Quicksilver Aeronautics Archives - Page 2 of 3

Quicksilver Aeronautics

Website: https://www.air-techinc.com/index.php

Phone: 985-536-3994

Reserve, LA 70084 - USA

New SLSA (#135) is Quicksilver’s Sport S2SE

By Dan Johnson || May 6, 2014 2 Comments

Once upon a time, a couple years before the SP/LSA was announced at AirVenture 2004, I thought the odds were high that Quicksilver would be the very first Special LSA to hit the market. Several other industry veterans agreed. Their GT500 was the very first to earn FAA's Primary Category approval, back in 1993. This was a costlier effort than achieving ASTM compliance and so it seemed a done deal that Quicksilver would gain quick approval. I was wrong. Indeed, I was wrong by a dozen years. However, that's over now as the Temecula, California company earned FAA acceptance for their Sport 2S side-by-side open-cockpit aircraft. In mid-April, FAA sent a letter saying all was well and the company can go forward with manufacturing. With their approval earned, Quicksilver's S2SE is number 135 on our list of SLSA.

Will Escutia, president of Quicksilver Aeronautics, explained that the California company used "L-S2S" (the Light-Sport version of their strutted 2S) as the model name during the certification process. "We selected this name relatively early in the process in the understanding that we could market it with any other name we selected later." (Airworthiness certificates will likely show L-S2S.) For retail buyers and company dealers, the Sport 2S model now approved to be fully manufactured will be called S2SE to conform to the company's "Fly-and-Enjoy" concept for ready-to-fly aircraft and to differentiate it from the experimental kits the company will continue to manufacture and market. Quicksilver also continues to work on the GT 500 as an SLSA model but mentioned no expected completion date. About the audit FAA performed on Quicksilver, Aviation Safety Inspector Bob Franklin of the agency's Washington DC office wrote in an email, "The FAA accepts your corrective actions to the ... [audit] findings and now considers the audit closed. Quicksilver may now make application for Special Airworthiness in the Light-Sport category for the L-S2S." All is "GO!" for the SLSA version of the 2S.

"Furthermore, we plan to start offering ELSA kits in the $33-34,000 range," added Escutia. Therefore a customer who wants a Sport 2S but does not want to build it has a less expensive alternative and the ELSA version is more attractive to Quicksilver dealers as they can legally charge for assembling them. Escutia indicated that the S2SE Special LSA will be offered with wing coverings in exclusive color patterns that will not be available for kit-built airplanes. "The ELSA kits will be offered with a different design from the SLSA and the EAB kits as well, so people can identify readily if an airplane is an SLSA, an ELSA or a 51% kit (although I understand that later the customer may want to change sail sets)," added Escutia. Quicksilver's new S2SE is supplied with the 65 horsepower Rotax 582 engine propelling a three-blade 72-inch composite prop. Besides strut braced wings (other models use wire bracing), Sport 2S in SLSA form has beefy landing gear, hydraulic brakes, and full suite of engine and flight instruments. Retail rice is $39,999, an introductory offer good to July 4th, 2014.

So, I'm pleased that Quicksilver's new owners took the time — and spent the money — to achieve SLSA status for their iconic Sport 2S model. Yet what I consider equally important is the manufacturing system, specifically the remote locations to that purpose. The LSA industry has a few companies that offer the full range of 51% kits, ELSA kits and SLSA ready-to-fly aircraft. One noteworthy company uses a remote manufacturing location. This is Van's Aircraft whose RV-12 is assembled by Synergy Air. Noteworthy that Van's arrangement is, it stops short of the full potential for Light-Sport Aircraft. Quicksilver is taking steps to go bigger. The factory in Temecula, California will produce for the western U.S. states. The southern sector in the eastern two-thirds of the country will be served by Air-Tech, Inc., operated by the company's longest serving and largest dealer, Gene "Bever" Borne. The northern sector will be served by Todd Ellefson, who for the last 14 years has been the company's primary sales manager.

"Almost every kid has dreamed of flying. Practical considerations — prices, regulations, safety, etc. — crush this dream for most," observed Escutia. "Therefore our mission is to become the bridge that allows the aviation enthusiast to fulfill the dream of flying his or her own airplane." At less than $40,000 for a ready-to-fly version of a highly-proven aircraft, he has a point. Kits can reduce this further. With the remote manufacturing locations, shipping charges will be less so, overall, costs are being significantly restrained. We don't see enough of that in aviation and I say, "Good for you, Quicksilver!" I wish them luck and urge those readers with no familiarity with the company's aircraft to give one a flight. They are certain smile-makers.

Once upon a time, a couple years before the SP/LSA was announced at AirVenture 2004, I thought the odds were high that Quicksilver would be the very first Special LSA to hit the market. Several other industry veterans agreed. Their GT500 was the very first to earn FAA’s Primary Category approval, back in 1993. This was a costlier effort than achieving ASTM compliance and so it seemed a done deal that Quicksilver would gain quick approval. I was wrong. Indeed, I was wrong by a dozen years. However, that’s over now as the Temecula, California company earned FAA acceptance for their Sport 2S side-by-side open-cockpit aircraft. In mid-April, FAA sent a letter saying all was well and the company can go forward with manufacturing. With their approval earned, Quicksilver’s S2SE is number 135 on our list of SLSA. Will Escutia, president of Quicksilver Aeronautics, explained that the California company used “L-S2S” (the Light-Sport version of their strutted 2S) as the model name during the certification process.

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.

Discussion: LSA – Primary Category – Part 23

By Dan Johnson || August 12, 2012 Leave a Comment

Icon Aircraft has requested a weight exemption for their A5 amphibian. What does this mean?

Cessna elected to go Primary Category with the Skycatcher. What are the implications?

Quicksilver Aeronautics (as it's now called) was the very first to win Primary Category approval for its GT500, way back in 1993. The company will now add SLSA and ELSA status to Experimental Amateur Built, thereby covering every possible method of FAA approval.

Rans also gained Primary Category approval for its S-7 Courier in addition to SLSA and EAB methods. They report $1.4 million to certify as Primary; can they charge enough to cover this?

Since AirVenture 2012, I've been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to "certificate" a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types. • The cost of Primary Category has been similarly estimated at about $1 million, but understand all these figures are just discussion, not fully informed values. • And a major organization has estimated the cost of Part 23 certification to be valued at $50 million, however, that figure reportedly includes the cost of designing and testing... so certification cost alone might be perhaps half, or $25 million. It's challenging to be certain of the total cost of certification as some expenses will be comingled or "burdened" by non-certification tasks. But in round numbers and just for discussion certification costs might be $150,000 for an LSA, $1 million for a Primary, and $25 million (or so) for Part 23. Even if the numbers are off by a wide margin, the differences are huge and you don't have to be an economist to see how this affects the retail price of airplanes. *** INNOVATION A smart, motivated small producer might come up with an innovative new LSA and achieve it for a fairly modest investment, perhaps $250,000 to design and "certify" to ASTM standards, though costs might be higher for a more complex aircraft or less for one of the simpler categories of LSA. In contrast, just to gain FAA approval for a new GA-type airplane might cost $25 million... 100 times more than doing it all for a LSA! This enormous disparity explains how designers can create 126 new SLSA in seven years and why so few type certificated airplanes have come to market in recent decades. The incredible flowering of LSA designs has been one of the sector's most impressive achievements. *** COMPANY GOALS Cessna has said it will go Primary and most experts believe this is mainly to get into the European market without waiting five or more years for EASA to establish clear rules. However, Cessna has said it will remain Sport Pilot eligible in the USA, meaning a Sport Pilot certificate holder can fly it, meaning it can't weigh more than 1,320 pounds. Therefore adding weight to the Skycatcher isn't presently in the cards... apparently. *** EXEMPTIONS Icon has requested a higher weight exemption. Absent such an exemption, a Sport Pilot might not be able to fly the A5 because its designers want to provide features that could cause the design to exceed LSA weight parameters. If the exemption isn't granted by FAA, would Icon go Primary to solve this dilemma? Ah, one more detail emerges. *** A Primary Category Skycatcher or A5 could be flown without a medical if the EAA/AOPA third class medical exemption is granted. An aircraft heavier than LSA parameters would still require a Recreational or Private pilot license but possibly not a medical. Would this meet the goals of either Cessna or Icon? Both companies state the more easily achieved Sport Pilot certificate factors significantly into their plans. *** PERFORMANCE One more thing: Should Icon be granted their weight exemption (to 1,680 pounds) and if they stick with the Rotax engine, will the 100-hp 912 iS give the plane enough power to meet their design goals? Some are convinced 100 horsepower isn't enough, but others observe that the Diamond Katana with a 100-hp Rotax flies satisfactorily at about the same weight although it is a cleaner airplane. *** Again, I repeat, the preceding is merely a discussion, but one with many plot twists. It will certainly be interesting to watch how FAA rules on either exemption mentioned above and how companies and organizations pursue their goals. More importantly, how will the market (that is, you pilots) demand each kind of certification? Only time will tell.

Since AirVenture 2012, I’ve been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to “certificate” a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types.

Kodak Moment for Quicksilver Aeronautics

By Dan Johnson || March 2, 2012 Leave a Comment

Quicksilver Manufacturing
is now Quicksilver Aeronautics

Among these and other models, Quicksilver has produced more than 15,000 aircraft.

Will Escutia (R) worked at Kodak, Panasonic, and Technicolor in engineering, quality, manufacturing, and operations. Dan Perez (L) had a 20-year career with Eastman Kodak as a director of the quality, manufacturing, global logistics, and business operations for the Americas.

Carl von Hirsch served as president and co-owner of Quicksilver Manufacturing for the last 13 years. He was supported by his sons Robert and Richard and business partner Manuel Perez.

Among all aircraft producers in the world, a very limited number have exceeded the daunting barrier of delivering more than 10,000 airplanes. Those in this exclusive club include manufacturers of major aircraft such as Boeing, Cessna, Piper and precious few others. While Van's Aircraft is approaching this number with their RV kit-built aircraft series (itself a rather incredible achievement), no recreational aircraft company has passed the 10,000 unit mark... except one: Quicksilver. *** For many pilots Quicksilver makes "ultralights." Indeed they do, in that some models can be built to stay within FAA's Part 103 rule. Quicksilver also makes two seaters in two model lines — the MX series and the GT series — and those are now considered Experimental Amateur-Built aircraft. Except for dealer-built Part 103 Quicksilver aircraft, er... "ultralight vehicles" to use the preferred FAA term, all the California company's aircraft have been constructed from kits. That means the company and its dealers gave lots of builder support because Quicksilver has delivered more than 15,000 units. *** The longtime producer goes back into the 1970s and over all those years has one of the best safety records of any brand. The support was easier and safety good as Quicksilver invested heavily into making what may be the best assembly manuals in the kit aircraft business. Then they further proved their aircraft with thorough testing, enough so that the GT500 model was the very first to win FAA's Primary Aircraft approval. *** Quicksilver has had a few owners over the decades but for the past 13 years it has been known as Quicksilver Manufacturing lead by Carl von Hirsch and partner Manuel Perez. Running the operation has been Carl's sons Richard and Robert. Sales have been handled nationally by Todd Ellefson, also with the team for many years. They'll all continue but new leadership and ownership was recently announced. *** Taking over as president is Guillermo "Will" Escutia and running the operation is Daniel Perez. Both men worked at Kodak for many years before that American icon fell upon difficult times. Escutia and Perez moved on to new challenges but both bring solid corporate strengths to the aircraft builder. Each man also has extensive international experience. *** Dan co-founded Flying Spirit Aircraft with Will building on a 30-year friendship that began in their first year of college. A 10-year pilot of ultralight and general aviation aircraft Will is also an aviation mechanic. He stated, "Quicksilver will continue to provide our customers with excellent quality and fairly priced kit planes in a minimum of time." *** Outgoing CEO Carl von Hirsch said, "I am excited about the future for Quicksilver. This change to a younger and more dynamic leadership team provides for a stable growth oriented organization that should ensure ultralight type and light aviation enthusiasts continue to receive excellent quality and service for many years."

Is Flying for Fun Shrinking? Here’s Another View.

By Dan Johnson || October 25, 2011 Leave a Comment

Titan's Tornado Experimental Amateur Built "fun" flyer. photo by Scott Wilcox of Light Sport and Ultralight Flying magazine

Cessna's 172 Skyhawk. photo by Lonna Tucker courtesy of Check-6.com

Quicksilver's GT 500 ultralight that also was the first-ever Primary Category aircraft to be certified.

Our good friend, Mary Grady, posted an article on AVweb, one of our favorite aviation news sites; lots of good content available. Mary recently editorialized about electric aircraft and their potential appeal. Following the NASA Green Flight Challenge, her timing was as impeccable as her writing. I encourage you to go read the editorial, but what you'll find at least as entertaining as Mary's editorial are a great many reader comments; the topic clearly inspired aviators. *** That said, I had to write Mary* about one line and I want to share some of what I told her. *** Mary wrote, "For people who fly for fun — presuming there are many of those left, it seems to be one of the fastest-shrinking segments of GA — electric airplanes are sure to appeal." *** In my communication to Mary, I asked about the source of the knowledge that flying for fun is shrinking. Is it really? Who says? On what information? I am keenly aware light aviation is suffering, via sales in particular as are all segments of aviation, but I am not aware that flying for fun is shrinking fast. Reminded of the impeachment-hearing logic of ex-President Bill Clinton, I'm inclined to ask, "What is the definition of "flying for fun?" As one answer to the question, let me recount a story. *** Years ago when I visited the Cessna 172/182 Club Annual Convention, my travel mate and fellow ultralight pilot, Gregg Ellsworth, and I came away thinking, "These 172/182 pilot/owners are essentially ultralight pilot/owners." (In those days, we didn't yet have LSA.) We felt this way because we observed that their flight missions were remarkably similar. Asking simple questions we discovered these owners commonly flew one long trip per year (several states away) and a few regional trips (one or two states away). Mostly they flew local trips (in-state or within a couple hours). So far as we were concerned, these GA pilots used their aircraft in almost identical ways to ultralight owners. If ultralight pilots fly for fun, these these 172/182 pilots do so as well, even if someone might not consider their aircraft as "fun" flying machines. Our information came from 150 attendees at the event. Our methods weren't scientific but we had a decent sample of 172/182 pilots and nearly every one told a similar usage story. *** Now, I don't know how someone else might characterize such flying, but I'd say those 172/182 owners were "flying for fun." Such airplane trips are certainly not business or commercial flying. If accurate and if those surveyed truly represent fun flyers, then I can't imagine how the number of pilots flying for fun are shrinking any faster than the pilot population as a whole. Of course, I might be wrong and statistics can be manipulated to bolster an outcome. I simply don't see shrinkage among the fly-for-fun set that is my entire focus in aviation. If you fly for fun, maybe you better speak and be heard! * Mary Grady's Reply — "You're right [about the 'shrinking' comment], it's just a statement of opinion based on casual chitchat and input we get from readers who say they have put off fun flying to save money. I'd be glad to be wrong on it. *** What also has given me the impression of less fun flying is the slump in ballooning, which is where I got my start in aviation. I guess my thinking is that business-related flying is easier to justify and maintain.

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.

Big Crowds at the Sun ‘n Fun LSA Mall

By Dan Johnson || April 20, 2008 Leave a Comment

If you missed the Sun 'n Fun LSA Mall in 2008, please accept an invitation for April 21-26, 2009.

Sun 'n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year's Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air's Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they're finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the '08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun 'n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies). Aircraft shown were: Flight Design CTLS, AirMax SeaMax, Jabiru USA J-250, IndUS Thorpedo, CubCrafters Sport Cub, FP&A A-22 Valor, Sportsplanes.com Breezer II, Just Aircraft Highlander on floats, Lambada motorglider, Gobosh G-700S, Remos G-3, CZAW SportCruiser, Legend Cub, AMD Patriot and CH-601, Evektor SportStar, and Paradise P-1. *** Joining LAMA inside the big welcome tent were Rotax and Jabiru LSA engines, BRS emergency parachutes, AirFleet Capital (LSA financing), and ASA training resources featuring Paul Hamilton (who also made a special 30-minute DVD of LSA flying in scenic locations). LAMA plus tens of thousands of visitors thank all who participated!

Sun ‘n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year’s Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air’s Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they’re finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the ’08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun ‘n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies).

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?

Rotax Certifies 582; Good for American Designs?

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

Once the largest selling engine in the Rotax line of engines, the Rotax 582 sold hot and heavy for powered parachutes but also to many fixed-wing ultralights. It's approval may open the door to more American SLSA.

Perhaps a long time coming Austria-based Rotax recently certified the 65-horsepower R-582 two-stroke engine under ASTM standards. Now, some American designs may proceed with pursuing their Special Light-Sport Aircraft approval. One that pops into my mind immediately is Quicksilver's already-certified GT500 (under Primary Catetory from the mid-1990s) but many more could be close behind...for example, powered parachutes and other popular American ultralights. While most SLSA are hitting the gross weight limit of 1,320 pounds, LSA aren't required to be that heavy so the 65-horse engine could be a most appropriate powerplant. One interesting note is that if A&Ps currently resist working on the 912 series what will they think of two-stroke engines? A swing factor could be Cessna, should the big company choose the lightweight 9-series Rotax over a Lycoming (part of Cessna's corporate family). If Cessna goes Rotax, then the door may open to mechanic acceptance. As with so much in SP/LSA, time will tell.

Perhaps a long time coming Austria-based Rotax recently certified the 65-horsepower R-582 two-stroke engine under ASTM standards. Now, some American designs may proceed with pursuing their Special Light-Sport Aircraft approval. One that pops into my mind immediately is Quicksilver‘s already-certified GT500 (under Primary Catetory from the mid-1990s) but many more could be close behind…for example, powered parachutes and other popular American ultralights. While most SLSA are hitting the gross weight limit of 1,320 pounds, LSA aren’t required to be that heavy so the 65-horse engine could be a most appropriate powerplant. One interesting note is that if A&Ps currently resist working on the 912 series what will they think of two-stroke engines? A swing factor could be Cessna, should the big company choose the lightweight 9-series Rotax over a Lycoming (part of Cessna’s corporate family). If Cessna goes Rotax, then the door may open to mechanic acceptance.

Lease or Finance

By Dan Johnson || May 6, 2005 Leave a Comment

Lease or Finance? For most pilots in light-sport aviation, purchase of an ultralight or airplane is a matter of determining how to come up with the thousands of dollars it takes to do so. Well, thanks to efforts by Float Planes and Amphibs, the equation may soon change. The company is already sending out packages to businessmen in ultralight aviation offering a lease program. Businesses often lease their capital equipment as an efficient use of their resources. In the world of automobile sales, leasing now represents a significant percentage of all vehicles delivered. General aviation uses leases, too, though it hasn't become as big a part of their sales, according to some experts. Will it work in ultralight aviation? Following are sample numbers for an airplane as featured in this pilot report. Now, each lease is going to be somewhat different, but this will get you closer to the idea and you can evaluate its value to you. Leases have some distinct advantages. Most obviously, you don't have to write one big check up front. Americans are used to buying goods on programs involving monthly payments. Why should recreational aircraft be any different? With a lease, you don't have to put much money down. Conversely, a bank loan will typically require a 10 to 20% down payment. Leasing only asks a payment or two up front and even this is applied to future lease payments. Plus you're financing 100% of the cost rather than 80 to 90%, leaving you more money for other uses. Because you're not affecting your credit rating the same way as a bank loan, you might be able to tackle a larger purchase or more optional equipment than you would otherwise. Most leasing programs like the one Float Planes and Amphibs offers through their affiliate, Qubic Leasing, will cover the total of your airplane purchase to include options, accessories, and even instruction. Leasing a Quicksilver 2S On Full Lotus Floats Murray Halperin, sales and marketing manager for Qubic Leasing, provides the following information. A fully assembled Sport 2S with Full Lotus Floats and ultraviolet-protective paint (this is presented only as an example - contact FP&A for final pricing): Out-the-Door Cost $27,550 Lease Term48 months Documentation Fees$595 Monthly Payment $812.82 plus tax Payment at End of Lease $1 Buy-Out Total Up-Front Costs $2,220.63 plus tax Includes first and last payment plus documents fee Halperin adds that a lessee must buy hull and $1 million of liability coverage quoted separately by the insurance carrier. Qubic Leasing will provide the insurance application and FP&A has also arranged coverage to accompany their lease program. Insurance cost varies, Halperin advises, depending on experience and usage plus other factors. In the same vein, lease payments vary somewhat depending on your credit rating. Leasing may not be for you. If you can write a check for the plane you want, that may be your best choice. The check amount for our example Quicksilver 2S on Lotus Floats is about $28,000 versus $39,000 for the lease. But it's always nice to have options, and leasing and other forms of finance may be attractive alternatives. Qubic Leasing is early in this game and you should at least investigate. Call your local dealer or the manufacturer of your aircraft and see if that business has a relationship with Qubic. If yes, fill out the credit application and see what they can do for you.

Published in Light Sport and Ultralight Flying

Simple Sprint Pleasures

By Dan Johnson || April 22, 2005 2 Comments

Ultralight Flying! flight reporter Dan Johnson has a rare in-flight encounter with the Goodyear blimp while doing his flight evaluation of the Quicksilver MX Sprint. And no, he didn't buzz the blimp - that's about as close as he got.

KING POST - Wire bracing may seem quaint to some, but it remains the strongest way to brace light wings. The twin tube kingpost replaced the older single-tube version.

SIMPLE PLEASURE - The Sprint is a basic ultralight, and one that makes Part 103 when owners can resist some of the options as pictured here. That little fairing does more than you'd think.

OUT FRONT - Many Sprints and Sports don't use a nose fairing, so instruments have to be located some other way. This optional nose cone allows several instruments and might include a radio, if desired.

LEAN & LIGHT - The MX Sprint has a wonderful symmetry to it with triangulation seen everywhere in this photo of yours truly getting ready to have some fun.

SEWN DACRON - Many pilots are focused on metal or painted dope-and-fabric coverings, but Dacron is the lightest and you don't have to learn the processes of covering and painting, meaning you'll fly sooner.

FAMILIAR TAIL - If you've seen any Quicksilver MX series aircraft, you know this tail. It hasn't changed because it works very effectively.

SIDE STICK - Joystick on the right, throttle and hand brake (not in view) on the left, the MX Sprint has full 3-axis control, though it retains common ultralight rudder-dominated handling.

HAND BRAKE - Instead of mounting it on the front of the joystick as many do, this Sprint has its brake handle mounted on the rear landing leg tube. The reach is surprisingly convenient once you develop the knack of reaching for it.

BASIC POWER - The Rotax 447 has continued in production for a long time because it does its job very well. Producing 40 horsepower gives the lightweight Sprint a climb of 900 fpm (when combined with the design's high-lift airfoil).

BELT DRIVER - Gear drives add weight and cost compared to belt drives. This five-belt system has proven very reliable in thousands of Quicksilvers flown worldwide.

Excelling at "Just For Fun" Going back to our roots and the dandy little ultralights that have given in-flight satisfaction to so many, we're going to take a look at one of those aircraft, Quicksilver's MX Sprint. Some veteran pilots call the MX Sprint "humble," but it is one of those "original" ultralight aircraft that simply won't go away, and it shouldn't. Why? Because the Sprint still offers a joyful flying experience that redefines boring holes in the sky. You pilot a Sprint in relative ease and at remarkable low cost, and once price enters the discussion, many ultralights show their value clearly. Many in light-sport aviation are realizing that aircraft certified Experimental Light-Sport Aircraft (ELSA) and Special Light-Sport Aircraft (SLSAs), even when approved under a simplified, industry-created, ASTM-guided program, will be rather expensive aircraft. Some sleek fiberglass creations are reaching toward the six-figure mark - an unbelievable development given that ultralights have historically traded in a range of $8,000 to $35,000, the latter being a superbly equipped, Rotax 912-powered machine. To think LSAs can exceed that figure by three times is hard to swallow for some veteran ultralighters. Making a payment of this size is even harder. (Please remember that 30% of the price of some of these expensive LSAs is nothing more than exchange rate adjustments given a soaring euro and sinking dollar as we start 2005. This is subject to change though financial experts see the euro going higher still in the short term.) Those who want a $60,000 to $90,000 "super-ultralight" or LSA will have many choices. Indeed, some ultralight enthusiasts will be attracted to these machines. And the sheer diversity of LSAs should introduce increasing competition, so prices may not stay so stratospheric. While LSAs may attract more pilots to flying for fun, many of us will be perfectly content to fly a machine like the MX Sprint. It may seem basic compared to a CT, or Mirage, or SportStar, or Sting, but the Sprint provides plenty of airborne fun for a fraction of the price. At a list price for less than $10,000 for a complete kit from Quicksilver, we're talking about less than half the price of an average new car these days. If you see the value of a Part 103-compliant machine, here's a choice that works. A Rotax 447-powered Sprint that is not loaded with accessories can qualify for FAA's simplest rule. You'll have to resist many temptations to add gear, but the charms of Part 103-compliant ultralights are fully available to Sprint buyers. California Marvel When Quicksilver transitioned from a pure hang gliding company to a powered ultralight maker back in the late '70s, the Southern California company was seen as cutting edge. As if to prove ultralight appeal, Quicksilver outsold Cessna, Piper, and Beechcraft combined for a couple years in the early '80s. Later came a difficult period for Quicksilver, when a succession of leadership changes nearly eliminated the company. The aircraft models themselves were largely responsible for carrying Quicksilver through those trying years. But in the very late 1990s, all that changed. Six years ago Carl von Hirsh and his partner Manuel Perez bought Quicksilver Manufacturing. Their acquisition of the storied brand brought an end to a period of near-constant upheaval in the company's leadership and gave it a stability that continues to this day. While the older company altered tactics frequently, the ultralight designs didn't change significantly. Therefore some say the Quicksilver is an old and dated design. Other pilots say similar things about Cessna's 172 Skyhawk and 182 Skylane. Perhaps they're right, but sales are good for the general aviation builder. People like designs they trust. The same logic applies to Quicksilver and its MX series aircraft like the Sprint. Nonetheless, the Sprint lacks amenities that many pilots believe to be usual and normal, even while dedicated Part 103 enthusiasts (like yours truly) regard these same items as unnecessary. Features such as enclosed cabins, built-in instrument panels, and larger fuel tanks have become popular. However, those extras often add weight that change flight qualities of a light aircraft. In all the years since the MX series appeared on the scene circa 1982, the design doesn't appear to have changed much in another workable comparison to a new Cessna 172. Yet like the Wichita aircraft, the new Quicksilver has seen refinements of various kinds. Add them all up and the design can be shown to have evolved with the times. One example of its construction that some believe dates the Sprint design is cable bracing. This is an underinformed position. In reality, cable bracing is stronger, lighter, and less costly than strut bracing. A few engineers have told me that it is even less drag than the equivalent in hard structure bracing, though other designers dispute this fact. While cable bracing is dependable, the company now supports the tailplane of the Sprint (and Sport) with tubing rather than the cable system of the past. In a more general sense of design, some qualities are best left unchanged. The Sprint's view out the front is as panoramic and glorious as ever, even better than a bulb-nosed helicopter. Those trying to add features to a Sprint they own sometimes bolt on a windscreen. This may allow a longer flying season in cold climates, but it's also apt to somewhat reduce that enormous visibility others cherish. The Sprint's handling remains docile while its stability profile is highly forgiving. And Quicksilver's engineers' resistance to adding weight to the simple design has preserved excellent performance from lighter, low-cost, 2-stroke engines. Finally, I can think of no one who questions the model's terrific reputation for durability and dependability. Since the first MX Sprint kit was delivered in '87, it has maintained an image of being a safe, smart purchase. Quicksilver Says… Who better to ask about an aircraft model than the company behind it? The Temecula, California, business says, "The MX Sprint's high-lift wings give it an exceptionally short takeoff roll and predictable handling at very low flight speeds." They also note the low-speed wing can help for float operations, getting you off of the water quicker and providing slower landings. In my recent experience this is certainly true, but it isn't simply the high-lift wings contributing to this performance. The Sprint's very light weight is also a significant factor. "Like all Quicksilvers, the Sprint's simple design and bolt-together construction make preflight inspection and maintenance a breeze," Quicksilver explains. While I agree with the preflight inspection angle, I don't think I'd ever call aircraft maintenance a "breeze." Their point is likely related to easy access to all components of the exposed-tubing aircraft. Quicksilver Manufacturing's copywriters also state, "The MX Sprint [with its single-surface wing] is a single-seataircraft that has extremely fast roll response and handles crosswinds easily with conventional 3-axis controls." Again I have no argument, though a phrase like "extremely fast roll response" may bring raised eyebrows from those used to flying faster flying aircraft. Note, however, that they called it "roll response" not "roll rate." Sprint's roll rate is not fast compared to many ultralights, but it responds quickly enough to justify Quicksilver's statement. While talking about Sprint handling, the company clarifies, "Yet [the Sprint] retains the docile and predictable slow-flight characteristics that made the original MX famous." Here, most would agree, Quicksilver is right on the money. Indeed this is probably a leading reason why the 2-seat Sprint and Sport models are so often put into training use. A large percentage of all USUA-registered ultralight instructors in the country use Quicksilver MX series models. This surely spurs sales of their other models, for example, the GT 400 and GT 500. Is It a "Cockpit?" As Ultralight Flying! Editor-in-Chief Scott Wilcox and I arrived at South Lakeland Airport, we immediately picked out the Sprint sitting securely tied down where Quicksilver national sales rep Todd Ellefson had arranged for it to be. Of course, no self-respecting ultralight "expert" should miss a Quicksilver. They're as recognizable to ultralighters as a Piper J-3 Cub is to general aviation pilots. Usually we have a factory expert to show us around the airplane. They often want to fly with me to be sure I can handle their pride and joy. Since the Sprint is so well known, Ellefson and owner Mark Hansen knew this airplane would be quickly found, and that Scott and I could pursue our work without any factory "hand-holding." Thanks to Hansen for allowing my flight in his personal aircraft. His ownership explains the optional equipment (nose pod, steerable nosewheel, instruments), as well as the full fuel tank. While we usually prefer a factory-owned aircraft, it was generous of Hansen to offer his to be flown for this report. Hansen ran a business named Florida Sport Aviation, Inc. based in that state so devastated by four hurricanes in 2004. While he didn't lose any airplanes, his enterprise was seriously impacted by the weather events and he's relocated to Savannah, Georgia, where he flies a Cessna 340 for a lawyer. He'll keep active with Quicksilver, though, and plans to continue sales and instruction. His lawyer employer was one of his customers for a Quicksilver, so the boss isn't going to ask Hansen to stop. After a week of flying various higher-end aircraft and other slick factory machines, it was a pleasure to take the Sprint aloft. Her flight characteristics reinforced the satisfying ways of the MX series. Nonetheless, I was pleasantly surprised by some facts of Quicksilver flying that I'd forgotten. The Sprint sits on its tail, like the thousands of MX series aircraft before it. The single-seater has the stick off to the right and the throttle on the left. Both are very convenient to reach. Under Hansen's nose cone, a pedal-control nosewheel steered the rudder as usual, but the brake handle was hand-operated. In common Quicksilver mode, the engine kill switch is located above your head on one of the cockpit support tubes. Speaking of overhead, one "fond" memory was of engine heat, which I could readily feel even through my helmet, seated as I was directly under the powerplant. Quicksilver has moved the engine from on top of the wing to under and back, but today, the Sprint engine is back underneath. This engine location works well for the belt drive reduction system. A five-belt arrangement delivers the Rotax 447's 40 horses to the prop with good efficiency, and some say less noise is generated than with a metal gear reduction system. The brake control on Hansen's Sprint was somewhat awkwardly placed, though adapting should come quickly enough. It requires that you reach back for it (something like I recall on the Chinook, which shares one brake handle for fore and aft tandem seats). Once my hand found the control, I discovered I had more leverage to deploy the brakes versus a handle on the front side of the joystick. That more common joystick location demands a strong grip. The aft-placed lever activates brakes on both mains which, as they have the most weight on them, aided slowing/stopping power. Almost No Takeoff Roll As engineers have adapted Light-Sport Aircraft (LSA) candidates to larger 4-stroke engines like the Rotax 912, we've seen significant increases in the empty weight of aircraft built to accommodate these heavier engines, two seats, plenty of accessories, and other amenities. With these additions, gradual as they've been, flight characteristics such as takeoff roll have changed. Many LSAs require several hundred feet to leave the ground where ultralights like the Sprint manage the task in a mere 65 feet, or much less into a headwind. Cruise speeds are low but faster speeds may not be important to buyers merely seeking some fun in the air. And the Quicksilver behaves so mildly that experts and novices alike can appreciate the simple design's easy-going ways. The Sprint is an ultralight, though. Flying one takes you on a flashback to the old days where you drove the ultralight with your feet. The ailerons respond quickly enough but this remains a rudder-dominated aircraft like so many other slow-speed flying machines. None of this takes away from the Sprint's charm. I found the stick on this particular Sprint to be quite stiff in left/right movement. This matters little because of the Sprint's potent rudder control. You lead with the rudder pedals and coordinate with the left/right movement of the joystick. Ailerons are sufficiently authoritative to allow landings in crosswind conditions. Contrary to the lateral joystick motions, the Sprint was very fluid in pitch. This is partly due to the closely coupled tail plane. For a study in contrast in similar speed ultralights, look at the tail position of a Kolb FireStar and compare that view to the tail location on a Sprint. When I tried to do Dutch rolls, it felt like the aircraft was swaying back and forth. This feeling is enhanced because the Sprint is a high-wing and the pilot is positioned low relative to the airplane. Considering where the longitudinal axis runs through the ultralight, its pilot senses a pendulum motion during the Dutch roll. In fact, I was able to do this coordination maneuver to a pretty good angle though the control actions seemed slower compared to heavier, faster-flying LSA candidates I'd flown recently. As we've gotten used to heavier sport planes, we can lose sight of the value of truly ultra-light aircraft. These days, many enthusiasts think a Rotax 447 is too small an engine to provide strong performance. But the Sprint's light weight makes good use of the Rotax 447's 40 horses. For example, climb was quite brisk. This shouldn't surprise many pilots since the Sprint can leave the ground in barely over 50 feet, even in still winds. Still, a 900-fpm climb on 40 hp is impressive and proves the value of keeping an airplane light. Hansen's Sprint surprised me with more speed range than I expected or remembered. I was able to cruise at 45 to 50 mph, and maxed out at about 60 mph. I was able to keep up with our Flightstar photo plane reasonably well. The nose pod addition may have helped somewhat as does a partial double-surface wing. While the Sprint's lower cruise speeds suggest a long trip if you want to cross America, it certainly flies at an enjoyable speed when you're out doing a little sightseeing. You need to be honest with yourself. If you're not truly interested in longer cross-country flights, the Sprint can give you hours in the air at a very modest price, and the smile it can generate will show a high satisfaction level. Stalls in every trial were at very low speeds, into the low 20s where the airspeed indicator is probably less than completely accurate. It doesn't matter. No pilot who flies a Sprint will find its stall speed high or the recovery threatening. The Sprint practically flies itself out of a stall; yet another reason its 2-seat siblings remain among America's top choice for a basic trainer as used by USUA-registered flight instructors. The Price is Right We are in a new year and a new era in light-sport aviation. We may be about to welcome many new ELSAs and SLSAs at airports and airparks around the country. These machines can bring fun to many and allow flying of passengers (not students) in ways we couldn't imagine just a few years ago. We can have choices of a wide variety of aircraft with a diversity of capabilities, flying speeds, and appearances. Those are the positives. On the downside, prices are going far beyond what anyone expected for an "ultralight." And, the complexities of obtaining a flying license and a certified aircraft continue to confuse some who examine these new light-sport aircraft. In contrast to the higher prices of LSAs and the greater demands they place on the pilot, Quicksilver's Sprint remains a highly affordable, easily operated flying machine just about perfectly suited for boring holes in the sky around your home airfield. The MX Sprint lists for $9,995 in the just-issued Ultralight Flying! January 2005 "Buyer's Guide." The similarly single-place but double-surface MX Sport model sells for $10,595 and it, too, can make Part 103, though you'll have to be disciplined to keep the machine within 103's tight 254-pound weight limit. The Sprint will be easier, though you can't have all the accessories Hansen chose for his ultralight. Of course, the under-ten-grand price is for a kit. But building the 30- to 40-hour kit from one of the best assembly manuals in the industry is not the onerous task implied by most 51% homebuilt aircraft. I would guess that Quicksilver's MX series has helped many would-be buy-and-fly customers get through their first airplane kit-building exercise. And several customers have told me that although they did not prefer to build their own ultralight, once they completed their Sprint or Sport, they felt an added satisfaction that could not come with a ready-to-fly purchase. I believe that even in our emerging age of LSAs, buyers will still be powerfully attracted to the Sprint's low price, easy build, excellent performance on a small engine, and overwhelmingly charming flight characteristics. You might be one of these customers. With total model sales topping the 15,000 mark, Quicksilver Manufacturing remains one of the ultralight industry's true leaders, and the MX series is still by far the most popular ultralight ever built. I predict continuing interest in the company's fun flying, gently priced Sprint. Most anyone can enjoy an ultralight like this.

Published in Light Sport and Ultralight Flying

Seating	1
Empty weight	250 pounds
Gross weight	525 pounds
Wingspan	28 feet
Wing area	156 square feet
Wing loading	3.4 pounds per square foot
Length	18 feet 1 inch
Height	8 feet 10 inches
Kit type	Assembly Kit ¹
Build time	30-40 hours
Notes:	¹ Fully built aircraft are permitted under Part 103.
Standard engine	Rotax 447
Power	40 hp
Power loading	13.1 pounds/hp
Cruise speed	50 mph
Never exceed speed	65 mph
Rate of climb at gross	900 fpm
Takeoff distance at gross	65 feet
Landing distance at gross	60 feet
Standard Features	Rotax 447 2-stroke engine, belt-drive reduction, 2-blade, 66-inch wood prop, ASI, 5-gallon fuel tank, fabric test tool.
Options	Rotax 503 with 46 hp or 50 hp, steerable nosewheel, pilot fairing, mechanical brakes, 4-point shoulder belt system, wheel pants, engine instruments, ballistic emergency parachute system, floats.
Construction	Aluminum airframe, chromoly steel cockpit components, aluminum tube wing ribs, all-AN hardware, sewn Dacron wing coverings in various colors. Made in the USA and distributed by American-owned company.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - If ever we had one model that said "ultralight," the Sprint might be it. More than 15,000 aircraft flying, the most successful in ultralight history. Design has long defined the open-cockpit appeal. The MX series has passed various certification programs. Excellent safety record.

Cons - Design will appear dated to some buyers at resale. Slow flying speeds (though slow flying is what many buyers seek). Open cockpit shortens the flying season in cooler climates. Standard lap belts aren't enough; get optional 4-point pilot restraints.

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 - Test plane was equipped with brakes, nose fairing and windscreen, instruments, and nosewheel steering - all of which add to its appeal. Exposed tubing aircraft has a big advantage in preflight inspections. You won't be distracted by systems in critical flight phases, as few are available.

Cons - Extra features may be satisfying, however, they probably take the Sprint out of Part 103 eligibility. Pilots used to feature-laden aircraft may not be satisfied with the Sprint's simplicity. Some common "systems" found on higher-end aircraft are simply not available on a Sprint.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - The Sprint offers massive visibility and the full sensation of flying through that ocean of air - a fact many enthusiasts embrace. Entry and exit are as easy as it gets. All controls are close at hand. With the optional nose pod, instruments are easily viewed (compared to those mounted overhead or elsewhere).

Cons - Many pilots are uncomfortable with fully open cockpits and getting used to a Sprint may take extra effort. As with many ultralights, the Sprint tilts to the tail when unoccupied, a fact some pilots don't like. I understand keeping costs down using only lap belts, but such restraints are not up to Quicksilver's high quality standards.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Nosewheel steering is effective with linkage hidden by the optional nose pod. Brakes on the test aircraft were reasonably effective for paved surface maneuvering. Low ground "posture" assures very stable taxi operations. Excellent visibility while taxiing.

Cons - Nosewheel steering remains an option. Low cockpit and undercarriage limit use on rough terrain. Reach-back brake location on test airplane will require familiarization.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Takeoff is close to child's play: add power and wait| and not very long. Nearly effortless launch that is very forgiving. Landings are also very easy if you keep your speed up enough. Adequate crosswind capability. Approaches can be done very steeply.

Cons - Get too slow on landing in a Sprint and you'll plop to the surface when your energy bleeds away and steals pitch authority. No true suspension other than air in the tires and tubing flex (however, should damage occur, parts aren't costly and they can be replaced quickly).

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Sprint handling is nothing if not predictable, a fact many pilots can appreciate. Full-span ailerons offer good authority without a lot of adverse yaw. Large rudder is very effective. Though controls aren't what most pilots would call "fast," they are very useful, for example, in crosswinds.

Cons - With its wide-open cockpit design, side or forward slips in a Sprint aren't effective (though its ability to approach steeply makes slips virtually unneeded). The Sprint is a rudder-dominated flying machine, a foreign concept to general aviation-trained pilots. Stick movements were rather stiff on this test airplane.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - With the tried-and-true Rotax 447, the Sprint climbs strongly at nearly 900 fpm. Genuine light weight demonstrates the virtues of true ultralight flying. Cruise at close to 60 mph will satisfy most sport flying needs.

Cons - The Sprint is a high-drag design (though slow flight charms many buyers). Not very fuel-efficient. Glide is lousy, though sink rate isn't too bad. Don't expect to travel far if you run out of fuel or suffer an engine failure.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Sprint stability is one of the shining strengths of this design; all Quicksilver MX series enjoy an excellent in-flight record. Stalls are very mild in every explored regime. Longitudinal stability is excellent. Design has proven to be extremely tough in the air; almost unbreakable structurally.

Cons - Few negatives to report on flight stability though I've long complained about the lap-belt-only basic configuration (a shoulder belt option is available; get it!); 4-point pilot restraints are required if you choose a ballistic 'chute, which Quicksilver has long promoted.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Excellent choice for many newcomers and many veterans. Quicksilver can ship from stock as quickly as anyone in the industry. Large, well-distributed dealer network is one of the best in light aviation. Many aftermarket vendors also support this design. Very strong and dependable design. Priced at $9,995, the Sprint is a bargain by anyone's measure.

Cons - The Sprint qualifies as a "vintage" ultralight design and this makes it too old for some buyers. Flies slowly and some pilots simply won't be satisfied. Glide and sink performance aren't particularly inspiring. Open-cockpit design will turn off some buyers.

Excelling at “Just For Fun” Going back to our roots and the dandy little ultralights that have given in-flight satisfaction to so many, we’re going to take a look at one of those aircraft, Quicksilver’s MX Sprint. Some veteran pilots call the MX Sprint “humble,” but it is one of those “original” ultralight aircraft that simply won’t go away, and it shouldn’t. Why? Because the Sprint still offers a joyful flying experience that redefines boring holes in the sky. You pilot a Sprint in relative ease and at remarkable low cost, and once price enters the discussion, many ultralights show their value clearly. Many in light-sport aviation are realizing that aircraft certified Experimental Light-Sport Aircraft (ELSA) and Special Light-Sport Aircraft (SLSAs), even when approved under a simplified, industry-created, ASTM-guided program, will be rather expensive aircraft. Some sleek fiberglass creations are reaching toward the six-figure mark – an unbelievable development given that ultralights have historically traded in a range of $8,000 to $35,000, the latter being a superbly equipped, Rotax 912-powered machine.

Quicksilver’s GT500 Qualifier

By Dan Johnson || April 18, 2005 2 Comments

Jon Thornburgh and Carol Carpenter taxi out for an air-to-air photo mission in the Quicksilver GT 500. Note the BRS chute canister exiting the side of the aircraft. Zipped-down doors provide cool air while taxiing.

A black panel just below the windshield reduces glare off the nose of the aircraft.

Unlike the shiny panel in the GT 500 Dan flew for this pilot report, this GT 500's panel was painted a dull gray, reducing glare and making it easier for the pilot to read the instruments.

Tandem seating gives pilot and passenger an equal-opportunity view of the same sights. Dual controls make the GT 500 valuable as a trainer, though the backseat pilot must look over the front-seat occupant's shoulders to check instruments. The zippered doors can also be removed completely when open-air flying is desired.

The Primary Category

Quicksilver's GT 500 is ready for sport pilots In the automotive world, GT stands for Grand Touring and that may be an appropriate comparison for the GT 500 from Quicksilver Aircraft Manufacturing. With the unlimited view from the front seat of this tandem two-seater, touring in the GT 500 is definitely a treat. When the sport pilot/light-sport aircraft (SP/LSA) final rule arrives on the aviation scene, this top-of-the-line model from the longtime Southern California ultralight manufacturer may well be one of the first available ready-to-fly light-sport aircraft (LSA). Quicksilver co-owner Carl von Hirsch has indicated the company will build the GT 500 as a ready-to-fly Special LSA. It will also offer the strutbraced MX Sport IIS as a LSA entry. You might say the GT 500 is preapproved; in 1993 the tandem, two-seat aircraft received both a type and production certificate in the Primary Category (see sidebar). It's pretty safe to say that the design will quickly pass muster under the FAA-mandated LSA consensus standards under development by ASTM International. You can buy a GT 500 right now, even ready-to-fly, but until SP/LSA is made law, you'll have to operate it with a minimum of a recreational pilot's certificate unless you're flying it under exemption as an ultralight trainer. A Grand Tour of the GT 500 Tom Price and Dave Cronk, two of the ultralight/lightplane industry's most experienced engineers and designers, created the GT 500, and Quicksilver introduced it at the Sun 'n Fun EAA Fly-In in 1990. Dave was one of the original designers with Eipper Formance, the hang glider company that first marketed the footlaunched Quicksilver glider. The glider later evolved into the powered Quicksilver ultralight and gave birth to the company we know today as Quicksilver Aircraft Manufacturing. The GT 500 followed on the success of Cronk and Price's single-place GT 400, which has sold more than a thousand units. After a couple of years of careful design deliberations, the duo followed with the GT 500. Since it came on the market more than a decade ago, the plane has retained its underlying design philosophy of being a higherend "ultralight" while changing in subtle ways-for example, adding a zip-up full enclosure for those who enjoyed enclosed cockpit flying as opposed to open-air ultralight flying. One obvious change is the presence of the 80-hp, four-cylinder, four-stroke Rotax 912 engine, though you can still order the machine with the 65-hp Rotax 582. Bells and Whistles The GT 500 is actually a light airplane ahead of its time. The aircraft offered for this evaluation flight sported a well-equipped full panel with tachometer, water temperature gauge, Hobbs hour meter, magnetic compass, altimeter, vertical speed indicator, front and rear airspeed indicators, plus oil temperature and pressure gauges. It had the optional zip-up enclosure. In the cockpit several levers allow you to optimize your flight. You'll find a trim lever to the left of the front yoke base, a hand brake on the right, plus throttles on the right in both front and rear seats. The front seat has a choke and primer plus electrical switches. A mechanical flap handle on the floor to the right of the main boom tube is easier to operate for most pilots than the overhead lever used in some designs. Overhead levers demand an awkward motion; however, engaging the flaps in the GT 500 still requires moderate physical exertion. Quicksilver's factory pilots will tell you to keep your hand on the flap lever as you retract it. Failure to observe this advice will cause air loads on the flaps to snap the lever forward aggressively. In the GT 500 you can lean far back in the seat and look up into the wing root to see fuel quantity. Because airplane fuel gauges, including those in general aviation (GA) airplanes, seem to be notoriously inaccurate, it's nice to be able to perform this visual check. The instrument panel in this GT 500 had a shiny, satin-finish aluminum. It looked high tech, but it produced a significant reflection in the windscreen when flying with the sun at my back. A dull black panel is often preferred exactly for this reason. With its flexible plastic doors, this GT 500's noise level was tolerable. To prevent hearing loss, I wore a headset. But the 912 engine is less noisy than many two-stroke powerplants. Getting in and out of the GT 500, especially the back seat, can require some contortions. Jon Thornburgh, who often instructs from the rear seat of a GT 500, refers to his technique for getting into the rear seat as his "snake entry." As he demonstrated, he worms his way around the aircraft's hefty structural tubing on either side of the aft seat. He uses the large tubes to ease his upper torso inside, working his way to the back of the seat. Then he draws his legs inside. It just doesn't work well to try to put one's feet in first. The front seat is considerably easier to enter because there are no tubes blocking the entrance. Let's Go Flying! The view from GT 500's front seat is wide open in every direction. Todd Ellefson, Quicksilver sales director, had this demonstrator GT 500 fitted with a skylight that expanded the view even further. I felt confident that the runway was traffic-free before takeoff. As I've often found on light aircraft, the 80-hp Rotax 912 engine is more power than needed. I understand the desire for four-stroke engines, but even so it offers excess thrust on many light machines. After the first takeoff, I subsequently launched with less than full power just to keep the climb angle better for forward vision. The GT 500's wide-open visibility is valuable on landing approaches, too. You'll enjoy good side visibility regardless of which way the airport pattern works. In this regard, its tandem seating is superior to side-by-side seating. Speaking of landing, with engine power reduced, I made my approaches at the common ultralight "50-is-nifty" speed. At idle thrust, 20 degrees of flaps produced a significantly low nose, which is great for forward landing visibility, and this flap angle restrains speed well too. The flaps on the GT 500 are dynamic control surfaces with plenty of power. With flaps lowered two notches, I was delighted to fly low and slow in a relaxed and enjoyable manner. Unfortunately, at level slow cruise with the yoke held back slightly, reaching forward to the flaps is a stretch. I could barely touch them without moving the yoke forward slightly to accommodate the action. Overall, the collection of several levers in the cockpit makes for a busy space. This particular GT 500's trim lever didn't seem to have much effect, though that may have been caused by a rigging error or adjustment problem. However, the brakes fitted to this GT 500 were quite effective, but you must let go of the throttle to use the hand brake, as both are mounted on the right side of the yoke. This demonstrator GT 500 had one of my favorite fail-safe instruments-a yaw string. However, I was frustrated in my attempt to keep it perfectly centered in my Dutch roll coordination exercises. A yaw string is highly sensitive if the string is light enough, and most pilots will find they like it even better than the turn-and-bank ball. This GT 500's yaw string showed a certain momentum when moving the rudder. I believe the problem centered on the rudder pedal action. The pedals on this GT 500 were heavier in relative feel than the ailerons, and the rudders were rather lethargic. This left me unsure if I was lagging or leading with rudder in attempting to precisely coordinate the controls. However, according to my in-flight notes, the rudder action felt better than it looked. But yaw strings cannot lie. I suppose that the curved windscreen of the GT 500 caused the string to seem more sensitive; once it got off center, it tended to go farther off with little provocation. Conventionally trained pilots accustomed to general aviation aircraft will probably feel right at home with the GT 500's yoke. I've long preferred a control stick in a sport aircraft, but I must admit that a yoke offers good leverage and perhaps the chance for finer control motion, especially in comparison with a side-mounted joystick. Like all components in this airplane, the yoke arrangement in the GT 500 was well executed. However, I tended to bury the yoke into my leg whenever turning to the right in steep turns. The tendency was much less so to the left, no doubt because of P-factor influences. I'm near the FAA's average 170-pound pilot, so if I bumped my leg, a larger pilot might feel space is cramped when making fullstop control actions with the yoke. Discounting coordination qualities and stick motion, steep turns and all other turn maneuvers went well in the GT 500. Despite some control force disharmony and the ergonomic issues, the GT 500 is remarkably precise in handling. Turns to headings and fine adjustments on final approach showed strong control authority. Many aircraft I've flown offer more fluid control motions than the GT 500, though that can translate to faster control response that does not please everyone. Oftentimes, aircraft with lighter handling gain this quality by flying faster, yet many ultralight enthusiasts relish flying slowly over fields, an activity which the GT 500 does extremely well. The GT 500 was well behaved at high cruising speeds also. At 90 mph indicated, the aircraft felt solid. Nonetheless, in this evaluation aircraft with the power set at 4200 rpm yielding 50-55 mph, I experienced almost a continuous shudder that seemed to come from the tail. It wasn't disturbing, but I could not ignore it. At 4400 rpm, I cruised 60 mph in level flight, which turned out to be a pleasant flying speed. Noise and vibration were low, plus fuel consumption was quite miserly. When flying at 55 mph, deploying 10 degrees of flaps hardly changed the attitude and flight characteristics. But with flaps deployed 20 degrees, I saw a decrease of about 5 mph. At full flaps, or 30 degrees, speed in the GT 500 dropped down another 5 mph to 45 mph. In the highly engineered GT 500, power-off and power-on stalls broke forward in every single trial. The break was clearly noted, but all were gentle. If you lower the GT 500's nose ever so slightly you recover almost instantly. After doing steep turns at 45 degrees of bank, I performed accelerated stalls that were noticeable only by a faint burbling when the air separated the wing. I'd observe that my ability to note this subtle quality of handling after flying the aircraft for just 45 minutes tells you something about how quickly you can become comfortable in the GT 500. How Much? Currently, the GT 500 can be flown as an ultralight trainer, as a 51-percent amateur-built aircraft, or as a Primary Category aircraft. Bought as a complete kit, the GT 500 is priced at about $34,000 for the 912-powered model, but it is quite well equipped for that price. Comparable aircraft from other American suppliers may seem lower priced, but you must compare them with the same equipment. Still $34,000 is hardly pocket change to most of us. If that figure seems too high, you can knock it down by $7,000, to about $27,000, by going with the two-stroke Rotax 582 engine that has proven itself for years on this design. A 582-powered GT 500 also weighs 63 pounds less; therefore, it can climb at the same rate even with 15 less horsepower. Quicksilver lowers the gross weight to 1,000 pounds with the 582 but payload remains within 37 pounds of the more powerful model. Of course, fuel consumption will actually rise with the smaller engine, one of the facts of four-stroke efficiency. A factory-built, Rotax 582-powered GT 500 sells for about $33,000. For a ready-to-fly price on the R-912 version, Quicksilver advises you contact one of their many dealers, but you can come in under $40,000, I suspect. Before comparing purchase prices with other aircraft, you should check with a local dealer, as Rotax engine prices alone can affect the final price significantly. With the euro's 20-percent increase against the dollar in recent years, the Austrianbased engine manufacturer has been forced to raise prices. Naturally, this is true for any airframe brand using imported components. As one of America's most likely early entrants for LSA and as a model that has earned a loyal following, GT 500 deserves your close look.

Published in EAA Sport Pilot & Light Sport Aircraft Magazine

Seating	2, tandem
Empty weight	638 pounds
Gross weight	1,100 pounds ¹
Wingspan	30 feet
Wing area	155 square feet
Wing loading	7.1 pounds per square foot
Useful Load	462 pounds
Length	20 feet 6 inches
Payload (with full fuel)	366 pounds
Height	6 feet 6 inches
Fuel Capacity	16 gallons
Kit type	Fully assembled ² or kit
Build time	160-190 hours
Notes:	¹ 1,000 gross weight if powered by 65-hp Rotax 582 ² Primary Aircraft model with Rotax 582. Also under proposed Light-Sport Aircraft rule.
Standard engine	Rotax 912
Power	81 hp
Power loading	13.8 pounds per hp
Max Speed	91 mph ¹
Cruise speed	83 mph
Stall Speed	42 mph
Never exceed speed	103 mph
Rate of climb at gross	650 fpm
Takeoff distance at gross	245 feet
Landing distance at gross	390 feet
Range (powered)	295 miles (65% power)
Fuel Consumption	about 4.3 gph (65% power)
Notes:	¹ With doors installed; 88 mph with doors removed.
Standard Features	Rotax 912 (as tested), full dual controls, three-position flaps, steerable nosewheel, hydraulic brakes, parking brake, instruments: tachometer, temp, Hobbs, compass, altimeter, VSI, front and rear ASI, oil temp and pressure, 16-gallon fuel capacity in two tanks, 3-blade carbon fiber prop, electric starting, trim, adjustable seats, front and rear shoulder belt system.
Options	65-hp Rotax 582 (saves $7,000), float system, wide variety of other instruments and avionics, ballistic parachute (custom-fitted to GT 500), crop dusting system.
Construction	Aluminum tube and gusset airframe, fiberglass fairings, Dacron wing and tail coverings, steel components. U.S.-owned company.