Len Rudrud of Screaming Eagle Aviation in Santa Paula, CA, chose his Cessna 140 simply because, like Everest, it was there. Progress on the restoration of a 1947 Cessna 140 s/n 12403. The test airplane was appropriately equipped for operation in and around the Los Angeles Basin, and that meant a 720/200 navcom and a transponder/encoder. Plan 1123. At this point, you can notice a difference between the 140 and the later taper-wing Cessnas - the 140 tends to have a higher sink rate at approach speeds compared to the later Cessnas which really do benefit from barn door flaps… Pilots who have an eye for form and function will probably agree that the Cessna 120 and its sibling, the 140, are airplanes that have eye appeal. Slow flight is almost ridiculously sloooowww. Appears to be serviceable, but does have minor hangar rash and could use paint to freshen up. If a pilot somehow ground loops his 140 at any more than taxi speeds, it's probable that the landing gear boxes in the fuselage will be damaged. Just so ya know, the 140's flaps … “I just made it better.”, Rudrud allows, “I’ve been flying complex aircraft all my life, three and four-engine jets and turboprops and multi-engine pistons with turbochargers, pressurization, and constant-speed props, and the nicest thing about the 140 is that it doesn’t have any of that stuff. Make no mistake, the 120 and the 140 are some of the lightest of lightplanes, grossing out at 1,450 pounds, or 1,500 pounds for the 140A. They're in the worst spot to get to and were the easiest to install. There’s little question Cessna made substantive improvements to the 150’s airframe and powerplant, but control response didn’t improve with other upgrades. The big ol’ flaps on a newer Cessna are an entirely different story. The Cessna 140 was originally equipped with a Continental C-85-12 or C-85-12F horizontally opposed, air-cooled, four-cylinder piston engine of 85 hp (63 kW). Push your nose against the window of a Cessna 120/140 and scan the panel. The Cessna 120/140 series has always brought a premium price in the two-place classic pack for a reason. Cessna 140 Cessna … The ragwing 140 and its later all-metal version, the 140A, were built from 1946 through 1950. The larger Cessna 170 was a four-seat 140 with a more powerful engine. In practice the cockpit switch stops the motor before any of the limit switches on the flap … The rudder pedals are spring-connected to the tailwheel and, accordingly, directional control on the ground is reasonable if not exactly positive. ... CESSNA S2870-1 SWITCH PRESS TO TEST. Cessna made the 120 about as simple as airplanes get, with side-by-side seating, yokes rather than sticks, no flaps and no rear window. Add to … Trade-A-Plane is perhaps a better pricing source. Push your nose against the window of a Cessna 120/140 … For instance, both left and right gear box assemblies, new cowling assemblies, and other often-needed and hard-to-manufacture parts are almost always in stock. $5.60. https://www.aopa.org/.../aircraft-fact-sheets/cessna-120-140 Just so ya know, the 140's flaps aren't super effective, either. Like most other late ‘40s two-seaters, the 140 is happier at the bottom of its speed envelope than at the top. U0452112 UNIVAIR COWL LATCH PIN - FITS CESSNA $15.43. Pilots transitioning from Cessnas equipped with the powerful Fowler-type flaps that are standard equipment on all Cessna singles built from the mid-1950s on will have to develop some new speed-control discipline if they want to consistently show off their spot-landing skills. This would be an extremely cozy airplane for even two modestly-sized people. Add To Cart. The Cessna 140 first rolled off the production line in 1946. Glareshields. Common modifications to the 140 include "metalized" … Despite the 140’s pristine condition, however, time takes an often insidious toll on airframes, and I’d be reluctant to subject this one to potentially high G-loads. The list price for a 140 was $2,995. In 1956, Cessna had plans to further improve the line with the 170C. Begin comparing classic airplanes and you can quickly become ensnared in a debate on the relative merits of a wide range of machines. $2.35. Wheel extensions improve gear geometry, and most 140s have transitioned from the old Goodyear brakes to the heavier-duty and less touchy Cleveland wheels and brakes. Had a similar problem with my 182P a month or so ago. Add To Cart. Cessna 140. Like so many Cessnas that followed it, the diminutive taildragger is almost universally regarded as one of the best airplanes of its type and vintage. Rudrud bought the Cessna several years back. McFarlane Aviation Products designs and manufactures nearly 2000 different quality FAA-PMA parts. Cessna 140A. Got a chance to fly a Cessna 140. The 120 had no flaps, but in reality the split-type flaps on the 140 weren't much more than small speed brakes. It also had stable, well-mannered flying characteristics, making it very popular with pilots at a time when post war light aeroplane ownership was beginning to boom in the U.S.A. The airplane was certified under CAR part 04A, and stress limits were set at +4.57 and -2.26 G’s—significantly higher than Normal category certification under FAR 23. They are the people with all the answers. McFarlane Aviation Products designs and manufactures nearly 2000 different quality FAA-PMA parts. One bit of advice in no-wind conditions: Keep the yoke full back to maximize pressure on the tailwheel and improve steering authority. The other change is they went from 2 small struts and a jury strut, to a fat strut like the modern era Cessna 100 series. Let's start the conversation about Cessna 120/140's off right by passing along the phone and address of the Cessna 120/140 club. Leighton Collins, in an April 1, 1946, article in Air Facts, said this about an early 140: "The stability situation, then, would seem to be that it is about evenly apportioned around the three axes and is just a little more than neutral. Some have even stepped up to the O-235 Lycoming, which isn’t a bolt- on conversion. He has authored more than 2,200 magazine articles and was the on-camera host of the 1980s TV series “ ABC’s Wide World of Flying.” Bill is currently rated Commercial/Multi/Instrument/Seaplane/Glider/Helicopter. Fuel Strainers/Plungers. Today I disconnected the flap motor wire connector in the right wing and checked continuity through the two limit switches, the flap control micro switches, and the flap motor: all looked ok. Then I turned the flap motor by hand in both directions and reassembled everything. The pilot reported that, during a max performance takeoff, he set the flaps to 10° and accelerated to 60 mph. Travel on the standard control was only about an inch, making fine-tuning difficult. Market demands for a tricycle geared aircraft was too great and two competing models did not make e… Fuel Burn at 75% power in standard conditions per hour. Cessna 120/140 Club Dave Lowe-President Box 830082 Richardson, TX 75083 (502) 736-5392. The old hinges are made from AN251-1 piano hinge which is no longer available. The cabin is only about 39 inches across at the elbows and about as tall. Depending on the engine (STCs are available for up to 135 hp) and the propeller installed, cruising fuel consumption ranges from around five to seven gallons per hour, with a clean, straight airplane achieving cruise speeds of about 105 to 110 mph (91 to 95 kt). Cessna 140 is the luxary version with wing flaps, additional cabin windows and electrical systems (Radio, Battery, Starter and Lights). 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