Just Aircraft SuperSTOL / Highlander

Just Aircraft LLC was founded in 2002 by Troy Woodland, formerly of Flying K Enterprises (Sky Raider). The company relocated to Walhalla, South Carolina in 2004 into a facility with its own grass runway, where the Highlander and SuperSTOL lines evolved. The original Escapade was a side-by-side two-seater intended for training and recreation with tricycle or taildragger gear. The Highlander (debuted Arlington 2004) beefed up the Escapade with extended wings, taller gear, a balanced tail, and tundra-tire compatibility — purpose-built as a bush plane. By 2013 the Highlander was outselling the Escapade 10:1 with about one-third of sales going abroad.

The SuperSTOL arrived in 2012 and turned the Highlander into an extreme STOL machine via self-deploying leading-edge slats, full-span fowler-style flaperons, and trailing-link bungee suspension gear. The SuperSTOL XL (2015) stretched the fuselage, added an all-metal wing, and accommodated larger engines up through the 180 HP Titan OX-340 and 180 HP UL Power 520. The SuperSTOL's signature party trick is takeoff and landing rolls under 100 ft at LSA gross weight — it competes directly with the CubCrafters Carbon Cub (SS / EX / FX / UL) in backcountry utility at a fraction of the price. The builder community is active and STOL-drag competitive, and the airframe has become a fixture at Valdez and High Sierra Fly-In events.

Published SuperSTOL numbers (takeoff/landing under 100 ft, 87 KTAS cruise) are achieved at LSA gross with proper technique, into-wind, on forgiving surfaces. Real-world cruise with 29-inch Alaskan Bushwheels and a Catto prop sits around 90–95 knots for the XL; stock SuperSTOLs with big tires see closer to 80–85 knots. The leading-edge slats deploy automatically below roughly 40 mph, giving the airplane docile low-speed handling and a stall break around 27–28 mph with full flaps. Rate of climb solo with a 180 HP Titan exceeds 2,000 fpm — the XL is genuinely over-powered, which is the point. Density altitude degrades the Rotax 912 faster than the Titan, so high-altitude backcountry operators generally spec the big engine.

The bungee-cord trailing-link main gear absorbs rough-field impacts that would fold conventional tube gear, and is a key enabler of the published landing numbers. Fuel burn runs 4.5–6.0 GPH on a Rotax 912ULS and ~7.5 GPH on the 180 HP Titan at 90 knots.

At LSA gross of 1,320 lb with a typical 780 lb empty weight, useful load is ~540 lb.

• Full fuel (24 gal = 144 lb) + 1 pilot (200 lb) — 196 lb remaining for passenger or cargo; comfortable solo with camping gear.
• Full fuel + 2 adults (400 lb) — 4 lb margin; effectively at-gross with no baggage.
• Two adults (400 lb) + 40 lb gear — fuel limited to ~100 lb (~17 gal), range ~230 nm with reserve.
• SuperSTOL XL at 1,550 lb experimental gross — Useful load climbs to ~680 lb, enabling full fuel + two adults + meaningful camping/hunting gear. This is the reason most serious backcountry buyers spec the XL.

At 87 KTAS book cruise and 5 GPH on a Rotax 912ULS, practical no-reserve range is ~400 nm; with 45 min VFR reserve and headwinds, plan 300–350 nm between fuel stops. With the 180 HP Titan at 7.5 GPH and 27 gallons, practical range is similar but cruise speed is higher.

• Backcountry (10) — This is the design mission. Sub-100-ft takeoff and landing, auto-deploying slats, fowler flaps, trailing-link bungee gear, and tundra-tire capability make the SuperSTOL one of the most capable backcountry airplanes available at any price. See Backcountry / Bush Flying.
• Local fun (10) — STOL-drag competitive, cheap to feed on a Rotax, and an attention magnet at every fly-in.
• Surveying (6) — Great slow-flight envelope for photography and observation, but only two seats and modest range.
• Flight training (4) — Usable for tailwheel and STOL transition with a qualified instructor, but not an efficient primary trainer due to experimental status and insurance complications.
• Cross-country (3) — 87–95 knot cruise and ~350 nm range are acceptable for short hops but uncompetitive with faster tourers.
• Cargo hauling (3) — 540 lb useful load at LSA gross leaves limited margin after two adults and fuel.
• Aerobatics (2) — Not aerobatic-rated; airframe is optimized for slow flight, not G loading.
• Business travel (1) — Wrong airplane.

Because it is experimental, the SuperSTOL can be panel-optioned freely. See Avionics Pricing Reference.

• Entry (~$5K) — Single Dynon D10A or Garmin G5, handheld GPS, basic radio, uAvionix tailBeacon ADS-B.
• Typical (~$10–15K) — Dynon SkyView HDX 7" or Garmin G3X Touch 7", integrated autopilot servos, Dynon or Garmin Mode-S transponder with ADS-B Out, engine monitor.
• Full VFR backcountry (~$20K+) — Dual Dynon HDX 10", autopilot, intercom, AoA, synthetic vision, iPad-based moving map, ForeFlight.

IFR certification is possible in experimental but rarely pursued — the airframe's mission is VFR bush flying.

STCs do not apply to experimental amateur-built aircraft; instead, owners modify freely. Common mods:

• Titan OX-340 180 HP conversion — Factory-offered firewall-forward kit for SuperSTOL XL; adds ~$35K over Rotax 912ULS package and dramatically improves density altitude performance.
• UL Power 520iS 180 HP — FADEC alternative to the Titan at 255 lb.
• Rotax 915iS 141 HP — Turbocharged and fuel-injected, excellent for high-altitude operations.
• 29" or 31" Alaskan Bushwheels — Standard backcountry upgrade; adds drag but enables rough-terrain ops.
• Long-range fuel tanks — Extended-range builds carry 27+ gallons.
• Skis and floats — Airframe has been flown on straight floats, amphibs, and skis.
• Sensenich ground-adjustable or Catto fixed-pitch props — Builder's choice based on mission.

See Maintenance Ecosystem.

• Parts availability (good) — Just Aircraft ships factory parts direct; active builder network and strong community support via forums and type clubs. Rotax parts are widely stocked through Lockwood, CPS, and Leading Edge.
• Mechanic familiarity (specialist) — As an experimental, the owner can maintain it under the builder's repairman certificate; otherwise an A&P with Rotax training is needed. Rotax-trained mechanics are concentrated around GA hubs and LSA schools.
• Annual condition inspection — $500–$1,500 if DIY with A&P sign-off, $1,500–$2,500 at a shop.
• Rotax 912 overhaul (TBO 2,000 hr) — ~$20,000–$25,000 at an authorized Rotax overhaul shop.
• Titan OX-340 overhaul — ~$30,000–$35,000.
• Annual operating cost (100 hr/year) — $5,500–$8,000 including fuel, insurance, hangar, reserves.

Expensive items: Rotax gearbox rubber inspection, bungee gear replacement, slat overhaul, fabric recover (20+ year interval).

See Aircraft Valuation Methodology. Pricing tiers (2025):

• SuperSTOL kit (airframe only) — $36,650 from Just Aircraft.
• Firewall-forward package (Rotax 912ULS + cowl + mount + Kiev prop) — ~$27,000.
• Panel — $5,000–$15,000+.
• Complete builder-finished SuperSTOL without paint — $69,000–$80,000.
• SuperSTOL XL kit + engine + panel (180 HP Titan) — $90,000–$130,000 all-in builder cost.
• Flying used SuperSTOL (Rotax) — $110,000–$160,000.
• Flying SuperSTOL XL with 180 HP and premium panel — $170,000–$190,000 (example: 2025 N83ST listed at $189,500 with 180 HP Titan IO-340, Whirlwind prop, low time).

Value retention is strong for well-built examples; factory-assist builds command a premium. Big-engine XL builds hold value better than stock Rotax SuperSTOLs in the US market.

As an experimental amateur-built, the SuperSTOL is not subject to FAA Airworthiness Directives. Builder-community common issues include:

• Rotax 912 gearbox inspections — Required at every 1,000 hours and after any prop strike; rubber dampers replaced per Rotax SB.
• Rotax rubber hoses and coolant lines — 5-year rubber replacement per Rotax SB-912-016.
• Slat mechanism wear — Self-deploying slats have bushings and pivots that require inspection; sticking slats are the most-reported airworthiness issue.
• Bungee gear maintenance — Shock bungees have a finite life and must be replaced on condition.
• Fabric condition — Poly-fiber covering requires UV protection and inspection for pinholes and seam separation.
• Build quality variance — Like all kits, pre-buy should verify builder logs, bolt torque, rigging, and weight-and-balance accuracy. Assist-build programs at the factory produce the most consistent airframes.

See GA Insurance Underwriting. Experimental tailwheel STOL aircraft are a challenging class. Typical hull/liability:

• Qualified pilot (750+ TT, 250+ tailwheel, 25+ in type), $120K hull, $1M smooth liability — ~$2,500–$3,500/year.
• Lower-time pilot (<250 tailwheel) — Often uninsurable for hull, liability-only offered at $700–$1,200/year.
• Market hardening — Experimental tailwheel hull rates have risen to 3–5% of hull value in recent renewals.

Most underwriters require a formal transition checkout with a qualified instructor and log a dual requirement in the policy. BWI, Avemco, and Falcon are the common markets. Off-airport operations may require an endorsement or exclude hull coverage during backcountry landings — read the policy carefully.