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SeaRey Article In July Kitplanes |
|  Next Item - Question for Don White (or other experts on the site)
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Bruce McGregor - May 25,2015
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The good Professor Maxwell penned an excellent article about SeaReys generally and his airplane specifically.
CHECK STS SITE FOR MORE INFO!
----------------
Bruce, this is a bit awkward--but Kitplanes owns the copyright for the article and because Splash is now open to the general public,
their lawyers could complain that posting the article here might deprive them of income. So acting as a Splash administrator I've
deleted the pdf. --Admin
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Dennis Scearce - May 25,2015
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Great article, Don. How can one not name his SeaRey?? What do you call her when talking to her?
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Steve Kessinger - May 25,2015
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One does not name one's airplane, they tell it to you when they're ready.... http://seareybuild.blogspot.com/2012/04/rose-by-any-other-name.html
Can't wait to get home and ready the article, Don, congrats on the writeup.
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Philip Mendelson - May 25,2015
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Nice Job Professor!
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Carr, Frank - May 25,2015
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Classy article Don, very nicely done. I take some issue with your claim to "not being a great pilot", but be that as it may, I have a
question about weights. The article says: "Maximumgrossweight..................1430lb(LSA),
...............................1505lb(Experimental)". I've not seen the 1505 number before; what's the background?
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Buck Bray - May 25,2015
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The light sport category flight limit load factor is +4G. Since a standard aircraft category limit load factor is +3.8G, some would
argue that a light sport aircraft certified for 4 G is equivalent to a higher gross weight aircraft certified in the standard aircraft
category.
1430 lb LSA /3.8 *4 = 1505 lb. Seems reasonable if recertifying an SLSA as an experimental aircraft and only concerned about flight
structural loads. As we all know heavier aircraft do not takeoff and climb as well, have higher stall speeds, float lower and would
have higher landing loads to name a few considerations. Construction technique and builder modifications also play a role into the
safety margin of an individual airplane. In summary 1505 pounds is a calculated number that only considers one aspect of aircraft
design.
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Carr, Frank - Jul 02,2015
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Buck, years ago, I spoke with PA's aero engineer at the time (his name eludes me but is in my construction log) who told me that for
the Classics (this was well before the LSA's), had a limit load factor of +3.8G (not +4G). I decided to 'derate' my SR to a max of
+3.6G which lead me to the 1430 pound GW. I installed a G-Meter and placard and have never seen as much as +3.0 in flight. As
byproducts the G-Meter shows time of flight and a digital voltage main buss readout. It also records max and min G.
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Buck Bray - Jul 02,2015
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Frank, That all sounds very reasonable. There are different G limits depending on intended use of the aircraft and applicable
certification standards. Examples are the different design G limits to certify aircraft in utility or aerobatic categories. The goal is to
have a fun airplane that won't fail structurally up to maximum expected flight loads.
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Carr, Frank - Jul 02,2015
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Buck,
I'm happy to report that i recalled the engineers name, all by myself. Eduardo. At that timers (mid-2000's) I was proposing to
increase the PA SeaRey GW of 1370 to the LSA limit of 1430 for seaplanes. So at certification time I chose 1430. Now however, I
thought I'd like to investigate if the 1505 number is good; but then I realize that, long term, I need to stay with the LSA/LSP limit of
1430 in lieu of a Class III physical. So my number is 1430. Now I need to increase payload by loosing pilot weight.
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Buck Bray - Jul 03,2015
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We may get medical relief under currently proposed reform legislation. The Pilot’s Bill of Rights 2 would allow pilots flying
recreationally in a wide range of aircraft to no longer obtain a third class medical certificate. The new bill would allow private pilots to
make noncommercial VFR and IFR flights in aircraft weighing up to 6,000 pounds with up to six seats. Check STS for more detailed
discussions.
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Carr, Frank - Jul 03,2015
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Buck, Good point. Been following that glacial progress but even if passed, and I flew under the privileges of a Recreational Pilot, I
think  my SeaRey Insurance Company (Falcon) would still want an annual physical because of my age. But maybe like Prof Don, I
can get them to accept my annual physical with personal physician, in lieu of the FAA AME one. SR gross weight still mandates I
loose weight. My doc hasn't recommended that yet but I know I should since I'm exceeding the GW limit on my knees.
You spark another question about the AOPA/EAA inspired legislation; if forced down the FAA's throat, will the FAA find some
regulatory impediment?
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Don Maxwell - Jul 02,2015
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Frank--or you can just recalibrate your scale. Get an analog scale and turn the little trim wheel to "-100". Everything will be fine after that.
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Carr, Frank - Jul 03,2015
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Thanks Professor, an old trick from the university days eh?
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Don Maxwell - May 25,2015
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Not my numbers, Frank. The Kitplanes staff got them, but I don't know where. That "1505" was introduced between the time I saw a proof copy in pdf form a couple of months ago and the published version. Perhaps they asked someone what the heaviest MGW on record was. Maybe I'll ask them if they remember where they got it.
That article involved a lot of people. It began as a small piece about the new Frise-type ailerons, with a photo shoot including five Seareys--Helen Woods', Lindsay Trittipoe's, Buck Bray's, Jerry Ratcliffe's, and mine. We all flew together from Helen's place at W29 (Bay Bridge) to a river in Maryland, where Lindsay flew a photographer, Karen Helfert, and the rest of us did step-taxi formations on the water. (We had decided that we weren't up to air-to-air formations with five planes, but doing it on the water would reduce the dimensional complexity and emphasize the flyingboat-ness.) Then the editor decided that it should be a comprehensive article about the LSX, Searey kit construction, Searey evolution, and Progressive Aerodyne history. Eventually I was able to integrate alla that stuff and still focus on the ailerons--which is what I wanted to do in the first place. At more or less the last minute, Kitplanes combined that article with Connie McNabb's photos of Sandy's Experimental Searey.
Kitplanes rarely prints photo credits. Connie's is exceptionally rare--but then so are her photos. Other photos were provided by PA and Dan Nickens. The rest are mine, including a couple of video frames of Helen coming up on our beach. (The editors were disappointed when I told them about the video frames after they asked for high-res versions, which they originally wanted for the cover or the opening spread. Frankly, I think they gave up too easily, as those frames were a lot higher-res than the magazine routinely used for covers only a few years ago. But Connie had some excellent shots for them.)
The online version of the article contains photos that didn't get printed on paper--including one of our step-taxi formation. If you subscribe, you can find it at http://www.kitplanes.com/issues/32_7/flight_reports/Searey-LSX_21291-1.html
Most Kitplanes editors have been Searey enthusiasts, by the way--beginning with Dave Martin.
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John Dunlop - Jul 02,2015
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Don, the 1505 MGW came from my interaction Adam Yang to allow heavier LSX weights in Canada.
After reducing the +4 -2 G, LSA requirements, that is what they will now approve for LSX serial number 1LK573 and newer....
I will post the letter on STS..
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