Vol.2 No. 1, Page 1 January 1995

In September I received the following letter from Bernd Eggert describing an exciting journey he made with his young son Till over Norway to the arctic circle. I include it here as it makes I think a fitting epitaph. In it his enthusiasm for flying with his younger son Till is very evident. His death in October has robbed many of a conscientious man and enthusiastic supporter of Seawind. To his family we extend our deepest sympathy. He would have made I am sure a significant contribution to our flying experiences and those of us who had the pleasure of getting to know him shall miss him.

He was most likely, had he been put on

To have proved most royal..

Goodnight sweet Prince..

A thousand angels sing thee to thy rest..

I have not been able to find Arvika but the route is from not far from Oslo in Norway north to the Norwegian coast at Trondheim along the coast to Bodo then inland almost east to Gallivare. The entire route is mountainous typically six thousand feet,although I've never been there I imagine all precipitous slopes apart from the bottoms of narrow valleys and densely wooded apart from the glaciers that is...very formidable terrain for a forced landing but of course spectacular scenery. The return journey via Sweden crossing the 5,000 ft mountain ridges to cross the Kettegat, then over Denmark to Flensburg on the border.The words in brackets are mine RA.

I just came back from Sweden. I had a wonderful tour in a Cessna 172, the N734AN

Susanne, Till, Johannes and myself renovated (it) in 22 days with the help of eight people from Tchechei, our old farm stables and the guest house at Kallsasen in Sweden.

Work started at 6 a.m. each day and ended at 8 p.m. except Sunday. On Sunday the working hours were only 8 hours(!). We got everything in good shape again, the weather was almost too hot and only at the end (we had) two rainy days.

Now to the tour I have made with the C-172 from Arvika to Trondheim through the valley of Gudbrandscal (and) then crossing Hamar and Lillehammer in sunshine. Filling the tanks in Trondheim cost me 4,25 NKR (about $5.50/litre) (Norway is Europe's largest exporter but fuel is expensive nevertheless) The landing fee however cost more than the full tank !

Trondheim to Bodo along the coastline of Norway above the glacier Svartisen, really splendid, refilled tanks again after 2,3 hours flight and again paying high landing fees. I had to choose (these) big airports for customs reasons.

Bodo to the east above Sarek National Park to Gallivare at 10,000 ft.Journey of 1,5 hours but now half of the time on top. Refilled tanks at Gallivare and (now) last leg to my friend Aake Siikavara (a policeman). We crossed the (arctic circle in twilight). From a police helicopter we received GPS coordinates, easily Till and myself found the house of Aake and 4 km away (2 miles) a small road in the forest, very long but narrow (!). From my telephone in the plane I told Aake to move his car forward and made two landing attempts. There was no wind. Aake had put a fire at the end of the runway (the road) which showed me the wind conditions. Then we landed as I learned it in Oregon, full flaps, over the tops of the trees, nose up, touching down at 50 knots. Where I had told Aake to move the car the plane stopped; the road had 50 cm (2 ft) remaining between the wheels and the curb. Well (it was) a perfect landing, the way it had to be.

Now Anttis is getting an airport, the people are so excited that I (was asked for) two radio and three newspaper interviews. On June 21st next year we hope to fly up to the new airport at Anttis. Two days later Till and myself made the tour back to Flensburg, The first leg Anttis to Oresunda in three hours, the next to Arvika in 2,5 hours, then Arvika to Save in (a) heavy wind in 1,5 hours with an ILS approach in good weather conditions into Save. (I have to get my IFR). Save to Billund in 1,5 hours (it is) getting very dark. Billund to Padborg (Flensburg) in 0,7 hours during (the) nighttime. Not too bad even in a Cessna 172 one can make it from the pol (arctic) circle to Flensburg. We had started at 9.00 a.m. and landed at Padborg at 10.45 p.m.


John Kivenko has offered us his office line as a more reliable fax address. This number is 514-731-8543.


In the last issue it was suggested that the (Kit 7 page 60) one way flow flapper be replaced by a fixed tube. SNA feel that although the modification is reasonable, they insist the forward hole in rib B be not removed.


On a recent visit to Florida I made a detour to visit two builders, Paul Array and Doug Karlsen in Deland Florida. I spoke at length with Paul about his plane and even though we have an extensive report of his fuel system in this issue we hope to have information on weight and balance as well as performance in the next newsletter. The main reason we are not giving a full report in this issue is due to the fact that Paul has not yet been able to use his plane in the full speed range. Flutter testing has not yet been finished and he has been advised by his test pilot to stick to the 160 mph limit.

My visit with Doug was very interesting in that the plane he is building has a lot of non standard features and unusual innovations. Doug has built several planes before and with the advice of several technical people who work at the Kennedy Space Center he is building what can best be described as a non standard Seawind. Firstly, the engine Doug has selected is an Allison gas turbine. The main reason for this choice is the saving of a few hundred pounds. In addition, the cowling has a considerably smaller frontal area, and the center of gravity will be more forward. The engine will put out considerably more than the recommended 300 horsepower and is therefore a very unpopular selection with SNA. Someone however does have confidence in this plane and he has purchased it even before flight testing for commuting to his yacht. Basically the owner of a 166 ft boat is putting a crane on it so that he will be able to lift the Seawind onto the deck and place it next to his Bell Jet Ranger Helicopter.

Other non standard features of this plane include the scrapping of the hydraulic system, replacing it with an entirely electrical one. As Doug seemed to fall in love with the use of electrical motors he designed an electrically operated canopy. He feels that this will have the advantage of a tighter closing, particularly at the rear, no outward force to warp the canopy when left in the closed position, and gives the ability of opening the canopy to any position. In addition, Doug feels that his mechanism will eliminate the temperature sensitivity of the springs and the replacement costs when they wear out. This plane should be tested within a few months and I am sure we will hear more about it.

(John Kivenko)


Easily mounted nose landing gear end caps.

One thing that can be very frustrating is to mount the nose gear end caps on the bulkheads with the main gear tube in place. The end caps will spin around when you push the system (in place) and make it impossible to align the cap and bulkhead screw holes. especially with a tight fit. This little thing can drive some of us crazy!

Tony Irwin suggested I put a little adhesive around the forward perimeter of the end cap. This should give me a definite stop and define the position of the cap. Great idea !

Later when I received the bronze end caps I found that the new caps were a little smaller so I had to put a new fillet between the old one and the cap. (Here we go again!) However, when I reworked it I added some features that I would like to share with you.

1. Mill (or grind) a semicircular notch, about 20 mm, in the forward outboard end of each end cap, right in front of the forward screw hole. This notch is about 2mm deep and 4 mm long, still leaving a little of the flange against the main tube.

2. Make a small dimple as a position mark in the opposite side of the flange pointing aft. Mark the caps L and R if you did not manage to mill the caps exactly symmetrically.

3. Wax the end caps and prepare the bulkheads. Mount the end caps without the landing gear. I chose to countersink the screws 4 mm into the caps. This I think is better than using a shorter screw whose thread may damage the fibreglass. Fill the notch with adhesive and make a fillet around the forward perimeter half of the end cap. Let the fillet reach just up to the top of the flange. This could have been more easily done from the front side before you glassed in the nose bulkhead.) Make a mark on the bulkhead close to the aft dimple.

4. Remove the end caps after curing. You should be able to pull them straight aft otherwise you have to trim the fillets. Sand away any excess height of the fillet.

5. Try the fit with the landing gear main tube, gear down. If it is still difficult, it is because the end cap will rotate when you move the system forward ? Then mark the tube close to the dimples.

6. I removed them and drilled and threaded a hole for an M6 screw at each mark on the main tube, 0.3" (sorry 7.62 mm!) from the edge. You will need these holes later anyway. (I believe you Americans will use a 1/4" screw)

7. Screw a screw (nylon type preferably) into each hole and lock the end caps with the dimples lined up with the screws first. Then just push the system in and admire it fitting within one minute. Voila !

8. Do not forget to remove the screws before you try to raise the gear !

9. Fill the holes with suitable grease fittings ! (OOPS, AN standard is not metric !)

10. By the way, it can be a good idea to check that the grease fitting will not interfere with the nose gear actuator bracket or anything else, even in the gear up position, before you drill the holes. In fact it will not interfere if you just check it first !

11. Why not make a lightening hole in the centre of the cap when you have the milling machine warmed up. I have cut away 39 x 22,5 mm from the centre of the cap with a 20 mm mill. This saved me 200 grams i.e., it increased the maximum range with 4 persons aboard by 2 km !. Maybe Dick Silva can check and optimise this and other weight savers. Sure we will need many of them to slim the aircraft down to the advertised weight ! (Johan Forssblad)


pg.48 Bolt # 49 is too short due to the unipacks being added to the bulkheads and the width of the # 36 retract yoke is too wide at the top and must be trimmed to maintain the 11.25 dimension between bulkheads between fittings # 44. An allowance must be made for these additional thicknesses caused by the bronze bushings and the unipacks.

pg.59 The hole in the nose gear actuator bracket is too far removed from the edge one cannot connect the clevis without removing material from the edge.

pg.65 Drilling out the strut ball socket is not recommended suggest get ball stud the correct size. How about a machined bolt that has a ball machined on top ?


Before we begin just a few words. Paul's comments are his account and his interpretation of two critical engine failures and the problems of locating the fuel tank vents. When Paul started flying SNA had not yet finalised their fuel system. Recent modifications take account of many if not all of Paul's problems but Paul is the only pilot (independent of SNA) to be able to report his experiences and his thoughts for solutions to date. Thanks Paul. Dick Silva has commented on Paul's letter and SNA recent developments in this area.

FUEL SYSTEM FAILURE: As all of you know by now I have had two engine failures directly related to the fuel system. The first was because of poor design, the second was because of bad luck and poor parts. Originally the fuel system instructions stated that we should install electric valves in the outer wheel wells with fuel filters after them and T the lines before entering the header tank. In my case the electric valve in the wing was higher than the outflow of the tank. When the tank gets low you can have an air lock. I had one tank on while crossing the Gulf of Mexico (to my home in Key West) and made a turn at an intersection, to go between two warning areas, when about three minutes later the engine quit. HELLO !.... obviously, my wife (she is also a pilot) and I turned everything on, pushed every button, pulled every lever, we even did the sign of the cross, to no avail. Silence...........I was on the radio to Key West Navy base (approach) and told them the situation. I happened to see a fishing boat so ditched next to him. (In FAA terms it is called an off field landing) The landing was OK (I'm still here) but I bounced some on the swells and caught a float which spun the plane after I slowed to about twenty to thirty miles an hour. I think it was this spin that broke a water rudder bulkhead. (slight leak). To make a very long story short we were towed by the fishing boat thirty five miles to Marathon. Here is what I surmised happened to the fuel system. A) When I banked I got an air lock in the line from the main tank to the header tank. When the engine coughed I turned on the boost pump only to find an empty header tank. B) After taking the complete fuel system apart (on the beach) I found a restriction in the OTHER TANK VENT (mud dobber). C) If I would have known about the situation as I do now I would have made a steep turn in the other direction to restart the siphon. (hindsight is wonderful) What did I do ? I put some more fuel in the tank, disconnected the fuel valve and flew it off the water to Key West.

The second failure happened on the flight back to Deland, Florida. While close to Kissimmee the engine quit again because of low fuel pressure. I turned on the boost pump and she re-fired for about 8 to 10 minutes. Then.........silence..........this is really getting to be a habit. I assure you I said everything to anyone who would listen.....including that I would sell this toilet if only the engine would start again. It did not and I landed in a small lake with a swampy shoreline. I rented a car and drove to Deland. Next day was tear apart fuel system day. I am getting to be an expert at this. What I found was this: A) The engine driven pump had failed. B) I turned on the boost pump (submergible in the header tank) and it failed after about 8-10 minutes. The remedy was to have a new engine fuel pump red labeled in and install a new boost pump.

I can assure you that I am the all time, undisputed dead stick water landing expert in the SEAWIND. Should any of you want instruction on dead stick landings you know who to call !!

FUEL SYSTEM DESIGN: Let's see how I remedied these problems. I would not like any of you to go through my experiences. The design in the Manual was in my opinion a poor one which needed much work. It is too bad none of this was tested before the Manual was written. (Then you would have waited a year...RA) Lucky for you it is now tested. The new electric fuel valves that SEAWIND supplies can be installed in the cabin or fuselage. The old ones could not because if they had failed they would have leaked fuel into the cabin. The new valves come with slip on hose fittings. I don't like these, I prefer hard piped connections for safety reasons. If you heat the fittings (a little) at the valve ports the connectors will come out and you can then hard pipe the valves. The header tank should have two inlets one from each tank. Four outlets below these inlets, one for the aircraft style boost pump, I bought a Wellen (If you need one I get a hell of a deal). Forget about automotive style boost pumps, for your main boost pump. Install aircraft quality with an internal bypass and check valve. The second outlet is for a small facet (7-8 lbs pressure), same as in the aux tanks in the wings to supply the engine while idling hot. If you have a ROMEC pump on your engine you can get a vapour lock when its hot. If however you turn on a small pump it cures the problem. The third outlet is for another facet to transfer fuel from one wing to another. When you close one of the electric valves you can pump fuel back through it. You need one last outlet on the bottom to drain the header tank. I like the old position of the tank because you can have a downhill run out of the wheel well to drain water out even if you are floating in the water. With the new header tank suggested location the run is up unless you put a drain in the step. This is not good in (sea) water. Next is to put light's on your instrument panel (where tell me where...its like a Christmas tree already ...RA) connected to float switches in the header tank to tell you the fuel level. (A great one is sold by Wick's 800-221-9425, part #FWS-1, Fuel Warning Switch) I have three in my tank. I labeled the top one safe flying, the middle one Pucker Factor UP, the bottom, Kiss Your Ass Goodbye !! I suggest a manual fuel valve after the tank to shut off the fuel to the engine in case of fire. You can run a cable to the cockpit under the longeron with a lever. That's what I did.

You now need a vent from the tank to a low pressure area up near the engine. My header tank WAS NOT FILLING because I put the vent in the wrong place. Talking about vents, let's go over another subject. The Manual venting system I think has problems. If you put the vents out of the bottom of the wings when you land on water (one wing is always low when you stop or taxi) if the tank is full then a great deal of fuel runs out into the water ! If you forget to shut off one tank then all the fuel runs from one tank to the other and then into the water ! If you vent the main tanks into the auxiliary tanks, then when you fill or close to fill the auxiliary tanks the mains run into the auxiliary and then into the water. I have had all this happen. Solution : when you build your wings run separate vent lines from your mains and auxiliary to the tail and vent them into the air stream. You must have pressure in the tanks for them to flow correctly. A lot of work but when your tired....think of me. I have to do it now after the aircraft is built!!!! I find that now I am polluting the water with fuel and spilling it on the ground whenever I fill the tanks.

If you need a diagram to help with any of this...write to me and I will gladly supply one to any of you or explain this in more detail if you call.



All of the difficulties Paul encountered would not have happened with the final fuel system. The events vividly bring home three points. First, had we not had the reversible prop setback, we would have been flying nine months sooner and corrected and refined the system long before any builders had flown.

The second is when we issue a recall or an Alert or a new instruction, DO NOT IGNORE IT. Case in point, I called Paul and confirmed by FAX and told him to remove the valves because during ground flow testing a slug of air got trapped in the valve and reduced the flow by over 50%. He did not remove the valves. I also lowered the header tank and informed Paul to that effect because with low fuel, the level in the wing is below the top of the tank. Obviously, the capacity of the header is greatly reduced. It is now mounted at floor level. Paul still has not lowered his header tank. Please install it as we have instructed, even though the drain has to be behind the step.

Third, although the instruction may not always be the best, please call if you want to make a change. Case in point, the location of Paul's header vent. The location in the instruction was selected by the aerodynamist as being a neutral pressure location. Paul changed it to a location that was not neutral.

As to the Romec engine driven fuel pump that Paul has, yes. according to Lycoming, a diaphragm pump is recommended. Much was said on this subject in the April 94 newsletter. Lycoming still maintains the Romec pump should work

Some builders suggested using only one high center vent. Part 23 requires more than one vent for the simple reason those "mud dobbers" could shut off all your fuel with one nest in that single vent.

1. Hard piping the electric valve is more desirable. We can only buy them with hose fitting. We ruined one valve before getting the hose fittings out of the valve. After they were installed we found out the heat had damaged another valve internally. Since these are gravity lines and very low pressures are involved, we recommend you double clamp the hose connections.

2. The Mallory booster pump has operated in my plane flawlessly for about 170 hours of flight. I use it frequently and recommend it. We recalled the submersible pumps. DO NOT USE A SUBMERSIBLE PUMP.

3. A manual fuel valve is required in case of fire.

4. If you have the Romec pump, to be on the safe side, install the inline Facet pump we specify in the instructions. It is NOT the same pump as in the wing aux. system. The inline pump is bigger and pumps 35 gph at 2 psi. The small pumps in the wings pump 30 gph at zero psi. At 2 psi the flow rate will be about 18 to 20 gph, which is not adequate.

As to the vent overflow, vent balancing, and the header tank, all the difficulties encountered by Paul no longer exist. Please before making changes call Gus or me.

By the way, Bob was able to modify our vents inside the completed wing. Any overflow from the main tank does now go into the aux. tanks as designed and I simply pump it back later into the main tank.

The fuel system is now perfected. The fuel draw is even and the system has been reliable for the past 170 hours.

During preflight, I slip a small rubber hose on each vent and blow some air through, just to make sure they are bug free.


The SPA has recently asked SNA to publish a paragraph in its Newsletter advertising our association and membership details. SNA currently has a problem in releasing its membership lists and declined. This unfortunate situation arises over a difference in policy. Our position is that SPA is a club and we would like members to interact. It is therefore necessary that a list of members be made available to all members. Our policy is that we will not publish anything of a controversial nature without first giving SNA the opportunity to comment on it. We do however respect individual members experiences and points of view and support their right to be heard. There are also certain areas such as the use of new engines where we can expect little or no information from SNA. In such areas we feel it is important to share new development ideas.

As this is our only means of publicity we would appreciate it if you would make anyone you know, who may be interested in joining out club aware of its existence. The money collected $10 US or $14 Canadian is used only for mailing expenses and is a two year subscription. To join, send a cheque to Dick Adams, 6 Wren Rd., Gloucester, Ontario, Canada, K1J 7H4. Make your cheque out to Dick Adams as the Seawind Pilots Association is not incorporated and does not have a bank account.

We welcome John Hare to the club this month; he hails from Winnipeg. Details of his address will be included in a complete membership list in an upcoming issue.

(Dick Adams)

Volume 2 Number 2, March 1995, pages 9 through 15 (I do not have page 16)


Vol.2 No.3 Page 17 May 1995

The last two months seem to have flown by. John & I are working 60 hrs a week this month to try to finish off the last major items, the second version of the water rudder and the fuel system. There are a dozen or so hang-ups of course. The latest is that we have located prop bolts AN8-17's but they are not drilled...that's our fourth try on that one...two steps forward one step back...its been such a long 1000 hours ! My heartfelt thanks for the contributors who wrote in...Craig has a couple of entries its hard to accommodate all his stuff but keep up the good work ....its our bread and butter.


Thanks to Don Wolf and his son Donny I was offered a seat in their Cherokee again and we arrived from Virginia to Lakeland on the Tuesday. Many of you had come and gone by then however John Borman and his wife surprisingly managed to fit in a visit with their round the world ticket. I wished we had longer for organising a get together with John about his photos but the opportunity did not arise. Instead we both headed off to the suppliers booth's, Don for Bendix/King IFR electronics while I amongst other things found a yellow tag electric Turn & Bank for $168 ! I think it was Thursday night that Paul & Mardi Array and the Wolf's and myself had a Mexican style meal together. Earlier in the day Paul had invited me up for the fly-by. It was my first trip in the 3000..boy its so steady and quiet ! That night we talked of how next year assuming that there will be at least half a dozen Seawinds built we should look for a site where we might all concentrate. Now at the southern end of Lake Parker is a motel (Econo Lodge I seem to recall) but more importantly, across the road is a hard ramp from the lake and parking on the shore for quite a number of Seawinds. If we have a group then we can all use this as a base and share transport to and from the field. We can as a group get together...there is interest in this. Paul offered to be the man on the spot for bookings (hopefully he won't be in the Med next Spring) and I would like to know from all of you how many think they might be flying their own Seawind in by then. If you feel you might not be able to land on the lake by then, then Winterhaven airport is just up the street and we could pick you up from there. Of course you don't have to arrive in your Seawind to be part of the group. Presently we have five members who would like to do this...let's make it a dozen!


Paul mentioned that he is hoping to come to see us after a trip to New York in early September. I am sending him details on Loch Gary (45 degrees 15.06 minutes North 74 degrees and 44.5 minutes West), the lake at which we are building our planes and further details of my local airport (Rockliffe in Ottawa) which has a seaplane dock on the river or a 3500' strip. JK suggests you consider Dorval(YUL) or even Cornwall(3500' strip) (There are no charges on weekdays during the day at Cornwall) for your port of entry. I am sure he would be available to visit any Torontonians who would like to meet him.


Visiting Don Wolf in Newport News is always to be looked forward to. Apart from the beautiful climate at that time of the year his plane usually sports some well thought out modification. This year Donny showed me their canopy arm...and after battling with our canopy several times and not getting a good fit it was a case of love at first sight. The principle is that rather than use two gas springs to lift the lid, a single central arm driven by a small electric motor mounted between the two front seats (at rear) extends to the centre of the canopy. There are other advantages apart from the perfect fit (there is no strain the canopy is hanging from the pole) the business of holding the canopy at any height does away with straps etc. When it is down it is held tight down. In an emergency there are two spring loaded pins (top & bottom) which could be pulled to release it. One may want an emergency external handle to do this as well in case the occupants are incapacitated. The old mark one handle can go...or be used as an emergency locking device and the two latest handles are not needed. The safety latches of course stay. Just one word of warning we can open/close the canopy via the nose compartments well, as internally, there are parallel power supplies to the motor. If the motor burns out when you've just closed it you might have a problem......you need that external safety release. This idea incidentally we first heard of from Doug Karlsen who used two electric arms in place of the gas springs. I was lucky enough to pick up a spare from Donny and I'm pleased to say its in and working great. If your interested he says he can get you one for $350. They are a bit heavy by the way I would guess between 15-20 lbs. Life is full of options.

Dick Adams


The local flying club has a set of ailerons for the Seawind that were made in Haliburton and delivered to a would be Seawind builder. When SNA took over the project this person decided not to continue. The ailerons have not been worked on and could be purchased at a small fraction of their original price. (John Kivenko)


Here is what I suggest for hull alignment: do not use the templates or dimples, think about your final goal you want an aircraft that is straight and true with the least amount of fairing together. ----Here is how we did that:

Clean your floor with acetone and lay out a piece of pinstripe tape longer than the aircraft. On that line lay out your important bulkheads 0,36,141,212 etc.

Now move your fuselage over these points using plumb bobs to get their locations. It will be necessary to add a hole to the very centre of the bottom of the aft portion of the forward hull (right off of the tip) just put this one centred over your line.

Level forward fuselage longitudinally by using a carpenter level under the small step at the rear of the forward fuselage (just forward of the gear pockets).

Now level around the lateral axis through the holes provided.

At this stage place gobs of bondo around your fixture to the floor so it can't move.

Place small bubble levels on the fuselage both laterally and longitudinally secure to fuselage using bondo with the bubbles in the level position. Now if the fuselage gets bumped throughout the building process you can tell right away and can adjust accordingly...you are always coming back to the same reference points.

Cleco the rear fuselage in position and drop a plumb bob off the rear bulkhead hole. Now run a string from out of that hole that is drilled in the nose to the hole in the last bulkhead. With this string tight move the rear fuselage up or down until the string is level. This string will represent WL 18.4 butt line 0.

With all that in place drill through the forward dimple in the top of the mid deck. Drop a plumb bob from this hole in the mid deck to your string to establish your BL 0.

For your fuselage station reference move it forward or aft until it best aligns the mid deck joggles with the landing gear pockets joggles.

For your vertical placement, place it as high as possible. This will give you additional headroom when you install the canopy and will reduce the thrust arm from the propeller. One last thing keep the W.L. the same for both trailing edges. Now what happened was that the location of the middeck was not crucial because you already have the fuselage in the correct position.

For wing placement. Bolt both wings together. Measure from rib A to rib A. Ours comes out to about 58 5/8 inches. Then measure from outside the middeck to outside. Lets say you get 56 5/8, a difference of two inches. That would mean that the flange on the inboard end of the wing could be 1.0 inches. So trim the wings to that dimension. Then make a template of this area showing the spar location also, make one left and one right hand.

Now move these templates around on the middeck until they match the closest. Goals; the vertical placement is not crucial but having the wing at the correct station and angle of incidence is. The spar location has to be in the same place both sides relative to your string and station lines so transfer these lines to the middeck so you can see where they are and move your templates up and down to get the best alignment and then you may have to split the difference between the left and the right side. Your middeck does not affect final wing alignment. You will still have to fair the wing some!

Use picture in sub 5 page 2 as a reference for Hull alignment, just adding one more plumb bob in the centre. You have to do this to install the gear later. (Craig Easter)


In the trim servo installations there are several things that might be helpful to change now rather than later.. If you will be operating in salt water DO NOT USE THE ALUMINUM PIANO HINGES that come with the kit. The salt gets into the hinge pin area and washing will not get it out. You soon have a non functional binding hinge. Pay the weight penalty and use mil spec aircraft stainless steel hinges.

The 0.040 aluminum clips called for in Kit 8 to connect the servo actuating arms to the various surfaces are of very light construction and do not fit the clevis ends furnished with the servos. I used some 1/4 inch thick Glass Epoxy sheet (McMaster Carr Supply C., Garolite G-10/FR4,P/N 8667K215 to make all the clips from. Make them to the shapes called for in the Kit 8 instructions and file the thickness down on the end that attaches to the clevis to fit. Attach to the trim tabs with stainless steel flat head machine screws into tapped holes in the Garolite and bond with adhesive as well.

The instructions call for using long threaded rods covered with an aluminum stiffener tube to make some of the trim tabs push rods. I used 1/4 inch O.D. thin wall S/S tube and braised pieces of the threaded rod at each end to make push rods that will not corrode. Use one S/S jamb nut on each end along with the furnished plastic clevis ends.

Last item is travel distance. The instructions tell us to use the "limit tabs" that come with the servos. They also warn us not to let the travel on the rudder trim tab exceed 15 degrees in either direction. In my case with the limit tab installed I had 20 degrees in either direction. The solution was to add a couple of layers of glass to each side of the limit tab and file it down to get the required travel. The tabs are 0.275 inches thick as furnished, I altered mine to 0.383 inches thick. (John Wilson)


Many pilots of certified and non certified planes insist that any passenger they take sign a letter certifying that the pilot will not be sued in case of an accident. Such a document may have to be drawn up differently in different jurisdictions and may not even be considered valid in some places, however it can never really be a disadvantage to have. As more Seawinds are completed some of our members will want to have such a letter for their passengers. If you have such a letter that you would like to share with the group please send a copy to us. It would also be helpful to know the source of the document. (e.g. private lawyer, publication, etc.) (John Kivenko)


To give you an update on the turbine Seawind:

14.5 hours so far

5 takeoff and landings in the ocean

5 takeoffs and landings in a lake.

They are holding back at 175 kts indicated until SNA's flutter tests are out.

They have had the engine producing 390 H.P. and the plane climbs in excess of 3000 ft/min.

They have had four people flying in the plane and have had no adverse effects other than being overweight.

Paul Furnee has flown it and his report will be given later but he confirmed with me (RA) that it is a flyable combination, even at a gross weight of 3800 lbs.

Plane does not have any vibration and is very quiet.

Starboard flap is delaminating because of heavy water spray.

They are going to increase the width of the spray rails.

The plane performs better if they do a (full yoke back) takeoff from the water and do not step taxi to accelerate.

April 21st Doug Karlsen

Since this report Doug has called to say that the 25 hours required for the prove in period have been completed, and the plane is logging quite a few hours. He also sent along a colour picture of the seawind aboard the 165 ft yacht along with the Jet Ranger helicopter. I have tried to reproduce this picture in black and white, but our best efforts are what you see below. Should anyone wish to have a full colour picture you can contact Doug.


In the last issue of the SPA newsletter we have seen a critical assessment of the Seawind by Michael Huttemann, a knowledgeable aeronautical engineer. Those of us who have purchased the Seawind are well aware of the fact that we have an "early Edition' and that further improvements will be made in the future. Some interesting questions however come to mind. Who is going to make these improvements, and what legality exists for anyone other than SNA to make these improvements? It has been pointed out in the Seawind Newsletter that SNA has taken legal steps to protect the design of the Seawind. What does this mean? Can no other flying boat be designed with a similar shape to the Seawind? Can no other plane have its engine cantilevered from the tail? Can no other plane have a similar canopy to the Seawind? Can no one other than SNA make replacement parts, or alternate parts for the Seawind? All cars look similar. They have four wheels and similar steering and braking systems. As a matter of fact, I have seen American car designs which are similar to that of the well known Benz. Replacement fenders can be obtained from third party suppliers for most cars. Do these manufacturers pay a royalty to the original manufacturer for copying their parts? Third party suppliers even develop improvements for certified airplanes. The issue becomes further clouded in the case where a non SNA supplier produces something that fails, possibly resulting in a tragic accident. Undoubtedly any accident will have a negative affect on the sale of the Seawind, thus injuring the rightful manufacturer of this product. On the other hand I am sure that SNA would not take responsibility for any faults in its design. If a builder feels that certain systems are not up to the standards that he feels are necessary is he free to change them? When one purchases a kit plane he signs a contract, written by the supplier, that includes clauses regarding the building of the aircraft. After the construction starts the builder becomes more knowledgeable and may find that for good reasons of his own, such as safety he can not comply with the letter of the contract. Would the courts find the contract to be valid, or find it unreasonable, as the ultimate responsibility for the experimental aircraft lies with the builder? Is there a difference between one supplying parts for the seawind at a profit or at cost price as an accommodation to other builders? A lot of questions have been raised, but none have been answered. Should anyone be knowledgeable on this topic, or have access to informed opinion on this topic we would be glad to hear from you. (John Kivenko)


I must defend the tube in tank idea. Not because its mine but because it is a well tried and proven method. It is the way Glassair does all their tanks now and if you follow the progress of their early airplanes you find that three separate types of tanks were tried before settling on this idea. If you must leave the forward hole open (Dick Silva's comment) then install a tube in it also or you have defeated the whole purpose of the installation. How will one discover that the rubber flapper has failed and if you decide it has then how do you fix it ?. What we are both trying to do is to trap fuel between rib A and rib B so that when you make a turn the fuel does not all run outboard and after straightening the aircraft that fuel is immediately available to the pickup screen. If it does not have moving parts then it will not wear out and you will not have to open your wing to remove it. With a single tube located as previously shown one can inspect the opening for adhesive drips through the screen fittings. OK put two tubes in but do not put 2 pieces of rubber to flow your fuel supply through...please! (Craig Easter)


If you order the engine specified in the SNA brochure from Lycoming it will have a ROMEC pump. These pumps must be mounted on a phenolic block to isolate them from engine heat. This pump depends on fuel flow to cool it. For good design practice install a cooling shroud and a blast tube.

Fuel tank venting. If I could do it over again I would interconnect the main and auxiliary tank vents then run a 1/4 inch aluminum tube from the outermost outboard edge of the aux tank under the spar cap (drips do not get in) to the lowest base of the vertical fin pointing the outlet forward. Do the same both left and right but not too high because if you fill the tanks cold then it sits in the sun it would be possible to exert considerable pressure on the tanks due to head pressure from fuel flowing up the vent tube. I would pot in fittings so if the aircraft was being washed and the vent tube was damaged it could be replaced. The present position allows for some water pickup.

(I think I have a solution to this last problem but I need a few more months to be able to test it and report back...RA)

Dick did tell Paul about the fuel valves but it was three days after he went down. I know this because Paul was calling me to ask my advice. He was trying to explain over the phone how the header tank was connected and I had no idea what he was talking about because I had never seen the instruction on how to install one. Bob (Darrah) recently pointed out that fuel can flow from the auxiliary tank to the main tank even though the pumps are not turn on. We might be flying along and find that fuel we planned to transfer from the auxiliary tanks is no longer there!

----Final thoughts:

Get some real fuel valves that are cable operated

Avoid any loops that might capture air

This fuel system has to lift the fuel 12 feet, do anything that will help it do its job well.

I have owned (me and the bank) 40 aircraft from 1979 to the present. I have had three engine failures during that time. ALL WHERE RELATED TO THE FUEL SYSTEM IN SOME WAY.

I have enclosed $35 which may be used to run an Add in Trade-a-Plane for the purpose of promoting the SPA club. Maybe others could donate money also to run ads in other magazines. (Thanks Craig for your thought...we have a problem at present in that there are to my knowledge three clubs operating with those initials...we need to get unique first...RA)


Joe Dillon from Montreal joined our club this month. After looking at our Seawind at Loch Garry (no its not in Scotland) he did not turn a hair when we told him he was looking at well over a C$100,000 worth. Welcome Joe we must have been impressive!


We are considering the possibility of distributing the SPA newsletter by means of electronic mail. This would lessen the work of mailing, almost eliminate the costs involved, and probably be more reliable than the current mail system. We have had instances where a member has not received an issue, even though we are sure we have sent it. It might even be feasible to put the newsletter on some bulletin boards. I anticipate that we could also include the Internet address with the other data we publish with our membership list so that members could more easily communicate with each other. For the present I would be interested to know who has a mail box either on Compuserve or on the Internet. Dick Adams mail box is 102151.2055@COMPUSERVE.COM . I can be reached at 75357.1610@COMPUSERVE.COM (John Kivenko)


We have run into a problem where the length of the thread on a standard AN bolt is too small for our requirement. We would very much appreciate any information on where we could obtain custom made bolts of a minimum tensile strength of 125000 lb/sq in. We would also like commentary on how if at all the thread on a standard bolt can be safely extended without decreasing the structural integrity of the bolt. Please contact Dick Adams or myself as soon as possible. (John Kivenko)


Vol.2 No.4 Page 25 July 1995

This will be our last issue of our first year of operations. My thanks to the many contributors. Times are changing for a number of us...we have only about three dozen "small" things to finish on our first Seawind, apart from the spray rails and the MLG reinforcing. We are hoping to fly in a month or two, so by the time the next issue comes out there should be more than three planes operational. All this is good because we are only too well aware that with the building taking precedence the accent has necessarily been off flying. One of our subscribers expressed concern over our suggestion that we might go electronic. Do not worry it will only be used where and when requested. We have four more new paid up members as of going to press. They are Wallace & Joan Weller from Mercer Island WA. , Alan & Bethany Graves from Portland ME., Bruce Beckwith of Locust Grove GA, and Philip de Ridder of Rossland B.C.. Please send me your phone numbers Fax nos so you can be entered in our Members Directory.

This issue is mainly devoted to an extensive report by Paul Array on the configuration and performance of his plane. It has to be remembered that the gross weight of the Seawind has been increased to 3400 lbs but the decrease in performance figures has not yet been released for this weight. This may be the major reason for the difference in performance between the published specifications and the results that Paul has achieved. We thank Paul for sharing his experiences with us, and for taking considerable time in preparing his report. For a change this month Paul Array has given us his data on his own Seawind's performance. Seawinds clearly differ somewhat but his down to earth approach clearly demonstrates the difference between theory and reality.

Seawind Performance Figures....Paul Array.

Please understand that these figures are based on my instruments, the error can be up to as much as 3%. The speed figures are GPS numbers on a two way average going into the wind and then downwind or in calm wind conditions. None of these data are corrected for standard day but were taken over a period of time with the temperature between 70 and 80 degrees. Before submitting these I met with Paul Furnee to verify the figures. REMEMBER: the factory figures are based on a 3200lb gross weight and have never been flight tested nor figured at 3400lbs, consequently these figures will be different.


100% power........................has not been tested to date.

75% cruise,8000ft,standard day,3200lbs.............180mph

75%cruise..." " 3400lbs.............176mph

65% cruise,3000ft,3200lbs,IAS 150mph........true...161mph

65% cruise,3000ft,3400lbs,IAS 148mph........true...158mph


TAKE OFF 100% POWER................................25 GPH

75% POWER......................................... 17 GPH

65% POWER......................................... 14 GPH


100% POWER,3200LBS Best rate of climb at 100mph

indicated (99mph)................................1050 FPM

100% power,3400LBS................................850 FPM

85% POWER(25 SQUARE) AND 3400LBS..................625 FPM




MEASURED).........................................1100 FT

TAKE OFF,LAND,3400LBS.............................1600 FT

TAKE OFF,WATER,3200LBS,NO WIND...............1700-2000 FT



(I added 8 lbs to modify elevator as per SNA 2418)




3200LBS GROSS....................................711 LBS

3400LBS GROSS....................................911 LBS

3200LBS,FULL FUEL.................................51 LBS

3400LBS,FULL MAINS...............................231 LBS

3400LBS,FULL FUEL................................251 LBS

3400LBS,FULL MAINS...............................431 LBS



PLUS 73LBS BALLAST(The C.of G. is 143.9 for

landing and 142.5 for t.o. I wont fly it, it

is too far back)...................................0 LBS


BALLAST(To have a/c at 142.5 for landing and

141.7 for t.o.)..................................138 LBS

3400LBS,FULL MAINS, 1 PILOT (Me,185lbs),110LBS

BALLAST(141.8 t.o.,142.7 landing)................125 LBS


20LBS(141.8 t.o.,142.7 landing)...................71 LBS

C of G RANGE: 137.5 TO 142.5 (She flies between 138 and 141,you run out of elevator forward of 138 and she gets squirrely further back than 142.5) I have flown her at 142.5 and got into some light turbulence. Its not a place where I want to be. I always consider that I might get into an IFR situation during any flight and in an aircraft c.of g. situation at 142.5 she is taking all your concentration to fly. Right now she is not a good IFR platform. My empty c.g. is 151.0 w/unusable fuel.


FULL TANKS,1 PILOT......................not in c.of g. range

100 gallons,1 pilot (170lbs)

75% power,5.8 hours, 45 min reserve.....902 S.M.

65% power,6.4 hors, 45 min reserve.....1003 S.M.

Note: C.of G. within limits on last two examples at 3400lbs)


I usually fly with my wife, both of us total 300lbs.(Lucky I have a light wife...huh!) We usually carry about 50 lbs luggage. I carry a second battery forward (35lbs) and 20lbs of tools,parts an anchor and tie downs. These items I carry instead of lead ballast. I can now carry 83 gallons of fuel and I am at 3400lbs. The c.of g. is at 141.6 at takeoff and 142.4 at landing if I only have usable fuel left. This is at the extreme end of my c.of g. envelope. My range with an hour reserve at 65% power 772 miles.

If I take some friends with me in the back seat (170lbs each) and I take out my second battery, luggage, tools, tie-downs and anchor I can carry 40 gallons of fuel to be at 3400lbs with a c.of g. of 141.0 at take off and 141.7 on landing. My range, with an hour reserve would be 2.4 hr or 381 miles at 65% power.


The speeds of my aircraft are a little slower than the factory's. I understand from Paul Furnee that the prototype will do about 187 to 189 mph with reflexed flaps. I have not reflexed my flaps...yet.I tried it once (I have a mixer) and you try to make a turn, the aeroplane is pulled further into the turn because the ailerons grab and the yoke is pulled inwards. Not a good experience. This problem needs to be addressed in my opinion. The speed could be slower because my wing is set a bit different (My angle of incidence is 3.1 degrees, stabilizer is at -2.0 degrees. My landing gear is not rebent so it sticks down a bit but I do have Clevland brakes which do not hang below the wheel like the Matco's do. I have the deep V option on the hull (it came off during a water landing so I'm redesigning the hull (but it was on during the flying to get the above data) with two extra strakes outboard to help the water taxi ability. I am sure this adds a bit of drag but its necessary in my book.


Since the gear is very close together (8 feet) and the nose wheel is far forward of the mains. Trying to turn is difficult at best. After taxiing in a cross wind for half a mile your brakes get overheated and you can't turn at all! The shimmy damper in the nose gear is not a good design. If you tighten it enough so it does not shimmy you cannot turn the airplane. If you leave it loose enough to turn it, it shimmy's very badly during takeoff and landing. I have implemented a hydraulic nose wheel steering system that works off the existing hydraulics. It steers with the rudder trim switch on the yoke (or any other place you may prefer). It is self centring and it is also a shimmy dampener. You can get rid of all the unusable items in the nose compartment now so your weight increase is minimal. It does not work when the gear is retracted so you do not accidentally turn the nose wheel when in the nose well. Anyone interested ? let me know.


The Seawind's fly's a lot like the V tail Bonanza. The difference is that when you get into some turbulence she really dances around and is difficult to hold to within 100 ft or so in altitude. Also she is very short coupled. I believe that a lot of the problem can be corrected by increasing the size of the elevator and stabilizer (about 20%) and putting more angle of incidence in the stabilizer.

Another correction I would like to see is re-rigging the ailerons so the ratio is different between the up and the down aileron. The rudder effectiveness is almost non existent under 100mph IAS, there is no control. Down around 70 you can go full stop to full stop without much effectiveness. Consequently your crosswind component is very low, maybe 10 or 12 at best. I would like to see the rudder redesigned. Please understand that all of these problems are small compared with other airplane designs.


This seems to be a very sore subject. The aircraft is far too heavy. Unfortunately bitching about it does nothing to improve the situation. Most of you will not be concerned until you are finished with the aircraft. Then you will be in my shoes. My aircraft is 2489 lbs, the factory's is 2455,the turbine Seawind is 2716 lbs. Don Wolf's estimates a final 2500 lbs flying.. How to solve the problem. There are many ways to lighten the aircraft BEFORE she is built. The first problem is the excess resin used in the moulds. The second is the type of resin as vinyl ester is heavy. Third, I believe the airplane is overbuilt and a stress engineer needs to be consulted as to exactly where to lighten. We can do nothing about most of this but we could hire a stress engineer to find out where we can lighten by drilling holes etc. As builders what can we do ? ELEVATOR\STABILIZER: In the next month or two a new elevator\stabilizer will be finished, made from pre-preg carbon fibre, weight saving 35 pounds at station 300.What that means is that you can get rid of 50 pounds of ballast in the nose. You would have a useful load increase, with one or two pilots of 85 lbs. The stabilizer\elevator will be a finished product with an adjustment for the angle of incidence and a new trim motor (unlike the toy one that is now used) with an effective trim tab.You will not run out of trim at 100 mph. It will be larger so you do not run out of elevator and so more load is on the stabilizer instead of the elevator as it is now. RUDDER: A new rudder is in the design stages now. It will be shaped differently so the air is not disturbed going around the leading edge. It will also be slab sided instead of concave and have squared off trailing edges( so the airflow thinks it is longer) and of course it will be lighter. AILERONS| FLAPS Next in line to be reshaped and made lighter. I believe the reshape will get rid of some of the grab incurred during the reflex of the ailerons. All these items will be much lighter for us builders that have kits. This work is not being done by SNA. If you are interested let me know. These are being made for a total of three aircraft at the present time, the cost will go down drastically if we get ten orders. There is no commitment on your part until you are satisfied that these parts are what you want and of course you can have engineering and flight test reports.

MANDATORY CHANGES: I have found a few problems that need to be fixed before anyone has the problems I have had. FUEL SYSTEM: When you get to 8000ft you loose fuel pressure and the engine leans out. You need to install a fuel pump that is continuing duty type to turn on at that altitude. I have installed a facet to run at all times above 7000ft.(Note SNA's comments in a recent newsletter.) NOSE GEAR: The nose gear leg assembly is supported by two brass inserts. We all know that you cannot put aluminium to aluminium (grabbing) or aluminium to brass (corrosion) unless the bearing is fully lubricated at all times. With brass bearings put a groove on the outside so grease can travel around it. These must be installed on each side. I found a lot of corrosion on the forward side prior to grooving. Also I found corrosion inside the leg assembly tube. I suggest to drill a hole and install a 1/8 inch pipe plug at the bottom of the tube for drainage.


I am not writing this stuff to destroy the integrity of the Seawind. It is a fine aircraft. It is exactly what I want in an aircraft. It is a fast plane with the capability of landing in the water. I have flown most other amphibians and the Seawind outperforms them by a wide margin. It will never be a great seaplane (performance in the water) like a Seabee or a Lake Renegade. You are not going to be able to land in as rough water, nor are you going to be able to turn as tight on a step taxi. It is going to take you longer to get out of water and you will not be able to carry as big a load out of the water. You can load a Renegade 400 over gross and get out. OK......so there are some of the downfalls. Let us look at the up side. The corrosion problem is almost eliminated, consequently the maintenance is less than one third of the others. She is fast, there is no other amphibian that can touch her, not even close. Even a Goose or a Mallard is much slower. You do not need to have two airplanes, one to go cross country, the other a Seaplane. The best part is....look at this aircraft...she is the most beautiful bird out there. Bottom line...what else is better.

March 1995 Paul Array

On Line Discussion Groups

Doug Karlsen informs us that there exists an America Online Seawind area. You need to enter the keyword "Aviation". Then follow the prompts to "homebuilts and Experimentals", and down to the Seawind category. If you would like to enter the Experimental area of the Internet, it is in the NEWSGROUPS area under "rec.aviation.homebuilt". You have to subscribe to the newsgroup (no cost). This can be accessed through Compuserve. Doug sends his internet address as Seaturbine@aol.com

The Rib A Solution

Johan Forssblad finds that he is one of at least a dozen builders who received wings with Rib A misplaced thereby cramping the distance between the middeck and Rib A. He would like to know how to mount the brackets and fuel parts. We have been informed of a few suggestions but do not have the space to publish them in this issue. Should anyone wish to contribute their suggestion to this problem we would be glad to hear from you. In the meantime if anyone is experiencing this problem, contact us and we will pass on the suggestions we already have.


In this concluding section we will examine the multiplicity of options that one may or may not wish to address. There are Agreements written on the back of an envelope and others that are thirty pages long. Neither guarantees the success of the venture but it is wise to think about the potential problems beforehand and get some tacit agreement. Remember in the crunch that that means money; an Agreement in writing properly signed will win your case, so unless you have absolute faith in your partners, or like tempting Fate, they should be addressed one way or another.

The opening may state the

PURPOSE of the Agreement. Namely to have a better understanding of your mutual expectations and obligations to each other.

TERMS section defines the terms used, i.e., when you say plane you mean amphibian, float plane etc, pronouns may be singular or plural, masculine refers to men and women etc., lawyers can use ambiguities to their advantage so think on these critical ambiguous words.

ADAPTION defines how you may wish to change the Agreement in the future, usually by unanimous consent in writing.

INTERPRETATION is the mission statement if you like, the laws of where apply, the type of use to which it is to be put, how the aircraft is to be maintained, and perhaps your attitudes towards safety standards.

OWNERSHIP defines just that what interest each party has in what. The aircraft should be defined here i.e., registration number, kit builder. If the plane is still under construction then a schedule may be written of outstanding work to complete and the sharing of that work. In the event of the demise of a partner will his interest pass to his survivors...if before construction is complete how will the outstanding debts be satisfied. If the survivors default what action can be taken by the other partners.

Bankruptcy should be considered and the rights of the partners to sell that share. Finally one may wish to use the plane as an exploitable asset in a company(ies). In such cases the rights of the non-investing partner shall be defined.

CO-OWNERSHIP needs to be considered. You may wish to expand or contract partners in the future. What notice must a partner give to relinquish his share and when do his responsibilities under the Agreement cease.

LIEN PROHIBITION Clearly it must be forbidden but it should be in writing. If you may wish to use the aircraft in excess of your share interest then a charter value should be agreed upon.

LEASE DATES This could be formal or informal. But without mutual consent it is worth considering an initial random distribution of weeks and then bargaining for specific periods. One of the most aggravating causes of stress is to find the partner has forgotten to return the aircraft on a particular date because he thought he had it for the next period. If such happens then the offending party has to make restitution. It is so much easier to have the weeks say clearly defined beforehand.

INSURANCE The amount and type. Clearly also the other partners investment in the aircraft must be protected. Uninsured damages should be defined and for accidents arising from negligence or poor airmanship, especially if this results in loss of coverage.

FINANCIAL STATUS the present status should be clearly stated and the future expenditures envisaged (options) as far as is known. If the plane is being constructed the completion strategy should be stated.

STORAGE The methods of storage at one or more sites and the liabilities involved to each partner. You may wish to leave the country for say the winter months or plan an offshore trip. A general definition of limitations should be given.

EQUIPMENT A list of items and its particular ownership. In the event of damage the responsibility of the user.

MAINTENANCE How will it be maintained (schedule) Third party and ownership responsibilities. Payments for this.

ENGINE MAINTENANCE a special subject. Consult manufacturers lists. Decide when and who does what.

THIRD PARTY USAGE...copilots. These need to be agreed upon at the start. Bear in mind that the pilot in command undertakes all the responsibilities for ownership in the event of disaster. Usually by mutual consent and only in rare cases should this be allowed.

BUSINESS USAGE The proportion of a partners flying time spent on business may be limited. No fee paying passengers etc and they fly entirely at own risk. Make them sign a waiver.

OPERATIONAL CARE The pilot in command shall maintain the aircraft in a fully serviceable and operational condition and report any damage to the co-owners. To avoid disputes over the fuel usage, the tanks should be fully topped up at signover.

FLIGHT LOGS This must be maintained as per schedule.

STOWAGE Only a/c gear. Perishable items not allowed to be left. Cargo must have a w/b report if left in.

GUESTS The Captain can invite three guests aboard but he is solely responsible for them and any damage they commit.

PAYMENTS Defaulting parties have a time limit on payment otherwise the expenses will be paid and deducted from their share in the a/c.

SALE OF PLANE Unanimous consent. Coowners rights to first refusal etc.

DIVISION OF PROCEEDS All outstanding debts paid first before general division.

PIRACY/HIJACKING Is this to be a joint responsibility (Acts of God) or the pilot in commands responsibility. It could mean big money either way.

DEATH OR DISABILITY Can a co-owner hold a share if he cannot fly the machine. Decide. Rights of the estate of the deceased to sell share.

ARBITRATION How are deadlocks to be resolved. Don't overlook. The way out of an Agreement is the most important aspect.

PUNCTUALITY In respect to reporting making repairs and routine payments.

NO THIRD PARTY RIGHTS Limit the rights of ownership.

You may wonder where I got all this stuff...well...I have a good book...if you'd like to borrow it give me a call.

All this sounds very "heavy" and you may have a partner with whom all this seems unnecessary. Changing circumstances can however make the situation a nightmare without an Agreement. In principle many partners result in a smaller investment and of course a smaller usage but there is the problem of making unanimous decisions. I would suggest from my own experience that a two party Agreement is the best to start with especially if its your first. Good luck, remember, it may mean the difference between owning or not owning a Seawind.

Dick Adams


Vol.2 No.5 Page 33 Sept 1995


Welcome back to our second year and thanks to all. Our growing membership and our growing number of contributors bodes well for the future. Some of our more recent subscribers have not supplied their telephone/Fax numbers etc, we would like to include them if possible. This year we expect a real growth in flying Seawinds and with it I hope an increased accent on flight characteristics, new engines and equipment and hopefully some fly- in reports from our airborne members.

This month we have contributions from Bob (Darrah), Doug (Karlsen), Richard (McPhee) Johan (Forssblad) ,John (Borman) and Paul (Array)...thanks for your contributions...they are vital to our success.

Our first Seawind is emerging from the paint shop and will soon be giving us a new set of problems...hopefully not as frustrating as Paul experience with spray rails ! SNA has come a very long way since 1991 when Dick took over...we wish them well in their efforts to make Seawind a household name in the coming years.


(Doug Karlsen)

I held off commenting on the Seawind turbine until the engine had actually been proven in flight.

Firstly I want it to be clear we did not casually just bolt on the engine and hope for the best. A fair bit of engineering was done which resulted in us doing strengthening in a number of places. As you know the Seawind is a very strong plane and a 420 H.P. engine should not pull it apart even without the modifications. Rightly or wrongly SNA did not support our work and we had to duplicate many things which we believed they had in their files.

I had fully intended to install the factory engine until I saw Paul Array's plane. It was built in accordance with normal resin use and the weight turned out to be excessive. I do not believe anyone will end up under 2500 lbs using the 540 engine. In a search for an alternative lighter weight engine the turbine was considered and we chose it for the following reasons.

Firstly, we could save 300lbs in weight.

Secondly at high altitude the horsepower of all engines decreases. We felt that the turbine set at 356 H.P. at 16,000 ft would give a speed of 249 m.p.h. This would make the plane a wonderful cross country machine. A trip from New York to Miami could easily be accomplished non-stop and L.A. to N.Y. required just one stop with a significant tailwind. You have to realise that there is no increased danger of flutter at this speed at 16,000 ft because of the lower air density. I would never recommend that someone use excessive h.p., especially since it has not been proven that the Seawind is safe to fly at more than 160 m.p.h at any height.

Thirdly a flying boat frequently has to take off from a lake that is surrounded by mountains. The extra horsepower has a dramatic effect on the rate of climb and in addition, the time banging on the waves is reduced considerably.

Fourthly the turbine has the advantage that the thrust can be reversed after landing. This will overcome the inadequate braking system presently used on the Seawind. Let's face it, even with an empty gross weight of 2400lbs,100 gallons of fuel and four non-midgets aboard you are going to fly overweight at about 3800lbs. This for a plane where the braking system was designed for a gross of 3200lbs. This gross was subsequently miraculously bumped up to 3400lbs by lowering the design safety factor, but the braking system has not changed. When you consider that the higher the gross the higher the landing speed and that the kinetic energy of the plane as described in my high school physics book varies directly as the weight and also as the square of the speed, you see that the standard braking system allows no margins for error.

One final note. The Turbine engine is not for everyone. It is more expensive than the Lycoming and if you are only going short distances at low altitudes and are using long runways it is probably not worth the investment. Much has been said about the difficulty of using a turbine. Basically the handling characteristics of the plane are not changed by using different engines. Only the horsepower you apply will have an effect on the handling. Full power off the water has been shown to be no problem. The procedures for operating turbines are however significantly different than for a Lycoming. In my opinion, anyone who cannot learn to operate a turbine should not be flying a Seawind.


Note my new address. We have moved to a house right on the harbour front in anticipation of our Seawind flying. I have a set of wings needing a Rib A solution send me anything you have on this. Enjoying the Newsletter, keep up the good work.


The first year I was flying I was out of the country for six months, I concentrated on getting the land test flying done. It took about 65-70 flying hours. I won't tell you how much work. Then I said "we're ready for water testing". Oh sure, I was in the water that first year, but always light and very infrequent. I have an airport here (St. Augustine) where one can land on the runway and taxi into the water.

So I called up Paul Furnee and said "let's do some water flying". We loaded her up to 3325 lbs and splashed into our first lake. Lake Hamilton it was, about 2 miles long and just as wide. Wind 10-12 kts, a little whitecap and some streaks, perfect for a flight test. I let her settle and asked Paul how I did? Believe it or not he said I did great. (Ego is up there now) "Well...let's try a takeoff". Here we go, UT-OH...she won't get on step. Two miles...I tried to get her on the step. I shut her down and drifted...engine getting hot. "What am I doing wrong Paul ?" "Nothing" he says, "How about we let you try it ..your the test pilot" and so he does...another two miles. She won't get on the step we are now in deep dodo...what do we do ? Well....since ol PF is the senior pilot you know who had to get out don't you ! There I am staring at my bird from the beach while he's trying to get it flying. He did, but just barely.

This is three days before Sun-N-Fun and I fly over to be at the show and ask the experts. The Factory decided that I had a junk engine, of course the "Ole country" agrees. I was crushed...I sat at the show, answered three thousand questions, did some flying...but did not go to the seaplane part at Lake Parker because I knew I couldn't get back out of the water.

I left Sun-N-Fun and went straight to the engine builder. Boy...was I on his case. He checked it out...perfect. I then hired a mechanic to do a compression check, mag check, timing etc. The engine was perfect. After all she had only had 70 hours on her. During all this time PF is saying "its not the engine", "its because of too much spray"...(Always listen to your friendly test pilot) So....let's design some spray rails to cut down the spray. I looked at every spray rail made. Lake, Seebee, Widgeon, Goose, Mallard, Glass Goose, Sea-ray etc, etc.,. I read every book on Seaplanes. You know what I found ? They ALL are 15-20 degrees down angle from the horizontal...voila...but how should we make a spray rail. How about with a 15-20 degree down angle ! what an idea...glad I thought of it. Look folks...let's not invent the wheel here, believe it or not those previous designers knew what they were doing.

I cut the spray rails out of foam...glue them to the side cover them with three layers of 7781. I put a "V" on the bottom (4 inch angle iron as a form) and two lifting strakes, twelve inches out from the centre (also out of foam and three layers) I cover the centre deep V with 5oz Kevlar(3 layers 7781 under). You should fill in the front of the V with foam and shape to a point. (Necessary to cut down on drag) I go to the local racing boat designer (living in Florida has its perks) and he loves it. (Sketch included)

Here we go again......call our friendly test pilot back into Lake Hamilton (had to beat that lake). WOW!!...what a difference. 3350 pounds and right up on the step. Paul's words" she gets on the step as good if not better than a Renegade, with as little spray". I call the factory about it and they tell me that they have had spray rails on since March a year ago. Where was I...I didn't know that. Must be I missed that in the Newsletter.

What is the ultimate test?, I meet the prototype at Speculator NY Seaplane Fly IN and ask Dick for a race. I am at 3310 lbs (68 gallons fuel and lots of camping gear) so he puts in a second person to compensate, but with his light plane (2370 right) he should be less than 3200lbs. Old 888PA gets on the step 2 seconds quicker and off the water 4 seconds quicker. Dick hasn't talked to me since...think I did something wrong ?????????? The moral of this story is you have to have spray rails if you want to get out of the water and they should not be the last thing you put on. I lost a knot of airspeed.

RE ANCHORS...Richard McPhee

I bought a Fortress FX7 alum anchor..41 lbs excellent quality and finish. This anchor is light for its size and flutters across the bottom. I can only get it to set in sand. Needs a chain rhode (cable may help but I doubt it). Holds well once set but I stopped using it because of this limitation. I bought a Danforth Deepset hi-tensile 31 lbs which has less holding power (570lbs) (US FX7 #2200 in hard sand) but sets much more readily without chain rhode in various bottoms. Plan to install 2-3 ft of aircraft cable rhode nicropressed (use longer in coral). Fit and finish of Danforth is very poor, both anchors are expensive ($120 CDN) Fortress is easily disassembled.

Re inflatable life jacket. Using "Stormy Seas" vest, cotton like fabric with CO2 and mouth tube inflation. Available as a vest or jacket. Vest is comfortable and has pockets. Low bulk and no floatation until you want it in case of flipping in the water (landing gear down).

I don't think these are legal yet so you still have to carry regular jackets or PFD. This may change soon. Addresses;

Stormy Seas Inc, Performance Floatation, P.O.Box 1570,Poulsbo,WA 98370.In Canada Nikka Industries,611 Powell St., Vancouver B.C. V6A 1H2 ($70 CDN) Phone order desk 1 800 323 7327. They may be dangerous goods to ship due to CO2 bottle so call first.

E-Mail and Internet

FROM INTERNET:Johan-F.-Forssblad@hdb.se

Thank you for the SPA Newsletter! It is appreciated as usual.

Great idea electronic mail. I was about to write a letter to Dick

Silva and ask him to put up a conference, maybe by using a BBS computer program called "First Class". Then everybody with a Mac or PC could log on and ask questions and make proposals ! Automatically everybody else could take part in the questions and answers. This could save a lot of work for SNA and also for the builders. I also think it is a great aid to develop the aircraft and spread different ideas.

For instance we have been trying to solve the Rib A problem (The wings are too close to the middeck); there is no space for mounting the brackets and fuel parts. Our flaps also hit the wing deck! After much thinking I wrote to SNA. They said I was one of 12 unhappy guys (who will get three extra weeks work for free!) Some of the twelve had already asked and independently solved that question so I went to their solutions instead of writing the letter.

I do not have access to Internet just now only electronic mail. My address (see above) is "johan_forssblad@hdb.se, however I only check my mailbox once a week. Keep on working !


I would like to answer Mr Forrsblad's wing attachment problem. The solution we used for the Turbo Seawind was simple. We took a piece of 5/16 inch aluminum, and attached it to the aft spar and continued this piece into the cabin. We did this when the inside bulkhead was in place. You need to make up two aluminum angles and these attach to the hull on the inside, and attach to the aft spar bulkhead. The 5/16 piece came out to be 6 inches long. It was high enough to drill the flap extension push rod hole into it, then it narrowed to about three inches high and went into the cabin about two inches deep. The bulkhead was cut out to accommodate the part. The part was drilled in two places and bolted to the angles. Finally the angles were bolted into place through the cabin side and bolted to the aft spar bulkhead.

We did this so it would be easy to remove the wings. It is difficult to describe with words but if you are doing the job it will make sense I think. If anyone needs a diagram or photos just give me a call.

If anyone would like to access America Onlines Seawind area, you need to enter the keyword "Aviation". Then follow the prompts to "homebuilt and Experimentals" and down to the Seawind category. If you would like to enter the experimental area of the Internet it is in the NEWSGROUPS area, under "rec.aviation.homebuilt". You need to subscribe to the newsgroup (no cost) and you are in. There are about 75 posts a day and quite a bit of information. You can easily get to this newsgroup through Compuserve. My Internet address is Seaturbine@aol.com .


I am very interested in the Rib A problem and Paul Arrays article on Spray Rails. The following is what I believe to be an easier way to do the sponsons.

Sub kit #7 - Sponsons starts on p.46 of manual. Its OK until the third instruction on page 48. I never found the need to remove the top wing skin. Further down the page after you align the sponson rib, it tells you to hot glue the rib in place. Don't waste your time!! Cellophane tape the rear spar and wing rib where it meets the sponson rib - we want that joint removable ! Now glue the sponson rib in place on the lower sponson skin but make sure you have not glued the lower skin to the wing skin as the instructions have you do later on !) Put in any antennas now and go ahead and radius and tape the rib to the lower skin joint and the forward joint of the sponson rib to the rear spar. At this point the bottom skin should be held to the wing skin with clecos and a break away joint where the sponson rib meets the wing.

Put the top sponson skin in place, trimming the rib as necessary. You have the top wing skin in place to do this.

You have just eliminated pages 48,49 & 50 except for the note about Nav lights. It will help later on if the landing light hole is cut now, it can be undersized and finished later.

Page 52 Do not, do not, do not even think about gluing the lower sponson skin to the wing skin ! If you have already done this these instructions cannot be used!

Prepare the inside of both skins for bonding. This includes the area adjacent to where the two skins meet. Glue the top skin to the rib and any other areas where you can glue the two sponson skins together.. The top skin should be held to the wing with clecos only.

After it has cured you can remove the sponson from the wing and one can radius and tape the rib to skin joint. The easiest way I found to do this was to apply resin to the area that you are going to apply the tape and put the tape in dry. It is easier to let go of it and it will stay in place while you resin brush it and apply the second tape. The front side is easy, the back side is a little more difficult but it is much easier than making flanges.

Now, I taped the inside of the joint between the two skins - well, most of it anyway. My uneducated logic tells me that the tape on both sides of a joint is a whole lot stronger than the same amount of tape on one side.

One big advantage is that it is a whole lot easier to do the outside taping and filling when the wing is not attached! A big plus !

When you finally do attach it to the wing, you can tape the inside of the joint through the landing light hole. But don't be in too much of a hurry, remember, they add about two feet to each wing!


Vol.2 No.6 Page 41 Nov 1995

This year, our second, I would like to suggest that having built up our membership to more than fifty we start to introduce some of our members in a series of "virtual" interviews, the first of which begins this month.I call them that because the interview did not actually take place but Michael answered a series of questions. I don't think it necessary to put them all in...they should be obvious. This does not mean that the basic idea of being a Forum for ideas, problems, performance data related to the Seawind is to be excluded but it does allow us to introduce some of our interesting personalities and tell, albeit briefly how their Seawind affair caught them up. This month we give you an interview with a relatively new member, but one who has and I think will play an important part in the Seawind picture in the future. In addition to giving us his story Michael has many gratis interesting things to say about the way to go about building a Seawind. I must admit when I started I built in Manual order. It was only after finishing the plane that looking back in perspective, that the order was seen to be not always logical. We also have contributions from Craig Easter, John Kivenko and Paul Array.

In the last two months we have had a number of new members. Welcome all to the club. This is your Newsletter, not mine, I am just the typist, and John is the printer/distributor so use us. Most of you have not given us your phone, fax ID's which we would like at your convenience. It really helps networking not having to write ! If you wish to make a general observation, request or comment to this Newsletter please feel free. Both John and I can be reached by mail, fax, phone or on the Internet. I am well aware that we might not necessarily be the largest hub for your Seawinder - Seawinder contact. From our members list you can contact your nearest neighbours and create your own network of friends. But we do like to hear from you so please do not feel inhibited. We need your contributions. Remember that our subscription $10 US and $14 Canadian covers a two year subscription in North America starting in September 1994. Late arrivals get all the back issues. This last month we have been having troubles in getting the earlier letters printed so new members please be patient a little longer...they're coming!


I was born and raised in Peterborough, Ontario. That's about sixty miles north east of Toronto a town of approximately sixty thousand then, whose chief interest was in serving the farming community.

On fine weekends my father would rent a Piper Cub with floats and treat the family and friends to rides, one at a time. Thus, I was exposed to water flying when I was too small to see over the panel.

Growing up on a farm taught me the value of knowing how to repair and build things. I am still a "backyard mechanic", doing all the work on our vehicles, appliances, air conditioners etc.

Twenty years ago I obtained my Private Pilots License and two years later gained my commercial. I bought a new Cessna 185 floatplane which I then leased for commercial operations with myself as the pilot. Two years later I exchanged the 185 for a Beaver Otter and Twin Otter. I flew the Canadian North year round on wheels/skis and floats. Bush flying was a great adventure...you never knew what was coming next. From flying sick infants to hospital to fighting forest fires to airlifting hunters/fishermen to idyllic locations..each day was different. This is how half of my 5,500 hours came to be on floatplanes..

Along the way I picked up Airline Transport tickets in both Canada and the U.S.A. My U.S. license bears a Citation Jet type rating and my Canadian a Dash 8. This was a prerequisite for the 1,000hrs of Dash 8 time I logged flying out of Halifax, on the East coast, for two years.

For many years in the mid eighties I was a residential contractor specialising in house outfitting. This experience drove home the knowledge that people are willing to pay well for others to do what they cannot or do not want to do for themselves. This is especially true if you establish a good reputation for excellence.

So, how did all this tie in with your present living in Florida?

I was visiting my mother in Bradenton. She had been a long time winter resident, and I just happened to need a haircut. Mom suggested that I go to a tiny,rather obscure shop that was nearby...but which I would never have found without her direction. As I went out of the door she teased, "There are some good looking single women working in that shop". Well I had my haircut and two years later wound up marrying one of those good looking women. I left behind my job of Chief Pilot at Orillia Aviation Ontario and moved south for good. But what was I to do. I was definitely too young to retire. Since 1978 I had been a collector of homebuilt aircraft literature and plans although I had never taken the big step. Through a friend, I heard of someone who was involved in "commercial assistance" to a Seawind project. (Yes,I'd heard of the airplane years and years ago) I went to see if he needed any help. He did and I worked with him for several months at his shop in Sarasota. Having run my own business in the past it was natural for me to put my own banner up and J.M.Bowes Aviation was incorporated. Several people who worked with me at that first shop elected to move with me.

So where are you now ?

We currently have three Seawinds on the floor along with a diminutive KR-1. One of the Seawinds belongs to Ed Glanovsky and is in an advanced stage of construction. Bless his heart, Ed has been and continues to be an invaluable resource when it comes to technical detail and sourcing of those hard to find parts ! He's been doing it for a number of years and he's damned good at it. I have not become involved in chasing engines and props but I know what to do with the cores once they are sourced. We have sources for radios, instruments and first class upholstery. We also have show quality painters eager to do the work who are currently spraying with Sikkens products.

Are all your builders single owner/builders or are there any cooperative agreements between them/you?

Yes all are single owner/builders however although my name appears on the buyers list for production # 90. This aircraft has been for sale since day one. We run a non-stop Ad in Trade-a-Plane which produces numerous enquiries each month. Dick (Silva) agreed to release one non Kwick Kit to me. I wanted the experience of doing it all. Our customers usually buy Kwick-Kits however. I enjoy a good rapport with S.N.A. and have high praise in particular for John Hertzog who has turned the parts department around in my book. A Kit was recently delivered to us totally complete,save for a few listed items and these were rounded up and shipped within three weeks. Excellent job John!

What is the status of the three Seawind's you are building?

One kit is just nicely underway with about 100 hours into it. The other kit has almost 2000 hours and it should be close to completion in 2-3 months. The truth is we have done much of the work on these planes. The owners simply do not have as much time as they would like.

Have you set up anything that will help the builder learn to fly these planes?

I strongly endorse the hiring (or borrowing) of a pilot who has prior Seawind or at least Lake experience, for the checkout of both plane and pilot. This is the way the airlines do it and all too often we pilots let our great big egos rule our basic common sense. I would be pleased to offer myself as a prospective test pilot when the day comes that I have the experience, but that is not yet.As far as systems and operation of the individual planes I believe the owners will have a good understanding of what does what and how since we consult with them perhaps a dozen times prior to completion. Gear and fuel systems spring immediately to mind for example.

What are some of the major surprises that you have learnt in building these machines?

Lots of them...remember we have yet to finish our first airplane. (Please see Tips following this article)

What has your shop to offer a prospective client?

We have a wonderful climate...we can build with doors and windows open year round. We are well situated on the affluent West coast of Florida, a winter playground for the successful, aviation oriented (spelled pilot) types who have built businesses often in the North East and who frequently own winter residences down here on the water. Its Seawind heaven!

When you are selling workmanship your own work speaks volumes. That is why I encourage anyone who has an ongoing interest in the Seawind, whether they desire assistance or not, to come and see our shop. We are details oriented and it shows. When I buy aircraft construction specialty tools, I buy the quality item because were in this for more than a one off. I hate "toy" tools with a passion!

I strongly encourage our owners to participate in the building of their airframe and I have found all so far to be capable of exemplary workmanship. Our builders share their special knowledge and interests and this includes the ability to source elusive parts such as the gear position micro switches for example. At Bowes Aviation Inc. we aim to share our building experience with any who care to listen but we must be commercially viable. I am not one of those who claims to have the answer to all your problems but we have learnt a lot and will share it with you if you decide to sign on with us.


On Kwick-kits we cut the sides of bulkhead 36 loose and spread the hull apart about one inch at the longerons so that the outside dimension matches the inside dimension of the nose deck. If this is not done the nose deck must be "sprung in" to attach. In so doing the curvature is forever changed which means that the forward hatch and the forward canopy frame member will not fit properly without modifications. Its a real time-saver.

Insert lead bars into the ailerons prior to bonding ! Make sure the bottom skins are absolutely flat. Bolt lead bars in place after bond cures.

Bolt hinges into flaps prior to bonding. Confirm alignment of both flap and wing portion of these hinges. We've seen some misaligned holes. Another time-saver.

Do not drill the eight 3/8 inch main gear leg attachment bolt holes until the wheel height in the wing has been checked and a wheel alignment performed.

Make sure that the chord lines of the tips of the stabilizer are parallel. This may sound elementary,but its a must do. We received one from the other shop that had a one and a half degree twist built into it. It was a bear to correct.

Be certain that the male and female build-ups for the rudder and elevator trim tabs (bonded to the inside skins) engage properly. We've seen them "hang up" as supplied by the factory.

Prior to removing the canopy from the hull opening for the first time,do as much of the glassing to join the canopy skin to canopy sub-frame as possible. I am about to build my fourth canopy...I know what I'm talking about. This ensures that the exact shape of the hull opening is "frozen" into the canopy assembly prior to its removal. We use 2 inch spacer blocks on the side rails to lower the height of the frame and cut the top flange off,place it facing down and glass it in place prior to installing the skin. This ensures that the flange does not encroach on the plexiglass in the bottom side areas. Fresh air scoops should be bonded directly to the canopy skin in advance for best results. After removal,the rear top centre of the frame will probably require some radiusing and glassing to achieve clearance over the middeck between the hinges.

Setting your own motor mount ? We have mocked up a fiberglass replica of an actual IO 540 crankcase, complete with a simulated crankshaft protruding from the front end. Bolt this baby to your motor mount and set precisely. This makes an otherwise difficult job simple and straightforward. I may entertain the idea of allowing other builders to use it for short periods of time.

Install the battery tray box,then install additional necessary hard points and install and rig the nose gear prior to installing the nose deck. Then remove the gear for painting and install the nose deck.

Do the twelve massive Uni layups in the tail prior to installing floor beams in the tail cone. Much easier to do with a bare floor back there.

Like the wings,plumb in vacuum,fuel,crankcase breather lines and antennae and light wiring through the tail prior to assembling halves together.

Finally, be wary of mis-positioned hardpoints for attaching the elevator and rudder hinges. Easiest to correct by filling in the hole at one end of the hinge with aluminum weld and re-drilling.(Do not try to alter glassed in hard point.)


You may have noticed that Craig has been one of the most frequent contributors to the letter. His corrections and observations covering some forty pages of text include over a hundred comments from minor Manual glitches to suggestions on alternate ways to build the plane. I have published about half of these in the Newsletter but have decided with his permission to release them to any member for the cost of their reproduction /postage of $5.00 US.


Am having problems locating a gear switch for the panel. Anyone know a source ?

Dick Adams


We have completed the sizing of the structure and 40 runs of the finite element program and feel that we have reached a point where the tail is optimized for size,weight and strength. I have some people who are making tools now and they say they will be complete in three weeks and then we can make the first parts which will go on Paul's aircraft.

We still produce the flush canopy hinges if anyone needs at $200.00

We have developed an instrument panel for the Seawind called the omni-panel which the instruments wrapped around the pilot at 7 degree increments that uses standard instruments. Also the area where the radios mount is tilted towards the pilot made from 7781 and covered with white jellcoat ($3000.00)

I recently bought 800 NACA ducts that are 9 inches by 4 inches and slightly curved. These were originally used as cabin inlet air for Lear Jets. They should work great for cabin air or oil coolers and I understand that Paul has added two of these to his cowling to improve cooling,but as yet I have not heard how they worked out. They are $10.00 each.

Craig Easter


We would like to hear from builders as your building nears completion. You may recall I told you that our first plane would be nearing that stage in our last letter. Well it has been named, painted and reassembled and the engine fired up. We still have a few weeks work though before the inspector comes for the final checkout. Work outside is getting pretty difficult now but we are hoping to get the heater working just in time ! More anon.


We have recently received a request from a would be purchaser for a Seawind that has been purchased but will not be completed. Anyone interested please contact Robert Mclaughlin at (905)891-2760.

SUN N' FUN - 1996

At this years event a number of us scouted out the area around the Lake and came up with an excellent rendezvous point at the southern tip where Seawinds might come ashore and be within a hundred yards of accommodation at the COMFORT INN. Paul Array offered to be the contact person for next years participants in our first SPA get together. You should contact him with your deposit fairly soon if you want to avoid disappointment. If you can fly in but are not yet water capable there are nearby airports. We intend to organise a taxi service for our members between the Inn and the field and those airports.


During a recent visit to Toronto I took the opportunity to pay a visit to Mike Lush. From previous visits I had learned of his exceptional ability as a builder, but seeing his almost completely finished plane was a real treat. Mike has, to use the politically correct word, personalized his plane in the extreme. He has analyzed each system and modified it to suit his needs. For instance he has modified his front seats so that there is additional support half way up the back, and he has incorporated a very nice mechanism for adjusting the tilt of the seat. The center console is extremely well conceived. All controls are easily accessible, and are laid out in a very intelligent manner. The wheel is replaced by a stick control which Mike designed himself. It is evident that the excessive hours that Mike put into building his plane was probably surpassed by the time he put into the planning stage. Of course, the biggest feature of the plane is his custom built engine. Much more will be heard about it after the plane actually flies, but there are already indications that it will be a winner. So far the engine has operated flawlessly in taxi trials. Although I did not hear the engine during my visit, I was told by Mike and another visitor to his hangar, that the noise level is extremely low. The cowling is very much different from that on the 540. It is narrower by 14" and is longer. This length is mainly to enclose the muffler. Although cooling is not a problem, Mike is still making small changes to the cowling in order to reduce the temperature by a few degrees. Now the big question is, WHEN IS THE PLANE GOING TO FLY? Well there is no fixed date. The plane has not been inspected, and after that you have to wait from one to two months before the paper work is processed and you get your permit. Considering the fact that Christmas holidays are coming and civil servants do even less work at that time there is little expectation of getting a permit in this calendar year. January and February are brutal weather months in Canada, so depending on the type of winter we have there may not be much opportunity for trials. I would hazard a guess that Mike will not be in a position to attend Sun N Fun. He intends to do a fair bit of flying next summer but whether he will attend Oshkosh will depend on his other commitments. I get the impression from Mike that after all these years of building, he has found that the only way to keep his sanity is by not pushing himself. He is still putting in more than 100 hours a month but is not sticking to any schedule or deadline. His attitude is that if things are not correct the plane is not finished. He has already won several bets with his family who did not believe that he would ever even taxi the plane.

Recently Mike had his plane weighed. It registered 2417 lb on the scale with a c of g of 151.6. This weight included all instrumentation with the exception of a few radios. The plane was not painted but had a coat of primer on it. The interior was not completed and the modifications to the hull for the spray rails and the deep V are not yet done. The engine is 80 lbs lighter than the Lycoming 540. The center of gravity is farther forward than you would obtain with the Lycoming as the reduction drive is at the front of the engine.

If everything works out as well as expected with his engine, Mike intends to make it available to other builders. The economics of this require that there be at least a dozen serious buyers, so if you are at all interested you should inform Mike of this interest after he has completed his trials. In the three years since his engine was built, there have even been some new developments that can be incorporated into a new engine.

Hurry up Mike, some of us seem to be more anxious to see you fly than you do.(John Kivenko)



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139" 160

140 140

141 120

142 100

143 80

144 60


Paul Array informs us that he has had a problem with the front seat cracking at the curve and losing its structural integrity. He has reinforced this area with kevlar. We do not have time to wait for a more extensive report in this newsletter, but you can contact Paul directly if you need details at this time. Another solution would be to devise a support similar to what Mike Lush did.



TEL:(941)751-3455 FAX:(941)747-0871

BOX 79 E. HOLDEN, ME U.S.A. 04429


P.O. BOX 223 WEST OSSIPE N.H. USA, 03890 (48)


TEL:(416)497-0326(H) (416)449-2300(O)


U.S.A. 03106



It is difficult to build a Kit aircraft. The only way each of you is going to finish this lovely bird is with love....yes you must keep that first love going. Remember....when you first laid eyes on her. Wow !! Instant love wasn't it ? You ordered that brochure, then that video. Oh Boy ! you were hooked. Then you talked to the person who sells the Seawind. You heard all the great things and you read all the right things. Remember, the first specs from S.N.A. back in 91 (That's when I bought January '91. Empty weight 2100 lbs., useful load 1100 lbs at 3200 gross, 1300 lbs at 3400 lbs gross. Rate of climb 1600 fpm, cruise 191 mph, stall 57 mph, takeoff on land 510 ft., water 780 ft. What a bird ! I knew I was in for this one, hook,line and sinker.

I was building now, this bird is too good to be true and only 1000 hrs to build her, hell...I can do this in six months. The best part is you only need a few hand tools found around the house. Maybe a drill press would be helpful. The 1000 hrs went by and I had hired help with the fiberglass work ( I am no fiberglass expert) The instructions kept changin' and I kept doing things over. I was getting disheartened, but every once in a while I would get a zing. Remember this one. Preliminary weight and balance. Empty weight 2003lbs, with oil and radios,2040 lbs. That's 1360 lbs useful. I CAN DO THIS...what a bird!!!!!!!!!! so what if it takes a few more hours.

Up and down,up and down. I would hear good things, then bad things. The instructions changed and I had to reset the angle of incidence of the wing.(75 more hours) but the weight and balance projections are right on. Ut..Oh..the gear has to be recalled, it doesn't work. But I got it installed. What do I do now ? Rip the damn thing out and wait for the new one...(150 more hours) Keep building, this baby is going to be fast and light. I can take my wife camping and carry all the gear I want and still fill the tanks, range 1400 miles....keep building...keep building. But where are those parts, I,ve lots of unlabelled extra nuts and bolts but where are those parts; I can't keep building without parts! There late at last and I have to adlib a few times...even sometimes I have to make one rather than waiting. What the hell, so I have to make a few parts. I will just get this baby done sooner !

Remember when Mike and Sheree talked about the Seawind fever. Working 25 hours a day, having lunch and dinner in hangar 3 I related to that because I felt I was working at least that long and the money...oh the money that was going out...whew! !! Keep that love going. I kept working, waiting for the prototype to fly...keep working....keep working.

They flew, they flew...oh God ! They crashed ! The prop went into reverse. I have one of those props...oh God! What emotions, I was sick. I quit working for a few days. What did I do ? Now they say the building time should be about 1500-2000hrs. I already had 1900 hrs in it and it doesn't look half done...keep going, hire another person to help, I did and he was great. I was worried but I kept plugging.

Another zing: the flight test went great. They say that the Lancair and the Glassair have a pitch/stability problem but the Seawind doers not have that problem. You can fly her hands off. The rudder control is very effective with no Dutch roll tendency. She is good in 20 knot crosswinds. Under 50 knot stall speed...what a bird...keep working...keep working...I love this Seawind.

Another problem. They weigh the final aircraft. 2370 lbs...Wow...that's heavy. The good part is she performs as advertised...or almost anyway. 75% power..191 mph, rate of climb 1300 fpm+, stall 57 mph and of course the old country says "I told you so" she performs just as specified...mine weighs in at 2489 with all equipment. What's wrong with me, why is my bird so heavy ? Then I find that the prototype is really 2455 with equipment and radios. Boy...now that is heavy...I only have 700 useful. Well....what the hell, I'll be flying in a week and everything will be OK...keep that love going.

Well....everything is not perfect but she's a damn good bird. Stability problems ? Yup but that can be fixed, just a little more work on the elevator and ailerons. Rudder problems ?...Yup, but we can reshape the rudder. The cruise speed is lower, the stall speed is higher. The take off distance is a lot longer and the rate of climb is not close, but when I lock her up on thew ramp and walk away and turn around and look....WOW!!! She shure is beautiful ! When I stop at an airport, people gather and they stare and they stare and they just can't believe how beautiful she looks...then I find myself lying a little about the performance. I sure do love that Seawind.

I just got back from a two week camping trip in Canada with my wife. I had to fly her at 160 lbs over gross (3560) I couldn't carry what I wanted. The range wasn't there, but I had a great time and that's what its all about. So she has some problems what airplane doesn't, she is still the greatest amphib I ever flew (I have flown most of them) the old country and the factory would like me to hand you a bunch of gobble dee goop. Nope...I'm just going to tell you to keep that love going and I'm going to tell you my truth, and if they did they would be much better off.....jus' keep that love goin. GOD....I love that Seawind.

Paul S. Array