AOPA Pilot Magazine - January 2014 - 45

You'll need entry and egress training, and appreciate the
value of going on a diet and exercising.
Improper rudder use is indicated by the blade angle; two other cartridges are
wind moving sideways through the cabin, available to set the prop for best climb
in one window and out the other. I expe- performance, or to set it halfway between
rienced that in photo formation for this climb and cruise performance. I could
article when I used the rudder to tweak easily catch up, and when I was asked
the aircraft's position in relation to AOPA to take over as lead aircraft, Hart asked
Senior Photographer Mike Fizer's cam- me to slow down. Most of the formation
era, sideslipping right and left beneath flight was flown at 70 mph. The Super
Fizer's lead aircraft. With my left elbow Legend typically sees 98 mph to 105 mph
resting on the half-open window, my in cruise. Asked what altitude gives him
hand was in perfect position to control the most speed, Hart laughed and said the
with two fingers the small throttle on the Cub rarely is flown above 1,000 feet.
The 115-horsepower Lycoming engine
left cabin wall. Someone on the ground
near Sulphur Springs, Texas, an hour allows the Super Legend to perform with
east of Dallas had just
nearly the same powercut their grass; I could
to-weight ratio as the
SHORT AND SWEET
smell it from 1,000
150-horsepower, 1,750> American Legend now has a
feet. It was a Harley
pound PA-18 Super
factory that can easily ramp up to
experience except
Cub, since Light Sport
seven airplanes a month.
> A slight dihedral in the wing improves
there were no bugs in
Aircraft rules limit the
stability during crosswind landings.
my teeth.
Super Legend to 1,320
> At the time this was written Darin
pounds. That means
The out-theHart was in China marketing the Super
spectacularly short
door price with the
Legend.
most often requested
takeoffs (250 feet) and
options is $170,000.
steep climbs are posPut another way, the Super Legend costs sible, although the Super Legend has a
the same as a high-end, custom-made smaller useful load than the original Super
motorcycle-but its top speed is legal.
Cub. Hart has tested the aircraft to 1,750
Forty feet above me in the formation pounds in case he ever wants to certify
was the original Legend Cub previously it in the Primary category. That category,
featured in AOPA Pilot ("Cub-alikes are unlike the LSA category, requires the pilot
Better, Faster," May 2006 AOPA Pilot). to have an FAA medical certificate. You can
Although my Super Legend sported only build the Super Legend at the factory as a
15 more horsepower than the 100-horse- kit with an out-the-door price of $160,000.
power Continental O-200 Legend Cub, it If you have an FAA medical, you can then
was obvious I had the power advantage. fly it as an Experimental amateur-built airThe ground-adjustable Sensenich carbon craft with a greater maximum gross weight
fiber propeller had a cruise-performance of 1,750 pounds.
Hart considers the engine the second
cartridge in it that, when installed, sets
most important change compared to the
Legend Cub. The most important one is
flaps, operated by a lever coming down
on the left from the cabin ceiling. Settings
are 20 and 45 degrees. Other changes
include a larger horizontal stabilizer and
THE BUNGEE CORD SEAT, shown without
its covers (top left), is unique to American
elevator, a small baggage door (the bagLegend. Carbon fiber (top center) keeps
gage compartment holds 75 pounds), and
weight down. The greenhouse canopy
an adjustable sliding front seat made from
provides good visibility for both
occupants (left).
bungee cords.
www.aopa.org/pilot AOPA PILOT | 45

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AOPA Pilot Magazine - January 2014

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