M 14p
As a co owner of a 65HP L4 Cub let me answer some of your questions.
It's not a bad load lifter actually - gross is 1220lbs and most weigh 750lb ish empty so that's 470lbs useful load. Standard fuel is 12 us gallons (70lbs) which leaves 400lbs for crew and baggage.
Lets look at the STOL performance - they will land at least as short as a Super Cub with the right technique, but take off is a big variable. One up with a few knots headwind mine literally leaps off the ground in less than 100 yds - with 15 or 20kts we're talking a few plane lengths and she's off... At the other end of the scale, with two fat blokes on board and full fuel on a hot day
we’re talking 200-maybe 250 yds max, which is still pretty good.
Bear in mind the above relates to a strong running engine with a modern fine prop. With an old Sensenich cruise prop she was a much more marginal aeroplane taking ages when loaded to get off.
Unlike the Super Cub it's Soloed from the back and yes the instruments are still in the front - so you will soon get used to taking the odd peek past the passenger but flying largely be feel - this is a good thing...
I much prefer the handling of a J3/L4 to a PA18. The controls seem more direct and responsive, particularly the rudder which seems higher geared and more powerful. The trim is nicer too being higher geared also. The sticks are longer in the J3 and in the back at least falls nicer to the hand.
Carb heat is a long stretch forward down by your right foot - and you'll need plenty of it... A 65's ice up for a pastime.
Performance? Stall high 30's mph, cruise 75mph (ish) approach no higher than 60, 55 solo and 50 if you really want to get in short as they float a lot more than a PA 18 (no flaps, same wing and much less weight) climb 50-60mph 450 FPM at gross, more solo - climb angle is good because of the slow speeds. VNE 100 MPH.
What to look out for? These aircraft are at least 57 years old and most have been rebuilt a few times by now - its unusual to see a tatty one (except mine!). There is an AD on the Wing struts to check, but many have been fitted with new sealed struts, which means no AD so that's a good point. Corrosion at the rear of the fuselage where water collects can also be a problem. Most have wooden spars, but a few of the later ones have an ally spar, which could be a plus. The brakes are rubbish even when working well and some parts getting hard to find and expensive. An aircraft on a PFA Permit generally is more sought after than one on a C of A. Finally, the engine is a gem - no one seems to know the TBO, but I've got one in a BC12 with 2500hrs SMOH still going strong - they start and run beautifully. The best news is, if the worst happens to the engine running used ones only go for around £2.5K - Brilliant.
All in all a great, great aircraft.
You are very welcome to come and have go in mine anytime to see if you like it.
I may well know of one for sale - It’s a J3C and it’s beautiful - I'll check and get back to you.
Kingy
Last edited by Kingy; 15th January 2003 at 03:00.