Could Light-Sport Aircraft, light kit aircraft, and even ultralights benefit from in-flight adjustable propellers? After more testing and data collection answering that question should be easier. Prominently displayed in front of the Rotax Aircraft Engines exhibit at Sun ‘n Fun — right at the main entrance to the large spring show — was a strikingly-painted Searey kit-built aircraft (photo). Why? The mission was to showcase how a Rotax-powered amphibian aircraft can get more push… without complexity. Named Searey ATD, Advanced Technology Demonstrator, the collaborators include Progressive Aerodyne, producer of the Searey, Rotax Aircraft Engines, and MT Propeller, all coordinated by key developer, RS Aerotech of Nassau, Bahamas. A joint news release said, “For the first time in the Light-Sport Aircraft category*, Searey ATD offers a single-lever operated constant speed propeller, which significantly improves performance and dramatically reduces power management complexity for the pilot.” Searey ATD “will be used for long-time testing of new engines, propellers, and electronic systems.” To serve this goal, Searey ATD has been equipped with a state-of-the-art flight data acquisition and reporting system, which combines engine data with aircraft and navigation data.” Called a “first time” accomplishment, Searey ATD can “automatically transmit its engine and aircraft data via LTE networks worldwide.” The data “will be used by Rotax to perform engine health monitoring” similar to what airlines do globally.
Progressive Aerodyne SeaRey
Website: http://www.searey.com
Email: sales@searey.com
Phone: 352-253-0108
Tavares, FL 32778 - USATorture Testing… Let Freedom Wing!
Of course, I don't mean to demean the hard work it takes. Look at the images in this article and you can see that just to set up a wing for testing can involve literally days if not weeks of work. A fixture, sometimes called a "strongbox," must be built or obtained. An actual wing must be affixed to the structure. Weights in some form — and a lot of them — must be secured to the wing to assure loads are applied in a real simulation; air loads are not uniform across the wing's span. Loading the wing is a precise task if engineers are to replicate the forces air loads will place on a wing in flight.
No one takes this casually. Lives can depend on it. A company's long-term survival may depend on doing the testing correctly and documenting the results thoroughly. The process is typically captured in photos and video and a detailed written technical report must be available to authorities or insurance companies that care deeply that the testing meets standards such as ASTM or FAA certification.
No matter how seriously this effort is taken or how much is spent (in time and money) to achieve it, the testing of an aircraft wing is a largely static event.Naturally, should a wing fails under heavy loads — just look at the immense amount of weight placed on the C4 wing — the test can become very exciting. Things can pop (loudly) and parts may go flying if the wing collapses. No one should stand nearby during an ultimate load test. However, if no failure is witnessed, the wing structure may groan and tremble but nothing much happens. As I said, the test is important, but visually dull.
Yet this is not the case with hang glider wing testing. The difference is captioned in the terms commonly used to describe the tests. An airplane wing is statically load tested where the flex wing hang glider is dynamically tested. The latter method is used because it is a proven real-environment way to simulate the loads on a flex wing.
The dynamic process was developed many years ago by HGMA, the Hang Gliding Manufacturers Association. Some very smart people worked out the techniques and equipment and, to their credit, hang glider wings can bear an immense load and not fail, even when upside down.
An airplane manufacturer — let's say of a 2,500-pound aircraft — cannot imitate the dynamic test used by a hang glider or trike wing manufacturer. Testing a metal or composite wing for a larger, faster airplane would take an extraordinarily powerful vehicle, and it would have to go very fast. However, the slower speed and lower mass of hang gliders makes dynamic testing achievable. To perform the required tests on its creations, North Wing has fitted a vehicle with a very sturdy steel structure. Cameras and recording gear are mounted.It's worth noting that North Wing is not required to do this by FAA or other regulatory bodies in the USA. Part 103 vehicles do not have to meet government standards. These manufacturers spend the effort because other entities require it and because they want their products to find ready customers who will not buy a glider they doubt can withstand real use. Besides satisfying their customers, insurance companies, media reporters, trial lawyers and others may demand test documentation in case an accident occurs.
The hang glider community has long policed itself and done so in such a professional fashion that FAA almost ignores them. Indeed, when is the last time you heard about a hang glider or trike wing folding up in flight? It almost never happens anymore. Good for HGMA and the hang gliding and flex wing industry.
The test shows a positive load applied (wing in normal orientation) and the very demanding "negative 150" test. This simulates a wing that may be disturbed by violent air. The wing is mounted backwards at the appropriate angle and the heavy truck forces the wing through the air backwards in this tortuous test. As you can see, it bowed deeply but survived.
The video below shows dynamic testing North Wing did to prove their new carbon fiber structure Freedom X wing. This is North Wing's newest product. Besides hang gliders, North Wing makes a line of weight-shift trikes and is a leading supplier of wings to other trike carriage producers.
Freedom X 160 (the wing square footage) uses carbon fiber leading edges and struts and other design parameters to stretch the performance of their Freedom model series. Despite using exotic materials, Freedom X is an exposed-crossbar design, sought after because it has lighter, more responsive handling compared to full double-surface designs. "It's also quieter than the cable-braced version; you can actually hear it pass through air more smoothly," said designer and North Wing boss, Kamron Blevins. The structure also contributes to Freedom X's safety in unusual attitudes, as proven in this testing.
When a pilot takes off at the end of the clip, you almost breathe a sigh of relief at what is obviously far less load than North Wing subjected their newest creation to atop the big truck. Good job, Kamron and team!
Most pilots never probably have witnessed the testing a wing endures before designers and regulators will sign off on it, signaling that it has been adequately stressed so that pilots can depend on it. I’ve had the chance to see several such tests and will state that it is two things: demanding and, well …boring (unless something breaks). Of course, I don’t mean to demean the hard work it takes. Look at the images in this article and you can see that just to set up a wing for testing can involve literally days if not weeks of work. A fixture, sometimes called a “strongbox,” must be built or obtained. An actual wing must be affixed to the structure. Weights in some form — and a lot of them — must be secured to the wing to assure loads are applied in a real simulation; air loads are not uniform across the wing’s span.
SportairUSA — Broad line of LSA
We spoke with SportairUSA founder, Bill Canino, who represents a broad and varied line of Light-Sport Aircraft... all of which just happen to begin with the letter "S." We wanted to inform you about all these quality airplanes but we also wanted to ask Bill about all SportUSA's activities including their Arkansas FBO and a flock of interesting accessories items, some of which are available for other brands.
We spoke with SportairUSA founder, Bill Canino, who represents a broad and varied line of Light-Sport Aircraft… all of which just happen to begin with the letter “S.” We wanted to inform you about all these quality airplanes but we also wanted to ask Bill about all SportUSA’s activities including their Arkansas FBO and a flock of interesting accessories items, some of which are available for other brands.
Progressive Aerodyne — SeaRey
SeaRey from Progressive Aerodyne is an all-American amphibian in the Light-Sport Aircraft segment. The U.S.-manufactured entry may follow several foreign designs, but is no newcomer. More than 400 flying aircraft worldwide have been created by home builders in a tight-knit community. SeaRey will be available as a fully-built SLSA soon.
SeaRey from Progressive Aerodyne is an all-American amphibian in the Light-Sport Aircraft segment. The U.S.-manufactured entry may follow several foreign designs, but is no newcomer. More than 400 flying aircraft worldwide have been created by home builders in a tight-knit community. SeaRey will be available as a fully-built SLSA soon.
Light-Sport Aircraft … Going the Distance
Among the critiques some old school pilots employ when trying to marginalize Light-Sport Aircraft is that these aircraft are not suited to flying long distances. I’ve reported several around the world flights (check this article and here’s another) but that’s hardly all the long flights. The invitation started out, “Join all of us at Progressive Aerodyne and the City of Tavares on Friday, September 11 for a presentation by Michael Smith about his epic Searey flight from Melbourne, Australia to Central Florida. Michael will give a presentation at the beautiful Tavares Pavilion on the Lake about his incredible journey.” Unfortunately, I can’t attend as I’ll be working the Midwest LSA Expo in Mt. Vernon, Illinois that weekend. However, many readers probably cannot attend either so here’s a bit of Michael’s story. In the not-too-distant past, documenting a trip like his probably meant appealing to a magazine or publishing a book.
Fresh American LSA & Ultralight Exports
Wait! “…Exports?” I realize that might look like a typo. Did I intend to write LSA imports? Nope, exports is the correct word. Back in the early days of Light-Sport Aircraft, circa 2005-6-7, the source countries manufacturing the LSA people were buying were of a high percentage European with the Czech Republic leading the charge. Their penetration of the market was approximately two-thirds of all LSA. Then came the global economic recession, which happened as the industry began to mature. All were affected: domestic and international companies and pilot consumers. Some handsome imported aircraft never found a market. In any downturn, some managers adapt quicker to the changing economy. They find a way to offer new aircraft to keep the momentum. Neither were American companies sitting on their thumbs. European builders had a head start because the European-style ultralights they had been manufacturing were close to what FAA allowed as LSA, so many models could be rapidly adapted to meet the Yankee marketplace.
Last News Rush Before 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.
LSA Seaplane Invasion …Can It Happen?
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
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!
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
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.
Sport Pilots: Fly to the Bahamas in Your LSA!
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
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.
SeaRey… American-Made Amphibian
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 |
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.