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How to Buy a Piper PA-18 Super Cub: Buyer's Guide
A legendary two-seat tube-and-fabric taildragger that trades speed for short-field performance and strong resale.
Updated October 2026 · Market data from 12 live fyiAero listings, the FAA registry and NTSB records
Overview
The Piper PA-18 Super Cub is the airplane the backcountry flying world grew up on. Piper developed it from the J-3 Cub and introduced it in 1949. Over the years it gained more power, flaps, and a long list of field modifications, and it stayed in production through several eras at Lock Haven and later under license. It is a two-place tandem, high-wing, tube-and-fabric taildragger. It is slow and noisy, and on short, rough strips, floats, and skis it is better than almost anything else in its price range.
The market is small and personal. fyiAero listings currently show 12 Super Cubs for sale, with model years from 1952 to 1990. Asking prices run from $119,900 to $405,000, with a median of $187,500. The FAA registry counts 3,599 PA-18s on the U.S. register. Many airplanes in that fleet have been rebuilt, re-covered, and modified more than once, so two Cubs with the same year on the data plate can be completely different airplanes.
Buying a Super Cub means buying a specific airplane's history: its rebuilds, its STCs, its corrosion story, and the quality of its fabric work. Expect most of the purchase decision to come down to paperwork and pre-buy findings rather than model year.
Who it's for. The Super Cub suits pilots whose mission is short strips, gravel bars, floats, skis, glider or banner towing, or simply low and slow fun flying. It is a poor choice if you need to travel cross-country with a passenger and bags on a schedule. Plan on a solid tailwheel endorsement and real time in type. The airplane is light, responsive, and quick to bite a careless pilot on landing. Insurance underwriters care much more about your tailwheel time than your total time. Low-time or new-tailwheel pilots should expect higher premiums, required dual instruction in type, and possibly limits on off-airport or float operations until they build experience. Many owners find that a few hours with a respected Cub instructor makes the insurance conversation much easier.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| PA-18 (90 hp) and PA-18-105/108 | 1949-1950s | These early Super Cubs had small Continental or Lycoming engines, and some lacked flaps. Few remain in original form because most have been re-engined or rebuilt to later standards, so price depends on the current configuration rather than the original spec. |
| PA-18-125 and PA-18-135 (including L-21 military versions) | 1951-1950s | These models used the Lycoming O-290 and introduced flaps and more usable performance. Many surviving examples, especially ex-military L-21s, have been converted to 150 hp or more, which raises value considerably. |
| PA-18-150 | 1954-early 1980s | The Lycoming O-320 version is the definitive Super Cub and makes up the bulk of the market. Values depend far more on rebuild quality, modifications, and engine condition than on year. |
| PA-18A agricultural versions | 1950s-1960s | These were built for spraying and dusting, with a hopper in place of the rear seat. Most have since been converted to two-place, so look closely for corrosion from chemical exposure and confirm the conversion paperwork. |
| Late-production PA-18-150 | Late 1980s-1990s | These later-built airplanes came from Piper and its licensee after the original Lock Haven run ended. They command a premium for being newer, but a well-rebuilt 1950s Cub can match or beat one on price. |
What a Piper PA-18 Super Cub costs to buy
11 priced listings on fyiAero right now ask between $119,900 and $405,000, with a median of $187,500 and a median of 2,692 hours total time. Against fyiEstimate, 2 are priced below estimate, 1 within range and 3 above.
- Do not shop by year. In fyiAero listings, 1952 airplanes average $285,000 (two listings), while a 1969 is asking $129,000. A single 1978 is listed at $335,000. Rebuild history and modifications drive value, not the data plate.
- Airframe hours matter less than you might expect. Listings under 2,000 hours have median asks of $262,500 to $279,500. The 2,000 to 3,000 hour band sits at $162,000, and 5,000-plus hour airframes have a median of $195,000. A high-time Cub with a recent quality rebuild can be worth more than a low-time one that needs fabric.
- The asking range of $119,900 to $405,000 mostly reflects configuration. Engine size, big tires, gross weight STCs, extended baggage, float kits, and fresh fabric explain most of that spread.
- With only 12 airplanes currently listed on fyiAero, inventory is thin. Be ready to move quickly on a good one, but do not let scarcity push you into skipping a thorough pre-buy.
- Budget for the paperwork review. A clean, continuous logbook set with properly documented 337s and STCs is worth real money at resale. Gaps or undocumented modifications can cost you on the way out.
- Treat the median ask of $187,500 as the center of the market for a solid, modified 150 hp airplane. Below that, expect older fabric, a mid-time engine, or a less-modified airframe.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $262,500 | 2 listings |
| 1,000–2,000 hrs | $279,500 | 2 listings |
| 2,000–3,000 hrs | $162,000 | 2 listings |
| 3,000–5,000 hrs | $176,250 | 2 listings |
| 5,000+ hrs | $195,000 | 2 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Fabric condition and covering system. Punch-test the fabric and identify the covering system and the date it was applied. A re-cover is a major expense, and poor workmanship can hide airframe problems.
- Lower fuselage longerons and aft tubing. Moisture collects in the lower fuselage, especially near the tail. Internal tube corrosion is a classic Cub problem, so the area needs inspection openings or a borescope.
- Wing lift struts and strut fittings. Strut corrosion has been the subject of FAA airworthiness action on Piper tube-and-fabric types. Have the shop research the applicable ADs and confirm whether the struts are original, inspected, or replaced with sealed units.
- Wing spars, ribs, and attach fittings. Look inside through the inspection rings for bent ribs, spar damage from past ground loops or wingtip strikes, and corrosion at the fittings.
- Landing gear, bungees or shocks, and gear legs. Hard off-airport landings stress the gear. Check for bent legs, cracked fittings, old bungee cords, and proper installation of any aftermarket gear.
- Tailwheel assembly, springs, and steering. A worn tailwheel or poorly rigged steering springs make ground handling worse and contribute to ground loops.
- Float and seaplane history. Saltwater or float use speeds up corrosion. Ask for float time, check for anti-corrosion treatment, and look closely at the lower structure.
- Engine condition and usage pattern. Many Cubs sit for long periods. Look for internal corrosion signs, check compression and oil analysis trends, and confirm the paperwork for any engine conversion.
- Control cables, pulleys, and trim system. Cables run through areas prone to dirt and moisture. Check for fraying, pulley wear, and correct tension, and confirm the stabilizer trim mechanism is in good condition.
- Logbooks, 337s, and STC documentation. Super Cubs are often heavily modified. Every mod should be documented and should match what is actually installed, and the weight and balance should be current.
Popular upgrades
- 180 hp engine conversion. A properly documented 180 hp STC is one of the most sought-after mods. It noticeably improves takeoff and climb, especially on floats, and adds substantial value.
- Oversize tundra tires and upgraded gear. Big tires are expected for backcountry use and help resale with that buyer pool. They add drag and weight, so pilots who stay on pavement value them less.
- Gross weight increase and airframe strengthening STCs. Extra useful load matters in an airplane this light. Well-known bush-shop mods add value when the paperwork is complete.
- Extended baggage compartment. This is a practical upgrade for camping and hunting trips and is commonly found on higher-priced examples.
- Vortex generators and flap or aileron mods. These lower stall speeds and improve slow-flight control. They are a modest value add but are popular with short-field operators.
- Modern electrical, lighting, and lightweight avionics. LED lights, a lightweight starter and battery, and a simple ADS-B Out solution add appeal. Heavy panel upgrades rarely pay back in a Cub.
Ownership costs
Ownership costs for the Super Cub are moderate because the airplane is simple. A cost model based on fyiAero data puts variable operating cost at about $89 per hour, with fuel burn around 8.0 gallons per hour. The estimated annual budget is about $24,615 for 168 hours of flying a year, which assumes a pre-owned value of around $111,720 for insurance and financing. With roughly 95 knots in cruise and a range of about 470 nautical miles, that works out to about $0.94 per nautical mile. The Cub is slow, so per-mile costs are higher than the gas burn suggests. Plan separately for the big-ticket items: a fabric re-cover, an engine overhaul, and tires and gear repairs if you fly off-airport. Insurance varies widely with your tailwheel experience and whether you operate on floats or unimproved strips.
Safety record
NTSB records show 231 accidents involving PA-18s over the last 10 years, against a U.S. registered fleet of 3,599. That works out to 64.2 accidents per 1,000 aircraft. Of those, 14 were fatal (3.9 per 1,000 aircraft) and 8 aircraft were destroyed. Those numbers need context. Super Cubs spend much of their lives in demanding environments, including short strips, gravel bars, floats, skis, and towing. Many accidents are low-speed ground loops, nose-overs, or landing mishaps that bend metal but rarely hurt anyone. The main risk areas are tailwheel directional control, landing on unfamiliar or soft surfaces, density altitude in the mountains, low-level maneuvering, and fuel management. Recurrent training with a qualified tailwheel instructor, honest limits on off-airport operations, and a careful approach to strip selection do far more for safety than any airframe mod.
Alternatives to consider
- Aviat Husky. A newer design with more power and modern construction, but it usually costs more and has a smaller used-market history.
- CubCrafters Carbon Cub / Top Cub. Lighter and more powerful with excellent performance, but priced well above most PA-18s.
- Piper PA-12 Super Cruiser. Seats three and is often cheaper, but it lacks the PA-18's flaps and short-field reputation unless modified.
- American Champion Scout. A capable tandem taildragger that is generally less expensive, but it has less resale demand and a thinner parts and mod ecosystem.
- Maule M-5 / M-7. Seats four with more speed and cabin room for the money, but it is heavier and less nimble on the shortest strips.
Frequently asked questions
How much does a Piper Super Cub cost?
fyiAero listings currently show Super Cub asking prices from $119,900 to $405,000, with a median of $187,500. Configuration, rebuild quality, and modifications drive most of that spread.
Is a Super Cub hard to fly?
It is easy and enjoyable in the air, but it is a light taildragger that demands attention on takeoff and landing. A good tailwheel instructor and time in type are the best investment you can make.
How fast is a Super Cub and how far can it go?
Plan on about 95 knots in cruise and roughly 470 nautical miles of range, burning around 8.0 gallons per hour. It is built for short-field capability, not travel speed.
How many Super Cubs are there?
The FAA registry lists 3,599 PA-18s in the U.S. fleet. Only 12 are currently listed for sale on fyiAero, so good airplanes do not stay on the market long.
Does a newer Super Cub cost more than an older one?
Not necessarily. In fyiAero listings, 1952 examples average $285,000 while a 1969 is asking $129,000, because rebuild history and mods matter more than the year on the data plate.
Do high airframe hours hurt a Super Cub's value?
Less than you might think. In fyiAero listings, airplanes with 5,000-plus hours have a median ask of $195,000, above the $162,000 median for the 2,000 to 3,000 hour band, since a quality rebuild resets much of the airframe.
Piper PA-18 Super Cub for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
