Two-seat tailwheel backcountry and utility aircraft · Single-engine piston aircraft · production 1954–1994 · See its reach on the 3D globe
A Piper PA-18-150 Super Cub costs approximately $149k (€138k) to $178k (€165k) to buy at 1975 market values, and about $74k (€68k) a year to own flying 80 hours, roughly $919 (€851) per flight hour all-in. It seats 2, cruises at 100 kt (115 mph) and has a published range of 460 nm (852 km), needing about 492 ft (150 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The Super Cub is the reference short-field aeroplane, and the 150 hp version is the one that turned the type from a trainer into a backcountry standard. Very little certified gets into and out of less space with a useful load worth having. The market is the catch. Backcountry demand has pushed prices far above what a 1970s fabric two-seater would otherwise fetch, and a large share of the fleet has been modified heavily, so STC paperwork, fabric age and damage history decide value far more than the year on the data plate. Buy the airframe's history, not the model name.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 794 kg |
|---|---|
| Useful load | 341 kg |
| Usable fuel | 136 L |
| Landing ground roll | 107 m |
| Service ceiling | 19,000 ft |
| Maximum climb rate | 960 ft/min |
| Baggage weight | 23 kg |
| Engine | Lycoming O-320, 150 hp at 2700 rpm |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 2 |
| Realistic payload with mission fuel | 642 lb (291 kg) |
| Published planning range | 460 nm (852 km) |
| Practical planning radius (4 people) | 308 nm (570 km) |
| Cruise speed | 100 kt (115 mph) |
| Runway need | ~492 ft (150 m) |
| Landing gear | Fixed tailwheel (conventional) |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $14k (€13k) |
| Direct cost per flight hour | $135 (€125) |
Exceptional short-field utility and resale strength, but modification quality, fabric and damage history dominate value.
Indicative cash costs at 1975 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $68k (€63k) | $1,704 (€1,578) | $503k (€466k) |
| 80 h / year | $74k (€68k) | $919 (€851) | $530k (€491k) |
| 120 h / year | $79k (€73k) | $658 (€609) | $557k (€516k) |
| 180 h / year | $87k (€81k) | $484 (€448) | $597k (€553k) |
Every figure above is built from a $14k (€13k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $135 (€125) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $31k (€29k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Piper PA-18-150 Super Cub cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1975 market price for a Piper PA-18-150 Super Cub is $149k (€138k) to $178k (€165k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Piper PA-18-150 Super Cub works out at roughly $74k (€68k) annually, which is about $919 (€851) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $135 (€125).
Published range is 460 nm (852 km). With 2 people aboard and realistic reserves, plan on a practical radius of about 331 nm rather than the brochure figure.
Beyond a pilot certificate, a Piper PA-18-150 Super Cub requires tailwheel endorsement. 14 CFR 61.31(i) requires an instructor endorsement covering normal and crosswind takeoffs and landings, wheel landings and go-around procedure, unless you logged tailwheel pilot-in-command time before 15 April 1991. Ground handling, not flying, is what the training is for, and it is where the claims are. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 492 ft (150 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.
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