Yes, it was an option. My airplane was a PA-18 until the early '70's when a new owner put "PA-18-105" on a registration application. OK City liked it so much they went all the way with "PA-18-105 Special". I don't like it much but the airplane does not seem to mind. Jim
Thanks for the radio loan, it was sent back a couple weeks ago, I trust it arrived? Turns out it was the connector in the tray had backed way outThis one?
105 Special was a CAP trainer. I had one, many had toe brakes ("tango cubs" with T at the end of their N numbers), parachute front seat height, and electrics in all that I have seen.
steve, i had a tango cub too. they also call them "light frames" but then you beef up the tail and add this and that and they weigh about the same as most.
i had heard they were air force trainers, but you say canandian air force? myne had toe brakes, which i thought i would like becuase i cut my teath on a cessna, but those special toe brakes were pretty special if you know what i mean. at any rate its the one i always say i should have kept. it had weld on float fittings, 160hp, borer prop, and vg's. it really wanted to fly. throttle ahead and the thing was about in the air. not quite a carbon cub but not very far behind. and i learned what the saying "climbs like a home sick angel" meant when i flew that plane. wish i still had it. even though you have to put your right foot behind your left ear to get in it. thats why i am looking at a 12. but the standard door is not ingress egress freindly for the front seater.
sj
I have the same problem, my Dad's plane. It is SN 101 and the paperwork was changed to "PA-18-105 Special" about 20 years ago during recover and overhaul. She was built during the first few months of 1950 and has been a Montana ranch plane ever since. I will eventually end up owning it. It is pretty much in original configuration from factory except for 8:50 x 6 tires and second wing tank added. No electrical, heel brakes, 0-235-C1, 13 rib wings. Super light, great fun to fly. Same as you I don't like it much listed as "Special" but the airplane seems to not mind. I would like to correct the paperwork back to PA-18 nuthin when I buy it in the next few years. Not sure how much of a hassle it will be. I understand this is not an uncommon error. Anybody have any advice on how best to handle it?
What’s the data tag say? Seems that’s the one that really counts. Don’t we all think our Cubs are special.Yes, it was an option. My airplane was a PA-18 until the early '70's when a new owner put "PA-18-105" on a registration application. OK City liked it so much they went all the way with "PA-18-105 Special". I don't like it much but the airplane does not seem to mind. Jim
They arent Tango cubs. Most of the '50 cubs were Kilo cubs.You guys sure the feds didn’t just correct the paperwork back to its original status? Aren’t all of the Tango cubs 115 Special?
I own SN102, also registered as "Special" though I don't think it is. March 17, 1950 model, N# ends with Kilo, 0-235-C1, flaps, nav lights, starter, generator, battery, heel brakes, horn-balanced elevators. Put on EDO 1400 floats in July 1950, second fuel tank installed in 1956.
Just curious, how did it do on 1400's with the O-235? I just got a "Special" with an O-235 also. I'm hoping to put it on a serious diet and hoping it will make a reasonable single place floatplane?I own SN102..."Special"...0-235-C1...Put on EDO 1400 floats...
Thanks - I was considering those as well.I've flown a PA-18 on 1650s...They were too small.
For whatever airplane to determine the minimum sized float. Take the maximum gross weight (1760 for a PA-18 X 0.9 = 1584 X 2 (two floats). FAA requires a 100% reserve buoyancy. So the smallest float for a PA-18 at 1760 pounds would be a pair of 1584s. The nearest float which meets these numbers of which I am aware would be the EDO 1650.Thanks - I was considering those as well.