The principle feature of the aircraft we built are STOL [ short take off and land ].  Other features are for convenience like extra fuel, extreme lights, high tech instruments, a lot of glass, doors , baggage , 35 inch tundra tires for off airport landings, cargo pod and extended gear etc.   We built a fairly heavy aircraft (1400 lbs empty) but with the prop, engine and wing we use, it preforms like a light supercub.   We can load up 1000 lbs of fuel , passenger, pilot and cargo and go flying at 2400 lbs gross weight. 

​The STOL [short take off and land] features of the Supercub make it different from most airplanes. Designed for increased lift at slow speed at the expense of drag is what it is all about. Check out this link:  http://www.supercub.com


We start off with a 90 inch propeller and get it fined to 33 inches of pitch.  To keep things simple we use a fixed pitched prop as opposed to a variable because this airplane is not going to fly fast anyway.  The prop was purchased from Aerosport Power Kamloops BC Canada from Bart Lalond and Sue Gregor at www.aerosportpower.com

Engine mounts:
We have exchanged the conventional engine mount of the Supercub kit to a more "tipped up" Alaskan modified mount.  This was purchased from www.turbinecubs.com

What can you expect from the ThrustLine modification?  We are asked this question all the time.  Listed below are some of the advantages and disadvantages of this modification. These points listed are not claims by ThrustLine Products of Alaska, but rather results from pilots in the field from two years of installs and thousands of flight hours. On the following pages are some of the pilot reports in the pilots own words.

Increased Cruise Speed:
Average reported cruise increase of 4 to 10 percent depending on how the cub is equipped etc… At $3/gal gas, a working 180hp cub burning 10gal/hr, with a 10 percent increase in cruise, could possibly see a savings of $6000 over the 2000hr TBO interval.

Increased Efficiency:
Example- (representative of most cubs)-If it took 2150 rpm to fly straight/level/clean, after the ThrustLine install, it will take approximately 150 rpm less to do the same maneuver—2000 rpm. Very efficient at this “loiter speed”. Excellent cost savings for survey or recreational flying.

Slower Approach Speeds/Landing Speeds:
Reported Stall speed decrease  of 4 to 10 percent. Landing and approach speed is why this mod was initially developed. If you read the pilot reports, you will find pilots reporting slower landing speeds/approach speeds and the solid feel in this area of flight. 

Improved Takeoff Performance:
We have seen up to  30 % decrease   in Takeoff roll. With the ThrustLine installed, what pilots have found, on a short field Takeoff as soon as there is an inch under the tires, the airplane is climbing and accelerating. There is no settling back to gain airspeed to climb out.

On floats with the ThrustLine mod installed there is a significant performance increase as the ThrustLine pulls you through the hump phase and onto the step with a load. This translates to shorter Takeoff in time and distance. The increased prop clearance gets the prop out of the erosion zone. With other gear, you can get prop clearance with extended gear or tundra tires. This mod is the only one for increased prop clearance on floats. 

Decreased visibility over the nose/ Cowling lines may change: 

These items are concerns to pilots installing the mod. While these are real issues, if you pay careful attention to the pilot reports, you will see that these concerns are not much of an issue to most pilots once the mod is installed and the benefits are realized.Please Take Time to Read the Pilot Reports

We have tried to let the ThrustLine mod sell itself. We have purposely relied on pilot reports and word of mouth in the last two years instead of advertising and aggressively marketing this product. If you are interested in this mod—please take the time to read these pilot reports as you will see the field results from pilots like yourself. There is quite a bit more info on the SuperCub.org website.

Check out the site:   www.ykmaerosport.com/images/Cub_AllPages.pdf  
Wings and Tail Feathers:
We elected to purchase the extended square slotted wings from Dakota Cub. http://www.dakotacub.com/ The square tail was purchased from Atlee Dodge in Alaska. The slotted wing decreases  stall speed and add safety to slow speed flight .  The wing  has a larger flap to aileron ratio over the standard cub wing. 

Buying the slotted wings from Dakota Cub factory in Green Valley South Dakota:


The large wheels allow a greater angle of attack on take off

which the slotted wings are built  for.( i.e. greater  lift at high angles of attack)

This allows for a short take off.

Aircraft Instrumentation
We are using one single instrument to replace pretty much  the entire panel guages.  A GPS and 
communication radio complete the panel.

Check it out live at: (N.B. Click on "Watch in high quality" in  lower right ) http://ca.youtube.com/watch?v=2NWAjYymSMg

The FlightDEK-D180 represents a new class of avionics that combines all EFIS and Engine Monitoring functions into a single, very powerful instrument. This affordable glass cockpit design integrates all the features and functionality of Dynon's EFIS-D100 and EMS-D120 systems. The overall result is a hi-tech, glass-cockpit instrument that is the ultimate panel space saver. Other key benefits of this design are the weight savings, simplified installation and lower overall cost. 

Seamless Integration 
Pilots may elect to display both functions simultaneously in split-screen format or switch over to a full screen EFIS or EMS via simple hotkey commands. Six buttons arranged along the bottom of the screen provide the pilot-interface via a softkey driven menu system for easy access to in-flight functions and setting pilot preferences. 

 High Resolution Display
The FlightDEK-D180 features a 7” diagonal, color LCD boasting the highest resolution in its class. The stunning display features large, easy to read text and graphics all in one convenient location. A powerful processor driving the display graphics ensures real time fluid motion at all times. Click picture below to enlarge:

​.Navigation System
We choose the AvMap Navigation system because of economics.  The large 
bright moving map screen and various split screen menu options  looked attractive.

AvMap GPS Units and Accessories

See more at :http://www.avmap.us/index.php?swt=12

Lighting System:
This is the lighting system we are using:
Yak 52 Aerostars Aerobatic Team
[Aerostars team]
The Aerostars are using our XV-36 to illuminate their smoke system for night performances on their Yak 52 TW- very cool!
See the team in action: You will see the smoke activated and illuminated with XeVision XV-36-SL 50 watt HID lamps. Looks like awesome pyrotechnics!

Why the HID lighting system? 
What are High Intensity Discharge (H.I.D. or HID) Xenon lighting systems or lamps? High Intensity Discharge (H.I.D.) or metal halide gas discharge is a state of the art lighting technology that may be used to replace standard incandescent lamps or halogen gas capsules that use a heated tungsten filament. H.I.D. lamps operate more like vapour filled streetlights (Mercury) or like an electronic flash. Instead of a filament they create light by zapping an arc between two electrodes with in a quartz capsule. That arc excites a mixture of gases, usually Xenon and metal halides (such as Sodium Iodine and Scandium Iodine). The light produces by an H.I.D. Xenon lighting system is greater than a standard halogen bulb with less power consumption. H.I.D. Xenon lighting systems appear as a bright white beam which closely resembles daylight. The bright white beam offers much greater visibility with a five fold increase in light intensity compared to halogen lamps. The light intensity is about 3200 lumens or 500,000 candle power

cEngine for the Smith Daytona Supercub 
Building the XP-O-360 Engine
in Coppell Texas June 20 to 23, 2007.

XP-360 Series O-360-A1A2
A 180 horsepower, 4-cylinder, 360 cubic inch carbureted engine. 
Fixed Pitch Propeller 
#1 Dynafocal Engine Mount 
Updraft Induction System

XP-Series Engine Build School 

You’re building your own airplane. Now what could be better than powering it with an engine you built yourself at Superior Air Part’s state-of-the-art

Engine Build Center located at the company’s headquarters in Coppell, Texas? Whether you build the XP-Series Engine® yourself or

have an experienced Superior engine builder assemble it for you, Superior offers you four build options to best fit your needs. 

Option 1

This option is for the builder who wants to know more about engine operation and assembly. You will visit the Build Center to receive

a training course on basic operations and have the opportunity to watch your XP-Series Engine being crafted part-by-part. 

Build School Form

This option includes:

Special room rates at nearby hotels
Transportation to and from your hotel and DFW 
Transportation to and from Superior’s office and your hotel 
A specialized training program to familiarize you with: 

General engine operation 
Scheduled and unscheduled maintenance

Training program certificate

Option 2

Few experiences compare to the thrill of building your own engine. This option is for the owner who has the experience and enthusiasm to get hands-on

and build their own XP-Series Engine. You will work in a dedicated engine bay under the guidance of a Superior Build Center engine-assembly technician. 

Build School Form

This option includes:

Special room rates at nearby hotels
Transportation to and from your hotel and DFW 
Transportation to and from Superior’s office and your hotel 
A specialized training program to familiarize you with: 

Engine build instructions 
Test run procedures 
General engine operations 
Scheduled and unscheduled maintenance

Training program certificate

Copyright 2008. John Linde. All rights reserved.

 After building  the engine and doing a short test run it was sent to Preformance Air,  Caldwell Idaho to be stripped down and 10.5 to 1 compression ratio pistons installed.The intake was port and polished, new  cam milled  for the roller lifters and  cross over tuned exhaust system installed.  The HP unofficially increased to 210+.  The work was done by Mr. Steve Tubbs.  The weight of the engine was kept around 300 lbs with no vacuum pump or prop governor and with light weight starter and alternator. 

​John Linde .ca