SEPTEMBER 17, 2012
Aerocet, Inc. has received a full patent on all claims from the U.S. Patent and Trademark office on their oil bath aircraft wheel design.
The industry has been asking for a float designed for the high gross DeHavilland Beaver, which not only performs well, but also is lighter in weight than the smaller displacement floats that have been the main stay for decades. Now they have it.
The many benefits of our all composite construction have been time tested by private and commercial operators and prove time and time again that we are not only here to stay, we are the way of the future.
Various features offered with the floats include four large locker bays, external load tie down points, and an abundance of 300 series stainless steel hardware. These floats are flat out ready to work and have the highest useful load of any float in class.
Key standard features:
* At "Up Gross," the most useful load in the industry-ask us to prove it! * New infusion composite construction process allows these larger floats to weigh less than smaller floats that have less displacement. * Four large lockers - forward lockers good for CG control. * Higher strength attach fittings for "up gross" strength. Extra floatation for safety.* Simple external rigging.* All fittings swaged to fit.* Large stainless tiller posts.* Stainless turnbuckles.* Very positive steering - effective for rivers and wind.* Anticorrosive 300 series stainless used extensively.* Heavy duty replaceable keels. Wear strips added for extra protection.* Built in antiskid.* Best step layout for boarding and fueling - looks good, works better.* Clean floats and aerodynamic step struts give 3-5 knot increase in speed over typical floats on the market.* Very stable - no ventral fin required.* A mechanic's delight for installation - simple and complete kit.
Aerocet, Inc. is pleased to announce the receipt of the FAA certification on our amphibious model 3400 composite floats (TSO) and our application to Cessna 180 and 185 model aircraft (STC). This is the culmination of five years of engineering, testing (including 500 hours of flight testing), and report writing.With the confidence of over 11 years of the 3500 floats working commercially we directed our attention to bring that basic design to the black-top. A major benefit is the added floatation, giving safety of operation in comparison to the older lower floatation floats.Getting the proper mix of composite materials (no corrosion or rivets to leak), construction methods, and hydrodynamics have allowed the straight floats to perform to very high standards. As with any new design, there were challenges with the amphibious floats, but the flight test results have shown the floats to be better than estimated. There has been no performance lost with the added landing gear when taking off on water. This is virtually unheard of in the float-flying world, but every pilot who has taken the yoke agrees, the performance of the 3500 straight floats has been matched by the 3400 amphibious floats.A tremendous amount of work went into the landing gear design for the floats. The objective was to keep the design simple and to be able to fabricate literally all the components in-house, producing great handling gear for runway landings. The floats use a very simple but effective oleo main gear and fiberglass spring nose gear with a castering nose wheel. Displacement loss for the main wheel wells has been minimized because of the custom shaped composite gear boxes. Trailing arm link configuration for the main gear makes landings a breeze. Do not forget how high up you are when landing, however. On any of these aircraft the pilot's position is about that of any of the small commercial jets.The Aerocet 3400 amphibious floats are designed to handle airplanes with gross weights up to 3,775 pounds and certification work is continuing for other model aircrafts. These floats still work very well on the lighter 180 aircraft especially when accompanied by gross weight increase kits (read the discussion in the straight floats section). Float weight with all the rigging is 651 pounds with an exchange weight (minus regular gear) of 516 pounds. The versatility of the amphibs is unmatched, but plan on giving up a passenger for being able to land on both black-top and water.
October 18, 2010
PRIEST RIVER, ID, OCTOBER 18, 2010: Aerocet, Inc. announced today that the FAA has issued an STC approval for Cessna model 206 aircraft (G and earlier series) on Aerocet 3400 amphibious aircraft floats.
“There has been an overwhelming demand for this approval based on the success of our 3500L straight floats for the Cessna 206 models.
I am happy to be able to finally satisfy the demands of customers seeking our amphibious product in this configuration.
We are proud of the quality craftsmanship we put into all of our products and I believe we have another customer pleasing winner, especially with the upgross benefit of this product” stated Matt Sigfrinius, Aerocet’s general manager.
The Aerocet 3400 floats are approved for Cessna 206 aircraft and actually increase the gross weight float loading to 3755 pounds for the aircraft by installing the Aerocet floats. The floats include unique features like all composite construction, which make the floats extremely tough, light weight, fast on and off the water and eliminates the problems of corrosion and leaks. These floats still have the largest baggage opening in the industry. Safety is enhanced in the model 3400 floats by making the top deck flat with molded-in anti-skid, easing embarking and disembarking.
Aerocet, Inc. was established in 1987 as a manufacturer specializing in composite aircraft floats. Aerocet is the world’s premier manufacturer of certified composite aircraft floats. The company offers a premium product line of straight composite aircraft float models for water only landings, as well as amphibious aircraft floats that are for both land and water landings. The company is located in the Pacific Northwest of the U.S.A. and is housed in 35,000 sq. ft. of modern manufacturing facilities.
Aerocet 3500L floats are certified on Cessna 180's, 185's, and 206's, with recent certifications on Cessna 182's and the Found Bushhawk.
The 3500L floats have exceeded all of our expectations in performance. They cruise at roughly the same speeds as EDO 2960's yet provide the safety of operation at gross weight that only a large displacement float can offer. The floats are incredibly slippery out of the water giving extra needed help during conditions that are less than optimum.
There are hundreds of seaplane pilots who have already flown the Aerocet 3500L floats and we hear the same comments again and again. "These floats are so quick on the step, they continue to accelerate when other floats would stop, and I don't feel the pronounced acceleration when I leave the water (low drag). Also, the sweet spot (pitch sensitivity) is huge, making them easy to learn on and step turns are a breeze. The floats are very comfortable with no surprises."
The 3500L's were designed by first interviewing a large number of operators, mostly commercial, some private. The size of the float, deadrise angles (that's the angle from the chine to the keel), the afterbody angle (the angle from the step to the stern), deck design, strut layout, rudder design, spreader bars, materials, lockers, width, etc. came from these interviews. This basic information allowed us to comply with their wish lists making many little changes, major float material changes, and still keep the conservative twin float overall profile proven over decades of use.
The size of the float was dictated by the needs of the Cessna 206. The 3500L's are easy to read when loading, giving the commercial operator a good idea of both CG location and gross weight. This has proven important where hard to read floats will allow the plane to get off the water yet have very marginal climb rates once out of the ground effect.
The deadrise angle decision is very critical. Again, this is the angle between the chine (the outside lower edge of the float) and the keel. The greater the deadrise angle (deeper vee) the harder it is to get off of the water because the float will not move up out of the water as fast. On the other hand, the greater the deadrise angle the softer the ride is in rough water. A softer ride is nice, but on the other hand the amount of time an aircraft is subject to rough water because it will not get out as quickly brings on fatigue to the aircraft and floats. The most popular deadrise angle by those interviewed (75%) was 24 degrees. This is the angle chosen by EDO. Most of the other floats have larger deadrise angles and have proven to be softer in rough water yet not good performers when it comes to getting off the water quickly. We chose to follow the popular 24 degree deadrise angle with a full double fluted bottom. It is interesting to note that the deadrise angle increases on our floats as you move toward the bow from the step. This allows one to smooth out the rough water by landing relatively flat allowing the bows to cut the rough water. Aerocet 3500L's, because of their slippery (no rivet drag) bottoms have reduced the tendency to nose over, in nose low, full flap landings, allowing the operator to use the high deadrise angles on the bow of the floats for rough water.
A high afterbody angle (7.8 degrees) was chosen to allow for good rotation on take-off and for full stall landings. Some other floats in the market have the major drawback of easily rotating into the heels of the float on take-off, even though the airplane is in a position to fly. It may be of interest that we demonstrate take-offs in the Cessna 185 on Aerocet 3500L floats, never coming up on step while keeping the heels forced in the water. The plane will continue to accelerate and take-off provided it is not over weighted.
The obvious preference by all was to have nice flat top decks to walk on and as much anti-skid as possible to keep the slippage to a minimum. All operators were pleased with the strut layouts of all the popular floats in the field yet thought it would be novel if they could use their existing installation hardware and retrofit our floats to it. This was done with the most popular metal float in our displacement category.
Our installation hardware was improved by the use of better corrosion resistant materials and on our 206 installation we sized up the rear struts to provide additional strength. Spreader bars were improved with an internal shear web to protect the extrusion from crushing and forklift loads and clamping loads where they attach. Many spreader bars would fatigue on the leading and trailing edges, cracking and corroding. Composite floats also have the advantage of using stainless steel without the dissimilar metal corrosion problem. We took full advantage of this.
Many questions have come to us about the use of these floats on Cessna 180's. The comment that we receive is that they are too big (over floated). Is this really such a bad problem, we ask in return. The first thought is that the 3500L's will not get out of the water as fast as say an EDO 2870. In flight tests, we found that the 180's at light weight perform closely to 2870's. But with any load at all the Aerocet 3500L's easily outperform their counterparts. We feel that the 3500L's are so buoyant that they don't have to climb up the big hill to get up on the step. We have been able to take-off at 3350 lbs. on glassy water at 2300 rpm and 22" with our 185. The record with light loads is 2100 rpm and 20" of manifold pressure on glassy water by Dave Hilty from Kodiak, Alaska. They might be big, but they're slippery. The second thought is they are so big they will be slow in the air. As already stated, we have found them to be almost identical in speed to 2960's running side by side. Remember, there are no tiller posts hanging in the air, no rivet drag, and they have a flush aerodynamic bumper setup. Claims by one Aerocet owner with a direct switch over from EDO 3430's is that he gained 10 mph.
The next question is weight. The 3500's, which weigh 490 lbs. with complete rigging, are designed to handle the higher Cessna 206 gross weights and their higher stall speeds. Remember that a Cessna 180 has the same wing area as a 206. Float strength is designed by both weight and stall speed. We felt that there was room to drop 40 lbs. of weight out of the floats and still match the strength required for these lighter applications, thus coming within approximately 15 lbs. of the weight of the EDO 2960's. These lighter floats have been designated 3500L's and weigh 448 lbs. The floats have been tested and have FAA approval at this time. The advantage of the larger floats is safety. Buoyancy is what it's all about when you have four people, a load of fuel and baggage with the wind blowing. Plus they have huge baggage compartments. Finally the 180 crowd has a great larger float. Both the 180's and the 185's are approved on the 3500L's.
Aerocet is pleased to announce the TSO certification of our 2200 series floats. We are presently pursuing the STC certification. Treat your light sport to the best.
Sunday, 01 May 2005
For Aerocet Incorporated this year's annual parts manufacturing authorization (PMA) audit, conducted by the Federal Aviation Administration in late March, went smoother than past audits thanks to the company's recent installation of Component Control's Quantum Control Enterprise Resource Planning (ERP) software. "Using Quantum Control as the core of our ERP system eased the FAA audit burden" said Garry Hojan, parts manager for Aerocet Incorporated.
One of the world's few FAA approved composite aircraft float manufacturers, Aerocet has been producing floats since 1994 and installed Quantum Control in June 2004. "The FAA seemed very impressed with the increased traceability provided by Quantum Control's manufacturing and inventory modules, and the positive effect that the software had on our quality system."
Aerocet currently employs 35 people in the Priest River, Idaho, area but plans to double that number by the end of 2006 to meet increasing demand.
"One of the reasons we purchased Quantum Control was that we needed a system that could handle our growing business," Hojan said. "We looked at other systems, but Quantum Control provided the best value for the price."
A fully integrated business software solution that promotes industry best practices, Quantum Control combines manufacturing, aircraft maintenance/repair/overhaul (MRO), inventory management, accounting, e-commerce, sales, and contact management, and other business functions into one central database. More than 700 customers in 32 countries currently use Quantum Control to manage their aviation operations. Based in San Diego, California, Component Control is a leading developer and provider of aviation management software solutions. In addition to it's core product, Quantum Control, the company also licenses Internet Quantum (IQ) e-commerce technology and a Quantum e-commerce suite directly to parts distributors, aviation suppliers, fleet operators, and repair facilities worldwide.
For more information visit www.componentcontrol.com
Monday, 20 June 2005
We have completed the tooling on a 5850 float that will be perfect for the standard Beaver as well as those Beavers with increased gross weights associated with engine and wing conversions. This float is designed to perform like the very successful EDO 4930 yet provides the increase in displacement required for current and future modifications to this airframe. Our spreader bar and strut extrusions are in house and deck fittings are finished. The female molds for the floats are complete. We have tooled the access panel covers and bumper.
There are two large storage compartments on each float, one ahead of the front strut and one between the struts.
The float was revealed to the public at the May Alaska Trade Show. We received tremendous encouragement from the show for our efforts. Estimated availability and price are not yet known but our focus is on the 5850 since we have finished the 3400 amphibs.
For more information on the 5850 or any other Aerocet product, call 208-448-0400 and ask for sales.
Wednesday, 28 June 2006
STC# SA0096SE has been approved for the installation of the Aerocet 206 cargo pod on Cessna 206H models.
Aerocet cargo pods now include installations for Cessna 206, P206, P206A-E, TP206A-E, U206, U206 A-G, TU206A-G, 206H and T206H.
Tuesday, 02 January 2007
Once again, Aerocet has raised the industry bar in float performance.
During the STC certification process of Aerocet's 5850 Beaver floats, a third party FAA approved FBO was involved in the installation and scaling of the floats. In performing their duties, the third party discovered that the Aerocet floats actually weighed in lighter than the floats which were previously on the aircraft. The floats replaced were 4930's which are known to be far lighter than W6100's.
Want to know just how much more useful load Aerocet floats can provide? Give us a call at 208-448-0400. We look forward to hearing from you.
Monday, 15 January 2007
We are pleased to introduce the newly certified Aerocet 5850 model floats.
The industry has been asking for a float designed for the high gross DeHavilland Beaver which not only performs well, but also is lighter in weight than the smaller displacement floats that have been the mainstay for decades. Now they have it.
The many benefits of our all composite construction have been time tested by private as well as commercial operators and have proven time and again that we are not only here to stay, but we are also the way of the future.
Various features offered with the floats include four large locker bays, external load tie down points, and an abundance of 300 series stainless steel hardware.
These floats are flat out ready to work and have the highest useful load of any float in class.
Thursday, 14 December 2006
Seen the competitor's DVD? Feeling like the waters have been muddied?
Please read our FAQ section for concise details or feel free to give us a call at 208-448-0400. We'd love to hear from you.
Mission groups on Aerocet floats