LSA seaplanes constitute a highly fluid market yet we can see clues suggesting what might be ahead for some of the main brands. With summertime approaching, this State-of-the-Sector article attempts to keep up with the rapidly changing landscape (or waterscape).
We'll first look at two high-end entries that have been in the news and conclude with present LSA seaplanes and their status in the market.
Russ continued, "Founder Paul Vickers said the company is now raising capital to fund the push to begin deliveries on its backlog."
Vickers added, "The plane has finished its flight testing and shook out with a 120-knot cruise and useful load of 750 pounds with a Rotax 916 iS pushing it along."
Paul said the company is planning to manufacture Wave in the U.S. "Most current investors are Americans," Paul noted. A U.S. customer will receive the first Wave.
Wave has had a long development cycle but their timing with Mosaic approaching next year looks prescient.
“The decision to designate a stalking horse bidder underscores our commitment to ensuring the long-term viability of our business,” said Jerry Meyer, CEO of Icon. “We believe that this proactive approach will help employees, partners, and customers have confidence in our ongoing operations, enabling the company to achieve the best possible outcome.”
Icon reported that during their bankruptcy process the California company will continue to build, sell, and service its amphibious A5 LSA seaplane. The company noted the bankruptcy sale is expected to continue through late May 2024.
Icon announced more promising news
However, Searey won 
According to a party I know to be reliable, new buyers are ready and have proposed to reacquire the onetime American company. Even original designer Kerry Ritcher is said to be part of the group interested in taking over from the Chinese. While plans remain uncertain, an American group could quickly breathe life back into a moribund brand. In recent years, the company's appearance at airshows was modest and unenthusiastic. Over the last year, no one has answered the phones. Now the factory is shuttered.
Under lock without access, Progressive Aerodyne is reportedly packed into containers in their former factory, while the rent continues unpaid. It looks dire, but a moderately-well-funded investor group could get up and running fairly quickly, it was imagined. The parts business alone has sustained the company and offers a route back to normal operation; reviving that would be a relief to current Searey owners. Action will depend on current ownership making a decision; when that may happen is not known.
Yet combined with the original talent that created this popular LSA seaplane, new investors could quickly brighten those cloudy skies.
The lightest-of-SLSA-seaplanes 
"The company owes several million dollars to creditors and customers," a reliable source told me. "Employees have voiced concerns and some are taking action." Seamax leaders have reportedly managed to keep their core team using "informal payments."
"In North America, the Brazilian company allegedly has more than a dozen orders to fulfill, to customers that have made substantial deposits." The prognosis for those deliveries is unknown, though the company reportedly delivered one aircraft to America recently using unorthodox channels.
While “buyer beware” is always good advice, one thing I've learned from decades of reporting on this particular sector of aviation: Never write off a worthy design as dead and gone. I've seen many popular aircraft such as Seamax return after internal reforms or under new leadership..
Let's do this up front: the price of a ready-to-ship kit is $59,900. It's available today.
"Due to enhancements in our production capabilities," Aero Adventure stated in a recent mailing, "we produced an additional kit beyond our standard production last month (April, 2024), which is now available for purchase!"
Compare a low price and immediate delivery to any of the aircraft above. It seems like an earlier time when people could actually afford stuff and dealers had products in-stock, ready to deliver. Of course, you'll have to add an engine, avionics, and you might want to doll up the interior but the base price is righteous.
For not much more than $100,000 you could be airborne in a brand-new, well-proven seaplane from a stable manufacturer that is growing their enterprise. Given almost everything you buy has doubled in price during the 2020s, Aventura seems a genuine bargain in 2024.
If you believe it's worth a closer look, 
I have often written about many seaworthy aircraft and invite you to 
One of the most active sectors in light aviation is LSA seaplanes. We’ve seen ups and downs, arrivals and departures of LSA seaplane producers. Admittedly, these flying machines are more complex than current-day LSA. For example, amphibs need retractable landing gear and substantial boat hulls able to take water loads. LSA seaplanes constitute a highly fluid market yet we can see clues suggesting what might be ahead for some of the main brands. With summertime approaching, this State-of-the-Sector article attempts to keep up with the rapidly changing landscape (or waterscape). We’ll first look at two high-end entries that have been in the news and conclude with present LSA seaplanes and their status in the market. Vickers Wave Writing for AVweb (part of Firecrown, which also owns Flying and ByDanJohnson.com plus several other publications), my fellow aviation journalist Russ Niles stated, “New Zealand-based Vickers Aircraft Company says it intends to make its first delivery of the Wave two-place amphibious aircraft to a U.S.
Super Petrel has a long history; some 400 are flying around the world. In addition, the current producer, 
The timing was perfect as Rodrigo has always said, “You begin with the engine and build the aircraft around it.”
Besides the more potent engine, Scoda engineers have been busy. The latest version shows several improvements.
Larger tires with 
The fuel system now has two separate header tanks located behind the baggage compartment resulting in a 60% increase in capacity. On-board fuel has been increased as well.
"Remarkably, the aircraft empty weight is nearly the same as the current Super Petrel LS model with Rotax 914 at 870 pounds," said Roger. "The ballast water system now has a gauge on the G3X along with a panel switch to add or remove water while while operating the aircraft on the water," he added.
The landing gear is electrically actuated and hydraulically operated with a mechanical release behind the pilot seat. The doors are gone and replaced by the full canopy. The canopy can be completely operated by hand or, once unlocked, operated by a hydraulic assist. Visibility has been greatly improved with the new canopy design.
"In the beginning we were offering the aircraft with either the Rotax 912iS or the 915iS engines," Roger recalled. Yet, "All twelve aircraft sold thus far have been the 141-horsepower 915iS engines. We decided to take the 912iS off the table."
This video provides additional information and visuals.
https://youtu.be/YOuv5B8IQUs
Seamax
Inside the tent, we did an interview with 
Winter has finally released its icy grip on the northern states that were so punished over the past few months. Here in the "Sunshine State" of Florida, it feels like summer. So what do pilots do in the summertime, in Florida? Go fly seaplanes, of course? What else? Indeed, quite a flock of seaplanes and floatplanes converged on the central Florida city of Tavares, about 45 minutes driving time northwest of Orlando. Appropriately, the area is known as "lakes district" for all the bodies of water. City leaders portray the Tavares as "America's Seaplane City" and to reinforce that, they have developed their lakefront to include a very welcoming seaplane base with bigger plans underway. On Saturday, April 26th more than 40 seaplanes flew in for the event. One of those was Edra Aeronautica's Super Petrel LS, one of the newest Special LSA in the fleet. My friend and Spruce Creek Fly-in neighbor, Brian Boucher, is the North American representative for this interesting seaplane and I finally got my first flight in it.
Super Petrel LS is a design said to be in its fifth generation. Indeed, I know of the model for more than 20 years. When I first discovered the seaplane, it was represented by a Canadian outfit. However, in 1997 aeronautical engineer and pilot Rodrigo Scoda founded 
Petrel offers a wide cabin like many Light-Sport Aircraft, 45 inches to be specific. Certainly it was roomy for two average-sized fellows like Brian and myself. The seats were exceptionally comfortable, with the seat cushion extending to your knees in a graceful curve that is very supportive. Only the seat back moves, through three positions that you set before entering. Some occupants may need additional cushions for position or comfort and Brian told one fellow he was too tall to fit; the man said he stood 6 foot 6 inches. The doors swing 180 degrees forward (photo) and can be removed for flying off land, which I would absolutely do ... being an old ultralight enthusiast. For choppy water operations, you'll probably want to keep them on as Super Petrel sits low in the water. However, the airplane also has a bilge pump if some water splashes in during takeoff. Indeed, the older version had only a summer windscreen and not a full enclosure. To accommodate moisture, Petrel's floor is hard surface. Brian's present Super Petrel has a mostly analog panel using a removable Garmin Aera for GPS and other digital functions. However, new models coming in will use Dynon's SkyView and can be configured in various ways. Although the model can handle 55 pounds of luggage, space to stow such gear is limited; fortunately, sport seaplanes are rarely used for long cross country flights where you need extra luggage.
Let's cover some basic specifications: Span is just under 29 feet; wing area is 161 square feet; wing loading is 8.2 pounds per square feet; empty weight is 775 pounds, according to the factory, though this depends on what equipment the owner installs; gross weight is not 1,430 pounds as you might expect but 1,320 pounds; useful load is 545 pounds; Fuel capacity is 25 gallons; so, payload with full fuel is 395 pounds; cockpit width is 45 inches; water takeoff run is less than 400 feet, according to published specs; wheel takeoff on hard surface is 260 feet; cruise is about 90 knots; never exceed speed is 114 knots; stall is 35 knots; maximum endurance is five hours.
On the ground, Super Petrel exhibits good manners and one great trick. Thanks to a swiveling nosewheel and differential braking operated by heel pads, Brian showed the airplane can turn around on even a narrow taxiway, turning handily within its own wingspan. The airplane is loaded very lightly on the nosewheel facilitating this, but that means you need to consider loading before flight. With one lightweight occupant, a placard tells you how much water ballast to add in a compartment in the nose. A hatch opens to reveal the nosewheel retract cavity and a water tank for such ballasting. With two normal size persons on board this step is not necessary. On the water, Super Petrel was very comfortable. You can whiz around on step like a speedboat and the low wings dip a sponson in the water to keep you level though flight controls also work well. Super Petrel is simple with no flaps and no water rudder. To maneuver on water a modest prop blast over the tailplane directs you amply well. You can swing the doors forward to allow more airflow though you'll want to keep a hand on them when turning in windier conditions.
In flight Super Petrel has very cooperative handling with almost no need to use the rudder pedals. I way overused them at first and then realized most of flight controlling is done with the joystick. Stall is very slow and docile, a word that can be fairly used to describe overall handling qualities. Takeoff from land or water involves full power and some back pressure. Landings proved to be easier than expected. Contrary to some seaplanes you flare Super Petrel and meet the water with the nose higher. Porpoising occurs with most seaplanes but Petrel quiets this easily with some back pressure. Done properly, Petrel is easy to land and after only two previous trials my third was smooth. Visibility is very good as you sit forward of the wings and watching for traffic in the air or on the water found no obstructions. Petrel uses the Rotax 912 or 914 but Brian is excited about the potential of the new 912 iS Sport with its higher torque and power output. "That's a great combination for seaplanes," he added. Finally, price: Brian's business, 
I flew with Brian to the City of 
