I need a pre-purchase inspection of a Cessna 140 in Anderson IN. Anyone recommend a shop? I need someone who can evaluate fabric and is familiar with the type.

Thanks

Try to find some really old guy.

Honestly good advice. Has it been flying? If not, do you have a friend who can borescope the engine?

Fabric can be evaluated on condition. There aren't a terrible number of gotchas on the mini-wagons. If it's priced right and you like it, your downside will be suitably small. If you want a free opinion that's worth what you paid for it, DM me some pics/specs and I'll give you a gut feel.

-J

Honestly good advice. Has it been flying? If not, do you have a friend who can borescope the engine?

Fabric can be evaluated on condition. There aren't a terrible number of gotchas on the mini-wagons. If it's priced right and you like it, your downside will be suitably small. If you want a free opinion that's worth what you paid for it, DM me some pics/specs and I'll give you a gut feel.

-J

Do you know which “fabric”? There were several competing synthetics in use 30+ years ago.

Some additional areas to look:

The belly structure where the spring gear legs mount to the fuselage, look for ripples and creases and signs of prior repairs (such as ad-hoc doubler plates)

Horizontal stabilizer, look for the reinforcement kit for the leading edge where it meets the fuselage, IIRC there will be an extra half-rib on each side. (I think this was a service bulletin)

Pull down or unzip the headliner, check the ceiling around the rear spar for corrosion, that's a telltale area in most Cessnas.

Fortunately these are pretty simple airplanes, not saying they are immune to expensive problems but they don't conceal anything behind complexity.

Good luck!

Mark

Very good signs.

Corrosion is rare in those cases. Stabilizers on these planes are often just the victims of gravel getting chucked through them.

-J

I’d call John at excel air in rensellear.

The type association maintains a list of mechanics on their website. I recommend joining anyway if just for access to the document library.

https://cessna120140.com/

Thanks guys! I am trying to keep my excitement under control so I don't do something stupid, but so far this airplane ticks 99.99% of my boxes and I have been looking for two years and waded through a whole sea of "great plane needs nothing" to only find out its a serious turd.

Excited for you!

Will this be your first tailwheel? If so, please keep us updated with your progress through PPI and endorsement on this thread. And, of course, pictures

-J

It will be my first and to some extent it is what is causing me to think it through. I only have about 20hrs in tailwheel and that is from 20 plus years ago. I am a bit concerned about the horror stories you hear about these things.

The main wheel alignment is a big deal in a 140, a buddy had one that was super squirrely on the ground, once he got the wheels pointed right it was a pussycat. It's a very subtle adjustment made with shims. I flew it (and taxied it) in both conditions, and can vouch for what a difference it made.

Good luck! Keep us posted

Mark

It will be my first and to some extent it is what is causing me to think it through. I only have about 20hrs in tailwheel and that is from 20 plus years ago. I am a bit concerned about the horror stories you hear about these things.

The engine can be prone to lack of oil pressure on start up. These old Continentals are famous for wearing out the oil pump cavity in the accessory case. The ultimate fix is a new $$$$ accessory case and oil pump gears. There are no "serviceable" cases worth messing with. So a lot of owners will remove the oil temperature bulb, pour in some oil, install the bulb and go fly. It primes the pump and it works fine until the next shut down. Sitting for even a couple of hours will allow the oil to drain out of the pump and you have to re-prime again. Giant PITA that costs a fair amount of money to fix correctly.