Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Piper Cub shopping experience:

1. Compare - without doubt the biggest advantage that the Piper Cub offers shoppers today is the ability to compare thousands of Piper Cub at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Piper Cub? Wrong! If the Piper Cub is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Piper Cub then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Piper Cub? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Piper Cub and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Piper Cub wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Piper Cub then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Piper Cub site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Piper Cub, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Piper Cub, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

{{infobox Aircraft |name = J-3 Cub |type = Trainer |manufacturer = [The New Piper Aircraft |image = Image:PiperJ-3Cub02.jpg |caption = '''Piper J-3 Cub''' |designer = [C. G. Taylor [Walter Jamouneau |first flight = |introduced = |status = |primary users = |more users = |produced = 1938-1947 |number built = 19,073 |unit cost = $995-$2,461 when new |variants with their own articles = [Piper PA-15 Vagabond [Piper PA-16 Clipper [Piper PA-18 Super Cub -->

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. The Cub's simplicity, affordability and popularity invokes comparisons to the Ford Model T automobile. Its standard yellow paint has come to be known as “Cub Yellow” or "Lock Haven Yellow."

Pre-war The Taylor E-2 first appeared in 1930 in aviation, built by Taylor Aircraft in Bradford, Pennsylvania. Sponsored by William T. Piper, a Bradford industrialist who had invested in the company, the E-2 was meant to be an affordable aircraft that would encourage interest in aviation. Later in 1930, the company went bankrupt, with Piper buying the assets but keeping founder C. Gilbert Taylor on as president. In 1936 in aviation, an earlier Cub was altered by employee Walter Jamouneau to become the J-2 while Taylor was on sick leave. (The coincidence led some to believe that the "J" stood for Jamonoueau, while aviation historian Peter Bowers concluded that the letter simply followed the E, F, G, and H models, with the I omitted because it could be mistaken for the numeral one.)Peter M. Bowers, Piper Cubs (Tab Books 1993). When he saw the redesign, Taylor was so incensed that he fired Jamouneau. Piper, however, had encouraged Jamouneau's changes, and hired him back. Piper then bought Taylor's share in the company, paying him United States dollar250 per month for three years.

Although sales were initially slow, about 1,200 J-2s were produced before a fire in the Piper factory ended its production in 1938 in aviation. After Piper moved his company from Bradford to Lock Haven, Pennsylvania , the J-3, which featured further changes by Jamouneau, replaced the J-2. Powered by a 40 hp (30 kW) engine, in 1938, it sold for just over $1,000.

The outbreak of hostilities in Europe in 1939, coupled with the growing realization that the United States might soon be drawn into World War II, resulted in the formation of the Civilian Pilot Training Program (CPTP). The Piper J-3 Cub would play an integral role in the success of the CPTP, achieving legendary status.

The Piper J-3 Cub became the primary trainer aircraft of the CPTP — 75 percent of all new pilots in the CPTP (from a total of 435,165 graduates) were trained in Cubs. By war's end, 80 percent of all United States military pilots received their initial flight training in Piper Cubs. The need for new pilots created an insatiable appetite for the Cub. In 1940, the year before the United States' entry into the war, 3,016 Cubs were built; soon, wartime demands would increase that production rate to one Piper J-3 Cub being built every 20 minutes.

World War II service The Piper Cub quickly became a familiar sight. First Lady Eleanor Roosevelt took a flight in a J-3 Cub, posing for a series of publicity photos to help promote the CPTP. Newsreels and newspapers of the era often featured images of wartime leaders, such as Generals Dwight Eisenhower, George Patton and George Marshall, flying around European battlefields in Piper Cubs. Civilian-owned Cubs joined the war effort as part of the newly formed Civil Air Patrol (CAP), patrolling the East Coast of the United States and Gulf Coast of the United States in a constant search for German U-boats and survivors of U-boat attacks.

Piper developed a military variant ("All we had to do," Bill Jr. is quoted as saying, "was paint the Cub olive drab to produce a military airplane"), variously designated as the L-4, O-59 and NE-1. The variety of models were collectively nicknamed “Grasshopper (disambiguation)” and were used extensively in World War II for reconnaissance, transporting supplies and medical evacuation.L-4s were also sometimes equipped with lashed-on infantry bazookas for ground attack. Mechanically identical to the J-3, the military versions were equipped with large Plexiglas windows extending over the top of the wing and behind the rear-seat passenger, and the side windows were enlarged.

In Europe, the final dogfight of WWII occurred between an L-4 and a German Fieseler Fi 156 Storch. The pilot and co-pilot of the L-4, Lts. Duane Francis and Bill Martin, opened fire on the Storch with their .45 caliber pistols, forcing the German air crew to land and surrender.

After the war, most L-4s were destroyed or sold as surplus, but a few saw service in the Korean War. The Grasshoppers sold as surplus in the U.S. were redesignated as J-3s, but often retained their wartime glazing and paint.

Postwar stamp by the United States Postal Service, part of a series called ‘Classic American Aircraft’.An icon of the era, the J-3 Cub has long been loved by pilots and non-pilots alike, with thousands still in use today. Piper sold 19,073 J-3s between 1938 and 1947, the majority of them L-4s and other military variants. Postwar, thousands of Grasshoppers were civilian-registered under the designation J-3. Hundreds of Cubs were assembled from parts in Canada (by Cub Aircraft as the Cub Prospector), Denmark and Argentina, and by a licensee in Oklahoma. A 1946 model that sold new for about $2,500, today, in good condition, would fetch more than $30,000.

In the late 1940s, the J-3 was replaced by the PA-11 (1,500 produced), and then the Piper PA-18 Super Cub, which Piper produced until 1981 in aviation when it sold the rights to WTA Inc. In all, Piper produced 2,650 Super Cubs. The Super Cub had a 150 hp (110 kW) engine which increased its top speed to 130 mph (210 km/h); its range was .

Modernized and up-engined versions are produced today by Cub Crafters of Washington and by American Legend Aircraft in Texas, as the Cub continues to be sought after by bush plane pilots for its STOL capabilities, as well as by recreational pilots for its nostalgia appeal. The new aircraft are actually modeled on the PA-11, though the Legend company does sell an open-cowl version with the cylinder heads exposed, like the J-3 Cub. An electrical system is standard from both manufacturers.

So popular is the J-3 as a subject for radio controlled model aircraft that manufacturers of R/C heat shrinkable iron-on covering film and similar fabric coverings produce it in a readily available Cub Yellow hue.

The J-3 is distinguished from its successors by the exposed cylinder heads. There are very few other examples of "flat" aircraft engines (as opposed to radial engines) in which the cylinder heads are exposed. From the PA-11 on through the present Super Cub models, the cowling surrounds the cylinder heads.

A curiosity of the J-3 is that when it is flown solo, the lone pilot normally occupies the rear seat for proper balance, to balance the fuel tank located at the firewall. Starting with the PA-11, and some L-4s, fuel was carried in wing tanks, allowing the pilot to fly solo from the front seat.

Specifications (J3C-65 Cub)

{{aircraft specifications|

|switch order of units?=no|include 'capacity' field?=yes|plane or copter?=plane|jet or prop?=prop|include 'armament' field?=no

|crew=one pilot|capacity=one passenger|length main=22 foot (unit of length) 5 inch|length alt=6.83 metre|span main=35 ft 3 in|span alt=10.74 m|height main=6 ft 8 in|height alt=2.03 m|area main=178.5 square foot|area alt=16.58 square metre|empty weight main=765 pound (mass)|empty weight alt=345 kilogram|loaded weight main=|loaded weight alt=|useful load main=455 lb|useful load alt=205 kg|max takeoff weight main=1,220 lb|max takeoff weight alt=550 kg|engine (prop)=Continental Motors Continental A-65|type of prop=air-cooled flat four|power alt=48 [kilowatt|power more = @ 2350 RPM

]|max speed alt=87 miles per hour, 140 kilometre per hour|cruise speed main=65 kn|cruise speed alt=75 mph, 121 km/h|range main=191 nautical mile|range alt=220 statute mile, 354 kilometre|ceiling main=11,500 ft|ceiling alt=3,500 m|climb rate main=450 ft/min|climb rate alt=2.3 m/s|loading main=6.84 lb/ft²|loading alt=33.4 kg/m²|power/mass main=18.75 lb/hp|power/mass alt=11.35 kg/kW

-->

References

External links

Related content {{aircontent|

|sequence=

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|see also=

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{{infobox Aircraft |name = J-3 Cub |type = Trainer |manufacturer = [The New Piper Aircraft |image = Image:PiperJ-3Cub02.jpg |caption = '''Piper J-3 Cub''' |designer = [C. G. Taylor [Walter Jamouneau |first flight = |introduced = |status = |primary users = |more users = |produced = 1938-1947 |number built = 19,073 |unit cost = $995-$2,461 when new |variants with their own articles = [Piper PA-15 Vagabond [Piper PA-16 Clipper [Piper PA-18 Super Cub -->

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. The Cub's simplicity, affordability and popularity invokes comparisons to the Ford Model T automobile. Its standard yellow paint has come to be known as “Cub Yellow” or "Lock Haven Yellow."

Pre-war The Taylor E-2 first appeared in 1930 in aviation, built by Taylor Aircraft in Bradford, Pennsylvania. Sponsored by William T. Piper, a Bradford industrialist who had invested in the company, the E-2 was meant to be an affordable aircraft that would encourage interest in aviation. Later in 1930, the company went bankrupt, with Piper buying the assets but keeping founder C. Gilbert Taylor on as president. In 1936 in aviation, an earlier Cub was altered by employee Walter Jamouneau to become the J-2 while Taylor was on sick leave. (The coincidence led some to believe that the "J" stood for Jamonoueau, while aviation historian Peter Bowers concluded that the letter simply followed the E, F, G, and H models, with the I omitted because it could be mistaken for the numeral one.)Peter M. Bowers, Piper Cubs (Tab Books 1993). When he saw the redesign, Taylor was so incensed that he fired Jamouneau. Piper, however, had encouraged Jamouneau's changes, and hired him back. Piper then bought Taylor's share in the company, paying him United States dollar250 per month for three years.

Although sales were initially slow, about 1,200 J-2s were produced before a fire in the Piper factory ended its production in 1938 in aviation. After Piper moved his company from Bradford to Lock Haven, Pennsylvania , the J-3, which featured further changes by Jamouneau, replaced the J-2. Powered by a 40 hp (30 kW) engine, in 1938, it sold for just over $1,000.

The outbreak of hostilities in Europe in 1939, coupled with the growing realization that the United States might soon be drawn into World War II, resulted in the formation of the Civilian Pilot Training Program (CPTP). The Piper J-3 Cub would play an integral role in the success of the CPTP, achieving legendary status.

The Piper J-3 Cub became the primary trainer aircraft of the CPTP — 75 percent of all new pilots in the CPTP (from a total of 435,165 graduates) were trained in Cubs. By war's end, 80 percent of all United States military pilots received their initial flight training in Piper Cubs. The need for new pilots created an insatiable appetite for the Cub. In 1940, the year before the United States' entry into the war, 3,016 Cubs were built; soon, wartime demands would increase that production rate to one Piper J-3 Cub being built every 20 minutes.

World War II service The Piper Cub quickly became a familiar sight. First Lady Eleanor Roosevelt took a flight in a J-3 Cub, posing for a series of publicity photos to help promote the CPTP. Newsreels and newspapers of the era often featured images of wartime leaders, such as Generals Dwight Eisenhower, George Patton and George Marshall, flying around European battlefields in Piper Cubs. Civilian-owned Cubs joined the war effort as part of the newly formed Civil Air Patrol (CAP), patrolling the East Coast of the United States and Gulf Coast of the United States in a constant search for German U-boats and survivors of U-boat attacks.

Piper developed a military variant ("All we had to do," Bill Jr. is quoted as saying, "was paint the Cub olive drab to produce a military airplane"), variously designated as the L-4, O-59 and NE-1. The variety of models were collectively nicknamed “Grasshopper (disambiguation)” and were used extensively in World War II for reconnaissance, transporting supplies and medical evacuation.L-4s were also sometimes equipped with lashed-on infantry bazookas for ground attack. Mechanically identical to the J-3, the military versions were equipped with large Plexiglas windows extending over the top of the wing and behind the rear-seat passenger, and the side windows were enlarged.

In Europe, the final dogfight of WWII occurred between an L-4 and a German Fieseler Fi 156 Storch. The pilot and co-pilot of the L-4, Lts. Duane Francis and Bill Martin, opened fire on the Storch with their .45 caliber pistols, forcing the German air crew to land and surrender.

After the war, most L-4s were destroyed or sold as surplus, but a few saw service in the Korean War. The Grasshoppers sold as surplus in the U.S. were redesignated as J-3s, but often retained their wartime glazing and paint.

Postwar stamp by the United States Postal Service, part of a series called ‘Classic American Aircraft’.An icon of the era, the J-3 Cub has long been loved by pilots and non-pilots alike, with thousands still in use today. Piper sold 19,073 J-3s between 1938 and 1947, the majority of them L-4s and other military variants. Postwar, thousands of Grasshoppers were civilian-registered under the designation J-3. Hundreds of Cubs were assembled from parts in Canada (by Cub Aircraft as the Cub Prospector), Denmark and Argentina, and by a licensee in Oklahoma. A 1946 model that sold new for about $2,500, today, in good condition, would fetch more than $30,000.

In the late 1940s, the J-3 was replaced by the PA-11 (1,500 produced), and then the Piper PA-18 Super Cub, which Piper produced until 1981 in aviation when it sold the rights to WTA Inc. In all, Piper produced 2,650 Super Cubs. The Super Cub had a 150 hp (110 kW) engine which increased its top speed to 130 mph (210 km/h); its range was .

Modernized and up-engined versions are produced today by Cub Crafters of Washington and by American Legend Aircraft in Texas, as the Cub continues to be sought after by bush plane pilots for its STOL capabilities, as well as by recreational pilots for its nostalgia appeal. The new aircraft are actually modeled on the PA-11, though the Legend company does sell an open-cowl version with the cylinder heads exposed, like the J-3 Cub. An electrical system is standard from both manufacturers.

So popular is the J-3 as a subject for radio controlled model aircraft that manufacturers of R/C heat shrinkable iron-on covering film and similar fabric coverings produce it in a readily available Cub Yellow hue.

The J-3 is distinguished from its successors by the exposed cylinder heads. There are very few other examples of "flat" aircraft engines (as opposed to radial engines) in which the cylinder heads are exposed. From the PA-11 on through the present Super Cub models, the cowling surrounds the cylinder heads.

A curiosity of the J-3 is that when it is flown solo, the lone pilot normally occupies the rear seat for proper balance, to balance the fuel tank located at the firewall. Starting with the PA-11, and some L-4s, fuel was carried in wing tanks, allowing the pilot to fly solo from the front seat.

Specifications (J3C-65 Cub)

{{aircraft specifications|

|switch order of units?=no|include 'capacity' field?=yes|plane or copter?=plane|jet or prop?=prop|include 'armament' field?=no

|crew=one pilot|capacity=one passenger|length main=22 foot (unit of length) 5 inch|length alt=6.83 metre|span main=35 ft 3 in|span alt=10.74 m|height main=6 ft 8 in|height alt=2.03 m|area main=178.5 square foot|area alt=16.58 square metre|empty weight main=765 pound (mass)|empty weight alt=345 kilogram|loaded weight main=|loaded weight alt=|useful load main=455 lb|useful load alt=205 kg|max takeoff weight main=1,220 lb|max takeoff weight alt=550 kg|engine (prop)=Continental Motors Continental A-65|type of prop=air-cooled flat four|power alt=48 [kilowatt|power more = @ 2350 RPM

]|max speed alt=87 miles per hour, 140 kilometre per hour|cruise speed main=65 kn|cruise speed alt=75 mph, 121 km/h|range main=191 nautical mile|range alt=220 statute mile, 354 kilometre|ceiling main=11,500 ft|ceiling alt=3,500 m|climb rate main=450 ft/min|climb rate alt=2.3 m/s|loading main=6.84 lb/ft²|loading alt=33.4 kg/m²|power/mass main=18.75 lb/hp|power/mass alt=11.35 kg/kW

-->

References

External links

Related content {{aircontent|

|sequence=

|related=

|similar aircraft=

|lists=

|see also=

-->



 

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