How did you film that ? The horizon stays steady although the ultralights rolls and moves around . Did you use a gyroscope to steady your camera ? Nice flight .
The Quicksilver is loud, no doubt. But it's not the engine, it's the prop. The 582 is a bullet proof engine if operated properly. Two strokes are very reliable if operated within their design parameters. They are unforgiving of improper operation though. Nearly all two stroke failures are human error.
That’s because we’re flying a Quicksilver. The only thing you’re going to hear in a GoPro is wind, engine and proo. It’s not hooked up to the intercom.
I honestly don’t know. I would say I took probably 15 or so. I flew solo some and made multiple laps with some folks. Some were EAA volunteers. A couple were make a wish foundation. The other two Aeroprakts were busy too!
Well done way out of my comfort zone. but you flew by the seat of your pants which is what this is all about. I met a guy flying an Aussie trike I said where are your instruments haha he said he was a senior check captain on 747 say no more its about the wind in your face its hard to describe I am turning 70 in a couple of weeks and am thinking this aircraft is for me. I have not flown for 30 years.
Given their UN-reliability, Jim Bede used to tell his staff that the engines from this manufacturer would 'Hirth ....... but not for very long!!! after which time the buyer would - if still alive to tell the tale - source an alternative power-plant from elsewhere.
The vast majority of failures in any two stroke are human error. Hirth is no different. I have around 500 hours flying Hirth engines. They have done very well for me. My only complaint is the price has gotten so high that we gave up selling them. No one is going to pay $10k for a two stroke ultralight engine. It’s too bad, the F23 is an amazing engine.
@@gregtaylor6146 15 years as a Rotax iRC, 10 years as a Hirth authorized repair center, A&P IA, and having performed hundreds of two stroke overhauls. Personal experience, I don't need to quote anyone. :-)
@@andyinjohnstown - A 'subjective' VIEW then, from a SELLER. Thank you, I'll continue to rely on properly conducted OBJECTIVE research based on empirical data, conducted by those with no vested interest.
@@gregtaylor6146 We no longer sell Hirth. Since the factory and the US distributor have changed hands and the pricing has gotten ridiculous we decided to no longer carry them. But at the time we sold both Hirth and Rotax, and there are no other competitors in that market unfortunately. I guess you can take an "objective" view from someone with little experience though if you like. :-) Good luck.
I wish there was a promotion of the Challenger in the US like there is in Canada. I think it is a natural upgrade for people flying Aerolite 103s, so maybe it will in time. You and Dennis are outstanding dealerships. Seems like everything near me died when Sport Pilot came out.
I think the trouble with Challenger right now is that the factory is going downhill. There is no one left at the factory who flies anymore, and they just are not looking to the future. We are in a booming economy in our industry right now and they are struggling. I don't see how they will make it long term without new leadership unfortunately.
WHY??? Good to know I guess, but Why? You should never be flying this thing in anything close to those conditions. Just risking a lot for sake of extreme training. Must have a great instructor to even attempt that challenge. I'd have said, no things. Rather not put the machine to it's limits for sake of training.
It’s really not that bad. We do it routinely. You may never takeoff in those conditions but someday you may be forced to land in them. It’s nice for students to know what the aircraft is capable of. I see a lot of people in ultralights that are scared to fly in any wind. They don’t realize what aircraft can do because they’ve never been taught.
@@andyinjohnstown Really? I was thinking back to my early training and having to know the extents of what wind /cross wind the plane can handle. The fact that a Cessna or a cub would be struggling to find enough rudder, let alone an ultralight, is pretty shocking. I was really amazed at how much that thing got thrown around on final. Good video though. Opened my eyes for sure to what these little ultralights are able to handle.
Well, the book numbers on a pull test are 46 lbs absolute minimum. But with medium Polyfiber if it doesn't hold at least 60 lbs on the Maule tester I would be concerned. If you want to know for certain, a pull test will tell you, but if it's holding 60 plus I think I would let it fly. If it's getting weak, the next question is why? Are the coatings bad or improperly applied? Has it been in tied out most of it's life?
@@andyinjohnstown I have the poly fiber light fabric. Which i don't think they make anymore. Not sure. Its on my ultralight and I think its heading towards 20 years old. (No logs on date fabric applied).So if I use the fabric tester from Air-tech it should hold at least 60 pounds correct? Before popping through the fabric. I searched the internet but the specs are not real clear. Appreciate the help.
@@andyinjohnstown Here is a video by Bever which says the pound requirement for the Quicksilver tester is 10 lbs, not 15lbs. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-jvqaeoipzkM.html Can you post the source of your information? Thanks.
@@johnnyabove I believe I found that in the information with the tester. What I can tell you for sure is that 46 lbs pull test is the minimum for FAA certified aircraft that were originally certified with cotton. That comes out to 12 lbs on the Air-Tech tester. My recommendation would be to certainly never go below 12. But it's up to you, these aren't certified. What is your personal limit?
@@andyinjohnstown My tester instruction says 10 lbs and I've used for 16 yrs. I flew a single seat Quicksilver 14 yrs and replaced the sail cloth about 6 yrs after I got when it failed at 10 lbs. I flea it another 8 yrs and it passed the test when sold. I have a Quicksilver 2 place wire brace 503 and I do my annual condition inspections. I've had it three years after I bought it. It passes the 10lbs every year. So, 10 lbs have kept me good for all these yrs.
The idea that four strokes are automatically more reliable is inaccurate. The four stroke engine conversions I have seen in ultralights have actually been less reliable. Two stroke failures are nearly always human error. Installation errors, improper tuning, improper maintenance, fuel system design and maintenance, etc…. Operated and maintained correctly two strokes are extremely reliable. They have very few moving parts. I have flown well over 1000 hours on two strokes.
LOL. That's what I was thinking. Mind blown that this was even doable. Guess I'd be glad to see the plane could handle it, just not sure I'd want to be in the seat during the demo. :) That looks like the student would need some extensive training and a lot of of extra pants.
Hi Allen here. Nice video! I noticed that you have vortex generators. I plan to put them on my kolb kxp firestar, how did you decide on the position back from the leading edge.
As an instructor, you should have known better to take a student up with winds that strong in an ultralight.Very lucky, very stupid. Can it be done "yes" should it be done "No"!
We train in those conditions routinely. It’s not an ultralight, it’s an LSA. Gross 1000 lbs. If we don’t train people outside of calm weather they will get in trouble someday. I want to teach them how to handle it and know where their personal limits are.
If you never get trained in windy conditions what will you do when you get windy conditions? It can be calm when you take off and windy and gusty when you land. This is good practice, since the instructor is there to take over the controls in case the student needs. But if you never got that training who will be there to help when you are Solo?
I would have to absolutely disagree Dean. I am not an instructor but I am a pilot who had his brother as an instructor. I abhorred each time my brother/instructor had me go up on windy conditions on an MLX. But I more than appreciated the experience because with any ultralight type aircraft you have to remain calm under windy conditions as any gust over 8 kts will have you dancing all over the place. In terms of terrain, it seems to me they had plenty of options. Additionally, the instructor was present in order to manage risk. It was truly a wonderful learning experience for everyone. Plus, it teaches all pilots not to expect favorable weather each time they go up. I extend you my best wishes and blue skies for everyone.
I totally disagree. I have known of many student pilots and even licensed pilots that would only do lessons or take off in calm conditions and have come unstuck because they were never taught to fly in conditions like this. Me myself personally never liked learning in conditions like this but I knew oneday it wasn't going to be as graceful coming in as it was going out. Now due to running costs of owning a aircraft I converted over to a aerochute.. Now that gets interesting when the wind blows up 🤣🤣
