But wasn’t the 140 certified in the utility category? Couldn’t a paperwork STC (if one were to exist) move it to the normal category with a bump in G.W.?

But wasn’t the 140 certified in the utility category? Couldn’t a paperwork STC (if one were to exist) move it to the normal category with a bump in G.W.?

More than most light planes, the C140 is limited by the tail. Adding weight to the cabin also adds more in-flight air loads to the tail, which is barely strong enough to begin with. Sure, you can easily add 200 pounds to your load, and it will climb a bit slower, but get caught in some turbulence with the extra weight and you'll have to pray the tail stays together.

The C-140 was certified to something like +4.5 -2.25 g. This was before the standard and utility categories were established.

We ferried a completed project C140 from a San Diego A&P school for a prebuy. Hour flight. Actually my wife volunteered! She was flying DC3s then and for life of me I could not figure out why fly the 140!

The annual had fresh ink in the log book. Aileron cables were rigged crossed. RH elevator was from an older aircraft evidenced by the hinge AD not complied with. No logbook entry of the replacement. The plane serial number would have had the updated hinge/ bracket. Only knew this from making the repair on our old 140. Removing the elevator we discovered one of the Four bolts securing the empennage assembly was loose due to the nut plate broken because the bolt was cross threaded.

The comments about fragile tail come to mind. Gee whiz it has an extra bolt available.