Wow...loved the video....Holy smokes looky there... they put in an extra seat to hold your sandwich!.... if the sandwich does not put you over gross....or aftt c.g. ! Cute little thing. Density equation a must!
"WoW" Scott what a great piece of flying and a great video, thanks for the information on the Prop and Engine , Wilson Bar at only 2200 ft pretty low for these parts.........but still the DA just sky rockets here, Very Impressive bit of flying for a Cessna 140 fricking more like in the category of get her done.....I have been flying my 1948 Cessna out of Nampa ID this past year, I did pitch to 71/45 any more and just no cruize speed. You need to post more videos,,,,,,,,,if at Nampa look me up and if we are available RON invite ,just a few miles from the Airport . My Videos under John Rhines,,,,,best from Idaho Jack
I agree with Anthony. Cool that you kept the footage raw with the sound. I am a fellow 120 pilot in Alaska. Awesome to see some 120/140 backcountry activity. Energy management! Good stuff. I just picked up a set of used 29" bushwheels for one of mine. It will be interesting to see what kind of affect they have on its performance. I just want to be a little nicer to the old gear box y'know? Give er' a little cushion. Anywho.. we'll see how old faithful (C85-12/stromberg) handles the new weight and drag. Looking to upgrade to the Marvle Shebler carb too, sometime soon. Keep having fun and flying safe in the bird of yours brother! And if you ever make it to Alaska, look me up and we can go cruising in the 2 120s I've got here. Our runway points right toward the Knik river. just 5 minutes away from Gods gift to adventurous pilots. Cheers!
M. Arnold I tried putting the 29” bushwheels on the 120, but there wasn’t enough clearance between the tire and the brake calipers. I used 2 spacers behind each brake rotor to try to give it extra room but no luck. The tire would still make contact with the brake caliper. When I tried stacking 3 spacers, I then had clearance issues between the brake rotor and the gear leg. So, axle extensions would have been necessary and I just wasn’t willing to go that far with the time I had. Figured I would rather fly it on the tried and true 8.50-6 tires. On the other hand, I picked up a used set of the newer style 26” AIRSTREAKS, and slapped those on the other 120. They have worked great! I did use 2 spacers behind each brake rotor to ensure clearance for the brake calipers. Mind you, I haven’t gone anywhere on the 26s that I couldn’t go using the trusty 8.50s. I do need to be more careful in sandy locations on the 8.50s, but they will still get in and out of those spots. I figure the 26s provide 4 things. Greater prop clearance, it’s easier on the gearbox, more floatation on soft terrain, and they make a bird stand proud. Everyone seems to be after that sex appeal. Takeoff roll doesn’t change, landing roll gets a little shorter since 3-point is at a higher angle of attack. You can drag it in a bit more without striking the tail wheel first. They don’t make a 120 into a cub though, is what I’m trying to get at. You still need to be picky about where you set down in the back country, unless you pump up the c85 or swap it out. Cheers!
Court Ecklund as far as which brakes I’m using, I have the single puck cleaveland brakes on both 120s and they work great on the 26” airstreaks. The 29” BushWheels didn’t end up working out because of clearance issues between the brake calipers and tire sidewalls.
Lol, why am I only just seeing this!? Did you get those 29s to work for you? I don't think I'm going to go any bigger than my desser 850s. They're big enough for everything that I do and they're crazy light.
Not familiar with the 120 so my opinion doesn’t matter but damn that sight picture looked scary as hell on takeoff. Maybe the camera angle makes it look more nose up than it was but it made me pucker. Looked like that airplane was clawing its way out of there
I usually climb out at about 65 mph. Might be the camera angle. Also, no flaps so the sight picture will look higher for a given AOA vs one notch in a 140 or 150.
Hello Scott! I noticed you appeared to adjust your mixture before take off roll. Would you provide information on your engine and prop. I am a long term 140 flyer and very interested in the Idaho Back Country. Thanks, Anthony
For this trip I put on a really flat prop. It was a 7141 on a c85-12. I was going in to some pretty high strips that trip so I got in the habit of leaning for max rpm before the takeoff roll.
Yes, a 140. I have a little over 2000 hrs in it. C85/0200 Crank/rods/ pistons and a 71/46 prop. Still running the Stromberg. I'm in NC so we have mountains, but not like yours. I think the highest DA I remember around here was 4900 FT at KGEV during the summer. Made it out to Eastern Colorado many years ago, landed at Ellicott. A friend and myself made that trip. Combined, we barely weighed 300LBS! I appreciate that you didn't cover the sound. Interesting to see the control and power adjustments during approach. Are you running larger tires?
I think they're Faro? I think that they're actually some generic product that just has a logo slapped on it. I wouldn't be too picky about the brand since they all seem to use the exact same product. I don't use them much anymore because the ear inserts are a consumable and I got tired of buying new ones. I run a set of cheap over-ear ANR headsets now.
Mate that’s not an airstrip, that’s just 26 missing trees. 😮
This video is awesome. Never flown in a 120/140 but I’m considering one as a first plane. You really know how to work that 120!
What a glorious little workhorse.
The best video on UA-cam !!!
That was freakin sick. Awesome video
Wow...loved the video....Holy smokes looky there... they put in an extra seat to hold your sandwich!.... if the sandwich does not put you over gross....or aftt c.g. ! Cute little thing. Density equation a must!
"WoW" Scott what a great piece of flying and a great video, thanks for the information on the Prop and Engine , Wilson Bar at only 2200 ft pretty low for these parts.........but still the DA just sky rockets here, Very Impressive bit of flying for a Cessna 140 fricking more like in the category of get her done.....I have been flying my 1948 Cessna out of Nampa ID this past year, I did pitch to 71/45 any more and just no cruize speed. You need to post more videos,,,,,,,,,if at Nampa look me up and if we are available RON invite ,just a few miles from the Airport . My Videos under John Rhines,,,,,best from Idaho Jack
Groovy video! Real disco scene landing!
I agree with Anthony. Cool that you kept the footage raw with the sound. I am a fellow 120 pilot in Alaska. Awesome to see some 120/140 backcountry activity. Energy management! Good stuff. I just picked up a set of used 29" bushwheels for one of mine. It will be interesting to see what kind of affect they have on its performance. I just want to be a little nicer to the old gear box y'know? Give er' a little cushion. Anywho.. we'll see how old faithful (C85-12/stromberg) handles the new weight and drag. Looking to upgrade to the Marvle Shebler carb too, sometime soon. Keep having fun and flying safe in the bird of yours brother! And if you ever make it to Alaska, look me up and we can go cruising in the 2 120s I've got here. Our runway points right toward the Knik river. just 5 minutes away from Gods gift to adventurous pilots. Cheers!
jonathan hanson how did the bushwheels work out on the 120?
John- wondering if you had to make any mods to the brakes for the ABW 29’s? Thinking about getting a set for my 140
M. Arnold I tried putting the 29” bushwheels on the 120, but there wasn’t enough clearance between the tire and the brake calipers. I used 2 spacers behind each brake rotor to try to give it extra room but no luck. The tire would still make contact with the brake caliper. When I tried stacking 3 spacers, I then had clearance issues between the brake rotor and the gear leg. So, axle extensions would have been necessary and I just wasn’t willing to go that far with the time I had. Figured I would rather fly it on the tried and true 8.50-6 tires.
On the other hand, I picked up a used set of the newer style 26” AIRSTREAKS, and slapped those on the other 120. They have worked great! I did use 2 spacers behind each brake rotor to ensure clearance for the brake calipers.
Mind you, I haven’t gone anywhere on the 26s that I couldn’t go using the trusty 8.50s. I do need to be more careful in sandy locations on the 8.50s, but they will still get in and out of those spots. I figure the 26s provide 4 things. Greater prop clearance, it’s easier on the gearbox, more floatation on soft terrain, and they make a bird stand proud. Everyone seems to be after that sex appeal. Takeoff roll doesn’t change, landing roll gets a little shorter since 3-point is at a higher angle of attack. You can drag it in a bit more without striking the tail wheel first. They don’t make a 120 into a cub though, is what I’m trying to get at. You still need to be picky about where you set down in the back country, unless you pump up the c85 or swap it out.
Cheers!
Court Ecklund as far as which brakes I’m using, I have the single puck cleaveland brakes on both 120s and they work great on the 26” airstreaks. The 29” BushWheels didn’t end up working out because of clearance issues between the brake calipers and tire sidewalls.
Lol, why am I only just seeing this!? Did you get those 29s to work for you? I don't think I'm going to go any bigger than my desser 850s. They're big enough for everything that I do and they're crazy light.
I have a cruise prop on my ‘46 140 w/o-200. Yours seems to climb a little better than mine.
Not familiar with the 120 so my opinion doesn’t matter but damn that sight picture looked scary as hell on takeoff. Maybe the camera angle makes it look more nose up than it was but it made me pucker. Looked like that airplane was clawing its way out of there
I usually climb out at about 65 mph. Might be the camera angle. Also, no flaps so the sight picture will look higher for a given AOA vs one notch in a 140 or 150.
Крутой ты парень..
Hello Scott! I noticed you appeared to adjust your mixture before take off roll. Would you provide information on your engine and prop. I am a long term 140 flyer and very interested in the Idaho Back Country.
Thanks, Anthony
For this trip I put on a really flat prop. It was a 7141 on a c85-12. I was going in to some pretty high strips that trip so I got in the habit of leaning for max rpm before the takeoff roll.
Thank you for the reply. Are you using the Stromberg carb? By the way, very nice video. It's good to see 120/140's in action.
It's been upgraded to a marvel schebler. Do you fly a 120/140?
Yes, a 140. I have a little over 2000 hrs in it. C85/0200 Crank/rods/ pistons and a 71/46 prop. Still running the Stromberg. I'm in NC so we have mountains, but not like yours. I think the highest DA I remember around here was 4900 FT at KGEV during the summer. Made it out to Eastern Colorado many years ago, landed at Ellicott. A friend and myself made that trip. Combined, we barely weighed 300LBS!
I appreciate that you didn't cover the sound. Interesting to see the control and power adjustments during approach. Are you running larger tires?
Looks like maybe no go around in that scenario.
Does this have the 0-320 conversion? I had to rewind the video on takeoff I thought it was sped up lol.
Lol, I wish there was an STC for that!
first time you go in there its gonna stain your shorts.
I’m thinking about in ear headsets. What brand are those ?
I think they're Faro? I think that they're actually some generic product that just has a logo slapped on it. I wouldn't be too picky about the brand since they all seem to use the exact same product. I don't use them much anymore because the ear inserts are a consumable and I got tired of buying new ones. I run a set of cheap over-ear ANR headsets now.
@@bembrin thanks. Wearing big over the head sets get old no matter how light.
Bad ass see you don’t need a cub a real pilot flys what they have not look at me I have a cub good job