Piper Super Cub

Post-production note: Piper ceased Super Cub production in 1994. CubCrafters in Yakima, WA, acquired rights to produce new PA-18-150 Super Cubs and delivered new-build aircraft for a period. CubCrafters has since focused on their own designs (Carbon Cub, XCub), which significantly outperform the original Super Cub but at substantially higher prices.

STC engine upgrades: Many PA-18-150s have been re-engined via STC:

• Lycoming O-320-B2B (160 HP): Common upgrade. Drop-in replacement with modest performance gains.
• Lycoming O-360-A4M (180 HP): The "Alaska mod." Transforms the airplane. Most serious backcountry operators run 180 HP. STC by several holders.

The PA-18-150's performance numbers are the foundation of its legend. Takeoff ground roll of 200 feet at sea level is extraordinary for a certified production airplane. With a 180 HP STC, STOL modifications, and tundra tires, modified Super Cubs can get airborne in under 100 feet in light-loading conditions. This short-field performance is why the Super Cub owns the backcountry.

Cruise speed of 100 KTAS at 75% power is honest. The Super Cub is not fast — it was never meant to be. At economy cruise (65% power), expect 90-95 KTAS while burning 7-8 GPH. The airplane's mission is getting into and out of places, not getting there quickly.

Climb performance is excellent for the weight class. The 960 fpm book rate of climb at gross reflects the favorable power-to-weight ratio (11.7 lbs/hp for the PA-18-150). With a 180 HP engine and light loading, climb rates exceeding 1,200 fpm are achievable. The 19,000-foot service ceiling provides genuine mountain-flying capability.

The Super Cub's stall characteristics are exemplary. Vs0 of 37 KTAS (43 mph) with flaps provides approach speeds that allow precision placement on short strips. The airplane stalls straight ahead with minimal wing drop, and recovery is immediate with forward stick. This benign stall behavior, combined with excellent low-speed control authority, is what makes the Super Cub approachable for pilots transitioning to backcountry operations.

The 36-gallon fuel capacity (two 18-gallon wing tanks) provides approximately 4 hours of endurance at 75% power, translating to roughly 400 nm range. This is adequate for most backcountry operations, where legs are typically short and fuel is available at remote airstrips. Extended-range tanks are available via STC for ferry flights or operations in truly remote areas.

The Super Cub's 820-lb useful load (1,750-lb gross) provides meaningful capability for a two-seat airplane, but the bush mission demands careful weight management.

Scenario 1: Backcountry Day Trip (Two Occupants, Reduced Fuel)

This is a typical backcountry day trip: two adults, partial fuel for short hops between strips, and light camping or day-hiking gear. The airplane is well under gross, providing excellent takeoff and climb performance essential for backcountry operations.

Scenario 2: Solo Bush Operation (Maximum Cargo)

Solo with full fuel, the Super Cub can carry approximately 400 lbs of cargo — enough for a substantial resupply run to a remote cabin or camp. This is why the airplane is so valued in Alaska: solo utility operations with meaningful payload and range.

Scenario 3: Two Heavy Adults, Full Fuel (Cross-Country)

Two larger adults with full fuel works, but leaves only 30 lbs for baggage and puts the airplane close enough to gross that high-density-altitude operations require extra caution. For cross-country with two large occupants, reduce fuel to provide margin.

Scenario 4: With 2,000-lb Gross Weight STC

The 2,000-lb gross weight STC adds 250 lbs to the useful load equation. This transforms the Super Cub's utility:

The additional gross weight margin means two standard adults can carry full fuel plus 150 lbs of camping gear while remaining well under the increased gross weight limit. This is why the 2,000-lb gross weight STC is considered nearly essential for serious backcountry Super Cub operations.

The Super Cub vs. Modern Cubs

The CubCrafters Carbon Cub, XCub, and similar new-production aircraft offer significantly better performance: 180+ HP, lighter airframes (carbon fiber), higher useful loads, better climb rates, and modern manufacturing quality. A new XCub outperforms a modified PA-18 on nearly every metric. But a new XCub also costs $350,000-$450,000, while a well-sorted PA-18-150 with 180 HP and full backcountry modifications can be assembled for $150,000-$200,000. The Super Cub's certified status also matters for commercial operations where Experimental aircraft are restricted.

The Super Cub endures not because it is the best-performing bush plane available today, but because it is the most proven, the most supported, the most understood, and the most emotionally resonant. For many pilots, there is simply no substitute.

Flight Training (7/10): The Super Cub is one of the premier tailwheel trainers in existence. The tandem seating allows the instructor (rear seat) to observe the student's hands and feet, and the airplane's honest handling teaches proper rudder coordination and crosswind technique. The Super Cub is the standard platform for backcountry flight training programs across the western U.S. and Alaska. Docked points only because the airplane's value and operating cost make it expensive for primary ab-initio training; a Citabria or Decathlon is more economical for basic tailwheel instruction.

Backcountry (10/10): This is a perfect score, and it is earned. The Super Cub is THE backcountry airplane. No other certified production aircraft combines short-field performance, rough-field gear, payload capacity, low-speed handling, and field maintainability the way the Super Cub does. With a 180 HP engine, STOL kit, and tundra tires, a modified Super Cub can operate from strips that would be suicidal in most other airplanes. The Idaho backcountry, the Alaska bush, the African safari circuit — the Super Cub is at home in all of them.

Business Travel (1/10): Tandem two-seat, 100-knot cruise, no baggage compartment to speak of. Not a business airplane by any definition.

Aerobatics (1/10): Not approved for aerobatic flight. The airframe is not stressed for sustained aerobatic loads, though the Super Cub is robust enough for the aggressive maneuvering required in backcountry canyon flying.

Cross-Country (4/10): The Super Cub can do cross-country work, and many pilots fly them across the country. But 100-knot cruise, tandem seating with limited baggage, and the fatigue of a drafty 1950s-era cockpit make long legs tiring. The rear-seat passenger experience on a 3-hour leg is challenging. Good for repositioning flights and moderate-distance hops; not ideal for 500+ nm days.

Cargo Hauling (3/10): The 820-lb useful load at 1,750 lbs gross is reasonable, but with fuel and a pilot, the practical payload for the rear seat and small baggage area is 350-450 lbs. The airplane is used extensively in Alaska for light cargo work, but it is not a hauler in the Cessna 206 sense. With the 2,000-lb gross weight STC (Alaska modification), payload improves meaningfully.

Local Fun (9/10): The Super Cub is among the most enjoyable airplanes to fly for pure recreation. Low and slow over river valleys, precision landings on grass strips, the satisfying rumble of a Lycoming four-cylinder, and the connection to aviation history make every flight an event. The only reason this is not a 10 is the operating cost relative to simpler fun-flyers like the Vagabond or J-3 Cub.

Surveying (6/10): The Super Cub has been used extensively for pipeline patrol, power line survey, fish and wildlife counting, and agricultural scouting. The high wing provides excellent downward visibility, the slow-speed capability allows detailed observation, and the tandem seating puts an observer in the rear seat. Many Super Cubs have been in commercial survey service for decades.

Super Cub panels are famously small, and the airplane's VFR backcountry mission limits practical avionics investment.

Backcountry Minimalist ($0-$3,000): Many backcountry Super Cubs fly with basic VFR instruments (ASI, altimeter, tachometer, compass), a single COM radio, and a portable GPS. This is entirely adequate for the airplane's primary mission. A portable ADS-B Out/In device (uAvionix SkyEcho or Stratus) provides traffic and weather awareness without panel modification.

Practical VFR ($5,000-$15,000): A panel-mounted GPS (Garmin aera 660 or GNS 430W used), ADS-B Out transponder (Garmin GTX 345 or uAvionix tailBeacon), and a quality COM radio (Garmin GNC 255A) represent the practical sweet spot. This configuration handles VFR cross-country navigation and ADS-B compliance.

Full Panel ($15,000-$30,000): A GTN 650Xi, GTX 345 transponder, GI 275 as backup attitude, and a GMA 345 audio panel. This level of investment is typically seen on late-model or heavily modified Super Cubs intended for serious cross-country and mountain VFR work. Rare but not unheard of.

Reality Check: The Super Cub's panel space is tiny. Stacking modern avionics requires careful planning and often a custom sub-panel or instrument pod. The backcountry community generally favors simplicity: the less you depend on electronics, the less there is to fail when you are 100 miles from the nearest maintenance facility.

The Super Cub has the deepest STC and modification ecosystem of any light aircraft. Entire businesses exist solely to modify Super Cubs. The following is a representative selection:

Engine Upgrades

STOL Modifications

Bush / Backcountry Modifications

The Fully Modified Super Cub

A fully built-out backcountry Super Cub — 180 HP engine, STOL kit, 29-31" tundra tires, 2,000-lb gross weight STC, extended baggage, VGs, and modern avionics — represents $40,000-$80,000 in modifications on top of the base airframe. Total investment for a turn-key backcountry Super Cub easily reaches $180,000-$250,000+, which explains why new-production alternatives like the CubCrafters Carbon Cub and XCub (starting around $300,000-$400,000) have found a market despite the premium.

Parts Availability — Excellent

The Super Cub benefits from the largest parts and support ecosystem in the tailwheel world:

• Airframe parts: Univair, Wag-Aero, CubCrafters, and numerous specialty suppliers stock virtually every part for the PA-18. Fabric, steel tube components, wing ribs, control surfaces, hardware — everything is available new or used.
• Lycoming O-320 engine parts: One of the most common engines in general aviation. Parts are universally available from Lycoming (now part of AVCO), aftermarket suppliers, and the vast used-parts network.
• Landing gear and tailwheel: Multiple manufacturers produce landing gear components, tailwheel assemblies, brake parts, and axles. No parts shortages.
• STC modification parts: All the major STC modifications (STOL kits, engine upgrades, tundra tires) have well-established supply chains.

Mechanic Familiarity — Common

The Super Cub is one of the most familiar tailwheel aircraft in the maintenance community. Any A&P experienced with tube-and-fabric aircraft can maintain a Super Cub. In Alaska and the western U.S., Super Cub expertise is a baseline skill for most shops.

The Super Cub's simplicity is a maintenance advantage. The airframe is straightforward, the engine is well-understood, and the systems (all four of them: fuel, oil, electrical, and flight controls) are mechanically simple.

Annual Cost Range

Expensive Maintenance Items

• Engine overhaul (O-320): $30,000-$40,000. The O-360 (180 HP) overhaul runs $35,000-$45,000.
• Complete fabric recover: $15,000-$25,000 for the complete airframe (fuselage, wings, tail group).
• Prop overhaul: $1,500-$2,500 for fixed-pitch metal prop. McCauley and Sensenich are common.
• Landing gear overhaul: $2,000-$5,000 for complete gear refurbishment including tailwheel.
• Float maintenance: Annual float inspection and maintenance adds $2,000-$5,000 per year for float-equipped aircraft.

The Super Cub market is one of the strongest in general aviation. Values have appreciated substantially over the past decade, driven by the backcountry flying boom and the airplane's irreplaceable combination of certified status, proven design, and massive support ecosystem.

Price Tiers (2025-2026)

Key Value Drivers

• Engine variant and hours: A PA-18-150 with a fresh 180 HP O-360 is worth $30,000-$50,000 more than a PA-18-95 with a tired Continental.
• Modifications: STOL kits, tundra tires, 2,000-lb gross weight STC, and extended baggage all add direct value. Quality of installation matters enormously.
• Year of manufacture: Later-production PA-18-150s (1970s-1990s) command premiums due to more modern construction details and lower total time.
• Float capability: Super Cubs certified for float operations or with float fittings installed are more valuable, particularly in Alaska and the Pacific Northwest.
• Condition and cosmetics: A well-maintained Super Cub with a fresh fabric job, clean paint, and tidy interior commands a substantial premium over a working bush plane with battered fabric and patched covers.
• Documentation: Complete logs, all STC paperwork, and proper 337 forms are critical. A Super Cub with missing or incomplete documentation can lose 20-30% of its value.

Values continue to trend upward. The Super Cub is a depreciating asset on paper but an appreciating asset in practice, particularly for well-maintained, well-documented examples.

Airworthiness Directives

The Super Cub's long production run and large fleet have generated a substantial AD list. Key items include:

Rudder AD (AD 2024-18-11): Inspection and potential replacement of rudder assemblies. Aircraft with airworthiness certificates issued before June 3, 1974, were delivered with rudder posts made from 1025 steel (rather than 4130 chromoly). Twelve cases of cracked rudders were documented, several involving major airframe damage. Aircraft with aftermarket beacons or strobes mounted on top of the rudder are at higher risk. This is a critical AD requiring timely compliance.

Wing spar and lift strut ADs: Recurring inspections of wing spar attach fittings, compression struts, and lift struts. Standard for the Cub family.

Fuel system ADs: Inspection of fuel tank integrity, fuel selector valve, and fuel strainer. The fuel strainer on the lower left firewall must be drained regularly to remove water and sediment.

Seat rail and floorboard ADs: Inspection of seat attachments and floorboard structure. Hard landings accumulate stress in these areas.

Lycoming O-320 engine ADs: Various cylinder, crankshaft, and accessory ADs. The O-320 is a well-proven engine, but its long service history means a lengthy AD list, most of which are addressed at overhaul.

Common Pre-Buy Red Flags

• Rudder condition: Verify AD compliance for the rudder. Check for 4130 steel rudder post (post-1974) or replaced per AD.
• Wing fabric and structure: Super Cubs are fabric-covered. Test fabric thoroughly (Maule tester). Inspect internal wing structure for corrosion, particularly around fuel tank bays and wing root fittings.
• Landing gear: Conventional gear legs, axles, and tailwheel assemblies take tremendous punishment in backcountry service. Inspect for cracks at weld joints and gear-to-fuselage attach points.
• Fuselage tubes: Lower longerons and belly structure are vulnerable to corrosion, especially on float-equipped aircraft or those operated in marine environments. Borescope inspection is essential.
• Engine mount: Hard landings stress the engine mount. Inspect for cracks and distortion.
• Prop strike history: Super Cubs operating on rough strips have elevated prop strike risk. Any prop strike requires engine teardown inspection per Lycoming Service Bulletin.
• Modification quality: With so many STCs and field modifications possible, the quality of installation work varies enormously. A modified Super Cub should have all STC paperwork, 337 forms, and weight-and-balance documentation in order. Poorly documented modifications can ground an airplane or destroy its value.
• Total time: Many Super Cubs have 5,000-10,000+ total hours. High time is not inherently disqualifying if the airframe has been well-maintained, but it warrants more thorough structural inspection.

Super Cub insurance reflects the airplane's tailwheel configuration and backcountry mission profile.

Qualified pilot minimums: Most underwriters want 300+ total hours, 50+ tailwheel hours, and 10+ hours in make/model. For backcountry coverage (off-airport operations), requirements are stricter: 100+ tailwheel hours and a specific backcountry endorsement or checkout are common.

Key underwriting considerations:

• Backcountry use: Off-airport operations may carry additional premium or specific endorsement requirements. Some carriers exclude backcountry operations entirely; others specialize in it.
• Float operations: Float-equipped Super Cubs carry higher premiums due to the additional risk profile of water operations.
• Hull values have risen sharply. Ensure your agreed hull value reflects current replacement cost. A $150,000 Super Cub insured for $80,000 is a problem waiting to happen.
• Training use: If the airplane is used for instruction, premiums increase 20-40%. Student pilots require specific policy provisions.

BWI Aviation Insurance, Avemco, and AOPA Insurance Services are commonly used by Super Cub owners.