In fact, the light sport (U.S.) and ultralight (European Union) segments are in a period of hot growth, with a wide range of models hitting the scene, from both well-known and just-starting-out manufacturers.

At the Sun ’n Fun Aerospace Expo in Lakeland, Florida, in late March, we witnessed the dramatic entrance of two new LSAs going through the acceptance process—the Junkers A50 and the CubCrafters Carbon Cub UL—along with the Rotax 916iS that promises up to 180 hp in a turbocharged package. While all have ties to Europe, they will be manufactured in the U.S.

Crossing the Atlantic to AERO 2023 at Friedrichshafen, Germany, we saw not only the Junkers A50 joined by the A60—and the new Rotax on display—but also the big splash into the market of Elixir Aircraft’s first two-seat model. Already certified under the European Union Aviation Safety Agency’s (EASA) CS-23 regulatory basis, the Elixir has been picked up by several flight schools on both sides of the pond.

Though new prices for each aircraft fall into the $190,000 to $300,000 range—and push the idea of affordable aviation—they represent significant value over the traditional four-seat designs long promoted by the major aerospace OEMs.

This trio of aircraft also hit the mark in another area of affordability—relatively low operating costs. The Elixir achieves this through its efficiency, both of design and fuel burn, while the Carbon Cub does so in terms of performance. All use Rotax engines, well known for their ability to sip fuel. A low parts count and good support networks—and in the case of the Carbon Cub, the ability to perhaps be part of the building and maintenance processes—will keep the costs on the low end.

That way you can spend more time in the air, where you belong.

Junkers A50

The open-cockpit A50 Junior special light sport aircraft (SLSA) crafted of corrugated metal gained FAA acceptance in February—and the throwback to the golden age of flight made its grand entrance at Sun ’n Fun in March.Junkers Aircraft—now the parent company to the WACO marque as well—hosted an introductory event at its WACO Kitchen restaurant at the Sheltair FBO at the Lakeland Linder International Airport (KLAL) the afternoon before the official opening of the show on March 28.

In Battle Creek, Michigan, Euro-pean businessman Dieter Morszeck has invested more than $30 million to create a modern airplane factory capable of producing such complex yet handsome designs as the WACO biplanes. For 2023, that facility has a new occupant, Junkers Aircraft.

Both are owned by Morszeck, who made his money in the luggage business. His brand, Rimowa, is known widely for its corrugated exterior, causing an earlier Junkers aircraft built similarly to be dubbed the “flying suitcase.”

Taking the 1929 design from Hugo Junkers and updating it to the modern era, Junkers Aircraft has begun manufacturing the two-seat, low-wing, aluminum-skinned sport airplane at its U.S. facility in Michigan.

The original 80 hp Armstrong-Siddeley Genet radial engine has been swapped out for the 100 hp Rotax 912iS with a two-blade, ground-adjustable MT propeller. In the rear cockpit—from which the day-VFR-only airplane is flown when solo—the Garmin G3X with a 10.6-inch display provides for overall aircraft control and navigational power, with a companion 7-inch G3X display up front.
Other safety improvements over the traditional design include a Beringer braking system and Galaxy ballistic recovery parachute. The airplane has already come in under SLSA parameters with a maximum takeoff weight of 1,320 pounds and suitability to the training environment—particularly if you would like to evoke the golden age of flying as you learn the basics.

The first 29 aircraft are offered at €179,000 or about $193,500 at current exchange rates. An A60 model with side-by-side seating is also in the works.

Price: $193,500 (first 29)
Powerplant: Rotax 912iS
Seats: 2
Max cruise speed: 111 knots
Endurance: 5 hours
Max useful load: 615 lbs.
Takeoff distance, over a 50-ft. obs.: 984 ft.
Landing distance, over a 50-ft. obs.: 1,355 ft.

CubCrafters Carbon Cub UL

CubCrafters has never before made an aircraft powered by a Rotax engine. Images accompanying this article portray its first example using the 9-series engine in a model intended for production. Most of its factory pilots or dealers have never flown behind a Rotax.
Yet the Carbon Cub UL is also the first aircraft in the world to be fitted with the Austrian engine maker’s newest 916iS powerplant. Why did the Washington state company do this?

One main reason given by Brad Damm, the company’s vice president of sales and marketing, is that customers asked for it. However, Damm has several other good explanations that he shared.

“We invested in several new technologies to make the Carbon Cub UL even lighter and better performing than its predecessor, the Carbon Cub SS,” said the company in a media release. “The goal is a new airplane that features multi-fuel technology (mogas and/or avgas), fully meets ASTM standards and carries two adult people with a full fuel load and a reasonable amount of baggage at a takeoff weight of 600 kilograms or 1,320 pounds.”

Key to the development of the new aircraft is CubCrafters’ collaboration with BRP-Rotax, said CubCrafters, because the engine maker chose to launch its new 160 hp turbocharged engine on the Carbon Cub UL. The new 916iS engine is lighter, more fuel efficient, and thanks to turbocharging can produce more power than the normally aspirated CC340 engine on the Carbon Cub SS especially in higher density altitude scenarios.

“Our Carbon Cub was first introduced in 2009 and has been a successful aircraft for both CubCrafters and the entire backcountry flying community,” said Patrick Horgan, CubCrafters president and CEO. “Now, we’re reimagining the Carbon Cub by incorporating the latest in pre-preg composites, more titanium components, and innovative manufacturing techniques, along with the best new engine and avionics technologies for even more performance and versatility.”

Emphasizing the company’s global aspiration, Horgan added, “We believe this aircraft will make a major contribution to unlocking the enormous potential of the international marketplace.”

The production version of the new aircraft is slated to be initially built, certified, and test flown as a light sport aircraft at the CubCrafters factory in Yakima, Washington. But it will also meet ultralight category requirements in many international jurisdictions. “The aircraft can remain in the LSA category for our customers in Australia, New Zealand, Israel, and even the United States, but it can also be deregistered, exported, and then reregistered as an ultralight category aircraft in many jurisdictions in Europe, South America, and elsewhere,” said Damm.

“This is a concept we’ve looked at for the last several years. Our kit aircraft program has always been strong in overseas markets, and now we are very excited to have a fully factory assembled and tested aircraft to offer to our international customers,” Damm concluded.

The cockpit of the Carbon Cub UL should be familiar to Carbon Cub SS drivers. The UL concept of a lighter and even better performing version of the Carbon Cub for international markets was first seen during a pubicity stunt in Dubai, United Arab Emirates. A technology demonstrator version of the aircraft was able to successfully land and take off again from a 27-meter (about 90-foot) diameter heliport suspended 56 stories above the ground atop one of Dubai’s iconic skyscrapers, the Burj Al Arab hotel, as part of a recent Red Bull project meant to inspire audiences worldwide.
—Dan Johnson

Price: TBD
Powerplant: Rotax 916iSc, 160 hp; turbocharged
Seats: 2
Max operating altitude: 17,000 ft.
(based on engine specs)
Max useful load: 1,320 lbs.
Takeoff distance, over a 50-ft. obs.: TBD
Landing distance, over a 50-ft. obs.: TBD

Elixir Aircraft

Elixir Aircraft, a new French manufacturer, has gone from zero to delivering airplanes in just eight years.

The low-wing two-seater is powered by the 100 hp Rotax 912iS, and it’s well suited to the training mission for which the company has marketed it. It’s already certified under EASA CS-23 and is currently undergoing FAA validation. The Elixir features a simple cockpit in its most cost-effective version with standard features, though it’s still capable enough for IFR training—with the Garmin 3X Touch, G5 electronic flight instruments, and GTN 750 NXi multifunction display in the cockpit, along with its Smart Glide functionality, and a GI260 angle of attack indicator.What sets the spin-resistant airframe apart is its minimum of parts—the composite structure has been designed from OneShot carbon fiber components and has no spar, ribs, or stringers. The low parts count not only helps achieve manufacturing efficiencies but also drives a lower operating cost, as little as $37 per hour. Robust landing gear also serves well for student laps around the pattern. A BRS ballistic parachute recovery system comes standard.Elixir plans another model, powered by the 140 hp Rotax 915 series and targeted to private buyers on an IFR mission. It will feature a full glass cockpit as well.

The company has delivered 10 units since February 2022, with plans to scale up production at its facilities in La Rochelle-Île-de-Ré airport (LFBH) on the west coast of France. In early May, it passed the 100-employee mark, and it has new funding in progress for building out additional facilities. With agreements signed by Mermoz Academy in France and Cirrus Aviation in Sarasota, Florida, the trajectory of the Elixir appears to be headed nowhere but up.

In fact, the company is already planning with its U.S. partners to develop a final assembly center in the Sarasota area, with the intention to continue to build the aircraft in La Rochelle, and then containerize them for shipment to Florida and reassembly. The move will give the company an important footprint in the North American market—and in particular for the multiplicity of flight training organizations it hopes to serve. The company’s founders also belive its young average age—in the mid-30s—assist it in the flight training market. 

Price: $300,000 (estimated)
Powerplant: Rotax 912iS, 100 hp
Seats: 2
Max cruise speed: 125 knots, eco cruise
Climb rate: 800 to 1,300 fpm
Endurance: 6 hours
Max baggage weight: 55 lbs.
Takeoff distance: less than 1,000 ft.
Landing distance: less than 1,200 ft.

Editor’s Note: This story originally appeared in the July 2023 issue of Plane & Pilot. 

The post Affordable Aviation Grows With New Aircraft appeared first on Plane & Pilot Magazine.

Flying over terrain without the safety net of civilization—and the airfields that go with it—can be unnerving in the best of times. When things get just a little murky, the risk can increase exponentially. But backcountry flying just got a safety boost, thanks to CubCrafters.

The innovative light aircraft manufacturer, which specializes in FAA- and ASTM-certified as well as experimental category planes for remote backcountry operations, has announced its latest breakthrough—a state-of-the-art, thermal-infrared imaging system. Developed in collaboration with Hood Tech Aero, the cutting-edge system improves situational awareness in low-visibility conditions.

The integrated infrared camera system is designed specifically for backcountry pilots using Garmin G3X avionics. It features the smallest pixel pitch long wave infrared (LWIR) sensor available and complements Garmin’s synthetic vision display, providing pilots with enhanced infrared imagery on the G3X screen. The system shares the same scale, field of view, and horizon as Garmin’s built-in synthetic vision.

With the turn of a knob, pilots can switch between the synthetic and enhanced vision systems. The camera also promises the ability to pierce through smoke, haze, shadows, and even complete darkness, revealing essential details of terrain, such as roads, buildings, and more.

The lightweight, automated camera is wing-mounted and designed to be almost maintenance-free. It adds only a few ounces to the plane’s overall weight and consumes minimal power, ensuring it’s readily available whenever the pilot needs it. 

While initially developed for Department of Agriculture predator control aircraft under a government contract, the camera is now extending to a broader consumer base. CubCrafters notes that it’s a great solution for late afternoon flights with the sun low on the horizon, hazy conditions, and remote mountain airstrips that may be nearly invisible in valleys and shadows. 

The system is available immediately for new experimental category CubCrafters planes. The company said it also expects to complete retrofit kits and secure certified aircraft approvals by the end of the year, making the technology accessible to a wider range of aviators.

The post CubCrafters Unveils Infrared System for Backcountry Safety appeared first on Plane & Pilot Magazine.

When Isabel Goyer of Plane & Pilot asked me if I could write a “Patey Twins” flight review of a new NX Cub from CubCrafters, I jumped. And by jumped, I mean I was excited but thought about it every day, like a high school student procrastinating on my report.

This time to process really turned my mind more from my thoughts on the plane itself to my thoughts on the polarizing reactions to this new Cub with a nosewheel. I had documented my NX Cub flight feedback on YouTube, and the flood of comments came rolling in like a tsunami, leaving me a little shocked at the devastation some wanted to leave in their personal wake and reviews.

I get it. After all, I belong to that virtual religion of backcountry aviators kneeling weekly at the altar of taildragger flight. Our mountain airstrips are temples of sorts, reserved only for those worthy of entrance, and the Cub is the original and most pure method of taking to the heavens and landing at these sacred grounds. Some might suggest changing the Cub is outright blasphemy. Grant me the chance to state my position on our aviation passion as a whole.

We all want general aviation to survive, and not just survive but to blossom and thrive! I love all of it and want more members in our GA family. I’ll champion anything that gives more people more options in aviation and, yes, that, of course, includes a “Cub” with a wheel on the front. After all, what’s wrong with more options?

When we were 10 years old, Mike—my identical twin—built a hang glider out of blue tarp and duct tape. With all our talents and resources brought to bear, our aircraft would glide about as well as a set of keys; but it excelled in one category, the most important category—it put smiles on our faces and created memories that have withstood the ravages of time.

Would the average pilot want a Patey Build Tarp Glider? Of course not, but I would take serious issue with anyone who would have approached those bright-eyed little boys and done anything to discourage them from building it or getting into aviation by whatever means they had. The same goes for getting others in aviation. If it takes a parachute in a Cirrus, awesome! If it takes a nosewheel on a Cub, fantastic! If it takes Jet A to feel safe, then great. We are so glad you’re here with us, and if it only takes a two-stroke motor in an ultralight because it fits your budget, bravo! Even if it takes a plane that thinks it’s a Jet Ski, I think it’s marvelous.

We welcome you to an amazing club of like-minded aviators; we won’t mock you at the lake, tease you for a training wheel, belittle your pilotage because you have a parachute, nor hate you for being rich or look down on you for only having enough to fly an ultralight. All would-be aviators must feel to their core that they’re welcome here, they’re loved, and we hope they stay a while and bring their friends and family along. Anything other than this will be the death of GA, as certain as the sun sets.

All that said, I am filled with hope. Passionate pilots are sharing their love of GA on YouTube and Instagram, and it’s having a positive influence, despite those who call them egomaniacs, or worse. Companies like CubCrafters, Cirrus, Icon, Pilatus and many more are spending millions trying to bring new options to market. With all the risk, they press on through the constant barrage of online haters. These investments would never happen if they didn’t share in a collective hope for the future and growth in general aviation. Even my family has made the jump in and is investing heavily in this “un-investable” world of aviation with the startup and growth of our own little company, Best Tugs.

My review of the CubCrafters NX Cub is simple. I’m ecstatic! Its mere existence is a living manifestation of bright things to come. More choices are always a good thing, and I pray the NX Cub will survive “Market Survey” and actually make it to market. I want it on the wall next to as many options as we can bring into our boutique. I got to try it on for size, and it was a blast to fly! The new cc393i is a beast of a motor and is immediately noticeable when you open it up for launch. Visibility on taxi, takeoff and landing is unlike any bush plane I’ve flown. Sure, you don’t have the same prop clearance when taxiing as you do with the tail on the ground, but at least now you can see what you need to avoid. It’s like pushing the easy button, especially when it comes to stopping short—you can’t flip it on its nose or ground loop it. Of course, “real pilots” will never do that, but still, somehow, every year, somewhere, even our favorite real pilots do exactly that in their taildraggers.

The sleek airframe is as fast as it looks, 150mph fast, and with its huge 50-gallon fuel tanks, it still leaps into the air, and with a great payload, too. And it does it in less than 300 feet. That figure was a mere 100 feet when I flew just me with only three hours of fuel to go play out of our over 6,000-foot density altitude airport.

Once in the air, you forget it has a nose gear up front, and it flies just like you’d expect a premium Cub to fly—slow, comfortable, quiet and with no cold air creeping in from every direction, as we’ve become accustomed to. It almost begs you to open it up and travel in style to Alaska with a loved one, or even Utah—just sayin’. We have good flying here, too.

Of course, every airplane purchase is a juggling act of compromises, but CubCrafters took a huge part of that compromise out of the equation. If you wanted to try your hand at backcountry adventure flying but are not feeling up to the tailwheel, no problem. Take it with the nose up front. And if, or when, you’re ready, the main gear flips around, moving the pivot point forward and dropping the tail on the ground. Nose gear comes off, tailwheel goes on, and you’re heading out for even the most extreme airstrips.

Every airplane has its compromises. It’s really about picking what’s important to you and then, maybe even more importantly, not trying to force your choice in compromises onto others. We celebrate new options and designs as we see them come forward and encourage other companies to follow suit. As far as the NX Cub, if, or when, it comes to market, I believe it will bring new people into the backcountry and into our aviation family—and isn’t that about all we can hope for?

Watch Mark Patey’s flight review on YouTube. 

Read our full review of the NX Cub here.

The post NX Cub: Something New To Love/Hate appeared first on Plane & Pilot Magazine.

Any way you look at it, CubCrafters is one of the success stories of American aviation in the 2000s. With a lineup of Experimental, LSA and Part 23 models, along with doing extensive refurbs of existing Super Cubs, the company has forged a place for itself in the world of backcountry flying while selling a lot of airplanes in the process.

The founder of the company, Jim Richmond, who started things rolling in Yakima a few decades ago, knows every inch of the Cub, and, for the record, by “Cub,” I mean “Super Cub.” In fact, the name of the company might as well be “SuperCubCrafters,” because that model, and not the J-3, is Richmond’s muse. But more to the point, the founder and still guiding force has taken this one area of interest and spun it ingeniously in numerous directions. What started as a company offering mods and “refinements,” to use its word, to existing Super Cubs went in directions that Richmond himself surely never saw coming.

These products are usually anchored with a clever core idea, as with the Carbon Cub LSA, a great-performing Cub-style LSA with an outstanding power-to-weight ratio that outdoes its inspiration in every imaginable way (except, perhaps, sheer charm). Its X-Cub is a Part 23 model (not a small accomplishment) that’s fast, powerful, fun to fly, capable and rugged.

While a number of the company’s planes have pushed the comfort level of Cub traditionalists, the latest model, the cleverly named NX Cub, takes that final, no-holds-barred leap into the ring with the most brazen affront to Cub orthodoxy ever—the thing has a nosewheel.

And what a nosewheel it is, too—it’s probably more accurate to call it a “nosewheel system” because unlike some companies of yore that sawed the tailwheel off the back and welded it to the front—okay, I exaggerate—CubCrafters has given this a lot of thought, and the results are, well, outrageous. Now, what flavor that outrage takes, “outrageously wrong” or “outrageously awesome,” is in the eye of the beholder. And don’t laugh. Bush-flying types think of themselves as ruggedly practical, but when it comes to how they like their flying, there are plenty of style points involved.

Dragging Orthodoxy

As you’ve been reading in these pages, backcountry flying is hot, with more pilots taking to remote strips than ever, and in a wide variety of models, everything from the latest high-tech wonders from Aviat and CubCrafters to kitplanes and outright antiques. It’s a growing niche segment of pilots who are stretching their legs by trying something challenging and exciting, and it has both qualities in abundance.

And I’d be remiss not to say upfront that a lot of the pilots who fly the outback do so for a living, a fact with implications that inform the way they fly and the way they view backcountry flying, not that this fact keeps them from flying recreationally once they’ve clocked out for the day.

But a lot of the aviators newly attracted to backcountry flying are doing it because it offers them a host of rewards you just won’t find flying around the patch in a 172, not that there’s anything wrong with that. There are so many things you can do in a light plane: travel to see family and friends; journey across the state (or country) to do business; or, often, just head out to a new destination for reasons that aren’t even adequately covered by the concept of the $100 hamburger. This kind of flying can be incredibly rewarding in its own right.

I don’t believe that backcountry flying is inherently a better experience than what we think of as more conventional kinds of flying, though some of its most die-hard adherents believe just that. And to hear them talk about it, it’s no mystery what pulls them in, and it’s not a short list.

The romance is a big part of it, for sure. And it’s real, too, a rugged, rough weave of beauty and design, nature and machine, and plane and pilot (if you’ll forgive the plug).

When I say that the romance is real, I mean, it’s not made up. The machines that are most widely used in the segment aren’t identical—there’s a world of difference between a Cessna 185 and a Piper Super Cub, two favorites of those who ply backcountry strips. The former is an all-metal, four- to six-seat, 260- to 300-hp tiger, and the latter is a tube-and-rag holdover from the early days of aviation that does its thing with 180 hp or less.

But owners of both planes can look each other straight in the eye and shake hands as members of a community that’s as much about what its members share in common as what they don’t. A 185 and a Super Cub, in case you haven’t figured out where this is heading, share one component in common—a tailwheel. Pilots who fly planes with a nosewheel, well, those sorts are okay, too, they guess.

A Nosegear Cub

Enter the latest entrant into the sandbox, or gravel bar, maybe, the NX Cub—“NX” being short for “Next,” as in, “next generation.” Which is quite a claim when you’re talking about Cubs, right? Borrowing heavily from the design of the X-Cub, the NX isn’t a clean-sheet airplane. It is, depending on how you look at it, an upgrade, a modification or maybe even a defiling of the pretty great airplane that came before it, the X-Cub, not to mention the Piper product that got the wheels rolling way back when. That all said, it’s such a big step that the NX Cub makes, it stands up for itself, literally and otherwise, admirably

The crazy thing is, it’s convertible. Its gear can be reconfigured to be in back or in front, but not, to the best of our knowledge, anyways, in both places.

Like the X-Cub, the NX is fast, better than 150 mph, and its performance isn’t nearly as good as its tailwheel hangar mate; it’s better. The NX can, according to the company, land using a third less runway than the X-Cub

The company is embarking on a spring tour with the plane, which it says it’s still in the process of deciding whether to produce or not. Which makes sense, except that the work is already done, and it’s really impressive work, too. More on the aforementioned nose gear system in a bit, but take my word for it. It’s a work of art. And if that most controversial of configuration-changing components does even close to what the company says it will, it’ll be revolutionary, too.

The Goal

CubCrafters shared with us an extensive overview of the NX Cub, which opened our eyes to just how inventive an approach the company took to the design. For starters, the system is, as we said, convertible, but for our purposes, we’ll focus on what’s different—the nose gear.

CubCrafters says that it had a short list of goals for the new Cub. It had to be robust enough to handle real backcountry operations and not just a Sunday brunch at a manicured grass strip. Think gravel and ruts. It also had to be reliable, something that’s a part of the fabric of backcountry philosophy. When the closest repair shop is a couple of hundred miles away with no roads between here and there!yeah, reliability is a big deal. To hit that mark, the designers ruled out hydraulic/air seals, and there are no steering mechanisms to maintain. The philosophy, in short, is this: If it’s not there, it can’t break. Finally, it had to be convertible from nosewheel to tailwheel.

The wheel/tire itself doesn’t look very large, and for good reason. It’s not. The 19-inch diameter tire is pretty pedestrian, but there’s a bit of magic here. Because the pivot on the trailing link gear isn’t on the axle but on a pivot several inches forward of the tire, the tire behaves as though it’s much larger than it is. If this isn’t immediately apparent, forget the actual wheel and think of an imaginary one with an axle far forward of the surface area of the tire (it runs 8X6 tires, again, hardly the stuff of big tire lore). The effect is that the 19-inch diameter gets multiplied several times into a much larger apparent diameter, a whopping 51 inches, according to CubCrafters. So while that little tire might look too puny to the do the job, it’s not because the tire acts much bigger than it looks. It’s not like CubCrafters invented trailing link gear—it’s been around for a long, long time—but it’s a novel approach for a bush plane and one that makes nothing but sense to us.

The other magic here isn’t magic at all, just smart design. On most planes, the nosegear is connected to a structure that’s bolted directly to the firewall. That, says CubCrafters, and every mechanic everywhere, is a big weak point of nose gear design in general. On a hard landing, you can buckle the firewall, so if you feel like writing big checks and benching your plane for a few months, that’s a good way to do it. And rugged, backcountry strips are the enemy here.

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What CubCrafters does with its design is to attach the nosewheel’s trailing link suspension to a heavy-duty truss that’s attached to the engine mount, not the firewall. This transmits the loads almost directly upward with no long-lever action to amplify those loads, thereby increasing the potentially destructive loads on the firewall.

Like you’re probably thinking, we figured the new nosegear configuration would cost plenty in terms of top speed, but, yeah, we’re apparently both wrong. CubCrafters’ designers spent many an hour working to optimize the shape of the cowling and its inlets to make not only a cute smiley face but an aerodynamic solution that keeps the nosegear version of the X-Cub trucking at better than 150 mph.

And lest we forget the whole idea behind this new bird, it’s a lot harder to ground-loop a nosegear airplane than it is a taildragger. Is there something about flying a taildragger that’s intrinsically cool and fun? Absolutely! But there’s risk, if not so much to life and limb, then certainly to pride and bank balances.

If and when this plane comes to market, and we fully expect it to, though that’s just our guess, we’re also guessing it will cost in the same general ballpark as the X-Cub and come with Garmin glass, a beautiful interior and finishing touches that belie the backcountry pedigree of the machine.

How briskly will the new plane sell, if, indeed, it does hit the market soon? Well, if history is any guide, when Cessna rolled out the blasphemy that was essentially a 170 with a nosewheel, something it designated the 172, more than a few folks plunked their dollars down to get one of their own even though there was no shortage of existing Cessna pilots who thought the nosewheel was pure sacrilege.

The post CubCrafters NX Cub: Revolutionary…& Polarizing appeared first on Plane & Pilot Magazine.

In some ways, the year 2019 was a remarkable one in aviation, but when it came to new plane introductions, it was, well, a continuation of a familiar trend. In the Part 23 world, there were no newly certificated planes, though at least one looks like an outside shot at getting approved by the end of the calendar year. Other emerging designs look as though they won’t make it. Some are being pushed out to 2020 and beyond, which is the way things are in the brave new world of airplane manufacturing.

The days are gone when each year brought a handful of clean-sheet airplane designs, high-flying models launched at Paris or Oshkosh (or Wichita or Vero Beach). Almost every new plane these days is a derivative of a former successful model. With the cost of designing, certifying and then producing a clean-sheet design being so astronomically expensive, while simultaneously the market for those designs has shrunk, it should surprise no one that companies overwhelmingly choose to rework existing designs instead of starting from scratch. This path not only cuts the risk of unpleasant surprises of the aerodynamic kind, but it also helps ensure a market for the new model—if the older version was a hit, then the new, improved one should make an even bigger splash. It often works exactly like that. And, to their credit, many of these updated models feature spectacular new capabilities, often as a result of incorporating a new safety system or powerplant upgrade.

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Our first plane of the year, the Cirrus SF50, is a recent clean-sheet design. When it garnered FAA approval, it became the only certificated single-engine jet in the world and brought with that accolade a remarkably spacious cabin with out-of-this-world visibility and design, and flying manners so user friendly that it made good on the claim to be the jet that SR22 high-performance piston-single pilots could realistically and safely step up to.

The changes in the Generation 2 edition are far from cosmetic upgrades. The latest Cirrus jet features autothrottles, a higher ceiling (up to 31,000 and, hence, RVSM approval), an increase in range up to 1,200 nm, and an attendant boost in useful load of 150 nm on shorter trips. On top of that, the SF50 is faster, too.  

Our other Plane of the Year winner is as far from a clean-sheet design as imaginable, or very nearly so. The Piper 100 and 100i are based on the classic Piper PA-28 design, which the company has spun off repeatedly over the last six decades. The Piper is different, though, than any previous iteration in the way it’s outfitted. It isn’t the first PA-28 to sport a Continental engine, the Continental Prime IO-370-DA3A, which puts out, you guessed it, 180 hp, the same as the Lycoming IO-360 in the Archer model it essentially updates. The 100 and 100i (the “i” adds a back seat position and instrument capability) also boast the Garmin G3X Touch Certified, a development of Garmin’s award-winning flat-panel avionics for amateur-built and LSA aircraft, along with the company’s newly announced GNX 375 navigator and GFC 500 digital autopilot. The combination of the remarkably capable but less-expensive avionics and the new Continental engine allowed Piper to offer the 100 and the 100i for the retail prices of $259,000 and $285,000, respectively, which make them around $100,000 less expensive than the Archer they complement in Piper’s successful training lineup. That could translate to more trainers and more happy, successful new pilots. And who doesn’t like the sound of that?

Congratulations to our Plane of the Year winners!

Click the “Next” button below to see contenders for next year.

The post 2019 Planes Of The Year: Cirrus SF50 Vision Jet G2 And Piper 100 appeared first on Plane & Pilot Magazine.

Seats: 2

Main Construction: Tubular frame with fabric

Engine/Hp:Titan 340cc/180 hp

Propeller: Catto, 2-blade, ground adjustable, 80″ diameter

Avionics: Non-integrated

Top Cruise Speed: 120 kts

Stall, Landing Configuration: 28 kts

Maximum Range: 390 nm

Maximum Takeoff Weight: 1,320 lbs.

Payload: 238 lbs. (full fuel)

Useful Load: 388 lbs.

Takeoff/Landing Distance (50-ft. Obstacle): 260/1,030 ft

The post 2017 CubCrafters Carbon Cub appeared first on Plane & Pilot Magazine.

Seats: 2

Main Construction:Steel tubular frame with fabric, carbon composite parts

Engine/Hp:Lycoming O-360-C1G/180 hp

Propeller:Hartzell Trailblazer, 2-blade, constant speed, composite, 78″ diameter

Avionics: Non-integrated, Garmin 530GPS

TopCruise Speed: 126 kts (75% power)

Stall, Landing Configuration: 40 kts

Maximum Range: 800 nm

Maximum Takeoff Weight: 2,300 lbs.

Payload: 790 lbs. (full fuel)

Useful Load: 1,084 lbs.

Takeoff/Landing Distance (No Obstacle): 170/170 ft.

Check out the XCub and other fantastic single-engine airplanes in our latest Piston Singles Buyer’s Guide.

The post 2017 CubCrafters XCub appeared first on Plane & Pilot Magazine.

As we climbed out, we left behind the Yakima River Valley and the rain desert that surrounds it. Beyond the settled land, with its cities and towns, patches of irrigated green, fields of grapes and hemp, lay endless stretches of dry, rocky and rugged land, etched hard with gorges and rock peaks, muted browns and oranges, situated on the shore of the tidal wake of the Cascades.

Yes, we were headed in the right direction, toward high terrain, tall trees and the kind of flying this airplane was meant to do.

The airplane I was flying was the brand-new, top-secret XCub, the latest project of the remarkably American aviation business CubCrafters of Yakima, Washington. By now, there was no doubt left in my mind, having done some pattern work at a cozy grass strip near the CubCrafters Yakima factory, that this was no ordinary Super Cub. Don’t get me wrong, the PA-18 is a great airplane; it’s just not one that can do what the XCub can. CubCrafters isn’t a new name to aviation enthusiasts. Over the past decade, the homegrown company has taken the kit and LSA world by storm with its Carbon Cubs of various iterations. The airplane, regardless of the category and engine bolted on up front, is a superlight and powerful LSA/SLSA/Experimental that’s one of the best-selling light planes in the world.

The XCub is a whole different ballgame, a clean-sheet Part 23 airplane that CubCrafters has been developing behind the scenes for the past five years. CubCrafters’ introduction of the airplane was a carefully crafted process designed to ensure that no one got the wrong idea. CubCrafters would start selling the XCub when it was done and when it could start delivering them very shortly thereafter. (See the below for more on the process.)

By The Numbers: CubCrafters 2016 XCub

The airplane flown for this report was a late preproduction model outfitted with 26-inch Tundra tires, the base package avionics, and Launch Edition paint andLaunch Editionleather interior. The review airplane was also outfitted with mechanical engine ignition; the airplane will come standard with dual electronic ignition and batteries. All specifications are preliminary pending certification.

Launch Edition price: $297,500 (after the 20 Launch Edition models are sold, a “standard” configuration with base interior and paint will be available; the price is expected to be higher, but has not been set yet)
Price typically outfitted: $305,795 (includes 26-inch Tundra tires and ADS-B package—Garmin GDL 84 with Flight Stream 210, full 2020 compliance)
Seats: 2 (Tandem)
Engine: Lycoming 180 hp O-360 C1G
Propeller: Hartzell Trailblazer(2-blade, constant-speed composite)
Height: 8 ft. 4 in.
Length: 23 ft. 10 in.
Wingspan: 34 ft. 4 in.
Wing area: 174.8 sq. ft.
Cabin width: 30 in.
Max Takeoff wt:2,300 lbs.
Standard empty wt: 1,212 lbs.
Useful load: 1,088 lbs.
Full fuel payload: 794 lbs.
Baggage capacity: 26 cubic ft./180 lbs.
Fuel capacity: 49 gal.
Takeoff distance ground roll S.L.: 170 ft.
Max climb rate S.L.: 1,500 ft./min.
Service ceiling: 14,000 ft.
Max speed: 153 mph
Max range: 800 nm
Cruise speed (75% power at 5,000 feet): 145 mph
Landing distance (ground roll): 170 ft.

I hope it’s well known, but if it isn’t, let me state it for the record: Part 23 certification of a two-seat light airplane is a bear, or more accurately, a large group of grumpy bears. The sad fact is, getting FAA approval for a small VFR-only airplane that touches down at 35 knots is far too similar to getting approval for a 400-knot, sub-12,500-pound jet. Historically, the FAA has made little distinction between the two types of craft, though there are high hopes that will change with the Part 23 rewrite that’s currently working its way through the FAA’s adoption process.

CubCrafters founder Jim Richmond was aware of the effort required; he’s been at this game for better than 35 years, and he’s dealt with the FAA in every certificating light plane in every conceivable category, including some you might not even have realized were categories. Well, every category except one, that is, until now, until the XCub. The obvious question was, why didn’t Richmond and team wait for the new relaxed regs to come around? The answer, he shares, is that he didn’t want to wait, that the uncertainties of the “new Part 23” represented too big a risk to the timetable that CubCrafters had in mind for the XCub, an airplane, Richmond seems to feel, that’s the culmination of a career spent rebuilding and manufacturing airplanes conceived in the early 1930s in Central Pennsylvania. As Mark Twain often joked, it would have been wise for Cub creators and purveyors C.G. Taylor and Bill Piper to hold onto their hats, for they might wind up miles away from there, in this case, around 3,000 miles away.

Cubs are everywhere in the culture of aviation history. Arguably the most recognizable brand in light aviation, the Cub was a Depression-era jolt of Cub-yellow fun contrasted on the green grass of hope. It was, as I probably don’t need to say, a huge hit. More than 20,000 of what are essentially J-3 Cubs made their way into the hands and seats of the pants of hundreds of thousands of pilots over the years. It’s hard to pin down just how many Cubs are still flying, but it’s a lot of them, thanks to the fact that they’re built really well and they’re built to be rebuilt. With their basic architecture of welded steel tubing, wood and aluminum, there’s nothing on a Cub that can’t be fixed. The same holds true for the many post-J-3 models of Cub-like airplanes that succeeded the J-3, including the most famous and highly sought after of them all, the PA-18 Super Cub.

It was the Super Cub that lured Richmond into the aircraft manufacturing game, and even then it was a deliberate process, a 20-year process, in fact. Richmond, whose father was an aviator and a fur rancher in Washington and Alaska, raised Jim on the backcountry and the badass airplanes built for flying there. The family planes included a DC-3, lucky kid, along with a few more modest bushwhackers, including, yes, the PA-18 Super Cub.

As a young man, Richmond did contracting work, including installing insulation and air conditioning, but his life was about to change when he spotted an ad in Trade-A-Plane from a guy who had 50 war-surplus Cubs that he’d bought from a seller in Italy. Richmond figured if he bought three of them, he could then flip the other two and have an airplane for himself. With a little smooth talking, Richmond convinced a banker of the soundness of his plan, and got a loan and the Cubs. The first sale was possibly the easiest in aviation history. Richmond trailered it home and parked it in the yard after a long drive to Yakima from the seller’s hangar in Texas. When he woke up the next morning, there was a buyer, cash in hand, to buy the as-yet-to-be-advertised J-3. Selling airplanes in his sleep. The second one went nearly as fast, and Richmond, just like that, was an aircraft owner.

The journey from there to aviation business was just as unlikely and involved so many twists and turns that a full retelling would command an article by itself, if not a complete volume. Suffice it to say that after getting into Cub ownership, Richmond, already an A&P, began repairing and then rebuilding Cubs and Super Cubs. That, somehow, through the encouragement of the FAA, believe it or not, turned into a business building complete airplanes without an existing data plate using a certification method known as “Spares and Surplus.”

By using this manufacturing approach, a company like CubCrafters could build an airplane entirely from spare parts, surplus parts and parts manufactured under PMA. The resulting airplane, while it might seem like a Frankenstein, in theory, just looked and flew like a Super Cub (an improved one, at that). Despite the lack of a data plate or even the proverbial ashtray (for the famous “ashtray-up restoration”), these airplanes could be and were approved by the FAA. CubCrafters built a lot of airplanes using just that method.

That all ended, however, when then-TC holder Piper Aircraft (the company has since changed hands a few times) wanted to put an end to the practice and lobbied its congressman to pass a law requiring that any future spare-and-surplus aircraft makers get the approval of the type certificate holder. In the case of CubCrafters and its spare-and-surplus Super Cubs, the TC holder at that time was Piper, and, you guessed it, they declined to give their okay to anymore spare-and-surplus Super Cubs coming out of Yakima.

This turn of events left Richmond with two options: fold up shop or start manufacturing his own airplanes. Richmond chose the latter, in part, because CubCrafters already had robust spare parts manufacturing and aircraft assembly capabilities. The result was the Top Cub, for all intents and purposes, a PA-18 Super Cub clone. The company got type certification for its Top Cub in 2004.

CubCrafters, as you probably know, went on a few years later to carve a niche for itself in the LSA world, first with its 100 hp Sport Cub and later with its more powerful Carbon Cub, a light sport model with performance that would rival that of a Super Cub were it not for the somewhat silly performance limitations of the Light Sport Category. The Experimentals of the Carbon Cub, the SS and FX models, offer even more performance than the factory-built SLSA version.

XCUB

It’s a rare day when a company comes out with a new Part 23 airplane certification, though interestingly enough, there have been a few, and very different ones, to emerge lately: the HondaJet, the Diamond DA62 and the Mooney Acclaim Ultra (the last of which isn’t technically a new certification, but as close as you can get without having to go through the process).

The XCub is that rare bird, though CubCrafters probably will suffer the understandable assumption that its new airplane is just another iteration of its Cub lineup.

The truth is, apart from its classic configuration—that is, being a high-wing, tube-and-rag, tandem-seating taildragger with a USA36 airfoil—there’s almost nothing about the XCub that’s derivative. It is, in essence, a clean-sheet airplane with classic looks that leverages CubCrafters’ extensive knowledge of the type and the manufacturing process, allowing it to produce an airplane with leading performance at an attractive price.

SPEED

There are probably a few things that Super Cub aficionados will note about the outward appearance of the XCub, one of which is surely the spring-steel gear. Bungee gear would have been the classic choice, but CubCrafters had one huge goal in mind for the XCub: speed. Just about everything different about the new model, in fact, is related to the quest for higher speed. In addition to the new gear, you’ve got smaller tires (not pictured here), available wheelpants (coming soon), new gap-sealed ailerons, extreme attention to light weight, a more powerful and lighter engine, a constant-speed Hartzell Trailblazer prop, more components made of fiberglass and carbon fiber, and great attention to aerodynamic efficiency, something that seems to go directly against the grain of classic Cub-style design. And CubCrafters did all of this, it points out emphatically, without sacrificing the kind of slow-speed performance that Super Cub fanatics yearn for.

In addition to speed, style was a huge concern for CubCrafters in conceiving the type, and the company worked hard to craft a Cub that appealed to pilots who wanted not only Super Cub-plus performance, but a quality of ride that few other bush planes offer. Aviat, with its fine Husky, a direct competitor to the XCub, has achieved great success with its iconic taildragger modeled decades ago expressly after the Super Cub.

The high-style approach cuts both ways. While even most dyed-in-the-wool bush pilots have come to love the safety benefits of computerized avionics, there’s a lingering sense that bush planes should be Spartan affairs, tubes and rag not only describing the materials used in the construction, but the entirety of the structure. With the XCub, the interior is slick, with carbon-fiber panels creating an interior shell, even on the door/window, that not only are attractive, but quiet, and durable, too, says the company. The seats, especially the front one (the pilot’s seat), are comfy and cushioned, a big upgrade, in fact, from CubCrafters’ oft-maligned minimalistic sling seats in the Carbon Cub. The company says it was seeking to make the interior a best-in-class experience, and it has at least come close to that. The photos accompanying this story clearly show the quality and clean design of the seating area, and while photos can sometimes be deceiving, if anything, the experience of the XCub interior is even better than it looks on the printed page. Yes, there are cup holders, and yes, you’ll be able to get fancy avionics in the airplane before long, too. The model I flew had a VFR package with steam gauges augmented by a panel-mounted Garmin 796 portable. For what we were doing, it was fantastic. Would I want IFR capability in an XCub of my own? You betcha’.

FLYING THE XCUB

When I showed up at the home of CubCrafters in Yakima to fly the XCub, I was surprised and delighted at how homegrown and organic, to use the company’s word, the facility is. The space is a patchwork of hangars and shops, airplanes and tools shoehorned in where they fit, with offices occupying an upstairs loft seemingly added on by a weekend handyman. The company, it almost instantly became clear to me, is the result of individual passion that blossomed into a manufacturing concern, as opposed to one developed with venture capital-built glass walls and mainframe computers before the first metal for the first plane was cut. The site feels profoundly American and essentially honest, which, once you get to know Richmond, is in the DNA.

The plan was to fly the XCub with Randy Lervold, CubCrafters general manager (what he doesn’t do at CubCrafters I’ve yet to find out). I confessed my rustiness with taildraggers, information that Randy used to formulate a plan that would give me a chance to get the feel again in an easy environment before heading up to the big rocks.

The physical act of climbing into any Cub is a different experience than stepping into a modern sheet-metal wonder, and that’s both bad and good. You wear a Cub as much as you sit in one. With glass on both sides and, in the XCub, glass above, there’s a sense of oneness with the outside world that you simply can’t get in a Cirrus. The classic-configuration gatefold door/window of the airplane is both substantial and superlight, and the closing and latching mechanisms are positive and solid, with an idiot-proof front-and-back positive-locking indicator that assures the door is closed when you think it is, not that it would be a tragedy of Pitts-scale proportions if it weren’t. CubCrafters was still working out just how fast you can fly the plane with the doors open, one of the many last-month works in progress toward certification they were buttoning up during my visit.

Start-up is easy. The production airplane will have electronic ignition, but the not-quite-ready-for-primetime example I got to fly still had magnetos. The engine, moreover, is non-fuel-injected, so there’s a carb heat control, too. Much of the rationale behind these equipment choices was to get lighter weight—electronic ignition saves many pounds of weight, and the carbureted O-360 is substantially lighter than the fuel-injected “IO” model.

Taxiing out, I got the message that it’s much easier to see over the nose of the XCub than many taildraggers I’ve flown; you even can see a good deal around the edges of the cowling, so when you have to do S-turns, the bends in the S’s aren’t much more than easy meanders.

It always seems odd and somehow wrong to be taking off in a pretty taildragger from a paved runway, a long paved runway, at that, but there we were. Yakima Tower cleared us to go, I checked flaps notched at the first increment, poured the coals to it and waited for—a fraction of a second. I pushed forward slightly, we hit flying speed—rotating at 50 mph—and I rotated. I adopted the previously mentioned nose-way-up best-angle attitude, and up and away we went.

There are two standard techniques for takeoff, one with two notches of flaps, which feels more like levitation than rotation. Apply power, hold the stick back, and wait a precious few seconds, and you’re flying. Dump a notch of flaps as soon as you’ve got a positive rate of climb, and away you go. The other technique, which gives you much better visibility over the nose, is to use a single notch of flaps, apply power, lower the nose to a near-level attitude and rotate much as you would in a tricycle-gear airplane.

One of the design goals for the XCub was to create a smooth-flying taildragger with good roll response and smooth control feel. It took me all of 10 minutes to get that this was one mission CubCrafters could put in the “accomplished” file. The airplane I was flying was slightly out of rudder rig (which is what I’ll continue to tell myself), so I had to work a little harder than normal to coordinate my turns. Still, the roll response is great, not too great, mind you; this is an airplane intended for low-and-slow bush work, not for flying acro, and the feel of the push-rod controls was positive and smooth, just as CubCrafters was shooting for. Off across the Ahtanum Ridge, and we found some quiet space and did some air work—Dutch rolls, steep turns, stalls of various flavors; recovery was as easy as applying power and a little back pressure, as nothing happens too fast in this airplane. On steep turns, it bears noting, the overhead glass allows you to see “forward” in the direction of the turn, something that comes in handy, in theory anyway, for spotting traffic, or, in a more common scenario, for keeping an eye on terrain as you’re maneuvering about in the mountains.

After our air work, we headed over to a little 2,600-foot grass strip in nearby Buena, Washington. Pronounced “bew-enna,” in true Gringo fashion, the strip was a great place for practice circuits. Randy pointed out that I flew the airplane looking to be smooth and in control—a very nicely delivered critique on my flatland flying style, and he suggested I “just tell the airplane what to do instead.” His gracious point was well taken—a HondaJet, the XCub is not, nor should anyone want it to be. I took the cue and started to fly the airplane like a bush plane, and suddenly it came alive in my hands.

My approaches at Buena were grassy goodness. As we came in on our 500-foot pattern, I rounded the turn toward the strip, avoiding the ill-placed clump of tallish trees on short final and popped over the white picket fence, flaring over the lush green grass, culminating in a full stop just for short-field fact-finding. I had a couple of bumps and hops here and there, but the airplane, I found, wants to return to stable nose-high, low-speed flight, and I was able to recover from each bounce with at least a little grace. One landing was rubber-meets-grass perfection. I rolled it on like an old pro, and I pretended, I admit, that it wasn’t at least partially a lucky flare.

Next stop was Tieton State, a grass strip situated in the Cascades on the shores of Rimrock Lake, but before we started our climb, Randy volunteered to give me a low-level tour of the Yakima River. His expert flying showcased not just the beauty of the river and the thousands of birds who live around it, but the beauty of the XCub for taking such tours. With no humans or structures around for miles, Randy went down low, and we watched as the cottonwoods and scrub oaks lining the banks and dotting the gravel bars blurred past green, with flocks of Canada geese and lone herons alighting as we passed, their mottled reflections on the river’s surface flying faithfully in formation with them. One could get used to this kind of flying and living.

“Your airplane,” Randy said, and he wiggled the controls back to me. “My airplane,” I acknowledged back. And we climbed up toward the Cascades, targeting 6,500 feet, an altitude, Randy said, that would allow us to crest the ridge dividing the rise from the heart of the Cascades and the groomed great strip that lay among the tall pines, a fitting reward.

We leveled off at 6,500 to get a read on the airspeed. The normally aspirated engine in the XCub will get its best performance at sea level, so I wanted to see what kind of cruise we’d be seeing at an intermediate altitude. CubCrafters is aiming for a top-level speed of 150 mph, but at that altitude and with the big, 26-inch tires on the XCub I was flying that day, such a figure wasn’t in the cards. We did, however, see a true airspeed we calculated at right around 135 knots, which is mighty impressive in its own right. With smaller tires and maybe even wheelpants at a lower altitude, will that figure improve? Doubtless. Will it hit 150 mph? It’s certainly possible. The point is, however, that the XCub is much, much faster than a Super Cub, which makes it a more practical cross-country airplane (despite the stories of epic flights that Super Cub pilots will doubtless relate).

The other point is that CubCrafters did it without sacrificing at the low end. This I discovered at both Buena and Tieton State, where I was able to make short-field landings, despite my shaking off a bit of dust, that left little doubt that it’s not all technique that contributes to the great short-field capabilities of the XCub, but it’s the airplane itself. At Buena, for instance, I was able to do full-stop landings and then simply take off again, no taxi back necessary. And this was at a 2,600-foot strip and I had plenty of room to spare. These airplanes simply don’t need much room to do their thing, which is one of the big reasons why they’re such a blast to fly. The world, at least large swaths of it, becomes your runway.

Up at Tieton State I was in heaven, and I can see why it’s such a bucket-list airport for so many pilots wanting to cut their teeth on mountain flying. The strip itself is long by backcountry standards at just over 2,500 feet, but when you’re arriving from the west, which the winds dictated on the day of my flight there, the approach is dramatic, as the runway, hidden by the tall trees surrounding it, doesn’t come into view until you’re turning final for it, after skirting an imposing saw-toothed monolith on the left and a giant wall of rock on the right as you wind your way down between serrated ridges of treetops. Yes, it’s as dramatic as it sounds and just as much fun.

The landing technique is easy enough. Approach with an eye to hitting 50 knots over the fence with two notches of flaps, bleed off speed in the flare, hold it off, keep your happy feet dancing to keep the airplane heading straight, and you’re as good as landed. On my one landing at Tieton State, I left more than two-thirds of the runway ahead of me, and with minimal braking, too, and less-than-Alaska-ready technique.

The XCub represents a major accomplishment for CubCrafters, and not just because it’s a certified airplane (or at least it should be by the time you read this). The fact is, it’s a terrific new certified airplane, one that pushes the limits of the Cub model well beyond what many assumed was possible. With the XCub you get comfort, great fast and slow performance, 800 miles of range, creature comforts and more all in an airplane that’s just as much at home skipping around the gravel bars as it is cozying up in the hangar at the city airport you’re stopping at for business meetings before beating a well-earned retreat on Saturday morning, off someplace where herons and eagles fly free and real runways are made of grass.

Check out the newest XCub and other fantastic single-engine airplanes in our latest Piston Singles Buyer’s Guide.

XCub: An Airplane Done The Right Way

As you can probably surmise from our “surprise” cover, the launch of the XCub was a closely guarded secret, but exactly why CubCrafters kept the new plane under wraps until it was ready to deliver it isn’t immediately clear. Unless you ask them, that is, because they’re not shy about telling. Then again, if you get to know CubCrafters founder and president Jim Richmond, the reason behind the secrecy is no secret at all: Richmond believes in delivering what he promises. The program was done differently in a number of what I find to be extremely refreshing ways, especially in light of the controversial ways a couple of other high-profile programs have been grinding into being. No secret here on the who I’m talking about. CubCrafters’ approach is with an airplane in a category that’s far more complicated than the years-long self-serve LSA certification being slogged through by Icon Aircraft. Part of the difference in results surely can be explained by experience. This isn’t CubCrafters’ first time at the tailwheel rodeo. But part of it is clearly philosophy. Richmond and team make clear that the XCub develop was completely self-funded, organic (which might mean the same thing), and done without taking a single preorder, as opposed to taking thousands of deposits. The result is a stable program, with none of the hype or agita, that promises deliveries not years, but weeks after launch. Maybe this approach should be written into the Part 23 rewrite being worked on by the FAA as we speak.

The post CubCrafters XCub: Way Beyond Super Cub appeared first on Plane & Pilot Magazine.

Carbon Cub EX-2
SPECIFICATIONS
Engine:	180-hp Aerosport Power CC340
Airfoil:	Modified USA 35(B) (same as Super Cub)
Wing loading:	7.4 lbs./sq.ft. @1,320 lbs; 10.44 lbs./sq. ft. @1,865 lbs.
Power loading:	7.33 lbs./hp @ 1,320 lbs; 10.26 lbs./hp @1,865 lbs.
Seats:	2
Length:	23 ft. 3 in.
Height:	8 ft. 4 in.
Wingspan:	34 ft. 3 in.
Wing area (sq. ft.):	179
Cabin width (in., @pilot position):	30
Cabin height (in., @pilot position):	52
Empty weight (lbs.):	950
Gross weight (lbs.):	1,865 or 1,320
Fuel:	25 gals. (24 usable) standard tanks 44 gals. (40 usable) long-range tanks
Oil (qts.):	5
PERFORMANCE
Takeoff distance (ft.):	60
Landing distance (ft.):	245
Rate of climb (fpm):	up to 2,100
Best Rate Of Climb, SL (fpm):	2050
Fuel consumption (gph):	5-6
Endurance (hrs.):	4; 7 w/ long-range tanks
Max range (miles):	450; 750 w/ long-range tanks.
Vno (mph):	101
Vne (mph):	141
Vso (mph):	32
Vs1 (mph)	40
* Performance numbers assume optimal conditions; actual numbers will vary.

The post Carbon Cub EX-2 appeared first on Plane & Pilot Magazine.

He’s a big man. Played football in his youth. Could pass for Paul Newman’s brother. Has flown airplanes for decades, and is recently retired from 30 some years as an airline captain. So what draws him, with all his aviation experience, to the cockpit of the CubCrafters Carbon Cub SS? John Moreland’s large frame and broad shoulders fill a goodly part of my forward view as we fire up the engine. The answer will have to wait for now—it’s showtime.

One thing about flying a Cub-like taildragger: In the rear seat on the ground, it’s a bit like riding up that first steep climb on a roller coaster. Everything seems to hang above you, with thrills to come just a few heart-tickling seconds away.

There are plenty of good views on either side of the SS through the side windows, even in the rear bucket. And since the Carbon Cub SS is in fact a thoroughly modernized Super Cub-style airplane—with a honking outsized (for an S-LSA) engine up front to charge even the most jaded pilot’s excitations—it needs to be flown solo from the front seat.

But being a bit of a Cubbie traditionalist, I’ve asked Mr. Moreland if I can fly from the rear just to compare apples to apples. And a note of appreciation: This is a customer’s airplane—Dr. Alan Maurer is the happy owner—and he’s decked it out to the nines, including a special Garmin G3X custom panel.

For the record: Taildragger drivers know viewing ahead from the rear seat requires fish-tailing during taxi. From the Carbon Cub’s front seat, forward view is sufficient for seeing over the cowl (I’m 5’11”).

And now for a word from our power-plant, the 180hp CC340: Rawrrrrr! Zip, the tail is up, and yes, I can now see past Big John, and okay, we should lift off any…whoa…there goes the ground, dropping away at somewhere around 2,000 fpm at a freakish deck angle and, Holy Hannah, but this puppy’s got some mojo!

I do confess to having flown the Carbon Cub SS before and know what to expect. But hey: We’re pilots. Some things just fire your rockets every time, and Carbon Cub’s climb is for sure one of them.

So much for comparing apples to apples. If I were in my J3 right now, I’d still be scraping the treetops instead of blasting skyward past startled hawks!

“It’s What’s Up Front That Counts”
That ancient cigarette commercial slogan befits the addictive thrill of the SS’s well-muscled pedigree. Although its LSA-on-superfood power persona has garnered excitement from customers and grumbling from competitors, when operated within company-specified parameters, it’s indeed ASTM legal.

The CC340 is, at heart, a CubCrafters-reworked Lycoming O-360 mill that went on a diet—it’s now less than 250 pounds—yet rams out 180 horsepower. The airplane is placarded for (and derives its TBO of 2,400 hours from) no more than five minutes at full power. Then it must be throttled back to 80 hp for boating around at continuous power settings.

The controversy?

There’s a horsepower-specific formula within the ASTM spec that I won’t bore us all with. It’s meant to make it impossible for an LSA to have a big-horsepower engine and still end up with a useful load of more than two gnat’s whiskers.

CubCrafters worked around that with the proviso, specified in the operating instructions, that the herd of 180 stallions only can run at full speed for five minutes. Then 100 of them have to graze and let the remaining 80 carry the freight. That way, the formula, calculated using the 80 hp rating, not 180 hp, does indeed work out to allow a workable useful load.

In the company’s promotional literature, it’s spelled out in red ink: “It is the pilots responsibility to operate the aircraft in accordance with the pilot operating handbook and aircraft placarding. There is NO governor or limiting system that controls the engines (sic) power settings.”

Galloping Into The Lead
CubCrafters has enjoyed steadily growing sales, and at the beginning of 2012 notched its 200th delivery. Not sale—delivery. That makes it the top-selling American-made S-LSA in the U.S. market. (Cessna’s Skycatcher is produced in China).

Airborne over the expansive towns, ranches and swamps of Central Florida, John Moreland guides me through a thoroughly enjoyable demo of the SS that includes departure and approach stalls, high-bank turns, and even a simulated “Impossible Turn” drill I’m doing from now on to demonstrate the minimum altitude LSA in general require to return to the tarmac after an engine failure (the number, by the way, is around 300 feet for a 270-degree turn).

Here’s the short tell about handling: it’s Super Cub-plus smooth, firm and solid. Feed in rudder and aileron to enter/exit from turns; short-field chops are legion; stalls are so benign as to be almost laughable—relax the stick, barely nudge the throttle and that’s it.

And slow flight? Ha! Again: The airplane will whisper along holding altitude at stall-threshold speeds all day, with excellent aileron control, behind that big mill and Catto composite fan. The simple truth: If you want Super Cub performance and then some, look no further.

First-Cabin Class
Walking around and sitting in the airplane is a decidedly visceral treat, too. Every last fitting is impeccably designed and beautifully finished. You won’t find a classier, more re-fined or polished LSA in any style or performance bracket.

Take the medium gray floor pan: It’s molded in textured carbon fiber: sexy, strong and makes you feel good just to look at it. The Carbon Cub SS gets its name, of course, from the numerous carbon-fiber components throughout.

Vertex Standard Spirit (VXA-710)
There may be nothing more reassuring for student pilots making their first solo in a Carbon Cub or any other LSA than being able to hear their instructor’s voice talk them through any rough patches…from the ground. That neat little trick is often accomplished with handheld radio transceivers like the Vertex VXA-710 ($349), a do-it-all air-band transmitter/receiver that does a whole lot more in a compact, hand-sized package. A handheld radio also is a great backup. The top-o’-line, feature-packed VXA-710 is no exception, with dimensions of 21⁄4×33⁄4×11⁄4 inches and a crazy-light weight of 9.9 ounces, thanks in part to its magnesium case. This baby nearly does it all; full aviation transceiver band and five watts of transmitter power; impressive VOR and CDI Navigation tools; NOAA and WFM Broadcast band during downtime. Even Business Radio Service (BRS) band and FM 2-Meter (144MHz Band) receiving (inflight music!), an exclusive to Vertex, are built in. Headset adaptor, rechargeable lithium battery and “rubber ducky” antenna adaptor (SMA to BNC) connector are included. Full programmability, 160 memory channels and full submersibility for field use during inclement weather make this a handheld to check out. Contact: www.www.yaesu.com.com.

Yakima, Wa.-based CubCrafters has enjoyed steadily growing sales, and at the beginning of 2012, the company reached its 200th delivery, making it the top-selling American-made LSA in the U.S. market.

Also: Both windows open and securely latch up in flight, and are now removable; the cockpit is four inches wider at the shoulders than a traditional Cub; instrument panel is four inches further forward than a Super Cub, which can get cramped in the front seat; the 4130 chrome-moly, reinforced, welded tube fuselage was tested to 1,865 pounds, 40% higher than the LSA spec calls for. And much, much more to be sure.

One more thing: Carbon Cubs are 85% of all CubCrafter’s sales, with the rest represented by Top Cub and Sport Cub models.

Cub Love And Then Some
There’s likely nothing that hasn’t already been said about the lovable mystiqsue of the Piper Cub. But I’m still curious about what draws John Moreland and veteran pilots like him to Cub-like flight.

“I got a scholarship with the Civil Air Patrol out of high school,” he tells me after our flight, “then worked for an FBO in Burlington, Vt. After college, I joined the Air Force and was there for 15 years. I’ve been a pilot for 46 years.

“More than 30 years in the airline business was work,” Moreland continues, “A good job, but it was work.”

Now, Moreland gives every appearance of a vitally healthy senior: This is no aging pilot driven by flight medical-anxieties into LSA flight. Said another way: I wouldn’t want to line up across from him in a Sunday pickup football game in the park. Yet here he is, giving demo rides and extolling the virtues of the Carbon Cub SS.

“Being affiliated with CubCrafters has simply put the fun back into flying for me.”

You hear that from veteran pilots all the time. Taildraggers connect you to the ocean of air, like a sailboat does to the sea. You’re more fully engaged in the nuances of flight and aerodynamics in a taildragger.

No wonder Cub-style LSA represent fully a quarter of all U.S. sales. And with the CC340 breathing fire into the Carbon Cub SS’s performance envelope, no wonder CubCrafters has surged to the front of the pack.

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