Wow! What an incredible flashback! Surprised how that hit me! I flew a phantom for about 6 years and made several engine out landings. The old Rotax engines we flew were so unreliable, that nearly every pilot on the field (Perris CA, 150 ultralights tied down) had multiple engine outs. The factory at the time said "expect about 1 a year." But, when I heard that old familiar sound of your engine winding down, for a few seconds every nerve lit up in my body. Haha. A conditioned response I didn't know I had! Thanks for the "flashback." I always said that only my first engine out was scary, after that they just pissed me off. But, I guess that sound is a little deeper in my psyche. Thanks for posting!
I have to envy u guys who fulfill their dream to fly, awesome, don’t understand the negativity, you piloted yourself back home in one piece..and your flying buddies remained by your side, really great video...I did about 30 hours on a Cessna, but just got too expensive flying in NYC..I’m retiring to Las Vegas and hope to try flying again....watching these videos really give me the itch again...
I've been looking at a Zenith 750 STOL kitplane. But i'd like to build linear actuators into the leading wing-slats so i can use their lift for take-off and landing, but retract them for better cruise efficiency.
In the design engineering world it's called "infant mortality failures" i.e things will fail early and at the most inopportune times....as evidenced by this video. He sure stayed calm.
From up there, every field looks smooth and suitable for landing. However, once you commit, you could find that the ground is rough and full of holes. Plus you can go right into a fence that wasn’t visible from the air.
I just talked to Matt at RPE and he was exceedingly helpful in telling me exactly what steps to take to determine if the problem is actually bad wiring, a short in the wiring, a bad kill switch, a bad CDI, a bad stator, etc. They have a nice process where I can send the whole ignition unit in with the spark plug wires attached and then they will test it to see if one or both CDI units are working properly.
DW Red Uh, four stroke engines have ignition systems too. What does being two stroke have to do with this failure? Nothing wrong with two strokes. All engines fail.
DW Red The debate between 2 stroke and 4-stroke reliability goes on. 4-stroke has more systems and more moving parts, so more can go wrong. Please read the updated description, as this particular failure on this flight was not caused at all by the Hirth engine or it's ignition system, but was due to the wiring leading up to the ignition not being sufficiently protected against vibration!
Great video, really like your comments/thoughts in the edit. I probably would've made the final approach a little higher/steeper, just in case the other ignition failed and you had to glide for a safe landing
Bad luck and good luck at the same time. As annoying as this is, I'd be tempted to feel a little blessed that yes, it failed but you had a good, working magneto go get back home and continue to fly safely. You get the experience of almost having an engine-out which will come in handy should the situation arise in the future giving you a crutch to lean on. Good decision to fly higher and plan for an emergency arrival - you showed good awareness, high five. Hope it gets resolved quickly.
This is one of my childhood dreams is to be able to fly an aircraft and these Mx Sprint designs seem to be the only way ill make it into the skies without dropping alot of money and needing an official pilot's license. Just want to experience the world from above. Anyways thx for the content and glad everything worked out alright. Cheers
After seeing that thing shake while idling and reading your comment about $400 dollar ignition parts, I think I'll stick with my Rotax 582. I had thought about converting to Hirth as they seem to run at a few RPM's less and they are lighter than my 582. Plus the fuel burn specs look to favor the Hirth. I flew a Mitchell Wing in the past and have an Avid Flyer now, both with folding wings. I too get tired of dragging these things home from off field landings but folding wings and a trailer for my ultralight make it less of a hassle. At 5000 feet with a Mitchell Wing and an engine out I could have still made it back to the airport! They have about a 15 to 1 glide ratio.
This is why I always do zero throttle landings. If the engine ever dies, I am familiar with how the plane handles with no power to accurately adjust the glide angle.
Electrical connections seem to be a major week point in a lot of aircraft, especially experimental and light aircraft. Always make sure your connections are good and tight and vibration proof. Its also a good idea to have a secondary system installed as a backup if you can
That has got to be the best landing of any aircraft ever! Just skimming those back wheels into a full landing - that was a beautiful thing to watch! 625cc 2 stroke? Dang that is a big engine!! Or at least in the dirt bike world it is. By comparison, I owned several 2 stroke bikes with 125, 250, and even a 500cc (Honda CR500), which was a dang monster!!! SO much power. I can see why takeoffs are a breeze! I had to chuckle when you mentioned that you had a really strong head-wind, as in the background you can see the 18 wheelers are blowing ahead of you! HA! But that 70mph ride home must have been a whole other story! Great video!!!! (just realized this is 5 years old - dang TH-cam, where was this in my que years ago!!?).
Man I think you handled that great! Smooth landing and you didn't panic. You might have had you heart stop for a second when it first happened. Good job brother!! Glad to see you are safe!! Dual ignition baby
Dude the other day at your house you made a joke to me about not making it back, than this happens? Glad your alright brotha...keep the vids coming man!
I'm glad you managed to come back home safely captain glassdogangle :) Hope your new ignition will definitely solve this issue! Looking forward for the next video! Thanks for sharing and have a great week
Intense! Good to have you back with us my good friend. What could of happened is only what I once experienced with my car is I lost a cylinder because of a very slight crack in the ceramic area of the spark plug. I went to Bosh Platnum 4 lead plugs after that. Anything high voltage is easy to loose. Seems high voltage shunts to ground too easily. The slightest amount of moisture anywhere like a distributor cap will cause huge problems. With the rise and fall in altitude everything will breathe due to atmospheric pressure and so also will introduce more water vapor into those high voltage areas. Check gaskets in those areas of high voltage where spark is involved if your engine has a distributor much like a car. On my car I use non-corrosive RTV ( I believe superflex is the brand I used) to perfectly seal the distro cap to its base. I also use a special coating for all connectors in my vehicles which helps alot as preventative maintenance. Not all the time does manufactures use the same metal between the plug and jack of a cable to part so the dissimilar metals will cause galvanic type of corrosion which this special coating prevents the electrolysis between dissimilar metals. At least for my vehicle I used is a product called corrosionX. Expensive but worth it for me. I even now use it in my RC servos to keep moisture out and to protect the boards. It has the best dielectric properties for electrical connections. I hope some of what I have experienced may apply to your situation. Looking forward to your findings from the manufacture and your next flight to be a safer one.
Checking the mags should be a bit more lengthy. First, observe the current RPM. Then switch to the #1 mag, notice a drop in RPMs. Think about what that sounds like and feels like. then go to both again, until the RPMs return to dual mag RPMs; then test #2 and do the same observation. If you do this regularly, you’ll quickly notice any anomalies, hopefully before takeoff. I also agree that your vibrations are quite excessive, and likely caused your mag to fail.
Good flying there, and nice vid. Good that you stayed calm and thought it through as best as possible in the air. It's interesting you noticed such a difference though, I've seen several flights where an ignition side went out and the pilot didn't know until back on the ground doing checks before shutdown. Hope all has been smooth since this flight (years ago!).
I have seen people have two ignition systems in fail safe so that if one fails, the other automatically kicks in seamlessly to continue flight. Seems like that would be a good idea for fuel pumps as well. Looks like I-5 below you.
Someone told me not solder wires to the spade connector either, they will break there from the vibration. Seems like it would make no difference to me, if you put two layers of increasing heat shrink tubing leading up to the spade connector. Use multithread wire, not solid core, for sure.
Hi, I'm from England and I just want to say how much I lo your videos. I got really pee'd off when I found out that in the uk you can't really go on long high fpv flights, as I was just about to buy all the gear. I started watching your videos again- I love you little hurricane!!
FPV in the UK is known as VFR...Visual Flight Rules. You can go on long VFR flights with planning, but because this is a relatively small island(s) you have to stay clear of commercial air space, which is why you have to carry a current "air map" with you at all times during your flight. You can fly at any height with clearance or flight restrictions, just NOT in air corridors.
I enjoyed your video; I've flown that area a lot in both ultralight trikes and hang gliders in the hills behind. I'm glad your minor ignition glitch didn't cause you to do a fiery crash into a school bus full of orphans. Translation: you really should disable comments to keep the idiots at bay.
Of ALL the Ultralights out there, why in HELL would you get one with the Engine directly in front of you with all the Thrust hitting you in the Face??? You might want to check into a Lazair or an Excalibur and get rid of the one you have. Just doesn't look fun to have the PROP in front of you like that.
I suspect you have never been up in an airplane before. You might find this surprising, but the wind I feel in my face at 60mph is about the exact same wind I feel in a pusher going 60mph. Also, the Hurricane is capable of doing aerobatics that would rip the wings off of a Lazair or Excalibur. I like doing rolls, spins, loops, hammerheads, tailslides, etc. The Hurricane with it's 16 cable bracing was built for this, unlike those other craft you mentioned. Safety wise, if I ever have the misfortune of having a problem and having to put this thing down in the trees, I would rather have the prop/engine blow open a path in front of me, instead of being in a pusher and having my face take the full force of the branches, followed by an engine crushing the back of my skull in from behind like a pop rock. There are other bonuses as well, For example I can see the engine, the fuel lines, and my fuel filter in flight, so I can easily detect any fuel flow issues long before they become a problem (i.e. how much air is in the filter). Furthermore, when landing on gravel/dirt roads or gravel bars on the river, I never have to worry about a prop strike. My pusher friends, on the other hand, are always replacing propeller blades when they get chewed up by the rocks flung up from their tires. In fact, one of my pusher buddies flying in a trike last month just shredded one of his props when taking off from a gravel bar. If a bolt or nut flies off my engine it blows back and away harmlessly, but if you lose a bolt on a pusher, that bolt can destroy your prop and bring you down immediately. Just to name a few important reasons...
Man oh man, that'll get the ol' hole puckered!!! Glad your in one piece and made it home safe. That's gotta be on quite another level than having any sort of failure being up there fpv! KFM
Hi there. I hate armchair critics but I'm going to be one on this occasion with a bit of sound advice.....If you have an engine that's likely to stop on you (especially as you throttle back!) for goodness sake make a high glide approach to the runway!! You came in so low and flat that if the donkey had stopped working for you on short final you would've ended up in the very rough undershoot for sure. Expensive and possibly painful!
I agree. Landing in that big flat grassy field could have been painful and destroyed my aircraft...except for the fact that it is big and flat and grassy and makes for a perfect runway for my ultralight. Of course you would never know the condition of the field from the armchair. Now, if I was having engine issues near a runway in a large city, with all sorts of fatal objects on the approach path, I definitely would be circling high all the way down with plenty of altitude. But I wasn't. So I didn't. We land in the fields around my home airport all the time for fun.
My armchair has the benefit of a large monitor screen showing me your video of a large, flat, grassy - and extremely lumpy field on the undershoot. I invite you to land in it one day then send me a postcard from hospital explaining why you want to poo poo a well-wisher's good advice.... Just acknowledge 'Yeah, it should've been steeper' and leave it at that (and remember it next time).
There's nothing wrong with armchair critics if they know what they are talking about. I totally agree that a steep short final would have been better. I speak as a CPL holder and i have never flown ultralight's but in any situation where you have a known issue with your power unit you should be doing everything possible to improve your chances of a successful landing if you do suddenly lose power. Coming in that low and that flat virtually eliminated any possibility of making the runway if it had failed. You were entirely dependant on your engine in a situation where you need not have been. You're clearly aware of the advantages of being high on approach yet you were happy to accept the possibility of landing short. That is not responsible airmanship. I wouldn't have taken that comment as criticism, it was a perfectly valid point and one which might just save someone else's life. It may be a big flat grassy field but there is a fucking great hedge across it.
You need to be nominated for an Emmy or some shit. Lose one out of two ignitions on a 2 cycle isn't even a noticeable event. GAWWWWWD DAMMMMMMMMMN SON, can you say DRAMA QUEEN?!?! 😜😜
I tend to agree with you. The 1st contradiction is "this engine has so much power", yet only makes 30mph ground speed???? In the UK we have to have training to obtain a licence, and an engine failure at take off or any other times is a matter of routine practice. Nothing to shit your pants about.
Just out of morbid curiosity, who is being dramatic or shitting their pants in this video? This is a simple 20 mile flight where my RPM dropped, and I decided to return to base rather than continue on, which in fact turned out to be the absolute correct response. If you could point out the part in the video where I even seemed remotely over-dramatic, that would be excellent. I suspect I know who was shitting their pants in this video, it was you you were watching it. Pete if your training instructor in in the UK says it's okay to continue on flying with one CDI gone, then by all means, carry on with your bad self into the wilderness, I'm not going to stop you. In the USA, our training is superior, as it is overly cautious, and we always land our aircraft if there is a hint of a problem, especially a problem with the power plant.
Your training is superior to what? No training? The fact is at 2000 ft even with a full engine failure, you have loads of time to pick your field and make a safe landing.
Yes, there is loads of time to pick a field and land...that is the easy part. Then I get to spend the rest of the day walking to the nearest farmhouse to explain the situation, arranging transportation (taxi?) to get a ride from the field back to my house which is 34 miles away, then hook up my SUV to my trailer, talk at least one other person into going with me for the retrieval effort, then both of us drive 14 miles to the airport to pick up tools, then continue another 20 miles to the field where I landed, take the aircraft apart, load it into the trailer, then haul it 20 miles back to my hangar. I have done this before, it is far from being fun at all. An engine problem with a forced landing in a field 20 miles from home is NOT an enjoyable experience at all. You talk like someone who has never recovered an aircraft from a remote field before. I have done so 4 times now, once for my airplane and three other times for my fellow pilot's aircraft. It is a huge hassle at least, trust me.
Back in 1999 I was getting my 2nd flight lesson in a 2 seat beaver ultralight trainer. The Hirth 3202 failed and we landed in a spinach field. When the engine failed the radio went out and I could not hear my instructor. I thought he was just showing off by landing in a field. Strange how I wasn’t all that worried. I can’t remember the full reason for the failure, but the plane got a new hirth engine the next week.
As a professional pilot with 40k hours in the left seat of a 787, great great grandson of wright bros, grandson of amelia Earhart and charles Lindbergh, nephew of the red baron, third cousin to Kelly Johnson, a father of an f22 pilot, and great great grandfather of Buck Rogers, I can say that landing perfect. Don't listen to the other comments here, their credentials are weak.
My problem with Hirth engines is the tiny spark plug shank and aluminum cylinder head. Same with the MZ-202. The threads will give out sooner or later. This can be fixed by having steel inserts installed. Not an expensive upgrade.
I wonder should you have landed on that ultralight rwy to inspect your engine... To be honest, I would. With the hindsight we know you made it home safely, but if odds turned wrong that day would you live to tell your story? Stay safe.
WTF? Ultralights routinely land out in remote farm fields just for fun. No need to curtail the flight; he was over safe outlanding fields the whole time.
Hi. Did you find out if it was the mags??? I had something similar many yrs ago and it turned out to be the plugs. After decades of flying these light aircraft I will only use NGK plugs.
glassdogangle Thanks for the feed back. I currently fly a Merlin ultralight in Canada but I put in a Continental 85,, I have been looking at some aircraft that use the Hirth, How many hours do you have on it?? Any other issues?? Thx again.
Excellent video. Could I suggest, next time, you approach the airfield with a suspect engine, you treat the approach as you would for an engine failure? Keep a good deal more height on approach, and when you are certain you can land without an engine, do so.... with the power set at idle. That way you can ignore the risk of engine failure.
Who made the preflight checklist for the aircraft? Do you put the engine under stress and check the mags? If so how much variance do you see in the rpm between one and two?
I bought mine for $5000 on craigslist. You can find them for sale on barnstormers.com and also many facebook ultralight classified pages such as this one: facebook.com/groups/358086074380455/
Nice job bringing her back in safely! Hopefully you're not grounded for long. In the mean time, there's always the FPV Skywalker to get your flight fix! ;-)
Skitzofrenic Productions he’d establish best glide speed, attempt engine restart, if no luck he’d land wherever safe just like those highway/ road landing you see on TH-cam.
glad you made it back ok matey i dont blame you for feeling angry mate your life was at risk. I was sitting here gob open nothing coming out till you landed and it was thank god your down safe
I'm very glad that you experienced a safe landing at your intended airport, and that a double ignition failure did not occur. Call me ignorant, but is there such a thing as an option for a third ignition?
Hey Glassdog. Good You made the trip nicely to the landing! Was just wondering one thing @ 6:46 You state not to run out of gas / BATTERY ? Off cource You do have enough battery power for the flight, right ? And In this kinda flight where do you need the battery power in the case it drains all out (ok comms maybe but what to keep Your'e Bird up ? In the case You see and feel the 2-4 hundred rpm loss with 2 magneto ignition system engine..... You just test inflight witch one has failed. And run on the good magneto (ignition circuit) the rest of the flight. Don't leave the bad circuit ON as well ? No point ? Can cause all sorts of problems, if its just "semi failed". *******Before anybody comments********* Magneto's are there to make the voltage for the ignition system for the spark. Thus, no external battery is needed after the engine is running.
Leaving the mag on wont hurt anything there is a diod in it to keep from backfeeding to the good one. Testing the mag in flight is a bad idea what if it wasnt the mag that caused the rpm drop rather a bearing going out on the crank and you shut down the mag loosing enough rpm to kill the engine and the bearing welds itself to the crank so the motor wont turn over again? See your not the onlyone who can be a tool bag looking at peoples videos just to pick them apart lol
That's a good question. I have no idea. I would guess that weight has something to do with it. I imagine that a finely tuned motorcycle has a ton of accessory components involved in order to squeeze every last bit of power out of it, and the weight penalty is not a major factor. In ultralight aircraft, every ounce counts.
Okay I just did a bit of research and I think you are incorrect. 65hp is acceptable from a 625cc 2 stroke engine. What are you comparing my engine to? Some kind of racing engine? I am definitely not an engine guy, but I don't think you are either. "The Kawasaki Ninja 650 has two cylinders and a maximum engine speed of about 11,000 RPM and makes about 70 horsepower."
@@glassdogangle i worked in the crankshaft inspection departement at the biggest engine re manufacturer in north America. i think i know more than the average person. i purposefully didnt say i knew too much in order for you to explain the average plane engine, but seems you dont know either. the Ninja 650 and all other Ninja motorcycle (model) are 4stroke. 4stroke engine produce twice less power than 2stroke. the rule is that a 4stroke produce about 1hp per 10cm3 of engine size. a 600cc 4stroke could produce about 60hp. that is with the top technology and a brand new engine. a 2stroke is about twice that. so a 250cc 2stroke makes about 50hp. here is an example: en.wikipedia.org/wiki/Honda_NSR250R its about 60hp from a 250cc bike. i dont know why your engine is such low output, i guess it must be lower performance in order to last longer because most 2stroke are rather short lived.
I think you had two mag problems because it should run fine on one. One doesn't work at all and one works but misses every 5 seconds. Did this turn out to be the case?
It is a Hirth engine. I have 423 hours logged on this engine, and you are supposed to fly an ultralight in such a way that you always have a place to land in the event of an engine failure. As long as you follow this rule, it is perfectly safe to fly one.
No. If the engine stops it falls down like a brick and breaks into a bunch of pieces. However, if I can climb out of the cockpit in time, I can extend my cape and fly away unharmed.
why would he dodge the plain and potentially kill a whole family sitting in they’re home instead of sticking with the aircraft and land it where only he will get hurt
Since I'm quite late to the party here (2018) I'll make 2 comments to those watching this video, and not to the pilot. Foam windscreens at $5 is what you do to microphones to drastically cut down on wind noise such as what we hear in much of this video. 2) The amount of shaking of the instrument panel we see when engine is 1st running is seriously excessive. This amount of vibration will destroy many things on a plane. Or motorcycle for that matter. I have owned/flown/maintained ultralights, so I know. I have little doubt that this is what caused that terminal to break. Further-- if the engine was smooth as normal, no amount of not strapping down the wire correctly would cause this in 20 hours. Because this happened in 20 hrs, this very much looks to be an out-of-balance problem of the engine. Only way this could not be factory fault would be a serious stone chip in one of the prop blades.
Thank you Russel for that great explanation and advice. I don't think it could have been said any better. As an experienced aircraft maintenance tech and pilot (now retired) I agree with you on all points. I had those thoughts running through my head as I watched this video. You have a wonderful ability in taking in facts and evidence presented in a situation such as this and getting pertinent advice across in hopes of preventing a tragedy you clearly foresee beyond any doubt. Excellent job and pray your advice gets thru.
I don't know much at all about these gyroplanes but I definitely would have been wayyyy too sketched out to attempt flying that because of how bad it was vibrating! Just look at at how bad the panel with all your gauges (don't know what that is called told you I didn't know much) is shaking, and people trust that to safely (or as safe as flying could be at least) transport you thousands of feet above the ground? I'm happy you're safe though I'd have had a heart attack if I had been in your shoes!
Same thing happened to me on a downwind in the circuit. I landed and did an ignition check and the motor quit when the key turned to L only. It was the wire going from the magneto to one side of the ignition module. Rotax 912UL 80hp 4 stroke
Broooo this is pretty cool !! What's the cost of ownership on one of these? And from the way you didn't want to land right away , I assume you have a lot of experience flying in this machine. Nice landing as well!
I have a few questions. What kind of aircraft is this? Is it a plane? If it is, what's the make/model of it, and is special licensing required to operate it?
can someone explain to me how the ignition check works on this plane? does it use two* similar coil/CDI then you switch from one or the other? *edit english error.
Hmmmm...good question. I am not sure. I know I am flying around at 55mph or so. Not sure if that is prop blast or just the 55mph wind. I guess it depends completely on how efficient my prop is. If my prop was 100% efficient, I would not feel any prop blast at all while in flight.
You can fpv with your ultralight buddies instead. Problem solved, lol. Bring a pair of binoculars so you can look for a suitable field to land (with details) in case of an emergency.
Carb problems on two stroke engines can cause problems similar to ignition but cause serious damage running lean and overheating scorching bearings and rings need to set your high speed with the throttle open turning it out till it misses then back in till it picks up not going to lean a little smoke out the exhaust then set the low speed at idle if you goose the throttle and it bogs and picks up its rich if it stalls its lean running rich can foul your plugs
Hi, and I've watched a couple of your videos. The first one a yellow high winged whatever made an emergency landing in a muddy field because his rubber band popped or belt fell off. Now this. Kinda takes any desire of ultralight flying and fun away from me. Thank you for showing us the real side of ultralights. An expensive and seriously dangerous hobby. Another real drawback for me was you describing a cross country flight of 20 miles lol, while watching cars and trucks on the ground blowing past you. Thumbs up on the videos however, and I wish you many safe and happy hours in your little flying machine...
Time to hear from the aviation critic experts. Honestly no offense friends but the man walked away, he wasn’t carried away. Sounds like a good day to me.
Friends I should not have said that the way I did. I meant no ill will. It’s just every video I see of something going wrong in aviation there’s tons of people who know or say they know what the pilot should have done. look at them for yourself. Maybe some or all of you are right. But the gentleman walked away. I see that as success and bet he does to and wouldn’t change a thing if he could go back. GOD bless friends!!......... :))..............
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Wow! What an incredible flashback! Surprised how that hit me! I flew a phantom for about 6 years and made several engine out landings. The old Rotax engines we flew were so unreliable, that nearly every pilot on the field (Perris CA, 150 ultralights tied down) had multiple engine outs. The factory at the time said "expect about 1 a year." But, when I heard that old familiar sound of your engine winding down, for a few seconds every nerve lit up in my body. Haha. A conditioned response I didn't know I had! Thanks for the "flashback." I always said that only my first engine out was scary, after that they just pissed me off. But, I guess that sound is a little deeper in my psyche. Thanks for posting!
Wow. Glad you made it back safe.
That's a terrible approach profile for an expected engine failure. Hell it's a terrible approach profile period. Glide approach bro!
Whew.. this is EXACTLY what dual magnetos are for! Thanks for sharing, and keep up those smooooooth landings. :)
I have to envy u guys who fulfill their dream to fly, awesome, don’t understand the negativity, you piloted yourself back home in one piece..and your flying buddies remained by your side, really great video...I did about 30 hours on a Cessna, but just got too expensive flying in NYC..I’m retiring to Las Vegas and hope to try flying again....watching these videos really give me the itch again...
I've been looking at a Zenith 750 STOL kitplane. But i'd like to build linear actuators into the leading wing-slats so i can use their lift for take-off and landing, but retract them for better cruise efficiency.
In the design engineering world it's called "infant mortality failures" i.e things will fail early and at the most inopportune times....as evidenced by this video.
He sure stayed calm.
looks like finding a field shouldnt be too much of challenge...
Looks like you can just jump off, too!
Really🙄
From up there, every field looks smooth and suitable for landing. However, once you commit, you could find that the ground is rough and full of holes. Plus you can go right into a fence that wasn’t visible from the air.
@@tellmesomething2go b&
Rule one never take off with a dicey engine. Rule two land at the nearest airport at the first sign of engine trouble and check it out.
Gene Langley rule 3 don’t bore the shit out of everyone.
I just talked to Matt at RPE and he was exceedingly helpful in telling me exactly what steps to take to determine if the problem is actually bad wiring, a short in the wiring, a bad kill switch, a bad CDI, a bad stator, etc. They have a nice process where I can send the whole ignition unit in with the spark plug wires attached and then they will test it to see if one or both CDI units are working properly.
glassdogangle do they make a light weight 4 stroke eng to use on these things? seams like these 2 strokes are not very reliable to be flying with..
DW Red Uh, four stroke engines have ignition systems too. What does being two stroke have to do with this failure? Nothing wrong with two strokes. All engines fail.
DW Red The debate between 2 stroke and 4-stroke reliability goes on. 4-stroke has more systems and more moving parts, so more can go wrong. Please read the updated description, as this particular failure on this flight was not caused at all by the Hirth engine or it's ignition system, but was due to the wiring leading up to the ignition not being sufficiently protected against vibration!
By
Great video, really like your comments/thoughts in the edit.
I probably would've made the final approach a little higher/steeper, just in case the other ignition failed and you had to glide for a safe landing
Bad luck and good luck at the same time. As annoying as this is, I'd be tempted to feel a little blessed that yes, it failed but you had a good, working magneto go get back home and continue to fly safely. You get the experience of almost having an engine-out which will come in handy should the situation arise in the future giving you a crutch to lean on. Good decision to fly higher and plan for an emergency arrival - you showed good awareness, high five. Hope it gets resolved quickly.
This is one of my childhood dreams is to be able to fly an aircraft and these Mx Sprint designs seem to be the only way ill make it into the skies without dropping alot of money and needing an official pilot's license. Just want to experience the world from above. Anyways thx for the content and glad everything worked out alright. Cheers
That landing was Smooth like buttering bread.
A well made video of what could have been rather unpleasant. Good actions on your part. Well done. Michael
very good story to give an example of an engine failure possibility and what to do. thanks for sharing.
After seeing that thing shake while idling and reading your comment about $400 dollar ignition parts, I think I'll stick with my Rotax 582. I had thought about converting to Hirth as they seem to run at a few RPM's less and they are lighter than my 582. Plus the fuel burn specs look to favor the Hirth.
I flew a Mitchell Wing in the past and have an Avid Flyer now, both with folding wings. I too get tired of dragging these things home from off field landings but folding wings and a trailer for my ultralight make it less of a hassle. At 5000 feet with a Mitchell Wing and an engine out I could have still made it back to the airport! They have about a 15 to 1 glide ratio.
This is why I always do zero throttle landings. If the engine ever dies, I am familiar with how the plane handles with no power to accurately adjust the glide angle.
Electrical connections seem to be a major week point in a lot of aircraft, especially experimental and light aircraft. Always make sure your connections are good and tight and vibration proof. Its also a good idea to have a secondary system installed as a backup if you can
That has got to be the best landing of any aircraft ever! Just skimming those back wheels into a full landing - that was a beautiful thing to watch! 625cc 2 stroke? Dang that is a big engine!! Or at least in the dirt bike world it is. By comparison, I owned several 2 stroke bikes with 125, 250, and even a 500cc (Honda CR500), which was a dang monster!!! SO much power. I can see why takeoffs are a breeze! I had to chuckle when you mentioned that you had a really strong head-wind, as in the background you can see the 18 wheelers are blowing ahead of you! HA! But that 70mph ride home must have been a whole other story! Great video!!!! (just realized this is 5 years old - dang TH-cam, where was this in my que years ago!!?).
Man I think you handled that great! Smooth landing and you didn't panic. You might have had you heart stop for a second when it first happened. Good job brother!! Glad to see you are safe!! Dual ignition baby
Dude the other day at your house you made a joke to me about not making it back, than this happens? Glad your alright brotha...keep the vids coming man!
blackiechan88 Yes with 2-stroke engines, there is always the possibility of a water-landing. Or in Oregon, a field landing ;)
I'm glad you managed to come back home safely captain glassdogangle :)
Hope your new ignition will definitely solve this issue!
Looking forward for the next video!
Thanks for sharing and have a great week
Intense! Good to have you back with us my good friend. What could of happened is only what I once experienced with my car is I lost a cylinder because of a very slight crack in the ceramic area of the spark plug. I went to Bosh Platnum 4 lead plugs after that. Anything high voltage is easy to loose. Seems high voltage shunts to ground too easily. The slightest amount of moisture anywhere like a distributor cap will cause huge problems. With the rise and fall in altitude everything will breathe due to atmospheric pressure and so also will introduce more water vapor into those high voltage areas. Check gaskets in those areas of high voltage where spark is involved if your engine has a distributor much like a car. On my car I use non-corrosive RTV ( I believe superflex is the brand I used) to perfectly seal the distro cap to its base. I also use a special coating for all connectors in my vehicles which helps alot as preventative maintenance. Not all the time does manufactures use the same metal between the plug and jack of a cable to part so the dissimilar metals will cause galvanic type of corrosion which this special coating prevents the electrolysis between dissimilar metals. At least for my vehicle I used is a product called corrosionX. Expensive but worth it for me. I even now use it in my RC servos to keep moisture out and to protect the boards. It has the best dielectric properties for electrical connections.
I hope some of what I have experienced may apply to your situation.
Looking forward to your findings from the manufacture and your next flight to be a safer one.
***** Okay thank you for the info John!
Checking the mags should be a bit more lengthy. First, observe the current RPM. Then switch to the #1 mag, notice a drop in RPMs. Think about what that sounds like and feels like. then go to both again, until the RPMs return to dual mag RPMs; then test #2 and do the same observation. If you do this regularly, you’ll quickly notice any anomalies, hopefully before takeoff. I also agree that your vibrations are quite excessive, and likely caused your mag to fail.
All that matters is that ur ok and that we get to see Jim’s aircraft taxiing gracefully behind u
Shit happens.... if it has tits or tires sooner or later it will give you trouble!
I'm gonna use that saying from now on! Brilliant 🇬🇧🇬🇧🇬🇧❤
Tits, tyres, floats or testicles.
I think you did everything right. I would have come in higher, but apparently you were comfortable with that. Great job in all of it.
Good flying there, and nice vid. Good that you stayed calm and thought it through as best as possible in the air. It's interesting you noticed such a difference though, I've seen several flights where an ignition side went out and the pilot didn't know until back on the ground doing checks before shutdown. Hope all has been smooth since this flight (years ago!).
Always a good idea to go headwind first. Anazing how far you can glide tailwind, how little fuel you use to ger home. Nice flight.
I have seen people have two ignition systems in fail safe so that if one fails, the other automatically kicks in seamlessly to continue flight. Seems like that would be a good idea for fuel pumps as well.
Looks like I-5 below you.
Wow, awesome video and I'm so glad you got safely back on the ground. Good job man.
Nice video! Do you think that Rotax 582 is a reliable engine?
Want to get this same rig,/ engine. Seems strong, simple and aerodynamic.
Still happy with your HyTek Hurricane?
Glad to see you made it back safe. Why dont these kit planes have dual engines with separate starters and etc?
Have lightweight diesels reached this market?
Someone told me not solder wires to the spade connector either, they will break there from the vibration. Seems like it would make no difference to me, if you put two layers of increasing heat shrink tubing leading up to the spade connector. Use multithread wire, not solid core, for sure.
Hi, I'm from England and I just want to say how much I lo your videos. I got really pee'd off when I found out that in the uk you can't really go on long high fpv flights, as I was just about to buy all the gear. I started watching your videos again- I love you little hurricane!!
FPV in the UK is known as VFR...Visual Flight Rules. You can go on long VFR flights with planning, but because this is a relatively small island(s) you have to stay clear of commercial air space, which is why you have to carry a current "air map" with you at all times during your flight. You can fly at any height with clearance or flight restrictions, just NOT in air corridors.
I thought First Person View was the American equivalent of the UK's VFR. Please correct me if I am mistaken.
Pee is disgusting
I enjoyed your video; I've flown that area a lot in both ultralight trikes and hang gliders in the hills behind. I'm glad your minor ignition glitch didn't cause you to do a fiery crash into a school bus full of orphans. Translation: you really should disable comments to keep the idiots at bay.
Of ALL the Ultralights out there, why in HELL would you get one with the Engine directly in front of you with all the Thrust hitting you in the Face??? You might want to check into a Lazair or an Excalibur and get rid of the one you have. Just doesn't look fun to have the PROP in front of you like that.
I suspect you have never been up in an airplane before. You might find this surprising, but the wind I feel in my face at 60mph is about the exact same wind I feel in a pusher going 60mph. Also, the Hurricane is capable of doing aerobatics that would rip the wings off of a Lazair or Excalibur. I like doing rolls, spins, loops, hammerheads, tailslides, etc. The Hurricane with it's 16 cable bracing was built for this, unlike those other craft you mentioned. Safety wise, if I ever have the misfortune of having a problem and having to put this thing down in the trees, I would rather have the prop/engine blow open a path in front of me, instead of being in a pusher and having my face take the full force of the branches, followed by an engine crushing the back of my skull in from behind like a pop rock. There are other bonuses as well, For example I can see the engine, the fuel lines, and my fuel filter in flight, so I can easily detect any fuel flow issues long before they become a problem (i.e. how much air is in the filter). Furthermore, when landing on gravel/dirt roads or gravel bars on the river, I never have to worry about a prop strike. My pusher friends, on the other hand, are always replacing propeller blades when they get chewed up by the rocks flung up from their tires. In fact, one of my pusher buddies flying in a trike last month just shredded one of his props when taking off from a gravel bar. If a bolt or nut flies off my engine it blows back and away harmlessly, but if you lose a bolt on a pusher, that bolt can destroy your prop and bring you down immediately. Just to name a few important reasons...
Man oh man, that'll get the ol' hole puckered!!! Glad your in one piece and made it home safe. That's gotta be on quite another level than having any sort of failure being up there fpv!
KFM
Keith Morris Yeah it's quite different when you are up there with your plane!
Hi there. I hate armchair critics but I'm going to be one on this occasion with a bit of sound advice.....If you have an engine that's likely to stop on you (especially as you throttle back!) for goodness sake make a high glide approach to the runway!! You came in so low and flat that if the donkey had stopped working for you on short final you would've ended up in the very rough undershoot for sure. Expensive and possibly painful!
I agree. Landing in that big flat grassy field could have been painful and destroyed my aircraft...except for the fact that it is big and flat and grassy and makes for a perfect runway for my ultralight. Of course you would never know the condition of the field from the armchair. Now, if I was having engine issues near a runway in a large city, with all sorts of fatal objects on the approach path, I definitely would be circling high all the way down with plenty of altitude. But I wasn't. So I didn't. We land in the fields around my home airport all the time for fun.
My armchair has the benefit of a large monitor screen showing me your video of a large, flat, grassy - and extremely lumpy field on the undershoot. I invite you to land in it one day then send me a postcard from hospital explaining why you want to poo poo a well-wisher's good advice.... Just acknowledge 'Yeah, it should've been steeper' and leave it at that (and remember it next time).
reddogchi
How about you go fuck yourself.
There's nothing wrong with armchair critics if they know what they are talking about. I totally agree that a steep short final would have been better. I speak as a CPL holder and i have never flown ultralight's but in any situation where you have a known issue with your power unit you should be doing everything possible to improve your chances of a successful landing if you do suddenly lose power. Coming in that low and that flat virtually eliminated any possibility of making the runway if it had failed. You were entirely dependant on your engine in a situation where you need not have been. You're clearly aware of the advantages of being high on approach yet you were happy to accept the possibility of landing short. That is not responsible airmanship. I wouldn't have taken that comment as criticism, it was a perfectly valid point and one which might just save someone else's life. It may be a big flat grassy field but there is a fucking great hedge across it.
Well said Andy.....You put it much more succinctly than I did :o)
Daaaamn this is probably the reason dual ignition systems were made in the first place
You need to be nominated for an Emmy or some shit. Lose one out of two ignitions on a 2 cycle isn't even a noticeable event. GAWWWWWD DAMMMMMMMMMN SON, can you say DRAMA QUEEN?!?! 😜😜
Stop whining, you sound like a little girl.
I tend to agree with you. The 1st contradiction is "this engine has so much power", yet only makes 30mph ground speed???? In the UK we have to have training to obtain a licence, and an engine failure at take off or any other times is a matter of routine practice. Nothing to shit your pants about.
Just out of morbid curiosity, who is being dramatic or shitting their pants in this video? This is a simple 20 mile flight where my RPM dropped, and I decided to return to base rather than continue on, which in fact turned out to be the absolute correct response. If you could point out the part in the video where I even seemed remotely over-dramatic, that would be excellent. I suspect I know who was shitting their pants in this video, it was you you were watching it. Pete if your training instructor in in the UK says it's okay to continue on flying with one CDI gone, then by all means, carry on with your bad self into the wilderness, I'm not going to stop you. In the USA, our training is superior, as it is overly cautious, and we always land our aircraft if there is a hint of a problem, especially a problem with the power plant.
Your training is superior to what? No training? The fact is at 2000 ft even with a full engine failure, you have loads of time to pick your field and make a safe landing.
Yes, there is loads of time to pick a field and land...that is the easy part. Then I get to spend the rest of the day walking to the nearest farmhouse to explain the situation, arranging transportation (taxi?) to get a ride from the field back to my house which is 34 miles away, then hook up my SUV to my trailer, talk at least one other person into going with me for the retrieval effort, then both of us drive 14 miles to the airport to pick up tools, then continue another 20 miles to the field where I landed, take the aircraft apart, load it into the trailer, then haul it 20 miles back to my hangar. I have done this before, it is far from being fun at all. An engine problem with a forced landing in a field 20 miles from home is NOT an enjoyable experience at all. You talk like someone who has never recovered an aircraft from a remote field before. I have done so 4 times now, once for my airplane and three other times for my fellow pilot's aircraft. It is a huge hassle at least, trust me.
Hi there this video was amazing, it has sparked my interest. What licence do you need, and how much did the plane cost?
It appears to be an ultralight so no license needed at all
Back in 1999 I was getting my 2nd flight lesson in a 2 seat beaver ultralight trainer. The Hirth 3202 failed and we landed in a spinach field. When the engine failed the radio went out and I could not hear my instructor. I thought he was just showing off by landing in a field. Strange how I wasn’t all that worried. I can’t remember the full reason for the failure, but the plane got a new hirth engine the next week.
I don't think they were even manufacturing the 3202 back in 1999, were they? Are you sure it wasn't a 2702 or something?
As a professional pilot with 40k hours in the left seat of a 787, great great grandson of wright bros, grandson of amelia Earhart and charles Lindbergh, nephew of the red baron, third cousin to Kelly Johnson, a father of an f22 pilot, and great great grandfather of Buck Rogers, I can say that landing perfect. Don't listen to the other comments here, their credentials are weak.
But are you related to Buck Rogers
@@drmachinewerke1 How did you know.
If you aren't a direct decendent of Snoopy, turn your flight credentials in immediately.
@@mallorylangford7699 lol
Lucky guy!... By the way that flight was really nice and the landing was a textbook one! Thumbs up! 👍🏾👍🏾👍🏾
My problem with Hirth engines is the tiny spark plug shank and aluminum cylinder head. Same with the MZ-202. The threads will give out sooner or later. This can be fixed by having steel inserts installed. Not an expensive upgrade.
That the cutest little plane ever my dude.
you know an aircraft is slow when the trucks passing you :D
Very safe pilot...love your procedure and commentary
I wonder should you have landed on that ultralight rwy to inspect your engine... To be honest, I would. With the hindsight we know you made it home safely, but if odds turned wrong that day would you live to tell your story? Stay safe.
WTF? Ultralights routinely land out in remote farm fields just for fun. No need to curtail the flight; he was over safe outlanding fields the whole time.
Hi. Did you find out if it was the mags??? I had something similar many yrs ago and it turned out to be the plugs. After decades of flying these light aircraft I will only use NGK plugs.
It was a broken CDI wire which was an easy fix. Installation error. Nothing wrong with the engine at all.
glassdogangle Thanks for the feed back. I currently fly a Merlin ultralight in Canada but I put in a Continental 85,, I have been looking at some aircraft that use the Hirth, How many hours do you have on it?? Any other issues?? Thx again.
So cool that you were coming from FPV... ;D
Excellent video. Could I suggest, next time, you approach the airfield with a suspect engine, you treat the approach as you would for an engine failure? Keep a good deal more height on approach, and when you are certain you can land without an engine, do so.... with the power set at idle. That way you can ignore the risk of engine failure.
Yes, definitely. I think I had only 20 hours of experience when this happened. I have 350 hours now, and I stay much higher in the pattern now.
Superb video .. I've always wanted an ultra lite type aircraft. This is motivational.
If it did go out could you not glide that type of plane in if you were high enough?
Who made the preflight checklist for the aircraft? Do you put the engine under stress and check the mags? If so how much variance do you see in the rpm between one and two?
I made the pre-flight checklist which I based partially upon the aircraft manual and the engine manual.
I own plane Just like that.. 503 rotax dual carb. It flys like a Dream. Love my HURRICANE...
good flight back with no issues. How much is the ultra light you have? where can I find them?
I bought mine for $5000 on craigslist. You can find them for sale on barnstormers.com and also many facebook ultralight classified pages such as this one: facebook.com/groups/358086074380455/
Glad you made it back safe bro. Hope you get it all sorted.
Razz9999 I am sure we will figure it out and fix the prob!
Nice job bringing her back in safely! Hopefully you're not grounded for long. In the mean time, there's always the FPV Skywalker to get your flight fix! ;-)
TheAdkFlyer10 LOL I may use this down time to catch up on business.
geezus... how do those instruments survive that level of abuse? looks like the dash panel is going to rattle completely out of it's mount
If you were to lose the engine would you still be able to land the same? I've never flown one or would it come down hard?
Skitzofrenic Productions he’d establish best glide speed, attempt engine restart, if no luck he’d land wherever safe just like those highway/ road landing you see on TH-cam.
glad you made it back ok matey i dont blame you for feeling angry mate your life was at risk. I was sitting here gob open nothing coming out till you landed and it was thank god your down safe
I'm very glad that you experienced a safe landing at your intended airport, and that a double ignition failure did not occur. Call me ignorant, but is there such a thing as an option for a third ignition?
..im curious to know, why diesel engines are not used, as whole issue with ignition will be removed entirely..is it weight or some other reasons?
Yes. Weight. 600lb deisel engine would not fit too good on 180lb airframe.
Hey Glassdog. Good You made the trip nicely to the landing! Was just wondering one thing @ 6:46 You state not to run out of gas / BATTERY ? Off cource You do have enough battery power for the flight, right ? And In this kinda flight where do you need the battery power in the case it drains all out (ok comms maybe but what to keep Your'e Bird up ? In the case You see and feel the 2-4 hundred rpm loss with 2 magneto ignition system engine..... You just test inflight witch one has failed. And run on the good magneto (ignition circuit) the rest of the flight. Don't leave the bad circuit ON as well ? No point ? Can cause all sorts of problems, if its just "semi failed".
*******Before anybody comments*********
Magneto's are there to make the voltage for the ignition system for the spark. Thus, no external battery is needed after the engine is running.
Leaving the mag on wont hurt anything there is a diod in it to keep from backfeeding to the good one. Testing the mag in flight is a bad idea what if it wasnt the mag that caused the rpm drop rather a bearing going out on the crank and you shut down the mag loosing enough rpm to kill the engine and the bearing welds itself to the crank so the motor wont turn over again? See your not the onlyone who can be a tool bag looking at peoples videos just to pick them apart lol
Where do you find something like this? Is there a forum I am missing? This still looks really interesting! Great videos as always
What's it your looking for?
i am a motorcyclist and 65hp from a 625cc 2stroke is kind of weak, is this purposefully down powered as to last longer?
That's a good question. I have no idea. I would guess that weight has something to do with it. I imagine that a finely tuned motorcycle has a ton of accessory components involved in order to squeeze every last bit of power out of it, and the weight penalty is not a major factor. In ultralight aircraft, every ounce counts.
Okay I just did a bit of research and I think you are incorrect. 65hp is acceptable from a 625cc 2 stroke engine. What are you comparing my engine to? Some kind of racing engine? I am definitely not an engine guy, but I don't think you are either. "The Kawasaki Ninja 650 has two cylinders and a maximum engine speed of about 11,000 RPM and makes about 70 horsepower."
@@glassdogangle i worked in the crankshaft inspection departement at the biggest engine re manufacturer in north America. i think i know more than the average person. i purposefully didnt say i knew too much in order for you to explain the average plane engine, but seems you dont know either. the Ninja 650 and all other Ninja motorcycle (model) are 4stroke. 4stroke engine produce twice less power than 2stroke.
the rule is that a 4stroke produce about 1hp per 10cm3 of engine size. a 600cc 4stroke could produce about 60hp. that is with the top technology and a brand new engine. a 2stroke is about twice that. so a 250cc 2stroke makes about 50hp. here is an example: en.wikipedia.org/wiki/Honda_NSR250R its about 60hp from a 250cc bike.
i dont know why your engine is such low output, i guess it must be lower performance in order to last longer because most 2stroke are rather short lived.
This will keep you sharp ! ;o)
Fly safe.
That death trap was shaking like a dog passing a peach seed while idling. Maybe IGN 2 went Elvis "All Shook UP".
I think you had two mag problems because it should run fine on one. One doesn't work at all and one works but misses every 5 seconds. Did this turn out to be the case?
Gotta be a freakin fast reader to read those long blocks.
Is that a Rotax engine? I have a few in Ski Doo snowmobiles and they are far from reliable, never understood why people put them in ultra lights.
It is a Hirth engine. I have 423 hours logged on this engine, and you are supposed to fly an ultralight in such a way that you always have a place to land in the event of an engine failure. As long as you follow this rule, it is perfectly safe to fly one.
can you still land your airplane if its the engine is stop working like glider? sorry for my weird question
No. If the engine stops it falls down like a brick and breaks into a bunch of pieces. However, if I can climb out of the cockpit in time, I can extend my cape and fly away unharmed.
The misfire was slightly noticeable just before your decent I Could see it slightly jumping.
How is he breathing being that high up in the air?
Am I missing something? Where is his parachute?
why would he dodge the plain and potentially kill a whole family sitting in they’re home instead of sticking with the aircraft and land it where only he will get hurt
@@Seabass1206 did you see all that open space? ya know in case of an emergency....
Since I'm quite late to the party here (2018) I'll make 2 comments to those watching this video, and not to the pilot. Foam windscreens at $5 is what you do to microphones to drastically cut down on wind noise such as what we hear in much of this video. 2) The amount of shaking of the instrument panel we see when engine is 1st running is seriously excessive. This amount of vibration will destroy many things on a plane. Or motorcycle for that matter. I have owned/flown/maintained ultralights, so I know. I have little doubt that this is what caused that terminal to break.
Further-- if the engine was smooth as normal, no amount of not strapping down the wire correctly would cause this in 20 hours. Because this happened in 20 hrs, this very much looks to be an out-of-balance problem of the engine. Only way this could not be factory fault would be a serious stone chip in one of the prop blades.
Thank you Russel for that great explanation and advice. I don't think it could have been said any better. As an experienced aircraft maintenance tech and pilot (now retired) I agree with you on all points. I had those thoughts running through my head as I watched this video.
You have a wonderful ability in taking in facts and evidence presented in a situation such as this and getting pertinent advice across in hopes of preventing a tragedy you clearly foresee beyond any doubt. Excellent job and pray your advice gets thru.
I don't know much at all about these gyroplanes but I definitely would have been wayyyy too sketched out to attempt flying that because of how bad it was vibrating! Just look at at how bad the panel with all your gauges (don't know what that is called told you I didn't know much) is shaking, and people trust that to safely (or as safe as flying could be at least) transport you thousands of feet above the ground? I'm happy you're safe though I'd have had a heart attack if I had been in your shoes!
Same thing happened to me on a downwind in the circuit. I landed and did an ignition check and the motor quit when the key turned to L only. It was the wire going from the magneto to one side of the ignition module. Rotax 912UL 80hp 4 stroke
Do those things glide?
which app are you using in phone ?? love from India. keep flying safe brother..
Broooo this is pretty cool !! What's the cost of ownership on one of these? And from the way you didn't want to land right away , I assume you have a lot of experience flying in this machine. Nice landing as well!
I have a few questions. What kind of aircraft is this? Is it a plane? If it is, what's the make/model of it, and is special licensing required to operate it?
Is that behind you a waterprrof backpack, a tank, or some emergency landing system?
It's a Giant 640 oz Big Gulp. It does get a bit thirsty up there. The hose goes around to my mouth and clips onto my shirt.
Most bad ass Ultral light I've seen.
Q say
can someone explain to me how the ignition check works on this plane? does it use two* similar coil/CDI then you switch from one or the other?
*edit english error.
"Thought you were going to die"? You're in a micro light, those things glide, plenty of options even with no power.
Yeah he was good to go. Fucking glide to any field he chooses. Different story all to gather in the mountains of NC.
Just wondering when flying do you feel the prop blast?
Hmmmm...good question. I am not sure. I know I am flying around at 55mph or so. Not sure if that is prop blast or just the 55mph wind. I guess it depends completely on how efficient my prop is. If my prop was 100% efficient, I would not feel any prop blast at all while in flight.
Great landing. Flairing was always my issue. I tend to flair and reduce throttle a little too high.
You can fpv with your ultralight buddies instead. Problem solved, lol. Bring a pair of binoculars so you can look for a suitable field to land (with details) in case of an emergency.
Roger J. Ha ha ha right!
Ha
Carb problems on two stroke engines can cause problems similar to ignition but cause serious damage running lean and overheating scorching bearings and rings need to set your high speed with the throttle open turning it out till it misses then back in till it picks up not going to lean a little smoke out the exhaust then set the low speed at idle if you goose the throttle and it bogs and picks up its rich if it stalls its lean running rich can foul your plugs
Good video I'm glad you made it back safe!!
glad you made it back in one piece! I didn't realize you also flew ultralight planes too cool! so what failed in your ignition system?
Lol, Never fun when that type of issue happens when in Flight! I feel For You! At least you knew what it was and could fix it easily! :D
Thats what you get for putting wings on a shriner car and thinking it would fly!
But the video clearly showed that it did fly, you moron.
What is a Shriner car? I don't get it.
Hi, and I've watched a couple of your videos. The first one a yellow high winged whatever made an emergency landing in a muddy field because his rubber band popped or belt fell off. Now this.
Kinda takes any desire of ultralight flying and fun away from me.
Thank you for showing us the real side of ultralights. An expensive and seriously dangerous hobby. Another real drawback for me was you describing a cross country flight of 20 miles lol, while watching cars and trucks on the ground blowing past you.
Thumbs up on the videos however, and I wish you many safe and happy hours in your little flying machine...
Time to hear from the aviation critic experts. Honestly no offense friends but the man walked away, he wasn’t carried away. Sounds like a good day to me.
Friends I should not have said that the way I did. I meant no ill will. It’s just every video I see of something going wrong in aviation there’s tons of people who know or say they know what the pilot should have done. look at them for yourself. Maybe some or all of you are right. But the gentleman walked away. I see that as success and bet he does to and wouldn’t change a thing if he could go back. GOD bless friends!!......... :))..............