Dakota Cub Super 18

Dakota Cub Aircraft, based in Valley Springs, South Dakota, is the quiet giant of the Super Cub world. Since 1993, the company has been an FAA/PMA supplier of direct-replacement parts for fabric-winged Pipers — wing ribs, complete wing assemblies, cowls, firewalls, tail structures, and countless small components — and in doing so has become arguably the most important single source keeping the vintage piper-pa18-super-cub fleet in the air. If you are restoring a PA-18, a piper-pa11-cub-special, a piper-pa20-pacer, a piper-pa22-tripacer, or a piper-j3-cub, your A&P has almost certainly ordered parts from Dakota Cub.

The company expanded from parts into complete aircraft in two directions. Their repair station rebuilds and modernizes certified PA-18s, often upgrading them with Dakota Cub's own STC'd extended and slotted wings. And through their Super 18 LLC subsidiary they offer the Super 18 — a 51% experimental amateur-built kit that is, in effect, a brand-new Super Cub built entirely from PMA'd and type-design parts. Unlike pure experimental-only competitors, every structural component in a Super 18 kit traces back to certified PA-18 paperwork, which builders value for quality control, documentation, and resale. The Super 18 is offered in 160 HP, 180 HP, and LSA-compliant 100-115 HP versions, with the slotted wing standard on all three.

Dakota Cub is a favorite of the Alaska bush community and the lower-48 backcountry crowd. It is less of a household name than cubcrafters-carbon-cub, but among serious PA-18 owners it is the first place to call. Annual output is modest — measured in tens of aircraft and hundreds of wing sets — but their PMA catalog is deep enough that Dakota Cub keeps a large portion of the legacy Super Cub population flying.

Variants differ primarily in wing span (35, 35.4, or 36 ft), engine selection, and certification basis (ELSA vs. Experimental vs. certified rebuild on original PA-18 type certificate).

Published numbers on any Super Cub derivative are heavily builder-dependent. The Super 18-180 with standard 8.00x6 tires is a ~95 KTAS (about 125 mph) cruiser. Step up to 29-inch or 31-inch Alaskan Bushwheels — the typical bush configuration — and cruise drops to roughly 100 mph (around 87 KTAS) or a little less due to drag. Climb at light weight with 180 HP on the slotted wing is reported as dramatic — well above 1,500 fpm — but gross-weight numbers on bushwheels are more modest.

The headline is STOL. Dakota Cub's slotted leading edge dramatically lowers stall and gives clean handling deep into the backside of the power curve. Stall in landing configuration is roughly 38 KIAS, and experienced pilots in bushwheel-equipped Super 18s routinely demonstrate takeoff rolls under 150 feet and landings in under 200. It is genuinely competitive with the cubcrafters-carbon-cub in short-field numbers while retaining the classic PA-18 feel.

Range on 46 gallons (23 gal per side, standard) is around 347 nm book at 75% on the 180 HP engine, which in real-world bush configuration with reserves is closer to 300 nm. Aux tanks in the wing leading edge can push total capacity meaningfully higher. IFR operation is not a design objective — these are VFR backcountry machines, and builders generally leave them that way.

On the Super 18-180 experimental at 2,300 lb gross with a 1,250 lb empty weight, useful load is roughly 1,050 lb.

• Full fuel (46 gal = 276 lb) + 2 pax (400 lb): 374 lb remaining for baggage / camping gear / survival equipment. Range approximately 300-347 nm. This is the typical "camping trip" loadout and works easily.
• Full seats + camping load: 2 pax (400 lb) + 300 lb gear + pilot baggage = 700 lb of non-fuel useful load, leaving 350 lb (~58 gal capacity unused) for fuel. Still well within fuel capacity; the airplane is fuel-limited before it is weight-limited at 2 pax.
• Heavy cargo / solo bush haul: Pilot (200 lb) + 30 gal fuel (180 lb) = 380 lb used, leaving 670 lb for freight. Realistic mission: solo resupply run with ~600 lb of cargo over 150-200 nm.
• Max-range cruise (bushwheels): At 7-8 gph pulled back, endurance approaches 5+ hours, but KTAS drops into the 80s; useful for long legs over sparse terrain where time matters less than fuel.

The Super 18 is rare in the two-seat bush category in that it is genuinely payload-capable — 1,000+ lb useful load puts it ahead of many LSA-class bush planes and on par with heavier PA-18 restorations and cubcrafters-carbon-cub derivatives. See backcountry-bush and backcountry-super-cubs for mission context and mosaic for MOSAIC implications on the LSA variant.

Sources: Dakota Cub Aircraft (dakotacub.com), Kitplanes Magazine "Dakota Super 18" and "Super Cub Kit Comparison", Wikipedia "Dakota Cub Super 18" and "Super 18 Model S18-180", EAA Hangar Flying "Cub Clones", and SuperCub.org community discussions.

• Backcountry / Bush (10/10): This is the entire design brief. Slotted wing, 180 HP, bushwheels, 1,050 lb useful load, and PMA-backed airframe quality make the Super 18 one of the top-tier purpose-built bush airplanes available new. See backcountry-bush and backcountry-super-cubs.
• Local Fun Flying (8/10): A Super Cub is a Super Cub — hand-flown, stick-and-rudder, slow and visible. It is one of the most satisfying sub-100 knot airplanes money can buy, but ownership economics only make sense if "local fun" includes off-airport work.
• Surveying (7/10): High wing, slow safe flight, excellent low-altitude visibility, and long loiter endurance make it useful for wildlife, pipeline, and survey work where VFR speeds are acceptable.
• Cargo Hauling (5/10): 1,050 lb useful load is genuinely strong for a two-seat bush plane, and hard points / belly pods are available, but the cabin is narrow and there is no real baggage volume for bulky freight.
• Flight Training (4/10): Excellent taildragger and bush transition trainer, but primary training is impractical due to cost and insurance.
• Cross-Country (3/10): 95 KTAS on bushwheels with 300 nm of useful range. It will get you anywhere — eventually.
• Aerobatics (2/10): Not aerobatic-approved; PA-18 airframe is not designed for sustained +g/-g work.
• Business Travel (1/10): Wrong tool entirely.

Super 18 builds are almost universally VFR. Typical panel configurations:

• Entry bush panel ($6K-$12K): uAvionix AV-30 or Garmin G5, Garmin GTR 200 COM, GTX 345 or tailBeacon X ADS-B Out/In, hand-held GPS or iPad with Foreflight. See avionics-pricing.
• Mid-range EFIS panel ($15K-$25K): Garmin G3X Touch 7-inch or Dynon SkyView HDX, GTN 650Xi or GNC 355 GPS/COM, integrated ADS-B, engine monitor integrated in EFIS.
• Loaded bush panel ($30K-$45K): Dual G3X Touch, GTN 650Xi, engine monitor, AoA, autopilot (Garmin GSA 28 servos — uncommon in Super Cubs but installable), synthetic vision, XM weather.

Experimental category gives builders access to the full suite of non-certified avionics, which keeps panel costs well below what an equivalent certified PA-18 rebuild would cost.

Dakota Cub is itself the STC holder for several of the most important PA-18 modifications in the legacy fleet:

• Slotted Wing STC: Replaces factory leading edge with Dakota Cub's leading-edge-slot design. Dramatic reduction in stall and improvement in slow-flight controllability. New slotted wings priced at approximately $16,000-$20,000 per pair depending on tanks, lights, and options.
• Extended Wing STC: Increases wing span from 35 ft to 36 ft for additional lift and gross weight capability.
• Extended Slotted Wing: Combines both — the preferred configuration for heavy backcountry work.
• PA-18 Wing Kits (PMA): Complete left/right wing assemblies for PA-18-150 and similar variants, sold in the $20,000-$30,000 range per kit depending on options.
• Belly pods, extended baggage, heavy-duty gear, aux tanks: Available through Dakota Cub and compatible third parties (Atlee Dodge, Airframes Alaska).

Dakota Cub Super 18 complete kits are priced starting around $64,000 (airframe kit, no engine/prop/avionics/cover) per 2019 Kitplanes reporting. Completed builds — kit, engine, avionics, interior, paint, bushwheels — typically run $175,000 at the low end to $280,000+ for fully-loaded 180 HP configurations. Professionally-assisted builds push higher. See valuation-methodology.

Parts availability is a defining strength — Dakota Cub is the parts supplier, so owners get factory-direct access to ribs, wing components, cowls, firewalls, and structural hardware. Lead times on complete wing kits can be weeks to months during peak season but spares are well-stocked.

A&P familiarity is high for anyone who has touched a PA-18 — the Super 18 is mechanically identical at the wrench level. Rural and Alaska shops are generally fluent. Experimental status means owner-builders can perform their own condition inspections under Repairman Certificate; buyers of used builds rely on A&Ps.

Annual operating cost for a 100-hour/year Super 18-180 typically runs:

• Condition inspection / annual: $1,200-$2,500
• Fuel (9.5 gph at $7/gal, 100 hrs): ~$6,650
• Insurance: $3,500-$5,000
• Hangar: $2,400-$6,000 (region dependent)
• Reserve for overhaul (O-360 @ $30K / 2000 hrs): $1,500
• Tires (bushwheels wear in rough service): $500-$1,500

Total realistic annual ownership: $16K-$23K for a flown-regularly bush build. Expensive items: bushwheel replacement, fabric re-cover at ~15-20 year interval ($15K-$25K professionally), major engine overhaul ($30K-$40K). See maintenance-ecosystem.

Super 18 and Dakota Cub-built PA-18 rebuilds hold value better than almost any other experimental class, for three reasons: (1) the bush/backcountry market is supply-constrained, (2) every structural part is PMA-backed which gives buyers unusual confidence for an experimental, and (3) Dakota Cub's reputation carries resale weight. A clean used Super 18-180 on bushwheels with modern avionics frequently trades near replacement cost.

Key value drivers:

• Engine time: SMOH on the O-360 is the largest single variable; a fresh 180 HP Lyc adds $30K+ to trade value.
• Wings: Slotted wings and extended-slotted wings carry a measurable premium over plain PA-18 wings.
• Bushwheels and gear: 31-inch Alaskan Bushwheels ($8K-$12K the pair) add real value; heavy-duty gear legs similarly.
• Avionics tier: G3X Touch and GTN 650Xi panels add $20K-$30K over a stripped VFR setup.
• Builder reputation: Professionally-assisted or Dakota-Cub-supported builds command premiums over unknown first-time builders.

See valuation-methodology and avionics-pricing.

As an Experimental Amateur-Built, the Super 18 itself is not subject to ADs. However, because the airframe is assembled from PA-18 type-design and PMA parts, builders and owners track PA-18 AD activity for structural components — the biggest historical item being the long-running PA-18 wing strut/AD inspection program (AD 93-10-06 and successors), which applies to certified PA-18s and informs inspection practice on Super 18 builds.

Common attention areas:

• Fabric condition and inspection (all Super Cubs, regardless of builder)
• Lift strut corrosion on older rebuilds
• Tailwheel spring steel and steering chains — high wear in bush service
• Landing gear vee and attach fittings — routine failure mode in rough-strip operations
• Engine mount cracking at heavy-engine installations (180 HP+)
• Bungee cord replacement at condition inspection

Pre-buy red flags on used Super 18 builds: poor build quality in the welded 4130 fuselage (inspect every cluster), undocumented repair history after off-airport incidents, and unclear logbook trail between original PMA parts and final assembly.

Insurance for an experimental Super Cub is a known underwriting category but not a cheap one — carriers view backcountry taildragger ops as high-risk by definition. Typical annual premiums:

• Liability only (tailwheel-current, 500+ hrs TW): $1,200-$1,800
• Full hull + liability, ~$200K hull value, experienced pilot: $3,500-$5,000 annual
• Low-time tailwheel pilot: Often not insurable for hull until 25-50 hours of dual in type; liability only at elevated rates

Underwriters want to see tailwheel hours, PA-18 or Super Cub specific time, recent off-airport training (e.g., Alaska or McCall backcountry courses), and a documented build history. Builders who completed the aircraft themselves may see slightly friendlier rates than those who bought pre-built. See insurance-underwriting.