A Frank Odell Web Page

Some in our little group of guys were considering the purchase of an ultralight and this mission was to gain personal experience and knowledge. We found an airplane and instructor in the local area and so began the ultralight adventure. The aviation operation was located on the back lot of a Cocoa, Florida, marina on the west bank of the Indian River.

The aircraft we flew was a Quick Silver MX series Ultralight airplane. The aircraft was registered as a regular airplane with an N number. This aircraft has a 50 Horse Power engine, which is a wee bit more Horse Power than one might expect. The aircraft was on floats and used the Indian River Lagoon as its airfield. The aircraft seats two people in a side-by-side configuration and is intended to be used for flight training. Like all ultralights this aircraft has a very low stall speed and a low cruise speed. Do not know the actual stall speed as the Air Speed Indicator was extremely inaccurate.

This was my first ultralight airplane ride. It was a magnificent experience. Some pilots have said "they felt hung out in the open air" while flying in this very open cockpit airplane. That was not my experience at all. I felt very much at home in this aircraft as the rigging wires made me feel as if I were inside the aircraft and not setting on a seat with little structure around me. The air flow was refreshing and visibility was outstanding.

The noise level was very high. Nearly all the noise is from the engine and propeller mounted just behind the seats. The aircraft does not fly fast enough to produce a lot of wind noise. Hearing protection is a must in this bird and my earphones did not fit well, so my ears were five days recovering from the beating they took. Next time, I will take my own hearing protection.

Instrumentation was sparse in the aircraft. The Airspeed Indicator (ASI) was a small plastic tube mounted just outside the cockpit area. The instructor would occasionally reach over and rotate the tube until its reading was in agreement with his feelings about our speed. The ASI is optional equipment and the aircraft can be and is flown very well without it. Listen to the sounds of the wind in the flying wires. This really is reminiscent of the old days of aviation.

Take off is performed much like any other seaplane. Take off run is started by advancing the throttle to a power setting some what below take off power. With stick full aft watch the water around the floats. When the water is splitting nicely advance the throttle some and move the stick to forward until the floats rotate to planing attitude. When planing attitude is reached, smoothly advance the throttle to full power. When lift off speed is acquired move the stick aft until the aircraft is flying. Move the stick forward again to obtain level flight and allow the speed to build until climb speed is reached. Move the stick aft to set the proper climb angle. Throttle settings can be made accurately because unlike the ASI the engine Revolutions Per Minute (RPM) indicator worked quite well. Climb is simple and visual. Use the horizon and the bottom of the wing to set the pitch angle and maintain full power. Listen to the engine's laboring sounds for a performance clue.

Level flight is a direct reflection of the local weather conditions. Because of its light weight the aircraft responses vigorously to the movement of the air around it. The basic flying qualities of this aircraft are surprisingly good and in smooth air the aircraft will fly level with hands off and will demonstrate good stability in all three axis of rotation.

It seemed to me that the roll controls were heavy and did not produce a rapid roll rate. At the low speeds this aircraft operates at this seemed to be a correct control response to me. The rudder was very effective in producing a useful roll rate. I described the aircraft as a rudder ship, but the flight instructor disagreed by stating that this aircraft is flown the same manner as any other aircraft. I agree if the words "any other aircraft flown near its stalling speed" are added. Elevator response was a bit mushy, as I expected for a slow aircraft. The ship could be flown with good precision in level flight using only the rudder and the elevators. I flew about two miles over the river's surface at an altitude of five feet. This was easy to do and control response was more than adequate for the job. Turns are accomplished using the same techniques as any other light aircraft when flying near the slow end of the envelope.

Glides are steep when power is set to idle. Words like Clipped Wing Water Mellon and if a Brick had wings come to mind. The airframe is aerodynamically dirty. Very dirty, so a steep glide angle is assured at idle power. Landing is typical for a float plane. Remember that the airframe is very light therefore little energy is stored to assist in round out and flare. A technique that works well is to use considerable power during both round out and flare. Touch down is slightly nose up and when solidly on the water reduce the power to idle.

It is normal for float planes to require about 50 per cent more horse power than a comparable land plane to obtain equal performance. Because there is more friction (drag) to overcome while operating on water, float planes also require more takeoff room than wheeled planes. But, when landing on water the additional friction, over that present when landing on land, allows for shorter landing distances on water than on land. This aircraft could easily be converted to wheels. The floats were inflatable and were very light weight.

Activities in the ultralight world are far different from the activities in the big airplane world. The ultralight involves the pilot in the many small details that big airplane pilots often leave to other people. This provides a hands-on feeling that I believe has been lost in the big plane world. Ultralight flying is as close to returning to the old days of aviation as is possible today.

Perhaps some simple aerobatics can be performed in the aircraft, but the aircraft is designed and built to be ultralight not ultrastrong. This must mean weaker than it could be in both engine and airframe strength.

While the US government does not require a pilot's license to fly this type aircraft, it is prudent to obtain pilot training, and an Ultralight Pilot's License may be obtained through a Licensed Ultralight Certified Flight Instructor. The license is issued by the United States Ultralight Association (USUA).

This aircraft has a rocket deployable parachute attached to it. Pilots do not need individual chutes, because the rocket deployed chute will lower the aircraft, with its strapped-in pilots, safely to the ground. That is what they told me, and I believed them.

If you have the time and money I suggest you try this genre of flying. Even if you decide you do not want to continue in ultralight flying you will always remember the excitement and experience of open air flying. It is truly a memorable experience.

To use an overworked phrase, Try it - you will like it.

Before you begin watching the clips below, you should use this control to stop the background music.

French homebuilt ultralight aircraft (Maybe Sports Class Aircraft)

3:21

Flight Design CT (Maybe Sports Class Aircraft)

3:59

PPG Powered Skydiving S-Trike / Flat Top Paramotor

6:49

Little Fluffy Clouds

3:24