Thanks for the compliments, but really it is Alaska's beauty that makes for great pictures and inspiration.
The tires are amazing; I should have done them long ago, and not for the great floatation, but for the softness. By comparison, my old goodyear 8.50's felt like caveman stone wheels. The Airstreaks make bumpy, rocky landing areas feel like the smoothest grass strips. The softness is so much kinder on the airframe, it is really hard to explain.
Of course the floatation is nice too; most of the time my scott 3200 was up to the axle, and sometimes even up past the leaf spring in the sand. Not so good for the bearings! But even with it that soft, the Airstreaks float and roll easily.
They may have slowed me down a bit, but I still have to throttle back a lot to cruise in the bottom of the yellow. I need to get a flatter prop; I have the older 100a model McCauley at 69-50. I haven't experimented too much, but I can just barely redline in straight and level at about 130-135 mph even with the big tires, with low elevations and 65-70 degree air. I really believe Randy Thompson built me a special engine, and in the last 100 rpms to redline it really pulls.
The last two pictures are from a flight up and over the icefield. The big snowy mountain is Mt. Saint Elias (18,008 ft). The same distance away off the other wing was Mt. Logan (19,551 ft). Starting on the beach, 31 minutes of fast climb (85-90 mph) with a very heavy load gave the 9000+ ft, just about right to go over the Seward Glacier inbetween the two on a very calm evening. A passage that is humbling in any airplane, very much so in the 140.
The inclinometer is big, kind of looks like it would be more at home in an AN-2. A few of my friends have the same one in their cubs.
The exhaust is the 1946 straight pipes.