CubCrafters New UL Cub FIRST IMPRESSIONS! - HOLY #!%&*!!!

Summary

In this video, we get a first look at the brand-new CubCrafters UL Cub, and it's nothing short of impressive! Right from the start, the host is blown away by the lightweight design and the power of the turbocharged Rotax 916iS engine, delivering an exhilarating 160 horsepower. As the presentation unfolds, the host marveled at the UL Cub's ability to take off like a rocket, comparing it to a P-51 Mustang in terms of excitement and speed. With its modern technology and superior design, it seems to offer incredible takeoff and landing performance, making it not only a fun aircraft to fly but also a significant advancement in future-proofing aviation standards.

Highlights

• Experience the power of the turbocharged Rotax engine with 160 HP that kicks in like a hypercar! 🚗💨
• Despite the lightweight 930 lbs design, the Cub delivers incredible takeoff potency, reminiscent of a P-51 Mustang experience. 🛫
• Designed for efficiency, this aircraft does not require 100 low-led fuel, marking a leap towards future-forward aviation. 🔋
• Featuring an MT constant speed propeller and Acme shock setup, the Cub ensures a smooth flight with automated systems that self-adjust. 🛠️
• Tested thoroughly for performance, it takes off within 100 feet even with high density altitude, and lands smoothly in 80-125 feet. 🌄
• The durable Oriteex lightweight covering dispels traditional paint, reducing weight significantly. Get ready for vibrant, future-ready designs! 🎨

Key Takeaways

• The new UL Cub is a game changer with its lightweight and translucent design. ✨
• Powered by the turbocharged Rotax 916iS engine, it offers 160 horsepower, making takeoffs feel like a rocket launch. 🚀
• At a mere 930 lbs with Bush wheels, it delivers remarkable power-to-weight performance. 🏋️‍♂️
• The aircraft has advanced technology with minimal manual adjustments needed, enhancing the flying experience. 📈
• UL Cub promises to future-proof aviation with fuel flexibility and impressive handling in high altitudes. 🌍

Overview

The new UL Cub by CubCrafters is making waves with its ultralight design coupled with a powerhouse of an engine, the turbocharged Rotax 916iS. This tiny yet mighty aircraft boasts a captivating 160 horsepower, taking its pilot on an adrenaline-filled journey every time. Its translucent, lightweight structure makes it not just a visual delight but also a marvel of aerodynamics.

What truly sets the UL Cub apart is its remarkable power-to-weight ratio. At a skimpy 930 lbs featuring the Bush wheels, this aircraft is redefining what's possible in ultralight aviation. Its MT constant speed propeller and innovative Acme shock setup ensure seamless handling, minimizing the need for hands-on adjustments, making it perfect for those who crave both adrenaline and ease.

In line with modern mandates, the UL Cub is a step into the future of aviation, requiring no 100 low-led fuel and performing exquisitely at high altitudes. Its sturdy construction using Oriteex fabric—sans traditional paint—keeps it light as a feather while saving on weight. Say goodbye to sluggish takeoffs; the UL Cub leaps into the air like a cat on a hot tin roof, making it a premier choice for the next generation of flight.

Chapters

• 00:00 - 00:30: Introduction to UL Cub The chapter introduces the UL cub, emphasizing its unique attributes and distinguishing it from a typical tank.
• 00:30 - 02:00: Rotex Engine and Aircraft Features The chapter discusses the Rotex engine, highlighting it as a revolutionary development within the field, and indicating excitement and approval from listeners. Additionally, the text touches upon the use of translucent lightweight fabric in aircraft, suggesting innovative features and advancements in current aircraft design. Overall, it reflects on the progress and innovation in engine and aircraft features.
• 02:00 - 04:00: Performance and Specs Discussion This chapter discusses the performance specifications of an aircraft equipped with a turbocharged Rotex 916is engine. The engine provides 160 horsepower, giving the aircraft a significant boost similar to flying a P-51, necessitating the use of the right rudder due to the increased thrust. The aircraft's weight is mentioned as 930 pounds, including the setup with Bush wheels, highlighting its lightweight nature for an ultra-light aircraft.
• 04:00 - 06:00: Aircraft Design and Fuel The chapter provides insights into an aircraft design focusing on its fuel system and takeoff power. The aircraft holds 24-25 gallons of fuel, distributed evenly between the two wings. A notable feature is its turbocharged engine, which significantly enhances takeoff power, offering a thrilling experience akin to driving a sports car. This experience was described at an elevation of 6,000 feet, emphasizing the aircraft's impressive performance.
• 06:00 - 08:00: Flight Controls and Safety The chapter 'Flight Controls and Safety' discusses the impressive advancements in aviation technology, particularly focusing on the Rotax engine paired with the MT constant speed propeller. The speaker expresses overwhelming admiration for the seamless integration and performance of these components, highlighting the lack of need for internal adjustments and the rigorous testing that ensures safety and reliability.
• 08:00 - 10:00: Landing Gear and Handling The chapter discusses the excitement and ease of operating the aircraft, emphasizing the simplicity of powering it on and having it ready to fly. The conversation captures the admiration for the aircraft's design, with remarks on its aesthetics and feature details like the Oriteex lightweight covering and MT constant speed propeller. The speakers express their learning experience, suggesting that some technical details might still be new to them. Overall, the focus remains on the aircraft's impressive build and the enthusiasm it generates among users.
• 10:00 - 12:00: Fuel and Weight Considerations The chapter titled 'Fuel and Weight Considerations' discusses the future of aviation, particularly in terms of fuel usage and engine performance. It highlights the advantage of not needing 100 low-lead fuel, which makes aviation more sustainable. The conversation touches on the current limitations, such as running low on available alternatives, but stresses the potential benefits. The use of a 180 horsepower Titan engine is used as an example, noting its performance at a 9,000 ft Density Altitude (DA), where it produces around 120 to 130 horsepower. This scenario illustrates the challenges and considerations of fuel types and engine efficiency in aviation.
• 12:00 - 14:00: Takeoff Impressions and Performance The chapter focuses on an individual's impressions and experiences with takeoff performance under different conditions. The speaker discusses varying horsepower and weight configurations, illustrating how their aircraft, equipped with 35-inch tires, performs during takeoffs. They highlight the impressive ability of the aircraft to take off in as little as 100 feet at high density altitudes, even with two people onboard.
• 14:00 - 16:00: First Flight Experience In this chapter, the narrator shares their experience of a first flight, discussing various equipment and features of the aircraft such as Behringer brakes and Acme shocks. They express uncertainty about the specific type of gear installed, suggesting it might be Cupcfters gear integrated with an Acme shock setup. The chapter also mentions a single exhaust configuration and a standard fuel sump, similar to those found on other aircraft. Throughout the description, the narrator conveys a sense of astonishment and curiosity about the aircraft's components.
• 16:00 - 19:00: Final Thoughts and Conclusion In the final chapter titled 'Final Thoughts and Conclusion,' the speaker reflects on their changing perspective about car engines. Initially attached to the sound and feel of a traditional, powerful engine, they recount a history with vehicles like the Highlander and the recognizable clunk of the Rotex engines. However, their opinion has shifted, highlighting a newfound appreciation for smoother and cleaner engine experiences, potentially electric or hybrid. The chapter closes with a brief technical discussion on RPMs, emphasizing high performance around 5800 to 6000 RPMs and operating efficiency between 95 to 98% power.

CubCrafters New UL Cub FIRST IMPRESSIONS! - HOLY #!%&*!!! Transcription

• 00:00 - 00:30 You don't even know it's not even a tank. Look at that. The UL cub.
• 00:30 - 01:00 Listen to that rotex. Let's check it out. Translucent lightweight fabric buddy. What's up? Quinner. You digging on this rotex? All right. Oh my goodness. Yeah. A game changer, huh? Crazy. It's
• 01:00 - 01:30 crazy. 160 horsepower with the turbocharged Rotex 916is. 17,000 plus feet. 160 horsepower. The turbo kicks in. It's like flying that P-51. You better have right rudder, baby, cuz it goes like a rocket ship. Oh, man. And what do you got for weight on this ultra light? 930 lbs. Wow. 930 lbs with the Bush wheels. Uh, as you see it set up.
• 01:30 - 02:00 Uh, it's like the standard cup. It's got 24 25 gallons of, uh, fuel, 12.5 in each wing. Um, and Brad dropped it off yesterday, so I'm still learning about it. Mhm. And I'm still blown away by the takeoff power because you give it 100% power, that turbo kicks in and it puts you in your seat like you're driving a Lamborghini, man. And that's right here at Truckucky at 6,000 ft. Juan, you're
• 02:00 - 02:30 going to be blown away. This is no exaggeration. I'm not a salesperson. I just uh like holy mackerel. I mean, it there's nothing that compares. And what they've done with that Rotac engine from what I know now is the testing that they've done with the MP MT propeller and whatnot uh is extensive and it's a match made in heaven. I mean so we got the MT constant speed prop we're looking at here. Yeah. And there's no adjustments inside. I mean it it takes care of itself. Wow. And so it just uh I
• 02:30 - 03:00 mean you you push the power button, you turn it on and it's ready to fly. What do they think? We're a bunch of serious pilots or something. I mean, I Dude, it's crazy. It's crazy. It's actually It's crazy. Check this thing out. I mean, it's it's just it's a gorgeous aircraft. Yeah. Great fit and finish. Uh this is the Oriteex lightweight covering, right? Yeah. MT constant speed, you know. I believe so as I'm learning. So, don't quote me on some of this. Yeah. Yeah. It's all new. It's all
• 03:00 - 03:30 new to me. And the big advantage of this is this kind of futurep proofs aviation because this doesn't need the 100 lowled fuel, right? Well, that that's it. You know, you can take a gas and everything else on here. We're running low in this because that's what we have here in Truckucky. But the the neat thing is that here in Truckucky, so my Cub, you know, is that 180 horse, you know, Titan engine on a 9,000 ft DA day, we're we're maybe what 120 130 horsepower if we're lucky. Yeah. You know, and again, I
• 03:30 - 04:00 can't do the math that fast in my head, but I always guesstimate, well, 180 horse, it's 9,95. You're probably down a 60% or something. Yeah. So, I'm guessing I'm 120 horsepower, 130 horsepower, and I can still get off the ground in 150, 200 feet in my cup with 35s on as it sits. You know, it's,20 lb on 35s. This is 930 lb. You and I can fly this baby at 9,500 ft here, density, altitude, and we're going to get off the ground in 100 ft. Hm. It's crazy. two up. It's crazy.
• 04:00 - 04:30 I'm blown away cuz Behringer uh brakes. You know what's the uh gear we're looking at here? Acme shocks. Um you know, I'm not positive what this gear is. If this is the Cupcfter's gear, I believe it is. Mhm. With the Acme shock setup. Um you got the single exhaust out there. Okay. And we got a standard fuel sump, you know, like you would on any other aircraft. Um, I'll be honest. I have always been,
• 04:30 - 05:00 you know, oh that Rotex clunk. You know, I had my Highlander, remember? Oh, yeah. I was just too big for it. And I always have had that, oh, that clunk clunk and oh, I just like the sound of a real engine, right? Yeah. My minds have been changed. And that's not a sales pitch. I get in clean, it's smooth. Proved me otherwise. I mean, it's What kind of RPM we looking at cruising around? 5800 or something? Yeah, 5800. 6000, you know, 95 98% power. Uh it can
• 05:00 - 05:30 go 100% power for 5 minutes continuous. Um then you bring it back. But we run around a cruise at 98%. And again, uh you know, my quotes here are from what I remember Brad telling me yesterday and what I've done with my li limited. We'll straighten it out with little uh texts on the bottom. Yeah. Just to make sure I'm sure, but I think I'm I think I'm pretty darn close. And then of course all that's run through a a gear reduction drive for the prop to get the prop RPM down. And we're talking a single turbo charger.
• 05:30 - 06:00 Yeah. LED lights. Pilot. Yeah. He doesn't know anything. He's just a stole bum. It's all traditional Cub back here. But what do we got up here in the panel? A nice What's that Garmin? Uh that's your G3. G3 Garmin. All right. And then uh flight systems that all your engine monitor over there on the left. Yep. Engine monitor tells you everything that you need to know what you're looking at. You go through, you can see all your oil pressures, you know, RPM,
• 06:00 - 06:30 etc. There's no both tanks on this. And so you left it and fill it. You fly the the heavy tank obviously first. All right. Registered experimental uh tow brakes and then your classic carbon cub lightweight interior and a sling seat in the back. So, there's your uh checklist. Ox fuel pump on. 5 minutes max. 100%. All right. 98 or less on the cruise. Ox pump on for takeoff and landing. Yeah. And it's it's right here.
• 06:30 - 07:00 You know, it's you flip that on in the event you have a fuel pump failure. That'll kick in for you. Great. And uh where's our elevator trim at? Elevator trim is the regular Oh, it's electric. Yeah. I can't find it. Oh, I can't find it. And I have that on my stick. You don't have that in the back seat. Got it. Okay. Okay. Nothing. This will be your stick cuz I'm going to fly back there. All right. And then our flaps right there. Got about 20 lbs of gear in the back. You know, I mean, the cleaning kit, the
• 07:00 - 07:30 oil, extra set of of headset here for us. Yeah. Look at that translucent covering, man. Nice. You know what's what's neat about this is I when Brad gave it to me because I have this cup for a couple weeks to fly it and give us our honest feedback, right? Mhm. And there's been guys flying this. Bruce Graham came and flew it. We went around, did a bunch of off airport stuff. There's been others. And I told Brad, I'm gonna take it care of it. Not going to fly it in the sage brush. I don't want to rip up the tail feathers and whatnot. And he said, "Kevin, go fly
• 07:30 - 08:00 this the way you would." Of course, I'm still not going to go take it into the sage brush cuz I don't want to rip it up. But going around and knowing the people that have flown this, there's no rips and tears. We think this Oortex fabric is a little stronger than your standard fabric that comes on on the traditional aircraft. And the cool thing about Oortex is there's no paint. It's like Monaco the from our model airplane days. You iron it on and you shrink it and it's already got the color pigment in it. And correct me if I'm wrong, Juan, but what Brad and I were talking about this yesterday. You can get the high gloss on this with the
• 08:00 - 08:30 paint and that's going to add about 35 lbs 40 lb. So what's the point? This is bright yellow. Yep. It's nice. should get it in an array of colors. I thought about doing Oortex on my Cub when I built it and I just I went with the Cubcrafter's fabric and kept it silver and then put vinyl on it to keep it light because I didn't want the paint. But even that you have to put that silver paint on and and you know paint is weight. So you figure you put the high gloss finish which a lot of guys like that's another 3540 lbs. No point.
• 08:30 - 09:00 So Vortex comes in yellow vinyl strip. Classic Cub yellow with the lightning bolt. Got to have that flap gap seals back here. Yep. And uh these are the what do you call them? The later model ailerons. So you got the better handling characteristics. That was that was something. And I think because it's new. My cub obviously is so broken. It was my first comment to uh Brad. I cuz he said this is the same that I have on mine,
• 09:00 - 09:30 but they're a little stiff, but I just I think it's new. I think it's new and we can we can grease those up. But that's not that's not a a bad thing. It just it feels feels like a new airplane. Uhhuh. Feels like a new pair of shoes. You know, you put a new pair of shoes on and got to break them in a little. Break them in till they feel good. New pair of Levis's don't feel good. It takes me about almost a 100 hours to make a new airplane to me feel like an old familiar shoe. Yeah. Yeah. Here's a good one, too. people that fly these these
• 09:30 - 10:00 airplanes that they This is a reason why you don't top your tanks off to the very top. This isn't my doing. And Brad pointed this out yesterday cuz I haven't put any fuel in this yet. But we never want to fill it up to where it's at the very very top. You take off you're going to get spill and residue and that's all this is. Mhm. So for you guys watching, don't fill them up. You can leave it about that much shot. Can you get that off the stain off of there? Okay. I can get with that new UL fuel. I don't know, man. uh the stuff down there at uh in
• 10:00 - 10:30 the Bay Area. All right, look at the fit and finish on these CubCrafters. Just exquisite build aluminum. The latest in LED strobe technology. ADSB in and out. And what are we sporting here? Some uh Alaska bush wheels. Alaska Bush wheels. What size are these? 31s. 20 these 29s. Know that I think these are 29s looking at them. Yeah, they're 29. 29s. Yep. That's good. That's plenty. That's plenty. More than enough. And a pretty stock looking mall tail wheel in the back. I mean, you
• 10:30 - 11:00 don't need You don't need 850s, man. You guys 850s tires. No, you just just These little training wheels are cute, but no. 930 lbs. You know, put some 850s on there and get probably 140 knots up at altitude. tail wheel. You know, I would transition to Tony's TK Shock here in the back or that Acme tail stinger. Either one. They're both great. You know, you got Acme up front. I don't even want to get into that debate
• 11:00 - 11:30 because they're both doing great things for And uh so what about landing performance distance-wise? Well, myself, I've made about seven landings in this thing now. And I can promise you that every landing is probably 80 to 125 ft tops. That's Kevin math. So that's probably 180. We'll see. Jesus, you're giving me a hard time. That's real. Oh, yeah. No joke. I just landed behind you waiting for that big heavy husky to get off the runway, man. And uh I was flinting there at about 35
• 11:30 - 12:00 mph indicated and I just went plop and rolled. I think we It was every bit of There was no more than 100 ft. You and I together will be 125, 130 ft. No question. Well, let's go see. No question. So, how's that fit back there? If you're teaching, you got plenty of room. Oh, yeah. It fits like my cub. You know, any anything in the back seat of these Cubs is tight. It's just what it is. No matter what you're in, but I got plenty
• 12:00 - 12:30 of room. I'm 6'3, 225 lbs on a good day. And you got all the controls you need except for the flaps back there. The only thing I don't have is flaps and trim control. Your trim controls on your stick here. You got four and a half, as you see. basic flap control. You know, Cub Crafters invented the overhand flap handle. Yeah. And uh keep your eye on the target. Yeah. And you got to brakes right there. I got my toe brakes. I'm all set for you. All right. But you're you're a professional pilot. I'm not going to need it. The biggest thing that you're
• 12:30 - 13:00 going to notice, Juan, on this is that it doesn't like to slow down. Oh, that's like the Husky. We're going to watch the air speed and make sure that we get obviously within a good range. and you're going to come across a number somewhere around 4550. We don't need to land fast. And you can bleed that speed off and you'll hear this stall horn uh going off. Again, if it was mine, I'd probably pull the circuit on it, but you're going to hear the stall horn. You still got another five plus before the thing wants to drop out of the sky. We're going to go be safe and you'll
• 13:00 - 13:30 come in and land this thing. The big thing is you got three notches of flaps for every position. you know, downwind 10° right at about 70 m an hour. Come around the corner. Oh, I like to say 5560. There's no sense going fast. Come over the numbers at 4550. Feel it out. You know, we're going to air on our speeds so that we're a little faster for this first time just to keep things safe. But I don't want to be touching down any more than 45 50 mph. 50 is way too fast. Save them.
• 13:30 - 14:00 First impression getting in this thing, it's a pretty big tub. You got a lot of room in the front seat here. A lot of room and great visibility over the nose and an and an adjustable seat. Both height and uh distance from the pedals take off. Get up here on the set first.
• 14:00 - 14:30 You don't even not even a tank on
• 14:30 - 15:00 Heat. Heat.
• 15:00 - 15:30 Heat. Heat.
• 15:30 - 16:00 Got it.
• 16:00 - 16:30 Little stole drag practice.
• 16:30 - 17:00 All right, Juan. So, initial reaction, buddy. Holy cow. Well, I'm going to have to edit that um that uh first impression there when Kevin was filming that first takeoff there. It was freaking astonishing. Uh I kind of was easing into the power nice and gentle. And Kevin said, "Give her the beans." And wham, that thing just exploded off of the runway. Like more like a helicopter than an airplane. It's just an unbelievable launch uh off of the off of the carrier deck. So, you get used to it
• 17:00 - 17:30 maybe in the next couple of takeoffs, but the um the punch is definitely just launches you forward like a like a like a small carrier takeoff. That's what the two of us big boys over 200 lb each and um here at Truckucky. 8700 density altitude today. Right now, 8,700 ft. Just launches this thing into the air. I mean, it's more like a helicopter takeoff than an airplane takeoff. We were talking 100 100 foot takeoffs. I mean, what do you think it was? Honestly, I don't know. I couldn't get
• 17:30 - 18:00 the by We were gone climbing at 1,000 ft a minute before I get the throttle all the way in. I have no idea, man. Rotex 916, baby. There's nothing like that thing. Holy cow. It explodes. And then as far as landing and handling characteristics, the plane's brand new. It's pretty stiff on the cables right now. Maybe if we loosen up the cables a little bit, get a little less stiff on the controls, but ground handling, landing characteristics, even in this gusty wind condition, piece of cake on the ground. This thing tracks so nice and straight on the ground. And it's a
• 18:00 - 18:30 kite in the air. With the thermals, you're just going to float in thermal like crazy in the air. But if you need to get down, sidelit or the flaps, once you figure out the little finesse on the CubCrafter flap handle, piece of cake. Real easy tail drager to manage and handle on the grounds in the wind. This is going to be one expensive ride, man. Husky for sale. Cub for sale.
• 18:30 - 19:00 The piper cub. Jeez, that husky. That's a real nice husky. It's just It's just been listed. That's right. Get them all hot.