Warbird Information Exchange

Great thread! I have certainly learned a lot. This is off topic, and maybe should be a different thread, but I'll ask it anyway. What is the market for L-21s and all the various foreign ex-military Super Cubs of various sorts? How does an L-21 differ from a regular civilian Super Cub? A guy I know has an ex-Dutch military Super Cub that he just regards as a Super Cub. It has apparently just been restored as a Super Cub (not by my friend)-- yellow Super Cub paint scheme, new wing, etc. Would something like that be the case with most ex-military Super Cubs, since any Super Cub is relatively pretty valuable?

A short oversimplified answer would be fine. This thread just got me thinking about Super Cubs -- given that I've also gotten a fair bit of time in the back seat of Michael's airplane over the last couple of years doing aerial photography in Death Valley National Park. Great photo plane for slow and very low work (given an experienced and cautious pilot!) -- but there sure isn't much room in that back seat for an aging 6 foot tall photographer plus equipment.

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Neal Nurmi

---Wingman Photo---

The T-41B offers a lot more options in locating instruments and radios than an L-19. The L-19 has no panel depth as the original transmitters and receivers were located under the rear seat and in the tail cone with only the control heads in racks above the pilots head. This is T-41B 67-15084 as configured by the DEA.

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I think the value of mine just went up! It's a solid 8/9. Was built 3 days before the end of the was and was sold surplus. It went to TX and stayed in a family for most of it's life. Still only has a little over 800 hrs TT and is very original.
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Sounds like you have a nice Bird. Enjoy it !

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My L4J had a interesting start to its time in the AAF. It made it 3.5 hours from Cubhaven the pilot encountered carb ice and landed in a field where it flipped over and was damaged. I have the aircraft card, copies of the accident report, investigation and even the telegram reporting it. Also the fuselage frame number is present which corresponds to the original records

It stayed in USAF service through 1949 and then was turned over to the CAP who converted it to a J3 in 1952. I have all logs from civilian start including carry over times. I don't think the data plate is original and there is no AAF plate. The engine was long ago replaced. It was a workhorse for a flight school from around 1959 to 1989 when it was stored. They pulled it out in 2010 and it was restored back to L 4 configuration. It might be the highest time L4 with around 7000 hours TT. And I was told the wood spars are still original though I can't confirm.

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Flying Piper L4-J 45-55209

Subject drift, but if anyone needs a wartime(or pre-) production A-65 case for a current or future project, drop me a line. You CAN afford it.

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Lest Hero-worship raise it's head and cloud our vision, remember that World War II was fought and won by the same sort of twenty-something punks we wouldn't let our daughters date.