In mere days now, 
The central Florida airport is home to 
Those with a smaller budget should pay extra attention as the opening price of $25,000 is quite remarkable for a seaplane.
"Yes, that's right, [we're building] a single seater,” they said. “We are in the process of assisting some great Aero family members making one of the most awesome single seat aircraft on the market!" They promised to keep me advised and I'll report more as this emerges. Under leadership from Alex Rolinski, the Florida company has been exhibiting great energy in the pursuit of its enterprise.
Check out the full line of Aventura seaplanes at 
In mere days now, DeLand Showcase starts. The new event closes out the year’s shows. Find out more at their website. DeLand is a thriving year-round sport and recreational flying airport. It has very long been established as one of the world’s premiere skydiving centers. More than 30 parachuting-oriented enterprises employing hundreds of people keep DeLand humming all year with skydiving activity. It is known around globe by enthusiasts. Matter of fact, the timing of the DeLand Showcase leaned heavily on what Showcase director Jana Filip found upon collaborating with the skydiving community as she chose a date. Early November offers reasonably predictable weather and, true to form, the first two years of this show were wonderful with temperatures in the low 80s and lots of blue sky. I have my fingers crossed for a repeat of this year, but its hard to dispute years of carefully kept records by the skydivers — who also depend on good weather.
Now think of Merlin's price tag. It can be held to less than $50,000 today even with a four-stroke ASTM-compliant engine that provides an abundance of power for Merlin. That amount is approximately the same as $36,000 in 2002. Using the potent (and also ASTM-compliant) 
Merlin goes a further step beyond. The holes already have special, colored rivets that hold the parts in place. A builder removes them, does the under-skin work as needed — wiring, linkages, fuel lines — and re-rivets. I watched some of this occur and it is fairly amazing as a process. I might even attempt it and I'm not a builder.
With dedication and especially with some professional assistance as is possible today, a builder can finish the project in as little as two weeks.
Is that work effort worth it, considering you can hold the price below the once-expected price of a LSA? Only you can answer that question but Erwin's 
This week kicks off the truly gigantic trade show known by its sponsoring organization's abbreviation: 
I always find something of interest to the light aviation, recreational flying community. This year, I'm on the lookout for 
This weekend a firestorm erupted out of the blue. A wave of questions is ringing my phone, piling up text messages, and populating my social media accounts. Because it seems premature, I preferred not to weigh in on LSA weight but given the volume of comments, neither can I remain silent.
In addition, a shockingly near-term timeline for FAA to issue rulemaking further enforces the need to speak out now. I will provide information gleaned just an hour ago.
In case you missed the story, here's what 
I reached out to contacts in the agency and got a reply even though government is closed for Columbus Day. Here's what I learned from the group tasked with preparing this rule.
First — The announced date of "January 19, 2019" simply cannot happen. The team creating the rule does not possibly have the time to complete work by then. In fact, it is more likely "three to four years away." The new rule is a huge, sweeping effort that touches on many FAR parts; it cannot be completed on such a rushed schedule, nor would doing so be prudent.
Second — An effort is being made to align this major new regulation with the Basic Med rule, meaning that, yes, gross weight may go as high as was stated — and extra seats may be added — but, this is by no means determined yet. It will not even go before FAA's high level rulemaking council for initial determination until December …if then. At this time, "this is just at the discussion stage," reported my contact.
Third — LSA gross weight will rise but "not to a hard number" like 3,600 pounds. It will involve a maximum horsepower, a given stall speed, among other considerations, all of which will rely on the laws of physics to keep the aircraft design reasonable.
In July, in 
About this weekend's news, one U.S. supplier said, "I’m pretty worried." He's concerned people may hold off a purchase, waiting to see what happens. "I’ve seen it before," he added. However, since the new rule remains years away, no buyer ought to halt the joy of acquiring and flying a new aircraft.
Another industry expert said, "I hate being caught flat-footed like this." He remembered clearly what happened with the early announcement of medical changes.
While all the buzz today may be about gross weight, the light aircraft industry has other concerns about the regulations that 
Have you noticed how much LSA seaplanes pop up on this website and all over the web and print world? I admit to fascination with the developments these versatile aircraft are bringing to market but my attitude is shared by many others.
For example, I enjoyed reading 
As time passed, Icon has steadily raised the price of A5. What started as an affordable seaplane with innovative features has progressed to be an aircraft that even founder Kirk Hawkins agrees can only be bought by rather wealthy owners.
That same scenario can be used for 
Icon's "Fleet Access" program is a full-service sales and aircraft management solution that offers 50% and 25% ownership shares of the A5 and, "unlike many other programs in the industry, will also allow owners to use other shared A5 aircraft in various locations across the U.S. as if they were their own." This is different than other fractional programs I've examined and it provides all scheduled maintenance, storage, insurance, scheduling, dispatch, staging, and more. They can even help with one of their custom designed trailers.
No, this isn't a partnership program where you have to find several other partners and then administrate the cooperation. That's a fine idea but it has never become popular as it takes some level of bureaucracy. Icon eliminates that effort by managing the program itself.
So, what will this cost?
A 25% share — probably enough for most pilots I know — will cost $95,000 if you sign up early enough. Add to that a $900 "monthly management fee" that will cover storage, scheduling, and insurance, plus a $75 hourly fee. For many readers, this may still be too much but for some this could be a good option. If t works for you, contact Icon at this 
Can your interest be turned into a money-making proposition? Yes, it can.
You can be an Icon Advocate.
Enroll in their program and refer someone who buys — you could make $10,000. Refer someone who wants to offer A5 flight training, become a Service Provider, or join as a Sales Advocate and you can earn $15,000.
Do this a few times — no limit is imposed on the program — and you might earn enough for your own airplane, though admittedly you'll have to do this many times to afford your own A5.
While I could wish an A5 hadn't reached such top-of-the-category pricing
So far, at least three entries
Had Mike written a regulation back then to include multicopters like Scorpion he would surely have been relocated to some remote post where his craziness would not be obvious.
Yet multicopters seems to be everywhere and now, FAA has issued a formal letter saying, basically, "Yeah, it's a Part 103 ultralight."
Some readers who read the 
If you want to read more about the company's view of Scorpion, 
FAA's Light-Sport Aircraft category involves quite the intriguing mixture of aircraft. Fixed wing aircraft of many descriptions, weight shift, powered parachute, gyroplanes, motorgliders, seaplanes, of course, and, lighter-than-air. 
Leandro observes that established balloon manufacturers are accustomed to working in the FAA or CAA certified aircraft environment, often building large balloons used commercially to give rides. These producers have smaller aircraft but evidently pursue the higher cost variations. They may not be familiar with ASTM standards as used for all Light-Sport Aircraft and no others have chosen to address the LSA market.
Because no prior company has offered an aircraft using those standards, it seems likely FAA will want to audit this first LTA entry. Until passing muster with FAA, FlyDoo can be made available as an Experimental-Amateur Built.
Over many years, you have found 
Our new associate, Steve Beste, wrote an excellent article for his club newsletter and I will summarize that piece in another post.
In his article, he wrote, "[Along with better training] the other change since those days is the large horizontal stabilizer, mounted well aft. Some machines were prone to PIO, pilot-induced oscillations in pitch. The pilot would chase the oscillations, only making them worse until the gyro did a fatal bunt over. The large tail that Magni invented – as is used on all modern gyros – has fixed that."
As you can see, 
"[However, FAA's] data is not clean," Steve observed. I am well aware of this problem. Uncertainty about data accuracy of "alternative" LSA is why we have reported fixed wing Special LSA, only offering guesses for weight shift trikes, powered parachutes, gyroplanes, motorgliders, and more.
However, we hope that will now change and our market share reporting will be more inclusive. Hurray!
Problems in FAA's database is not caused by incompetent clerks. Agency personnel must sort through inconsistently-reported aircraft. If, as Steve pointed out in one example, the registered name of the aircraft is slightly different, it won't show up on a casual investigation.
He added, "There's no end of that kind of thing …just so we know the limitations on this exercise. But with that understanding, I love this kind of thing, I have the skills to do it, and would be honored to support your good work for the sport." All such reporting will be available on the home page when fresh and catalogued on its own space found by 
Chuck's son Jim Vanek took over the business and revamped the Vancraft designs. He said his "award-winning, world’s-first, two-place gyroplane took the prestigious Charles Lindbergh award at the Oshkosh airshow in 1985." The company also reports his Sport Copter II design was voted as one of the Top Ten Best Designs at AirVenture in 2011.
An airshow performer, Jim said he wrote the parameters and guidelines for gyroplane looping for the FAA in 1998 after performing the world’s first loop in a conventional gyroplane, in 1997. The company's website reports, "He is the only gyro pilot in the world that holds an International Council of Air Shows card for gyroplane looping and rolling." Don't even think about trying this yourself, however.
The company said, "We offer 22 thru 28 foot rotor blades of our own design with a lift capability from ultralight thru 1,200 pounds gross weight." They added, "We are the only manufacturer that test flies all blade sets prior to shipping." For export, Rotor Flight will fully build their aircraft but in the USA, FAA will only permit them to deliver kits, the same as all gyroplane producers.
As with all the modern gyroplanes, Rotor Flight uses a substantial tailplane. "The Dominator [series of one and two-place machines] incorporate the Tall Tail design for stability." Asked how their product differs, the company's website states, "What makes the Dominator so unique is its high profile design. It sits up very high off the ground."
LSA seaplanes have provided some of the most interesting new developments in aviation. Perhaps interest stems from the vast numbers of landable waterways compared to runways. Perhaps it's the versatility of amphibians. Maybe people are simple drawn by the good looks or unique qualities of entries.
Among the several projects, one of the most fascinating has been the hybrid electric seaplane called Equator P2 Xcursion, from Norway. I have reported on P2 Xcursion before; 
Part of the innovation Tomas introduced is a novel hybrid propulsion system to provide range, fuel efficiency and redundancy with all the benefits of electric power. With a purpose-designed control management system, the total pilot workload is reduced and higher levels of security are achieved, he believes.
Further innovation is a fly-by-wire rudder and drive-by-wire nosewheel. "Both are experimental technologies, Tomas explained, "that we believe may make it simpler for the prospective owner and pilot to learn how to fly. No more hand and foot coordination, here you can put your feet up high and use your hands only for all control inputs."
P2 Xcursion's thrust is provided by an unusual aviation powerplant involving three elements: a motor spinning the prop; an electric generator supplying the motor and batteries; and an internal combustion engine powering the generator. At this time, P2 has both a test and boost battery plus it has the required electronic control unit (ECU).
As a sum, the three elements weigh 233 pounds, roughly the weight of a legacy 100 horsepower aviation powerplant.
Batteries and controllers add to the weight, perhaps explaining the gross weight of 750 kilograms or 1,653 pounds. This weight and electric propulsion would eliminate P2 Xcursion except FAA is presently considering both electric power and a different way to calculate gross weight that would disregard the current 1,430 pound (650 kg) LSA seaplane weight limit. See more on 
Many years later, Equator's P2 Xcursion first took flight in spring of 2018.
That accomplishment, while no doubt immensely satisfying, opened the next chapter: raising the money to go forward with the project.
"We are delighted and very proud to announce that Equator Aircraft AS has successfully achieved its Seedrs crowdfunding initial target investment," the company wrote. "The Equator team expresses a huge thank you to nearly 400 investors who share Equator's vision and have committed almost €160,000 (about $185,000) to date." While a tiny fraction of what Icon Aircraft has generated, this sum will evidently allow Tomas and team to proceed. You can help if you are so motivated using 
Recently, seaplane enthusiast and businessman Paul Richards informed us of a move for a leading producer of floats for light aviation: Clamar.
Paul wrote, "
"Clamar’s new manufacturing facility will leverage a recently commissioned, advanced composites manufacturing center which includes an environmentally controlled layup room, high temperature processing oven, paint booth and advanced machining suite," said Paul.
“I’ve been fascinated by water flying my entire life,” said Clair Sceli. ”I’ve been flying for over 50 years and for the past 20 focused on designing and building the best composite floats in the world. It is gratifying to see my products on 28 different airframes and the Clamar brand has been so widely accepted that my current facility was bursting at the seams trying to keep up."
Clair continued his explation, "Undertaking a capital expansion at my stage of life seemed like the wrong decision so I sought out people who could support my customers from a world class facility and was fortunate to partner with Paul Richards and the folks in Brunswick, Maine.” Clamar's product line ranges from LSA (the 1400 series was designed for the Flight Design CTLS) to a 3500 class for heavier aircraft.
This article was 
Vendors in attendance logged steady demo flights to prospective customers. 
Airport manager Chris Collins forwarded more photos of the ceremony dedicating the SW21 Jet to the Mt. Vernon airport. Of the one with Jon Hansen reverently touching the main support for the aircraft he donated to the airport, Chris said, "I love this shot!"
In the lower image, Chris identified all the parties that helped make this unusual light aircraft display possible.
Many pilots expect the first appearance of a new model at the biggest airshows, but here's one of those times when the sector-specific shows win. It's all about timing and the new Aeroprakt A32 just won it's SLSA approval (#147 on our 
First blush: This is a great flying airplane, reflecting Aeroprakt's experience producing more than 1,000 of the predecessor 
When deploying or retracting flaps, the pitch change is very minor. True, two notches is only 20° of flaps but deploying them made quite an aerodynamic change, just not a pitch change. On one landing I made with no flaps, I had to raise the nose significantly high to put A32 on the ground.
A32 uses a full flying stabilator, a change from A22 and it was more responsive than the former. It will take a bit longer to get used to but it is a powerful surface. On takeoff, importer Dennis Long demonstrated how immediate the stabilator will lift the nose off the ground. In fact, that's his preferred takeoff technique: power to full, almost immediately pull aft on the Y-stick, control the nose so it sits a few inches off the runway, and let A32 then fly herself into the air. I followed his method and it worked wonderfully well.
A32 uses the identical wing from A22 from the fuselage root out. However, the many clean-ups of the fuselage — and they are many, which you will see more fully in the Video Pilot Report to follow after editing — make the new model more efficient. A pilot literally has to work at getting it back on the ground …and that's a good thing.
I reduced power to 3000 rpm abeam my touchdown target and then began to retard speed, lowering one notch of flaps after we got in flap speed range (<93 mph). On base leg I had both notches in and was monitoring my speed carefully. Using 60-65 mph was fine on base turning final but I moved it to 55-60 on short final and was ideally at 50-55 over the numbers.
With two notches of flaps and with a modest headwind, A32 landed very short. You have excellent visibility on landing as you do in flight in A32 Vixxen. It lacks a skylight but otherwise offers a wide view all around. I could even watch as the main gear touched down (when Dennis was controlling the aircraft).
Takeoff and landing has been quoted at "under 100 meters" (300 feet) and I believe it. No question it was short, assuming, of course, decent technique.
A32 Vixxen was easy to fly with a joystick that provided enough feedback yet offered crisp response. In flight, I found the aircraft very well behaved and suitable for less experienced flyers, naturally assuming proper instruction and transition training.
In all, I think Aeroprakt has a winner. Dennis Long equipped this particular example with most available options, including the 
The biggest airshows in recreational aviation are history for 2018. I refer to 
The sector specific shows are much smaller. That's a good thing.
Arguably, the most interesting shows are the smaller ones, those with more modest venues but where you can get more face time with company leaders or pilots. Not only can you have longer, more productive conversations but you can fly more aircraft. You can really ask a lot of questions as you make an aircraft purchase.
Plus, you won't wear out your sneakers with the long hikes of the big events.
In between and up next: 
We start in September, pop up two months later in Florida, kick off the new year two months later in central Florida, and anticipate spring a month later in Arizona. In all, I'd call this an active schedule serving much of the recreational flying community. I'd hope you could make at least a couple of these if not all four.
If you do, wave when you see Dave and I whizzing about shooting video of all the coolest airplanes we can find. We'd love to see you on site — by all means, say "Hi!" — but if you can't make them all, we'll do our best to cover them.
Then, as spring really gets going, we return to Sun 'n Fun, followed by Aero and Oshkosh. What fun!
American producers were the kings of kits, an effort that calls for good assembly instructions and technical support plus groups that can help each other. These two activities represent night and day differences.
However, in the years since the regulation arrived, American companies have significantly caught up.
Indeed, as September and the 14th anniversary of the SP/LSA rule arrived, Van's released news of a major change.
"
As many readers know, nearby Synergy Air was Van’s assembly partner for several years. "[They have] done a tremendous job for Van’s and our customers," stated Van's. Synergy Air will continue to work with Van's but will return to concentrate on builder-assist activities.
Van's issued a series of questions and answers to address this fairly significant change.
The natural evolution and success of both businesses has brought us to where we are today. Synergy has become even more focused on the business of assisting Van’s Aircraft’s customers in building their RV airplanes. As the SLSA program has matured, Van’s has expanded its workforce and capabilities to include marketing and aircraft construction. This change represents the next logical step in both companies’ successful business growth.
You can and should expect excellent quality from a business that continuously strives to improve its products and services. Van's approach is to delivering the highest quality products. Our aircraft assembly and delivery department — a dedicated team focused on just that portion of our business — is staffed by experts with years of RV-12 building experience. Van's will, as always, strive to adopt and leverage new, innovative processes and technology to drive its ongoing quality program.
No, not at all. This change is the result of mutual successes, and represents a natural and positive evolution of both businesses. It will enable both companies to deliver even more, both in partnership and separately.
In this article, I am writing about one of most affordable aircraft you can build. Legal Eagle is not available either fully built or in a full kit.
A genuine, qualifying Part 103 ultralight vehicle, Legal Eagle ultralight weighs only 244 pounds. The three axis aircraft is designed around the four stroke half VW engine producing 30 horsepower, more than enough power for most applications.
A slightly enlarged version of the original, the Legal Eagle XL Ultralight can handle a 275 pound pilot yet has an empty weight of just 246 pounds …so it also makes the grade as an ultralight.
The original Legal Eagle limited the pilot weight to 225 pounds. Physically bigger pilots also needed a wider, taller seat plus more wing area and span was needed to carry the added pilot weight. A solution resulted in the XL design.
How low can the price go?
According to the company and its proprietor, Leonard Milholland, the cost to build a Legal Eagle is $3,000 to $5,000 …depending on your scrounging ability. "I have less than $500 hard cash in mine but I had the engine and most of the tubing, etcetera," said Leonard.
Will a kit be made available? "No," said Leonard, "that probably won't ever happen." He added, "The whole idea of this design is to keep it economical. You can afford it if you want to do the work."
If that isn't for you, well, you have many fine choices in fully built aircraft although you may be able to find a Legal Eagle somebody else built.
A simple machine, Legal Eagle is for pilots looking to have a little fun in the air on the most modest of budgets.
You buy a set of plans for $50 and invest six to nine months of your time. Other packages offer a series of videos and more details. Some builders will choose the welded fuselage and a materials kit though these will increase costs beyond the bare minimum.
Leonard reported, "I started [my company by supplying] the Better Half VW 2 Cylinder Engine conversion in about 1993, and so far have sold about 5,000 plans of this conversion. One unique feature is the fact that there is no need to cut that case!"
He added, "Somewhere between 450 and 600 of these engine conversions have been built and are flying today... including on dozens on flying Leagle Eagles.
One essential visit at 
Quad City’s partner, National Ultralight, said “[Our new] EL-65 is a long wing, two seat, high power, high lift aircraft well suited for amphibious floats, heavy loads and high density altitudes. The new ES-65 is a clip wing derivative of the EL-65 optimized for speed with a wing four feet shorter.
The first single seat Challenger ultralight a third of a century ago evolved into a full line of kit-built aircraft with a wide mix of models, options and accessories. A new Challenger 103 expands the line back to the grass roots and the new Challenger Light Sports are the line's most dramatic ever step forward. (Note that Quad City does not offer a fully-built SLSA model despite use of the Light Sport term; all Challengers are kits.)
“Affordable” is a variable term that depends on an individual’s budget. What one pilot might afford another cannot. Yet how about this offer from Quad City? “Quick-build packages including airframe, instruments, engine, prop, […everything you need] start at $29,975.” I have to judge that a remarkable bargain in light aviation.
While this space is usually dedicated to cool new airplanes — not boring government policy reviews …yawn! — this article will provide some rays of light to an industry approaching its 15th birthday (in September 2019). I think some of this may surprise you.
After many meetings with high-level FAA executives and project managers, we are pleased to report that ALL these objectives and one more — increasing the gross weight of LSA — are included in FAA’s present actions regarding rule making. Note that gross weight will probably be determined by a new system other than a fixed-weight number but the exact formula is pending while FAA finalizes their regulation plans.
To repeat, ALL these objectives are on FAA’s list for inclusion in eventual rule making.
“Eventual” is a key word, however…
Work Far from Done
In 2018, neither aircraft manufacturers nor pilots can take advantage of these new opportunities. While the future appears to hold great promise, LAMA and USUA have sought a faster solution. The changes sought should broaden the appeal of LSA leading to not only more sales but a higher value for the aircraft you buy.
We are proud of what we’ve been able to accomplish on the skinniest of budgets but we did not fly solo.
We also sought, and received, support for our initiatives from big organizations such as EAA, AOPA, and GAMA. While these giants of aviation first serve their own members, LAMA is 100% focused on light aircraft.
Rulemaking will consume at least three years and it could be even longer before such rules go into force, assuming no changes of present course.
Three to five years is a long time to wait for change for an industry not even 15 years old.
So, following a direct request from top FAA executives, we submitted a comprehensive business case for a program that we hope will much sooner allow manufacturers, dealers, owners, operators, and pilots to exercise the core-four-plus-one privileges.
The program we proposed is an evaluation and data-gathering period which will give FAA precisely what managers and executives say they need ("more data") in order to get approval to change current regulations.
LAMA’s plan will help industry and pilots but it will also help FAA.
Allowing industry and pilots to gain new opportunities under controlled circumstances can give everyone privileges in the near(er) term while generating valuable data for FAA to use in justifying regulation change.
LAMA and USUA are pleased to supply such a great outlook but caution that it took more than four years of hard work to get to this point and, as a much-revered author once wrote, "Anything can happen. Nothing has to happen." Nonetheless, we pledge to keep moving forward toward these goals.
We simply had to do a video interview with the developer of the 1930s-era Ryan ST because of its fascinating history and its handsome good looks. If you love vintage aviation, this should grab your attention as it did mine.
Nick Pfannenstiel is a young developer with a mission, to create or, more accurately, re-create the Ryan ST. He began the design phase of his 95% scale Ryan ST in June 2015 and construction began in early 2016. By 2018, you see the aircraft is nearly finished form.
Ryan's ST featured two open cockpits in tandem seating with a semi-monocoque metal fuselage. A main steel ring forms the backbone of the Ryan ST replica but most of the fuselage uses aluminium alloy
The project is not merely a personal fascination for Nick. He will be selling a builder's kit and specifically chose the 95% scale to make it enough lighter to use modern engines. Nick explains this further in the video. He expects first flight fairly early in 2019.
He plans to offer motor mounts for either D-Motor LF-39 or 
Thanks to Nick's effort, you won't have to spend nearly that much; he has established a price for his kit: $31,890, not including considerable effort to polish the aluminum as you see in the nearby photos. A quick-build option for $3,000 will likely be popular.
"We estimate that if a builder really splurges on the kit, he or she should be able to get in the air for less than $75,000," Nick estimated. Build time will exceed 1,000 hours but this is modern, CAD-designed kit.
Nick and his Timber Tiger Aircraft company are located in Brighton, Colorado. 
The first Ryan ST flew for the first time on June 8th, 1934 and production began the following year, when nine aircraft were delivered. Production rates remained low — about one aircraft every two weeks — but this changed in 1940 when deliveries to military forces began in earnest to support the war effort. Total production of civil and military aircraft before WWII numbered 315. Another 1,253 military versions were produced in '42-'43 totaling 1,568 aircraft of all models.
Hear Nick describe his creation in this video.
https://youtu.be/uLxKNwAkvZs
At present a few companies are actively delivering airplanes that have proven themselves over several years of operation. One of those is SeaMax, formerly delivered by a company known by its Portuguese name, Airmax Construções Aeronauticas.
Now, welcome the simpler SeaMax Aircraft.
The manufacturer of the SeaMax M-22 announced a company rebranding last week. As part of its strategy to enter into the U.S. market, the company changed its logo and named the company after its prominent aircraft model.
“Our new brand, 
The company now known as SeaMax Aircraft reports manufacturing 152 of its amphibious aircraft. SeaMax M-22, a design by Miguel Rosario, has been delivered to more than 20 countries. In the last year the company established a presence in the U.S. market.
Manufacturing continues at its factory in the state of Sao Paulo, Brazil but the company now has facilities in Daytona Beach, Florida. SeaMax Aircraft is located on the campus of Embry Riddle Aeronautical University, which opened an incubator to encourage innovative companies that can also offer real-world experience to its student population.
"We have issued certification to some maintenance centers in the U.S. to provide technical assistance for our customers," reported Shalom. "Last month the company delivered and registered with FAA serial number 152, the first one under the new manufacturer’s name.
Naturally I want to include Searey and Aventura in identifying brands that are well established with long histories. 
Gilberto, 56, is a prominent and well known Brazilian engineer, holder of a PhD in Space Technology and has expertise in systems engineering, management systems, and risk management. He’s been in executive positions in both civil and defense industries in his country, including 18 years at high-level positions at Embraer. He has also work at Mectron (avionics sensors for defense), and held a graduate-level professorship at National Institute of Space Research (INPE).
Seamax won aeronautical awards, such as the prestigious "Outstanding Commercial SLSA” at Sun 'n Fun in the United States and the Schneider Cup in Italy. It has been featured in more than 40 specialized magazines around the world.
Seamax pioneered as one of the early Light-Sport amphibious aircraft to win FAA acceptance in the category — it appears in the #63 spot on our popular 