Progressive Aerodyne Archives - Page 2 of 4

Progressive Aerodyne

Website: http://www.searey.com

Email: sales@searey.com

Phone: 352-253-0108

Tavares, FL 32778 - USA

Post-Oshkosh 2013 Quick Review

By Dan Johnson || August 12, 2014 Leave a Comment

At the big show EAA likes to call the Summer Celebration of Flight, we rove the grounds seeking new airplanes, new engines or propulsion systems, new panel gear, updated models and more. In this very fast tour, we'll zoom around AirVenture for a glance at some airplanes and components that caught our attention. In subsequent posts we'll delve a bit more deeply into certain ideas we thought were novel. All photos accompanying this article are courtesy of Light Sport and Ultralight Flyer, producer of the 300+ videos you can find on this website. Rans showed off their new S-20 Raven. Those who thought designer and company boss Randy Schlitter got stuck on S-19 were wrong (it's never wise to think he's done designing). His new Raven combines elements of the S-6 and S-7, namely the side-by-side seating of the S-6, with the welded spaceframe and superwide door of the S-7. It also has the S-7's wings and that's great as this is one of their sweetest flying aircraft. However, for those who didn't like the S-7's tandem seating, well ... problem fixed. The S-20 also has easily removed, reclining seats that could make this quite a camping aircraft. A huge luggage area also helps. Here's more info. SkyReach showed off two of their still-very-modestly priced BushCats. You already know these airplanes but under the name Rainbow (former company) and Cheetah (former model name). SkyReach and their new U.S. distributors, Aero Sport Planes, unveiled a new taildragger version for the many that like "standard" gear, all decked out as a "Police" airplane though that was merely decoration not actual function. They also showed a model on some clean-looking composite amphibious floats. These are LSA you can afford, priced in the $50-60,000 range depending on equipment. Yes, you can obtain them in somewhat less attention-getting coloration. Here's more info. Quicksilver charged on the Oshkosh 2013 scene with three announcements: (1) a partnership with a company doing public-use aircraft. Ident LLC will employ the GT500 in a variation they call Mosquito; (2) the new EMG for Electric Motor Glider, a partnership with Brian and Carol Carpenter and their company Tangent Aviation; and (3) Quicksilver's Sport 2S that is nearly done with ASTM approval. It's taken this industry leader a long time to join the Special LSA sector, but new owners a year and half ago set out on the mission which will conclude with an FAA audit in September. Soon, you can buy a factory built Sport 2S for $39,995. The Temecula, California company will continue offering kits and will add ELSA after they win SLSA approval. Here's more info. Another company that did very well with kits over the last 20 years is Progressive Aerodyne, famous for their SeaRey flying boat that boats more than 500 kits flying. These owners compose an intensely loyal group of seaplane pilots but all had to push through the effort of kit building. For some, this is highly satisfying, but for lots of folks, building a fairly complex airplane kit is too much work or they don't have the time. Fear not, you can now buy a factory built SeaReay and you'll spend far less money than most other seaplanes. Plus you can have it soon, rather than waiting for your distant delivery slot to come to the top of the list. SeaRey gave demo rides daily at Oshkosh's Seaplane Base. Here's more info. It was here — you knew it as the Kappa KP-5 — and then it disappeared ... for several years. Now, welcome back to the renamed SkyLeader 600. More deluxe than before and with a high-fashion interior, SkyLeader uses the sliding bubble canopy and the excellent handling of the KP-5. Yet, the 600 upgraded the staggered seating that effectively gave more room in the older model by seating the two occupants unevenly to one another; not everyone loved it and the new SkyLeader 600 is bigger so side-by-side seats are still roomy for hamburger-loving Americans. SkyLeader is officially still Jihlavan Airplanes but you don't need to twist your tongue around the more challenging Czech brand name. Just say "SkyLeader" and call rep, Randell Dutton, based near Jacksonville, Florida (904-677-2408). Here's more info. CubCrafters continues to shine brightly in the LSA universe and the western company is maintaing their delivery pace (they'll likely exceed 50 units in 2013). One reason for their success is a potent 180-horsepower engine that lifts the CarbonCub SS (video) like a homesick angel. Now Czech-based Zlin has a related machine. The iCub and Savage used Rotax power, but a Titan engine gives Zlin's new Cub-S 180 horses to bring great vigor to a vintage design. American Legend is also having an improved year with the Cub-like concept so why not a third entry ... especially at a lower price point? U.S. distributor SportairUSA hosted visitors at a huge tent display with two Zlin airplanes inside, the other being the open sided Bobber that you can customize like a Harley motorcycle. Here's more info. Tecnam is a very active company with more LSA models than any other LSA supplier and more variations of those models than, well ... any company. Only Pipistrel comes close. One model we were eager to look over was SeaSky, an obvious name when you see the P92 model set atop amphibious floats. We shot a video with Florida-based representative Tristan Raab and how appropriate given his location at Winter Haven, home to world famous Jack Brown Seaplane Base where so many have earned their seaplane rating. Tecnam developed their own composite floats and Oshkosh visitors saw the first one in the USA. As summer gives way to fall and winter, you may want to contact Tristan about a flight in this newest Tecnam variant (518-428-0804). Here's more info. Tecnam's SeaSky is a recreational aircraft with its water capabilities but for those who want a smooth sleek speedster, how about one of the prettiest LSA on the market, P2008. A fine credit to Italian design, the P2008 is now more muscular, with the first ever installation of the powerful Rotax 914 turbocharged engine. If you live in one of the high elevation western states, this might be your bird of choice given it offers another 15 horses over the Rotax 912's 100-hp. However, you can only use 115-hp for a few minutes, so an important fact we learned was that the 914 can produce a higher percentage of the continuously available 100 horses to a much higher altitude, thanks to turbo boost that operates full time. Another worthy point: installing the 914 may take more engineering but operating the potent engine is simple. Here's more info. Sporty's Pilot Shop took some time to give up a preference for the Recreational Pilot certificate. However, as their annual sweepstakes shows, they've made the shift to Light-Sport now, giving away an American Legend this year and planning to award this (photo) sweet-looking RV-12 for next year. Plus, the lucky winning owner won't have to build it because Van's Aircraft partnered with local business Synergy Air to make dozen-lot runs of fully built RV-12s. The first ones bear a special marking, that of company founder and legendary designer, Dick VanGrunsven. The first 12 aircraft Synergy built includes this one that has Van's signature on the pilot's side. You can win this handsome, well-equipped aircraft just for buying something from Sportys and they've got a lot to offer so you ought to be able to find something you need or like. Here's more info. It appears the time for aerobatic Light-Sport Aircraft has arrived. First, we did a video about Tecnam's Snap single place aerobatic aircraft and at Oshkosh 2013, we found the Panther from Panther Sport Aircraft. Using a 100-horsepower Corvair engine, company boss and designer Dan Weseman says the also-single-place Panther can do "mild aerobatics, like an RV-4 can." The new aircraft offers a number of features, which you can catch on our video. Sold as an Experimental Amateur Built aircraft, Panther meets LSA parameters allowing use by a Sport Pilot certificate holder. Since it's a kit, the Florida-based company will support several different engine installations. Here's more info. Shown to the public for the first time at AirVenture 2012 (before they even had a name for it), Just Aircraft amazed last year's crowd with the takeoff and landing performance of their now-named SuperSTOL. I've flown this airplane (video) to find it has some of the most docile handling you can imagine from an airplane that looks rather extreme or radical. Yet it's the way it leaves the ground and perhaps even more so the way it returns to the runway that drops watcher's jaws to the ground. Flying with factory demo pilot and lead designer Troy Woodland, we made seven landings with the stick full aft from half way out in the airport pattern all the way to surface yet we had full control and the touchdown was pillow soft, every time. Even after experiencing it, the results are hard to accept. The nearby photo catches the wing in full operation with flaps deployed and leading edge slats out. You can also see the major shock absorbers on the main gear and another on the tailwheel. Here's more info. I've done some other writing about SkyCraft (see here) but we haven't shown you the engine installation. SkyCraft reported at Oshkosh that they are ready for the FAA to visit seeking the agency's acceptance as a new fully-built Special LSA (last year they were planning to offer a kit, but chose to go forward with factory building the Czech design). SkyCraft will use the Hirth F-23 two stroke engine. Helping to permit their very attractive price ($55,000), the company will install the dual ignition, fuel-injected 50-horsepower Hirth that operates at the refreshingly low fuel burn of just 1.8 gph. The lightweight engine gives a 1,000 hour time before overhaul but SkyCraft offers a free top-end overhaul at 500 hours. Likewise, their prop has a 600 hour overhaul point but when those hours are reached, SkyCraft is offering to replace the prop ... for free. This young company has some consumer-friendly ideas and, if it turns out as they expected at Oshkosh, they'll be the first single seater approved as a SLSA. Here's more info. Renegade Light Sport Aircraft worked for many months on installing the Lycoming O-233 LSA engine into a pair of FK-12 Comets. The now-Florida-based company cited difficulties working with the Poland-based FK Lightplane manufacturer as a reason to stop that effort, but they immediately turned their attention to an aircraft modeled after of the Pitts S1S. Another biplane the Pitts has quite a reputation as a high performing small aircraft that is not burdensome to own and operate. Renegade plans to enlarge the cockpit and make significant use of carbon fiber to keep the single seater light and agile. At Oshkosh, they showed the Lil' Rascal (they can't use the Pitts name, of course) in nearly full clothing. We'll keep an eye on this development. Here's more info. We already reported and lots of other media have offered plenty of media to GreenWing International, the producer of the now-on-sale eSpyder pure electric aircraft. The company was featured in EAA's Innovations pavilion and flew a two-aircraft airshow routine, which you could hardly hear as the electric motor is quieter at full power than two people having a conversation. Another thing we didn't hear much about was charging the batteries. Our nearby photo show a buttoned-up eSpyder taking on juice for another hour-long flight. The smart charger talks via Bluetooth technology to each battery cell, assessing the health and needs of each segment of the battery set. Note the big power plug kept out of morning moisture (arrow). Such "fueling" is a new requirement for aircraft flying at Oshkosh, but the volunteers in the Ultralight Area handled it like old pros. Here's more info. eSpdyer wasn't the only electric aircraft regularly flying at Oshkosh. Mark Bierle flew his eGull as he has for the last few years. This soft-spoken but brilliant designer has been hard at work on electric power for several years and may be one of the most innovative in trying new ideas. This year he had a particularly potent motor in the usual pusher configuration. reportedly delivering the equivalent of 55 horsepower, Mark's lightweight, single place eGull zoomed into the sky with great enthusiasm. Since pilots seem to always vote for more rather than less power, I can imagine this could be a trend started by Bierle that might play out among other electric aircraft producers. One downside is that a bigger motor empties batteries quicker, but the same can be said about bigger gasoline engines burning more fuel yet that doesn't appear to have reduced demand for bigger engines. Here's more info. As I wind up this quick tour of interesting stuff at Oshkosh, I have to pay a bit of tribute to one of our longtime aircraft suppliers, Quad City Ultralight Aircraft. This company has delivered more than 3,500 aircraft, every one of them very reasonably priced. They're also all kit aircraft but it's clear the building proposition hasn't discouraged many from taking to the skies. Now, the company was able to trumpet its 30th anniversary and all the while the company has had the same leader, Dave Goulet. Congratulations to Dave and his team for a job well done over a long, long time. As if in honor of the company's birthday, three of four AirVenture 2013 awards in the Ultralight category went to Challenger builders including LSA Grand Champion, Gold Lindy winner Mike Riley. Here's more info. Last but certainly not least in my mind was a salute to an old friend who sadly won't be joining us anymore. Frank Beagle was for years the announcer for the Ultralight Area. His powerful bass voice could be heard throughout the public address system pretty much all day every day and he knew his light aircraft. So, it seems enormously fitting that the leaders and volunteers of this part of Oshkosh named the announcer's stand "The Beagles Nest" complete with a large plaque to commemorate Frank's decades of volunteer effort on behalf of light, recreational aviation. A dedicated 'Dac (Pterodactyl ultralight) pilot, Frank was also a friend to me and many others so we can all take pleasure at seeing his name emblazoned on the side of the announcer's stand. A tribute was also held for Frank during Oshkosh 2013.

First Searey Amphib Flight School & Design News

By Dan Johnson || July 25, 2014 Leave a Comment

It's summertime and the flying is easy ... especially when it's on the water. That's fine for everybody who is already qualified. What if you're new to seaplanes (or LSA in general)? How could you obtain instruction if you want to buy a new Searey? Training is optimal when done in a very similar airplane if not the same exact model you have in mind. Insurance companies may require aircraft-specific preparation. "With the addition of a [factory-built] Searey to its fleet, Chesapeake Sport Pilot flight school has become the first flight school in the world to offer flight training on the popular amphibious light sport seaplane," said spokesperson Helen Woods of the Stevensville, Maryland company. Chesapeake also teaches in other LSA models. Chief Flight Instructor Woods reports 300 Seareys flying in the U.S. and over 500 flying world wide. "Until now, it was often difficult to obtain quality training to fly a Searey," said Helen, "since a pilot had to own his own Searey before receiving training." Chesapeake supplies a Searey as part of their training course. Chesapeake's Searey is well equipped for training: Rotax 912 engine; Advanced Flight Systems EFIS; Garmin GPS with XM weather and TFRs; and a carbon fiber hull. "It has all of the equipment we need plus a good useful load," explained Woods. Helen and fellow Chesapeake instructor Dan Wroe are both accredited as Searey flight instructors through the Searey Flight Instructors Association. This assures quality and standardization of training as well as offering better insurance rates from certain insurance companies for students who train under accredited Searey instructors. Chesapeake offers a variety of training options for Searey students including seaplane ratings, tailwheel endorsements, flight reviews, and insurance checkouts. Find out more at 410-604-1717, via email or Chesapeake's website. Progressive Aerodyne, the Tavares, Florida-based designer and manufacturer of the Searey has been busy lately. While the marketing efforts have been establishing a base camp in China), engineers lead by founding designer, Kerry Richter have upgraded the well-established aircraft. The company announced a new Frise aileron design that can be fitted to all new factory-built and Searey kit airplanes. According to Progressive Aerodyne engineers, the freer airflow aileron "provides Searey airplanes with more balanced and responsive control, especially in severe conditions and wind gusts." The company reported that it conducted extensive static load and flight testing on the new aileron and the results exceeded design standards and expectations. Implementing such improvements is far less costly and time consuming for LSA under ASTM standards airplanes compared to Type Certified aircraft under FAR Part 23. Progressive Aerodyne said, "The new aileron can be retrofitted for experimental LSX and SLSA models and owners interested in retrofitting them may contact the manufacturer. • Engineers also created a new sliding canopy design that can be open in any position during flight and now offers an additional three inches in height. The prototype canopy will make its debut at AirVenture 2015 where you can take a seat and see for yourself. • Finally, Progressive Aerodyne will be previewing their 2015 look with a stylish new paint scheme. Seaplane and aviation enthusiasts are invited to space #12 at the Oshkosh Seaplane Base (free bus transportation is available from AirVenture). A Searey will also be on display at the EAA 10th Year Celebration of SP/LSA.

It’s summertime and the flying is easy … especially when it’s on the water. That’s fine for everybody who is already qualified. What if you’re new to seaplanes (or LSA in general)? How could you obtain instruction if you want to buy a new Searey? Training is optimal when done in a very similar airplane if not the same exact model you have in mind. Insurance companies may require aircraft-specific preparation. “With the addition of a [factory-built] Searey to its fleet, Chesapeake Sport Pilot flight school has become the first flight school in the world to offer flight training on the popular amphibious light sport seaplane,” said spokesperson Helen Woods of the Stevensville, Maryland company. Chesapeake also teaches in other LSA models. Chief Flight Instructor Woods reports 300 Seareys flying in the U.S. and over 500 flying world wide. “Until now, it was often difficult to obtain quality training to fly a Searey,” said Helen, “since a pilot had to own his own Searey before receiving training.” Chesapeake supplies a Searey as part of their training course.

Searey Expands into China; Opens Sales Office

By Dan Johnson || July 13, 2014 Leave a Comment

Searey China sales is located in this office tower in Shanghai.

The list of aviation companies involved in one way or another with China is getting so long I won't try to show them all here. Big companies like Cirrus Design or Continental are included. So are LSA manufacturers of various brands. Some business are setting up dealerships (Quicksilver, others). Others have arranged Chinese partners to build planes in-country (Flight Design, Zenith, others). Several companies have been fully acquired by or have received substantial funding from Chinese enterprises (Icon, others) and I'm aware of more that we will hear more about in the weeks and months to follow. The U.S. government and many other nations have borrowed from the Chinese government so a nearly unfathomable amount of dollars or other currencies are parked in China. However, most of the aviation financial arrangements are private, showing that, like their government, Chinese business people have plenty of funds to invest. The big question is, will a true personal aviation market develop? ... outside of business jets and airliners, that is. We'll have to wait to see but companies are certainly for big things. Not all China ventures worked out well, for example, Cessna's Skycatcher. Others are vigorously pursuing the Asian market ... With Progressive Aerodyne now owned by an American named Adam Yang, you might think it logical to expect this successful Florida kit builder turned LSA manufacturer to have an Asian presence. In addition, since Searey is already SLSA approved and can boast a long history of loyal builders, this brand and model has a leg up on companies that are still in development (Lisa Akoya, others). So, here's the official announcement: "Progressive Aerodyne is pleased to announce the opening of its newly established sales office in Shanghai, China, to support the sale of Searey Light Sport Amphibious Airplanes." The Searey was first presented to the China market at air shows in 2009, where interest in Searey airplanes was overwhelming. Since then, Progressive Aerodyne participated in subsequent air shows and invested in research and marketing in order to advance the Searey in China." The company reported that it is working with Chinese aviation authorities to gain approval for Searey sales in China and the Shanghai office* will work with government authorities in China while managing marketing and sales efforts. "We are excited about the expected growth potential of Searey light sport airplanes in China. Our new sales office will allow us to penetrate the China market more effectively and access a very large and entirely new group of future Searey enthusiasts," said Adam Yang, CEO of Progressive Aerodyne. For more than 20 years, Searey LSA and kits have been produced in Tavares, Florida, about 45 minutes northwest of Orlando. Progressive Aerodyne's manufacturing facility is currently in full production of two certified models, Searey Light Sport and Searey Light Sport Elite. In addition, the company continues to manufacture Searey kits. You can find out much more and watch videos with company officials here. * Progressive Aerodyne's Shanghai office is located at: Room 2809, Maxdo Centre, Building No.8, Xing-Yi Road, Chang-Ning District, Shanghai, 200336 China, Tel: 021-6236-2360.

The list of aviation companies involved in one way or another with China is getting so long I won’t try to show them all here. Big companies like Cirrus Design or Continental are included. So are LSA manufacturers of various brands. Some business are setting up dealerships (Quicksilver, others). Others have arranged Chinese partners to build planes in-country (Flight Design, Zenith, others). Several companies have been fully acquired by or have received substantial funding from Chinese enterprises (Icon, others) and I’m aware of more that we will hear more about in the weeks and months to follow. The U.S. government and many other nations have borrowed from the Chinese government so a nearly unfathomable amount of dollars or other currencies are parked in China. However, most of the aviation financial arrangements are private, showing that, like their government, Chinese business people have plenty of funds to invest.

“Puff” and the Golf Carts; Fun in Paradise City

By Dan Johnson || March 19, 2014 Leave a Comment

Richard Bach enjoys his Progressive Aerodyne Searey named "Puff." photos courtesy Progressive Aerodyne

In the tradition of John Steinbeck's Travels with Charley, Richard Bach's Travels with Puff recounts his journey from Florida to Washington state in his Searey.

A pair of Searey aircraft at the company's factory on a lake.

Less than two weeks from now, the season of recreational flying is officially set in motion with the opening of Sun 'n Fun ... the 40th year of the nation's first major airshow. It will also be year #2 for the new and much-improved Paradise City, formerly known as the Ultralight or Lightplane Area. Alongside the curvy new paved road that loops through Paradise City will sit the LSA Mall at Show Center powered by Aviators Hot Line and this is a place many will visit throughout the week to peruse LSA, light kit airplanes, and electric aircraft. Getting to the Paradise City will be much easier and faster thanks to a pair of six-seat golf carts that will rove the grounds of Sun 'n Fun and pick up visitors who want to check out Paradise and all the action at this airshow-within-an-airshow. Demo flights for LSA shoppers will be readily available and can be conducted all day long even during the main airshow aerobatics (except for a 1-2 hour period when military teams demand "sterile airspace"). The golf carts are provided for the second year by Rotax Aircraft Engines — thanks Rotax! The 2014 LSA Mall will feature a special treat, specifically famous author Richard Bach's Light-Sport seaplane, a Searey he has named "Puff." Richard cannot be present himself but Show Center will present his aircraft in the LSA Mall. Last year, he wrote a book about his flight from Progressive Aerodyne's factory in Florida to Washington state in his new airplane (Travels with Puff) and in 2014 he released a new book about his later crash of this airplane. Thankfully he and Puff have fully recovered and both have returned to flight, so this is an inspirational story from an inspirational author of 60,000,000 books. Bach's allegory about a seagull who did not want to accept the limits imposed on him by nature and society became the number one best-selling novel of 1972. Jonathan Livingston Seagull became the biggest surprise of the publishing industry. No one expected a book less than 100 pages long — a mere 10,000 words — to rise to the most coveted spot on best-selling nonfiction and fiction lists. Yet JLS broke hardcover sales records, selling more than 1,000,000 copies in 1972 alone. The media finally picked up on the allure of this deceptively simple story, and publisher Macmillan finally put money behind it. Jonathan Livingston Seagull went on to sell more than nine million copies in the first five years, and in 20 years, by 1992, the number totaled more than 30 million. In 2014, the sales figure passed 40 million copies. In the '70s, society was primed and ready for Jonathan's particular style of rebellion and perfection ... a bird who defied the rules. Some may see an analogy to Light-Sport Aircraft that have disrupted the enterprise of legacy aircraft builders. Richard served in the Navy Reserve and the Air National Guard as a F-84F pilot. He worked at Douglas Aircraft, was a contributing editor for Flying magazine, and later became a barnstormer. As part of his exploration of flight, Richard also sampled paragliding. Nearly all of his books involve flight, bringing his son James to state in an interview, "Dad regards flying as his religion." Beside Puff the Searey, the LSA Mall will feature a collection of Light-Sport Aircraft and light kit-built aircraft, all within the growing space of Paradise City, which has become the desired location for more exhibitors. Paradise City took a giant leap forward last year after some earlier years in the doldrums and it promises day-long action for those who stroll a short distance from what Sun 'n Fun calls the "core area." Some readers of ByDanJohnson.com will head directly to Paradise City. Others will wander through the show's hundreds of displays but all are welcome to catch a free ride on the Paradise City Xpress ... those twin six-seater golf carts driven by Paradise City volunteers. Hop a free ride and be sure to thank your volunteer driver. On your way into Sun 'n Fun 2014, you can find the big Rotax Aircraft Engine exhibit right on Doolittle Road just inside the main gate. Check out their newest 912iS engine (shhh ... it's still a secret) and offer your thanks for again providing the golf carts in their cooperation with LAMA, the Light Aircraft Manufacturers Association.

Less than two weeks from now, the season of recreational flying is officially set in motion with the opening of Sun ‘n Fun … the 40th year of the nation’s first major airshow. It will also be year #2 for the new and much-improved Paradise City, formerly known as the Ultralight or Lightplane Area. Alongside the curvy new paved road that loops through Paradise City will sit the LSA Mall at Show Center powered by Aviators Hot Line and this is a place many will visit throughout the week to peruse LSA, light kit airplanes, and electric aircraft. Getting to the Paradise City will be much easier and faster thanks to a pair of six-seat golf carts that will rove the grounds of Sun ‘n Fun and pick up visitors who want to check out Paradise and all the action at this airshow-within-an-airshow. Demo flights for LSA shoppers will be readily available and can be conducted all day long even during the main airshow aerobatics (except for a 1-2 hour period when military teams demand “sterile airspace”).

Last News Rush Before Sebring 2014 …

By Dan Johnson || February 27, 2014 Leave a Comment

Progressive Aerodyne's Searey Elite won FAA airworthiness with the Rotax 914 engine.

And now for something completely different: Aeromarine-LSA's Zigolo MG-12.

Rotax expert Phil Lockwood will give his signature engine presentations at Sebring 2014.

People are starting to arrive in Florida. Today, we had a pleasant lunch conversation with Dynon's president Robert Hamilton. He observed that Dynon enjoyed their best year ever in 2013 and they continue bringing new avionics innovations at modest prices. Fellow Dynon staffer Kirk Kleinholz was in the state even earlier traveling around offering tech support. Great work, Dynon-ers! As we all enter the last-minute rush to head to the tenth Sebring, a few news items arrived and I'll run through them so you have some idea of what will be present at the LSA event. Progressive Aerodyne announced they received FAA acceptance for the Elite version of their Searey Amphibious LSA. Searey Elite is mightily powered with a Rotax 914 turbocharged engine; you can see a short video of it launching in this article. "This stylish aircraft offers many advanced features such as a large sliding canopy that can remain open while flying. The Searey Elite also has the very latest in-flight, GPS, [Angle of Attack indicator] and Gear Position warning systems, a wide cabin, and much more," said the company. Airworthiness certification for the Searey Elite was issued in December 2013, and the first two airplanes will go to private owners in January 2014 at a ceremony to be held at Progressive Aerodyne's manufacturing facility in Tavares, Florida. Searey Elite will also be on display at Sebring 2014. Adam Yang, CEO of Progressive Aerodyne, had this to say about the certification of the Searey Elite, "We are so pleased and excited about being able to offer our Searey Light Sport Amphibious Elite to the market. We believe that our airplane fulfills a much anticipated desire for those customers who want to experience the fun and adventure of flight, both in the air and on water, with ease." Unlike some intriguing LSA seaplanes, you can buy a ready-to-fly Searey or Searey Elite now. Something completely new: Aeromarine-LSA — a company name you may not know though you know some of their products such as Mermaid amphibious LSA -- from a familiar name in the industry, Chip Erwin. Aeromarine-LSA announced the first American flight of the new Zigolo SSDR concept motorglider. A Single Seat De-Regulated (SSDR) aircraft, Zigolo does not require any license, medical, registration, or certification to fly it. SSDR is a European initiative that closely resembles Part 103 but at 225 pounds empty, this superlightweight flying machine will have no trouble qualifying. The 36-foot span Zigolo is powered by a 25-horsepower gasoline engine, however, the company said an electric-powered option is close to completion. Electric power will provide self-launching capability for gliding or quiet and smooth dawn patrols and evening flights and still met the SSDR criteria. Zigolo is available in a classic kit for only $14,500. This price includes the engine and a complete aircraft rescue parachute system. Build time is only 100 hours. An even better option is the Almost-Ready-To-Fly aircraft referring to a finished Zigolo disassembled and packed in one easy-to-ship crate. "Some Assembly required" means a pictogram assembly manual and an afternoon to put it together! The Almost RTF Zigolo includes everything you need to fly plus a complete aircraft parachute rescue system all for only $16,000, just $1,500 more than the 100-hour kit. Aeromarine provided this video of the Zigolo MG12 performing flight maneuvers including wing mounted viewpoints. The Rotax guy that Rotax mechanics seek for advice is Phil Lockwood. As the largest Rotax distributor and service center in the country, he and his team have learned the old fashioned way about problems ... by working on hundreds of engines and seeing any problems for themselves. Lockwood also has a direct connection forged over many years with Kodiac guru Eric Tucker and the folks at the factory in Austria always check in with Lockwood to see what's happening with their engines in the field. So when it's THIS guy, Phil Lockwood, who offers you his advice for free in an airshow forum, people flock to the venue. Phil will be doing his standing-room-only presentation again at Sebring: Rotax 912 series on Thursday the 16th and Saturday the 18th in Forum Area 2 from 10:45 am to 12:00 noon. A Rotax two stroke forum will be held on Friday the 17th from 10:45 am to 12:00 noon in Forum Area 2. Phil also added, "Lockwood Aviation Supply will offer special extended hours for customers who would like to shop and pick up parts during the Sebring US Sport Aviation Expo. The company's warehouse is located at 1 Lockwood lane just a few hundred yards to the south from the show on the Ramp at the Sebring Airport." Hours are Saturday from 8:00 AM to 5:00 PM and Sunday from 8:00 AM till 2:00 PM.

People are starting to arrive in Florida. Today, we had a pleasant lunch conversation with Dynon’s president Robert Hamilton. He observed that Dynon enjoyed their best year ever in 2013 and they continue bringing new avionics innovations at modest prices. Fellow Dynon staffer Kirk Kleinholz was in the state even earlier traveling around offering tech support. Great work, Dynon-ers! As we all enter the last-minute rush to head to the tenth Sebring, a few news items arrived and I’ll run through them so you have some idea of what will be present at the LSA event. Progressive Aerodyne announced they received FAA acceptance for the Elite version of their Searey Amphibious LSA. Searey Elite is mightily powered with a Rotax 914 turbocharged engine; you can see a short video of it launching in this article. “This stylish aircraft offers many advanced features such as a large sliding canopy that can remain open while flying.

New SeaRey Exhibits Plenty of Get Up & Go

By Dan Johnson || November 12, 2013 Leave a Comment

Adam Yang (right) hosting the Progressive Aerodyne open house.

Consultant Abid Farooqui shows where SeaRey engineers used plenty of carbon fiber to reduce weight 60 pounds!

The fully faired Rotax 914 engine on the new SeaRey SLSA.

One of the several reasons I like living in Florida (besides no snow this time of year) is the close proximity of all kinds of aviation businesses. The central Florida town of Tavares, about 45 minutes northwest of Orlando, is home to not one but two light seaplane factories. The city named itself "America's Seaplane City." Last Friday, we visited both manufacturers ending our tour at the SeaRey Open House (photo). Owner Adam Yang said they had 13 SeaRey aircraft fly in despite windy conditions. Their handsome facility was full of people including many owner/builders, potential customers, friends, and the media (me). The day turned out to be pleasant and we got to watch several SeaRey aircraft taxi down the launch ramp into the lake and take off not 50 yards away. One of these was the new 914 SeaRey SLSA; more on that below. A couple years ago Progressive Aerodyne took the plunge and elected to pursue Special Light-Sport Aircraft acceptance so they could address a part of the market they never could seek: fully built SeaRey aircraft. Last fall, the company a major benchmark as they successfully passed their first-ever FAA audit. Most companies get a few gigs (officially: "findings") and have to fix them ("corrections"). Mostly this seems to be paperwork but sometime the manufacturing process isn't up to regulatory review so more work is needed. The SeaRey producer got a clean bill of health before FAA inspectors left the building; subsequently, high-ranking FAA officials were effusive in their praise for Progressive Aerodyne's accomplishment. Such things are a team effort by definition, but leading compliance task force was Florida engineer, Abid Farooqui. At the open house, Abid was generous to explain some of what went into the latest 914 turbo SeaRey SLSA project. What really stood out for me was this: "We took 60 pounds out of the airframe to make SLSA seaplane weight," reported Abid. I'm not an engineer but I've been around plenty of development projects and can state that taking 60 pounds from an airframe that weighs less than 1,000 is a huge accomplishment. Companies meeting ASTM standards have to build an airplane that meets empty weight calculations. For SeaRey, this figure is 980 pounds empty and the 115-horsepower, fully engine cowled Rotax 914 turbocharged SeaRey makes the numbers. The weight savings came through many big and small tweaks but a significant share came from use of carbon fiber in the hull and other parts of the airplane. Abid continued as a consulting engineer after the 2012 ASTM compliance and FAA acceptance push. He offers engineering services under the business name SilverLight Aviation. Abid has also volunteered assistance LAMA, the Light Aircraft Manufacturers Association in the updating of the organization ASTM compliance checklists available to member producers. The LSA seaplane sub-sector continues to amaze me. I've written about this often as so many intriguing designs are on the market or coming to market. Businesses like Progressive Aerodyne would seem well positioned with seasoned, field-tested products. Newcomers bring slick designs and fresh features but have to convince the market. All will compete somewhat on price and the SeaRey is in good shape again. You can get a kit SeaRey in the air for around $70-80,000 and plenty of prior builders are available to offer assistance. Alternatively you can go to Tavares, Florida and work in the factory with experts available to answer questions. Those with thicker wallets and less time can get the top-of-the-line 914 SeaRey SLSA for $150,000. Given that other LSA seaplanes are quoting $189,000, a 914 SeaRey for a hundred and fifty grand is quite a value in a powerful, proven aircraft. In the video below, original designer and SeaRey pilot extraordinaire Kerry Richter, shows the short water run of the new model with added horsepower.

SeaRey Passes FAA Audit, Becomes SLSA #129

By Dan Johnson || November 9, 2012 Leave a Comment

Adam Yang receives an airworthiness certificate from Orlando MIDO's Al Kimble.

Progressive Aerodyne's certification team celebrates winning SLSA certificate #129. Designer Kerry Ritcher stands to the left and company owner Adam Yang to the right of the SeaRey. General Manager Joe Friend is to the left of Kerry and Consultant Abid Farooqui is in the green shirt. (Also see update)

Many thick three-ring binders holding hundreds of documents are reviewed with FAA audit personnel.

CEO Adam Yang (dark glasses) and President Kerry Ricther take 982 Sierra Romeo for its maiden SLSA flight.

Consider this an entry to the "They-said-it-couldn't-be-done" department. As regular readers know, FAA has been conducting audits with LSA producers... tough, top-to-bottom reviews of every detail in the voluminous ASTM standard set. Last April another company had no less than six FAA personnel in their building for three full days, each armed with a laptop and literally hundreds of questions. Passing one of these grueling tests is a fairly major accomplishment. Then consider FAA amped up the task by saying any new model or first LSA from a new company would probably get one of these thorough inspections before they could enter the market. Progressive Aerodyne hosted such an FAA team to examine their first SLSA candidate and — surprise! — they came out with a certificate. No followup is needed. So the heartiest of congratulations go to Progressive Aerodyne and their SeaRey. Yesterday they were issued their airworthiness certificate after a visit from five FAA personnel from both Washington, DC and the local Orlando, Florida MIDO (Manufacturing Inspection District Office). After working with another consulting company for more than a year, Progressive Aerodyne CEO Adam Yang switched gears and hired Abid Farooqui of SilverLight Aviation. In four and a half months SilverLight's staff worked with the Progressive Aerodyne certification team (see update) to complete the job on what was by any measure a very demanding schedule. The independent engineering company coordinated closely with Progressive Aerodyne's staff lead by SeaRey designer, company president, and co-founder, Kerry Richter. "[We] will start production of the compliant airplane immediately to meet the long expected market desire," said Yang. [After] selling the same model kit of the two-place amphibian airplane for the past twenty years [our team] has been working diligently for a few years to meet relevant ASTM standards and FAA regulations." He added that the internal group and its consultant strictly followed the ASTM standards and FAA regulations in achieving this "first-article" certificate with only minor findings that were corrected quickly resulting in the MIDO office issuing the coveted pink card. With the arrival of SLSA #129, Progressive Aerodyne has proven that even with intensely watchful oversight from FAA officials, it remains possible for the Light-Sport Aircraft industry to maintain the blistering pace of new model development. The Tavares, Florida company headquartered appropriately on a lake will now make the transition from building the side-by-side seaplane kit to adding fully manufactured aircraft. This is no small task as the business model for kit assembly and builder support is radically different from constructing ready-to-fly airplanes to a series of internationally-recognized standards. SeaRey is a popular seaplane with 600 kits sold and more than 500 flying. Owners make a loyal and tight group dedicated to their flying machines. The aircraft features a roomy cockpit with sliding canopy and full dual controls. It is powered by the Rotax 912 ULS and offers retractable gear in keeping with Light-Sport Aircraft rules for amphibians. You can read our full-length pilot report on the kit version. Update 11/9/12 — Given their accomplishment, it's worthy to list additional members of the Progressive Aerodyne certification team: Alan Chandler (prototype builder and assembly manual author); Stan Proctor (quality assurance); John Bernard (electrical systems); Bryce Richter (machinist); Dan Saunders (SilverLight engineer); Stacey Farooqui (SilverLight documentation manager)

Consider this an entry to the “They-said-it-couldn’t-be-done” department. As regular readers know, FAA has been conducting audits with LSA producers… tough, top-to-bottom reviews of every detail in the voluminous ASTM standard set. Last April another company had no less than six FAA personnel in their building for three full days, each armed with a laptop and literally hundreds of questions. Passing one of these grueling tests is a fairly major accomplishment. Then consider FAA amped up the task by saying any new model or first LSA from a new company would probably get one of these thorough inspections before they could enter the market. Progressive Aerodyne hosted such an FAA team to examine their first SLSA candidate and — surprise! — they came out with a certificate. No followup is needed. So the heartiest of congratulations go to Progressive Aerodyne and their SeaRey. Yesterday they were issued their airworthiness certificate after a visit from five FAA personnel from both Washington, DC and the local Orlando, Florida MIDO (Manufacturing Inspection District Office).

LSA Seaplane Invasion …Can It Happen?

By Dan Johnson || October 2, 2012 Leave a Comment

Airmax SeaMax, a current SLSA seaplane from Brazil.

The all-metal Mermaid, an early entry and one that has achieved SLSA airworthiness.

Progressive Aerodyne's SeaRey, based in central Florida, is nearing completion of its SLSA project.

Icon's deftly marketed A5 LSA seaplane.

Colyaer's Freedom S100 plans a return to the U.S. market.

Finland's mostly wood airframed Atol amphibian.

What's going on out in the marketplace? More than any time since the launch of Light-Sport Aircraft in 2004, I have not observed such a frenzy of activity for a particular niche, this time for LSA seaplanes. Next season, in 2013, we could see no less than nine entries; three brand new and that count does not include any LSA equipped with floats, possibly adding several more. Yet some major potholes appear in the runway... or perhaps that should be waves sloshing over the bow. One entry is a return of a LSA seaplane previously seen in the USA as the Freedom S100 (SLSA List #44) yet can it reenter the market without a full FAA audit? See Update at end. A new agency directive with the catchy name 8130.2G CHG 1 may require a FAA visit to Spain but who knows when that might occur, given the likelihood of an FAA budget cut through the political process known as sequestration, part of the so-called "fiscal cliff" the mainstream media drones on about endlessly. The order issued by FAA on July 2nd stops the issuance of an airworthiness certificate for any new model or a first model from a new company until FAA approves it. Since a visit to an overseas factory also requires negotiation between FAA and the visited country's national aero authorities, months of delay could result. Apparently undaunted by looming federal government inspection, a bevy of new LSA seaplanes are being prepared, a fact that further amazes me given the uncertain economic environment. Let's take a quick race through the nine possible LSA seaplanes. First are two models that have already achieved SLSA status: The Airmax SeaMax and the all-metal Mermaid, formerly by Czech Aircraft Works. The latter has rebirthed into a new entity that could soon arrive on the scene though because it's a new company we return to that FAA audit business. Company officials are ASTM-savvy, have been through an earlier audit, and may be ready... if they can get a visit anytime soon. Meanwhile the SeaMax, a fine and modern composite machine with strong performance, may be the only one fully ready now, presuming they make no major changes that FAA would consider a new model. If they do make major changes, all bets are off as Airmax is based in Brazil and we're back to the FAA visit delay problem. See Update at end. Next is the all-American SeaRey. This popular kit with some 600 sold and 500+ flying is close to being ready after a long period of preparation. FAA is already planning a visit in late October and the central Florida manufacturer is reportedly ready for the visit or will be by the time the friendly FAA team shows up with their laptops. The LSA seaplane market sometimes appears to be dominated by Icon Aircraft and their extravagantly-marketed A5 amphibian. Based on reported orders of more than 700 units (a figure only exceeded by Cessna's onetime 1,000 Skycatcher orders), perhaps that assessment is correct. However, the numerical fact of Icon's success is generating action in several other projects. In a recent announcement Icon said first deliveries could occur in 2013. I've written about a Finland-based seaplane called the Atol with many years of history. They might be prepared to face an FAA audit team, but we return again to a potentially long delay before FAA can visit the Scandanavian country. The mostly-wood seaplane has achieved some European certifications and that will help but not fully suffice. So that's six "existing" LSA seaplanes — SeaMax, Mermaid, SeaRey, Freedom, A5, and Atol. Then we come to three brand-new projects, which I've promised not to identify (yet). All would seem to be well down the FAA inspection waiting list offset by two important factors. First, all three are being hatched by knowledgeable folks who are highly conversant with ASTM standards and each may feel prepared to successfully complete an audit. Secondly — and perhaps even more importantly, given the FAA visit conundrum — all three are U.S.-based operations. At least one is getting major components from outside the USA but if production is properly done in America, such foreign sourcing poses no problem and because all three are U.S.-based, they could see an FAA visit in a "reasonable" time (whatever that may mean given the budget sequestration cited above). By any measure, the bringing to market of nine LSA seaplanes appears to have obstacles. Yet such challenges are precisely what inspire many entrepreneurs. Added to floatplanes like the Flight Design CTLS Floatplane or the Tecnam Eaglet on floats and several seaplane weight shift LSA plus factoring the entry of major manufacturer Wipline Floats along with other established float makers like Zenair and new re-entry, Lotus, one thing seems certain in our uncertain world: LSA enthusiasts should have no lack of water-borne airplanes... assuming the FAA doesn't overwhelm them with a tidal wave of paperwork or beach them with months-long audit delays. Update 10/3/12 — Some clarification is needed regarding the need for a mandatory FAA visit. The improved news? Not in all cases will a full audit be required. When Washington, DC headquarters' Certification Branch evaluates a change to an aircraft, they can elect not to conduct a full top-to-bottom audit visit, instead sending an FAA employee, an Air Safety Investigator from a regional office, for a somewhat less intensive review. This equates to less delay and less time involved to verify the change. A judgment of "new model" will still require the more thorough review. FAA also confirmed, again, that the intention remains to encourage industry to provide compliance oversight under details to be confirmed. As with all things in the LSA world, exact plans continue to be developed as the industry and its products evolve. Finally, the major FAA order announced at Oshkosh is still coming though it has been delayed from its predicted September release date. That order is not the same as the 8130.2G CHG 1 order referenced above. Confused? Don't feel badly. We are all still learning exactly how this LSA phenomenon will work, but I am encouraged by today's conversation that FAA does not want to prevent new development nor prevent LSA businesses from operating. That's a mighty healthy statement to make. —DJ

What’s going on out in the marketplace? More than any time since the launch of Light-Sport Aircraft in 2004, I have not observed such a frenzy of activity for a particular niche, this time for LSA seaplanes. Next season, in 2013, we could see no less than nine entries; three brand new and that count does not include any LSA equipped with floats, possibly adding several more. Yet some major potholes appear in the runway… or perhaps that should be waves sloshing over the bow. One entry is a return of a LSA seaplane previously seen in the USA as the Freedom S100 (SLSA List #44) yet can it reenter the market without a full FAA audit? See Update at end. A new agency directive with the catchy name 8130.2G CHG 1 may require a FAA visit to Spain but who knows when that might occur, given the likelihood of an FAA budget cut through the political process known as sequestration, part of the so-called “fiscal cliff” the mainstream media drones on about endlessly.

Quick LSA Review of What’s Expected at Oshkosh

By Dan Johnson || August 16, 2012 Leave a Comment

The much-anticipated Lisa Akoya.

Quicksilver Aeronautics has SLSA plans to reveal at Oshkosh. photo by James Lawrence

Pipistrel's manufacturing team poses with their new Alpha trainer.

Able Flight will award Sport Pilot wings to their scholarship participants. Pictured (L-R): Wesley Major, Jason Jernigan, Matt Sponaugle, Tyrell Rhodes, Devon Radloff and Steven Scott.

Dual Electronics will join Garmin and Dynon among other companies with new ADS-B devices (see article for more info).

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here's a beforehand review; details will follow. |||| *** LSA seaplanes will generate plenty of interest, I think, with Icon's latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices... and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You'll be able to see both sets of floats in the LSA Mall. While you're in the LSA Mall, you can check out AMT's air conditioning for LSA plus the Belgium D Motor. *** Since I mentioned powerplants and Zenith, I'm reminded that the Mexico, Missouri powerhouse kit producer will have an "engine day" at their space in the kit aircraft area of Oshkosh. This company supports the use of many engines that their builders like so "engine day" should be quite educational. *** Lycoming continues to make steady inroads into Light-Sport Aircraft and we'll be looking over more LSA installations of their O-233. Plus, Rotax BRP will again have their enlarged display where you can ask all manner of questions about the new fuel-injected 912 iS. You may want to check out the AirCam that has one each of the 912 series installed. *** Returning to floats... Wipaire, the big float developer and manufacturer at my former home airport in South St. Paul, Minnesota will hold a press conference about a "new LSA product." Given their expertise I expect the company to show a set of LSA floats. As just noted, LSA buyers already have alluring choices, but Wipaire is a highly credible producer so I'll be watching them closely. Get ready for water flying! *** Ultralight giant, well truthfully, lightplane giant, Quicksilver is about to burst on the scene in a new way thanks to new ownership. The company, now called Quicksilver Aeronautics, will discuss their SLSA ambitions at a Friday press conference and new displays in the Lightplane area as well as the LSA Mall. Speaking of the latter it looks to be nearly full again so stop on by for a glance at the best of the LSA breed (near the forum buildings; see it on EAA grounds map or the Sportys app). *** Pipistrel is one of those hard-running companies (photo) that seems to put out model after model. We'll hope to see their new Alpha if FAA was willing to grant them an airworthiness certificate. (Don't get me started on that; I'll save a more detailed discussion to follow some conversations at Oshkosh.) But I'll swing by with UltralightNews to see what Pipistrel exhibits. With production facilities in Slovenia and Italy, the company has already delivered 10 of the just-finished Alpha trainer. *** Another always-in-motion outfit is non-profit Able Flight, which uses scholarships to help disabled folks learn to fly. They'll be awarding wings to several new Sport Pilots at a ceremony in the main Phillips 66 Plaza. Director Charles Stites presents very professionally and is supported by major sponsors, which now includes Sennheiser, the full-line headset maker (that also helps support this website). *** Alphabet Gobbledegook Update: ADS-B means Automatic Dependent Surveillance-Broadcast and it will replace radar as the main hardware for controlling airspace. It's part of FAA much-delayed NextGen program... and it's coming to LSA, thankfully at fairly reasonable prices. Dynon announced its own box for $995 a remotely-mounted device that provides traffic and subscription-free weather for display on the SkyView. *** Garmin has introduced a suite of certified and portable ADS-B solutions but LSA owners will focus on the portable GDL 39, which combines a dual-link ADS-B receiver and a GPS receiver into a single product that streams ADS-B traffic and subscription-free weather information to popular Garmin aviation portable GPS units (example: aera) or the Garmin Pilot app on an iPad, iPhone or Android device for $799. Newer Garmin devices get this via Bluetooth; older models via cable. *** Dual Aviation will be showing its new ADS-B Weather & Traffic Receiver for use with the Apple and Android tablets. Their "coming soon" XGPS170 is expected to be a modest cost device as the company sells all sorts of electronic gear. All three products from LSA-friendly suppliers bring the once-sky-high price of ADS within reach of more modest budgets. *** As I wrote recently, I'll be very anxious to see the Just Aircraft model with the long gear legs and dual segment automatic slats. It'll be flying in the Lightplane (formerly Ultralight) area and no doubt I'll uncover more cool aircraft or flying gear in that charming area of the big event.

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here’s a beforehand review; details will follow. |||| *** LSA seaplanes will generate plenty of interest, I think, with Icon‘s latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices… and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You’ll be able to see both sets of floats in the LSA Mall. While you’re in the LSA Mall, you can check out AMT’s air conditioning for LSA plus the Belgium D Motor.

Like LSA Seaplanes? You Have Beautiful Choices!

By Dan Johnson || December 12, 2011 Leave a Comment

Progressive Aerodyne, manufacturer of the SeaRey, has its headquarters right on a lake in central Florida.

The handsome SeaMax is back with new representation. Look for SeaMax America at Sebring.

Icon's sleek A5 has drawn large crowds at three AirVenture airshows.

The first electric entry is the Equator P2 Excursion based in and partly funded by Norway.

Akoya from Lisa Airplanes is a most distinctive design, and priced to match.

Life is good if you like LSA seaplanes. I'll review five LSA seaplanes, either on the market or in development. *** Today SeaRey reins as far and away the most successful and proven design with some 600 flying. While SeaRey has been an Experimental Amateur Built (EAB) model, they've been working diligently on SLSA approval and will eventually sell SLSA, ELSA, and EAB versions. Priced around $70,000 as a kit, SeaRey is the most affordable seaplane. Owners are intensely loyal to the brand (Progressive Aerodyne) and the model. SeaRey is having a workshop right before Sebring. More about that shortly. *** SeaMax is the next most proven and accepted seaplane. Manufactured in Brazil, about 100 are flying including a handful in the USA. SeaMax America is the new importer for the handsome LSA seaplane from prolific designer (and nice guy) Miguel Rosario. From Great Neck, New York Richard Rofe said, "We have added many new features and have moved to a much larger production facility. We plan to reintroduce ... the only SLSA [amphibious seaplane] that you can actually buy and fly!" They are working on their new website; for now ring Richard at 516-466-5258. |||| Now come three designs aimed directly at the LSA market; indeed, all have emerged since and as a consequence of FAA's new rule and each is quite outstanding in its design appeal. *** Capturing the most attention is the Icon A5, which has garnered more than 700 delivery slot orders since its introduction at AirVenture 2008. The stunning A5 benefited from top-notch design and engineering staff hired from Scaled Composites, famous for building SpaceShipOne and other creations. Icon is also the funding leader, professionally pursuing deep pocket investors. Using its Silicon Valley roots and a Hollywood presentation, Icon generated a summer 2011 round of financing valued at $25 million. No one else is close. However, others are following. *** Newly announced was the EQP2, which stands for Equator P2 Excursion a design of Norway. Equator Aircraft is in the news as the company reports earning 4.2 million Norwegian krones or roughly $750,000 of government development funding. The company says, "The EQP2 Excursion is a carbon composite, hybrid/electric amphibian aircraft." They plan an Experimental version first but plan to pursue the LSA market and more. EQP2 will be powered by the 125-hp (85 kW) Emrax engine. Check their website for some eye-popping art of this pretty entry. *** Also gaining increasing media attention is the equally distinctive Lisa from French designers Erick Herzberger and Luc Bernole. Though pricing is rather stratospheric (€300,000), the design standard and feature list are long including folding wings and their patented Seafoils, "a kind of hydrofoils located under the aircraft fuselage." The project is flying and, as with Icon and Equator, Lisa Airplanes has a very slick website with lots of quality images. I'll have more on Lisa in the near future.

Life is good if you like LSA seaplanes. I’ll review five LSA seaplanes, either on the market or in development. *** Today SeaRey reins as far and away the most successful and proven design with some 600 flying. While SeaRey has been an Experimental Amateur Built (EAB) model, they’ve been working diligently on SLSA approval and will eventually sell SLSA, ELSA, and EAB versions. Priced around $70,000 as a kit, SeaRey is the most affordable seaplane. Owners are intensely loyal to the brand (Progressive Aerodyne) and the model. SeaRey is having a workshop right before Sebring. More about that shortly. *** SeaMax is the next most proven and accepted seaplane. Manufactured in Brazil, about 100 are flying including a handful in the USA. SeaMax America is the new importer for the handsome LSA seaplane from prolific designer (and nice guy) Miguel Rosario. From Great Neck, New York Richard Rofe said, “We have added many new features and have moved to a much larger production facility.

Leading LSA Amphibian, SeaRey, Has New Management

By Dan Johnson || June 3, 2011 Leave a Comment

SeaRey is one of the most popular light airplanes on the market and a leading amphibian with a loyal following. See and hear more on our video review.

Kerry Richter is the developer of the SeaRey and numerous other designs. He remains as president and principal designer.

SeaRey features a modern and comfortable cockpit. Read my full-length SeaRey pilot report.

Seaplane fans represent one of aviation's most enthusiastic user groups and few brands can claim more reliable loyalty than 600 owners give SeaRey. The central Florida producer got numerous owners to come help them move when they relocated into expansive new quarters in Tavares, Florida, which has claimed the title of "America's Seaplane City." Even the building was financed by SeaRey owners for the benefit of the manufacturer. With that kind of backing a new leader of the enterprise begins on solid footing. *** From the beginning, Progressive Aerodyne (PA), developer and builder of the SeaRey line has been directed by the Richter family. New CEO and Chairman, Adam Yang, assumed control of PA on May 9th, 2011. Here's what he had to say: "Kerry Richter, the founder of Progressive Aerodyne, remains as President and principal designer and will be focusing his energy on R&D, company strategy and customer relationships. Joining the team as General Manager is Joe Friend. A pilot, owner, and builder of a SeaRey with more than forty years of experience in engineering design, manufacturing and project management, Joe has worked with Bell Labs and IBM and is now is responsible for operations at PA as well as leading the effort towards the light sport aircraft certification of the SeaRey." *** Founding partner Kerry has been supported by other longtime associates and Adam updated us about them as well. "Wayne Richter (Kerry's father) is retiring," Adam noted. "Paige Lynette is pursuing a fun career of flying a SeaRey in the South Pacific. We are very grateful for the efforts that Wayne and Paige have made over the years towards the growth of the company and wish them the very best." *** Adam Yang brings strength to the team he now leads. He served as general manager for Rockwell Automation and has extensive manufacturing experience in precision machining, product development, quality control systems, and manufacturing management. Adam holds an MS degree in engineering from Rutgers University as well as a private pilot license with land and sea ratings. *** "I am joining the company at this pivotal moment of transformation, from a kit airplane manufacturer to a factory-built airplane company," observed Yang. "I realize that we need to increase our efforts in several areas to achieve this goal. We are working to refine our quality systems, increase production capacity, expand R&D, increase our market presence, build an effective product distribution system and broaden our customer service."

Seaplane fans represent one of aviation’s most enthusiastic user groups and few brands can claim more reliable loyalty than 600 owners give SeaRey. The central Florida producer got numerous owners to come help them move when they relocated into expansive new quarters in Tavares, Florida, which has claimed the title of “America’s Seaplane City.” Even the building was financed by SeaRey owners for the benefit of the manufacturer. With that kind of backing a new leader of the enterprise begins on solid footing. *** From the beginning, Progressive Aerodyne (PA), developer and builder of the SeaRey line has been directed by the Richter family. New CEO and Chairman, Adam Yang, assumed control of PA on May 9th, 2011. Here’s what he had to say: “Kerry Richter, the founder of Progressive Aerodyne, remains as President and principal designer and will be focusing his energy on R&D, company strategy and customer relationships. Joining the team as General Manager is Joe Friend.

Hot Off The Water

By James Lawrence || February 28, 2011 Leave a Comment

Designer Kerry Richter and his SeaRey, buzzing the pond at Progressive Aerodyne's factory in Tavares, FL

Buccaneer SX-1 photo courtesy LightSportFlying.com

To the answer “Progressive Aerodyne!” comes the Jeopardy question, “What LSA company thumbs its nose at the bad economy?” *** Certainly one of the most-fun LSA flights I’ve had in some time came at the controls of that company’s SeaRey amphibian.My LSA pal Dan Johnson recently wrote up a piece on the amphib which spurred me to excerpt some highlights in advance of my own flight report on the lively sea bird coming soon in Plane & Pilot magazine. *** Wayne and Kerry Richter, second and third generation founders of Progressive Aerodyne, started back in the ‘70s with many memorable UL birds they created with dad/grandfather Stanley Richter. The company then was Advanced Aviation and it put out, among other craft, several iterations of a very popular ultralight amphib: the Buccaneer.Building on that success, as Dan notes, Progressive Aerodyne popped out 31 Experimental Amateur Built kits in 2010. *** After Sebring 2011, they sold 14! That's impressive for any aviation company in these difficult times. *** All those new builders will have lots of company: more than 600 SeaRey builders are already splashing into lakes and rivers all over the world. *** The kit goes out the door at around $70,000. *** And as I reported last month, Kerry tells me the SeaRey SLSA should be through ASTM accreditation by Oshkosh and will sell in the neighborhood of $120,000 — "loaded" — a very attractive price for an amphibian. *** I went to Progressive Aerodyne's factory in Tavares, Florida after the show to shoot and get the tour. Kerry is one busy designer. He demonstrated a folding-wing option he’s developing that can be done, on land, by one person! *** If you’ve got flying from water on your mind, this is one hot setup. Other LSA amphibs have yet to make the big splash SeaRey has. *** A good part of that has to be its nearly two decades of design refinements and a cohort of happy owners. Here's one well-seasoned, robust design...and one heck of a lot of fun to fly.

SeaRey Sales Prove Popularity of Amphibians

By Dan Johnson || February 17, 2011 Leave a Comment

SeaRey gives demo flights at Lake Jackson during the 2011 Sebring LSA Expo. photo courtesy Progessive Aerodyne

Splash down! screen shot from Icon's new video

Progressive Aerodyne and their popular SeaRey amphibian represent a current-day success sufficient to generate envy in most airframe sellers. Consider these results: Searey delivered 31 kits in 2010, an average 2.5 per month during a lousy year. Plus, in just three weeks since Sebring another 14 SeaRey kits have been ordered, upping the monthly average to 4.0. True those SeaReys are Experimental Amateur Built (EAB) kit models and so don't compare directly with SLSA sales. *** In less than three years, company spokesman and sales director Darrell Lynds (formerly with SportairUSA) took the company from one kit a month to its current pace, along the way building a list of 1,700 very interested potential buyers. He says his 2011 orders are cash-in-hand and projects a solid year for the amphibious seaplane producer. This adds to a remarkably loyal following of 600 SeaRey aircraft builders. How can the central Florida manufacturer be doing so well? *** Naturally, orders flow due a variety of factors, one of which is plain old salesmanship: greeting people cordially, getting them a demo flight, and methodically following through. Another factor is a good price point. No matter how thick your wallet may be, price is always important and Darrell reports you can build a nicely equipped SeaRey for "in the $70,000s." A SeaRey "Superkit," — meaning a Rotax 914 tuborcharged engine, full glass panel, and all desirable options — will cost "in the $90,000s." Naturally, your labor is added to these out-of-pocket costs. *** Over the last two and a half years the company says two-thirds of the those contacting the company express a preference for a ready-to-fly version. Indeed, the Florida company has been hard at work preparing their first SLSA for ASTM certification. Progressive Aerodyne expects to enter the factory-built market later this year. They are presently targeting a loaded model in the $120,000s, at which price SeaRey would be one of the best priced seaplanes available. Designer Kerry Richter has been busy with the details, too, adding a folding wing option (photo) after a request from a wealthy customer who wants to carry his SeaRey on a 200-foot yacht. *** While plenty are waiting for the SLSA SeaRey Sport model, enthusiasts are also following the amphibious Icon A5. More than 400 are reportedly on order and to maintain interest while development continues, the company released a terrific video. It conveys the excitement of amphibious seaplane flying very well and you'll want to watch it, right here, right now...

Sebring Day 2: Quick Takes on Cool Stuff

By James Lawrence || January 22, 2011 Leave a Comment

Here's a glancing blow at some products you might want to check out in depth: *** A cute new LSA named Viper SD-4 showed up, beautifully built (in Slovenia) and should be very attractive to anyone who likes the conventional approach of an all-metal airframe done in the traditional way — with a modern technological boost. *** The parent company, Tomark Aero, uses CAD design and CNC precision cutting methods. *** US distribution will be through Tomark Aero USA, located in Frisco, TX. *** Some specifications: • Wingspan 27' 10 1/2 " • Max weight 1,320 pounds • Cruise 108 knots • Max speed 120 knots • Stall 40 knots • Climb 1,280 fpm • Take-off run 525 feet • Landing run 722 feet *** Wild and Crazy in a Flying Boat: that's what I'd title a short movie I'd make of my fun ride with Kerry Richter, designer of the SeaRey amphib, took me for a way-too-fun ride over, around, onto and off of a nearby lake. We chased the shouting windspray along, so to speak, and I was completely jazzed on how much fun, and how easy, that 19 year old airplane is. *** More than 550 have been built as an Experimental Category kit. By Oshkosh, Kerry hopes to have finished ASTM certification for the SeaRey LSX, which will be an S-LSA. *** Boating around on near-glass smooth water, chasing other seaplanes around, not to mention a duck or two (no birds were injured in the filming of this fantasy movie), and making several landings myself, were so doggone much fun and frankly so easy, and so bullet-proof, that I felt like I'd been flying the bird since I was hatched. *** Really, this has to be the easiest and most goof-proof airplane I've ever had the pleasure to fly...and that includes hang gliders, which in spite of all the media hysteria are as easy to master as a bicycle. *** I'll go into detail in my pilot report for the magazine, but here's a teaser: *** "Wanna see an accelerated stall?" Kerry asked. *** "Sure," I replied, silly me. *** He snap-rolled the airplane into a 60 degree bank (if not more), then racked the stick back all the way to the seats. Holy moley! I thought we'd do an accelerated stall and drop into the water not far below like a cormorant gone fishing. *** No way. The SeaRey held on as if we were on a roller coaster car on rails. *** Then Kerry got my attention by demonstrating a departure stall in the same Ramboesque manner. *** He pushed the throttle to full power then yanked the stick back hard, you guessed it, all the way to the seat again. We snapped up to at least a 70 degree angle, my stomach landed somewhere back by the (retracted) tailwheel... and the airplane just hung on, and hung on, and hung on... and never broke into a stall. "It may not be idiot proof, but it is pretty much goof proof," he said laconically. I just grinned like a fool. *** "Just out of curiosity, what's the load factor?" *** "Six g's positive, four negative." *** Landings are so easy. Takeoffs? We actually did one without touching the stick! Using rudder alone to keep things straight, we accelerated to about 60 mph and she popped off on her own. *** Add the SeaRey to the growing list of airplanes I'd buy tomorrow, if only I'd had an inheritance or a winning Lotto ticket.

Here’s a glancing blow at some products you might want to check out in depth: *** A cute new LSA named Viper SD-4 showed up, beautifully built (in Slovenia) and should be very attractive to anyone who likes the conventional approach of an all-metal airframe done in the traditional way — with a modern technological boost. *** The parent company, Tomark Aero, uses CAD design and CNC precision cutting methods. *** US distribution will be through Tomark Aero USA, located in Frisco, TX. *** Some specifications: • Wingspan 27′ 10 1/2 ” • Max weight 1,320 pounds • Cruise 108 knots • Max speed 120 knots • Stall 40 knots • Climb 1,280 fpm • Take-off run 525 feet • Landing run 722 feet *** Wild and Crazy in a Flying Boat: that’s what I’d title a short movie I’d make of my fun ride with Kerry Richter, designer of the SeaRey amphib, took me for a way-too-fun ride over, around, onto and off of a nearby lake.

Sport Pilots: Fly to the Bahamas in Your LSA!

By Dan Johnson || August 26, 2010 4 Comments

A Progressive Aerodyne SeaRey makes a good LSA candidate to fly to the Islands of the Bahamas.

Bahamas and EAA officials (L-R): Greg Rolle, Dave Oord, Charles Albury, Kendric Sands, Randy Hansen, Lenord Stuart, Tony Anthony. Photo courtesy EAA

It's a first... the acceptance of Sport Pilots into another country. I don't refer to acceptance of Light-Sport Aircraft in other nations; that's already happening in a dozen countries with 30 more studying the method of certification. When the Islands of the Bahamas said it would accept Sport Pilot certificate holders to pilot their LSA to the Bahamas, that was a first in another country recognizing the pilot side of FAA's 2004 regulatory innovation. *** Thanks go to EAA for stimulating discussion and for staffers Randy Hansen and David Oord, both of whom work in EAA's government relations office. *** At the 2010 Oshkosh event Deputy Permanent Secretary for the Bahamas' Ministry of Tourism and Aviation, Charles Albury, told EAA AirVenture Today writer Jeb Burnside, "We felt this was another area to expand because of the growth of sport pilots in the United States." Government and Advocacy Specialist Oord said, "We look forward to similar recognition of the sport pilot certificate by our international neighbors." In celebration of the latest changes to Bahamian rules, EAA, the Ministry and Florida-based EAA chapters are organizing a sport-pilot fly-out to the Bahamas, planned for the near future. *** To qualify for the new privilege Sport Pilot certificate holders must meet similar rules as in the USA. A Sport Pilot operating in the Bahamas must hold a current and valid U.S. driver's license or better and have logbook endorsements certifying proficiency in Class B, C and D airspace. The pilot must have all required aircraft documents on board and must meet all FAA regulations. Sport Pilots in the Bahamas follow the same privileges and limitations as in the USA.

It’s a first… the acceptance of Sport Pilots into another country. I don’t refer to acceptance of Light-Sport Aircraft in other nations; that’s already happening in a dozen countries with 30 more studying the method of certification. When the Islands of the Bahamas said it would accept Sport Pilot certificate holders to pilot their LSA to the Bahamas, that was a first in another country recognizing the pilot side of FAA’s 2004 regulatory innovation. *** Thanks go to EAA for stimulating discussion and for staffers Randy Hansen and David Oord, both of whom work in EAA’s government relations office. *** At the 2010 Oshkosh event Deputy Permanent Secretary for the Bahamas’ Ministry of Tourism and Aviation, Charles Albury, told EAA AirVenture Today writer Jeb Burnside, “We felt this was another area to expand because of the growth of sport pilots in the United States.” Government and Advocacy Specialist Oord said, “We look forward to similar recognition of the sport pilot certificate by our international neighbors.” In celebration of the latest changes to Bahamian rules, EAA, the Ministry and Florida-based EAA chapters are organizing a sport-pilot fly-out to the Bahamas, planned for the near future.

New SeaRey Factory at “Seaplane City” Tavares, FL

By Dan Johnson || June 4, 2010 4 Comments

New Factory -- If you're in the neighborhood or simply enjoy a good time, you can attend the SeaRey Open House on Saturday, June 26, 2010 starting at 9:30 AM. They say, "Fly in, drive in, or boat in... it's all good!" RSVP to factory@searey.com or call 352-253-0108.

Not only does SeaRey have a showroom at their new headquarters, they have hangar space and a builders area for customers.

Progressive Aerodyne was aided by "dozens" of owners as they moved lock, stock, and barrel to their new factory. They were up and running in eight days!

As the SLSA SeaRey works toward certification, a folding wing became part of the attraction.

Recently, I blogged about a Tennessee town that welcomed Skykits from Canada, providing a brand-new facility for them to use. A town in Florida also saw the potential of a light aircraft manufacturer and had a new building with lake access available. *** Arguably the most successful light aircraft seaplane producer is Progressive Aerodyne and their SeaRey amphibian. How successful? In January, they delivered SeaRey kit #500 to its owner in Belgium. That impressive number doesn't tell the whole story, which centers around the tight community of SeaRey builders who often help each other and not solely with builder questions. In my years in aviation, I've never seen a closer group but then, as a fellow seaplane lover, that doesn't surprise me; seaplane aviators share a common bond. Now, the SeaRey team is working hard to finish their SLSA version, giving enthusiasts a chance to buy a ready-to-fly SeaRey or a kit. *** Recently this company moved from its longtime location to a new facility. The old quarters were not on an airport or near the water. For a kit producer that was fine, but as Progressive Aerodyne heads toward fully-built production, it's far better to have a place you can fly the airplane that just rolled out of your factory. *** Several SeaRey customers helped buy the building, then physically aided the relocation effort to Tavares, Florida, a town about 45 minutes north and west of Orlando in what is often called the "lakes district" The reference becomes obvious when you look at a map of central Florida; ideal for a seaplane producer. SeaRey marketing chief Darrell Lynds reported, "Tavares has aspired to become the largest seaplane base on the East Coast. The town just completed a $7 million seaplane base, marina, and park. It will also feature premium auto gas and 100LL fuel stations. We approached them a year and a half ago about who we are and what we do. Right on the spot, the city leaders piled us into cars and drove us to this new building on State Route 19. We were stunned. The layout of the building, access to the shoreline, and distance from all other dwellings made it perfect for a SeaRey factory."

New SeaRey: Popular Amphib Goes LSA

By Dan Johnson || April 23, 2010 Leave a Comment

TOP GUNS - SeaRey designer and developer, Kerry Richter (right) speaks with Damir Blazevic. The latter engineer worked for Airbus for many years, including the giant A-380 project.

LONG EXPERIENCE - The SeaRey is the end product of many years of seaplane design work by Kerry Richter. He leans on the latest, the LSX model featuring 78 improvements over earlier kits.

GROUND OR AIR - The SeaRey seems equally at home on land, not always a common characteristic of water-based aircraft that sometimes are quite awkward looking on the ground.

CONSTRUCTION MATERIALS - The SeaRey uses fabric-covered surfaces, aluminum airframe components with some steel items, and a fiberglass hull (with an optional carbon fiber hull).

LOW POSTURE - The SeaRey sits rather low to the ground. In an emergency landing you could consider landing the plane on its boathull, which turns out to be surprisingly effective.

SEA LINES - The SeaRey is unmistakably a seaplane with its boathull and wing sponsons. The design has been around for years and has evolved into a Light-Sport candidate.

ROTATES UP - Main gear on the SeaRey does not retract into a cavity but simply rotates up. The solution is effective on this design and makes sealing the hull easier.

FAIRED 912 - Earlier SeaRey kits left the engine exposed in the ultralight way. The LSA variant of this venerable design now offers a sleek enclosure for the Rotax 912.

LIT UP - With its computer info screen glowing, the SeaRey looks very contemporary. An airspeed gauge (left) and a compass (right) flank the avionics.

FINISHED COCKPIT - Interiors of LSA are customarily finished and the SeaRey LSX provides the same level of comfort.

WARNING LIGHTS - A light and audio warning help the pilot not land wheels up on ground or wheels down on water. The warnings are triggered by airspeed and/or flap extension.

BAGGAGE AREA - The SeaRey's nicely finished aft compartment allows room for up to 60 pounds of stuff that you may want to carry with you, and it will all be accessible in flight. Note flap handle at top of picture frame.

TAILPLANE - Most ultralight pilots recognize this kind of tail construction as it has successfully served light aircraft for decades. Wire bracing remains efficient and light.

FUN FLYER - The SeaRey allows you to take off, fly, land, or anything else with either canopy partially open. Ultralight pilots will love this quality.

Let's be honest. We're into flying because we enjoy the experience, right? Flying light, sporting aircraft is not about flying to work or transporting goods or people. And if enjoyment is the main flying goal, then seaplanes are a big part of that pleasure. Of the LSA-qualified seaplanes covered this year (FPNA Cape Town A- 22 and Airmax SeaMax), the SeaRey is more familiar to readers of Light Sport and Ultralight Flying magazine and more affordable. The SeaRey is familiar because of its past in this community. It's built and it flies as you'd expect, more so than some $135,000 carbon fiber speedster. It also costs a great deal less and it's available as a kit to save even more dough. Make no mistake. The SeaRey LSX (the Experimental-LSA kit version) and the SeaRey Sport (the fully-built version in latter stages of certification) are advanced light planes, by which I mean SeaRey has developed significantly from its simpler 2- stroke-powered early models. The new LSX model gained 78 new improvements as it went through the process of earning SLSA airworthiness. Getting back to the fun part, many pilots who have flown in water-borne aircraft believe this is the finest and most enjoyable flying one can do. If that sentiment holds water (pardon my pun), then the handsome SeaRey amphibian from Florida-based Progressive Aerodyne deserves closer inspection. Evolving SeaRey Kerry Richter, the main designer at Progressive Aerodyne, said that new engineering strengthened the SeaRey's airframe, which increased gross weight to 1,430 pounds, up from 1,370 pounds. This was not some back-of-the-envelope analysis. Progressive Aerodyne went through an exhaustive study to prove the higher gross limit. The 78 changes the company made cover all parts of the design. Assisting Kerry and the Progressive Aerodyne team was German engineer, Damir Blazevic, who worked for Airbus for many years and most recently on the A-380 Airbus. Kerry indicated that Blazevic gave a lot of help to Progressive Aerodyne as they worked through the ASTM standards. Boosting the gross weight was part of the overall rework effort. Some well-equipped LSA seaplanes are struggling to stay within LSA weight limits (though not SeaMax, which fits easily). Yet the SeaRey provides 550 pounds of useful load or 442 pounds of payload with full fuel in standard 18-gal- Light Sport and Ultralight Flying Pilot's Report lon tanks. Of SeaRey's load utility, Progressive Aerodyne says, "In other words [you can carry] two average people, a full tank of gas and about 30 pounds of baggage." If you want extra fuel - 26 gallons are available - you might choose an optional carbon fiber hull to reduce the empty weight by a further 30 pounds. More than 15 years of Progressive Aerodyne history cannot tell the whole story behind the SeaRey. A father-and-son ownership team from the beginning, Wayne and Kerry Richter have long experience in this business and over the years have produced hundreds of amphibious aircraft. Back in the late '80s and early '90s, the Richters were principals in a company called Advanced Aviation that was best known for its amphib seaplane called the Buccaneer. After another Florida designer, Bruce Pemberton, made the first single- place Buccaneer, and Kerry Richter cemented his reputation with a 2-place model, the Buccaneer II. He also updated the original single-place called the XA into the more sophisticated SX version. In addition, Kerry designed other models based on a similar theme. In the early '90s, after a dispute with a man who ended up owning a large piece of Advanced Aviation, the Richters parted company and set about building a new company. By the end of the '90s, their new Progressive Aerodyne company had delivered more than 100 of their then-new SeaRey plus a few of their Sting Ray single-seaters. The single-seat model quietly left the scene and the SeaRey has not only done well - selling more than 500 aircraft - but the Richters have built one of the most intensely loyal followings I've seen in aviation. For more than a decade and a half, Progressive Aerodyne has been shipping airplanes and satisfying customers. And through all these years, Kerry Richter's designs have been continually refined. All the knowledge he acquired with the earlier designs has been bundled into the SeaRey. SeaRey's Comfy Cabin A modern SeaRey has the look of a well-developed model that has seen many refinements over time. Some of these were inspired by their legion of kitbuilders, and some ideas came from factory personnel. Early on, the SeaRey moved to the 80-hp Rotax 912 4- stroke that is today the accepted engine of most light-sport aircraft. The first SeaReys used the Rotax 582 2-stroke, but half of the single-place Sting Rays built and virtually all of the 2-place SeaRey models use the popular 80-hp engine. Since pilots seem to value more power than less, many now elect the 100-hp Rotax 912S and you can also choose the much more expensive and somewhat more powerful 115-hp Rotax 914 turbo. With both halves of the sliding canopies slid far aft, entry to the SeaRey is quite negotiable. Some landplanes are even easier as they can have low door openings and a seaplane cannot afford that feature. Kerry and I are both roughly average in size and once seated, we had room to spare. The thickly padded seats and fully finished interior were pleasant and comfortable. We left the canopies open in Florida's May heat and we could have elected to leave them open during any part of the flight. Except for some windblast and increased noise - especially at higher power settings and faster speeds - I think I'd regularly fly around with the canopy open. You can have each canopy half open to any degree and they don't have to be open symmetrically. Kerry said you could take off and fly with the canopies open anywhere in their movement range or the speed range of SeaRey. The split, sliding canopy is also a safety feature in the event of water upset. Getting out of a flipforward or flip-aft canopy after upset could introduce escape challenges. Progressive Aerodyne says, "Instead, our sliding canopy system would safely slice the water and also would not require clearance from ground to open." As we taxied out at Spruce Creek Fly-In near Daytona Beach, Florida, I found ground handling was very good thanks to a responsive tailwheel. But, as with any amphib, I found myself reviewing the right techniques to assure I had the repositionable gear where it ought to be. Too often, seaplanes or amphib floatplanes have been landed on water with the gear down -- a very bad idea - or landed on land with the gear up. The latter presents much less of a problem, and may even be advisable on some emergency landings. To help you make the right decision about gear position, Progressive Aerodyne has worked with Dynon Avionics to better advise pilots. The resulting setup boasts two buttons above the screen with placards reading "Water" and "Runway." After you select the one you will use, the system provides an audio warning before landing. It can prevent landing with the gear in the wrong position, a more common error than you might think. The gear-position audio warning is triggered by either speed or flap position. When you have the gear down, you hear a voice cautioning you for a runway landing. When you have the gear up, the caution is to prepare for a water landing. The trigger points for the warnings are any measure of flaps, or speeds below 70 mph, Kerry says. Some may regard the warning system as the airplane equivalent of automobile "idiot lights," but I found it helpful. On the other hand, it seemed Kerry was always reaching to shut the warning off as we practiced a few landings. This particular SeaRey (N11015) was also equipped with the new Garmin 696, which made a handsome combination with the Dynon Flight Dek D-180. Flanked by an analog airspeed indicator and circular card compass, it was all the instrumentation a seaplane pilot needs. Flaps are mechanical on the SeaRey with a control lever over the shoulder between the two occupants (either pilot can work the flaps). Positions available are 12, 24, 35 degrees, however, Kerry indicated they were considering dropping the higher setting as it is only used in more extreme situations. Hydraulic brakes are also part of SeaRey's standard equipment list. The control panel has adequate room for additional instruments, if desired. The SeaRey's wider panel has different shapes; the panel in our test plane impressed me because it made the Garmin 696 so readable. Off and Flying We left from the hard runway at Spruce Creek and flew to a nearby body of water. It looked small to me, but Kerry shrugged and said it had plenty of room. I had to trust the expert and it turned out he was exactly right. From the cement runway, rotation came in the mid-40s and we left the ground at about 50 mph (43 knots). A similar number is used on water and the run on water or land is the same, a fact that surprised me as amphibs often exhibit longer runs on water. While I did landings on terra firma, Kerry handled the water landings on the small body of water we used. It was obvious he is intimately at home with this airplane. Entry to the water was astonishingly smooth, showing the effectiveness of not only a V-shaped hull but the sweep of that V-hull. The swept V-hull comes to a point in the center and appears to account for the smooth entry. I felt none of the "chatter" experienced on many seaplanes when landing on a rippled surface. Kerry said older SeaRey models didn't act the same as this newer hull. Once in the water and motionless, the SeaRey hull drafts about 10 inches. Moving around on the water, especially in Kerry's very capable hands, the SeaRey LSX handled much like a speedboat, exhibiting a great combination of response and stability. Despite its good water manners, most land-based pilots find one control technique counterintuitive. You use opposite aileron in turns to keep from planting a sponson while zipping about on the water. Kerry demonstrated a simulated porpoising (nosing up and down in the water) exaggerated enough that I wondered if an upset might result, but the SeaRey resisted this abuse very well, speaking volumes of learning how to take off and land the airplane on water. The SeaRey's hull design strongly resists nose plowing; it simply won't do so without a protest. While some combination of power and pitch motion might cause problems, pilots need not be overly concerned about this. On normal water landings the advice is to touch down slightly nose-high as you want to meet the water on the hull step. Should you put the tail down early, a light push forward will return you to the step before you slow to a stop. On whole, the SeaRey was a most impressive boat on the water, acting very much like that's where she belonged. For example, a beaching demonstration proved enlightening. Kerry took the controls and aimed us at the far side of a lake that had no beach, instead having a marshy look with tall grasses. In spite of this slippery surface, I was pleased at the ease with which the SeaRey negotiated the grassy lake edge. Kerry demonstrated a roll up from the water with the extended wheels cooperating nicely. We swung around in a 180 on the lake's edge and headed back out for another takeoff as though it were no challenge to SeaRey. Gear extension made the beaching easy, but one must remember that submerging larger tires can overwork the system somewhat so you'll want to be at idle thrust. On our several water landings, the SeaRey showed excellent slipping ability and a pilot of Kerry's skills can hold this attitude until very near the water. No wonder the SeaRey doesn't really need the 35° of flaps. Kerry demonstrated a water takeoff where he put in full up trim, added power and shortly afterward released his grip on the stick.We lifted off at about 60 mph instead of the 45- to 50-mph where you would normally rotate, but the SeaRey flew itself off and maintained a reasonable climb. At a mid-range power setting of 4,500 rpm, at a few hundred feet after leaving water we were still climbing about 300 to 400 fpm without pushing the engine or airplane too hard. At cruising altitudes, you throttle back to cruise power when you'll observe about 90 mph (78 knots). Top speed is 113 mph (98 knots). Seaplanes generally aren't the fastest of airplanes but it's hard to beat their recreational appeal and their enormous versatility in landing areas. In my airborne trials, stall occurred at 45 mph (39 knots) with no flaps extended at idle thrust. Accelerated stalls reached full stick back at about 50 mph, but would not break over nor show any tendency to roll in or out, though the nose hunted a bit. Without the vortex generators, the SeaRey would show some nose break, Kerry recalled, but the vortex generators are standard and the SeaRey exhibits very low speed capability with them.With two notches of flaps, Kerry demonstrated a stall indicating 35 mph. In addition to vortex generators, this significant drop comes from new gap covers that Blazevic helped engineer. Back to hard-surface touch and goes, I found neither of my two SeaRey landings was particularly good.We approached at about 70 mph, which allows a significant reserve of speed. The objective is to fly low over the runway and hold off to touchdown. Perhaps it was the hull shape, but I kept starting my flare too high. Once down, you use the common taildragger technique of holding the tail down to settle fully. Kerry recommended I use two notches of flaps for both takeoff and landing. The added lift also helps pull the plane up on step and out of the water quicker. Even at gross weight, water or land runs are a mere 300 feet or so. This is admittedly hard to measure in the water so many seaplane pilots use time instead. The SeaRey gets on step in 4 seconds and becomes airborne in 6 to 8 additional seconds, says the factory. Of course, technique enters in significantly. Gear Up and Flying Gracefully For summer fun - when so much seaplane flying is done - buyers will appreciate canopies that slide back independently. You can move them to any position during flight, although Kerry indicated you should take care not to fly at maximum speeds with the canopy(ies) full aft. Wide-open canopies do begin to affect prop efficiency, a sensation you can both hear and feel. The SeaRey's noise level was a bit higher than I expected in such a deluxe aircraft, however, the noise reduction is significant upon closing the canopy. Headsets or helmets are recommended. At a safe altitude, the SeaRey can cruise at 100 mph, with full-power level flight producing close to 115 mph. Normal cruising is done about 90 mph. The plane will allow a plowing flight, but once you have a feel for it, nosing over slightly will put the SeaRey on an aerodynamic step that I was able to notice within a single hour of flight. The SeaRey's roll rate is quite good, typical of Kerry's designs (I've had the pleasure to fly several of his designs over the years). Response proved to be about 3 seconds in the 45-to-45 roll reversal test, and stick forces were low. Pitch was nicely dampened leaving its pilot with an I'm-in-charge feeling. In mid-2009, a basic SeaRey Experimental Amateur-Built kit costs $29,900. Equipped as the one seen in these photos with the Rotax 912 engine but with analog instruments and a finished interior, the cost will be about $65,000 to $70,000 in the air. As flown, this SeaRey in kit form would run about $85,000 and you'll invest 600 to 700 hours to build it. A first-time builder would probably take somewhat more, but Kerry explained the range is as low as 285 hours for experienced builders and as high as 1,000 hours. The entire interior is available in components for kit assembly. A ready-to-fly SeaRey will be about $95,000 once SLSA airworthiness is secured. Options will raise that total, but this still qualifies as one of the least expensive amphibious seaplanes you can buy. To spend any excess cash you have lying around, you can choose from a menu of options. Many pilots seem enamored by more power so if you want 100 horses instead of 80, add about $2,000. If you live in high-density altitude and carry a lot of weight, you might need the 115-hp Rotax 914. But it'll cost you a breathtaking $14,500 over the 80-hp Rotax. Of course, you can always select more avionics including the beautiful Garmin 696. Radios and EFIS are further choices. But to get a comprehensive price quote, you'll want to go directly to Progressive Aerodyne for the latest figures. The good news is that little of the SeaRey comes from outside the USA so their prices won't be subject to exchange rate fluctuations. Kerry and I discussed how high you might run up the final price and we didn't get much past $115,000 or so. Folks, among amphibious seaplanes in certified, readyto- fly form, the SeaRey constitutes quite a bargain. If you think these prices sound high, you haven't priced a seaplane or floatplane recently. Still, if your budget isn't that large, you always have the ELSA or EAB kit options that'll save quite a bit of money. To see a SeaRey up close, Progressive Aerodyne regularly displays at aviation events and regional shows around the country. For upcoming events, go to their Website: www.searay.com . With a SeaRey, you can expect some real fun on the water or on land. What pilot can't love that?

Published in Light Sport and Ultralight Flying

Seating	2,side-by-side
Empty weight	880 pounds ¹
Gross weight	1,430 pounds ²
Wingspan	30 feet 10 inches
Wing area	157 square feet
Wing loading	8.7 pounds per square foot
Useful Load	550 pounds
Length	22 feet 5 inches
Payload (with full fuel)	442 pounds
Cabin Interior	44 inches
Height	6 feet 5 inches
Fuel Capacity	18 gallons/108 pounds ³
Baggage area	60 pounds
Notes:	¹Empty weight varies with equipment choices; shown is an estimated typical empty weight ²In SLSA redesign, gross weight re-engineered to 1,430 pounds from 1,370 pounds ³Optional fuel tanks raise total on board to 26 gallons
Standard engine	Rotax 912 ¹
Prop Diameter	3-blade composite
Power	100 hp ¹
Power loading	13.7 pounds per hp
Max Speed	98 knots/113 mph
Cruise speed	81 knots/92 mph
Stall Speed (Flaps)	35 knots/40 mph
Stall Speed	39 knots/45 mph
Never exceed speed	104 knots/120 mph
Rate of climb at gross	800 fpm
Takeoff distance at gross	375 feet
Landing distance at gross	300 feet
Range (powered)	3.5 hrs., 330 mi.
Fuel Consumption	5.6 gph at 75% power
Notes:	¹Engine choices include 80- and 100-hp Rotax 912ULS and 115-hp Rotax 914 Turbo
Standard Features	Rotax 912 at 80 hp; analog flight and engine instruments; retractable gear; hydraulic disc brakes; retractable shoulder harness; 18-gallon fuel capacity; 3-blade composite prop; manually operated flaps; electric trim; mechanical gear retraction system; 6-inch aluminum wheels with 4-inch steerable tail wheel; fully built LSA.
Options	100-hp Rotax 912 or 115-hp Rotax 914; full electronic avionics including Dynon D-180 and Garmin 696; optional 26-gallon (total) fuel capacity; high-capacity wheels and brakes; ballistic parachute; interior upgrade options.
Construction	Aluminum airframe; fiberglass hull (carbon fiber optional); steel landing gear and other components; dope and- fabric wing coverings. US-owned company.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Familiar, popular design from a well-established company and designer; some 500 flying (built from kits). More useful load/payload than other boathull amphibs. Substantially updated to meet ASTM standards brought a higher gross weight.

Cons - Not a particularly fast design, if that's what a buyer is seeking. Construction is familiar to ultralight pilots, but is less common among Light- Sport Aircraft. At press time, company had not completed their SLSA airworthiness certification.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Loaded with systems, including retractable landing gear and uncommon things like a bilge pump. Electric trim. Mechanical flaps. Hydraulic brakes. Audio warning system for gear position.

Cons - Pilots must manage gear in the right position for land vs. water landings (though the optional warning system helps, if selected). Engine access is somewhat awkward and made harder with the nicelooking fairing.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Generous 44-inch-wide cabin (though other LSA seaplanes are wider still). Sliding canopies are a delight as well as a very serious safety feature because exiting an upset seaplane may be easier with dual sliding canopies. Very comfortable interior.

Cons - Entry and particularly getting up out of the seat may prove challenging to less flexible pilots (though structure around you is sturdy for handholds). Seats not adjustable. Shoulder belts only in test aircraft.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Taxiing on land is good with responsive tailwheel steering, or on water, thanks to a water rudder located well aft, giving a good lever arm.Water handling is excellent, like a speedboat in an experienced pilot's hands. Great ventilation, thanks to sliding canopies.

Cons - Even with a 10-inch draft you may be limited to calmer water like lakes. Gear stance places hull low to ground (though in an emergency, landing on the hull may be a good idea anyway). No differential braking to aid ground ramp maneuverability.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Water landings work well and appear to require relatively modest skills, making the SeaRey a good starter amphib. Short 300-foot water runs and 10 to 12 seconds. Sliding canopy allows easy pier access. Beaching appeared almost too easy. Slips worked very well.

Cons - Water landings were easier; on land, aircraft sits very low before touchdown; it takes some acclimatization (though gear is up to the task of instruction). Ground clearance is low to bottom of hull.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - The SeaRey has an excellent combination of predictable controls that are quite responsive. Roll rate was reasonably fast (about 3 seconds, 45-to-45). You never have to land crosswind on the water in a seaplane. On land, the SeaRey exhibited good control authority.

Cons - Handling in water requires additional training (insurance will also demand more training). Downwind water handling can be particularly challenging in stronger winds. No other negatives.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Water runs are short (300 feet) and are essentially the same on land or water. Climb is reasonable at 800 fpm with the 100-hp Rotax 912 engine (650 fpm with 80 hp). Seaplane landings are generally short. Excellent slow-speed flight characteristics; especially useful for sightseeing by seaplane.

Cons - Amphibians are generally slower designs than fast land planes; cruise in a SeaRey is a modest 80 knots (though speed is not an objective of most seaplane pilots. Climb seemed a little weak, possibly owing to a higher empty weight on test aircraft.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Stalls were almost nonevents; I found no clean break to any stall practiced. Slow stall at 35 knots with flaps; 39 knots without. Longitudinal and lateral stability checks and power changes from trim, level flight revealed a benign SeaRey design.

Cons - Water operations require more training and you must mentally shift from airplane to boat. No other stability negatives discovered.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - With 500 flying, the SeaRey is the most popular amphibian in light aviation; owners are loyal and support one another. Company is well established and has been managed by the same family since its inception in the early 1990s. The SeaRey is priced modestly compared to other LSA flying boats.

Cons - The SeaRey is still awaiting approval as a Special Light-Sport Aircraft; until then only an Experimental Amateur-Built kit is available. At about $100,000 ready-to-fly, the SeaRey won't be in everyone's budget (but EAB or ELSA kits can dramatically lower costs in exchange for your labor).

Let’s be honest. We’re into flying because we enjoy the experience, right? Flying light, sporting aircraft is not about flying to work or transporting goods or people. And if enjoyment is the main flying goal, then seaplanes are a big part of that pleasure. Of the LSA-qualified seaplanes covered this year (FPNA Cape Town A- 22 and Airmax SeaMax), the SeaRey is more familiar to readers of Light Sport and Ultralight Flying magazine and more affordable. The SeaRey is familiar because of its past in this community. It’s built and it flies as you’d expect, more so than some $135,000 carbon fiber speedster. It also costs a great deal less and it’s available as a kit to save even more dough. Make no mistake. The SeaRey LSX (the Experimental-LSA kit version) and the SeaRey Sport (the fully-built version in latter stages of certification) are advanced light planes, by which I mean SeaRey has developed significantly from its simpler 2- stroke-powered early models.

SeaRey… American-Made Amphibian

By Dan Johnson || April 23, 2010 2 Comments

The new SeaRey updates the design reported in this 1996 article. The new model will qualify as a Special Light-Sport Aircraft and will also be available as a kit Experimental Light-Sport Aircraft, making it one of the first designs to be offered in these configurations.

Gear up and cruising, SeaRey has attracted a loyal following among more than 500 builders.

It's the versatility of being able to land on pavement or water that interests many seaplane enthusiasts. SeaRey has a highly evolved hull that works very well.

With its dual canopies (each can open separately) you can position the window anywhere you like at any time in flight. Open cockpit enthusiasts are happy yet you can close them for splashy water landings.

The newer Light-Sport Aircraft SeaRey uses a modern glass panel. Seen installed here are the Dynon multi-function display and a new Garmin 696 vertical GPS.

In its purest form, a pair of SeaRey amphibs can deliver you and some friends to remote cabins. Don't try this in your SUV.

SeaRey Sets a New Standard for Floatplanes Many pilots who have flown in water-borne aircraft believe this is the finest and most enjoyable flying one can do. If that statement holds water (is true), then the beautiful SeaRey amphibian from Florida-based Progressive Aerodyne should be one of the most desirable aircraft you can buy. Pilots have spoken with their money. Since it arrived on the market in 1992, the SeaRey has sold in increasing numbers each year. Three years of Progressive Aerodyne history hardly tells the story behind the SeaRey. A father and son ownership team, Wayne and Kerry Richter have long experience in this business producing many hundreds of amphibious ultralights. The Richters were principals in a company called Advanced Aviation best known for its amphib sea plane called the Buccaneer. After another designer made the first single place Buccaneer, Kerry Richter made his name with a two place model. He also updated an older single place called the XA into the much slicker SX version. In addition, Kerry designed several other models based on a similar theme. Every model in Advanced Aviation¹s line was celebrated for excellent performance and for superb handling. Having flown most ultralights made in the USA, I know it is a strong statement to say Kerry Richter designs were among the very finest handling aircraft I¹ve ever flown. Yet I am supported by many other pilots who agree with me. In the early 1990s after a dispute with a man who owned a large piece of Advanced Aviation, the Richters parted company and set about building a new company. Today, Progressive Aerodyne is shipping airplanes, satisfying customers, and delighting kit builders with a fine machine they are proud to own and fly. With sales well beyond 100 units, Progressive Aerodyne has established itself as a dependable airframe supplier. The future looks good for the SeaRey and single-seat Sting Ray. Through more than a decade Kerry Richter¹s designs were continually refined. His aircraft were widely applauded. All the knowledge he acquired with the earlier designs has been put into the two models. New From the Water Up SeaRey is new from top to bottom. While it stands on the shoulders of previous designs, it truly is fresh, maintaining only a faint resemblance to the older Buccaneers. For example, the new SeaRey uses fiberglass where the Buccaneer had sewn Dacron coverings. The glass is so strong, Kerry says you can walk anywhere on the fiberglass SeaRey¹s engine of choice is the four cylinder, four-stroke Rotax 912. Half of the single place Sting Rays and virtually all of the two place SeaRey models use the popular 80-horsepower engine. Operating range on the SeaRey¹s Rotax engine was 4,200 to 5,000 rpm, a fairly low setting for a rather heavy plane. The fact speaks well of the design¹s overall efficiency. SeaRey is a feature-laden aircraft with electric gear and a gear position indicator. Uncommon as such electric features are on microlights, the system is appreciated when you prepare to land in the retractable aircraft. Our test SeaRey also had electric trim. Trim is adjusted by a switch atop the throttle, a single lever located between the seats in front of a supportive armrest. When you set trim you move an adjustable horizontal stabilizer which pivots at the leading edge. On kit-built aircraft, these electrical devices may seem like luxuries | at least ³costly² in terms of weight | and sure enough, they¹re available at optional cost. However, the electric power actually SAVES weight over mechanical actuation. Flaps are mechanical on the SeaRey with a control lever over the shoulder between the two occupants (either pilot can work the flaps). Positions available are 12, 24, 35 degrees; flaps can be used under 130 km/h. Hydraulic heel brakes were mounted only on the left side seat. Brakes are also part of SeaRey¹s lengthy standard equipment list. The two seats may look simplistic in their construction, but are surprisingly comfortable. Comprised of two wedges of foam that thicken at your knees and shoulders tapering to a seam at your bottom, they provide support where it is needed and add far less weight than a seat structure built of fiberglass. An overhead center canopy rail has switches on the inside of the structure for the bilge pump and the master switch. Both are thus handy without being in a position that could result in inadvertent activation. Up and Flying The Progressive Aerodyne plane performs brilliantly on the water, allowing taxiing up to 40 mph and even more. You¹ll want to stay under 50 mph, though, as this approaches lift off speed. Still, the plane is amazingly stable at the higher water speeds. The control panel has plenty of room for many instruments in the SeaRey and in the company¹s single place Sting Ray. The one seater is also exceptionally roomy inside and has a multiple-angle control panel that makes all instruments easy to see. The wider SeaRey uses a flat panel, which allows each occupant to have a clear view of the gauges. Some of the best times I¹ve had in the air have taken place in one kind or another of sea plane or float plane. When I¹ve had the pleasure to fly in boat-hulled sea planes, the experience has always felt right, what with the design being built to the purpose. Contrarily, float planes are land planes that have been modified for water use. Water approaches in the SeaRey are made at 110 km/h while land approaches are made at 100 km/h. Kerry recommended I use two notches of flaps for both takeoff and landing. The added lift also helps pull the plane up on step and out of the water quicker. Even at gross weight, water runs are a mere 100 meters or so (admittedly hard to measure in the water). On water landings, you are advised to touch down slightly nose high as you want to meet the water on the hull step. Should you put the tail down first, an light push forward will return you to the step before you slow to a stop. On whole, the SeaRey is a most impressive boat on the water acting very much like that¹s where she belonged. A beaching experience was fascinating. Kerry took the controls and aimed us at the far side of a lake that had no beach, instead having a marshy look with tall grasses. In spite of this slippery surface, I was pleased at the ease with which the SeaRey negotiated the grassy lake edge. Kerry demonstrated a roll up from the water with the now-extended wheels cooperating nicely. We swung around in a 180 on the lake¹s edge and headed back out for another takeoff as though it were no challenge to the plane at all. Electric gear extension made the beaching easy. However, submerging larger tires overworks the motor somewhat so the Richters are investigating hydraulic actuation. Since most kitplanes aren¹t retractable at all, this seemed to be unusual sophistication for so reasonably priced a kit. SeaRey¹s hull design triumphantly resists nose plowing; it simply won¹t do so without a protest. While some combination of power and pitch motion might cause problems, pilots need not be overly concerned about this. Gear Up and Flying Gracefully For summer fun | when so much sea plane flying is done | buyers will appreciate canopies that slide back independently. You can move them to any position during flight, although Kerry indicated you should take care not to fly at maximum speeds with the canopy(ies) full aft. Wide open canopies do begin to affect prop efficiency, a sensation you can both hear and feel. SeaRey¹s noise level was a bit higher than I expected in such a deluxe aircraft, however, the noise reduction is significant upon closing the canopy. Headsets or helmets are recommended. At a safe altitude, the SeaRey easily runs past 160 km/h with full power level flight producing 180 km/h. Normal cruising is done between 125 and 145 km/h. The plane will allow a plowing flight, but once you have a feel for it, nosing over slightly will put the SeaRey on an aerodynamic step that I was able to notice within a single hour of flight. SeaRey¹s roll rate is quite good, typical of Kerry¹s designs, with response relatively quick and forces low. Pitch is nicely dampened leaving its pilot with an I¹m-in-charge feeling. Both roll and pitch are somewhat faster on the single place Sting Ray as knowledgeable pilots would expect. In a series of stalls, I noted no evil tendencies. SeaRey could be encouraged to break out of stall by sharper control movements, yet even so the break was mild and I found no wing drop in any stall I performed. Progressive Aerodyne sells the SeaRey kit for under U.S.$20,000 without engine. You may use a 65-horse, two stroke Rotax 582 to the 80-horse, four-stroke Rotax 912. The plane will perform nicely with the two-stroke motor, so you pay a premium for the perceived security of four stroke operation. Compensating is the lower fuel usage of the larger engine. You may want to choose from a menu of options. Besides the engine choices, I¹d want the standard instrument package for about U.S.$1,000. This provides an airspeed indicator, altimeter, VSI, compass, cylinder head temperature and exhaust gas temperature, water temperature (for the liquid cooled engine), and tachometer. Parachute maker, BRS, builds a highly customized rocket-deployed parachute expressly for the SeaRey which fits neatly into the wing¹s center section. It sells for about U.S.$3,200 and offers a dramatic safety backup. When you add the best options plus the top-of-the-line Rotax 912 engine a SeaRey will cost about U.S.$30,000. The price compares well to land microlights in Europe and indeed, American prices are usually a lot lower. If you think the price sounds high, you haven¹t priced a sea plane or float plane recently. Building the basic SeaRey will take you 350-400 hours. A large selection of options will add hours as will elaborate paint finishes. Progressive Aerodyne has made sales to Europeans but lacks a dealer network on the continent at this time. However, since Buccaneers once sold quite well in Italy, it may not be long before someone takes a SeaRey and Sting Ray agency for the Italian market. Meanwhile, if you want to see one up close, Progressive Aerodyne regularly displays both their water birds at America¹s Sun |n Fun or Oshkosh events. If you can attend, look for them in the ultralight areas of these big shows. If you can¹t make the trip, video tapes and literature may suffice. With SeaRey, you can expect some real fun on the water.

Published in Volare

Seating	2 side-by-side
Empty weight	318 kg., depending on engine
Gross weight	568 kg
Wingspan	9.5 meters
Wing area	13.7 sq. meters
Wing loading	39 kg/sq. m.
Length	6.9 meters
Cabin Interior	112 cm @ shoulder
Height	2 meters
Load Limit	+3.8 -1.9
Fuel Capacity	68 liters
Baggage area	0.4 m3
Standard engine	80 hp. Rotax 912, 4-cyl., 4-stroke
Power loading	7.1 kg/hp.
Cruise speed	145 km/h
Stall Speed	65 km/h (58 km/h solo)
Never exceed speed	185 km/h
Rate of climb at gross	3.75 m/sec (4.75 solo)
Takeoff distance at gross	100 m.
Landing distance at gross	100 m.
Range (powered)	4.5 hrs. w/ 30 min. res. (650 km w/ 30 min. res.)
Fuel Consumption	13 l/h

Lower-Priced LSA Coming to Sun ‘n Fun

By Dan Johnson || April 3, 2010 Leave a Comment

Price Cuts! -- Among good values being offered are great deals from Flight Design and Jabiru. Come to Sun 'n Fun, find them in the LSA Mall, and see if you find your magic price.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota... all before Sun 'n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun 'n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900. With some nice equipment, it remains less than $95,000. The company's more spacious J-230 is being offered for $97,900 base and pretty well equipped for $105,000. *** All these numbers can be made more affordable through partnering or finance, both of which have good support. *** Other observed bargains: SeaMax, a well-equipped, performance amphibian for $140,000 range; Aerotrek, still holding a line below $70,000 for their handsome A220/A240; the RANS S-6LS is a value at $63,000; SeaRey kits offer the lowest amphib cost among LSA; and a low-price leader is the X-Air LS for $59,995. *** I'm also sure I left out someone deserving, so come to Sun 'n Fun and find the deal for you. I've not seen a better time to buy an LSA.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota… all before Sun ‘n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun ‘n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900.

SeaRey Reports Superb Oshkosh; Who Will Get #100?

By Dan Johnson || September 1, 2009 Leave a Comment

American Seaplane -- SeaRey is an all-American brand making the move from a kit-only operation to one providing fully-built SLSA and, eventually, ELSA kits. Watch for my full pilot report in the October 2009 Light Sport and Ultralight Flying.

We sit on the edge of hitting triple digits of Special Light-Sport Aircraft. Just before Oshkosh started, Van's Aircraft announced their RV-12 qualified for SLSA airworthiness (which also allows the Oregon company to sell ELSA kits). People have started to ask, "Who will offer Number 100 SLSA?" One possibility is the SeaRey from Progressive Aerodyne. *** SeaRey marketing man, Darrell Lynds reported a spectacular Oshkosh event, "We sold 11 kit SeaRey aircraft (the LSX) and four SLSA versions to be called the SeaRey Sport." That represents quite a performance, causing me to inquire what amount of money changed hands in order to call these an order. "We collected $5,000 toward a kit and $10,000 on a fully-built SLSA," explained Darrell. I'd call that enough cash per airplane to make for genuine orders. *** I spoke with many sellers at Oshkosh who reported "very solid leads," and "genuinely interested buyers," but a few complained that despite these positive comments, they were not seeing the cash. *** SeaRey logged one of the best selling performances among LSA suppliers. The company has been working on LSA approval for several months and that follows years of successful kit selling. Close to 500 SeaRey kits are now flying and they've generated an intensely loyal following. Could the SeaRay Sport be SLSA #100? Only time will tell but we'll do our best to report the answer first.

We sit on the edge of hitting triple digits of Special Light-Sport Aircraft. Just before Oshkosh started, Van’s Aircraft announced their RV-12 qualified for SLSA airworthiness (which also allows the Oregon company to sell ELSA kits). People have started to ask, “Who will offer Number 100 SLSA?” One possibility is the SeaRey from Progressive Aerodyne. *** SeaRey marketing man, Darrell Lynds reported a spectacular Oshkosh event, “We sold 11 kit SeaRey aircraft (the LSX) and four SLSA versions to be called the SeaRey Sport.” That represents quite a performance, causing me to inquire what amount of money changed hands in order to call these an order. “We collected $5,000 toward a kit and $10,000 on a fully-built SLSA,” explained Darrell. I’d call that enough cash per airplane to make for genuine orders. *** I spoke with many sellers at Oshkosh who reported “very solid leads,” and “genuinely interested buyers,” but a few complained that despite these positive comments, they were not seeing the cash.