Piper Super Cub : Whats it like?
Join Date: Jun 2006
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Go for it!!!
Cubs are a blast!!!! Ive flowen the Super cub 150hp and also a 180hp club which I use for glider towing, it also is the "pregnant" cub with the two seats in the rear. Side by side.
The 180hp is a blast to fly. If I have not flowen it for a week or 2 I just have to get in one and go for a play. The pregnant cub also is more cumfy as the body is slightly wider and me being 6 ft 3 inches gives me a bit more room for my shoulders.
Nothing beats rolling down the runway in a good x-wind and holding it on the deck with the into wind wing right down near the ground keep you straight. A lot of fun
Hope you enjoy them as much!!
Arps
The 180hp is a blast to fly. If I have not flowen it for a week or 2 I just have to get in one and go for a play. The pregnant cub also is more cumfy as the body is slightly wider and me being 6 ft 3 inches gives me a bit more room for my shoulders.
Nothing beats rolling down the runway in a good x-wind and holding it on the deck with the into wind wing right down near the ground keep you straight. A lot of fun
Hope you enjoy them as much!!
Arps
Why do it if it's not fun?
Join Date: Jul 2001
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Read you account frm 2001 - thanks. Can I ask...was it at White Waltham by any chance?
...and how many hours did your conversion take?
...and how many hours did your conversion take?
Yes, it was at White Waltham. Took (from memory) about 4 or 5 hours to get signed off initially - but that was only very basic, just on grass, and 3-pointers only. I then went to America, and the school I rented the Super Cub from there wouldn't sign me off on it until I mastered wheel-landings on tarmac in 20kt x-winds - which took another 8 hours, but was some of the best flying instruction I've ever received!
FFF
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Join Date: Apr 2000
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Starbuck
Like all things it depends on your abilities. Probably worth A tarmac trip dual just to see the differences. Like all things it depends on the person being trained. 8 hours just doing tarmac and cross winds sounds overkill to me. There is a huge amount of rubbish talked about tailwheel. Just do it, and have fun. lots of experienced instructors on the cub. At Waltham use JC, BH or a wider-body instructor!!
All the best
Wide
Like all things it depends on your abilities. Probably worth A tarmac trip dual just to see the differences. Like all things it depends on the person being trained. 8 hours just doing tarmac and cross winds sounds overkill to me. There is a huge amount of rubbish talked about tailwheel. Just do it, and have fun. lots of experienced instructors on the cub. At Waltham use JC, BH or a wider-body instructor!!
All the best
Wide
Got my t/d checkout on tarmac.
One thing to watch out for in the winter is ice patches. The X-wind can start drifting you sideways and then one main grabs pavement while the other one is still on ice
All snow is OK, except you might not get the tailwheel unlocked when it's time to turn
One thing to watch out for in the winter is ice patches. The X-wind can start drifting you sideways and then one main grabs pavement while the other one is still on ice
All snow is OK, except you might not get the tailwheel unlocked when it's time to turn
Why do it if it's not fun?
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8 hours just doing tarmac and cross winds sounds overkill to me
I guess it depends on the individual. For me - a pilot of average ability with around 60 hours (as I had then) - it was very necessary. I was really struggling with wheel-landings after 5 or 6 hours of working on them.
At the time, it didn't seem like overkill at all - and looking back on it now, my opinion hasn't changed. But I'd like to think that if my tail-wheel experience could be completely erased and I had to do it all again, but with nearly a couple of thousand hours behind me, it would take far less than 8 hours!
FFF
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FFF
I would like to think that in 13 hours a qualified pilot would be able to master, the rudiments. I know that students have different learning curves, but we are not talking about students here. starbuck is a qualified PPL and to be honest the tailwheel element is not a big deal. There is to much macho BS talked about it. We are not talking about mastering the beast ( I still can not after a few thousand hours tailwheel).
It does depend on the instructor and student continuation; but unless the student is of poor quality 13 hours would be a good target for a First solo. This is teaching wheelers and three pointers. That is from 0 hours!!!!
There is a lot of Bollox, written about tailwheel flying. The most important thing for any new student is to have confidence in what they are about to do. And mostly be prepared for serious fun.
Regards to all
Wide
I would like to think that in 13 hours a qualified pilot would be able to master, the rudiments. I know that students have different learning curves, but we are not talking about students here. starbuck is a qualified PPL and to be honest the tailwheel element is not a big deal. There is to much macho BS talked about it. We are not talking about mastering the beast ( I still can not after a few thousand hours tailwheel).
It does depend on the instructor and student continuation; but unless the student is of poor quality 13 hours would be a good target for a First solo. This is teaching wheelers and three pointers. That is from 0 hours!!!!
There is a lot of Bollox, written about tailwheel flying. The most important thing for any new student is to have confidence in what they are about to do. And mostly be prepared for serious fun.
Regards to all
Wide
Join Date: Jan 2001
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Wide Body.
I know the school FFF is talking about reasonably well.
They will solo you from zero hour in a taildragger in about the same time as in a spamcan but obviously the wind has to be acceptable.
What they aim to do before they sign you off is get you to a level where they are happy for you to take their supercub anywhere within the range in the tanks. Within that distance is a > 12000 ft high mountain and fields with summer DAs close to 10,000 ft. Nasty winds are common.
They also make you have a check out with an instructor if you haven't flown the supercub in 21 days.
Other flying schools in the area will not touch a taildragger because if somebody bends one the insurance for the whole rental fleet will be pulled. It's in the States, not the UK, and they need to protect their business. However, they will also rent you an aerobatic biplane for competition, if they think you are up to it that is. Took 18 hours dual for me to get checked out for competition, maybe others could do it faster - if they could find somebody who would rent them the plane.
So a different country, and different flying from what a UK renter might want to be trained for. They are very, very good and know what they are doing.
I know the school FFF is talking about reasonably well.
They will solo you from zero hour in a taildragger in about the same time as in a spamcan but obviously the wind has to be acceptable.
What they aim to do before they sign you off is get you to a level where they are happy for you to take their supercub anywhere within the range in the tanks. Within that distance is a > 12000 ft high mountain and fields with summer DAs close to 10,000 ft. Nasty winds are common.
They also make you have a check out with an instructor if you haven't flown the supercub in 21 days.
Other flying schools in the area will not touch a taildragger because if somebody bends one the insurance for the whole rental fleet will be pulled. It's in the States, not the UK, and they need to protect their business. However, they will also rent you an aerobatic biplane for competition, if they think you are up to it that is. Took 18 hours dual for me to get checked out for competition, maybe others could do it faster - if they could find somebody who would rent them the plane.
So a different country, and different flying from what a UK renter might want to be trained for. They are very, very good and know what they are doing.
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Originally Posted by Monocock
If I could only fly one aircraft ever again it would be the SuperCub
Originally Posted by Pitts2112
I find myself agreeing
They're expensive to buy, slow, use too much fuel, ugly, unsociable (tandem), have poor ground manners, ...
Need I go on? What's good about them?
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As my nickname suggests, I fly Piper PA19, which is a civilized version of the L-18C. Basically a PA18 with large windows and a 95HP Rolls Royce engine.
The handling on ground is the most tricky part. You'll never go really in a straight line on tarmac, grass is better, and the takeoff roll and landing roll is hard working. Also, rudder and brake pedals are reversed to the normal cessna types. Landings are a bit different feeling due to the bungees. Besides that, I find it very much flying like a c152. My Cub has no flaps, so sideslips are often used.
I like the 19 most because I soloed in it maybe.
The handling on ground is the most tricky part. You'll never go really in a straight line on tarmac, grass is better, and the takeoff roll and landing roll is hard working. Also, rudder and brake pedals are reversed to the normal cessna types. Landings are a bit different feeling due to the bungees. Besides that, I find it very much flying like a c152. My Cub has no flaps, so sideslips are often used.
I like the 19 most because I soloed in it maybe.
Join Date: Oct 2001
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Flew a 135 Hp Supercub after many hours in a Vagabond.......... I was slightly disappointed , as it seemed a bit "soggy " in comparison. That said I would still love to have one for personal use........
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Hey, WR, the "ugly" comment was there to prevent the Aeronca fraternity from joining in!
So was the "slow" comment.
So was the "unsociable" comment (apart from the Chief, of course)
So was the "poor ground manners" comment (flat underside, you know).
So was the "slow" comment.
So was the "unsociable" comment (apart from the Chief, of course)
So was the "poor ground manners" comment (flat underside, you know).
They're expensive, slow, use too much fuel, ugly, unsociable, have poor ground manners, ...
What's good about them?
What's good about them?
Excellent posts, folks!
I can't say anything about the Super Cub, but I truly love the two Cubs that I fly out of Berlin-Tempelhof. (One is blue-silver and doesn't have a starter, the other is red and does. Both are somewhat older than I am...)
I think the wonderful idea of "summer flying" (window and/or door open, arm (or camera) hanging out etc). should also be given a mention.
And, an Always Remembered Instructor's Advise (ARIA) on how to get into this wonderful machine:
"Any method that results in you eventually sitting in it and not having damaged anything in the process, is a good one."
I can't say anything about the Super Cub, but I truly love the two Cubs that I fly out of Berlin-Tempelhof. (One is blue-silver and doesn't have a starter, the other is red and does. Both are somewhat older than I am...)
I think the wonderful idea of "summer flying" (window and/or door open, arm (or camera) hanging out etc). should also be given a mention.
And, an Always Remembered Instructor's Advise (ARIA) on how to get into this wonderful machine:
"Any method that results in you eventually sitting in it and not having damaged anything in the process, is a good one."
DubTrub
I do remember having a bungee based discussion with you but I can't remember how it ended. Either the Oldtimers disease is getting hold or I've eaten one steak too many and got that JCB.
I do remember having a bungee based discussion with you but I can't remember how it ended. Either the Oldtimers disease is getting hold or I've eaten one steak too many and got that JCB.
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My little piper story, posted elsewhere in the past.
On the outskirts of Rome, nestled between the highway that circles the eternal city and the international airport of Fiumicino, is a little grass airstrip, known only to a lucky few. 400 metres of unkept grass, bordered on one side by tall trees that help mitigate the wind. In one corner a once proud Fiat G91T jet trainer mounted on a swivel acts as a wind indicator and in the small hangar next to it a little Piper Cub shares protection with a tired Morane and a flashy new RV6.
The little Piper is well worn: her paintwork is flaked, the grease on her cable joints dark, her sticks polished by the many hands that have flown her. She works for a living, flying photographic missions and towing banners over the football stadium and along the beaches. But if you ask nicely she is available for a pleasure flight in the last rays of a sunlit afternoon of early autumn.
You climb aboard and settle down, taking in her smell. You touch all her switches, making yourself at home. You push the starter and she rumbles to life, and taxi slowly down the strip to the far end, checking her brakes and trying to feel her mood. She seems happy and content, but you know her, she might decide to be cheeky and start playing around. Checks completed, no wind, tail straight, one more look to be sure the local dog hasn't decided to take a nap in the middle of the runway and you push the throttle forward.
Tail up, keep her straight, and she decides to test you, darting to the left. Pedal, maybe too much, now she wants to look right, she's in a mischievous mood. You keep her straight and float into the already golden tainted sky. You climb slowly to 800ft. You don't want to go higher, the big jets are landing just six miles away. You turn downwind: on your right you can see Rome spread below, the sunlit dome of Saint Peters, the green of the parks, the modern districts crowding the ancient part of the city.
You fly content, the little Piper purring happily. In flight, as always, she is a darling. Turn base and final. Flaps down, speed okay, just a touch of power. You keep an eye on the two tall trees at the beginning of the runway, okay, passed them, stick back, little Piper, please be good. Bounce, bounce, bounce, she definitely wants to be cheeky today, left, right, keep her straight, full power, and off we go for another circuit. On final again, this time you'll get it right. But little Piper has other ideas. Bounce, bounce, bounce, she seems to be laughing aloud as you fight to keep her under control.
You go around again, and little Piper really enjoys herself, while in a cold sweat you try to keep up with her all over the runaway. Humbled and disgusted with yourself, you line up for your final landing. Over the trees, stick back, resigned for the final humiliation. And ... she touches soft as a feather, running straight and true, slowing down towards the hangar at the far end. You can feel her smiling, she has had her fun, but she didn't want to ruin your day. And when you push her back into the hangar, her engine ticking softly, you give her a pat, happy she has chosen to be your friend.
On the outskirts of Rome, nestled between the highway that circles the eternal city and the international airport of Fiumicino, is a little grass airstrip, known only to a lucky few. 400 metres of unkept grass, bordered on one side by tall trees that help mitigate the wind. In one corner a once proud Fiat G91T jet trainer mounted on a swivel acts as a wind indicator and in the small hangar next to it a little Piper Cub shares protection with a tired Morane and a flashy new RV6.
The little Piper is well worn: her paintwork is flaked, the grease on her cable joints dark, her sticks polished by the many hands that have flown her. She works for a living, flying photographic missions and towing banners over the football stadium and along the beaches. But if you ask nicely she is available for a pleasure flight in the last rays of a sunlit afternoon of early autumn.
You climb aboard and settle down, taking in her smell. You touch all her switches, making yourself at home. You push the starter and she rumbles to life, and taxi slowly down the strip to the far end, checking her brakes and trying to feel her mood. She seems happy and content, but you know her, she might decide to be cheeky and start playing around. Checks completed, no wind, tail straight, one more look to be sure the local dog hasn't decided to take a nap in the middle of the runway and you push the throttle forward.
Tail up, keep her straight, and she decides to test you, darting to the left. Pedal, maybe too much, now she wants to look right, she's in a mischievous mood. You keep her straight and float into the already golden tainted sky. You climb slowly to 800ft. You don't want to go higher, the big jets are landing just six miles away. You turn downwind: on your right you can see Rome spread below, the sunlit dome of Saint Peters, the green of the parks, the modern districts crowding the ancient part of the city.
You fly content, the little Piper purring happily. In flight, as always, she is a darling. Turn base and final. Flaps down, speed okay, just a touch of power. You keep an eye on the two tall trees at the beginning of the runway, okay, passed them, stick back, little Piper, please be good. Bounce, bounce, bounce, she definitely wants to be cheeky today, left, right, keep her straight, full power, and off we go for another circuit. On final again, this time you'll get it right. But little Piper has other ideas. Bounce, bounce, bounce, she seems to be laughing aloud as you fight to keep her under control.
You go around again, and little Piper really enjoys herself, while in a cold sweat you try to keep up with her all over the runaway. Humbled and disgusted with yourself, you line up for your final landing. Over the trees, stick back, resigned for the final humiliation. And ... she touches soft as a feather, running straight and true, slowing down towards the hangar at the far end. You can feel her smiling, she has had her fun, but she didn't want to ruin your day. And when you push her back into the hangar, her engine ticking softly, you give her a pat, happy she has chosen to be your friend.
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Piper Cub
StarBucks my experience relates to the Super Cub (150HP) and my observations may help you a bit. I did my PPL on the PA-18 in the late 80's and have since moved on to Spam Cams but I would still fly one given the chance.
As you will know by now keeping the plane straight on the ground is one of the first challenges. I found that applying a bit of pressure to both rudder pedals at the same time and then adding extra rudder input as required solved my own problems of keeping straight whilst taxying and landing/takeoff.
The climb rate was phenomenal and at some large airports we could have been at circuit height by the end of the runway - of course that needs to be avoided.
On one flight I opened the sliding side window and accidentally knocked the rear throttle control backwards. The subsequent loss of power at 2,000' was a bit of an addrenalin injection! It was resolved by 1,950'.
I am sure that with a bit of time you will enjoy the plane a great deal.
As you will know by now keeping the plane straight on the ground is one of the first challenges. I found that applying a bit of pressure to both rudder pedals at the same time and then adding extra rudder input as required solved my own problems of keeping straight whilst taxying and landing/takeoff.
The climb rate was phenomenal and at some large airports we could have been at circuit height by the end of the runway - of course that needs to be avoided.
On one flight I opened the sliding side window and accidentally knocked the rear throttle control backwards. The subsequent loss of power at 2,000' was a bit of an addrenalin injection! It was resolved by 1,950'.
I am sure that with a bit of time you will enjoy the plane a great deal.
