AOPA PILOT

it's possible to bend a connecting rod. One of the many housekeeping duties Bellotte completes after shut- down is to rotate the propeller (after checking the magneto switch at least once) to such a position that the valve alignment will minimize the chance of oil's collecting in the lower cylin- ders. This will decrease the possibility of hydraulic lock or a smokestorm on the next startup. He then grabs his bottle of Spray Nine to remove bugs and oil and a tube of Flitz to polish out any fingerprints on the polished parts. These little chores don't bother him. It's all part of owning a classic. Other little differences sepa- rate the 195 from the more popular airplanes of today. Starting Bellotte's 275-hp Jacobs radial is quite differ- ent from starting most flat engines. The propeller con- trol is in the high pitch (low rpm) posi- tion in order to send all available oil pressure to the engine. The "Jake" has a battery-fed distributor for starting. as well as a standard magneto ignition system. Depending on the tempera- ture, give the engine about four to six shots from the huge primer knob and push the starter button while the key is Too lIot in tile cabin? Roll down tile pilot's window (above). Piano-key switclles for electrical equipment flallk the huge throttle knob (top). in the Off posi- tion. After four blades or so, switch the key to Batt to allow the distributor to start the engine. As soon as the engine fires, the key is switched to Both (magneto and distributor). Throughout the process, the entire airplane waddles side to side on its spring-steel gear while the seven cylinders decide whether to wake up. The sight, sound, and smell of that radial engine bellowing to life brings a little tingle to the spine. After a few seconds, the engine will settle into a slow, smooth idle. After the oil pressure is stabilized, the propeller control can be brought to low pitch (high rpm), and the pressure will noticeably drop as oil is forced into the prop hub. Once the engine is alive and kicking, it would be a good idea to begin taxiing soon because the Jacobs overheats readily during ground operations in hot weather. No cooling is offered to the engine from the prop because the blade shanks directly in front of the cowl inlet are round. Cooling comes from the oil and pointing the nose into whatever wind there might be. Taxiing briskly can aid cooling, but the visibility is so poor while taxiing that S-turning is required-something you may not want to do while taxiing fast in a taildragger. Even on a hot day the 195 accelerates briskly on the runway. Despite full right rudder trim, the torque of the big Jacobs does its best to run the airplane off the left side of the run- way. Besides the effects of torque, the 195's rather small rudder does little until a good bit of speed is gained, so a slow application of power is manda- tory-it's also easi- er on the engine. Tail-low or wheel takeoffs are acceptable, though some feel the air- plane is easier to take off from a tail- low attitude at about 55 to 60 mph. [n the air, the 195 leaves behind its cloudy reputation as an easy ground looper. It's a big, gentle airplane that proves mannerly at low and high speeds. Visibility from the front seats is somewhat limited out of the side win- dows because your head is up in the plane of the wing just ahead of the spar. A little crane of the neck will allow you to see out of the side windows. The big Jake effortlessly pulls the 195 through the air, turning a leisurely and smooth 1,800 to 2,100 rpm at most cruise-power settings. (It seems the Jacobs engine lives up to its "shaky Jake" nickname only during the starting process.) Flying the radial-engined 195 can be likened to driving a car that has a big V-8 engine. The high-torque Jacobs swinging that huge propeller sounds and feels as if it's loafing compared to the fast-spinning flat engines that more modern light aircraft use. It's a very comforting rumble rather than a high- AOPA PILOT· 104. AUGUST 1997 WRITE IN NO, 1B3 ON READER SERVICE CARD much trouble with the 195. "It's more challenging to handle on the ground than any other airplane I've flown," said Russ Luigs of Houston, who owns a prize-winning 195. "It took me about 50 hours of dual to feel confident in a crosswind." The 195 has a non-lock- ing tailwheel, although an STC for one is available from Ray's Aircraft Service of Porterville, California. Ray's specializes in 195s and has jigs for all the major air- frame parts. It seems that owner Ray Woodmansee has seen enough pranged 195s that he decided to come out with a lockable tail wheel to help curb some of the ground looping incidents. "I don't know if I really needed it, but it's certainly given me a lot more confi- dence on final with an 18-knot cross- wind," said Luigs of the locking tail- wheel that he had installed on his 195. As any 195 owner wiII tell you, once the tail-wagging starts, it takes a lot of fancy footwork from an experienced 195 pilot to stop it. Because of this behavior it's awfully hard to find an instructor who's willing and able to check you out in a 195. Even pilots with thousands of hours in tail wheel airplanes manage to get bitten by the 195's ground handling. Adding to the problem is the 195's relatively narrow-track spring-steel main landing gear. All but the greasiest of landings will result in at least a little bounce. If the landing is fast and hard, it'll spring you right back into the air. Check logbooks carefully for repairs to the main-landing-gear box and wing tips-the telltale signs of a ground loop. Cessna attempted to curb some of the ground-control accidents by intro- ducing the crosswind landing gear. This unique device allows the main wheels to caster about 15 degrees when pro- voked by a side load. According to 190/195 aficianados, you either love it or you hate it. One advantage of the crosswind gear is better ground visibili- ty when there is a crosswind from the right. If a sufficient sideload can be pre- sented during taxi to unlock the gear, the airplane can be taxied in a crabbed position and the pilot will be able to see what's ahead. As a spotter's guide, if a 195 has wheel fairings, it most likely does not have the crosswind gear. Interestingly, although the ASF acci- dent report revealed that most ground loops were directly attributed to the', pilot, a number of the incidents occurred following apparent brake fail- ures or lockups. The airplane's original brakes were not very effective and were expensive to maintain. Because of this, AOPA PILOT' 106. AUGUSTl997 PILOT CADET HEADSET FOR CHILDREN Full-featured perfomlance for the young aviator in training. • Red & Blue Earcups • Extra-small Headband for perfect fit • Newly Designed Air-Foam Headpad • lVliniature All-Flexible Mic Boom with PA 7 Mic • Oversized Air-Foam Earseals • 2- Year \\'arranty • Super Lighrweight @11.5 oz. For more information or the dealer nearest you, call us toll-free at 1-888-GO- PILOT. L an ding the 195 is the stage at which pilots get themselves into the most trouble. In a report obtained from the AOPA Air Safety Foundation, one half of all 195 accidents were labeled as "loss of directional control" or ground loops. Most occurred during the landing rollout. The 195 has a fairly heavy rear end and a CG that is far behind the main gear. Couple that with the fact that the pilot is sitting almost exactly on the pivot point and it is easy to see how people can get into so PILOT PA 400-3BL: VERSATILE , INTERCOM WITH EVERYTHING YOU NEED •• This portable intercom has a , ~•. 3-\Vay Control Switch (PILOT-ALL-CRE\ V) for enhanced cockpit communications. Separate Volume Controls for pilot and crew. • 4-Station • 3-\Vay Control • Back Lighting • Battery or DC Power • Pilot Isolate Switch • Fail Safe Mode •• 3- Year \Varranty • Measures 4"x 5" xl 5/16" • Weighs 16 oz. It takes a lot to get a great idea off the ground. We should know. Through technological innovation, attention to detail, and perseverance, we've taken communication equipment performance to new heights. PILOT PA 11-20: OUR HIGHEST NOISE-ATTENUATING HEADSET The choice of pilots who depend on the highest quality while in the air. • PA-9 Electret Mic • 5- Year \Varranty • Super-Cushion Headpad • Air-Gel Earseals • Weighs 15.9 oz. PILOT A VIOIYICS (-«JI!r}\~JJlr1ijl tJllJ D1J¥Jj 'oie commitment to details. WE LISTEN, SO YOU CAN HEAR. PILOT A\10:-'1CS' 10015 ,\\uirlands Blvd.Unit G.\n;ne. C:~ 92618' Tel, (714) 597-1012 Fax (714) 597-1().l9 E-mail: mrpilor@earthlink.net • http://www.pilot-a\;onics.com pitched racket. The airplane's huge wing does not have any dihedral, so it lacks a bit of roll stability. Rudder use is a little more nec- essary than in other big Cessnas, and rudder trim is necessary after large power changes because of the Jacobs' torque. In the pattern, the 195's split flaps reduce the aircraft's angle of attack to give the pilot a better view over the cowling on final. Otherwise, the flaps don't do much of anything. Aside from these minor differences, it behaves pret- ty much like other big Cessnas. IN TRAIIVIIVG CENTERS plane has undergone. Some will fetch more than $]00,000, and many owners simply won't put a price on their] 95s. As with any airplane, there are as many reasons to buy a ]95 as there are not to. "It's like standing in a ham- mock," relates Luigs, who says that you could probably get into a ]82 and fly it around for less money and trouble. "But [the] 95] is extremely enjoyable to fly and has a soul that people respond to." "It's a classic, it's beautiful, and] like the radial engine," says Bellotte, who also thinks the performance is very Orlando, Florida and Scottsdale, Arizona 7500 Municipal Drive' Orlando. Fl32819' Tel: 407-345-0511' Fax: 407-345-1282' www.simulator.com SUPER KING AIR' KING AIR' BARON' TWIN CESSNA' CHEYENNE' NAVAJO' AEROSTAR • PILATUS PC-12 Great Pilots Make Great Choices "After three trips into space and two trips to the moon, you might think that the ability to handle engine-out instrument approaches to minimums comes standard with the title of astronaut. The truth is that no matter what your level of experience is, there is no substitute for good training - the kind I get at SIMCOM. The classroom and simulator sessions are terrific and with only two students to one instructor I definitely came away feeling more confident about flying my airplane and managing its systems." Call SIMCOM before you make your next simulator training decision. A free video tour is available on request. 1-800-272-0211 Moon Taught Me the Value of Good Simulator Training" Gem Ceman, Capt. USN, Ret. Gemini/Apollo Astronallt, Cessna 421 Owmr/Operator engines from its Payson, Arizona, site. Apparently military-surplus Jacobs engines from World War II are still avail- able. Support of the Continental-pow- ered airplanes is a little less certain. Stearman suppliers would be a good source here, since the W-670 is used in many Stearmans. Prices for 190s and ]95s are currently teetering in the $55,000 to $60,000 range, according to the Aircraft Blue- book-Price Digest. These figures will vary greatly, with price depending on the degree of restoration that the air- SIMCCJM the same way that the ]95's clean strutless lines win over the hearts of many pilots, the interior's classic look and practicality deserve the same praise. As you open the cabin door, a step flips down from the belly, inviting you into the cabin. Rear seaters can simply plop into their sta- tions, and there is ample room for the crew to navigate their way between the front seats to either forward perch. A roll- down window, which can be opened in flight, is operated by a small crank on the pilot's left sidewall. And pilots who believe that real airplanes have control columns that come out of the floor won't be disappointed by the ]95. The three- abreast backseat is luxurious for two, although tight for three. Under that seat resides a gasoline-fired heater for quick heat on the ground and in the air. According to owners, the huge 5-gallon oil tank above the front-seaters' feet keeps toes warm in the wintertime with- out the aid of the combustion heater. The baggage compartment is large enough to swallow a litter of suitcases, and it can be accessed from the fold- down back seat. The only major short- coming of the] 95's interior is that it's tough to see out of-especially from the front seats. If you have any thoughts of purchas- ing a ]90/195, here's what the experts have to say: "Plan on finding a 195 instructor, not just a tailwheel instructor," said Luigs. Larry Bartlett of Pagosa Springs, Col- orado, suggests getting tailwheel train- ing in a Luscombe as preparation for the ]95. Bartlett authored Taming the Taildragger. a book about tailwheel fly- ing that includes much discussion about the ]95's habits. There's also a version available on videocassette. "Get insurance first," said Crabs, of the Eastern ]90/195 Association. Most insurance companies want to see ]0 hours logged in the airplane before issuing insurance, says Crabs. The ]90/195 association and the Interna- tional ]95 Club are havens of informa- tion for owners of these airplanes. Jacobs Service Company still whole- heartedly supports and overhauls its many owners opted for a Cleveland wheel and brake conversion kit. Sharing many of the components that stop heavier twin Cessnas, the Cleveland brakes are very effective-occasionally too effective, flipping some] 95s over on their backs. AOPA PILOT' 107. AUGUST 1997 WRITE IN NO. 186 ON READER SERVICE CARD PO Box 4837 Tel: (407) 2777700, Fax: (407) 277 7623 Winter Park, Fl32793 E-Mail: info@flyelite.com WRITE IN NO. 108 ON READER SERVICE CARD Flight Simulation Technology at its Best Powerplant Recommended THO Propeller Specifications Jacobs R-755B-2, 275 hp 1,200 hr Hamilton-Standard constant speed, 78-in dia 27 ft 4 in 7 ft2 in 36 ft 3 in 218sqft 15.3Ib/sq ft 12.llb/hp 5 3 ft 10 in 3 ft 10 in 2.1681b 3.3501b 1.1821b 732lb 3.3501b 81 gal (75 gal usable) 4861b (450 lb usablc) Fuel capacity, w/opt tanks 100 gal (93 gal usable) 600 lb (5581b usable) 20 qts 2201b, 17.9 cu ft Length Height Wingspan Wing area Wing loading Power loading Seats Cabin width Cabin height Empty weight, as tested Maximum gross weight Useful load, as tested Payload w/full fucl, as tested Maximum takeoff weight Fuel capacity. std Oil capacity Baggage capacity For more information regarding Cessna 1901195s. contact the Eastem 1901195 Association, 25575 BIII- terml!. North Olmstead. Ohio 44070; or the 1ntema- tional 195 Club, Post Box 737, Merced. Califomia " 95340. All specifications are based onmanufacllIrer's calClllations. All performance figures are based on standard day. standard atmospllere. sea lel'el. gross weight conditions unless otlzerwise noted. Performance Takeoff distance, ground roll 800 ft Takeoff distance over 50-ft obstacle 1.605 ft Rate of climb. sea level 1.135 fpm Max level speed, sea level 154 kt Cruise speed/endurance w/45-min rsv. std fuel (fuel consumption) @65% power, best economy 10,000 ft 143 kti4 brs (96 pphl16 gph) Landing distance over 50-ft obstacle 1,345 ft Landing distance. ground roll 551 ft Limiting and Recommended Airspeeds Vx (best angle of climb) 65 KIAS Vy (best rate of climb) 87 KIAS VA (design maneuvering) 109 KIAS VFE(max lIap extended) 95 KIAS(large lIaps) VNO (max structural cruising) 154 KIAS VNE (never exceed) 173 KIAS V51 (stall. clean) 54 KIAS Vso (stall, in landing configuration) 53 KIAS and feel of the 195 can easily make you fall in love. The airplane takes you back into that exciting era when general avia- tion airplanes were almost as fast as the airliners and offered a freedom that no other mode of transportation could offer. Of course, we can't go back to the good old days, but flying a 195 is cer- tainlya big step in that direction. 0 E-mail the author at pete.bedell@ aopa.org. 1954 Cessna 195B Current market value: $60,000 AOPA PILOT· 108. AUGUST 1997 Bill Thompson, the test pilot on the 190 series, why they didn't put a locking tail- wheel on at the factory," Crabs related. "His reply was that the airplane is a pussycat compared to an AT-G, BT-13, or PT-17 of the day. He, too, believes that the reputation stemmed from pilots who learned to fly in airplanes with the training wheel in the front and who never learned proper directional control in the first place." Whether or not the 190/195 is for you is a dilemma that may be hard to solve until you fly in one. The sound, smell, competitive with airplanes on the cur- rent used market. Regarding the air- plane's ground handling, Sellotte says, "In the 5 years that I've owned it, I've been waiting for it to [ground loop]." Sellotte thinks the reputation is unde- served for an otherwise excellent air- plane. He figures $85 an hour for flying N2105C, a figure that is comparable to a I82-which rents for more than $90 an hour at some flight schools. Likewise, Crabs believes that the 195's reputation is clouded by the ground looping debacle. "I once asked