Flight safety is something all pilots share. They live it, accept it, and always anticipate to choose it in their day-to-day lives in the aviation world. For the Super Cub lover, the Extended Slotted Mentorship from Dakota Cub offers pilots the opportunity to enhance their safety border as well as boosting the climb performance of the planes.
Imagine flying your Super Cub at a high angle of attack with the airspeed indicator reading 20 mph, then running into 60-degrees of bank and beginning a climbing control while selecting a power setting that’s less than full throttle! That is the typical exposure that sells the Dakota Cub Extended Slotted Mentorship. The second most talked about quality of this mentorship is the ability to have full flight control authority at high aspects of attack. No more soft controls, plopping it down, or mentorship drop on stop moving.
Mark Erickson, the founder of Dakota Cub, began his mission in the 1990’s. All he wanted was a Cub rib. Nothing from Piper was available at a reasonable cost and since the Piper ribs were so fragile, he decided to build their own. He applied modern-day technology to an old Piper mentorship that was originally developed for the YL-14 liaison version of the J5C Cub. The YL-14 mentorship was a slotted mentorship. According to Erickson, there were only 14 of these QQ1221 planes built before the end of World War 2. These were specifically made for short take-offs of 100-feet and climbs with high aspects of attack. There are only two of these still in the air today — one in The country; the other in Nebraska.
The Dakota Cub Extended Slotted Mentorship has several diversities when compared to the original Cub mentorship and the L-14 mentorship even. Erickson revised the original Piper US35B airfoil used for the L-14. He developed a custom “T” formed extrusion with the same dimensions anytime used in developing a truss-style rib, is lighter, simpler to work with, and more robust than the original mentorship. Erickson obtained a STC for the new mentorship in 1993.
Erickson’s new rib only adds seven lbs . to the weight of each original Piper mentorship. The new mentorship has been structurally tested to in access of 2, 200 lbs ., however, the STC limits the gross weight to 1, 750 lbs . for the original mentorship or 2, 000 lbs . for those wings equipped with the Wipaire One Ton Cub STC. This artificial reduction will hopefully be changed in the future. In the intervening years, Erickson has designed ribs and many other regions that are FAA PMA-ed for all rag-wing Pipers. Erickson was granted the STC for the full-length innovative position in 1998. This position helps preserve the boundary layer of airflow at slow rates of speed. On top of that, Erickson made a squared off mentorship and got rid of the tip ribbon and bow giving the mentorship an additional 6% surface, increased the flaps which results in 44% more flap area, and pushed the ailerons outward 23-inches to the edge of the mentorship. He calls it the “Extended Mentorship. inch The squared mentorship adds about 8 lbs . to the original Piper mentorship.
Adding a position to the Extended Mentorship adds another nine lbs . per mentorship, but the increased safety package where to fly is well worth the trade-off. The flight characteristics of the squared-off and slotted mentorship, which Erickson calls the “Extended Slotted Wing”, is the primary advantage and emphasis with regard to choice of wings relating to your Cub project. The Extended Slotted Mentorship is the best performing mentorship offered by Dakota Cub. It has a 135-inch position, a squared-off mentorship with 102-inch ailerons, and a 90. 25-inch flap. Dakota Cub now offers the standard Cub mentorship and a squared-off mentorship without the position.
The Extended Slotted Mentorship is simply a safer mentorship. It permits a higher critical angle of attack, slower stop moving speed, and practically eliminates the sudden loss of lift as opposed to a straight mentorship. It delays the splitting up of the venting from the mentorship surface, thus aileron authority is maintained and in some cases the only sign of a stop moving will be a higher-than-normal rate of decent. This phenomenon allows the sink rate of the planes on approach to landing to be controlled by power alone enabling a more precise touchdown point without anxiety about a mentorship waiting or falling off on one side. The mentorship also has a greater roll rate due to the ailerons being extended to the end of the mentorship.