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Home / PLANS AND MANUALS / HUMMEL ULTRACRUISER
HUMMEL ULTRACRUISER
PLANS AND INFORMATION PACK FOR HOMEBUILD WV ONE SEAT SIMPLE & CHEAP BUILD FULL METAL PART103 ULTRALIGHT
HUMMEL ULTRACRUISER quantity
Category: PLANS AND MANUALS Tags: FULL METAL, HUMMEL ULTRACRUISER, ONE SEAT, PART103, PLANS AND INFORMATION PACK FOR HOMEBUILD, SIMPLE & CHEAP BUILD, ULTRALIGHT, WV
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The Hummel Ultracruiser (also variously called the Ultra Cruiser and UltraCruiser) is an American amateur-built aircraft, designed by Morry Hummel and produced by Hummel Aviation. The aircraft is supplied as a kit or plans for amateur construction or as a complete ready-to-fly aircraft.
The Ultracruiser is a development of the heavier Hummel Bird, designed to comply with the US FAR 103 Ultralight Vehicles rules, including the category's maximum empty weight of 254 lb (115 kg). The aircraft has a standard empty weight of 249 lb (113 kg).
The Ultracruiser features a cantilever low-wing, a single-seat open, or optionally enclosed, cockpit that is 23.5 in (60 cm) wide, fixed conventional landing gear, or optionally tricycle landing gear and a single engine in tractor configuration.
The aircraft is made from sheet aluminum. Its 25 ft (7.6 m) span wing employs a Harry Ribblett GA30-618 airfoil and has an area of 112 sq ft (10.4 m2). The aircraft's recommended engine power range is 28 to 45 hp (21 to 34 kW) and standard engines used include the 37 hp (28 kW) 1/2 VW four-stroke powerplant. Construction time from the supplied kit is estimated as 420 hours.
By December 2011 100 examples had been completed and flown.
Crew: one
Length: 16 ft (4.9 m)
Wingspan: 25 ft (7.6 m)
Wing area: 112 sq ft (10.4 m2)
Airfoil: Harry Ribblett GA30-618
Empty weight: 249 lb (113 kg)
Gross weight: 500 lb (227 kg)
Fuel capacity: 5 U.S. gallons (19 L; 4.2 imp gal)
Powerplant: 1 × 1/2 VW two cylinder, air-cooled, four stroke automotive conversion, 37 hp (28 kW)
Propellers: 2-bladed wooden
Cruise speed: 60 mph (97 km/h, 52 kn)
Stall speed: 28 mph (45 km/h, 24 kn)
Never exceed 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-Lasting UltraCruiser Fun Plane
BY DAN JOHNSON
A Gift of Design
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 aviation's pioneers with many years of experience. His story identifies how he found the time to create the UltraCruiser and, in particular, why the ultralight is fully named UltraCruiser, God's Gift.
Hummel wrote, "I crashed my miniMAX on July 19, 1995. I lost my right leg below the knee, my left leg was badly broken, and my face crushed. My teeth were wired shut for 10 weeks and I was fed through a tube in my stomach.
"While I was in the hospital for 5 months, I had time to think. God had spared my life for a reason. The UltraCruiser is named God's Gift because I am only 85 years young and flying again."
I found it an inspiring story. Certainly most pilots reaching the ripe age of 85 years would have hung up their wings and retired to the easy chair. An octogenarian who was still flying after surviving a crash of the severity Hummel describes could be forgiven for parting ways with the delight of flight. But to survive such a grueling crash, go on to design a new aircraft, and then fly again proves Hummel is far more than your ordinary aviator. Clearly, resigning and retiring weren't how Hummel chose to proceed.
Hummel is also known for use of VW engine conversions. Long before the Rotax 4-stroke became available, the VW engine conversion powered light aircraft. Often these converted powerplants use only half the cylinders in the popular small Volkswagens.
In July '02, Terry Hallett bought Hummel Aviation from Morry Hummel and his wife who had started the business. Hallett says he got involved to help upgrade the drawings and he ended up purchasing the enterprise. Still, "Morry comes in every day," says Hallett.
When a Half VW engine powers the UltraCruiser, it can employ 28 to 37 hp. The engine on our test aircraft produced 37 hp. I was told it burns about 2 gallons per hour, which makes it one of the most fuel-efficient engines you can install on an ultralight. Though these engines lack the favorable power-to-weight ratio of 2-strokes, 4-stroke engines hold large appeal among many pilots. Their noise is less whine and of lower decibels than most 2-strokes, fuel economy is substantially better, and ecological concerns favor the 4-stroke over the 2-cycle engine.
These days, Scott Casler produces Hummel's converted engine in a location different from Hummel Aviation. The VW conversion is a Hummel creation now built by another company. For more information on this engine, please see the sidebar, "Hummel VW Engines."
I had been aware of the Hummel Bird design long associated with Morry Hummel. Circumstances prevented me from flying one of the intriguing little aircraft in the past, but when factory helper Jon Jacobs brought the UltraCruiser to Florida's South Lakeland Airpark, I was ready. Jacobs patiently gave me a preflight review of the ultralight and provided an approximation of flight qualities that proved to be right on the mark. Later in this story, I'll add some of Jacobs' impressions of the machine.
Spin Her Up
I'd have to work at installing either a pull start or electric start, even if it meant not flying under FAR Part 103. My fingers and arms are too important to me to risk losing them in an improperly executed prop start. I've done these starts and they aren't particularly hard. But, like all pilots, I make my share of mistakes. Why should I jeopardize my precious digits just to start an engine? I try to avoid it now, though I'll accept such a start from someone who doesn't mind the threat. Jacobs pulled the prop for my flight.
In order to keep the UltraCruiser within Part 103 with its 4-stroke engine, pull or electric starting simply isn't feasible. You'll have to judge for yourself if hand-propping is acceptable to you.
Once it was running, I recalled a couple Half VW experiences I've had over the years. It lacks the "big engine" sound of more potent powerplants, but it's audibly different than any 2-stroke. It's also different from the Rotax 912 series, which run at nearly twice the revolutions.
I very much liked flying with this engine. At one point in my airborne tape recording, my notes reflect that I removed all ear protection and was surprised at the low-noise results. It simply sounded like a VW Beetle engine running at low revolutions and was a pleasant change from a 2-stroke whine or the higher-rev noise produced by the Rotax 912 series.
Compared to the Rotax 582 and its 65 hp or even the Rotax 503 and its 50 horses, the Half VW with 37 hp – the highest power offered by Hummel's 2-cylinder powerplants – sounds rather weak. Even the Rotax 277 with its single cylinder produces 28 hp and the lightweight 2si engine yields nearly the same power with many fewer pounds. However, I found the UltraCruiser to be quite sprightly in its performance, and others, whom I'll quote later in this article, echo my feelings.
Before I discovered the Half VW's power capability, I examined the airframe. The UltraCruiser is an unusual ultralight built of all metal. Rare as that is in ultralights, aluminum is an excellent way to keep the weight low. Metal also lasts a long time and we know a lot about aluminum so watching it over its life span is fairly straightforward. The downside of the metal finish is the build time and complexity. Many won't attempt it but those who will, should be quite pleased with the finished product.
I found the UltraCruiser adequately roomy for my average-sized body, but larger folks could look into the UltraCruiser Plus, though it cannot fit inside Part 103 weight limitations. Once inside, you're surrounded by shiny metal.
Taxi steering is quite precise with the tailwheel and the UltraCruiser's braking was more than adequate. The brakes are differential to allow tighter maneuvering and are actuated via heel brakes. These aren't my favorite as I prefer toe brakes (old Cessna habits die hard, I guess), but they worked without challenge. Your feet slide readily on the interior's metal finish, so heel brakes were easy enough to operate.
Steering is via a foot bar, that is, a solid bar that pivots much like that go-cart you made as a kid. However, some pedal extensions – not unlike what little children have on their first tricycles so they can reach the pedals – made the pivoting bar feel much like actual rudder pedals. The overall control experience was satisfying.
Rumbling Aloft
When you open the throttle on the Half VW, the feeling and sound is much different than a 2-stroke. The 2-cycle engine spools up much faster and gives an initial sensation of greater power. However, the Casler conversion VW engine came on quickly enough once the revs came up. I was pleasantly surprised at the acceleration. It can even function well at high elevation fields.The Half VW's 37 horses display a lot of energy and I estimate the brief launch roll was 100 to 150 feet.
The UltraCruiser's tailwheel lifts quickly and ground run was short. Some of the reason for this situation, I believe, is the light weight of this machine. Though the tailwheel lifts quickly and easily, I found that the UltraCruiser showed no tendency to overlift the tail.
Landings went very well. I initially approached at 70 mph to allow plenty of room for error and slowed to 60 mph over the threshold. Later I discovered that I could make an approach at considerably slower speeds, in the area of 45 mph, which significantly decreased ground roll.
Once I got down in ground effect, an earlier feeling that the UltraCruiser was sinking rather fast disappeared. The UltraCruiser rounds out very cooperatively and sustains height above the runway very well.
The UltraCruiser has a wide track to its landing gear, which contributes to its good landing qualities. It felt very stable on the ground. Hummel Aviation's UltraCruiser Plus has a 6.5-foot gear track for improved ground handling.
Despite the smoothly contoured aluminum fuselage, the UltraCruiser showed respectable slips. Since the design does not use flaps (in an effort to keep weight down), slipping is useful. However, a slow approach speed will also help contain the landing roll. Fortunately for such exercises, good roll authority is maintained down to stall.
Roll Without the Rock
The UltraCruiser's roll response was quite brisk, not in the range of aerobatic aircraft, but faster than your average ultralight by a clear margin. I had been told to expect this. Morry's older Hummel Bird was noted for its ability to roll 360° in 3 seconds. The UltraCruiser, which flies slower, is not as quick in roll but was certainly responsive. Short span and a small wing area contribute to this quality though the Hummel Bird uses even smaller wings (18-foot span and 57 square feet of area). Though the 'Bird must be licensed Experimental, and though it has to be N-numbered and flown with an FAA certificate, the older model only weighs 300 pounds empty.
Hummel's harmonized controls were delightful to use and I adjusted to them quickly, finding the UltraCruiser very desirable to fly.
The UltraCruiser's rudder was proportionately weaker than the ailerons, but I only found this by slipping hard to a landing where I was able to exhaust the rudder range (at relatively slow speeds).
Hummel Aviation has a Website with a good deal of information that prospective buyers may want to study. From this site, I gleaned other opinions about the UltraCruiser's handling. I've employed these comments as they closely mirrored my own experience with this enjoyable ultralight.
Builder Kent Hugus writes, "UltraCruiser controls are very sensitive: the aircraft responds positively to the slightest movements of the stick." However, he believes the rudder is too small and its response sluggish. Contrarily, Hugus finds the ground steering very brisk, which suggests a rudder size issue, not a rudder pedal linkage one.
Hugus also reports that another UltraCruiser builder, Jack Roberts, designed a spring-loaded cartridge for the tailwheel steering arm, which damps the tailwheel response. Hugus likes the view over the UltraCruiser's nose while taxiing. It is so good, he says, "One hardly needs to S-turn."
Hugus' home field sits at 5,600 feet MSL. He flies the 37-hp version of the Half VW produced by Casler. About his experience, he writes, "My UltraCruiser climbs very well." He didn't provide numbers about the climb rates as he says the panel is too small for a VSI when he prefers "more important instruments." But he notes the 37-hp UltraCruiser "accelerates to 75 to 80 mph at full throttle and holds that airspeed with about 3,100 rpm." I consider this a good performance for a small engine at a high starting elevation.
Keep in mind that the prop you install determines if you'll stay under Part 103's 55-knot (63 mph) speed limit. My test UltraCruiser went too fast, but the prop can easily contain the machine, assures Hummel Aviation.
Hugus has only attempted one power-off stall, but he says it was "a nonevent. The UltraCruiser warned me with mild aileron buffet and it simply mushed." He reports that all he did was to release backpressure and the ultralight resumed flying.
On returning to his mile-high airport, Hugus found that the UltraCruiser "is easy to land and wants to [land in a] three-point [attitude]."
My checkout pilot, Jon Jacobs, also posted a few comments. Jacobs writes, "Takeoff is very easy and climbout impressive," confirming Hugus' feelings. Jacobs adds, "Cruise speed [is] very good and stall very low." He likes the quick response and adequate power of the ailerons.
Like Hugus, Jacobs feels "landings are easy," but he adds, "Proper airspeed is important, as this bird is slippery and loves to float." I also found these qualities and I tried slower approach speeds to reduce the float.
Jacobs concludes that after flying 43 different ultralights, the UltraCruiser "is one of the nicest" he's flown.
Finally, pilot Jayson Scantlen adds his thoughts. "The UltraCruiser is a joy to fly. From the time I accidentally got airborne for its first flight, I couldn't wait to get back up in it." Sometimes first flights aren't quite so inspiring as a pilot takes time to master the controls. But Scantlen adds, "It has light plane characteristics, in a low-drag airplane."
Though I am loath to perform prop starts if I don't have to, Scantlen almost seems to enjoy the experience. He writes, "Flip the prop over once, and the Half VW comes to life. Line her up at the end of the runway, shove on the power, and in 150 feet you're off." He noted that his experience was on a turf runway and that he expects even a shorter takeoff run on pavement.
Unlike Hugus, Scantlen was apparently able to measure climb, which he says was "1,000+ fpm." Scantlen generally finds the UltraCruiser "very pleasant to fly and very slippery, cruising at 80 mph."
"Landing is my favorite part," he says. He likes it so much that he often does a touch-and-go "just so I can go around and do it all over again." Scantlen recorded touchdown at 25 mph and notes he has "very little rollout at that speed." He added that folks often comment to him how impressed they are with his UltraCruiser's performance. Even with the wind blowing 45° to 60° to the runway, the UltraCruiser "was still very manageable," a significant statement for an aircraft he says weighs 249 pounds empty.
I did not have Scantlen's experience with crosswinds, but the aileron authority is sufficient that I feel sure he is right about the crosswind capability. However, I cannot verify the very slow touchdown speed he reports and I'm aware most gauges are not accurate at such low speeds.
Faster than a Beetle
Since I fly aircraft for an hour or two (and then, regretfully, have to give them back to their owners), I tend to base my evaluations on the numbers available to me in the cockpit. To put more definition on the performance of the Half VW engines that Hummel uses, I recorded a few power and speed ranges.
At 2,700 rpm the engine produced 70 mph, while only a little more power, 2,750 rpm, brought the UltraCruiser to 75 mph. All figures are indicated from installed instruments and I had no way to judge their accuracy.
Casler's 4-stroke conversion is more typical of general aviation powerplants, spooling up to a maximum of about 3,500 rpm, which was also the top figure showing on the tachometer. In contrast, an 81-hp Rotax 912 substantially exceeds 5,000 rpm at max power.
The VW-style engine spools up noticeably slower than a 2-stroke engine but a vernier throttle (one that smoothly adjusts by twisting or screwing) allowed precise control of the power setting. However, this same feature – which I like on general aviation aircraft intended to cruise in a straight line – made formation flying for photography somewhat harder. In such tight-quarters flying I make nearly continuous throttle adjustments and the vernier control worked against this, at least when combined with the engine's slower response (compared to a 2-cycle engine).
In a maximum climbout evaluation I logged 3,350 to 3,400 rpm with the throttle fully opened.
I agree with Hugus on another point. Stalls were quite mild. In my several trials, they always broke through, dropping the nose, but it was nothing too radical. I found no tendency for the UltraCruiser to drop a wing at stall, another desirable characteristic.
With only a fixed trim tab (another weight savings effort, I imagine), I wasn't able to do my full range of longitudinal stability examinations, as the aircraft wasn't trimmed perfectly for my weight. But I did find the aircraft behaves conventionally on power changes. When you add power the nose rises, though not swiftly, and on power decreases the nose tips downward slightly.
God's Gift to You?
The 37-hp UltraCruiser, as tested, possesses the light feel of a genuine ultralight. Hummel Aviation also offers the UltraCruiser Plus for pilots weighing more than 200 pounds and taller than 6 feet. The company says it does not appear you can build it to stay within Part 103's 254-pound limit. The UltraCruiser Plus still uses the 37-hp Half VW engine but you can carry more fuel in its 8- to 10-gallon tank. Hummel Aviation is positioning the UltraCruiser Plus as a candidate for FAA's proposed Light-Sport Aircraft category.
The larger UltraCruiser Plus has been totally redrawn and provides much more detail than the earlier model, says Terry Hallett. It offers more cabin space and more foot room at the rudder controls. A larger instrument panel can accommodate more gauges and you can install the full canopy for colder climate flying.
Those keen on remaining within Part 103's low regulation environment can also consider Hummel Aviation's CA-2 model. This genuine ultralight resembles a metal form of TEAM's miniMAX, and it holds weight and speed without trouble, says the company. At least two CA-2 models have been constructed.
The plans for the UltraCruiser are $280 including a video providing details of construction and flying. A good list of parts is available – Hummel's Internet site offers photos of the prefabricated parts you can buy – but you must obtain much of your own metal and perform a significant amount of basic fabrication.
One builder indicated that he invested $3,750 in a VW engine conversion, close to $3,000 in materials, and a year of his time (and the latter reflects some prior experience at building).
Though most customers will regard the UltraCruiser as "scratch kit" – meaning you must obtain many raw material items and fabricate them to the plans – Hummel Aviation does offer a selection of prefabricated parts. For example, the somewhat larger UltraCruiser Plus for larger pilots lists the following items: formed parts such as laser-cut bulkheads, laser-cut rib sets, control linkage components, laser-cut stabilizer and tail fin ribs; welded parts such as the yoke assembly, landing gear, tailwheel bracket, rudder control, elevator control components; plus other items such as fuel tanks, canopies, hardware package, templates, and 4130 steel parts. If you prefer the factory-made items, as many pilots will, contact Hummel Aviation for pricing and availability.
For those who want to hold their investment as low as possible, Hummel indicates that their "step-by-step manual is very complete with all materials listed as well as addresses for where to buy off-the-shelf items."
Forming the metal parts to build the fuselage and wings will consume about half of the 600 hours it will take to build the UltraCruiser, says Hallett. "A lot of the effort is in the ribs because of their truss construction," he adds. If you buy all the parts Hummel Aviation can sell you, you'll slice 200 hours off the 600 and if you also choose their new quick-build wing, you can reduce the total to 320 to 340 hours.
Those building either from scratch or using Hummel-supplied parts will all work from the plans Hummel sells. The plans have similarities to those from Fisher Flying Products in that many parts are drawn in full size so you can build directly on the plans to ensure greater accuracy. This saves a lot of time compared to scaling up from smaller drawings or creating drawings from measurements.
If you choose from Hummel Aviation's optional parts you will increase your investment in dollars while decreasing your investment in labor hours. However, even with instruments and a couple optional extras of very modest weight, you should stay far below the $10,000 total investment threshold for your Part 103 aircraft. If you want the full canopy, shock-absorbing gear and other options, you'll creep over the limits of Part 103 and must then N-number your aircraft.
Still in all, for those looking to remain within a smaller budget, the UltraCruiser is a good choice if you feel your building skills are up to the task. When you're done with the project, I believe you'll love the flight characteristics of Hummel's nifty little ultralight. The UltraCruiser's flight qualities really put a smile on my face. It just might do the same for you.
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros – All-American design for those who enjoy single-place flying. Cantilevered wing with no struts. Designed around 4-stroke power, which many pilots prefer. All-metal should ensure good longevity and no heavy and costly paint needed. With optional canopy, the UltraCruiser has a P-51 look.
Cons – Challenge of building this kit will eliminate it from interest by many pilots and already-built ones for sale are scarce. Some ultralight buyers believe riveted structures are more vulnerable than aluminum tube frames and certainly damage repair would be more time-consuming.
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 – Four-stroke power is worth giving up systems to some pilots. Vernier throttle on test aircraft was an interesting feature. Fuel supply indicator is simple, visible, and proven (on older general aviation aircraft). Differential brakes were easy to operate. Test aircraft had a cockpit choke control.
Cons – No flaps or in-flight trim can be accommodated if UltraCruiser is to remain within Part 103. Lack of pull starter or electric starter (to stay within Part 103's weight limits) is a no-deal to some buyers. Engine access comes only after removing cowl.
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros – Panel has enough for the basic instruments you'll need and it's within easy reach for adjustments. Cabin is roomy enough for pilots weighing less than 200 pounds and less than six feet tall. Four-point seat restraints were appreciated. Optional full bubble canopy available, even tinted, though the open cabin is a delight in good weather.
Cons – Entry won't be easy for some less agile owners. Some builders will yearn for more panel space for goodies. Long flights will require extra attention to seat comfort. Very limited cargo area. No seat adjustment provided unless builder adds it.
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros – Very precise and responsive tailwheel response. Superb visibility while checking for incoming traffic. Differential braking on test aircraft aided ramp maneuverability. Wide gear track gives great ground stability.
Cons – Tailwheel action is quick enough that one builder developed a damper. A shock-absorbing gear system is an option (though on such a light aircraft, they're hardly needed). Elevator sits very close to ground if field is rough; inspect carefully.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros – Half VW engine provides surprising pep on takeoff runs, which are about 150 feet. Landing touchdown is very easy due to potent ground effect. Excellent visibility throughout landing approach. Good crosswind capability. Moderate slips work well. Approaches can be done down to the 40-mph range.
Cons – No flaps to aid steep approaches to short fields or in emergencies (however, slips are reasonably effective). Ground clearance is minimal at tail; keep your tail flying in the event of an out-landing. Long ground float will stymie landings after a too-fast approach.
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros – Light, brisk response from ailerons. Roll rate is better than the average ultralight, perhaps due to small wing and short span. Precision turns to headings were straightforward. Substantial crosswind capability. Steep turns went well as did Dutch roll coordination exercise.
Cons – Rudder response is weaker than ailerons (suggesting harmony shouldn't be as good as it feels). Ailerons may be a bit fast for some less experienced pilots. No other negatives.
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros – Little plane that carries its own weight in useful load. Climb is very vigorous at 1,000 fpm. Takeoff roll start is surprisingly energetic for a small 4-stroke engine. As tested – with a prop that won't work under Part 103 – speeds hit more than 75 mph. Burns only 2 gph; good range even with a 5-gallon fuel tank.
Cons – Four-strokes don't spool up as rapidly as 2-strokes, something to keep in mind if you need a quick burst of power, say on approach to landing. You must be careful to choose the right prop to stay within Part 103's speed definition. No flaps to permit low and slow over-the-field flying.
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros – Many pilots believe safety is enhanced when the engine is in front of the pilot. Secure seat belts were installed on test UltraCruiser. Good power response test; power-up raised the nose and vice versa. Stalls broke only modestly and with good warning.
Cons – Longitudinal stability test didn't work well as the UltraCruiser has only a fixed trim tab that wasn't perfect for my weight (though light elevator forces made coping easy). Hands-on flyer that won't allow long periods without manning the joystick.
Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"
Pros – The UltraCruiser makes Part 103 and so can your 4-stroke-powered ultralight. Based on proven Hummel Bird design, which has a long history. Wings can detach for transport (though not a fast-folding wing). Bargain price by anyone's standard: can be flying for less than $8,000.
Cons – Build times are lengthy, even the fastest configuration is more than 300 hours. More affordable kits call for lots of "tin bending." Full kit with every part supplied is not available. No 2-seat models are available or planned. Thin aluminum construction could see hangar rash more easily.
Published in Light Sport and Ultralight Flying
Empty weight 254 pounds 1
Gross weight 500 pounds
Wingspan 25 feet
Wing area 94 square feet
Wing loading 5.3 pounds per square foot
Fuel Capacity 5 gallons
Kit type Construction 2
Build time 600 Hours 2
Notes: 1249 pounds without shock-absorbing gear.
2Build time is 400 hours with prefabricated ribs; and a ready-to-assemble wing is coming soon, saving another 60 to 80 hours for a total of 320 to 340 hours.
Standard engine Hummel Half VW, 37 hp at 3,500 rpm
Power 25-40 hp
Power loading 13.5 pounds per hp
Cruise speed 60-80 mph
Stall Speed 28 mph
Never exceed speed 95 mph
Rate of climb at gross 1,000 fpm 1
Takeoff distance at gross 150 feet
Landing distance at gross 150 feet
Range (powered) 160 miles (2.5 hours)
Notes: 1 As tested with 37 hp 1/2 VW; test aircraft may not have met Part 103 as equipped.
Standard Features Hummel Half VW 4-stroke engine, cantilever wing, monocoque construction, mostly enclosed cabin, detachable wings, steerable tailwheel, all-metal coverings.
Options Engine power choices from 28 to 37 hp, shock-absorbing gear, remote choke, mechanical or hydraulic brakes, alternative props, instruments, quick-build wing option coming, tinted canopy and windshield, cabin heat. (Note: Some items are supplied by companies other than Hummel Aviation and the addition of some items will disqualify the UltraCruiser from Part 103 participation.)
Construction All-aluminum airframe, formed aluminum wing ribs, small steel parts. Made in the USA and distributed worldwide by an American company.
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Publicity: Jeff DePaola
Conservation: Dave Ricker
Hiking: Ken Cissna
State Rep. GA: Bob Cowdrick
State Rep. TN/NC: Larry Van Dyke
Imm. Past President: Tom Keene
The Benton MacKaye Trail Association is a nonprofit 501(c)3 organization.
Association bylaws revised on 02-Nov-2013
Want to help the Benton MacKaye Trail Association, but not ready to join? Consider making a Donation instead. All donations are deductible to the degree permitted by law, and all donations are used directly for Trail Support, not administrative expenses. You can donate by sending a personal check to the address above or using a credit or debit card thru Paypal.
Home page photo, the BMT along Tennessee/North Carolina state line as seen from Whigg Meadow in Spring, courtesy of Alleen Davis.
ATTENTION MEMBERS and HIKERS
Black Bear Advisory
Black bear activity has been reported on section 7 of the BMT near the trail shelter. Please use all appropriate precautions in food preparation and storage while camping at the shelter. Suspend food and other items such as toothpaste in a bear approved canister away from your sleeping site. If staying at the shelter, storage should be at least 80 to 100 yards south of the shelter. While these are private lands, please follow all USFS guidelines when staying or camping in bear country.
https://www.fs.fed.us/visit/know-before-you-go/bears
US Forest Service Alerts and Notices
Chattahoochee-Oconee National Forest Alerts and Notices
Cherokee National Forest Alerts and Notices
National Forests in North Carolina Alerts and Notices
Contact the Ranger District (relevant to your hike) listed on the BMTA Federal Agency Partners Page.
The Benton MacKaye Trail (BMT) is a footpath of nearly 300 miles (480 km) through the Appalachian mountains of the southeastern United States. It is designed for foot travel in the tradition of the Appalachian Trail (AT).
Running from Springer Mountain in Georgia to Big Creek Campground on the northern edge of the Great Smoky Mountains National Park (the Smokies), the BMT passes through some of the most remote backcountry in Georgia, Tennessee and North Carolina, including eight federally designated Wilderness and Wilderness Study Areas. For further information on the trail, visit the BMT Vital Info page.
Blue Ridge – BMT Trail Town
Blue Ridge, GA is the official Benton MacKaye Trail Town in Georgia. Click here for more information about the Blue Ridge experience.
For Hikers
There are numerous access points and trailheads along the BMT route creating many options for one-way and loop hikes, and several more in combination with local trails. Longer hikes are possible on the BMT by doing a partial or full thru-hike. And the longest walks are done by also using the three major intersecting trails, the Pinhoti, the AT, and the 900-plus mile Mountains-to-Sea Trail.
Because the BMT intersects the AT at each terminus and in the middle, three large hikable loops are formed in a figure 8: a lower circle of 364 miles, an upper Smokies-only walk of 158 miles, and 'The BMT Loop' - a complete circuit hike of over 500 miles. The Georgia Loop, "toughest hike in Georgia", is a 55-mile triangle of the BMT, the AT and the Duncan Ridge Trail. In the Eastern Continental Trail; the 4400-plus mile route from Key West, Florida to Cape Gaspe, Quebec, Canada; the BMT connects the Pinhoti and Appalachian Trails. For more hiker information, check the Hiker Resources page.
The Benton MacKaye Trail Association (BMTA) was organized in 1979 and incorporated in 1980 to build and maintain the BMT. Driving the effort was a desire to see opened for hiking Benton MacKaye's chosen route for his Appalachian mountain trail. MacKaye (rhymes with sky), Massachusetts forester and co-founder of The Wilderness Society, was the man whose vision inspired what is today the Appalachian Trail. In the south, he had selected a more westerly route, along the western crest of the Blue Ridge, roughly that followed today by the BMT. The BMTA's 25th anniversary year saw the original plan completed as the route was officially opened on July 16, 2005.
As with most trail organizations, the BMTA is an all-volunteer, nonprofit group of folks who want to see the trail remain open and in good shape. Those who live close enough and are able gather regularly to work on maintaining the trail, also to hike and for special events. They and others contribute through their membership.
Your support is welcome. Becoming a member, participating in or leading maintenance and/or recreational outings, adopting a section of trail, serving on the BMTA board of directors, being a project leader, assisting with administrative needs, and/or making a financial donation are all ways in which you can lend a hand. It's easy to join and when you keep your membership current, you're helping us maintain and improve the trail. See the Want to Help? page for a list of current needs.
Any and all are invited to participate in BMTA outings; no experience is necessary and membership is not required. Join us!
Maintainer's Page Contact Us Terms of Use Events Membership Info
All content copyright © 2003-2019 by Benton MacKaye Trail Association, Inc. All rights reserved.
Simple Menu (no scripts)
Section Mileages
Hiker Resources Page
Long-Distance Hiking
Maintainer's Page
BMTA Store
BMT Vital Info
Fed. Agency Partners


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News Science
This Giant Straw Is Actually a Vertical Bladeless Wind Turbine
Derek Markham
Derek Markham is a green living expert who started writing for Treehugger in 2012.
©. Vortex
At the risk of getting slammed with comments claiming that small wind turbines aren't viable, here's a look at another bladeless wind generator hoping to disrupt the wind energy industry.
Small-scale wind generators, especially vertical designs, are the renewable energy pariahs, and the clean energy concept that many cleantech enthusiasts love to hate.
But that hasn't stopped anyone from continuing to develop new versions of wind generators that break with the conventional windmill design, and the team behind the Vortex Bladeless design believes their creation is a leap forward in wind energy, and is a "more efficient, cost-effective, and environmentally friendly way to produce energy."
I've previously covered other designs of bladeless wind turbines here on TreeHugger, with the comments mostly resembling that of Eeyore saying, "It'll never work," but like many innovations intended for established industries, that's par for the course. That's not to say that there aren't any clean energy startups (or startups in general) that mislead the public about the claims of their products, or that there aren't any scams or hoaxes in the green energy field, but rather that it's easy to take a quick look and say something's a scam, even if you're only talking about a company that overpromises and underdelivers on its marketing claims.
The Vortex wind generator represents a fairly radical break with conventional wind turbine design, in that it has no spinning blades (or any moving parts to wear out at all), and looks like nothing more than a giant straw that oscillates in the wind. It works not by spinning in the wind, but by taking advantage of a phenomenon called vorticity, or the Kármán vortex street, which is a "repeating pattern of swirling vortices."
Here's a quick video overview of the device:
The company claims that its design can be reduce manufacturing costs by 53%, cut maintenance costs by 80%, and would represent a 40% reduction in both the carbon footprint and generation costs, when compared to conventional bladed wind turbines. The Vortex is also said to be quieter (than standard wind turbines), and to present a much lower risk to birds and the local environment.
According to Vortex, the devices can be used to generate more power in less space, because not only is the wind wake narrower than a traditional turbine, but installing them closer together can actually be beneficial to the technology, based on wind tunnel testing.
"We tested in a wind tunnel to put one Vortex just in front of another and the second one actually benefits from the vortices given off by the first structure." - David Suriol, Vortex
The first model that Vortex will introduce is the Mini, a 4 kW unit that stands 12.5 meters in height, which is intended for small-scale and residential wind energy applications. Also in the works is a Gran version, a 1+ MW model that is designed for large-scale wind generation for utilities and other similar applications.
According to an interview in Renewable Energy Magazine, the company has already raised over 1 million Euros from both private and public funds in Europe, and is expected to roll out its pre-commercial prototype within the year.
The company's website states that it will be launching a crowdfunding campaign in June of this year, although no other details about the goal of the campaign are listed on the site yet.
Are Bladeless Turbines the Future of Wind Energy?
What Is Wind Energy? Definition and How It Works
Will Windcatchers Revolutionize the Offshore Wind Energy Sector?
9 Ingenious Wind Turbine Designs
New Bird-Friendly Bladeless Wind Turbine Design to Be Tested and Manufactured in NJ
Portable Micro Wind Turbine Prototype Weighs 2 Lbs and Packs Down to the Size of an Umbrella
An Agile Approach to Dealing With Homelessness
This Startup's Wind Generator Flaps Its Wings Like a Hummingbird
The Future of Wind Power: 9 Cool Innovations
What Is Desalination? How Does It Impact the Environment?
This Compact Wind Turbine Is Perfect for Blustery Cities
Build This Open Source DIY Wind Turbine for $30
Is a Home Wind Turbine Right for You?
Best of Green Awards 2021: Sustainable Food and Drink
6 Ways to Protect Bats and Birds From Wind Turbines


Getting employees to work together as a team.
Managing your time as well as that of others.
Dealing with stress and the stress of others.
While the Director of Human Resources administers the overall policy and procedures outlined in the University's Business Policy and Procedure Manual (Section 3), it is the responsibility of the individual supervisor to deal with employees on a day-to-day basis. The Manager's Toolkit Web site is designed to help you deal effectively with your new responsibilities at Southeast. Take a few moments to review the wide array of resources available at your fingertips. Should you have any questions related to its contents, you may contact Human Resources at (573) 651-2206.


An architecturally sensitive and technically complex scheme that will bring huge benefits to the local area.
In preparation for planning application, our planning consultants performed extensive stakeholder and community consultations to ensure the demolition and redevelopment of the Matrix site met the aspirations of local community and businesses.
This new 13 storey, 275 room hotel will be built to replace a 1970s office building known as 'The Matrix'. The site, on Aldgate in London, is flanked by a tube station on one side and the 18th Century St Botolph-without-Aldgate Church on the other.
We were instructed by Dorsett Hospitality International to prepare and submit a planning application for the demolition of the office building and its redevelopment to provide a new hotel.
Consent was granted in what is thought to be the final office to hotel conversion that the City of London Corporation will approve which allows the six storey Matrix to be demolished to make way for a new four star hotel.
Given the architectural sensitivities of this historic and typically dense area of London we consulted extensively with local stakeholders and, in particular, with the neighbouring St. Botolph's Church. This was critical to ensure that the redevelopment met the aspirations of local community and businesses. We also worked closely with the City of London to ensure that the new hotel contributed to the Aldgate public realm improvement strategy.
The architecturally sensitive and technically complex scheme will bring huge benefits to the area. It intensifies the use of the site, provides additional public space and greatly improves the aesthetic backdrop to the church.


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September 1, 2020 Cruise Industry
Cunard Cancels Cruises Into 2021 and Makes Sweeping Deployment Changes
Cunard will be extending its pause in operations from November 2020 until March 25, 2021 for its ship Queen Elizabeth; until April 18, 2021 for Queen Mary 2 and until May 16, 2021 for Queen Victoria, the company announced.
Cunard president Simon Palethorpe said: "We are so sorry to all those guests who were due to sail on any of the cancelled voyages and for the disappointment this news will cause. After very careful consideration and reviewing the latest guidance, we simply do not feel it would be sensible to start sailing again with our current schedule so we have reviewed future itineraries.
"Queen Elizabeth has returned to the UK and with ongoing uncertainty over the re-opening of many ports and countries, it is sadly not practical to continue her planned itineraries for 2021.
"Therefore, in addition to the pause in operations, all of Queen Elizabeth's sailings due to depart between March 26, 2021 and December 13, 2021, in and around Australia, Japan and Alaska, will be cancelled.
"These voyages will be replaced with a programme of shorter duration European holidays ranging from three to 14 nights, departing from Southampton. These will start at the end of March 2021, with a series of scenic voyages around the coast of Cornwall, the west coast of Ireland and the Scottish Isles. There will also be short breaks to Amsterdam which will include an overnight in the city, as well as voyages to northern and southern European destinations including Norway and the Iberian coast, with several of these itineraries featuring overnight city stays.
"Queen Elizabeth's new program will be completed with a series of seven and 14 night voyages in the Mediterranean, sailing from Barcelona. It is an exciting new programme which I am sure will have great appeal."
All new itineraries onboard the Queen Elizabeth will be available to book from September 29, 2020.
Palethorpe continued: "Additionally, recognising the immense disappointment of those onboard Queen Mary 2's curtailed World Voyage this year, and the cancellation of her World Voyage in 2021, we are delighted that Queen Mary 2 will sail a classic World Voyage in 2022………. read more here.
Rgds Sailor
CruiseCunard LineTravel
When Royal Caribbean Ships May Start Sailing Again
Costa to Test All Guests for COVID-19


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Hidden Plymouth
Plymouth's romantic archways and their beautiful untold stories
You can learn a lot about the rich story of Plymouth if you look a little closer
Richeldis CainEngagement Producer
There is something innately romantic about an archway. They're a reminder in some ways of the rich history of this land and of times gone by.
I think it was Leonardo da Vinci who once said that "an arch consists of two weaknesses which, leaning one against the other, make a strength".
Perhaps this is why I find myself constantly spotting archways in unusual, curious and random places.
Or maybe I am just a bit strange.
Either way, Plymouth is home to some fascinating arches - all with a secret past behind them.
Let's take a look at some of the ones we spotted whilst wandering around our beautiful city.
Old Ring o' Bells archway
The old Ring o' Bells Archway (Image: Richeldis Cain)
This archway, located on Buckwell Street, is a clear symbol of Plymouth's love of a good pint and some top grub.
It stands as the final remains of Plymouth's Oldest Inn - The Old Ring O' Bells.
This ancient pub was originally located on Woolster (later Vauxhall) Street but the archway was moved some years later.
The earliest account of its existence was recorded in 1842 and it stayed open into the 20th century before eventually being demolished.
The archway is situated next to an information board which highlights the life of one of Plymouth's most controversial figures Sir John Hawkins.
The old horsewash at Sutton Harbour
The horsewash at Sutton Harbour which can be spotted when water levels are low
This one is easy to miss, especially if the water levels are high.
I had heard about this peculiar archway previously and, after strolling down Sutton Harbour on a sunny morning, I managed to spot the top peaking out about the water.
Historically after unloading their goods, Carters would lead their horses down a slipway to the beach to wash them in the sea.
When the quay was built a tunnel was incorporated to allow this to continue.
This archway is now a reminder of times gone by, barely visible on some days.
Any horses hoping to walk down the steps for a paddle today may be in for a surprise.
A historic archway at Sutton Harbour
Sutton Harbour is home to this interesting nod to the past
If you are strolling the past the horsewash then keep on walking because further along Sutton Harbour is this intriguing and somewhat surprising structure.
A nod to a time when the harbour was used as a cargo port, as well as a major fishing port, the surprisingly listed remains of a beautiful archway can teach a passerby more about the site.
This crumbling archway sits just to the right of Marrowbone Slip, which housed the ship breaking yard of Demellweek and Redding. In 1957 they broke up the famous HMS Amethyst.
It still sits proud on the harbour side and will hopefully remain their for generations to come.
Untold secrets of the desolate farmhouse shrouded in mist on Dartmoor
River Plym's bizarre brick tower - with a very stinky history
The old blood transfusion centre
The old blood transfusion centre has some beautiful archways
This grade II listed building was once a blood transfusion centre part of the former Raglan Barracks.
Located on Cumberland Road, the building dates back to the mid 19th Century and features ashlar (masonry made of large square-cut stones) piers, with five bays to front and three bays to the right.
Just around the corner, you will discover Raglan Gatehouse, also referred to as Raglan Guardhouse or Raglan Main Gateway, which was the main entrance into Raglan barracks.
The barracks were demolished in the late 1960s when the site was deemed outdated for modern use but this old centre stands tall along the road side for us to all admire.
The old amphitheatre at Saltram House
The grounds at Saltram
As you drive along Embankment Road into Plymouth you may spot the late-18th century amphitheatre in Saltram House that overlooks the River Plym.
This beautiful landmark is unfortunately no longer accessible due to the insatiability of the surrounding rock faces.
Recently an assessment of the structure has been undertaken but no physical repair work has taken place yet.
These stunning archways will hopefully be ready for the public to enjoy once more sometime in the future.
The Archways that makeup part of Devonport High School for Boys
The old arches to the hospital now make up part of the school (Image: Reach PLC)
This beautiful site is now used to educate the next generation of lads was actually built by prisoners of war in the late 1700s.
The building is situated on the north side of Stonehouse Creek and was designed for the use of the British Army.
Used as a military hospital the building was designed to mimic that of the Royal Naval Hospital on the south side of the creek and was used for this means until after the second world war.
After this, the building was taken over for the returned evacuee children of Plymouth to resume learning as it was transformed into Tamar High School.
Again, these staggering archways highlight the rich history of Plymouth and might encourage the inquisitive pupils studying there today to ask more about the stories of this city.
Plymouth abandoned swimming pool rave probably isn't real
Woman's dream move to cottage in Plymouth 'ruined' by traffic
The archways at Ace Schools Plymouth
The archways on Ace Schools wall are particularly striking
Pupils at Ace Schools Plymouth walk in the footsteps of Plymouthian children from the late 1800's, when they step through the archway that forms part of their school entrance.
Originally forming part of Treville Street Board School the arch led students into a purposefully built playground and classrooms designed to accommodate 263 boys and 260 infants.
The archway which stands tall along Bretonside boasted impressive iron gates and was used by the older boys who attended the site.
The school would have been a vastly different experience for the hundreds of boys that attended with only six members of staff employed under the Head Master position.
It was made up of just two large classrooms along with a cloak and cap room, toilets and offices.
The site would have also originally homed a bell tower which unfortunately is no longer there.
Those of you with an eager eye may spot the writing that still marks the entrance to the school and reads: Treville St (street) Board School a name kept by the building until 1903 when it became Treville Street Elementary School.
Archway Avenue - not surprisingly it has an arch
The archway on Arch Avenue is nestled between the houses
Not much seems to be known about the archways on the accurately named Archway Avenue.
Presumably used for horse and carts travelling though the site the archways now nestled between the houses on the street draws passers-by to stop for a moment and stare.
The area was reportedly farmland back in the 1800s before the houses where built.
If you know more about these archways I would love to hear more so please do comment on this story or get in touch on our social media pages.


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Home Local News Community News NEW Proposals to support Town Centre – Newcastle-under-Lyme
Staffordshire News
Newcastle-under-Lyme Town Centre. Image courtesy of Newcastle-under-Lyme Borough Council.
The Borough Council has outlined additional steps it plans to take to help breathe new life into Newcastle town centre.
A number of positive steps have already been taken by the authority to reinvigorate the
retailing heart of Newcastle such as – reductions in some car parking charges, support for
town centre events and the reopening of the Guildhall as a community hub.
Cabinet members have now backed a new report which outlines a further programme of
actions. The two main strands of the new approach are: a 'Healthy High Street' – actions to improve trading conditions and economic vibrancy, growing footfall, supporting traders and reinvigorating the town's market – and 'Diversification', converting under-used or redundant sites to residential and non-retail use, including Ryecroft, Lancaster Building and St. George's Chambers.
Cllr. Simon Tagg, Leader of the Council, said: "We want to revitalise and grow our high
street; we want to encourage niche independent shops and businesses and we need more
people living and working in the town centre. Our Council Plan contains a commitment to 'A Town Centre for All' and we have recently signed the Growth Deal with Staffordshire County Council. This report follows on from that. Everyone is a stakeholder in our town centres future. We share the leadership with our partners and by collaborating with the county council, the Business Improvement District, Staffordshire Police, Keele University, fellow councillors, our residents, students and others we can really have some influence over the next few years to improve the town for all. That is what we will do."
For future governance and delivery the report recommends that appropriate mechanisms
are put in place: A Town Centre Leadership Group – to provide political leadership, set the overall strategic direction and monitor progress. This group would comprise representatives of the Borough Council, Staffordshire County Council, the town centre BID, Keele University and Staffordshire Police.
A Town Centre Taskforce – officer led tasked with delivering on the two work streams of Healthy High Street and Diversification.
A Stakeholder Forum – this group will reflect the importance of the town centre across a
diverse range of stakeholders, from residents, businesses, students, those involved with the night-time economy of the town and transportation etc.
In addition to this, research will be carried out on parking patterns in the town centre:
frequency, time spent, purpose and customer satisfaction. This will inform a new Parking
Strategy to be outlined later this year.
The two work streams identified will allow the Council and its partners the ability to focus on both long-term and short-term interventions to try and arrest and reverse the decline of the town centre.
Cllr. Tagg added: "This is the first report, a teeing-up of ideas if you like. We are already
working on new initiatives for our historic market in Newcastle and now we are extending
our thinking to Newcastle town centre itself.
"Further work will follow, including a prospectus for the town centre and a programme of
actions to reinvigorate Kidsgrove town centre as well, working with our partners there – they have not been forgotten."
council leader simon tagg
Newcastle BID
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Stoke A Love Story


Taylor's session was set in downtown Scottsdale out and around the Scottsdale Civic Center. Sadly, we got rained out on our first try at the session so we had to reschedule for another day. However, with both sessions combined, we got sooo many wonderful images for Taylor's senior portraits.


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2019 NFL Mock Draft: 5 players the Lions could take in next year's draft
It's never too early for another mock draft. (It's totally too early.)
By Jeremy Reisman@DetroitOnLion Apr 29, 2018, 9:00am EDT
Share All sharing options for: 2019 NFL Mock Draft: 5 players the Lions could take in next year's draft
John Reed-USA TODAY Sports
For some reason, NFL fans just can't get enough mock drafts, even hours after the ACTUAL NFL Draft just completed. Though we haven't even really started to really dig into the Detroit Lions' 2018 draft class, there is an insatiable desire to look ahead to next year's draft.
I'm not insane enough to start working on a 2019 NFL Mock Draft myself, but luckily there are several troubling souls out there that have already done the heavy lifting for us. Here is a sampling of who the Lions are already taking in 2019 mock drafts.
Chat Sports (Tom Downey)
Pick 18: EDGE Joe Jackson, Miami
(Draft order based on Over/Under win totals)
The Lions need more pass rush, especially if they let Ziggy Ansah leave. Jackson is one of several great Miami Hurricanes defenders.
SEC Country (Connor Riley)
Pick 12: DT Derrick Brown, Auburn
(Draft order based on Bovada Sports odds)
SEC Country doesn't provide any reasoning for the pick, but Derrick Brown is a budding defender who finished the 2017 season (his first as a starter) with 57 tackles, 9.5 TFLs and 3.0 sacks. As part of the 2016 college recruiting class, Brown was the ninth-ranked prospect, just behind Ohio State defender Nick Bosa.
Bleacher Report (Richard Janvrin)
Pick 15: RB Rodney Anderson, Oklahoma
(Draft order based on ESPN's Mike Clay 2018 projections)
Janvrin doesn't explain his pick, and I'm not going to try to, either. I know LeGarrette Blount is on a one-year deal and Ameer Abdullah is unlikely to be back in 2019 (if he even makes it into the 2018 season), but this pick makes no sense.
Anderson was one of the best running backs in college football last year, especially towards the end of the season. He finished with 1,442 total yards and 18 touchdowns, and just capped off a great season with an impressive performance in the Rose Bowl: 26 rushes, 201 yards and 2 touchdowns.
But the Lions just drafted Kerryon Johnson. There is very little chance they add another back with their first-round pick next year.
Yardbarker (Seth Trachtman)
Pick 12: CB Andraez Williams, LSU
Considered the elite corner of next year's class, Williams had six interceptions in his freshman season at LSU. He's a great fit for press coverage, standing at 6-2.
Walter Football
Pick 11: DE/DT Raekwon Davis, Alabama
(Draft order was completely random)
Despite nabbing Alabama DE/DT Da'Shawn Hand in the fourth round of the 2018 NFL Draft, Walter Football has the Lions going right back to that well in 2019.
Raekwon Davis had a dominant performance in the national championship to cap off his excellent 2017 season in which he logged 8.5 sacks.
Mock drafts are all over the place this year, though there's a small focus on defensive line talent. That's not all that surprising, given Detroit largely ignored that need this offseason, especially at edge. With Ezekiel Ansah potentially off the team next year, it would certainly make sense for Detroit to look at that position in 2019, even if history tells us that edge rusher may not be a priority for this team.
If you're wondering the accuracy rates for year-early mock drafts, last year's version wasn't all that far off. Here's a look at five players mocked to the Lions a year ago:
EDGE Arden Key
DE Sam Hubbard
RB Royce Freeman
RB Derrius Guice
So while none of those picks landed in Detroit, several were mocked to the Lions as recent as a week ago. These mocks correctly predicted some of Detroit's bigger needs, but failed to find the right players.
Obviously, "way-too-early" mocks are purely in existence for entertainment purposes, but they may not be quite as inaccurate as they seem.


North Orissa University (NOU) invites Online/Offline Applications for admission into various P.G. /M. Tech. / M.Phil./Pre-Ph.D. Courses for the Academic Session 2018-19 in North Odisha University. Candidates can apply both via online mode or offline mode from 21.05.2018 to 20.06.2018. Last date of submission of application form is 21.06.2018. Date of admission for P.G & M.Tech. /M.Phil. /Pre-Ph.D is 16th to 30th July 2018. Date of P.G. Entrance test (Reg & Self Financing) is 03-07-18 to 10-07-18, date of M.Phill Entrance 17-07-18 and date of Ph.D entrance is 20-08-18 to 23-08-18 for Read below for full details about the admission process and application fee for various courses.
Eligibility for Self Financing P.G.
NOU provides self-financing M.Phill courses in Anthropology & Tribal Studies / Education / English / Library & Information Science/Odia / Sanskrit /Wildlife & Biodiversity Conservation.
North Orissa University provides Pre-Ph.D courses in Biotechnology/Botany/Commerce & Management/Computer Sc. & IT/ Chemistry/ Economics/ Education/ English/Geology/ History/Law/Life Sciences/ Mathematics/Odia/Philosophy/ Physics/Political Science/ Psychology/Sanskrit / Zoology.
Application fee for the various courses are mentioned below. If the candidates apply via online mode, then he/she has to pay the fee via online mode. But if a candidates is applying via offline mode then the fee is as follows.
Candidates have to pay the fee in the form of account payee Demand Draft (DD) in favour of the Comptroller of Finance, Nort Orissa University, Pay able at Baripada.
Selection Method : Candidates have to appear entrance test as mentioned in the application brochure.
The candidates who want to apply online should visit the website www.nou.nic.in http://www.nou.nic.in/Admission_Guidelines.htm . If you want to apply offline, then download the application form from and brochure from the official website. Fill the form and attach the required amount of DD as mentioned above, then submit it to the below given address. The application form should reach the university before 21st June 2018. The candidates those are waiting for their result can also apply, but they have to submit their mark sheets and certificates before the date of entrance exam.


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Tag: Lars von Trier
Watch The Disturbing Trailer For 'The House That Jack Built' And Find Out How You Can Watch It Inside A Theater Near You
By Z-rowe October 31, 2018 October 31, 2018 Industry News, Movie Trailers
Controversial filmmaker Lars von Trier made a return to the Cannes film festival this past year after being banned for seven years. He premiered the serial killer drama 'The House That Jack Built' and immediately made everyone regret their decision to let him back in.
People say the movie is overly violent, gross and just plain terrible, which kinda makes you want to watch it, right? Don't be ashamed.
You can watch the latest trailer for the film at the bottom of the page, but before you do that, you should know that a director's cut of the movie will play inside theaters for one night only on November 28. This is the version that caused all the drama at Cannes, so it's probably worth a ticket.
After that, the standard version will be released inside select theaters and on VOD on December 14.
Check out the disturbing trailer below…
Tagged Lars von Trier, The House That Jack Built, Trailer
First Trailer For Lars Von Trier's 'The House That Jack Built' Has Been Released (VIDEO)
By Z-rowe May 14, 2018 May 14, 2018 Industry News, Movie Trailers
If you haven't heard, Lars von Trier warned his fans that 'The House That Jack Built' would be his most brutal/violent project ever, and it looks like he was being 100% serious.
The first trailer for the drama/thriller was released this week and it features Matt Dillon in the title role as a serial killer named Jack.
"Von Trier's script follows Jack's development as a murderer, following him through five important killings and providing glimpses into his troubling coming-of-age experience. Uma Thurman and Riley Keough star as two of Jack's victims."
It's set to hit theaters in the fall and we can't wait to watch it, and then have trouble sleeping for the next week.
As mentioned above, this movie also stars Uma Thurman, Riley Keough and Siobhan Fallon.
Check out the brutal trailer below…
Tagged Jack, Lars von Trier, Matt Dillon, The House That Jack Built


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"It wasn't like they were playing the best of opponents, but the University of Akron men's basketball did what a good team should do: take care of lesser opponents. The Zips did exactly that in an 81-60 romp over Central Michigan Thursday at Quicken Loans Arena to advance to the semifinals of the MAC tournament for the third time in as many years."
It wasn't like they were playing the best of opponents, but the University of Akron men's basketball did what a good team should do: take care of lesser opponents.
The Zips did exactly that in an 81-60 romp over Central Michigan Thursday at Quicken Loans Arena to advance to the semifinals of the MAC tournament for the third time in as many years.
There were times that the Zips looked vulnerable. In the first half, after jumping out to a quick 7-0 lead, CMU exposed the Zips lack of defensive pressure by using sharp ball movement that resulted in a host of open jump shots.
The Chippewas scored their first 18 points on six 3-pointers and led the Zips by five points early in the game.
CMU's outside shooting cooled off shortly and UA took over. The Zips made a 13-2 run at the end of the first half and an 11-2 in the second half.
After the Zips tied the game at 29 with 1:35 left in the half, UA took control and never looked back.
– Brett McKnight played an outstanding game off the bench. He scored a career-high 12 points on 5-of-8 shooting in 13 minutes. He hit a three, had two nice drives and hit a pull-up jump shot. After the game, head coach Keith Dambrot said McKnight, the younger brother of starting forward Chris McKnight, will lead the Zips in scoring next year. McKnight's contribution was big because the Zips don't have a go-to scorer off the bench, and McKnight appeared very calm and confident in the first Mid-American Conference tournament game of his career.
– The player of the game was easily Nate Linhart. The lanky 6-foot-5 forward played one of the best all-around games of his career. He scored 16 points and shot an efficient 6-for-9 on field goals. More importantly, he locked up two-time All-MAC first teamer Giordan Watson, who was limited to 11 points on 3 for 11 shooting.
You have to feel for Watson. He's had the best statistics of any guard in the MAC since Earl Boykins as far as points and assists goes. He is only about 5-6 but makes up for it with quickness and strength. After the game Watson was visibly distraught. I was sitting there thinking, 'What do I do now? All I've done for the last four years is play basketball for Central Michigan. What am I going to do now?
– Western Michigan, the Zips opponent tomorrow at 7 p.m. The Broncos advanced by beating Eastern Michigan 70-61. WMU shot just 39 percent for the game including 28 percent in the second half. The Broncos' tandem of First Team All-MAC players Joe Reitz and David Kool struggled in the win. They did combine to score 35 points, but did so on 6-of-19 shooting.
– Reitz, however, was in foul trouble and still managed 11 points and eight rebounds.


A new ad campaign running throughout London's Underground highlights women's post-baby bodies, without the use of digital retouching.
The Body Proud Mums campaign for Mothercare aims to show "a part of motherhood that is rarely seen in media," according to the retailer.
The real and untouched campaign features 10 photos of women holding their babies and wearing just underwear, with stretch marks, scars and other physical effects of pregnancy on full display.
Tesha, who was photographed 26 weeks after giving birth, said she was initially "devastated" and "ashamed" of her "new" body.
As the contest's runner-up, Mothercare received £50,000 ($AU92,793) of digital advertising space.
Mothercare found women to participate in the campaign via open casting calls and social media posts.
The ads appear in more than 30 Tube stations across London, on LCD screens and escalator panels, as well as social media.


text:
Odina may refer to:

Surname
Mercedes Odina (born 1959), Spanish journalist, author, and film director

Given name
Odina Bayramova (born 1990), Azerbaijani volleyball player
Odina Desrochers (born 1951), Canadian politician

Place
Odina, Permsky District, Perm Krai, village in Russia
Chernoyarskaya Odina, village in Russia

Biology
Odina (genus), a genus of skipper butterfly

redpajama_set_name: RedPajamaWikipedia


text:
Q: Difference between client class and service class What are client classes and a service class in a .net application and what is the difference between them ?

A: you are buying a vehicle from Yamaha, then you want a regular service to your vehicle, so you will be the client(Client class) of Yamaha and Yamaha(service class) will be your service provider for you.

A: Both client and service are super-overloaded terms, so they can mean lots of different things, depending on context.
As a general rule, though, the terms can be used to describe the relationship between caller and callee.
Given any two objects that interact, the object making a method call is a client, and the object being invoked is the service.
Depending on context, an object can be both a client and a service, since a call stack is usually deeper than two calls.

redpajama_set_name: RedPajamaStackExchange


text:
Text by Artemis Herber
In Paradisum – Iris Brosch a Mediator between Earth and Heaven
The Garden of Eden expands into vast fields in the communities of artists, writers, thinkers and cultural ac- tivist of diverse background. They share the common grounds of ancient myths, antique and historic sources digging up fallow land for revitalization understanding the contemporary world while gazing back at the past.
With her performances and multimedia shows, internationally acclaimed artist Iris Brosch finds her inspira- tion in classic literature, music, ancient myths and visual arts. Along with their adaptations, she re-appropri- ates In Paradisum as a parcel of Dante's (1265 – 1321) Devine Comedy.
Within the framework of Tableaux Vivants that is inspired by historic paintings, the viewer is immediately drawn into a riveting narrative or deeply intriguing images, with references to literature, art, and history. Pho- tographer and video artist Iris Brosch weaves her feminist concept into three performance pieces in a com- prehensive context of a trilogy, one being that of In Paradisum.
She suggests playful Renaissance and Baroque attributes by incorporating a broad spectrum of metaphors, symbols, and allegorical figures borrowed from Greek myths and their transformed versions throughout the history of literature and the arts.
In Paradisum Frise 01 - 300x1500cm
The model's actions and gestures emerge by themselves releasing moments of pure joy. Simultaneously, and frozen in time. Brosch scans and triggers the surface of human bodies while mediating between the artist's mind and hand, her concept and imagery, her virtuosity and physical realization, being on earth while exploring heaven, and metamorphosing Earth into Paradise.
In Paradisum, consisting of 7 chapters, sends a message to overcome fear by pleasure
The setting recalls the Decameron by Boccaccio (1313 - 1375), a collection of novellas that take place in a secluded estate outside Florence, where seven young women and three young men escape the pest (the Plague or the Black Death), which was afflicting the city. During their two-week stay each member was assigned to tell a story in favor of the naturalness of sex by combining and interlacing sexual experiences with nature.
Most striking in Iris Brosch's body of work is the adaptation of a genre from literature that creates a new situation through a decisive artistic move from the literary novella that is now translated into a visual narrative. A novella's essential feature is based on the distribution of announcement of good, exciting news.
Iris Brosch indeed announces good news! The world is female!
In times of chauvinism, racism that offers vast nesting for sexist violations promoted by prominent and president figures, Brosch suggests in the hindsight of history a utopian idea of a woman's world. Man's demeanor generates in her novella an intriguing utopia of a past that we have not lived yet.
Sources for her exciting and good news are quotes from ancient times or classic literature that serve as a template conveyed into current gender issues and politically relevant topics. Our disconnection from nature, its endangered and unstable balance provokes flashbacks into paradise, occupied with scenes of innocence, kindness, and care. Heroines, Wonder Women, female shamans and pink fairies emerge from another time and herald the recreation of what makes us human and being fe-(male).
Each of Iris's images or videos originates with the prefix "fe-". In her performances every participant enters through a transformative gate into the woman's world liberated from oppression and cultural forces crafted by men over centuries.
She weaves a colorful, opulent and masterful tapestry of the woman's body and empowerment. Reminiscent body attributes and decors such as corsets, collars, chokers, wrist bandages and breastplates attest to the web of body control systems, confinement, suppression and body shaping depending on social, religious, or political authorities and conditions.
The novelty - which is actually not so new - is the repeated attempt to liberate the female body and mind. Nakedness contributes to the idea of liberation, freedom and natural self-understanding of our bodies. At the same time, every attribution and decor reminds us of the context and continuity and prolonged identity throughout history.
By discarding prudery, notations of Baroque landscapes and estates from the era of absolutism and landscapes shaped by men, stand in contrast to Iris Brosch's lush gatherings of playful frivolity, lust, and pleasure. In analogy she places In Paradisum at the French Chateau Villette France, a 40 minutes escape from Paris, also known as The Little Versaille, designed by Francois Mansart (1598-1666). The lush gardens were designed by landscape architect André Le Nôtre, one of Louis XIV's architects, who designed the palace of Versaille. In Paradisum is situated apart from baroque architecture of power and grandeur. Iris Brosch prefers the outdoors at the edges of cultivated areas of the park towards the rim of river and forest, where nature takes over, while leaving memories of outmoded relics and structures. Still, those attributions confine our cultural heritage and inform our bodies, while at the same time nakedness is revealed indicating how the female body is rendered "hysterical", an ongoing symptom and tension women still undergo in the 21st Century.
With comparison to "Garden of Earthly Delights" (Hieronymus Bosch, c. 1450 – 1516) Iris Brosch's splendid sceneries exaggerate into a nearly surreal imagery of timelessness, innocence, sheer joyous excess, suggesting another way of life, free love, and carefree existence overcoming fear by pleasure. Just as Hieronymus Bosch envisioned the modern world before it existed, Iris Brosch looks into the past and magnifies what we have not lived yet.
With delicate body language, opulent staging and sensitive scanning of the female body's surface, Brosch encourages female empowerment and self-acceptance taking nudity as a feminist gesture and calls into attention the need for ending oppression against women. By taking Dante into the 21st century, she reflects on the relevance of love today, reinforcing the autonomy of art by employing transfigurations of the human body, as well as incorporating the concept of the freedom of love as an all-inclusive force in every facet of existence.


Home7dayshop is now truly international with multi-currency and multiple-language options!
7dayshop.com is now truly an international website, with multi-lingual and multi-currency options.
The website now displays products prices and accepts payments in EUR (Euro's), as well as GBP (Sterling).
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To view 7dayshop translated into another language, simply select the desired language from the drop-down menu, located at the top left hand of the website (see the image below for an example).
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text:
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HISTORICAL CONSCIOUSNESS
Ron ADAMS
Senior Research Fellow, Graduate Research Centre at Victoria University, Australia
Administrative areas: Vanuatu, Tafea (Vanuatu)
Places: Melanesia, Vanuatu
Keywords: Anthropological Fieldwork, Christianisation, Cultural Change, Custom, Colonialism, Decolonisation, Epistemology, Historical Consciousness, History, Memory
Chris BALLARD
Associate Professor, Pacific and Asian History at Australian National University, Australia
Administrative areas: Vanuatu, Shefa (Vanuatu), New Caledonia, Papua New Guinea, Eastern Highlands (Papua New Guinea), Southern Highlands (Papua New Guinea), New Ireland (Papua New Guinea), Morobe (Papua New Guinea), Western (Papua New Guinea)
Places: Melanesia
Keywords: Colonial Imagination, Cultural Heritage, Historical Consciousness, Landscape, Narratives, Historical Imagination, First Contacts, Climate Change, Disaster Studies, Drawing
Joshua A. BELL
Curator, National Museum of Natural History at Smithsonian Institution, United States
Administrative areas: Papua New Guinea, Hawaii
Keywords: Materiality, Material Culture, Logging, Natural Resource Exploitation, Cultural Transformation, Colonialism, Visual Anthropology, Mobile Telephony, Museums, Historical Consciousness
Rainer F. BUSCHMANN
Professor, History at California State University Channel Islands, United States
Administrative areas: Papua New Guinea
Places: Melanesia, Micronesia, Polynesia
Keywords: Anthropological Fieldwork, Colonial Discourse, Colonial Imagination, Colonialism, Ethnographic Encounter, Historical Consciousness, Historical Imagination, History, Knowledge, Museums
Dario DI ROSA
PhD Student, Pacific and Asian History at Australian National University, Australia
Administrative areas: Papua New Guinea, Gulf (Papua New Guinea)
Places: Melanesia, Papua New Guinea
Keywords: Historical Consciousness
Matthew GRAVES
Associate Professor, CREDO - Centre de Recherche et de Documentation sur l'Océanie at Aix-Marseille University, France
Administrative areas: Australia, New Zealand
Places: Australia (area), Melanesia
Keywords: Colonial Imagination, Commemoration, Democracy, Historical Consciousness, History, Identity, International Relationships, Politics, Memorial Diplomacy, Cultural Geography
Sylvie LARGEAUD-ORTEGA
Associate Professor, English literature and culture at University of French Polynesia, French Polynesia
Administrative areas: French Polynesia
Places: Polynesia
Keywords: Anti-colonial, Colonial Discourse, Colonial Imagination, Colonial Literature, Cultural Heritage, Cultural Studies, Engaged Anthropology, First Contacts, Francophone Literatures, Gender
Alexander MAWYER
Assistant Professor, Center for Pacific Islands Studies at University of Hawai'i-Manoa, United States
Keywords: Colonial Literature, Cultural Heritage, Historical Consciousness, Language-Culture-Cognition, Environment
Károly Sándor PALLAI
Research Fellow, Department of French and Francophone Studies at Eötvös Loránd University, Hungary
Administrative areas: Wallis and Futuna, Vanuatu, Papua New Guinea, Samoa, New Caledonia, Kiribati, Hawaii, French Polynesia, Fiji, Federated States of Micronesia, Palau, Niue, Tuvalu, Tonga
Keywords: Contemporary Literatures, Francophone Literatures, Identity, Postcolonial Literatures, French Overseas Territories, Post-Colonialism, Narratives, Literature, Cultural Studies, Colonial Imagination
Dominik SCHIEDER
Lecturer, Department of Social Sciences at University of Siegen, Germany
Administrative areas: Fiji, Samoa
Places: Fiji Islands, Samoa
Keywords: Migration, Social Organization, Agency, Applied Anthropology, Class, Colonial Discourse, Colonial Imagination, Colonialism, Complexity, Conflict
Andrey TUTORSKI
Associate Professor, Department of Ethnology at Moscow State University, Russian Federation
Administrative areas: Papua New Guinea, Vanuatu, Madang (Papua New Guinea)
Keywords: Miklouho-Maclay, First Contacts, Historical Consciousness, History, Narratives, Myth
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He screamed every time he was removed. After 6 months he started to look around and eventually separated by Months of age. She said he became the Grinch I used to smile and then I worked at Menards shirt and the most well-adjusted child she had ever had. This is so irresponsible of the person who let this happen. He should have to pay every penny that the airlines have to spend to accommodate its passengers.
The fact that they didn't shoot this thing down the very first time they saw it is not very confidence inspiring to someone who's supposed to be flying in there next week. Can the Grinch I used to smile and then I worked at Menards shirt or armed forces not send a drone up to follow the pesky drone. Seems like there has to be a totally logical way of solving this drama. They could probably just launch a net or lasso it down.
Get a Grinch I used to smile and then I worked at Menards shirt to decrypt it and find out where the source of the signal is. There's more to this than they're telling us. This is why the average person does not need technology developed for the military. Manufacturers are so busy flooding the market to maximize profits with no regard to how people use their toys to disrupt the lives of people and other businesses.


Pancake Day has finally créped up on us, so why not indulge yourself with our delicious American pancakes recipe?
Place the baking powder, plain flour, salt and sugar in the bowl, before cracking the eggs and beating them in with the butter and milk. Mix until all of the ingredients in the bowl turn into a soft batter.
Heat a frying pan on the stove. Then add a teaspoon of coconut oil, before using a ladle to scoop up the batter and placing it in the pan.
Cook your pancakes until they turn golden brown. Pure's top tip - when the top side of the pancake is bubbling, it's time to flip it over and cook the bottom side!
Keep cooking the pancakes until you've used all of your batter. Plate them up, and top them with whatever you'd want! We chose to top ours with a dollop of delicious greek yoghurt and fresh strawberries and blueberries, yum!