The big, sleek Cessna 190 radial has instant nostalgia. Rob Fox looks at the type, and its operations in our skies.
The One Nineties were the largest fastest single engine aircraft on the civil market in the ’Forties and popular with the serious business flyer of the day. But why have so few ever graced our skies?
When built in 1945, Cessna’s round engine, tailwheel C-190/195 was expensive (especially at the time by comparison to Beechcraft’s new Bonanza) and although it was their first all aluminium aircraft built it was already antiquated. More economical, ‘flat’ engine, tricycle undercarriage ’nosedragger’ aircraft were the way of the future. Although it had great lines, was rugged, opulent, fast and had impressive load capacity, the C-190/195 became the company’s only post-war radial-engined aircraft.
Project P-780
Plans for this project began prior to United States involvement in W.W.II, but, all civilian aircraft production was put on hold as Cessna were building the AT-17 “Bamboo Bombers” and Gliders for the war effort.
Following the war’s end Cessna restarted development of their new line of single-engine aircraft for (what they hoped would become) a burgeoning post-war market for civilian aircraft. As such, production of their two place C-120/140s was in full swing in 1946, and they were already planning the four place C-170.
However, Cessna’s management envisioned another important market – one for a fast, personal business aircraft, with similar speeds, range and all the creature comforts of the airliners of the day.
Recalling the pre-war popularity and performance of their C-165 Airmaster series led Cessna to authorize an upgraded version – the 190. It would retain the basic Airmaster lines but with more power, a bigger interior and – critically – more headroom. Importantly, their new machine would utilise the many technological developments of the war. These included a constant-speed propeller, Wittman spring-steel landing gear, control wheel/s (replacing control sticks), semi-monocoque metal construction with stressed metal skin, IFR instrumentation and avionics, and the more powerful engine.
Prototypes to production
The first C-190 prototype flew on December 7, 1944, in the hands of Carl Winstead, Cessna’s experimental test pilot. Designated the P-780, the prototype had a fabric covered steel tube fuselage and an all metal cantilever wing, the power coming via a 225-horsepower engine, borrowed from the company’s twin engine AT-17 ‘Bobcat’ production line.
This first prototype was then developed further. In his work ‘Wings for the World’ Cessna’s Experimental Test Pilot Bill Thompson illustrated one small phase of this engineering challenge with a recollection from Cessna’s Chief Draftsman Virgil Hackett: “The 120/140 DCR’s (Drawing Change Requests), model changes, and the C-170 being sandwiched in left us short of drawing and lofting time for the C-190. We had drawn up the wings/spars/tail assembly, etc., and were working on the fuselage. Experimental department was yelling for drawings daily and had already built a wing and tail assembly and had static-tested them.
We had fuselage contours and had to take drawing up (drawn full size) to make prints long before they were finished. Tom Salter was in the middle of this (designing some things on the spot in experimental), and to get one flying, they decided to make a steel tube fuselage with wood fairings and fabric cover rather than wait on us and tooling for some of the complicated parts of the fuselage.
“We meanwhile got to the carry-through structure for the front spar which was steel tube on the prototype. As a scaled-up Airmaster, the spar was full-depth at about 25% of chord, which made the rear headlining like an upholstered basket inside. You hit your head getting into the front seat and couldn’t see out looking forward from the rear seat. I remember having a ‘fit’ about this in a production airplane. I had a full-scale cross-section (longitudinally) with the headliner pencilled in showing this, and a solid line showing what was needed to make a good looking interior shape where a rear seat passenger could see out.
“This, of course, limited the centre section spar depth to about 61/4 inches as I recall. I remember a “conference” or maybe a confrontation one afternoon with structures who had figured out a full depth spar of steel tube and another of aluminium-built pieces. I recall sticking to my guns that we had to have a 6+ inches carry-through spar section. When someone said ‘OK, wise guy, what are you going to use?’ I said ‘Hog it out of bar stock’.
“That’s what we did and the static test was run using a hogged-out 75ST bar and plates with bolts made 150% over-strength as we were all fearful of the brittle 75ST when flexed. We had to use bar stock because the extruded section was a special for Alcoa and took some time to get. To me that made the airplane interior acceptable for the business plane market we were shooting for”.
The second C-190 prototype – a five-place all-metal version powered by a 300 hp Jacobs engine – flew on October 15, also piloted by Winstead. These flights found the original Airmaster-style vertical tail produced excessive rudder power, and hence, poor recoveries from the full rudder yawing tests used in directional stability investigations. This problem was later solved by adding a gracefully-curved dorsal fin.
Production began for the C-195 in July of 1947, beginning with serial number 7003. The Continental powered C-190 version followed in October. By this time, the series had approval for float and ski operations. Type Certificate A-790 governed the production of the two models, and all shared a common sequence of serial numbers. Models were built in the sequence they were ordered by customers; therefore, serial numbers are not tied to model designations. Serial numbers began with 7003 and ran through 7999, then jumped to the 16,000 series, finishing with 16,183, for a total production run of 1180 when production ceased with the 275 hp 195B in 1954 – 80% produced were the high powered 195s, and included 83 LC-126 military versions.
Markets and models
With their big cantilevered, strutless wings and sleek lines, the C-190/195s were hugely efficient, and yet a very rugged aircraft for their day. But the aircraft was expensive to purchase and operate for private use at $12,750 for the 240 hp C-190, and the 300 hp C-195 at $13,750. At that time Beechcraft were marketing their new Bonanza (with its low wing, tricycle undercarriage and flat engine) for about half the cost of the C-190/195. Cessna therefore marketed the C-190/195 mainly as a business aircraft under the name “Businessliner” – it was, to all intents, the private ‘corporate jet’ of its day.
The C-190/195 fuselages were large in comparison to other models because of the 42” diameter radial engine upfront. The crew and passengers were accommodated in relative opulence. The aircraft has individual seats in the first row with comfortable space between seats with up to three passengers on a bench seat in the second row. It is also equipped with a retractable step that extends when the cabin door is opened. The Cessna 195 has a true cruise airspeed of 148 knots (170 mph, 275 km/h) on a fuel consumption of 16 USG / 60Ltrs per hour.
Many options could be ordered through the C-190/195 production run. The floatplane version was one of the most wide ranging. In addition to all of the float installation modifications, it included a smaller exit door on the left side and complete Zinc Chromate airframe priming. Some of the other options included a propeller spinner; wheel fairings; dual landing lights; dual control wheels and individual radio equipment. Rudder trim, crosswind landing gear, and “light” gear legs were installed as they were developed. Due to the numerous war surplus engines available, a customer could even order their Cessna 195 without an engine, take his own engine (of the correct model) to Cessna, put it on the aeroplane and fly away.
Differences, diversity and distinctions
C-195 was the first model released and all performance specifications listed are for this type. It was powered by a Jacobs R755-A2 engine, rated at 300 hp. The airfoil employed is a NACA 2412, the same as used on the later Cessna 150, 172 and 182 aircraft.
C-190 is the same as the 195 but is powered by a Continental W670-24 radial of 240 hp, and required a shorter cowling. Most have been converted to Jacobs powerplants due to better parts availability and more power.
C 195A is virtually the same as its two predecessors but was powered by the Jacobs R755-9 (L-4), 245 hp engine. This engine was, and still is, available in great numbers. Many aircraft purchasers took advantage of Cessna’s option to provide your own engine with this model. These engines were available Military Surplus after the war and were cheap.
C-195B was Cessna’s effort to revive the C-195 market with the installation of a 275 hp Jacobs R755-B2 engine. This has become the overall favourite for the owners. The elevators were re-designed with a shorter chord for better cruise stability and larger chord split flaps were also added. It was available from mid 1952 until the series production stopped in 1954.
Built with Jacobs 245 hp, 275 hp and 300 hp engines, conversions and STC’s of the C-195 have seen installations of 330 hp Jacobs, boosted 350 hp turbocharged versions, and there were four converted with 450 hp Pratt and Whitney Wasp Junior radials for high altitude work, and even a skydiver hauling model with a 575 hp Garrett turboprop.
Military Marks
The military ordered a total of 83 Cessna 195, designated the LC-126 (Light Cargo) of three basic versions, which included mostly Cessna options with few military re-designs. All of these were Jacobs R755-A2 (300 hp) powered models, with Crosswind Gear, Seaplane Kit, and other ground handling / servicing upgrades. The first “A” model was basically just that with military specified radio equipment. The “B” model had a few more specified alterations but the “C” model was the one that was highly useful. The USAF ordered fifteen Cessna LC-126, the Air National Guard five and the US Army 63. Once made surplus, the majority of LC-126s were sold as civil aircraft, modified with a Cessna civil kit.
Red hot radials Down Under
C-195 VH-BVD, s/n 7519
Mal Shipton’s C-195 was originally imported, as a near-new C-190, by Madang Air Services (PNG) in 1958. “It was used to fly passengers and cargo into the New Guinea highlands”, says Mal. “It could carry three 44 gallon (205 litre) drums of fuel standing up in its cabin. Few – if any – other light aircraft can do that. At one point it was badly damaged when an undercarriage leg failed on landing and the entire airframe and engine had to be carried out in pieces by native bearers before being floated down the Sepik to the coast thence to Sydney for repairs.”
With successive airline takeovers, BVD has flown in the livery of Mandated Airlines and Ansett MAL, before being relegated ignominiously to flying buffalo meat in the Northern Territory in the early seventies. “It was later sold to a grazier on Flinders Island and used in the later seventies to fly rams to several Bass Strait islands to service flocks of ewes who no doubt became accustomed to the rumble of a radial, heralding the arrival of the ‘boys looking for a short term relationship’.” In 1983, Mal bought the aircraft in a unserviceable condition and spent many days off commuting from Melbourne to Launceston to get it into shape to cross Bass Strait. “It served as a wedding vehicle for my marriage to Anne in 1987. The nickname ‘Miss Moya’ is after my eldest daughter. I have flown it to most parts of Australia, improved the airframe, interior, and recently fitted a new engine and propeller. Overall, this is a very practical classic, combining grace, pace and space.
VH-AVZ, C-195 (ex N4369V) s/n 7284
After being imported in 1960 by Cliff Parson of St George in Queensland, VH-AVZ has gone full circle. Records show it was placed on the register on May 5 that year but was withdrawn from service on 11 October 1971. It was restored by Cliff, returning to the air in 1972. Cliff’s son James, who now owns it, said, “In about ’74 dad traded AVZ in on a Cessna (C-188) Agwagon from Rex Aviation and subsequently a consortium of (I think) engineers bought it and based it at Bankstown”. It was later purchase by Joe Drage and placed in his AirWorld Collection at Wangaratta. However, with the demise of the museum, the collection was sold off and James bought AVZ in 1997. “I’ve now moved to the Sunshine Coast (from Tamworth) and will hangar AVZ up here in the future. In the meantime I am going to re-engine it and upgrade the electronics, and maybe there might even be a repaint, so hopefully before too long she will be back to her former splendour.”
C-195 VH-KES s/n 7509
The 1950-built ‘Executive Sweet’ was imported by Dr Barry Walters, bought by the late Graham Flanagan at Tyabb, after assembly it made its first flight in 1993. Still in its original mid 1950’s production colours of highly polished metal with red accents, it was sold to Geoff Davies SA, then Doug Hamilton of Whorouly Vic. before passing on to Ken Broomhead some years later. Ken based it at Wangaratta and now painted red and white, it was sold last October. New owner Dion Pastars bases it at Kilcoy Qld with Mal Shipton’s C195. Dion says “The aircraft has been completely stripped and painted. It has a lockable tailwheel, some updated avionics in the dash including GPS, and has extended fuel range tanks of 360 litres and range of 750miles (1,207km).”
C-195 VH-ONF s/n 7381
David Friend’s One Nine Five “Back in the mid nineties I delivered a MU2 to Tulsa, Oklahoma” he said “I was admiring a Stinson Reliant that had just done its first flight since overhaul and while the guy was showing me his masterpiece I noticed the distinctive tail of a 195 at the back of his hangar. ‘My next project’ he says.” Two years later David was back, and the 195 hadn’t been touched. “Being pulled apart it was easy to inspect. No corrosion or damage, except signs of a ground loop years before but they all have that, only 2,800 hours total time and all records including original test flight were there. Long story short, I talked him into selling, got it back to Bankstown in a box, that was early 1999”. David overhauled everything and says he spent 19 months, “figuring out how to put it back together, installing every option and upgrade I thought useful and painting it as I went”. First flight was in November 2000 and he has only done a low 350 hours since.
VH-JTM (ex N1530D) C-195 serial no. 7752
JTM was imported by Tim Hesford of East Freemantle WA. It was built in 1952 as a C-190. Tim says, “after an off field landing in 1957 it was converted to a 195 under STC using a Jacobs L6. The L6 is a 330 hp 915 cubic inch seven cylinder radial. These were built in large numbers during the war as a suitable power plant for the Canadian built Avro Anson. Being in plentiful supply after the war, it was a natural choice for the 190/195 conversion. She spent most of her life in Texas, and had a wings off rebuild by her previous owner Sandy Salibo in 1993, and has just over 3,000 hours total time on the airframe.
C-195B VH-VLD (ex N2126C) s/n 16111
This 1953 Cessna C-195B has spent the past 23 years in Michigan, USA, before being imported to Australia in 2010. New owners Mike and Virginia ‘Gini’ Dalton base it at Tyabb, Victoria. “I think we are only the 4th owners since new, with the previous owner having owned it since 1988,” said Mike. “The owner prior held it back as far as 1956. It has a relatively low 1,770 hrs total time in service, and is in very original condition, with the original factory headliner still fitted, and the instrument panel is absolutely stock. Nicknamed ‘Scatterbolts’ by the wife of the gent that owned it in 1956, this name has stuck with it too.
C-195 VH-AAL (ex N3436V) s/n 7129
Craig and Lara Taberner’s 1948 Cessna C-195 was imported from Odessa, Texas, in the middle of last year. N3436V was originally built as a C-190 with the smaller Continental radial engine. It first flew in May 1948, and in December that same year it was sold through a dealership in Tulsa, Oklahoma, to a Colonel G.H Koehne who initially based the aircraft at Elgin Air Force Base, Florida. At the time he paid $7000 for the aircraft, including a C165 Airmaster in the price. In 1957 he upgraded the engine to the larger Jacobs L-6MB R915 of 330hp - often fitted to the seaplane variants - making it a C-195.
Over the next 40 years it passed through another 6 owners spending time in Texas, Florida, California, and Oregon before it wound up in Kansas purchased by an Audrey Henning in around 1995. Up until this time N3436V wore the same colour scheme as it does today, only in polished metal rather that painted silver. In 2003 Audrey gave the aircraft a substantial upgrade, repainting it and fitting a new interior. In 2006 N3436V was purchased by James Martin of Odessa Texas, who operated it with the Confederate Air Force. It was from James that the Taberner’s purchased the aircraft, as he was upgrading to a Beech 18 in Military markings. The Taberner’s base AAL at Lethbridge, Victoria and are thoroughly enjoying their Cessna “Businessliner”
With thanks to: Craig Taberner, Mike Dalton, John Barron, Neil Follett, David Friend, Mal Shipton, Tim Hesford, James Parsons, Dion Pastars, Peter George, and Coyle Schwab and Rod Gruner at www.cessna195.org