Let's Get Out of Town

By Ed DownsSeveral thoughts blend together as this old pilot ponders the month of July. First, we continue to fight the effects of COVID-19, in terms of illness, interference with normal life and a growing sense of depression, wondering if life will ever return to normal. Fortunately, we aviators with light aircraft have an advantage over our more common earthbound companions, otherwise known as “earthlings.” We can “kick the tires and light the fires” to head out for distant adventures without risking social contact at airline terminals or automotive gathering places. Coupled with this desire to “get out of town,” come recent flight experiences through giving flight reviews and insurance check-outs in aircraft (modified Cessna 182, Kitfox, Super Cub, Cessna 140, Zenith 601A) that are well known for their ability to operate from rural airports.All of this activity conjures up happy memories of backwoods flying across the U.S. and several foraging locations, visiting secluded airports in beautiful country. Certainly, a cure for the blues, but in some cases requiring aircraft with Short Take Off and Landing (STOL) capabilities coupled with special pilot skills. Just for a break in this column’s usual emphasis on current events, rules, regs and safety issues, let’s play with the fun idea of flying to places that are secluded, challenging, beautiful and demanding of a plane and pilot skilled in STOL operations.First, what is “Short Take Off and Landing” (STOL)? To the average pilot, this CFI flies with for flight reviews, it is often any hard-surface runway shorter than 3,000 feet. Yep, I often see sweat beginning to roll down the foreheads of pilots when asked to demonstrate a normal landing at a nice local airport, having a 3,000-foot runway with trees at one end and power lines at the other. With approaches often flown at 10 to 15 knots above POH recommendations, the pilot will simply drive their typical four-place tri-gear onto the runway with little flare and then jam on the brakes to stop a machine that has probably touched down 20 kts faster than recommended. The funny thing is… most of these very typical tri-gear planes can offer near STOL performance if properly flown. There are, of course, aircraft designed for STOL performance, with this writer having considerable experience in the Kitfox Super 7, a plane that offers both remarkable short-field operation (very comfortable with a 1,000-foot reasonably flat surface) and excellent cruise performance, especially with the turbocharged Rotax 914.Recent Zenith experience also points out that specialized STOL aircraft can be great fun, and permit flight to idyllic “get out of town” locations that are hard to reach by any other means. We all know of such spots, sometimes just to hang out under the wing, eat a picnic lunch and down a few frosty beverages (non-alcoholic, of course). Some locations offer “nature walks,” while others have signs warning of bears… take them seriously! This writer once attended a “bear safety class,” wherein we were taught how to tell if a bear wanted to just scare you or eat you… yep, some landing areas (not quite runways) are truly in the “wilds!”Let’s take a look at some STOL considerations, pulling up short of going into the specific details included in several excellent books on the subject. The goal here is to encourage readers to consider a style of flying, and flying proficiencies, which can add a lot of fun to your catalog of flying experiences.So, you know just the place, but it is remote, the runway may not be well maintained, and it has obstructions at both ends, probably FAA approved 50-foot trees or stupidly placed power lines. As a freshly minted pilot, you have met the standards defined by the FAA Airman Certification Standard (ACS) and demonstrated both short- and soft-field landings and take offs, or did you? Sure, the ACS (Area of Operation IV, Tasks C, D, E and F) define the knowledge, risk and skill you are required to talk about and demonstrate, but the realism of this testing is questionable. The short-field standards stress primarily obstacle clearance, while the soft-field standards concentrate on runway condition, treating these two characteristics as if they are separate from one another… seldom the case.The classic “FAA approved” short- and soft-field techniques will need to be blended into a “MacGyver” type approach process that will take the best of both, with final techniques being crafted on the spot. A short or “backwoods” airport could be like this writer’s neighbor, who mowed a flat spot about 500 feet long in a horse pasture, from which he operates his ultralight and an Aeronca Champ. This strip is officially named “Horse Apple Airport.” For you city folks, a “horse apple” is horsey poo… operation with the doors open or off is NOT recommended!The approach requires flying between two trees, not hard for the 25-foot wingspan of the ultralight, but a bit close for the 36-foot span of the Champ. For another, that “shot runway” could be a nice 3,000-foot hard surface runway, but on top of a mountain with high-density altitudes. This writer’s personal favorites were 1,500- to 2,000-foot runways, usually un-mowed grass, carved out of 150-foot stands of tall pines in the Northwest. The ACS does not take any of these variations into account. If planning for serious STOL type operations, YOU NEED SPECIALIZED TRAINING… yes, I am yelling!Of course, you need a purpose-built STOL airplane, right? Why at the last airshow (they will come back!) you saw a neat homebuilt that claimed a takeoff distance of only 75 feet, with a landing roll of only 50 feet. Shucks, you could fly that hot dog right out of your condo garden… right? After all, given the perfect STOL, you immediately became one of those guys flying planes into the curving jungle strips you see on YouTube… right? That would be nice, but given just the plane, without accompanying skills, that bear looking for dinner will be happy to see you.Be careful when looking at performance figures. Certified aircraft, such as your contemporary Cessnas and Pipers, and S-LSAs, like the read-to-fly certified Kitfox and Zenith line of planes, must demonstrate performance to tightly controlled standards. Those performance values have been demonstrated but probably not at sea level with International Standard Atmospheric (ISA) conditions. Mathematical algorithms are used to correct such values to standard day conditions. The planes being flown to demonstrate performance were new and optimally equipped, piloted by skilled test pilots who have years of practice in getting the most out of a machine. The figures are real, but the average pilot will not be able to equal them. Even with training, give yourself at least a 20-percent safety margin over any published performance number.The accuracy of performance values offered by kit plane manufacturers depend upon the management culture of the company and are not regulated. This writer personally witnessed that “75-foot takeoff roll” advertised by one kit plane company, achieved at an airshow takeoff contest, at sea level, on a cool day, at light weight, with a 30-knot headwind. But that company advertised that one anecdotal number for years. Does a dedicated STOL airplane mean poor cruise performance? In some cases, yes… it depends on the design and technology applied. That STOL plane that will get you out of your condo garden will probably be a bit pokey in cruise, but this writer spent a lot of time in a turbo Kitfox Super 7 and felt perfectly comfortable with 500 feet of takeoff and landing space (at any field elevation) while cruising at speeds exceeding those of planes with twice the horsepower. Look carefully when thinking about planes engineered for STOL operations. Talk to owners and FLY THE PLANE… yes, yelling again!Okay, now that you have the specialized training, a plane well suited for backwoods flying and designer camping gear, you are set to go, right? Perhaps, but what about the airport you are flying into. Does it meet the standards defined by the ACS? Funny thing, takeoff and landing areas seldom read FAA standards. The more rural you get, the more variations encountered. Sod surfaces often have ruts and potholes; grass runways are often not well mowed and wet. While a published runway length may seem quite adequate, surface damage, large puddles of water or mud, critters (grazing sheep, maybe?) or other considerations may kick in. Don’t count on being able to fly a normal pattern. Rising terrain, trees, canyon topography, dissimilar departure and approach ground cover (causing convective variations) can all kick in. You may also have to adapt an early missed approach point (MAP), with many mountain strips having “one way in and one way out” characteristics. Yes, a lot to consider, but STOL skills are applicable to everyday flying in virtually any plane you fly.So, what about that dedicated STOL plane? Got to be a tail dragger, right? Actually, no! An intelligently designed tri-gear can offer better takeoff and landing performance than a tail dragger. A tri-gear plane can obtain a higher angle of attack for both takeoff and landing, resulting in greater lift at slower speeds. The main concern with a tri-gear is the runway surface, protecting the prop and preventing nose gear damage on exceptionally rough or rocky surfaces. Given these rough conditions, tail wheel configuration, maybe with large balloon tires, makes a lot of sense.In a perfect world, your ideal STOL plane would have a convertible landing gear and the availability of a dedicated STOL wing. Specialized designs, like the Kitfox this writer has enjoyed for so many years, offers all of the above. But even contemporary Cessnas and Pipers (plus others) can be significantly improved for STOL operations with STOL kits that utilize technology such as leading-edge modifications, wing fences, vortex generators and other aerodynamic tricks that lower approach speeds and improve slow speed handling. Having recently flown such a modified Cessna 182, this writer was impressed, with typical approach speeds being reduced by 10 knots, resulting in a significant reduction in the kinetic energy that must be dealt with by the brakes… it stops shorter and takes off sooner. Vortex generator technology is relatively inexpensive and easy to install.The bottom line is that “getting out of town” can take on a whole new meaning when one is professionally trained and flying a plane that is modified or dedicated to offer airport or back-woods type flying. Just think, your pals are river rafting down the rapids in the mountain country of Idaho, so you plan to land on a sand bar with a case of suds to refresh the tired crew, impressing them with your skill and daring… at least that is what you saw in the YouTube clip. Actually, this writer sort of did that once… but it was a plane full of doughnuts… my camper buddies are not what you would call, “hard core.”