I compare recent advertisements for five classic taildragger aircraft for sale, including an Aeronca Chief, Piper J3, Cessna 140, Taylorcraft BC-12, and Porterfeld.
T-Craft, when I had mine, I also had a 5'3" girlfriend, and small as the cockpit was, we made "it" happen, in flight, somewhere over Montana. What a great bird, with unreal performance on just 65 hp due to that big ole wing.
I think you left out one of the best - the Luscombe 8A. A It's a non-electric, Continental A-65 powered, all aluminum mono-coup design. Sips auto fuel at 3.8 gph while flying at 100 mph. No wood, no nails, no glue.
I have ‘38 Aeronca Chief. Bought it about 10 years ago for $15,000. Flew it home with instructor, took instructions in it and soloed in it. I think it’s a great little plane. It was completely redone in the 80s. I think the covering is called seconite? 65 continental with up exhaust. Completely original, including one seat belt to go across both, that’s been changed along with new slick mags to replace original Eismanns. Has original aluminum wheel pants, I think it is a beautiful little airplane.
@3:08, the Cessna 140 is a '47 model. It is an all metal structure with fabric covered wings only. The control surfaces are all metal, including elevator and rudder.
Cessna made approximately 8,000 Cessna 120's, 140's and 140A's as you mentioned between the years of 1946 and 1951. Differences were the 140 came first complete with an electrical system, all aluminum fuselage, aluminum structured wing covered with fabric, as well as flaps. Cessna 120's were introduced in either late 1946 or early 1947 as an economy model of the 140. Same structure, but without an electrical system, flaps or the "D" window behind the doors. There's probably very few straight 120's flying that don't have an electrical system installed,. Cessna 140A's were the last of the 140 line, only 525 were manufactured between 1949 and 1951. Along with the C-170A which also came out also in 1949 both have an all metal structure and tapered all metal wing just as is with all of the later produced Cessna single engine aircraft produced to this day; Additionally, an interesting point is that both the 140A and 170A have hinged flaps whereby the latter C-170B, 150, 152, 172, etc., have fowler flaps. Very nice little airplanes that will do just about anything that a J-3, and 7AC Champ will do; however, you can travel in the Cessna 120/140/140A series. All have an 80 pound baggage compartment behind the seats, 25 gals of fuel, can cruise over 100mph, and easily have a range of over 4 hours (personally I like 3.5 hours to play it safe).
My dad has a 46 Aeronca Chief. I got my tailwheel sign off as a student in 2021, and finished up my PPL in september 2022. I have just shy of 300 hours TT now, of which about 90 is Chief time. The Chief has been an absolute BLAST to fly. Such a great little airplane!
A lot of people aren't aware of the fact that radio communications are not required in aircraft and those without an electrical system can fly without ADSB. This does limit the areas you can fly in, but it's completely legal.
That is true, where I am in Central Florida it is nearly impossible to be somewhere that does not require ADSB for one reason or another. For instance, my airplane is exempt, so I can fly in Class D, and my home airport is under a class B shelf, but if I was not exempt and had a non ADSB transponder I could not.
ADSB is only required in airspace where a transponder is required; generally speaking Class A, B, C, 30 nm from Class B (veil) and above 10k. See 91.215(b)(1-5) for specifics. Other airspace, generally speaking Class D, E, and G do not require ADSB-out. That's a lot of space. I have no intention of getting ADSB for the recreational flying I do. Some ADSB airspace is opened up for planes with no electrical system like the 30 nm veil around Class B.
140’s came off the line with electrical systems, so were never exempt from mode C or ADS-B-out regulations. That’s not a problem in most parts of the country since you only need ADS-B out in specific airspace - basically anywhere you needed Mode C before. Changing radios or transponder doesn’t affect that.
Around me, you are pretty much grounded unless you have ADSB or are exempt, other parts of the country might be different, I did not know all 140's had electrical, systems, thanks for watching.
What! No Luscombe? My first 600 hours were in a 46 8A and 47 8E. I will take the Tailor Craft with one size up tires and as big of a pneumatic tail wheel as can be installed on it.
I am aware there are places you can fly without ADSB in uncontrolled airspace, but in my part of the country, that is nearly impossible, but thanks for watching.
What’s do you suggest for someone who’s 6’1”” 225 and want to take a passenger? Would it be too much? Which one can carry the best payload? Does fuel way it down a lot too?
I know in my Cub, 683 lbs empty weight, plus 225 lbs, for a pilot, the 65 lbs in fuel, leaves 247 for a passenger, empty weight of your airplane is more important than which model you choose.
@@J3PiperCub Not a lot of them out there, Period. They are great fliers. As for being tight, I tell any lady that asks for a ride "Sure, but by the time we land we may have to get married." Everybody laughs. When we land they all say "you were right." 🙂 Mine still has the original single seat belt that goes around both of us. Replacing that is next on my list of upgrades.
You can get lost down a rabbit hole with these old plane designations, the engine in Cubs that have a continental 65 hp in them are actually a65, but everybody calls them c65, and Aeronca and Waco letter models are insanely complicated.
You have a lot to learn about Taylorcrafts and ADSB. WOW. That Taylorcrafts performance is not similar to a Cubs at all. It will walk right by any cub with the same or bigger engine.
Why would you tell people that 140 is illegal??? Wow! The vast majority of airspace in the US is class E. You could go anywhere in the US you want to. Just stay out of controlled airspace, E is controlled only IFR. Stop telling people this crap.
