Piper had nothing to compete with the Cessna 150, so Piper made use of its Tri Pacer tooling and brought forth a two seat, 108 hp version of the PA 22. A nose-wheel development of the PA-20. This was the final high-wing design to come from Piper. It differed from the PA-20 by having an interconnected aileron and rudder pedal control system, enabling the Tri-Pacer to be flown entirely by the control column without the need to have an input from the rudder pedals during turns. This system was easily disconnected, however, to permit independent use of the ailerons, elevator and rudder. Basically, an updated PA-20 Pacer with tricycle undercarriage, the PA-22 Tri-Pacer (TC 1A6) appeared in 1950 and sold in large numbers at $4,995-6,995 for Standard, Custom, and Super Custom models in 1962. 1,822 Colt were sold.

The Tri-Pacer was introduced as four-seat PA22-125 (125 hp) and PA22-135 (135 hp), the -135 being standard from 1953.

Piper PA-22 Colt Article

By 1955 the Tri-Pacer (TC 1A6) had been updated and fitted with a 150 hp / 112kW Avco Lycoming O-320 engine, as installed in the PA-18 Super Cub. A more powerful version powered by a 160 hp engine was marketed in 1957 and the following year the 150 hp version became the Caribbean $8,395 (1959). 7,668 were built. EDO floats were an option for $2,435.

The final PA-22 version was the simplified two-place Colt built from 1960 to 1964. The Colt utilized the Tri-Pacer undercarriage, engine mounts, windshield, door, tail surfaces, struts, seats and instrument panel. Selected as the standard aero club trainer by Sweden, nearly 1800 of the type had been delivered by the beginning of 1964.

The 125-hp Pacers, fully equipped, sold for $5,170, and the 135-hp models were priced at $6,275, which included an Aeromatic or Sensenich controllable-pitch propeller.

The Colt never had a chance. Despite its eight horsepower edge over the Cessna 150, it was a stocky, ragwing, flapless loser with a poor glide ratio; slow sales prompted Piper to axe the program after just three years.

The Tri Pacer Twin had two 100 hp Continentals in its nose, one atop the other, driving a pair of props on concentric shafts. The concept led to a similar sandwich engine Comanche study, after Bill Lear assured Piper that the first company to develop a conventionally configured “single” with engine out capability would get rich quick. Ed Swearingen, however, who did the feasibility study, convinced Piper that the Comanche would never work.

The PA-22-108, -150, and –16 were certified under FAA 1A6 and by the end of production a total of 9490 had been produced.

Gallery

PA22-125 Tri-Pacer
Engine: Lycoming O-290-D2, 125 hp
Seats: 4

PA22-135 Tri-Pacer
Engine: Lycoming O-290-D2, 135 hp
Seats: 4

PA22-108 Colt
Engine: Lycoming O-235-C1B, 108 hp
Wingspan: 30 ft 0 in / 9.14 m
Length: 20 ft 0 in / 6.10 m
Height: 6 ft 3 in
Wing area: 147 sq.ft
Empty weight: 940 lb / 426 kg
MTOW: 1650 lb / 748 kg
Max option fuel: 36 USG / 136 lt
Max speed: 120 mph at SL
Max cruise 75% 7000ft/2135m: 100 kt / 115 mph / 185 kph
ROC SL: 610 fpm / 186 m/min
Service ceiling: 12,000 ft / 3660 m
Range std fuel: 281 nm / 324 mi / 554 km
Range max opt fuel 7000ft/2135m: 599 nm / 690 mi / 1110 km
U/C: Nose wheel
Seats: 2

PA-22 Tri-Pacer
Engine: Lycoming O-320, 160 hp
TBO: 2000 hr
Fuel type: 100
Propeller type: 62-inch, FP Sensenich
Landing gear type: Conv./Fixed
Gross weight: 2000 lb / 908 kg
Empty weight, std: 1150 lb
Useful load, std: 850 lb
Usable fuel, std: 66 Usgals /396 lb
Payload, full std. fuel: 454 lb
Wingspan: 29 ft. 4 in / 8.9 m
Overall length: 20 ft. 4 in / 6.28 m
Height: 6 ft. 1 in
Wing area: 147.5 sq. ft
Wing loading: 13.6 lbs./sq. ft
Power loading: 12.5 lbs./hp
Seating capacity: 2+2
Cabin doors: 2
Cabin width: 40 in
Cabin height: 45 in
Wheel size: 6 x 6 in
Max level speed: 141 mph (226 kph)
Cruise speed, 75% power: 120 kts
Fuel consumption, 75% power: 8 gph
Vso: 42 kt
Best rate of climb, SL: 1000 fpm
Service ceiling: 15,500+ ft
Takeoff ground roll: 1120 ft
Takeoff over 50 ft obstacle: 1600 ft
Landing ground roll: 780 ft
Landing over 50 ft obstacle: 1280 ft

1958 PA-22 Tri-Pacer
Engine: Lycoming O-320-B, 160 hp
TBO: 2000 hr
Propeller: Fixed
Landing gear: Tri/Fixed
Gross weight: 2000 lb
Empty weight, std: 1110 lb
Useful load, std: 890 lb
Fuel: 36 USgal
Wingspan: 29 ft. 3 in
Overall length: 20 ft. 6 in
Height: 8 ft. 4 in.
Wing area: 147.5 sq. ft
Seating capacity: 4
Cabin width: 40 in
Cabin height: 36 in
Baggage capacity: 100 lb
Cruise speed 75% power: 113 kt
Max range (w/ reserve) 75% power: 435 nm
Fuel consumption 75% power: 8 US gph
Stall speed (gear, flaps down): 49 kt
Best rate of climb: 800 fpm
Service ceiling: 16,500 ft
Takeoff ground roll: 1120 ft
Landing ground roll: 500 ft

PA-22-150
Engine: 1 x Avco Lycoming O-320-B, 119kW
Max take-off weight: 907 kg / 2000 lb
Empty weight: 503 kg / 1109 lb
Wingspan: 8.92 m / 29 ft 3 in
Length: 6.28 m / 21 ft 7 in
Height: 2.54 m / 8 ft 4 in
Wing area: 13.7 sq.m / 147.47 sq ft
Max. speed: 227 km/h / 141 mph
Ceiling: 5030 m / 16500 ft
Range: 1054 km / 655 miles

PA22 Caribbean
Seats: 4

Originally called ‘Clipper’ but changed to Pacer as PanAm had threatened as lawsuit as the name ‘Clipper’ was registered to them. The Piper Pacer, built 1950-1953 inclusive, evolved from the two-place Vagabond of 1948. As the post-war market developed, Piper recognized the need for a minimum-cost four-placer, and the initial result was the PA-16 Clipper in 1949, which in turn spawned the PA-20 Pacer in 1950.

The Pacer is typical Piper for that period: metal-framed, fabric covered, and easy to fly. It introduced a number of improvements, including a larger area tailplane with balanced elevators, increased fuel capacity, redesigned landing gear and several interior refinements.

The Pacers are taildraggers, and the first ones were powered with the Lycoming O-235-C1 Lycoming of 81kW / 115-hp, designated PA-20 Pacer 115 (TC 1A4), and priced at $3,795. Since this was during the pre-avionics age, not much, if anything, was added to that for radios.

Few of the 115-hp models were produced, however, before the 93kW / 125-hp (Lycoming O-290-D) Pacer 125 was offered, and most Pacer production is accounted for by this model.

The 1952 Pacer 135 introduced a variable-pitch propeller and were fitted with the O-290-D2 rated at 135-hp, but sales dwindled and production was halted in 1953, because the tri-gear version of the Pacer, the PA-22 Tri-Pacer, introduced in 1952, was claiming most of the customers.
In May 1951 Max Conrad set a Transcontinental, non-stop lightplane record of 23h:4m:31s
in a PA-20.

When production ended in 1954 a total of 1,119 had been built, and the PA-20 Pacer 135 could demonstrate a maximum speed of 225km/h and had a range of 933km.

Gallery

Engine: 1 x 93kW Lycoming O-290-D
Max take-off weight: 816 kg / 1799 lb
Wingspan: 8.93 m / 29 ft 4 in
Length: 6.21 m / 20 ft 4 in
Cruise speed: 180 km/h / 112 mph
Range: 933 km / 580 miles
Crew: 1
Passengers: 3

This little bubbletop trainer was the world’s first fiberglass airplane. It bore a deceptive similarity to the Tomahawk, with which it has nothing in common. Heralded as Piper’s next generation trainer when it was previewed by the press in 1962, the airplane was quietly dropped: the potential profits weren’t worth the risks of being a plastics pioneer.

Only the one was built, N2900M, first flying on 30 April 1962.

A side by side two seat training aircraft, construction was all plastic / glassfibre honeycomb construction and fitted with a fixed tricycle undercarriage. The aircraft is fitted with one piece full span flaperons and the canopy slides rearwards.

The aircraft is now preserved at the Piper Aviation Museum at Lock Haven.

Engine: Lycoming O-235-C1B, 108 hp
Wingspan: 25 ft 0 in
Length: 21 ft 6 in
Height: 7 ft 0 in
Empty weight: 803 lb
Loaded weight: 1500 lb
Seats: 2

Early in 1948 Piper was developing the PA-19, which was a version of the PA-11 Cub Special for the U.S. Army. Only three were built and the first of them, N5011H (Ser. No. 19-1), would serve as the certification test bed for the installation of the Continental C-90-12F, Lycoming O-235-C1 and O-290-D.

The PA-11 airframe was unchanged, except for a revised center section and the use of the more rounded rudder that was first used on the J-4 Cub Coupe. A sporty 90hp Continental-powered version of the Vagabond with Clipper wings, which was to be a mate with the 90hp PA-11 for the 1949 model year.

Military orders for the PA-19 that Piper Aircraft hoped for did not immediately materialize, so the company decided to ”civilianize” the design and market it as the Super Cub. Rather than advancing to the next model designation, which would have been PA-20, Piper chose to go backward and assign the unused PA-18 designation to the Super Cub.

Ot the three PA-19s were built: the first became the test bed for the PA-18-90 and -105 models; the second example became the test bed for the PA-18-125 and -135; and the third was built and sold to the Department of the Interior and used by the Fish and Game Commission. This PA-19 existed in 2009 and was flying in Alaska.

Early in 1948, Piper assigned the model designation PA-18 to an improved version of the PA-17 Vagabond, which was to be introduced to the marketplace in 1949. A sporty 90hp Continental-powered version of the Vagabond with Clipper wings, which was to be a mate with the 90hp PA-11 for the 1949 model year.
A prototype was built and tested, but Piper decided to cancel the program early in 1949.

In October 1948, the Army approached Piper with a request for a new model: a light aircraft to be used for utility, training and patrol, similar to the previously built L-4. But it needed to be different in some ways to allow an opening for the L-18 light observation and utility aircraft contract.

Piper was just starting to get back on its feet from the aviation business crash of March 1947 and was very willing and able to devote attention to this request. So in January 1949 Piper responded with a proposal of a model known as the PA-19. At that time the PA-18 model number had been assigned to the 90hp Continental-powered version of the Vagabond with Clipper wings.

The PA-18 Vagabond programme was cancelled, leaving the number 18 open. As the development of the PA19 continued (the Army was very interested in the first one, having both the Continental 90hp and then a Lycoming 108hp engine installed), Piper looked at the possibility of making a civilian version of this aeroplane during the latter half of the 1949 model year, deleting some of the items the military had requested.

This would then be called the PA-18, and the Type Certificate 1A2 already assigned to the PA-19 would be updated to include the PA-18 as well. Hence the first PA-18 was born gaining type certification on 23 November 1949, patterned after the first PA-19 built in January that year. Both were powered with the Continental C90-8 engine.

The new civilian aircraft was the PA-18-90 Super Cub, very much like the 90hp PA-11 but better. Only three PA-19s were built: the first became the test bed for the PA-18-90 and -105 models; the second example became the test bed for the PA-18-125 and -135; and the third was built and sold to the Department of the Interior and used by the Fish and Game Commission.

The PA-18-105 was powered with a Lycoming O-235-C1. It had a larger horizontal tail, with balanced elevators and flaps (from the PA-20 parts bin). The PA-18-105s were only built from January to October of 1950 when that model was replaced by the PA18-125.

So the first full year of production was the 1950 model year and these two models were on the market. For 1951 the 90hp / 67kW version continued with the C90-12 engine and the PA-18-105 was replaced by the O-290-D Lycoming powered PA-18-125, which had wing flaps and the big tail, and oil cooler scoop on top of the cowling.

The very first Super Cub was N5410H, Ser. No. 18-1. It is still on the FAA’s books (2006) – registered to Eugene Frank of Caldwell, ID, who has been deceased for a number of years.

In 1952 the 125hp models gave way to the PA-18-135 with a Lycoming O-290-D2, production beginning in May of 1952. Two wing tanks standard with this model, with a right wing tank changed from optional to standard. The oil cooler scoop was moved to the bottom of the cowling. The PA-18-90 production continued and actually lasted until 1961, when a Piper employee bought the final example of that model.

In 1955 the 150hp Lycoming O-320 engine became available and was adopted as the standard engine for the PA-18-150. A few PA-18-135s were still built after that, but very few.

Piper PA-18 Super Cub Article

The PA-18-150 continued in production right up until the last one was produced as a 1983 model, actually built in November 1982. This was ferryed from Lock to Lubbock, Texas, during the New Year holiday vacation of 1982-83.

The military also utilised some special versions of the PA18. The first was known as the L-18C, a PA-18-90 with the observation greenhouse rear enclosure and first coming out in July 1950. N 1951 two YL-21, 51-6495 and 51-6496, enlarged PA-18 were used for evaluation.

In 1951 the military began receiving L-21A models, redesignated as U-7 in 1962, a military version of the PA-18-125. One-hundred and fifty, 51-15654 to 51-15803, were enlisted, of which some modified with full dual-controls as TL-21A trainer. In 1952 the L-21B, a military version of the PA-18-135, became available. 584 were built, of which 14 were transferred to other nations under Mutual Aid.

Several versions of the civil Piper PA-18 Super Cub were in service with the U. S. Army Field Forces under the designations L-18 (90 h.p. Continental) and L-21 (135 h.p. Lycoming) in 1955. The L-21B has tandem wheels for operation from rough ground. About 270 Piper 18-T trainers were being used by civil schools for initial training of U.S.A.F. pilots in 1955.

The PA-18-95 was powered with a Continental C-90 engine. Like the PA-11 from which it was derived, it had no flaps, had a straight elevator (no counterbalancing horns) and one 18 gallon fuel tank in the left wing. Another 18 gallon tank for the right wing was optional. The initial price in 1949 was $5,850. Surprisingly, even though more powerful models were being manufactured, the PA-18-95 continued in production until 1961.

Also in 1952 was the PA-18-105 Special, or PA-18T, built for the Civil Air Patrol and the US Army and Air Force flying clubs as a trainer. These models had the Lycoming O-235-C1 engine, toe brakes, no flaps and the big tail with an upper and lower elevator bungee spring system, along with some other special options. Two hundred and forty-three of these aircraft were built.

In 1955 Piper built a very small number of L-21B “Modified” models which utilised the 112kW Lycoming O-320 engine.

Several versions of the civil Piper PA-18 Super Cub were in service with the U. S. Army Field Forces under the designations L-18 (90 h.p. Continental) and L-21 (135 h.p. Lycoming) in 1955. The L-21B has tandem wheels for operation from rough ground. About 270 Piper 18-T trainers were being used by civil schools for initial training of U.S.A.F. pilots in 1955.

Another PA-18 model was the PA-18A (for Agricultural) which began with the 1952 model year. These were equipped for spraying or dusting of dry material from a hopper located in the rear seat area. The fuselage frame of these models was beefed up considerably and lacked the familiar turtle deck arches, giving it a flat back look.
When production ended a total of 2,650 PA-18A had been built

So the first PA-18 was built in Lock Haven in November 1949 and the last was built in November 1982. A total of 10,326 units were built during that time. The financial situation leed to the company disposing of all rights in this aircraft to WTA Inc. of Lubbock, Texas, in 1981.

A total of 10, 222 models were built 1982.

When Stuart Millar bought Piper from a holding company in 1986, one of his desires was to put the PA-18 back in production as a fully assembled turnkey aircraft, and also as an owner-assembled, fully-certified kit aeroplane. Piper of Vero Beach, set out to create the Cub Kit Programme and help get the production version off the ground.

The first Vero Beach Super Cub was built in July 1988 as a $45.000 completed airplane or a $21,000 kit (minus engine and prop). In December 1989 the company filed for bankruptcy and the Cub Kit Programme was cancelled before any kits got out of the factory, but the production models continued through the bankruptcy and were built until December 1994 when the last Piper built Super Cub, N41594, rolled off the production line. One hundred and thirteen additional aircraft had been built in Vero Beach.

In total, Piper Aircraft built 10,326 Super Cubs between 1949 and 1994. Just 44 were built at Vero Beach – all the rest at Lock Haven. The biggest year for Super Cub production was 1953, when 1043 were built.

Some significant changes pertaining to the Super Cub’s production occurred. In 1970 the method of welding the fuselage frame was converted to TIG welding from oxyacetylene. Also that year saw a change from covering with grade A cotton to Ceconite 101.

The 1977 models went to metal flaps and ailerons, Cleveland wheels and brakes with 6.00 x 6 tyres as standard, and an Alcor alternator kit for the electrical system.

All models were certified under FAA 1A2, except the PA-18A-135 under FAA AR-7.

Piper built 838 PA-18s with the 71kW Continental C90-8F engine for the US Army under the designation L-18C, 108 of this total being supplied to foreign nations under the Military Aid Program, and the army then ordered 150 examples of the generally similar L-21A which differed by having the 92kW Avco Lycoming O-290-II engine; at a later date a number of these aircraft were converted for use as trainers, then being redesignated TL-21A. Under the designation YL-21 the US Army evaluated two examples of a version of the PA-18 Cub powered by a 101kW Avco Lycoming O-290-D2 engine, later acquiring a total of 584 under the designation L-21B, a number of them being supplied to foreign nations under MAP. In 1962 in-service L-21Bs were redesignated U-7A.

WTA Inc received from Piper rights to PA-18-150 Super Cub lightplane and PA-36 Brave agricultural aircraft; 250 Super Cubs built before becoming once again Piper type, while PA-36 produced as New Brave.

Chincul SACAIFI manufactured aircraft under license from Piper Aircraft Corporation. The company was a wholly owned subsidiary of “La Macarena S.A.”, Piper’s Argentine agent. Production included PA-18 Super Cub.

Piper PA-18 vs Tecnam P-92 TD Article

Gallery

Variations:
Wagner Twin 3
General Airplane Service Model 11

Ultralight replica:
Light Miniature Aircraft LM-5
Nostalgair N3 Pup
Microwings Cubby

Specificatons:

PA-18-95
1949
Engine: Continental C90-12F, 90 hp

PA-18-105
1949
Engine: Lycoming O-235, 108 hp

Piper PA 18 – 125 Super Cub
Engine : Lycoming O-290 D2C, 123 hp
Length : 22.507 ft / 6.86 m
Height : 6.627 ft / 2.02 m
Wingspan : 35.302 ft / 10.76 m
Wing area : 178.037 sq.ft / 16.54 sq.m
Max take off weight : 1565.6 lb / 710.0 kg
Weight empty : 1045.2 lb / 474.0 kg
Max. weight carried : 520.4 lb / 236.0 kg
Max. speed : 109 kt / 201 km/h
Initial climb rate : 866.14 ft/min / 4.4 m/s
Service ceiling : 17110 ft / 5215 m
Wing load : 8.82 lb/sq.ft / 43.0 kg/sq.m
Range : 216 nm / 400 km
Endurance : 3 h
Crew : 2

PA-18-135
1952
Engine: Lycoming O-290-D2, 135 hp

PA-18 Super Cub 150
Engine: Lycoming O-320, 150 hp / 112kW
TBO: 2000 hrs
Prop: 2-blade, 74/76-in
Length: 22ft 5in
Height: 6ft 8in
Wingspan: 35ft 3in / 10.73 m
Wing area: 179 sq.ft / 16.58 sq.m
Wing aspect ratio: 6.98
Maximum ramp weight: 1750 lbs / 794 kg
Maximum takeoff weight: 1750 lbs / 794 kg
Standard empty weight: 984 lbs / 446 kg
Maximum useful load: 766 lbs
Payload max fuel: 566 lb
Maximum landing weight: 1750 lbs
Wing loading: 9.77 lbs/sq.ft
Power loading: 11.66 lbs/hp
Maximum usable fuel: 215 lbs
Fuel cap Std: 36 US Gal
Best rate of climb: 960 @ 65 kts
Climb gradient: 886 ft/nm
ROC @ 8000 ft: 600 fpm
Take off (50ft): 500 ft
Service ceiling: 19,000 ft / 5790 m
Maximum speed: 113 kts / 209 km/h / 130 mph
Normal cruise @ 65% pwr @ 8000 ft: 100 kts
Fuel flow @ normal cruise: 40 pph
Endurance at normal cruise: 5.3 hrs
Range max fuel/75% pwr: 400 nm/3.3hr
Stalling speed clean: 40 kts
Stalling speed flaps down: 37 kts
Turbulent-air penetration speed: 83 kts
Fixed tail wheel under carriage
Seating cap: 2
Baggage cap: 50lbs
1.3 Vso: 48 kt
Min field length: 885 ft
Seats: 2

L-18
Engine: 90 h.p. Continental

L-21A / TL-21A
Engine:125hp Lycoming O-290
Wingspan: 35’3″
Length: 22’7″
Useful load: 630 lb
Max speed: 123 mph
Range: 770
Ceiling: 21,650′

L-21B / U-7A
Engine: 135 h.p. Lycoming O-290D
Span: 35 ft. 2.5in
Weight: 1500 lb
Speed: 127 m.p.h.

By the autumn of 1948, when the market was showing signs of recovery, Piper introduced the PA-17 Vagabond which was powered by a 48kW Continental A65-8 engine and again equipped with the ‘frills’ as standard. One aim of the PA-17 was to reduce a stockpile of materials held at Lock Haven.

The PA-17 Vagabond Trainer (ATC 805), designed soon after Piper began producing the PA-15, was a dual control, deluxe version of the PA-15. New were an engine primer for the 65hp Continental A-65 and bungee cord shock absorbers for the landing gear, and priced at $2,195.

A total of 214 were built from May to October 1948.

Piper in 1949 added to this success by introducing a four-seat version of the PA-15; designated PA-16 Clipper (TC 1A1), and powered by a 115-hp / 86kW Avco Lycoming O-235-C1 engine. Essentially an expanded Vagabond, the PA-16 Clipper was priced at $$2,995-$3,095.

The prototype was completed in 1948 but all 724 units were produced in 1949. It had a front seat door on the left.

Following a complaint and suit threat by PanAm over the use of the Clipper name, the production was stopped in October of 1949, the design was modified for the O-290 engine, control wheels replaced the stick and slight mods to the landing gear was made and the production continued under the Pacer name in February of 1950. It was therefore the forerunner to the popular Tri-pacer.

Piper PA-16 Clipper
Engine: Lycoming O-235-C1, 115 hp
TBO: 2400 hr
Fuel type: 80
Propeller type: FP
Landing gear: Conv./Fixed
Max ramp weight: 1650 lb
Gross weight: 1650 lb
Landing weight: 1650 lb
Empty weight, std: 850 lb
Useful load, std: 800 lb
Payload, full std. fuel: 584 lb
Useful fuel, std. (gals.): 36 USG
Oil capacity: 6 qt
Wingspan: 29 ft 2in
Overall length: 20 ft 1 in
Height: 6 ft 2 in
Wing area: 147 sq. ft
Wing loading: 11.2 lb/sq. ft
Power loading: 16.2 lb/hp
Seating capacity: 4
Cabin doors: 2
Cabin width (in.): 40
Baggage capacity: 50 lb
Cruise speed 75% power: 97 kt
Fuel consumption: 6.1 USgph
Best rate of climb (SL fpm): 600
Best rate of climb, 8,000 ft: 300 fpm
Service ceiling: 13,500 ft
Vso: 43 kt
Takeoff ground roll: 720 ft
Takeoff over 50-ft. obstacle: 925 ft
Landing ground roll: 600 ft
Landing over 50-ft. obstacle: 875 ft