EAA Sport Aviation

EXPERT PANEL

Under these circumstances, you’ll need an extra thorough condition inspection, particularly of the undercarriage. Wheels should be faultless and properly inflated; an under-inflated wheel can slide on its bead and shear off the valve stem. Brakes get a workout, too, so pads need plenty of material.

Know the weak points of your aircraft. On his Cessna 180, Wes checks the inside camber of the mains for cracks, corrosion, and nicks. In Cubs, Jay looks for crinkled paint on the top of the cabane and gear legs, early signs they’re starting to bend. He also outfits his Cubs with safety cables on the gear, and students who bring their own Cubs must install them, as well.

If you spend a lot of time backcountry, learn how to fix things or at least determine if the airplane can limp home, Jay says. If something’s good and broken, a helicopter recovery may cost up to $20,000.

Wes Erb brings his Cessna 180 in for a spot landing.

Short & Sweet
How to fly real-world STOL

BY GREG LASLO

THOSE VALDEZ STOL COMPETITION pilots are something else.

Indeed, many of them are among the best pilots in Alaska when it comes to flying a small airplane into and out of tight spots. In fact, they’re so good they score ridiculously short distances at the contest—takeoffs plus landings in less than 200 feet.

But here’s the kicker: It’s a contest.

Turns out, there’s a big difference between that and the real world. “Don’t expect those results at home,” says STOL (short takeoff and landing) competitor Wes Erb. “It’s purely an act.” From the gear you’re hauling, to the gas you’re carrying, to the surfaces you’re landing on, to the trees at the end of your “runway,” you’re going to need some actual bush techniques if you’re going to explore the backcountry. To get the skinny, we asked Wes and his fellow Alaskan pilots Jay Baldwin and Bart Stone about flying into tight spaces.

GETTING STARTED

Start with a preflight. Alaskan bush flying is hard-core. Your wheels take a beat-
ing, your landing gear gets clobbered, and the rest of your fuselage gets thumped
pretty hard. Wes plans for an extra couple hundred dollars on his annual inspec-
tion because of his off-field operations.

CAN I GO NOW?

First you should practice at a paved airport until you get the techniques down. Accuracy is critical. Bart’s pilots must put a wheel in a box that’s 50 feet long by 3 feet wide 10 times—first with the right, then the left—before they can leave pavement. His best pilots can do it in an area that’s 20-by- 3 in a normally loaded airplane. That’s the control you’re looking for.

Two different techniques will get you there: The drag-it-in-low-under-high-power technique and the high approach. The former is good for show, but you’ll need a light airplane with a lot of power. And in the real world, if your engine burps, farts, or hiccups, you’re in trouble, Bart says. Plus, your angle of attack (AOA) is too high to see where you’re going, and your high deck angle may cause your tail wheel to strike first. Bad, bad, bad. Instead, each of our experts uses a variation of the high-approach technique.

Here’s how it works: Pick a touchdown point and keep your eyes on it throughout your approach. Keep it glued to the windscreen; if it moves up or down, you’re coming up short or long.