Hyper-STOL Wing And Sturdy Landing Gear Among The Airplane's Features

It has been several decades since Piper’s PA-18 SuperCub set the bar for bush flying. Since then a series of technological and design innovations have enhanced the off-runway performance of cub-like aircraft with more power, lower weight, added lift, better control and braking.

But one vital component—suspension—is too often overlooked.

The Savage Nomad Outback Shock gets it right with custom hydraulic, side mounted shock absorbers (12” travel) and suspension geometry integrated into main and tail landing gear, virtually eliminating the problems of touchdown rebound and ground hop that are all too common with traditionally sprung cabane landing gear. The gear position is also moved forward to enhance braking capacity with less risk of overturning. As a result, the Outback Shock lands and taxis with remarkable control and stopping power.

Command of a vehicle on the ground depends upon constant contact between the tires and the surface. Race cars and off-road competitors go to elaborate lengths to balance weight, spring rate and shock damping in order to keep the tires on the ground no matter how rough the surface, or how strong the offsetting forces. Springs, bungee cords or polymer buffers alone will not do this. They may be adequate for light GA airplanes operated on maintained runways, but landing on river banks, mountain slopes and ultra-short fields demands more, and the Outback Shock delivers.

The Outback Shock’s radically improved wing is a critical feature of the airplane. Here is a summary of new features:

• Customized hyper-STOL wing profile with 6” added chord length, new spars, stamped aluminum ribs, strengthened attachments and other structural improvements
• Tested to more than 1,600 pounds @ 6g for over 2 minutes without deformation.
• Square wing tips and wing tip fences to control tip vortex and reduce drag.
• A 40% increase in aileron surface, together with refined airflow design, allow the pilot to keep full control authority at extremely low speed on approach.
• Double slotted fowler style flaps with extended surface area 70% larger than the baseline. These can be equipped with mini vortex generators installed inside the vane.
• The pitching moment generated by the flaps results in a lower nose attitude on approach, allowing the pilot to see the landing area.
• Significantly increased lift coefficient provides noteworthy performance in landing and takeoff.
• Vortex generators available for the wings, rudder, flaps and horizontal tail.
• Optional extra-light wing slats pivot in response to airflow, slowing the airplane to very low speed. This simple slat device was developed and extensively tested in Alaska to minimize cruise speed reduction
• Over 3” additional aft extension of the rudder and elevator surface area to balance the moment from the new wing design.

The airframe is reinforced and refined, with more headspace and elbow room, easier ingress and ergonomic design. The forward airframe is beefy to handle 180hp and outboard shock mounts. Zlin super-sized the elevator and rudder, fundamental elements in ultra-slow flight. The stabilizer’s vertical travel, with its new jack screw trim system, is increased to balance the angle of incidence of the hyper-STOL wing.

Thin composite seats are tough and comfortable.

More up-sizing is at work in the wing (longer chord than a SuperCub), flaps (70% more area) and extended aileron chord (40% more).

The airplane can be powered by either a 100hp Rotax or 180hp Titan engine. Maximum takeoff weight is 1,323 to 1,433 pounds. With the larger Titan engine, it will cruise at 78 knots with a range of 265 nautical miles.

The airplane will be on display at AirVenture this week.

(Images provided by SportairUSA)

FMI: savage.aero, www.sportair.aero