Good luck to you young man.

1_Robert wrote:Many thanks guys. Well the feedback is fairly consistent here haha. I will finish the ppl this spring and finish it at the school, I have a great instructor and I’m almost there.
I do have a problem in that I’m not aware of a TW instructor in Nanaimo or surrounding area. My eventual goal or mission with the Cub is to fly off airport and putter around the island/interior of BC. It would be great to find an instructor that is knowledgeable and experienced with off field flying.

Finding a competent tailwheel instructor can be difficult. While you’re finishing up that PPL, look around for commercial operators who are running tailwheel aircraft. I’m sure there is someone around there. Go talk to them and see what they’d recommend. The more folks you get to know in the community, the more likely you are to find “the right one”.

Good luck.

MTV

contactflying wrote:I would recommend Butch Washtock, owner of Mountain Flight at Chilliwack. If you have a week, take his full mountain course. We team taught a seminar and clinic in Grande Prairie Alberta October 2018.

Problem is that Butch is not an instructor. One hell of a pilot and I'd take his mountain course any day of the year, but it doesnt help with training or TW checkout unfortunately.

1_Robert wrote:….I do have a problem in that I’m not aware of a TW instructor in Nanaimo or surrounding area. My eventual goal or mission with the Cub is to fly off airport and putter around the island/interior of BC. It would be great to find an instructor that is knowledgeable and experienced with off field flying.

I'd be surprised if you can't shake a good SC or at least t/w instructor out of the bushes somewhere close to home.
If nothing else, maybe give Cub Crafters a call--
I think they have someone (someones?) who they use to get their t/w newby customers up to speed.
There's also George Kirkish of Vashon Island (west of Seattle), he does t/w checkouts & owns a J3.
https://www.island-air.com/flight-instruction
Who knows, maybe he could come to you if you pout him up for a couple nights.

I guess the "good" thing about here in Canada is there is no such thing as a tail wheel endorsement or " tw checkout", so really you do not need an "instructor". A 182 pilot here can legally just jump into a 180. Safe or not. The insurance companies here police the TW time. So as said here, find a good competent TW guy, doesn't have to be an instructor - but in the end get the best training for you and ask your insurance company what they want. Definatley just wack out your PPL in the 172 and just get it out of the way - you will go broke or add many months to getting your PPL trying to find a primary instructor in Canada that is tail wheel competent thats close by and available.

You are right Mark. But some insurance companies require so many hrs with an actual instructor. In either case, I'd still recommend doing the mountain course with Butch. VERY VERY well worth the time and $$

I learned in Cubs, but am old enough that I also never had a tw endorsement here in the U.S.. Grandfathered later. Same with high performance and complex. Tailwheel was conventional then. Solo was simple and quick.

Butch's course is several hours in your own airplane.

Definatley sounds like a great course with Butch. That's the direction I would take and would probably be fine with most insurance companies. I did a TW endorsement sorta in the US, sorta, since I couldn't solo without a US license. Great experience flying into a bunch of tiny grass strips with a 250lb plus instructor in a CC sport cub. Probably would have been alot easier solo. Lol I was really surprised when I then learned Canada has no such "rating". Everything we read is pretty much US based. I was looking at 180's before I settled on my 182 and I believe the insurance quote was double for the tw, and really they were looking at only wanting I think 10 hrs on type. Really the same as what they wanted for constant speed and/or retracts.

Mark Y. wrote:Definatley sounds like a great course with Butch. That's the direction I would take and would probably be fine with most insurance companies. I did a TW endorsement sorta in the US, sorta, since I couldn't solo without a US license. Great experience flying into a bunch of tiny grass strips with a 250lb plus instructor in a CC sport cub. Probably would have been alot easier solo. Lol I was really surprised when I then learned Canada has no such "rating". Everything we read is pretty much US based. I was looking at 180's before I settled on my 182 and I believe the insurance quote was double for the tw, and really they were looking at only wanting I think 10 hrs on type. Really the same as what they wanted for constant speed and/or retracts.

Ya they are funny. Mine wanted 5 hrs with an instructor when I got my Citabria, which was easy. But when I moved from my Ctabria to my C180 they didnt want anything. That felt like a bigger step then from NW to my citabria. Haha. In any case, that's one of a few things that are easier in Canada. It's a short list though.

To the OP, I agree that if you already have a good instructor I would just hammer off your PPL with the 172 and then switch to the cub. But if possible to find a TW instructor I would finish with the cub as you own it already, why pay rent for the 172?

If you need a checkout when you are finished the PPL, my dad is camped out at Ladysmith for the winter. He may be willing to give you a checkout in your cub. He is commercial, multi-thousand hour, very tw competent. Lots of cub time.

PM me here and I can get you some contact info.

Rod
UpNorth

UpNorth wrote:If you need a checkout when you are finished the PPL, my dad is camped out at Ladysmith for the winter. He may be willing to give you a checkout in your cub. He is commercial, multi-thousand hour, very tw competent. Lots of cub time.

PM me here and I can get you some contact info.

Rod
UpNorth

There ya go.....I'd jump on that.

MTV

Hi Robert,

Welcome to the site and the joys of plane ownership. I'm based not far away, in Squamish. You are going to be absolutely stunned by all the amazing flying within a few hours of home.

I'd like to be there to see the look on your face the first time you land on the beach at Vargas Island, or see Chatterbox Falls up in Princess Louisa Inlet, or land on the golf course at Rowena's for lunch. We are truly spoiled around here.

Reach out if you are ever flying this direction. Squamish has a great community, about a dozen of us that fly together a bunch.

Good luck finishing your PPL and getting checked out in your own plane.

Allan

Thanks everyone for the warm welcomes, comments, and advice.

Thanks for the suggestions on an instructor, I believe I have found one locally. He doesn't know that yet so I'll hold off saying who it is

As an update, I'm still waiting to receive the plane as it's snowed in out east. I took the opportunity to have a new adsb in/out and radio installed while I wait. I chose the shiny new Garmin GNX375 and GTR225. Definately overkill for the basic VFR putting around I plan on doing but I had to put something in it so what the heck.

I still want to do a few things with the plane when I get it. Again probably overkill, especially for a new pilot but I've been waiting 40 years and I figure I'm going to realise my dream and get the plane I want. I took your advice and posted on supercub.org asking the following question:

I'm wondering what kind of options are available to me in Canada to do some upgrades. I'm looking to install extended HD gear with 31" ABWs, HD tail, and possibly an engine upgrade. I realise 150hp is more than enough for what my immediate plans are, after all as a new pilot I won't be landing on any mountain slopes with 12000 ft density alt. The little boy in me still wouldn't mind having 180hp so I'd love to hear someone talk me in/out of that.

There are already some nice mods on the plane such as VGs, Firmin belly pod, thrust line mod...etc but I'm looking for a Canadian shop (preferably out west) that you all could recommend to do these other mods/upgrades. I realise the gear and tires is not an issue but if I did chose to upgrade motors, that I'm not clear on who can do it. Does it have to be Lycoming? I have reached out to Cubcrafters as I understand they offer to upgrade the engine but have yet to hear back from them. I'm not looking to restore the cub so I still don't know if they're the right route. I look forward to any suggestions and thanks again for allowing me to be a part of the community.

Good luck with the new airplane, and with the license.
Unless there's a problem, my suggestion is to hold off on doing any mods until you fly it for a while.
Then you can make an intelligent choice on what mods you may or may not want, need, or be able to use.
Even a bone-stock supercub is a very capable (and fun!) airplane.

1_Robert wrote:

Thanks for the suggestions on an instructor, I believe I have found one locally. He doesn't know that yet so I'll hold off saying who it is

As an update, I'm still waiting to receive the plane as it's snowed in out east. I took the opportunity to have a new adsb in/out and radio installed while I wait. I chose the shiny new Garmin GNX375 and GTR225. Definately overkill for the basic VFR putting around I plan on doing but I had to put something in it so what the heck.

I still want to do a few things with the plane when I get it. Again probably overkill, especially for a new pilot but I've been waiting 40 years and I figure I'm going to realise my dream and get the plane I want. I took your advice and posted on supercub.org asking the following question:

I'm wondering what kind of options are available to me in Canada to do some upgrades. I'm looking to install extended HD gear with 31" ABWs, HD tail, and possibly an engine upgrade. I realise 150hp is more than enough for what my immediate plans are, after all as a new pilot I won't be landing on any mountain slopes with 12000 ft density alt. The little boy in me still wouldn't mind having 180hp so I'd love to hear someone talk me in/out of that.

There are already some nice mods on the plane such as VGs, Firmin belly pod, thrust line mod...etc but I'm looking for a Canadian shop (preferably out west) that you all could recommend to do these other mods/upgrades. I realise the gear and tires is not an issue but if I did chose to upgrade motors, that I'm not clear on who can do it. Does it have to be Lycoming? I have reached out to Cubcrafters as I understand they offer to upgrade the engine but have yet to hear back from them. I'm not looking to restore the cub so I still don't know if they're the right route. I look forward to any suggestions and thanks again for allowing me to be a part of the community.

I wouldn't go the 180hp route. If anything just go to 160hp pistons. That and a border prop and you'll do everything you want IMO. Gear is easy to change. I'd also suggest a T3 tailwheel and wider tire. I'm in northern AB and can do all work, but you probably want someone closer to the coast. Langley Aero is a great shop. They should be able to do anything you need. Pro Aero is also in Kamloops for any engine work you need, although if it's just a piston change most any AME should be able to accomplish that fairly easily.
Is the plane fully certified? That really affects what mods are available. Lots of fun cub mods for amateur built cubs...

What is the Useful load? Bigger engines way more, they may help you get off the ground quicker but a Supercub will only go so “fast”. Fill it full of fuel, stick your buddy in the back, carry some gear and I bet you will be well over gross. Add a bigger engine, heavy duty gear, 31” tires and you will only have your iPad for company. I fly a Supercub 150 hp that has 376 lb payload with full fuel. The math is a bummer.

Goodyear wrote:What is the Useful load? Bigger engines way more, they may help you get off the ground quicker but a Supercub will only go so “fast”. Fill it full of fuel, stick your buddy in the back, carry some gear and I bet you will be well over gross. Add a bigger engine, heavy duty gear, 31” tires and you will only have your iPad for company. I fly a Supercub 150 hp that has 376 lb payload with full fuel. The math is a bummer.

Yup. 0-360 doesnt help that either. The 2000lb upgross is a nice addition though.

Robert, I love the picture!

If it were me and my airplane I would get a 82/42 or 43 prop. Put a little pitch in it, 42 or 43 instead of 41, you will still have great take off performance and it will help in speed. I know, the Super Cub is slow and some dont care about cruise speed but there is a big difference between 85 and 95 to 100. Remember, faster you go at the same power setting means less fuel you have to carry (think weight as well as cost).
I had a 150hp Super Cub and I had an 82/44 Borrer prop on it and it was a great pitch setting, it gave me all the take off performance I needed and gave me good cruise speed. Good compromise. If I were to do it again I would probably go 43 pitch.

Good shoulder harness, not the stock over the seat back ones that will break your back in an accident.

26 inch Goodyear tires, these are a bit bigger than 8:50’s, they wear like iron and are suitable for probably 95 percent of the places you want to go. Make sure to get new Goodyear tubes with them.

Landing gear safety cables.

Heavy duty header tanks for safety reasons

A JPI or Electronics international fuel computer and couple it to your new Garmin 375, its worth its weight in gold for fuel data and keeping track of fuel consumption, remaining and miles per gallon and so forth. These little units are not very expensive at all. Consider the JPI FS-450 or Electronics unit.

As far as gear, you don't need the extended gear however having a heavy duty gear standard size is nice but if you must go extended, I would get the 3 inch and not 6 inch extended gear, 6 inch and big tires is waaaaayyyyy up there!

You probably don't need 31’s but if you really do need them then get them, keep in mind they cost a lot of money. If you buy 31’s consider the extra tread option, a few hundred bucks more and a few pounds heavier but the tires will last longer.

The 345/375 combination is an EXCELLENT choice, in fact, my brother is getting the same combo in his Husky in 2 weeks.

One more thing, LED landing lights by AERO LED are a great worth it addition, yep they cost money but they will never burn out and you wont be changing them all the time like you will with the standard GE 4509 bulbs. The LED’s will work when you need them most. Fly around with them on for better visibility and hopefully reduce the chance of midair collision.

Leave the spinner on! Some guys take them off for what ever reason, I guess a bit of weight savings. The spinner helps direct airflow for engine cooling.

Run Cam Guard in the oil, especially if you don't fly often.

Make sure your fuel caps vent properly

These are just a few items I can think of off the top of my head from when I had a Super Cub. I could probably think of more but that should give you something to think about.

Kurt

Wow that’s some great feedback guys, I really appreciate it.

G44 wrote:Robert, I love the picture!

If it were me and my airplane I would get a 82/42 or 43 prop. Put a little pitch in it, 42 or 43 instead of 41, you will still have great take off performance and it will help in speed. I know, the Super Cub is slow and some dont care about cruise speed but there is a big difference between 85 and 95 to 100. Remember, faster you go at the same power setting means less fuel you have to carry (think weight as well as cost).
I had a 150hp Super Cub and I had an 82/44 Borrer prop on it and it was a great pitch setting, it gave me all the take off performance I needed and gave me good cruise speed. Good compromise. If I were to do it again I would probably go 43 pitch.

Good shoulder harness, not the stock over the seat back ones that will break your back in an accident.

Kurt

I should have mentioned the plane has a 617 McCauley 82x41 borer prop and shoulder harnesses.