S
StewartB
Crash,
I'm not sure what it is you object to. Is it the price or the slotted wing? It seems to me that the Super 18 is nothing more than a type certificate for the assembly of parts that most Cub rebuilds are using anyway. Dakota wings, Airframes Inc fuselage, etc. The new jackscrew and higher gross? Non issues to me. I don't imagine I'd enjoy how a 2300 or 2400# Cub would perform, slots or not.
If I were to start another project today it'd be a widebody 180hp supercub with Dakota PA-12 wings, which I can buy in kit form from Airframes Inc. I would not opt for slots. That's about the only thing that would differentiate my project from the plane Mr. Warren flew. The bigger difference between them, and the only reason I'd do such a project after completing my 12, would be that I'd go experimental. I have no desire for a certified Super 18 and wouldn't pay a nickel for a TC, so the $185K thing is out the window. It'll be interesting to see whether the market will support another certified Supercub. I don't think I'm the only guy that would prefer the amateur homebuilt category. Perhaps every commercial operator will jump at the chance to get his hands on a widebody slotted wing certified Cub, although they already have that option via STC'd assemblies. I haven't seen any takers. The commercial guys I know are still trying to figure out how to make their old Cubs lighter. Not for increased payload, either. Gravity rules the ridges.
I'm unsure who the the intended market is for Super 18 certified airplane. Still, I like the parties involved with the Super 18 and I wish them success.
SB
I'm not sure what it is you object to. Is it the price or the slotted wing? It seems to me that the Super 18 is nothing more than a type certificate for the assembly of parts that most Cub rebuilds are using anyway. Dakota wings, Airframes Inc fuselage, etc. The new jackscrew and higher gross? Non issues to me. I don't imagine I'd enjoy how a 2300 or 2400# Cub would perform, slots or not.
If I were to start another project today it'd be a widebody 180hp supercub with Dakota PA-12 wings, which I can buy in kit form from Airframes Inc. I would not opt for slots. That's about the only thing that would differentiate my project from the plane Mr. Warren flew. The bigger difference between them, and the only reason I'd do such a project after completing my 12, would be that I'd go experimental. I have no desire for a certified Super 18 and wouldn't pay a nickel for a TC, so the $185K thing is out the window. It'll be interesting to see whether the market will support another certified Supercub. I don't think I'm the only guy that would prefer the amateur homebuilt category. Perhaps every commercial operator will jump at the chance to get his hands on a widebody slotted wing certified Cub, although they already have that option via STC'd assemblies. I haven't seen any takers. The commercial guys I know are still trying to figure out how to make their old Cubs lighter. Not for increased payload, either. Gravity rules the ridges.
I'm unsure who the the intended market is for Super 18 certified airplane. Still, I like the parties involved with the Super 18 and I wish them success.
SB