STOL Aircraft Magazine 4th Quarter 2017 by STOL Aircraft Magazine

FOURTH QUARTER | 2017

Supporting Backcountry Pilots for 4 years!

STOL ADVOCATE

STEVE JOHNSON

Q4 2017 |

STOL

AIRCRAFT MAGAZINE

Q4 | 2017 Volume III | Number 4

19 LATEST EDITION TO THE STOL AIRCRAFT MAGAZINE FLEET

SENTIMENTAL JOURNEY DENNIS “SHOOTER” SMITH

DENNIS “SHOOTER” SMITH

39 PRESS RELEASE Airframes Alaska Purchases Performance STOL “Keller” Flaps

44 TAKING TIME TO TAKE IN NEW VIEWS DOUG TURNBULL & MIKE NELSON

48 OSHKOSH 2017 A STOL Adventure DENNIS “SHOOTER” SMITH

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DEPARTMENTS www.STOLAircraftMagazine.com PUBLISHING

Publication Printers

CEO

Sheila Smith

EDITOR IN CHIEF Dennis “Shooter” Smith

CONTRIBUTING WRITERS

03 FROM THE COCKPIT Message from the Editor

DENNIS “SHOOTER” SMITH

04 AIRMAIL Letters to the Editor 05 CALENDAR OF EVENTS

16 MEDICAL TIPS Kidney Stones, Even These Shall Pass

RANDLE CORFMAN, MD, PHD

21 STOL STOPS #BackcountryGetAway Sulphur Creek Ranch, Idaho SCOTT BOLING

06 ASSET PROTECTION Buying a New Aircraft

36 STOL STOPS Lake Michigan Fly Out

09 BUSH PROTECTION Bond Arms Derringer, BackUp Protection from Texas

38 STOL PERFORMANCE TK1 Racing Suspension

SCOTT “SKY” SMITH

DENNIS “SHOOTER” SMITH

12 THE DUKE SPEAKS How’s Your Temperature? DUKE SMITH

JEFFERY BABER

CHANCE STERLING

58 BOOK REVIEW Engine Management 101 by Bill Ross, Vice President of Product Support for Superior Air Parts DENNIS “SHOOTER” SMITH

SKYWARD BOUND

DENNIS “SHOOTER” SMITH

64 THE EMPENNAGE Our Parting Shot, Why Do We Fly DENNIS “SHOOTER” SMITH

ON THE COVER Steve Johnson STOL Advocate

DENNIS “SHOOTER” SMITH

40 SO YOU WANT TO BUILD A STOL Part Twelve: Saying Goodbye

INSIDE BACK COVER People & Planes of STOL

RICHARD WALKER

54 SOUTHWESTERN REGION Encourage the Next Generation of Pilots

ADVERTISING INDEX

RICK BOSSHARDT

Airframes Alaska...41 Avemco Insurance...Inside Front Cover Bearhawk...42 CubCrafters...11 Custom Aircraft...23 EarthX...27 Husky Aviat Aircraft Inc...10 Micro AeroDynamics Inc...08 Q4 2017 |

STOL

AIRCRAFT MAGAZINE

Randle Corfman, MD, PhD Richard Walker Rick Bosshardt Scott Boling Scott “Sky” Smith

ART DIRECTOR Jackie McMillen

GRAPHIC DESIGN Courtney Smith PRODUCTION Innovative Solutions Group PHOTOGRAPHERS Dennis “Shooter” Smith Sheila Smith

WEB DESIGN Sheila Smith

ADVERTISING

Advertising Manager Sheila Smith 713-299-2062 sss@stolaircraftmagazine.com Dennis ”Shooter” Smith 713-816-0927 shooter@stolaircraftmagazine.com

MAILING ADDRESS: 13121 Louetta Road, Ste 1370

DENNIS “SHOOTER” SMITH

14 MAINTENANCE Pickle Your Engine. Do It.

Chance Sterling Dennis “Shooter” Smith Doug Turnbull Duke Smith Jeffery Baber Mike Nelson

Cypress, Texas 77429

PHYSICAL ADDRESS: 32106 Windrose Lane Waller Texas 77484

SUBSCRIPTIONS Sheila Smith

BACK ISSUES To purchase back issues please visit: www.STOLAircraftMagazine.com

R & M Steel...13 SkySmith Insurance...08 SunCountry Cubs...57 Texas STOL Round Up...Back Cover Texas STOL Round Up Play and Win...59 Turnbull Restoration...47 Univair...23

RETAIL SALES To sell STOL Aircraft Magazine at your establishment contact Dennis Smith at 713-816-0927

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

From The Cockpit |

BY DENNIS “SHOOTER” SMITH

ell, we have completed another year of production. The third quarter 2017, “Frank’s issue,” closed out our third year of production. This issue, the fourth quarter of 2017 starts year number four. We are now read in all fifty states and 27 countries. We here at Casa del STOL thank you, our readers and advertisors who have supported us in our first three years of steady growth. As we move toward the close of 2017 we must look back and consider several safety issues impacting our sport. Slow flight is very unforgiving. Several crashes have occurred this year directly related to minimal flight speeds. Fortunately, low speed results in lessened impact and few injuries have occurred. Before trying to fly low and slow, become proficient at high and slow. Learn the boundaries of your aircraft’s performance envelope before dragging it in on final approach or down the landing area. Ground effect will help very little at minimal speeds. Be very aware of wind conditions at low flight speed. The sudden loss of a head wind at minimal speed may result in the loss of lift and possible stall. Low flight has come under new scrutiny from the FAA related to both aircraft and drones. Check your FAR-AIM for the fine print of flying low. In general, flying below 500 feet can get you in trouble in most areas of our country. Know the definition of “open assembly of people.” Understand what objects are defined as “structures.” Chasing the neighbor’s cows, a coyote, pig, buzzing the beach or river sandbar can get you “busted” by the Feds. VFR minimums don’t change because your in a STOL aircraft that can fly at twenty miles per hour. Know the rules before you go. It could save your license to fly. We have all heard by now that the BasicMed medical is in effect. New rulings require a bit of study to bring us up to speed. Check AOPA’s and EAA’s websites for information on the requirements of BasicMed if you plan to fly under this medical model. The ruling DOES have limitations. Don’t be fooled that you can fly with all health conditions and limitations under this type of medical. Thanksgiving and Christmas are right around the corner. Pilot’s should be exceptionally thankful. We are blessed with the ability to see our world from a perch that most will never experience. We can fly into scenic areas that have no other means of access. Give back this holiday season. Support those that support and fight for your way of life. Contribute to the AOPA, the RAF, Supercub.org and give a subscription of STOL Magazine to a friend. Give a child a ride in your aircraft for Christmas.

Give Thanks, have a Merry Christmas and Happy Holidays. With cooler temperatures and shorter days coming our way, inspect your aircraft, do some maintenance, check your annual and ELT battery date. Replace the batteries in your PLB and tracking device and above all, be safe out there.

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

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STOL DEPARTMENT

Airmail

Dennis, Sheila and staff, Just like to say thanks for a magazine that just gets better and better. With encouraging good friends and STOL, the fire has been lit to finish my Cubby. Twenty five years in the making, with a few airplanes in between, there is light at the end of the tunnel. Its a STOL clip wing, which makes for a long story. Having the time of my life! -Wayne from Hamilton MI

Built from scratch, wag-aero plans with some changes, 85 stroker, copied paint from CC with permission.

“You guys are awesome!!” -Anthony, Kerr Valley Airport

Hi, Just caught a serendipitous reference to your magazine in a IG videopost re OSH#17. Lucky me! I just subscribed through pay pal for a year. -Steve M

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“Really like your magazine, so do my brothers, keep up the good work. ” -George W., Colorado

I am a proud subscriber to STOL Aircraft Magazine -Nick M.

STOL

AIRCRAFT MAGAZINE

STOL DEPARTMENT

Calendar of Events

COMING EVENTS 4TH ANNUAL TEXAS STOL ROUNDUP-NEW LOCATION! NEW DATE! SEPTEMBER 29-OCTOBER 1, 2017 HONDO, TEXAS

The fourth annual Texas STOL round-up will be held at its new location on South Texas Regional Airport in Hondo Texas. (HDO) This former military training field was built in response to the attack on Pearl Harbor for pilot training in less than 90 days! The field provides five runways in excess of 3200’ with the longest being 6002’. It has a massive ramp and a new modern terminal building. A grass runway has been made especially for the STOL competition. Hondo is located 38 miles west of San Antonio Texas on highway 90. Multiple vendors and sponsors including STOL Aircraft Magazine will be on the field for the event. Register to compete and receive a chance to win a Turnbull/Marlin lever action .45-70 rifle courtesy of Turnbull Manufacturing and STOL Aircraft Magazine. Come and enjoy the competition, comradery, and fun. The new fall date should provide for good weather.

MARK YOUR CALENDAR! September 29-October 1, 2017 4rd Annual Texas STOL Round-Up Hondo Municipal Airport Hondo, Texas Info www.texasstolroundup.org A STOL Aircraft Magazine sponsored event

October 5-9, 2017

Wentworth Aerodrome Fly-in, The WAD

October 19-22, 2017

High Sierra Fly-in and STOL Drag Race Dead Cow Lake Bed, Nevada A STOL Aircraft Magazine sponsored event

December 17, 2017

113th Anniversary of First Human Manned Heavier than Air Flight Kitty Hawk, North Carolina

October 13-15, 2017

Thomasville Georgia 50th Fly-in (TV)

Submitted by Marc Cramer of NY

THE HIGH SIERRA FLY-IN AND STOL DRAG RACE OCTOBER 19-22, 2017 DEAD COW LAKE BED, NV

Submitted by Kevin Quinn.

Come see and participate in Kevin Quinn’s unique STOL Drag Race on Dead Cow Lake Bed just a stone’s throw away from Reno Nevada.This STOL Aircraft Magazine sponsored event is a one of a kind. Pitting all comers of all aircraft types against one another for a drag race STOL style. Daily activities and fly outs. Night time fun around the campfire. Bring your tent and enjoy the action!

KEEPING UP WITH YOUR SUBSCRIPTION

DON’T LET IT RUN OUT!

STOL Aircraft Magazine is published four times per year. Mail dates are March 15th, June 15th, September 15th and December 15th. Subscriptions run for one or two years, depending on the requested length of your subscription, from the date that we receive your subscription. Your subscription termination date is located on the mailing label of each issue. If you have provided us with your e-mail address, we will send you a reminder that your subscription is about to end. If you have not provided an e-mail address we will send you a post card reminder. STOL Aircraft Magazine adheres to strict confidentiality standards. We will not sell or release your e-mail address or any other information that you provide to us. We hate junk mail as much as you do. We hope that you enjoy reading STOL and that you will refer us to a friend or advertiser.

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STOL DEPARTMENT

Asset Protection |

BY SCOTT “SKY” SMITH

BUYING A NEW AIRCRAFT

hat better way to celebrate the holiday season than to buy a new aircraft. And if you currently own an aircraft and have it insured you probably have coverage to protect that new purchase, sort of. Typically, aviation policies include a new aircraft purchase coverage that is good for 30 days from the purchase of a new aircraft. BUT...that doesn’t mean all aircraft are covered. If you own a single engine, four place fixed gear aircraft and you have never flown anything else, that doesn’t mean that you can go buy a light twin or a heavy single and have coverage. You might be able have the aircraft delivered and parked in your hangar until you make arrangements but maybe not.

Make sure that you read the policy for their specific definitions of an aircraft on your policy. One company’s division states “single engine, non-pressurized, less than 350 horsepower and less than 9 seats”. If you buy something outside of the listed parameters the policy you have might not be able to cover the aircraft. Basically, that division of the aviation insurance company and the policy you have might not be able to provide coverage for the new aircraft. That doesn’t mean the “company” won’t provide coverage, but it might have to go through a different branch or division. Additionally, there are often requirements on the amount of time the aircraft needs to be owned and the company needs to be notified. An example of that might be “if the aircraft

is to be leased or owned for MORE than 30 days then there is coverage if the company is notified within 30 days of the purchased. If that’s not enough, just because the aircraft is covered, doesn’t mean you can fly it. In the case of a move up, say you own a Cessna 172 or a Piper Cherokee 140 and you move up to a Cessna 180 or even a Super Cub it doesn’t mean you are covered. If you are not qualified in the aircraft, you cannot fly it and be insured. In addition, if you hire a pilot, they won’t be insured unless they meet the open pilot warranty. But how do you know what the open pilot warranty is? If you are buying an aircraft that is not similar to what you have on the policy, the open pilot warranty will not be the same. So you will probably need

to ask the agent. And, by the way, what is an open pilot warranty anyway? Open Pilot Warranty (OPW) simplified, is the minimum requirements that a person must meet to fly your aircraft AND for you to be covered. That doesn’t mean that they are protected, but you are. Example time! If you have someone that flies your aircraft, maybe less than 10 hours a year, they could be under the OPW. If you own a 4 place, fixed gear, single engine: the OPW might be private license, current medical, current flight review, 300 hours total time and 10 hours make and model. If the pilot meets those requirements and is flying your aircraft and has a claim, the company will usually pay the claim as if it was yours. BUT, if the insurance company felt the pilot was at fault, they

will probably go after the pilot to pay back all the money that they paid you in the claim. That’s part of subrogation of rights, which is another article. When you start dealing with higher performance aircraft, (retractable gear, constant speed propellers, etc.), the OPW is more restrictive. It might be Private license, instrument rating, 750 total time, 250 retractable and 25 make and model. Another thing to watch is the instructor requirements. Most polices require the instructor to meet a portion of the OPW or they cannot provide instruction. I have had many cases where the instructor must have an instructors rating, 250 retract time and 25 make and model and the instructor only has 5

hours make and model or doesn’t have any. In that case, by the policy, there is no coverage for the dual the owner is receiving. No coverage? Just because the instructor knows how to fly that particular aircraft, doesn’t mean that they will meet the instructor requirements of the insurance company. How do you find out these requirements? Read the policy or call the agent. What does all this mean? Even if you have coverage included, it might not do you any good. Remember this is an insurance policy (or contract). You need to follow the policy language. If you are not sure of the policy language or have questions, maybe the only way to find out is call the agent and ask questions. If you make the call to the agent for the details, you just as well have them get 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

STOL DEPARTMENT

Asset Protection |

BY SCOTT “SKY” SMITH

you a quote. Then you know you can be covered. When it might work, is when you are out airport hopping and find another aircraft that is the same as your current aircraft or one that you have at least 25 hours in and you just can’t pass it up. Then you might have coverage! Of course if you get home and don’t

complete an application and pay the premium in the 15 day time limit of most companies, they will deny any claims. (Make sure you complete an application and pay your bill right away). But it’s always better if you can plan ahead with the purchase of your next aircraft. When you decide on the plane, get the insurance quote and the

requirements before you ever go to look at it. In the event that you need a checkout or dual, you can plan ahead and arrange to take a qualified CFI with. If you don’t have a CFI maybe there is one available wherever the aircraft is located. Or better yet, maybe the seller is a CFI? Planning ahead also allows you to have the insurance in place prior to the prebuy so that if all goes well, you can just close the deal and fly home. What happens if the deal falls through? Recently we have had quite a few of our clients have a pre-buy on a new purchase only to come home empty handed. Usually I recommend that you start the insurance coverage pending a satisfactory pre-buy. That just tells the agent that you might not bring the aircraft home. In those situations you let the agent know the deal fell through and they contact the underwriter to stop the coverage. Most companies will accommodate this situation. There are a few that are sticklers and might charge a minimum earned premium, so make sure you ask your agent if that is an issue. Every time I have bought a new aircraft it is an exciting day. But don’t let the emotion and ego get caught up in the excitement to the point that you forget some if the practical basics. Training, insurance and pre buy inspections are still important. An aircraft purchase either your first or your fifth, is still a big financial investment, don’t forget the basics. Scott “Sky” Smith

Sky owns SkySmith Insurance in Ankeny IA. He can help you with insurance for all your toys. Contact him at 515-289-1439 8

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STOL

AIRCRAFT MAGAZINE

BOND ARMS DERRINGER,

BACK- U P PROTECTIO N F RO M T EX A S BY DENNIS “SHOOTER” SMITH

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STOL DEPARTMENT

Bush Protection |

BY DENNIS “SHOOTER” SMITH

ond Arms of Granbury Texas produces an extensive line-up of compact, powerful two shot derringer style pistols. Being a Texas company their products carry monikers befitting the brand. The “Texan” is a six inch barreled version. Their “Ranger II” carries a 4.25 inch barrel and the “Cowboy Defender” a three inch barrel. The personal carry/back-up pistol packs a serious punch. Chambered in .45 Colt it is a formitable weapon. The .45 caliber models are also capable of firing .410 shotgun shells for up close and personal action. Mutiple interchangable barrels are available for all models. Barrels are available in 2.5 to 6 inches lengths in 25 caliber combinations. The US made pistols come with unique grips made from Rosewood, Black Ash, laminated Black Ash, black rubber and for those inclined, Pink. I shot a Ranger II. The compact pistol is a hoot to shoot. The tip up barrel is easy to manage with a left sided lever style release. Drop in two rounds of your choice, snap it shut and your ready to rumble. No dainty weapon, the Ranger weighs a hefty 21 ounces unloaded. The Black Ash Star grips allowed for a full contact three finger grasp providing positive control. The report and recoil were surprisingly manageable with both .410 and .45 Colt loads. Fun to shoot, and personal protection capable, the Bond Arms series of two shot derringers will be a positive addition to my list of recommended defense weapons.

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STOL

AIRCRAFT MAGAZINE

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STOL DEPARTMENT

The Duke Speaks |

BY DUKE “THE YELLOW LAB” SMITH

HOW’S YOUR TEMPERATURE?

Safe Pet Tips for Fall Flying & Hunting Season My Dad and I like to go out and play. He takes me to the lake or our pond during the summer and winter. In the fall we hunt birds. The temperature here in Texas during dove and early Teal season can hit or exceed 100 degrees fahrenheit or greater. Dad normaIly hunts in a t-shirt. In late fall we hunt ducks, geese, and cranes. Occasionally we have a thin layer of ice on the water. Last year I was too young to break ice, but I’m looking forward to it this year. During the hunting season, to control over-heating, particularly in high ambient temperatures. Heat exhaustion occurs when a dogs temperature rises above 103 degrees fahrenheit. If his/her temperature exceeds 106 degrees they may suffer a heat stroke. Many individuals think that because a dog is swimming in water that they will not get hot. Swimming requires a high energy output that will increase a dogs core temperature. If they are swimming in very warm water, over 80 degrees, they will not cool well and can quickly over heat. Overheating will show itself in obvious signs in dogs. Excessive panting is the first symptom. An overheated dog my collapse, experience convulsions, vomit or have diarrhea. Altered gum color of blue or bright red is also a symptom.

Dad periodically carries me in a crate tied down in the back of his pick-up truck. Most of the time I get to ride in the truck. My Dad is very consciencious of my well being and comfort. As a doctor, he understands the potential for heat and cold related problems that could injure or kill me. 12

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AIRCRAFT MAGAZINE

Heat problems such as heat exhaustion or heat stroke can occur rapidly in dogs. Unfortunately, dogs don’t sweat. Humans sweat to allow thermal cooling as the sweat evaporates from their skin. Dogs have a few sweat glands in their paws but they don’t help enough to regulate increased body temperature. Dogs cool themselves by panting. This rapid open mouth breathing is not sufficient

Early signs may present by the dog not responding to your commands or searching a cool spot in decline of commands. Glazed eyes, excessive drooling, lack of coordination and lethargy may also present. If your dogs temperature exceeds 106 degrees heat stroke may occur. Heat stroke may be fatal due to the shutting down of organs such as the kidneys or his or her heart stopping.

Risk factors for heat exhaustion/stroke include long hair, very young or old dogs, and dogs that have short or flat faces like a Pug. Active working dogs like me, a Labrador Retriever, are at high risk during intense activity in both warm and cool temperatures. If your dog becomes overheated, move them to a cool place. Wet the dog with cool, not cold, water. Place cool towels on, or run cool water on his/her neck, armpits and between his/her hind legs. Give them water if they will take it. NEVER force it on them. DO NOT give water to an unconscious dog or pet. It may enter their lungs and kill them. If symtoms persist, seek veterinary medical assistance. Avoid heat related problems by limiting outdoor activity on excessively hot or humid days. If your dog is accustomed to being in the controlled temperatures inside your home, they will not be tolerant of hot temperatures. Do not leave your pet in a closed vehicle, even if it is in the shade. Exercise your pet in the cool of the morning or evening. Give him/her water breaks. In the excitement of trying to please you your dog may ignore their own warning signs of fatigue and heat. Be aware of them like you would a child. Remember to be the friend to them that they are to you. Consideration of their well being will be rewarded by a long healthy relationship.

Now in Our 48th Year of Business!

Next issue I will dicuss how cold may harm your pet. Until then, buy your dog, a chew toy or bone and have fun out there. Duke Smith is a 18 month old Labrador Retriever. He has acquired his Bachelor Degree in duck and goose retrieval with a minor in crane and dove fetching. He will now pursue his Masters in UKC Hunting field trials. 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

STOL DEPARTMENT

Maintenance |

BY RICHARD WALKER

PICKLE YOUR ENGINE

DO IT.

WITH FALL AND WINTER FLYING SEASONS RIGHT AROUND THE CORNER I thought I would address an issue that is talked about from time to time but exercised not nearly enough, engine preservation sometimes called “Pickling”. “Pickle my engine?” you say. “Why that’s for people that that don’t fly enough.” Exactly. If you are anything like me you might be closer to that person than you think, especially in the winter months. Lycoming Service Letter L180B states “Engine temperature and length of operating time are very important in controlling rust and corrosion. The desired flight time for air cooled engines is at least one continuous hour at oil temperatures of 165°F to 200°F at intervals not to exceed 30 days, depending on location and storage

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STOL

AIRCRAFT MAGAZINE

conditions. This one hour does not include taxi, take-off and landing time.” Continental SIL99-1 States “Corrosive attack can occur in engines that are flown only occasionally regardless of geographical location. In coastal areas and areas of high humidity, corrosive attack can occur in as little as two days. The best method of reducing the likelihood of corrosive attack is to fly the aircraft at least once every week for a minimum of one hour.”

Whichever version you like best I think it’s is safe to say many of us fall into the category of “low utilization” at least some of the year and would be wise to consider if not all at least some of the advice in the aforementioned Factory Service Instructions. To that end, Aeroshell has two preservative oil products, Fluid 2f and Fluid 2xn. Phillips 66 has a product called Aviation Anti-Rust Oil 20W50. I have used all three products over the years

to “pickle” engines on aircraft for longer term storage and for preservation after overhaul. Another product designed specifically to reduce corrosion is ASL Camguard. I have researched it and feel it is well worth consideration. Granted, if you live in an arid climate the risk of corrosion from the environment is far lower than if you store your airplane on a dock in Florida. However, the risk of corrosion also comes from combustion by products

captured and suspended in the oil. Therefore I feel one the simplest things you can do to help prevent internal corrosion is change your oil and fly it once before more lengthy idle periods. If you are changing the oil anyway consider Aeroshell’s recommendation for Fluid 2xn. “ AeroShell Fluid 2XN can be used neat for long-term storage, but it is typically mixed with one part AeroShell Fluid 2XN to three parts fresh AeroShell Oil 100 to create an inhibited oil. It can also be sprayed undiluted on piston-engine exhaust ports, Rocker arms, and accessories to provide additional protection.” So the next time you hit your favorite easy chair for a few minutes read through the Service Instructions listed above and conside at least some of the recommendations. Your engine will thank you for it by running longer and more trouble free. See you next issue!

Richard Walker can be contacted at www. customaircraft.com or by phone at (907) 745-6030

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STOL DEPARTMENT

Medical Tips |

BY RANDLE CORFMAN, MD, PhD.

EVEN THESE SHALL PASS “S ticks and stones may break my bones…” We have heard that saying since we were little. Stones can certainly break our bones, but kidney stones can very effectively bring a person to their knees. The pain that is associated with kidney stones can be very rapid in onset, can be unpredictable, accompanied by significant nausea and vomiting. Women who have undergone both childbirth without an epidural anesthesia AND who have suffered from a kidney stone are quick to equate the two. It is a pain you really can’t talk through. Reposition yourself all you want to and that pain isn’t going to go away. The pathophysiology of kidney stones (a.k.a. renal calculi) is pretty well understood. The kidneys function to clear waste products from our blood, and they are very efficient in doing so, provided they are working normally and that we are well-hydrated. If some of the cleared waste products are not diluted small crystals are formed and these crystals trigger stone formation. These crystals usually pose no problem when adequate hydration is present, subsequently being carried downstream in the urine through the ureters from the 16

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central portion of the kidney to the urinary bladder.

The ureters move the urine from the kidneys to the bladder by peristalsis, a rhythmic contraction pattern that is produced by smooth muscle within the walls of the ureters. This is a very efficient muscular action that can be quite strong, as nature has designed a very efficient waste removal system. The ureters have nerve fibers coursing within their walls, and the ureters themselves are actually located just outside the abdominal cavity, in a space referred to as the retroperitoneum. The peritoneum is a tissue layer which encases all the contents of the abdominal cavity (our intestines, stomach, etc) and it is richly innervated by nerves which are mixed into the spinal cord in a manner in which we lose the ability to have pinpoint discrimination. This means that a pain stimulus at one specific location can be perceived by our brain as being produced by an entirely different location. Let’s imagine the scenario in which a critical high concentration of a waste product within the kidney reaches the level necessary for formation of a crystal, a seed so

AIRCRAFT MAGAZINE

EDITOR’S NOTE:

The following article by Dr. Corfm very timely. As many of you may al kidney stones in June. I can confir the pain. The condition is horribl I was flying my Cub when I felt hammer in the left testicle. I experi back pain. I made a rapid, well, a return to my home airport. I vomit and base. On final, I was doubl causing me to stick my head out I did a normal wheel landing. Let want to experience this in flight. F depending on your perspective, I h in my life from injuries and now to tolerate the intense pain and a litt the ground safely. I was fortunate. - DENNIS “SHOOTER” SMITH

man regarding kidney stones is lready know, I had a bout with rm Dr. Corfmanâ&#x20AC;&#x2122;s reference to ly painful and strikes quickly. that someone hit me with a ienced immediate intense low as fast as you can go in a Cub, ted out the door on downwind led over in excrutiating pain t the door to see the runway. t me reassure you, you donâ&#x20AC;&#x2122;t Fortunately or unfortunately, have experienced a lot of pain olerate pain well. My ability to tle flight experience got me to .

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STOL DEPARTMENT

Medical Tips | to speak. The crystal enlarges, grows and a kidney stone is produced within the kidney. The ureter moves the urine, with the stone, down the pathway toward the bladder but if the stone is of a size that impedes the flow of urine back pressure upstream from the stone increases and the ureter dilates. This dilation causes significant irritation to the nerves which supply the ureter, inducing a more powerful contraction by the ureter, providing even more stimulation to the nerves within the ureter. The ureter is typically 10-14 inches in length and should the stone be of large enough diameter it may take a considerable length of time to move the stone. Occasionally the stone may be so large that it simply cannot pass! Nature knows how important it is to keep the urine flowing in order to remove waste products and the ureters will writhe strongly, shutting down other operations in order to facilitate movement of the urine. Hence the incapacitating pain.

BY RANDLE CORFMAN, MD, PhD.

What can we do to prevent formation of kidney stones? Hydration. Drink plenty of fluids, water in particular (2-3 liters per day!). The more you sweat, the less urine you produce and this increases the concentration of substances within the kidney which are capable of forming stones. For some of us it may be necessary to avoid certain foods (nuts, seeds and grains which are high in oxalate content) unless they are combined with calcium-rich foods (calcium and oxalate bind each other in the gut, reducing likelihood of kidney stone formation). Treatment of kidney stones is generally to push fluids and give whatever pain medications it takes to control your pain. Iâ&#x20AC;&#x2122;m talking big pain relievers, even intravenous choices. In some cases it will be necessary to undergo treatment with ultrasonic means of breaking up the stones (lithotripsy), or to have an operative procedure to go up through the bladder to retrieve the stone, or to place a stent to facilitate the passage of

urine through the blockage until the stone can be dissolved. If you understand the impact that kidney stones can have on your ability to do even simple tasks, you can understand why the FAA is so concerned with aviators who have a history of kidney stones. Once you have had a kidney stone attack (and it truly is an attack) you are more likely to have another, particularly if there are other stones hiding up inside the kidney! This will require some sort of diagnostic imaging study so that your urologist can clearly state that there are no further stones present within the kidneys or ureters. For most aviators who have a solitary kidney stone you can be back into the cockpit quickly, but you should selfground until your urologist is confident that there are no remaining stones. If you are operating under BasicMed, simply report the episode to your primary care physician. If you are operating under an FAA medical certificate, let your AME know and the AME will want a letter from your urologist stating an absence of remaining stones and, provided certain conditions are met, your medical certificate can be issued by your AME on the spot. Drink much water, my friends! That is the key to preventing kidney stones and the pain that goes with it! Happy flying! Randle Corfman, MD, PHD is a reproductive specialist in MN. He holds commercial, instrument, S/MEL and SES ratings. He has special interest in wilderness and survival training and flies a C-210 and PA-18.

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LATEST ADDITION TO

T HE

STO L A I R CRAF T M AG AZ IN E

F L E E T

We have recently sold our Backcountry Super Cubs project and purchased a 1963 Piper PA-18 Super Cub. (See Build a STOL in this issue). I will give a full description of the history, detail, and specifics of the aircraft in our next issue.

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STOL DEPARTMENT

STOL STOPS |

BY SCOTT BOLING

#BackcountryGetAway SULPHUR CREEK RANCH, IDAHO

Original brochure from the 1950’s taken out of Bound for the Backcountry.

ountainous scenery, beautiful wooded forests and wildlife encounters are some of the many reasons why we all love the wilderness. When it comes to flying into it, however, some have reservations. My wife is among those who prefer to enjoy the beauty of the outdoors from the safety of the ground. Not that she’s scared of flying, but rather she’s concerned for our children if something ever happened to us both. However, now that our children are getting older, she’s more open to the idea. Last fall, I started attempting to convince her to venture over to Sulphur Creek Ranch with me. It’s one of my favorite spots to visit in the Idaho Backcountry, simply because it offers so much. It’s located in the Frank Church Wilderness area, about 70 nautical miles northeast of Boise and about 155 nautical miles northwest of our hometown of Idaho Falls. Its primitive destination offers limited access, so it’s no wonder why it has become a favorite spot among Idaho pilots. With August quickly approaching, I seized the opportunity to plan the trip around our twenty-first wedding anniversary. I emailed Keire & Val at the Ranch to reserve one of their cabins for our getaway, and, as the weekend approached, the weather was looking absolutely beautiful. Higher temps would stick around throughout the weekend, so we planned on flying early to avoid density altitude issues 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

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Ready for our horseback ride AIRCRAFT MAGAZINE

STOL DEPARTMENT

STOL STOPS |

BY SCOTT BOLING

and the unpredictable mountain winds. We departed Idaho Falls (KIDA) about 7:00 am to a beautiful calm morning and an amazing Idaho sunrise. I couldn’t tell which of us was more excited, but I know my heart was beating through my chest, perhaps due to nerves from wanting everything perfect in hopes she would consider venturing out again. Regardless, the trip went smoothly, with only a little smoke to contend with from some of the surrounding fires. We stopped off in Stanley for a delicious breakfast at the Stanley Baking Company, followed by a quick pass over Red Fish Lake and then back up the canyon to Sulphur Creek. As we descended around the last mountain, I could see the recognizable dirt strip and the little lake at the end of the valley. I could feel the excitement welling up inside me as a smile lit up my face. Once we landed and got the plane unloaded, we made our way to one of the many private cabins Sulphur Creek offers. Home for the weekend! The absence of cell service or Wi-Fi means the ranch offers up a truly relaxing environment, if only for a short time. After stopping off at our cabin, we headed over to the corrals where Val was busy getting horses saddled up. There were several guests who wanted to experience horseback riding in the Backcountry, so Keire and Val were nice enough to oblige. I haven’t spent much time on a horse, but what a real treat! It was a little too late in the morning to see any wildlife, but we all had a great time, regardless. After a couple hours, we all slowly walked back up to the lodge for lunch. We visited among new friends and just made the most of not doing anything ... the best part of any getaway. The afternoon flew by quickly. We went for a walk, lounged around, my wife read a book (I read my STOL magazines), and eventually ended up taking a nap. We woke up just in time for their famous family style dinner. This is just one of the many reasons why I love the Sulphur

Creek Ranch. The food was great, the conversation was great and the company was great! Thanks Kiere, Val, & Meredith for all your efforts to make our stay so enjoyable. We all went out on the back porch to sit around the camp fire, while Val let the horses out to eat. They found their way to the nice grass around the lodge, as they did every afternoon, and didn’t seem to mind our presence at all. As the evening was coming to a close, we noticed deer coming down from the mountain heading towards the lake. We watched the last bit of sun slip slowly off the mountain peaks before heading back to our cabin. The next morning, we awoke to the sweet sound of several planes coming in to land. I peeked out the window to see the sun just sneaking into the valley. I quickly got dressed and walked outside to enjoy the cool, brisk morning air while watching other planes come in. I had the pleasure of meeting several other pilots that had flown over from Johnson’s Creek. Each week, Thursday through Monday, the Sulphur Creek Ranch offers up a fly in breakfast that attracts many folks that are out visiting in the Backcountry. (I’ve been guilty a time or two of making the trek over from Idaho Falls just to eat). We finished breakfast, said our goodbyes, and reloaded the plane. As we waited for the plane to temp, three more planes landed and a couple departed. We said our prayers, transmitted our radio departure and pushed in the throttle. As we left the ground heading back towards Eastern Idaho, I couldn’t wait for the next opportunity to come back to visit. Scott Boling is a private pilot from Idaho Falls who enjoys flying in the Idaho Backcountry in his 52’ Cessna 170B.

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COMPETITION RESULTS SPOT LANDING – AMY GESCH POKER RUN – BRANDI TERKEURST GOLF BALL DROP – NEIL BAUGHMAN FLOUR BOMB DROP – PILOT - DOUG STONER, BOMBARDIER-FRED CYGAN

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BY DENNIS “SHOOTER” SMITH PHOTOS BY BONNIE VIENOTE

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Journey

S E N T I M E N T A L

BY: DENNIS “SHOOTER” SMITH

he 32nd Sentimental Journey fly-in was held in Lock Haven Pennsylvania at the William T. Piper Memorial Airport. The annual event saw the arrival of hundreds of aircraft, pilots and enthusiasts. J-2’s, J-3’s, and hundred’s of PA- type aircraft filled the tie down area. Rag and tube high wing conventional gear aircraft were the predominant craft on field. Low wing metal nose wheel aircraft were also well represented.

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Several fly outs were made to lush grass strips in the surrounding green countryside of western Pennsylvania. Daily airshows included performers including Greg Koontz with his two act show. A spot landing contest was held in between local rain showers below a solid overcast. Competitors dodged the showers to compete for the grand prize. Flour bombing and the fun to watch golf ball drop were popular with the spectators. Nightly activities filled the pavilion with song and beverage.

Sentimental Journey is a treasure. It is a fly-in for and about pilots and their Piper aircraft. The event is pilot and not vendor driven. What a joy it is to return to the home of the original Piper factory, (now closed but still standing) to walk the ground of origin of one of the most successful aircraft companies in the United States. Many of the original factory workers attend the flyin. As a Piper owner, to speak to them of their experiences with Piper brings me closer to my aircraft and a part of the Piper family. You owe it to yourself to attend this great event.

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STOL ADVOCATE

STEVE JOHNSON BY DENNIS “SHOOTER” SMITH

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here are many types of individuals who participate in our sport and adventure as STOL pilots. Some are content to quietly fly their aircraft in their local environment and have minimal contact with the outside world. Others extend beyond their home fields into the backcountry and enjoy an active flight schedule with the joys and benefits that it brings.

have a question or problem regarding STOL or a related topic, drop into supercub.org for an answer. The information and knowledge base of the members of this site is almost limitless. While you’re there, become a member and support the cause.

Each year since 2002, Steve has organized, managed, and promoted the New Holstein Fly-in and STOL The antithesis of these individuals Exhibition. This week-long event is Steve Johnson. Steve is one of, if is held the same week as Oshkosh not the most, active individual in the AirVenture. It is located across the promotion and support of STOL flying. lake to the east of Oshkosh at the New You may know him due to his online Holstein, Wisconsin Municipal Airport information packed “supercub.org” (8D1) on runway 4/22, a 2951’ x 250’ website. Steve started his site in 2001. pristine grass strip with a nice pavilion It has grown to over 9000 STOL pilot and camping area. supporters. Supercub.org is much, much more than Super Cubs. This Steve has recently taken over the online site is cram packed with forums, management of the Johnson Creek Flyphotos, and discussion of all things In in Yellow Pine, Idaho. Due to Steve’s related to STOL, Bush, Backcountry excellent safety record at New Holstein flying and the aircraft involved. If you during the past 15 years, the state of

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Steve Johnson STOL Advocate |

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BY DENNIS “SHOOTER” SMITH

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Steve Johnson STOL Advocate |

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BY DENNIS “SHOOTER” SMITH

Idaho asked Steve to assist with the annual fly-in. With the support of Wendy Lessig and Dave Kirsten, the 2017 event saw 110 aircraft on field with safe, efficient operations. Each year in May, during the weekend of the Great Alaskan Aviation Gathering in Anchorage, Alaska, Steve and his wife, Laura, host a Saturday evening dinner meeting of STOL, Bush, and Backcountry pilots. The event is sponsored by several STOL related businesses including STOL Aircraft Magazine. It is a wonderful annual gathering of friends and pilots. So what of Steve? Who is he and what does he fly? A resident of the Kansas City area, Steve flies a 2000 CubCrafters PA-18 style Super Cub. It is powered by a 0-360 C1G. He has flown it for over 1600 hours. The aircraft is well equipped with a Garmin GNC 250XL GPS/COM, GTX 320A transponder, GPS 496, and an Electronics International engine monitor. It wears 31â&#x20AC;? main shoes and baby Bushwheel tailwheel. A Thrustline mod helps drive the 0-360 and MT prop. A Landis fuel pod adds extra distance capability for long trips. Steve relates that he was scared to death during his first airplane flight. To overcome his fear, he chose to become a pilot. Once he earned his private rating, he chose to strive to become the best pilot he could be. Flying since 1997, he now holds ratings including commercial, instrument, CFI, CFII, Advanced ground instructor, MEI, SES, and he is a Gold Seal Flight Instructor with over 6000 hours. Next time you run into Steve, thank him for his support of our sport. 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

STOL DEPARTMENT

STOL STOPS |

BY JEFFERY BABER

LAKE MICHIGAN

FLYOUT

hen I am out in the midwest flying my Cub people ask the same question with regularity. Do you take that plane to Alaska? I understand pilots think of aircraft as mission based. I agree that aircraft are usually designed with a specific mission. In my role as an aircraft broken, aircraft mission is one of the main topics I end up spending enormous amounts of time on with buyers.

However in the case of a Cub, I think some pilots are missing the number one mission: FUN! There is a reason so many Super Cubs were sold to farmers in the midwest: there is nothing like having the windows open, flying low and slow, to really experience your environment. Barnstorming is still alive today! As I have continued to meet pilots in the midwest I find myself being invited to more and more private strips, fallow fields, and pastures. Not to mention all of the grass strips that you may not even know exist in your area. There is another element of flying a backcountry airplane, the people. Many pilots have been to breakfast flyins, airshows and the like. However, there are owner groups that have amazing trips. The great thing about the owner group trips is the focus is on the flying. I recently flew my Carbon Cub on a trip around Lake Michigan and through Door County. This article and my next will explore the fun we had.

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If you have not flown around Lake Michigan, it is really worth a summer trip. Our group was comprised of pilots of varying skill levels and comfort level. Some wanted to stay in cottages and B&Bs, while others were in for the full back-country camping experience. AIRCRAFT MAGAZINE

Just because you don’t like camping does not mean that back-country flying is out for you. I, however, chose the later. Our trip began at the southern tip of Lake Michigan where we met up with 15-20 other Carbon Cub owners. We flew in a gaggle along the eastern shore of Lake Michigan. It was a dazzling summer day, window open, door down, wind whisking through your hair. Cliffs plunge down into crystal blue waters with white sand. Flying low and slow you can see the up to 8-foot sturgeon swimming in small schools. Our first stop was Woolsey (5D5) airport on the tip of the peninsula of Grand Traverse Bay. Many aviators see the empty circle on a sectional chart and fly right by this historical airport. Woolsey has two perfect grass strips with a very interesting rock stacked stone terminal building. This historic gem of a building seems out of place with its rock turrets and observation platform. Woolsey airport boasts quite an interesting history according to a plaque installed on the early 20th century terminal building. The land and building were donated to the township of Leeanau by the Woolsey family after Clinton F. Woolsey was killed in the Army Air Corps. The family

wanted to be sure that this early 20th century hero was not forgotten. The camping here is somewhat primitive, but there is water and restrooms on the field. We camped under the wings of our planes. We enjoyed Woolsey so much we stayed an extra night. We hiked down the shore of Lake Michigan, gathering Petoskey Stones and going for a brisk swim. Petoskey Stones are fossils of rugose coral that during the ice age were plucked up and polished smooth, finally being deposited into Lake Michigan’s upper peninsula. In the morning we strolled down to the quaint lake-side village of Leeanau. Leeanau is a small town nestled along the Sleeping Bear dunes, now a National Park. Leeanau has become a great summer destination offering many recreational activities: sailing, fishing, camping, bed and breakfast, and cabin rentals to name a few. The charming town with its sailboats and great breakfast spots is a must stop spot if you are going to retrace our steps. It was hard to leave this idyllic setting, but ultimately we decided we wanted to do some more flying. The next stop on the list was North Fox Island. North

Fox is an uninhabited island that has a beautiful grass strip. When you fly in you will likely be the only people on the island. This is one of those true back-country experiences. There are rumored to be a fairly large number of snakes on the island, although we did not see any. Out of an abundance of safety, we stuck to the grass strip. Be sure to bring bug spray if you intend to stay very long. North Fox island, now owed by the State of Michigan, has a creepy past that involves allegations of serial murders that are yet unsolved from the 1970s. Our group wanted to continue on to Mackinaw Island so we departed in time to make lunch. Our adventure will continue in next quarter’s article, with Mackinaw Island, Washington Island, and Ephraim airports. Jeffery Baber operates Innovation Aircraft Sales, a Certified CubCrafters Sales Center. Jeff enjoys sharing his passion with aviation enthusiasts and is building an “off-airport” community of fellow pilots and participating in organized backcountry flying trips. 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

STOL DEPARTMENT

STOL Performance |

BY CHANCE STERLING

TK1 RACING

SUSPENSION

SERIOUS BACKCOUNTRY PILOTS pilots are constantly looking for that next performance advantage item to enhance their capability and safety in the field. Look around at the tricked out aircraft at any STOL event and you will see the TK1 Racing dual shock landing gear on many aircraft. TK1 Racing of Lincoln, California

and even off-road biking requires a specialty shock suspension system to handle the load. TK1 Racing has met these challenges and has applied their off-road technology and expertise to backcountry aircraft suspensions. The TK1 suspension is available in the extreme dual shock package for experimental aircraft. The system includes two nitrogen charged shocks per side for main gear applications.

got its start by meeting the demands of harsh off-road racing. The stress taken by serious off-road racing vehicles is brutal. Desert vehicles, monster trucks,

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The custom valved shocks are designed to handle the harshest of landing zone environments. The dual shock aircraft aluminum system, weighs in at 16 pounds including four shocks, two each side, and the holder/support system. This system, combined with 31 or 35

inch low pressure tundra tires, will handle anything you can throw at it with minimum, if any, bounce or recoil. The system is available for J3, Kitfox, Rans S7, Just Aircraft models, Avid Aircraft, Stinson 108, Glasair Sportsman Wilga, Skyote, and many other STOL and PA-18 style aircraft. For more information contact Tony at TK1racing.com. Chance Sterling is an international man of mystery. He has extensive flight experience both fixed wing and helicopter and an expert rating in all aspects of firearms.

AIRFRAMES ALASKA PURCHASES PERFORMANCE STOL “KELLER” FLAPS

hugiak, Alaska - Airframes Alaska is proud to announce the purchase of Performance STOL LLC, designers of the double-slotted “Keller” flap system for certified PA-18s and experimental Cub-type bush planes. Performance STOL flaps lower takeoff and landing speeds by 4 to 5 miles per hour without increasing a plane’s angle of attack in slow flight. “We’ve watched the development of these flaps for a few years now,” says Heather Montgomery, Airframes Alaska CEO. “The double-slotted flap system is the most effective short takeoff and landing modification for aircraft operating in the backcountry. This makes Performance STOL flaps a perfect fit for what we do at Airframes.”

Doug Keller, a Professional Engineer and ATP-licensed pilot, co-invented Performance STOL flaps with Alec Wild. What began in 2010 as a flap concept for Wild’s Double Ender project gradually transformed into a double-slotted fowler flap design with broader appeal. “The performance was so good that we thought it had market potential for experimental Cubs,” Keller says. “After selling over 100 sets to experimental Cub owners, we started the FAA certification process for the PA-18.” The FAA issued the PA-18 Performance STOL STC in early 2017. The complete Performance STOL double-slotted flap line now includes: STC’d two-hanger flaps for certified PA-18s

Custom two-, three-, and four-hanger flaps for Backcountry Super Cubs, Javron Cubs, and other experimental Cub-style aircraft “The FAA has already transferred the STC and added it to our PMA,” Montgomery says. “We’re on track to put Performance STOL flaps into production in late August.” While Airframes Alaska works to fill existing orders, new customers can expect a six-week lead time for experimental flaps and a four-month lead time for certified flaps. For more information, please call Airframes Alaska at 907-331-4480 or visit www.performancestol.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

PA RT

T W E LV E :

S AY I NG

G O ODB Y E

BY DENNIS “SHOOTER” SMITH

irVenture was interesting this year. I was able to fly with Kevin Quinn on two separate evenings in his BackCountry Super Cub Gen2. This continuing article has been about the construction of a BCSC Gen2. Flying in one of only two completed examples of this aircraft was a pleasure.The aircraft performs phenomenally. With a combined weight of pilot and passenger of 450 pounds, I saw final approach air speeds on the Garmin G3 of 24 mph. Kevin’s aircraft was the first to be finished. It was built by professionals 40

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in Casper Wyoming. A second is now flying and was on display at AirVenture. I understand it was built by the factory. I have not seen it fly. I have seen a third under construction in Reno and I believe one is being built in Alaska. Each Gen2 I have seen are similar but no two are alike. The benefit of experimental amateur built. Changes are constantly being made by the factory. The example on display at Oshkosh has a new cowling design. The cowling design that I received is completely different and not eye appealing. Kevin never received

a cowling from the factory and had to have a custom cowling made. I like the new cowl. If I were going to finish the project I would acquire one from the factory. My progress has been slow due to the summer fly-in season. I have fit the boot cowl. I have made progress with the window trim, a non-standard item I have added to airframe. I think it will look much cleaner than the factory method of mounting the windows.

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That’s about all I have done recently. I am selling the project, buying a Piper PA-18 and at my wife’s recommendation building a fast airplane. I have one very slow aircraft that moves along at 60 mph. The J-3-85 will do 70 and the PA18 will speed along at 90. Our Cessna 180 is our current speedster at 140 mph. My wife wants something that will do 185-200. I looked hard at the RV-14 (taildragger version) at Oshkosh. It’s big, roomy, and can be equipped for IFR. It can be built fast when purchased as a quick build kit. ( 800-1000 Hours) Powered by a Lycoming IO-390 it will cruise at 185-190 mph. That equates to 3.08 miles

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per minute. It also has good slow speed characteristics and will easily get in and out of my 2000 foot strip. My project, BCSC Gen2 is on three inch extended gear. It has an AOSS suspension. The fuselage, rudder, horizontal stabilizer and elevators are covered with Ceconite and painted white with the Air-Tech system. It has Matco main wheels and brakes and a Matco 11 X 6:00 X 5 tailwheel. It currently sits on 26” Goodyears. The interior panels are installed and painted as are carbon fiber floor panels. The seats are upholstered in navy blue and burgundy. Keller flaps have been added. Avionics include a Garmin G3 touchscreen, GSU

25, GEA 24, GMU 22, and GDU 46. I have had both fun and frustration with this project. The fun of building, the frustration of acquiring parts. I put the project up for sale on our website and sold it in 30 minutes. It will be at its’ new home in Florida by the time you read this. I have purchased a 1963 PA-18. That’s the end of this long saga. The project will move on to someone else who will finish her up and give her a good home. I will move on to my next project, the RV 14 taildragger. If it goes as quickly as I plan, I may jump into a CubCrafters EX-3 kit.

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TAKING TIME

TO TAKE IN

NEW VIEWS

DOUG TURNBULL’S SUMMER 2017 AIR ADVENTURES BY MIKE NELSON AND DOUG TURNBULL

“If you’re not willing to travel at 15 to 20 miles an hour, you better find a different mode of transportation.” When flying your own Piper PA-12 Super Cruiser across the country, speed of motion doesn’t always translate to speed of travel. And when you relish the freedom of exploration and seeing things in different ways, this suits Doug Turnbull just fine. A licensed pilot for almost 35 years, Doug spent a month this summer

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experiencing much of our country’s vastness – from New York to New Mexico and back again – one hop at a time. “You fly the first three hours in the morning and the last three hours in the afternoon,” Doug explains. “A lot of times in the middle the wind’s blowing so hard you stay on the ground. You fly until nine or ten in the morning, find an airport to land and tie the plane down,

and then find a place to visit or go to sleep for five hours. You have to want to travel that way.” Wanting to travel this way afforded Doug the opportunity to visit parts of the United States that he may not have otherwise seen.

Freedom of the Skies Why would a busy gunsmith, business owner, father and grandfather want to travel this way? “It’s a free feeling up there, floating along in the air,” Doug

Landing at a Recreational Aviation Foundation airstrip

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confesses. “You see things different from the air than you do from the ground. It’s always interesting to see areas differently, especially traveling across the west.” Doug bought his 1940s-era Piper in Helena, Montana a few years back. Flying it home he experienced anew many different parts of the west, midwest and east – regions of our country that he was already familiar with from his myriad travels by road. “It’s a whole different perspective from the air, and you can see stuff from the back country that you never see from a car.” It’s clear that a sense of wonder inspires Doug to travel by small aircraft. “You come up over a ridge, and it’s like you peaked over a wall and then there’s something else.” Doug recalls, “There’s clear skies and visibility for a hundred miles, and you’re just a little speck in the sky floating along looking at things.” Doug’s father was an avid pilot in Doug’s younger years. They flew together in a Cessna 185 Amphibian, traveling to Quebec every summer to go fishing. Outside of the Quebec visits, their adventures were “generally within 150 miles from home,” Doug remembers. “Not very far.” It was Doug’s relentless curiosity that would lead him to flying too, and eventually to venture much greater distances. In gun restoration and piloting – things have to be done right His father was a self-taught gunsmith, and like him, Doug really enjoyed the hands-on side of working at Creekside Gunshop, his family’s business. According to his mother, Doug was always a tinkerer. “My mom said if it had wheels on it I was tearing it apart. Didn’t matter what it was, [vehicles or guns], I was always trying to do something with it.” This relentless pursuit of how things work is the drive behind the Turnbull Restoration story. Minding every detail, and getting things done the right way

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certainly suits Doug’s desire to fly as well. Doug recalls of his early restoration work, “Dealers and collectors were saying ‘it’s really nice work but you need to do this better, or have better detail here, or this should be polished this way.’ It was the dealers and the collectors that forced us to be better. [The work] had to look right.” Doug expands, “A plane is kind of a tinkering thing too. There’s so much [mechanical work] you can do yourself, but then you have to get it signed off by a certified professional. Everything has to be right.” Giving others a chance to see differently Doug’s worked hard for the opportunity to see the country he loves from the air. What always strikes Doug the most is “how big and diversified the country is. Every area is beautiful in its own right, and I see why people love that area and want to be there.” Doug enjoys giving friends and clients the same opportunity to see things differently. During his summer trip he

visited a client in Nebraska and gave plane rides to various neighbors and family members. “Some were in their late 40s and 50s and had never been in a small plane, or any type of plane for that matter,” Doug recounts. “It allowed them to have a different perspective of the area, and see their farms in a whole different way.” Giving rides to a group of cultural exchange students shortly after Doug’s return home to Bloomfield was especially impactful. “That may be the only chance [these students] get to ride in a plane, let alone a small plane. It’s fun giving rides because you don’t have any idea… how it’s going to change their lives, how it’s going to allow them to see a bigger world, that it’s more than just their home.” In some ways it reminds Doug of the first flights he took with his dad. “It reminds you of the freedom, the openness of what else is out there.” Openness, exploration, and the freedom to see our country in many and varied

ways. “If you have time to spare, you go by air,” Doug likes to say. And for him, that is most definitely time well spent. About Doug Turnbull: Doug Turnbull is the founder and CEO of Turnbull Restoration Co., Inc. in Bloomfield, New York. Now in its third decade, Doug’s company is committed to honoring the earliest gunmakers by returning vintage and antique firearms to their original condition. The same passion and attention to detail goes into every one of Turnbull’s newlymanufactured guns as well. Visit www. turnbullrestoration.com for more information.

Doug Turnbull

is one of the world’s foremost restorers of antique and modern firearms www.turnbullmfg.com 585-657-6338

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Photo by Larry Griffith

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Photo by Larry Griffith

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OSHKOSH 2017 A STOL ADVENTURE BY DENNIS “SHOOTER” SMITH

.A.A. AirVenture was outstanding this year. An exceptional turnout of people and aircraft. I heard on Tuesday that the field was full and closed for new arrivals. The weather God’s could have been a little kinder as we had rain mid-week. Adverse weather is a normal part of a pilots existance and has never been known to dampen their spirits. (Pun intended). This year my traveling companion, Bill Green of Waller Texas, and I were wheels up at 0630 on Sunday morning on our trip to flying heaven. We flew the first leg in 4.5 hours arriving at our only

fuel stop in Mexico Missouri, home of STOL aircraft producer Zenith Aircraft. Mexico is our normal stop as we always receive friendly service. Our second leg of 2.5 hours required a little weather dodging at Madison. I think it rains non-stop in Madison as we seem to avoid weather there every year. Upon arrival, and after picking up our rental car at Basler, the onfield FBO, we met up with 2017 Valdez STOL Champion and world record holder Frank Knapp and his wife Kris. I presented them with a large full color

print of Frank’s STOL Magazine third quarter 2017 cover photo. We watched the arrival of the STOL exhibition flight group landing on the ultralight grass runway as they arrived in mass from Steve Johnson’s New Holstein Fly-in. Steve holds the event every year across Lake Winnebago from Oshkosh. (See our cover story on Steve in this issue). Bill and I, along with two other Texas friends Phil and Steve Birkelbach, spent the evening with the STOL exhibition group in an on field café and bar. Our thanks go to Frank and Kris Knapp for providing pizza for the group. The following two days were spent walking our legs off and visiting with numerous friends. We ran into STOL Magazine writer Richard Walker of Custom Aircraft in Palmer Alaska and his beautiful wife. We had lunch with STOL writer Scott “Sky” Smith of SkySmith insurance and later met STOL writer Kevin Quinn. I had the pleasure of flying in the STOL exhibition with Kevin on two evenings in his Backcountry Super Cub Gen2. This was my first experience flying in the Gen2. An amazing aircraft. See more about the aircraft in my continuing build report article about my Gen2 in this issue.

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Bill and I attended several seminars and forums. Our first was “ Wiring the G3 Touch” by Garmin. I’m not much of an electronics/avionics guy and quite a bit of this technical presentation was over my head. Superior Air Parts presented several forums. We attended “Compression Testing Aircraft Engines and Maximizing Cylinder Life” presented by Bill Ross. This presentation was very informative and AIRCRAFT MAGAZINE

easy to understand. I’m a lot more of a motorhead and airframe guy than an avionics tech. Bill has written an excellent book on maintaining aircraft engines. See our “Book Review” in this issue. We also attended “Lubricant Management – The Key to Engine Longevity and Reliability” by CamGuard at Superior’s tent booth. I’ve just started using CamGuard in my J-3 and Cessna 180. We took a foot break and attended a forum by Steve Pierce of Pierce Aero in Texas. Steve’s presentation on the Piper PA-18 was hosted by Steve Johnson. Being at this semimar was like coming home. We saw and spoke with many friends in the STOL community. While making the rounds we met and spoke with Bob Burrows the designer of the very STOL capable Bearhawk line of aircraft. Bob had both the four place Bearhawk and his two place “Patrol” on display. I have flown the Bearhawk into my 2000 foot ranch strip in Texas. It performs well. BackCountry Super Cubs had the second flying Gen2 at their booth. My understanding is that it was factory built and well finished. A complete EAB version of the aircraft has not flown as of this writing. I’m steady working on my copy, serial number 001. I got off light this year at AirVenture. I bought a total of four t-shirts. One for me, my daughter, nephew and God-son. I think this is the least expensive trip I’ve ever made to Oshkosh. Our flight home was uneventful. We make a early departure, wheels up at 0738. We fuel stopped at Lebanon Missouri. Nice people and good service. We were given a .15 cent per gallon fuel discount as an Oshkosh attendee. 2017 E.A.A. Oshkosh AirVenture is now another great memory for me to cherish. I hope to do it again next year and see you there! 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

Quinner

Dan DuFault

Hal Stockman

Blu Gray

Bob Burrows and his Bearhawk Patrol Q3 2017 |

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Joe Dory Jr.

Kevin Quinn

OSHKOSH 2017

Corey Robin

Steve Henry

Mark Patey Hal Stockman, Phil and Steven Birkelbach, and Bill Green

Wallace Brown

STOL DEPARTMENT

Southwestern Region |

BY RICK BOSSHARDT

ENCOURAGING THE NEXT GENERATION OF PILOTS I

t is clear to many of us pilots, who have been “around the patch” a few times, that the General Aviation population is growing older on the average every year. It is vitally important to seek out and encourage young people with an interest in aviation, to pursue their careers there, to see that the path is not any more difficult than any other career path. We as pilots all need to make every effort to accomplish this critical mission. As part of the recent “sold out” Arizona Pilots Association’s Annual Meeting on May 13th in Scottsdale, AZ, we awarded three Scholarships to deserving young pilots-to-be. From these immensely talented and motivated high school students, who are also involved in extra curricular education in aviation related fields, the Scholarship committee of the APA selected three for this honor. Being one of the members of the Scholarship Committee, I can attest to the difficulty in selecting these three from the nine outstanding candidates that put forward their applications. To this end, all three of the Scholarship Committee members offered an airplane ride in his plane, to any of the applicants and winners that wanted a ride. I had already given one of the winners a ride during an early spring Young Eagles event at Falcon Field, but I was contacted by the other two winners

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subsequent to the scholarships being awarded. I managed to get one flight completed before I sold my demo plane, and I promised the other a ride as soon as I get my new “upgraded” Carbon Cub in the fall. On May 31st, I had the distinct pleasure of taking Kayla Phillips, one of our scholarship winners, up for her first flight in a true “backcountry” plane. I wanted her to experience a different kind of flying that such a plane can offer, and to show her that even though her goal is firmly set on being a Captain for an airline in the future, that there are a myriad of different types of planes, and thus many different missions that can be flown! We started off with a low and slow flight up the Verde River Valley, being sure to keep a bit offset because of the current Eagle nesting period. We opened both the window and door and were on a ‘mission’ of spotting wild horses. I was truly amazed that for the very first time on my many flights up the Verde, we didn’t see a single one! It was super great to see that Bartlett Lake is almost full again. The rainy spring was a big help. As we flew from there to Horseshoe Lake, we saw the water level was just low enough to see the Indian Adobe ruins on the northeast side.

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From there we climbed up and over the Four Peaks range, and headed for our destination, Buzzards Roost. As the new “caretaker” for the strip/field for the APA, I wanted to land and check out the conditions. The ground was nice and dry, although a bunch of 1-2’ weeds had sprouted up from the recent rains on the meadow where we landed. The 29” tundra ties made quick work of it and Kayla experienced her first (voluntary!) off-airport landing! Buzzards Roost is a fabulous pasture on top of a hill at almost exactly a “mile high”…. 5,250 feet. It belongs to the US

Forest Service. With our wonderful and cooperative relationship with the Tonto National Forest Rangers (reported in this column in the past on several occasions), we have permission to land there. The local rancher, who has grazing rights for the area, kindly erected a wind sock on the lone tree in the middle of the field. It’s a gnarly old Alligator Pine Tree, full of character, and the name of the field conjures up the image of an old Buzzard sitting up in the top of the tree waiting for the odd carcass of an animal to be discovered! The field can be landed on in many directions, although it has a distinct uphill side and a downhill far side. I had to do some racking of the brain to remember when it was too much of a tailwind to make a downhill take off and it was better to take off in the uphill direction. Hopefully, the hot dry summer will tame the, as other planes with 8.50x8 tires can certainly land there.

The return flight took us on a low pass over Grapevine (88AZ) to show her the handiwork of the APA volunteers, and then back to Falcon. Its really great to feel the passion and excitement from a young person today who loves all things aviation. Kayla promised to come out with her dad (they are both camping enthusiasts) to our next fall Grapevine event, to camp with all the pilots and to meet more APA members. Congratulations to Kayla and all the winners and applicants. May your aviation careers be long and rewarding!

Rick Bosshardt

is a CubCrafters dealer serving the Southwest and central portions of the US. He can be contacted at www. suncountrycubs.com 480-300-4402

STOL DEPARTMENT

BOOK REVIEW BY DENNIS “SHOOTER” SMITH

ENGINE MANAGEMENT 101 BY BILL ROSS , VICE-PRESIDENT OF PRODUCT SUPPORT FOR SUPERIOR AIR PARTS

SKYWARD BOUND BY DENNIS “SHOOTER” SMITH

I chose to fly, or did it choose me, Skyward bound is where I will always be. To fly supported by metal and fabric wings, Passing through the clear air, my ship it sings. Low and slow I watch the countryside pass, It’s not about speed, I will make it last. This is my destiny, my soul’s desire, Of purest flight, I will never tire.

Engine Management 101 by Bill Ross VicePresident of Product Support for Superior Air Parts I met Bill Ross at his forum presentation at Oshkosh 2017. His book was given complimentary by Superior Air Parts for attending the forum. In this information packed 133 page book Bill defines and clarifies numerous controversial issues such as leaning, rich and lean of peak, best power, oil additives, compression testing, engine cooling and many other issues related to engine longevity. If you own or fly an aircraft that you want to keep in the air and reach TBO, I highly recommend reading Bill’s book. Contact Superior Air Parts by email at EngineManagement101@SuperiorAirParts. com for your copy. Tell them Shooter at STOL magazine 58 Q 4 2 0referred 1 7 | S T you. O L AIRCRAFT MAGAZINE

I lean the mixture, it’s up to me, Skyward bound is where I will always be.

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STOL DEPARTMENT

The Empennage |

BY DENNIS “SHOOTER” SMITH

OUR PARTING SHOT WHY DO WE FLY? A

sk that question of five different pilots and you will most likely get five different answers. Some of us fly for money. It’s a job that is rewarding, at certain levels, pays well, and has periods of activity with variation of being bored out of one’s mind to periods of complete terror! Other pilots may fly for convenience. Whether it be for business or personal travel, flying cuts down dramatically on travel time if you are IFR rated and the weather God’s are kind. The ability to depart at your convenience, by-pass airport security and land close to your destination at a municipal or private field can shave hours off of your travel time. Remote area or backcountry access is another good reason to fly. Landing a STOL equipped aircraft in remote areas on sand bars, gravel strips or semiimproved landing area’s beats the heck out of an extremely long hike or vehicle ride over a bumpy logging road. Some individuals fly to increase their success on hunting trips. Scouting for game can be accomplished both before and during hunting season. Be sure to check your local laws on locating game from the air and then persuing them once you have landed. Hunting laws may prevent you from pursuing game on the same day it was spotted from the air. The most common reason for general aviation pilots to fly is fun. This type of

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flying includes remote area access for camping and recreation. Hunting also falls under this classification. Some of us just like to burn holes in the sky or seek that hundred dollar hamburger. I have found that my desire to fly has changed over the years. Many years ago in what now seems another lifetime, I flew for hire. The pay was poor but the flying was rewarding. I enjoyed dealing with the passengers and their reactions to being in a small plane. For many, it was their first time. I did aerobatics for a while, seeking the adrenaline rush in a Pitts. Nowdays I fly for the serenity. The enjoyment of pure flight. I am fortunate to have acquired and own several aircraft. I fly a Quicksilver MX II Sprint. Basically, it is a two place ultralight with an “N” number. It has minimal instruments, a two stroke engine with a starter and “Fred Flintstone” brakes. You drag your feet to stop. There is no cowling. You sit out in the open with a 360 degree panorama view. It’s as basic as you can get. The 1947 J-3 is a step up. It is still very basic with minimal instruments and a simple C-85-12 Continental engine. The engine has an “Armstrong Starter.” I have to prop it to get it started. With the door and window open you get to experience pure flight. No radio, no flaps, no whistles or bells, just stick and rudder flying. It truly doesn’t get any better than this.

The other “simple” aircraft is the 1963 PA-18 Super Cub. It is a little more complex with a 160 horse power engine, flaps, a few more instruments including some glass, a radio, and a transponder. It is a still a pure flight aircraft. Shut off the radio and transponder and you are back to the basics. The larger engine and flaps enhanced the STOL capabilities. From my perch in the sky, I don’t see the eye clutter or hear the negative sounds. No signs, no traffic, no flashing lights and no grafitti. I see the larger scope of things. Flying in the rural suburbs of Houston Texas, I fly off grass and pass over farm fields. The fourth largest city in the U.S. looks pretty from a distance of fifty miles. It has a pleasing skyline. The skyscrapers create a vision of a surreal distant mountain. The steady drum of the engine lulls me to tranquility. I do fly for other reasons. I use my 1954 Cessna 180 for cross country travel. I fly back and forth from Houston to the hill country of Texas. A five hour drive can be shortened to a one and a half hour flight. I also fly to many aviation events. The 180 has been in almost all the lower 48 states. No matter how I fly my thoughts always seem to come back to one. I just want to be in the air to experience the sights, sounds, smells, and sensations that it brings. I have certainly been blessed to have been introduced to flight and become a pilot.

PEOPLE, PETS

& PLANES OF STOL Submitted by Bobby Faulkner. Skiing in a Zenith nose wheel aircraft.

Submitted by Phil Whittmore

That’s one slow airplane! Submitted by Levi Johnson

Submitted by Marc Cramer of NY A day at the beach with Dad. Submitted by Chris Hare.

Doug Turnbull

Man’s best friend. Submitted by Dakota Aerials.

Shooter, Doug Turnbull and Will Lipscomb discuss Doug’s PA-12 at Sentimental Journey. Photo by Fred Bucheit

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13121 Louetta Rd Ste 1370 Cypress, TX 77429 www.STOLAircraftMagazine.com

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