June 2006 - May 2008

Hello aviation enthusiasts,

My PT6-20A got alive, this afternoon 12-12- 2007 ~ 1500 LT It was lighting up ~5 seconds after reaching 19% turbine RPM. ITT went up to 720 Deg. Cel. then stabilizing at 500 Deg. Cel. and 52% N1 Ground Idle.

After opening the starter lever completely, it accelerated to 71% with 50 L/H Fuel F/F =~ 13.2 GAL/H. Running up the power to 350HP= 840 FTxLBS Torque, my MAX GREEN RANGE.: 120 L/H =~ 31.5 GAL/H.

The PROP RPM was at low pitch with 2180RPM. The ITT in the range around 500 C.

As I tried the reverse, with high Idle, the CANOPY protection plastic was blown off.

"Well at 10:16AM today, Sept 25 2007, 516SW flew for the first time. I took off from the water and flew to the airport. Did as many landings as I could before tiring out. It was quite an experience. A few minor problems here and there but all in all it was a great day. I have a lot of practicing to do. I hope that all of you who are still building will keep at it so that you all could share the experience that I had today. I owe much thanks to all the people who have helped me get this far. I will keep you all informed as to my progress.

I am extremely saddened to inform the Seawind community of a terrible loss to us all yesterday. My good friend and friend to all Seawinders, George Osborne, died yesterday at his hangar in Pennsylvania. I was devastated to receive a phone call this morning from Joan, his wife, telling me of some of the circumstances. George was literally the best. He was the glue that kept our Seawind community together and we will be hard pressed to find his like. I personally counted him as a very good friend and I will miss him tremendously. Jack Ardoyno

I don't know how at this time to express my feelings over the loss of George Osborne. He was a rock as well as a kind and gentile soul. My heart goes out to Joan and his whole family. Sandy and I will truly miss him. Tom and Sandy Saccio

Being out of town I too just got the word George has passed from a a group and a life so rich in care, Love, and kindness. In this short time I have come to know of George as a kind, gentle, and very active soul. My heart sunk and my prayers go out to the family of a man so "good" in life as George was. In that I count he will guide over all of us as we fly this plane he loved so much. I for one will think of him often for many years to come as I begin to enjoy in a passion we all share together. Thank you George for all you have done for each of us ..... and with Love, God bless you eternally! Russ Kotlarek

When I received the phone call that George had died, I was driving home from work and had to pull off the interstate to absorb what I had just been told. George is the inspiration for my decision to own a seawind, my source for advice concerning the plane, and my partner in planning and carrying out the splash-in here in Duluth. Needless to say, there is a trememdous void for me. The seawind community has lost a very active paternal icon that leaves a painful wound in the very heart of the seawind community. We have lost a foundational stronghold which we will be reminded of for a long time to come because of George's integral roll as a mentor, fellow seawinder, and friend. A truly unbelievable and painful loss. Chad Fey

This is rough, George was the about the most positive, fun, bright seawinder ever. We had just talked about him getting new brakes for his seawind, and about getting together over the summer. He will be sorely missed by us all. Fred Lohr

It was an honor and a privilege to know George and we count him as a friend. His true passion to help others is an inspiration to us all. His good humor and friendliness will stay with the world forever. To his family, we are sorry for your loss. To George, we say “goodbye friend.” All of use here at Planemakers, Inc. John, Chris, Jim, Pat and Paul.

February 2007

Taking off from VGT, (2200’ elev.), at a gross weight of 3550 lbs. I dialed in 30"MP for a 500’ rate of cruise/climb 125 knots all the way to 14,500’. Leveling off with 28"MP 2400 rpm at 19.5 gph I was able to achieve a true airspeed of 158 knots with an EGT of 1250 and CHT of 375.

Before the supercharger my maximum MP was 26.5 on the runway with a 400’ rate of climb at 90 knots slowing to 150’ rate of climb and 20.5"MP at 11,000’ and a maximum cruise speed of 129 knots.

The most impressive performance is on the water. On Lake Mead, (elev. 1100’) using full power, 33"MP and 2700 RPM with a gross weight of 3575 lbs. the Seawind climbed onto the ‘step’ the moment I applied down elevator. Once on the step, the Seawind accelerated to takeoff speed within seconds. Better yet, I can expect this kind of performance on lakes of higher elevation such as Lake Powell at 4700’ and Lake Tahoe at over 5000’ including summer flights in higher density altitudes.

Dear Sir/Madam, RE: UNIVERSITY ENGINEERING PROJECT

I am currently studying Mechanical Engineering with Aeronautics at Brunel University, London.This year, I have been assigned a project which entails establishing the feasibility of fitting a turboprop on a light aeroplane (VLA class). To be precise, I have to look into the ways of converting an aeroplane of choice from a piston powered engine to turboprop. During some research, my interest was captured by Allison Engine powered aircraft owned by your members and I thought it would be quite helpful if I got some information about the work they have done.

For my project, I have selected the currently piston powered AT-3 VLA trainer kit plane and, I think the Allison engine might just be a good match for it. I would like to know whether your organisation (seawind pilots) would be able to supply me information about the Allison engine and how they were able to adapt it to a seawind. Or would you be in a position to pass my request to your members, or supply me with any relevant contacts that you feel could be helpful. Primarily, any technical information about the engine for example or any detailed engineering drawings with dimensions, and performance etc would be useful. I fully understand the need to protect sensitive company information and if required, I and the University can sign a commitment to abide by any such restriction your company outlines with regards to confidentiality. It is a defining year in my studies and this project will give me a chance to learn personally and gain experience towards building my career in aeronautics. Your support will be greatly appreciated. I am looking forward to hearing from you.

Regards, Simon.

After determining the flow was off, removing the check valves, and replacing the pressure regulator I still was developing fluctuating fuel pressures (leakage through the connectors in the regulator). Following the advice of Fred Lohr I changed out the Mallory Pump, regulator, and Facet with the Airflow dual pump. Eliminated about a dozen fittings and am happy to report engine pump now maintains 23 psi on the ground and between 17-21 to 7,500 feet. The pressure begins to fluctuate above 7,500 to 10,000 with no change in fuel flow. The new pump increases pressure to 25 psi in all configuration. Also removed the vent from the header tank so the header tank now works like a 'wide spot' in the fuel line.

Facts: I am a 5,000 hr pilot with single, multi, instrument, and seaplane ratings. About 2,000 hrs in each of a Bonanza and Baron. 350 hours in Seawind over past 3 years.

Quote from Falcon Insurance 2-1-07:

All Risk Hull @ 250,000 Deductible , Liability $1,000,000, $100,000 limit each passenger. Medical $3,000 Use: Pleasure & Business

Total Annual Premium: $11,023 Liability only would be $2,021.

We have purchased the Jigs and any spare parts from the guys that made the exhaust systems for SNA. We have not received them yet so we don't know exactly what we have. It will be a few weeks before we know. But in the mean time, in our quest to hone the breed, I have a few questions and requests...

For those who have had exhaust system failures: Which parts failed and where? If you still have them and are willing to part with them, please send them to us to study. We will try to keep the failure prone parts in stock for those who already have systems and fix the problem on the new systems for those who buy new ones. Does anybody have any suggestions for improvements as far as routing the pipes to clear the cowling and oil drain goes? Anybody intrested in getting a new system please let me know so when we try to find someone to bend us pipe we can have an educated guess as to how many sets we need. Check out this niffty throttle Quad that Chris made for Chad. www.planemakers.com/sw002/sw002046.JPG

"I have completed 8 days of testing and all I can say is WOW! What a great plane. Last flight weight 3000 lb, 8000 ft elevation, 2400 ft runway, climb to 11,500 ft at 500 feet per minute. I checked out true track autopilot; to my surprise it worked great. Turbulence was moderate to severe. It flew the heading and altitude better than I could have. Great piece of equipment. The Grand Rapids EFIS is also doing great. So far no temperature problems. My landings still need a little work. Thank you all for your great comments and hope to see you all in DLH." Earl

Saturday 8am N46EB left the surly bonds of earth and became an airplane. I lifted off from Buena Vista, Colorado 7V1. Elevation 8000 ft., runway 8500 feet, gross weight 3000 lbs., 40 gallons of fuel, pilot 250 lbs., nose ballast 70 lbs. I climbed to 10,000 feet.

Thanks. Earl Boeve