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Quicksilver Aeronautics Sport II S

Website: http://www.quicksilveraircraft.com

Email: sales2@qsair.com

Phone: (951) 506-0061

Temecula, CA 92590 - USA

Ultralight April 2020 — Eighth in the Vintage Series: Quicksilver MX

By Dan Johnson || April 15, 2020 4 Comments

Ah, the Quicksilver! Where to start with this veritable icon of the ultralight sector?

With more than 15,000 flying, it even outranks Van's Aircraft for kit aircraft that made it into the air — although Van's has sold more kits in total and no one disputes the Western brand's leadership position. The earliest Quicksilvers were hang gliders (last photo). Engines came later but at first the weight-shift seat stayed (nearby image). The pilot had lateral control — still by weight shift — but via lines that moved surfaces. Pitch, however, was fully controlled by the pilot moving his or her body. Those were fun days and provided wonderful memories (yes, I flew them as weight-shift aircraft). Yet the brand went on to vastly greater development. In this article, our focus is on the original three-axis control model, the oh-so-famous MX (multiple axis).

Quicksilver MX

Quicksilver's MX entered the market in the early 1980s, like all the models featured in our Vintage Ultralight series.

A weight-shift Quicksilver with moving pilot harness.

Originally designed by Jack Hutchinson for Eipper Aircraft as a single-place weight-shift-control ultralight, the first ones were literally light enough to be (sort of) foot-launched, as was required before FAR Part 103 came out in fall of 1982. Alert readers may note that Jack Hutchinson was mentioned back at the beginning of this series as he was also instrumental in developing the Buccaneer XA. He was a big name in those days. I have a fond memory, down here in Florida many years ago, of him running around a field with a very early powered Quicksilver. It had a tiny engine but no landing gear …none whatsoever. Jack picked it up — albeit dragging the curved tail skid — added all the thrust 10 or 12 horsepower could yield, and he ran. And ran. And ran. I think Jack ran the length of a couple football fields and only managed to barely get a foot or so off the ground. Average speed: maybe 15 mph. Yeah, those were the days!

Quicksilver's MX added more conventional controls although rudder pedals moved spoilers, seen in shadow on the wings.

With more power and further development, Quicksilvers got better. And better. And better. The California manufacturer sold a ton of them. By the time the earliest MX models came out, Quicksilver was a huge force in putting people in the sky. In one year — I believe it was 2002 or 2003 — 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.)

This gorgeous drawing was done by ultralight enthusiast, Rich Jennings. He did many such drawings for this website. Thanks, Rich!

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.

One regular Quicksilver pilot is George Karamitis, a longtime airline captain who flies his ultralight almost daily and posts great images and video on social media.

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. 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.

Here we see a Quicksilver, the 2SE that went through full ASTM approval as a Light-Sport Aircraft. Note the test boom in front of the wing.

Then and now, single-place Quicksilvers use a right-hand joystick and left-hand throttle. Brakes are common now, but for years Quicksilver didn't have any …and never really needed them. 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 YouTube 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.

An original Eipper Formance Quicksilver hang glider, circa 1970.

Please follow the inspection advice given in the first installments of the Vintage Ultralight series. For a troubleshooting report on the MX, visit Videoman Dave's website (different from his YouTube channel). 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. For new Quicksilver aircraft and the most extensive stock of replacement parts for every model ever made, visit Air-Tech, Inc. Proprietor Bever Borne was once the largest dealer for Quicksilver in the world. His Louisiana business owns all the original tooling and he runs the business with his son, Ken. You can find so much more info about Quicksilver on this website that you might never stop reading.

https://youtu.be/DCV-XoOzif4

Ah, the Quicksilver! Where to start with this veritable icon of the ultralight sector? With more than 15,000 flying, it even outranks Van’s Aircraft for kit aircraft that made it into the air — although Van’s has sold more kits in total and no one disputes the Western brand’s leadership position. The earliest Quicksilvers were hang gliders (last photo). Engines came later but at first the weight-shift seat stayed (nearby image). The pilot had lateral control — still by weight shift — but via lines that moved surfaces. Pitch, however, was fully controlled by the pilot moving his or her body. Those were fun days and provided wonderful memories (yes, I flew them as weight-shift aircraft). Yet the brand went on to vastly greater development. In this article, our focus is on the original three-axis control model, the oh-so-famous MX (multiple axis). Quicksilver MX Quicksilver’s MX entered the market in the early 1980s, like all the models featured in our Vintage Ultralight series.

Quicksilver Aeronautics — Sport 2S as SLSA (2013)

By Dan Johnson || August 19, 2016 2 Comments

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 — MX IIS 04/11

By Dan Johnson || August 19, 2016 Leave a Comment

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.

BREAKING NEWS – Quicksilver Closing Factory but…

By Dan Johnson || October 26, 2015 1 Comment

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. Yet that is not the case according to Quicksilver president, Will Escutia. "We will not manufacture from our California plant," started Will. "We cannot support the structure of a physical plant in California." Many businesspeople know that running an enterprise in the Western state is very complex, with extensive regulation of even the smallest company. California also presents a very challenging employment environment, where an employee can cost much more than the hourly wage or salary they are being paid. Quicksilver is also using equipment to manufacture that is increasingly aged. Those tools are fine for the job and anyone who seen a Quicksilver kit can instantly recognize the quality. However, times have changed and older manufacturing hardware has given way to new methods so while dealing with higher cost labor, Quicksilver has to maintain factory implements that demand more attention. All this became too much to support by the business available. Sales of aircraft, which had been more robust, became insufficient when volume turned down even a small amount. The official words blessed from company lawyers are succinct, "The international corporation, Flying Spirit Aircraft, that owns the intellectual property rights, is working through third party suppliers to make it possible for customers to continue receiving support including technical support for its SLSA. "It is contemplated to provide replacement parts through third party companies and based on demand, these third party companies may elect to supply full kits later on. An auction will be held on November 3rd, 2015 to talk with interested parties in Temecula, California." Dan Perez functioned as COO or General Manager. He recently informed dealers and other insiders, "Running a business that includes a strong manufacturing component is complex. Fixed costs are quite high since we have two buildings, personnel to operate equipment, and engineers to solve problems. We have to pay for maintenance, building insurance, utilities and other overhead." Anyone who has operated any kind of manufacturing plant knows exactly what Dan wrote although private buyers may not recognize the day-to-day difficulties. "In order to offset these costs, sales of aircraft are needed in addition to the usual replacement parts, otherwise the stress on the business becomes unbearable," Dan continued. "Although we saw an increase in aircraft sales from 2012 to 2014, 2015 has turned out to be a year with lower demand. Tremendous efforts were placed in order to reduce costs dramatically. However, this has not been enough and therefore a very significant reorganization of the company is underway in order to have a much, much leaner company with much lower fixed costs." "In 2015, we were operating below breakeven so our debt was increasing," said Will. Instead, he stated, "We plan to follow an outsource model," which he explained means that they are negotiating with third parties, including some very longtime Quicksilver outlets such as Lousiana's Air-Tech. Indeed, Air-Tech principal Gene "Bever" Borne has been associated with Quicksilver aircraft decades longer than the current owners. "Liquidation became the way to go, so we can do something else," continued Will. "We will liquidate the inventory and tools to pay off debt, but we will continue to work with third parties." "First, we want to assure availability of parts and components," added Will. It is presently unknown how the company will handle fully-built aircraft. As reported here, Quicksilver won FAA acceptance in July 2014 to make a Special LSA version of their Sport 2S. While most readers and nearly everyone in aviation knows Van's Aircraft is perhaps the largest seller of kit aircraft (at more than 20,000 delivered, according to last reports), Quicksilver is the kit giant of aviation. More than 15,000 of their kits have been delivered and nearly every one of these is flying all over the world. Van's is nearing the 10,000 mark of completed aircraft. While those RV models are more complex aircraft, the build effort for which is more significant, the fact remains that Quicksilver is aviation's success story regarding kits that are owner flown in large numbers. However the story unfolds in the weeks and months ahead, I expect Quicksilver aircraft models to continue to fly and to be sold. If owners Escutia and Perez are successful in selling the assets in an auction coming up on November 3rd, Quicksilver manufacturing may go on relatively smoothly. Regardless of the auction outcome, some enterprise or collection of enterprises are certain to continue to make parts and service a fleet of many thousands. I will keep reporting this news as it develops. Please click back often. Watch our video interview with longtime Quicksilver national sales representative, Todd Ellefson to see a beautiful GT500 restoration, an example of how these desirable aircraft will continue flying despite the current turmoil.

Sebring No-Show Bargains Will Attend Sun ‘n Fun

By Dan Johnson || February 22, 2014 Leave a Comment

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. Sure, if you want all-carbon fiber with huge glass panels, autopilots, and endless bells and whistles, you'll need to be prepared to pay for those goodies. They'll cost you a literal fraction of what the same gear on a new Type Certified aircraft will cost (for example, a new Cessna 172 lists for more than $400,000!). Yet if you need to watch your budget but desire a capable aircraft, BushCat offered in the USA by AeroSport has an answer. President Daniela Knoll wrote, "Unfortunately we had to cancel our flight to Sebring. The brutal temperatures we have been having in the Midwest are just horrendous." At the extreme temperatures the Midwest has seen this winter problems can arise with engines and other hardware so AeroSport made a decision based on safety. "We plan on being able to make it down for Sun 'n Fun as we also have a booth reserved," finished Daniela. Be sure to check out this modestly priced aircraft with its numerous unique features that make it stand out from the herd. Another no-show that wanted to be at Sebring was the also-reasonably-priced Aerotrek. Proprietor Rob Rollison wrote, "As much as I appreciate every opportunity and venue to display and promote our Aerotrek aircraft, [we are fortunate to be] sold-out until late-August 2014." Rob has been a steady participant at Sebring, and said, "Over the years the Sebring event has been very worthwhile because it is an event focused on LSA-type aircraft. So, even though we skipped Sebring for the first time this year, we have every intention of being there next year." Rob hasn't been sitting around idly though. He added, "At Sun 'n Fun 2014, we are increasing our aircraft display area. We'll be right across from Cessna at the East end of the Main Area." Why buy such a large space? Well, some ideas aren't ready for public distribution yet but a primary one we can talk about is the effort to create, as Rob put it, "a sort of an annual 'Aerotrek fly-in' for as many of our aircraft owners as can make it to this great event. So, we need lots more room for lots more planes at our display. One more company that was absent at Sebring but will be present at Sun 'n Fun is Quicksilver Aeronautics, and their joint venture with Adventure Aircraft and their Electric Motor Glider or EMG (see video below). Quicksilver, the producer of more than 15,000 kits over the years, has been head-down to earn their SLSA approval from FAA. The company was audited in December and is tweaking final elements to gain agency acceptance. They hope to roll out their new SLSA-version of the ubiquitous Sport 2S at Sun 'n Fun. The EMG is a fascinating project from LSA maintenance gurus Brian and Carol Carpenter. Their website has a great deal of info on their project but the goal is no less than a Part 103 electric-powered motorglider ... one that can accommodate other powerplants so as to remain versatile while electric power continues its furious pace of development. Thinking of aircraft like EMG, Chip Erwin — who debuted his superlight (Part 103-legal) and low priced Zigolo at Sebring — may show at Sun 'n Fun with the electric power version of this charming aircraft from Italy. You'll have lots to see at Sun 'n Fun 2014; I hope to see you in the Sunshine State! Here's a compilation video of the new EMG project:

Quicksilver Near Special LSA Approval for Sport 2S

By Dan Johnson || December 17, 2013 Leave a Comment

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. However, exactly 20 years ago, Quicksilver certified their tandem two seat GT 500 aircraft under FAA's Primary Category. The '500 was the very first aircraft to achieve Primary Category approval in 1993. "[For the Sport 2S] we also had to demonstrate dive speed condition, which calls for flight greater than Never Exceed speed for the Sport 2S model," observed Perez. Takeoffs and landings were demonstrated in cross winds beyond 15 knots. In addition, stability and control were demonstrated without problems over the full Center of Gravity range." To achieve this, he noted that more than 50 stalls and 20 spins were performed with no abnormal characteristics. Longtime Quicksilver sales manager Todd Ellefson raced to add, "We caution our thousands of aircraft owners that these are functions performed in a test environment and such excess speeds and maneuvers are expressly prohibited in normal operation of the aircraft." Todd is a highly experienced Quicksilver pilot who flew the 100 hours of testing in the 2S. In meeting ASTM standards, Quicksilver was aided by consultants from Streamline Design, one of the industry's professional engineering firms specializing in Light-Sport Aircraft and ASTM. Streamline's Severin Kempf observed, "The pilot and platform handled well throughout the testing. We put the airplane through some hard maneuvers and some really hard landings. Everything went as planned. It was particularly interesting to watch this aircraft in a spin." Severin worked on the extensive flight test program with Quicksilver's Ellefson and added that Todd "was really good to work with on the flight testing." "Our success in achieving these solid results prepare us for a visit from several FAA officials scheduled for later this month (December 2013)," said Quicksilver Aeronautics President, Will Escutia. "If we gain the approval of the agency we are prepared to swiftly put the Sport 2S into production as a fully-built aircraft." Quicksilver is now preparing for FAA's audit visit (usually a team of 3-6 persons for three or more days). Assuming all goes well, the company will be head down working at entering the Sport 2S into production. For this reason they'll be passing the Sebring LSA Expo this year but plan a public release of the highly anticipated SLSA at Sun 'n Fun 2014. The event runs April 1-6 next year. Update 12/18/13 — Watch our video with Quicksilver's Daniel Perez to hear more about the work his company has put into meeting ASTM standards even on a well-proven design.

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.

Sophisticated LSA or “Mere Ultralight?”

By Dan Johnson || June 14, 2013 Leave a Comment

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. Would my friend have been better served by experiencing aviation and the magical view from aloft had we flown, for example, an unassuming Quicksilver 2S? Would flying a "mere ultralight" have made flying seem more achievable and accessible? My friend has flown with an instructor in a hang glider so he would not be put off by the huge openness of the Quicksilver. He certainly would not have been intimidated by highly sophisticated instrumentation (it needs hardly any beyond a couple engine gauges). The landscape would have drifted underneath at what I call "human speed," a more leisurely pace that anyone can absorb. Cruising at 50 mph covers ground in a way that lets you take in the majesty of your surroundings in this lovely country of ours. I think it much more likely he would have thought, "Hey, I can do this!" He could also afford it much more comfortably than a $150,000 LSA that has every bell and whistle installed. A new Quicksilver can be created for $30,000. Recently, some communication brought another interesting perspective. The following words were written by a west coast friend, Jon Thornburgh ... a former military flight jock and Delta Air Lines pilot who has every rating in the books plus the credential to teach in pretty much anything that flies. Jon writes concisely and precisely, I think, and I believe you should read his view, remembering that he's flown the "big iron." Jon operates a Quicksilver GT500 "ultralight" and provides primary flight instruction in it. Jon wrote, "Even with my aviation experience, I learned a lot about flying when I got into ultralight flying. • I learned that an airplane will fly even if you don't have a single instrument on it. Wow! You can even fly without an airspeed indicator and altimeter. That would be heresy for a Cessna pilot to even consider. • I learned you can land on a farmer's field that doesn't have a two thousand foot paved strip complete with runway markings, windsock, and air traffic controller giving instructions. • I learned that you can bring your own tools when you fly and do some maintenance that will get you back home. • I learned that you can fly within FAA rules that contain only two pages (FAR 103) and not the 150 pages that a private pilot has to learn. Amazing enough, you can even fly safely without taking an FAA 'Knowledge Test.' "I learned that someone can learn to fly without an FAA flight test, without a specific number of flight training hours, without training 'under the hood' for instrument flying, and without flying at night. • I learned that you can land within 25 feet of a designated spot when the engine is at idle (for practice) or when the engine quits for real. I learned that you can do a 180-degree turn and land downwind back on the runway should the engine quit at 400 feet after takeoff. • I learned that an ultralight pilot can teach another person how to fly without a commercial-instrument-CFI rating. • Most importantly of all, I re-learned that flying is fun and not a task, with no firm requirement to fly + or - 10 knots, + or - 5 degrees, and + or - 100 feet throughout your flight, like you have to do on an FAA flight test. "So," Jon concluded, "ultralighting is not the bottom of aviation. In my opinion, it's the top and the best." Thanks, Jon! I've got to get my friend John up in an "ultralight" real soon. I'm betting the smile he had after the CTLSi flight can broaden even further.

Building a Quicksilver Wing — In “Fast Time”

By Dan Johnson || March 28, 2013 Leave a Comment

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. The short — less than three minute — video shows a small team of Quicksilver folks building a Quicksilver Sport 2S wing in preparation for their testing as the company moves from selling kits to offering fully built Special Light-Sport Aircraft. The company will hold a press conference at Sun 'n Fun in a couple weeks and will update reporters on their progress to this goal. After shipping an amazing 15,000 kits over the years (twice as many as Van's Aircraft!), two SLSA models will be their first fully-built offerings since the Primary Category GT500 in the early 1990s. For those decrying the high cost of SLSA, here comes one everyman can afford though no pricing been announced by the Southern California company. In the following fast-time video, you see lots of fun things: builders referring to the manual (for which Quicksilver has long gotten high marks), measuring carefully before mounting parts, taking the process step-by-step as the sun can be seen moving across the floor. Slow motion films are fun but so is something like this. If you're anything like me, you should find the video below very enjoyable. Thanks to Quicksilver Aeronautics and engineer/budding film producer, Inés Hernández for sending the video along. Of course, it's also available to YouTube website fans. You can see lots more about Quicksilver Aeronautics products on their redesigned website. (Note that this is not a professional video and the company promised more and better in the future.)

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 Adds Five Aircraft to FAA Kit List

By James Lawrence || November 8, 2012 Leave a Comment

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. Inventory is a breeze, and assembly doubly so, since you don’t cut open any clear blister pack of parts until you actually need them. Believe me, having built my share of hang gliders and ultralights in those days , including several Quicksilvers for a company I worked for, being able to keep track of hundreds or thousands of parts that can easily disappear in the shop is a real boon. Quicksilver kits also really are, by and large, giant Erector Sets. If you’re even halfway decent following instructions, and Quick instruction manuals are wonderfully thorough, you can breeze through the assembly in a matter of a few days, rather than the weeks or months or even years more typical of EABs. You couldn’t be blamed, therefore, for thinking, with this high degree of prefabrication, that Quicksilver kits would stumble on the 51% requirement of the FAA Experimental Amateur Built (EAB) category. Yet just today Quicksilver Aircraft announced five of its kits have just passed the FAA’s EAB criteria. Congrats are due. Joining the ranks EAB aircraft are the Quicksilver MX Sport, MX II Sport, MX Sprint, MX II Sprint, and the Sport 2S. Two models are single seaters and three are side-by-side two-seaters. Check the choices at the FAA list of all Amateur-Built Aircraft kits. In a release, Will Escutia, president of Quicksilver Aircraft, said “FAA’s visit proved the company under new leadership is maintaining the high standards for which Quicksilver has been known.” Ops Chief Dan Perez went on to talk about the two LSA-style models, the GT 400 enclosed single-seater and the GT 500 enclosed tandem two-seater. “Both GT series models have already been approved and, with the MX series, all appear on the FAA’s approved kit list.” That brings the Quicksilver fleet to seven EAB models. Quicksilver, which had quietly soldiered on in the ’90s and 2000′s until Mssrs. Escutia and Perez bought the company, received a fresh infusion of greenbacks and is more aggressively marketing it’s time-proven products. Production will continue in Temecula, California, the long time home of the company. For our corner of the aviation galaxy, the GT 500 will be offered as an SLSA in the future. The company is currently going through the ASTM certification process. Some of you may remember that sunny day at Oshkosh (1993) when EAA’s then-President Tom Poberezny and Lyle Byrum, flamboyant former head of Quicksilver, jointly announced the first-ever aircraft approved by FAA to live under the Primary Aircraft category, which can be seen a kind of precursor to the Light Sport Rule. There are many Quicksilver dealers throughout the country and around the world. Thousands of fun-flying Quicks are flying in nearly 100 countries, with an enviable safety record. Pricing isn’t posted online: Contact your local dealer.

ELSA Trainer Owners – 1/31 Deadline!

By James Lawrence || January 9, 2010 Leave a Comment

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. But ELSA owners who think that will allow them to coast, beware: you won't have a legal airplane if you procrastinate past Jan. 31. *** After the deadline, only SLSA and certificated GA planes will be allowed to conduct training, unless the FAA does ultimately craft training provisions into the ELSA category. *** Note: this does not mean people who own Experimental or ELSA aircraft can't be trained - but it must be in their own airplanes. The caveat is only about the for hire use of those types of aircraft. Savvy? *** The deadline is part of the transition process that has been systematically moving ultralights and their pilots under the Sport Pilot umbrella since the rule became law in 2004. It affects for example aircraft like the Experimental Light Sport Quicksilver Sport 2s, an evolution of the original Quick ultralight. *** Contact your local FSDO (Flight Standards District Office) if you have any doubt about your ELSA. *** Thanks to Carol at Rainbow Aviation, an ultralight-style LSA dealer/school in Corning, CA. *** ---photos courtesy Rainbow Aviation

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.

Clicking Down to a Deadline for Ultralight Pilots

By Dan Johnson || December 19, 2006 Leave a Comment

Don't wait until the last minute to request your records from USUA, ASC, or EAA. The number of requests is bound to accelerate as the deadline bears down on ultralight pilots.

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? (It isn't called a "license.") So, don't wait. Click links under the photo. *** Of course, I hasten to add that Part 103 is not changing! Ultralights continue in their original definition.

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?

Quicksilver Manufacturing — Sport IIS

By Dan Johnson || March 30, 2004 Leave a Comment

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. Now they can purchase one with further refinement which maintains the company's reputation for thorough engineering and quality manufacturing. The single surface Sprint line and double surfaced Sport models are each available in one and two place versions. In addition to being particularly well proven Quicksilver Manufacturing offers the industry's most extensive support network, with many dealers stocking parts and having broad knowledge needed to support owners. From my perspective you you just can't go wrong with the Quicksilver.

Quicksilver’s Sport II S

By Dan Johnson || January 10, 2004 Leave a Comment

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.

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.
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.

Design

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.

Systems

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.

Cockpit/Cabin

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.

Ground Handling

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).

Takeoff/Landing

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.

Control

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.

Performance

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.

Stability

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.

Overall

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.