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Room after room is full of such high-end machine tools. But in hundreds of bins like these, Quicksilver Manufacturing has parts full to the brim. 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 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. To the relief of the hordes of Quicksilver supporters, this new Quicksilver company appears stable, and distinctively not as flashy as some of its predecessors. In an environment of doubt, stable is good, flashy is not. New Quicksilver president Carl von Hirsch and long-time friend and business partner Manuel Perez are far different than earlier leaders of the Southern California firm.
Carl and Manuel are down-to-earth hard-working hands-on managers. In fact, von Hirsch and Perez are the owners of several enterprises, of which Quicksilver Manufacturing is just one. This is good synergy, yet allows impressive hardware to be built at prices that make ultralight buyers smile.
These related companies do exotic work. The skill required is beyond my ability to comprehend, but it was easy to see this was highly exacting work that evidently pleases Boeing, the largest airplane manufacturer in the world. Right alongside these beautiful parts were accumulating bins of parts for Quicksilver kits.
So Quicksilver Manufacturing can do some solid work and is run by the kind of people you are inclined to trust. But what is their commitment to the ultralight business? Will they abandon the effort at the first downturn in the market? Before any of these former Quicksilver company dealers signed new dealer agreements, Quicksilver Manufacturing had better than 30 complete kits sitting on heavy steel shelving. Pallets loaded up high by fork lifts held two kits per pallet.
Too many bins to count were brimming with parts. One dealer asked how soon he could get a kit. Will this admirable performance keep up? No one knows, except probably von Hirsch and Perez. But it sure looks promising. E-mail opinions flew after the mid-January gathering. These people believe in the aircraft they produce and they believe in each other [enough] to make Quicksilver the number one ultralight aircraft company in the world [again]. A lot of the old Quicksilver employees are there again.
They were delivered on time and were of excellent quality. The credit card entry was dated after the parts were shipped. And as the company got further and further into trouble, the service got worse, deepening the spiral. You could wonder if the same will happen again after the blush wears off. If Quicksilver business dips a little, the partners can build more Boeing parts and ride out the downturn.
On the other hand, once enough people are convinced the situation has stabilized, it is likely to feed on itself and only get better. The Quicksilver MX series has outlived all the corporate head rolling and the repeated changes of ownership. Naturally, the design has its detractors. Any leader does. The Quicksilver lacks some of the amenities many ultralighters have come to accept as usual and normal even if dedicated Part supporters regard these same items as unnecessary.
Such things as enclosed cabins and built-in instrument panels have become popular. However, those extra features often add weight that affects how our favorite ultralights fly. One area where I add my critical voice is the Spartan Quicksilver cockpit involving the seats and belts. The latter are simply insufficient, since only lap seat belts are supplied as standard. Especially in an open-cockpit ultralight like the Quicksilver, such belts are not good enough if the ultralight is violently upset.
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