Tn-3 Tn-1 Tn-2 Tn-4 Tn-camo Tn-DPR Tn-5

Piper J3-Cub - $4.95

The Piper J-3 Cub is a small, simple, light aircraft that was built between 1937 and 1947 by Piper Aircraft. With tandem (fore and aft) seating, it was intended for flight training but became one of the most popular and best-known light aircraft of all time.

Fiddlersgreen Piper Cub Downloadable cardmodel

Piper J-3 Cub

Piper J-3 Cub

 

PIPER J3 CUB free model

As you already know, The little Piper Cub is an aviation legend . This bright yellow little model demonstrates that some airplanes can be just slow and nice to look at. It's one of the easiest to make and has always been our most popular model.

 

Score mega points by clicking on the bar above and sending it to a pal....especially if he actually owns a Cub.


You'll be clicking on a folder of BOTH the regular and the large size..Included are also a set of floats if you'd like them..(most people download the larger version)

 


What people say...

 

Thanks for the mini-cub . . . gave me a nice relaxing afternoon (and I needed one!). Jim (see right)


My first try at the Cub was a bit sloppy as I learned the tricks, but the second almost seemed to assemble itself. The optional floats really call to mind the Alaskan bush pilot, and add a neat feature not often found for plastic models. I have already printed a few more of the downloads, and am debating whether to simply order more model downloads individually, or to buck up and get the whole CD. Hmmm, decisions, decisions!

 

Piper Cub launcher
Piper Cub launcher
Piper Cub straw model

$10 straw rocket launcher plans and activities book are available free from the Lower Hudson Valley Challenger Center e-gift shop (http://jleslie48.com ) at the bottom of the miscellaneous downloads page. My contribution for all the help Jon has provided for our local AF Association education efforts. They make good Christmas presents (or donations to your local schools). I certainly appreciate what you've done - must be a labor of love at 35 cents an hour. John

FG models are certainly not static. Attached is the Cub you released with the Civil Air Patrol (plain paper, printed two sheets per page - say 70% of the large, two page version) modified for launch from a straw rocket launcher. Sorry, don't have one of it on the tube - and it's currently living in a local elementary school classroom (survival assumed despite "little hands" since they haven't asked for a replacement).

 


I found a trick to apply a simple spinner propeller to the model that, while not quite spinning in the slightest breeze, provides at least a "posable" prop option. A simple large straight-pin, with the head clipped off with a pair of wire cutters and the end 1/4" or so bent at 90 degrees, can be pushed through one side of the propeller hub. The propeller then can be folded over and glued around the short bent end, with the blades obviously twisted slightly to give the appropriate air screw shape. This pin is then pushed through the engine block of the Cub, allowing the prop to be positioned as desired for display. Future developments might include a Piper-spinning shaft of some sort, but those ideas will come, I'm sure....Marty


My goodness! The Cub brings back memories of N7360H, a 1947 J-3 that my father and I owned. It was a lovely ship and quite a change from the Cessna's I usually flew. And, sadly, it was destroyed in a hanger fire set by a couple of kids out for "fun". Keep up the wonderful work. Michael - (May 21, 2001)


Saw your web site in Air & Space, and had to check it out. Very kewl! Downloaded the J-3 Cub and printed it on 22" x 28" poster board on an Encad Novajet 50. Turned out a 26" wingspan! Thanks! Tim Webb


Well, I finally got her put together. Started out with Duro Gel super glue, then finally figured out that hot glue works better on poster board. Anyway, yes, that is a string on the left wing, and yes, she has flown, in circles. My friend John, who is a micro light modeler, suggested that a balsa stick inside the fuselage might work for rubber band powered flight, but we decided that the prop would have to be bigger than the ground

Piper Cub mini

Every Fiddlers Green model has been created as a Portable Document Format (pdf) file, the easiest, most reliable method for downloading graphics from the Web. Adobe Acrobat Reader is the software that lets you download PDF files, so that you can print and save them directly to your computer.

clearance, and that the plane would be too heavy made out of poster board to fly that way. Not to mention better landing gear.

I found that about 4 oz of lead rigger's seals in the nose puts the CG just right. A few tips for those wanting to "scale up" your models: 1. print in high res. 2. tolerances are quite loose. I had to make a lot up as I went along, especially when it came to the wing struts vs dihedral. I actually gave this one a bit more dihedral than it was designed for, so it would fly better. 3. Cheerios don't work for wheels on this scale! I used the wheel strips. Tim Web


.... got everything up and running according to your instructions. which by the way are excellent. Made my first printout of the large J-3 cub. Just terrific!!! Looks just like the one I used to have! I'm like a kid in a penny candy store!!! My spouse will have to pry my hand from this mouse with a crowbar. Glad I found this website.Your's for great modeling. John Gabriel (gabby)


I wanted to add that the suggestion to use a colored paper to enhance the colors is right on. I have printed and am building the Piper Cub on a manila file folder, heavily coated with a clear lacquer and it is stunning. Manila folders prove to be a good choice. Thanks again. John D


 

 


 

J3 Piper Cub


 

Piper-CubShe was conceived in bankruptcy and nurtured in penury, a true child of the Depression, but she grew up to be a star and to make a fortune for her backer, if not her designer. When war came the soldiers loved her, too. She initiated more gauche young men into the joys of flight than any other airplane ever; and now, as a sprightly old lady, she is still much loved. With more power to her elbow, and a fashionable "Super" to her name, she still seems young and fascinating to her swains.

 

The Cub was sired by the brothers Taylor-C. G. and Gordon-as the Roaring Twenties drew to a close. These brothers had begun fabricating airplanes in upstate New York several years earlier with a design called the Chummy. With a name like that it was, of course, a two-seater. It also had a 90-hp radial engine and was offered to the public at $4,000, which was rather too much for the aviating public then. The Chummy became an early victim of the Depression.

 

 

In 1928 brother Gordon died. The two Taylor brothers had been very close: They'd always worked on their airplanes together, and together they'd gone out barnstorming whenever they had no customers for a Chummy, which was very often. C. G. Taylor felt he couldn't stand to live in Rochester after his brother's death, so he began casting around for somewhere else to build airplanes. He chose Bradford, Pennsylvania, an oil city with money to spend on new industries. The good citizens of Bradford put up $50,000 to persuade Taylor to set up shop there. Of that sum $800 came out of the pocket of one William T. Piper, a highly successful oil man of forty-eight years, a man who had never had aught to do with aviation before, but who found Three views of the Piper J3 Cubhimself suddenly the holder of a seat on the board of the Taylor Aircraft Corporation.

 

But Piper, if a novice in aviation, was no beginner in business. He could see at once that what aviation lacked was a cheap little airplane, cheap both to buy and to operate. He persuaded Taylor to design such a machine, a kind of scaled-down Chummy. It was named the E-2, and the first one was put together within a month, in late 1930.

 

The first E-2 was powered by an engine with the lovely name of Brownbach Kitten. It wasn't much of an engine, but it did serve to inspire the name of Cub for the E-2. Various other engines were tried. "The first engines were so bad we always had to travel double-with an automobile to bring the pilot home!" said Mr. Piper, who until his death in 1970 kept up with the affairs of his corporation. Eventually they settled on Continental Motors' A-40 with 37 horsepower.

They also went bankrupt. After bankruptcy proceedings, Piper bought the entire assets of the company for around $600. No doubt it hardly looked a bargain at the time. The new Taylor Aircraft Corporation had C. Q. Taylor as president and Piper as treasurer. But on June 15, 1931, a date Mr. Piper remembered proudly and with clarity, they got the Cub licensed. They sold twenty-two that year, at a price of $1,325 each.Piper Cub

 

Business was hardly brisk. Sales dropped to seventeen aircraft in 1933, then climbed to seventy-one the next year, two hundred in 1935, and five hundred in 1936. This was the improved J-2 model, with, for the first time, an enclosed cockpit. In the spring of 1936 Piper bought Taylor out. "Just like anybody else, we got thinking along different lines," Mr. Piper told me on one occasion. "He wanted to do one thing, I wanted to do another. I had all the money in the thing; he had all the know how. He couldn't get anybody to buy me out, so I bought him out."

 

Then came a holocaust: The entire works burned to the ground. Piper was in Hollywood on a selling trip; he was told by telephone that his new business was a smoking heap of ashes. "We began looking around for someplace to go," he told me, not adding that only five percent of the company's value was covered by insurance. And so Piper came to Lock Haven, Pennsylvania. "Here was a town that was financially sick," he said. "Here was an old silk mill Piper Cubthat could be bought for a fraction of what it cost. And an airport right next door. It was a very good move for us."

 

 

It was an even better move for Lock Haven, an old lumber town that had settled into decline. That silk mill was a little large for Piper at first, so the second floor was rented out. But not for long. Sales mounted to 687 in 1937, and in 1938 the new, improved J-3 was introduced. This offered the choice of Franklin and Lycoming engines, as well as the Continental-all of them 40 hp, all to be developed over the years till they gave 65 hp. Then, with the Civilian Pilot Training Program, the Cub really started to go: 1,806 were sold in 1939; 3,017 in 1940, and 3,197 in 1941.

 

The scene now changes to Tennessee, midsummer 1941. The U. S. Army is on maneuvers and it has asked the Air Corps for some planes for observation purposes. The Air Corps is sorry, it can't help. It has nothing suitable. So Piper, along with Aeronca and Taylorcraft (Taylor had started up again by himself), supply a dozen light planes and their crews.

A Cub brings a message to Major General Innes P. Swift, commander of the U. S. 1st Cavalry Brigade. Apparently the old warrior could understand horses and even tanks in a pinch, but what the hell, he thought, is the U. S. Army doing messing around with airplanes, and pretty flimsy-looking ones at that? So to the pilot he growled: "You looked just like a damn grasshopper when you landed that thing out there in those boondocks "Grasshoppers" they remained to him from then on, and eventually the U. S. Army capitulated and called them Grasshoppers, too. The Army bought 5,673 from Piper between December 7 and V-J Day. (Even so Grasshoppers weren't Piper's chief contribution to the war effort. Steel radar masts were.)

Piper Cub

In the collapse of the postwar flying boom, Piper Aircraft failed once again, and then was refinanced and reopened with 250 people instead of the 2,700 employed before the shutdown. But the Cub went on-now in a variety of models, such as the PA-li Cub Special with 90 hp, the Vagabond, the Family Cruiser and the Clipper, the Pacer and the Tn-Pacer, and the Colt. They were getting further and further away from the basic Cub, but still were recognizably its children.

 

 

The J-3 Piper Cub:
The Piper J-3 'Cub' the best-known light plane of all time, became the Model T of Aviation. Built by the thousands for both civilian and military use, the J-3 has been flying since prewar 1938.

 

It started life as a simple design for a tandem-seat two-place light plane for the private owner. After a series of ups and downs for the airplane and its producers, including a disastrous factory fire, the design evolved into the J-3 version.

 

It featured such refinements as a tail wheel and brakes, a starter made of rubberized shock chord, wound around a drum that could be engaged to the engine drive shaft.

 

Most of the time the starter worked. Metal wing spars replaced the wooden ones of the earlier J-2, and the yellow paint job- to become known a 'Cub Yellow' -was adopted .


By December 1941, one third of all the airplanes in America, and nearly two-thirds of all the light planes, were Piper Cubs. World War II brought new orders for the J-3. painted in olive drab and redesigned the L-4, for the army artillery spotting and liaison.

Besides that workhorse task, the L-4s served as transports for Generals Eisenhower, Patton, Bradley, Clark and others. They landed on beachheads and back roads, in pastures and plowed fields, and gave the ground forces a degree of communication they never had before then.

 Cubs were armed with rockets and one was used to capture two enemy soldiers by landing next to them. One even was credited with downing a Messerschmitt Bf-109 that was chasing the Cub which could turn on a dime and the German couldn't.

 

In spite of wartime heroics, the 'Cub' will always be remembered as the airplane that gave wings to thousands of pilots all over the world.

Construction Notes!
This model was one of the first airplanes prided by Fiddlers Green in 1987 and was soon sold out-If you still have one-don't cut it up. Keep it! It's already worth over $5.ºº because it'll never be reprinted.

Well, it's back, long overdue, and completely redesigned with the great care that's owed to such a prince of planes. For example, 9 complete colorings were done until the one you see was chosen.

 

The 'Cub' yellow takes on different hews under different lighting conditions and then older Cubs left out in the sun tend to become more orangey.

 

This J-3 definitely needs little black buttons glued to the printed wheels. Cut out the printed windows and glue (from the back), clear plastic.

Use the printed windscreen as a pattern. The numbers have not been printed on the model so you can ink in your own or photocopy the ones on the card, cut and glue. Remember: R.H. is upper surface.

 


piper cub alternate tail

 

But the Super Cub, introduced in 1949, is a real Cub, even though you can now get it with all of 150 hp. It's still being manufactured in dribs and drabs, as orders trickle in from prospectors in Alaska and wild lifers in Kenya and anybody else who needs an airplane but has only the boondocks for an airport.

 

Is there a pilot in America who has not flown a Cub? It's a strangely modern-looking airplane when you remember that its genesis was back in the days when the biplane was still king and the last words in modernity were such period pieces as the Ford Tn-Motor and the Lockheed Vega.

 

The shape is instantly familiar to every fledgling aviator, however, because it's also the shape of everybody's first model airplane: high wing for stability, slab-sided fuselage for ease of construction, gear well forward to bounce her back into the air again.

 

Getting into it is everyone's biggest problem with the Cub. Each evolves his own technique, but they all are variations on the basic necessity to bend yourself double and twist through 180 degrees at the same time. If you have lumbago, better fly something else. Once in, things get easier. The engine fires at once. Taxiing is easy enough, but it takes a bit of practice before your heels stop slipping off the little brake pedals that rise, mushroom-like, from the cockpit floor. You must swing from side to side to see around the engine. Check the switches and carb heat, and, if you're solo, reach a long, long way forward from the back seat to reset the altimeter. Taxiing in a circle is the only way to ensure there is nobody about to land.

 

The takeoff is the first surprise. You leave the ground almost before you've got the throttle fully open. After that you creep upward at barely 400 fpm, with 55 mph and 2,150 rpm on the dials. Several of those sixty five horses seem to be expended in sheer noise. From the rear seat the visibility is not of the best. I guess the sky wasn't so crowded back in 1930. Watch the oil temperature; on a hot day it may be nudging the limit by the time you reach circuit height. Full bore gives about 87 mph and a hot cooking smell from the engine. A realistic cruise is 75 mph at 2,150 rpm. With any sort of breeze on your nose the cars on the thruway will leave you behind.

 

Piper Cub by Miles
That's me "standing" on the floats (yea . . . right).......Miles

 

The aileron drag is remarkable. It's a blessing that a rudder is good and powerful. It's when you try slow flight that the Cub begins really to impress you. Power off, the stall comes up at about 35 mph, gentle, with a slight left wing drop if you keep the stick hard back.

 

The nose falls away before the wing, so that you tend to be picking up speed again before the wing really has much chance to go down. The center-of-pressure travel must be considerable. Fierce and prolonged back pressure on the stick is required to reach the stall, and if you release the stick at the moment of stall, the ship will pitch sixty degrees nose down. The Cub (Mach 0.17) preceded the F86 Sabre by about eighteen years with the variable incidence tail, though it's a slow and finger aching game trimming the thing.

Piper Cub details

Stalls with power on in turns are even more impressive. Try a climbing turn, with full power, top rudder, and the airspeed dropping. First a good warning buffet-and just about nothing else happens. The airspeed disappears into that region of uncertainty at the bottom of the dial, but she will not snap on you. If you really force it and go on forcing it, she may very gently shudder into level flight.

 

What a marvelously safe airplane for military observation purposes the Cub must have been! Its stalling characteristics must be as safe as any airplane ever made. The approach in a Cub is best done at higher-than-necessary speed. There is no aerodynamic reason for this, just the fact that if you try gliding in at the Cub's natural speed you are likely to have other airplanes weaving and dodging and backing up and overshooting behind you.

 

You can't see very much straight ahead if you're in the back seat. A crosswind helps. You can then peer around the side of the nose. If you are going to side-slip in, close the window first, or you will arrive in a billowing cloud of cockpit dust and papers. And you know what they say: If you can land a Cub smoothly, you can land anything.

 

 This camo hunters version is included in the Piper Cub folder.. Jordan Alegant took our Piper cub and made a Hunter's Camo Cub out of it..If you look closely you'll see about 12 deer kills stenciled to the door of the plane.. He's added an optional gun rack as well..

Jordan is our youngest Fiddlers Green designer and this is his first presentable model... He's done a few others the were more for practice (read: not quite yet good enough :-).. Notice he didn't quit !

He's 14 and sure shows a lot of promise and we're understandably pretty proud of him. He's passed the FG wacky test with flying colors! If you'd like to email him with a comment or two, we'll be happy to forward it...

This version is in the Piper Cub folder (see above)


DRP free Cub

 

You can aerobat the Cub. The Cub I flew was an old one with wooden spars, and I was asked not to do more than spins and wing overs in case the wood had become a little creaky with age.

 

That big door makes the Cub series probably the best-ever light plane for air-to air photography. That huge window-door gives you a magnificent field of view, with only the wing strut to get in the way, and more often than not, it is the wing strut that makes the picture.

 

What does it cost to operate a J-3? One owner told me it costs him no more than $3.78 an hour! Here is how that figure is made up, based on 200 hours' flying a year: fuel, 900 gallons, $396; oil, 36 quarts, $18; engine maintenance, $40 (own labor); airframe maintenance, $125 (own labor); tie down, $180 ($15 a month). That's a total of $759, over 200 hours, or $3.78 an hour.

 

Notice that no depreciation is included. The airplane is simply no longer depreciating. It may even be appreciating. Another Cub owner gives these figures for operating his J-3 for 250 hours in a year: initial purchase price, $1,100; fuel, $495; oil, $50; charts, computers, landing fees, and the like, $35; tie down and hangar, $180; liability insurance, $150; maintenance, $75; annual inspection, $100; and initial registration fee, $4. So his costs were $1,100 down and $1,089 for the year, which works out to $4.34 an hour (excluding purchase price). In the second year he flew 300 hours for $3 an hour, and in the third year about the same. He then sold the plane for only $100 less than he had paid for it, so his flying over those three years averaged $3.60 an hour.

 

"An airfoil that is very reluctant to stall," he said. "It has a broad peak to the lift curve. Undoubtedly more people learned to fly in this airplane than any other single type. Flying schools found you couldn't break them. And repairs were easy to make. The airplane is a little tricky to land-it porpoises. It does put the student on his guard." It does, indeed.

 

The oddest thing about the Cub is how heavy the controls are. You might almost be flying a bomber instead of the lightest of light planes. "The principal reason is that it has a high degree of lateral stability. It just doesn't like being rolled." Its slow cruising speed? "It's terribly dirty. There's really been no effort made to fair the intersections of any of the various parts. It's not the wing. A great many of us in this company have a great love and respect for that wing. It put us in business. And it's still used on the Aztec. I think that airfoil was a happy choice.

 

And the future of the Super Cub? "When it becomes our last fabric-covered airplane"-the other is the Pawnee-"I don't think there'll be any qualms about cutting it off unceremoniously."

 

Piper was still at the height of its success with the 65-horse J-3 Cub when it began developing bigger and better things out of the basic Cub airframe. First came the J-4, the side-by-side Cub-a smooth airplane, if you can find one. Not many more than a hundred are still flying. Then the J-5 Cruiser, a fat Cub with seats for three, cruising 85 mph on 75 hp, which is not half bad.

 

Those were the days just before Pearl Harbor, and by peacetime the Cruiser had become the J-5C Super Cruiser, with 100 hp, an electrical system, and redesigned landing gear. About this time, Piper abandoned the J nomenclature and started the PA series; the Super Cruiser is also known as the PA-12.

 

The last of the Cruisers was the PA-i 4 Family Cruiser, with seats for four, 115 hp, and a devastating 110-mph cruise. The Super Cruiser is far more abundant than its two brothers, for upward of a thousand Supers are still active, while less than a hundred PA-14's and maybe two hundred 75-horse J-5's are still about. They were all, in their day, extraordinary value; you could get a J-5 new for $1,995 in 1940 and a PA-12 for $2,995 in 1945.

 piper cub

 Back around WW II, Piper donated a Cub to Girl Scouts for their new "Wing Scout" program. It was the first aircraft donated by a major manufacturer to a youth group.


I recently made a set of "Wing Scout" edition Barbie dolls to commemorate this, and made up 3 of your card size Piper Cubs (all Barbie's must accessorize!!).

 

Merana Cadorette (10/03)


Magnets 'Fly' this little Cub..
Great cub model (I've built 3 already)

Have a look at my little modification to it (I've attached some photos). I got a BIG magnet and a little one, glued the little one to the cub, (on future flying models i will put it inside, this was a retrofit) and put them so they repelled each other, then stuck 3 bits of fishing line to a piece of card, and attached the other ends to the wings and tail.

With loads of adjustment on line length and the position of the card (I might put a picture on it sometime) It flies! It never seems to stay still, just a little tap and it moves around like a Cub in a storm! (kinda creepy) The magnets came from a Revell kit, but the little plane broke, and a plastic spitfire was too heavy, so I used a Card Cub instead.
It is also a good idea to reinforce the wing struts as well. Helier Heath
Piper Cub-Flying
Piper Cub-Flying

 

The Cruiser made its tiny mark on history, too, for in 1947 two PA-12's flew around the world, their two pilots spending four months battling headwinds, ice, desert heat, and every possible kind of foul-up. But they proved the superior dependability of the Piper airframes. The worst mechanical problem in five hundred hours of flying thirty percent over gross was a cracked tail wheel.

 

If you think the Cub is a real fun airplane, you should try the Super Cub, while you've still got a chance. For a start, you fly it solo from the front rather than the rear seat, which is a big improvement. You run it up to full power against the brakes, lift the tail on the slipstream, let go of the brakes, lurch forward a few yards, lower full flap, and haul back viciously on the stick. Surprise! You get airborne.

 

You can climb a Super Cub at 1,000 f pm. You can climb at an angle of forty five degrees to the horizontal. In a wind you can fly slowly backward relative to the ground. You can reach well over 20,000 feet quite quickly, and with the arctic heater Piper installs, you can gently roast yourself at the same time. You can land in almost as short a distance as needed for takeoff, but not quite, so that you can be sure of getting out of any field you've gotten into. The technique is to approach with full flaps, a little power, and the airspeed way off the bottom of the dial. At the moment of touchdown, cut the power, raise the flaps, and stand on the brakes. With practice you can achieve a most impressively sudden arrival.

 

We once paced out what a real expert could achieve in the way of a short landing run. Against a reasonable breeze it was thirty-seven yards. But have a care, for the Super Cub is heavier than the old J-3, and it can stall on you.Top secret stub winged Mach 2 J3 Cub in black and white

 

The load you could carry for the horsepower has always been one of the Cub's notable qualities. The early ones with only 37 hp would take 400 pounds disposable load; with 50 hp, 500 pounds; with 65 hp, 540 pounds. The big 150 Super Cub will carry 820 pounds. Nor is it very critical, for you can get away with fair overloads, and the allowable center of gravity range is generous. In consequence, all the Cub series have always been favorites for any kind of flying job, be it at work, air shows, endurance flights, or mountain landings. Truly, a universal airplane.

 

Let the late Mr. Piper have the last word in this story, about his old partner C. G. Taylor. "Taylor designed a good airplane," he said. "Have to give the devil his due." And what did old devil Taylor do? He went away and designed the Taylorcraft. It wasn't really anything like the Cub: It had side by-side seats and a very different airfoil. C. G. Taylor moved to Alliance, Ohio, and set up the Taylorcraft Aviation Corporation to build his new bird. At first it had a 40-hp Continental, and a cruising speed of less than 90 mph, but soon the Taylorcraft moved up to 65 hp-Lycoming, Franklin, or Continental, according to the customer's choice, though by far the largest number chose the Continental.

 


The owner of one Taylorcraft acquired his bird, a 1940 B-12 Continental-powered model, as a wreck from someone's chicken coop. He then rebuilt it himself. Introducing us to his machine, he said, "I think it's an excellent airplane. It's efficient. You can cruise nicely at 2,050 rpm, where the engine's real smooth, and you're making 90 to 95 mph."

 

He went on: "I paid $200 for it as a bag of bones. I guess i've put about $1,600 into it since, rebuilding. And we've flown some five hundred hours in it. It's a little faster, perhaps a little more maneuverable than a J-3. It's a nice cross-country airplane. I've only got one wing tank in mine, but I've heard they used to have four, as well as a fuselage tank.

 

"In turbulence she does have a tendency to bounce around a lot, but she's a gentle and forgiving old machine-though if you stall with a bit of rudder you'll go right into a spin."

We climbed aboard and it's cozy inside. Don't take anyone with sharp elbows into a T'craft. The airplane has enormous round control wheels, like something out of a 1930's cloth bomber. How cockpit styles have changed! The airplane's owner has painted a yellow mark on his wheels to show where top dead center lies. And he shows us the trim lever, under his seat, and makes us open the door to peer back and see the trim tab, a separate vane mounted underneath the stabilizer.

Fired up, we bounce and hop across the stones to the takeoff point, which at Old Rhinebeck in this wind is at one side of a big pit. You hurtle down one side of the pit, and stagger up the other, waiting for the right combination of bump and gust to get airborne. In the T'craft this moment seems to come very smartly, for the takeoff is quite short. We climb out indicating 1,100 fpm, which means the VSI is lying in its teeth, but even so, the climb-out is right smart.

 

J3 Piper Cub

 

At 2,000 feet we level off. It's a real wintry day, and while the cabin heat is good around the feet there's a Force Eight gale coming in the door onto your face. Visibility is better than expected, except in a turn. Stability in pitch is good, but the T'craft lacks positive stability in yaw. Sideslip and let go, and she stays side slipping, with only a slow return to straight flight. You must keep on the rudder all the time, or the ball in the slip indicator will be all over the place. The ailerons on this airplane are very big and sensitive, and quite uncompensated, which doesn't help.

 

Before starting the approach, we are told that the airplane tends to float, due to the curved undersurface of its wing. The best glide is 60 to 65; the sink rate goes up at lower speeds, and if you slow it up too soon you can find yourself sinking onto the ground with rather an untidy thump. We find we need to keep pushing on the rudder to keep things straight on final. But there's perfectly adequate control on the roll-out.

 

Taylorcraft went on building the 65-hp Model B for many years. During World War II it produced a tandem trainer that looked very much like the old Cub, and also considerable numbers of the L-2B-called Grasshopper, as was the military Cub-in which an observer sat behind the pilot. Production of the BC-i 2-D, basically the same as the old prewar B-12, resumed after the war, reaching at one time a level of fifty a day in 1946.

 

Taylor designed a four-seater Model 15 with a 150-hp Franklin, but what with a fire in the plant and overproduction of the 65-hp model, Taylorcraft was soon bankrupt again. The corporation was revived in 1947 and lingered on into the mid fifties, experimenting with molded fiberglass coverings and models with up to 225 hp. C. U. Taylor, though he designed splendid airplanes, was never the world's best businessman, whereas perhaps his old partner W. T. Piper was.

Enlarging is easy.... Just take it to your local copy shop and tell them what you want. Be sure to print on card stockPiper Cub

 

Clear Cabin Piper Cub Submitted By Bob Martin Clear Cabin Piper Cub Submitted By Bob Martin
The J-3 Piper Cub is the very first Card Model I ever built It's the one that got me hooked on card modeling Now I have a whole fleet of them and have built over a dozen for Family & Friends. Bob. Thanks for the great images Bob!

 


 

Buying a real Piper Cub....

The model that's still considered the generic general aviation airplane by many non-pilots still has an enormous attraction to pilots, as well. In fact, it's so popular, it has taken on classic status and assumed a price tag out of all proportion to its talents. Created in the early '30s, the Cub evolved to the 65 hp J-3 that would carry two at 65 knots cruise. The Super Cub came along in the 'SOs, with engines that eventually stabilized at 150 hp and performance that stabilized just this side of unbelievable. The Super Cub became the standard bush plane/tow plane/utility hauler of the world, with the ability to leap out of 500 foot strips with payloads inside or strapped outside that often boggled the imagination.

 


 

CUB CONSTRUCTION


The Structures 3 view of the Piper J3 Cub

 

The J-3 fuselage framework was built of welded chrome molly steel tubing (4130 and 1025), lightly faked to shape and covered with Grade A cotton fabric, testing 80 psi, warp and fill, minimum. Flightex was the most widely used brand name. The finish on the original Cubs was cellulose nitrate dope. Postwar Cubs were finished with cellulose butyrate dope. The last Super Cubs were covered with Ceconite Dacron cloth.

 

Seats of 26-inch width were mounted in tandem, and a large split-type door opened most of the right side; the airplane could be (and often was) flown with the right side open. Windshield and windows were of Pyralin, and the left-side window was slideable for controlled ventilation. The sparse upholstery was whipcord; a small baggage shelf behind the rear seat had a 20-pound capacity. The nine-gallon (or optional 12-gallon) fuel tank was mounted just behind the firewall and utilized a simple, bobber-type fuel gauge that projected through the filler cap. The wing was framed with solid spruce spars (early models) or dural spars (late models) and stamped aluminum ribs. The leading edges, back to the front spar, were covered with dural metal sheet, and the completed framework was fabric-covered.

 

A simple tripod landing gear of 72-inch tread was snubbed with Rusco rubber shock rings, and the 7.00 x 4 wheels were shod with low-pressure tires. There were no wheel brakes on the early Cubs, except as extra-cost items. The fabric covered tail group was framed of welded steel tube, and the horizontal stabilizer was adjusted in flight, controlled by a jack screw. The rudder was aerodynamically balanced, and all controls were operated by twisted steel cable.

 

The standard J-3 finish was "Cub Yellow" (Randolph M-9521-D Sport Yellow) with black trim. A Sensenich wooden propeller, wiring for position lights, dual controls, safety belts, and a first aid kit were standard equipment. Optional equipment included battery, position lights, carburetor heater, cabin heater, steerable tail wheel, Goodyear air wheels with brakes, 12-gallon fuel tank, wheel pants, prop spinner, Edo 1070 floats, and skis. The Goodyear tire size was 8.00. x 4.

 

Approximately 900 J-3 Cubs were produced in 1945, 1,320 in 1946, and 720 in 1947. There were 1,400 PA-Xis built from 1947 through 1950.


Specifications

Crew: one pilot
Capacity: one passenger
Length: 22 ft 5 in
Wingspan: 35 ft 3 in
Height: 6 ft 8 in
Wing area: 178.5 ft²
Empty weight: 765 lb
Useful load: 455 lb
Max takeoff weight: 1,220 lb
Powerplant: 1× Continental A-65-8 air-cooled flat four, 65 hp at 2,350 rpm


Performance

Maximum speed: 87 mph
Cruise speed: 75 mph
Range: 220 mi
Service ceiling: 11,500 ft
Rate of climb: 450 ft/min
Wing loading: 6.84 lb/ft²
Power/mass: 18.75 lb/hp

 

Piper Cub on a windy day