I did a search on this site, but it didn't turn up much. Has anyone here looked at this? I flew (Ok, got more of a demo ride really) the 200hp demonstrator a couple of years ago. I really liked it, but don't have the time to build an airplane. I thought it was a bit under powered, but that's just me. A couple of builders are apparently putting O470s in them, but I haven't been able to get any performance specs from the company.

I like the idea of a new Cessna 180-like airplane, but want to know what you guys think. I'm headed in the direction of a SE260 STOL/Katmai, but with Dream Aircraft's builder assist program, this could work.

The only thing I have seen that I didn't like about the builder assist programs out there is you are building a cookie cutter aircraft.... as in you don't have the time to do certian mods that might make the plane fit YOU better.....


...

Hottshot:

You bring up a good point - although most of the changes I'd want to make would be firewall forward! I did notice that on my last visit to the Dream Aircraft website, the link to the builder assist program isn't working. I hope that's not an omen.

I also looked at the Tundra several years ago. Settled on a Murphy Rebel after a LOT of soul searching/number crunching. The Super Rebel or Moose may be another option. There are some out there already built for sale. Recently saw one in Northern MN that was very nice. I think it had a 520 for an engine....but can't really remember.
WW

I've looked at and drooled over the Tundra on several occasions. It looks like a well designed airplane, and pretty straightforward in design (ie: conventional).

They chose perhaps the most expensive engine on the market, short of the big turbocharged six cylinder engines, though the IO 360 is indeed a great engine.

Frankly, as is the case with virtually all of these kits, you could purchase a GREAT 180 for a LOT less money than you'll have in one of these by the time it flies.

I'd love to build, but to build something that's even close to what I own (certified) would double or even triple my investment. Can't go for that.

I like the looks of this one, though.

The other thing I'd worry a bit about is that it doesn't seem like there are a lot of these kits out there. Wonder how long they'll be in business if they don't sell a lot of kits? That could be ugly if no support.

I'd love to fly one sometime, but I probably shouldn't....

MTV

WWhunter wrote:I also looked at the Tundra several years ago. Settled on a Murphy Rebel after a LOT of soul searching/number crunching. The Super Rebel or Moose may be another option. There are some out there already built for sale. Recently saw one in Northern MN that was very nice. I think it had a 520 for an engine....but can't really remember.
WW

WW:

I "looked" at the Murphy planes, too (i.e. I visited their website). I know it's irrational, but I'm just more comfortable with the solid rivits used in the Tundra kit. I have to admit I lingered a bit on the Moose with the radial motor...

mtv wrote:Frankly, as is the case with virtually all of these kits, you could purchase a GREAT 180 for a LOT less money than you'll have in one of these by the time it flies.

MTV:

I did take that into account. The difference is I can't get a new 180 for that (or unfortunately, any) price. Your other concern regarding support seems well founded. For whatever reason, they haven't sold a lot of kits and there are only a few flying. My last call to the factory to try to get some performance specs with the O470 went unreturned. I see that the demonstrator I flew is for sale, but I'm afraid to ask how much!

Anybody remember the company selling the 180/185 as a kit? Whatever happened to them?

I had concerns over the pulled rivets also when I first looked at the Murphy series of aircraft but after researching it I found they are an aviation approved rivet and if I remember correctly they are used on some certified planes as well.

I also looked at the "Cyclone" the 180/185 copy. I think the build time and cost on it would be high. It is nearly a direct copy of the venerable Cessna workhorse.
Here is their website. Not sure if they are still selling kits but the site is stillup.
www3.sympatico.ca/st-justaviation/index.html

WW

Hey Fellows this is one plane i am familliar with i just sold my Super Sportsman and bought a Cyclone it is a direct copy of a 185 with 1 foot longer wings at the root and longer flaps , I have also included robertson stoll and also added the extended wing tip wing X , I have a io-520 engine and a 2 Blade Mc Caulley prop, no floats as of yet but I am looking!

i know of a few kits here in canada that are for sale and also one that is ready to fly that is also for sale any help you may need I am your best contact .

I recomened this kit to anyone as it is well built here is the new company and they are well organized , I also speak french , they also have it approuved at the 51% rule http://www.produitsaviatech.com/?page=produit&section=7&idSecLangue=2

Super Sportsman:

I really, really wish you hadn't posted that! Now, this is what I really want...but, since it's a copy of a factory built aircraft, what is the construction provess like? It's one thing for the Cessna factory to put one of these together, but can I really build on in my garage? Oh, my wife isn't going to like this new obsession at all.

Answer to your question is yes, you can buy the fueslage clecoed together and also the wings or get yourself a wing jig this is important to get the proper wash out , I spoke with a fellow in Quebec that has one at about 50% and he has 100.000 in it hired some one to do all the work this plane is for sale at a loss and is perfect in everyway

Carl Duguay is the new owner and he is great to deal with !!!!!
I will try to get his email address
Gerry

I realize that this is a Feb 'O9 post but I can add something here that relatively few others can. After owning a CH701 for five years (purchased 9/11/01 up in Dawson Creek BC, interesting story for another time) my wife and I decided to look for a plane that could slow take off and land off- airport and still make a respectable cruise to take us to the grandkids and make other trips. After narrowing down the choices to the Bearhawk and Tundra we made arrangements to fly them both at Oshkosh '06. I had previously visited Bearhawk's custom build site at Kissimmee, Florida and I went into the test flights with my mind set on the Bearhawk. To the disappointment of the very respected Budd Davison, we settled on Dream Aircraft's new comer, Tundra, after an unexpectedly long test ride, 2 1/2 hrs, as many will remember the Osh runways being closed for an unfortunate accident that year trapping many planes in circling patterns around the lakes to the west or diverting them to other airports. We learned much about the Tundra during that flight. Not that I did not also like flying the Bearhawk, but the engineering and construction methods were much more advanced on the Tundra. The finish and fit of CNC parts was unmatched. The big spring Grove gear puts the wheels a full 8 feet wide and when it touches down its almost cheating to say you are landing a taildragger. So that you know my perspective I am less than ten minutes away from my step fathers 135hp L4 PA 18. Of course this plane is heavier at 1350 empty and 2550 gross. The Tundra is all CNC pre punched and formed and components and future parts will be a guaranteed fit. As for the company itself, I don't worry too much. The two owners have been in the metal fabrication business for 20+ years and their experience extended into aviation components before Yvan Desmarais designed this plane. While I was attending the factory assist program in late Nov. '06 and early Dec. this particular factory (I believe there are four) was busy forming cabin rib replacements for Lear Jet in addition to forming all the metal parts, in house for the Tundra, including fuel tanks, and they were still keeping up with the traditional orders that built their business. Their financial base for remaining in business, regardless of the new orders for the Tundra, is larger than most new aircraft companies could hope for. Stability and longevity should not be a problem. The Tundra's four place bush design was built heavy enough for a float plane from day one. It is exceptionally strong, double floored and using the same outer skin wing thickness of Cessna. When I was there the company owners had just turned down an offer of sharing expenses of joint certification of the design with Aviat Husky who were interested in seeing the Tundra join their line as a four place offering. The partners said at the time they wanted to further refine the design and build process before considering such a move. Changes to the design itself since I purchased have been incremental but refinements include anodizing all steel parts, again in house, such as yokes and flaps handles, brackets and all steel attachment points to speed the kit assembly by eliminating priming and painting them. Recently they have added a distributor for the Tundra in Florida.
I have 50hrs on mine now and I had it flying hands off till I built fenders. I nearly have it balanced out again and I just sent pictures of it to the administrator. They should be appearing soon on the albums and profile. I powered it with a new Superior XP-0-360, mogas capable, but that comes with the recommendation of retarding timing 3 degrees. That is to reduce detonation but an unhandy recommendation when switching between fuels. I can answer any and all questions concerning its construction except how much I have into it.... Can you imagine if that got back to my wife?

Dirtstrip:

Thanks for your post. I started this thread way back when, and haven't logged on to this site in months. I'm still interested in the Tundra. Biggest problem I have is my business keeps me going 80+ hours a week. No that I'm complaining in this economy, but it doesn't leave much time for airplane building. However, it is sporadic and I can take off a month here and there, I just don't always know long in advance. Do you know how far in advance one needs to schedule with the builder assist centers?

Best Regards,
OscarDeuce

Contact Luc Premont at http://www.dreamaircraft.com He will take time for you.
I booked the customer assist at Oshkosh but waited until the first assist customer was finished in mid November before I could go. I was the second customer to do one. The third was an Inuit Indian (First Nation in Canada) They were a little perplexed as to how to get the plane shipped to him since there were no roads and the plane would not be completed to fly back. The northern Inuits are in the lake and wood country and many just learn to fly from their father or some other person. Some have licenses but they mostly look the other way up there and realize the necessity of air travel for supplies and medical attention. That plane may never see an airport. I would be interested to hear how that one turned out.

I like the looks of this thing........hate to do it but here I go ......Will trade 57' 180 850hrs on engine O470k,,, for completed one of these on amphibs ,,,,,,,,,Any takers?

There are those who are in it to build an aircraft for the love of what they do. There are others who are others in it simply to fly the plane of their choosing. There are many older bush planes out there to choose from and some outstanding and time proven ones, but when it comes to new designs, they seem to be led by the Canadians who are still motivated by the necessity to improve on them. The Experimental category usually sees those changes first.

I copied this from the homepage of http://www.dreamaircraft.com website.

BUY A FULLY ASSEMBLED AND FLYING TUNDRA - We have a few customers who have assembled and are flying their TUNDRA and are willing to sell their kits and start building another one. Contact our sales manager Luc if you would like to buy a flying TUNDRA and he will put you in contact with a seller.

I don't know if there is one with floats available.

I kinda want to join the Tundra club, but the only guy I know with one is Dirtstrip. He has been a great resource and answered all my questions thus far.

Anyone else? Anyone? Bueller?

If you know one of the 35 Tundra builders in the world, invite them to join BCP. I need to see some more of this aircraft in action.

Zane wrote:I kinda want to join the Tundra club, but the only guy I know with one is Dirtstrip. He has been a great resource and answered all my questions thus far.

Anyone else? Anyone? Bueller?

If you know one of the 35 Tundra builders in the world, invite them to join BCP. I need to see some more of this aircraft in action.

I've not built one. I've not flown one. I don't know anyone else either. So this post is completely worthless other than to pad my post count. Thank you for your time,

I have had contacts with three other builders. Two of them are flying now. The third hit a plateau in his build and it sat for a year. My last contact with him in February is that he has gotten a IO 470 for it and is having a mount built so the project is moving again. That one is located at Smith Valley, Nevada. One is flying in Whitehorse, Yukon and the other in Alaska. There is another Tundra flying in the lower 48 but it was purchased as a completed plane from the company and reregistered US. It is a tricycle gear, the rest are taildraggers. I will invite these owners to post their experience/photos on BCP.

I've owned the first tricycle Tundra since 2007. My research, like others, included all the similar high wing planes by Murphy, BushCaddy,etc, as well as Maule. I decided on all aluminum rather than tube and fabric. Dealing with DreamAircraft was a very positive experience and continues to be so. I wanted a rugged airplane and the Tundra beats the competition--the stout wing connections, no oil-can effect in the fuselage, double floor, struts, main gear, etc. Taking out the rear seats is a 3 minute exercise. We load up all our camping/fishing/hunting gear and the pup--. One negative-- the front seats could be wider--if you're a big person, you might want to put larger seats and give up the center console.
I've owned 2 Cessna 182's and parts/maintenance costs were outrageous--for example, just the stem for a fuel tank switch valve was $900 for my 182, but a new 3 way valve for my Tundra was $239. The Superior XP-360 is an excellent improvement over the Lycoming I had in my 182. So, you can buy an old Cessna, like I did, and have almost unaffordable annual maintenance and downtime, or you can own a new lost maintenance bird.
Flight performance is what DreamAircraft publishes and I love it ! It cruises at 110 kts--I've checked this over and over--110 kts, not 109, not 111 kts. Slow flight is 58 mph and no one has been able to get this bird to stall unexpectedly. My last biannual was with an old crop duster and, of course, he had to take the stick ( AND I'd NEVER go back to a yoke !) and went thru near aerobatic maneuvers--the smile never left his face.
You don't really need an autopilot, just trim her up--I do considerable cross-country and added WAAS IFR --sure my Cessna was a 130 kts machine ( any one says 150 knots is smoking something)--so, in a 6 hr cross country, the Cessna gets there about an hr ahead of me--just more time on the ground for them ---I often fly at 55% power and lean of peak and burn 6.8-7 gals/hr. Superior confirmed that even with my carb engine, flying lean of peak at 2300 squared cannot hurt the engine. When in a hurry, I fly 2450 squared and burn about 9.5 gals.hr, depending upon altitude, ambient temps, etc.
I've landed this bird in 300 ft, takeoff depends, but it is short enuf for me. I'm more interested in landing short in an emergency that short field takeoffs.
Let me know if you have specific questions and I'll do my best to answer.