j 3 cub
Moderators: GAHorn, Karl Towle, Bruce Fenstermacher
- Bruce Fenstermacher
- Posts: 10320
- Joined: Tue Apr 23, 2002 11:24 am
Well I think it depends on the level of restoration and or what level of authenticity your looking for.
You won't see them everyday but if you put the word out the word they can be found.
Living close by I go to Sentimental Journey fly-in at Lock-haven, PA every year. This is fly-in is like the holy grail of fly-ins if you have a Cub.
There are always a handful of L-4s and the fly-in usually brings out the best. Most are for sale if you want to pay $50,000 for a flying example of an aircraft that would put most museum birds to shame.
You won't see them everyday but if you put the word out the word they can be found.
Living close by I go to Sentimental Journey fly-in at Lock-haven, PA every year. This is fly-in is like the holy grail of fly-ins if you have a Cub.
There are always a handful of L-4s and the fly-in usually brings out the best. Most are for sale if you want to pay $50,000 for a flying example of an aircraft that would put most museum birds to shame.
CAUTION - My forum posts may be worth what you paid for them!
Bruce Fenstermacher, Past President, TIC170A
Email: brucefenster at gmail.com
Bruce Fenstermacher, Past President, TIC170A
Email: brucefenster at gmail.com
Bruce,
I thought about you the other day, I flew my 170 down to Savannah for work and when I got there it was such a nice day I pulled a friends J3 out of the hanger and took it for a trip around the patch. Now that was a great day of flying. I love flying my 170 but there is something about a J3 and to fly both of them back to back was a real treat.
I thought about you the other day, I flew my 170 down to Savannah for work and when I got there it was such a nice day I pulled a friends J3 out of the hanger and took it for a trip around the patch. Now that was a great day of flying. I love flying my 170 but there is something about a J3 and to fly both of them back to back was a real treat.
Oh crap. You are opening up a can of worms with that question!!! One of those Ford vs. Chevy things. I also have a Champ and love it but I would like to have a Cub. The Cub needs to be soloed from the rear and has a narrow cockpit. The Champ was pretty much designed to address all the so called short comings of the Cub. Wider fuselage, front seat solo, etc. There are staunch advocates for both.
Champs generally "were" much cheaper to purchase but with the advent of the Sport Pilot catagory, the price of Champs has nearly doubled. A real nice Champ will be $25k and up. Same with the Cub, but they are generally higher priced than Champs for comparable planes.
Keith
Champs generally "were" much cheaper to purchase but with the advent of the Sport Pilot catagory, the price of Champs has nearly doubled. A real nice Champ will be $25k and up. Same with the Cub, but they are generally higher priced than Champs for comparable planes.
Keith
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- Posts: 652
- Joined: Sat May 08, 2004 12:33 am
Iowa - I flew a 1946 Champ for several years before the C170. The Champ has oleo strut gear dampening versus the elastic cords used on the J3. The brakes of the Champ are cable actuated - the J3 uses a hydraulic bladder (basically out of the Model T) which can fail when brakes are applied with great force. The Champ cockpit is more roomy, less drafty and seems to do better in the rain than the J3. Sitting up forward is also nice. The two aircraft equipped with similar engines perform basically the same - takeoff, climb, landing, fuel consumption, etc. I guess the primary difference would be that the Champ is more comfortable on long cross country flights.
- Bruce Fenstermacher
- Posts: 10320
- Joined: Tue Apr 23, 2002 11:24 am
There are pros and cons to both the J3 and Champ. I'm 5'8" and comfortable in the back of either my J3 or my friends Champ. I don't like the front seat in either of them.
If I was shopping and found a good deal on a Champ before a J3 I'd be happy with it or the other way around.
If you want a warbird the L-3 (Champ) or the L-2 (TaylorCraft) will be much cheaper than an L-4 (J-3) in the same condition.
If I was shopping and found a good deal on a Champ before a J3 I'd be happy with it or the other way around.
If you want a warbird the L-3 (Champ) or the L-2 (TaylorCraft) will be much cheaper than an L-4 (J-3) in the same condition.
CAUTION - My forum posts may be worth what you paid for them!
Bruce Fenstermacher, Past President, TIC170A
Email: brucefenster at gmail.com
Bruce Fenstermacher, Past President, TIC170A
Email: brucefenster at gmail.com
Not picking on your good input...just clarifying it a bit...Robert Eilers wrote:... The Champ has oleo strut gear dampening versus the elastic cords used on the J3. The brakes of the Champ are cable actuated - ...
The Champ/Chief did not exactly have "oleo" struts. They are actually greased spring-struts. The brakes are not designed to actually stop the plane. They are designed to hold it sorta still while the run-up is performed.
(But they are easier to use at first than the J-3 heel brakes, IMHO.)
'53 B-model N146YS SN:25713
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.
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- Posts: 894
- Joined: Mon Apr 22, 2002 6:25 pm
Please explain why then the Champ and Chief have oil filled struts? If that isn't an "oleo" then what is?gahorn wrote:Not picking on your good input...just clarifying it a bit...Robert Eilers wrote:... The Champ has oleo strut gear dampening versus the elastic cords used on the J3. The brakes of the Champ are cable actuated - ...
The Champ/Chief did not exactly have "oleo" struts. They are actually greased spring-struts. The brakes are not designed to actually stop the plane. They are designed to hold it sorta still while the run-up is performed.
(But they are easier to use at first than the J-3 heel brakes, IMHO.)
Dave
N92CP ("Clark's Plane")
1953 C-180
N92CP ("Clark's Plane")
1953 C-180
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- Posts: 652
- Joined: Sat May 08, 2004 12:33 am
The Aeronca's don't have oil in them. They're not "oleo" struts. They merely have sliding bushings within a steel tube, supported by coil springs, and are greased.Dave Clark wrote:..Please explain why then the Champ and Chief have oil filled struts? If that isn't an "oleo" then what is?
Oleo-struts are nitrogen (or dry air) charged, oil-filled, sealed spring struts. (Nitrogen is preferred because it is inexpensive and will not support oxidation.) They are essentially hydraulic shock-absorbers with a pre-charge of nitrogen, the gas being compressible and therefore the strut is able to telescope/absorb landing and taxi forces. The oil lubricates the mechanism and prevents excessive leakage of the gas.
'53 B-model N146YS SN:25713
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.