Search this site:


Site Map - Aviation

Site Map - Inspiration

Free Adobe Reader
for PDF's

Cessna 190, 195 and LC-126 Information

Take me to the Cessna 190 & 195 Main Page

Cessna 190 and 195's in FAA Database, 1/28/11
    105, 190's
570, 195 series, including 282 195; 153 195A; and 135 195B. However, that breakdown is probably not accurate because of different engines having been installed. See notes below

  Factory Serial Numbers  

FAA Spec A-790 says 7004 - 7999, and 16000 - 16183 for all models. Contrary to typical procedure, Cessna did not progress from the 190, to 195, 195A and finally 195B. There is little correlation between aircraft model and year, in fact aircraft as late as 1953 cn 16082 (and maybe later) were built as 190's, and as late as 16080 had the 245-hp Jacobs L-4MB..

Model info follows and you can see that it is based on the engine that was used. This becomes confusing because many 190's now have the Jake, and many 195's have had more than one model of the Jake. Further, cn 16084 and up have larger flaps and other differences but that distinction isn't in the specs and didn't appear to change the Model.

  190 and 195 Model Info (FAA TCDS A-790)  

Model 195 (LC-126A, B, C), approved 1947-48. The LC-126C version incorporates relocated battery, aileron control system, and large baggage door to facilitate dual stretchers. Jacobs R755-A2, 300-hp.


Model 190, approved 1947-48, same as 195 except for engine installation. Continental W670-23, 240-hp.

Model 195A, approved 1950, same as 195 except for engine.  Jacobs L-4MB (R-755-9), 245-hp.

Model 195B, approved 1952; same as Model 195 except for engine.  Jacobs R-755B2, 275-hp.

Note that my (poor) copies of a brochure on the 1954, 195, shows the 275 and 300-hp engines but both under the straight "195" model. The 1954 195 is in the same brochure as the 1955, 170 and 180. See 1 and 2.

  Engines used in the Cessna 190 and 195  





Jacobs R-755. The 195's were built with three variations of the Jacobs R-755, which is a seven-cylinder, 755-cubic inch radial engine with a 5.25" bore and 5.0" stroke. All are rated at 2200-rpm.

The 245-hp Jacobs R-755-9, or L4MB, has a 5.35:1 compression ratio. This engine was most widely used in the "Twin Cessna", i.e. the T-50 or UC-78 "Bamboo Bomber" of WW-II, and a huge supply was available after the war. It was also used in the Waco UPF-7, some cabins, and the few PT-28 Stearmans that were built. FAA TC E-121. I've read that because so many engines were available cheaply after the big war, Cessna had a plan whereby the buyer of a new 195 could provide their own engine. See my notes at the bottom on NTSO engines that our family had for sale in 1957, for $550 each - "fully guaranteed"!

Here is a '337 on a U.S. Army overhauled R755-9 that was "inspected and reworked" by Page Aircraft Industries and then installed on 195A N1065D, sn 7677.

The 275-hp Jacobs R-755-B2 has a 6.1:1 compression ratio. It is the latest of the three major R-755 variants and is actually a converted -9. Many people like the -B2 because it blends the more widely available -9 components with the high compression pistons of the -A2 to get the extra horsepower. We are seeing more and more of them on 195's, Wacos and Stearmans. Roger Currier uses both the -A2 and -B2 in his 195 floatplanes and says he really can't tell the difference in performance. The R-755-9 is covered by FAA Engine Spec E-121, but even though the -B2 is a converted -9 it is with the -A2 under FAA TC E-237. You can read notes here from Steve Curry, of Radial Engines, on the conversion.
The 300-hp Jacobs R-755-A2 is a very different engine in a certain way, with it's model-specific crankshaft, crankcase and some other parts. It was used primarily in the straight Cessna 195 and LC-126 series, and some surplus engines and parts became available when the LC-126's were released.
  350-hp Turbocharged Jacobs R-755-S. Several 190-195's have been converted to the Jacobs-Page R-755-S engine under STC SA1268SW. This engine was also used on some Grumman Ag Cats. They have the exhaust out the right side, per this photo of cn 7394, N9MT on Photo Page 2.
The 330-hp Jacobs L-6, R-915 is also a seven-cylinder radial, but of 915-cubic inches. It is also 2200-rpm, but 5.5" bore and stroke. The L-6 was not used on production 195's (correct me if I'm wrong) but has subsequently been installed on many. The L-6 is covered by FAA TC E-195. It is a larger diameter engine and requires a cowl mod as shown here and here.
  Note: The Jacobs Type Certificates are now owned by Pete Jones, Air Repair, of Cleveland, MS.
450-hp P&W R-985. A few aircraft were converted to the 450-hp, R-985, probably for aerial photography or other high altitude operations. I saw one in Anchorage, AK many years ago. I thought I had a photo but can't find it.
300-hp Lycoming R-680. A few aircraft were converted to the 300-hp, R-680-13 engine. They were available government surplus in overhauled condition for a few hundred dollars. I remember when we had a long row of them in blue engine crates in the late 1940's. See FAA '337 here for conversion of N1065D, sn 7677.
Continental W-670-23
  The 240-hp Continental W-670-23 was built by Continental for the Cessna 190. Most of the '670's that we know, as used on Stearmans and Wacos, are 220-hp. A few of the 240-hp W-670-M engines were built for Wacos, and they had provisions on the nose case for a control valve for a two-position prop. The -M had higher compression pistons, a special master rod and some other differences. The -23 was quite different, with the -M pistons and master rod, but also a special crankcase and crankshaft. The cylinders and some internal parts interchanged with the 220-hp engine. There were no -23 specific parts available government surplus and it became a very expensive engine to overhaul. Many were replaced by the Jacobs, making it a 195-series aircraft, but the model was often not changed in the FAA register.
Engine Parts! Chris D. Stoltzfus & Associates, of Coatesville, PA, was a business owned by my father Chris D. Stoltzfus, and my twin Karl and me. We had a huge inventory of new surplus W-670 and R-755 parts, and below is a copy of one of our Trade-A-Plane ads from 1958. It's too late to order though, so all you can do is drool. Actually, I was an about-to-graduate high school senior then, and was already doing the Trade-A-Plane ads, but the business was still in Father's name until a short time later. Okay, note:

In the left part of the ad:
x - Prices for Jacobs and other parts
x- NTSO (No Time Since Overhaul) government surplus, pickled, fully guaranteed R-755-9 engines for $550.
x- R-755-B2, fresh overhaul by Paul Gingerich, $1850

In the right column of the ad:
x- Overhauled 2B20 prop with 6135A-6 blades, for $210 x- 10:00 tailwheel tires, "fresh" for $6.50 each or $65/dozen
x- Grumman TBM "flyaway" for $5500
x- Grumman FM-2, under 100-hours since new, $2750. That was N35MK, now N86572.
Friends of   © 2013 John
All rights reserved.