Just watched this video for fun..After two years of flying, I can definitely see all the stupid things I was doing. I guess I'll have to do a great landing compilation now......Stay tuned.
Seems like you were always fighting crosswind. I would think more subtle changes in power would’ve helped, keeping it on throttle just a touch to keep positioning against the wind while touching down. Definitely didn’t seem like flare and hold it off hold it off hold it off kind of conditions. Tricky little kite… 🥹
@Rebel Pilot Flying Channel now I see what happened, just stretched the glide a little too long to make the short grass. If I was over the highway and my engine quit, I have turned slightly right like was done here. But I would've pitched down significantly as I was approaching the field in effort to get as much airspeed as possible to get a nice flair before touchdown. I will practice this maneuver as soon as I can, just to make sure I can do it at idle.
you prolly dont give a shit but if you guys are stoned like me during the covid times you can watch pretty much all of the new movies and series on InstaFlixxer. Been streaming with my gf for the last few days :)
I have to stop commenting before I see the whole video, but this is FUNNY! Second guy on a 1/2 mile final for 4 minutes, while two sit idling and waiting...they had time to take a short nap!
I did teach myself to fly ultralight specifically, but that's what the large support network a great friends. If you're interested in learning to fly I would advise joining the Experimental Aircraft Association your. It's a fantastic organization with a family-friendly environment. Also, I have a couple hundred hours in conventional aircraft such as Cessnas. You can routinely find aircraft like the Quicksilver on Craigslist or barnstormers.com for the five to six thousand dollar range. Just remember pitch for AirSpeed power for altitude
@@rebelpilotflyingchannel858 well, duh. but at least he won't kill himself trying to land in a crosswind. And he'll have learned a skillset of what to do and what not to do in certain situations.
you touched down. nothing fell off or caught on fire. that's a win in my book. anyone brave enough to fly these things I would never talk bad about! I will say the gas tank directly above your head design is scary.
I walked away, yes. BUT...The urge to smack myself when I watch it today is nearly overpowering. ALL I had to do was cut the power, bury the stick in my gut, and wait for it to settle down. It's literally the easiest airplane to land. There's not a whole lot that can go wrong when the airplane touches down at 27 mph. ground roll is a whopping 150 feet. As far as the gas tank goes, one time I forgot to turn the transfer pump off when I was moving fuel from the black seatback tank up to the overhead tank........It wasn't too dramatic, but I did see some fuel dripping down. I smelled like 2 stroke for a while.
Dont they have 2 person ultralight airplane so that u can train with another pilot? Did u have any flying experience before attempting to land a single ultralight plane?
nope in ultra lights you're on your own. Better to go learn in a Cessna with an instructor and get the basics figured out. I went with a glider license in a motorglider by Pipistrel. That's another great avenue. Don't just start flying. Get lessons, and get some idea of the rules of flying that other pilot abide by and that you really should know. Carry a radio PLEASE - communicate with the rest of us. Where are you? what are your intentions? We need to know, without ADSD we can only see you at the last minute. Stay out of our way please, for everybody's safety.
I learned to fly and got my license in a two seat quicksilver. A few times my instructor had me land on the mains and and go straight down the center line keeping the nose off the ground for as long as I could. I once made it down the whole 5000' runway. I think it helped me most with throttle control on landings
Airspeed is key. Some approaches are too fast, and when flaring, you float for too long. Adding to that, you seem not to pull the throttle completely out. In the long float, the wind then does with you what it wants.
@@rebelpilotflyingchannel858 I remember those days trying to figure out how to land and the guy I bought my Mx from gave me some advice about never give it gas once you get to idle and just try to float it along until it settles on it’s own. Most fun ever was flying that damn thing around!
Oh dear god... what's up with you and that throttle man? I saw a few decent approaches and right when you should've cut throttle and buried the stick, you add power and go porpoising down the tarmac... I hope you got over that bad habit.
Yaaaah, about that...I was going through a rough patch because a friend told me to keep power in all the way down...There's some merit to that, but after a year of flying, I've come to realize that the airplane won't fall out of the sky in a ball of fire if I cut power. Those really bad landings were very, very, VEEERY fast. I was crossing the numbers at 45....that's right crossing the numbers at 45 mph in a quicksilver!!! It's always an adventure and a learning experience at the Quicksilver Flying Channel!
One hundred percent correct. Was hard to watch him keep adding power which further induced these horrid landings. Note how his best landing was the one with the engine failure. The lesson was in that landing. Adding power to a bounced landing is almost criminal. 1. Land slower. 2. Get that nose way high as you round out just off the runway. 3. Use the rudder to stay on center line. 4. Use the engine only to control sink. 5. As soon as touched down chop all power. 6. If bounce hold stick back inducing drag. NEVER add power unless you are going around. 7. The key to landing is to shed lift, and energy.
Hate the Click Bait... Sounds like some great comments from a few seasoned Pilots,,,saddened by seeing a passenger with you...The smartest pilot is one that is aware of their limitations... Good Luck,,,
I instructed my students to add power above idle at 50'. The reason is to slow decent and rapid drop in airspeed. A quicksilver can go from cruise speed to stall in 3 seconds due to low mass and high drag. 10,000+ hours in type.
Chasing it with the throttle can get you in trouble. He's adding power to late or at the wrong time. I flew the MX back in the early 80's before the two place was out. Once you bounce it, you can get into a situation where you're behind the curve and chasing with the throttle, this is called pilot induced oscillation. This happens when you come in to slow and let the plane drop from the wing stalling to high above the runway and thin try to save it by pushing the nose down, it will bounce off the nose wheel like what you're seeing here. Come in with a little more speed reducing power letting the plane settled in to the round out and hold it just above the runway until the mains taught. Searey flyer
Go up with a qualified instructor please so they can teach you how to cross control and use your rudder plus need to learn how to commit to your landing or abort it. Continuing a PIO is dangerous
Read the title...These were the very first landings. I thought it through for a bit and everything clicked ..My rule of thumb is "one bounce = go around." I'm not sure what my problem was with coming in waaay to hot, but it makes for good fails.
It was 1976, I was 16 and getting my pilots license, hanging around the airport a lot. The event of the day was a corporate lear jet was taking off from our small airport so we were all out The lear jet pilot throttled his engines while holding the brakes until he had them wound up all the way, then started rolling down the runway. about 2/3 of the way we saw an ultra light cutting across the end of the runway about 75 feet off the ground. the lear jet couldn't stop at this point and pulled his nose up and barely missed the guy. The turbulence from the jet threw him around pretty hard but he somehow managed to land and taxi back to the hanger. I hung around about another 3 years and nobody ever saw that guy again.
Aren't there rules about flying around airports in ultralights? If it were me, I'd be like "hey, there's a jet sitting on the runway, I think I'll go the other way."
Once you get across the threshold, cut the power and glide it in. Powering into a landing, even in a crosswind is not recommended. Take a ground school class at your local airport.
You have not flown a Quicksilver have you? You cut the power, they literally just about stop, one of the dragiest things I have ever flown. I was told to carry power to about three feet, and that is about right.
@@redriver4447 Plus when you cut power on a Quicksilver you lose most of the airflow going past the elevator and rudder and even the ailerons which means very little control of the airplane. I learned that the hard way. However, it seemed like his best landing was the power out emergency landing in the field.
In spite of the negative comments, everyone should applaud the original "Wright brothers" way of learning to fly. "Altitude, Airspeed, and Brains- you need 2/3 to stay alive." It is always a blast to see someone tame these motorized kites. Someone here said they had a dragonfly-- Bailey-Moyes?
@@paradoxicalcat7173 The first time I heard that one, it was coming from the Flight Engineer on a Rescue C-130 and the pilot must have bounced it three times, he politely asked the pilot, a captain, which landing did he want to log, then asked if he wanted to log it as one approach, two touch and goes and one landing? We all got a chuckle but the captain wasn't amused. The other rule on C-130's a tail strike, there's a nice bumper back under the ramp, if it's scratched, up, the pilot owes the ground crew beers all around. We'd all go look after a hard landing.
Our veterinarian, an experienced ultralight pilot, died in an ultralight crash. He had gone up to Michigan to look at a craft he was considering buying, and on his first test flight, crashed and died on takeoff. Be careful!
I appreciate the video - and the guts to put it out there and endure comments from those who don't know how to use the _Show More_ link underneath the description. :D
As a matter of interest do ultralight pilots have to go through many hours of expensive flight training to get a PPL licence like with bigger standard light aircraft?
@@moose7472 so could any untrained person buy an ultralight and keep it in a farmers barn and wheel it out a couple of times a week to takeff from the field outside? I should imagine anybody with an understanding of simple aerodynamics could buzz around the skies easily enough?
@@tungstenkid2271 Well, the only way to have a level of understanding is through experience. That experience can either be with an instructor or on your own. So, trust me when I say that experience on your own is not safe. You can learn a lot, but aviation is unforgiving. I highly recommend getting to a point in training where you at least solo, as a bare minimum, before flying any ultralight. If you are in the US, an ultralight is less than 254 lbs and has only one seat. (There are other restrictions as well) This video is a great example of learning after solo. Flying is a highly perishable skill, which requires proficiency! So even if you read every book on aerodynamics and micro meteorology, you will not have the basic skills required for safe flight. If you’re worried about spending money, the real question is-what’s your life worth? I lost my brother to a simple mistake, and his loos was preventable.
@@moose7472 Yes an ultralight instructor in a two-seater would be a good idea as long as he doesn't charge the earth, but people are still going to be tempted to learn alone, especially if they think they're hotshots on computer flight sims..:) I think the golden rule to stay alive that they already know is- If you let your airspeed drop below stall speed you're probably gonna die. PS- and when turning, your airspeed will bleed off rapidly so always go into a turn with plenty of speed in hand; the same applies to standard size planes, i've lost count of the number of youtube vids where one wing stalls in a turn resulting in a spinaroo..:)
Self taught? You are fortunate. We all learned crow hops in late 70s early 80s. But most had feedback from someone on the ground who knew how to fly. Glad you are okay. 😅😊
Don’t practice bad habits. That only make you proficient at repeating them. Perfect practice makes perfect pilots. You will never stop practicing either.
On final chop power to a hair above idle at a couple hundred feet, come in at 1.5 times stall, slow round out while looking waaay down the run way, easy steady flare.....you barely feel the mains touch. ZERO messing with throttle at the most critical part of flying. From my solo and through several ultralight aircraft it's always remained the same with pillow soft landings. I'll never understand messing with the throttle at that point in ultralights unless a go around is needed.
I haven’t flown an ultralight but I have flown various aircraft. When doing a crosswind landing in a UL do you still approach it the same with crab, landing gear wind side down first
Yes all aeroplanes work on the same principles, obviously. The exception would be a two axis ultralight which has no ailerons. In that case it's all rudder for both roll and yaw. But the quick silver here has ailerons so it's like any other plane only it can fly so slow due to its extremely low wing loading. This chap is landing way to fast and keeps adding engine right at the exact wrong time. He needs sorting out with some training on AOA and energy management. To be frank he's way off base ATM.
Of course it was your early learning days, I noticed that you drag the plane at low altitude to the start of the strip--no allowance for an engine out. When I land my Moyes Dragonfly, I bring the power back to idle while still high enough then proceed to glide the whole landing. Only if I've been messed up by a side gust or whatever, do I use any power during landing. It also makes for great practice for engine out landings!
You are right about needing altitude on final to allow for engine out (quicksilvers do not glide well with no power). Mine has a 582 on top of the root tube (high and behind me) so naturally when you cut power, it wants to fall over backwards since the propeller's not pushing. Now you're trying to land an airplane that that doesn't really want to land. And on top of that there's not much air going over all your flight control surfaces to control the airplane. Unless you are super experienced in a Quicksilver, I wouldn't do it on a regular basis although it should be practiced on occasion (with an instructor at first) in case of emergency. Back in my younger days when I flew small Cessna's my first instructor taught me to do all my landings with power in idle. My second instructor insisted on powered landings. both worked great for me although I believe powered landings are safer.
@@BK-jf1ye Not much air going over the control surfaces? Drop the nose and create the speed required. The Dragonfly cruises at 40 mph, And when gliding to land, I dive at 60 and slow to landing speed about 30 ft. altitude.
@@jackfrost2146 You can go ahead and tell me my own experiences are wrong. In my own experiences, everything i said was true. But i have just one question: How many Quicksilvers have you flown?
@@BK-jf1ye I'm guessing that you tried speeding up to gain more control and it didn't help--very unusual that it failed. Also, the Dragonfly also glides like a brick, admittedly not as bad as a Quicksilver!
Just watched this video for fun..After two years of flying, I can definitely see all the stupid things I was doing. I guess I'll have to do a great landing compilation now......Stay tuned
I always appreciate these kinds of videos. I try to learn as much as possible before I attempt something. I just purchased an MX and wanted to watch others approach, flair and land so I can get an idea of this planes characteristics before I go out and spin the prop. I know these planes have a lot of lift, which is evident in this video. A little too much throttle on flair and you're bouncing off the ground. I've always heard, any landing that you can walk away from is a good landing! Thanks for posting!
My best landings have either been really long, floaters with lots of airspeed, or coming in high and chopping power a few hundred feet up. (The power off approaches are exciting, safer, and they prepare you for that infamous engine out that you will undoubtedly have.) Don't touch the throttle, just use come in with good airspeed and let the MX settle. Usually, I approach with maybe 45 mph, but I cut the power and let that bleed off so I come through the "keyhole" at maybe 35. It will settle gently. I almost always have a surplus of energy when I'm on short final. If you have enough momentum, you can flair pretty aggressively. PLEASE DO NOT DO WHAT I DID IN THESE VIDEOS!! It's a lot easier than that. Also, While I did not have UL training, I have several hundred hours in heavier stuff. Get in touch with a local instructor. Watch my learning to fly video. It walks through the "crow hops"
@@rebelpilotflyingchannel858 I've read that this aircraft won't actually stall, that both wings will stall at the same time and it will just butterfly down. Have you tested this?
The best way how to lern to fly is to attend a course. Do not try to learn something here. Instructors are taught to teach you flying in a propper way that was perfectioned by many people's deaths. Do not try to memorize things that are wrong right from the begining. Landing has 4 phases no matter what aircraft you fly. These phases help you to understand what to focus on. Nothing like this I can see on this video. Only thing I can see here is just ignoring essential rules.
@@canamm They stall with the wings level most of the time, during level flight or climbing stall they buffet then drop the nose, I have had a wing drop during tight turns, pulling too hard and inside wing stalls starts rolling into the turn, these aircraft are really forgiving, just woundering how much stall training this guy has done??? Should have been a reagular part of his " self training."
Please excuse my ignorance but can someone explain to me how these were "landing fails?" Some of them might not have been pretty, but I'd hardly call them failures. ??
@@pgnandt - I agree the approaches were pretty sloppy and there's plenty of room for improvement. That last guy was pogoing down the runway like crazy, bouncing several times before getting the airplane to fully settle on the ground which was pretty bad but in the end, the airplane was on the ground with all the parts traveling in the same direction. No ground loops, no bent parts, no flipping over, no one hurt, so I wouldn't call them "landing fails." It looked to me like the airplane was still usable when it was all over so again, no fail. They definitely need some more training though!
@@Intrepid175a Well ok then. The landings were not a fail but the decision to even be in that situation definitely was. An instructor would not have allowed the situation to become this lethal. Flying is easy once taught how to do so. Making correct decisions is not. My first day of flying (C150) with an instructor consisted of maintaining level flight, coordinated turns and approach stalls for 2 hours. Next day was approaching and landing 'attempts'. As soon as my brain went stupid on the runway the instructor would get both of us away from the ground.
I don't know what to say? I'm not familiar with this channel but it appears to be someone who has not had much training and flying experience to say the least. I have just over 280 hrs in a MXL 2 going back to the mid 80's. I haye to say this, but i am curious if this person is still alive and/or still trying to fly?
Later in the video we see this guy landing on runway 28. He's doing just what I used to do in Cessna 172's during my training days in Daytona Beach. I'd fly a normal pattern, then level off at 500 feet and simulate an engine failure. I got so good at putting the plane down on the touchdown zone markers that I think that I could have probably landed the thing in a grocery store parking lot! I had the engine out sight picture NAILED.
Man these are some huge runways. I'd recommend 4 or 5 hours with an instructor to understand the basics. I remember at Oshkosh it seemed 3 out of 10 people in the ultralight section was in a cast or using a cane. That always left a bad taste in my mouth as they gave a bad image of aviation.
"...get off that throttle!!" Yes, doggone it! And I kept thinking, does this thing have an elevator because he keeps trying to use the throttle for some reason. Use the rudder properly as well if it has one. I couldn't tell. It was all over the place.
@@rod1148 The only reason to keep a LITTLE power-on is to slow the rate of decay of airspeed. My hunch is these things are bricks without power, so keeping a minimum amount for approach is probably a good idea. The flare should increase the rate of decay of airspeed (i.e. there shouldn't be enough power to maintain level flight), and it would prevent the crazy power oscillations we see in the video. Cutting to idle at touchdown would then help it settle.
Interesting how so many people comment poorly on this. Watching good landings isnt really fun. This was interesting from start to end! It would be cool to make some high travel suspension for an ultralight and just plop smoothly on the ground no matter what haha
@@winsor68 Should have been an instructor in the right seat. I don't get the passenger. Why on earth??? It's stuff like this that could put an end to the freedoms of ultralight flight.
Landing with the wing not stalled is a sure bet for a bounced landing, which can be very dangerous. Have a stabilized approach, close the throttle after your landing is assured, descend into ground effect, flare and hold the aircraft wheels just above the ground. Land at stall speed. If the wing is stalled, the aircraft won't bounce back into the air.
Thats how you learn. My first airplane was a J4 Cub and it taught me about ground loops right off the bat. Ultra lights are a different animal, I'm glad I started out with a certificated airplane.
Quicksilver aircraft are very forgiving underweight overpowered a great starter aircraft if you guys ever need a new sail set I have a company out of Hemet Airport that have been doing this for a long time they've been working with Quicksilver aircraft 20 years Quicksilver aircraft entity I believe is gone last thing I heard we sold it to the Colombians we still have Beaver mabie Todd Ellison you still out there we lost Chuck Ross a while back and a lot of others but we're still working to keep quicksilver in the air if you guys need any sail set that is Factory approved just hit me up
My instructor gave me some great advice when i was flying the plane (same plane) down the runway trying to land. Only use the ailerons for keeping the wings level, and use the rudder only to keep yourself lined up. made it much easier. Of course with a crosswind it complicates the process but still the same basic idea.
I'm sorry but as opposed to doing what? Does he also give expert driving advice such as "Only use the wheel for steering, the brake for stopping, and the throttle for accelerating" ?? :D
@@rickr530 I realized after i pushed send that it was a messed up sentence..... however, if you CAN make heads or tails out of it, there's kind of a real lesson there.
@@rickr530there is always the other way to land. Crabbing into the wind and straightening out the moment before touchdown. Both work well in the right hands...and feet. Not sure why you had to be so sarcastic about it.
Watching some of these people try to power the aircraft to the ground is painful. Keeping power in creates lift, which is what it is supposed to do. When you fight the force of lift by forcing the plane down, a nice landing becomes a very difficult chore. Pull power out, bleed off speed, allow the plane to float down gently, at around 10' off the ground, gently rotate the nose up. When mains touch down, maintain back pressure to cause nose wheel to float until it touches down. Only add power if air speed gets too low or if you need to go around. If you touch and bounce, you are too fast and should go around. Allowing your airplane to porpoise down the runway is not a good plan!
They were very, very high and fast approaches. I had a couple bad habits at the vary beginning. Things are generally smooth landing around 30ish instead of 45. Thanks for the opinion.
The fabric is on the wings, Cables attached... its coming along quick. I am thrilled to be included restoring and assembling the Quicksilver MX. Flying... no problem,, landing.. yup, im gonna need some pointers. We are not just watching but learning.
Man.....that guy loves to fight the landing. Reduce power...glide....pitch up slightly....let gravity assist you....pitch up again slightly near the ground.....reduce power......right before stall, touchdown. Wait....I've never done it, so what the heck do I know? 😆
Sir, As a private pilot speaking, you must set up a STABLE approach before you attempt a landing!! I had an instructor that would not let me make adjustments (throttle, flaps) once I was on final approach!! Get set up early!! Yes, the wind will blow you around some, but you need to be ‘established’ when turning final......only after you touchdown should you make corrections.....stay on the runway!!!
Yep ,this is true! I had a CFI say the same thing once. It helps, both in confidence, and the safety/consistency of the landing. It makes me smile when it all happens perfectly. Thanks for the input. Craig
Quicksilver Flying Channel As you probably know, sink rate is just a change in altitude. My instructors used the memory jogger “Pitch for airspeed, power for altitude.” Now in a Cessna 172, you have this big ole RPM gauge that’s easy to see! If I normally cruised around at 2400 rpm and I wanted to descend in the pattern, I’d pull the throttle back to 1500 or so and I’d begin sinking/descending. I don’t know what the RPM would be on a two stroke engine, but I’m guessing about half throttle would probably do the same thing. Of course you always have to adjust if a large gust of wind starts pushing you down quickly. And it’s just a matter of ‘being one’ with your plane...how it feels...how it flys...how it reacts. Due to their lighter weight, Quicksilver’s are more susceptible to wind gust...I get that. So you usually can’t control the wind, but I would probably not fly on the days the wind is greater than say 10 knots.....?? Even in a metal bird, my personal maximum wind is around16 knots....definitely no more than 20!! I figure I’ll stay safe and fly another day!!
I will have to take your word for the fact that you have improved your flying skills! Of all the negative comments, I don't see many people that really know about Quicksilver Ultralights. I began my Quicksilver experiences with the original weight-shift Quick and a 15hp Yamaha direct-drive prop. Moved on to the MX with the Cayuna and learned about engine-out forced landings many, many times. Then it was the final improvement to the 30hp Rotax which never skipped a beat! Since you say you have improved, I won't criticize you here. I offer this up to the commenters that don't have Ultralight experience, or they are speaking from the viewpoint of "real" pilots. The Quicksilver was the easiest and best way to learn to fly that I can imagine. It used to be that Quicksilver wouldn't even sell you an aircraft without some good, basic instruction from the dealer. Fun Fact: in the early days, one of my Ultralight magazines showed that there were over 100 manufacturers of Ultralights. Most of them were scary as Hell! Quicksilver had a lot of skilled engineers and the build kits were set up about as foolproof as can be. Quicksilver (Eipper Aircraft) was about the only thing I would trust. When I learned, about 1982, there were no 2-place Quicksilvers. My instructor didn't even have radios, until I was ready to solo. My instruction had me taxiing up and down the runway at slow speed until I got absolutely bored with the whole thing. Then, I was allowed to go fast enough to feel the wings begin to lift, but no more! Then, finally, I was allowed to go up to about 1,000 feet and fly a few miles, make a circle, and return. It helped that my instructor had gotten into the sport after a LOT of hang-glider experience. I eventually did some instructing myself, and found that private pilots were the hardest to try and teach, because they over-thought the process. Of course, the early MX-s only had spoilers and you rolled AND yawed with only the side stick. That confused "real airplane" people. So, whomever taught you to use all of that throttle jockeying did you a big dis-service! You fly the thing simply, in NO wind whatsoever. NONE! And you do about eight hours like that, preferably on a grass strip. You fly it down, cut the throttle and stall gently onto the gear. I eventually put 80 hours in my log book and had a few close calls (lost a main wheel one time while at 1500-feet - didn't preflight 100% thoroughly) and also took off one time with the fuel valve in the off position, and fortunately had the presence of mind to dive it straight toward the ground, in really hilly terrain, and made a nice full stop landing. In any case, I haven't sat in the seat of an Ultralight in nearly 40 years, but I often wish someone would offer me the chance to take up an old, original MX in perfect condition. I have no doubt it is something I still have the memory and skill to do safely.
These were the first few flights after purchasing the MX 2. It's a cakewalk getting back on the ground even in a crosswind. I might have to post a "before and after" video so people can stop razzing me about early, early fails. We call them fails for a reason.
They call him Flipper, Flipper King of the sea no one you see can bounce higher than he LOL Hells bells cross winds look like a bear with the Quicksilver MX. I guess practice makes perfect or at least better. I was waiting for either the nose or main gear to snap at any time.
When it touches the ground don't give it full throttle. Cut the power down to idle and let the thing stay on the ground. I'm a glider pilot we only get one chance.
You’re trying to arrest your descent with power instead of elevator. Hope you’ve figured out how to land by now. It took a while before I noticed you had a passenger!
@@rebelpilotflyingchannel858 Once the runway is made, your engine should be at idle. Arrest your descent with back stick. As I was taught, “try not to land.” The ideal landing, you run out of airspeed, altitude and elevator at the same time. With you motor at idle, the stick should be on your belly when the wheels touch down.
Just watched this video for fun..After two years of flying, I can definitely see all the stupid things I was doing. I guess I'll have to do a great landing compilation now......Stay tuned.
Wow at 4:15 I expected a small flare....
@@jamesordwayultralightpilot yaeah, that would've been nice.
Seems like you were always fighting crosswind. I would think more subtle changes in power would’ve helped, keeping it on throttle just a touch to keep positioning against the wind while touching down. Definitely didn’t seem like flare and hold it off hold it off hold it off kind of conditions. Tricky little kite… 🥹
@Rebel Pilot Flying Channel now I see what happened, just stretched the glide a little too long to make the short grass. If I was over the highway and my engine quit, I have turned slightly right like was done here. But I would've pitched down significantly as I was approaching the field in effort to get as much airspeed as possible to get a nice flair before touchdown. I will practice this maneuver as soon as I can, just to make sure I can do it at idle.
Oh God, I'm going to land! Full power!!!! 🤣🤣
never thought a Quick Silver MX would need a 10.000+ foot runway to "land"
you prolly dont give a shit but if you guys are stoned like me during the covid times you can watch pretty much all of the new movies and series on InstaFlixxer. Been streaming with my gf for the last few days :)
@Mason Dylan yea, I've been using InstaFlixxer for months myself :)
That's funny
Simple if you're stoned and you think you're in a AB 380 doing Mach 5 it happens 🤣✌❤✈
These fake spam comments are so tired. Nobody is going to your ratchet ass site.
Anyone willing to share his mistakes like this is ok in my book. 👍
Thanks for sharing - looks like a lot of fun!
I have to stop commenting before I see the whole video, but this is FUNNY! Second guy on a 1/2 mile final for 4 minutes, while two sit idling and waiting...they had time to take a short nap!
This video makes me believe that even I have a chance at learning to fly. Thank you!
I did teach myself to fly ultralight specifically, but that's what the large support network a great friends. If you're interested in learning to fly I would advise joining the Experimental Aircraft Association your. It's a fantastic organization with a family-friendly environment. Also, I have a couple hundred hours in conventional aircraft such as Cessnas. You can routinely find aircraft like the Quicksilver on Craigslist or barnstormers.com for the five to six thousand dollar range. Just remember pitch for AirSpeed power for altitude
John, please get proper training from a CFI. Buying a plane and teaching yourself is simply signing your own death certificate.
@@rjbouge66 nobody will do transition training from s Cessna to a quicksilver
@@rebelpilotflyingchannel858 well, duh. but at least he won't kill himself trying to land in a crosswind. And he'll have learned a skillset of what to do and what not to do in certain situations.
@@rebelpilotflyingchannel858 I'd have to agree with the other guy. Please get some proper training first
learning to land is learning to fly 6 inches from the runway and slowly cutting power. :) You will never bounce. Thanks for sharing your video.
This should have been titled “Worst Basic Airmanship and Decision Making as seen from an Ultralight”.
you touched down. nothing fell off or caught on fire. that's a win in my book. anyone brave enough to fly these things I would never talk bad about!
I will say the gas tank directly above your head design is scary.
I walked away, yes. BUT...The urge to smack myself when I watch it today is nearly overpowering. ALL I had to do was cut the power, bury the stick in my gut, and wait for it to settle down. It's literally the easiest airplane to land. There's not a whole lot that can go wrong when the airplane touches down at 27 mph. ground roll is a whopping 150 feet. As far as the gas tank goes, one time I forgot to turn the transfer pump off when I was moving fuel from the black seatback tank up to the overhead tank........It wasn't too dramatic, but I did see some fuel dripping down. I smelled like 2 stroke for a while.
Lol! Looks like a lot of fun! I'm a big boy so ultra-lights are not in my future, but I love that you're having a blast! keep the blue side up!
@Phumgwate Nagala Wish it were my friend!
Two criticisms on the forced deadstick. 1) unless otherwise unsafe, land with the furrows (not washboarding), and B) Land closer the road.
Over halfway through the video and having seen a failed landing yet.
Click bait……agreed!
Wat
@@BobMarley-pm1xb watch till the end bro
This should have been called "Making My Own Video FAILS."
Lots of bad flying going on right from the start. It’s guys like these that make me nervous at small airports
Dont they have 2 person ultralight airplane so that u can train with another pilot? Did u have any flying experience before attempting to land a single ultralight plane?
X-crosswinds are very tough in something this light. Ironically, landing some of these little guys is tougher than putting a 182 down safely.
nope in ultra lights you're on your own. Better to go learn in a Cessna with an instructor and get the basics figured out. I went with a glider license in a motorglider by Pipistrel. That's another great avenue. Don't just start flying. Get lessons, and get some idea of the rules of flying that other pilot abide by and that you really should know. Carry a radio PLEASE - communicate with the rest of us. Where are you? what are your intentions? We need to know, without ADSD we can only see you at the last minute. Stay out of our way please, for everybody's safety.
You could walk away from every landing... Well done!
I learned to fly and got my license in a two seat quicksilver. A few times my instructor had me land on the mains and and go straight down the center line keeping the nose off the ground for as long as I could. I once made it down the whole 5000' runway. I think it helped me most with throttle control on landings
What type of license was that? A Goober License? We're talking about flying here.
Sounds like you landed downwind. LOL But that's stuff only pilots know about.
I wonder what airport that is at 9:08… runway forever out in the middle of nowhere?
Airspeed is key. Some approaches are too fast, and when flaring, you float for too long. Adding to that, you seem not to pull the throttle completely out. In the long float, the wind then does with you what it wants.
Chuckle - Back off on the power, let it settle and hold it one foot above the runway, it will land itself.
Yep, I figured that one out pretty quickly thanks for the input
@@rebelpilotflyingchannel858 I remember those days trying to figure out how to land and the guy I bought my Mx from gave me some advice about never give it gas once you get to idle and just try to float it along until it settles on it’s own. Most fun ever was flying that damn thing around!
It's not that simple to let off the power when the wind is rolling you over even at 20 feet off the ground
@@8bitorgy That's why we have a stick/yoke and pedals to control the track, DURRRR
@@alanmawson9601 but as soon as you do that, the wind carries you much easier. The throttle helps you cut through the wind.
Oh dear god... what's up with you and that throttle man? I saw a few decent approaches and right when you should've cut throttle and buried the stick, you add power and go porpoising down the tarmac... I hope you got over that bad habit.
Yaaaah, about that...I was going through a rough patch because a friend told me to keep power in all the way down...There's some merit to that, but after a year of flying, I've come to realize that the airplane won't fall out of the sky in a ball of fire if I cut power. Those really bad landings were very, very, VEEERY fast. I was crossing the numbers at 45....that's right crossing the numbers at 45 mph in a quicksilver!!! It's always an adventure and a learning experience at the Quicksilver Flying Channel!
@@rebelpilotflyingchannel858 how do you get on the Quicksilver flying Channel
@@rebelpilotflyingchannel858 who's channel is this
Looked like he was trying to perfect pilot induced oscillation.
One hundred percent correct. Was hard to watch him keep adding power which further induced these horrid landings. Note how his best landing was the one with the engine failure. The lesson was in that landing.
Adding power to a bounced landing is almost criminal.
1. Land slower.
2. Get that nose way high as you round out just off the runway.
3. Use the rudder to stay on center line.
4. Use the engine only to control sink.
5. As soon as touched down chop all power.
6. If bounce hold stick back inducing drag. NEVER add power unless you are going around.
7. The key to landing is to shed lift, and energy.
Hate the Click Bait...
Sounds like some great comments from a few seasoned Pilots,,,saddened by seeing a passenger with you...The smartest pilot is one that is aware of their limitations...
Good Luck,,,
All the bad habits are gone....as I said in the description, these were the first ones
Rumor has it that one guy uses 2500' to land his Ultralight Heavy
Looked like more of a head than a cross wind... He went any slower he'd be rolling backwards when he landed 🤣
He paid for 2500 ft of runway he’s gonna use 2500 ft of runway!
I wonder what makes it want to bounce like that.
Touch n go? Full stop landing?
Why don’t they cut the power when they got the runway made, and don’t the aircraft fly straight?
I instructed my students to add power above idle at 50'. The reason is to slow decent and rapid drop in airspeed. A quicksilver can go from cruise speed to stall in 3 seconds due to low mass and high drag. 10,000+ hours in type.
Chasing it with the throttle can get you in trouble. He's adding power to late or at the wrong time.
I flew the MX back in the early 80's before the two place was out. Once you bounce it, you can get
into a situation where you're behind the curve and chasing with the throttle, this is called pilot
induced oscillation. This happens when you come in to slow and let the plane drop from the wing
stalling to high above the runway and thin try to save it by pushing the nose down, it will bounce
off the nose wheel like what you're seeing here. Come in with a little more speed reducing power
letting the plane settled in to the round out and hold it just above the runway until the mains
taught. Searey flyer
How much runway do you need?
Go up with a qualified instructor please so they can teach you how to cross control and use your rudder plus need to learn how to commit to your landing or abort it. Continuing a PIO is dangerous
Read the title...These were the very first landings. I thought it through for a bit and everything clicked ..My rule of thumb is "one bounce = go around." I'm not sure what my problem was with coming in waaay to hot, but it makes for good fails.
It was 1976, I was 16 and getting my pilots license, hanging around the airport a lot. The event of the day was a corporate lear jet was taking off from our small airport so we were all out The lear jet pilot throttled his engines while holding the brakes until he had them wound up all the way, then started rolling down the runway. about 2/3 of the way we saw an ultra light cutting across the end of the runway about 75 feet off the ground. the lear jet couldn't stop at this point and pulled his nose up and barely missed the guy. The turbulence from the jet threw him around pretty hard but he somehow managed to land and taxi back to the hanger. I hung around about another 3 years and nobody ever saw that guy again.
That was you, wasn't it? Admit it!
Aren't there rules about flying around airports in ultralights?
If it were me, I'd be like "hey, there's a jet sitting on the runway, I think I'll go the other way."
Might be a smart idea to carry a boat anchor just in case a 10,000 feet runway is not long enough. Cheers
It's only 5,800 feet, but it looks like 10,000. In saying that, I did pull off at B3 taxiway.
Once you get across the threshold, cut the power and glide it in. Powering into a landing, even in a crosswind is not recommended. Take a ground school class at your local airport.
You have not flown a Quicksilver have you? You cut the power, they literally just about stop, one of the dragiest things I have ever flown. I was told to carry power to about three feet, and that is about right.
@@redriver4447 Plus when you cut power on a Quicksilver you lose most of the airflow going past the elevator and rudder and even the ailerons which means very little control of the airplane. I learned that the hard way. However, it seemed like his best landing was the power out emergency landing in the field.
In spite of the negative comments, everyone should applaud the original "Wright brothers" way of learning to fly. "Altitude, Airspeed, and Brains- you need 2/3 to stay alive." It is always a blast to see someone tame these motorized kites. Someone here said they had a dragonfly-- Bailey-Moyes?
Just which one of those landings do you wish to log with that approach?
All of them! LOL
@@paradoxicalcat7173 The first time I heard that one, it was coming from the Flight Engineer on a Rescue C-130 and the pilot must have bounced it three times, he politely asked the pilot, a captain, which landing did he want to log, then asked if he wanted to log it as one approach, two touch and goes and one landing? We all got a chuckle but the captain wasn't amused. The other rule on C-130's a tail strike, there's a nice bumper back under the ramp, if it's scratched, up, the pilot owes the ground crew beers all around. We'd all go look after a hard landing.
Seems like your diving for the runway. Slower shallow descent.
Our veterinarian, an experienced ultralight pilot, died in an ultralight crash. He had gone up to Michigan to look at a craft he was considering buying, and on his first test flight, crashed and died on takeoff. Be careful!
I appreciate the video - and the guts to put it out there and endure comments from those who don't know how to use the _Show More_ link underneath the description. :D
Thanks, It's been quite a ride!
As a matter of interest do ultralight pilots have to go through many hours of expensive flight training to get a PPL licence like with bigger standard light aircraft?
No training or license is required, highly recommended but not required. This aircraft is actually considered a light sport(2 seats).
@@moose7472 so could any untrained person buy an ultralight and keep it in a farmers barn and wheel it out a couple of times a week to takeff from the field outside?
I should imagine anybody with an understanding of simple aerodynamics could buzz around the skies easily enough?
@@tungstenkid2271 Well, the only way to have a level of understanding is through experience. That experience can either be with an instructor or on your own. So, trust me when I say that experience on your own is not safe. You can learn a lot, but aviation is unforgiving. I highly recommend getting to a point in training where you at least solo, as a bare minimum, before flying any ultralight.
If you are in the US, an ultralight is less than 254 lbs and has only one seat. (There are other restrictions as well)
This video is a great example of learning after solo. Flying is a highly perishable skill, which requires proficiency! So even if you read every book on aerodynamics and micro meteorology, you will not have the basic skills required for safe flight.
If you’re worried about spending money, the real question is-what’s your life worth? I lost my brother to a simple mistake, and his loos was preventable.
@@moose7472 Yes an ultralight instructor in a two-seater would be a good idea as long as he doesn't charge the earth, but people are still going to be tempted to learn alone, especially if they think they're hotshots on computer flight sims..:)
I think the golden rule to stay alive that they already know is- If you let your airspeed drop below stall speed you're probably gonna die.
PS- and when turning, your airspeed will bleed off rapidly so always go into a turn with plenty of speed in hand; the same applies to standard size planes, i've lost count of the number of youtube vids where one wing stalls in a turn resulting in a spinaroo..:)
Self taught? You are fortunate. We all learned crow hops in late 70s early 80s. But most had feedback from someone on the ground who knew how to fly. Glad you are okay. 😅😊
My person on the ground was grossly out of touch
What is the name of the song in the intro?
Don’t practice bad habits. That only make you proficient at repeating them. Perfect practice makes perfect pilots. You will never stop practicing either.
Like my Navy pilot trainer friend always said, it's how you hit the ground is important, many don't make it.
Who built that MX? Look at all the hanging zip ties! Trim those for less drag plus it looks much better.
why people make something with rope???
I can’t watch this! “Don’t flair, and be sure to shove the nose down and jab the throttle just before the wheels touch!” Lucky to be alive.
how does a seat belt save you
On final chop power to a hair above idle at a couple hundred feet, come in at 1.5 times stall, slow round out while looking waaay down the run way, easy steady flare.....you barely feel the mains touch. ZERO messing with throttle at the most critical part of flying. From my solo and through several ultralight aircraft it's always remained the same with pillow soft landings. I'll never understand messing with the throttle at that point in ultralights unless a go around is needed.
The quicksilver is literally the most forgiving aircraft ever.
Literally?
Yes, literally....as long as you don't cross the numbers at 45!
@@craigensey4709 I also wondered about literally hehe
Like a Piper Cub with less HP .
Sure doesn't look like it.
You're a bad ass..awesome Vid ..Thanks for Sharing
I haven’t flown an ultralight but I have flown various aircraft. When doing a crosswind landing in a UL do you still approach it the same with crab, landing gear wind side down first
Yes all aeroplanes work on the same principles, obviously. The exception would be a two axis ultralight which has no ailerons. In that case it's all rudder for both roll and yaw. But the quick silver here has ailerons so it's like any other plane only it can fly so slow due to its extremely low wing loading. This chap is landing way to fast and keeps adding engine right at the exact wrong time. He needs sorting out with some training on AOA and energy management. To be frank he's way off base ATM.
Of course it was your early learning days, I noticed that you drag the plane at low altitude to the start of the strip--no allowance for an engine out. When I land my Moyes Dragonfly, I bring the power back to idle while still high enough
then proceed to glide the whole landing. Only if I've been messed up by a side gust or whatever, do I use any power during landing. It also makes for great practice for engine out landings!
10-4
You are right about needing altitude on final to allow for engine out (quicksilvers do not glide well with no power). Mine has a 582 on top of the root tube (high and behind me) so naturally when you cut power, it wants to fall over backwards since the propeller's not pushing. Now you're trying to land an airplane that that doesn't really want to land. And on top of that there's not much air going over all your flight control surfaces to control the airplane. Unless you are super experienced in a Quicksilver, I wouldn't do it on a regular basis although it should be practiced on occasion (with an instructor at first) in case of emergency. Back in my younger days when I flew small Cessna's my first instructor taught me to do all my landings with power in idle. My second instructor insisted on powered landings. both worked great for me although I believe powered landings are safer.
@@BK-jf1ye Not much air going over the control surfaces? Drop the nose and create the speed required. The Dragonfly cruises at 40 mph, And when gliding to land, I dive at 60 and slow to landing speed about 30 ft. altitude.
@@jackfrost2146 You can go ahead and tell me my own experiences are wrong. In my own experiences, everything i said was true. But i have just one question: How many Quicksilvers have you flown?
@@BK-jf1ye I'm guessing that you tried speeding up to gain more control and it didn't help--very unusual that it failed. Also, the Dragonfly also glides like a brick, admittedly not as bad as a Quicksilver!
Just watched this video for fun..After two years of flying, I can definitely see all the stupid things I was doing. I guess I'll have to do a great landing compilation now......Stay tuned
Very cool. I can't believe I recognize the landscape and the CMAirport.
The landing at 7:53 looked scary... you had your kid with you also? :)
I always appreciate these kinds of videos. I try to learn as much as possible before I attempt something. I just purchased an MX and wanted to watch others approach, flair and land so I can get an idea of this planes characteristics before I go out and spin the prop. I know these planes have a lot of lift, which is evident in this video. A little too much throttle on flair and you're bouncing off the ground. I've always heard, any landing that you can walk away from is a good landing! Thanks for posting!
My best landings have either been really long, floaters with lots of airspeed, or coming in high and chopping power a few hundred feet up. (The power off approaches are exciting, safer, and they prepare you for that infamous engine out that you will undoubtedly have.)
Don't touch the throttle, just use come in with good airspeed and let the MX settle. Usually, I approach with maybe 45 mph, but I cut the power and let that bleed off so I come through the "keyhole" at maybe 35. It will settle gently. I almost always have a surplus of energy when I'm on short final. If you have enough momentum, you can flair pretty aggressively. PLEASE DO NOT DO WHAT I DID IN THESE VIDEOS!! It's a lot easier than that. Also, While I did not have UL training, I have several hundred hours in heavier stuff. Get in touch with a local instructor. Watch my learning to fly video. It walks through the "crow hops"
@@rebelpilotflyingchannel858 I've read that this aircraft won't actually stall, that both wings will stall at the same time and it will just butterfly down. Have you tested this?
Live longer take lessons. That is the way to learn from other's mistakes. Flying is the second greatest thing in life. Landing is the first!
The best way how to lern to fly is to attend a course. Do not try to learn something here. Instructors are taught to teach you flying in a propper way that was perfectioned by many people's deaths. Do not try to memorize things that are wrong right from the begining. Landing has 4 phases no matter what aircraft you fly. These phases help you to understand what to focus on. Nothing like this I can see on this video. Only thing I can see here is just ignoring essential rules.
@@canamm They stall with the wings level most of the time, during level flight or climbing stall they buffet then drop the nose, I have had a wing drop during tight turns, pulling too hard and inside wing stalls starts rolling into the turn, these aircraft are really forgiving, just woundering how much stall training this guy has done??? Should have been a reagular part of his " self training."
That was very troubling to watch! You should have NEVER had a passenger on that thing until you figured out how to land it...
indeed
PIO's at 7:50 were the most interesting. Oh, the early days of flying eh?
Please excuse my ignorance but can someone explain to me how these were "landing fails?" Some of them might not have been pretty, but I'd hardly call them failures. ??
Loss of control close to the ground is definitely a failure.
@@pgnandt - I agree the approaches were pretty sloppy and there's plenty of room for improvement. That last guy was pogoing down the runway like crazy, bouncing several times before getting the airplane to fully settle on the ground which was pretty bad but in the end, the airplane was on the ground with all the parts traveling in the same direction. No ground loops, no bent parts, no flipping over, no one hurt, so I wouldn't call them "landing fails." It looked to me like the airplane was still usable when it was all over so again, no fail. They definitely need some more training though!
@@Intrepid175a Well ok then. The landings were not a fail but the decision to even be in that situation definitely was. An instructor would not have allowed the situation to become this lethal. Flying is easy once taught how to do so. Making correct decisions is not. My first day of flying (C150) with an instructor consisted of maintaining level flight, coordinated turns and approach stalls for 2 hours. Next day was approaching and landing 'attempts'. As soon as my brain went stupid on the runway the instructor would get both of us away from the ground.
@@pgnandt - on that, we agree!
@@Intrepid175a Wow, this is BRUTAL!!Yes, They were fails!!Go ahead and laugh at my misfortune.
I don't know what to say? I'm not familiar with this channel but it appears to be someone who has not had much training and flying experience to say the least. I have just over 280 hrs in a MXL 2 going back to the mid 80's. I haye to say this, but i am curious if this person is still alive and/or still trying to fly?
Definitely need a little cross wind work but looked OK to me? Just saying…
Later in the video we see this guy landing on runway 28. He's doing just what I used to do in Cessna 172's during my training days in Daytona Beach. I'd fly a normal pattern, then level off at 500 feet and simulate an engine failure. I got so good at putting the plane down on the touchdown zone markers that I think that I could have probably landed the thing in a grocery store parking lot! I had the engine out sight picture NAILED.
Man these are some huge runways. I'd recommend 4 or 5 hours with an instructor to understand the basics. I remember at Oshkosh it seemed 3 out of 10 people in the ultralight section was in a cast or using a cane. That always left a bad taste in my mouth as they gave a bad image of aviation.
Those bad habits have been hove for a year.
You need more dead stick landing practice for sure and get off that throttle!!
"...get off that throttle!!" Yes, doggone it! And I kept thinking, does this thing have an elevator because he keeps trying to use the throttle for some reason. Use the rudder properly as well if it has one. I couldn't tell. It was all over the place.
Why would anyone carry power all the way to touchdown?
@@rod1148 The only reason to keep a LITTLE power-on is to slow the rate of decay of airspeed. My hunch is these things are bricks without power, so keeping a minimum amount for approach is probably a good idea. The flare should increase the rate of decay of airspeed (i.e. there shouldn't be enough power to maintain level flight), and it would prevent the crazy power oscillations we see in the video. Cutting to idle at touchdown would then help it settle.
One of the hardest things about flying my ultralight in 1986 was landing it. It always wanted to fly. I weighed only 170 at the time
What fails?
Interesting how so many people comment poorly on this. Watching good landings isnt really fun. This was interesting from start to end!
It would be cool to make some high travel suspension for an ultralight and just plop smoothly on the ground no matter what haha
Thanks for the positive comment. I'm starting to regret putting this video up
He's carrying a passenger during some of this.
Weight would be a problem
@@winsor68 Should have been an instructor in the right seat. I don't get the passenger. Why on earth??? It's stuff like this that could put an end to the freedoms of ultralight flight.
@@pgnandt And according to your part 103 this is not a legal ultralight aircraft. I can't see any rego markings on this aircraft.
I suppose what doesn't kill you makes you better, since you posted this video you're presumably getting better, stay alive.
Landing with the wing not stalled is a sure bet for a bounced landing, which can be very dangerous. Have a stabilized approach, close the throttle after your landing is assured, descend into ground effect, flare and hold the aircraft wheels just above the ground. Land at stall speed. If the wing is stalled, the aircraft won't bounce back into the air.
Hey, any landing you can walk away from is a good landing 😅
I was the factory test pilot for ten years i love these things
With my experience I'm willing to give away my knowledge to anybody that needs help man can fly with wings but not without knowledge
I live close to Paris airport in California what a great Squadron
Cover your rear BRS system
We miss you Ron we miss your music
My flight instructor always told me to pass our knowledge on Rudolfo Trigg
Is this in southern Oregon?
Central Willamette valley
Thats how you learn. My first airplane was a J4 Cub and it taught me about ground loops right off the bat. Ultra lights are a different animal, I'm glad I started out with a certificated airplane.
Quicksilver aircraft are very forgiving underweight overpowered a great starter aircraft if you guys ever need a new sail set I have a company out of Hemet Airport that have been doing this for a long time they've been working with Quicksilver aircraft 20 years Quicksilver aircraft entity I believe is gone last thing I heard we sold it to the Colombians we still have Beaver mabie Todd Ellison you still out there we lost Chuck Ross a while back and a lot of others but we're still working to keep quicksilver in the air if you guys need any sail set that is Factory approved just hit me up
@@kevesor9973 how much is it for a new fabric sail set for a quicksilver mk 2?? I’m looking at a used one that needs new fabric
That's how you end up with broken bones, die, or kill someone. You learn with an instructor. That's why there are "schools". Not attempts.
@@abasvee Ok ace.
My instructor gave me some great advice when i was flying the plane (same plane) down the runway trying to land. Only use the ailerons for keeping the wings level, and use the rudder only to keep yourself lined up. made it much easier. Of course with a crosswind it complicates the process but still the same basic idea.
I'm sorry but as opposed to doing what? Does he also give expert driving advice such as "Only use the wheel for steering, the brake for stopping, and the throttle for accelerating" ?? :D
@@rickr530 I realized after i pushed send that it was a messed up sentence..... however, if you CAN make heads or tails out of it, there's kind of a real lesson there.
@@rickr530there is always the other way to land. Crabbing into the wind and straightening out the moment before touchdown. Both work well in the right hands...and feet. Not sure why you had to be so sarcastic about it.
What in hail were you thinking? The idea is to fly ABOVE the trees...
Watching some of these people try to power the aircraft to the ground is painful. Keeping power in creates lift, which is what it is supposed to do. When you fight the force of lift by forcing the plane down, a nice landing becomes a very difficult chore. Pull power out, bleed off speed, allow the plane to float down gently, at around 10' off the ground, gently rotate the nose up. When mains touch down, maintain back pressure to cause nose wheel to float until it touches down. Only add power if air speed gets too low or if you need to go around. If you touch and bounce, you are too fast and should go around. Allowing your airplane to porpoise down the runway is not a good plan!
know what airspeed means?
They were very, very high and fast approaches. I had a couple bad habits at the vary beginning. Things are generally smooth landing around 30ish instead of 45.
Thanks for the opinion.
Very beginning*
Hey "Flipper", in aviation, we call it "Flare" when landing.
It has a lot of bounce during the landing, i thought the pilot will going to lift it up again.
The fabric is on the wings, Cables attached... its coming along quick.
I am thrilled to be included restoring and assembling the Quicksilver MX.
Flying... no problem,, landing.. yup, im gonna need some pointers.
We are not just watching but learning.
The center of gravity may be a little far forward on the plane mostly shown in this video.
Or just approaching way to fast.
Some great dead stick landings
Six minutes in, still didn't see the fails.
But if they don't lie then nobody clicks on it
Click bait for sure. They earned my thumbs down.
You would see them if you were a pilot
You not see him hopping down the runway like a rabbit?
@@Chris-ev3nq Right? Every landing was a fail 😂 and the fact he had a passenger with such inexperience and incompetence
Any landing you can walk away from is a good one. No fails here.
Man.....that guy loves to fight the landing. Reduce power...glide....pitch up slightly....let gravity assist you....pitch up again slightly near the ground.....reduce power......right before stall, touchdown.
Wait....I've never done it, so what the heck do I know? 😆
Looks like good practice, a little bouncy but that's what practice is for. The power out field landing, did you fly it out of the field?
No, The rear cylinder was dead, dead, dead!
Sir, As a private pilot speaking, you must set up a STABLE approach before you attempt a landing!! I had an instructor that would not let me make adjustments (throttle, flaps) once I was on final approach!! Get set up early!! Yes, the wind will blow you around some, but you need to be ‘established’ when turning final......only after you touchdown should you make corrections.....stay on the runway!!!
Yep ,this is true! I had a CFI say the same thing once. It helps, both in confidence, and the safety/consistency of the landing. It makes me smile when it all happens perfectly. Thanks for the input.
Craig
How did you deal with stuff like sink rate, etc?
Ya in a perfect world and a big ass plane! All my cfi's told me you never stop flying the plane till your in front of the hanger and the engines off.
Quicksilver Flying Channel
As you probably know, sink rate is just a change in altitude. My instructors used the memory jogger “Pitch for airspeed, power for altitude.” Now in a Cessna 172, you have this big ole RPM gauge that’s easy to see! If I normally cruised around at 2400 rpm and I wanted to descend in the pattern, I’d pull the throttle back to 1500 or so and I’d begin sinking/descending. I don’t know what the RPM would be on a two stroke engine, but I’m guessing about half throttle would probably do the same thing. Of course you always have to adjust if a large gust of wind starts pushing you down quickly. And it’s just a matter of ‘being one’ with your plane...how it feels...how it flys...how it reacts. Due to their lighter weight, Quicksilver’s are more susceptible to wind gust...I get that. So you usually can’t control the wind, but I would probably not fly on the days the wind is greater than say 10 knots.....?? Even in a metal bird, my personal maximum wind is around16 knots....definitely no more than 20!! I figure I’ll stay safe and fly another day!!
@@rebelpilotflyingchannel858 Sink rate is controlled by 'smooth' adjustments with the throttle. Not pitch.
I will have to take your word for the fact that you have improved your flying skills! Of all the negative comments, I don't see many people that really know about Quicksilver Ultralights.
I began my Quicksilver experiences with the original weight-shift Quick and a 15hp Yamaha direct-drive prop. Moved on to the MX with the Cayuna and learned about engine-out forced landings many, many times. Then it was the final improvement to the 30hp Rotax which never skipped a beat!
Since you say you have improved, I won't criticize you here. I offer this up to the commenters that don't have Ultralight experience, or they are speaking from the viewpoint of "real" pilots. The Quicksilver was the easiest and best way to learn to fly that I can imagine. It used to be that Quicksilver wouldn't even sell you an aircraft without some good, basic instruction from the dealer.
Fun Fact: in the early days, one of my Ultralight magazines showed that there were over 100 manufacturers of Ultralights. Most of them were scary as Hell! Quicksilver had a lot of skilled engineers and the build kits were set up about as foolproof as can be. Quicksilver (Eipper Aircraft) was about the only thing I would trust.
When I learned, about 1982, there were no 2-place Quicksilvers. My instructor didn't even have radios, until I was ready to solo. My instruction had me taxiing up and down the runway at slow speed until I got absolutely bored with the whole thing. Then, I was allowed to go fast enough to feel the wings begin to lift, but no more! Then, finally, I was allowed to go up to about 1,000 feet and fly a few miles, make a circle, and return.
It helped that my instructor had gotten into the sport after a LOT of hang-glider experience. I eventually did some instructing myself, and found that private pilots were the hardest to try and teach, because they over-thought the process. Of course, the early MX-s only had spoilers and you rolled AND yawed with only the side stick. That confused "real airplane" people.
So, whomever taught you to use all of that throttle jockeying did you a big dis-service! You fly the thing simply, in NO wind whatsoever. NONE! And you do about eight hours like that, preferably on a grass strip. You fly it down, cut the throttle and stall gently onto the gear.
I eventually put 80 hours in my log book and had a few close calls (lost a main wheel one time while at 1500-feet - didn't preflight 100% thoroughly) and also took off one time with the fuel valve in the off position, and fortunately had the presence of mind to dive it straight toward the ground, in really hilly terrain, and made a nice full stop landing.
In any case, I haven't sat in the seat of an Ultralight in nearly 40 years, but I often wish someone would offer me the chance to take up an old, original MX in perfect condition. I have no doubt it is something I still have the memory and skill to do safely.
Have you tried a gyroplane?
I am not seeing a lot of improvement. You might want to get an instructor, before taking any more passengers up.
These were the first few flights after purchasing the MX 2. It's a cakewalk getting back on the ground even in a crosswind. I might have to post a "before and after" video so people can stop razzing me about early, early fails. We call them fails for a reason.
@@rebelpilotflyingchannel858 Yes ... do that.
@@ntesla66 Working on it
Were those engine-outs planned?
No, but it's always good to be prepared and proficient.
No landing fails dude. Any landing you walk away from is a successful landing!
Aaaaaaagggggg stop saying that, please!
That engine out was well handled. Good decision going for the less obvious grass field.
I was going to aim for runway 16, but there was a Cessna departing 34. He's very "by the book"... not someone I wanted to piss off.
Were blessed here in the PNW with lots to fields in case that scenario happens. We pulled the engine apart later, and well it wasn't pretty lol.
That was an excellent engine out indeed. You had fuel, what was the cause? I had an engine out in an MX2 also but it was from too much banking.
@@ToddDunning The engine ceased...What a shock!
@@rebelpilotflyingchannel858 what do you mean? Is it a regular occurrence? Are you flying with a Rotax?
You have to fly those before the ground cooks
They call him Flipper, Flipper King of the sea no one you see can bounce higher than he LOL Hells bells cross winds look like a bear with the Quicksilver MX. I guess practice makes perfect or at least better. I was waiting for either the nose or main gear to snap at any time.
Hey. Quicksilver is a “slippery” beast. Perhaps the pilot might have better prepared himself by watching how landings are performed, on EeeeeewTube?
Fails?
I can understand this. Get as many landings as you can out of one approach. Saves on fuel.
So where are the “fails”? I guess I misses them !
When it touches the ground don't give it full throttle. Cut the power down to idle and let the thing stay on the ground. I'm a glider pilot we only get one chance.
It's surprising just how bad you can botch energy management and everything is just fine. Ultralights are super forgiving.
Nice. Almost anyone can take off but landing is the skill. Keep learning.
You’re trying to arrest your descent with power instead of elevator. Hope you’ve figured out how to land by now. It took a while before I noticed you had a passenger!
"Pitch for airspeed, power for altitude." I simply had waaay too much energy coming in
@@rebelpilotflyingchannel858 Once the runway is made, your engine should be at idle. Arrest your descent with back stick. As I was taught, “try not to land.” The ideal landing, you run out of airspeed, altitude and elevator at the same time. With you motor at idle, the stick should be on your belly when the wheels touch down.
It took me 64 landing's before I could land Consistently with Grace ! In my MX !
Where are the fails?