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Absolutely! I was able to find the babcock stc you are speaking of. I've looked for months for information on both of these issues and haven't found a whole lot of info for either. It seems this stc covers the swap plus allows the gw increase after required mods. Can't thank you enough.
Wow! A real barn find. As I understand it, the gross weight increase for some of the early Cubs involves replacing the landing gear fittings with the later version. May be more complicated than that but certainly something that is better done while the fabric is removed.
My j3 has not had a gw increase yet. It seems to have been stored in a barn since 1954.
You may already have this, but "The Cub Doctor" can provide you your airplane's original build sheet for a small fee. He will probably also be a good source for current and specific paint color numbers. He restored an award winning PA12 himself.
According to things I have read, the Babcock STC covers converting the J3L to use a Continental A65. However, there appears to be a procedure established by Piper for converting a J3L to a J3C, which would then allow use of any of the engines listed in the TCDS for the J3C. A related question would be, has your Cub been approved for the gross weight increase to 1220 lbs? It is a separate issue but worth considering, especially if you have the fuselage fabric removed.
Good Luck with your Cub!
Where would I look to find information about the purchase of the stc to convert a j3l to use any engine on the a691 continental tc?
I don't know if there is a S.T.C.for the API tailwheel but I have a very detailed field approval for my J-3. I can send a copy to you if you want it. It should be easy to get it approved on your Cub. Call me at 231-499-3974
I have the paint scheme layout drawing. I am looking for the original colors for the PA-12. Any help would be appreciated.
Does any know if there is an API tailwheel STC approved for the J3 yet?
With regard to the windows, I make my own side windows and skylights using acrylite or plexiglas. I've had good luck with LP aero plastics for the windshields.
I prefer the Univair stuff. I ordered the Wag Aero boot cowl initially. When it came I boxed it and sent it right back. The teardrop fairings on the underside of the boot cowl for the brake pedal shafts were plastic. The cowl was received dented and dinged, and it didin't appear to be shipping damage. I got the boot cowl, the upper and lower engine cowls, and the inner/outer windshield farings all from Univair. More expensive, yes, but worth it in my estimation.
I"m in the process of rebuilding a J3 and it needs all new Cowlings and engine mount. Anyone have experience using the Wag Aero and Univair products that would care to share their experience either positive or negative
Thanks In Advance
The third photo looks like the normal setup to me. The crimped edge fastened to the front side of the firewall is as I remember the way Piper built them. Your boot cowl that extends forward of the firewall doesn't look original to me. Any reason why you couldn't just trim it back even with the firewall? Are there any Cubs in your area that you could take a look at? Should make it easier to decide what to do if you see an original cowling installation.
Good Luck, Bill
I've got a J-3 Cub and am replacing the engine mount. After taking the old engine mount off I noticed that all 4 of the motor mount / boot cowling brackets have been either cut and welded at an angle or just bent so the mount will fit against the fire wall... and at the same time clear the 'lip' in the fire wall / skin to avoid rubbing where the riveted exterior skin and fire wall are joined.
The boot cowl brackets are straight and do not clear the area where the riveted exterior skin and fire wall are joined.
Seems like there are three options:
1. Cut the skin back to allow for the straight brackets to align as sent from the factory.
2. Have the engine mount brackets cut and welded (or bend?) to allow for the skin/fire wall joint.
3. Find another manufacture of engine mounts that account for this situation.
Two photos show my engine mount... the other is a cub that has the mount wall an exterior skin lapped over into the firewall... which would accommodate
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the new mount.
What do you think?
We have been using one HD and one standard with good results. Depending on your cereal number it would be a 1280 and a 1280HD for each side. We have a shock cord tool you can borrow for the cost of shipping each way.
It is time to replace the bungees on my 1945 J3 C-65. I’ve noticed they come in different sizes and strength. My Cub is based at a paved runway if that makes a difference. Any recommendations?
Let's move this to the telephone.
My number is 812 275-5269.
Thank you Donald. I am familiar with that stuff but wish I had the drawing for the left hand forward jury strut or the pitot installation. I suspect that one of those drawings likely has a specific alignment defined.
I just got my cub back from annual and I noticed that the pitot appears to be at a considerably different angle from the oncoming wind at level flight attitude. Perhaps this is normal but I think I recall it was relatively aligned with the slipstream in level flight. I have searched online and though the cub assembly and rigging manuals and have found nothing at all that defines this angle. I also noticed that the indicated airspeed is low by about 7 mph based on 2 way GPS as compared to before.
Does anyone have any authoritative information that sets its angle relative to either the under surface of the wing at the jury strut station or to the jury strut leading edge?
Good question. Never thought about it. It seems the pitot tube should be aligned parallel with the bottom of the wing. That's the airspeed that generates the low pressure area on top of the wing which generates the lift. Check out www.youtube.com/watch?v=iZWtCW4sXc0 which I haven't studied prior to this post.