The Home of Photos in Dunnunda! Mk I
Join Date: Feb 2009
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Round engines must both use oil and leak oil, part of their design heritage, born in an era when the use of fossil based lubricants was not a drama.
For big round engines specific oil consumption figures are given for all power settings, if they are not using oil then you really worry.
For big round engines specific oil consumption figures are given for all power settings, if they are not using oil then you really worry.
Silly Old Git
Chimbu
So long ago but it may have been a couple of factors
1. Hang over
2.Noise (See 1)
3. Bankstown circuit area with the said viz(And see 1)
Did like the crank down window, did yours have that?
And the hoist from the floor pole was good
Not as nice an old girl as Beaver tho.
So long ago but it may have been a couple of factors
1. Hang over
2.Noise (See 1)
3. Bankstown circuit area with the said viz(And see 1)
Did like the crank down window, did yours have that?
And the hoist from the floor pole was good
Not as nice an old girl as Beaver tho.
Grandpa Aerotart
Yeah...we were both rather taken with the wind down glass window...as was everyone that wondered in for a look
The ONLY negative the aeroplane has got imo is between 12 and 2 the world is a mystery when taxiing. Unlike a Stearman etc you cant just S turn your way down the taxiway...a little wiggle right and you can see past the cowl down the taxiway but the only wiggle left that will let you see out that side is a 90 degree wiggle. Someone you trust in the front right seat makes this a non issue...there is a convex mirror mod that helps in this respect. Both of us consistently overshot right hand turns on taxiways because it is just completely blind.
But that is it...and I reckon with time in type you would learn to work around that one negative. I used to ponder one day selling the Bo and buying another 185....now the only reason I would even consider selling my Bo (and I still love it deeply) would be to buy a C195.
The flaps (looked straight off a Spitfire and work the same way - either up or down) were charmingly useless (absolutely no lift and the dinner plate size landing lights that fold down about half way out each wing produce as much drag)
Wonderfully large/wide cabin - you actually climb between the front seats to gain access to the cockpit.
The Elevator/Rudder and Aileron trims all fall easily to hand on the Y yoke and the flap switch (one of the silver piano keys right of the throttle) mean you can sit a comfortable distance from the widely spaced rudder peddles, unlike the 180/185 where you end up sitting too close to the peddles or you can't reach the flap handle/trims on the floor.
Built strong too...build quality is like a Beechcraft...utterly unlike later Cessnas
An altogether excellent aeroplane...and to think it was designed in the late 40s...Cessna actually went backwards after the 195
The ONLY negative the aeroplane has got imo is between 12 and 2 the world is a mystery when taxiing. Unlike a Stearman etc you cant just S turn your way down the taxiway...a little wiggle right and you can see past the cowl down the taxiway but the only wiggle left that will let you see out that side is a 90 degree wiggle. Someone you trust in the front right seat makes this a non issue...there is a convex mirror mod that helps in this respect. Both of us consistently overshot right hand turns on taxiways because it is just completely blind.
But that is it...and I reckon with time in type you would learn to work around that one negative. I used to ponder one day selling the Bo and buying another 185....now the only reason I would even consider selling my Bo (and I still love it deeply) would be to buy a C195.
The flaps (looked straight off a Spitfire and work the same way - either up or down) were charmingly useless (absolutely no lift and the dinner plate size landing lights that fold down about half way out each wing produce as much drag)
Wonderfully large/wide cabin - you actually climb between the front seats to gain access to the cockpit.
The Elevator/Rudder and Aileron trims all fall easily to hand on the Y yoke and the flap switch (one of the silver piano keys right of the throttle) mean you can sit a comfortable distance from the widely spaced rudder peddles, unlike the 180/185 where you end up sitting too close to the peddles or you can't reach the flap handle/trims on the floor.
Built strong too...build quality is like a Beechcraft
...utterly unlike later CessnasAn altogether excellent aeroplane...and to think it was designed in the late 40s...Cessna actually went backwards after the 195
Grandpa Aerotart
I am the first to admit I am an unreconstructed aeroplane slut...but if something is a heap of ****e its a heap of ****e...I don't love the last aeroplane I got out of...always
Join Date: Jan 2008
Location: turn L @ Taupo, just past the Niagra Falls...
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Damn, that's a gorgeous wee beastie CC -I gotta start hanging out in your sorta circles!!!
PS: Did you get any external vid of her doing what she does best??? Would be beaut to see/hear her in action!
PS: Did you get any external vid of her doing what she does best??? Would be beaut to see/hear her in action!
Grandpa Aerotart
There was no time to organise any formation work unfortunately...stayed tuned though, it will happen
Closest I can give you is this which is an editing together from the second test flight and the third flight where Tim took members of his family for a quick lash. Then I hopped back in for 3 circuits in the LHS before jumping a jet home 2 hours later. Unavoidable delays getting her airworthy and on the register meant things were a lot more compressed than we would have liked.
He has sent links to the above vids to the ex owner, a 777 Captain in Texas, who is suffering sellers remorse as we speak...hardly surprising really
Cant wait to get back to Perth for more.
Closest I can give you is this which is an editing together from the second test flight and the third flight where Tim took members of his family for a quick lash. Then I hopped back in for 3 circuits in the LHS before jumping a jet home 2 hours later. Unavoidable delays getting her airworthy and on the register meant things were a lot more compressed than we would have liked.
He has sent links to the above vids to the ex owner, a 777 Captain in Texas, who is suffering sellers remorse as we speak...hardly surprising really
Cant wait to get back to Perth for more.
Silly Old Git
The one I flew was sold by Rex for around $7500 with new Cof a as I recall 
The David Clarkes would have been handy, I dont remember seeing them in the early 70's?
The David Clarkes would have been handy, I dont remember seeing them in the early 70's?
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Ah, the 195
I recall reading a pilots report on the 195 a few years back and a couple of his statements stayed with me.
On the subject of visibility he said something like "being able to see out of the front of an airplane is a relatively recent idea" and that the "mighty Jacobs blotted out half of the sky and roared defiance at the rest of it."
His impression of mounting the steed was just as expressive as he said, "Getting in and out required the agility of a burglar entering thru a skylight."
What a delight to fly though.
On the subject of visibility he said something like "being able to see out of the front of an airplane is a relatively recent idea" and that the "mighty Jacobs blotted out half of the sky and roared defiance at the rest of it."
His impression of mounting the steed was just as expressive as he said, "Getting in and out required the agility of a burglar entering thru a skylight."
What a delight to fly though.
Grandpa Aerotart
No...sounds like the quoted scribe was a real fat c^%t...mind you I am 10kgs lighter than a year ago...might have agreed with him then
Interestingly the ignition system has a 'start' position which is a set of points rather than a magneto. To start the Jacobs ensure pitch control is full coarse/low rpm (you put it there before shutdown) throttle nearly closed, mixture idle cut off, pull the prop through 7 compressions to check for hydraulic lock, 3 primes (the primer has an enormous stroke and bore - you feel like handing it to the rear seat pax ), engage starter, count 7 blades, select 'start' and as she fires up mixture to 'rich' should give you an idle of about 700 rpm. After the oil pressure comes off the stop propeller to fine pitch.
Takeoff power is 330hp at 26in/2200rpm and climb power is 21.5in/2000rpm.
Spares are a non issue...the Jacobs R915 was built for the military and as a result they built 1000s of em. The engine in this aircraft has 300TT and was built up from new old stock and the aircraft came with a complete spare zero time engine fully inhibited...as well as a stack of other spare bits.
Some 190/195s are fitted with a 'crosswind undercarriage' where the wheels can swivel to line up with the runway while the airframe doesn't. Tim was offered a set in the deal but declined and both of us agreed that the aircraft doesn't need them...there was a crosswind when we were flying it and direction control is very good. In fact the prospect of that sort of system frightened us both with the potential control problems a malfunctioning/out of rig system might cause.
All the 195 demands is good technique and in that regard it really is less demanding than the 180/185....having said that ground loops are the largest % by far of accident causes...I bet that wasn't the case 50 years ago when virtually EVERYONE learned in taildraggers.
If you didn't have significant Cessna TW time you'd probably need some serious dual though. Both Tim and I logged lots of 185 time in our misspent youths and while I am current in them Tim wasn't...an hour or so of circuits in a mates C180 fixed that
Interestingly the ignition system has a 'start' position which is a set of points rather than a magneto. To start the Jacobs ensure pitch control is full coarse/low rpm (you put it there before shutdown) throttle nearly closed, mixture idle cut off, pull the prop through 7 compressions to check for hydraulic lock, 3 primes (the primer has an enormous stroke and bore - you feel like handing it to the rear seat pax
), engage starter, count 7 blades, select 'start' and as she fires up mixture to 'rich' should give you an idle of about 700 rpm. After the oil pressure comes off the stop propeller to fine pitch.Takeoff power is 330hp at 26in/2200rpm and climb power is 21.5in/2000rpm.
Spares are a non issue...the Jacobs R915 was built for the military and as a result they built 1000s of em. The engine in this aircraft has 300TT and was built up from new old stock and the aircraft came with a complete spare zero time engine fully inhibited...as well as a stack of other spare bits.
Some 190/195s are fitted with a 'crosswind undercarriage' where the wheels can swivel to line up with the runway while the airframe doesn't. Tim was offered a set in the deal but declined and both of us agreed that the aircraft doesn't need them...there was a crosswind when we were flying it and direction control is very good. In fact the prospect of that sort of system frightened us both with the potential control problems a malfunctioning/out of rig system might cause.
All the 195 demands is good technique and in that regard it really is less demanding than the 180/185....having said that ground loops are the largest % by far of accident causes...I bet that wasn't the case 50 years ago when virtually EVERYONE learned in taildraggers.
If you didn't have significant Cessna TW time you'd probably need some serious dual though. Both Tim and I logged lots of 185 time in our misspent youths and while I am current in them Tim wasn't...an hour or so of circuits in a mates C180 fixed that
Last edited by Chimbu chuckles; 15th Apr 2009 at 04:04.
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Hi all, first time posting in the D&G forum. Loving the thread so thought I would contribute with a couple of randomers from NZ..
View over Raglan, North Island
Early morning radiation fog over Hamilton Aerodrome
View over Raglan, North Island
Early morning radiation fog over Hamilton Aerodrome
Silly Old Git
Never, never, ignore your adoring public....
Electric Puha growers and sellers kick back after a big day, outside the Kawhia Hotel
Part of a Day in The Life of a Kiwi
Electric Puha growers and sellers kick back after a big day, outside the Kawhia Hotel
Part of a Day in The Life of a Kiwi
