Piper J-3 Cub
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The Piper J-3 Cub is an American light aircraft that was built between 1938 and 1947 by Piper Aircraft. The aircraft has a simple, lightweight design which gives it good low-speed handling properties and short-field performance. The Cub is Piper Aircraft's second most-produced model after the PA-28 Cherokee series (>32,000 produced) with over 20,000 built in the United States. Its simplicity, affordability and popularity invokes comparisons to the Ford Model T automobile.
The aircraft is a high-wing, strut-braced monoplane with a large-area rectangular wing. It is most often powered by an air-cooled, flat-4 piston engine driving a fixed-pitch propeller. Its fuselage is a welded steel frame covered in fabric, seating two people in tandem.
The Cub was designed as a trainer. It had great popularity in this role and as a general aviation aircraft. Due to its performance, it was well suited for a variety of military uses such as reconnaissance, liaison and ground control. It was produced in large numbers during World War II as the L-4 Grasshopper. Many Cubs are still flying today. Cubs are highly prized as bush aircraft.
The aircraft's standard chrome yellow paint came to be known as "Cub Yellow" or "Lock Haven Yellow".<ref name="MagnusLord">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Design and developmentEdit
The Taylor E-2 Cub first appeared in 1930, built by Taylor Aircraft in Bradford, Pennsylvania. Sponsored by William T. Piper, a Bradford industrialist and investor, the affordable E-2 was meant to encourage greater interest in aviation. Later in 1930, the company went bankrupt, with Piper buying the assets, but keeping founder C. Gilbert Taylor on as president. In 1936, an earlier Cub was altered by employee Walter Jamouneau to become the J-2 while Taylor was on sick leave. Some believed the "J" stood for Jamouneau, while aviation historian Peter Bowers concluded the letter simply followed the E, F, G and H models, with the letter "I" skipped because it could be mistaken for the numeral "1".<ref name=smith>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Peter M. Bowers, Piper Cubs (Tab Books 1993)</ref> When he saw the redesign, Taylor was so incensed that he fired Jamouneau. Piper, however, had encouraged Jamouneau's changes and hired him back. Piper then bought Taylor's share in the company, paying him $250 per month for three years. <ref name=spence>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Although sales were initially slow, about 1,200 J-2s were produced before a fire in the Piper factory, a former silk mill in Bradford, Pennsylvania, ended its production in 1938. After Piper moved his company from Bradford to Lock Haven, Pennsylvania, the J-3, which featured further changes by Jamouneau, replaced the J-2. The changes integrated the vertical fin of the tail into the rear fuselage structure and covered it simultaneously with each of the fuselage's sides, changed the rearmost side window's shape to a smoothly curved half-oval outline and placed a steerable tailwheel at the rear end of the J-2's leaf spring-style tailskid, linked for its steering function to the lower end of the rudder with springs and lightweight chains to either end of a double-ended rudder control horn. Powered by a 40 hp (30 kW) engine, in 1938, it sold for just over $1,000.<ref>Piper J-3 Cub Film Series (TM Technologies, footage from 1937–1948 shows step-by-step construction. 110 minutes.)</ref>
Several alternative air-cooled engines, typically flat-fours, powered the J-3 Cubs, designated J3C when using the Continental A series,<ref name="A691" /> J3F using the Franklin 4AC,<ref name="A692" /> and J3L with the Lycoming O-145.<ref name="A698" /> Very few examples, designated J3P, were equipped with Lenape Papoose 3-cylinder radial engines.<ref name="ATC695" />
The outbreak of hostilities in Europe in 1939, along with the growing realization that the United States might soon be drawn into World War II, resulted in the formation of the Civilian Pilot Training Program (CPTP). The Piper J-3 Cub became the primary trainer aircraft of the CPTP and played an integral role in its success, achieving legendary status. About 75% of all new pilots in the CPTP (from a total of 435,165 graduates) were trained in Cubs. By war's end, 80% of all United States military pilots had received their initial flight training in Piper Cubs.<ref name=guill>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The need for new pilots created an insatiable appetite for the Cub. In 1940, the year before the United States entered the war, 3,016 Cubs had been built. Wartime demands soon increased that production rate to one Cub being built every 20 minutes.<ref name=guill />
FlitfireEdit
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Prior to the United States entering World War II, J-3s were part of a fund-raising program to support the United Kingdom. Billed as a Flitfire, a Piper Cub J3 bearing Royal Air Force insignia was donated by W. T. Piper and Franklin Motors to the RAF Benevolent Fund to be raffled off. Piper distributors nationwide were encouraged to do the same. On April 29, 1941, all 48 Flitfire aircraft, one for each of the 48 states that made up the country at that time, flew into La Guardia Field for a dedication and fundraising event which included Royal Navy officers from the battleship HMS Malaya, in New York for repairs, as honored guests.<ref>Template:Cite magazine</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> At least three of the original Flitfires have been restored to their original silver-doped finish.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Operational historyEdit
World War II serviceEdit
Minutes before the 1941 Attack on Pearl Harbor, Machinist Mate 2nd Class Marcus F. Poston, a student pilot, was on a solo flight through K-T Flying Service, piloting a Piper Cub J-3 over the valley of Oahu. Poston was flying just as the Japanese planes began appearing over the island and was subsequently shot down. Poston managed to bail out and parachute to safety. The Piper J-3 Cub was the first American plane to be shot down in World War II.
The Piper Cub quickly became a familiar sight. First Lady Eleanor Roosevelt took a flight in a J-3 Cub, posing for a series of publicity photos to help promote the CPTP. Newsreels and newspapers of the era often featured images of wartime leaders, such as Generals Dwight Eisenhower, George Patton and George Marshall, flying around European battlefields in Piper Cubs.
Civilian-owned Cubs joined the war effort as part of the newly formed Civil Air Patrol, patrolling the Eastern Seaboard and Gulf Coast in a constant search for German U-boats and survivors of U-boat attacks.<ref>Campbell, Douglas E., "Volume III: U.S. Navy, U.S. Marine Corps and U.S. Coast Guard Aircraft Lost During World War II Listed by Aircraft Type", Lulu.com, Template:ISBN (2011), p. 374Template:Self-published source</ref>Template:Self-published inline<ref name="af2865">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="aiww2-0704">Template:Cite journal</ref>
Piper developed a military variant ("All we had to do," Bill Jr. is quoted as saying, "was paint the Cub olive drab to produce a military airplane"),<ref name=spence/> variously designated as the O-59 (1941), L-4 (after April 1942) and NE (U.S. Navy). The L-4 Grasshopper was mechanically identical to the J-3 civilian Cub, but was distinguishable by the use of a Plexiglas greenhouse skylight and rear windows for improved visibility, much like the Taylorcraft L-2 and Aeronca L-3 also in use with the US armed forces. It had accommodations for a single passenger in addition to the pilot. When carrying only the pilot, the L-4 had a top speed of Template:Convert, a cruise speed of Template:Convert, a service ceiling of Template:Convert, a stall speed of Template:Convert, an endurance of three hours,<ref name="FOU">Fountain, Paul, The Maytag Messerschmitts, Flying Magazine, March 1945, p. 90: With one pilot aboard, the L-4 had a maximum endurance of three hours' flight time (no reserve) at a reduced cruising speed of 65 mph.</ref> and a range of Template:Convert.<ref>Gunston, Bill and Bridgman, Leonard, Jane's Fighting Aircraft of World War II, Studio Editions, Template:ISBN (1989), p. 253</ref> Some 5,413 L-4s were produced for U.S. forces, including 250 built for the U.S. Navy under contract as the NE-1 and NE-2.<ref>Frédriksen, John C., Warbirds: An Illustrated guide to U.S. Military Aircraft, 1915–2000, ABC-CLIO, Template:ISBN (1999), p. 270</ref><ref>Bishop, Chris, The Encyclopedia of Weapons of World War II, Sterling Publishing Company, Inc., Template:ISBN (2002), p. 431</ref>
All L-4 models, as well as other tandem-seat light aircraft from Aeronca and Taylorcraft, were collectively nicknamed "Grasshoppers", although any liaison plane, regardless of manufacturer, was often referred to as a 'Cub'. The L-4 was primarily employed in World War II for artillery spotting and training liaison pilots, but short-range reconnaissance, medical evacuation, and courier or supply missions were not uncommon.<ref name=guill/> During the Allied invasion of France in June 1944, the L-4's slow cruising speed and low-level maneuverability made it an ideal observation platform for spotting hidden German guns and armored vehicles waiting in ambush in the hedgerow bocage country south of the invasion beaches. For these and other operations, the pilot generally carried both an observer and Template:Convert communications radio, a load that sometimes exceeded the plane's specified gross weight.<ref name="FOU"/> After the Allied breakout in France, L-4s were occasionally equipped with improvised racks (usually in pairs or quartets) of infantry bazookas for attacking enemy vehicles. The most famous of these unlikely ground attack planes was an L-4 named Rosie the Rocketer, piloted by Maj. Charles "Bazooka Charlie" Carpenter, whose six bazooka rocket launchers were credited with eliminating several tanks and armored cars during its wartime service,<ref>What's New in Aviation: Piper Cub Tank Buster, Popular Science, Vol. 146 No. 2 (February 1945) p. 84</ref><ref>Kerns, Raymond C., Above the Thunder: Reminiscences of a Field Artillery Pilot in World War II, Kent State University Press, Template:ISBN (2009), pp. 23–24, 293–294</ref> especially during the Battle of Arracourt. L-4s could also be operated from ships, using the Brodie landing system.
After the war, many L-4s were sold as surplus, but a considerable number were retained in service.<ref name="EDW">Edwards, Paul M., Korean War Almanac, Infobase Publishing, Template:ISBN (2006), p. 502</ref> L-4s sold as surplus in the U.S. were redesignated as J-3s, but often retained their wartime glazing and paint.<ref>"Nicholas Aircraft Sales", Flying Magazine, April 1946, Vol. 38, No. 4, ISSN 0015-4806, p. 106</ref>
PostwarEdit
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An icon of the era and of American general aviation, the J-3 Cub has long been loved by pilots and nonpilots alike, with thousands still in use. Piper sold 19,073 J-3s between 1938 and 1947, the majority of them L-4s and other military variants. After the war, thousands of Grasshoppers were civilian-registered under the designation J-3. Sixty-five pre-war Taylor and Piper Cubs were assembled from parts in Canada (by Cub Aircraft Corporation Ltd.). After the war, 130 J-3C-65 models were manufactured in Hamilton, Ontario. Sixteen L-4B models, (known as the Prospector), were later manufactured. The last J-3 model was assembled from parts at Leavens Bros. Toronto in 1952.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> J-3 Cubs were also assembled in Denmark<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and Argentina and by a licensee in Oklahoma.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In the late 1940s, the J-3 was replaced by the Piper PA-11 Cub Special (1,500 produced), the first Piper Cub version to have a fully enclosed cowling for its powerplant and then the Piper PA-18 Super Cub, which Piper produced until 1981 when it sold the rights to WTA Inc. In all, Piper produced 2,650 Super Cubs. The Super Cub had a 150 hp (110 kW) engine which increased its top speed to 130 mph (210 km/h). Its range was Template:Convert.
Korean War serviceEdit
On 26 June 1950, one day after the Korean War broke out, the Republic of Korea Air Force flew L-4s to Dongducheon to support the ROK 7th Infantry Division against North Korean military by dropping two bombs from an observer in the rear seat. A total of 70 bombs were dropped until the following day, then aircraft were switched back to reconnaissance mission as bombs were depleted. South Korea lost 25 L-4s throughout the Korean War.<ref name="L-4 Korean War">Template:Cite book</ref>
The United States Army also operated small numbers of L-4s, but were replaced by L-16 during the war.<ref name="L-4 Korean War"/> The L-4 was in service in many of the same roles it had performed during World War II, such as artillery spotting, forward air control and reconnaissance.<ref name="EDW"/> Some L-4s were fitted with a high-back canopy to carry a single stretcher for medical evacuation of wounded soldiers.<ref name="EDW"/>
Modern productionEdit
Modernized and up-engined versions are produced by Cub Crafters of Washington and by American Legend Aircraft in Texas, as the Cub continues to be sought after by bush pilots for its short takeoff and landing (STOL) capabilities, as well as by recreational pilots for its nostalgia appeal. The new aircraft are actually modeled on the PA-11, though the Legend company does sell an open-cowl version with the cylinder heads exposed, like the J-3 Cub.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> An electrical system is standard from both manufacturers.Template:Citation needed
The J-3 is distinguished from its successors by having a cowl that exposes its engine's cylinder heads — the exposed cylinders of any J-3's engine were usually fitted with sheet metal "eyebrow" air scoops to direct air over the cylinder's fins for more effective engine cooling in flight. Very few other examples exist of "flat" aircraft engine installations (as opposed to radial engines) in which the cylinder heads are exposed. From the PA-11 on through the present Super Cub models, the cowling surrounds the cylinder heads.<ref name="Supercub">Clark, Anders. (21 November 2014) "Piper J-3 Cub: The World's Most Iconic Airplane". Disciples of Flight. Retrieved 21 August 2014.</ref>
A curiosity of the J-3 is that when it is flown solo, the lone pilot normally occupies the rear seat for proper balance, to balance the fuel tank located at the firewall. Starting with the PA-11, as well as some L-4s, fuel was carried in wing tanks, allowing the pilot to fly solo from the front seat.<ref name="Supercub"/>
VariantsEdit
CivilEdit
- J-3
- Equipped with a Continental A-40, A-40-2, or A-40-3 engine of Template:Convert, or A-40-4 engine of Template:Convert<ref name="ATC660">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- J3C-40
- Certified 14 July 1938 and equipped with a Continental A-40-4 or A-40-5 of Template:Convert<ref name="A691">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- J3C-50
- Certified 14 July 1938 and equipped with a Continental A-50-1 or A-50-2 to -9 (inclusive) of Template:Convert<ref name="A691" />
- J3C-50S
- Certified 14 July 1938 and equipped with a Continental A-50-1 or A-50-2 to -9 (inclusive) of Template:Convert, equipped with optional float kit<ref name="A691" />
- J3C-65
- Certified 6 July 1939 and equipped with a Continental A-65-1 or A-65-3, 6, 7, 8, 8F, 9 or 14 of Template:Convert or an A-65-14, Continental A-75-8, A-75-8-9 or A-75-12 of Template:Convert or Continental C-85-8 or C-85-12 of Template:Convert or Continental C-90-8F of Template:Convert<ref name="A691" />
- J3C-65S
- Certified 27 May 1940 and equipped with a Continental A-65-1 or A-65-3, 6, 7, 8, 8F, 9 or 14 of Template:Convert or an A-65-14, Continental A-75-8, A-75-8-9 or A-75-12 of Template:Convert or Continental C-85-8 or C-85-12 of Template:Convert or Continental C-90-8F of Template:Convert, equipped with optional float kit<ref name="A691" />
- J3F-50
- Certified 14 July 1938 and equipped with a Franklin 4AC-150 Series 50 of Template:Convert<ref name="A692">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- J3F-50S
- Certified 14 July 1938 and equipped with a Franklin 4AC-150 Series 50 of Template:Convert, equipped with optional float kit<ref name="A692" />
- J3F-60
- Certified 13 April 1940 and equipped with a Franklin 4AC-150 Series A of Template:Convert or a Franklin 4AC-171 of Template:Convert<ref name="A692" />
- J3F-60S
- Certified 31 May 1940 and equipped with a Franklin 4AC-150 Series A of Template:Convert or a Franklin 4AC-171 of Template:Convert, equipped with optional float kit<ref name="A692" />
- J3F-65
- Certified 7 August 1940 and equipped with a Franklin 4AC-176-B2 or a Franklin 4AC-176-BA2 of Template:Convert<ref name="A692" />
- J3F-65S
- Certified 4 January 1943 and equipped with a Franklin 4AC-176-B2 or a Franklin 4AC-176-BA2 of Template:Convert, equipped with optional float kit<ref name="A692" />
- J3L
- Certified 17 September 1938 and equipped with a Lycoming O-145-A1 of Template:Convert or a Lycoming O-145-A2 or A3 of Template:Convert<ref name="A698">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- J3L-S
- Certified 2 May 1939 and equipped with a Lycoming O-145-A1 of Template:Convert or a Lycoming O-145-A2 or A3 of Template:Convert, equipped with optional float kit<ref name="A698" />
- J3L-65
- Certified 27 May 1940 and equipped with a Lycoming O-145-B1, B2, or B3 of Template:Convert<ref name="A698" />
- J3L-65S
- Certified 27 May 1940 and equipped with a Lycoming O-145-B1, B2, or B3 of Template:Convert, equipped with optional float kit<ref name="A698" />
- J3P
- Variant powered by a Template:Convert Lenape LM-3-50 or Lenape AR-3-160 three-cylinder radial engine<ref name="Peperell" /><ref name="ATC695">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- J-3R
- Variant with slotted flaps powered by a Template:Convert Lenape LM-3-65 engine.<ref name="Peperell" />
- J-3X
- 1944 variant with cantilever wing powered by a Template:Convert Continental A-65-8 engine.<ref name="Peperell" />
- L-4B Prospector
- Canadian manufactured model, with removable rear seat and control, additional capacity, optional extra fuel tank and painted in a PA-12 color scheme.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- Cammandre 1
- A French conversion of J-3 Cub/L-4 aircraft<ref name="Cammandre">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- Poullin J.5A
- Five L-4 Cubs converted by Jean Poullin for specialist tasks.<ref name=Gaillard4464>Template:Cite book</ref>
- Poullin J.5B
- A single L-4 Cub converted by Jean Poullin for specialist tasks<ref name=Gaillard4464/>
- Wagner Twin Cub
- A twin fuselage conversion of the J-3<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
MilitaryEdit
- YO-59
- Four US Army Air Corps test and evaluation J3C-65<ref name="Andrade140" />
- O-59
- Production version for the USAAC; 140 built later redesignated L-4<ref name="Andrade140" />
- O-59A
- Improved version, powered by a 65-hp (48-kW) Continental O-170-3 piston engine; 948 built, later redesignated L-4A<ref name="Andrade140" />
- L-4
- Redesignated YO-59 and O-59<ref name="Andrade129" />
- L-4A
- Redesignated O-59A.<ref name="Andrade129" />
- L-4B
- As per L-4A, but without radio equipment; 980 built<ref name="Andrade129" />
- L-4C
- Eight impressed J3L-65s, first two originally designated UC-83A<ref name="Andrade129" />
- L-4D
- Five impressed J3F-65s<ref name="Andrade129" />
- L-4H
- As per L-4B but with improved equipment and fixed-pitch propeller, 1801 built<ref name="Andrade129" />
- L-4J
- L-4H with controllable-pitch propeller, 1680 built<ref name="Andrade129" />
- UC-83A
- Two impressed J3L-65s, later redesignated L-4C<ref name="Andrade81" />
- TG-8
- Three-seat training glider variant, 250 built<ref name="Andrade170" />
- XLNP-1
- United States Navy designation for three experimental TG-8s received<ref name="Andrade170" />
- NE-1
- United States Navy designation for dual-control version of J3C-65, 230 built<ref name="Andrade201" />
- NE-2
- As per NE-1 with minor equipment changes, 20 built<ref name="Andrade201" />
- B.S.3
- (Template:Langx) Royal Thai Armed Forces designation for the L-4H and L-4J.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
OperatorsEdit
CivilEdit
The aircraft has been popular with flying schools — especially from the pre-World War II existence of the Civilian Pilot Training Program using them in the United States — and remains so with private individuals, into the 21st century.
MilitaryEdit
- Royal Netherlands East Indies Army Air Force<ref name=NEIADF>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- Indonesian Air Force<ref>Heyman (2005), pp. 19, 22.</ref>
- Republic of Korea Air Force: Received 10 L-4s from the Army to create the Air Force on 1 October 1949. 8 L-4s were operational at the beginning of the Korean War. Lost 25 vehicles during the war.<ref name="L-4 Korean War"/><ref name="Triggs1319">Triggs, James M.: The Piper Cub Story, pages 13–19. The Sports Car Press, 1963. SBN 87112-006-2</ref>
- Military of Paraguay - L-4<ref name="Krivinyi">Krivinyi, Nikolaus: World Military Aviation, page 181. Arco Publishing Company, 1977. Template:ISBN</ref>
- Royal Thai Navy<ref name="worldairforces.com">Template:Citation</ref>
- REDIRECT Template:GBR
- Royal Air Force<ref name="Andrade239" />
- United States Air Force<ref name="Peperell" />
- United States Army<ref name="Triggs1319" />
- United States Army Air Forces<ref name="Peperell" />
- United States Navy<ref name="Peperell" /><ref name="Triggs1319" />
- Civil Air Patrol
Specifications (J3C-65 Cub)Edit
See alsoEdit
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ReferencesEdit
BibliographyEdit
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External linksEdit
- Fiddler's Green - history of the J-3
- Piper Aircraft, Inc. - History - Brief timeline of the history of Piper Aircraft, starting with the Piper Cub
- Sentimental Journey - Annual fly-in of Piper Cubs held in Lock Haven, Pennsylvania