Announces New Float for AirCam Aircraft
15, 2011: Clamar Technologies Inc. of Ontario, Canada is pleased
to announce a new product for AirCam owners. The new float system,
to be called the M2180, incorporates all the knowledge gained
from installing the Clamar M2200 floats on 16 AirCam aircraft.
It will incorporate the new all electric retract system introduced
on the successful M1400 LSA product line and advances in the composite
world resulting in dramatic weight reductions and improved performance.
The AirCam aircraft is gaining great success based on its unusual
design and capabilities. In the past, it has been difficult to
fit float systems that handle the unusual rearward shift in CG
when the front seat is empty and the aircraft is floating on the
water. “Our new system addresses these variables with a
great deal of improvements”, said Clair Sceli of Clamar
The M2180 float system will be 72 lbs less in weight over the
current offering and that will lead to an exchange weight of less
than 300 lbs (possibly up to 320 lbs with exotic paint jobs) with
a needed buoyancy of 2180 lbs of fresh water. Also included in
the design will be changes in pickup points and entry steps to
accommodate AirCam hard point alignment.
The first product will be delivered in January, 2012. Special
pricing is available for the first manufacturing run of this product
more information contact:
Clamar Technologies Inc.
CLAMAR LSA 1400 floats are featured on the cover of the February
18th issue of General Aviation News with a full story on page 15.
lot of the readers that have contacted me say that the columns they
enjoyed best are the real life stories. The next question I am constantly
asked is “Why should I take Egress Training”? A Egress
student sent this to me and I thought it could cover both topics
and if any of you readers have a “Real Life Egress Story”
please email it to me at firstname.lastname@example.org
Martin Hale from Whitefish Montana USA writes-
I started flying with a private license (SEL) in 1980, and then
two years later received a float rating which was one of my life’s
biggest thrills. Today I fly my Cessna 180 modified with a 0-520
and three bladed propeller on strait floats.
My flight time exceeds 5000 hours with the majority being on those
floats that have taken me to places all over North America few people
get to see, including Alaska for up to five times annually. Even
with all that past experience I am a long way from knowing it all
as flying has numerous challenges and no one person could live long
enough to be caught in every scenario. That is what brought me to
Bryan Webster’s Aviation Egress Systems pilot and passenger
I had no idea what the program was all about, but was keen to learn
whatever is offered which will improve my piloting or overall survival
skills. The ground school was a real eye opener as everything that
was discussed dealt with real life situations that have happened
to aviators similar to me. One quickly realizes how important Egress
training could be the first time you are rolled upside down and
become totally disorientated and unable to find the door handles
inside their ditching simulators.
I absolutely had no idea of the challenges that present themselves
in Egressing a flipped over aircraft, or the speed at which they
occur. The AES program makes the pilot think of things like different
kinds of passengers that are transported in aircraft whether on
wheels or floats, and what could happen if one ends up inverted
in a lake or river.
Example: What about passengers who are non-swimmers, large or elderly
not to mention children who rely totally on us for advice and leadership
especially under the stress of an accident. We were taught first
hand how dangerous a boater’s style life vest or jacket could
be inside an aircraft under water in the simulators, and why inflatable
PFD’S were invented for aircraft originally.
You will learn about the options available for life vests and why
pilots and passengers should be wearing inflatable units, as even
when ready in a warm swimming pool most of us left them behind in
the rush to get out.
I have tried to talk many of my aviation buddies to take the time
and attend this course with a variety of responses. One pilot said,
“Oh I will just be careful and not take chances”. Others
were concerned about performing poorly in front of their friends,
or were uncomfortable in water. A person should put the concerns
out of his/her mind and sign up soon, especially if are apprehensive
as this is all the more reason to attend. Plan to use this opportunity
to learn and practice these skills in a safe controlled environment
where if you do poorly there are chances to repeat the procedure
and get it right the next time.
A floatplane pilot is no more than a log in the water, rogue wave
or sudden gust of wind away from a possible upset and one must be
prepared for such an event. I have now taken this course twice,
as I realized after my first session that my wife who flies with
me on a regular basis should also be proficient in Egressing a ditching
as I could be incapacitated during a real incident.
I strongly believe in the Egress training provided, and tell all
other pilots you cannot appreciate the benefits until you complete
the course. The one group of pilots who does understand why this
is so important are our military folks who have long understood
the dangers and repeated this training annually for years as it
is mandatory for them. Just like practicing engine failures and
stalls this should be included in any pilot’s emergency training
Signed Martin Hale.
Bryan Webster is an 11,500 hour pilot actively flying on the BC
Coast today. In 1977 he was a passenger involved in a water crash
while the pilot attempted to avoid power lines draped over the Fraser
River east of Vancouver. For questions or to enrol in the Aviation
Egress Ditch Training program contact “BRY THE DUNKER GUY”
Inc and Flight Design announced recently a joint venture to introduce
a new float system that will be on display in the Flight Design
booth at Airventure (OSH) in July of 2010.
The Flight design CTLS will have a new Clamar Model 1400 Amphibious
float system installed that will meet all the LSA rules. This float
system has been specifically designed for the CT.
Clamar has been successfully selling larger floats for some years
using Kevlar, Carbon fiber and their unique infusion process. Currently
Clamar have their floats on 17 different types of aircraft.
Both Clamar and Flight Design’s booths at OSH are at the main
entrance next to the Cessna booth.
Clamar is offering a similar float system to other LSA and experimental
aircraft and will be showing that version in its own booth #120
at the show.
July 27, 2009
For Immediate Release
LSA Float systems
Clamar Technologies Inc. announced today the introduction of its
1400 series amphibious and straight floats for the LSA category
Wisconsin’s EAA AirVenture 2009.
The new LSA line is an extension of Clamar composite floats and
incorporate many of the unique features now available for larger
the new offering for the LSA line of aircraft. Clamar presently
has its float
systems on 16 different types of aircraft in North America and Australia.
Clamar will be partnering with LSA manufacturers to create a product
will enhance their ability to meet the needs of a growing demand
for a float
plane option in the LSA market place.
In addition to the LSA product certified under the ASTM standards,
will have a product in the 1400 to 1600 pound category for the LSA-E
experimental and kit markets. For the first time customers will
be offered a
complete composite kit for a quadricycle float system. In addition
amphibious systems, Clamar will also offer these floats in a straight
Using the latest technology in advanced composites, Clamar incorporates
epoxy by infusion through a unique vacuum system. Carbon fiber,
and S- glass are used to make the Glaslite float systems a premier
Advanced composite materials like Aramid/Kevlar can be used because
this specialized infusion process.
The amphibious version of the Model 1400 float will displace 1430
fresh water or 1588 lbs with the 80 % rule and the total system
will have a
target exchange weight of less than 225 pounds for most LSA float
aircraft. Delivery positions for all 3 versions of the float system
available after October 15, 2009.