In the small world of the general aviation industry, companies are made or broken on the quality of their products and their customer service. While that's pretty much true of any modern industry, aviators tend to be of a breed that embodies the values of the mid-century, a time when things were made from metal and a man's word was his bond. We just expect more. For the last 14 years, Alaskan Bushwheel Inc. has topped most customers' lists on all accounts, with an offering of American-made products that are sure to make any backcountry aviator salivate. They've been a model of the successful feel-good story of an American aviation business, and until their sale to Airframes Alaska in 2014, Alaskan Bushwheel Inc. was based at the Joseph airport in northeast Oregon and managed by Wup Winn. Their success and reputation among customers over the last decade was due in no small part to the pleasant and helpful crew behind the operation, led by Winn.
The recent sale of the company has represented something of a new dawn for the 36 year-old Winn, an Oregon native and private pilot with a strong penchant for all things backcountry, from big-tired Maules to snow machines. Calling upon the technical knowledge and friendly customer-oriented demeanor that made him so good at his role at ABI, he's begun a new chapter in his career as a bush plane guru by starting a new company called Backcountry Connection. I caught up with Wup recently and jumped on the opportunity to ask him a few questions about his new endeavor.
The iconic N11ZA piloted by Winn, somewhere in Hells Canyon, northeast Oregon.
Six questions
BPYour new business is Backcountry Connection; what do you guys offer and what does this mean for backcountry flyers?
WWWell, with my deep-seated roots in backcountry aviation my main goal with this venture is to continue providing the same level of service that we did when we were involved in building ABI. At this point we'll provide the primary service of brokering bush type aircraft-- Maules, Piper Cubs, Huskies, Scouts, etc. We will still provide parts and installation of these parts from many manufacturers like ABI and Atlee Dodge, as well as others, so in essence we'll be a full service one-stop shop in the Northwest.
BPMost people know you as the GM at Alaskan Bushwheel when they were located in Joseph, Oregon. How do you feel about selling the company? How did that role prepare you for what you're doing now?
WWJust as so many things in life are stepping stones to the future, Bushwheel was many things to my family. First and foremost, what we gained from 14 years of Bushwheel life is a long-lasting extended family of aviators, and we are extremely thankful for this. The experience gained in manufacturing and the art of dealing with the FAA will help mold what I hope to be another long lasting aviation adventure.
BPHow did you get into flying? What appeals to you about backcountry flying, specifically?
WWMy introduction to aviation was a Piper Pacer and a ride into Hells Canyon on a crisp fall morning, piloted by my father-in-law Bill Duncan. I pretty much knew instantly; I recognized the rush of adrenaline that I felt on liftoff... that I loved from my time in the rodeo arena with my dad and family wild horse racing, only it wasn't over in a matter of seconds! It lasted the entire flight and lingered for hours, even days after. A couple years after that flight and many hours flying right seat, the need became undeniable to get my private ticket. My time spent with a couple different instructors to get the hours of dual required are a bit of a blur, but I can still remember my first off-field landing, again in Hells Canyon at Dug Bar on the Snake river, the very place of my first flight. It takes a special breed of person to grasp the understanding of backcountry flight: the terrain, the unknown, calculated risk with every takeoff and landing. I must admit that I love that feeling, the feeling of going somewhere that few are able to get to and spending time where no one has ever been. I have been fortunate enough to walk on the glaciers in Alaska where no man or machine has ever been and that will stay with me forever. So you ask what is so appealing about it? In one word... everything.
BPYou seem partial to Maules.
WWAhhh...that. Yes, the Maule, mule, redheaded stepchild of the aviation industry, whatever you call it; I like to call it mine. There are a few things that really draw me to the Maule aircraft, and I guess the one thing that stands out most is I can't afford to own more than one plane, so I have to look at the best bang for my buck. I know several people that own Cubs, and while they are great birds, most of these guys also have a Cessna 180/185 in the stable. The Maule is pretty much the best middle ground; low and slow, yet fast enough to get me where I want to be. And the most important part, I get there with my family. I can fix it with my Leatherman tool and a few parts from the local tractor supply if I'm ever in a bind (totally legal mind you) and get home. They are still made in the USA by a family-owned company. So what's not to like?
BPDescribe your ultimate bush plane. Don't hold back.
WWWell, the ultimate bush plane would have to be qualified on a few different levels. The first would be the personal mission for the aircraft, because what I consider "bush operation" may be different than what Paul Claus's definition is. With that in mind I'm sure there will be some similarities to what everyone is looking for, but there are always the personal tweaks unique to each of us.
I'll start with the Maule aircraft as a base for a few reasons: First, I like the tube frame construction. It's not unlike the Super Cub with fabric covering for ease of repair and light weight, and the availability and capability to pack almost anything I want (family, small children, dogs, washing machines, dirt bikes... you get the hint.) Even though I fly a lot by myself I don't think I have ever heard a Cub driver say: "geez I wish the cockpit of this airplane was a little smaller."
Next I would keep the panel as simple as possible with only basic VFR instruments, as I will admit I am a pretty fair weather flyer and have no desire to push the weather envelope. The same goes for the rest of the interior: simple and functional. Now the nitty gritty: Wings. The Cub wing and the Maule wing each have their advantages; one is lighter while the other is rated for more weight. I must say I have played this fantasy over and over in my head, and with knowing what it would take to bolt Cub wings to the Maule fuselage, I like the idea. The only major thing that discourages me from a one-off plane is: if you bend something in the middle of nowhere, what have you got? You've got a very cool chunk of yard art until you can rebuild the piece you broke. I mean... let's face it, who out there is going to build a spare everything to keep on the shelf in anticipation of a boo boo that might happen to your one-of-a-kind? Not many.
So with that in mind I would use the long Maule wing. I would use Doug Keller's double-slotted flap system. Honestly, the jury is still out on the slats/slots that are out there. I love the safety aspect of the systems but I am not a fan of the high AOA landings, as they tend to be rougher on the airframe than that of a controlled touchdown. While I wouldn't count them out, I don't think I would use them for that phase of flight.
Engine...this is a tough one. I love the big horsepower of the 6 cylinder Lycoming, and I prefer the IO-540 to the O-540. But I often roll back to my 180 HP Maule that I've always loved for its balance and overall feel in the air. As with all things in the games we play, be it airplanes, snow machines (sleds, snow mobiles, etc depending on where you're located on this rock) dirt bikes, etc... The undeniable answer to the power question is always lighter weight higher horsepower. How you get there is up to you.
Propeller...LONG! That's pretty much it. Oh and 2 blade, not 3 or 4 etc. Simple. There would be a few things added like vortex generator, maybe some creature comforts to keep the butt and back from keeping me out of the bird for extended periods. I think the gist of this answer is that there is no perfect bird, but I am willing to keep trying to get there.
BPHow long before you can make custom tires again?
WWWell let's just say I've checked that box. I think there is still room to improve the current product, as with any product out there, but until I have nothing else to do I will leave myself out of that equation.
Backcountry Connection
Backcountry Connection LLC officially opens its doors this week with the release of what is arguably one of the coolest looking websites in aviation: BackcountryConnection.com. Head on over there and poke around, especially if you're in the market for a new or used bush plane. After all, who wouldn't want to work with the guy who came up with the idea to give away hot sauce with the sale of tundra tires?
