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Piper PA-18 Super Cub, PA-19, L-18, L-21 Aircraft Photos and Information |
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Last revised 2/5/13 |
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Main Page
Click here for hints on using this site; for my "easy" photo use policy; and my disclaimer.
Photos |
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Because I will be posting photos of over 150 Super Cubs, this page is PA-18 information only and the photos are on two other pages.
- Photo Page 1, 1950 to 1958 Super Cubs, sn 18-1 through 18-6884
- Photo Page 2, 1959 and up, 18-6885 and up, 80 more and coming but I need to do some others first! |
PA-18 Information |
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All PA-18's are covered by FAA Aircraft Specification 1A2, and you can see Rev. 38 here. Details of different models are below. |
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You can see the FAA Register for all models of the PA-18, including military, from the links on the left under "FAA Register." I have it set up for all aircraft that are registered as a PA-18, but also for those that appear as a PA-19, L-18 or L-21. More details on that are shown below. |
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Joe Baugher's incredible web site covers the various military models and correlates their serial numbers with manufacturer's construction numbers. You can go there from the links on the left under "Baugher."
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| PA-18 Serial Numbers, Models and Years |
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I tried to move this from a WORD document into an HTML page, but it got real contrary, so I just did it in WORD and as a PDF for you.
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| PA-18 Manuals |
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Some suppliers are shown in the left column, but Christian Sturm, at www.supercubproject.com, has posted some that you can download free. What a guy!
- PA-18 Parts Catalog - Super Cub parts catalog ( 25mb)
- PA-18-150 Parts Catalog - Super Cub 150hp only parts catalog circa 1988 ( 5mb)
- PA-18 Manual - Super Cub owner's manual, weight & balance, rigging, etc. ( 4.7mb)
- L-21 Erection & Maintenance Handbook - For PA-18-135 observer or Super Cub ( 5.5mb)
He has many more prints and other helpful PDF's posted on his Links page.
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PA-18 Parts |
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Preferred Airparts has more new surplus parts for your PA-18 than you might think! Many airframe parts plus engine, wheel and brake, accessory and other items. Give them a try! |
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Piper Super Cub History |
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The origin on the Super Cub went something like this.
According to Baugher, the USAF bought 104 “PA-11 Cub 95” aircraft for Turkey under the MDAP (Mutual Defense Assistance Program). They were Piper cn 11-1249 to 11-1353, and were designated USAF L-18B 49-2774 to 49-2878. They had the “greenhouse” glass cockpit enclosure, a Continental C-90, and no flaps.
Only one L-18B is on the U.S. register, i.e. 11-1321, N6346. One is on the Greek register as SX-ADD, L-18B-P1, 11-1313, 49-2838. A second one, SX-ADF, appears there as “11-1298 > 18-3744 49-2823.” The PA-11 cn and USAF sn are consistent but I’m not sure of the meaning of the PA-18 cn there. |
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The Piper PA-19 |
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The next step was the PA-19, which is covered in the PA-18 Aircraft Specification 1A2. Three were built, i.e. sn 19-1 thru 19-3:
- 19-1, is on the current FAA Register as a 1949 PA-18 N5011H, with O-235, but indicates that registration has been revoked. The 1963 FAA register more accurately showed it as a PA-19.
- 19-2, can’t find
- 19-3, on current FAA Register as 1949 PA-19 N5417H, with C-90. Registration is valid.
If you search the FAA Register for Piper PA-19 you come up with 16, but all have an 18- sn except N5417H, meaning that they are actually PA-18’s. Those 15 were all originally military L-18C Super Cub 95’s, and the PA-19 model was apparently applied in error when they were certificated civilian.
Christian Sturm has info at www.supercubproject.com/ on how Piper got to the PA-18 Super Cub, and you can read it there. |
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The PA-18, FAA Aircraft Specification 1A2 |
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Part 1, in 1A2 |
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PA-19, Army L-18C, Approved April 1, 1949. (With C-90, three built, see notes above)
PA-18, Approved November 18, 1949. Same as PA-19 except it was civilianized, i.e. without the greenhouse. Continental C-90-8 (No electrical) or C-90-12F (Starter, generator) These were called the PA-18 “95”. They had Cub type elevators/stabilizers and no flaps. |
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My note: In 1950 only, the Lycoming O-235 was on optional engine (Item 100 below) on the PA-18, making it a PA-18 “105.” The "105" had flaps and balanced elevators but was apparently still just called a PA-18 with an O-235, because it isn't specifically addressed here. Don't confuse this aircraft with the "PA-18-105 Special" below, which was special-built for a USAF order for the Civil Air Patrol, per details below. |
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PA-18 "125", Approved September 1, 1950. Same as PA-18 except equipped with Lycoming O-290-D engine, balanced elevators and flaps. Army L-21A is the same except for addition of military type cockpit enclosure.
PA-18A, Approved September 21, 1951. Same as PA-18 "125" except fuselage was modified to accommodate a hopper door aft of rear wing fittings, removable rear seat substituted, rudder travel increased to 25° right and left and rerouted flap cables to adapt it for agricultural use. Fuselage substantiated for rear seat load of 230 lb.
PA-18 "135", Approved April 25, 1952. Same as PA-18 "125" except equipped with a Lycoming O-290-D2 engine, and two fuel tanks. Army Model L-21B is the same as model PA-18 "135" except for military type of cockpit enclosure.
PA-18A "135", Approved April 25, 1952. Ag aircraft, see PA-18A notes, above.
PA-18 "105" Special, Approved November 24, 1952. This, and the PA-18S "105" Special seaplane are the same as Models PA-18 and PA-18S respectively, equipped with the Lycoming O-235-C1 engine, except for toe brakes, no flaps, large horizontal tail surface seats with provisions for seat type parachute, cowl ventilator, revised battery installation, and other minor modifications. Serial numbers are 18-2214 through 18-2456. |
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My note:
The 105 Special did not have the greenhouse cockpit like the L-21. They are sometimes called the “T-Cubs” because their initial CAP registrations were three numbers and a “T” suffix, starting with N100T, cn 18-2214 and going up to N342T, 18-2456. Not all NxxxT numbers were available of course. Many of these aircraft still bear their original registration, but some, especially Alaska aircraft, bear little resemblance to their original configuration. |
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CN's eligible under Part I are 18-1 through 18-7632, and 19-1 through 19-3 |
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Misc. notes on above aircraft |
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The fuel tank in the right wing was optional in the PA-18 95, 105, 125, and PA-18A 125, and standard on all PA-18 and PA-18A 135 and 150’s. |
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Aircraft from 18-1 thru 18-3780, except 18-3771, had a 12-rib wing |
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PA-18 135, 18-3771, and 18-3781 and up have a 14-rib wing. |
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18-2520 to 18-2524 were equipped with special flap handle installation, tow brakes and special seats. None are in FAA Aircraft Register and I don’t know where they went. |
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Part II
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Part II covers the models in Part I, in seaplane configuration, approved a year or so later, same CN range. |
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Part III |
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PA-18 "150," Approved October 1, 1954
PA-18A "150," Approved October 1, 1954 |
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They are the same as the PA-18 "135" and PA-18A "135" except for the engine, wings, and revisions to the fuselage, fuel system and landing gear. |
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SN are 18-3771; and 18-3781 and up |
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