Brings back great memories of my 79 LA4-200. Now a bit older and my C177rg is a lot easier to get into but I do miss landing and taxing up on the beach for the day. Great airplane.
I stumbled upon this channel while searching for Lake Amphibians as I worked at Areofab in Sanford, Maine in the late '90s into the early 2000's. I made parts and helped assemble the last couple planes out of factory. Belive they were a 270t Renagade and a Seawolf. Love seeing them fly and I am sure that last summer there was a Lake flying around Standish, Maine they have a distinctive sound
Good overview. 7:40 The trailing edge wing fillets (Bat Wings) are not to prevent airflow from the prop getting to the flaps...quite the opposite. Wing fillets (Bat Wings) block high pressure air from under the wing from getting into the prop arc. Certain Lake Buccaneers without Bat Wings, when operated at high AoA with high power settings, can experience high energy, non-laminar airflow from under the wing spilling upward and getting into the free airstream entering the prop. This disturbed air entering the prop manifests itself as buffeting that can be felt in the tail surfaces. It is akin to cavitation felt in a liquid pump when vapor forms at the pump inlet, but the physics are much different. For the uninitiated, this prop “cavitation” can be mistaken for airflow separation when flying near stall AOA. Bat Wings are most effective on the aircraft that had the prop arc further aft. That aircraft is the EP variant of the LA-4-200. Perhaps in a future video you could discuss the entire lineage of the Lake family, starting with the C-1 and C-2 Skimmer and including the LA-4, LA-4A, LA-4P, LA-4-200, EP, LA-250, Turbo Renegade, Seawolf and Seafury.
How’s your “cavitation” at high AOA and high power setting? If it’s not bad, you can save yourself $$$$ and 10lbs of useful load by leaving them off. My opinion: VGs are a better purchase.
Thank you sir for an explanation of what is really happening with the air flow in relationship to the prop arc! Having worked in chemical plants for 35 years, I understand completely about cavitation, air flows, water flows and the effects on various pieces of equipment. This makes sense if you understand how one thing can relate to another ‘thing.’ There are a lot of forces working on an aircraft at all times!
@@dirtridr VG is an abbreviation for Vortex Generator, a form of boundary layer control. en.m.wikipedia.org/wiki/Vortex_generator MicroDynamics is the company that has the STC for VG installation on most GA aircraft.
Thanks for watching. There will be other safety seminars scheduled around the country in the next few months. Lake-A-Thong will be hosted in Arizona, and hopefully Lakefest will happen in Louisiana this fall.
Great video! It's very interesting to see the differences and the mods. How does the cabin space/leg room for the pilot compare to other GA aircraft? I'd love a Lake but I'm 6'6" so ergonomics in GA are always tricky for me..
Good question! There's more legroom than you'd expect. If I slide the seat all the way back, I can't touch the rudder pedals. The shoulder room is about the same as a Mooney though, so it's a bit tighter than my Bonanza. Safe Skies!
Hey Cory, Just towards the end you had a wee clip of a life jacket clothing in demonstration. Do you know what brand that might be? Have limited options down here in NZ. Web search doesn't come up with much. Cheers
Hi Jake. The PFD in the video is a Revere’s ComfortMax™ Inflatable PFD. The Seaplane Pilots Association sells them on their website. seaplanepilotsassociation.org/product/revere-comfortmax-personal-floatation-device/
It was a Seaplane Safety Seminar in Bartow, FL. Amphibians Plus hosted the event and they work on Lakes, so there are usually several on the ramp. It's definitely worth checking out if you're ever in central Florida!
Nice job on your video. I co-owned two Lakes. One was the Buccaneer and the 2nd a Renegade. I also flew at the delivery factory in Tomball Texas in 1979-80 testing and training pilots on the Lakes. New owners and the like. The videos remind me of all the things I didnt like about the Lakes. I never liked the forward ballast ( C of G). I did like the batwings as you call them. The original La-4-200 we had was a better performer getting off the water esp at high altitudes and I believe that batwings were a big contributor to that performance. The Renegade was a nice but I did have a chance to fly the SeaWolf and that 3rd generation was the best. I also did not like the very limited range of the original Lake with no float fuel tanks. The float tanks gave it more range for cross country trips. When I delivered Lakes from Texas to Canada was always struggling to find fuel stops and wasting time descending and climbing out again to get back on course, after fuel stops. I also did not like and think it was a very poor unsafe design to have the main fuel shutoff valve on the rear cabin wall where the pilot could not access it in flight. Major safety issue with me. The aircraft was slow but thats OK there are tradeoffs for amphibious capability. The Lake La-4-200 only had a Lift Flap, in other words a max deflection of 15 degrees or maybe twenty but its not enough. I am old school float and amphib pilot and like a manually accessible fourty degrees of Flap. Its also a bit noisy in the cabin. I would not buy another one and would rather have a Cessna on amphib or straight floats with a larger engine. and Full Flaps The Lakes were a bit underpowered ( in my opinion). Also see the Australian Transport Op Manual on the La-4-200 and it differs greatly from that published by Lake Aircraft Corporation.
This question was asked on the Seaplane Pilot Association FAQ ~ Airman Issues Question: Can I fly an amphibious seaplane without a seaplane rating? Answer: You can exercise the privileges of "airplane - single engine (or multi-engine) land" to operate an amphibious single-engine (or multi-engine) seaplane from hard surface runways. You cannot land that same airplane in the water, without a seaplane rating.
The SES does not include a Complex Endorsement. You will need a Complex Endorsement before operating a Complex (Amphibious) Seaplane. If you fly a seaplane on straight floats (J3 Cub) you wouldn't need the Complex Endorsement. I already had one, but when I went through the SES program at Jones Brothers, my CFI would've given me a Complex Endorsement prior to the checkride.
Why in the hell is it that nobody goes over the canopy and and how to get in and out ? Arrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrggggggggggggggggggggg man this is very frustrating, There is zero videos on the canopy and getting in and out
As a general rule there is no graceful way to get in or out of an airplane. In this case Ingress and Egress are fairly straightforward. There’s a step on either side of the cockpit. Simply open the canopy, step up, swing a leg into the cabin and sit down. I hope this helps. Safe skies & calm seas!
@@CoryJohnsonpilot Ok I could not see a step on any of the videos I dont move like I used to sucks being a fat ass . Still would like to see a video on getting in and out thank you for the reply
Brings back great memories of my 79 LA4-200. Now a bit older and my C177rg is a lot easier to get into but I do miss landing and taxing up on the beach for the day. Great airplane.
Thank you for showing us all the differences.
No problem 👍 Thanks for watching!
Great video
Thanks!
Freaking awesome, imagine places to Go & See.
I stumbled upon this channel while searching for Lake Amphibians as I worked at Areofab in Sanford, Maine in the late '90s into the early 2000's. I made parts and helped assemble the last couple planes out of factory. Belive they were a 270t Renagade and a Seawolf. Love seeing them fly and I am sure that last summer there was a Lake flying around Standish, Maine they have a distinctive sound
Thanks for watching! The Lake Buc and Renegade are awesome planes. There's nothing like them.
Hi Sam, would you happen to have any schematics or blueprints from when you worked there?
Cool video Cory! Wish I were there. I joined via zoom both mornings. Mine’s coming out of annual tomorrow. I can’t wait to get it in the water!
Good overview.
7:40 The trailing edge wing fillets (Bat Wings) are not to prevent airflow from the prop getting to the flaps...quite the opposite.
Wing fillets (Bat Wings) block high pressure air from under the wing from getting into the prop arc.
Certain Lake Buccaneers without Bat Wings, when operated at high AoA with high power settings, can experience high energy, non-laminar airflow from under the wing spilling upward and getting into the free airstream entering the prop.
This disturbed air entering the prop manifests itself as buffeting that can be felt in the tail surfaces. It is akin to cavitation felt in a liquid pump when vapor forms at the pump inlet, but the physics are much different.
For the uninitiated, this prop “cavitation” can be mistaken for airflow separation when flying near stall AOA.
Bat Wings are most effective on the aircraft that had the prop arc further aft. That aircraft is the EP variant of the LA-4-200.
Perhaps in a future video you could discuss the entire lineage of the Lake family, starting with the C-1 and C-2 Skimmer and including the LA-4, LA-4A, LA-4P, LA-4-200, EP, LA-250, Turbo Renegade, Seawolf and Seafury.
Thanks for the clarification. I think Batwings look really cool and wish my Buc had them... Maybe someday. 😀
How’s your “cavitation” at high AOA and high power setting?
If it’s not bad, you can save yourself $$$$ and 10lbs of useful load by leaving them off.
My opinion: VGs are a better purchase.
Thank you sir for an explanation of what is really happening with the air flow in relationship to the prop arc! Having worked in chemical plants for 35 years, I understand completely about cavitation, air flows, water flows and the effects on various pieces of equipment. This makes sense if you understand how one thing can relate to another ‘thing.’ There are a lot of forces working on an aircraft at all times!
@@Stepclimb what are VGs? Any link for moe info?
@@dirtridr
VG is an abbreviation for Vortex Generator, a form of boundary layer control.
en.m.wikipedia.org/wiki/Vortex_generator
MicroDynamics is the company that has the STC for VG installation on most GA aircraft.
Great video! Sounds like a great conference.
Thanks! It was a great learning opportunity. Lance, Harry and the entire team did an amazing job.
Very nice video Cory, looks like great flying weather down there.
Thanks 👍
Thanks Sir! Exactly what I was looking for!
Glad I could help!
Love the video! Thank you for walk through Cory 👍👍👍
Glad you enjoyed it!
@@CoryJohnsonpilot I’m trying to get ASEA add on to my commercial license. Where do you fly out of? I’m looking at the one of school in winter haven
Awesome vid. I have been wondering what we’re the differences between the two crafts. Wish I was there.
Thanks for watching. There will be other safety seminars scheduled around the country in the next few months. Lake-A-Thong will be hosted in Arizona, and hopefully Lakefest will happen in Louisiana this fall.
Great video! It's very interesting to see the differences and the mods. How does the cabin space/leg room for the pilot compare to other GA aircraft? I'd love a Lake but I'm 6'6" so ergonomics in GA are always tricky for me..
Good question! There's more legroom than you'd expect. If I slide the seat all the way back, I can't touch the rudder pedals. The shoulder room is about the same as a Mooney though, so it's a bit tighter than my Bonanza. Safe Skies!
Come to Tampa Bay and pick me up. Lololol! They say Harry is the Master around these parts
Kindly enlighten about the current market price of these birds, especially the bigger one's
Hey Cory, Just towards the end you had a wee clip of a life jacket clothing in demonstration. Do you know what brand that might be?
Have limited options down here in NZ. Web search doesn't come up with much.
Cheers
Hi Jake. The PFD in the video is a Revere’s ComfortMax™ Inflatable PFD. The Seaplane Pilots Association sells them on their website.
seaplanepilotsassociation.org/product/revere-comfortmax-personal-floatation-device/
Is this like a Lake parade.?. I have never seen that many lakes in one place!
It was a Seaplane Safety Seminar in Bartow, FL. Amphibians Plus hosted the event and they work on Lakes, so there are usually several on the ramp. It's definitely worth checking out if you're ever in central Florida!
Uncle Armand made some great planes
Agreed. The Lake is quite a cool airplane.
Nice job on your video. I co-owned two Lakes. One was the Buccaneer and the 2nd a Renegade. I also flew at the delivery factory in Tomball Texas in 1979-80 testing and training pilots on the Lakes. New owners and the like. The videos remind me of all the things I didnt like about the Lakes. I never liked the forward ballast ( C of G). I did like the batwings as you call them. The original La-4-200 we had was a better performer getting off the water esp at high altitudes and I believe that batwings were a big contributor to that performance. The Renegade was a nice but I did have a chance to fly the SeaWolf and that 3rd generation was the best. I also did not like the very limited range of the original Lake with no float fuel tanks. The float tanks gave it more range for cross country trips. When I delivered Lakes from Texas to Canada was always struggling to find fuel stops and wasting time descending and climbing out again to get back on course, after fuel stops. I also did not like and think it was a very poor unsafe design to have the main fuel shutoff valve on the rear cabin wall where the pilot could not access it in flight. Major safety issue with me. The aircraft was slow but thats OK there are tradeoffs for amphibious capability. The Lake La-4-200 only had a Lift Flap, in other words a max deflection of 15 degrees or maybe twenty but its not enough. I am old school float and amphib pilot and like a manually accessible fourty degrees of Flap. Its also a bit noisy in the cabin. I would not buy another one and would rather have a Cessna on amphib or straight floats with a larger engine. and Full Flaps The Lakes were a bit underpowered ( in my opinion). Also see the Australian Transport Op Manual on the La-4-200 and it differs greatly from that published by Lake Aircraft Corporation.
Thanks for the great comments. You've got a wealth of knowledge on the subject. Thanks for sharing!
You rarely see the 250s for sale.
Can a Lake be flown with a PPL exclusively from land until the SES is obtained?
Does SES include complex or is that separate?
This question was asked on the Seaplane Pilot Association FAQ ~ Airman Issues
Question: Can I fly an amphibious seaplane without a seaplane rating?
Answer: You can exercise the privileges of "airplane - single engine (or multi-engine) land" to operate an amphibious single-engine (or multi-engine) seaplane from hard surface runways. You cannot land that same airplane in the water, without a seaplane rating.
The SES does not include a Complex Endorsement. You will need a Complex Endorsement before operating a Complex (Amphibious) Seaplane. If you fly a seaplane on straight floats (J3 Cub) you wouldn't need the Complex Endorsement. I already had one, but when I went through the SES program at Jones Brothers, my CFI would've given me a Complex Endorsement prior to the checkride.
Why in the hell is it that nobody goes over the canopy and and how to get in and out ? Arrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrggggggggggggggggggggg man this is very frustrating, There is zero videos on the canopy and getting in and out
As a general rule there is no graceful way to get in or out of an airplane. In this case Ingress and Egress are fairly straightforward. There’s a step on either side of the cockpit. Simply open the canopy, step up, swing a leg into the cabin and sit down. I hope this helps. Safe skies & calm seas!
@@CoryJohnsonpilot Ok I could not see a step on any of the videos I dont move like I used to sucks being a fat ass . Still would like to see a video on getting in and out thank you for the reply
Too windy!