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Sir Drifto
United States
Приєднався 18 чер 2013
New Episodes posted every week!
I'm Nathan James aka "Sir Drifto" Join me on my adventures around the world. Whether its land, sea or air, there is always something cool to experience.
Social Media:
IG: @sirdrifto
If you have something cool you would like filmed or documented shoot me a message!
#aviation#automotive#adventure
I'm Nathan James aka "Sir Drifto" Join me on my adventures around the world. Whether its land, sea or air, there is always something cool to experience.
Social Media:
IG: @sirdrifto
If you have something cool you would like filmed or documented shoot me a message!
#aviation#automotive#adventure
Test Flying a Quicksilver MX-1 for the first time. An in depth review.
Quicksilver’s MX added more conventional controls although rudder pedals moved spoilers, seen in shadow on the wings.
Quicksilver MX is a high-wing, tricycle-gear, two-axis control aircraft in a pusher configuration. It was the first ultralight to be mass-marketed and mass-produced.
As a bolt-together assembly kit, Quicksilver required no manufacturing of parts by the builder. All fabrication was done at the factory. A kit took between 60 and 80 hours to assemble, using common hand tools, and could be built in as little as a one-car garage. Accomplished builders, often dealers for the brand, could put one together in less than 20 hours.
Quicksilver was the first ultralight kit on the market to come with a very comprehensive assembly manual, with all of the AN bolts and anodized tubing clearly marked and supplied on shrink-wrapped packaging boards. No one had anything like this organization at the time and I’ve never seen such packaging again.
Originally power was supplied by the Cuyuna 430 engine but this powerplant was later updated to the Rotax 377 and then Rotax 447 engine. With 40 horsepower, the very lightweight Quicksilver MX climbed with great vigor although it simply didn’t fly fast no matter how much power you put on it.
The MX model abandoned the weight shift idea - this was too foreign to lots of potential customers. Instead, it used stick-and-rudder two-axis controls, but with a difference. The joystick connected to the elevator and rudder while the rudder pedals were connected to spoilerons on top of the wing.
Admittedly, this still throws pilots who learned in a Cessna 150, but if you ignored what controlled what and simply flew it as you expected, it worked surprising well but with an advantage no 150 driver ever considered: the pilot could deploy both spoilerons at the same time by depressing the rudder pedals. This killed lift on the wings and allowed the aircraft to get into very short runways. Quicksilver’s MX added more conventional controls although rudder pedals moved spoilers, seen in shadow on the wings.
By the time the earliest MX models came out, Quicksilver was a huge force in putting people in the sky. In one year - a reader reminded me it was 1983 - the company sold more aircraft than Cessna, Piper, and Beechcraft combined. That got the attention of plenty of aviators. Average selling price back then, for a ready to fly aircraft: $3,595.00. (Today, that would be $9,667 after adjusting for inflation - still a fantastic bargain, and as you’ll read below, you can still buy one for the original low price.)
Quicksilver MX is a high-wing, tricycle-gear, two-axis control aircraft in a pusher configuration. It was the first ultralight to be mass-marketed and mass-produced. As a bolt-together assembly kit, Quicksilver required no manufacturing of parts by the builder. All fabrication was done at the factory. A kit took between 60 and 80 hours to assemble, using common hand tools, and could be built in as little as a one-car garage. Accomplished builders, often dealers for the brand, could put one together in less than 20 hours.
Originally power was supplied by the Cuyuna 430 engine but this powerplant was later updated to the Rotax 377 and then Rotax 447 engine. With 40 horsepower, the very lightweight Quicksilver MX climbed with great vigor although it simply didn’t fly fast no matter how much power you put on it. The MX model abandoned the weight shift idea - this was too foreign to lots of potential customers. Instead, it used stick-and-rudder two-axis controls, but with a difference. The joystick connected to the elevator and rudder while the rudder pedals were connected to spoilerons on top of the wing. Admittedly, this still throws pilots who learned in a Cessna 150, but if you ignored what controlled what and simply flew it as you expected, it worked surprising well but with an advantage no 150 driver ever considered: the pilot could deploy both spoilerons at the same time by depressing the rudder pedals. This killed lift on the wings and allowed the aircraft to get into very short runways. Despite it’s functionality, some pilots didn’t like the arrangement and the company later adapted conventional ailerons with all the controls hooked up as expected. With Quicksilver MX a market leader in its day, the iconic series of models still leads the world in ultralight aircraft style kits.
Videoman Dave wrote, “The Quicksilver MX is one of the safest, most fun flying ultralight aircraft I have ever flown, and I highly recommend it.” Through his The Ultralight Flyer UA-cam channel, Dave rates the Quicksilver MX an A+ when powered by a Rotax engine, with good, tested fabric, an airworthy propeller and a low time engine.
At the time of production of this video The Ultralight Flyer would estimate the value of a used not-abused Quicksilver MX to be $3,500 to $5,000.
#aircraft #pilot #aviationlovers
Quicksilver MX is a high-wing, tricycle-gear, two-axis control aircraft in a pusher configuration. It was the first ultralight to be mass-marketed and mass-produced.
As a bolt-together assembly kit, Quicksilver required no manufacturing of parts by the builder. All fabrication was done at the factory. A kit took between 60 and 80 hours to assemble, using common hand tools, and could be built in as little as a one-car garage. Accomplished builders, often dealers for the brand, could put one together in less than 20 hours.
Quicksilver was the first ultralight kit on the market to come with a very comprehensive assembly manual, with all of the AN bolts and anodized tubing clearly marked and supplied on shrink-wrapped packaging boards. No one had anything like this organization at the time and I’ve never seen such packaging again.
Originally power was supplied by the Cuyuna 430 engine but this powerplant was later updated to the Rotax 377 and then Rotax 447 engine. With 40 horsepower, the very lightweight Quicksilver MX climbed with great vigor although it simply didn’t fly fast no matter how much power you put on it.
The MX model abandoned the weight shift idea - this was too foreign to lots of potential customers. Instead, it used stick-and-rudder two-axis controls, but with a difference. The joystick connected to the elevator and rudder while the rudder pedals were connected to spoilerons on top of the wing.
Admittedly, this still throws pilots who learned in a Cessna 150, but if you ignored what controlled what and simply flew it as you expected, it worked surprising well but with an advantage no 150 driver ever considered: the pilot could deploy both spoilerons at the same time by depressing the rudder pedals. This killed lift on the wings and allowed the aircraft to get into very short runways. Quicksilver’s MX added more conventional controls although rudder pedals moved spoilers, seen in shadow on the wings.
By the time the earliest MX models came out, Quicksilver was a huge force in putting people in the sky. In one year - a reader reminded me it was 1983 - the company sold more aircraft than Cessna, Piper, and Beechcraft combined. That got the attention of plenty of aviators. Average selling price back then, for a ready to fly aircraft: $3,595.00. (Today, that would be $9,667 after adjusting for inflation - still a fantastic bargain, and as you’ll read below, you can still buy one for the original low price.)
Quicksilver MX is a high-wing, tricycle-gear, two-axis control aircraft in a pusher configuration. It was the first ultralight to be mass-marketed and mass-produced. As a bolt-together assembly kit, Quicksilver required no manufacturing of parts by the builder. All fabrication was done at the factory. A kit took between 60 and 80 hours to assemble, using common hand tools, and could be built in as little as a one-car garage. Accomplished builders, often dealers for the brand, could put one together in less than 20 hours.
Originally power was supplied by the Cuyuna 430 engine but this powerplant was later updated to the Rotax 377 and then Rotax 447 engine. With 40 horsepower, the very lightweight Quicksilver MX climbed with great vigor although it simply didn’t fly fast no matter how much power you put on it. The MX model abandoned the weight shift idea - this was too foreign to lots of potential customers. Instead, it used stick-and-rudder two-axis controls, but with a difference. The joystick connected to the elevator and rudder while the rudder pedals were connected to spoilerons on top of the wing. Admittedly, this still throws pilots who learned in a Cessna 150, but if you ignored what controlled what and simply flew it as you expected, it worked surprising well but with an advantage no 150 driver ever considered: the pilot could deploy both spoilerons at the same time by depressing the rudder pedals. This killed lift on the wings and allowed the aircraft to get into very short runways. Despite it’s functionality, some pilots didn’t like the arrangement and the company later adapted conventional ailerons with all the controls hooked up as expected. With Quicksilver MX a market leader in its day, the iconic series of models still leads the world in ultralight aircraft style kits.
Videoman Dave wrote, “The Quicksilver MX is one of the safest, most fun flying ultralight aircraft I have ever flown, and I highly recommend it.” Through his The Ultralight Flyer UA-cam channel, Dave rates the Quicksilver MX an A+ when powered by a Rotax engine, with good, tested fabric, an airworthy propeller and a low time engine.
At the time of production of this video The Ultralight Flyer would estimate the value of a used not-abused Quicksilver MX to be $3,500 to $5,000.
#aircraft #pilot #aviationlovers
Переглядів: 905
Відео
The airplane I was going to buy crashed in front of me.
Переглядів 105 тис.21 день тому
I can't make this up if I tried, I was supposed to bring this gorgeous plane home and the owners belly landed it on the runway in front of us 🤷♂️. Guess that landing gear warning light wasn't lying (hence why we made the call not to fly it). Everyone was safe. Unfortunately for the airplane, will be another story, not sure if it will be fixed or parted. It is unfortunate, as the plane was a tr...
Driving my 1971 MG Midget up 11,990FT Mountain Road.
Переглядів 1,1 тис.21 день тому
We had a fun rally to attend, so I decided to drive my 1971 MG Midget. It did amazingly well for such high altitude. #mgcar #britishcars #carslover
Is it the Best Electric Scooter for Last Mile Transportation Once Flying to Destination?Hovsco EV.
Переглядів 36028 днів тому
Get your scooter here and get $50 off! Hovsco Felicity Electric Scooter ($50 off: MTV): www.hovsco.com/SirDrifto #electricscooter #hovsco #ev
The Porsche 944 is still an affordable great daily driver.
Переглядів 6 тис.2 місяці тому
The Porsche 944 is still an affordable great daily driver.
The Chrysler Sno-Runner. The Original 1970's Snow Bike.
Переглядів 1,4 тис.3 місяці тому
The Chrysler Sno-Runner. The Original 1970's Snow Bike.
How to get your Mercedes W123 to last 500,000 Miles.
Переглядів 8 тис.4 місяці тому
How to get your Mercedes W123 to last 500,000 Miles.
Why you need a Vintage Honda CL175 Scrambler.
Переглядів 2,5 тис.4 місяці тому
Why you need a Vintage Honda CL175 Scrambler.
Why a Nissan D21 Hardbody is a fantastic bang for the buck Truck.
Переглядів 8 тис.4 місяці тому
Why a Nissan D21 Hardbody is a fantastic bang for the buck Truck.
Setting the First World Altitude Record in an Electric Paramotor.
Переглядів 11 тис.4 місяці тому
Setting the First World Altitude Record in an Electric Paramotor.
(4K) Open Cockpit Airplane P-70 Ace POV Flight Take Off & Landing with Audio.
Переглядів 1 тис.5 місяців тому
(4K) Open Cockpit Airplane P-70 Ace POV Flight Take Off & Landing with Audio.
The Chrysler Sno Runner, a moped made for the snow. Back from the dead.
Переглядів 9855 місяців тому
The Chrysler Sno Runner, a moped made for the snow. Back from the dead.
Garage Day: W123 SLS Suspension Fluid Flush & Filter Change
Переглядів 1,2 тис.5 місяців тому
Garage Day: W123 SLS Suspension Fluid Flush & Filter Change
Flying a 1946 Piper J3 Cub Seaplane.
Переглядів 2 тис.6 місяців тому
Flying a 1946 Piper J3 Cub Seaplane.
Why the Ducati Monster is one of the best all around affordable Sportbikes.
Переглядів 16 тис.7 місяців тому
Why the Ducati Monster is one of the best all around affordable Sportbikes.
First Flight in a Cozy MKIV 4 Seat Canard Aircraft
Переглядів 172 тис.7 місяців тому
First Flight in a Cozy MKIV 4 Seat Canard Aircraft
Rebuilding a 1992 BMW R100 Paris Dakar. Part 1:
Переглядів 8327 місяців тому
Rebuilding a 1992 BMW R100 Paris Dakar. Part 1:
Flying an Electric Paramotor for the First Time
Переглядів 19 тис.8 місяців тому
Flying an Electric Paramotor for the First Time
Pilatus PC12 Hit By Blackhawk Rotor Turbulence Almost Ends in Crash
Переглядів 1,7 тис.8 місяців тому
Pilatus PC12 Hit By Blackhawk Rotor Turbulence Almost Ends in Crash
The Honda Motocompo is an 80s Folding Motorcycle Icon
Переглядів 6668 місяців тому
The Honda Motocompo is an 80s Folding Motorcycle Icon
Pros & Cons of Owning a Toyota Sunrader RV.
Переглядів 34 тис.8 місяців тому
Pros & Cons of Owning a Toyota Sunrader RV.
Is the MG Midget a good Daily Driver?
Переглядів 11 тис.8 місяців тому
Is the MG Midget a good Daily Driver?
Yamaha Super Ténéré 1200 First Ride/Review
Переглядів 20 тис.9 місяців тому
Yamaha Super Ténéré 1200 First Ride/Review
I drove my 1985 Mercedes 300TD Turbo Diesel to the top of a 14,000ft mountain!
Переглядів 6 тис.9 місяців тому
I drove my 1985 Mercedes 300TD Turbo Diesel to the top of a 14,000ft mountain!
1984 Toyota Sunrader Overland Walkaround/Interior Update
Переглядів 5 тис.9 місяців тому
1984 Toyota Sunrader Overland Walkaround/Interior Update
The VW Beetle Has Broken..What now?
Переглядів 1,8 тис.10 місяців тому
The VW Beetle Has Broken..What now?
Daily Driving an 80's Mercedes SL Roadster. An Ownership Review.
Переглядів 13 тис.10 місяців тому
Daily Driving an 80's Mercedes SL Roadster. An Ownership Review.
it is a R1100 RSL it has lowers not rs rsl. only the first year, red, , if you left then in the garge and forgot about it it could catch on fire. Great bike.
The engine looks smaaaaaalllll 250?? Nooooooo way!!
Shame about the abs initialization issues.
What you really want is an EZ by Rutan. Wake up, you are extremely old, but you still can switch to one of those Rutan EZ models. FASTER!
Imagine how efficient and fast this would be with a toroidal prop!
I have a pull out step on my 1982 Sunrader
You've hit the jackpot with life, car, and woman. Congrats, brother. Happiness is a rare and fleeting thing. Enjoy it.
I DIDN'T DIE Hahahahaha HEY guys what's the cost range?
It looks like a Sonex 'Y-x' with a tapered tubular fuselage... What kind of a plane is this?
As someone who has survived a vtail crash in a bonanza. I can confirm it’s the worst tail design that’s still legal.
Its the Risen Super Voloce demo aircraft..178 knots with a rotax 915 owned by Kipp Larson out of Colorado
Hey, that car has two steering wheels! 🛞
Yes you can track it. On 6/19 it took off from Erie (QQE) at 8:04am and returned to Erie (QQE) at 8:55 am. Edit: they didn’t go too far from airport. Circled a couple of ponds/lake and circled the airport a few times before landing. It departed to the north and the landed going north.
Never did like the Y tail!!!
surely you meant V tail.
V tails are a deadly killer, recover in some manoeuvres is impossible.
Wrong. There are some gliders that have it, simply because it has less drag. But the thing is, think about how the rudder pedals and the stick or yoke are gonna work only two control surfaces. But not liking it? Why? Because it is better?
@@peterstorch1252 Then redesign that plane. Have them raise the tail, maybe. Or enlarge the surfaces. Or whatever. But do not sit down and get angry at the thing. I know some planes got the tail into the prop wash or the wing wash, and stall was game over. But they improve such coffins. Unless you just complain to me, that won't help anybody. If you are right, then set up an owner group, and invite your group to the manufacturer. Why not? They won't eat yall.
I have over 800 hours in my MX. The numbers you looked up are garbage. Stall 18mph (14 in ground effect) but these vary a bit with fuel and how big your lunch was.. Curse speed 25 to 32mph. max speed ~45, VNE unreachable. Wide CG range but flies best in balance. Keep the spoilers, they are nice for hands off flying and can be used with rudder failure can even over power a jammed rudder full left or right. With both spoilers up you can approach at 40 degree glide slope for very short landing distance. Spoilers take better part of a second from input to form a stall bubble for control effect. Takeoff 80 to 100' (200 to 300 from my grass strip at 5050', 500' @DA8000') Landing 50 to 100'. X winds get interesting. Be ready to land into the wind, Xwind limit 5mph, fly parallel off the side down wind of runway then turn across over the runway and land into the wind in 40 to 50 feet. The thing you have to get used to is the skid-roll turns from the 2 axis high dihedral design. You MUST trade off heading for roll and it can feel a bit strange for a GA 3 axis pilot. Ear plugs and good headset required for noise. Probably the easiest plane to fly, so slow you have time to think about every move. "Low and slow" Definition: when you have to climb to make it over then next barb wire fence!
Great advice! Will save these tips. Thank you! 🙏
@@SirDrifto Let me add.... like all untralights the MX has no momentum. Very high drag. This can be a HUGE problem for GA pilots. The biggest GOTCHYA is an engine failure on climb out!!! ALWAYS be ready to shove the stick forward a bunch to maintain airspeed at the sound of a single missed cylinder firing. In addition to the nose up climb you are pulling back on the stick to offset the nose down moment from the above center of drag thrust line of the high mounted engine at full power. This can go from climb speed to a stall in about a second!!! You won't have time to hesitate and think about an engine failure. Dead stick glide is like a brick. About 30 degrees nose down to maintain airspeed!! But forced landings are no problem with so low a stall speed. I know from experience!!
Is that Joe Biden tossing out speed predictions? Sounds just like him. Lol
Looks like fun.
Nice, one thing I can say is the tail number isn't registered yet😂😂
You're wrong. It was assigned by the FAA in May 2023
May 2023 to Kipp Larson out of Colorado..a Risen Super Voloce with a 915 Rotax
Then how on earth do they got a number on the tail?
And there’s really no reason to jerk the controls. You look like your rubbing one out dude. Just be smooth.
I’m a black plane. You’re very hard to see from above. Be careful
35mph of stealth
I’ve flown planes without brakes. Brakes were optional equipment until 1941. If you taxi onto grass you’ll stop fast. Just always be ready to taxi on grass
I should have landed on the grass 🤣
Rotax?
CONTACT!
Nice 👍
Yeah looks like a John f Kennedy Jr. Waiting to happen.. don't buy these bullshit little planes.. they will kill you
That gentleman sounds exactly like Joe Biden 😂
Hahaha I'm just realizing that now
Interesting, Well Done Gentlemen
nice video love your plane hello from Australia
Thanks for watching!
nah that wont buff out
I just flew on this today. It was great. They had big balls back in 1930's to fly over the ocean back then. I would have taken a boat.
What did you think of the flight?
@@SirDrifto It's wasn't as loud as I thought it was going to be, but it was very loud if you wanted to talk. We flew out over my house so I got some good pics. The pilot's landing was so soft. A small puff of smoke was all if could see off the tires. I felt very safe riding in it. The motors look clean and sounded great on start up.
I got to see my Cherokee sitting near the fuel farm on your taxi out. That’s cool finding another Erie pilot on YT.
Oh man, very cool. Swing by the hangar sometime and say hello.
That exhaust system, will that work with my 3.6 Durango GT? Or is it only for RTs?
The amount of shade so called pilots cast on ULs is pathetic. What ya think the pioneers had? We are the real flyers, ya namby pamby, safety schmafty, certified chicken boys....
You think half the aircraft I fly/own is certified? Get outta here. 🤣 . I love ULs its frankly the last version of barnstorming we can get in modern times.
Awesome. That’s crazy, hah didn't know those are 2 axis, weird!!
Cross winds are strange but besides that it's great!
Need to check the center section spar for corrosion. Otherwise nice airplane.
NOT a crash.
My DD is a 1973 350slc European spec c107. My dog loves it. It gets looks from all age groups. Fuel economy is not great but it drives very spirited. 3.5L higher compression engine. 3speed automatic shifts very firm, chirps tires, feels solid. You need to know how to drive...absolutely 0 safety nannies.
please provide contact number of the man who made this plane and explaining.
Good call ending flying for the day. Godspeed and Blessings Fly/walk with Jesus Christ. Stay Dangerous
just stumbled on this and gotta say sweet vid! Having spent the last few months with this instructor working on my initial CFI and tailwheel, I can honestly say he’s by far the best there. An extremely experienced Citabria pilot & caring teacher all around
Great to hear!
not a diver but Ive swam there twice
Hi, I have a 1988 sunrader. Working on some updates. Where did you get your lift kit? Also love the paint job. Super sharp looking. Was that done in Colorado? Thanks!
These is madeness
wheres the diff locker?
timing chain*
That’s not leather. That’s SO much better than leather!
-8F is pretty cold, no need to embellish it by including the wind chill factor. "Feels like -21" only applies to you. It's irrelevant to inanimate object. To your Beetle it was -8.
Grew up with my dad always riding a 75 DT400. I wanted one, and we ended up getting me the 75 DT250. Had it since I was 15 years old. I’ve got 4 motorcycles at the moment, and still have the DT. Currently doing a full engine rebuild/restore on it.
ua-cam.com/video/3zcm4oS9IaM/v-deo.html
I'd be interested to see a comparison of this versus your W123 wagon.