Engines – Power

Seawind International / SNA Seawind

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Seawind 300

The Seawind 2000 am¬phibian offered by Seawind International of Ontario, Canada, was designed by Rodger Creelman and first flown in 1993.

The pylon mounted engine sits well forward of the fin leading edge, giving an impression that it might part company if subjected to gyroscopic or turbulence loadings. However the mount has been subjected to and survived a 20G test loading, twice the required FAA rertifica¬tion requirements. The Seawind has a wingspan of 35 feet, a MAUW of 3100 lbs and provides a cruise of 145 knots on its fin mounted single Lycoming IO 360 consuming 10 US gal¬lons each hour.

The four seat Seawind 2500 amphibian design is of composite manufacture, and first flown in 1994. The amphib¬ian’s power source is a 200 hp tail-mounted Lycoming IO 360; cruise is noted at 145 knot.

The certified Seawind 300C is manufactured Exclusively by Sea Air Composites, inc, a single engine 4/5 place amphibian.

Initially with tail-mounted 300hp Lycoming IO-540 (prototype with 200hp IO-360), later powered by 400hp Allison 250-B17B turboprop.

Of fiberglass and cellfoam construction the Seawind received the EAA award for craftsmanship in 2000. The standard kit with molded components, less engine sold for $58,980.

Seawind N548SW

Seawind 2000

Seawind 2500
Engine: Lycoming IO-540-T, 300 hp
HP range: 250-300
Height: 10.2 ft
Length: 27.2 ft
Wing span: 35 ft
Wing area: 160 sq.ft
Weight empty: 2230 lb
Gross: 3400 lb
Fuel cap: 110 USG
Speed max: 187 mph
Cruise: 178 mph
Range: 1600 sm
Stall: 59 mph
ROC: 850 fpm
Take-off dist: 1010 ft, (1600 ft water)
Landing dist: 770 ft (620 ft water)
Service ceiling: 14,800 ft
Seats: 4
Landing gear: retractable nose wheel

Seawind 3000
Engine: Lycoming IO-540, 300 hp
Height: 10.2 ft
Length: 27.2 ft
Wing span: 35 ft
Wing area: 160 sq.ft
Weight empty: 2300 lb
Gross: 3400 lb
Fuel cap: 110 USG
Speed max: 200 mph
Cruise: 191 mph
Range: 1460 sm
Stall: 57 mph
ROC: 1250 fpm
Take-off dist: 820 ft, (1100 ft water)
Landing dist: 770 ft (620 ft water)
Service ceiling: 20,000 ft
Seats: 4
Landing gear: retractable nose wheel

Seawind 300C
Engine: Engine Continental IO-550-N. 310 hp
Propeller: McCauley 3-blade 76” Constant Speed
Wing Area: 163 sq. ft.
Wing Span: 35 ft
Height: 10 ft 2 in
Overall Length: 27 ft 2 in
Ground Clearance: 8.5 in
Wing Loading: 20.81 lbs/sq ft
Power Loading: 10.97 lbs/hp
Max Gross Weight: 3400 lbs
Std Empty Weight: 2300 lbs
Equipped Empty Weight: 2350 – 2400 lbs
Useful Standard: 1150 lbs
Useful Equipped: 1000 – 1150 lbs
Fuel Capacity Mains: 80 US gals
Long Range – Aux Tanks: 30 US gals
Sea Level Speed 100% Pwr: 200mph / 174 kt.
Cruise 75% Pwr (8,000 ft): 190mph / 165kt.
Cruise 65% Power (8,000 ft): 180mph / 156kt.
Cruise 55% Power (8,000 ft): 169mph / 147kt.
Fuel Burn at 55% Power: 12.8 gph
Max. Range (no reserve main) 1040sm / 905nm.
Extended Fuel Range: 1460sm / 1270nm.
Rate of Climb: 1250 fpm
B/Rate of Climb Speed: 99mph / 86kt.
B/Angle of Climb Speed: 74mph / 65kt.
Stall Speed: Clean 72mph / 63kt, Flaps & Wheels: 60mph / 54kt.
Service Ceiling: 18,000 ft.
Take off Distance 3200 lbs: Land 870 ft / Water 1100 ft
Take off Distance 3400 lbs: Land 1175 ft / Water 1400 ft.
Over 50’ Obstacle: Land 1175 ft / Water 1400 ft
Landing Distance: Land 770 ft / Water 620 ft.
Over 50’ Obstacle: Land 1300 ft / Water 1150 ft.
Cabin Length: 105”
Cabin Width: Front 52″ / Rear 54″
Cabin Baggage: 16 x 48″ wide, 24” high, 10 cu ft
Aft Baggage: Opening 19” x 40”, Length 71″, Volume 30 cu ft
Nose Deck Forward Storage: 3 cu ft

Seahawk Industries Condor

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The Condor is a single-engine, high-wing monoplane has a cruciform tail and kingpost and cable braced single-surface wing. The Condor is controlled solely by weight shift. The engine is a twin-cylinder Kawasaki with 2.0 reduction is mounted in the center below the wing. Drive shaft to pusher prop is above the wing. The taildragger gear has torsion bar suspension. Fourteen-inch wheels have pneumatic tires.

The Condor II has three-axis aerodynamic controls include stick controls for elevator and spoilerons plus rudder pedals. The engine is a Kawasaki twin-cylinder 440 engine has 2.0 reduction and is mounted below the wing in the center. It drives a pusher prop of 54×32-inch wood. Some of the two seaters were equipped with Kawasaki liquid cooled engines of 80 hp. The taildragger gear has 14-inch main wheels with pneumatics and torsion bar suspension. The plane is has a single surface wing, and is wire braced. The kit came as a simple bolt together assembly taking approximately 75 hours to assemble.

The Condor single place and two place were produced up until about 1984.

Condor
Wingspan, 32 ft
Wing area 160 sq.ft
Empty weight, 164 lb
Wing loading, 2.06 lbs/sq.ft
Fuel capacity, 3.1 USG
Engine displacement, 440cc
Rated HP, 40 hp

Condor II
Wingspan, 32 ft
Wing area, 160 sq.ft
Empty weight, 196 lbs
Wing loading, 2.26 lbs/sq.ft
Fuel capacity, 3.1 USG
Engine displacement, 440cc
Rated HP, 40 hp

Condor
Stall: 22 kt / 25 mph / 40 kmh
Cruise: 30 kt / 35 mph / 56 kmh
VNE: 56 kt / 65 mph / 105 kmh
Empty Weight: 106 kg / 234 lbs
MTOW Weight: 215 kg / 475 lbs

Seagull Aerosports Escape Pod / Pod Racer

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Manufactured by Seagull Aerosports, the Escape Pod is the first fully enclosed trike with retractable landing gear. According to Michael Riggs is President and Founder of Seagull Aerosports the Seagull was designed “starting from a clean piece paper, trying to change the trike genre.”

Developed by Michael Riggs, Riggs’ company Seagull Aerosports, will fully build the Escape Pod and its unpowered sibling, the Pod Racer, buth weight-shift control with a fully enclosed cockpit. Since empty weight is well under Part 103’s 254-pound limit, ready-to-fly construction is completely proper.

The fuselage, or “pod,” is made from composite foam sandwich construction of PVC and graphite prepreg materials. The shape is vacuum-bag molded and oven cured for minimum weight and maximum strength. The complete lower shell and main structural bulkhead weigh only 16 pounds out of the mold, and the entire trike chassis weighs less than 80 pounds with engine and parachute. The bottom of the fuselage is flat so that if an outlanding is necessary and terrain does not encourage use of the gear, a belly landing can be made. In addition, the shape of the nose will prevent shoveling and possible flipover. A foam crush zone forward of and under the pilot adds another layer of protection as does a four-point seat restraint system.

The tricycle gear is fully retractable, which were allowed under Part 103 though not for LSA. Maingear legs are made of a filament wound graphite, and the gear is retracted using racing catamaran hardware.

Abandoning the forward tube, the Escape Pod uses a streamlined, tapered composite mast that has enough vertical area to provide yaw stability for high performance hang glider wings.

The Pod has been designed for full enclosure in a molded acrylic canopy with graphite frames. To facilitate control movements, the triangular control bar passes through a Neoprene-covered slot running fore to aft in the canopy following the control bar’s arc, thus accommodating a full range of motion.For summer use or if customers prefer, a shorter summer windscreen was also to be available. The fuel tanks are mounted internally and the engine is fully enclosed.

A rocket-deployed parachute is mounted on the rear of the main structural bulkhead and fires through a hatch on the side. The handle is on the floor between the pilot’s legs (and emergency responder labels.

The Escape Pod is powered by a 25-hp Cors-Air M-21Y and Powerfin three-blade propeller. An unpowered variation, called the Pod Racer, is also available and is launched via a winch or aerotow.

The powered Escape Pod and unpowered Pod Racer can be used with any hang glider wing that will accommodate the weight of chassis, pilot, engine, fuel and parachute system.

Like most trikes, the Escape Pod can be broken down small enough for storage in your garage or in the corner of your hangar. Its light weight will allow loading to trailer or pickup.

Riggs was anticipating that the Escape Pod would fly by the fall of 2004

Seaflight (NZ) Shearwater

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The desire to have a four-seat amphibian led to the development of the Seaflight Shearwater ZK-SFA. Designed by Bill Townson over a three-year period via a series of 1/5th scale models

Construction began in 1997 and incorporated a PZL-built development of the 210 hp Franklin pusher engine mounted lower than normal. This required a lower, cut down rear fuselage. The aircraft is equipped with a V-tail.

Registered ZK-SFA, the Shearwater first flew in November 2001, piloted by Andrew Buttle.

SeAero 1

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First flown in September 1997.

Engine: Zenoah G50, 42hp
HP range: 21-65
Gross Wt. 550 lb
Empty Wt. 289 lb
Fuel capacity 5 USG
Wingspan 26.5ft
Length 17.3ft
Wing area: 109sq.ft
Height: 5.8 ft
Seats: 1
Top speed: 63 mph
Cruise speed: 63 mph
Stall: 24 mph
Range: 90sm
Climb rate: 1100 fpm
Ceiling: 19,000 ft
Takeoff run: 101ft
Landing roll: 169ft

Seabird Aviation SB7 Seeker

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SB7L-360 Seeker 2

Seabird Aviation offered the Seeker SB7L two-seat monoplane (first flown October 1989), featuring a pod-and-boom fuselage with heavily glazed cabin, braced high-mounted wings with two hardpoints for attaching 264 lb (120 kg) of stores, and a piston engine with pusher propeller.

Seabird Aviation SB7 Seeker Article

The Seeker 2 is an Australian built FAR 23 Type Certified observation aircraft, designed for forestry and crop surveys, fish spotting, wildlife tracking, border surveillance, traffic patrols, transmission power and pipeline inspection operations.

The occupants are in a tubular steel safety cell. Fire hazards are minimized with no fuel lines in cockpit area.

The SB7L-360 Seeker 2 offers helicopter visibility and slow speed handling, but with the cost efficiencies, ease of operation and lower maintenance requirements of conventional fixed wing aircraft.

Certification Basis FAR 23 up to and including Amdt 34 Noise Certification ICAO Annex 16, Volume 1, Chapter 10. FAR Part 36 Appendix G Fatigue Analysis FAR 23 Amendment 38

Seeker equipment includes:
28V Electrical system, 70A alternator
Cantilever spring steel main landing gear
Cleveland wheels and brakes, 8.00 x 6.00 low pressure tyres
Oleo strut tail landing gear, Scott 8″ steerable tail wheel
Dual primary flight controls, dual differential toe-brakes
Floor and/or nose camera/sensor aperture installation, a range of high definition and FLIR cameras available (optional)
Wing hard point installation (optional)
Double longitudinally hinged windows and doors
Baggage/cargo area with tie down points
4-point inertia-reel seatbelts
Wing tip Nav/Strobe lights
Ground power receptacle
Windscreen demister
Vacuum system (optional)
Heated pitot tube (optional)

Seabird Aviation America, Inc., headquartered in New Mexico, manufactures, sells and supports the SB7L-360 Seeker Aircraft for the Western Hemisphere.

SB7L-360 seeker 2
Engine: Lycoming 0-360-B2C
Fuel: minimum 80/87 Avgas, Mogas, or Autogas
Prop: 2 bladed wood / composite.
Wing Span 11.07 m 36 ft 4 in
Overall Length 7.00 m 23 ft 0 in
Height of Vertical Stabilizer 2.03 m 6 ft 7 in
Wheelbase 2.04 m 6 ft 8 in
Cabin Width 1.12 m 3 ft 8 in
Doors – Long Axis 1.07 m 3 ft 6 in
Empty weight 610kg 1342 lb
Maximum T/O weight 925 kg 2040 lb
Min Patrol Speed (CAS) 121 km/h 65 kts
Cruise 75% Power (CAS) 208 km/h 112 kts
Never Exceed (CAS) 239 km/h 129 kts
Stall (40deg Flap)(IAS) 89 km/h 48 kts
Fuel Capacity Usable 180 litres 47.5 US gal
Endurance (inc. reserve) Min. Patrol Speed 65 kts 7 h 15 min
Cruise (65% Power) 4 h 30 min
Range Patrol Speed (65 kts) 880 km 476 nm
Cruise (65% Power) 869 km 470 nm
Fuel Flow Patrol Speed (65 kts) 22 l/h 5.80 US gal/h
Cruise (65% Power) 34 l/h 9.00 US gal/h
Take-off/Landing run at AUW T-O run 264 m 870 ft
Landing run 198 m 654 ft
Stressing Limit Load Factor +3.8 -1.52

Scroggs The Last Laugh

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Scroggs Last Laughi 1/72 model

Built by Roy B Scroggs in 1930, The Last Laugh was similar to a dartlike paper airplane, with a narrow delta-wing with about a 75-degree sweepback/ Powered by a 90hp Curtiss OX-5, it had elevons and twin rudders. Registered N10648, the pilot sat in a closed cabin under the “wing”.

Scroggs prophesized that his airplane would one day revolutionize the entire air industry. The creation was test-flown successfully at an altitude of 10′, and Scroggs predicted an eventual top speed of 300mph, but he, and his airplane, eventually faded away.