The Airplanes You Can Take Home to Mom by STEVEN Ltv.IIELLS
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The airplanes you can take home to mom BY STEVEN ltv.IIELLS agree that the Cessna 120 and its sibling, the 140, are air• planes that have eye appeal. The rounded rudder, conven• tionallanding gear, and overall proportions create the classic lightplaneHots who havelook.anWheneye Cessnafor formfloodedand functionthe lightplanewill probablymarket withPthese beauties following the end ofWorld War II, few people realized how important this honest little airplane would turn out to be in the his• tory and development of the Cessna Airplane Company. The 140 and its lean little brother, the 120,jump-started Cessna's tran• sition to a peacetime business after WorldWar II. Between 1946 and 1951, when production of the 140 ended, more than 7,500 of these air• planes had rolled out the doors in Wichita. Not only did this airplane pro• vide a tremendous economic boost for postwar Cessna, the design also helped establish the strut-braced single-engine line of Cessnas as air- PHOTOGRAPHY BY MIKE FIZER Retired Delta Air Lines Capt. Frank Bottoms Sr. purchased his 1946 Cessna 140 in April 1997. Bottoms joins some 25 to 30 members of the "gaggle fleet"-his neighborhood flying subdivision's group of retired pilots in Spruce Creek, Florida, who fly each Saturday morn• ing for $100 breakfasts. "This is a lot more fun than the Lockheed 1011 that I flew to Europe," he says. frames that could, to borrow a line from Timex, "take a licking and keep on ticking." The design philosophy that is the key to the astounding in-flight structural• integrity record of all strut -braced Cess• nas started with the 140 and was final• ized in 1948, with the creation of the metalized single strut-braced wing for the 170 series. This wing was then installed on the 140A, which was pro• duced until 195I. Cessna's transition airplane Today there seem to be Cessna air• planes on every ramp of every airport in the world, but it wasn't always so. Cessna's real start began during the prewar buildup when the U.S. Army placed an order for 33 T-50s, a bul• bous-shaped, tube-and-fabric twin that was powered by two 290-horse• power Lycoming radial engines with nonfeathering propellers. This was the largest single airplane order Cessna AOPA PILOT· lOG ·APRIL2001 had ever received. As suddenly as the war had catapulted Cessna from a small company into a bustling factory with more than 6,000 employees, all wartime production ended abruptly in mid-1945. The first evidence of Cess• na's ability to respond to a new postwar world was a taildragging two-seater dubbed the 140-0[ was it the 120 that came first? 120 or 140-which came first? Depending on whom you talk to, there will always be differing opinions on whether the Cessna} 20 or the Cessna 140 came first. The type certificate data sheet (TCDS) lists the 140 as being approved on March 21, 1946, starting with serial number 800}, and the }20 a week later, on March 28, with serial number 8003. The stark little }20 listed at $2,695. The 140 differed from the 120 since it was equipped with an electrical system, featuring a Delco Remy genera- Bill Hess' 1947 Cessna 120 suffered wing damage sometime during the 1960s, and a previous owner replaced the 120 wings with 140 wings. "When people ask me what type of airplane this is, I say a 'single-engine Cessna 130'-halfway between a 120 and a 140." Hess, who flew the governor's airplane for the State of New York• beginning with John D. Rockefeller-purchased the airplane in 1996 in order to join Spruce Creek's "gaggle fleet." The Cessna 120/140s are "good-time airplanes," Hess says. AOPA PILOT' 107.APHIL2001 tor and a pull cable-actuated starter, next two years before the end of spring steel that fit tightly into slots in split-type wing flaps, quarter windows 120/140 production in 1949. each side of the fuselage. Directly above behind each door, and tube-and-fabric The 140A was introduced in 1949 these strengthened gearboxes are the wings. The list price for a 140 was with newall-metal wings that were first attachment points for the wing lift $2,995. The airplanes were an immedi• developed in 1948 for the four-place struts. This critical structure is tied ate success. 170 program. In three years of produc• directly into the front doorpost. The U• tion, 525 140A airplanes were sold. shaped doorpost structure forms, along Five-year production run with a similar U-shaped rear doorpost In 1946 Cessna sold 3,846 120 and 140 Standard equipment structure, a strongbox that surrounds airplanes. The 120/140 was such an Fabric-covered wings, an all-metal the cabin's inhabitants and acts as the appealing new design that Cessna was fuselage, an 85-hp four-cylinder Conti• backbone of the airframe. The wings delivering 30 airplanes a day. But the nental C-85 engine and two wing• bolt onto the forward and aft doorposts market flattened quickly, and yearly mounted 12.5-gallon fuel tanks are at the top corners. The front doorpost production numbers tapered off to standard on both models. The main area supports almost all the flying and 2,523 airplanes in 1947 and 704 over the landing gear legs are two pieces of landing loads. The soundness of this structure is borne out by a comment from Dave Lowe, past president of the International Cessna 120/140 Associa• tion and an experienced 120/140 mechanic, as he remarked that three• quarters of all the airworthiness direc• tives (ADs) on the 120/140 airplanes are in the tail. Wing struts All 120s and 140s have two welded-steel lift struts supporting each wing. Branching out in a V-configuration, the struts attach to the front and rear wing spars. Threaded rod ends terminate the struts, allowing easy adjustments to the wing dihedral and washout. When the 140A was introduced in 1949, it was equipped with a new all• metal wing design and a single, thicker, extruded aluminum wing strut. This doorframe/wing-strut/wing-spar struc• Here Are The t7 Reasons It Should ture was so tough that the astoundingly small number (experts suggest that the Be FlightPlus From AOPA: total number is less than five-the number of fingers on one hand) of I You are covercd in general aviation or commercial aircraft. recorded in-flight breakups of strut• braced Cessna airframes is the envy of 2 Premiums do not increase as you age. other manufacturers, and has made ~ The policy is provided by an A++ rated company'". Cessna's strut-braced singles, such as the 180, 185, and 206, the bush planes t Coverage is guaranteed. of choice all over the world. '7 There is no physical exam, Flying and no health questions. AIRCRAn OWNERS AND PILOTS ASSOClAnON By all accounts the engineers at Cess• na designed an honest, well-mannered FlightPlus supplements existing life insurance. and provides coverage for airplane. Leighton Collins, in an April accidental death or dismemberment incurred while you arc nying-ll'/1etl1er 1, 1946, article in Air Facts, said this JUII (/re (/ pi/ut ur (/ p(/-'-'ellger. It's the kind of coverage many other insurance about an early 140: "The stability situa• policies do not provide. \\lith no questions asked. you can purchase coverage tion, then, would seem to be that it is up to $125.000 at low rates when you join or rene\\' your 1\OpA membership. about evenly apportioned around the Flight Plus. administered by the AOP1\ Services Corporation. is designed just three axes and is just a little more than for pilots ... and their families. neutral. That makes for a ship whiGh Call Today And Join Thousands of Members Who Have Already Enrolled doesn't overwork you in rough air, one And Are Providing Extra Protection For Their Families * Underwritten by Minnesota Life Insurance Company. As of April 1999, AM. Best rotes Minnesota life as A++, which is responsive, and one which is their highest of 15 ratings. nice on instruments." In other words, the 140 flies well and doesn't have any designed-in bad habits, although WRITE IN NO. 487 ON READER SERVICE CARD AOPA PILOT ·108 'APRIL2001 changing to metal wings removes mid-1950s on will have to develop Pilots who are always conscious of the some of the aileron response, accord• some new speed-control discipline if wind direction and counter these con• ing to Lowe. they want to consistently show off their ditions with the correct control inputs Depending on the engine (STCs are spot-landing skills. Accordingly, the find that this airplane does not make available for up to 135 hp) and the pro• rudder has enough power to make them look bad, or swap ends unexpect• peller installed, cruising fuel consump• speed control via the sideslip method a edly on the ground. In spite of the air• tion ranges from around five to seven routine matter. The manual Johnson plane's capabilities, Lowe suggests that gallons per hour, with a clean, straight bar flap lever permits varying amounts 100 percent of the fleet has probably airplane achieving cruise speeds of of flap drag to be deployed after slowing been ground looped at least once over about 105 to 110 mph (91 to 95 kt). With to the VFE (maximum flaps extended) of the past 50 years. 25 gallons of fuel, this translates to 82 mph (71 kt). about four and a half hours of duration The 120, 140, and 140A all exhibit Repairs and parts availability and a 500-statute-mile range.