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Welcome to the Seawind testimonial page, where we will share the many and varied responses from knowledgeable, talented and experienced pilots, Seawind owners and potential customers about the different facets of Seawind flying and ownership. Experience the thrill of pushing the throttle forward and feeling the press on the body of the left front seat as the Seawind accelerates down the runway. Read for yourself and gain benefit from the experiences of those who have preceded you.


These testimonials were written by professional test pilots and individuals who have flown or built a kit version Seawind.  S.N.A. has given us permission to reprint these testimonials. The performance of the certified Seawind 300C will meet or exceed these results.

"Flying and evaluating airplanes, and then reporting the results to you, our readers, is a vocation which has many exciting and rewarding moments. This time, my experience flying the SNA Seawind was awesome, and that might be an understatement. The Seawind is an extraordinary airplane in many respects. Its design is space-age in appearance, the quality of workmanship is first class, and its performance is nothing less than spectacular." Ron Caraway, SPORT PILOT
"Pilots with an identity crisis need to build and fly a Seawind amphibian. There is no way anyone can ever mistake them for ordinary aviators, at least not when they are in their airplane." LeRoy Cook, KITPLANES
"Thank you for letting me fly your fabulous Seawind. It is sure an exciting aircraft to fly. Your aircraft is very stable and predictable and a pleasure to fly. The water characteristics are quite similar and exciting. " Norval Dawson, Lake Flight Instructor, Cortex, FL.
"The extraordinary performance of the Seawind is complimented by its comfort level. Despite its sleek styling and slippery curves, the interior of the airplane is quite roomy. Unlike some other "four place" aircraft, the Seawind isn't a "two plus two". The rear seat has plenty of room for two real live adults. Furthermore, there's plenty of room for baggage in two large areas, one on the nose and one behind the seats. Almost as remarkable as the Seawind's performance and comfort, however, is its ease-of-building." D. "Eddie" Torson, SPORT PILOT
"(the) rumors of a lack of elevator authority I found to be without foundation on your airplane." Captain Mark W. Munson, Palm Beach Shores, FL.
"If you want an amphibian that goes fast and far - and carries four - look no further. This is the one and only." William Garvery, POPULAR MECHANICS

"After a long wait, the Seawind amphibian has come of age… and the wait has been worth it." Peter Lert, AIR PROGRESS

"This is not a remake of a plane that has been tried and trued. (They) have been breaking ground… with this aircraft aerodynamically and in every other way. I am totally surprised with the stability of this airplane. It was very sweet on the controls. It is truly an aviator's airplane." Hank Austin, Flightline Television
From Norval Dawson, Lake Amphibian Flight Instructor, Cortez, Florida:
Hi Richard,
Thank you for letting me fly your fabulous Seawind. It is sure an exciting aircraft to fly. In the past few years I have devoted full time to instructing pilots for their seaplane rating in the Lake Amphibian. A pilot that has had good training and flying experience should have no trouble transitioning to your sleek Seawind. Your aircraft is a very stable and predictable and a pleasure to fly. The water characteristics are quite similar and exciting. We must remember this is a High Performance aircraft and treat it as such. Again thank you for that exciting 3-hour flight.
Norval Dawson
CENTRAL                            Muskoka Airport, Ontario, Canada

December 30, 1996
Dear Dick:
This is a letter I had intended to write months ago. The intent is to congratulate you on your Seawind project completion. This summer I had the opportunity to fly Dimitri Mamais's aircraft. He had been flying it off land but hadn't put it in the water yet. He dropped in one day and I took his aircraft for a short flight and was very impressed with its performance and handling. We made arrangements for a later date to do the water test. A month later Dimitri showed up ready for the water test. When I look back at that day, I was as much concerned about this flight as I was years ago when I did the first Seawind water test.
Dimitri's aircraft performed beautifully, landing attitude was natural and at a fairly low speed, attitude onto the water was perfect and basically presented a hands off situation. Floatation was very good. I had expected to see the aft end floating lower with the heavier engine but everything looked proper. The big surprise was how quick the aircraft accelerated and got on the step during the take off run, also how effortless it was to accomplish the take off, the 300 hp engine really does make a difference. Control input was light, control surface travel was certainly adequate for any attitudes we encountered. We did a number of landings and take offs at different speeds. The aircraft still retains the ability to land with a wide range of speeds and attitudes.

During this flight the water rudder decided to hang up but that was how all the early water tests were conducted without a water rudder so no problem. We also had water getting into the hull. I believe this came in through an opening in the wheel well around the hyd. jack and strut. Dimitri was going to close this area off and I am sure that will cure his water ingestion. I enjoyed flying the aircraft especially to have the builder onboard to see his reaction to finally see his building project in the environment it was designed for and being rewarded for all the hours spent building and imagining what it was really going to like. Not many pilots experience the joy and pleasure of taking off from land then head for a favorite lake, fishing hole or whatever, and in such comfort and speed, then back to land at the end of the day.
Elton Townsend
August, 1996
Dear Seawind:
I first read about the Seawind two years ago in the Oct. 94 Kitplanes magazine. It not only looked beautiful in the air, it apparently could perform as well. I kept the Kitplanes article; then in the June, 95 Popular Mechanics, another article compared the leading kit and production amphibians - and the Seawind looked better and better. I sent for the info kit and video. Being from Maine, where floatplanes are popular and lakes are everywhere, I wanted it both ways; a fun seaplane for local flying and a serious cross-country machine. This looked like the one.
In mid-1995, I was in New Jersey visiting friends and flew into Chester County to visit the Seawind production facility. We simply dropped in unannounced, received a warm welcome and were shown around. I spent over 30 years in the USAF, and worked for a spell for General Dynamics in the F-16 program. I have visited dozens of high-tech production operations in the USA and Europe, from small sub-contractors to final assembly operations. I think S.N.A. is a class act and produces a good product.
I decided to sign up for the newsletter and to wait and see how well the airplane caught on in the marketplace. The newsletter was a key part of my decision process; informative, no marketing hype, just good basic reporting on operating the airplane in a variety of circumstances. Things that needed improvement were described and corrections provided. I enjoyed every issue and was able to follow the progress of the airplane's development. By Spring, 1996, I had made up my mind and decided to arrange a demo flight as my final decision "go/no go".
I arrived at Chester County on 19 July and found Dick installing a new vacuum pump on the Seawind engine. I was able to poke around and ask questions while Dick simply talked pilot to pilot about the airplane. Although the formal demo flight was scheduled for the next day, I was offered a chance to ride along while Dick test hopped the new pump.
I am a retired USAF colonel. I trained in the T-37 and T-33 and most of my military flying was in C-130s, as an instructor and flight examiner. I have had joy rides in a B-57, F-104, F-4 and F-16. I have a few hundred hours in the C-12 (King Air) and a lot of light airplane time. I am president of a flying club and an active flight instructor. I won a converted Cessna 172 taildragger. My total time is just shy of 10,000 hours. I say all this to give some credibility to my comments about flying the Seawind.
I really liked it. Dick doesn't "market" the aircraft; he simply lets it prove itself. My way of seeing how well a strange airplane flies is try some slow flight/minimum control maneuvering, plain old straight and level and a few turns with speed changes. I also wanted to experience level flight power changes and see how the different thrust line affected the pitch axis. I tried all these and found the airplane solid, honest, comfortable and easy to maneuver. Dick ran through a couple of phugoid-type pitch excursions; contrary to remarks I heard at Greenville, there is plenty of elevator authority in this airplane and it is very stable. We flew over to a nearby lake for the water landings. I'm not float-rated, but have some floatplane time and a few splash and goes. This machine is a lot of fun on the water; because you land on the fuselage, final approach and touch down seemed very simple; just ease it down and skim it on. Like all water landings a little up elevator as the plane settled was all that was needed. Taxiing around with the canopy open is a real kick and it handles well in the water. Takeoff was equally smooth; again, a little up elevator to keep it on the step at the beginning and we were off and climbing. While Dick flew back towards the airport, I enjoyed the superb visibility and low noise level; as Dick points out, you have no wind noise and no sensation of speed. The reflex flaps are interesting. At the zero position, we were indicating about 145 mph at 24 squared; they were then set to minus 10 degrees and we gained 10 mph with no power change. Takeoffs and landings on land are normal and ground handling with the hydraulic nose wheel steering is excellent. I loved the whole flight and have signed to buy a kit. I told my wife, who is not a keen flier, that she was going to love traveling in this machine.
Ed Sleeper, Maine
January 25, 1995
I wish to take this opportunity to again express my appreciation for the very enjoyable flight in your aircraft during my visit to the British Virgin Islands. Not only is the Seawind a dream to look at, it is also a dream to fly! As a long time Bonanza driver, I was impressed by a machine that flies as fast, carries nearly the same load with greater range and handles superbly. The pitch stability and roll rate are excellent, visibility is great. The photos I took are excellent and distortion through the canopy was minimal. This flight was the highlight of my visit, I hope we may do it again. My best wishes for the future. From where I sit you have a winner.
Yours sincerely,
Robert Cooke, Alberta
Opinion on the Seawind, by Paul Furnée
March, 1996

Regular readers of the Seawind newsletter will easily recognize me as the "Seawind Test Pilot". I have found that this has stirred up all manner of visions equating me with such individuals as Chuck Yeager or Neil Armstrong, but in actuality the life of the "test pilot", hopefully anyway, tends to be filled with hours and hours of boredom spent generating numbers and factual data. It seems that this has been the case for the most part flying the Seawind.
Dick Silva has asked me to write a few words on the qualitative handling characteristics and express my opinions about the Seawind on a more opinionated and subjective basis. Thus, the following opinions are my own and do not necessarily reflect any predesignated standard. I might also add that they represent specifically the characteristics of N46SW as currently configured.
This aircraft is currently equipped with power nose wheel steering controlled by an electric switch on the center pedestal. I find that this is a must after trying to taxi in a strong crosswind without it. It is easy to control, quite responsive and allows normal brake and rudder steering when available. The switch is controlled by the right hand fingers, and when also operating the throttle, it can become busy, but is easily possible. I think most people would prefer left hand control, but it is each individual's preference.
The throttle is a quadrant type and is very easy to operate. I would not recommend a push/pull throttle in a sea or water aircraft because of the impact loads experienced in the water.
Flying characteristics of N46SW are extremely good in cruise configuration. Control forces are quite light considering cruise speeds and are in good harmony at cruise. The reconfigured ailerons recently installed feel solid and responsive without any of the previously reported force reversal or "grab". Pitch forces are light to moderate with very good response. Trim is quite effective and the aircraft is easily controlled. During recent speed runs, I was able to easily keep the aircraft within twenty feet of the target altitude. Pitch stability is very good to excellent. Roll and lateral stability is also good to excellent in cruise. I would judge the aircraft to be a very good instrument platform, easier to fly than many light singles or twins.
Slow speed handling is not quite as good as cruise but still very adequate. Rudder (lateral) control suffers most and the aircraft exhibits a fair amount of Dutch roll and adverse aileron yaw, again, at slow speed. All can be corrected by judicious amounts of rudder, but it requires more footwork than might be ideal. This Dutch roll characteristic is somewhat exaggerated when the flaps are down any amount. However, to keep things in perspective, the Seawind, at lower speeds, handles very much like the Beech Bonanza, an aircraft which has gained a reputation for good handling characteristics.
Stall characteristics are quite normal other than at low power there is little pre-stall buffet warning. A well calibrated stall warning system would be highly recommended especially since one could be expected to spend a good deal of time at low speed near the surface.
The aircraft has excellent visibility in most configurations with the exception that tall individuals like myself have a hard time looking up. Visibility over the nose and during approach is especially good. Cabin noise levels are extremely low for a piston aircraft and are particularly remarkable in that there is absolutely NO wind noise variation with airspeed. Similar to most pressurized aircraft, the only clue to airspeed is the Airspeed Indicator, and close attention must be paid during high speed descents to avoid rapid unintentional speed buildup.
Landing characteristics are very nominal except that because of the excellent view over the nose, most landings tend to be more nose high than expected (all good!). I really appreciate the excellent main gear strut/shock system which seems to soften even the worst "drop-ins". It takes practice on water landings to keep the nose properly low for a good step landing, but if done correctly, the aircraft is very stable and exhibits very good water landing habits. The center "V" cuff makes a major difference, significantly reducing any skipping tendency. Water takeoffs are extremely easy with only minimal back pressure required to keep the aircraft stable on the takeoff run. Moderately rough water of up to 18" waves does not present any problem. Spray is minimal for an aircraft of its weight. The only deficiency on the water might be a lack of effective aileron control at very low speeds (less than 40 KIAS), and a relatively large radius required for step turns.
All in all the aircraft is a delight to fly even though it could be described as a sophisticated aircraft. Some of the systems, especially the fuel system, require close attention and management. Even for the experienced owner/pilot, a checklist would be mandatory and absolutely no one should be authorized to operate the aircraft without a very through checkout in the specific aircraft. I would prefer more "idiot proofing" if the aircraft were available to the general public.
October 19, 1999
I am writing to give you my impressions of the Seawind demonstration flight I took with Dick Silva last Friday (October 15th).
As you know, I am a Captain with American Airlines. My experience includes time in North American, Cessna, Piper, Citabria, Great Lakes, and Beechcraft propeller driven aircraft. The jet aircraft I have flown include the Lockheed JetStar, B-727, DC-9 Super 80, B-757, and B-767 200 and 300. I am presently flying the Caribbean routes in the B-757.
I have been searching for a personal airplane for quite a long time now. I believe I have found what I have been searching for in the Seawind. I was truly impressed with the handling characteristics. No lack of authority in any axis was noted. The flight controls felt solid and responsive. The Seawind's performance was impressive. It held altitude and heading "hands off" for an extraordinary period of time. Approaches and landings, both on land and water, seemed straightforward. Even with three adults on board there was plenty of power for all operations.
I was especially impressed with the size of the cabin. At 6' 2" and 200 pounds, I feel cramped in most general aviation airplane cockpits. Not so with the Seawind. There was plenty of shoulder and leg room and the headroom was more than adequate. The visibility was extraordinary, even from the back seat. The low noise level in flight was also noteworthy. This is an airplane one would feel comfortable in on an extended trip.
Thank you very much for the opportunity to fly your most impressive aircraft. You will be hearing from me again in the very near future.
Cordially,  Captain Rod Teel
Travel Reports from Len Carlson: Len Carlson first flew in July of 1997, and was ecstatic over the performance capabilities of his Seawind even from the beginning. He writes the following letter to boast over the travel convenience that the Seawind offers, particularly to him and his family in Saskatchewan:
August 20, 1999
I wanted to write you and give you the real story of why I built my Seawind, C-GIFD.
My family and I have owned a lodge on Pink Lake in northern Saskatchewan for many years. Saskatchewan is a very large Province, and our lodge is about 400 miles north from our home in the wheat country of the south, and still 120 miles north of the nearest settlement, LaRonge. Prior to the purchase and assembly of our Seawind, we used to drive or fly to LaRonge and then take a float plane from there. The trip would take an entire day - from 6 to 10 hours. When I saw the Seawind, I was sure this would be the answer to all our travel problems, and would make our lodge much more accessible.
IC-GIFD first flew in July of 1997, and this aircraft has surpassed all my expectations and realized all my dreams - it does everything we had hoped for and more! I would like to give you descriptions of two typical trips this year to our lodge:
On June 4, 1999, my wife, Helen, and I arose early in the day (about 5 am). Helen is not an avid flyer, but she agreed to join me on this trip north - she says that if she must fly, the Seawind is her favorite. I topped off the fuel tanks and we took food and gear for the weekend.
It was a beautiful morning with a slight tail wind. At 3,400 lbs gross weight, we departed Craik from a 2,000 foot grass strip on our farm, heading directly to Pink Lake. Flying at 4,500 feet (2500 AGL), ground speed was showing 193 mph.
2 hours and 10 minutes later, we were listening to the rush of water under the hull as we gently touched down on Pink Lake. We taxied up to the beach and were greeted by our friends staying with us, who had arrived the night before in a Dehaviland Beaver (talk about two different aircraft!). We heard a call from the cabin to hurry up, that fresh Walleye were in the frying pan for breakfast.
I built my Seawind as close to factory requirements as I could, and it performs very close to the numbers given. We had left home, traveled 400 miles, and were eating fresh fish, all in 2½ hours - now, that’s what I built my Seawind to do! What normally had taken us all day, now we can do in just over 2 hours. This allows us to enjoy visiting our lodge, and the tranquility this setting offers, far more often. I could go on about how, during the same trip, we left Pink Lake and jumped over the bush to a nearby lake, fishing right out of the Seawind for lake trout, but that’s another story!
On June 18, 1999, we again got up early to make the trip north to the lodge. The weather was beautiful, as before, and this time Helen and I planned to fly south to Regina (about 75 miles) to pick up our two sons at University (both 6 footers at ages 18 and 21). After the brief detour south, we loaded up the boys in the rear seats. Since I had previously filled up the fuel tanks, we actually lifted off at 3,600 lbs, and headed north.
The air was cool and we picked up a slight tailwind at 6,500 feet. After a very smooth flight of about 1¾ hours, we arrived in LaRonge. To be on the safe side, we decided to add some fuel for the final leg into Pink Lake.
We departed LaRonge with about 50 gallons of fuel on board. It is a short 120 mile hop to Pink Lake, and we were gliding over the surface of the lake after a flight of about 40 minutes. The lake was like glass, and I managed to make a near perfect landing (not always the case with me).
As we taxied up the beach, the boys and Helen all commented on how easy and comfortable a trip it had been in the Seawind. We had traveled 550 miles and were at our destination by 10:30 am. We spent the weekend enjoying the north country and caught a nice bunch of fish.
It became apparent that a major cold front was moving our way, and we decided to depart early Sunday afternoon. It was about 75ºF, density altitude was 4,500 feet, and there was a very slight south wind. I was a little concerned, as this was to be my first water takeoff with four occupants at close to gross weight. My Seawind really surprised me when it instantly jumped up onto the step, and was off the water in no time.
We intended to make a quick stop in LaRonge again, but in reality, there are no quick stops with the Seawind - people gather around it like bees-on-honey. After answering all the questions and saying our farewells, we were off to Regina. On the way, we ran into some moderate-to-heavy rain, but the Seawind and GPS made it all routine. Home seemed to be right around the corner.
We, Carlsons, have all decided that the Seawind does everything they said it would, and more than we had hoped. I don’t think you can find me another seaplane able to take four adults and gear in comfort at a cruise of 180 mph for well over 600 miles at a clip. We are now looking for any opportunity to enjoy the fruits of our building labors.
Our thanks to Dick, for a great airplane, and to Roger Creelman, for a great design.
Len Carlson, Saskatchewan, Canada
The following is an E-Mail release from Vince Rossi, owner of Seawind Kit #123, followed by a very nice note that Vince sent to us.  He has since placed an order for a certified Seawind:

March 10, 1999, 12:30 p.m.: I am very excited to report that Seawind kit #123 of Vincent Rossi C-GSFG fired its 300 hp Lycoming engine and taxied out at Burlington Airpark in Ontario (CZBA) this afternoon. The Front Wheel hydraulic steering functioned extremely well and the controls appeared to be functioning perfectly. The panel fabricated by Gulf Coast Avionics is installed and working great. My team Lee, Stacy, and Dave are working arduously to make it for Sun And Fun. Hope to see you there.

March 18, 1999: I flew my Lake Buccaneer down to the Bahamas including Cuba on several trips. It was at that time that I realized that I needed more airspeed, more climbing power and more flight range. Elton Townsend suggested the "Seawind", so I immediately flew to Philadelphia with a friend, Paul Kovachik. As soon as I flew in the Seawind, I realized that it was a much more stable and much finer aircraft than what I had been flying, so I immediately bought one, (the Kwick Kit), new engine, new prop, etc. One year to the day of receiving my kit, we started the engine and taxied at Burlington. What a great looking aircraft. I love it.
Vincent Rossi, Mississauga, Ontario

Seawind builder Vince Rossi's report of C-GSFG's first flights:
July 29, 1999
To the Seawind Community and Prospective New Owners,
Wow, what a day it was, July 29,1999.Today Seawind kit number 123, serial number 34, C-GSFG obtained its clearance to fly from MTO, Canada, Inspector, Bill Tee, So fly we did! Ted Dirstein lifted off from Burlington Airpark (CZBA) at 4:15 pm. The airplane flew hands off and as Ted steered downwind for 32 his voice on the intercom announced "Wow, this is the best Seawind I have flown so far!" (Ted has test flown 7 Seawinds to date.) Circuit after circuit, gear down then gear up, turned to the left then turned to the right, nose up then nose down, his voice again came over the radio, "This is unbelievable, this airplane flies itself. From what I can see there are no snags. I will now proceed to the practice area for some stalls and a general shake-down." After approximately 35 minutes (which seemed like an eternity to me waiting on the tarmac), the voice of Ted Dirstein came over the radio announcing his intentions to return to the ramp. At this point I requested Ted to do a low-and-over so that my wife and children could observe this beautiful flying machine. Finally, when Ted landed, my building team performed a general check of engine and various flight controls and found absolutely no problems.
Now, it was time for me to take to the controls! Up I went in the right seat with Ted on the left. Straight up to 5,000 feet, this airplane climbs like a rocket, there were absolutely no snags with it. It is beautiful to see and to fly. I am so glad that we stuck to the Seawind building manuals. At this point, I would like to thank my building team: Stacey, Lee, and Vern. I would also like to thank Vic and Paul Kovachik of Burlington Airpark for providing the facilities and the supervision to make it possible. A special thanks to my close friends Paul Tiveron, you made so many trips and have taken so many pictures that I would need a truck to move them all! And Paul Borsok for your support during those times when I felt that this airplane would never get finished. I would like to express my gratitude to Dick Silva for flying to Burlington last month and for your fine suggestions, you are great! My wife Julie and I would like to take this opportunity to thank all of you for helping us to build the finest amphibious aircraft in the world.
Finally, I would like to take this opportunity to mention to those of you who have maligned this aircraft over the last few years that my aircraft is both an example and proof of what a beautifully designed working machine it is. If you can only come to terms with yourselves and stop the silly modifications, you would find yourself with fewer if any of the serious problems we have seen in the past. SNA has the right formula and the right design, stick to it and you will be as happy as I am today.
Yours truly, Vincent Rossi
The following letter was sent by Nancy El-Hajj, a designated pilot examiner for the FAA for all certificates and ratings, with 12,000 hours of flight time.  Nancy and husband Ted own Seawind Kit #73.
uly 7, 1999
I flew S.N.A.'s Seawind at Oshkosh and in Pennsylvania in 1994, and Seawind at my home field in Crescent City, Florida in 1996.
I am experienced in flying and testing seaplanes as an FAA Pilot Examiner and have flown many Lake Amphibians. The Seawind has just as much positive and effective control and even better performance on takeoff -- quicker off the water than I experienced with the lake. I was so impressed with speed, performance and stability that my husband and I bought the Seawind kit right after testing in Pennsylvania at the factory in 1994.
Performance in S.N.A.'s aircraft on take-off felt normal in control response to elevator (pitch) and rudder (yaw) but a different feeling to aileron (bank) control. By this I mean that it seemed more sensitive and quicker to respond than most other aircraft I have flown in the same weight category. This took some time to get used to but presented no problem when turning in either direction. Overall, the aircraft felt very stable and the controls effective when performing various maneuvers, stalls and recovery procedures. Water take-offs and landings were easy to handle and landings smooth with positive controllability.
Ted is building our aircraft "by the book", with confidence in all its handling characteristics.
Dimitrios Mamais has been flying his Seawind Kit #36 since May, 1996. 
July 8, 1999
To whom it may concern:
Regarding the elevator stop, it was done before the airplane had its first flight test. When I was asked at River Ranch Resort concerning this matter, it only meant in good faith and not to be politically controversial - which I dislike very much and want no part of. The only thing that I can say is that I have been working on airplanes all my life- and hold licenses an many types of aircraft such as the following: L101 1, 747, and A340 including all types of pistons and turbines. I am sure that there are people out there that before the Seawind came to market did not know what a cotter-pin was and all of a sudden they became aeronautical experts (most academics/instructors that are legitimate experts realize how little of their field of study they know anyway)! This is the reason that I am keeping a safe distance away from REAL EXPERTS.
Regarding our conversation about my trip to Bahamas and Cuba, it was the most exhilarating experience of flying my Seawind with my wife and Mends. First, my wife and I and my friend Bobby arrived in the sun and fun for the day and had a nice talk with all the Seawind people which I haw not missed any year since purchasing one. From there, we departed to Fort Lauderdale and stayed the night. In the morning, we flew to Nassau, cleared customs and filed for Havana, Cuba. The people were very friendly when they determined that we were from Canada. It took two hours purposely flying at low attitude so we could enjoy the scenery. On return to Nassau, my wife and my friend's wife met us and we also met another 10 airplanes from Toronto, Canada. In addition, we went to different islands every two days. I was the only amphibian and the funny part was that I would fly at fifty feet above sea level and they were really jealous - do you blame them? After all that's what the seawind is all about.
Furthermore, my wife was initially afraid of flying, however, after touring these Caribbean islands she has conquered her fear and is waiting impatiently for our next sojourn.
Lastly, my memories of these islands from flying above them were that I could not only see the turquoise water and vibrant green foliage but could hear these colours calling me to return to them and send me to similar scenarios of my native homeland Islands of Greece which is my next big trip.
Yours truly, Dimitrios Mamais


October 6, 1994, letter from Terry Goodyear, Newfoundland:

Dear Dick:

It has been a week since you and I flew your Seawind, and I still haven't been able to remove the grin of satisfaction.

I wish to thank you for the opportunity to enjoy flying the Seawind. It exceeded all my expectations.

As a relatively low time float pilot, I found the Seawind to be very user friendly in all respects. The flight has renewed my enthusiasm to have my Seawind flying by next spring.

Looking forward to meeting you and your staff at many Fly-Ins.

Kindest Personal Regards,

Terry Goodyear, Newfoundland


Phone:  (610) 917-1120  •  Email: