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Flying K Enterprises

Phone: (208) 465-7116

Nampa, ID 83651 - USA

Flying K Enterprises — Sky Raider

By Dan Johnson || March 30, 2004 8 Comments

"What took 'em so long," is the usual comment when one sees the Sky Raider for the first time. Understandably, many viewers incorrectly think they see a single place Kitfox. In fact, the Schraeder brothers used their experience at working for both the Kitfox and Avid Flyer builders when they introduced their single place Sky Raider. The tiny little machine, from the same airfield as the two larger airplane companies, has made its mark successfully reaching 100 sales in a couple years. Sky Raider clearly answers the request of many who were enthusiastic about the Kitfox or Avid but who wanted a lightweight single seater. You need wait no longer. Even with a 447 Rotax to give it loads of power, you can build the Sky Raider into a 103-compliant ultralight assuming you consider the weight of components you want to add. Keep it simple and you'll be delighted with a highly responsive lightweight performer. You can also build with the Rotax 277 if one is available and it'll still fly beautifully. The little Sky Raider, which is quite roomy inside, has the very popular folding wings that Kitfox and Avid first made commonplace. But it uses different wing controls that ultralight enthusiasts will understand and appreciate. Slotted flaps and ailerons assure plenty of control but with steady flying qualities than any fun flyer will love. Brakes, a fiberglass cowling, steerable tailwheel, and a legal five-gallon gas tank round out this dandy little bird. Best of all, perhaps, is the price tag of $8,500 before engine.

“What took ’em so long,” is the usual comment when one sees the Sky Raider for the first time. Understandably, many viewers incorrectly think they see a single place Kitfox. In fact, the Schraeder brothers used their experience at working for both the Kitfox and Avid Flyer builders when they introduced their single place Sky Raider. The tiny little machine, from the same airfield as the two larger airplane companies, has made its mark successfully reaching 100 sales in a couple years. Sky Raider clearly answers the request of many who were enthusiastic about the Kitfox or Avid but who wanted a lightweight single seater. You need wait no longer. Even with a 447 Rotax to give it loads of power, you can build the Sky Raider into a 103-compliant ultralight assuming you consider the weight of components you want to add. Keep it simple and you’ll be delighted with a highly responsive lightweight performer.

Sky Raider Goes Tandem

By Dan Johnson || February 12, 2004 4 Comments

DISCREET FLAPS - The Kitfox ancestry of the Sky Raider uses full-span flaperons. Many pilots will prefer this discreet system. Roll was still fast and the flaps effective.

FLAP LEVER - With its push-button operation, the Sky Raider II flap handle is a nice improvement over the simpler detent arrangement on the earlier single-seat Sky Raider.

INSTRUMENT PANEL - With essential instruments clustered neatly in the center of the ample panel, the Sky Raider II can accommodate radios or other gauges you might want.

SHOULDER BELT - Only the front seat of the Sky Raider II has a 3-point restraint. Though the back seat has only a lap belt, legroom in the rear is substantial.

TINY TWO-SEATER - Flying K's Sky Raider was a success with one seat. Now the company adds a second seat for occasional use. The plane is properly registered, as Part 103 operations are not an option.

SHINY TAIL - Nothing like a handsome paint job to attract attention. From this view the Sky Raider II looks nearly identical to its single-seat sibling.

SHOW PLANE - Flying K has long had a reputation for bringing sharp-looking airplanes to airshows. The Sky Raider II features a partially enclosed cockpit that still lets in lots of the out-of-doors.

CLEAR TURTLEDECK - You remove the turtledeck to fold the wings on the Sky Raider II. In flight, you can enjoy the full length, full width skylight construction.

COMFY SEATS - Though the back seat is cramped for full-sized males, it is reasonably comfortable. You have room alongside the front seats for your legs (assuming the front occupant isn't too wide).

Part-Time 2-Seater Like the Kolb FireStar II, the Sky Raider II has a second seat for occasional use - but not for flight instruction. After flying with 165-pound Grant Rappe - a long-time Sky Raider pilot - as my volunteer rear seat passenger, I feel that two big fellows won't fit. And even with small rear-seat occupants, you probably won't want to fly for too long. Nonetheless, if you want a ride-along jump seat for occasional use, but you truly prefer single-seat handling and you don't want to pay a bundle extra for the second seat and dual controls, the Sky Raider II might be for you. Admittedly you have other choices in this vein. French trike maker Air Création addressed it with their Buggy. Here's a 2-seat aircraft, which the manufacturer says is mainly intended for single-place operation. The New Kolb Aircraft Company has two models that can do this (the FireStar II and Slingshot II) and of course, the very similar Rocky Mountain Wings Ridge Runner Model II also works much like a Sky Raider II. CGS Aviation's Hawk Plus could also fit this bill with a second seat added though it isn't sold as a 2-seater. Most other 2-seat ultralights are built larger throughout to accommodate a second person. This drives up the prices manufacturers charge. Often these aircraft are used for training where, in addition to dual controls, two seats must be comfortable for longer flights; they are often side-by-side seating. In contrast, the Sky Raider II is only $400 more than their single-seat model, where most 2-seat ultralights are thousands more than comparable single-seat models. Keep in mind that 2-seat trainers have more parts added, justifying their higher price. Many pilots will compare the Sky Raider II and the Ridge Runner Model II since both are born of the same original ideas. According to Flying K, the Sky Raider II is 10 inches longer than the Ridge Runner Model II and this appears correct if you compare profile photos of each. They also say it is 3 inches wider. Flying K knows an FAA pilot certificate and N-numbers are presently required for the Sky Raider II, so they made the 50-hp Rotax 503 dual carb standard. It was well cowled inside its engine nacelle. As their show planes have often exhibited, the Sky Raider II featured a very slickly executed paint job. Flying K retains the folding wing as in their single-place Sky Raider. This option has proven very popular with buyers. This design features no disconnecting of controls when folding the wings, which cuts it to a reported 5-minute task. The Idaho-based manufacturer states +6.6 and -3.3 G capability at 950 pounds gross. You may have to work to fly at gross, though. Plenty of Goodies Since you must have an FAA student or private pilot's certificate (the latter required to carry a passenger) and N-number registration, the Sky Raider II can weigh what you want, which means you can load it up with goodies. Its high useful load of 570 pounds allows a range of options though, as you make it heavier, handling and performance may degrade slightly. The Sky Raider II as tested had electric trim on the panel with a position indicator so you don't have to stick your head out of the fuselage (though double-checking gauges is an aviation tradition). The trim tab is mounted on the left elevator only and proved amply effective. The flap lever is improved over the older model I tested where I had to search a little for a detent position. The new one is a push-button arrangement that is easier and more secure feeling. You can have the push-button lever as an option on the Sky Raider single-place model. The Sky Raider II's throttle is on the lower left side approximately at knee level. A fuel cut-off switch was also positioned by my left knee. If it was horizontal and not poking you, that meant it was on. I like the look of the Sky Raider II's fiberglass instrument panel. To my eyes it looks modern and can be painted to match. I find wood panels rather dated, though others may call it "retro" and love the look. To each his own where style is involved. Getting in the Sky Raider II is easy, at least in the front. You sit down and swing your legs in, a maneuver all but older and less flexible pilots can achieve. Getting in the back seat is much tougher. The Sky Raider II comes standard with a door package though in Florida's heat they weren't needed, so I gained no experience with their operation or potential efficiency. Head in the Clouds As my head actually stuck up into what would be the headliner, I almost fell like I was sticking up out of the aircraft. Though it may sound awkward, it gave me the feeling that I was sitting in an open cockpit design. The Sky Raider II's thin steel tubing prevented any claustrophobic feelings. I also found it comforting to be able to look at the wing secure pins; however, I could not see fuel quantity. I'd change that by adding a tubing or instrument gauge. However, with your head up high, looking laterally meant you had to lower your head. The overhead skylight did allow me to see laterally very well once banked over 30°. I didn't sit in the aft seat but it clearly has more lateral room than many conventional aft seats. Flying K has provided adequate legroom for the rear- seat occupant, though this comes at the expense of lateral space for the front-seat pilot. It also means the front-seat cushion is narrower, making it less desirable for wider pilots. Balancing that is the cushion's length, which gives the legs more support. At my rather average size, I found the Sky Raider II's front seat very satisfactory. Wind noise in the front seat was nil, though I don't know about the rear seat. With the standard doors, of course, wind noise and interference would be minimized. On hot days a breeze might feel good, so I can't call any windiness of the rear (without doors installed) a negative. Some storage area is provided aft of the second seat. I'm told items will not blow around if placed in this location, assuming you choose the optional cargo bag. Flying K provides a shoulder belt in the front seat, which I'd call the minimum proper restraint for aircraft. The rear has only a lap belt and I would pay to add a shoulder belt in my own Sky Raider II. Lap belts have proven inadequate in violent upsets. Grant Rappe gave me a checkout in the Sky Raider II. As he familiarized me with the Sky Raider II model, Grant indicated that the tailwheel was a little stiff as it was a new airplane. I found it plenty responsive and I'm not sure more would be better. Those with no taildragger experience may find the quick rudder action disconcerting. The Sky Raider II does not use a full swiveling tailwheel, which keeps it from pivoting tightly like some ultralights. Yet heel brakes are directional, giving you added turning power as needed. The brakes were reasonably effective though heel brakes can be less intuitive to use. Those on the Sky Raider II have a very small actuating tab, which cannot be felt well with your feet. Big "800 x 6" tires work like tundra-type tires; in combination with the bungee suspension they offer plenty of absorption. Calling the Sky Raider II a bushplane may be a bit enthusiastic but she shouldn't stumble in an off-field landing. Up We Go, In a Hurry Since the Sky Raider II is a taildragger, my goal with rudder steering was to keep steady. The Sky Raider II's rudder power is significant and the pedals proved quite responsive. On takeoff roll or landing, this combination could contribute to a ground-looping tendency for pilots behind the curve. Landing on the big, well-suspended tires was quite straightforward, although one time when I tried a full flaps, slow approach, short field landing, the fast transition from flying to stalling had me bounce rather firmly. However, four other landings were very smooth. The Sky Raider II seemed to absorb my rougher landing without flinching. Flying K's "slotted flaps" are quite powerful and slow the plane nicely for approach to landing. At full flaps, I felt quite comfortable approaching at 45 mph once I'd done a couple approaches at higher speeds. The push-button lever makes it easy to select one notch more flaps without having to look at the lever or the flaps. On the single-seat Sky Raider, a detent system made me want to visually check position each time; I much prefer the push-button as I didn't have to look at flaps to assure I'd set them correctly. Once airborne again, I tried to familiarize myself with the Sky Raider handling characteristics. My favorite way to tune up my technique is to perform Dutch rolls. The coordination exercise went well quickly and to quite steep angles, very satisfying. This is the Kitfox heritage, that is, light handling and fast response. However, Flying K uses discreet ailerons and flaps where Kitfox uses flaperons. Therefore I preferred the predictable handling qualities of the Sky Raider II. The Sky Raider II wasn't as fast-handling as regular Kitfox models. I believe most pilots will prefer the Sky Raider II handling. A mass-balanced rudder may also help by lightening pressure without hastening response. Being an N-numbered aircraft, the Sky Raider II can have the power best suited to it. Flying K chose the 50-hp Rotax 503 dual carb engine and its 50 horses do the job admirably. With two on board - and Grant's a skinny fellow of just 165 pounds - the Rotax 503 performed quite energetically even though we flew in hot, humid conditions. When I flew solo, the word is "wow." Flying K claims 1,600 fpm on their Website, though this may be earlier data as the more recently published Ultralight Flying! "Buyer's Guide" lists 1,300 fpm among information furnished by the factory. Whatever the exact figure, I found its climb power very potent. However the standard lone 5-gallon fuel wing tank won't be enough. Virtually all buyers will elect the $150 optional 5-gallon tank. With 10 gallons on board, you should have 3 to 4 hours of solo flying and 2 to 3 hours when flown dual. Personally I need to land for unfueling more often than that. My experience in proving stability in the Sky Raider II was positive, although I did not do particularly aggravated maneuvers and the Sky Raider II returned to level more slowly than many ultralights. This is not uncommon on higher performing ultralights (or general aviation airplanes for that matter). However, such a quality suggests the Sky Raider II is not for a beginner. If you don't keep flying the plane it can take you to speeds you may not want to see. Some who have flown the Sky Raider claim it needs a larger vertical tail to keep it flying straight without pilot input. Indeed I found a high degree of adverse yaw, which happens less on aircraft with large vertical fins. Experienced pilots will probably find no problem with Sky Raider II longitudinal or lateral stability, and they'll love the handling response. Stalls were quite mild. They broke cleanly as I expected at a bit over 30 mph indicated, and felt slow and nonthreatening. No stall I performed showed any particular tendency to fall on a wing. Ready to Raid? If you are what I call a move-up pilot, the Sky Raider II may beckon you. Move-up pilots are those with a good bit of ultralight flying experience, let's say a couple hundred hours. These pilots often started on something simple and easy, like a Quicksilver. When pilots gain some experience in varying conditions and log quite a few hours, they often get the urge for something "a little hotter." The Sky Raider II qualifies (along with numerous other choices in the ultralight field.) At "under $10,000" before engine, this is a kit within reach of many budgets. Add a Rotax 503 engine and basic instruments plus paint and finish, you could get airborne for around $15,000. Equip your Sky Raider II like the test plane and the price tag can hit $18,000 (not including building). But for this price, you've got 2-seat capability and single-seat performance. Starting with the base price of $9,950, you add the Rotax 503 engine at $3,400 (add about $800 for the "E" box electric starting). For my dollars I'd select the quick-build wing kit at only $400 extra. I'd also select the factory option to set the wings to the fuselage for another $400, eliminating concern about this important attachment. If you're a better builder than I - and that includes many pilots - then you might prefer to save the $800. Other options you may want include the following: another fuel tank (truly needed if you do 2-place operations with any frequency), $150; electric trim, $250; embroidered seats, $225; and baggage sack, $80. If you want floats, you have two choices: straight or nonamphib floats for $4,200, or amphibious ones for $5,800 (not tested). Flying K has a couple of 60-hp 4-stroke HKS-powered Sky Raider II's flying and plans to fit the 4-cycle Hexadyne P60 engine. If they do, they'll be the first I know of to try the new engine. At press time, Flying K reports sales of 40 Sky Raider II models and 180 single-place ultralights. Though lots of companies are using the Internet successfully, Flying K does not have a great deal of information available on the Web. They do have e-mail connections to nonemployees where you can ask questions and this is certainly helpful. Nonetheless, I recommend picking up the phone. Any company showing a cool, broadly grinning, thumbs-up cartoon character as their logo shows they're into flying for fun. Flying K's little cartoon pilot makes me smile and the Sky Raider II may make you smile as well.

Published in Light Sport and Ultralight Flying

Seating	2, tandem
Empty weight	380 pounds ¹
Gross weight	950 pounds
Wingspan	28 feet
Wing area	107 square feet
Wing loading	8.9 pounds per square foot
Length	17 feet
Height	5.7 feet
Kit type	Construction
Build time	300-400 hours
Notes:	¹ 414 pounds empty as tested.
Standard engine	Rotax 503 DC
Power	50 hp at 6,500 rpm
Power loading	19.0 pounds per hp
Cruise speed	75 mph
Never exceed speed	100 mph
Rate of climb at gross	1,300 fpm
Takeoff distance at gross	75 feet
Landing distance at gross	75 feet
Standard Features	Two seats, enclosure with doors (removable), heel brakes, skylight, folding wings, slotted flaps and ailerons, steerable tailwheel, 5-gal fuel tank, fiberglass cowling and instrument panel, engine mount, fabric and glue, large tires, trim, bungee-suspended gear.
Options	Skis, floats, baggage area, embroidered seats, ballistic parachute, quick-build wings.
Construction	Factory-welded steel fuselage, aluminum wing spars, fiberglass fairing, birch wood wing ribs, dope-and-fabric wing coverings. Made in the USA.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - The Sky Raider II adds a second seat for passengers (requiring N-numbers). Very modest cost increase over the single-seat Sky Raider. Same proven package of construction, handling, and performance. Welded steel structure and Kitfox-style wings make for a predictable package.

Cons - Second seat has no controls, so all Sky Raider IIs must be N-numbered and pilot must have an FAA certificate; cannot qualify for Part 103 or Exemption to Part 103. Second seat is a part-time proposition that won't be optimal for traveling; I'd call this a single-seater with a jump seat.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - The test Sky Raider II was well-equipped, featuring electric trim, 4-position (including zero) button-detent flap handle, directional heel brakes, electric start, and convenient throttle placement. Trim had an indicator gauge for position. Panel-mounted primer. Plenty of panel room for radios or extra gauges.

Cons - Fuel in standard 5-gallon fuel tank won't last long if you fly dual often. Engine accessible only with cowl removal, making maintenance more time-consuming. Flap deployment required somewhat more muscle at speeds above 50 mph. Fueling is on top of the wing; you can stand on a wide tire but smaller pilots may need a ladder.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - In the tradition started by Kolb's FireStar II, the Sky Raider adds a seat for occasional use (though it is mostly a single-seater). Rear seat has a very wide back and adequate legroom. Test aircraft was nicely finished in and out yet weighed only 414 pounds. Entry to front is easy; rear first, then swing in legs. Front-seat cushion extends well forward for better leg support.

Cons - etter leg support. CONS - Front seat is skinnier to allow for the legs of the rear occupant; means wide pilots may not prefer the narrower front seat. Rear seat has only a lap belt, which I consider too minimal. Rear seat is fairly challenging to enter even if you're young and flexible.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Tailwheel steering is quite responsive and is aided by directional heel brakes. Floor was finished with a "skid" material that allows your heels to slide for smoother brake application. Overhead visibility for traffic checks is quite good. Wide tires and bungee suspension make for good absorption of bumps.

Cons - Tailwheel response is fast enough to allow overcontrolling (which could lead to ground looping). Nonswiveling tailwheel made for wider turns despite directional brakes. Brake effectiveness was modest. Must either lean your body or swing back and forth in taxi to see over the nose.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Flown solo with the 50-hp Rotax 503, the Sky Raider II enthusiastically jumps off the ground in less than 100 feet. When flown dual (165 + 175 pound occupants), roll was still very short. Landing rollouts were also short, especially when using the flaps and slow approach speeds (45 mph worked well in mild winds). Strong aileron response helps in crosswinds. Good suspension helps in off-field landings.

Cons - If you're uncertain of your taildragger skills, the Sky Raider II may not be for you; it is more challenging than most trigears. Rudder response forces quick action at speed. Overall response is quick enough that new pilots will have to steady their motions.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - The Sky Raider II is a Kitfox derivative and therefore exhibits strong handling qualities: light, fast, authoritative. Lots of good things to say about handling - controls are light, balance between ailerons and rudder is good, ergonomics of controls are very convenient. Coordination exercises and precision turns went well from the start.

Cons - The good news is also the bad news: the Sky Raider II's quickness may be too fast for newer pilots (however, adjusting should come quickly enough). All Kitfox derivatives are somewhat challenging to maintain coordination (keeping the ball centered), and the Sky Raider II is no different.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - The Sky Raider II is fairly light (380 pounds empty basic; 414 as tested), bringing a strong level of performance to a 2-seater. Excellent payload (well over 400 pounds) even when loaded with equipment. As with other Kitfox-like aircraft, performance is very good, especially for such a small wing (107 square feet). Blazing climb when flown solo.

Cons - With the Rotax 503 engine and two aboard (and even moreso with floats), you'll need the optional larger fuel tank. Low-over-the-field flying isn't as good as slower, open ultralights (though a slow stall speed helps). Sink rate with no flaps deployed is higher than average. Fuel use is on the high side when flown dual.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Stall speeds were slow; while I always suspect installed ASIs, I believe factory's "under 30 mph" is close. Stalls broke cleanly and straightforward. Stick range and effectiveness were very good even near stall. Longitudinal power response was positive (though rather slow).

Cons - Front seat has shoulder belt only and rear seat has only a lap belt - definitely not enough in case of violent upset. Stall break may be sudden for pilots with less experience. Disturb the joystick at trim and the Sky Raider II did not return to level quickly (though it was positive). Adverse yaw was clearly noticeable but no worse than many ultralight designs.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Priced modestly over the single-seat version; those with an FAA ticket may find this a better buy than the Sky Raider I. With airframe and new engine and selection of gauges, you'll spend over $15,000. Many options can ease your building and personalize your Sky Raider II. Company appears to have survived a rough patch some years ago.

Cons - Fully equipped may hit $20,000 including a parachute and all the goodies. Painting and finishing is not included in company prices and can add significantly - especially if you want your ultralight to look like the test Sky Raider II.

Part-Time 2-Seater Like the Kolb FireStar II, the Sky Raider II has a second seat for occasional use – but not for flight instruction. After flying with 165-pound Grant Rappe – a long-time Sky Raider pilot – as my volunteer rear seat passenger, I feel that two big fellows won’t fit. And even with small rear-seat occupants, you probably won’t want to fly for too long. Nonetheless, if you want a ride-along jump seat for occasional use, but you truly prefer single-seat handling and you don’t want to pay a bundle extra for the second seat and dual controls, the Sky Raider II might be for you. Admittedly you have other choices in this vein. French trike maker Air Création addressed it with their Buggy. Here’s a 2-seat aircraft, which the manufacturer says is mainly intended for single-place operation. The New Kolb Aircraft Company has two models that can do this (the FireStar II and Slingshot II) and of course, the very similar Rocky Mountain Wings Ridge Runner Model II also works much like a Sky Raider II.

Flying Sky Raider

By Dan Johnson || January 10, 2004 5 Comments

WATER BORNE - Although pictured empty, the Sky Raider draws little water on floats, giving it a quick departure from the water (as few as 4 seconds required, reports Flying K).

SIMPLE INTERIOR - Sky Raider has all the functions it should have while still remaining simple. Here you see the throttle to the left, brake lever on joystick (not used on float version), pull starter, rudder pedals, and instruments.

FITS IN - Though other seaplanes may hold more occupants, Sky Raider fits in nicely and performs immeasurably better on the water, taking but a few seconds to launch.

EASY DOCKING - With its high wings and light weight, the Sky Raider can be docked at conventional piers with little difficulty.

SECURED INSIDE - Flying K equips the Sky Raider with 4-point seat belts that I prefer. Note the flap handle to the left of pilot with three clear detent positions.

ALUMINUM FLOATS - Flying K's aluminum floats were well-constructed with doubler panels and a rigid spine (also see photo showing paddling from one float).

WING FUELING - If you position the Sky Raider so one wing hangs over the dock, refueling should be easy. On the wrong side, it'll be tougher.

HAPPY PADDLER - Grant Rappe was our checkout pilot and showed great comfort with the factory Sky Raider. No wonder; he has one of his own. Here he demonstrates a paddling position used to get to shore in some cases.

OPEN PANEL - Saving a little weight and making inspection simple, this Sky Raider has an uncovered instrument panel back. Covering this would be relatively easy for builders who don't want the guts showing.

TAIL CHOICE - Unusual in one feature, Flying K allows you a choice of squared or rounded tail. I prefer this rounded look but you can have it your way. A larger tail option is advised for Rotax 503 users.

Since Flying K Enterprises' Sky Raider arrived on the scene 4 years ago, the ultralight design has achieved excellent success in the market selling more than 140 kits (not including the 65 or so fuselages shipped to SkyStar Aircraft which they use for their Kitfox Lite). However, the company behind the Sky Raider design has suffered in nontechnical ways. Original Flying K principals brothers Ken and Stace Schraeder split up and started separate companies making ultralights. Then, only months after the split, Ken Schraeder was killed while flying a Sky Raider (see "Flightlines - Kenny Schraeder Killed in Crash," April '00 Ultralight Flying! magazine). Despite these setbacks, the Sky Raider flies onward. In fact, Flying K Enterprises seems to be healthy and energetic despite the twin losses. When the company shows their Sky Raider floatplane model and an example of their coming 2-seater, crowds often flock around the ultralights. I was full of anticipation to see how the floatplane would fly. Making a Splash During the April heat of central Florida, a floatplane evaluation sounded like a doctor's prescription. Lake fly-ins, or "splash-ins" as they're often called, don't seem to attract the same huge crowd as land-based fly-ins. In truth, seaplanes of all shapes and sizes represent another of aviation's many niches. The fascinating aspect of seaplane gatherings, though, is how they span the spectrum of aviation. At Florida's Lake Parker, aircraft weren't pigeonholed into ultralights and trikes, general aviation floatplanes, dedicated amphibians, or twin-engine seaplane-based transport planes. All those types were present but they gather as, well, seaplanes. And from my view on several occasions, seaplane pilots have a ball. Much of a splash-in is the same as a fly-in. Lots of time is spent on the ground ogling or examining everyone else's floatplane. New, old, even antique... big, small, heavy, light... high wing, low wing, floats, boathull seaplanes and more I probably missed. In the air on approach with several other seaplane types, or along the shoreline with lots of other floatplanes, the Flying K Sky Raider on its silvery aluminum floats drew admiring stares. A snappy paint job helped, but I think it was mostly that the little single-place Raider looks like fun even when pulled up on the shore. Grant Rappe was my check pilot, instructor, and ultralight facilitator. Helping Flying K at the splash-in was easy for Rappe as he has his own float Raider. Combined with his friendly, helpful attitude, Rappe was an asset for Flying K. In one display, I saw him win the grudging admiration of many general aviation floatplane pilots as he approached a crowded pier and shoreline to bring the plane to a dock for me and my camera. In the busy docking area general aviation planes shut down 100 feet out - you can't bring a seaplane to a complete halt without shutting down the engine and you can't have it creeping along with other planes close by. A small boat ran out to tow planes in for a beaching. Rappe simply hopped out of his float Raider, whipped a plastic paddle from behind his seat, and began paddling himself right to the dock. He made it look easy and light winds were cooperative. (The plastic paddle breaks down into two pieces, handy for use in any seaplane.) I had no real way to measure the length of my takeoff runs. Being intimate with the float Raider, Rappe says he is able to break water in only 4 seconds. Flying K expects to move the floats back a few inches and think they can cut the water time to 2 seconds. Even without figures, I can confirm it lifted from the water exceedingly swiftly. The Sky Raider made repeated water takeoffs and landings a thrilling and enjoyable experience. With the float package in unpainted aluminum and with less paint and few options, Sky Raider representatives say you can build a Part 103 ultralight floatplane from their kit. Though lots of Ultralight Flying! readers have pilots licenses, too, it's still best for many ultralight buyers if the object of their desire can be flown under the rule of Part 103. Let's look at this from the ultralight floatplane perspective. Explaining "103-7" For those checking out regulations governing floats (or ballistic parachutes), Part 103 needs clarification. At least that's what FAA thought after releasing their simple ultralight rule back in 1982. One of the documents they created to help understand Part 103 was AC-103-7 Advisory Circulars (ACs) are partly intended for FAA field officials, in this case to use in determining whether a certain ultralight vehicle meets the definition. The vagueness in Part 103 is some of its beauty; what isn't prohibited may therefore possibly be allowed, better than having endless rules that tell what you can and can't do. However, vague references need to be interpreted at times and the ACs give FAA personnel guidance in making such interpretations. The relevant section of Part 103 - Subpart A 103.1(e)(1) - says an ultralight vehicle must weigh no more than 254 pounds empty "excluding floats and safety devices..." What kind of floats? How many floats? How much can they weigh? You must turn to AC 103-7 for clarification. If you have "floats used for landings on water" then you may increase the empty weight by "only the weight of floats and any integral external attachment points" (I put the emphasis on external). All other hardware used to assure the airframe can handle the floats is included in the vehicle's empty weight. Fortunately, extra reinforcements are minimal as ultralights leave the water so quickly that they transmit little strain to the fuselage. Contrarily, a float-equipped Cessna uses extra steel supports at strategic points inside the fuselage. Given the language of 103-7, can floats have any weight the designer wants? No more language in this circular regards straight floats, that is, ones with no wheels for use on land. Amphibious floats do come with further language and oftentimes this language is used to set the weight of straight floats. In AC-103-7, item 18.a.(2)(b) states that an amphibious fuselage (boathull design) can add 30 pounds to the basic empty weight and that another 10 pounds may be added for each "outrigger float and pylon." With this definition, the boathull, dual-outrigger Aventura can weigh up to 304 pounds (254 + 30 + 10 + 10), or up to 328 pounds if it also has a parachute (up to another 24 pounds allowed). As a further condition, the extra weight is allowed only if the ultralight will be used for "repeated water takeoffs and landings." Operators may be required to demonstrate the water capability in order to receive the allowance for added weight. FAA's way out of any doubt is to say that float provisions not discussed in 103-7 should be reviewed with FAA personnel. Referring to boathull amphibians, AC-103-7 also states that 30 pounds is "the average weight of a single float," it is often interpreted that this means you can have up to 60 pounds additional for straight floats, such as used on our test Sky Raider. However, this figure is not specifically stated, and based on the words that are presented I would argue that the floats can weigh whatever they do right up to the point where they connect to the basic airframe. Of course, light is always good on all aircraft, but the language of 103-7 does not prohibit heavier, more sturdily-built floats. Assuming an allowance of 60 pounds for the floats (30 each), the float Raider total can be 314 pounds empty or 338 with a ballistic parachute system. If you'd like an amphib gear system for the Sky Raider should one become available, FAA will allow no more weight for the extra mechanisms involved. Sky Raider floats are built in the Czech Republic and are based on a Chris Heinz design. They weigh 28 pounds each. Rappe referred to them as Zenair floats, and reports the Czech company bought the rights from Heinz. Part 103, But How Does It Fly? Although the 26-hp Rotax 277-powered Sky Raider I flew 3 years ago did respectably well, the twin cylinder 40-hp Rotax 447 makes for smoother operations, especially at lower power settings. You can do all you want in the air while running the engine at 50 or 60% power. Less vibration is present and therefore the airframe is less subjected to this ongoing form of damage. The Rotax 447 float Raider is so sprightly that the only reason I can see for the 50-hp Rotax 503 is if you love that engine (or already own one perhaps). Maybe if you live in a high elevation or if you are particularly large, the bigger Rotax is needed but the 447 was certainly sufficient for me (average FAA weight) on a hot, humid day in Florida (roughly sea level). Nonetheless, many buyers pick the Rotax 503, so well-regarded is this engine. Should you make this decision, Flying K will insist you buy the larger elevator option for $150. Sky Raider's entire fuselage comes prewelded and I'd select the quick-build wings for $400. "The ribs and false ribs are already glued to the spars," reports builder Bert Croy. You can also select the Wings Set to Fuselage option for another $400. The 277-powered Sky Raider I flew weighed only 237 pounds. You'd have to add a lot of stuff to exceed the 254-pound weight limit when built that lightly. This suggests keeping a float Raider with a Rotax 447 inside the 314-pound limit isn't unreasonable. After Rappe got me secured inside the cockpit, I was ready to head out onto the open water of Lake Parker. It's a big lake that I've flown several times. The day was mild and inviting and I couldn't wait. Duty called first, though, and I was required to make several passes before Ultralight Flying!'s editor in chief Scott Wilcox's camera. We'd arranged to do this where the lighting was good, but that meant I had to maneuver in a narrower portion of the lake before I could see how she would fly. This proved a good lesson as you'll see. On the Sky Raider a pull starter was located under the control panel, hanging off the firewall. This isn't a handy spot should the engine die out on the water but it was accessible and I was able to do starts on the water while strapped into the seat. A more convenient handle operates the flaps. Closely placed just to your left as you sit looking forward, clear detents are also easy to find (though I must admit I found the lever a tad awkward to position). Flying K has addressed this with an optional push-button flap hand for $175. After a few landings, I got the detents down pat and don't believe I'd order the option. The floats ($2,800) are new to Flying K and it showed in the lack of water rudder. Taxiing on floats is an interesting experience. If you face directly into the wind or up to about 45° cross, the aerodynamic rudder works well. Downwind you use a little prop blast to keep it going. I used 4,000 rpm for downwind taxi. Slightly more than that seemed to offer good authority. Once I'd worked my way back into the narrow passageway off Lake Parker to position the Sky Raider for the Nikon's lens, I needed to turn from downwind to upwind. I mistakenly added power and only propelled myself quicker toward the shore. Then, I remembered. In this situation, back off the power and let the aircraft weathervane into the wind. You only need power to swing her away from the wind. Going upwind again, Mother Nature takes over. Sure enough, as soon as I reduced to idle thrust, the float Raider swung cooperatively into the wind and posed nicely for the camera. About this time I saw Rappe signaling me that I'd figured it out (to his relief, I'm sure). Water rudders can change this whole equation and make the ultralight more maneuverable in tighter conditions or when the wind is blowing uncooperatively. Float Raider's aerodynamic rudder is still the same as the original but Flying K is adding one that is 11 inches taller to bring more control for float operations, probably offsetting the common floatplane need for a ventral fin. I doubt this will eliminate the need for the water rudders, though. After a few repetitions that went smoothly, Wilcox waved me off, indicating he had the photos he needed. Now, we fly. Good to Go The first takeoff was gentle, with one notch of flaps to help break water, and a steady, slow increase in power. I'd checked traffic through the overhead skylight and I was in the clear for several minutes at least. Because I went slowly, the Raider and I didn't get off as quickly as subsequent trials but the effort was simple. Getting up on step was easily identified and the float Raider zipped up to liftoff speed quickly. Rappe recommended one notch of flaps for takeoff. I experimented later with none and he's right to advise some extra curvature. It got off the water noticeably faster. Two flap positions are possible; one is 10°, the second is 35°. They work quite effectively on this genuine ultralight, and I observed that Sky Raider can fly approaches at 40 mph using flaps. The flaps were good aerodynamic surfaces, steepening the approach path correctly but also helping slightly, I believe, to help break the surface quicker. My only gripe about the flaps is that even when I slowed to 45 mph, the flap handle took considerable muscular effort to fully deploy. Flying K offers a wing tip kit that extends the wings 21.5 inches to a span of 28 feet. The area increases 10% to 107 square feet from 98 square feet. I believe I'd order this for $200 as it should produce lower takeoff and landing speeds - and shorter water runs as well, I expect - plus it will tend to fly a bit more slowly. It might detract from the snappy handling somewhat but Sky Raider is so good in this respect that a few percent loss would hardly be missed. Visibility on approach is quite good in the little Sky Raider and with the overhead skylight, your upward vision is also excellent. Skylights seem one of the "bright" ideas in ultralights, especially when flown in other traffic like the crowded conditions at the Lake Parker Splash-In. However, good as it is up and down, lateral vision help from the skylight doesn't start until you're banked over 30°. With your raised position inside the cockpit, you can clearly see the wing folding pins are in position. Some folks want to cover up the parts of an airplane interior, but here's an argument for openness when it provides reassuring feedback. Speaking of open, Sky Raider's instrument panel was what you might call "Randy Schlitter-type panel" in that there's no top to it. Pilots who don't like to see the guts can surely create a lightweight cover for the instrument panel. Almost as soon as you leave the water, float Raider's cooperative handling makes itself obvious. High points are deserved for the Sky Raider's handling. Again, I recalled my flights in the earlier Sky Raider, two Kitfox models, and SkyStar Vixen. All offered very snappy aileron response, and generally light forces overall. So does the float Raider. My tape-recorded notes reminded me that coordination was certainly adequate but the aileron forces were lighter than the rudder, again just like the Kitfox. Excitement in the Air At full power at approximately ground effect height, the ASI showed 65-70 mph, suggesting the design may not be held back by the float drag. However, I must add my usual refrain about the ASI accuracy not necessarily being good. I had a similar problem with climb measurements on the float Raider. Flying K used a small 2-inch face altimeter. On such a small gauge and without three needles to help precise reading, I could not rate climb speed very well. Less than half an inch of needle movement covers 1,000 feet. Despite this equipment problem, climb seemed to be in the range of 500-600 fpm with the Rotax 447. Flying K reports it should be more than 1,000 fpm in the wheeled version, so either the floats cut climb performance notably, or the day's density altitude was very high, or my technique was poor. Rappe's personal Sky Raider has a 35-hp Rotax 377 and he says it does fine, plus he reports a float Raider is flying well with a Rotax 277. In all the stalls I practiced, I found none with unusual reactions. Most were downright dull, a great characteristic for any ultralight. I imagined the snappy roll response would translate to a high level of adverse yaw, but in fact it's only in the medium range. Beginning pilots should have no trouble making coordinated turns. Experienced pilots will love the float Raider's handling qualities, I think. Sky Raider's standard kit price has only kept pace with inflation since it was introduced in late 1996. Today's complete airframe kit costs $8,500, which includes: cowling, motor mount, airspeed indicator, wheels and brakes, fabric with adhesive and reinforcement tapes. This is a pretty complete package at a competitive price and you get your choice of color for the powder-coated steel. You could shop for a used Rotax 447 and get in the air for under $10,000. But if you opt for new or if you go for the Rotax 503, you'll spend $12,000 or more. Add the Czech floats and a couple simple options and you'll reach $15,000. For a float plane, that's a good value. If you build lightly and keep it under 314 pounds, you'll also have a Part 103-compliant float Raider. Flying K has a long list of optional extras you can use to get rid of all the pesky extra money you have. Or you can stick with the plain version that has all the important parts any ultralight seaplane should have. Either way, I recommend you speak to the Flying K factory or a closer representative and go check out a float-equipped Sky Raider. Great as it was as a ground-based single-seater, on floats, it's simply a dreamboat.

Published in Light Sport and Ultralight Flying

Empty weight	309 pounds (including floats)
Gross weight	550 pounds
Wingspan	26.3 feet
Wing area	98 square feet ¹
Wing loading	5.6 pounds per square foot
Length	17.0 feet
Width	8.2 feet
Height	5.2 feet
Kit type	Construction with quick-build options
Build time	250-350 hours
Notes:	¹With wing tip, area increases to 107 square feet. Created to facilitate sale into Canada.
Standard engine	Rotax 447
Power	40 hp at 6,500 rpm
Power loading	13.8 pounds per hp
Cruise speed	(75% power) 65 mph
Never exceed speed	100 mph
Rate of climb at gross	1,000 feet per minute²
Takeoff distance at gross	200 feet ³
Landing distance at gross	50 feet ³
Notes:	²Performance without floats; not accurately measured with floats. ³Estimated performance on water (no measurements taken); factory states land performance is 75 feet, takeoff or landing.
Standard Features	Fully enclosed cockpit, folding wing setup, slotted flaps and ailerons, brakes, steerable tailwheel, fiberglass cowling, engine mount hardware, choice of tail shapes, all fabric and adhesives.
Options	Rotax 503 engines, electric trim, prop, bungie cord suspension, floats, skis, ballistic parachute, tundra tires, baggage holder, quick-build kit, and many more items.
Construction	Welded steel fuselage, wood and aluminum wings, fiberglass cowling, dope-and-fabric wing coverings. U.S.-owned company.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Single-seat ultralight has proven very popular since first debuted 4 years ago. Though company has gone through some difficult times the design survives very well. Float-equipped Sky Raider can qualify as an ultralight under Part 103 if builder is careful (given the extra weight described in AC-103-7). Steel structure with wood-in-wing construction plus fast-build options make for a reasonable effort.

Cons - Though sales have been good, single-seater may attract fewer buyers on resale. Choice of Rotax 447 or Rotax 503 is better for float operations but will add to challenge of remaining within Part 103 definitions. If used continuously in water operations, wood used in wings may require closer inspections (than metal) as design ages.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Flaps worked well and aided landing approach well; simple, easily-found control lever. Pull starter worked acceptably well from the cockpit. Floats were simple straight models with no gear retract weight or complexity. Like all simple planes, you have less to go wrong - a good fact for ultralight newcomers to remember.

Cons - No aerodynamic trim. Flaps resist deployment at higher speeds. Cowl must be removed to work on engine; inspection is more difficult. Pull starter handle hangs off firewall where it could prove to be a challenge to find during an in-flight emergency. Fueling on the water insists you put the correct wing over a dock.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Entry is simple, leading with your rear then swinging legs; most pilots will think it's easy. Panel large enough for all the instruments you want and still have room for a radio. Four-way seat belt system installed. Cargo container is optional if weight and balance will permit. Seat was well padded; good on longer flights.

Cons - Seat does not adjust for different sized pilots. Low seat back provides less support. Fuel routes through cabin from wing.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - 0verhead skylight is excellent to observe conflicting incoming traffic; extremely useful in water ops where pilots can land anyplace. Authoritative ailerons allowed good control while taxiing up- and downwind. Floats drafted little and seemed positioned well (though they'll be moved aft a couple inches).

Cons - Water rudders were not yet fitted, making water taxiing much more uncertain (though it went fine with good technique); turn radius can be quite large. In-wing fuel source will mandate one wing is hanging over dock; otherwise you'll stand on a slippery float to accomplish this.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Sky Raider launches have the features any ultralight seaplane should: very short water run, powerful control, good initial climb. Landings also went well: good visibility, slow approaches - you can arrive below 40 mph even with float drag. Flaps are helpful to speed liftoff and to slow approach speeds.

Cons - Landings with no water rudders mean you should plan your approach better so as to allow adequate space for maneuvering. Slow water operations may prove challenging for newcomers until water rudders are added (they're coming, says factory). Floats offer little standing area for paddle operations. One notch flaps needed for best operations.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Rapid roll control and response; I loved it though some new pilots may find roll rate too fast. Dutch rolls and precision turns were delightful. Controls were very light in touch and very predictable. Floats seemed not to affect control responsiveness. Flaps were quite useful on approaches and to help break water surface earlier.

Cons - Harmony isn't perfect; roll was faster-acting than the rudder. Responsiveness of controls will require a less experienced pilot to pay closer attention (though this is an easier adaptation than stiff controls). Flap handle proved to offer considerable resistance at speeds above 45-50 mph. Generally hard to fault this well-evolved control system.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - With 40-hp Rotax 447 or 50-hp Rotax 503, Sky Raider is an enthusiastic performer (503 can climb up to 1,600 fpm without floats). Left water quickly, which helps preserve a seaplane. Sink rate appeared quite low despite added weight from floats. Overall package makes single-place float flying simple, yet fun and energetic. If floats held back Sky Raider's speed, I couldn't tell it. Low-over-the-water flying is absolutely joyful.

Cons - Engine must work a little harder to carry the 28-pound floats (each). Land version fuel consumption is listed by factory at 2.5 gph but seemed to go faster in seaplane operations that included extra power for water maneuvering. Range on 5 gallons will be limited.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Nose broke in stalls but not steeply. Longitudinal stability seemed good with few oscillations before level recovery. Adverse yaw less than expected. Power response was correct, that is, nose up on power up. Good stick range throughout maneuvers even with extra float weight.

Cons - Stalls were a bit less modest than I recall on land version with 26-hp Rotax 277 engine, perhaps due to extra weight and possibly added drag below center of gravity. Speed builds up rather swiftly on sharp nose-over.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - The Sky Raider has proven itself successful in the marketplace with agile handling, good performance, popular looks and low price ($8,500 for base kit; about $15,000 as tested with floats). With 40-hp 447 engine, you must build carefully to stay within Part 103 but you get robust performance. Comfortable cabin with full enclosure option. Vast list of options helps you make Sky Raider your very own.

Cons - Potent Rotax 503 engine, fancy paint, and many accessories will force you to N-number your aircraft; will also bid price up significantly. Floats don't have a lot of history to suggest how they'll last over time.

Since Flying K Enterprises’ Sky Raider arrived on the scene 4 years ago, the ultralight design has achieved excellent success in the market selling more than 140 kits (not including the 65 or so fuselages shipped to SkyStar Aircraft which they use for their Kitfox Lite). However, the company behind the Sky Raider design has suffered in nontechnical ways. Original Flying K principals brothers Ken and Stace Schraeder split up and started separate companies making ultralights. Then, only months after the split, Ken Schraeder was killed while flying a Sky Raider (see “Flightlines – Kenny Schraeder Killed in Crash,” April ’00 Ultralight Flying! magazine). Despite these setbacks, the Sky Raider flies onward. In fact, Flying K Enterprises seems to be healthy and energetic despite the twin losses. When the company shows their Sky Raider floatplane model and an example of their coming 2-seater, crowds often flock around the ultralights. I was full of anticipation to see how the floatplane would fly.