AOPA Pilot Magazine - July 2014 - 65

the throttle slowly, using about four seconds to reach full power. The tail is up at two seconds,
and by the time the throttle reaches the full-forward position the airplane is flying. The fine
pitch and light weight of the wood prop allow it to reach 2,400 rpm almost instantly, and the
airplane climbs energetically at an estimated 12-degree pitch attitude and 70 miles per hour.
With the single 18-gallon fuel tank in the left wing about half full, Super Cub One's
performance is close to that of a more powerful but heavier 150-horsepower model.
Tight, extremely well balanced controls give this first-of-its-kind aircraft a crisp feel that's
slightly heavier in pitch than roll. Even on a windy day, the airplane has a substantial,
big-airplane feel that belies its diminutive size. A series of stalls reveals a gentle nature
that has become a well-known Super Cub trait. Power-off stalls are preceded by a gentle buffet and a mild, straight-ahead break that comes only with full aft stick. There's no
inclinometer in this Spartan panel, but slips and skids are easy to feel on the narrow seat. Steep turns at 100 mph and 2,400
rpm have a remarkably small radius. Full power keeps the airspeed at 100 and compensates for the higher induced drag at
60 degrees of bank. Lazy Eights are a pure joy as the Super Cub shows a mix of playfulness and obedience. There are no
navigational instruments in Super Cub One except a compass, so I stay within sight of the airport.
I choose the 1,700-foot gravel patch that faces west for my first approach and landing. The northwest wind remains at about
20 knots, but Super Cub One has plenty of rudder authority to compensate for the quartering headwind. Even though the wind
is blowing, the ride is unusually smooth as I approach at 60 mph and touch down on the right main wheel first, then the left. I
bring the tailwheel to the ground as the airplane decelerates, then add
full power and climb again. My next approach is five knots slower, but
without flaps the little Super Cub doesn't seem to want to slow down.
With the right wing down and nearly full left rudder, I slip at 55 mph and
touch down in a three-point attitude. The airplane decelerates smoothly
without braking and comes to a stop after a ground roll of about 250 feet.
This delightful, lovingly, and exceptionally accurately restored airplane is still relevant 65 years after it first took to the sky. Its utility,
simplicity, and adventurous spirit have appealed to generations of pilot
around the world, and those qualities matter now as much as ever.
Sure, the Super Cub has evolved over the years with countless modifications. And even though Piper no longer makes them, the Super Cub's
essence has been reinterpreted, and its legacy continues through Carbon
Cubs, Legend Cubs, Aviat Huskys, and others. All of these airplanes'
best qualities, or at least hints of them, are present in Super Cub One.
Today's backcountry airplanes can trace their origins directly to this
unassuming yellow marvel that toiled in obscurity for decades. But now,
thanks to Roger and Darin Meggers, this rediscovered gem finally is
being recognized as the pioneering aircraft that it is.
AOPA
EMAIL dave.hirschman@aopa.org

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AOPA Pilot Magazine - July 2014

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