Anyone have experience flying a C-90 horse L-21? If so how was it. A dog with a minimal climb rate, comparable to a J-3/PA-11, or ?

If so, tell me how they are?

The L-21 as you know is the military version of the PA-18 95 Cub. I don't know how the weight compares but I have a experimental PA18-95 which I have 1300 hrs. on and love it. A little heaver than the PA-11 but has no front spar through the cabin allowing for the higher super cub seat.

I learned to fly in an L-21 with an O-235 and no flaps.

108hp but a heavier empty weight than the 90hp Continental, so it's probably a wash performance wise.

It was a fun all round 95mph airplane, but it's not a Super Cub with flaps, it's not going to be a super STOL airplane but it will be a great fun airplane that can do cross countries if you're not in a hurry, and will be ok at gross weight on any reasonable grass strip. I had a cruise prop, a climb prop may help with short field or higher density altitudes.

I used one to build time and flew all over the east coast and into Canada. Some of the best flying I've done. I've come full circle as a pilot and I'm trying to get back to the fun flying I did with my L-21 ... if you get one, hold on to it.

There's a story about a guy flying PA-18-95 90hp to Alaska and back, it's either on this website or Supercub.org. Lots of performance and "whats it like" material in the story ... worth finding and reading.

cessnaford wrote:Anyone have experience flying a C-90 horse L-21? If so how was it. A dog with a minimal climb rate, comparable to a J-3/PA-11, or ?

If so, tell me how they are?

Ummm, to be a bit nit picky, I BELIEVE that the military version of the 90 hp Super Cub was actually the L-18C, NOT an L-21. I think all the L-21s had Lycoming engines.....

Maybe...experts??

MTV

Not here as an expert but sometimes smart enough to point to one. This is a good link to check PA L models.

http://www.john2031.com/piper_aircraft_ ... tures.html

The no flaps C90 model is listed as an L-18C.

The step dad's is a 1954 L-21B which has the Lycoming 0-290D2 (135hp) and flaps and referred to as a Super Cub everywhere but on the plane. It did time in Italy as many did under the military assistance program. The green house glass and square backed passenger window are the only giveaway that I can tell with possibly some relocation of switches.

As per http://www.vintagepiper.com/l18aircraft.htm

"L-18 / L-21 Super Cub

2 seat tandem high wing aircraft with fabric covered wings and fuselage.

Built for the U.S.Armed Forces and other armed forces around the world.

90 hp ,125hp, 135hp and 150hp Continental or Lycoming engine.

1,575 built at Lock Haven between 1949 and 1961."

You very well could be correct. Either way. Thanks gents
byeBill

I've flown the 90 hp version a little bit. A rather fat old fellow at an airport I worked at in western Kansas owned one. He would hire me to fly it while he sat in the back. When we got to altitude he would attach a harness that his wife sewed up into the tubing overhead and hangout the door taking IR photos of crops. Fun plane to fly but starting out at 2900' field elevation with temps usually in the 90's and the two of us (me 155 and him 240) about 200' per minute was about all it could manage. It took forever to get to altitude. Once his large frame was dangling out the door you were in a slow descent.

All the L18C shipped to Europe under the Mutual Defence programme were Continental C90-8F, greenhouse, 35 usg long range wing tanks, no electrics and flapless. Typically weighing empty at 850 lbs.

Some of the French saw action in Algeria, and the Turkish AF sent two to Korea.

The L21B came with the 135hp Lycoming and flaps.

The L18C at 1,500lbs has around 35 hp excess thrust. The -150 at 1,750lbs has around 55 hp of excess thrust, a healthy 60 % increase - but most/all the increased MAUW goes towards the increased EW and fuel required.

The L18C with 400lbs payload and three hours fuel will have a similar RoC to a -150, or around 850fpm, mainly because it is nearly 400lbs lighter!

I first soloed in a C-90-12F civilian super cub at Jeffco in 1963. It was a good mountain airplane. The 90 ran cooler than smaller Continentals. Like all small engine airplanes, oregraphic and thermal energy vastly trumps engine energy. The key is to wisely use oregraphic and thermal energy.

I got my float rating in a 90 hp L-18 with the -8F engine.



and occasionally fly a PA-18-95 with the -12 / basically the same airplane, just no green house like the L-18.
They work fine and are some of the best "flying" Cubs out there. Don't load them heavy in the summer and you'll be happy. (I prefer no electrical system in a 90 hp Cub - for weight savings) Low fuel burn is also a happy thing
More comfortable for the pilot and larger baggage than a 90 hp J-3 or PA-11

It's like any other airplane....what is it you want the airplane to do?

Great little airplanes....if they fit your mission.

MTV

Here's another example L-18 90hp someone posted over at SCub:

I have been looking for a 90 HP SC for a friend and recently inquired about one listed on the interweb. It looks nice and well cared for but this particular SC has an empty weight of 1050 lbs!!! Seems quite heavy for a 90 HP SC. I am guessing this one would fly like a slug. It does have an Aero-matic prop on it which may help somewhat but since I haven't flown the plane I can't give an honest evaluation.

That is a bit lardy for an L18

Flaps, electrics, 90-12F engine with accessories, might add 150lbs, not sure where the other 50lbs come from - although not unusual to put lipstick on tired fabric by adding another coat of paint

Yes, heavy weight 90 hp Cub = slug.