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From the unofficial " Skunkworks" of Just Aircraft in good old Walhalla, South Carolina comes this rendition of the
Just Aircraft Super STOL-XL equipped with a 180 HP ECI Titan engine.

Just Aircraft Website: http://www.justaircraft.com/superStol.php

The video below shows a really almost unbelievable climb out after a super short roll and take off. Gary Schmidt of Just Aircraft is explaining that they are seeing 3000 fpm climb. The plane is not yet in final form and further refinements are expected. The plane is configured for LSA so there is a fixed pitch prop. One can only imagine if a ground adjustable prop were used, or if the SSTOL-XL were to be constructed as an EAB in NON-LSA form allowing a CS prop that could be optimized for climb. The plane now goes up and down like an elevator. Just faster.

Link to Video : : https://www.youtube.com/watch?v=iOcrNdxOtvU#t=553

There are still some slight issues with this newly configured SSTOL-XL equipped with the 180 HP Titan. Yup, it is the weight for those choosing to register it as an LSA. The plane still needs some slight " weight reduction " re the 890 + 430 = 1320 weight limits. They'll fix it. It is an amazing plane.

Now the question, what's better? A Super STOL-XL equipped with a heavy/high HP 180HP Titan or is it better to roll with a light/moderate HP 135 HP Rotax 915 or a Zippered Engine. Bravo to Just Aircraft. Well done !!

Maybe a couple more bottles of Scotch and I'll have that figured out.

Not the only one… Link

All the STOL performance and this one will cruise more than 100 mph, too...

The Avid Magnum (0-320) I built and flew for 43 hrs. cruised at 115-118, but that was with the small tires we were using then. The low speed performance definitely took a hit though. This is a good plane for Just to show at Oshkosh, but all you have to do is see what wins at Valdez, simple and light. FWIW, if I was building a Highlander tomorrow, I'd go with a Zippered BigBored Rotax, again. I have an over 8 hour range with mine, at gross, and that is damn handy when flying around places where there isn't fuel available every few minutes, what do you think the range is with this thing, especially when loaded with gear? Cool plane, good for the airshow circuit, but lots of compromises, especially if your the one buying the gas.

Oh yeah, the last for real full blown emergency landing I had was in the Magnum, ran it out of fuel Too used to looking at the visible fuel level in the wing tanks and thinking I could fly for X amount of time, I guessed wrong, it was amazing to see how fast that 0-320 could suck down the fuel, as compared to what I was used, 3-4 gph types. The Magnum did fly well deadstick, but it also came down in a hurry with that heavy engine, I for sure never attempted to dead stick ridge soar it like I do the S-7.

I'm in agreement with Tom. I think the Zippered Rotax or even on of the 'soon to be released' 915 Rotax engines would be a good combination. Wing loading vs. HP would be similar I am guessing, with less fuel burn. For the guy that doesn't go far from home this may not be a big deal. I have flown long cross country flights in the west/southwest and finding fuel can be iffy at times.

I have a friend that lives a couple of miles from the JUST factory and I have visited it. They are super nice guys and will spend the time to answer any question a potential buyer may have along with giving you a tour of the place.

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Courierguy wrote:
if I was building a Highlander tomorrow, I'd go with a Zippered BigBored Rotax

WWHunter wrote:
I'm in agreement with Tom. I think the Zippered Rotax or even on of the 'soon to be released' 915 Rotax engines would be a good combination.

+1 on all the above. Light and agile, especially for an LSA platform limited to 1320 Gross Weight. Speed and high cruise will never be the forte of STOL performers like the Just, KitFox, Zenith and other similar LSAs, or for that matter heavier experimental EABs like the Zenith 801, SQ2/4, etc. For what little I know, IMHO the best speed/cruise/STOL compromise seems to be in the Bearhawk design as seen in the Patrol or BH 4 place.

For modern new certifieds, gosh, it is wide open, although the American Champion Scouts have always been very appealing.

You want speed beyond the LSA limits, look towards Vans Aircraft; just don’t expect comparable STOL performance. A side by side seating tailwheel Vans RV7 with IO360 has a top speed of 217mph, 75% cruise at 207, and with one person aboard can take off in 250ft and land in 350. The similar tandem seat RV8 is even quicker. Each carries 42 gallons standard.

Also, with a lighter Rotax, the 2 foot “XL” stretch needed with the Lycoming to achieve acceptable Weight and Balance perhaps can be avoided. That’s a weight saving, although I suppose some may still prefer a longer fuse for less yaw, possible improved stability, etc.

Bottom line? Maybe a non XL Super STOL with a Zippered Engine. The new 915 just might be a bit too pricey compared to what you can get from the nice Zipperbigbore people.

Does anyone know of a Just Super STOL with a Zippered Rotax with either the higher HP or higher torque option? How does it perform?

+1 for the zipper big bore power per pound, useful load, cost and amazing fuel burn, I'm enjoying mine!.... but man, that climb angle in the video pretty sweet!!!

In the words of one of my old aggie buddies..."That thing looks like a giant post hole digger." [emoji1]

I can't imagine a SS with 180hp I have flown one with the 912 100hp and with the 84/38 prop it will redline in a VERY steep climb. 180 hp make vertical climbs possible?

Since the Rotax 915 135 HP engine is not out yet, it is hard to speculate.
....but....
A Just Super STOL ( lighter non-XL version) with a relatively "light weight" 915 engine and ground adjustable prop is probably the ultimate overall package for those trying to stay within the LSA category, which is important to many folks. ( EDIT: Or the RANS S20 for folks not into ultimate STOL performance , but who prefer more of a Cruiser combined with decent STOL capabilities. )

Denali,

Yes, exactly what I was thinking! I have been intrigued by the introduction of this new motor, my only concern is the added complexity and weight of the turbo system. I like the idea of fuel injection though, especially after spending countless hours trying to get my carbs to work perfectly.
My other thinking is the Monster Super Duper Big Bore 1622cc (whatever it's called), the bored out and re-cammed 912 that Hal makes from a 912. I have read a couple of posts by a guy that is flying the engine in a KF. I read where the 1622cc with the high performance cam makes 120+ HP, with the comment that it might be closer to 125. That is some awesome HP from this leightweight engine. No turbo system to worry about.

I'd like to get rid of the carbs, though mine have been trouble free, just for the carb ice issues I've had in the winter. Not a huge deal, once I learned to keep the temps up with my oil cooler shutter and coolant divertor valve, and sometimes tapeing off the cowl inlets. Never quit in flight with power on, but if I'm not careful I've had it quit on throttle back once landed. When it did that it was my fault in letting the temps get too low, it'd just be less "workload" to have the fuel injection, plus the auto mixture control and better fuel efficiency. Longer range is what that means to me.

The whole thing with monster climb outs is somewhat of a mute point unless you spend all your time at air shows and fly-ins giving sales pitches. Even doing a lot of off airport, the climb outs are a tiny part of the whole performance package, I'm more into super good low speed handling and trick landing gear, that gets me into the places I want to go. I can't think of a time I didn't go into a place because I didn't think I couldn't climb out of it, not once. Especially since most of my takeoffs are downhill. For those reasons I doubt I'll ever "go turbo". With the Big Bore I can already climb plenty good enough (?) while it SAVED weight and lets me burn REGULAR mo gas, cools better too I give the Just folks lots of credit though for ramping it up all the time, I like their attitude though I don't fly their planes, more power to them.

WW, with respect to the Rotax carbs, and Rans, it's been our experience that the main cause of frustration are those chickenshit Jagwire bicycle cables. On the new S20, he has replaced that setup with some heavy duty type that look very much like something you'd find on a combine. At any rate, they do not flop around and mess with your carb balance nearly as much. Just a tiny bit of deflection on those cables really effects carb balance. We ordered a set for the S7S and aim to change them before Spring.

gbflyer wrote:WW, with respect to the Rotax carbs, and Rans, it's been our experience that the main cause of frustration are those chickenshit Jagwire bicycle cables. On the new S20, he has replaced that setup with some heavy duty type that look very much like something you'd find on a combine. At any rate, they do not flop around and mess with your carb balance nearly as much. Just a tiny bit of deflection on those cables really effects carb balance. We ordered a set for the S7S and aim to change them before Spring.

I love my rans, and think they do build some great airplanes...period. But I'm going to build some headers for mine this weekend, as the rear mounted muffler / exhaust setup they build for the 912 on the s6s has got some limitations. As I modified the muffler and opened it up to breathe with the zipper, it has caused a serious imbalance between front a rear cylinders egts. The header pipe size they use is smaller than the recommended rotax size, and the rear headers are like 4" long while the fronts are ~20-22". When it was stock and stuffy, it wasn't so bad, but now I'm seeing a pretty massive egt difference.