Piper PA-18-150 Super Cub

Piper introduced the PA-18 Super Cub in 1949 as a more capable evolution of the J-3 Cub. The Super Cub used the same general tube-and-fabric construction but with structural reinforcements, a more powerful engine, and a more refined airframe. Early Super Cubs had the Continental C-90 at 90 hp. Variants progressed through 95, 108, 125, 135, and finally the standard 150 hp Lycoming O-320 in the PA-18-150 introduced in 1955. The PA-18-150 became the volume Super Cub for the rest of production.

Production ran continuously from 1949 through 1981, with breaks and limited late production runs through 1994. Total Super Cub production was about 9,000 aircraft. The airplane was popular with the US Forest Service, missionary aviation programs, Alaska bush operators, and backcountry pilots worldwide. The fleet has remained active and well-maintained by enthusiast and commercial operators throughout the decades.

Piper ended Super Cub production in 1994 except for limited runs. CubCrafters and Aviat have produced new airframes inspired by the Super Cub design (Carbon Cub SS and Husky respectively, plus various Cub clones). The original PA-18-150 remains the benchmark for the type. SuperCub.Org is the dedicated online community resource and many Super Cubs are continually restored, re-engined, and modified for specific bush-flying missions.

The Super Cub cruises at about 100 KTAS at 75% power, burning 8 gph of 100LL. At long-range cruise, the airplane drops to about 90 KTAS on 6.5 to 7 gph. Cruise speed isn't the Super Cub's defining capability. Short-field performance is. The PA-18-150 can take off in 200 feet at gross weight and land in 300 to 400 feet. Backcountry-modified Super Cubs with large tundra tires and STOL kits can operate from strips most other airplanes can't reach.

Useful load on a Super Cub is about 700 to 800 pounds depending on equipment. Full fuel (36 gallons usable on the standard PA-18-150) leaves about 480 to 580 pounds for two people and bags. Two adults plus camping gear works for most backcountry missions. Range with reserves is about 350 nm at long-range cruise. Service ceiling is 19,000 ft on paper but most Super Cub operations are at low altitudes (under 5,000 ft typical). The airplane's value is in the bush mission, not in cruise performance or range.

The Lycoming O-320 family powers every PA-18-150 Super Cub at 150 hp. Specific variants include the O-320-A2B, A2D, and B2B depending on production year. Four-cylinder, horizontally opposed, direct-drive, carbureted piston. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The O-320 family is one of the most-produced Lycoming engines and has universal parts and shop support.

Field overhauls at Penn Yan, Gann Aviation, or other reputable Lycoming shops run $28,000 to $40,000 in 2026 prices. The O-320 is among the cheapest four-cylinder Lycomings to overhaul. The Super Cub is also commonly re-engined to higher-power Lycomings via STC (O-360 at 180 hp is the most common upgrade), which adds about $5,000 to $10,000 over a standard O-320 overhaul and meaningfully improves climb performance.

Oil consumption on a healthy O-320 runs about 0.15 to 0.25 quarts per hour. The Sensenich fixed-pitch metal propeller standard on most Super Cubs requires periodic inspection and occasional repair. Wood propellers (less common but in use on some Super Cubs) need more frequent attention. Fabric covering on the Super Cub airframe requires periodic re-cover (typically every 20 to 25 years depending on operating conditions). Plan on re-cover as a major calendar-driven cost item, typically $25,000 to $50,000 per re-cover.

Plan on $130 to $200 per flight hour at 75 hours a year of utilization, all-in. The Super Cub's operating economics reflect the simple O-320 engine, tube-and-fabric airframe, and bush-flying mission profile. Fuel and oil run about $44 to $58 per hour at 8 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $14 to $20 per hour. Airframe maintenance reserve is $25 to $50 per hour, higher than typical certified airplanes due to fabric replacement, tailwheel maintenance, and (if applicable) float maintenance. Fabric re-cover amortizes at roughly $10 to $20 per hour at 75 hours/year utilization across a 20-year re-cover cycle.

Annual fixed costs (hangar, insurance, annual inspection) add another $50 to $90 per hour at 75 hours a year of utilization. Insurance on the Super Cub is moderate. Tailwheel insurance is more expensive than tricycle but Super Cub hull values are modest. First-time tailwheel owners pay $2,500 to $5,000 a year typically. Established Super Cub pilots with 200+ hours in type pay $1,500 to $3,000.

Acquisition cost in mid-2026 spans a wide range: A standard PA-18-150 with mid-time engine and recent fabric runs $90,000 to $150,000. A Super Cub with fresh engine, fresh fabric, and modern equipment runs $150,000 to $200,000. Float-equipped or backcountry-modified Super Cubs (large tundra tires, STOL kits, panel upgrades) command premiums of $30,000 to $100,000 over standard examples. Late-production Super Cubs (post-1994 limited runs) trade at the high end of the range.

SuperCub.Org is the dedicated online type-club community. Free membership. The community has accumulated decades of knowledge about Super Cub operation, modification, restoration, and bush-flying technique. Most ownership decisions benefit from consulting SuperCub.Org resources.