Some things we didn't learn until after we built our first prototype. We found for instance that in some cases, field repair capability is considered preferable to advantages measured purely in terms of performance. Over a period of several more years, each issue raised by the bush pilot community was addressed. A composite wing was eliminated over concerns of "in field" serviceability. A new technology for an all metal wing was developed which provides the cost benefits of a metal wing while achieving the aerodynamic benefits of a composite wing. Engine power output was increased to 180 horsepower factory specs, with additional performance derived from exhaust and propeller refinements. We developed an exceedingly quiet, high-performance exhaust. Additional aerodynamic modifications were made to achieve better performance. One of the greater challenges was to design an empennage providing the performance required for FAA certification standards, while providing equally outstanding performance at 180 mph IAS and above.

The MOUNTAIN GOAT STOL™ uses as standard equipment, a McCauley 76-inch diameter, 66-inch pitch, fixed pitch prop. We regularly operate out of short, rough strips at any altitude, taking off and landing in the same distance as a good, lightly loaded Super Cub™ with an 82 inch prop with 40 inches of pitch — a rig which substantially benefits the Super Cub™ to achieve speed and climb.

The MOUNTAIN GOAT STOL™ can take off in short distances because the wing has more than twice the lift of a Super Cub™, and less than half the drag. The wing uses a state of the art airfoil developed from aerospace research by Bill Montagne, implemented in a flush riveted wing, flaps, and flaperons. The accurate structure of this wing, and its state of the art mechanical and aerodynamic technology, distinguish MOUNTAIN GOAT STOL™ performance above what are really antiquated designs, far behind the curve of modern developments. We don’t use an 82 /40 prop, because we can achieve substantially superior performance without the diameter and pitch, and without the inherent landing clearance risks.