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Klaus Hill first developed the Superfloater, an appealing cross between a hang glider and an old primary glider, in 1976 and brought it to Oshkosh for the fly-in. At the convention, he received a lot of interest in a powered version of his Superfloater and, in response, the Hummer was born.

The Hummer was a two-control airplane. There were no ailerons, spoilers, or any other sort of lateral control device. Turns were by rudder only and the rudder pedals were not actual pedals – both the rudder and the elevator were actuated by a single control stick. The foot pedals were linked by cables to the steerable tailwheel and were used only for ground handling.

The fuselage utilized a length of five inch aluminum irrigation pipe as a backbone with a substructure of smaller aluminum tubing forming a truss on which the wing and engine are mounted. The engine was located near the rear of the Hummer to isolate it as far as possible from the pilot and for weight and balance. The rather long moment arm on which the engine was mounted served this purpose and a builder could determine their weight and balance envelope and mount the engine accordingly.

One of the main concerns when Klaus first developed the Hummer was how the FAA would deal with the new glider. Klaus’ prototype was allowed to operate without an N registration number while the Hummer remained a developmental prototype. However, Klaus anticipated the FAA ruling a kit-built Hummer as a homebuilt, as John Chotia’s Weedhopper was, so he spent a great deal of time and effort in designing the Hummer to ensure that it would meet the FAA’s 51% rule – but just barely. Klaus also wanted the Hummer to go together in a hurry because he knew from experience in the hang glider market that people wanted to fly, not spend lots of time building.

The Hummer was manufactured as a kit and many examples were built. James Sharpa donated his Hummer to the EAA AirVenture Museum in 1994.

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