings required to sustain altitude. Endurance would be affected by this.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Ultra 103 stalls are very predictable. While they break, they always go straight ahead and recovery is very fast unless you hold controls at the full range of movement. Speed build-up after the stall wasn't threatening. Spins are possible, recovery is very fast and nearly automatic with reasonable altitude loss. Longitudinal stability check was very good. Throttle response also positive. Ample tail volume gives a reassuring confidence to the Ultra 103 in all regimes.

Cons - Adverse yaw is substantial; Ultra 103 requires coordinated use of the controls to avoid. Speed build-up after spins required a more determined pullup to avoid exceeding speed limit. No other negatives discovered.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Excellent low price, held over a remarkably long time. HY-TEK factory support has earned good reports after a starting bump or two. Dealers in several U.S. locations. Owners tell me kits are quite complete, a demanding task that Hurricane evidently achieves. Design has a good history of its own and continues a Phantom-like tradition with class. Ultra 103 allows flight under Part 103 with a 40-hp Rotax 447, by itself enough to justify purchase.

Cons - Some ultralight pilots call the Phantom types a dated design. Lack of fuller enclosure may reject this design for cold-weather operators.

In barely a dozen years, the original Phantom has gone through at least four changes of ownership I can clearly recall. One of the imitators, the Avenger, ceased and was restarted only to stop again (and who knows, maybe it will live on yet?). Another imitator, the Spitfire, has endured at least three owners I can think of, and yet it, too, continues to be an available aircraft to this day. Finally, the Hurricane left the hands of founder Donnie Eccker and was passed to present-day owner Mike Kern. Published in Light Sport and Ultralight Flying Seating Single seat Empty weight 250 pounds Gross weight 500 pounds Wingspan 28 feet 6 inches Wing area 147 square feet Wing loading 3.4 pounds/sq ft Length 16 feet 9 inches Height 8 feet 3 inches Load Limit +6 Gs, -4 Gs Fuel Capacity 5 gallons Kit type Assembly Build time 80-100 hours Set-up time 30-40 minutes Standard engine Rotax 447 Power 40 horsepower Power loading 12.5 pounds/hp Cruise speed 55 mph Stall Speed 26 mph Never exceed speed 80 mph Rate of climb at gross 850 fpm Takeoff distance at gross 100 feet Landing distance at gross 120 feet Standard Features Flat-bottomed wing airfoil, full-span ailerons, mechanical drum brakes, steerable nosewheel, 4-point shoulder harness, 6-inch aluminum wheels, windshield, pod.