Used to have an ACA Scout 8GCBC, 180HP constant speed prop and 70 gallon tanks. Was IFR certified with a 430 in the panel, and was great to fly in the soup. Only hold I have ever done was in that plane, waiting for a Mooney that forgot to cancel going into Kerville.

The ACA airplanes have an option for a seaplane door that splits open, that makes the low and slow flight more enjoyable, but occasionally I used to just remove the door. A rear baggage door option makes the ACA planes easier to load.

Take some trips in it...you will not regret your view of the world from that vantage point.

A neighbor is trying to sell his Husky A1-B No luck. No even serious tire kickers. Reason, insurance. I'm told the Forest Service was having quite a few ground loops with major damage in them. Insurance even for seasoned TW pilots is on the order of $7000 / year for $100k aircraft.

--paul

Pay for the aircraft every 14 years.

Sounds like they would be an opportunity for those who can tolerate the loss to buy them on the cheap and go uninsured or only liability.

Mike C.

Pay for the aircraft every 14 years.

Sounds like they would be an opportunity for those who can tolerate the loss to buy them on the cheap and go uninsured or only liability.

Mike C.

Any thoughts on the Carbon Cub? I am daydreaming badly and want to get back to flying stick and rudder stuff. Thinking of the experimental factory built one. They are all expensive.

As someone mentioned you have to be a drug lord to buy one, I am winding up or maybe down some business interests and have spare money to squander.

Budget ? We love spend other people's money !

I gave some IFR dual last week in a very nice 1968 C180. It has a recently updated panel (dual GI-175s and a GTN 750Xi, GFC500) that makes it a good IFR platform. It would also be a good putt-around airplane (it has the O-470). Spritely takeoff and impressive landing performance, but not as much of a truck-hauling machine as a C185.

My first ever TW flight was in a Super Cub here in SoCal probably 10 years ago. It was a flight down the coast, windows were open, the Malibu mountains on one side and the crashing waves on the other. It was epic. I tried to replicate the flight in the 35 a few weeks later and the beach was gone before I could even get settled and at 500 AGL the wings blocked everything I wanted to look at anyways. Ever since that day, I knew I wanted to own some sort of TW in the future.

Because of this, I definitely have a thing for the tandem style seating and the stick ...
The mission of this aircraft would be simple. To have fun. The Bo is an AMAZING Xcounty aircraft. I have flown it about 5 states shy of the entire lower 48 and have no intention of stopping. And so, while the Bo will not be going anywhere, I am just looking for something "different". The J3/C140 has been a thought. They're cheap and they're slow. Perfect. But I also have an itch to take the plane up to the backcountry (Idaho, Montana, Wyoming) and do some mountain flying and grass strip camping. Something with load, power and speed would be necessary for that. That is where the C180 came to thought.

However, TW time is very low so insurance (and experience) would be a factor. Because of this, entertaining the idea of ON AIRPORT operations with a low(er) powered aircraft (J3/140/Luscombe) may be an idea to build time/experience with an upgrade later down the road.

Love hearing all the thoughts, suggestions and stories as I continue to do research. The hangar has plenty of space for another bird, but I am in no rush. So please keep the responses coming. And as for the "million dollar" question. The budget is flexible ... but I am still looking to be "smart".

- G

I'm biased because I learned in one but I'd look at a Citabria or Decathlon with 150hp or so.

The Aeronca/Bellanca/American Champion series airplanes are roomier than the Piper's and are easy to land (for TW planes) They can be found for J-3 Cub prices and good resale to build time and see where the taildragger itch takes you with more power and speed than a Cub or Champ. Should overall lower the insurance quite a bit

150hp
7GCBC Citabria = flaps
7GCAA Citabria = no flaps
7KCAB Citabria = aerobatic engine, no flaps

180hp
8KCAB Super Decathlon = aerobatic engine, no flaps
8GCBC Scout = flaps

That isn't even remotely close to 'truthful' in terms of the Husky insurance market. I often wonder where this purely false rhetoric originates. A seasoned pilot (seasoned TW experience) is no where near 7K for a $100k aircraft - again I wonder where this information is coming from. I just insured a FLOATED Husky this week with two lower float experienced pilots and the aircraft was close to $200k in value and the pilots had little float time - their premium was slightly under $7k (that for a Husky on amphib FLOATS which always carries a higher premium than a simple tailwheel only policy). Again this information noted is not even close to accurate (no offense Paul as I'm sure you are passing along something you heard second hand).

As always - not two risks are the same in insurance - and always consult your insurance broker if you are in the aircraft buying market if you are curious about pricing specific to YOUR experience coupled with the aircraft and aircraft value you are considering.

Was super lucky to snag this gem last year.

A little over 100 hours into it and it is the most fun I have ever had flying.

Can do basic aerobatics, spins, loops....

Currently just a c-85-12 with a starter and 5 amp generator.

Will haul as much as you can stuff in it. Full fuel is 32 gallons, with my dad and I on board, middle of summer, off in less than 500 feet, still 450 FPM climb..

Float fittings and can hang an Lyc 320 on it if I ever feel the need...

Experimental, just need an A&P conditional inspection once a year. Parts are less expensive, had aerospace welding build complete new exhaust this year for wayyy less than I thought it would be..

Wag Aero Cuby, the fuselage is 6 in wider than a normal cub and sits a little bit higher than a normal cub giving you a greater angle of incidence. Oversized rudder and elevator make landing relatively uneventful. 3 points great on grass, and I have already handled 20 + mph gusting crosswinds on asphalt with wheel landings.

I want a bonanza again someday, buuut maybe a 180 or 170 as I think Tailwheel truly is more "Fun" and keeps me on my toes, pun intended.

When going E/AB it is extremely important to know the builder. Trevor Rafferty built this, was his 14th cub I think, and he has built a modified Laser, called the Javelin, and a pitts model 12 he is currently performing in. I have all logs and pictures of the build, receipts, and his personal contact information. Super nice guy.

The GTR is not mine

If looking at a classic taildragger, or, heck, ANY airplane for that matter, there are some important considerations which must be dealt with right up front.

1) SHOULDER BELTS (yes I AM shouting!!!!)

2) do a "fit check" in the airplane with you and whomever you will fly with. I mention this as a high-priority item because I helped a friend buy an absolutely gorgeous J3 - he is totally in love with that airplane. But his long-legged wife can never be a passenger because she simply cannot safely fit in the airplane.

3) That tandem vs side-by-side seating question is a big one. If your wife hasn't droned along for hours looking at the back of your head (or vice versa) then she needs to experience that kind of flight before you sign a cheque. My wife likes side-by-side seating so tandems were ruled out before the serious airplane hunting began. (Besides, who doesn't like to have their wife's hand on their leg as you enjoy that spontaneous sunset?)

Low and slow vs 185? Two very different things.

Insurance isn't that bad in my limited experience. Asked Avemco for a quote on a 180 at $120k hull. This with about 5 hours total TW, 20 hours floats, 10 hours amphib, 1,100 total. Was about 3% on the hull. On the Pacer I ended up buying I'm at about 1% hull with another company.

Mark, totally agree with all 3 points. Shoulder harness is an absolute must. I also wear a helmet when I'm flying in the back country. The state of Alaska did a study a few years ago and found that almost half of the fatal aircraft accidents in tail draggers would have walked away had they been wearing a helmet.

Wife element is important too. My wife took one look at a friends Super Cub and said "I will NOT ride in that airplane." Took me a while, but now she loves riding in the cub. Flew it to Alaska and back and she had no problems (other than being cold on occasion).

Regarding CubCrafters: I instructed for TAC Aero for a couple of years here in Hood River. I was the Program manager for the Cub Crafters transition program. Got about 500 hours between X-Cubs, Top Cubs, and Carbon Cubs. They are great performing airplanes. Before I bought one though I'd do a couple of things. 1) Take the week long course at TAC Aero in Texas. See their website at tacaero.com. They'll teach you how to fly the airplane and all that goes with it. You'll get the chance to get acquainted with the airplane and see if its a good fit. Money well spent. 2) Check on insurance. I pay around $1,400/year for my Super Cub, but I've heard some Cub Crafters new pilots paying upwards of $10,000. It all depends on your experience and hull value. That may or may not be an issue for you.

Good luck in your search, you'll love flying taildraggers. I know I do. People often ask me if I had to give up the Super Cub or the Bonanza, which one would it be? That's a tough one. Luckily I haven't had to answer that question yet!

Are you getting something with a nosewheel?

Rgs,
Patrick