Looks like that one has the 140 gear legs, you can tell by the steps.

That's the same thing I was thinking when I first saw it, definitely 120/140 gear.

my C120 1946 c85 f12 flew lots of hours in Idaho with out much of a problem. I flew it many hours out of da of 5000 with ok take off and climb with one person. Two up would be a problem with full fuel. After a helo pilot put if over on its top, I have thought about repairing it. I would put a 200 out front. The c85 was ok but a little more power would be nice. The light, ragwing tail dragger with an 85 hp engine is a blast at 4.5 gal per hour autofuel and will reach it service ceiling fine.
I have flown a o-290 and that was fun. The fuel burn will make the range a little less but the cowl and other mods make the aircraft less fun to work on. Braking makes you think and the tail comes up very quick.
O 200 will give more rpms, bigger prop, better parts availability, a carb that will lean (c85 strombergs are good if they work) and the fuel burn would not be much more than c 85. If I do keep the c 120, I would need an engine teardown, new motor mount, prop and misc other things. So a 0 200 would be the best for me.
Anyone need a 120 project? I will make you a great deal.
ml

meachamlake wrote:... After a helo pilot put if over on its top...
ml

What was a helo pilot doing flying an airplane?!?!?!

bart wrote:

meachamlake wrote:... After a helo pilot put if over on its top...
ml

What was a helo pilot doing flying an airplane?!?!?!

Fucking it up, sounds like.

meachamlake wrote:....
O 200 will give more rpms, bigger prop,......

I think the only legal prop for the O-200 is the 69" except maybe for a floatplane. The C85 & C90 swing a 71" MacCauley, but the Univair catalog shows a 76" Sensenich for the C85 both land & sea.

I legally run a Mac 71 on an O-200 J3.

JimC wrote: I legally run a Mac 71 on an O-200 J3.

What's the approval basis for the engine & prop? I guess an STC would call out what's approved, as would a field approval.

I researched props some for the C90 on a PA11. If I recall the TCDS correctly, one can run a pretty long wood prop (75"?), making MT a legal option. Thinking of that combination still gives me "wood", even though I no longer have the plane.

Helo pilot was CFII. Used my aircraft to keep tw time. Made a poor judgement landing in a place I would never take a C 120 with any engine.
I should have said easier to find prop or better prop. Looking at the c 150 next to my bent c120, better design and more options. The stc does specify props.
C 120 with C85 will fly with most any C 150 / 152 and do just fine with 85 hp. I rented a C 152 and did not find it as much fun to fly. The downfall are the flaps on C 140 (or lack of them on the 120) do make the aircraft not as easy to slow down. Learned to slip very well. IMHO. Yes the C 120 is really messed up. Have a C 85 as a core and lots of pieces for sale. I have stored inside until another TW is found. Until then the C 175 get all the flying time.
ML

Hotrod, in my case, I installed the O-200 and Mac 1B90 CM 7142 by 337. I didn't like any of the O-200 STC's for the J3. Most 337 O-200 installations on the J3 use the Mac 7142 because it is such a good match for the engine/airframe combination. ROC is 900 to 1100 fpm at 55 mph and 2665 rpm (more when turning the engine up with a flatter prop), 90 mph max structural cruise in level flight at 70% power, and 118 mph in level flight at WOT (Vne is 122 mph).

Macs from 69 through 75 inches are appoved for the O-200 -- it's the airframe TCDS that limits the diameter

As an aside, the Mac 1B90 CM 7440 will outpull anything else that I'm aware of, up to a static of 2750 rpm. Above 2750 static rpm, the Mac 7535 pulls better.

hotrod150 wrote:

bart wrote:

meachamlake wrote:... After a helo pilot put if over on its top...
ml

What was a helo pilot doing flying an airplane?!?!?!

Fucking it up, sounds like.

I was rolling my eyes because the poster made it sound like the guy wrecked the plane BECAUSE he was a helo pilot Sounds like the guy was keeping currency in a t/w, so he must have been an airplane pilot, and wrecked the plane due to inexperience or lack of good judgement, or both.

I think I speak for other dual rated pilots here when I say that the guy being a helo pilot was of no particular importance during that story...

Carry on...

Poster was giving information. High time helo pilot that was doing a good job of keeping current in tw. I had him do a biannual in the c120 due to he never flying in a c120. He enjoyed the slow speed and very responsive aircraft. I like it to be flown and he payed gas when he used it. Win win. Good aircraft need exercise. Bad judgment happens. It has happened to me and will happen again. Airplanes are big pieces of aluminum and can be replaces. My second question after where he is, was are you OK? We are still friends and I would send him off in my airplane anytime.
2 days after mishap he was in back in Afghanistan doing uncle sam's bidding.
My helo flying has been as an air ambulance nurse. I have been impressed by some and scared by others. The same goes for fixed wing pilots I flew with. I never refused a mission but had better times with some.
if I rebuild, o-200 and climb prop, no vacuum pump, lightweight starter alt and oil filter. Flaps woulod be nice. C 150 type mufflers. MS carb. keep the extenders and 8's That would give good power, fuel burn and light weight.
ML