The Preconceptions
I started flying in 1980 in a Piper Tomahawk, which is a really long way from a Cub. I have always known what a Cub was and knew much of its history. I flew in a TaylorCraft in 1981, and the experience was really lost on me at 17 yeasr old. As I recall, the doors were closed and it was just a noisy slow airplane that you had to hand prop. My first Cub flight was on floats trying to get seaplane rated. It was cold and windy and I had a very ornery instructor. This particular Cub was very poorly maintained and was blowing a ton of oil into my face through the open door.
Ten years went by before my next Cub exposure. I finally got my seaplane rating and became an instructor. I am very used to little slow airplanes, as my Cessna 150 on floats cruises at 85 knots, but I still had no clue why someone would fall in love with a Cub. My nine year old daughter started talking about them and how cute they were, and I have a friend who does an aerobatics act in a Cub, and another friend who bought an L4 Cub. My interest was piqued.
A guy called me up from Alexander City where I keep a hangar. He was looking to sublease my hangar for a Cub he was about to purchase, and we decided to partner on one. It was a cheap way to get into a plane that I could teach tailwheel in. I had no idea how intoxicating the plane would be. This was a plane that cruises at 65kts, has only two seats, no baggage capacity, limited fuel, no heat to speak of, no radios, limited crosswind capabilities, and limited braking capability, no night options, limited climb.
The Purchase
My partner and I looked at one plane which seemed like a good candidate, a 1941 65 hp version that had mediocre fabric and was living in a very wet hangar. We then learned of a plane in Greenwood, MS with only 500 hours on the 85hp engine. We hopped into my Twin Comanche and headed for Greenwood. The man who had owned the plane for the last 25 years obviously had loved the plane a lot and taken very good care of it. He was decidedly untechnical if not anti-technical. Quite different from myself. I am a computer programmer and I love technology and widgets. We agreed that he would fly the plane to our home base of Bessemer, Alabama for an annual inspection before closing the deal. The first mechanic that I had look at the plane was not a Cub guy, but he had a Cub expert look at it and he came up with all kinds of issues, which on the surface looked bad. I had another mechanic do the annual and had all the stuff fixed that the first guy found. It was much cheaper than expected after caring for a twin for years. Finally we were ready for a flight. I used a tailwheel expert who had me doing competent landings in surprisingly little time. I thought this was supposed to be tricky. I found it easy and fun. I guess the seaplane time helped, since it does not have a nose wheel either and requires deft rudder and pitch control.
The Epiphany
The J3 Cub is a pure unfiltered airplane. It put me in touch with the true aerodynamics of flight. You feel EVERYTHING. I noticed stuff on the ground that I have been flying over for 20 years. You can smell the environment around you. Flying over stands of wisteria I could actually smell it. You can also feel every aspect of the runway environment. The wind. The surface. Get in touch with your inner pilot.
The Myths
-Cubs are slow 
Verified. This is one of the features of the plane, not a detractor. You get a chance to smell the roses and see stuff you have been missing by flying along in a plastic bubble at 100 knots. Enjoy the ride, build the time. I find that I even drive slower and more relaxed after a cub flight.
-Cubs are drafty Verified. Again this is a feature. Flying in the summer is a pleasure. There is always plenty of air. Flying in the winter, you should layer up. This is a plane best flown with the doors and windows open. The view is incredible without looking through plexiglass. We are so used to flying and seeing through Plexiglas. The open door coming up is actually the best indication of an impending stall.
-Cubs are hard to start Busted. In warm weather, I pull the prop through 3 or 4 times and it fires. Simple... Never a low battery, or bad alternator, or bad contactor. Cold weather can take a few more pulls. I have had way more trouble with weak batteries than I have with weak arms.
-Cubs are dangerous to start Busted if procedures are followed. Never get complacent. Always assume the mags are hot and think about your actions.
-Cubs are expensive to buy Verified. These planes are popular which keeps the prices up. This makes them a decent investment. I expect prices to continue to climb with copy cat Cubs from Legend and Cubcrafters running at over $100k. As cheap as these planes are to operate with fuel prices sure to rise they should remain a good value.
-Cubs are antiques and tough to maintain Busted. There is huge support for these planes. You can buy just about every part new from Wicks or Univair. There is just not much to it. This is a simple plane. It is cloth and deserves a hangar.
-Cubs are hard to land Busted. Tens of Thousands of pilots got their start in a Cub. This is a trainer. It has a long fuselage which makes it less quirky than a Pitts and it lands very very slow. Learn to land it well and ALL of your landings will improve, no matter what you fly. Respect the wind.
-You have to fly it from the back Verified. This is a good thing however. The view is better from the back, because you can see out the open window and door. The view out the front can be limited while on the ground or with a passeger up front
-Cubs are limited in range Verified. Cool. You get to land more often and have more people gawk and ogle.
-Cubs have no baggage capacity Verified. Learn to be efficient in packing. There is a Walmart everywhere for whatever you forgot or could not bring.