Ah, the Quicksilver! Where to start with this veritable icon of the ultralight sector?
With more than 15,000 flying, it even outranks Van’s Aircraft for kit aircraft that made it into the air — although Van’s has sold more kits in total and no one disputes the Western brand’s leadership position.
The earliest Quicksilvers were hang gliders (last photo). Engines came later but at first the weight-shift seat stayed (nearby image). The pilot had lateral control — still by weight shift — but via lines that moved surfaces. Pitch, however, was fully controlled by the pilot moving his or her body.
Those were fun days and provided wonderful memories (yes, I flew them as weight-shift aircraft). Yet the brand went on to vastly greater development. In this article, our focus is on the original three-axis control model, the oh-so-famous MX (multiple axis).
Quicksilver MX
Quicksilver’s MX entered the market in the early 1980s, like all the models featured in our Vintage Ultralight series.
A weight-shift Quicksilver with moving pilot harness.
Originally designed by Jack Hutchinson for Eipper Aircraft as a single-place weight-shift-control ultralight, the first ones were literally light enough to be (sort of) foot-launched, as was required before FAR Part 103 came out in fall of 1982.
Alert readers may note that Jack Hutchinson was mentioned back at the beginning of this series as he was also instrumental in developing the Buccaneer XA. He was a big name in those days. I have a fond memory, down here in Florida many years ago, of him running around a field with a very early powered Quicksilver. It had a tiny engine but no landing gear …none whatsoever. Jack picked it up — albeit dragging the curved tail skid — added all the thrust 10 or 12 horsepower could yield, and he ran. And ran. And ran. I think Jack ran the length of a couple football fields and only managed to barely get a foot or so off the ground. Average speed: maybe 15 mph. Yeah, those were the days!
Quicksilver’s MX added more conventional controls although rudder pedals moved spoilers, seen in shadow on the wings.
With more power and further development, Quicksilvers got better. And better. And better. The California manufacturer sold a ton of them.
By the time the earliest MX models came out, Quicksilver was a huge force in putting people in the sky. In one year — a reader reminded me it was 1983 — the company sold more aircraft than Cessna, Piper, and Beechcraft combined. That got the attention of plenty of aviators. Average selling price back then, for a ready to fly aircraft: $3,595.00. (Today, that would be $9,667 after adjusting for inflation — still a fantastic bargain, and as you’ll read below, you can still buy one for the original low price.)
This gorgeous drawing was done by ultralight enthusiast, Rich Jennings. He did many such drawings for this website. Thanks, Rich!
Quicksilver MX is a high-wing, tricycle-gear, two-axis control aircraft in a pusher configuration. It was the first ultralight to be mass-marketed and mass-produced.
As a bolt-together assembly kit, Quicksilver required no manufacturing of parts by the builder. All fabrication was done at the factory. A kit took between 60 and 80 hours to assemble, using common hand tools, and could be built in as little as a one-car garage. Accomplished builders, often dealers for the brand, could put one together in less than 20 hours.
One regular Quicksilver pilot is George Karamitis, a longtime airline captain who flies his ultralight almost daily and posts great images and video on social media.
Quicksilver was the first ultralight kit on the market to come with a very comprehensive assembly manual, with all of the AN bolts and anodized tubing clearly marked and supplied on shrink-wrapped packaging boards. No one had anything like this organization at the time and I’ve never seen such packaging again.
Originally power was supplied by the Cuyuna 430 engine but this powerplant was later updated to the Rotax 377 and then Rotax 447 engine. With 40 horsepower, the very lightweight Quicksilver MX climbed with great vigor although it simply didn’t fly fast no matter how much power you put on it.
The MX model abandoned the weight shift idea — this was too foreign to lots of potential customers. Instead, it used stick-and-rudder two-axis controls, but with a difference. The joystick connected to the elevator and rudder while the rudder pedals were connected to spoilerons on top of the wing.
Admittedly, this still throws pilots who learned in a Cessna 150, but if you ignored what controlled what and simply flew it as you expected, it worked surprising well but with an advantage no 150 driver ever considered: the pilot could deploy both spoilerons at the same time by depressing the rudder pedals. This killed lift on the wings and allowed the aircraft to get into very short runways. Despite it’s functionality, some pilots didn’t like the arrangement and the company later adapted conventional ailerons with all the controls hooked up as expected.
Here we see a Quicksilver, the 2SE that went through full ASTM approval as a Light-Sport Aircraft. Note the test boom in front of the wing.
Then and now, single-place Quicksilvers use a right-hand joystick and left-hand throttle. Brakes are common now, but for years Quicksilver didn’t have any …and never really needed them.
With Quicksilver MX a market leader in its day, the iconic series of models still leads the world in ultralight aircraft style kits.
Videoman Dave wrote, “The Quicksilver MX is one of the safest, most fun flying ultralight aircraft I have ever flown, and I highly recommend it.” Through his The Ultralight Flyer YouTube channel, Dave rates the Quicksilver MX an A+ when powered by a Rotax engine, with good, tested fabric, an airworthy propeller and a low time engine.
An original Eipper Formance Quicksilver hang glider, circa 1970.
Please follow the inspection advice given in the first installments of the Vintage Ultralight series. For a troubleshooting report on the MX, visit Videoman Dave’s website (different from his YouTube channel).
At the time of production of this video The Ultralight Flyer would estimate the value of a used not-abused Quicksilver MX to be $3,500 to $5,000.
For new Quicksilver aircraft and the most extensive stock of replacement parts for every model ever made, visit Air-Tech, Inc. Proprietor Bever Borne was once the largest dealer for Quicksilver in the world. His Louisiana business owns all the original tooling and he runs the business with his son, Ken. You can find so much more info about Quicksilver on this website that you might never stop reading.
Back around 1974 I bought a quicksilver from Lyle Byrum out of San Marcus, CA., a weight-shift 14-hp Kawasaki engine and we used a side street by the Ziguerat in Laguna Nigel to fly from. We also flew at Lake Elsinore. I knew Jack Britton, La Habra, and Bill Bennett also. My last ultralight was a Challenger II CWS, made from a kit by Quad City Aircraft in Iowa. At 83 I figured to stop flying for safety sake of those on the ground. BV
When I was a teenager I hung out at Jacks shop in La Habra.
It’s a shame he died so young.
My problem was how big I was.
They didn’t make an ultralight that would carry me.
So I went to the general aviation side.
Now with light sport aircraft I’m looking at the two place MX.
( As a single seater)
It saddens and dismays me that there is no mention in your article that my husband at the time, Bob Lovejoy, was the designer and builder of the original Quicksilver. His untimely death at age 36 occurred at Lake Elsinore, California on Labor Day in 1982 when the Quicksilver in which he was flying crashed. Dick Eipper took the name and design of the Quicksilver for his own. Our daughter who is now an adult and I still mourn his death and the subsequent use of the Quicksilver name. To ignore its true beginnings by those in the ultralight communities is hurtful and unprofessional.
I go back far enough to know your husband and his involvement with the company that subsequently became known as Eipper-Formance (much later as one of various iterations with Quicksilver in the company name). Bob’s loss was tragic then and still.
You are further right that his name is too often forgotten. If I can find an opportunity, I will change that. Best to you and your daughter.
To show my intent, I also did a piece on John Dickenson and his triangular control bar development that inspired all of hang gliding (link to article). John was another overlooked innovator. It’s good to remember these pioneer names.
QuickSilver MX for sale, asking price $1500.00 engine Rotax 503
Doble sided sails complete ready to asamblea in one hour. Ph 760 220 7644.
I forgot Quicksilver ready to pick up in Menifee, CA.
Where ya located?
A shot in the dark but is this still available?
Assuming you are asking if the Quicksilver is available, yes, it is sold brand new by Air-Tech, inc. They are highly experienced with this brand and can fully support it. The aircraft is also widely available as a used aircraft.
I have a 2 seater I will sell. Good condition runs well no problems
575 313 6582
DO TOU STILL HAVE IT THE 2 SEATER
I’m not sure if it was a typo or miss statement but you stated referring to the number of Quicksilvers sold in a single year that,, “In one year — I believe it was 2002 or 2003 — the company sold more aircraft than Cessna, Piper, and Beechcraft combined.” The year was actually 1983. There were more 1983 MX’s sold in 1983 than any type any year. There are still many 83 MX’s still flying, As you may know, George Karamitis, popular with his many flight videos, flies an 83 MX. I also own an 83 MX. The height of the ultralight era was the early to mid 80’s not early 2000 because ultralights had lost a lot of it’s popularity by the 2000’s because Light Sport and Sport categories caused what was Part 103 ultralight manufactures to dump true Part 103 ultralights to manufacture and sell heavier particularly two seat models. By 2000 only two out of at least half a dozen Quicksilver models was Part 103. That was the single seat Sprint and Sport.. The two seat Quicksilvers were out of most peoples budget and being out of Part 103 limits most people couldn’t buy one because you have to have a Light Sport license to fly one. So, No way was it in the 2000’s.
Good heavens! How did I miss that obvious error. Thanks so much for your close read, Paul. I have fixed the article because you are, of course, right that that was the year. I originally meant to write 1982 or 1983 as I was uncertain exactly which of those years was the strong year, but I evidently couldn’t believe it was that far back so I miswrote 2002 to 2003. I appreciate all readers helping me correct this website so we can be as accurate as possible.
Anyone hear of a taildragger model? I have one and looking for insight.
Assuming you mean a Quicksilver taildragger (something the factory never sold so yours must be an owner customization), I urge you to contact Air-Tech Inc., or Tri-State Kite Sales. Either may be help and both can be found using our Search / Advanced Search feature.
Aeros is what I thought I wanted….but I do know I want the capability to fly without limits using new solar panel technology (on wings), new battery technology and fully electric motor. 😉
If I can’t find it I’ll build it then distribute within north central America.
I would relish ideas comments, opinions, or suggestions. At 63 I’m seriously interested.
At 63 you need to get some education: The first thing you need to learn is that current and the next 5+ years of solar and battery technology will not be able to keep even an Ultralight airborne “without limits”.
I suggest you get your head out of the clouds and keep your imagination grounded…
Don’t dismiss him so quickly. An electric ultralight (Quick-E?) is quite feasible now with current battery and electric motor technology. Flightstar actually had one a few years back at Oshkosh.
Thanks a lot to you for sharing Ultralight April 2020 here; these kind of ideas are were much needed. I really appreciate that you have provided the data too, really a useful blog for us. Looking for more in future with great content!
I’ve built a few of them and instructed in a MX2 for years
Ever seen a taildragger Eipper?
Variations on the theme, yes.
I appreciate your story but I must tell you Mark Smith of Tri-State Kite Sales was and is still a major force for the MX series with many many design improvements proven over the years thru his young apprentice Andy Aldridge. You should get out to the Posey Patch out by Mt. Vernon, Indiana or visit their website trikite.com for another history lesson. My first Quicksilver is featured under the misc.page, see basket case. I found Mark via Internet to pick up the MX for me in Ohio and I was in Jersey. A real story book ending to what should have turned out to be bad news. I fly the 400 now that is half 500 but that’s another story!