Pour télécharger le ficher de tous les hydravions existants, et leurs caractéristiques, par Pascal Parpaite : Cliquez ici

Vous pouvez par ailleurs accéder à un inventaire complet des hydravions de Scandinavie, et leur historique, sur le site de nos amis norvégiens : http://www.seabee.info/seaplanes.htm

En introduction, Toutes la série des Cessna et Piper à ailes hautes, sont susceptibles de recevoir les modèles adaptés de flotteurs, parmi les catalogues des grands fabricants américains


Kit développé en Nouvelle Zélande, le projet est gelé depuis 2010 :

Pas de site Internet disponible, mais quelques caractéristiques annoncées :  http://www.flyingboats.ca/PurchasingAFlyingBoat/Seaflight-features-a.htm

Le Directeur de ce projet répond à notre courrier :

Dear Olivier,


Thanks for your interest in the Shearwater.

The photo is of the original prototype. This plane was built because of the poor offerings available in the amphibian world. It was intended as a roomy sedate performance amphibian. Unfortunately it turned out to be a real Paris Hilton, good looking but with absolutely no redeeming characteristics. It has very high drag, poor handling and appalling aerodynamics. That company was wound up and the plane has finished up back with the original amateurs who built it.


What it did demonstrate was the high demand for a good amphibian. 

I found a new designer, founded a new company and we went ahead with a completely new plane designed from scratch. This time we were careful to address the principle problem of all existing amphibians - high drag. By using the Hydroski we have completely eliminated the drag that comes from having a hull shaped like a boat. In addition, our superb aerodynamics have dramatically reduced the drag compared with current GA planes.

The result is an amphibian that is better than most land planes.

To answer your question, apart from a superficial similarity in that both planes have a V tail, everything is different.


The Shearwater project is on hold as we are trying to find substantial investment. Until we do get the capital we need nothing is happening. Once we do get going again it will be about 18 to 24 months until the first kits can ship to customers.

The design is complete to the point where we are ready to build a prototype. A 25% scale model has been built.


We need to sell the existing design successfully before we can consider other powerplants. I am certainly very keen on an engine that can run on both diesel and jet fuel as this suits amphibian operations so ideally.

The Mistral engine is excellent and there is currently nothing to compare with it. If we use any other engine the nacelle shape changes considerably and the drag rises dramatically. Mistral do have plans for a diesel version of their engine in the future but, as with many companies, the world financial problems have impacted on them heavily. I am confident that as things  pick up again they will be very successful.


Shearwater has taken an interest in the FUSTRA initiative and see that as very positive move for all of Europe. I see from your website that you are also pressing hard to develop seaplane operations. I hope that you can make a difference. It seems to be the case in most countries that regulations regarding seaplanes are written by bureaucrats with a profound ignorance of both aviation and boats.


best regards

Steve Hoyle

Managing Director

Phone        +64-9-945 0446
Mobile        +64-21-305 232


Dans le Créneau CL 415 (Canadair) et Beriev 200, vient s'insérer le quadriturbine US2 fabriqué au Japon depuis 2003.

Appareil multi-fonctions, il peut réaliser des missions anti-incendie (15 tonnes d'eau), de défense maritime ou de secours en mer jusqu'à 3m de houle.

Une turbine d'appoint de 1360 cv sert à l'activation de la couche limite (sur l'extrados et les surfaces hypersustentatrices) vient lui procurer des performances STOL sans égale.

General characteristics

Capacity: 20 passengers or 12 stretchers
Length: 33.46 m (109 ft 9 in)
Wingspan: 33.15 m (108 ft 9 in)
Height: 9.8 m (32 ft 2 in)
Wing area: 135.8m² (1,462 sq ft)
Empty weight: 25,630 kg (56,504 lb)
Loaded weight: 43,000 kg (94,797 lb) (water take-off)
Max. takeoff weight: 47,700 kg (105,160 lb) (land take-off)
Powerplant: 4 × Rolls-Royce AE 2100J turboprop, 3,424 kW (4,591 shp) each
Propellers: Dowty R414 6 bladed propeller, 1 per engine
Boundary layer enhancement provided by 1,015 kW (1,360 shp) LHTEC T800


Maximum speed: 560 km/h (302 knots, 348 mph)
Cruise speed: 480 km/h (259 knots, 298 mph)
Range: 4,700 km[5] (2,538 nmi, 2,919 mi)
Service ceiling: 7,195 m (23,606 ft)
Takeoff distance on ground at MTOW: 490 m (1,608 ft)
Landing distance on ground at MTOW: 1,500 m (4,921 ft)
Takeoff distance on water at Loaded weigh: 280m (919 ft)
Landing distance on water at Loaded weigh: 330m (1,083 ft)





Le mythique Goose est de retour, remotorisé avec deux turbnes PT6 de 680ch, pour une masse maxi de 5,7 tonnes

Glass- cockpit IFR, range > 1000 nm à 200 kts.

Il peut recevoir jusqu'à 10 sièges,

Fichiers attachés: