Changing LSA Seaplane Market — Vickers Wave Progress Update — Others, Hmmm…?

Winter is coming, so naturally, it’s time to start thinking about seaplanes… right? It always seems weird to write about water-based activities as frost begins to envelop the northern two-thirds of the country. Yet winter is when all the big boat shows happen because buying new vessels requires advance planning. It’s also pleasant to think about spring and summer while snow flurries fly.

For many years I’ve written about this sector and names like Searey, Seamax, and Aventura (all in nearby image) have long been the leading brands. Now the first two are in financial trouble and the last has decamped to Brazil from Florida. Whatever is going on, Vickers Wave may represent a breath of fresh air.

In articles last fall and this spring, I gave overviews of the entire LSA seaplane market (read here or here).

Vickers Wave Update

Vickers previously noted, “Wave has finished its flight testing, resulting in a 120-knot cruise and useful load of 750 pounds powered by a Rotax 916iS (reviewed here).”

“A frequently asked question I receive is, ‘What is taking so long?’,” begins Paul Vickers. “Given the scale and complexity of a project like this, it’s worth explaining some of the key challenges we’ve faced and the strategies we’ve employed to address them.”

“The process of developing an aircraft like the Wave has spanned nearly 15 years (2009) — approximately one-third of my life,” Paul continued. “The path to this stage has been characterized by sustained focus and incremental progress.”

Recalling his early days, Paul wrote, “For the first three to four years, I was the only person dedicated full-time to the Wave, working six to seven days a week.” He was focused on ensuring the structural and aerodynamic integrity of the aircraft. Flight testing (report) validated Wave’s performance calculations.

Seven years after beginning design work, in late 2016 Vickers began building operations. “This period marked our move to a larger facility and the start of assembling a dedicated team,” said Paul. “Building a skilled team that could effectively collaborate on this ambitious project was a gradual process.” Today, Team Vickers has grown to 20 people. “Despite a modest budget and a streamlined team, we have successfully moved from design to production of a fully operational aircraft,” Paul stated.

New Zealand’s strict regulatory environment presented an additional set of challenges. The down-under country’s Civil Aviation Authority (CAA), similar to the FAA, requires LSA manufacturers to meet General Aviation manufacturing standards. “Consequently,” Paul continued, “our company must adhere to rigorous standards and navigate various certification obstacles, including following stringent test pilot requirements.”

“Our approach from the beginning has been to construct the prototype with production tooling, molds, and processes,” clarified Paul. “This approach aims to reduce variability in future production stages, though it requires significant up-front investment in research and development, creating production-ready tooling, and composite-structure molds. Many manufacturers prioritize design at the expense of manufacturability, but we have chosen to focus on both, with an emphasis on building production efficiencies from the outset.”

Composite materials, particularly carbon fiber, pose additional complexity due to their variability. Unlike aluminium, for which structural properties and specifications are standardized and readily available, carbon fiber varies depending on the manufacturer. Each type of carbon fabric has unique characteristics based on the material’s weave, the machinery used in its production, and the proprietary resins applied by the supplier. When we receive the carbon fiber, further factors — such as the composition of the mold, oven types and curing cycles, and vacuum application techniques — affect the final product’s structural properties.

Each composite assembly undergoes rigorous testing. “We produce hundreds of test samples (coupons) in various weights and configurations, which are sent to certified labs,” began Paul. “These samples are then tested across a range of environmental conditions, including standard daily temperatures, elevated temperatures, hot and wet conditions, and extreme cold. This testing yields ‘material allowables’ which guide the design and size of components to ensure compliance with our structural requirements. We repeat these tests with various adhesives to validate bonding integrity under similar environmental stresses.”

“This technical and regulatory rigor provides a snapshot of what’s involved in bringing a greenfield aircraft design to life,” Paul continued. “In addition to fundamental requirements, we have introduced unique features, such as automatic wing-folding, anti-flip landing gear, and water thrusters. Integrating these innovations on an amphibious aircraft, while staying within the weight constraints of the LSA category (article on Wave’s FAA weight exemption), adds another layer of engineering complexity. Yet, these features are critical to achieving the performance and usability targets we have set for the Wave.”

Getting Specific

Water Thruster Testing (nearby image) — “Our recent water tests of the Wave’s water thrusters were a resounding success,” boasted Paul. “The results showed excellent maneuverability, as well as impressive control and docking ease, underscoring the thrusters’ efficiency and responsiveness.” View a brief video below illustrating how these work.

Flight Testing — “We are embarking on a new phase of flight testing to finalize the remaining design elements. This testing phase includes assessments of new propellers and production-ready anhedral tips for the horizontal stabilizer, all of which are designed to enhance stability, performance, and handling, while improving aesthetics.”

Some images in this article reflect earlier iterations of Wave. Those with vertical components on the horizontal stabilizer are the newest photos.

• Q1 2025: Initial U.S. sales and distribution location announcement
• Q2 2025: U.S.-based manufacturing location selection
• Post-Production First Flight: Opening of order book

Q&A with the Designer

When will the order book open? “Once we have completed production aircraft test flights and we have a fully accurate costing structure.”

When may first deliveries happen? “First deliveries are scheduled for Q3 2025, These will be in the USA. We will be holding an unveiling event.”

What is your current expected pricing? “We are keeping this quiet until we have manufactured the first few units; this way, when we announce the price we can stand by and honor it.”

Have you any more detailed specifications or information? “We are confident with 120-knot cruise, useful load of 750 pounds, and 1,100 nautical mile range. Automatic wing fold will operate on the water with engine running. Using thrusters for the first and last few hundred feet of water maneuvering supplies a very controllable and peaceful start and finish to your adventure.”

“We have developed new manufacturing techniques that lower cost, increase strength, and save weight, all helping us achieve the incredible useful load.”

How will you gain approval for Wave? “Wave will also be offered not only as a current LSA and Mosaic LSA, but also as a Type Certified aircraft using the Primary category.”

“We have taken the time required to ensure Wave comes to market only when it’s ready, and we make no apologies for taking the time to get it right. Wave will be well worth the wait and will set a new bar for seaplane quality, functionality, and performance.”

—Thanks, Paul!

ARTICLE LINKS:

• Vickers Aircraft, company website
• All articles and contact info here on ByDanJohnson.com

This company video shows testing of the water thrusters on Wave. Note how tightly it can turn on the water.