Backcountry Super Cubs
Add a Title
This is the latest evolution of everything we’ve been building toward. It started with Wayne Mackey’s articulating leading-edge slats and the SQ-2 wing that completely changed how a Cub handles at slow speeds. We went further, opening up the cabin, improving visibility, adding real load-hauling capability, and designing gear that can take a beating. The final step was the new wing with those big double-slotted flaps. Put it all together and you get the Rev 3.
The cabin is wider and taller than a traditional Cub, the door is easier to get through, and the baggage area is legitimately huge. You can haul serious gear, bring a third person, or stretch out and sleep back there if you need to. The landing gear is tall and tough, built for real off-airport landings.
Up front, it accommodates up to a Lycoming IO-390—the kind of power that makes short strips feel a lot less short. Combine that with the slats and the double-slotted flaps and the airplane will slow down and land places most Cubs won’t even consider.
This isn’t a stripped-down competition plane. It’s a real working Super Cub—comfortable, capable, and built for the kind of flying that actually takes you places.
Backcountry Super Cub The Rev 3
Backcountry Super Cub The Rev 3
This is the latest evolution of everything we’ve been building toward. It started with Wayne Mackey’s articulating leading-edge slats and the SQ-2 wing that completely changed how a Cub handles at slow speeds. We went further opening up the cabin, improving visibility, adding real load-hauling capability, and designing gear that can take a beating. The final step was the new wing with those big double slotted flaps. Put it all together and you get the Rev 3.
The cabin is wider and taller than a traditional Cub, the door is easier to get through, and the baggage area is legitimately huge. You can haul some serious gear, bring a third person, or even stretch out and sleep back there if you need to. The landing gear is tall and tough, built for real off airport landings.
Up front it accommodates up to a Lycoming IO-390, which gives you the kind of power that makes short strips feel a lot less short. Combine that with the slats and the double-slotted flaps and the airplane will slow down and land places most Cubs won’t even consider.
This isn’t a stripped-down competition plane. It’s a real working Super Cub comfortable, capable, and built for the kind of flying that actually takes you places.
The cabin is wider and taller than a traditional Cub, the door is easier to get through, and the baggage area is legitimately huge. You can haul some serious gear, bring a third person, or even stretch out and sleep back there if you need to. The landing gear is tall and tough, built for real off airport landings.
Up front it accommodates up to a Lycoming IO-390, which gives you the kind of power that makes short strips feel a lot less short. Combine that with the slats and the double-slotted flaps and the airplane will slow down and land places most Cubs won’t even consider.
This isn’t a stripped-down competition plane. It’s a real working Super Cub comfortable, capable, and built for the kind of flying that actually takes you places.
Backcountry Super Cub The Boss
Our founder, Bruce Reed, set out to build the lightest 4-place Super Cub with the highest useful load. The result is The Boss: everything the Rev 3 delivered aerodynamically, plus large passenger and cargo capability. It’s a true four-place backcountry machine, powered by a larger Lycoming IO-540 (suggested) with more than 115 additional horsepower than the Rev 3. Fitted with the same articulating leading-edge slats and built around a new set of reinforced wing spars, it carries a max gross weight of 3,600 pounds. That yields serious payload for a plane that still flies like a Cub. Even as a four-place, it outperforms any other STOL airplane on the market. This plane is built to handle extreme off-airport landing conditions.
Prototyping started in early 2023. The airplane made its first public appearance in 2024 at the Sodbusters STOL Competition in Hartford, Wisconsin, and the team took home its first award. A week later it was at Oshkosh, where it earned a Bronze Lindy. That same year it made headlines and landed on the cover of Plane & Pilot.
Today Brandon Corn and Jared Garretson are flying it hard at local and national STOL events. The Boss has become one of the most successful airplanes in recent National STOL history in the experimental Wilderness class. It has a string of class wins, dominated the 2025 Wilderness season standings, and regularly finishes first and second.
A true four-place cabin. More power. Higher useful load. Reinforced spars. Outstanding off-airport performance. Serious STOL capability. This is the ultimate heavy-hauling backcountry workhorse — a plane that still flies like a Cub.
Both the Rev 3 and The Boss are exceptional Super Cubs, but they were built with different missions in mind.
The Rev 3 is the pure flying machine—lighter, more focused, and built to extract every bit of performance from the wing, the slats, and the double-slotted flaps. It’s the airplane you take to the STOL competition when the only goal is to get in and out of the shortest strips possible. Clean, capable, and made for the pilot who wants maximum performance without extra seats or payload.
The Boss takes everything the Rev 3 does well and builds on it for real-world utility. It’s a true four-place airplane with more power, a higher useful load, and reinforced spars that let you carry people, gear, and fuel without compromise. This is the airplane you load up for a week of backcountry camping, the one that can move a family around Alaska, haul game out of the bush after a hunt, and still show up and win in the heavy class when the competition gets serious.
Two airplanes. Two purposes. The Rev 3 for the pilot who wants pure performance. The Boss for the pilot who needs to carry more and go farther.