AOPA Pilot Magazine - October 2016 - 71

manufactures specialized shock absorbers for backcountry airplanes, also came
to the event. Kasabasich, a private pilot
and owner of TK 1 Racing, said the STOL
organizers recognize something that other
motorsports have long known: Extreme
performance brings excitement, innovation, and new audiences.
"Only a small subset of pilots is ever
going to fly in areas in which big tires
and STOL performance is required-but
that's not really the point," he said. "STOL
contests are like rock crawls for off-roadvehicle-enthusiasts. Extreme performance
and competition push the boundaries.
People who come to an event like this see
things being done with airplanes that they
didn't think were even possible, and that
captures their imaginations."

Also, the barriers to entry for aspiring
STOL pilots and organizers are relatively
low. Pilots need no special licenses or
waivers, and the airplanes themselves
aren't astronomically priced. Many competitive airplanes such as Cubs, Champs,
and Pacers are budget buys, and Light
Sport varieties such as the Bearhawk LSA,
Kitfox, Highlander, and Rans S-7 are relatively inexpensive to operate.
Organizers don't have to apply for
special-use airspace, arrange security, set
crowd lines, or comply with myriad other
airshow requirements.
The Llano event filled the town's hotel
rooms well in advance, but that didn't
matter to the hundreds of visitors who
camped on the airport's expansive
grounds, where bluebonnets and other

As the airplane accelerates, hit the nitrous button on the
control stick and be prepared for a sudden jolt in speed and
P-factor as the propeller spins up to max rpm.
"My engine rpm jumps from about 5,300 to about 5,900
as soon as I give it the nitrous," Henry said.
Let go of the throttle, grab the flap handle, and yank it all
at once to deploy full flaps. At the same time, pull the control
stick all the way aft (full up elevator).
"The airplane just levitates," Henry said. "Its attitude
doesn't change all that much, but now it's off the ground and
flying."
From brake release to becoming airborne typically takes
about two seconds at sea level with a nitrous boost, Henry
said, and the takeoff roll itself is about 100 feet long. That's
less than the length of one white stripe on a typical runway.
Next, the landing. Here, again, the technique is highly
unorthodox. "I get the airplane configured on final approach
with full flaps-but it's not a stabilized approach," he said.
"I'm holding a high angle of attack very close to an aerodynamic stall, and I'm constantly working the throttle to adjust

wildflowers provided a carpet of color.
Live bands held nightly performances, and
local aviation organizations and churches
sold food and drinks.
The Valdez STOL contest remains the
most iconic, prestigious, and best known.
But video clips shared via social media and
STOL demonstrations at large aviation
events such as last year's EAA AirVenture
have popularized and legitimized this
brand of flying far beyond its niche roots.
And those involved in it are convinced
it will continue to grow and inspire.
"I don't think it'll be long until all of
the big aviation events contain STOL elements," Kasabasich said. "STOL is really
just getting started as a sport."
AOPA
EMAIL dave.hirschman@aopa.org

the rate of descent to hit my aiming point on the ground."
Henry pumps the brakes and holds both pedals on the floor
so that the wheels are locked at touchdown. He also loosens
the throttle friction lock so there's no resistance when he pulls
it all the way to idle.
There's no flare as Henry nears the ground. A steep descent
angle directs the airplane's energy downward, not forward
where it will extend the landing roll. Henry raises the nose so
the airplane's tailwheel touches first. Then the main wheels
slam down, and shock absorbers and spongy tundra tires
cushion the impact.
Henry holds full aft stick and raises the flaps quickly at
touchdown while pulling the throttle to idle. If the tail comes
up during rollout, he lightens brake pressure momentarily to
allow the main wheels to spin. But he prefers leaving them
locked if possible.
"In wet grass, the tires will slide and I'll keep the brakes
locked," Henry said. "The Highlander's main wheels are
unusually far forward, and that allows me to brake aggressively
without nosing over."
-DMH

OBSTACLE LANDINGS are a crowd favorite and test the

STOL capabilites of specialized aircraft, as well as
pilot skill. In this multiple exposure, a Carbon Cub, one
of the most popular of today's backcountry aircraft
models, clears the cones and hits the turf.

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Table of Contents for the Digital Edition of AOPA Pilot Magazine - October 2016