1 / 11 · 🔍 click to zoom
1941 PIPER J-3 CUB
Starts from the median asking price of 421 comparable PIPER Single-Engine Piston listings ($167,500), then adjusts for:
- Year -37 vs comparable listings -20.0%
- Airframe time +819 hr vs comps -1.6%
- Engine time -215 hr vs comps +0.6%
- Market supply: 1 for sale of 104 FAA-registered +4.0%
Shown as a range. An estimate from asking-price comparables and FAA supply data — not an appraisal.
Overview
| Make / Model | PIPER J-3 CUB |
|---|---|
| Type | Single-Engine Piston |
| Airframe time | 4,510 hrs |
| Engine time | 612 |
| ADS-B | Yes |
Description
If you've flown one of these Grasshoppers before, you'll quickly recognize the value of 881's improvements. If you've yet to do this kind of flying, you're in for quite a treat: jumps off the ground, nimble at the controls, lovely visibility, fresh air, and the pride that you're flying a Cub. I'm sure Bill Piper had no idea how long lasting his little bird would be. This is an unusually well equipped Piper J3. Not only a strong 90 horsepower engine, but a fully-installed flip-flop VHF comm radio/ICS and a power supply that will last many more hours than the airplane's already increased endurance. Installed transponder with ADS-B out that greatly extends your airspace. I'm based and successfully operate from Norfolk, VA, class C.
Modifications
Excellent performance with the Continental 90 horsepower engine. No electric starter, but Armstrong starter is as dependable now as its predecessor was in 1941, usually on the first pull. Wheels up in a jiffy with excellent climb. Original 12 gallon fuel tank (881 is STCd for MOGAS, but 100 low lead is a much better choice) has been augmented with an 8 gallon wing tank - nice reassurance when you've perhaps stretched things a little farther than you should have. All-in-all, this little bird will stay aloft just as long as your rear end will stay in the seat.
Avionics
You'll find that the "panel" mounted flip flop VHF radio and ADS-B out transponder with their supporting rechargeable power supply overcome the only objection one could have to flying J3 in modern airspace. I've done it in the past with hand-held transceivers, but they leave a lot to be desired: transmission power depletes rapidly; wires all over the place; radio never convenient to hold, falling off your lap while you're handling stick pedals, carb heat and throttles, trying to self announce at the same time. This is one very professional installation by an A&P/IA who had excellent rapport with FAA FSDO. All this has been done without a single machine screw, weld, cut or tap in the airframe that rolled out of the old Loch Haven factory 3 months before the Japanese attacked. Yes, the Government did commandeer it for a while; surely it started the flying career of a pilot or two of that wonderful generation who won the Second World War.
