News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft
Website: http://www.quicksilveraircraft.com
Email: sales2@qsair.com
Phone: (951) 506-0061
Temecula, CA 92590 - USAQuicksilver has now completed all the flight testing for the most popular kit to qualify it for Special Light-Sport Aircraft acceptance by FAA. In this summer 2013 video, we speak with Daniel Perez, the Chief Operating Officer for Quicksilver about the challenges in taking an already-successful airplane through the ASTM standards. Daniel gives a review of what all they did and why. This will be one of the most affordable aircraft in the SLSA space and the Quick 2S may meet the need.
Quicksilver has now completed all the flight testing for the most popular kit to qualify it for Special Light-Sport Aircraft acceptance by FAA. In this summer 2013 video, we speak with Daniel Perez, the Chief Operating Officer for Quicksilver about the challenges in taking an already-successful airplane through the ASTM standards. Daniel gives a review of what all they did and why. This will be one of the most affordable aircraft in the SLSA space and the Quick 2S may meet the need.
Quicksilver is arguably THE most successful light plane manufacturer of all time. More than 15,000 have been delivered to more countries than any brand. Still available for around $20,000 the 40-80 hour kit may be the best organized of any kitplane. The company also makes the GT series and the GT-500 was the first-ever Primary Aircraft to be certified. For open cockpit fun flying at a low cost, Quicksilver is nearly impossible to beat.
Quicksilver is arguably THE most successful light plane manufacturer of all time. More than 15,000 have been delivered to more countries than any brand. Still available for around $20,000 the 40-80 hour kit may be the best organized of any kitplane. The company also makes the GT series and the GT-500 was the first-ever Primary Aircraft to be certified. For open cockpit fun flying at a low cost, Quicksilver is nearly impossible to beat.
All photos with this article were shot by pro aviation photographer James Lawrence, whom interested parties can contact through his website.
Aviation news outlets and social media are buzzing with the news that Quicksilver Aeronautics is closing its factory. For example, Aero-News Net — always a quick reporter of such news — is calling the event a “dissolution.” This is not incorrect; it comes directly from a document previously issued by Quicksilver’s lawyers (see more below). However, letters from lawyers often portray things in very black and white terms and the situation is somewhat more nuanced than that. For several years, I have known the principals of the company — Will Escutia and Daniel Perez — and spoke with both of them this morning (Tuesday, October 20th, 2015). What follows is directly from the horse’s mouth, as they say. In any such fluid situation, the news is more difficult to accurately report because not every decision is made. For example, if the company was bankrupt and going completely out of business (which phrase was used by another aviation reporter), the predicament might simply be reported as such.
Photographed before snow invaded the Midwest, you see the very distinctive BushCat in Safari-wear.
Aerotrek is available in trigear or taildragger for a modest price.
The unique offering from Adventure Aircraft is going through flight trials (see video).
Not long ago, I posted about Kitfox tending to business and expressing regret that they chose to stay home in Idaho versus making the trip to the Sebring LSA Expo 2014. Team Kitfox was not the only one, however. In addition, AeroSport didn’t bring their BushCat, nor did Aerotrek bring their A220 or A240, nor did Quicksilver show with their SLSA candidate, Sport 2S, or their joint venture Electric Motor Glider (a very cool project from the west coast about which I will do a further update in the future). The reasons for these no-shows were varied but the good news is that they’ll be at Sun ‘n Fun. Oh, and one more thing about all four aircraft mentioned below: each of them offers a purchase value that defies the current mindset about the cost of modern LSA. BushCat by SkyReach is one of those SLSA that easily answers the lament, “These LSA have become too expensive.” Too many pilots say this without considering their other choices.
The Special Light-Sport Aircraft version of Quicksilver Aeronautics‘ popular Sport 2 model is completing efforts to gain FAA acceptance. An FAA audit is scheduled in December and the company announced it has completed the entire flight test regimen required to comply with ASTM industry consensus standards. A recent update to the standard now demands that a company must accumulate 100 hours of flight testing. Homebuilders expend some time to log the 40 hours required for an Experimental Amateur Built kit; this is two and half times as much. “We completed an entire ASTM Design & Performance standard test matrix,” said Daniel Perez, Chief Operations Officer for the California company. He also noted that those 100 flight hours involved 236 takeoffs and landings. These results follow a long period of other detailed testing and significant document preparation plus establishing the factory for repeatable, quality-controlled production of ready-to-fly aircraft. Quiclsilver’s Sport 2S is a strutted, wide open cockpit, side-by-side two seater and will be the first Quicksilver aircraft to complete the entire compliance package.
My friend John Lehotsky enjoyed a flight in a superbly equipped CTLSi with a full digital panel.
Quicksilver's Sport 2S is an easy-to-fly, easy-to-afford aircraft enjoyed by many airline pilots.
Airline pilot Jon Thornburg provides primary flight instruction in a GT 500 much like this one.
Jon relates the joy of simple flying, such as in the products of Quicksilver Aeronautics. all Quicksilver photos by James Lawrence
I recently flew with a friend who has some interest in learning to fly. After we got out of a Flight Design CTLSi equipped with dual Dynon 10-inch SkyView screens flanking a Garmin 796 — in all, an awesome amount of beautifully presented information — my friend sighed and made a statement that he could probably never do what I’d just done. We’d gone aloft and I pointed out to him the marvels of synthetic vision, ADS-B traffic and weather, direct-to navigation that would take us straight home and so much more. No wonder he felt completely overwhelmed. I didn’t see it as overwhelming, of course. I delighted in all that easily accessed info and loved showing my friend just a few of the features available. However, on later reflection, I remembered the serious study that even an experienced pilot like myself had put into learning those magnificent digital instruments.
Boeing's gigantic assembly plant in Arlington, Washington. The 747 building (not pictured) is a cavernous clear-span structure.
Quicksilver's Sport 2S in flight. photo by James Lawrence
Quicksilver kits can be built in well under 100 hours, much faster by someone with experience, thanks to some of the kit industry's finest assembly manuals. photo by James Lawrence
I once saw Boeing employees racing around furiously to build an entire 747 in just seven minutes. Pretty amazing, huh? I’ll bet you didn’t know they were so efficient. OK, fine … spoil my fun by telling me that is baloney and simply a “Hollywood effect.” Yes, the truth is, all I refer to is a video watched by every visitor to the Washington State 747 assembly building (by the way, not far from the Arlington airshow every July and a most worthwhile visit). I thought the professionally produced video was terribly cool, as was a tour of Boeing’s astoundingly-enormous building … so immense that several 747s could be assembled at once in a clear-span structure. So, how about the same idea down here in the world of airplane the rest of us can buy and fly … at least after we build the airplane? I was recently sent such a video from the new owners of Quicksilver Aeronautics.
Quicksilver's GT 400 does a hard break over the Sport 2S
Smooth-air, dawn and dusk flying is one of the great pleasures of the ultralight experience.
The MX Sport 2S with struts and full-span ailerons is a treat to fly.
The GT 500 is in the ASTM approval process as an SLSA
Last Spring I had the pleasure of photographing the several aircraft that make up the stable of the re-emergent Quicksilver Aeronautics company. Quicksilver is the once-and-future, Cessna-style flagship of the ultralight industry back in the 70s and 80s, when it sold almost 15,000 single seater and two-seat aircraft kits under the FAA Part 103 regulation. What always blew me away about Quicks, beyond their easy-to-fly, docile performance and truly bugs-in-teeth fun personality was the impeccability of the kits themselves. I haven’t seen one in years, but according to people I’ve talked to, they’re even better than they were back then…and that’s saying something! Quicksilver kits were the epitome of how a kit should be produced for sale. If you ever put together a Revell plastic model then you’ve got some idea of how a Quick kit arrives. All the anodized aluminum structural tubes for example are predrilled, immaculately finished and vacuum shrink-wrapped onto large printed cardboard sheets that individually identify every piece right where it’s “mounted” onto the sheet.
January 31st (about 3 weeks away) is an important date for anybody who owns an E-LSA aircraft that’s used for training, whether or not they actually use it for training operations. *** If owners don’t apply for the amended certificate by the 1/31/2010 deadline, their current airworthiness certificate will expire, and another will not be issued! *** Kinda serious stuff. *** Not sure your ELSA falls under this category? Check your airworthiness certificate. On the right side under the serial number and model is the word “expiry.” If the box has “unlimited” in it, you’re golden. But if it has the date “January 31, 2010”, it was originally given the operating limitations for flight training, and you must renew it! *** The fedgov rationale in play here: you cannot amend a certificate if it’s expired. After Jan. 31, you’re toast. *** Quick background: Apparently the ruleworks involved in permitting flight training in ELSA to continue in general is bogged down at FAA.
So, you’re an ultralight pilot with many hours flying one of the great light airplanes that enjoyed the limelight long before Light-Sport Aircraft. Then FAA goes and creates a new class of pilot. Now, despite your pilot credential from USUA, ASC, or EAA, you have to go get a new one. Earning it involves a written test plus a flight check with oral exam…all of which you’ve already taken. “What sense does that make,” you ask? Point taken, but that flight has left the ground. You have to do it and you ought to do it soon. Why? Because if you act before January 31, 2007, you can at least get credit for all that time you’ve logged. What’s worse than having to pay to take tests for stuff you already know? How about having to go fly with an instructor to acquire the 20 hours it takes to qualify for a Sport Pilot certificate?
The Quicksilver Sport IIS has been transformed from a cable braced ultralight to a strut braced model. Although this simple flying machine is one of the most successful aircraft ever built, the California company managed to make the new model even more appealing as it heads into a third decade of production. The most noticeable change to the new ultralight are the wing struts that completely replace the wing’s upper surface cable rigging. Now the upper surface is free of obstructions to a smooth airflow and has a cleaner appearance. Other changes are more subtle but even with extensive tubular reinforcement the IIS weighs 430 pounds empty, well under the exemption weight limit. With its large 170 square foot wing the newest Quicksilver feels like the ultralight the public expects. This image and its comfortable flying charactertistics jointly account for it being the most popular training ultralight in the world. Experienced pilots from all segments of aviation in many countries have come to love the Quicksilver.
NO HIGH WIRES - The upper surface of a Quicksilver has never been cleaner. Now with streamlined struts, Quicksilvers take on a new look.
STRONG STRUTS - Though cable-bracing is hard to beat for strength and low drag, many pilots want strutted looks, so Quicksilver is answering those requests.
TUBULAR TAIL - Long ago, Quicksilvers used cable- bracing for much of the tail's support, but this is now all-tubular reinforcement.
GAS PORT - Tucked down under the new gap cover is the fuel tank filler cap. The upper surface is much cleaner than with kingpost-and-wire bracing.
WHOLE NEW WING - As the light shines through the wing, you can see internal bracing members which replace old crossed brace cables. The wing is essentially the FAA-certified GT 500 wing in rectangular form.
FOR SURE - Pilots will have little doubt about the security of this strut fixture with no less than five aircraft-grade bolts doing duty.
HAND HOLDING - Since your hands are nearly touching, on the shared center joystick, instructors get an extra "feel" for their student's understanding of the joystick wiggling part of flight instruction.
SWITCHERY - Overhead, in an out-of-the-way spot, is the kill switch as well as electric starter. An intercom is strapped onto the front of the battery box and a ballistic parachute handle resides nearby.
SAFETY FIRST - Despite its excellent reputation as a safe vehicle, a great many Quicksilvers have ballistic parachutes fitted. This Sport IIS also had the 4-point seat belts that are recommended with such emergency systems.
SIMPLER NOSEWHEEL - The nosewheel support and linkage system is simpler than older Quick models, thanks to the new lower cage construction.
| Empty weight | 430 pounds |
| Gross weight | 1,000 pounds |
| Wingspan | 31 feet 2 inches |
| Wing area | 170 square feet |
| Wing loading | 6.1 pounds per square foot |
| Length | 18 feet |
| Height | 8 feet |
| Kit type | Assembly-type bolt-together) |
| Build time | 50-75 hours |
| Standard engine | Rotax 582 2-cycle |
| Power | 65 hp at 6,500 rpm |
| Power loading | 15.4 lbs/hp |
| Cruise speed | (75% power) 64 mph |
| Never exceed speed | 80 mph |
| Rate of climb at gross | 850 feet per minute |
| Takeoff distance at gross | 325 feet |
| Landing distance at gross | 125 feet |
| Standard Features | Rotax 582 engine, ASI, full dual controls with dual rudder pedals and steerable nosewheel, dual throttles, mechanical brakes, in-flight adjustable trim, 4-point seat belts, double-surface presewn wings, 2-blade wood prop, extensive manuals. |
| Options | Warp Drive composite prop, ballistic parachute, floats, instruments, electric starting. |
| Construction | Aluminum airframe, 4130 steel pilot cage, presewn and full-color wing, Dacron coverings, all AN hardware. |
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - America's most commonly used trainer is now available with struts, lending a modern look (though cable-bracing is still available on other MX-series models). Quicksilver has one of the best quality control systems in the business and has substantial in-house machining ability via related businesses. Dealer support is good throughout the world. Certified in some countries and as well-tested as any design flying.
Cons - Struts are heavier than cable-bracing (though 2-seater can still qualify under ultralight training exemption easily). Open cockpit won't fit some locales and fairing this design actually detracts from some of its appeal. Even with struts, some buyers will view the design as dated.
Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).
Pros - Design is elegant in its simplicity with few systems to manage. Trim lever moves stick and is precise and reasonably effective. Easy repair access. Brake lever is on front of stick where each occupant can use it. Test ultralight was equipped with electric starting. All aspects of the ultralight are available for easy inspection and repairs. Switches located overhead in secure, out-of-the-way location.
Cons - Those who want flaps, radios, and navigation equipment have other ultralight choices that may be more appropriate. Trim system could use additional range when flown solo; lacked enough nose-down range (though an adjustment may fix this). Brake lever requires a large hand for maximum effectiveness.
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - Wide open cockpit allows intimate air contact and huge visibility. Fun, friendly flying (if the weather is pleasant). Entry/exit are effortless. Dual pedals and center stick with extra long grip area for student and instructor. Side-by-side seating is often considered optimal for training. Test ultralight was equipped with 4-point belts.
Cons - Its strength is also its weakness; many buyers don't seek open-cockpit designs, which are windy. Sits on its tail till occupied. A pod must be bolted on if you want instruments that aren't clamped to tubes. Control stick and throttle have no hand support. Nosewheel can throw loose materials toward pilot. Seats have no adjustment. Overhead instrument pod requires considerable eye movement. No cargo area.
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Standard nosewheel steering is effective and operable from either seat. Brakes worked well. Taxi visibility is open in all directions. Absorption surprisingly good considering suspension is limited to air in the tires and frame flex; new lower frame is built of larger diameter tubing. Very stable in taxi, thanks to broad gear stance.
Cons - The IIS rides low over the ground; tall weeds can catch on frame members. Lack of true suspension can mean damaged parts when landings are too hard (though parts are replaced with surprising ease). Students must be instructed not to put their feet on ground while moving. Brake effectiveness is weak (common on many ultralights).
Qualities; Efficiency; Ease; Comparative values.
Pros - The IIS rides low over the ground; tall weeds can catch on frame members. Lack of true suspension can mean damaged parts when landings are too hard (though parts are replaced with surprising ease). Students must be instructed not to put their feet on ground while moving. Brake effectiveness is weak (common on many ultralights).
Cons - You can get too slow on landings, running out of flare power if you approach very slowly (thought this IIS model seemed somewhat better at energy retention). Lack of suspension may increase parts damage on poor landings. No flaps and limited slip potential for approach control. Minimal sufficient ground clearance for off-field landings in rougher terrain.
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - Very predictable handling. Pitch is actually quite light. Full-span ailerons work well without excessive adverse yaw. Rudder is as powerful as ever. Trim is quite effective, especially when dual. Precision turns to headings are straightforward. Roll rate is fast enough but won't surprise new pilots.
Cons - Pitch is light enough that you can over-control. Rudder remains a strong force but no longer dominates handling (though this may be appreciated by some 3-axis pilots). Stick pressure is heavier in roll than pitch, causing some reduction in harmony; my Dutch rolls were not precise at first.
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - Climb is very strong with 65-hp Rotax 582, factory states 850 fpm (and Quicksilver is careful about specifications accuracy). Cruise speed seemed higher than older, cable-braced models, though this is quite subjective. Quicksilver IIS remains very tolerant of flying techniques, part of what makes it a good trainer and starter ultralight. The ability to handle short, soft fields with ease can be considered a performance attribute.
Cons - Glide is weaker than many cleaner, faster designs. Sink rate is on the high side of average for a 2-seater. Fuel burn is high. It's hard to fault a design this popular; clearly it does what most buyers want.
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - Stall recovery is nearly immediate, minimizing altitude loss. Speeds were very slow in every test. Good spiral dampening. Push/pull-release stability test produced excellent results. Design is very tough in the air; I doubt it could be broken even with very poor technique. Factory often fits ballistic parachutes even though design standards are rigorous. Adverse yaw surprisingly low for full-span ailerons.
Cons - The Quicksilver design is one of the most reliable, making faultfinding challenging. I looked for weaknesses and found none in this category.
Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"
Pros - Very good value for an ultralight that will give loads of satisfaction. Superb choice for instructors, a common trainer in the U.S. and in many countries. Students will accept it as a "genuine ultralight" immediately. Structure is arguably the most proven ultralight in existence. Quicksilver offers superior support; many dealers stock parts and offer full services in nations around the world. Company's assembly, flight, and maintenance manuals are among the best available.
Cons - Design appears dated to some buyers, even with the strut fittings and cleaner upper surface. Flies too slowly for hard-core cross-country pilots (as do many ultralights). Not enough features for some buyers. Glide and sink rate performance are modest. Weather exposure is too great for some climates.
Think about the Cessna 172, workhorse of general aviation and the most popular aircraft ever built. Cessna is once again building them though the plane has seen little change other than new interior finishings and avionics. Published in Light Sport and Ultralight Flying Empty weight 430 pounds Gross weight 1,000 pounds Wingspan 31 feet 2 inches Wing area 170 square feet Wing loading 6.1 pounds per square foot Length 18 feet Height 8 feet Kit type Assembly-type bolt-together) Build time 50-75 hours Standard engine Rotax 582 2-cycle Power 65 hp at 6,500 rpm Power loading 15.4 lbs/hp Cruise speed (75% power) 64 mph Never exceed speed 80 mph Rate of climb at gross 850 feet per minute Takeoff distance at gross 325 feet Landing distance at gross 125 feet Standard Features Rotax 582 engine, ASI, full dual controls with dual rudder pedals and steerable nosewheel, dual throttles, mechanical brakes, in-flight adjustable trim, 4-point seat belts, double-surface presewn wings, 2-blade wood prop, extensive manuals.
