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Quicksilver’s Sport II S

by 1 Comment

Think about the Cessna 172, workhorse of general aviation and the most popular aircraft ever built. Cessna is once again building them though the plane has seen little change other than new interior finishings and avionics.
Published in Light Sport and Ultralight Flying

Empty weight
430 pounds

Gross weight
1,000 pounds

Wingspan
31 feet 2 inches

Wing area
170 square feet

Wing loading
6.1 pounds per square foot

Length
18 feet

Height
8 feet

Kit type
Assembly-type bolt-together)

Build time
50-75 hours

Standard engine
Rotax 582 2-cycle

Power
65 hp at 6,500 rpm

Power loading
15.4 lbs/hp

Cruise speed
(75% power) 64 mph

Never exceed speed
80 mph

Rate of climb at gross
850 feet per minute

Takeoff distance at gross
325 feet

Landing distance at gross
125 feet

Standard Features
Rotax 582 engine, ASI, full dual controls with dual rudder pedals and steerable nosewheel, dual throttles, mechanical brakes, in-flight adjustable trim, 4-point seat belts, double-surface presewn wings, 2-blade wood prop, extensive manuals.

Quicksilver’s Sport II

by 6 Comments

You’ve heard it before: Quicksilver is back! Again and again we’ve heard this, yet it seemed to be an apparition, a mirage in the desert. As soon as you thought the company had put its financial affairs in order, along came another disappointing tale of what was politely called “corporate restructuring.”
In fact, the changes were often more provocative than substantial, but they gave the impression of a company that had lost its way. The worst thing that happened was that customers became unsure if they should send deposit money.
This was not a good place to be in the ultralight industry. Companies work hard to establish good reputations. They know those good vibes can disappear as quickly as a wing nut in tall grass.
The 1999 reincarnation of the company is called Quicksilver Manufacturing. Previously, the company had been called Quicksilver Enterprises and Quicksilver Aircraft (and before that a series of Eipper iterations, named after founder Dick Eipper).

Talon Super Magnum

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Among the aircraft produced by Sport Flight Aviation are the tandem 2-seat Talon XP, the Talon Magnum single-seater, and our plane for this test, the single-seat Talon Super Magnum. The energized version comes from the substantial 80-hp twin-cylinder 4-stroke engine that pushes the single-seater aloft with an enthusiasm that is truly inspirational.
Published in Light Sport and Ultralight Flying

Seating
Single-seat

Empty weight
494 pounds

Gross weight
1,056 pounds

Wingspan
29 feet 6 inches

Wing area
156 square feet

Wing loading
6.8 pounds/sq ft

Length
21 feet 9 inches

Height
6 feet 4 inches

Fuel Capacity
10 gallons

Kit type
Assembly

Build time
130-150 hours

Standard engine
Verner SVS-1400 4-cycle

Power
80 hp at 5,000 rpm

Power loading
13.2 pounds/hp

Cruise speed
76 mph at 3,900 rpm

Never exceed speed
110 mph

Rate of climb at gross
1,000 fpm

Takeoff distance at gross
170-200 feet

Landing distance at gross
300 feet

Standard Features
3-position flaps, rudder trim, steerable tailwheel with takeoff/landing lockout, 4130 chromoly steel landing gear, streamlined struts, windscreen, nose fairing, instrument panel, 4-point shoulder harness pilot restraint, aluminum wheels, padded seat, cargo area.

Aerotrike

by 4 Comments

Until recently, we heard little from South Africa. Under the country’s apartheid (racial segregation) rule of the past, South Africa disappeared off the radar so far as most Yankee pilots knew. Our government instituted economic sanctions so that few, if any, South African products appeared in America.
Apartheid is over, and with it the isolation of that southern hemisphere country and its people. In recent years, we’ve seen a growing number of products arrive from the way down under country. Perhaps you’re not surprised to hear that South African ultralight builders are also making a mark on American aviation. Welcome to the modern age of globalization.
No Pushy Peddler
You probably already know of Rob Rollison. He garnered attention in April ’95 by flying his Air-Bike from Indiana to Lakeland, Florida.1 The trip set no records – Ian Coristine, Dave Goulet and Don Zank flew 2-seat Challengers 2,400 miles (round trip) from Moline, Illinois to Lakeland a decade earlier – but in an open-cockpit ultralight, no doubt Rob’s 870-mile (each way) flight seemed longer.

Chinook Plus 2

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What started as Canadian Ultralight Manufacturing has now become ASAP and Brent Holomis is now president again. In the early days of the Vernon, British Columbia company, Brent became occupied with GSC props and focused on building that enterprise while brother Curt dealt with aircraft sales. Now they’re both involved in aircraft manufacturing.
Expanding Enterprise
Over the years, ASAP’s business has expanded and the western Canada company now sells the Chinook Plus 2 and the Beaver RX-550 Plus, tagging both models with the “plus” suffix that indicates the ASAP team improved and refined the aircraft after their acquisition of the models.
I find it impressive that two of Canada’s most popular ultralights are now built by ASAP, a company that rescued these designs after the original companies failed. Birdman Enterprises designed and built the Chinook, and Spectrum Aircraft built the Beaver RX-550 (though the latter company went through a few name/ownership changes before succumbing completely).

Super Drifter

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The original Drifter was one of the ultralight industry’s flagship aircraft. Hatched by early entrepreneur Dennis Franklin, the Maxair Drifter enjoyed immense popularity. Several reasons exist for the Drifter’s popularity, and these were enough for Leza-Lockwood to offer a rebirth to the design.
Déjà Vu All Over Again
The Drifter is a tough design. The basic airframe consists of a lower boom tube that supports the pilot at the front and the large empennage at the rear with an engine midship. Because the separation is longer than some similar designs, the Drifter boasts a high level of stability that should please most pilots.
Secured to the boom by a series of triangulated tubing structures, the wing is classic Klaus Hill. This prolific designer from the early ’80s died in an unfortunate accident many years ago, but not before putting his indelible mark all over ultralight aviation. Klaus is directly responsible for the wings of the Weedhopper, Hummer, Humbug and SuperFloater.

Para-Ski X-treme

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Taking a broader view, this is similar to other forms of aviation. One only need look at airliners. From the outside, they’re virtually identical except in size, and for good reason. Airliner designers have discovered the optimal ways to build jets that accomplish their narrowly defined mission of speedy transportation.
On the light end, essentially the same can be said for trikes, or for that matter, for most types of ultralights. Fortunately, however, the purpose of fun aircraft remains widely varied, and that forces an interesting assortment of sport flying machines.
In this month’s Ultralight Flying! Pilot’s Report, we’ll look closely at the Para-Ski powered parachute. I believe you’ll agree it stands apart from the rest.
Versatility a Goal
Para-Ski International describes their machines as “the ultimate ATV/ASV (all terrain/all season vehicle).” It may sound like a big boast, but I think you’ll see Para-Ski may be able to honestly earn the title.

Eros

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You know TEAM Aircraft. The Manchester, Tennessee company achieved success and notoriety by making inexpensive wood aircraft. They’ve been at it for more than a decade, selling in excess of 1,000 kits, an overwhelming majority of which are completed and flying. The company is also
one of the most-respected companies in light aviation.
One of their models has been the half-VW-powered miniMAX. However, for the 1996 season, the Eros brought further recognition of the continuing work of innovative designer Wayne Ison and his staff.
Published in Light Sport and Ultralight Flying

Seating
Single seat

Empty weight
345 pounds

Gross weight
625 pounds

Wingspan
26 feet 5 inches

Wing area
118 square feet

Wing loading
5.3 pounds/sq ft

Length
16 feet

Height
5 feet

Load Limit
+5.5 Gs, -3 Gs

Fuel Capacity
5 or 10 gallons

Kit type
Construction

Build time
350-450 hours

Set-up time
20 minutes

Standard engine
Rotax 503 dual carb

Power
52 horsepower

Power loading
12 pounds/hp

Max Speed
90 mph

Cruise speed
85 mph

Stall Speed (Flaps)
36 mph

Never exceed speed
110 mph

Rate of climb at gross
1,200 fpm

Takeoff distance at gross
150 feet

Landing distance at gross
250 feet

Standard Features
Enclosed cockpit, detachable wings, steerable tailwheel, 4-point pilot restraint harness, wood landing gear, big wheels, 5-gallon fuel tank, prop spinner, round wing tips, fiberglass cowling and boarding step insert.

Hurricane Ultra 103

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In barely a dozen years, the original Phantom has gone through at least four changes of ownership I can clearly recall. One of the imitators, the Avenger, ceased and was restarted only to stop again (and who knows, maybe it will live on yet?). Another imitator, the Spitfire, has endured at least three owners I can think of, and yet it, too, continues to be an available aircraft to this day. Finally, the Hurricane left the hands of founder Donnie Eccker and was passed to present-day owner Mike Kern.
Published in Light Sport and Ultralight Flying

Seating
Single seat

Empty weight
250 pounds

Gross weight
500 pounds

Wingspan
28 feet 6 inches

Wing area
147 square feet

Wing loading
3.4 pounds/sq ft

Length
16 feet 9 inches

Height
8 feet 3 inches

Load Limit
+6 Gs, -4 Gs

Fuel Capacity
5 gallons

Kit type
Assembly

Build time
80-100 hours

Set-up time
30-40 minutes

Standard engine
Rotax 447

Power
40 horsepower

Power loading
12.5 pounds/hp

Cruise speed
55 mph

Stall Speed
26 mph

Never exceed speed
80 mph

Rate of climb at gross
850 fpm

Takeoff distance at gross
100 feet

Landing distance at gross
120 feet

Standard Features
Flat-bottomed wing airfoil, full-span ailerons, mechanical drum brakes, steerable nosewheel, 4-point shoulder harness, 6-inch aluminum wheels, windshield, pod.

Hornet

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Let’s cut right to the chase. Flying the Hornet for the second time in a couple of years (the second flight was in April ’96), I experienced a most disconcerting quality: flutter. While I have many good things to say about the Hornet, this one experience elbows its way to the front of the line. Easing into the “Pilot’s Report” on the Hornet simply isn’t possible when such an experience dominates my thinking.
Published in Light Sport and Ultralight Flying

Seating
2, tandem

Empty weight
475 pounds

Gross weight
1,000 pounds

Wingspan
27 feet 6 inches

Wing area
138 square feet

Wing loading
7.2 pounds/sq ft

Length
20 feet

Height
6 feet

Fuel Capacity
9 gallons

Kit type
Construction

Build time
250-400 hours

Standard engine
Hirth 2703

Power
55 horsepower

Power loading
18.2 pounds/hp

Cruise speed
100 mph

Never exceed speed
140 mph

Rate of climb at gross
500 fpm

Takeoff distance at gross
400 feet

Landing distance at gross
250 feet

Standard Features
Electric start, steerable nosewheel, pneumatic suspension on all wheels, hydraulic brakes, aluminum wheels, large tires, electric flaps, electric horizontal stabilizer trim, dual aileron control circuits, dual elevator control circuits, adjustable seats, disassembles for trailering; wings, fuselage and empennage factory-assembled.

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