Trent Palmer's Legend Cub Nomad

Born from the bones of a Super Cub but built for something wilder, this kit aircraft was engineered from the ground up to meet Palmer’s backcountry needs. With oversized tires, a custom-built shock-absorbing tailwheel, advanced glass-panel avionics, and a leading-edge cuff for better aerodynamics, every modification serves a precise function.

At the aircraft’s heart is a modern Rotax 916 iS engine: turbocharged, fuel-injected, and managed by full-authority digital engine control, giving it a modern edge while keeping the soul of a classic bush airplane. Cruising at 100 to 105 miles per hour, it burns just six to six-and-a-half gallons per hour. The engine is connected to a gear reduction system, spinning a larger propeller at lower rpm—around 2,300 to 2,400—offering more thrust per horsepower. With 40 gallons plus a one-gallon header, flying at cruising speed gives Palmer a 600-mile range. Light, efficient, and practical, the Nomad is made for places far from fuel stations or hangars.

Inside, the avionics suite is all Garmin—Palmer’s standard. A G3X primary flight display and G5 backup instrument offer a fully digital, intuitive panel. Palmer has added custom leather seats, providing comfort for long flights, and with a useful load of 886 pounds, there’s enough room for two people, gear, camera rigs, fuel, maybe a tent—and the back seat collapses for extra space when cargo takes priority over company.

And then there’s the camera system. Small custom-made mounts on the wings hold photography and video gear—from cameras to poles—and all connected to a single switch in the cockpit for easy use. And attached to the wings are long-wave infrared cameras, capable of seeing through smoke—perfect for flying in areas with fire—although the cameras don’t see through clouds or fog, since they track heat, not light.

For landings, the Nomad uses 35-inch tires, and Shock Monster DBX-2 shocks, and it has nearly 10-inch Beringer disc brakes—all large, heavy duty, and lightweight. Palmer added a tundra tailwheel and removed the tailwheel steering springs on purpose; he prefers direct rudder control, finding it more predictable and responsive for backcountry landings when the runway is nothing but grass, gravel, or sand.

Every part of this airplane shows a decision, made not from theory but from experience: what worked, what failed, what could be made better. A Super Cub at heart, but something more in practice—something stronger, smarter, and customized.

[email protected]