American Legend Cub / Super Legend

The American Legend Cub is a modern, factory-built reproduction of the Piper J-3 Cub, produced by American Legend Aircraft Company in Sulphur Springs, Texas. The company delivered its first AL3 Legend Cub to customer Rich Giannotti on August 22, 2005, becoming one of the first S-LSA Cub clones on the market and directly competing with the CubCrafters Carbon Cub (SS / EX / FX / UL) and Piper J-3 Cub restorations. More than 400 airframes have been delivered in the two decades since.

Construction blends old-school and modern: the fuselage is 4130 chromoly welded steel tubing covered in Superflite doped fabric, while the wings are all-metal riveted aluminum (stronger, lighter, and more damage-tolerant than the original Piper wood-spar wings). The widened cabin adds roughly three inches over the original J-3, and split folding doors on both sides make the airplane friendly to larger pilots and easy to fly doors-open. The AL3 is the J-3 lookalike (exposed cylinders, open cowl); the AL11 is styled after the PA-11 with a fully enclosed cowl; the AL18 Super Legend emulates the PA-18 Super Cub with flaps and more power.

Early airframes were marketed jointly as the "Texas Sport Cub" via Texas Sport Aircraft Company, which also offered an Experimental Amateur-Built kit version. The Texas Sport branding was largely retired as American Legend consolidated marketing under the Legend name. Current production is dominated by the Super Legend and Super Legend HP, with the classic 100-HP AL3 still available for traditionalists. A "Smart Cub" package adds a modern glass panel and situational awareness kit, and Kevlar/carbon-fiber amphibious floats are an available option.

Owners are overwhelmingly experienced tailwheel recreational pilots and flight schools chasing the Cub mystique without the headaches of a 1940s-airframe restoration. As a Part 23 replacement it's not, but as a weekend flier, STOL day-tripper, and grass-strip trainer it's among the best-built Cubs ever produced. With MOSAIC (Modernization of Special Airworthiness Certification) opening the door to heavier LSA gross weights and expanding sport-pilot privileges, the airframe's experimental-category 1,750-lb capability is poised to become factory-standard.

The AL3 is honestly and usefully a 90-mph airplane. Book cruise is in the 85–90 mph range, and real-world numbers match. Flying low and slow with the door open is the point — pushing it to maximize groundspeed defeats the purpose. Takeoff performance is startlingly short even at gross: the AL3 lifts off in about 210 feet of ground roll on hard surface, and less on grass.

The Super Legend with the 115-hp O-233 gets flaps and achieves nearly the power-to-weight ratio of a 150-hp Super Cub thanks to the LSA 1,320-lb gross weight cap. Book climb is about 900 fpm, and cruise is reliably 98–105 mph TAS at 4,000–5,000 feet. The aircraft leaps off the ground in 280 feet.

The Super Legend HP is a different animal entirely. The Titan O-340 (a stroked O-320) makes 180 hp at 245 lbs dry — lighter than an O-360 of comparable output. Published numbers are 2000+ fpm climb, 35-foot ground roll, 200-foot over a 50-ft obstacle, and up to 104 mph TAS cruise at 2,150 rpm burning 5–6 gph. Stall with flaps is 28 mph. These numbers come at the cost of LSA certification — the HP runs only as Experimental Exhibition or EAB, with 1,750-lb gross.

Density altitude hurts all Cubs less than most high-performance airplanes because the enormous wing and light wing loading mean the airplane still flies well when thin air robs horsepower. The AL3 is usable into 8,000-ft density altitude strips; the Super Legend HP is genuinely a high-country STOL airplane. See Backcountry / Bush Flying for mission context.

The LSA gross weight cap is the central constraint. With empty weight of ~835 lbs (AL3) and MTOW of 1,320 lbs, useful load is roughly 485 lbs. After 20 gallons of fuel (120 lbs), payload is 365 lbs — enough for two 180-lb pilots but nothing else, or one pilot and gear.

Real-world scenarios (AL3):

• Full fuel, solo pilot (180 lbs): 185 lbs for gear — easy weekend trip
• Full fuel, two 180-lb pilots: 5 lbs for gear — essentially at gross
• Full fuel, 200-lb + 180-lb pilots: 15 lbs over gross — must offload fuel
• Half fuel (10 gal), two 180-lb pilots: 65 lbs gear — practical sightseeing

Super Legend (AL18, LSA 1,320): similar payload situation but flaps and more power make the weight more usable. Empty weight creeps up to ~850 lbs.

Super Legend HP (EAB, 1,750 gross): transforms the equation. Empty weight ~900 lbs, useful load ~850 lbs. With 24 gallons fuel (144 lbs), payload is ~705 lbs — genuinely two big people, full camping gear, and still legal. This is why serious backcountry operators go Experimental.

Range is modest in all configurations: ~260 nm with reserves on 20 gal, ~320 nm on 26 gal long-range tanks. Slow airplane, small tank — plan for fuel stops on any cross-country. This is a bush and day-trip airplane, not a touring airplane. Compare against CubCrafters Carbon Cub (SS / EX / FX / UL) and aviat-husky-a1 for the bush mission, Piper J-3 Cub for the nostalgia mission.

Sources:

• American Legend AL3 The Classic Cub | Legend Aircraft
• American Legend Cub - AOPA
• American Legend Cub Maintenance Manual Rev 1.9
• Super Legend HP | KITPLANES
• Super Legend: Lycoming O-233 Debut | Aviation Consumer
• Super Legend HP gets 180-hp Titan engine | General Aviation News
• Light Sport Aircraft: Titanic Performer | AOPA Pilot
• Texas Sport Cub | KITPLANES
• Legend Cub Gets Carbon Fiber Amphib Floats | Aviation Pros
• American Legend Aircraft For Sale | Trade-A-Plane

Local fun flying (10/10): This is the reason the airplane exists. Doors open, 70 mph, 800 feet AGL, grass strip to grass strip. Nothing is better at it except maybe a Piper J-3 Cub — and the Legend won't leak oil on your shoes.

Backcountry (7/10): AL3 is capable on improved dirt and grass; Super Legend HP is genuinely competitive with a CubCrafters Carbon Cub (SS / EX / FX / UL) and aviat-husky-a1 for mountain strip work. The 1,320-lb LSA ceiling is the main limiter on the AL3/AL18 — with a full-size pilot, gear, and fuel, useful load runs short. The Experimental HP version unlocks 1,750 lbs and turns it into a serious bush airplane. Knock on it relative to a Carbon Cub EX is slightly lower horsepower-to-weight in LSA configuration and less aftermarket STOL modification ecosystem.

Flight training (7/10): Excellent tailwheel trainer, especially for sport pilots. Docile stall, predictable, forgiving, and genuinely teaches stick-and-rudder. Tandem seating is traditional but harder for instructor communication than side-by-side. Schools use it for tailwheel endorsement and sport pilot training. Not an IFR platform.

Cross-country (3/10): 87 KTAS and 20 gallons means roughly 3 hours and 260 nm in still air. Open cowl is cold in winter and loud always. People do long trips in Cubs for the experience, not the efficiency.

Surveying (4/10): Low-and-slow visibility is exceptional, but no autopilot integration and limited panel space hurts. Better-suited aircraft exist.

Business travel, cargo, aerobatics (1–2/10): Not the mission. Aerobatics specifically — the Legend is not aerobatic-rated. Spins are prohibited in the S-LSA configuration.

Three factory panel tiers are offered:

• Low and Slow (LS): Minimum VFR — airspeed, altimeter, compass, tach, oil pressure/temp, CHT. Period-correct look. Around $2,000–3,000 in panel content.
• Cross Country/Night VFR (XC): Adds a Garmin GPS navigator (GTN 650 or Aera), VHF comm (GTR 200), transponder with ADS-B Out (GTX 335), electrical system upgrades for night. Roughly $15,000–20,000 in avionics.
• Smart Cub (SC): Glass panel built around a Garmin G3X Touch or Dynon SkyView, integrated ADS-B In/Out, AoA indicator, engine monitor, optional autopilot servos. $25,000–35,000 in avionics, modern situational awareness in a fabric Cub.

Experimental Super Legend HP owners typically install the full Dynon SkyView or Garmin G3X with autopilot since EAB rules permit any non-TSO'd equipment. See Avionics Pricing Reference.

Because most Legend Cubs are S-LSA, "STCs" in the traditional Part 23 sense don't apply — modifications must be approved by the manufacturer via ASTM compliance. American Legend offers factory options:

• Amphibious floats (Kevlar/carbon fiber) — adds ~$35,000, converts gross to 1,430 lbs seaplane
• Skis — factory ski kit for winter operation
• Big tires — 26" Alaskan Bushwheels, factory-approved
• Extended baggage — Super Legend and later AL3 airframes
• Electric start — standard on Super Legend, option on AL3
• Long-range fuel tanks — Super Legend, up to 26 gal total
• Smart Cub panel upgrade — retrofittable to older airframes via factory

EAB Super Legend HP owners enjoy essentially unrestricted modification freedom: prop changes, engine swaps, gross weight increases, custom gear setups are common.

Parts availability is good: American Legend still manufactures the airplane and stocks parts; the factory in Sulphur Springs provides direct support. Continental O-200 parts are universally available from Continental Motors and the broader Cub ecosystem. Lycoming O-233 parts flow through Lycoming's normal channels. Fabric materials (Superflite) are a commodity.

Mechanic familiarity is common: any A&P with tailwheel and fabric experience can work on the airplane. The S-LSA certification allows owner-performed maintenance under sport pilot rules with the appropriate LSA Repairman course (16 hours inspection, 120 hours maintenance). This is a significant cost advantage over Part 23 certified airplanes. Experimental Super Legend HP airframes enjoy full owner maintenance privileges.

Typical annual costs:

• Annual inspection: $800–1,500 (owner-assisted) or $1,500–2,500 (shop)
• Fabric re-cover (every 15–25 years): $8,000–15,000
• O-200 overhaul: $20,000–25,000 at 1800 TBO
• O-233 overhaul: $32,000–$38,000 at 2400 TBO
• Annual fuel (100 hrs): ~$3,000 at 5 gph
• Insurance: $2,000–3,000
• Hangar: $1,800–4,800

Total operating cost (100 hrs/year): ~$7,500–10,000 all-in, making this one of the most affordable ways to own a new-production factory-built airplane. See Maintenance Ecosystem.

Pricing spans a wide range depending on vintage, variant, and panel:

• 2006–2010 AL3, basic panel, mid-time engine: $75,000–$95,000
• 2011–2015 AL3/AL11, XC panel: $95,000–$125,000
• 2015–2020 Super Legend (O-233): $125,000–$175,000
• Newer Super Legend, Smart Cub panel: $175,000–$220,000
• New Super Legend HP (Experimental): $220,000–$280,000
• New Super Legend XP with full options / floats: $320,000–$360,000+

A 2015 AL18 Super Legend recently listed at $158,000, and a 2024 AL18 Super Legend sold for $359,000. A near-new low-time example listed for $199,900.

Key value drivers:

• Engine type and time — O-233 with factory new warranty commands premium over O-200
• Smart Cub panel — adds $31,000–$39,000 over basic VFR
• Flaps (Super Legend) — materially more capable, values reflect this
• Floats — adds ~$30,000 used, fewer buyers but higher ceiling
• Big-tire STOL kits — $5,000–10,000 depending on tire size
• Hangar-kept vs outside — fabric airplane; outside storage crushes value
• Total time / damage history — tailwheel airplane; prop strike history kills value

See Aircraft Valuation Methodology.

Because the airplane is ASTM-certified under S-LSA (not Part 23), it does not accumulate FAA Airworthiness Directives in the traditional sense — instead, American Legend issues Safety Directives and Service Bulletins. Review the maintenance manual (current Rev 1.9) for active notices.

Historical and ecosystem issues to watch on pre-buy:

• Continental O-200 cylinder wear — the small-displacement engine is happy but the 1800-hr TBO is real; compressions matter
• Fabric condition — Superflite is durable but check for hangar rash, UV degradation, and top-coat crazing on aircraft stored outside
• Tailwheel/spring gear wear — die-spring gear is bulletproof but tailwheel steering assemblies need periodic rebuilds
• ELT and ADS-B compliance — older airframes may still run 121.5 ELTs and need ADS-B Out retrofit
• Float attach hardware (float-equipped aircraft) — corrosion and fatigue inspection critical
• Logbook completeness — as with all LSAs, service bulletin compliance should be fully documented
• Prop strikes — tailwheel airplane; inspect for prior nose-overs and crank damage

No systemic airworthiness issues have emerged across the fleet — the design is conservative, overbuilt, and closely monitored by the factory.

LSA tailwheel insurance is more expensive than people expect. Typical hull rates run 1.5–2.5% of hull value annually, meaning a $150,000 Super Legend costs roughly $2,200–3,700/year in hull plus liability. Sport pilots with no tailwheel time face steep premiums or outright refusals until they log 15–25 hours dual tailwheel. Experienced tailwheel pilots with Cub time get the best rates.

Float-equipped airplanes carry approximately 40–60% premium over landplane. Smooth-water-only endorsements are common for low-time seaplane pilots. Aerobatic coverage is not available — the airplane is not rated for it.

Underwriters American Legend owners commonly work with: Avemco, Global Aerospace, Old Republic, and BWI. See GA Insurance Underwriting.