CubCrafters Carbon Cub (SS / EX / FX / UL)

The CubCrafters Carbon Cub is the most extreme expression of the Super Cub lineage — a purpose-built ultralight-yet-powerful backcountry STOL machine that redefined what two-seat tailwheel aircraft can do. Founded in 2004 in Yakima, Washington by Jim Richmond, CubCrafters engineered the Carbon Cub around a brutally simple equation: aggressive weight reduction through carbon fiber composites plus a big 180-186 HP engine driving an ultralight prop equals ludicrous power-to-weight and STOL performance no legacy PA-18 can touch.

The Carbon Cub debuted in 2009 as the CC11-160 Carbon Cub SS — a Special Light Sport Aircraft (S-LSA) weighing just 892 lbs empty with a 180-HP CubCrafters/Titan CC340 engine. That 7.33 lb/HP power-to-weight ratio, combined with a 60-foot takeoff roll and 2,100 FPM climb, made the Carbon Cub SS the highest-performing LSA on the market by a wide margin.

The family has since branched into four distinct product lines:

• Carbon Cub SS (CC11-160) — The original factory-built S-LSA, 1,320 lb MTOW, sport pilot eligible, 180 HP
• Carbon Cub EX / EX-2 / EX-3 (CC11-100) — Experimental amateur-built kits, up to 1,865 lb gross (EX-2) or 2,000 lb (EX-3), builder-assembled
• Carbon Cub FX / FX-2 / FX-3 / FX-3 Outback — Factory builder-assist experimental; the customer legally builds the aircraft at the CubCrafters factory in ~3 weeks, producing a factory-quality airplane in the E-AB category
• Carbon Cub UL — 2024+ variant designed for European ultralight categories and MOSAIC; 160 HP turbocharged Rotax 916 iS, 600 kg (1,320 lb) MTOW, FADEC, mogas capable

More than 700 Carbon Cubs have been delivered across all variants — CubCrafters' best-selling product line and the undisputed leader in the backcountry/STOL niche. The line is MOSAIC eligible: under the 2024 MOSAIC final rule, the Carbon Cub SS can now be operated by sport pilots up to 1,865 lbs gross weight once re-weighed/re-certified, dramatically expanding its useful load from the original 420 lb crippled LSA limit to nearly 900 lbs.

See cubcrafters-xcub-top-cub for the Part 23 certified CubCrafters line. See piper-pa18-super-cub, aviat-husky-a1, and american-champion-scout for the traditional backcountry competitors the Carbon Cub displaced.

The critical distinction: SS is factory S-LSA, limited historically to 1,320 lb gross and a 420 lb useful load — a severe handicap for a backcountry aircraft. The EX/FX experimental versions lift gross weight to 1,865 lb (EX-2/FX-2) or 2,000 lb (EX-3/FX-3), transforming useful load to 850-977 lbs. MOSAIC fundamentally rewrites the SS equation by allowing sport pilots to fly SS variants at the higher experimental-style gross weights without giving up factory certification.

The FX-3 is the current production flagship. Its CC363i engine (a CubCrafters-exclusive fuel-injected Lycoming derivative producing 186 HP) paired with the Hartzell Trailblazer carbon fiber constant-speed prop produces 20% more thrust than any prior Carbon Cub, cruising at 135 MPH (117 KTAS) with top speed of 145 MPH (126 KTAS), climbing at over 2,100 FPM, taking off in under 100 ft, and landing in under 155 ft — while carrying 977 lbs of useful load.

The FX-3 Outback adds heavier-duty landing gear, larger tundra tires (26"-35"), auxiliary wing tanks, and reinforcement optimized for the most punishing backcountry operations.

The Carbon Cub UL is a 2024+ clean-sheet variant designed around the 160-HP turbocharged Rotax 916 iS with FADEC, full power to 17,000 ft, mogas capability, and targeting both US LSA and European ultralight category (600 kg MTOW). Entered full-scale production in March 2025.

The Carbon Cub's defining characteristic is extreme power-to-weight. At the original 892 lb empty weight with 180 HP, the power-to-weight ratio is 7.33 lb/HP — better than many aerobatic airplanes and nearly double that of a legacy PA-18 (around 12 lb/HP at gross). This is what produces the signature 60-foot takeoff roll and 2,100 FPM sea-level climb.

The CC340 engine is unique: it produces 180 HP only for a 5-minute takeoff rating, then is continuous-rated at 80 HP. In practice, pilots operate at 100-130 HP cruise settings, burning 5.0-6.2 GPH at cruise despite the 9 GPH figure at full power. The engine is based on the Continental O-340 design but heavily lightened by CubCrafters, weighing approximately 240 lbs — roughly 70 lbs lighter than a comparable Lycoming O-360.

The newer CC363i in the EX-3/FX-3 adds fuel injection (eliminating carburetor icing — the #1 cause of engine failures in mountain flying), 6 additional HP, and improved hot/high performance. When combined with the Hartzell Trailblazer composite constant-speed prop (itself roughly 15 lbs lighter than a comparable metal CS prop), total thrust output jumps 20%.

Real-world cruise numbers vary dramatically across the family:

• Carbon Cub SS (1,320 lb LSA): 105-110 MPH (91-96 KTAS) cruise, limited by LSA Vh rule
• Carbon Cub EX-2 (CC340, 1,865 lb): ~115-120 MPH cruise
• Carbon Cub FX-3 (CC363i, 2,000 lb, Trailblazer): 135 MPH (117 KTAS) cruise, 145 MPH top
• Carbon Cub UL (Rotax 916 iS turbo): comparable cruise, but maintains full power to 17,000 ft

At economy cruise (5.0-5.5 GPH), a long-range-tank equipped Carbon Cub can fly 5-6 hours. The 24-gallon standard tank is the SS's biggest practical limitation; experimental versions routinely fit 40-44 gallons.

STOL performance is the star of the show. The FX-3 takes off in under 100 ft at light weights, climbs at 2,100+ FPM, and lands in 155 ft. At aggressive STOL-competition technique and reduced weights, Carbon Cubs routinely take off in 30-50 feet — they have dominated every major STOL competition (Valdez, High Sierra Fly-In) since 2010.

Density altitude behavior is excellent. The normally-aspirated CC340/CC363i loses power with altitude like any Lycoming, but the Carbon Cub's extreme power-to-weight means even at 8,000 ft density altitude it still climbs at 1,200+ FPM. The Rotax 916 iS in the UL retains sea-level power to 17,000 ft, making the UL the hot/high champion of the family.

Carbon Cub SS (CC11-160, 180 HP CC340, 1,320 lb LSA gross, 24 gal):

Carbon Cub FX-3 (CC363i, 186 HP, 2,000 lb gross, 44 gal long-range tanks):

The SS's payload-range story is the defining weakness of the original LSA concept. At 1,320 lb gross with 420 lbs useful load, the SS genuinely cannot carry two adults with full fuel — a fundamental contradiction for a backcountry aircraft. A pilot and one 170-lb passenger with 16 gallons of fuel is the realistic loading. This is why the experimental EX/FX variants dominate the backcountry market and why MOSAIC is transformational for the SS: raising the gross to 1,865 lb finally matches the airframe's structural capability to its practical mission.

The FX-3's 977 lb useful load at 2,000 lb gross is where the Carbon Cub becomes the backcountry benchmark. Two 200-lb pilots with 44 gallons of fuel (264 lbs) still leaves 513 lbs for camping gear, hunting equipment, survival supplies, or spare fuel — genuine expedition capability. At economy cruise (5.5 GPH) with 44 gallons, endurance approaches 8 hours, and still-air range exceeds 800 nm. Combined with the 60-100 ft takeoff roll, this is a tandem two-seater that can land in places nothing else can reach, then carry enough gear to stay there for a week.

• Flight Training (5): The Carbon Cub is used extensively for tailwheel transition training and advanced backcountry instruction. The SS variant is sport pilot eligible. Not for primary training — too expensive and too specialized. See cessna-172-mid or piper-cherokee-140-160 for primary training instead.
• Backcountry (10): The absolute pinnacle. Nothing else in aviation — certified, experimental, or LSA — matches the Carbon Cub FX-3 Outback for pure backcountry capability. 60-100 ft takeoff, 155 ft landing, 2,100 FPM climb, 977 lb useful load (FX-3), 35" tires, and complete factory support for tundra/float/ski conversions. See backcountry-bush for scoring criteria. Every metric that matters for bush flying, the Carbon Cub wins.
• Business Travel (1): Tandem two-seater with 96-117 KTAS cruise. Not a business aircraft.
• Aerobatics (1): Not aerobatic certified. Though individual owners fly "bush aerobatics" at light weights, the Carbon Cub is not rated or designed for aerobatic loads.
• Cross-Country (4): 96-117 KTAS cruise and 390-500 nm range make it marginal for cross-country. The FX-3 with long-range tanks and 117 KTAS cruise is viable for bush-country trips; the SS with 24 gallons is limited to short hops. Tandem seating and noise make 4+ hour legs unpleasant.
• Cargo Hauling (5): The SS's 420 lb LSA useful load is a crippling limitation — barely two adults with no fuel. But the FX-3's 977 lb useful load is outstanding for a two-seat tailwheel, and with the rear seat removed, the FX-3 becomes a serious backcountry cargo hauler. MOSAIC will similarly unlock the SS for meaningful cargo carriage.
• Local Fun Flying (10): Pure joy. The Carbon Cub is arguably the most fun airplane in production. STOL capability turns every grass strip and gravel bar into a playground. Tandem visibility is excellent, handling is responsive, and the power-to-weight makes every takeoff feel like a rocket launch. This is an aircraft people buy because they love flying, not because they need transportation.
• Surveying (6): High wing, slow flight, and long endurance at economy cruise make it a decent observation platform, though the tandem seating and limited panel space restrict it compared to cessna-172-mid or cessna-182.

The Carbon Cub panel has evolved dramatically from the basic VFR instrumentation of the 2009 SS to the current FX-3's factory glass cockpit.

• Early Carbon Cub SS (2009-2013): Basic steam gauges, Garmin 496 GPS, simple comm. VFR-only.
• Modern Carbon Cub SS (2014+): Dynon SkyView or Garmin G3X Touch single-screen glass, integrated GPS/comm, ADS-B In/Out. Still VFR (LSA restriction historically).
• Carbon Cub EX/FX (current): Dual Garmin G3X Touch 10" screens, GTN 650Xi navigator, GMC 507 autopilot controller, engine monitoring, ADS-B In/Out. Full modern glass panel in an E-AB that can legally be equipped as IFR (though the airframe is not certified for IFR ops).
• Carbon Cub UL: Garmin G3X Touch optimized for the Rotax 916 iS FADEC integration. Full digital engine monitoring.

The autopilot option is significant — a Carbon Cub FX-3 with GFC 500/GMC 507 autopilot is a remarkable machine: STOL performance of a bush plane, modern glass cockpit, and single-axis autopilot for long cross-country legs. This is a configuration that did not exist in the backcountry class before CubCrafters.

See avionics-pricing for panel configuration costs. A fully-loaded factory glass panel adds $50,000-$80,000 to a Carbon Cub build.

The Carbon Cub family has fewer traditional STCs than legacy aircraft because CubCrafters builds to order — nearly any modification is available as a factory option.

• Tundra tires: 26", 29", 31", 35" Alaskan Bushwheels. 35" tires are standard on the FX-3 Outback. Essential for rough-field operations.
• Baja gear / heavy-duty landing gear: Reinforced landing gear option for extreme backcountry operations. Standard on Outback.
• Amphibious floats: Wipaire Wipline 2100 floats. The Carbon Cub on amphibs is remarkable — 180-186 HP provides adequate performance despite float drag.
• Straight skis / wheel-skis: Available for winter operations.
• Long-range fuel tanks: 40-44 gallon tanks (vs 24 standard) extend range to 500+ nm.
• Heating system (EX-3/FX-3): New panel-mounted heat system with defroster — an important upgrade for mountain/winter operations.
• VG (vortex generators): Factory standard on later variants.
• Smart Interior Package: Premium leather, improved soundproofing.

Unlike modifying a piper-pa18-super-cub with $50K+ in aftermarket STCs, CubCrafters delivers any desired configuration from the factory, and all factory options maintain full warranty and support.

Per maintenance-ecosystem:

• Annual inspection (SS, LSA): $1,500-$3,000. Light Sport Repairman (Maintenance) rated mechanic may perform, reducing cost. Carbon fiber inspection requires specialized knowledge.
• Condition inspection (EX/FX, E-AB): $1,200-$2,500. Builder-owners with repairman certificate may perform their own.
• Engine overhaul (CC340): $25,000-$30,000 at 2,400-hour TBO. The CC340 has a longer TBO than standard Lycoming O-360 (2,000 hours) but requires CubCrafters-approved overhaul procedures.
• Engine overhaul (CC363i): $28,000-$35,000 (projected; new engine with limited overhaul history).
• Engine overhaul (Rotax 916 iS, UL): $22,000-$28,000 at 2,000-hour TBO; liquid-cooled turbocharged Rotax requires specialized Rotax-rated service center.
• Trailblazer prop maintenance: Hartzell composite constant-speed; periodic bolt torque checks and service intervals. Overhaul ~$6,000-$8,000.
• Fabric work: Standard 15-20 year recover intervals. ~$15,000-$25,000 for professional recover.
• Carbon fiber repair: Requires CubCrafters-authorized repair. Any structural damage is more expensive than equivalent steel tube repair.
• Parts availability: Good. CubCrafters maintains strong factory support in Yakima, WA with responsive parts shipping worldwide. Legacy parts for original 2009-2012 SS aircraft are still supported.
• Mechanic familiarity: Specialist. The CubCrafters factory in Yakima provides service, and a growing network of CubCrafters-trained Service Centers exists. In most locations, pre-buy and heavy maintenance require shipping the airplane to a specialist shop or flying a specialist in. Conventional A&Ps can handle routine inspection and engine work but should not perform structural work on carbon fiber components.
• Annual all-in cost: $12,000-$18,000 at 100 hours/year for a Carbon Cub SS; $14,000-$22,000 for a FX-3 (higher insurance and hangar costs dominate).
• Operating cost: $80-$130/hour all-in, depending on fuel prices and utilization.

See maintenance-ecosystem for the broader ecosystem discussion.

Per valuation-methodology:

Carbon Cub SS (CC11-160, factory LSA):

• 2009-2013 (early SS): $140,000-$180,000
• 2014-2018 (G3X glass era): $170,000-$210,000
• 2019-2023 (late SS): $200,000-$250,000
• New Carbon Cub SS (2024+): ~$260,000-$310,000

Carbon Cub EX (experimental kits, builder-finished):

• EX base kit price: $140,000+ (kit only, buyer supplies engine, prop, avionics, fabric, paint, instruments; builder time 700-1,100 hours)
• EX-3 complete kit + options: $200,000-$250,000 (buyer-completed)
• Resale of builder-completed EX aircraft: highly variable based on build quality; $140,000-$220,000

Carbon Cub FX (factory builder-assist):

• FX-2 used (2018-2022): $240,000-$310,000
• FX-3 used (2022+): $294,000-$360,000
• FX-3 new: $330,000-$430,000 depending on options
• FX-3 Outback new: $340,000-$430,000+

Carbon Cub UL (new 2025+): ~$293,500 base

Key value factors:

• MOSAIC upgrade potential (SS): An SS that can be re-registered at 1,865 lb gross under MOSAIC is dramatically more valuable than one locked to 1,320 lb. Expect a $30,000-$60,000 premium for MOSAIC-eligible/upgraded SS aircraft.
• Engine (CC340 vs CC363i): CC363i fuel injection adds $20,000-$30,000 of value.
• Prop (fixed vs Trailblazer CS): Trailblazer CS prop adds $15,000-$25,000 value.
• Glass panel: Full G3X dual-screen with GFC 500 autopilot: $50,000-$80,000 value.
• Tundra tires / Baja gear / long-range tanks: $10,000-$25,000 collectively.
• Float kit: $40,000-$70,000 value.
• FX (factory-built) vs EX (amateur-built): FX commands $40,000-$80,000 premium over equivalent amateur-built EX due to build quality certainty.

Carbon Cubs hold value exceptionally well — strong demand, limited production, and the fact that they remain the best-in-class backcountry aircraft mean resale values have been flat or rising since 2015.

Key ADs:

• The Carbon Cub SS is S-LSA, so FAA ADs apply selectively; most service issues are handled through CubCrafters Service Bulletins rather than FAA ADs.
• EX/FX experimental variants have no ADs (by definition — experimental amateur-built).
• CC340 engine: No major ADs; proven design with 2,400-hour TBO.
• CC363i engine: New design (2022); limited field history. CubCrafters service bulletins apply.
• Trailblazer prop: Occasional service bulletins on the composite constant-speed prop.

Common Problems:

• LSA gross weight limitation (SS only): Historical 1,320 lb limit left only ~420 lbs of useful load — a fundamental design mismatch solved only by MOSAIC (see mosaic) or buying the experimental EX/FX variants.
• CC340 5-minute power rating: The 180-HP rating is only valid for 5 minutes of takeoff/climb. Continuous power is 80 HP — adequate for cruise but confusing for pilots expecting a "180 HP airplane." Instructor coordination is important.
• Carbon fiber repair: Structural damage to carbon fiber components requires CubCrafters-authorized repair. More complex and expensive than steel tube/fabric repair on a piper-pa18-super-cub.
• Fabric over carbon: The fabric-covered carbon fiber structure means normal re-cover intervals apply (typically 15-20 years) despite the carbon structure being "permanent."
• Tailwheel ground handling: Standard tailwheel considerations — wheel landings, ground loops, crosswinds. Mandatory transition training.
• Insurance cost: Expensive — see Insurance Profile below.
• Build quality variability (EX experimental kits): Amateur-built EX kits vary enormously in quality depending on builder skill. FX builder-assist aircraft are more consistent because they are assembled under factory supervision.
• Small cabin: Tandem seating is narrower than an XCub. Large pilots may find the SS cabin cramped.
• Limited IFR certification: LSA and E-AB categories preclude formal IFR certification even with glass cockpits. This is VFR machinery.

Per insurance-underwriting:

• Hull insurance: $3,500-$6,500/year for SS; $4,500-$8,000/year for FX-3. Typical rate 1.5-2.0% of hull value.
• Liability: $500-$900/year.
• Pilot minimums:
  • Tailwheel endorsement mandatory (or sport pilot with tailwheel proficiency)
  • 100+ hours total time minimum (most underwriters)
  • 25-50+ hours tailwheel strongly preferred
  • CubCrafters factory transition training strongly recommended; some underwriters require it
• Low-time tailwheel pilots: Face premiums of $8,000-$12,000/year or more for a $300K+ Carbon Cub FX-3. Some underwriters will decline coverage entirely for pilots with <25 tailwheel hours on aircraft of this value.
• Experimental (EX/FX) insurance: Historically slightly more expensive than LSA equivalents because of the amateur-built category, though factory builder-assist FX variants are generally treated like factory production aircraft by most underwriters.
• Backcountry operations: Insurers ask specific questions about grass/gravel/off-airport operations. Some underwriters exclude off-airport landings or require endorsements.
• Float endorsement: Required for amphibious operations; adds $800-$1,500/year.

Insurance is the single largest component of annual operating cost for most Carbon Cub owners.