Cc19 Aircraft - The CubCrafters CC19-180 XCub is an American light aircraft designed and manufactured by Cub Crafters of Yakima, Washington and introduced in June 2016. The aircraft is delivered assembled and ready to fly.
The XCub is a development of the CubCrafters Carbon Cub EX with higher performance and even more carbon fiber in the structure. It traces its origins to the 1949 design of the Piper PA-18 Super Cub.
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The XCub was developed in secret over a six-year period between 2010 and 2016, and was not publicly announced until Federal Aviation Administration (FAA) FAR 23 type certification was completed. The certification process was completed using the company's internal resources and did not involve venture capital, loans or customer deposits.
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Type certification for day and night visual flight regulations was granted by the FAA on June 2, 2016.
The CC19-180 type certificate was received by the European Aviation Safety Agency on December 17, 2017 and in Canada and Japan in August 2018.
On March 26, 2019, the aircraft was also certified in the FAA's primary aircraft category, and the company has not disclosed the reasons.
The aircraft has a V-strutted high wing, a two-seat, tandem-enclosed cockpit with door access, fixed aluminum sprung conventional landing gear and a single engine in a tractor configuration.
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The aircraft is constructed from welded CNC milled 4130 steel tubing and its flying surfaces are coated with alloyed aircraft dust. Its 34.3 ft (10.5 m) width is 174.8 sq ft (16.24 m)
) and install the flanges. The controls are actuated by torque tubes rather than cables, with the aileron tubes slotting into the V struts. The standard available engine is a 180 hp (134 kW) Lycoming O-360-C1 (CC363i) four-stroke powerplant driving a Hartzell Trailblazer compound, constant-speed propeller. In July 2019, a 215 hp (160 kW) version was introduced, powered by a Lycoming IO-390 (CC393i) engine and a Hartzell Pathfinder three-bladed propeller. The new powerplant needs a new hood and baffles.
The aircraft has a curb weight of 1,216 lb (552 kg) and a gross weight of 2,300 lb (1,000 kg), giving 1,084 lb (492 kg).
In 2020, the manufacturer certified a new design version of the NXCub (Nosewheel XCub) with a three-wheel chassis, available only with the Lycoming IO-390 (CC393i) engine.
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With additional parts, the XCub or NXCub can easily be converted from the normal and tricycle landing gear configurations, where NXCub is usually the model designation for aircraft produced with tricycle landing gear. The task of converting the plane requires two people and takes about four hours. XCub or NXCub can also be equipped with floats.
Reviewing the aircraft in June 2016 after an evaluation flight, AOPA reviewer Dave Hirschman concluded, "The 153 mph true airspeed in level flight is impressive, but what's more important to rear pilots is the sheer range and operational flexibility not found in true air at 120 mph, for example, the XCub pilot can reduce fuel burn to 6 gph or less and can run for about eight hours on a full tank (50 gallons) of average fuel.Normal Super Cub cruise at 100 mph, the XCub can 1,000 miles... The XCub is exciting to fly and aesthetically pleasing inside and out. people who know their customers and the features they value."
In another June 2016 flight review, AVweb's Paul Bertorelli said, "The XCub is aluminum, not steel like the Cub's traditional rubber gear. That was a revelation to me because aluminum does a great job of reducing the excess touch energy to absorb; it's much less energetic." then steal or those blown bungees return misdirected landing energy. This results in a unique sensation when landing. If you know you're a little fast and you know you're bouncing, it's just a little and not a steel spike or a rubber catapult, but a solid pushback no side sway. It gives you confidence because those little bounces don't need big controls to stop that really bad spring steel bounce."
In a July 2016 review, Flying magazine writer Pia Bergqvist praised the aircraft as a whole, but found fault with the flap mechanism and the resulting changes in angle when deploying the flap. She wrote: "One thing that takes some getting used to is the flap mechanism. The flaps are adjusted with a large handle on the top left corner of the cockpit. The location of the handle makes it easy to access, and each flap setting is knurled to prevent slipping. So the first flap would be in position, you have to push forward slightly before grabbing the trigger to release the detent. However, on the second and third detents, you have to pull back before the handle is released. It took a few approaches to get used to the opposite action. The new grooved flange design allows air from the wing the undersides flow over the flap surface.[Company President Randy] Lervold suggested I use some trim that points down to fly before the flaps are added.
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In a 2020 flight review of the NXCub model equipped with three-wheel landing gear, KitPlanes editor Mark Cook wrote, "The truth is that many pilots who came along after 'real' Cubs tail draggers became the everyday airplane a nose wheel as capable off-pavement as the NXCub will make anything hard to resist. In fact, for many, this may be the forest plane they've been waiting for "We use cookies to give you the best online experience, analytics and marketing . By using this website, you agree to the use of cookies.
The XCub checks every adventure box on the Pilot's wish list: excellent STOL performance, generous payload, class detection speed and terrain range. However, the XCub surrounds both pilot and passengers with comfort and convenience. The pilot's experience with the controls is intuitive and satisfying. The ergonomics of the cabin have been thought out. Control inputs are rewarded with a precisely smooth, tactile feel and excellent control harmony.
We dreamed of a Cub that could reach further, go faster, and carry more than legacy technology allowed. Knowing modern materials and computerized technology, we were well placed to realize these lofty goals, and we embarked on what turned out to be a 6-year journey. We've faced many obstacles along the way, one of which is the most rigorous and challenging iteration of Part 23 certification to date. Compliance with all current Part 23 requirements ensured it would be the safest and strongest Cub ever produced. We've also made many discoveries along the way, one of which is a new aileron design and pushrod control that has proven to be greater than the sum of its parts. Each of these changes is wonderful on its own, but together they are something pilots must experience. The XCub offers an extensive list of achievements that come across as specs that appear to have been created in the marketing office. We understand the skepticism. All we can say is, fly and see for yourself.
In addition to the well-equipped standard instrument cluster, a powerful, fully integrated EFIS avionics suite is added as an option. At the heart of the new dashboard is the Garmin G3X 10.6-inch flight display, and it provides very advanced capabilities at an unexpectedly affordable price. The system is configurable for split-screen mode and includes terrain/obstacle warning, attitude, synthetic visibility, full engine monitoring and more. A Garmin two-axis digital autopilot can also be added.
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The XCub is lighter, faster, stronger and offers more payload and longer range than any aircraft in its class. Together, these attributes fit a much broader mission profile. Fly the XCub and discover the next generation of adventure aircraft.
Aircraft are sold in certified sales centers. Our factory-selected Cub enthusiasts are ready to help make your buying experience smooth and worry-free.
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