A Labor of Love: Keeping the Oldest Cessna 140 Flying

Jeremy King of Rainier, Washington, has “always had a crush” on the Cessna 140.

So when he had the opportunity to buy one, he jumped at the chance.

Little did he know that he was buying what could be the oldest flying Cessna 140 in the country.

“The serial number is 8006, so it is the sixth Cessna 140 ever made,” he says. “As far as I can figure, the first four were purchased by Cessna and 8005 is deregistered, making my plane the oldest flying Cessna 140.”

Jeremy, who bought the airplane in 2020, said it was a “dream of mine to own one.”

“The 140 and 120, to me, kind of started it all,” he says. “They were the planes that later became the most used training airplanes on the market, like the 150, 172, and then the highly sought after 185. It was the foundation. It’s kind of like the Wright brothers plane, in my opinion.”

“There’s also a certain elegance to it as well, something about the sound and the way it flies,” he adds.

Flying the 140 is an “absolute joy,” Jeremy continues.

“It’s very raw. It doesn’t have all the engineering designed into it, so you really have to fly the plane — it doesn’t fly for you,” he says. “At the same time it’s forgiving and gentle. It can be a challenge, especially it being light. The winds can really push you around, but stalling it gives you that confidence the plane has your back, meaning you’ve got a little grace when unexpected things happen.”

The Beginning

Jeremy has been able to trace his airplane’s ownership from the time it rolled out of the Cessna factory in 1946.

The maiden flight for the 140 series was June 28, 1945, by Morton “Mort” Brown and the first aircraft rolled off the assembly line in March 1946 for $2,995.

Jeremy’s plane was registered on March 19, 1946, with the N-Number NC89002. Its first stop was Yingling Aircraft, which sold the aircraft to Hutchinson Airways in May 1946. Then on Jan. 15, 1947, it was purchased by George Platt.

“All the sales to this point were for $1,” Jeremy notes.

On Nov. 17, 1947, Platt sold the airplane to A.C. Penner in Inman, Kansas, for $2,000.

The next transfer of ownership was April 10, 1956, to John Todd for $3,000. Later that year, on Oct. 29, the plane was sold to R.V. Huey for $1 “and other valuable considerations,” Jeremy reports.

Robert Thompson bought the airplane on Aug. 25, 1964. It was deregistered in June 1971, then sold to William Meyers of Everett, Washington, on Nov. 30, 1972. It was reregistered on March 20, 1975.

On Aug. 14, 1976, the airplane was purchased by Lana Basler of Spokane, Washington. The next sale was to John Murry of Spokane, Washington, on Feb. 8, 1979, for $5,500.

“The logs also mention that the airplane was in the Mt. St. Helen’s eruption in 1980 and they had to clean out ash,” Jeremy reports.

The plane’s next owner was Dennis Teal of Tensed, Idaho, who bought it in December 1984.

“The plane was in boxes when Dennis Teal came along and got it flying again,” Jeremy says, noting that is when the N-Number was changed to N140DT, with the DT standing for Dennis Teal.

Bill Christian of Pullman, Washington, purchased the 140 on May 21, 1987, then Ross and Helen Randle of Wendell, Idaho, purchased it Jan. 12, 1996. Louis Opstad of Des Moines, Washington, bought it on May 6, 1997, for $12,000.

On Oct. 22, 1999, Jan Buckowski of Hoodsport, Washington, purchased it for $10,000. Thomas Eardley purchased the aircraft on Oct. 26, 2001.

“Then on July 6, 2020, I purchased it for $24,500,” Jeremy says, noting the plane “has just over 2,800 hours with the original engine.”

Jeremy’s Turn

Jeremy found out about the plane while he was working at the Olympia Regional Airport (KOLM) as a fueler, “slowly working on my pilot’s license.”

A friend, Mike Downing, told him about Tom Eardley who had given up flying and was “possibly” wanting to sell the 140.

“I went and checked it out and couldn’t believe it was 8006,” he says. “I loved the plane.”

But there were a few problems. The first was finding a hangar.

“So I asked if there was a way I could keep the plane there and pay hangar rent, and they agreed,” he relates.

Then came the second problem: Finding a tailwheel instructor who had 140 time.

Through his connections at the airport, he was able to find Dick Smith, who Jeremy calls a “140 legend.”

“Not only is he an instructor, but he is an IA and owns a 140A,” he says. “I believe he’s owned it since he was 18.”

Jeremy soloed in his 140 and earned his private pilot certificate in June 2025.

Jeremy just passed over 140 hours of flying. He notes that since he was working at the airport, he got the chance to fly in a lot of different aircraft.

“My first flight was in a Cessna 150,” he begins. “I’ve got a lot of hours in a 172. I’ve also flown a Cessna 182, Piper Arrow, Piper Cub, Maule Super Rocket on floats, a Cessna 170, Cessna 185 on floats, a Long EZ — what an incredible aircraft — and a Luscombe.”

When Jeremy bought the 140, it had been “a little neglected, so at each annual I’ve been doing what I can to make it nice,” he says.

“I’ve helped with the full annuals, doing everything from pulling the plane apart, inspecting and fixing wires, cleaning plugs, and oil changes,” he says. “I’ve also helped with replacing the generator and installing an alternator, replacing the radio, fixing dash studs, replacing exhaust studs, gaskets, valve covers gaskets, rebuilding a magneto, fixing baffles, replacing the starter cable, replacing the carburetor, replacing the brake seals, replacing the wheel bearings, fuel seals, replacing light bulbs, and more.”

Jeremy notes that his 140 doesn’t have sky lights “like you always see on 140s.”

“So I had to handsew a headliner for it,” he says.

And he’s not done.

“I would love to upgrade the avionics a little more, including get ADS-B,” he says. “It already has a 150 dash so it’s more spacious than the original 140 and has bucket seats, which helps too. But newer avionics would help shave some weight.”

“I’d like to fix some of the paint,” he continues. “I’ve buffed out what I can but it’s not perfect.”

There’s also the need for new interior carpet and side panels with “lighter newer stuff to save weight,” he says.

“Maybe I’ll install a newer starter instead of pullstart,” he continues.

But he notes his airplane has some “great mods” already, including 150 exhausts, a Scott tailwheel, an oil filter adapter, an alternator, Cleveland wheel and brakes, a Brackett air filter system, 150 landing lights, a Grimes strobe light, and an STC that allows him to use ethanol-free mogas.

Also in the plans: Retaining ownership.

“I plan on keeping it forever,” he says. “It’s such an affordable plane fun to fly and it does everything I need it to do. And this year it is going to be 80 years old.”