Having experienced both sides of this equation in both general aviation and ultralights, I could appreciate some of the benefits of the Polaris Flying Inflatable Boat (FIB) even before setting foot in one. The wing stabilizing floats were not required, so they were not installed. The weight shift, trike type, control would allow the wing to be maneuvered over high docks and pilings. Since the Polaris wing is directly developed from the wings used for hang gliders and trikes, manufacturing costs are not excessive. Furthermore, the inflatable boat has a high production rate independent of the flying boat market.

For these and other reasons, I wanted to get more experience in the Polaris FIB. Until now, I had only managed an introductory flight at "Sun n Fun" and discussions with Doi, who operates the Polar Star Group, US importer of this Italian made trike. I had heard that the Polaris is easily capsized and that everybody who flies one eventually tips it over. So, I was anxious to see for myself how tender this ship really is.

Having become acquainted with Bobby Benn through flying powered paragliders, I was aware that he had an interest in trikes. Since he has water access from his home in Fort Myers, Florida, I suggested a flying boat. Also, I agreed to help find a suitable ultralight and provide any necessary instruction. Memorial Day weekend provided the opportunity to get together with Bobby and his newly acquired Polaris to work toward his BFI.

Our training activities started on Friday, May 28,1999. Objective: To check out in the Polaris FIB. Location: Sanibel Island Causeway.

With Bobby Benn’s Rotax 582 powered Polaris in tow, we crossed the first bridge of the Sanibel Island Causeway and pulled off into the beach area commonly used by fisherman, kayakers and windsurfers. It takes about 15 minutes to remove the folded wing from its storage spot on the boat, install the rib battens, and rig the wing with flying and landing wires. We were then ready to launch the boat, install the wing on the boat’s support mast, and raise the mast into position. However, before installing the wing we decided to warm the engine by doing a little airboating. Several runs with both single and double occupancy confirmed both the excellent stability and handling of the rigid hull inflatable boat and the excessive power to weight ratio of the boat sans wing. After two seconds at wide open throttle the speed was faster than most want to go. Any prudent individual will back off before losing control.

After installing the wing and completing a thorough preflight, we set out on a training program. Bobby is a low-time trike pilot and does not yet have his BFI for two-place operation. We began with some general airwork over the calm protected waters of San Carlos Bay and quickly transitioned into precision low speed passes where the altitude must be controlled within a few feet of the water. Soon we were able to fly for miles within five feet of the water without touching down and were able to drag the water rudder without touching the hull on the surface. This was followed by several turns around pylons, at pattern altitude, incorporating wind correction to maintain a constant radius from the chosen pillings. With this mastered, we proceeded with some steep turns and wingovers followed by a stall series.

The Polaris responded nicely in roll, particularly considering the large 236 square feet and 36-foot wing span. The roll rate from 45 degree left turn to 45-degree right turn is well under five seconds. Control forces are typical for a trike and perhaps lighter than some other trikes. This is good considering the boat that is going along for the ride.

After a short break and several take-offs and landings, incorporating general water operations from both the front and rear seat, we planned a short cross-country south along the shoreline of Fort Myers Beach.

The Polaris is designed and equipped so that it can be left unattended at anchor or beached for short periods without fear of capsizing. Thus, one can leave the boat and get a much-needed "cold one," or take a bikini break for ground instruction. Without exception, at every stop, the FIB created interest and excitement among those who saw it. The typical introduction was "That’s so cool." We, of course, assumed that these comments applied directly to the pilots as well as to the craft. Following our plan, we cruised the shoreline just outside the marker buoys that separate the swimming and high-speed boating areas. We looked down on the boats loading parasailers near shore and up at the flying parasailers well out into the bay. All eyes were on us as we passed, and our arms soon become weary from waiving back to the swimmers and beach babes as we passed by.

Results – Nine gallons of fuel burned, four hours of flying logged and Bobby received a new 90-day solo sign-off.

Day Two Saturday, May 29 – Objective: To become familiar with operations in confined areas. Location: New Pass Inlet.

Bobby’s favorite spot is a small bay at the New Pass Bridge. To the east beyond the bridge is Estero Bay, or the Back Bay, as it is generically called. To the west is a short and narrow pass exiting to the Gulf of Mexico. Yesterday’s large expanse of protected waters in San Carlos Bay are now replaced with mangrove keys and increasingly small bays and passes as one approaches the Estero Bay Aquatic Preserve to the North. We started in the larger bays with take-off and landing practice, and gradually worked into the smaller and more confining landing areas. Some were out-of-the-way isolated areas while others were on the main channel and had high speed boat traffic to monitor and plan around. It was a good workout and by late afternoon we were comfortable with some relatively tight spots. We celebrated our success by transitioning to the Gulf Coast side of the inlet for some open water work to explore the rough water capabilities of the Polaris.

We found a relatively smooth spot with one-foot waves and the Polaris handled these with ease. Gradually, we worked up to waves nearly two feet high. Continuing to larger waves would have involved a return to shore to secure loose objects. Having met our day’s objectives, we considered this good progress and returned to a more tranquil environment.

Bobby’s good friend and neighbor, Tom Nichols, had his recently acquired 45’ houseboat anchored in a snug spot just inside the inlet. We tied up to the houseboat, which had their wives and kids aboard, and offered an introduction to ultralighting. Then we swam, relaxed and were treated to a delicious cookout by the cutest galley slaves imaginable.

As nightfall approached, it was time to pack up and return home. After a check on the weather, we decided to leave the detached wing overnight, secured but still assembled on the beach, for our return the next day. We trailered the boat home for security and to facilitate refueling on our return.

Results – Another 12 gallons of gas, 5 hours of logged flying, and Bobby completed the requirements for a BFI signoff. He was also feeling good about understanding the operational limitations of his new craft.

Day three, Sunday, May 30 – Objective: To further refine and demonstrate the operational limitations of the Polaris FIB. Location: Return to New Pass Inlet.

We were off to an early start. The primary goal for the day was to demonstrate operations into Mullock Creek, which runs adjacent to Bobby’s house. Wanting to beat the afternoon winds and thermal turbulence, we departed New Pass, first heading north to the Estero River. The Estero River is larger than Mullock Creek and is an excellent location for training. It is tight enough to be a challenge, remote enough to avoid noise and traffic complaints, and yet close enough to civilization to be comfortable in case of a breakdown; plus it provides sufficient boat traffic to keep things interesting. After a few practice passes and a few dual landings, Bobby was ready for a river solo. The solo take-offs were, of course, much quicker and a good confidence builder. We both agreed that the 200 foot take-off distance listed in the Polaris specifications does not apply to full gross weight no-wind take-off. However, it may be in the ball park for solo operations with a 582 engine.

Next, we headed a few miles north for the real thing. Mullock Creek has a wire crossing just upstream from Bobby’s house and a Marina two short blocks downstream. We checked out the area by flying a low pass or two followed by a landing. Good judgment required a solo take-off for a proving flight. However, after dropping Bobby on the shore near his home, a hard starting Rotax required a change of spark plugs, and a change of plans. Operational and logistical considerations, including ground transportation availability, fuel and maintenance requirements, plus holiday traffic at the marina, dictated a single solo take-off and ferry flight to return to the houseboat. This was my chance to cruise the area solo, free as a bird. Meanwhile, Bobby refilled our Jerry cans with fuel and transported the essential "Galley Slave/Jack of all Domestic Trades" (i.e. his wife, Rose) to the houseboat, which had now weighed anchor and moved out to the white ocean beach of the Gulf Coast.

After our rendezvous, a swim, some lunch and a few more introductory flight lessons to newbees, we refueled. Checking the weather for the anticipated afternoon rain showers, we prepared to set out on another adventure. It started with a friendly visit from the Lovers Key, Florida State Park Ranger who advised us that the State Park boundary has changed recently and that aircraft, including ultralights, are not permitted to take off or land within the park boundaries.** He informed us that our favorite bay, despite being a part of the coastal waterway system, would be off-limits for future take-offs and landings.

Bobby had a desire to head offshore into the Gulf and experience the feeling of flight away from the comfort of shore. After filing a flight plan with our friends, we taxied through the New Pass Inlet, then flew out to sea. We proceeded off shore, at a moderate altitude, for about 15 miles into an onshore breeze. Before turning back, we dropped down to a lower altitude to get a closer look at the sea-state. Although the conditions were definitely landable, we elected to return to shore rather than land and shut down our Rotax so far from land. This decision was definitely influenced by the earlier starting difficulties that required the change of spark plugs. We suspected that other ignition problems may be contributing to the hard starting.

On the return leg, we continued to climb in an attempt to maximize the tail wind and reach cloud base in order to gain lift from the building cumulous clouds. We reached the shoreline with about 4,000 feet of altitude and the first indications of rain. The intent had been to do a high altitude engine shut-down and glide to a landing next to the houseboat. However, Tom had observed the approaching weather and was moving the houseboat to the protection of the bay. Still doing the shut-down, we decided to glide to a landing near the houseboat as it approached the New Pass Inlet. If necessary we could sail downwind through the inlet and into the bay, thus avoiding the State Park restrictions and providing an excellent demonstration of the Polaris engine out capabilities.

As we were sailing, with engine off, about half way through the inlet, the rain and wind began in earnest. We continued to sail into a shallow protected area of the bay. After setting the anchor and securing the wing, we opened the drain plug to partially flood the inflatable boat. This is a technique that is used to provide additional weight and stability for riding out storms at anchor. We returned to the houseboat to weather the rest of the storm. After an hour or so, the sun re-appeared and we broke out the grill on the freshly washed decks. With the smell of dinner cooking and a fresh sea breeze in the air, we debriefed the day’s activities. After dinner, there was time for one more flight to complete a series of simulated power-off accuracy landings. We returned to break down the equipment with a full moon rising on the eastern horizon.

Results – Twelve gallons of fuel burned, five hours of flying logged, and a good lesson in aircraft performance and limitations, weather operations and emergency procedures.

Day Four Monday, May 31, Memorial Day. Objective: To practice docking operations. Location: Bunche Beach was too crowded with holiday traffic for launching. We proceeded to an alternate launch site in Cape Coral.

Note: Morning maintenance was accomplished to add additional shielding around the ignition switches. This was effective in eliminating electrical problems, including the previous hard starting.

This was our first launching operation at a prepared boat launch facility. The wing was laid on the beach, and the boat was launched at the ramp. The boat was then motored to the beach, where the wing was assembled and installed. The high wind and waves made it clear that this would be a day to test the limits of pilots and equipment. Bobby and I were both aware that the Polaris has a reputation for being easy to tip over. Careful operation had so far prevented any mishaps from occurring.

Cape Coral is located on the main waterway connecting Fort Myers to San Carlos Bay and the coastal waters.

Being Memorial Day there was an adequate supply of large cruisers running about creating large wakes in the relatively confined area of Redfish Point. In addition, there was a northeast wind of about 15 knots running lengthwise down the Caloosahatchee River, where we would be taking off and doing our docking operations. We elected to forego the practice docking operations, except for the extent necessary to depart the area and find calmer waters in which to play. We found several sheltered bays and inlets to perform our operations. However, because of wind limitations, the docking practice was largely limited to discussions of procedures.

Eventually, we arrived at the Sanibel Causeway, where we had begun three days earlier. It seemed appropriate to commemorate the return to our starting point, by demonstrating the high wind capabilities of the Polaris. After a take-off and landing at the familiar location, it was nearing time to head home.

Along the way, we proceeded to a large marina/condominium complex oriented perpendicular to the wind. We proceeded to demonstrate ridge soaring, with reduced power, in the lift zone of the 20-story (or more) complex. Also, we explored the turbulent area downwind to further define the Polaris flight envelope and the ability to handle rough air. Running short on time and fuel, we continued on our way.

Upon our return to the Cape Coral area, we successfully completed the landing and an on-the-water downwind turn followed by an upwind turn. But, both Bobby and I felt that we were approaching the limits of safe water handling for our experience level. However, the Polaris was up to the task, and its superior stability provided the needed margins to operate in conditions that would have grounded most other waterborne ultralights. From this experience, I believe that if the Polaris is overturned, it is not because it is less capable than other watercraft. Instead, it is because the Polaris is able to fly in conditions in which operators of other equipment would not consider flying.

Results – Eight gallons of fuel burned, four hours of flight logged, and increased respect established for a capable piece of equipment.

Conclusion: The Polaris Flying Inflatable Boat (FIB) is a well-established product that has years of development and refinement behind it. Although familiar to the Mediterranean beaches, it is relatively unknown to US ultralight pilots. Flying boats just don’t flock to airports and airshows, particularly when they are not amphibious. However, for those pilots who have even a remote connection to the sea, there is a strong sense of kinship between the air and the sea, and a persistent desire to combine the two.

Regardless of whether the "sea" is relatively open water or protected inland lakes and rivers, the Polaris FIB is in its element. The frame incorporates stainless steel and aluminum construction throughout. It is as durable as it is capable, and incorporates convenience features such as the perimeter grab rope, sturdy hand holds, two paddles, retractable water rudder, self bailing release from the pilot seat, automatic jamming wing tie-down cleats, fuel sight gauge and shock mounted instrument panel.

However, there are one or two improvements I would like to see. The Polaris does not come equipped with seatbelts. The philosophy is, in case of a capsize, the occupants must be able to get out in a hurry. Agreeing with that philosophy, I teach that seaplane seatbelts come off shortly after the plane is on the water and do not get fastened until just before take-off. In the event of a power failure over land followed by a tree landing or other forced landing, I would really like to have the seat belt as an option.

Also, the fuel sight gauge does not register the last gallon or two at either the full tank or empty tank position, where fuel level is most critical. Furthermore, the sight gauge is at the opposite end of the tank from the fuel pickup, so that the fuel gauge and usable fuel are not as closely related as they could be. The fuel gauge indication varies considerably between flying and floating.

** Florida Administrative Code Paragraph 62D-2.014 Subsection 15 Aircraft: No person operating or responsible for any aircraft, glider, balloon, parachute or other aerial apparatus shall cause any such apparatus to takeoff from or land in any park except in an emergency when human life is in danger or where a designated landing facility may exist on park property. Park property extends 400 feet out from the shoreline.

The following specifications are submitted by sales personnel and are not verified. Specifications subject to change without notice.

POLAR STAR GROUP, U.S.A.
DIVISION OF POLARIS MOTOR
P.O. Box 47386 • St. Petersburg, FL 33743
Tel. 800/839-6993 • Fax 727/343-3040
Web: www.polar-star.com