“Balanced Systems” is Crosswinds S.T.O.L.’s method of developing aircraft “Systems” that work in “Balance” to achieve the common goals of Utility, Performance, and Reliability. It is this critical balance of design with engineering that defines the legend of Crosswinds S.T.O.L..
Crosswinds S.T.O.L. designs and products are tested every day in the ultimate environment, the Alaskan Bush. Where other manufactures attempt to “talking the talk”, Crosswinds S.T.O.L. has 10, 20 and 30 year old examples of there work performing, day in and day out, in brutal commercial operations. Crosswinds S.T.O.L. continually refines its processes through rigorous, real world, research and developement.
What, exactly, makes a Crosswinds S.T.O.L. aircraft perform so well? The secret lies in a combination of highly specialized components and systems all working in precise balance. Where many manufactures simply add bolt on parts as though they were dressing up their Ford Pickup, Crosswinds S.T.O.L. modifies each aircraft it assembles precisely as the conditions of its use will require, based on years of experience, and fitting the customer’s exact requirements.
Examples of the underlying theme and design Crosswinds S.T.O.L. uses are many. Here will list just a few. The 180 H.P. STC conversion for the Piper PA-18 SuperCub, Pa-12 SuperCrusier and PA-14 FamilyCrusier begins at the firewall. These Conversions use a swing out dynofocal engine mount. The 180 H.P. engine produces a great deal more horse power and torque. This engine also swings a much wider and heavier propeller. The dynofocal mount is stronger and it allows the Lycoming engine to work in better harmony with the aircraft. The original Crosswinds S.T.O.L. cowling is a state of art Split Cowling design. The cowling can be removed from the aircraft without removing the propeller. This cowling is aerodynamically superior to any Piper cowling on the market, it offers superior cooling and engine access and superior visibility over the nose of the aircraft. This cowling encloses the Crosswinds S.T.O.L. Piper PA-28 style exhaust system. This exhaust system is more durable, and with its free flowing design and duel mufflers produces more horse power than any other Cub style exhaust system. Not to mention it fits under the cowling with no visible exhaust tubing showing when looking in from the back. This cowling was also engineered to accommodate a Cessna 180 air cleaner that feeds a carburetor air box and heat exchanger that produces more windshield and cabin heat than any other design. Because this conversion produces so much more horse power than a typical 150 H.P. motor there are many other parts of the aircraft that are affected. This is why Crosswinds S.T.O.L. likes to balance the increase in horsepower at the business end of the aircraft with and elaborate and innovative bracing system where the real work takes place, at the tail. This not only compliments the weight and balance, it insures the huge payloads can be reliably carried by the horizontal stabilizer. No other manufacture even begins to address this potential weak spot. As with slapping running boards to their Ford Pickup, they simply bolt on more horsepower and hope it all hangs together.
Another example is the Crosswinds S.T.O.L. Leading Edge STOL Kit. Before committing to the leading edge STOL kit. Crosswinds S.T.O.L. Experimented with every idea from from retractable slates to fixed slots. Each of these designs offered benifits but also suffered unacceptable tradeoffs. After working with aerodynamic specialist and performing real world research and development. Crosswinds S.T.O.L. decided the fixed leading edge cuff would work best for the PA-18 SuperCub and other Cub series of aircraft in reducing the violent STOL characteristics when the aircraft is skidded at slow speed. The cuff Improves slow speed flight control, decreases touchdown speed on landing and improves takeoff and climb performance. The design also improved the structural integrity of wing. Real world testing showed that the design has virtually no affect on cruise speed. This is very important when you are talking about a relatively slow cruising airplane in the first place. Our design did not stop there. In order to slow the aircraft more on landing and improve aileron performance we designed the Concept wing tip. This wing tip increaes lift at high angles of attack and reduces induced drag at cruise speeds. The tip does not droop and has no affect on visibility when looking out from within the cockpit.