STOL AIRCRAFT MAGAZINE 1ST QUARTER 2015 by STOL Aircraft Magazine

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The Magazine For Short Take-Off & L anding Aircraft

Maule

Building Since 1941

FIR S T Q UA RTER | 201 5

Subscribe Today! $6.95 USD

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FIR ST QU AR TER | 20 15

Q1 | 2015 Volume 2 | Number 1

FEATURES

28 So You Want To Build A STOL Aircraft Part 2 of a Series Dennis “Shooter” Smith

34 Let’s Go To Greenland A STOL Adventure

Jack McLaughlin

b Legend Cu s Off Faster Lighter Take

911 A Custom w1or thy Unique & Air

MAULE S

Part 1 of a Se

nt To Build So You WAair aft A STOL riescr

BREED

Building Sin

STO

Haul Road Hunt Part 1: Dancing With The Sisters Denny Serie

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B OB & B O

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STOL Stars Sean McLaughlin, Airframes Alaska

FRANCES HOHL

STOL Aircraft Magazine is the only North American magazine dedicated to the wants and needs of the backcountry, bush and STOL pilot. STOL is a quarterly magazine featuring certified and experimental STOL aircraft, survival and first aid tips, handgun, long gun and shotgun reviews, and many other topics tailored to the backcountry, bush pilot and outdoor enthusiast. To subscribe, please visit our website at www.STOLAircraftMagazine.com, click subscribe, select subscription, pay via Paypal or credit card.

www.STOLAircraftMagazine.com

50 Superior Air Parts New O-382 Engine

Dennis “Shooter” Smith

48 Custom 1911 Part Two

Maule

Building Since 1941 Dennis “Shooter” Smith

Dennis “Shooter” Smith

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From The Cockpit | by DENNIS “SHOOTER” Smith

DEPARTMENTS Publishing Publication Printers CEO Sheila Smith Editorial Staff Editor In Chief Dennis “Shooter” Smith Copy Editor Frances Hohl

Contributing Writers Dennis “Shooter” Smith Scott “Sky” Smith Carmine Mowbray Randall Corfman, PhD, MD Denny Serie Frances Hohl Jack McLaughlin Art Art Director Claire Zadow

Message from the editor

Mossberg Mariner

Risk Management

FROM THE COCKPIT

Dennis “Shooter” Smith

BUSH PROTECTION DENNIS “shooter” smith

ASSET PROTECTION Scott “Sky” Smith

Graphic Design Courtney Smith Kaitlin Smith Photographers Dennis “Shooter” Smith Sheila Smith Courtney Smith

Production Claire Zadow

Letters to the editor

Ten Years of Success

Piper Aviation Museum

E-Media Web Design Sheila Smith

AIRMAIL

RAF

Carmine Mowbray

DETOUR AHEAD

Dennis “Shooter” Smith

Sleeping Bags

Our Parting Shot

SAIA Marchetti SM.1019A

CALENDAR OF EVENTS

EXPERIMENTAL

Dennis “Shooter” Smith

Avionics

Lithium Batteries

survival TIPS DENNIS “shooter” smith

MEDICAL TIPS Winter Flying

RANDLE S. CORFMAN PHD MD

Dennis “Shooter” Smith

THE EMPENNAGE Dennis “Shooter” Smith

Inside Back Cover PEOPLE OF STOL

On the Cover

Russell Armstrong’s Maule at the Second Annual Maule Homecoming, Moultrie, GA

Advertising Advertising Manager Dennis “Shooter” Smith 713-816-0927 Shooter@STOLAircraftMagazine.com 32106 Windrose Lane Waller, TX 77484 www.STOLAircraftMagazine.com Subscription Inquiries To change your address, order new subscriptions or report a problem with your current subscription, please email STOL Aircraft Magazine at sss@stolaircraftmagazine.com Printed in the United States of America.

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ear STOL Aircraft Owners, Pilots, and Enthusiasts, Approximately one year ago, my wife and I decided to take off on this adventure of STOL Aircraft Magazine.

Needless to say, 2014 was a very interesting year for us. We traveled to 11 different states to gather information on STOL aircraft and the people who fly them. We met a lot of engaging people with the same aviation interests that we possess. As we revved up the magazine, there were a few doubters early on who thought we might not be able to pull this off. I’m happy to say most have come around and now wholeheartedly embrace our efforts to bring the STOL way of life to the masses! Although new to the publication world, we soon convinced the STOL “insiders” that our 40+ years in the trenches of STOL flying and experimentation is exactly what was needed to build this magazine. This winter issue (our second) has placed us well on our way to meeting our goals. Advanced planning is well on its way to have us visit many STOL and other events this year: Llano Round-up, Sun-N-Fun, The Great Alas-

kan Aviation Gathering; and Valdez will start the year. I

Keep us advised on what you would like to see and read in your STOL Aircraft Magazine. As always, you can look up our frequent updates and blogs on our ever-changing website as we attempt to meet your needs and expectations. Visit us at www.stolaircraftmagazine.com and www.stolchampionships.com. Thanks very much for your interest and support.

hope to make New Holstein for the first time and either the WAD or High Sierra depending on aircraft availability. We also plan on visiting the 3rd Annual Maule Home Coming as we had a great time last year. We are looking forward to our own event, The National STOL Championship and Aviation Expo in Quanah, Texas, October 1518, 2015. It looks like 2015 is shaping up to be an exciting year. Please contact us with your event schedule so that we can

Dennis “Shooter” Smith Editor in Chief STOL Aircraft Magazine shooter@stolaircraftmagazine.com (713)816-0927

plan to attend. Send us your photos and fly-in reports. w w w. S T O L A i r c r a f t M a g a z i n e . c o m

Airmail | letters TO THE EDITOR Howdy

Hello. I just subscribed to your new magazine, really excited about that. Could you make sure I get the first issue as well because I want to collect every issue. Thanks so much for taking on this challenge. I’m flying the around the world cub “Howdy” 1993 SuperCub N4155R. Looking forward to getting your Magazine. Thanks again. Bill I., Snohomish, Washington

The Maga zine For Shor t TakeOff & L andin g Aircr aft

TURNBULL MANUFACTURING COMPANY Vintage Firearm Restoration & Modern Firearm Manufacturing

info@turnbullmfg.com | 585-657-6338

Handgun•Rifle•Shotgun Restoration

FOURTH QUARTE R | 2014

Ops around Alaska

As a former pilot and airport manager in the Texas Hill Country (49R), I am excited to see the publication of a new magazine dedicated to slow flight and short runways. I enjoy keeping up with the new ideas and inventions, with some human interest stories as always. The event calender will be useful in planning for upcoming fly-ins and airshows. Keep up the good work, you’ve got my full support. Karl K., Concan, TX P.S. My place is on the path of Del Rio/San Antonio direct, so a shout and wave to all passerbys overhead!

Good Job!

Perfect! Here we have really enjoyed reading your first issue of STOL magazine. And it is a great honor to be featured so nicely in it! Thank you very much! Bobby’s copy is on the way to London. Also, it was really neat to read how you dramatically met Sheila! “Made my final approach [under parachute] to land within 3-5 feet in front of her”…Ha!… Dennis that is both Powerful and Sweet. Your photo absolutely rocked it. Even I (who with Bobby refined that arrival technique as what we thought was most effective), have never seen a still photo that captures that split second point in time. The ripple/fold in the tires shows up...the tires are hard pressed into the ground...flaps up, elevator up, fuselage level and wing done making lift, and the line still somewhere under the midpoint of the fuselage..line judge is in view...good job capturing all that Dennis! Bob Breeden, Sterling, AK 4

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A Custom 1911

Unique & Airworth y

BY BREED

Dear Fellow Pilot,

B OB &

of a Series

Legend Cub

Lighter Takes Off Faster

Flying the Knik

A River of Advent ure So You Want To A STOL AircraftBuild Part 1

Hello, I just signed up for your magazine! Thought I’d submit a few pictures of my PA-14 and my Dad (Rob Sylvester)’s PA-18 out doing what they do best, STOL off airport ops around Alaska. Sean S., Alaska

O L C HA M P

A Great First Effort

I received three copies of the new STOL magazine yesterday and I have to say I am impressed! I have already given my two spares to two guys I fly with and unless I miss my guess you will be hearing from them shortly. I look forward to future issues, especially the ones which will show your progress with your new cub project. A GREAT first effort Dennis, you and your staff have every right to be very proud of yourselves. Doug S.

New Wind.

I received my magazine in the mail today - thank you !! I can’t wait to devour it page by page. This has put new wind in my sails to finish my Carbon Cub EX. Ben B.

Custom Features Include:

• Your Aircraft “N” Number As Its Serial Number • Your Aircraft Type Engraved On Slide • Your Aircraft Picture Engraved On Slide • Stainless Steel Frame And Slide • Videki Trigger • Skeletonized Hammer • Beavertail • Checkered Fore Grip • Checkered Mainspring Housing • Lowered And Flared Ejection Port • Extended Magazine Well • Novak Night Sights • Custom Stocks

Turnbull Manufacturing Company is dedicated to the faithful and accurate restoration of vintage firearms. Our Firearm Restoration Services are available on rifles, shotguns and handguns. In addition, we offer custom restoration upgrades. Our Turnbull Manufactured Firearms are for sale and can be seen in our current firearm inventory and photo galleries. See Turnbull products in our online shop and follow us on Facebook.

You Can Win A Custom 1911 .45 ACP Pistol (Valued at over $5,000)

Built by Turnbull Manufacturing Company Doug Turnbull, Master Gunsmith

More Info To Come! Winner to be selected at the National STOL Championships and Aircraft Expo in Quanah, Texas

Sponsored by STOL National Championships non-profit status applied for, all proceeds/profits to be donated to the Quanah EMS

Calendar of Events Updates!

Fly-ins, Round-ups & Gatherings! Second Annual Texas STOL Round-Up Don’t miss Phil Whittemore’s Second Annual Texas STOL Round-Up April 10, 11, and 12, 2015 Llano Municipal Airport (KAQ0). This event will include a short take-off and landing competition with LSA, alternate Bush, Bush, light touring, and heavy touring classes. Also included is a flour bombing contest. Camping is alongside the runway or hotel rooms are available in town. More information is located on their website at www.texasstolroundup.org., or call (325) 245-5635. 41st Sun-n-Fun International Fly-In & Expo April 14-19, 2015, Lakeland Linder Airport, Lakeland, Florida Come see the first 2015 showing of all the latest greatest that aviation has to offer. Sun-n-Fun is the traditional start of the fly-in season in the United States. For more information see www.sun-n-fun.org. 3rd Annual Lone Star Maule Round-up May 1-3, 2015, Llano Municipal Airport, Llano, Texas Open to ALL Maule owners and Maule enthusiasts (any aircraft owner). Fun weekend of flying and area excursions. Fly out Pork Burgers on Friday. STOL and flour bomb drop contest on Saturday. Progressive fly out breakfast on Sunday. Camping and camaraderie. More info see: www.lonestarmaules.com. The 15th Great Alaska Aviation Gathering May 2-3, 2015, Ted Stevens International Airport, Anchorage, Alaska Don’t miss The Alaska Airmen Association’s Great Alaska Aviation Gathering. It is Alaska’s largest aviation event. Over 275 exhibitors will be on site featuring the latest in technology, state of the art products, and new innovations. Indoor and outdoor static displays of sport, general aviation, experimental, vintage, commercial, corporate and military aircraft will be available for viewing. For more information visit: www.greatalaskaaviationgathering.org. Valdez May Day Fly In and Air Show May 9-11, 2015, Valdez, Alaska A must see. Come to Valdez and experience the exciting Alaskan premier bush plane competition in the Western United States! The three day event includes, beach landings, aerobatic air show, poker fun run, flour bombing, vendors, food and the greatest short take off and landing competition in Alaska! For more information visit: www.valdezflyin.com. STOL Aircraft Magazine’s National STOL Championship and Aircraft Expo October 15-18, 2015, Quanah, Texas This year’s premier lower 48 STOL event. Friday dinner and movie. Saturday STOL short take off and landing event. Multiple classes. Saturday evening banquet. Flour bombing, children’s events, camping, on field showers, food vendors, exhibitors and more. For more information visit: www.STOLchampionships.com.

Mark Your Calendar April 10-12 Phil Whittemore’s 2nd Annual Texas STOL Round-Up www.texasstolroundup.org. April 14-19 Sun-N-Fun sun-n-fun.org May 1-3 3rd Annual Lone Star Maule Round-Up www.lonestarmaules.com May 2-3 The Great Alaskan Aviation Gathering alaskaairmen.org May 9-11 Valdez May Days STOL Competition www.valdezflyin.com July 20-26 EAA Airventure Oshkosh eaa.org July 19-24 New Holstein Fly-In New Holstein, Wisconsin September 9-12 (proposed) Reno Air Races www.airrace.org September 25-27 Maule Homecoming Fly-In Moultrie, Georgia October 15-18 National STOL Championships & Aircraft Expo www.stolaircraftmagazine.com

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Experimental | by Dennis “Shooter” Smith SAIA-Marchetti SM.1019A Bad to the bone!

Conrad Huffstutler with his experimental SAIAMarchetti SM.1019.

Italian-made SAIA-Marchetti SM.1019.

heard it long before it arrived. It made its approach from a setting sun. As it came into view it was a silhouette in the late afternoon sky. Its sound didn’t add up in my brain with its true shape and size. As it got closer it appeared as if it was a Cessna Bird Dog, but it sure didn’t sound like one. As its wheels touched down on the grass runway just several yards in front of me, I was hit by the blast of sound from the 3-bladed prop as it was pushed into Beta range. The aircraft stopped on a dime. I stood and

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watched, still not knowing what I was looking at as it taxied off the runway, down a small hill and BACKED into its tie down for the night. That was something unique in itself, for this size and type of aircraft to be able to back up. So, I checked for a clear runway, ran across the grass and down to the airplane. Unfortunately a large crowd had gathered around the plane and the light was fading fast. My quest for its name would have to wait for morning. I arrived early while the grass was still wet. There were only three people with

the plane when I approached. One was the owner/pilot, Conrad Huffstutler, a 26-year-old mild mannered young man from Uvalde, Texas. Conrad is the project manager and kit coordinator for Sierra Industries LTD in Uvalde. The family-run company refurbishes and modifies Citation jets. Conrad informed me that the aircraft was an Italian made SAIA-Marchetti SM.1019. The SAIA-Marchetti SM.1019 is an Italian-built STOL monoplane built for the Italian Army for liaison work. Its first flight was made May 24, 1969.

The production model was first introduced in 1976. It is based on the Cessna 305 A/O-1 Bird Dog with a revised tail unit to handle the power of an Allison 250-B15C 400 turboprop engine derated to 317 HP. There were 81 of the SM.1019A built. An additional four units of the “B” model were also built. Conrad informed me that the aircraft had been purchased off E-bay. It has a crew capacity of two in tandem configuration. Its length is 27 feet 11 ½ inches with a wingspan of 36 feet and a height of 9 feet 4 ½ inches. It has an empty weight of 1,400 pounds and a gross weight of 3,196 pounds. Useful load is a healthy 1,796 pounds. As previously stated it is powered by an Allison 250-B15C turboprop engine rated at 317 HP. Cruise speed is listed in “Jane’s All The World’s Aircraft” as 175 MPH, but Conrad states reality is about 140 MPH. It burns 16-18 GPH at cruise and holds 80 gallons of Jet-A. Range is about 650 miles with reserves. My initial meeting with this unique aircraft was at the Reklaw Fly-in held in Reklaw, Texas. Conrad invited me

to his home base at Huff Air at Garner Field in Uvalde. It was a short 40-mile hop from my ranch in Utopia to Uvalde. Huff Air, owned by the Huffstutler family, holds a collection of pristine warbirds, J-3’s, and other aircraft, but that’s another story. After the usual photo session, Conrad graciously offered me a flight in the SM.1019A. Needless to say I jumped at the chance. Bolted safely into the rear seat with three pounds of camera and lens in my lap, I realized I was a JAFO (Just Another Freaking Observer) for this flight, but a happy one. The turboprop requires no significant warm-up. The turbine spun up, lighted off, and whined to life. After a brief taxi to the very short “runway” (grass on the side of a taxiway), Conrad pushed the throttle forward as I was thrown back into my seat from the very rapid acceleration. We were off in just a few feet with a climbout deck angle of at least 45 degrees or more. We were climbing like a homesick angel. The VSI was initially pegged at 2500 FPS and settled into 1500 to 1800 for the brief climb to 3,000 feet. At altitude, the throttle

was retarded and flaps lowered; they are massive and the airplane came out of the air like a dropped Mosler safe. After a brief flight, we entered the pattern for landing. The barn door-sized flaps were lowered to 60 degrees. At the flare, Conrad pushed the controls into Beta and the aircraft slammed to a stop. The gyroscopic force generated from the prop tried hard to force the aircraft sideways. Rapid foot work kept us on the straight and narrow. We made a couple more leaps from the ground and practiced landing on a dime or two before calling it a day. The SAIA-Marchetti SM.1019A is a very unique STOL aircraft. It is a tail dragger. It is light. It can haul heavy. It has big tires, tremendous power and it burns Jet-A. Yes, I know that nothing smells better than burning Jet-A in the morning. After my flight in this fantastic airplane I literally grinned for about three hours. It truly is “bad to the bone” and I want one. I heard through the grapevine that three may be coming up for sale. Now, if I can only convince my wife. Hmmm…. u

Engine compartment and booster cable. w w w. S T O L A i r c r a f t M a g a z i n e . c o m

Avionics | by dennis “Shooter” Smith “Weighing In” On Lithium Batteries

A full power alternative power source with significant weight savings.

attery technology has advanced by leaps and bounds over the last decade. Power that has previously only been available in a very heavy lead acid core type battery is now available in lithium iron phosphate batteries at up to 80 percent less than the weight of a lead acid battery. Two very popular batteries in use today by experimental aircraft include those provided by Aerovoltz (www. aerovoltz.net) and EarthX batteries (earthxmotorsports.com). Aerovoltz markets batteries specifically designed for experimental aircraft systems. The three models include an 8 cell, 12 cell, and 16 cell. The Aerovoltz 12 cell model is the most popular of their advertised line for aircraft usage. They state that the battery is targeted for 4 cylinder engines like the

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Rotax 912-14 Jabiru, Lycoming, and Continental Series engines. Typical applications include vans, RVs, Kitfox, Titan, Sonex, Cub Crafter and Backcountry Cubs to name a few manufacturers that utilize this battery for most applications. Aerovoltz reports that a typical lead acid battery for this type of aircraft weighs between 14.1 lbs. and 25 lbs. while the Aerovoltz 12 cell weighs only 2.5 lbs a significant difference. The Aerovoltz 12 cell is reported to have a service life double that of lead acid batteries in similar conditions. The battery comes with hard-mounted brass terminals for direct replacement installation. It is manufactured with completely dry technology so that the battery can be mounted in any position or direction. It is impact and water resistant and no special charger is required. However, Aerovoltz highly recommends that

you also purchase the Everything Aero Balance Charger to extend the life of the Lithium cells to their maximum performance and capability. Battery dimensions are 4.1” long by 3.5” wide by 4.2” high. It comes in two different models with either a right or left negative terminal location. Battery weight is 2.44 lbs. Its voltage charge is 13.6 volts with 410 pulse cranking amps. It is recommended for operational temperatures from 0-140 degrees. The cost of the Aerovoltz 12 cell battery is $236.70. For higher compression engines, Aerovolts recommends their 16 cell lithium battery that maintains the same technology as the 8 cell. However, this battery puts out 500 cranking amps. It measures 4.5” length by 4.5” wide and 4.25” high and weighs 3.5 lbs. It is recommended for the Lycoming IO-360 200 horsepower series, Lycoming IO-540, and Continental 470 and 550 engines. The cost of the 16 volt is $228.21. EarthX batteries also provide an experimental aircraft line. Both EarthX and Aerovoltz state that these batteries are not for use in certified aircraft and should only be used in experimental aircraft. EarthX offers three separate 12 volt models weighing from 3.9-7.5 pounds with peak cranking amps of 680-1000 amps: the ETX36C, ETX36D, and ETX48E models. Cold cranking amps vary from 270-600 while the operating temperature range is broad from -30 degrees Celsius to 60 degrees Celsius. All of their batteries offer overcharge protection and over discharge protection; short circuit protection; builtin cell balancing; excessive cranking protection; and temperature sensing. The battery series has a maximum alternator charging amp range of 60-120 amps and they vary from $349-$725.

Lithium cell technology provides the capability of having two full capacity batteries without exceeding 6-7 lbs. of combined weight.

EarthX offers a two year, full coverage warranty with no prorating. A third lithium battery provider is Lithium Pros (lithiumpros.com). While Lithium Pros does not offer a specific line for experimental aircraft, they do offer a broad automobile battery line-up including C, T, and L models. Their C model is that for common automobile used for starting of a motor vehicle with an alternator. Their T version is for drag racing and non-alternator application. Their L or Premier series is for all applications. Lithium Pros offers a 2-year prorated warranty on their C and T series battery, a 2-year full warranty on their L series, and a 60-day money back guarantee for all batteries that they offer. Their C680 model which is most applicable to aircraft use, is an automotive grade battery with full alternator capability of 4.4 volts and a maximum of 50 amps. It is a balance cell battery measuring 5.16” in length, 3.05” in width, and 6.6” in height. This is the most expensive battery in the category at $525.26. With the current trends in changing technology of avionics, many avionics manufacturers are recommending a backup battery with a separate buss bar for their application. Lithium cell technology provides the capability of having two full capacity batteries without exceeding 6-7 lbs. of combined weight. This offers the experimental aircraft owner a significant increase in safety factor by having a full power alternate power source, as well as significant weight savings. u Photos courtesy of Aerovoltz and EarthX

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Bush Protection | by Dennis “shooter” Smith Mossberg Mariner

Dependable, reliable, performance proven

hotguns are the likely utilitarian weapon for the backcountry pilot. They can fulfill a multitude of functions. A shotgun can provide for defense against all types of scoundrels and critters. With appropriate loadings, it can be used to harvest birds, rabbits, deer, bear, and defend against human aggressors. Shotguns, unlike pistols, can readily cross all state lines and the Canadian border. When balancing weight vs. function, the shotgun holds its own. When considering survival and defense weapons, the shotgun is a logical first choice. It can be used effectively with a minimum of training and skill. All survival and defense weapons must be light and durable. They usually spend a lot of time doing nothing but bouncing around in a cargo compartment until needed. When called upon, after months or years of inactivity and abuse, they are expected to function flawlessly. In time of immediate need, your life may depend on their function. Mossberg has been producing reliable American firearms since 1919. They provide the only pump shotgun

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to the U.S. government that meets or exceeds MIL-S-3443 specifications. The Mossberg 500 series Mariner is a backcountry pilot’s dream. It is compact, measuring 39.5” in length, light at 6.75 lbs, and powerful being chambered in 12-gauge. The magazine can take up to 3” shells, fitting 5 in the magazine and 1 in the chamber. The 18.5” barrel maintains a cylinder bore choke for use with slugs and 00 buck. The Mariner is as tough as it is effective. The metal components of this pump shotgun are finished with Mossberg’s exclusive MarinecoteTM finish. The finish is designed for hostile, coastal environments. Testing reveals that Marinecote resists corrosion better than stainless steel. The stock and foregrip are durable black synthetic. The black stock contrasts well with the stainless-appearing finish of the Marinecote, making a visual pleasing appearance. I do not like the cosmetic durability of the finish. It mars easily and takes on a dirty look to the finish with minimal use. Scarring occurred to the magazine tube after just a few strokes of the ejection mechanism. Considering its intended use as a utilitarian baggage compartment fixture until needed for real bad stuff, I guess I’m not that concerned about the pretty factor. The upper receiver’s ambidextrous safety is

easy to reach, and easy to manipulate with either the left or right hand. This was a plus for us lefties as we are usually not considered by most manufacturers. Shooting the Mariner is a blast (pun fully intended). Its light weight and short barrel make it quick to handle and easy to point. The single gold bead front sight is easy to see and align in bright light. Low light and low contrast lighting make accurate sighting more difficult. The magazine holds five 3-inch shells with one in the chamber. The B-27 man-sized targets were shot at 10, 20 and 30 yards with Winchester Super X 2 ¾ inch “00” buck shells. Recoil was moderate as expected in this short light gun with 00 buck loads.

Ten yard shooting produced a tight center mass 3 ¾ inch group of all 9 pellets. Twenty yard firing increased the group by seven to a 10 ¾ inch group with all 9 pellets accounted for and on paper. Things opened up a bit at 30 yards. This was not unexpected as the Mariner comes with a cylinder bore choke. Eight pellets hit paper, six of which hit the bad guy. Two went over his left shoulder. A little lower point of aim would have put eight in the critical zone. A 17-inch group was measured for the 8 hits. On the lighter side, shots were fired with Winchester #6 heavy game loads 2 ¾ inch 3 1/4 DR. EQ. 1 1/8-oz. At 20 yards all pellets were accounted for. At 30 yards 181 or 71.5% or the normal 253 pellets available in a 1 1/8-oz load were counted on paper. Patterning was again made on B-27 man-sized paper targets. Other than the easy-to-mar finish, the Mossberg Mariner met my standard for a special use shotgun. It is easy to use, light, has good pointing/aiming capabilities. The shotgun functioned flawlessly, but what else could be expected, it’s a pump. The Mariner is a perfect “throw it in the back and use it later” shotgun. It is dependable, reliable, and performance proven. As always, the gun reviewed was purchased through an independent box store retailer by STOL Aircraft Magazine. No discounts, credits or considerations were given for its purchase. u

own several Mossberg pump shotguns. I duck and goose hunted with one for three years on the Katy and Eagle Lake Prairie near Houston. I hunt with my dog, Jake, over rice patties. It has been dropped in the water numerous times. I frequently would lay it on a mud levy and it would be walked on by my muddy footed dog. It withstood being thrown into the bottom of a wet muddy bottomed boat and shaken vigorously riding a 4-wheeler during our four and a half month season. The standard cleaning method was to wash it out with a hose, spray it down inside and out with WD-40 and stand it muzzle down in a corner until next weekend’s use and abuse. It always worked flawlessly. It would receive a thorough and proper cleaning only at the end of the season. I continue to use it today. What more could you ask of your shotgun?

C. Mowbray

Logging a 10-year history of successes.

Mother/daughter team of Carmine and Kari Mowbray fly into Mexican Mountain, Utah in Carmine’s C-182.

ince the creation of the Recreational Aviation Foundation (RAF) ten yeas ago, the non-profit group has surpassed many benchmarks. Starting with conversation around a campfire in Montana’s backcountry, the group now numbers over 6000 supporters

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throughout the nation. Its progress has attracted pilots from several foreign countries as well. The RAF mission is “keeping the legacy of recreational aviation strong by preserving, maintaining and creating public use recreational and backcountry airstrips nationwide.” In

the previous issue of STOL Magazine, we described the RAF’s inception, goals and relevance to the STOL community. Here are more specific accomplishments. By recruiting energetic, dedicated individuals in each state, the RAF team has multiplied its efforts. These “state

Dedicated volunteer attempts to mow North Fox Island airfield before airlifted equipment arrives.

RAF crafted a Resolution, which became part of the Congressional Record in 2010: “The House of Representatives recognizes the value of recreational and backcountry airstrips located in the Nation’s public lands and commends aviators and the various private organizations that maintain these.” Momentum continued to build, and the RAF commissioned a legal review of each state’s recreational use statutes. For those states with no mention of aviation, the RAF launched a nation-wide campaign to insert noncommercial aviation to provide some liability protection for land owners.

The ultimate goal was to encourage increased public use of airfields. At this time, half the states include appropriate language, and the results have been gratifying, opening up airfields that had lain dormant for fear of exposure to liability loss. Invitations are increasing for events on these lands for activities like camping, fly-ins, pot-lucks and work parties, fulfilling another RAF goal. Taking this concept a step further, the RAF communicated with Morse Insurance Company of Orlando to draw up an aviation-specific policy to provide additional protection for landowners. It was unveiled at the RAF’s bi-annual leadership conference in April. Highlights of the policy are that both public and private ownership is addressed; the field need not be paved; it does not need to be registered with the FAA or the state; and there is no deductible. For more information see: http://www.morseagency.com/ aviation/. Nearly every weekend around the country, RAF volunteers are staffing trade displays, organizing work parties, hosting potato-bakes or meeting with state aeronautics officials or land managers from the U.S. Forest Service, Bureau of Land Management

Don Seelye

RAF Enters Second Decade

liaisons” create partnerships in their respective state with their aeronautics and pilots’ associations, and private and public land managers. President John McKenna recalled a conversation with a key contributor. “He said that ‘it may take a thousand of us to save a place so one can go.’ Now thousands of us are working on these special places, and they’re showing up on charts.” Early on, the team discovered that aviation was overlooked in lands management policy. Where other forms of recreation were specified, recreational aviation was missing. RAF co-founder Chuck Jarecki compiled the “Land Managers Guide” to inform land managers about the high standards required to operate GA aircraft, and the special skills required for backcountry flying. (An accompanying publication, “Advocates’ Guide” is available to those in a position of backcountry aviation advocacy, primarily on public lands.) RAF leadership shined their best shoes and packed suits and neckties and headed to our nation’s Capitol to meet policy-makers. They met with thenChief of the U. S. Forest Service Abigail Kimbell. In a proclamation to the Forest Service in July 2009, she stated: “Aviation has been part of our country’s heritage, both as a mode of transportation and as a means of access to remote and scenic areas for a wide variety of purposes. Backcountry airstrips are an appropriate use of National Forest System (NFS) lands. “Providing backcountry airstrips serves recreationists who care deeply about use and enjoyment of NFS lands, both now and in the future. Recreation aircraft and backcountry airstrips can be an integral part of a balanced and efficient transportation system. As Chief, I want line officers and resource planning staff to support use of recreational aircraft and backcountry airstrips . . .” The RAF delegation obtained a seat on the General Aviation Caucus. Through face time with Congressmen and senior aides – several of whom were already keen to aviation – the

RAF courtesy photo

Recreational Aviation Foundation | by Carmine mowbray

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Survival Tips | by Dennis “shooter” Smith Survival Sleeping Bags

Consider both survivability and comfort

C. Mowbray

and National Park Service for more ways to preserve or create recreational aviation destinations. “Leave no trace” type activity is encouraged, but that usually includes barbecues, where perfectly-cooked beef steak, sweet corn on the cob and delicious salads and desserts might be shared. Campers may capture the day’s sunshine for a solar shower, and guitars often show up at dusk. The RAF has staged wood cook-stove baking competitions, salmon-bakes and lobster boils, depending on location. The pilot shelter at Ryan Field was one of the first volunteer-built projects, and has anchored the annual DonorAppreciation fly-in each June since. At one of these gatherings, RAF’s Washington State Liaison handed out sandwich bags bulging with raw eggs and vegetables to drop in a pot of boiling water. They turned into the perfect omelet! Huckleberry pancakes the size of dinner plates appeared, and urns of coffee fragranced the area, thanks to a Honda generator humming

STOL technique at Ryan Field, Montana.

quietly behind the pilot shelter. There have been other tangible, long-lasting results, as well. When a simple plea went out to RAF supporters to chip in “a ten-spot for a tent-spot,” enough donations came in to complete a camping shelter at Escalante, Utah, including a barbecue. The RAF partnered with Utah Back Country Pilots and Shep-Rock Foundation matched individual donations. Volunteer Gordon Rock explained, “The shelter has ungalvanized corrugated roof and siding, so it will rust to a nice earth tone.” It has water, electric power and picnic tables. “This new site adds one of the finest flying-in camping destinations in the west,” said Wayne Loeber, RAF Utah Liaison. A recent project is the North Fox Island airfield, long ago closed due to Michigan state budget restraints. RAF Michigan Liaison Brad Frederick organized an airlift of mowing and field equipment, and the beautiful field is now accessible with a short flight over Lake Michigan. Visitors enjoy the uninhabited island, and once the plane taxis to a stop, only the lapping of fresh water on the beach can be heard. The RAF has established itself as a credible, non-confrontational voice for backcountry aviation. It brings

families the simpler joys of flying, where your STOL skills are more important than ATC protocols. Early on, AOPA recognized the value of the organization’s efforts, and we think that may be one reason friend and AOPA past president Craig Fuller is out flying the backcountry in a Husky, taking to heart an RAF tenet, “It’s Why You Learned to Fly.” Where has the RAF made an impact? Click here http://www.theraf. org/airport-map to see a map of the places we’ve worked on, and check it often to see ongoing progress. One may be close to you! There are many ways to support the RAF, including the purchase of a special brick beneath the brown arch at Oshkosh or surrounding one of the permanent RAF fire hubs. For details go to www.theraf.org or call 406-582-1723. Headquartered in Bozeman, Montana, the RAF is a non-profit 501 (c) 3 public charity. All donations are taxdeductible. Officers, directors, liaisons and committee persons are unpaid volunteers. See: www.theraf.org. u Carmine Mowbray writes from her home in Polson, MT. She enjoys flying the backcountry in her Cessna 182 with the Sportman STOL.

leeping bags are available in two major categories and several subclasses. Bags produced for short-term emergency warmth typically come in subcompact size. Others, suited for more long-term use, come in various full size models. A sleeping bag’s primary function is that of shelter and warmth. Hyperthermia, a condition whereby one has a serious potentially life threatening loss of core body temperature, can be reduced and/or prevented with the use of an appropriately rated sleeping bag. Hyperthermia can occur in many climate ranges including summer. Core body temperature can drop dangerously low when an individual is injured, in a cold environment, wet or after having been submerged in water for an extended period of time.

Sleeping bags such as the Blizzard Survival Bag (vacuum packed) is made primarily for emergency short-term use. The bag (they also make a vest) is packaged in a VCR tape-sized (remember those) container. The bag and vest are made with “reflexcell” technology that traps air, providing insulation that retains heat in a wind and waterproof shell. Their products are endorsed by the U.S. Army Center Directorate of Combat and Doctrine Development. Sleeping bags offer significantly more heat retention than reflective-type blankets since they fully enclose the body and trap heat. While easy-to-carry subcompact bags are great for immediate need during short-term periods, full-sized bags are best suited for longer term use and provide much greater warmth.

TEMPERATURE RATINGS Sleeping bags frequently come with a temperature rating. These ratings come with the use of vague descriptions such as “summer,” “fall,” “winter,” “freezing,” or even a specific numeric temperature. These ratings are based on survivability and not necessarily comfort. Numerical ratings are more specific and should be considered. While you may survive a winter night in Texas, that same “winter” classification may not provide sufficient warmth in an Alaskan winter. A list of survivability number ratings should be increased by at least 20 degrees for comfort. It is highly possible that you will survive a night in a -10 degree rated bag whereas a -30 degree bag will give you a significantly higher comfort level. continued on page 47

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Medical Tips | by Randle S. Corfman, PhD, MD Winter Flying Considerations

Randle S. Corfman

A warm hat and trash bags could save your life!

Brianne Corfman wears a good, wool stocking hat to keep her feet warm.

lying in winter can be a wonderful thing, from a number of perspectives. When I first moved to Minnesota I was advised to not let the cold weather intimidate me, but rather to embrace the good things that a cold environment offers. From a flying perspective, you can’t beat the performance of an aircraft when it is a crisp -10 degrees Fahrenheit. The density altitude calculation would put you lower than six feet under. This is a great thing for getting my Super Cub off the ground in record distance, but we must insure that it doesn’t put us six feet under from a, well, you know, mortality sense of the term. It is especially important to pay special attention to our preflight preparations, from a medical/survival point-of-view. Cody Lundin, in his excellent book entitled “98.6 Degrees: The Art

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of Keeping Your Ass Alive,” goes to great lengths to point out that maintaining body temperature is critical in a survival situation. From a medical standpoint, we worry about the effect that cold can have on our ability to maintain our core temperature. There are some very profoundly negative effects that can occur with hypothermia, not the least of which is frostbite. We will take a look at some things we can do to prepare for the emergency which might put us in harm’s way in a survival situation. A safe adventure in winter, in particular, starts with a good preflight briefing. The ability to predict and detect significant weather, in today’s world, is quite good. Prepare for the worst, hope for the best, and this applies not only to you, as the pilot-incommand, but also to your passen-

gers. I make certain that my passenger (my wife, Julie, is the usual suspect) is dressed for the occasion. While we may be flying someplace that is considerably warmer than Minnesota, we never assume we will get there without having to make an unexpected or forced landing. With this in mind, we try to be pretty much suited up in warm clothing, in layers, so that should we have to make an emergency landing we can stay warm until help comes. Staying warm is an important consideration, from a survival standpoint. We make certain that we carry two good quality sleeping bags with us, preferably filled with a product that retains its insulating properties when wet (Wiggy’s bags are awesome). Your engine cover would work well, too! Remember when your mom told you to put on a hat in order to keep your feet warm? There is a good physiological explanation for this! Nature knows that keeping our noggin (brain) warm and functioning is a good thing for survival of the species, and equipped us with thermal sensors on our scalp which provide feedback to our central nervous system which, in turn, controls the amount of blood flow which reaches our skin. Hence, if our head is cold, blood flow to our skin decreases, shunting blood to critical organs. If our head is warm, less blood flow goes to critical organs and more goes to our skin. Take home message: Pack a good, wool stocking hat for each of your passengers, as a deterrent to developing frostbite and cold injury. Cold injuries, of which frostbite is an extreme, are tough and are to be continued on page 52

Valdez Fly-In &

STOL Competition Valdez, Alaska

May 8,9,10, 2015 Short Take-Off and Landing Competition - Valdez Rules Aviation Exhibits and Booths, Food Vendors Fly Out Beach Party, Saturday Evening Banquet Awards Issued For Each Class For more information visit www.ValdezFlyIn.com w w w. S T O L A i r c r a f t M a g a z i n e . c o m

Asset Protection | by Scott “sky” Smith Risk Management

Avoiding risk, reducing risk, containing risk and transferring risk.

Protecting Your Airstrip From Legal Problems: Part 2

Recoup your asset with appropriate insurance.

ne question many people ask is “Why should I buy insurance?” Is it required? Well... no, most states don’t require aircraft insurance. There are a few states that require liability coverage and there are finance companies that require insurance coverage if you borrow their money, but unlike automobiles, there is not a nationwide mandate requiring anyone to buy aviation insurance. Although, there has been a growth in airports and municipalities that have requested proof of insurance if you want to base your aircraft at their airport. So in a way, yes, there are a few owners being told that they must have insurance. But typically that is for liability only and only if you want to be based at that airport. One way to think of insurance is in a negative light as a necessary evil. Another way is to think of it in a positive light as a savings account if or when

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you have an accident or incident. And another is to be technical about it and think of it as risk management. That’s probably the best way to think of insurance, a means of managing financial risk. There are professional risk managers that can evaluate your risk exposure and make recommendations for your particular situation a lot better than I can in a short article. But what I can do is provide a few basic concepts about risk management. But never pass up professional help from a risk manager if you can get it. Managing risk can be summarized by four different actions: Avoiding risk, Reducing risk, Containing risk and Transferring risk. To many people, the first thing they think about is avoiding the risk altogether. One of my favorite lines is “flying is not inherently dangerous, crashing is!” So what we do as pilots (flying) is not a high risk venture until

we crash, right!? Seriously, if you are going to own an aircraft and fly, there is a risk associated with that activity. And the risk doesn’t stop with the aircraft value. I have had a number of people say they aren’t concerned about the loss of the aircraft. They just avoid any high-risk flying. They don’t fly at night. They don’t fly in high winds. And my favorite one: they have lots of hours and they know how to handle the aircraft. These are all great excuses until that one unexpected experience. It might be a time when the brakes fail or the landing gear pump quits or the main tire blows out. Then you find out how good a pilot you really are. Even though you as the pilot tried to avoid the risk, the aircraft didn’t. An airplane is a mechanical device that has wear and tear and the potential for failure. Because of that, it is very difficult to avoid the risk unless you don’t fly at all! continued on page 54

By Scott “Sky” Smith irst I need to respond to a few comments from the last issue. Thanks for asking the question and making the comments. As I said before, these are just my opinions and observations from years of being in the aviation industry. I neglected to mention anything about the Recreational Use Statutes (RUS). I was looking at airport landing strips from an insurance perspective. But I was reminded that with Recreational Use Statutes there is potentially limited liability to airport or land owners. One of the best places to read about the Recreational Use Statutes is the Recreational Aviation Foundation’s website at http://recreationalaviationfoundation.org/. Another place I found helpful was the University of Vermont’s equine law site at https://asci.uvm.edu/equine/law/recreate/recreate.htm. They are not targeting recreational aviation but they do provide links to all the states. I also wanted to reprint a few items from a couple of states (Iowa and Minnesota). Since I am in Iowa, of course I have the Iowa information. It is important to know when you as the landowner would be responsible and at risk outside the Recreational Use Statutes protection. Iowa’s Recreational Use Statute: *Section 461C.6 When liability lies against owner Nothing in this chapter limits in any way any liability which otherwise exists: 1. For willful or malicious failure to guard or warn against a dangerous condition, use, structure, or activity. 2. For injury suffered in any case where the owner of land charges the person or persons who enter or go on the land for the recreational use thereof, except that in the case of land or any interest or right therein, leased or transferred to, or the subject of any agreement with, the United States or any agency thereof or the state or any agency thereof or subdivision thereof, any consideration received

by the holder for such lease, interest, right or agreement, shall not be deemed a charge within the meaning of this section. Minnesota (and most of the other states I looked at) was basically the same except Minnesota added a few comments about making sure your landing strip or airport is appropriately registered. **“While this statute addresses liability it does not relieve the airport owner from the requirement to have an airport license appropriate to the uses allowed at the airport. The landing area may be an unlicensed landing area in which case the use must cease within 30 days. If the airport is a personal‐use airport it is only intended for the personal use of the property owner. If the owner gives permission for others to utilize the airport then the airport must be licensed for private or public use and meet the stricter safety requirements associated with those licenses.” USLegal.com had an interesting comment also. ***“Additionally, it is the common-law duty of an owner of land to use ordinary care to avoid or prevent injury to licensees and to refrain from willfully or wantonly injuring them. A landowner has a common-law duty to protect licensees from injury on account of nuisances created or maintained on the land. This is true even where the dangerous condition involves a defect; a threatening or impending danger to the public; and a private nuisance, to the property rights or health of persons sustaining particular relations to the same[v]. The recreational user statute codifies tort principles recognized at common law relative to the duties owed by owners and occupiers of land to those who are gratuitously upon the land. The act does not expand or restrict the common-law duty owed to such licensees[vi]. u w w w. S T O L A i r c r a f t M a g a z i n e . c o m

MAULE

The Maule Family has been quietly building high quality STOL type aircraft products since 1941. 22

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The Maule F amily. In fro nt: Ray Mau Paola Maule le, second ro , Rautgunde w left to righ M aule, Ty Wil Wilkes, Kit W t: kes, third ro ilkes, Brent M w: Michelle aule, and Su w w w. S T O L A i r c r a f t M a g a z i n e . c o m san Maule.

After his Army tour of duty, he married and moved to Pennsylvania in the area between Lock Haven (Piper Aircraft) and Williamsport (Lycoming). He worked for Lycoming and in 1939 designed and built a low cost mechanical aircraft starter. In 1941, now living in Michigan, B.D. started the BD Maule Company to build aircraft tailwheels of his own design and name. In 1946, he and his wife, June, purchased a farm previously used as a dog race track by Al Capone. They converted the dog track to an airport that rapidly flourished in the postwar aviation boom. B.D. designed a fabric tester in the 50’s that still bears his name. The tool, designed to test fabric on an aircraft for FAA minimum strength requirements,

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does so without punching a hole in the fabric. It can also be used to test struts of inside rust as required by the FAA on all Piper aircraft with struts.

Certification for the aircraft was granted in 1961 and the first production type, the M-4, was delivered in April of 1962. Maule moved to their current home at Spence Air Base in Moultrie, Georgia in 1968. The field is perfect for their needs with the main 4500 foot runway on the far side of the airport. Maule has its own grass and seaplane runways located just outside of their multiple hangar 160,000+ square foot facility. Maule aircraft are unique four place tube and fabric designs. The large four-place design allows for much more room than convention two-place tube and fabric designs. The roomy airframe is popular with Bush pilots due to their four-person capacity, short takeoff and landing capability, low stall speed, large tundra tires, and impact absorbing oleo strut landing gear. The airframe is available in tailwheel, tricycle gear, and amphibious configurations. The Maule M-5 was featured in “The Cannonball Run,” a Burt Reynolds movie. The Maule performs hair Left: Judging a take-off at the Maule Homecoming competition. Below: Russell Armstrong of Texas makes camp.

Brent Maule

aule originator, B.D. Maule built his first airplane, a single seat midwing monoplane powered by a Henderson 27 H.D. motorcycle engine known as the M-1 while assigned to the Army 19th Airship (dirigible) Company at Langley Field, Virginia. He was 19 years old and the year was 1930.

Maule M9-235.

raising feats of landing and takeoff from a small town street among trees, buildings, and under power lines. An amphibious Maule was crashed into a tower on an oil tanker in “Speed 2: Cruise Control” and an amphibious Maule was seen in Danny Glover’s “Gone Fishing.” You can use a Maule M-7 as a default aircraft when using Microsoft Flight Simulator X. Their current aircraft production includes the MX-7, MXT-7 series, a 4+1 seat 180 HP tube and fabric aircraft. The MX-7 series is available in a Oleo strut gear taildragger, (MX-7 B) aluminum spring gear taildragger (MX-7C), and a nosewheel version (MXT-7). Its max gross weight is 2500 lbs. Their MT, MT-7 series is a 4+1 high performance STOL aircraft in taildragger or nosewheel version, powered by either a 0-540-B4B5 235 HP carbureted Lycoming or 10-540-V4A5 Fuel injected 260 HP Lycoming. The MT series offers a gross weight of 2500 lbs. Maule Air Inc. also offers a M9 series. This aircraft is a 4+1 seat tall-

dragger with a huge gross weight of 2800 pounds. It is offered in a 235 HP carbureted, 235 HP fuel injected and a 260 HP fuel injected versions. It lands on extremely ragged spring aluminum gear with gun-drilled internal brake

Brian Horn is cooking the banquet BBQ.

lines and will cruise at 158 to 162 MPH. Maule Air Inc. holds an annual Homecoming Fly-In at Spence Air Field in Moultrie, Georgia. The next scheduled event is September 25-27, 2015. The 2014 Event was well attended. Maule President, Brent Maule, gave a tour of their massive construction fa-

cility. All aspects of the Maule production including frame and wing jigs, fabric covering, the paint shop, and avionics installation were seen. During the event, Darren Tilman of Power Flow Systems, Inc. and Sean Andrew and Kim Winner of Continental Motors pun on very informative presentations about their products. A short takeoff and landing event was held with the over 260 HP class being won by Russell Armstrong of Commerce Texas with a takeoff of 294 feet and landing of 299 feet. The flower bombing was won by Dick and Marge Wydra. A delicious Bar-B-Q dinner was served including beans, cole slaw, potato salad, grilled corn, and grilled chicken at the Saturday night on field banquet with the whole Maule Family in attendance. A wonderful presentation was made of the history of Maule and the Maule Family. For more information about Maule’s rugged line of high performance four-place aircraft visit www. mauleaircinc.com. u w w w. S T O L A i r c r a f t M a g a z i n e . c o m

NEED HI RES BIGGER

A Maule 7 owned by Backcountry Aviation landing on a river bank. Photo by Backcountry Aviation.

pa rt t w o : S e l e c t i o n a n d P U r c h a s e

So You WANT to Build A

STOL

AIRCRAFT

n the fall issue, I addressed the need vs. want aspect of building and owning a STOL aircraft. The want issue was defined. I will now proceed with the selection of what I want. I have been researching my project selection for over a year. Due to all the great aircraft available, it has been a difficult choice. The final decision has come down to my primary mission necessity. In consideration of a STOL aircraft, I want and need maximum performance. I strongly believe that maximum performance is what STOL is truly about. When Piper aircraft ceased production of the Super Cub in 1994, the eventual expiration of their patent on the aircraft opened the door for virtually anyone to produce their own Super Cub parts or aircraft. Several companies took the certified path and made their own version of the plane such as Carbon Cub and Husky. Many others like Daytona, Dakota, Javron, & Smith produced an experimental version. Most of these experimental versions, as in the certified aircraft, are virtual duplicates of the original airframe. The original Super Cub was and still is an excellent STOL performer considering its 1940’s design. Today’s technology has produced lighter materials, performance-based landing gear, tires, avionics, and engine power enhancements that all contribute to a lighter, stronger, and more powerful STOL aircraft. During my year plus of research, I chose all the modifications I felt would best serve my goals. These include in no particular order: removable rear seat cross member, extended fuselage, extended baggage/sleep compartment, in-

PHOTO CREDIT 28

by Dennis Smith

My Wish List

• removable rear seat • cross member • extended fuselage • extended baggage/sleep com partment • inverted dog leg support •front seat belts attached to fuselage • heavy duty front gear fitt ings • extended landing gear • 1½” axels • tail hand holds placed on the upper longeron • metal formers instead of wood or aluminum • wide body • raised cockpit ceiling • top cabin brace • ¾” lower longeron tubing • tail bracing box • shoulder harness attach points • reinforced baggage floor • heavy duty float and water rudder fittings • large baggage door

Bob Lutz, Backcountry Super Cubs manager checks the integrity and alignment of a wing assembly. Q 1 2 0 1 5 | S T O L A i r c r a f t M a g a z i ne

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NO RUNWAY REQUIRED

Front row from left to right - Jane Bryson, Bruce Reed, Jason Sanchez and Joe Trujillo. Back row from left to right - Chuck Perkins, Tom Nichols, Bob Lutz, Jonathan Meyer and Nik Oban.

verted dog leg support, front seat belts attached to fuselage, heavy duty front gear fittings, extended landing gear, 1½” axles, tail hand holds placed on the upper longeron, metal formers instead of wood or aluminum, wide body, raised cockpit ceiling, top cabin brace, ¾” lower longeron tubing, tail bracing box, shoulder harness attach points, reinforced baggage floor, heavy duty float and water rudder fittings, ELT antenna and ELT attachment tabs in the rear fuselage, large baggage door, brake fitting tabs, full metal belly, and pod tabs, headset hooks, removable lift eyes, mount for electric trim, auto pilot attachment fittings, two-part cub-style right side door, left side window/no door, thrustline modification, extended wing chord, extended chord flaps and ailerons, extended chord rudder and elevator, tail post and rudder drilled and bushing for tail light wire, square wing tips and slats. After questioning numerous experimental kit manufacturers, only two were considered. One stated they would do some of the modifications. The remainder would have to be made during my construction process. Backcountry Super Cubs of Douglas, Wyoming included over 90% of those performance mods in their aircraft kit. Those that were not included were happily added to the list. Backcountry Super Cubs is my logical performance-based decision. The company originated as Smith Aviation (no relation) in 1998, producing kits outside of London, Ontario. In late 1999, Smith Aviation began subcontracting their wing pro30

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duction to Wayne & Shawn Axelson of Southwold, Ontario. In January 2006, Smith Aviation was sold and their name was changed to Turbine Cubs of Wyoming, LLC and moved to Wyoming. After producing over 100 kits, Turbine Cubs was not able to procure a sufficient supply of turbine engines from its supplier to fill its customers’ needs. In 2009, the company reorganized and became Backcountry Super Cubs, LLC. The new name was chosen as it best described their product. In 2008, a relationship was established with Wayne Mackey of Miles City, Montana. Wayne brought with him over 25 years of Super Cub flying and experience. His personal aircraft design, the (StolQuest) SQ-2, was the predecessor of Backcountry’s Super Cub. The SQ-2 is an aircraft with a larger entrance door, more room for the pilot and passenger, larger open access baggage area, better visibility and a stronger airframe. The aircraft comes with a leading edge self-castering slat and extended wing chord that creates a wing that does not experience classic stall or spin characteristics providing much safer low speed maneuvering. Wayne left the company about 2011 to continue his StolQuest line of aircraft. Backcountry Cubs incorporates and has pioneered extensive use of CNC machining in its current aircraft. These computerized machines are making the parts consistently more precise, correcting a problem with earlier Smith parts. In 2003, Smith Aviation commissioned a company to

AD or pic. WWW.SUPERCUB.COM 1162 PROSPERITY PARKWAY DOUGLAS, WY 82633-9161 800-862-1276

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build a special CNC machine to cut 4130 tubing. This process allows for exact fitting of all frame and accessory tubing. All frame parts are jig formed and MIG welded by the Backcountry factory. All wing parts except nuts and bolts are made in house by Backcountry. Spars are extruded from 6061-T6 aluminum (0.011 thicker web than the original Piper spars). Rib profiles of an offset “L” allows for use of pop rivets or stitching to attach fabric. Every part of their wing is CNC cut and bolted together with certified AN hardware. Spar doublers are added for extra strength. Gross ratings of 2400 are available. Wings are extended by eliminating the standard bow and adding full ribs to the wing’s edge. The wing tip is finished with a fiberglass tip. Ailerons are extended 14 inches and flaps 12 inches in length. Aileron hinges are increased from three to four and flaps from two to three, significantly increasing strength. The original Super Cub flap was driven from the inboard hinge. The Backcountry extended flap is driven from the middle to eliminate stress and flex. Wing bracing is provided by drag and anti-drag compression tubes instead of wire bracing as used in original Super Cubs, eliminating stretch and increasing strength. The wing is stronger than several competitors. Standard fuel is 48 gallons (24 each side). Optional 10 or 17 gallon tanks (each side) provides for a substantial 68 or 82 gallons. Fiberglass and carbon fiber parts, including the cowling,

are formed in Backcountry’s glass shop. The current cowling provides a lower tunnel for exhaust gas systems and eliminates the previous cowl’s prominent chin. Backcountry’s majority owner Bruce Reed has made several personnel changes in the last year to enhance research and development, increase aircraft safety, strength, performance, parts consistency, production, delivery speed, and improve customer satisfaction and support. I personally visited the Backcountry factory in Douglas, Wyoming during my selection process. I had previously met with Bruce Reed at the Llano STOL Round-Up in Texas and again at Oshkosh. I spent four days at the factory reviewing all aspects of production and speaking with each staff member prior to making my decision to place an order with them. I am extremely pleased with my decision and have had no second thoughts after placing the order. I am looking forward to delivery of my new Super Cub in approximately two months. Backcountry is working on a LSA version of their Super Cub that will be available in the near future. For those of you that need more room, a four place aircraft is also available. Additional information on all of Backcountry’s aircraft, specifications, and pricing can be acquired on their website at www.supercub.com. Follow along with me over the next several months as I receive, construct, license, and fly this fantastic performance aircraft. u

Detour Ahead | by Dennis “shooter” Smith

Piper Aviation Museum Lock Haven, Pennsylvania

The museum includes a memorial to Bill Piper and his Apache aircraft.

CNC parts fabricating equiment. 32

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Jason Sanchez and Jonathan Meyer are fabricating fiberglass cowling parts.

rom Timbuktu to the grassy pampas of South America to rural America, Piper aircraft can be seen in almost every small airport in the world. After all, it was William T. Piper, also known as the Henry Ford of aviation, who made airplanes accessible to the average citizen dreaming to be aviators. Quite appropriately, his efforts are memorialized at the Piper Aviation Museum in Lock Haven, Pennsylvania at the former Piper Engineering Building in the old Piper factory complex. The museum houses many treasures of the past. Gladys Browne may meet you at the door with a warm smile and friendly greeting. From the downstairs foyer,

you can climb the stairs or take the elevator to the main portion of the museum. The walls of the upstairs entry are decorated with memorial bricks that you can purchase from the museum gift shop. Tours are available of the museum. Mine was conducted by museum volunteer Ira Masemore. All of Mr. Piper’s aircraft are represented in the large two story facility. Upstairs houses photos and memorabilia of the years of Piper production in Lock Haven. The downstairs rear portion of the building contains several static displays of Piper aircraft hanging from the ceiling and on the floor. During the annual Sentimental Journey FlyIn, lectures are held in a downstairs

conference room. The museum is a nonprofit organization dedicated to preserving the history of Mr. Piper and the Piper Aircraft Company. Aviation buffs can inspect many of his aircraft on-site and peruse the archives of the company that made flying fun and approachable. Convenient for pilots, the museum offers a website, www.pipermuseum.com which presents personal stories and ongoing projects and experiences with Piper aircraft. In the spirit of keeping aviation alive among the masses, the museum also provides a young aviator’s summer camp for kids! Pilots also enjoy continued on page 53

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A stunning fjord off of the west coast of Baffin Island as bush pilot Paul Claus and geologist Kurt Stuwe fly to to Greenland in a Cessna 180. Photo by Paul Claus.

Let’s Go to Greenland By Jack McLaughlin

Sohrab Gollogly

S Alaskan bush pilot Paul Claus (left) and world-renowned geologist Kurt Stuwe at a Greenland weather station founded in part by the famed explorer they were researching, Alfred Wegener. 34

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ome guys agree to a hockey game, others plan hunting trips together, or poker nights. But, when Kurt Stuwe (pronounced “Stu-vay”), a world-renowned geologist, and Paul Claus, an equally esteemed bush pilot, became friends, they planned a journey from Alaska to Northeastern Greenland by bush plane. The plan included flying a whopping 4,500 miles, an unprecedented feat in the world of bush flying.

In 1989, Stuwe and Claus met at the base camp of Mount Everest. Their meeting sparked an unlikely friendship, one between a professor at the University of Graz in Austria and an Alaskan bush pilot. The two were drawn together by their shared love of exploring, wilderness, and adventure. Stuwe originally ventured into geology because of his love for the mountains, and worked as a climbing guide in Alaska for two years. Claus is a skilled bush pilot, and together with his family owns and runs Ultima Thule, a famous adventure lodge nestled in the Wrangell Mountains. Stuwe might not have known the first thing about flying, or Claus the first thing about geology, but they were united in one principle: love of extreme adventure. Claus was looking for a new challenge that would test the finely-tuned skills he had built up in Alaska. The idea to fly from Alaska to Greenland by bush plane spawned out of their newly minted friendship. They were drawn to Greenland for its vastness and they both considered it one of the most unexplored places in the Northern Hemisphere. Claus and his Alaska-modified bush plane would be the keys to unlocking its secrets. But how to get

the bush plane to Greenland? Well, fly it, of course. “We wanted to be able to explore. We wanted to basically do what I do [in Alaska], which is fly around and land wherever I want,” Claus said. But, because they had neither the time nor the money to pull it off at the time, their expedition to Greenland remained nothing but a dream. Claus would visit Stuwe in Austria, and Stuwe would visit Claus at Ultima Thule. Sometimes, Stuwe traveled to Alaska to do research, and other times, he came to just go backcountry skiing or paragliding with Claus. The two continued for years to root around for a way to pull the Greenland trip off when in 2012, Stuwe had an epiphany, a realization that might just turn their wild idea into reality. Stuwe found out that it was the 100th anniversary of Alfred Wegener’s theory of continental drift. The long deceased meteorologist conducted much of his research in Greenland, so Stuwe decided that their trip should be commemorative of Alfred Wegener, and that they should retrace the steps of his expedition. Claus readily agreed. So, Stuwe walked into the headquarters of the Austrian Science Foundation and posed a question, “Is anyone doing anything in w w w. S T O L A i r c r a f t M a g a z i n e . c o m

Tons of old equipment litter an abandoned WWII airstrip in Greenland. Photo by Paul Claus.

honor of this anniversary?” The answer was “no,” so Stuwe proposed his and Claus’s idea. Claus and Stuwe could not wait to find out if they would receive a grant. Just a few days later, Stuwe got the call. The Austrian Science Foundation was giving them a grant of $100,000, and they were free to use it to explore Greenland however they liked. Alfred Wegener and Kurt Stuwe share a lot in common. Both geologists were professors at the University of Graz. Both thirsted for adventure. Wegener was an explorer, always venturing out into the field to do research, no matter how dangerous that might have been. In 1906, Wegener set a record for the longest uninterrupted air balloon flight, and in 1912, he completed the longest crossing of the ice cap ever made on foot. Wegener had been drawn to remote and unexplored Greenland just like Stuwe and Claus. Now with some money in their pockets, Stuwe and Claus began plan36

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“There’s an old saying: ‘Flying is hours and hours of boredom, interrupted by moments of pure terror,’ this was actually hours and hours of sheer terror interrupted by moments of boredom,” Claus said of the flight. ning for the “Alfred Wegener Expedition.” Their first order of business was to choose what type of plane to fly, a job which was left to Claus. He decided that they would take a Cessna 180. A “180” is a four-seat, one-engine plane which cruises at about 120 mph. Production of the plane ceased in 1981, but they are still widely used in the

world of bush flying. The true selling point of the Cessna 180, however, was its ability to burn car gas. Paul bought one originally built in 1951 specifically for the expedition, and had it painted and modified for the trip. Upon hearing of the Alfred Wegener Expedition, Claus’s friends, famous Alaskan artists John and Jona Van Zyle, told Claus that along the way, the two men should meet their friend, Bern Will Brown. He was a famous bush pilot, priest, and dog musher, who established a settlement on Colville Lake, in the Northwest Territories, by gathering local inhabitants from the area who were struggling to survive. Although Brown’s home was not on their course, Claus was intrigued by his story, and promised to stop by if he could. Jona Van Zyle also gave Claus a book: Frozen In Time by Mitchell Zuckoff, a book which recounts the military plane crashes in Greenland during World War II, as well as describes the modern-day effort to re-

cover a crashed Grumman J2F Duck. Grumman Ducks were amphibious planes in use by the military from the mid-1930s to 1945. For Claus, it was not exactly a page-turner, and he set it down shortly after starting it. “I started reading [Frozen in Time] and it right away had too many airplane crashes in it for someone who is just about to take off for Greenland,” Claus said. On June 25th, 2014, Stuwe and Claus set out for Greenland, excited for the adventure of a lifetime. A few days in, they were forced to land because of a storm. Whilst trying to find a landing spot, Claus realized that Colville Lake, the home of Bern Will Brown, was nearby. The town had a population of less than 200, and visitors were not common. Claus landed to the amazement of the inhabitants who readily volunteered to drive the two to Brown’s house. The fellow adventurers talked for hours comparing their lives, loves and experiences. Brown was fascinated

with the Alfred Wegener Expedition, and likewise, Claus and Stuwe were enthralled by Brown’s story. “He was sharp as a tack, even though he was in his mid-90s,” Claus said of Brown. Sadly, Brown died five days after meeting Stuwe and Claus. Stuwe and Claus continued moving east toward Greenland, running the Cessna 180 on car gas when there was no aviation fuel to be found. After about a week of flying they finally reached Clyde River, the point from which they would be crossing over 350 miles of open water from Canada to Greenland. This was the main crux of their journey to Greenland, they would have nowhere to land if weather or equipment misbehaved. “There’s an old saying: ‘Flying is hours and hours of boredom, interrupted by moments of pure terror,’ this was actually hours and hours of sheer terror interrupted by moments of boredom,” Claus said of the flight. Claus credited “automatic rough” for this terror. “Automatic

rough” is pilot jargon for the paranoia which accompanies open water flying. Pilots think they hear oddities in the engine noises, or smell something irregular, even when the engine is, in reality, running perfectly. However, instead of enthralled locals, Greenland greeted them with a $1,500 fine for landing twenty minutes outside of the airport’s operation hours. Much to their shock, they also had to pay fines to refuel and to store their plane at the airport. They were also informed that while flying they would have to provide position and endurance reports via satellite phone every thirty minutes. Claus was frosted. During their stay at Illulissat, the second largest city in Greenland, Claus spotted a boat docked in the harbor with “Juneau, Alaska” painted on the side. It turned out, the owner of the boat was a fellow Alaskan adventurer. She had been living on it since 1991, traveling around the world. “Of course my first question to her was, ‘When w w w. S T O L A i r c r a f t M a g a z i n e . c o m

you came into the harbor, did you have to pay a fine?’” Claus said. Apparently, she didn’t. Next, they flew from the west coast to the east coast of Greenland, landing at Kalusuk, one of the two public airports on the eastern side of Greenland. Twenty minutes after landing, they spotted a U.S. Coast Guard C-130 Hercules land. In another example of a small world, they found out that the Coast Guard was there on the same mission highlighted in Frozen In Time: to recover the vanished Grumman Duck. It was almost too cool to be true. They then planned on flying north, to where they would base their explorations, but bad weather halted progress. Claus and Stuwe decided to fly thirty miles to an abandoned airport from World War II called Blue East 2, one which a pilot suggested to them as a landing spot. During World War II, airports like these were set up on the east and west coasts of Greenland as enemy early warning sites. The airport 38

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was a wasteland of WWII-era military equipment, including trucks, cars, and hangars, as well as over 20,000 empty fifty-five gallon fuel drums. Claus could only imagine the lives of the pilots who landed at this airport. They were pilots with a low amount of experience, flying in planes with far less sophisticated equipment than he had. “They were flying by a wing and a prayer,” Claus said. After three days of waiting out the weather, they finally headed north. However, upon nearing their destination, the Constable Point Airport, Claus realized that they would be landing at a time when the airport was closed. To avoid more fines, Claus decided to land on a nearby gravel bar. Although this was an annoyance, Claus and Stuwe probably felt more at home here than at an airport. When they finally did reach Constable Point, they were again barraged with fines and fees, even though they landed within the hours of operation.

It quickly became evident that Constable Point could not be their base, even though all of their pre-bought fuel was there. Claus and Stuwe had to look for other options. They consulted the other pilots at the airport, and they told Stuwe and Claus that they should try a place called China Camp. China Camp was an abandoned mining exploration camp, but in contrast to Blue East 2, it was abandoned just two years ago. Claus began to shuttle most of their fuel to China Camp. Once settled at their new base, Claus and Stuwe were free to live out their dream: to explore the east coast of Greenland. One of their first planned stops was Zackenburg Research Station, an ecosystem monitoring center, only accessible by plane and located in the mountains of Greenland. They already had permission to land here, and the only requirement for their landing was that they call the research station a day in advance. So, they did, but for some

Kurt Stuwe

The little Cessna 180 that could… flown 4,500 miles from Alaska to Greenland in an unprecedented trip by Paul Claus and Kurt Stuwe. Paul is seen here eating at “aChina Camp,” an abandoned Chinese mining exploration that served as their base in Greenland.

reason, they were denied access. It was on their course anyway, so they ended up flying over Zackenburg. While doing so, Stuwe got an idea. “Why don’t why buzz them?” he told Claus. As Claus neared the research center, he heard a voice on the radio. “Red airplane, what are your intentions?” the voice said. Claus responded that he was flying by. Then the voice, a man presumably manning Zackenburg’s flight service station, told Claus that he was flying too low to the ground and ordered Claus to fly at least 300 feet AGL (above ground level). Claus and Stuwe were astounded. First of all, the little Cessna 180 had never even gotten close to Zackenburg, and second: they had traveled all the way from Alaska, and the researchers at the center wouldn’t even invite them in for a cup of coffee. A few days later, their next destination was Danmarkshavn, a weather monitoring station which was founded, in part, by Alfred Wegener. Their mission was to find a nearby hut that Wegener once used for research. This time, they were granted permission to land. There were only seven people living there, and it had been over a month since they had received a visitor. As a result, Claus and Stuwe assumed that the inhabitants of Danmarkshavn would be thrilled to meet new people, much less explorers who had come from Alaska. But apparently not. After landing, just one man came out to greet them. Claus asked the man when the last private plane had landed there, and was subsequently told that it was four years ago. Oh, and that the plane had crash landed. They also asked the man if he knew where Alfred Wegener’s hut was. “I don’t know anything about a hut,” the man responded. After a little bit of searching, Claus and Stuwe managed to find the hut, which was only a ten minute walk from the runway. The people at Danmarkshavn had never even heard of this hut, an invaluable piece of history. How could it be possible? Did the researchers there even realize how many significant scientific

discoveries had been made in Greenland? Claus and Stuwe expected to find people similar to Alfred Wegener. Instead, they found complacent scientific researchers, seemingly uninterested, or at least somewhat imune to the stunning wilderness of Greenland. Nonetheless, Claus and Stuwe continued to enjoy their adventure in

Claus asked the man when the last private plane had landed there, and was subsequently told that it was four years ago. Oh, and that the plane had crash landed. Greenland, absorbing the history and scenery of every location they visited. “We wanted to see what Alfred Wegener saw in a way that he didn’t get to, because we were in an airplane and he was on a ship,” Paul said. During the rest of their exploration, they found another hut used by Alfred Wegener, one which Claus and Stuwe doubted had been visited since Wegener had worked there. Also among their findings were the remains of a dead horse and a horse-drawn wagon, both of

which were shipped to Greenland for Wegener’s expedition. Due to their busy schedules, when their explorations came to an end, Claus and Stuwe decided to fly on commercial flights back home, storing the Cessna 180 at a hangar in Iceland. Like any adventure, Claus and Stuwe’s trip was not perfect. They hit a few roadblocks, and had to pay a fair amount of money in fees. After their experience at the research centers, Claus and Stuwe wondered if those firmly ensconced in Greenland’s beautiful wilderness took it for granted or maybe grew weary with the monotony of its harsh beauty. Whatever the case, the two friends were thrilled to experience the frozen beauty of the stark landscape, and commemorate the accomplishments of an important historical figure. If anything, their trip’s shortcomings made them appreciate what they had. “For me the best thing about an expedition to a far off land is realizing how good I have it right here at home,” Claus said. u Jack McLaughlin is a 16-year-old high school student at the Groton School in Massachusetts, but spends all his spare time back in Alaska where he’s interested in writing, graphic design and exploring the wilderness. His story was first published in 61 Degrees North by the Alaska Dispatch News

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Haul Road Hunt Success, Failure, or Something in Between

Written and Photographed by Denny Serie

Part one: Dancing with the sisters!

unting in Alaska is just another good reason to fly around this wonderful state. This fall, the basic plan was to send the Suburban and trailer ahead of us to Fairbanks and have the planes follow the next morning. All of us would meet on the other side of the Brooks Range, into the Arctic. The Suburban and trailer left right on time but things went downhill from there. The route for the planes went through two major mountain ranges to the Haul Road above the Arctic Circle. The first pass through the Denali Range was predicted to have wind gusts up to 40 knots in the afternoon. Predictions for thunderstorms between the Denali Range and the Brooks Range in the afternoon did not sound good, so the plan was for the slow planes to leave at daybreak. We awoke to a potluck of bad weather filling the valley between the Denali and Talkeetna ranges. The narrow temperature-dew point spread beckoned what I like to call the “three sisters” of moisture – rain, fog and layered clouds. Sure enough, the sisters soon began their slow dangerous waltz across the valley. In the meantime, my 160hp Super Cub was fully packed, including loaded rifle in the gun boot strapped to the left strut. The 170 driver decided he would wait to see if the ladies would sit down for an intermission, so he resolved to leave with the 185 driver two hours later. Having been through Denali passes with the wind tossing my cub around like a leaf, I chose to waltz with the sisters - dodging their fog, rain, and clouds with every step. As it were, the ladies were moving slow, and without another plane to worry about, the cub could stay clear of their bothersome “petticoats” – layers of heavy rain and ground fog. Another consideration: the tide was due to come in in a few hours and our runway in sight of the inlet might just be in a fog bank! The first hour was pretty much as expected. Sim-

Note from the editor: STOL Aircraft Magazine will be following pilot Denny Serie on his hunting and flying adventures to the Arctic Circle in this three-part series. Serie hopes to give readers insight into both the exhilaration and the pitfalls of Alaska flying - the STOL way! 40

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ple course and altitude corrections kept me clear of the heavy rain and fog. Once past Talkeetna, the valley narrows for 50 miles, making the dance floor crowded. No way to avoid the sisters there. Like the pall of smoke from the dance saloons of old, clouds hung across the valley. I chose to follow the river due to the large number of “landable” sandbars and the fact that “Sister Fog” chose to set herself directly over the road, making that route impassable! I slowed the cub by pulling one notch of flaps and easing back on the throttle. It gave me more time to contemplate my next move. I really wanted to push throttle to the firewall and just get through the valley, but I have a wonderful collection of mentors who stressed the need to slow the plane down and THINK! So, I followed the river along its curving route. I saw it was somewhat clearer to the left but going left also led to the outflow of one of Denali’s many glaciers. I was worried that the cold air running down the glacier would only encourage the fog to gather there. However, it did not take long for the next dance partner to arrive over the river. This is where having a slow flying aircraft like the Super Cub shines. I slowed and started doing circles over the river at the foot of the cloud bank in front of me… her petticoats went to the ground so there was no way under it. I started to gain some altitude and was beginning to think breakfast at the Talkeetna roadhouse was looking really good at the moment. However, on the third time around, the east base of the Talkeetna range came into view! Those wretched sisters had moved to the middle of the valley, leaving the east valley wall open for me to make my way off the dance floor to Summit runway, 10 miles from Windy Pass. I landed there to stretch and call my wife (the trip coordinator), and pass on weather reports for the planes that would be following. Due to the early hour and luck, Windy Pass was a non-event with a nice 15-knot tailwind but minimal turbulence (much to my relief). Off to my left was a rainbow as the sun broke through, one of many on the trip. I had fuel in the back and decided to stop at Nenana to top off the tanks for the two-hour run to Coldfoot. Much to my surprise they had a new credit card capable-fuel site at w w w. S T O L A i r c r a f t M a g a z i n e . c o m

Nenana. This is a huge benefit for anyone trying to fly the north side of the Denali range. Fairbanks has fuel but it is a long haul from the pass in a cub. Topped off, I headed direct to Dead Horse with the plan of intersecting the Haul Road and following it to Coldfoot, perhaps spotting the “Burb” on the road. I had to cross close to Sawtooth Mountain, so I climbed to 4,000 feet and enjoyed a 10-knot tailwind. As I crossed the hilltops, I spotted the Elliott Highway to Manley Hot Springs. This road will be extended to Tanana and maybe to Nome one day. Meanwhile, bigger clouds were building over the Yukon River valley with lower wispy clouds in the valleys extending out from the hills. It did not take too long to realize I had found all my old dance partners, and they were huddled around the Yukon River Bridge like it was the only punch bowl at the party! To the west, the sun beckoned with warm yellow rays piercing through the clouds. But my path was once again north to the dance floor. Like before, I pulled flaps and kept the ground in sight, following the GPS map. There are some smaller hills in this area and while I don’t mind flying low, I elected to stay above the broken clouds until I had the road in sight. This would allow me to easily return the way I came if needed, or, allow me a good landing site once I had the road in view. Once I spotted the thin brown line in the lush green landscape, I spiraled down and started following the road north! The pipeline that carries North Slope oil across the state is one long silver snake that winds its way for 800 miles, occasionally diving under the ground where the permafrost permits. There is very little traffic, and most of that is big, tractor trailer rigs; after 30 minutes of following the road, the Suburban and trailer came into view. I dropped down off the left side of the road for a while so they could see me. I gave them a wing wag and then headed off to Coldfoot! At Coldfoot they have a callout service for fuel. The restaurant is 3/4 mile from the runway and I elected to use the satellite phone to call for the fuel. As I waited, the Suburban came onto the parking ramp. The ground crew headed to the restaurant for lunch but with one last range in front of me and the weather still in my favor, I elected to push on as soon as my tanks were topped off. It was an easy 60-mile flight following the road to Atigan Pass. I did a very gradual climb the entire way and cleared the pass with several hundred feet to spare. Ahead of me lay the North 42

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Slope of the Brooks Range - 100 miles of tundra until you reach the sea. It is beautiful country with small ridges and hills leading out from the mountains. Numerous streams and rivers flow to the North, providing many smaller gravel bar landing spots suitable for a Cub. I was two hours ahead of the ground party and had a few hours of fuel onboard. I took the opportunity to scout the area for caribou and landing areas suitable for my Cessna friends. I had spent several hours on Google Earth locating old runways from the oil boom days. These had been abandoned with berms pushed up every 2,000 feet on the runways. This would be more than enough room to land if the runway was otherwise clear. I found the first runway about 14 miles west of Galbraith Lake airfield. The berms were just as I had hoped but the runway was criss-crossed with a perfect diamond pattern from frost heaves. I might have made it with the cub but the Cessnas needed a bit better surface. I headed north from there, where the next runway was overgrown with 10-15 foot tall brush. Next stop was at Happy Valley strip on the Haul Road for a quick stretch. By this time I had flown 50 miles from the base of the Brooks Range and hadn’t seen one caribou. It was time to head back south and find a strip for our camp. We had hunted the area in the past so I knew of some potential landing areas. The riverbed is usually the best as the bugs are much fewer than over the tundra. The gravel bar we had used the year before had a large ditch cut across it. Three miles downriver there was another landing area on an older part of the river bed. It was 1,000 feet long with some overrun at the east end. This was to be the base camp runway for our trip! I landed and called my wife to tell her where I could meet the Suburban along a side road. I unloaded my plane and set about marking out the thresholds and sides of the strip with orange marking tape. Once the strip was laid out, it was off to find the crew on the road. It took three trips from the side road to bring in three hunters and most of the camp. There was one load of gear left but that could wait until the next day. I had put 10 hours on the tack that day and tied the Cub down for the night. It was getting late and a call to my wife revealed that the two other aircraft were unable to make it past the Yukon River. They had some good stories to tell, but that will have to wait until the next issue! You don’t want to miss it. u

Denny Serie is a private pilot living the dream life with his beautiful wife Jane in Alaska. An 800hour pilot who learned to fly in a Pacer seven years ago, he is very appreciative of the mentoring he has received from Alaska mechanics and bush pilots. Denny hopes that the stories and articles written by him will pass on some of his acquired knowledge and wishes them to be taken with a grain or shaker of salt as needed.

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STOL STARS

Sean McLaughlin From Boston to Alaska – Software Entrepreneur Makes STOL Aircraft a Way of Life & Business

hen Boston native Sean McLaughlin brought his wife and seven children to Alaska in 2006 (They now have 10 kids ages 4-20!), he had already developed and sold a software company, farmed an apple orchard, served as a White House Fellow with the second President Bush and helped restructure the American Red Cross.

Airframes Alaska owner Sean McLaughlin laughs that his 17 year old daughter Cat is a better STOL pilot than he is! by Frances Hohl 44

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“During that time (with President Bush), my wife Laura and I made the decision to go to Alaska to raise the kids in a different environment than the east coast,” said McLaughlin, General Manager of Airframes Alaska & Alaskan Bushwheels. “She pretty much thought I was crazy at first.” It turned out to be a sane and fateful choice for a small STOL aircraft parts company that would soon collapse. Originally just an investor, McLaughlin pumped money into Airframes Alaska, allowing employees to run the company. The Chugiak, Alaskabased company eventually failed, so they turned out the lights and handed the keys to McLaughlin. “I looked at the bones of the business. I said you know what, I think I could turn this into something,” says McLaughlin. The Harvard graduate, who originally honed his work ethic as a kid with a lawn business, partnered with master fabricator Paul Gray and went to work on rebuilding the company. This included contacting old customers who may have been left hanging with unfinished orders. “We started rebranding ourselves,” said McLaughlin. Every old customer had to be convinced “we were a new company that would treat them right.” With Sean working the sales and Paul Gray taking care of the shop, they soon had the company up and runw w w. S T O L A i r c r a f t M a g a z i n e . c o m

The McLaughlin family, pictured 2011, uprooted from Boston to settle in Alaska

The McLaughlin Clan Adapts to Alaskan Life

ning. New machines were bought, and research and development was stressed to make sure STOL and bush aircraft parts were improved upon and safer than ever. “STOL aircraft are the F-150 trucks of Alaska. Of all the airplanes flying, a large number of them are in Alaska. They are crucial lifelines,” says McLaughlin. In fact, the 46-yearold businessman calls the PA-18 Super Cub the crown jewel of STOL. “The parts we make are beefed up and better engineered than the old ones. We’re continually improving an aircraft that’s not manufactured any more. There are only two companies in the world that do what we do,” he said. In fact, McLaughlin summed up his company’s niche pretty simply: “The parts we make are like parts for your car. Here we have planes landing in fields… on sandbars… so things break. We’re a critical part of the lifestyle of Alaska.” The company is also critical to its 33 employees... some of who came on with the recently acquired company Alaskan Bushwheels. Airframes Alaska bought the Joseph, Oregon tire company in Jan. 2014 and moved it to Chugiak where both companies are run out of the Birchwood Airport on the Knik Arm. In fact, Alaskan Bushwheels has a virtual monopoly on the wheels and tires needed to guide STOL

Survival Tips continued from page 17

Frances Hohl is a 30-year journalist whose covered everything from moonshiners to presidents during her career. A graduate of top journalism schools in Texas and Chicago, she’s worked in TV and print newsrooms from Mexico to Colorado to Washington D.C. She enjoys working with her service dog who reads with school children in Cypress, Texas, and is now excited about watching her 13-year-old learn to fly STOL! 46

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Burnadette McLaughlin

aving grown up the oldest of ten children, Sean McLaughlin has had to work hard his whole life. Whether it was for spending money, college, or starting the software company Eze Castle Software... McLaughlin’s work ethic has rubbed off on his children. Not only did his older kids have to work the family farm back in Massachusetts where they once lived, at least five of his children are now active with the Alaskan company. Maria, 20, does website and network management; 17-year-old Catherine (Cat) is a pilot and takes picture of parts for the website; Jack, 16, does a lot of the graphic design you see for the company; and Bernadette (14) and Charlie (13) can be seen landscaping around the company and clearing the tarmac as needed. Now that’s a family-run business! The McLaughlin family includes: Sean, wife Laura, Maria (20), Catherine (17), Jack (16), Bernadette (14), Charlie (13), Lucia (11), Caroline (9), Paul (8), Michael (6), and Gianna (4).

17 year old Cat McLaughlin flies her little sister, Lucia, around in the Super Cub.

aircraft into the bush and backcountry. “We’re not just a monopoly. We support this whole lifestyle with these tires. It’s a serious responsibility,” said McLaughlin. Another product made solely by Airframes Alaska is the PA-18 wide body fuselage. But when it comes to his own airplane, Sean prefers to fly the classic PA-18 Super Cub, which happened to be fully restored by the staff at Airframes Alaska. In fact, his 17 year old daughter Catherine (Cat) just got her pilot’s license and is showing the old man how it’s done. “She’s a better pilot than her dad,” he laughed. “Watching my daughter fly is real high point and now I have a son Charlie who is learning. You can fly ten minutes in any direction from Anchorage and for all intent and purposes, you are a thousand miles from civilization. That just never gets old.” Hmm, not such a crazy decision after all. u

BAG SHAPE, SIZE, AND WEIGHT Bag shapes vary and affect size, weight, and comfort. Typically bags are rectangular, a tapered “V,” or “mummy” shaped. Rectangular bags provide more comfort due to greater foot room but are not as heat efficient due to increased cubic inches of air space. They are bigger, heavier, and do not pack as small as “mummy” style bags. Rectangular bags come in larger and extended length sizes for bigger people and in various widths. Remember width and length equals weight and mass and maintain less contained heat. Mummy bags are much more efficient. Due to their shape, they have less cubic inch volume to heat. Less size in the legs and feet area provides for warm feet but less comfort. They normally come in lower temperature ratings due to their efficiency. Mummy bags, like rectangular bags, come in various lengths and width sizes. When considering a sleeping bag for your survivability needs, it is strongly suggested that you try one on before buying it to see if its size and shape provide you adequate comfort. SHELL AND LINING MATERIALS Comfort and durability of a bag depends on its exterior, interior insulation, and lining material. A waterproof exterior enhances the comfort in situational use of the bag. Today’s high-tech waterproof fibers will allow your bag to breathe to reduce condensation and sweat. A soft internal liner increases comfort and perceived warmth. COST Sleeping bags prices vary widely. You can find a bag for as little as $20 in large national sporting goods stores. On the other end of the spectrum, there are bags that cost up to $200. In consideration of price, you should remember that the sweet taste of a cheap price wears off quickly when you’re shivering in a cold, wet bag in the backcountry. Purchase the best bag you can afford that’s rated for your flight profile climate. Your life could depend on it. u

Glacier Pilot

Unfortunately, there are not many books on the market today relating to STOL aircraft, the history of their use, or the pilots that have flown them. A book about the early days of glacier flight in Alaska between 1932 and 1980 is available. This book, “Glacier Pilot,” by Beth Day is an interesting historical account of the exciting life of Bob Reeve. The book chronicles the life of Reeve, Alaska’s first glacier pilot, and the adventures of other bush pilots who pioneered Alaska’s STOL flight in single engine airplanes without commuication, navigation aids, or airfields. This is a story about determination, courage and the lust for life and excitement by all of those individuals who have and continue to live in the great state of Alaska. Highly recommended reading for any history buff, Alaskan resident or STOL pilot. Find online with a google search.

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A Custom 1911 for Your Airplane Part Two

by Dennis “Shooter” Smith

ast issue, the concept of a full custom Turnbull Manufacturing 1911 pistol for you airplane was presented. Since that introduction, Master Gunsmith, Doug Turnbull, and his staff of Master Craftsmen have been reviewing the design specifications, selecting and fabricating parts for the production of this master grade full custom .45 ACP caliber 1911 government model stainless steel pistol. The stainless steel frame and slide have been CNC machined to exacting tolerance and specifications. The trigger, hammer, sear, springs, pins, mainspring housing, and magazine well have been acquired for the frame by Doug Turnbull from his proprietary parts supplier. The stainless slide, barrel, link, bushing, ejector, and other parts have also been selected. The transformation from block stainless steel to individual parts and custom pistol has begun. Doug and his master craftsmen have roll die stamped Turnbull Manufacturing’s production identification into the frame. The serial number remains blank. It is reserved for your aircraft’s “N” Number to be engraved as the serial number. The slide has been roll die stamped on one side with

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Turnbull’s bull logo behind the rear cocking serrations. The stainless steel slide has been hand fitted and lapped to the stainless steel frame. The trigger, sear, springs, and other frame parts have been meticulously fitted by Turnbull’s master gunsmiths. As the pistol nears completion, the barrel, link, recoil spring, and bushing will be fitted. Night sights will be dove tailed to the slide. A line drawing representation of your aircraft and the aircraft type name will be engraved on the slide. The slide and frame will be embellished with floral engraving. The pistol will be enhanced with a contrasting high gloss and matte finish. Final finish will include the installation of 10,000 year old Mastodon tusk grips. A exact copy sister pistol has been completed. It bears the “N” number serial number N795DS, the name Super Cub and a line drawing of a Backcountry Super Cub. It will be displayed at the Llano STOL Roundup, The Great Alaska Aviation Gathering, Valdez Fly-in and the STOL Aircraft Magazine STOL Championships and Aviation Expo in Quanah, Texas October 15-18, 2015 where the raffle drawing will be made for this fine piece of functional art. u

The stainless steel pistol will be finished with a spinning prop and 10,000 year old Mastodon tusk grips. Photography courtesy of Turnbull Manufacturing.

Superior Air Parts. Number one in after-market cylinders and much more. By Dennis (Shooter) Smith

uperior Air Parts has been serving aircraft owners since 1967. They have been in their current Coppell, Texas location (a suburb of Dallas) since 2002. Superior offers a complete line of over 2000 FAA–PMA approved engine replacement parts for Continental and Lycoming engines. Their parts list includes bearings, camshafts, crankshafts, crankcases, sumps, valves, pistons, connecting rods, and cylinders. Their Millennium line of cylinders is the number one aftermarket cylinder in the world. The company also offers engine options for the certified and experimental aircraft owner. Their Vantage engine is a FAA certified 0-360/IO-360 180 horsepower model. The engine was created and built to FAA Certified standards. When certified, it became the first new generation 180 horsepower engine to be designed and built in the United States. It is the first engine of its type to be certified in the

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U.S. to run on unleaded (non alcohol) automotive gasoline. This modern engine incorporates fuel flexibility, 100 LL or auto fuel, balanced oil flow crankcase, lightweight aluminum crankcase, component balancing and matching, high-flow induction system, increased lubrication, and an ESR crankshaft. The ESR (Electro Slag Remelt) process removes more metal impurities than the standard VAR process used in prior generation crankshafts. This process provides a stronger, more reliable crankshaft. Superior offers a multitude of options for the experimental builder. Four engine models with nine different horsepower ratings and two fuel choices are available. The XP engine line for experimentals offers horsepower ratings of 150, 160, 165, 170, 180, 185, 195, 200, or 215. XP engines are built to the exact same stringent FAA standards as the Vantage Certified engine. Superior’s XP line of engines offers a full semi-custom

built product. The purchaser can select a XP-320, XP-360, the new XP-382, or XP-400 engine. Compression and horsepower options are available on all engines except the XP-382 with compression of 8.9:1 with 195 horsepower on automobic fuel and 200 horsepower on 100 LL. The XP-400 is rated at 215 horsepower at 8.9:1 standard compression. All versions of the engine can burn with either 100 LL of 91 octane (no alcohol) automobile gasoline except the XP-400. Options for your semi-custom engine include roller lifters, beneficial to engines that run infrequently, lightweight aluminum cold air induction sump for more power, a chrome component upgrade kit to add some bling to your engine, and custom paint. Ignition options include magneto’s, E-Mag’s, and Light Speed electronic ignition. Superior’s newest addition to the XP lineup is the XP-382. This engine is a complete new design putting out 200 horsepower on 100 LL fuel with a compression ratio of only 8.9:1 Many current engines in the 360-375 Superior offers a full line of engine parts and products. displacement range gain their increased horsepower by stroking and increasing compression over 9:1. These methods increase pressure, wear and heat to the engine frequently creating durability and reliability problems. As a builder, you can now go one step further with Superior’s guidance. You can now build your own engine in Superior’s ultra-modern 30,000+ square foot facility under the direct supervision of Superior engine experts. Superior’s build school allows you the thrill and experience of hands on assembly of your own engine. Once you have completed your engine, you can watch it run for the first time in Superior’s Dyno Test Cell. This will allow you to see firsthand the results of your efforts and actual performance numbers produced including peak, horsepower, and torque. Bragging rights and personal pride are included. If you don’t have the time or inclination to build your own engine, Superior’s expert professionals will gladly build it for you. u

y wife and I have personally visited and

toured the Superior Air Parts factory in

Coppell, Texas. At the time of our meeting, we

met with Keith Chatten, Executive Vice President and General Manager. We received the

full 50 cent tour of this over 30,000 square foot impressive facility.

Our tour included a visit to the showroom,

administrative areas, parts department, inventory, engine assembly room, parts distribution, and the Engine Dyno and Test Cell. Mr. Chatten informed us that they undergo a FAA T1

inspection every 4 years and also go through

an additional FAA major audit every 2 years regarding quality control and compliance.

Each part and item in the factory were

date stamped for shelf life, ensuring that no customer receives an expired or time fatigued

part. I was particularly interested in the Test

Cell as I had heard some very high numbers coming out of XP-400’s engine at Oshkosh, as well as, their build center.

All aspects of this facility were spotless.

I think my wife’s comment fairly much sums it up as we got back in our vehicle to leave when she said, “ I now know why they call their facility ‘Superior’”.

Photography courtesy of Superior Air Parts.

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smaller pieces to wrap around your avoided. When our core body tempera- extremities. In effect, mere trash bags tures begin to lower below 98.6 degrees can be crucial to your survival during Fahrenheit we begin shunting blood to an emergency. critical areas, and shunting blood away And of course, starting a fire is imfrom our skin (vasoconstriction) and portant - not only to provide warmth peripheral structures, like our fingers - but also to gain the calming effect and toes. With the loss of heat-carry- fire has on our psyche. Can you start ing blood, the tissues cool quickly, ulti- a fire when it is bitterly cold? This may mately ending with ice crystal forming seem like a no-brainer, but let me tell within and between cells. This ends you that it is more difficult than you badly, with cell death might think. Lightand with microing matches with blood clot formation really cold hands is and release of a class difficult, and using of hormones, called a cigarette lighter is cytokines, which even more difficult. make the tissue in- Striker-type fire starter. There are a number jury even worse. of tools available Treatment of frostbite has not pro- that make starting a fire doable. Pracgressed significantly over the last 20 tice with them in advance, just to make years. Field treatment includes rapid sure you can make them work. thawing with warm soaks (100-108 It is my hope that you never will degrees Fahrenheit) and hydration. need to use any of this information, but Ibuprofen has been shown to improve it is important that you be aware of how outcomes, and should be considered. critical it is to “preflight” adequately to It is very important to avoid letting the keep yourself, and your passengers, at tissue refreeze! Refreezing virtually 98.6 Fahrenheit. And, to “keep your ass insures that gangrene and amputation alive.” u will occur. Since treatment of frostbite has a Randle S. Corfman, PhD, MD, incorpogrim prognosis, efforts should be taken rates his love of aviation with his medito prevent the cold injury in the first cal practice, flying to many locations in place. How? First, dehydration greatly the Upper Midwest to provide consultaincreases the chances of cold injury. tions and medical care, including MN, Hydrate, hydrate, hydrate! Second, ND, SD, WI, MI, MT and the Great keep your head warm. Third, keep State of Alaska. While his practice is your skin dry. Lastly, avoid things that primarily involved with helping couples put pressure on your extremities, like with reproductive problems conceive, tight-fitting boots. he also serves as an aviation medical Now comes the trash talk, folks… examiner in Minnesota. He has flown as in trash bags. It has been suggested over 4,000 hours as pilot-in-command. that it would be very, very difficult to He holds a commercial, instrument sinexperience frostbite and cold injury if gle and multi-engine land, and single your extremities are wrapped in plastic engine sea ratings. His special interest bags. This approach keeps moisture in and training in wilderness and survival and prevents heat loss via evaporation. medicine, as well as aviation medicine We strongly suggest purchasing a box and approaches to keep pilots healthy of contractor-type 3 mil cleanup bags, and flying, places him as a frequent and keep several in your emergency kit. speaker at a variety of aviation conferThey are extremely useful for a number ences and venues. His home base is of reasons: 1. Emergency sleeping bag; ANE in the Twin Cities, where he flies 2. Useful in constructing a shelter to a Cessna T210 for his medical practice keep moisture out; 3. Can be cut into and a PA18 super cub for “real flying”. Medical Tips continued from page 18

Your Ad Could Be Here! Call Shooter at STOL Aircraft Magazine today and ask about rates. Or visit our website for advertising information.

713-816-0927

STOLaircraftmagazine.com Shooter@stolaircraftMagazine.com

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Detour continued from page 33

Gladys Browne assists at the Annual Sentimental Journey Fly-in.

the annual fly-in celebration called Sentimental Journey. It’s been held at the William T. Piper airport every year since 1985. During the event, Piper field turns into a sea of yellow with the gathering of many of Mr. Piper’s yellow aircraft and J-3 Cubs. The fly-in is very owner pilot oriented. It is based on a 1940’s theme. Events include a nightly “corn boil” courtesy of Fred Jackson and nightly socials under the on field open pavilion with a bar. Nightly music is provided by entertainers playing a variety of music from 1940 to present. The fly-in hosts a spot landing and bomb drop competition. In the late 1930’s, Mr. Piper purchased the assets of Taylor Brothers Aircraft Company for $761.00 and formed his Taylor Aircraft Company. In 1935, Piper bought Taylor Brothers Aircraft Company from G. C. Taylor who had remained in the role of that company’s president. The Taylor Brothers Aircraft Corporation is located in Bradford, Pennsylvania. That factory was destroyed in a fire in 1937 and Mr. Piper relocated his new business, the Piper Aircraft Corpora-

tion, to an abandoned silk mill in Lock Haven, Pennsylvania. The Piper Aircraft Corporation produced aircraft in 1937 until its closing in 1984. The non-profit museum offers an online and in-store gift shop with a variety of items related to Piper Aviation. You can be a member of the museum for $20 or $30 for a family annually. A lifetime membership is $300 and includes a personal memorial brick. Folks can also purchase a memorial brick to be placed inside a museum display. Members receive free admission to the museum, 20% discount at the gift shop (excluding books and clearance items), a quarterly newsletter, membership

card, and window sticker. Additional information can be gathered on their website at www.pipermuseum.com, contacting them by email at pipermuseum@comcast.net, or by telephone at 570-748-8283. u

Static display of a cub in the museum hangar.

An actual press release from 1955 describing the trans-Atlantic delivery of a Piper Apache nicknamed the “Spirit of Pretoria” to it’s new owner in South Africa. w w w. S T O L A i r c r a f t M a g a z i n e . c o m

Risk Management continued from page 20

I have never met anyone that has been able to turn off the flying bug cold and not miss it. Avoidance is very difficult. While you may not be able to avoid the inherent risks of aviation you might be able to reduce the risk associated with flying. Maybe you could attend the “Wings” programs, get a few hours of dual every month, attend recurrent training or get an advanced rating. There are any numbers of ways to reduce the risk, but they don’t eliminate the risk. And don’t think that flying less is better. Aviation is one of those activities that if you tried to reduce the risk by flying less, you are increasing the risk by flying less. Flying safety is often improved by flying more. Just flying more isn’t a cure either; being prepared for the unexpected takes practice. Not just cross country but pattern work, approaches, emergency procedures, etc. This is the perfect excuse to fly...to be a better, safer pilot and reduce your risk. Works for me! Sometimes containing the risk is explained as a version of self-insurance. You know there is a risk in the activity and you are willing to take the responsibility for the accident. When it comes to replacing the aircraft - that might be easy for some people - but when it comes to liability, few can afford to let their pocketbook be ransacked by a bunch of legal decisions in a courtroom that could cost millions of dollars. On a side note, if you are thinking about containing the risk or self-insuring the hull portion of your aircraft think of your estate and family. If the aircraft is a total loss, and in the worst case the owner/pilot is a fatality, the estate or family would probably not receive any type of payment. The owner/ pilot is not covered under bodily injury liability and if the hull was not insured, all that investment is lost. If you think it never happens…I can tell you it does. If you are like many people, you can’t really afford the financial responsibility of the risk on your own; maybe you should transfer the risk to some54

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one else. All you do is chip in a little money each year to a company that promises (in writing) to pay for damages you might have during the year. While it seems like you are putting your money into someone else’s pocket, remember, if you have an accident

There are any numbers of ways to reduce the risk, but they don’t eliminate the risk. they, not you, are supposed to pay for the claim. Hey, that sounds a lot like an insurance policy! There is a lot more to the process but the basic concept is that all these

aircraft owners pay their premiums to the insurance company and if they have an accident and need someone to pay for the repairs or claims, the insurance company will. The insurance company is betting that the owners will pay them the money and the owners WON’T have any accidents. This is probably one of the few times that the only way you “win” is for something “bad” to happen! The owners have transferred the risk of the accidents to the insurance company, for a price! Because the insurance company is letting you transfer the risk to them for a small amount of your money (for the potential risk that they take on) they require you to meet certain requirements. You can’t expect the insurance company to ignore the fact that you are a single engine pilot buying a big twin engine turboprop. They have a lot of money at risk if you make a mistake and they don’t like to lose money. So don’t expect them to let anyone fly anything without training and additional premiums. Additionally, they have an experience with different aircraft and they use the risk management steps when evaluating you. If past experience is bad on a particular aircraft then the decision is made to avoid the risk (decline

to quote) reduce the risk by requiring training, instrument ratings, hours or even transferring the risk by getting another company to take on part of the risk. Everyone is using a version of the same process. Everyone wants the same result, lower costs and lower risk. Risk management as an airport or runway owner is not much different than an aircraft owner. If you have runway or landing strip, you have the risk of being involved in a loss and possibly litigation. Are you planning on avoiding risk, reducing risk, containing risk or transferring risk? It’s your decision. Flying is fun activity. It shouldn’t be stressful. But fear of the unexpected is always there. And the unexpected happens, that’s why they call them accidents. So like a boy scout, always be prepared. Do all you can as a pilot or landowner to protect yourself through training and risk management. When you think about it, who would have thought that risk management was a way to make flying more enjoyable. But it can. If you can manage and reduce the risk there are fewer worries while you’re flying. u

*(http://coolice.legis.iowa.gov/cool-ice/default.asp?category=billinfo&service=iowac ode&ga=83&input=461C#461C.6) **(www.dot.state.mn.us/aero/operations/ documents/airportownersliabilityandrecreationallanduse.pdf) ***(http://premisesliability.uslegal.com/recreational-use-statutes/)

Scott “Sky” Smith is a nationally recognized writer and speaker. He is the author of “How to Buy a Single-Engine Airplane,” How to buy a Skymaster,” “Ultimate Boat Maintenance Projects” and “How to Build a Hot Tuner” (published by Motorbooks International). Scott “Sky” Smith’s background includes aircraft and avionics sales, boat dealership and fiberglass manufacturer. Smith is a single and multi-engine pilot with more than 30 years experience. Smith is the owner of SkySmith Insurance Agency, which is a nationally recognized specialty insurance agency, insuring boats, custom vehicles and aircraft since 1985.

My Father By Shooter Smith

I caught it from my father, I’m not sure why, a disease of sorts this desire to fly. Airplane pictures decorated our walls, in the den, my bedroom and down the halls. My dad and I played a game of what aircraft made that sound, I’d hear it, he would guess it and out the door I would bound. How he always got it right, I didn’t understand, his knowledge of aircraft, fueled my desire to be like this man. He was wise, kind and strong and taught me to fight, I learned from his lessons of what is wrong and right. Cars, motorcycles, airplanes and many mechanical things, constant patience and guidance directed my dreams. I grew up unable to resist a look at a sound in the sky, A great man, my father, he compelled me to fly. w w w. S T O L A i r c r a f t M a g a z i n e . c o m

In the Next Issue of

The Empennage | by Dennis “Shooter” Smith Our Parting Shot

• Building Your Custom 1911. Part 3 • Carbon Cubs • Building a STOL Aircraft. Part 3 • DeHavilland Beaver: Flying a piece of history • Survival Tips- First Aid Kits • Tire Change: You can do it? • Stag Arms AR-15

Looking forward to 2015.

Doug Turnbull departs at pre-dawn from Sheila and Shooter Smith’s hill country Hidden Valley Ranch in Texas.

ith this year almost past, we the staff of STOL Aircraft Magazine, hope that 2014 was a successful and adventure filled year for each of you. The ending of a year calls for reflection. Hindsight we find is 20-20. The New Year brings hope and anticipation of that to come. It is with great anticipation that we proceed into 2015. We have two new healthy twin family members to play with (Zoe and Alec were born in October). There’s a new project, a Backcountry Cub to be built in my garage. I am adding bush tires to my 47 J-3 and my 54 Cessna 180.

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As of this writing, late November, 2014, I am hoping to have at least my third class medical back in a few weeks. A second class would be better, I am commercial rated but don’t really use it any more. I’ll take what I can get. I have been without a medical for over a year. My 180 has hangaritis. Thanks to you readers, STOL Aircraft Magazine has been extremely well received. As of today we have readers in 18 countries and 45 states. Sheila and I have received a tremendous amount of positive feedback. We will do our best to meet the expectations of our readers in this New Year. We have plans for new departments

and great feature articles. Readers have submitted suggestions of places to fly, flight performance, technical and mechanical articles, and building tips. We are working on all of these. I thank all of you who have submitted praise for what we have done so far. It has been warmly received. We also appreciate the suggestions of what to do in upcoming issues. As a reader, please remember that we cannot include all aircraft types or all things in each issue. Send us a suggestion and we will try to get it in a future issue. A very sincere, thanks again, and all the best to each of you in 2015. u

People of STOL

ANNOUNCING THE

NATIONAL STOL CHAMPIONSHIPS & AIRCRAFT EXPO Quanah, Texas (F01), October 15-18, 2015

Presented by STOL Aircraft Magazine and the City of Quanah, Texas Short Take-off and Landing Competition using STOL Aircraft Conference (SAC) Rules. Awards will be issued for each class. Highlights include aviation exhibitors and booths, discount 100LL, on-field camping, air-conditioned restrooms, showers, and food service vendors. Donâ&#x20AC;&#x2122;t miss the Friday night on-field movie and the Saturday night banquet. 135 local hotel rooms, 75 local RV sites, and free bus service to town will be available. Look for more information in the next issue of STOL magazine or go to www.STOLchampionships.com.