The US Navy Cessna 319A, an experimental Boundary Layer Control wing version of the OE-2, intended for investigation of STOL characteristics. The BLC ‘suction/ejection’ system reduced the stalling speed from 43 mph to 32 mph, and the take-off to 50ft from 600 ft to 450 ft.
The Cessna 319A carried no military markings other than the fuselage inscription ‘U.S. Naval Research Aircraft’.
With the stepdown rear fuselage of the OE-1 (L-19A) Bird Dog, the OE-2 posed the longer nose and more angular tail assembly of the Model 180.
In 1952, Cessna initiated the design of a new five/six-seat twin-engined light monoplane designated Cessna Model 310. The prototype flew for the first time on 3 January 1953, proving in production form to be a popular twin. Of low-wing configuration and with tricycle landing gear, the prototype was powered by the 168kW Continental O-470, an engine developed originally for military use under the designation E225. Its use to power the Cessna Model 310 was one of its first civil applications, early production aircraft having the more powerful 194kW IO-470. An identification feature of the design at that time were the two wingtip fuel tanks, then representing the entire fuel tankage.
Production deliveries began in 1954, with steady product improvement continuing year by year. The swept tail came in 1960, the extra rear window in 1961, and now the slanted, sharpened tip tanks giving the 310G a totally updated appearance. The cabin was capable of seating five. It has a loaded weight of 4,830 lb., and cruises at 220 miles over a range of 825 miles.
1960 Cessna 310D
The 1964 310I Skynight had weather-proof compartments at the rear of both engine nacelles for an additional 120 lb of baggage, the same engines as the 310H, new light-weight props, redesigned control system, and an old price of $62,950.
A deluxe version with turbocharged engines, air-conditioning and an oxygen system as standard was introduced in 1966. This was then named the Turbo-System Executive Skyknight being known also for a short period as the Model 320, but later marketed as the Turbo T310.
Final versions were the basic Model 310 with 213kW Continental IO-520-MB engines, the structurally identical Model 310II which incorporated a factory installed avionics/equipment package, the Turbo T310 with TSIO-520-BB powerplants and the Turbo T310 II with the same additional equipment fit as the Model 310 II.
L-27A
In the mid-1950s, following competitive selection, a slightly modified version of the Model 310 was ordered for light cargo-liaison duties with the US Air Force under the designation L-27A, subsequently redesignated U-3A A total of 160 were built followed by 36 U-3Bs equipped for all-weather operation, and all were nicknamed ‘Blue Canoes’.
Cessna L-27 (U-3A) Blue Canoe
The Turbo-System T310 was introduced in 1969 as Turbo-System 310P replaced the model 320 Skyknight in production.
The 1972 Cessna 310 had an Omni-Vision rear window installed in a slightly enlarged rear fuselage to provide more room for back seat passengers, together with a bigger front windshield, new easier-to read instruments, cleaner panels and detail refinements common to the entire line. On some 310s, with extra wing locker tanks, the aircraft can carry 203 USG. The Cessna 310 had well over 3,000 marketed by 1972. The B55 Barons and the Cessna 310s are powered by 260 hp Continental IO 470 series engines, which have 1,500 hour TBOs, provided their exhaust valves are either nickel coated or ni¬monic; otherwise a 1,200 hour TBO applies. With a wingspan of 36 ft 11 in (11.24 m), and two 260 hp engines, the Model 310 can fly safely on only one engine, and has a maximum range of about 1,700 miles (2,735 km). The final development of the 1953 design came in 1975 when a longer nose was fitted as well as an overhead window for the rear seat passengers.
In the late 1980s Neil Armstrong sold his Cessna 310.
When production finished in May 1981, 5,241 commercial examples of the Model 310 had been built, including a small number for the French air force, plus the 196 delivered to the USAF.
Variations: Riley Rocket Riley Turbostream / Super 310/320
310 1954 CE-310 Engines: 2 x Continental O-470-B, 240 hp Wingspan: 36 ft Length: 27 ft Height: 10 ft 6 in Empty weight: 2850 lb Max loaded weight: 4600 lb Fuel capacity: 2 x 41.6 ImpG tip tanks Max speed: 220 mph at SL Cruise: 205 mph at 8000 ft Range 60%: 875 mi at 10,000 ft ROC: 1700 fpm Service ceiling: 20,000 ft Seats: 5
1977 CE-310 Engines: 2 x Continental IO-520-M, 285 hp. Seats: 4/6. Wing loading: 30.73 lb/sq.ft. Pwr loading: 9.65 lb/hp. Gross wt: 5500 lb. Empty wt: 3337 lb. Equipped useful load: 2049 lb. Payload max fuel: 831 lb. Range max fuel/75% pwr: 1129 nm/5.8 hr. Range max fuel / 55% pwr: 1382 nm/ 7.9 hr. Service ceiling: 19,750 ft. 75% cruise: 194 kt. 55% cruise: 176 kt. Vmc: 81 kt. Stall: 72-79 kt. 1.3 Vso: 94 kt. ROC: 1662 fpm. SE ROC: 370 fpm @ 106 kt. SE Service ceiling: 7400 ft. Min field length: 1790 ft. Fuel cap: 600/1218 lb. Undercarriage: retractable.
1979 Cessna 310 Engines: 2 x Continental IO 520 MB, 285 hp, 213kW. Wingspan: 11.25 m / 36 ft 11 in Length: 9.74 m / 31 ft 11 in Height: 3.25 m / 10 ft 8 in Wing area: 16.63 sq.m / 179.00 sq ft Max speed: 207 kts. / 383 km/h / 238 mph Max cruise speed: 195 kts. Max range: 1,511 nm. Max usable fuel: 203 USG. ROC: 1,662 fpm. ROC SE: 370 fpm. Service ceiling: 6020 m / 19,750 ft. Service ceiling SE: 7,400 ft. Takeoff dist 50 ft obstacle: 1,700 ft. Landing dist 50 ft obstacle: 1,790 ft. Take-off weight: 2495 kg / 5501 lb Empty weight: 1523 kg / 3358 lb Max ramp wt: 5,535 lbs. Max zero fuel wt: 4,900 lbs. Max useful load: 2,182 lbs. Seats: 6.
1979 Turbo Cessna 310 Engines: 2 x Continental TS10 520 BB, 285 hp. Max speed: 237 kts. Max cruise speed: 223 kts. Max range: 1,440 nm. Max usable fuel: 203 USG. ROC: 1,700 fpm. ROC SE: 390 fpm. Service ceiling: 27,400 ft. Service ceiling SE: 17,200 ft. Takeoff dist 50 ft obstacle: 1,662 ft. Landing Dist 50 ft obstacle: 1,790 ft. Max ramp wt: 5,535 lbs. Max zero fuel wt: 5,015 lbs. Max useful load: 2,062 lbs. Seats: 6.
Turbo 310 Engines: 2 x Continental TSIO-520-B, 285 hp. Seats: 4/6. Wing loading: 30.73 lb/sq.ft. Pwr loading: 9.65 lb/hp. Gross wt: 5500 lb. Empty wt: 3453 lb. Equipped useful load: 1933 lb. Payload max fuel: 715 lb. Range max fuel/75% pwr: 1293 nm/5.7 hr. Range max fuel / 55% pwr: 1316 nm/ 7.4 hr. Service ceiling: 27,400 ft. 75% cruise: 223 kt. 55% cruise: 179 kt. Vmc: 81 kt. Stall: 72-79 kt. 1.3 Vso: 94 kt. ROC: 1700 fpm. SE ROC: 390 fpm @ 106 kt. SE Service ceiling: 17,200 ft. Min field length: 1790 ft. Take-off dist, 50ft: 1670 ft. Ldg dist 50 ft: 1795 ft. Fuel cap: 600/1218 lb. Undercarriage: retractable.
1979 Cessna Turbo 310-R Engine: 2 x Continental TSIO-520-MB, 285 hp@2700 rpm TBO hrs.: 1400 Fuel Type:100/100LL Propeller: McCauley three-blade, full feathering/78 in Landing Gear type: Tri./Retr. Max ramp weight (lbs.): 5535 Gross weight (lbs.): 5500 Landing weight (lbs.): 5400 Zero-fuel weight (lbs.): 5015 Empty weight, std. (lbs.): 3723 Useful load, std. (lbs.): 1777 Payload, full std. fuel (lbs.): 1165 Usable fuel (USgals.): 100 Optional fuel (USgals.): 143 / 166 / 207 Oil capacity (qts.): 13 per engine Wingspan: 36 ft. 11 in. Overall length: 31 ft. 11.5 in. Height: 10 ft. 8 in. Wing area (sq. ft.): 179 Wing loading (lbs./sq. ft.): 30.73 Power loading (lbs./hp.): 9.65 Wheel track (in.): 6.50 x 10 Wheel size (in.): 6.50 x 6 Seating capacity: 6 Cabin doors: 1 Cabin width (in.): 48.5 Cabin height (in.): 50 Baggage capacity (lbs.): 950 Cruise speed (kts.) 75% power @ 20,000/10,000 ft.: 223/201 Cruise speed (kts.) 65% power @ 20,000/10,000 ft.: 204/185 Cruise speed (kts.) 55% power @ 20,000/10,000 ft.: 195/177 Max range @ 20,000 ft. (w/ reserve) (nm) 75% power 100/203 gals. usable: 519/1242 Max range @ 20,000 ft. (w/ reserve) (nm) 65% power 100/203 gals. usable: 545/1290 Max range @ 20,000 ft. (w/ reserve) (nm) 55% power 100/203 gals. usable: 570/1360 Max range @ 10,000 ft. (w/ reserve) (nm): 75% power 100/203 gals. usable: 491/1140 Max range @ 10,000 ft. (w/ reserve) (nm): 65% power 100/203 gals. usable: 515/1200 Max range @ 10,000 ft. (w/ reserve) (nm): 55% power 100/203 gals. usable: 540/1270 Stall speed (gear, flaps up) (knots): 78 Stall speed (gear, flaps down) (knots): 70 Best rate of climb (2 engines) (fpm): 1700 Single-engine rate of climb, SL (fpm): 390 Service ceiling (ft.): 27,400 Service-engine sevice ceiling (ft.): 17,200 Takeoff ground roll (ft.): 1306 Takeoff over 50-ft. obstacle (ft.): 1662 Landing ground roll (ft.): 640 Landing over 50-ft. obstacle (ft.): 1790
Colemill Executive 600 / Cessna 310 Engines: 2 x Continental IO-520-E, 300 hp. Seats: 6. Wing loading: 29.1 lb/sq.ft. Pwr loading: 8.7 lb/hp. Max TO wt: 5200 lb. Empty wt: 3125 lb. Equipped useful load: 1952 lb. Payload max fuel: 1112 lb. Range max fuel/ 75% cruise: 990 nm/4.3 hr. Service ceiling: 19,500 ft. 75% cruise: 198 kt. Vmc: 64 kt. Stall: 64 kt. 1.3 Vso: 83 kt. ROC: 2500 fpm. SE ROC: 400 fpm @ 101 kt. SE ceiling: 11,500 ft. Min field length: 1795 ft. Fuel cap: 840 lb.
In 1950 five manufacturers entered a competition to replace the fleet of L-4 and L-5 observation planes. The specifications included takeoff and land within 600 feet, cruise at 89 mph, have an observation speed of 49 mph, climb at 800 fpm, three hour endurance, service ceiling of 16,000 ft, and weigh 1000 lb empty.
The Cessna engineers put together the wings from the 170, a tail from the 195 and a new fuselage with transparent panels in the roof and a wider access door and new landing gear, to make the Cessna 305. Cessna’s design was a light-weight strut-braced high-wing monoplane, which provided accommodation for a pilot and three passengers.
Power was from a Continental O-470 of 213hp / 108kW and fixed pitch prop. The fixed pitch prop limited the cruise to 30% power so as not to overspeed the engine. The Birddog moved from design sketches to first flight in just 90 days. The landing requirement required 60 degrees of flap and a full stall, three-point landing technique with a high rate of sink. The O-1 is not cleared for aerobatics.
Cessna was awarded the contract with an initial order of 418 aircraft on 29 May 1950. The first military designated L-19s were delivered in December 1951 and sent to Korea, arriving there on 16 February 1951.
L-19A
The Model 305A differed from the 170 by having the aft fuselage redesigned to give a clear view to the rear and by the provision of transparent panels in the wing centre-section, which formed the cabin roof. A wider access door gave room to load a standard stretcher, for which support brackets were installed. Spring steel landing gear and slotted high lift flaps were fitted along the trailing edge of each wing.
By June 1951 there were 166 L-16s in Korea, and they had amassed about 20,000 hours.
Deliveries of production aircraft began in December 1950, under the designation L-19A and with the name Bird Dog, and by October 1954, 2,486 had been delivered, of which 60 were diverted to the US Marine Corps which designated them OE-1.
An L-19A-IT instrument trainer version was developed in 1953. By 1954 a total of 2486 had been delivered, of which 60 were diverted to the US Marine Corp where they were e-designated OE-1.
In 1956, the Army ordered 100 TL-19D instrument trainers. This was a growth version of the original instrument trainer with a constant-speed prop and a higher gross weight — 2,400 pounds. The next year, the order was expanded by another 207 TL-l9Ds and an uprated version of the basic L-19 was ordered —the “E” model which boosted the higher gross weight and “some minor improvements.”
Sixty Bird Dogs were delivered to the USMC as the O-1B, and the TO-1D is a dual control training version of the O-1A.
The L-19E was the final version to bring total production of Bird Dogs to 3,431. With redesignation in 1962, the US Army’s L-19A, TL-19D and L-19E aircraft became O-1A, TO-1D and O-1E respectively. The US Marines’ OE-1 became O-1B and this service also acquired 25 of the higher-powered O-1C. US Army trainers, derived from standard production aircraft, had the designations TO-1A and TO-1E.
Some O-1 were manufactured by Fuji Heavy Industries for the Japanese Ground Self-Defence Force.
The model 321, or O-1C was an extensively redesigned version of the O-1B Bird Dog for the USMC. The prototype of the O-1C was first flown in 1955 and twenty-five were built. Pilot and observer were protected by flak curtains and seat armour, and all fuel tanks are self-sealing. A 250 lb bomb or three air to surface rockets may be carried beneath each wing. The structure of the O-1C is similar to the O-1B apart from some strengthening for the more powerful engine.
The US Air Force acquired many of the US Army’s O-1s for use by forward air controllers in Vietnam; former TO-1Ds and O-1As were redesignated O-1F and O-1G respectively when equipped for this role.
The O-1Fs were TO-1Ds modified to O-1D standard by deleting the dual controls and rear seat instrument panel and the modified to -F standard by fitting under-wing hard points and army communication gear.
The US Navy ordered 25 of a progressive development designated OE-2. These differ principally in having a longer nose to house a 260 hp Continental SO-370 engine, and taller, more angular tail surfaces.
Cessna had delivered 3,431 examples by the time production ceased including 126 for the French – the bulk of these had been built as O-1s (L-19As), with later variants introducing uprated equipment and the ability to carry wing stores like target marking rockets
Of these, one was a civil prototype and four were evaluation models for civilian use. These were put into service in aerial application and although they got high marks with the dusters, Cessna could not see enough of a market for the aircraft and never put it into production. As far as FAA is concerned, the Birddog is the Cessna 305A and all those converted to civilian use are so designated in FAA records.
O-1s were also built under licence by Fuji in Japan.
Ector Aircraft Co., of Odessa, Texas produced (until stocks of new parts are exhausted) the Ector L-19 Mountaineer and the standard Ector (Cessna) 305. The basic aircraft is delivered with a majored Continental 0-470-11 and the McCauley fixed-pitch prop or with a Continental 0-470-13 or Lycoming 0-540-A4B5, a constant-speed prop and manifold pressure gauge.
Although long since retired from USAF service, a modest number of O-1’s continue to thrive with a handful of air arms across the globe, whilst surplus Bird Dogs have recently enjoyed a renaissance across North America and Australia.
O-1C Engine: 265 hp Continental O-470-2 Wingspan: 36 ft 0 in Length: 26 ft 3 in Height: 7 ft 10 in Wing area: 174 sq.ft Empty weight: 1853 lb Max loaded weight: 2650 lb Max speed: 185 mph Econ cruise: 122 mph ROC: 1300 fpm Time to 20,000ft: 22.6 min Range: 575 mi at 10,000 ft
CE-305A Engine: Continental O-470-11, 213 hp. Empty wt: 1700 lbs. MTOW: 2100 lbs (optional): 2300 lbs. Height: 7 ft 6 in. Length: 25 ft 9.5 in. Wing span: 36 ft. Cruise: (@ 2300 rpm): 78 kts. Stall: 42 kts.
Cessna L-19E / O-1E Bird Dog Engine: 1 x Continental O-470-11, 213 hp, 159kW Wingspan: 10.97 m / 35 ft 12 in Length: 7.85 m / 25 ft 9 in Height: 2.22 m / 7 ft 3 in Wing area: 16.16 sq.m / 173.94 sq ft Maximum Speed: 130mph (209kmh; 113kts) Maximum Range: 530miles (853km) Rate-of-Climb: 1,040ft/min (317m/min) Service Ceiling: 20,341ft (6,200m; 3.9miles) Accommodation: 2 Hardpoints: 2 Empty Weight: 1,614lbs (732kg) Maximum Take-Off Weight: 2,401lbs (1,089kg)
L-19 Engine: Continental O-470-11B, 213 hp Prop: McCauley 2 blade 90 in fixed pitch Wingspan: 36 ft Wing area: 174 sq.ft. Length: 25 ft 9 in Height: 7 ft 6 in Seats: 2 Max gross wt: 2400 lb Empty wt: 1480 lb Useful load: 920 lb Wing loading: 13.79 lb/sq.ft. Power loading: 11.26 lb/hp Toatl fuel cap: 42 USG Useable fuel cap: 36 USG Baggage cap: 100 lb Max speed: 179 mph Cruise 2300 rpm: 104 mph Stall clean: 44 mph Stall with flap: 40 mph ROC SL: 1350 fpm Service ceiling: 21,300 ft Takeoff ground roll: 355 ft Landing ground roll: 320 ft
Cessna L-19A Bird-Dog Engine: 213 h.p. Continental O-470-11 Span: 36 ft Length: 25 ft Height: 7 ft 6 in Wing area: 174 sq.ft Empty weight: 1400 lb Loaded weight: 2200 lb Max speed: 146 mph at 5000 ft Cruise: 115 mph ROC: 1290 fpm Service ceiling: 21,200 ft Range: 620 mi Seats: 2
Cessna O-1G Birddog Engine: 213hp / 158 kW Continental O-470-11 Fuel: 100 Octane Wingspan: 36 ft / 10.97 m Length: 25 ft 9 in / 7.85 m Height: 7 ft 6 in / 2.29 m Empty weight: 1,400lbs / 635 kg Maximum Take-off weight: 2,200lbs / 998 kg Max speed: 115 mph / 185 kph Service ceiling: 18,500 ft / 5638.8 m Max range: 530 mi / 742.08 km Armament: Eight 2.75 inch (70mm) smoke rockets Maximum Speed: 131 knots / 151 mph / 243 km/h
Cessna’s light twin, the Model 303 (N303PD), flew for the first time in February 1978. A top speed of 140 knots was reached on the Valentine’s Day flight, which lasted 54 minutes. It then designated Cessna Model 303 Clipper
In this prototype form it was a four-seat aircraft of low-wing monoplane configuration with the wing incorporating a super-critical aerofoil section. Other features included retractable tricycle landing gear, swept vertical tail surfaces with a long dorsal fin, extensive use of bonded construction and power-plant comprising two 119kW engines. Before the certification programme began it was superseded by a new Model T303 which reverted to conventional construction, had six-seat accommodation, was powered by two turbocharged engines of increased output, and had acquired the new name Crusader because the earlier title of Clipper infringed a US trademark.
Cessna’s Crusader had its keel laid in 1977, the airplane first flew in 1978 and was quickly laid to rest. The highly touted GAW 1 airfoil apparently was not talented enough in this application, and Cessna felt it would not be able to compete in a market that turned out to be small and overpopulated. That proved to be a good decision. So did the next one: to reinvent the light twin in a new form. The cabin class design was popular, so the target airplane became a basic size cabin class twin with good performance, excellent handling qualities and a big look. The result was an all new design called the Crusader (or T303, turbochargers having been added).
Cessna claimed the Crusader was the first lightweight twin of its class to have full IFR avionics and equipment as standard, and that handling of the aircraft benefited from the high set tailplane, coupled with unusually, counter rotating engines, which minimise engine torque effect. Production model Crusaders were certificated in August 1981, and first deliveries followed in October. When production ceased in 1986 297 had been delivered. Although it replaced the model 337, sales didn’t improve much and only a relatively small number were made.
T303 Crusader Engines: Continental TSIO-520-AE, 250 hp, 186kW and 1 x Continental LTSIO-520-AE. TBO: 2,000 hrs. Props: McCauley 3-blade, 74-in. Length: 30ft 5in. / 9.27 m Height: 13ft 2in. / 4.06 m Wingspan: 11.9 m / 39 ft 1 in Wing area: 189.2 sq.ft. / 17.58 sq.m Maximum ramp weight: 5,175 lbs. Maximum takeoff weight: 5,150 lbs / 2336 kg Standard empty weight: 3,305 lb / 1499 kg. Maximum useful load: 1,870 lbs. Zero-fuel weight: 4,850 lbs. Maximum landing weight: 5,000 lbs (5,150 lbs. with optional heavy-duty wheels and brakes). Wing loading: 27.2 lbs/sq.ft. Power loading: 10.3 lbs/hp. Maximum usable fuel 153 gals/918 lbs. Best rate of climb: 1,480 fpm @ 103 kts. Climb gradient: 871 ft/nm. Rate of climb @ 8,000 ft: 1375 fpm. Certificated ceiling: 25,000 ft / 7620 m. Maximum single-engine rate of climb: 220 fpm @ 97 kts. Single-engine climb gradient: 135 ft/nm. Single-engine service ceiling: 13,000 ft. Maximum speed: 2l6 kts. Cruise @ 65% pwr @ 8,000ft: 167 kts. Cruise @ 72% power @ 10,000ft 180 kts. Cruise @ 65% pwr @ 18,000 ft: 181 kts. Cruise @ 72% power @ 20,000 ft: 197 kts. Fuel flow @ 65% pwr @ 18,000 ft: 147 pph. Fuel flow @ 72% power @ 20,000 ft: 31.3 gph. Endurance at 72 % power, no reserve: 4.9 hrs: Stalling speed clean: 68 kts. Stalling speed gear/flaps down: 62 kts. Turbulent-air penetration speed: 148 kts. Range: 1889 km / 1174 miles
Cessna engineers fitted a retractable undercarriage to a model 182B resulting in the 210. The first 210s were flown in January 1957, and the airplane has always been a 160 knot cruiser that can go 175 knots. When its hydraulically activated landing gear is retracted, the gear doors seal it completely within the fuselage. (The 1979 model no longer has the all covering doors; the main gear nestles up into open wheel wells. As a result, the gear extension speeds have been raised 25 knots, and a more simple design has been obtained without any loss in performance.) The first in the Cessna range to introduce the swept vertical tail surfaces and a fully-retractable undercarriage.
The first production aircraft flew in December 1959 powered by a 194kW Continental IO-470-E engine. The initial 210s carried four people; then in 1964, two seats were added. The four seat 210s were made from 1960 to 1963, with wing struts, two windows per side and no rear window. The early models are powered by the 260 horsepower, fuel-injected Continental with a 1,200 hour TBO. Those 210s carried 65 USG of fuel, but in 1962, when the option was first offered, most buyers chose the 84 gallon long range tanks. The early 210s gross at 2,900 pounds, with a standard useful load of about 1,165 pounds.
An example of the Model 210 was first demonstrated in Britain early in 1960.
The 1961 210A model introduced two more cabin windows, additional headroom and an improved heating and ventilating system, and by 1963 an autopilot was offered as an option. The 1962 210B introduced a re-designed fuselage with all-round cabin vision and a simplified hydraulic system. The 1963 210C differed only in its restyled cabin, but the 1964 210D Centurion has a 285 hp engine in place of the 260 hp Continental IO-470-S. In January 1965 the Model 210E Centurion had supplanted earlier versions and was powered by a 213kW Continental IO-520-A. The Model 210F followed in 1966.
The Centurion, a heavier, bigger, more powerful 210, was introduced in 1964. The first Centurion had a 285 hp Continental, still fuel injected, still with a 1,200 hour TBO. The gross weight was increased to 3,100 pounds, which raised the useful load by 105 pounds. The cabin was expanded to seat six with the addition of two tiny rear seats that can be folded flush with the baggage compartment floor.
In 1966 the first turbocharged model became available in the form of the T210F Turbo-System Centurion with a 213kW Continental TSIO-520C; the extra power conferred a useful increase in performance, particularly in altitude. A new wing, first flown on a T210 in June 1965, was later introduced on production aircraft, and eliminated the need for external bracing struts. The turbocharged version eventually outsold the basic model two to one. In 1967, the Centurion lost its wing struts, took on two standard 45 gallon fuel tanks and gained 100 pounds, for a gross of 3,400. With a 1,960 pound empty weight, the full fuel payload went to about 905 pounds. In 1969, the TBO on the engine went up to 1,500 hours. The following year, the cabin was enlarged and the rear seats expanded to make the airplane an honest six seater. The gross weight went up again, this time to 3,800 pounds, and the useful load rose to 1,720, for a full fuel payload of about 1,186 pounds. At the same time, the old, square passenger windows were replaced by a three foot long window on each side, aft of the doors. The engine, still rated at 285 hp, was allowed to develop 300 hp for takeoff and five minutes of climb out. By 1970 Cessna had dropped its suffix letter system from model numbers and in that year introduced two new versions, the Centurion II and Turbo Centurion II which incorporated a factory-installed package of avionics and equipment as standard, these being produced alongside the Centurion and Turbo Centurion. By then the Centurions were of six-seat capacity and offered powerplant options of a 224kW Continental IO-520-L for the Centurion and a 213kW TSIO-520H for the Turbo Centurion. In 1975, the three blade prop became standard. The 210L models featured larger picture windows which greatly im¬proved the visibility for the rear seat passengers. The Turbo Centurion was first built with strutted wings. That was remedied in 1967 with a center section to make the Turbo Centurion’s wing full cantilever, eliminating the struts. A new airfoil was incorporated at the same time. Gone was the classic Cessna wing, swapped for a new laminar flow section. The strutless wing arrangement added 95 pounds to the empty weight, increased the stalling speed six knots, resulted in a 154 fpm decrease in rate of climb (largely from a 100 pound gross weight increase to preserve useful load) and improved the cruising speed but two knots. The first strutless Turbo Centurion almost had too much dihedral in the wings but that was quickly remedied. The Centurion’s performance has been greatly improved, too, through a series of small but important aerodynamic refinements. The 1975 Centurion is basically the same airframe as that used since 1970, when six full size seats were first offered. It uses the same engine, also, but incorporates such features as a retractable cabin step which gives it 10 knots additional cruise at maximum power settings. In November 1977 a new pressurised version of the Model 210, the Pressurized Centurion, was announced. Generally similar to the standard Centurion, it differed by having a pressure cabin and a 231kW Continental TSIO-520-P which incorporated a high-capacity turbocharger to support the pressurisation system, and like the earlier models was available in standard and Pressurized Centurion II versions.
Cessna P210N Pressurized Centurion II
The 210R model, with a longer span stabiliser and cambered wingtips, was produced for the 1986 sales year and only 112 were produced in the final year of production. All six versions remained available until 1986 when sales slowed down and at the end of 1987 when production ceased, a total of 8,453 Model 210s and Centurions had rolled off the line together with 851 Pressurized Centurions. Turbocharged Centurions established several world records in their class: including time-to-height records, a round the world speed record of 204km/h, and an altitude record of 12905m established on 13 May 1967.
210D 1964 Engine: Continental IO-520-A, 285 hp Wingspan: 36 ft 7 in Length: 27 ft 9 in Height: 9 ft 9 in Wing area: 173.5 sq.ft Empty weight: 1830 lb Loaded weight: 3100 lb Max speed: 199 mph Cruise 75%: 191 mph at 6500 ft ROC: 1210 fpm Max range: 1305 mph
1973 Cessna Centurion T210L Base price: US$544,295 Engine: Continental TSIO-520H, 285 hp to 17,000 ft TBO (hrs.): 1400 Fuel type: 100/100LL Propeller type: McCauley CS/3-blade Landing gear type: Tri./Retr. Max ramp weight (lbs): 3800 Gross weight (lbs.): 3800 Landing weight (lbs.) 3800 Empty weight, std. (lbs.): 2195 Useful load, std. (lbs.): 1605 Useful fuel, std (gals.): 89 Payload, full std. fuel (lbs.): 1071 Wingspan: 36 ft. 9 in. Overall length: 28 ft. 3 in. Height: 9 ft. 7 in. Wing area (sq. ft.): 175.1 Wing loading (lbs./sq.ft.): 21.7 Wheel size (in.): 6.00 x 6 Power loading (lbs./hp):12.3 Seating capacity: 6 Cabin doors: 2 Cabin width (in.): 45.5 Cabin height (in.): 48 Cruise speed (kts.) 80% power: 198@20,000 ft. Cruise speed (kts.) 70% power: 190@20,000 ft. Fuel consumption (USgph.) 80% power: 17.2 Fuel consumption (USgph.) 70% power: 15.5 Range (plus reserve, nm) 80% power: 830 Range (plus reserve, nm) 70% power: 880 Vso (kts.): 57 Best rate of climb, SL (fpm): 1115 Service ceiling (ft.): 28,500 Takeoff distance (ft.): 1170 Takeoff over 50 ft. obstacle (ft.): 2030 Landing distance (ft.): 765 Landing over 50 ft. obstacle (ft.): 1500
1977 Cessna T210M Engine: Continental TSIO-520H, 310 hp TBO hr: 1400 Propeller type: Const. spd. Landing gear type: Tri/Retr. Gross weight (lbs.): 3800 Empty weight, std. (lbs.): 2324 Useful load, std. (lbs.): 1476 Fuel (USgals.): 89 Wingspan: 36 ft. 9 in. Overall length: 28 ft. 2 in. Height: 9 ft. 5 in. Wing area (sq. ft.):175 Seating capacity: 6 Cabin width (in.): 42.5 Cabin height (in.): 48 Baggage capacity (lbs.): 240 Cruise speed (kt) 75% power @ 24,000 ft: 198 Cruise speed (kt) 65% power @ 6,500 ft.: 168 Max range (w/ reserve) (nm) 75% power: 870 Max range (w/ reserve) (nm) 65% power: 880 Fuel consumption (USgph) 70% power: 17.8 Fuel consumption (USgph) 65% power: 14.0 Estimated endurance (65% power with 1-hr. reserve): 5 hrs. 30 mins. Stall speed (gear, flaps down) (knots): 56 Best rate of climb (fpm): 1030 Service ceiling (ft.): 28,500 Takeoff ground roll (ft.): 1150 Landing ground roll (ft.): 765
CE-210N Engine: 1 x Continental IO-520-L, 300 hp. TBO: 1700 hrs. Prop: McCauley 3 blade, constant speed 80 in. Seats: 6. Length: 28.2 ft. Height: 9.7 ft. Wingspan: 36.8 ft. Wing area: 175 sq.ft. Wing aspect ratio: 7.7. Max ramp wt: 3812 lbs. Max take off wt: 3800 lbs. Standard empty wt: 2153 lbs. Max useful load: 1659 lbs. Max landing wt: 3800 lbs. Wing loading: 21.7 lbs/sq.ft. Power loading: 12.7 lbs/hp. Max useable fuel: 522 lbs. Climb rate: 950 fpm @ 96 kts. Climb gradient: 597 ft/nm. Rate of climb @ 8000 ft: 560 fpm. Service ceiling: 17,300 ft. Max speed: 175 kts. Cruise @ 65% power @ 8,000ft: 160 kts. Fuel flow @ 65% power @ 8,000ft: 82 pph. Endurance @ 65% power @ 8,000ft: 6.2 hr. Stalling speed clean: 65 kts. Stall speed gear/flaps down: 56 kts. Turbulent air penetration speed: 125 kts. Retractable nose wheel undercarriage.
1983 Cessna Turbo 210N Centurion II Engine: Continental TSIO-520-R Takeoff power: 310 hp @2700 rpm / 36.5-in manifold pressure Max continuous power: 285 hp @2600 rpm / 35-in. manifold pressure TBO hrs.: 1600 Fuel Type:100/100LL Propeller type/diameter: McCauley CS/80 in Landing Gear type: Tri./Retr. Max ramp weight (lbs.): 4016 Gross weight (lbs.): 4000 Landing weight (lbs.): 3800 Empty weight, std. (lbs.): 2303 Useful load, std. (lbs.): 1697 Payload (lbs.): 896 with 120-USgallon auxillary tanks Usable fuel, std. (USgals.): 90 Oil capacity (qts.): 11 Wingspan: 39 ft. 9 in With Flint Tip Tanks Overall length: 28 ft. 2 in. Height: 9 ft. 8 in. Wing area (sq. ft.):181 Wing loading (lbs./sq. ft.): 22.9 Power loading (lbs./hp.): 12.9 Wheel base (in.): 72 Seating capacity: 6 Cabin doors: 2 Cabin width (in.): 41.8 Cabin height (in.): 48 Baggage capacity (lbs.): 370 Cruise speed (kt) 75% power @ 2000/24,000 ft.: 157/192 Cruise speed (kt) 65% power @ 2000/24,000 ft.: 150/175 Cruise speed (kt) 45% power @ 2000/24,000 ft.: 135/154 Range (w/45-min. reserve) (nm) 75% power @ 2000/24,000 ft.: 1000/1075 Range (w/45-min. reserve) (nm) 65% power @ 2000/24,000 ft.: 1200/1125 Range (w/45-min. reserve) (nm) 45% power @ 2000/24,000 ft.: 1350/1200 Fuel consumption (est. @ .44 lbs./hp/hr. sfc gph) 75% power: 17 Fuel consumption (est. @ .44 lbs./hp/hr. sfc gph) 65% power: 15 Fuel consumption (est. @ .44 lbs./hp/hr. sfc gph) 45% power: 12 Estimated endurance (65%) (hrs): 8.0 Vso (kts.): 58 Best rate of climb (fpm): 930 Best rate of climb, 8,000 ft. (fpm): 850 Service ceiling (ft.): 27,000 Takeoff ground roll (ft.): 1300 Takeoff over 50-ft. obstacle (ft.): 2160 Landing ground roll (ft.): 765 Landing over 50-ft. obstacle (ft.): 1500
CE-P210N Engine: 1 x Continental TSIO-520-AF, 310 hp. TBO: 1600 hrs. Prop: McCauley 3 blade, constant speed 80 in. Seats: 6. Length: 28.2 ft. Height: 9.6 ft. Wingspan: 36.8 ft. Wing area: 175 sq.ft. Wing aspect ratio: 7.7. Max ramp wt: 4016 lbs. Max take off wt: 4000 lbs. Standard empty wt: 2426lbs. Max useful load: 1590 lbs. Max landing wt: 3800 lbs. Wing loading: 22.9 lbs/sq.ft. Power loading: 12.9 lbs/hp. Max useable fuel: 522 lbs. Climb rate: 945 fpm @ 100 kts. Climb gradient: 567 ft/nm. Rate of climb @ 8000 ft: 860 fpm. Certificated ceiling: 23,000 ft. 8000ft cabin altitude at 17,350 ft. Max speed: 201 kts. Cruise @ 65% power @ 8,000ft: 154 kts. Cruise @ 65% pwr @ 18,000 ft: 166 kts. Fuel flow @ 65% power @ 18,000ft: 88 pph. Endurance @ 65% power @ 18,000ft: 5.7 hr. Stalling speed clean: 67 kts. Stall speed gear/flaps down: 58 kts. Turbulent air penetration speed: 130 kts. Retractable nose wheel undercarriage and pressurised.
1985 Cessna P210R Engine: Continental TSIO-520CF, 325 TBO hr: 1600 Propeller type: CS Landing Gear type: Tri./Retr. Gross weight (lbs.): 4100 Empty weight, std. (lbs.): 2471 Useful load, std. (lbs.): 1629 Fuel (lbs.): 115 Wingspan: 33 ft. 5 in. Overall length: 28 ft. 4 in. Height: 9 ft. 8 in. Seating capacity: 6 Cabin width (in.): 42 Cabin height (in.): 48 Baggage capacity (lbs.):200 Cruise speed (kt) 75% power: 210 Cruise speed (kt) 65% power: 196 Max range (w/ reserve) (nm) 75% power: 1045 Max range (w/ reserve) (nm) 65% power: 1137 Fuel consumption (USgph) 75% power: 18.2 Fuel consumption (USgph) 65% power: 15.8 Estimated endurance (65% power with 1-hr. reserve) (hrs): 6 hrs. Stall speed (gear, flaps down) (knots): 55 Best rate of climb (fpm): 1150 Service ceiling (ft.): 23,000 Takeoff ground roll (ft.): 1325 Landing ground roll (ft.): 840
CE-T210N Engine: 1 x Continental TSIO-520-R, 310 hp. turbo charged TBO: 1400-1500 hrs. Fuel Type:100LL Prop: McCauley 3 blade Q-Tip , constant speed 80 in. Seats: 6. Length: 28.2 ft. Height: 9.8 ft. Wingspan: 36.8 ft. Wing area: 175 sq.ft. Wingspan (ft.): 39.7, Flint wingtip tanks Wing aspect ratio: 7.7. Max ramp wt: 4016 lbs. Max take off wt: 4000 lbs. Standard empty wt: 2237 lbs. Max useful load: 1779 lbs. Payload, full std. fuel: 718lb Max landing wt: 3800 lbs. Wing loading: 22.9 lbs/sq.ft. Power loading: 12.9 lbs/hp. Usable fuel, std. (gals.): 88 main, 123 w/aux. tanks Max useable fuel: 522 lbs. Best rate of climb (SL fpm): 1035 Best rate of climb, 8,000 ft. (fpm): 840 Best climb speed: 100 kt Climb gradient: 558 ft/nm. Rate of climb @ 8000 ft: 845 fpm. Service ceiling: 27,000 ft. Max speed: 204 kts. Cruise @ 65% power @ 8,000ft: 156 kts. Cruise @ 65% pwr @ 18,000 ft: 167 kts. Cruise speed (kts.) @ 10,000 ft 75% power: 174 Cruise speed (kts.) @ 10,000 ft 65% power: 164 Cruise speed (kts.) @ 10,000 ft 55% power: 157 Fuel consumption (lb) 75% power: 94 pph Fuel flow @ 65% power @ 18,000ft: 86 pph. Fuel consumption (lb) 55% power: 73 pph Endurance @ 65% power @ 18,000ft: 5.9 hr. Max range (w/reserve, 75% power) (nm): 1235 Stalling speed clean: 67 kts. Stall speed gear/flaps down: 58 kts. Turbulent air penetration speed: 130 kts. Undercarriage: Retractable / nose wheel Wheel track (ft.): 8.8 Cabin width (in.): 43 Cabin height (in.): 48 Baggage capacity (lbs.): 200 Takeoff ground roll (ft.): 1300 Takeoff over 50-ft. obstacle (ft.): 2160 Landing ground roll (ft.): 765 Landing over 50-ft. obstacle (ft.): 1500
1978 Pressurized Centurion Engine: Continental TSIO 520 P, 310hp for takeoff, 285 maximum continuous. TBO: 1,500 hrs. Prop: three blade, constant speed, 80 in. diameter. Length: 28 ft. 2 in. Height: 9 ft. 5 in. Wingspan: 36 ft. 9 in. Wing area: 174.6 sq.ft. Wing loading: 22.9 lb/sq.ft. Power loading: 12.9 lb/hp. Seats: 6. Empty weight: 2588 lb. Useful load: 1412 lb. Payload with full fuel: 878 lb. Gross wt: 4000 lb. Useable fuel: 89 USG/534 lb. Maximum landing weight 3,800 lbs. Max ramp wt: 4,016 lbs. Maximum rate of climb 930 fpm. Certificated ceiling 23,000 ft. Maximum speed 206 kts. Max cruise, 79% power at 20,000 ft: 195kts. Econ cruise, 55% power at 20,000 ft: 158 kts. Duration at max cruise 4.7 hrs. Duration at econ cruise (leaned to peak EGT) 7.3 hrs. Stalling speed, clean, forward CG 73 kts. Stalling speed, full flaps, forward CG 58 kts. Pressurization differential 3.35 psi. 10,000 ft. cabin at 20,000 ft. Max range: 926 nm. ROC: 930 fpm. Takeoff dist 50 ft obstacle: 2,160 ft. Landing dist 50 ft obstacle: 1,500 ft.
O&N Aircraft Modifications Cessna 210 Silver Eagle Engine: Allison 250-B17F/2, 450 shp TBO hrs.: 3500 Fuel Type: Jet A, Jet A1, JP 8, limited avgas Propeller make/type: 90-inch CS three-blade full-feather reversing Landing Gear type: Tri./Retr. Max ramp weight (lbs.): 4016 Gross weight (lbs.): 4000 Max landing weight (lbs.): 3800 Empty weight (lbs.): 2470 Useful load (lbs.): 1530 Payload, full fuel (lbs.): 1545 Usable fuel (USgals.): 114 Oil capacity (qts.): 12 Wingspan: 36 ft. 11 in. Overall length: 29 ft. 6 in. Height: 9 ft. 6 in. Wing area (sq. ft.): 175 Wing loading (lbs./sq. ft.): 22.9 Power loading (lbs./hp.): 8.89 Wheel track (in.): 8 ft. 7 in. Wheel size (in.): 6.00 x 6 main; 5.00 x 5 nose Seating capacity: 6 Cabin doors: 1 Cabin width (in.): 41.75 Cabin height (in.): 57 Baggage capacity (lbs.): 181.5 Cruise speed (kts.): 215 Cruise speed (kt) @ 12,000 ft.: 200 Cruise speed (kt) @ 17,500 ft.: 215 Cruise speed (kt) @ 23,000 ft.: 208 Max range (w/ reserve) @ 12,000 ft: 570 nm Max range (w/ reserve) @ 17,500 ft.: 860 nm Max range (w/ reserve) @ 23,000 ft.: 910 nm Fuel consumption (USgph): @ 12,000 ft.: 24.0 Fuel consumption (USgph): @ 17,500 ft.: 22.7 Fuel consumption (USgph): @ 23,000 ft.: 19.5 Estimated endurance (standard fuel)(hrs): 5.0 Stall speed (flaps up) (knots): 76 Stall speed (flaps down) (knots): 61 Best rate of climb (SL fpm): 2200 Service ceiling (ft.): 23,000 Takeoff ground roll (ft.): 600 Takeoff over 50 ft. obstacle (ft.): 900 Landing ground roll (ft.): 500 Landing over 50 ft obstacle (ft.): 1000
First flown on 9 December 1982, the Caravan I was Cessna’s first wholly new design for some years. The type was planned as the Model 208 to succeed the company’s earlier Models 180, 185, and 206 while also assuming the utility mantle of de Havilland Canada types such as the Beaver and Otter. The Caravan I is a thoroughly utilitarian design with a strut-braced wing in the high-set postion, a capacious fuselage accessed by large doors, and fixed tricycle landing gear with tall legs so that a ventral freight container can be fitted when required. The spring steel main undercarriage legs were designed to tear away without damaging the fuselage structure in an accident. The nosewheel fore-and-aft location is taken not on the airframe but by means of a drag link spring, attached near the fork to reduce bending loads in the strut. Steering to 15 degs either way is by linkage to the rudder pedals, and the wheel is free to castor to 56 degs either side. All fuel is carried inside the wings between the two spars for safety, and the tips and leading and trailing edges are made from lighter-gauge metal than the rest of the wing structure, which should thus remain intact in the event of minor damage. The wings are an aerofoil section the same as the Citation’s, and the flaps take up so much of the span that lateral control is helped by spoilers on the top surface acting in conjunction with the ailerons.
The first production aircraft rolled out in August 1984. The 208 received FAA certification in October 1984 and the first deliveries in February 1985. Because of FAR Part 23 restrictions, American registered Caravans have no more than 10 seats in their 17 foot cabins. An increase in MAUW to 8000 lbs (from 7300) allows them to carry more than their basic empty weight of 3800 lbs and promising much useful load-carrying. The higher gross weight Model 208A, ordered in December 1983 by the US small parcel airline Federal Express and called Cargomaster by them, is fitted with more comprehensive all-weather avionics and an underfuselage pannier, but has the fuselage windows deleted. Flight testing began on 3 March 1986, followed by certification and first delivery to Federal Express, who have ordered 210, in October the same year. By the end of 1989 more than 370 variants of the Model 208 had been delivered. In 1984 the company launched development of a purely military model as the U-27A. This is externally identical with the Model 208A but is stressed for higher maximum take-off and landing weights in its role as a utility transport for troops and freight. The type can also be configured for the casualty evacuation and forward air control roles, while the 100-cu ft (2.83 cu.m) freight container can be replaced by a reconnaissance pod with optical and infra-red sensors as well as a data-link. In 1985 Cessna released details of a quasi-military/special mission version of the Caravan I designated U-27A by the US Department of Defense and marketed as the Low Intensity Conflict Aircraft (LICA). Equipped with six hardpoints under the wing plus another on the fuselage centreline able to carry either a General Dynamics F-16 reconnaissance pod, or a cargo pannier, the LICA also has a electrically operated ‘roll up’ cargo door with slipstream deflector, openable in flight, and bubble windows for downward surveillance and observation. Cessna are also offering a similarly equipped version of the stretched Model 208B for special mission. Following experience with the 208A, Federal Express ordered the Model 208B Super Cargomaster with the fuselage stretched by four feet / 1.22m, also built without windows and equipped with a pannier. The first Caravan Super Cargomaster flew on 3 March 1986.
Cessna 208B Super Cargomaster
The Caravan family of aircraft consists of four distinct aircraft: the original Cessna Caravan, the Grand Caravan, the Super Cargomaster and the Caravan Amphibian. The original Caravan had its origins dating back to the early 80s and the Grand Caravan, like the Super Cargomaster, is essentially a stretched version of the original Cessna Caravan but powered by the A variant of the reliable Pratt and Whitney Canada PT6A-114 turboprop, which produces 675 shp (75 shp more than the standard version).
The Grand Caravan 208B first flew in 1990, some eight years after the Caravan I, and retains all of the conventional design aspects of the original: single-engine, high wing, unpressurised, with a fixed tricycle undercarriage. The PT6A-114A drives a three-blade McCauley propeller, which is governed to a constant speed of 1900 rpm and can be both feathered and reversed. While 1.2 m longer at 12.7 m, the Grand Caravan has room for up to fourteen (a pilot and thirteen passengers), the same as the Caravan I, and the fuselage itself is made up of a sheet metal bulkhead and a stringer and skin design. Although it narrows slightly towards the tail, the 5.1 m cabin is spacious and offers 9.6 cu.m of volume. This, combined with the more powerful turboprop, means that the Grand Caravan does have a higher useful load than the original. The wings on the Grand Caravan (which span 15.9 m) are conventional aerofoils, and both contain an integral fuel bay with a capacity totalling 1270 litres which feeds into a fuel reservoir before continuing to the turbine. The tail stands 4.5 m high and the control surfaces are again conventional: horn-balanced elevators and rudder. The flight control system is cables, bell cranks and push-pull rods, providing positive control and simple maintenance. The aircraft is steered by the nose wheel and the shock absorption for the main landing gear is provided by the tubular spring steel struts with an “intertube” connecting the two. Once at 10,000 ft, the Grand Caravan will cruise at 184 kts and, with a payload of just under 2,000 lbs and a reserve of 45 minutes, has a range of about 900 nm. Block time for such a flight would be around five hours. With 3,500 lbs on board, range drops to about 100 nm. It is these tasks where the Grand Caravan comes into its own; flying large loads to or from rough and short surfaces. At gross weight, landing requires just 745 ft, 1655 ft to clear a 50-ft obstacle, while a zero-wind take-off requires 1205 ft (2,210 ft to clear a 50 ft obstacle). In 1997 the Caravan 675, which used the same engine as the Grand Caravan, was announced and deliveries started in May 1998. The type was in service with military air arms in Brazil, Liberia, Thailand and with the Royal Canadian Mounted Police as amphibians.
Cessna 208 Caravan I Engine: 1 x Pratt & Whitney Canada PT6A-114 turboprop, 477kW Take-off weight: 3629 kg / 8001 lb Empty weight: 1752 kg / 3863 lb Wingspan: 15.88 m / 52 ft 1 in Length: 11.46 m / 37 ft 7 in Height: 4.32 m / 14 ft 2 in Wing area: 25.96 sq.m / 279.43 sq ft Cruise speed: 341 km/h / 212 mph Ceiling: 8410 m / 27600 ft Range: 1797 km / 1117 miles
Cessna 208 B Caravan I Engine: Pratt & Whitney Canada PT 6 A 114, 441 shp Length: 37.73 ft / 11.5 m Height: 14.108 ft / 4.0 m Wingspan: 52.165 ft / 15.9 m Wing area: 279.864 sq.ft / 26.0 sq.m Max take off weight: 7336.0 lb / 3327.0 kg Weight empty: 3801.4 lb / 1724.0 kg Payload: 3534.6 lb / 1603.0 kg Max. speed: 184 kts / 341 km/h Landing speed: 60 kts / 111 km/h Cruising speed: 175 kts / 325 km/h Initial climb rate: 1200.79 ft/min / 6.10 m/s Service ceiling: 26608 ft / 8110 m Wing load: 26.24 lbs/sq.ft / 128.00 kg/sq.m Range: 972 nm / 1800 km Crew: 1 Payload: 9-14pax
2008 Cessna 208B Grand Caravan Standard Price: US$1,990,000 Engine: Pratt & Whitney PT6A-114A, 675 shp Prop: 2.7m Length: 12.7m. Wing span: 15.9m. Height: 4.5m Max ramp wt: 8785 lbs. Gross Weight (lbs.): 8750 Empty Weight (lbs.): 5013 Useful Load (lbs.): 3772 Max ldg wt: 8500 lb Fuel Capacity (gals./lbs.): 335/2245, 1270 lt Payload, Full Standard Fuel (lbs.): 1548 Rate Of Climb, SL (fpm): 975 Max Operating Altitude (ft.): 23,700 Max Cruise Speed, 10,000 Ft. (kts.): 184 Max Range, 10,000 Ft. (nm): 917 Ldg roll: 745 ft T/O run: 1205 ft Ldg dist from 50 ft: 1655 ft T/O dist to 50 ft: 2210 ft Capacity: 450 cu.ft
U-27A Caravan I Engine: one 600-shp (447-kW) Pratt & Whitney Canada PT6A-114 turboprop. Maximum speed 203 mph (326 km/h) at optimum altitude Initial climb rate 1050 ft (320 m) per minute Service ceiling 30,000 ft (9,145 m) Range 1,105 miles (1,778 km) Empty wt: 3,850 lb (1,746 kg) Maximum take-off 8,000 lb (3,629 kg) Wing span 52 ft 1 in (15.88 m) Length 37 ft 7 in (11.46 m) Height 14 ft 2 in (4.32 m) Wing area 279.4 sq ft (25.96 sq.m). Payload: 14 passengers or 4,185 lb (1,898 kg) of freight.
On 3 January 1969 Cessna flew the first production example of the lengthened seven-seat Model 207, which reverted to the name Skywagon. This introduced a second access door on the starboard side; a 54kg capacity baggage compartment, forward of the cabin; and the more powerful IO-520-J engine. The 206 and 207 use the same airframe, except that the 207 Skywagon is 3 feet 6.75 inches longer. This extra length is inserted just ahead of the double cargo doors, which adds cubic feet to the cabin, and an extra window on each side, making this a seven-place airplane.
Later the type became known as the Stationair 7 and then the Stationair 8.
CE-207
Both the Models 206 and 207 can be flown with cargo doors removed for the air-dropping of supplies, parachuting and photography. Both can carry a 136kg glassfibre cargo pack beneath the fuselage, and ambulance kits comprising a stretcher, oxygen supply, and attendant seat are available. The Model 207 also serves with several armed services.
Replaced by the Model 208 Caravan, volume production of the 206 and 207 ended in 1985, although around 100 more airframes were produced and sold. By 31 December 1987, no less than 7,652 Model 206 Skywagon and Stationairs had been delivered, including 643 Super Skylane luxury versions.
The Model 206 Super Skylane was, in effect, a fixed-gear version of the 210D Centurion, and this craft was built through 1971. The original six-seat Cessna Model 206, introduced in 1964, was designated the Super Skywagon as it was an improved version of the Cessna 185. The Stationair replaced the U206 Skywagon in 1971 (as Cessna considered the 206 a utility aircraft, the prefix U was added), combining the U206 airframe with a 300-hp Continental I0-520-F engine. The U206 had a double door on the right side of the fuselage and a single on the left by the pilots seat. It also had a Continental IO-520 of 285 hp and a redesigned wing with wide span flaps and wide chord ailerons. The 205A was also built in 1964 but changed to a P206 in 1965, also getting the 520 engine at that time. The U206 accounted for 90% of sale. The P206 was called a Super Skylane and the U206 a Super Skywagon. The Super Skywagon changed to Stationair when, after 1970, only the U206 version was built. Cessna released a number of models of the 206, which differed only slightly and included the Turbo Stationairs. Both U206 and P206 became available with turbochargers in 1966, the U206 becoming the TU206, and in that year the U206 MTOW increased to 3600 lb and the horsepower to 300 for take-off. Optional fuel was 80 USG. In 1968 came an enlarged horizontal tail and cantilever wing. The U206 got a camber lift wing (drooped leading edge) in 1973. The TU206 remained 285 hp until 1977, with a new IO-520 rated at 310 hp for take-off and 285 continuous, and a wet wing replaced the bladder fuel system in 1979. The replacement of the 260 hp Continental by a 285 hp engine resulted in the model 205 changing to the model 206. Sales remained steady so that 1700 had been built by 1971. Cessna offered operators the choice of the tricycle undercarriage Super Skywagon with omnivision or the taildragger model 185 Skywagon. These early model 206s can be identified by the third door on one side for the rear seat passengers. A new name was allocated to the Stationair from 1978, the Stationair 6. Cessna’s Model 185 had the civil name Skywagon and when an improved version was evolved this was designated Cessna Model 206 Super Skywagon. Changes included replacement of the tailwheel landing gear with one of tricycle type; introduction of conical-camber wingtips to reduce induced drag; enlargement of the tailplane and flaps; addition of double cargo doors measuring 1.22 by 0.91m; and a more powerful 213kW Continental IO-520-A flat-six engine.
Cessna U206 F
The Super Skylane series is the P-206 Model, because the U-206 Model, produced 1964-1971 inclusive, is called the Skywagon 206. In fact, it was called the Super Skywagon until 1969, but the Model 207 Skywagon was introduced that year, and Cessna dropped the “Super.” Cessna eventually simplified this by dropping the Super Skylanes and 206 Skywagons (plural because both were offered with turbocharging) in 1972, replacing them with the Stationair, which continued in production, along with the 207 Skywagon. The 206 and 207 use the same airframe, except that the 207 Skywagon is 3 feet 6¾ inches longer.
A redesign in 1972 gave the U206, now marketed as the Stationair, double loading doors to enable bulky items to be loaded with ease. Between 1972 and 1976 1820 “206F” models were built. Factory prices for 1976 Stationairs begin at $41,850, and range up to $58,200 for the Turbo Stationair II with complete avionics.
Production figures climbed dramatically so that more than 5000 had been built by 1984. The 1981 TU206 sold for US$78,400 standard. Replaced by the Model 208 Caravan, volume production of the 206 and 207 ended in 1985, although around 100 more airframes were produced and sold. By 31 December 1987, no less than 7,652 Model 206 Skywagon and Stationairs had been delivered, including 643 Super Skylane luxury versions.
August 1996 marked the first flight of new Turbo 206 Stationair prototype. The Stationair Model U206H is offered in two versions: the normal aspirated 206H and a turbo T206H. The turbo 206 actually flew before the standard model on 6 August 1996, while the 206H flew on 6 November 1996 with the Lycoming 580 engine fitted. Cessna switched to the 540 because of reliability concerns and production was pushed back by about 10 months, but the 206H was certified two years later on 9 September 1998 and the T206H followed on 1 October 1998. The all-metal Stationair 206H is equipped with a tricycle landing gear and the main undercarriage is the proven leaf spring system and the 206H has options for large tires and spats and there is a floatplane option. The NZ 1999 fly-away price of the IFR equipped 206H is NZ$625,000.
CE-206 Super Skywagon Engine: 260 hp Continental IO-470-S Wingspan: 36 ft 7 in Length: 27 ft 4 in Height: 9 ft 9 in Wing area: 175.5 sq.ft Empty weight: 1730 lb Loaded weight: 3300 lb Max speed: 173 mph at SL Cruise 75%: 162 mph at 6500 ft ROC: 965 fpm Service ceiling: 16,100 ft Max range: 1275 mi
CE-206 Super Skywagon Engine: 260 hp Continental IO-520-A Wingspan: 36 ft 7 in Length: 27 ft 9 in Height: 9 ft 9 in Wing area: 175.5 sq.ft Empty weight: 1780 lb Loaded weight: 3300 lb Max speed: 177 mph at SL Cruise 75%: 166 mph at 6000 ft ROC: 1075 fpm Service ceiling: 16, 700 ft Max range: 1075 mi
CE-P206 Skylane Engine: 300 hp. Wing span: 35 ft 10 in. Length: 28 ft 3 in. Height: 9 ft 7.5 in. Empty wt: 1835 lbs. Gross wt: 3600 lbs. Useful load: 1765 lbs. Wing loading: 20.7 lbs/sq.ft. Pwr loading: 12 lb/hp. Max speed: 152 kts / 174 mph. Cruise speed: 142 kts / 163 mph. Stall speed: 53 kts / 61 mph. Initial ROC: 920 fpm. Service ceiling: 14,800 ft. Range (63 USG): 650 sm.
CE-U206G Stationair 6 Engine: 1 x Lycoming IO-520-F, 300 hp. TBO: 1700 hrs. Prop: McCauley 3 blade, constant speed 80 in. Seats: 6. Length: 28 ft. Height: 9.6 ft. Wingspan: 35.8 ft. Wing area: 174 sq.ft. Wing aspect ratio: 7.4. Max ramp wt: 3612 lbs. Max take off wt: 3600 lbs. Standard empty wt: 1942 lbs. Max useful load: 1670 lbs. Max landing wt: 3600 lbs. Wing loading: 20.7 lbs/sq.ft. Power loading: 12 lbs/hp. Max useable fuel: 528 lbs. Climb rate: 920 fpm @ 84 kts. Climb gradient: 644 ft/nm. Rate of climb @ 8000 ft: 470 fpm. Service ceiling; 14,800 ft. Max speed: 156 kts. Cruise @ 65% power @ 8,000ft: 140 kts. Fuel flow @ 65% power @ 8,000ft: 82 pph. Endurance @ 65% power @ 8,000ft: 6.2 hr. Stalling speed clean: 62 kts. Stall speed flaps down: 54 kts. Turbulent air penetration speed: 120 kts. Fixed undercarriage. First built in 1963
CE-206H Stationair Engine: Textron Lycoming I0-540-ACIA5, 300-bhp (at 2,700 rpm). Prop: 3-blade, cs, 2.01-m dia McCauley. Fuel cap: 348 litres (333 litres usable). Useful load: 1,404 lbs. MAUW: 1,633 kgs (3,600lbs). TO Dist: 910 ft (1,395 ft to 50-ft). ROC: 900 fpm. Cruise 6,200 ft: 142 kts (75 % pwr). Range std res: 605 nm. Stall: 62-54 kts.
CE-TU206G Turbo Stationair 6 Engine: 1 x Continental TSIO-520-M, 310 hp 285 hp continuous. TBO: 1400-1700 hrs. Prop: McCauley 3 blade, constant speed 80 in. Seats: 6. Length: 28.25 ft. Height: 9.33 ft. Wingspan: 35.8 ft. Wing area: 174 sq.ft. Wing aspect ratio: 7.4. Max ramp wt: 3616 lbs. Max take off wt: 3600 lbs. Standard empty wt: 2021 lbs. Max useful load: 1595 lbs. Max landing wt: 3600 lbs. Wing loading: 20.7 lbs/sq.ft. Power loading: 11.6 lbs/hp. Max useable fuel: 528 lbs / 88 USG. Climb rate SL: 1010 fpm @ 88 kts. Climb gradient: 687 ft/nm. Rate of climb @ 8000 ft: 910 fpm. Service ceiling; 27,000 ft. Max speed: 174 kts at 17,000 ft. Cruise @ 65% power @ 8,000ft: 1136 kts. Cruise @ 65% pwr @ 18,000 ft: 148 kts. Fuel flow @ 65% power @ 18,000ft: 86 pph. Endurance @ 65% power @ 18,000ft: 5.66 hr. Stalling speed clean: 62 kts. Stall speed flaps down: 54 kts. Turbulent air penetration speed: 120 kts. Fixed undercarriage. First built in 1966.
1996 Cessna 206 Stationair Engine: Textron Lycoming IO 540, 296 hp Length: 28.248 ft / 8.61 m Height: 9.285 ft / 2.83 m Wingspan: 35.991 ft / 10.97 m Wing area: 173.839 sq.ft / 16.15 sq.m Max take off weight: 3618.4 lb / 1641.0 kg Weight empty: 2273.4 lb / 1031.0 kg Max. speed: 178 kt / 330 km/h Cruising speed: 164 kt / 304 km/h Initial climb rate: 1049.21 ft/min / 5.33 m/s Service ceiling: 27001 ft / 8230 m Cruising altitude: 20013 ft / 6100 m Wing load: 20.91 lb/sq.ft / 102.0 kg/sq.m Range: 813 nm / 1506 km Endurance: 6 h Crew: 1 Payload: 5 pax (max. 609kg)
1999 Cessna 206 Stationair Engine: Lycoming IO-540-AC1A, 300 hp TBO hrs.: 2000 Propeller: Const. spd. Landing gear type: Tri/Fixed Gross weight (lbs.): 3600 Empty weight, std. (lbs.): 2146 Useful load, std. (lbs.): 1404 Fuel (USgals.): 88 Wingspan: 35 ft. Overall length: 28 ft. 3 in. Height: 9 ft. 4 in. Wing area (sq. ft.):174 Seating capacity: 6 Cabin width (in.): 44 Cabin height (in.): 49 Baggage capacity (lbs.): 180 Cruise speed (kts.) 75% power: 142 Cruise speed (kts.) 65% power: 134 Max range (w/ reserve) (nm) 75% power: 600 Max range (w/ reserve) (nm) 65% power: 660 Fuel consumption (USgph) 75% power: 16.5 Fuel consumption (USgph) 65% power: 14.3 Estimated endurance (65% power with 1-hr. reserve): 5 hrs. Stall speed (gear, flaps down) (knots):54 Best rate of climb (fpm): 988 Service ceiling (ft.): 15,700 Takeoff ground roll (ft.): 910 Landing ground roll (ft.): 735
2001 Cessna Turbo Stationair Base price: US$364,900 Engine: Lycoming TIO-540-AJ1A, 310 hp@2700@SL TBO hrs.: 2000 Fuel Type:100/100LL Propeller type: McCauley CS Landing Gear type: Tri/Fixed Max ramp weight (lbs.): 3616 Gross weight (lbs.): 3600 Empty weight, std. (lbs.): 2279 Useful load, std. (lbs.): 1324 Oil capacity (qts.): 11 Wingspan: 35 ft. Overall length: 28 ft. 3 in. Height: 9 ft. 4 in. Wing area (sq. ft.):174 Wing loading (lbs./sq. ft.): 20.7 Power loading (lbs./hp.): 11.6 Wheel track (in.): 8 ft. 1 in. Wheel size (in.): 8.00 x 6 Seating capacity: 6 Cabin doors: 2-3 Cabin width (in.): 44 Cabin height (in.): 49 Cabin length (in.): 144 Baggage capacity (lbs.):180 Cruise speed (kt) 75% power @ 20,000 ft.: 164 Cruise speed (kt) 75% power @ 10,000 ft.: 150 Cruise speed (kt) 65% power @ 20,000 ft.: 152 Cruise speed (kt) 65% power @ 10,000 ft.: 141 Max range (w/ reserve) (nm) 75% power @ 20,000 ft.: 568 Max range (w/ reserve) (nm) 75% power @ 10,000 ft.: 541 Fuel consumption (USgph) 75% power: 19.1 Fuel consumption (USgph) 65% power: 16.7 Fuel consumption (USgph) 55% power: 14.0 Estimated endurance (65%) (hrs): 4.0 Stall speed (flaps up) (knots): 62 Stall speed (flaps down) (knots): 54 Best rate of climb (fpm): 1050 Service ceiling (ft.): 27,000 Takeoff ground roll (ft.): 910 Takeoff over 50 ft. obstacle (ft.):1740 Landing ground roll (ft.): 735 Landing over 50 ft. obstacle (ft.): 1395
2003 Cessna Turbo Stationair Engine: Lycoming TIO-540-AJ1A, 310 hp@2500@SL TBO hrs.: 2000 Propeller type/diameter: McCauley CS/79 in Landing gear type: Tri./Fixed Max ramp weight (lbs.): 3617 Gross weight (lbs.): 3600 Empty weight, std. (lbs.): 2933 Useful load, std. (lbs.): 1324 Payload, full std. fuel (lbs.): 802 Usable fuel (USgals.): 87 Oil capacity (qts.): 11 Wingspan: 36 ft. Overall length: 28 ft. 3 in. Height: 9 ft. 4 in. Wing area (sq. ft.): 174 Wing loading (lbs./sq. ft.): 20.7 Power loading (lbs./hp): 11.6 Wheel track: 8 ft. 1 in. Wheel size (in.): 8.00 x 6 Seating capacity: 6 Cabin doors: 2-3 Cabin width (in.): 44 Cabin height (in.): 49 Cabin length (in.): 144 Baggage capacity (lbs./cu. ft.): 180 Cruise speed (kt) 75% power @ 10,000/20,000 ft.: 150/163 Cruise speed (kt) 65% power @ 10,000/20,000 ft.: 141/152 Max range (w/ reserve) (nm) 75% power @ 10,000/20,000 ft.: 541/568 Max range (w/ reserve) (nm) 55% power @ 10,000/20,000 ft.: 692/713 Fuel consumption (USgph) 75% power:19.1 Fuel consumption (USgph) 65% power: 16.7 Fuel consumption (USgph) 45% power: 14 Estimated endurance (65%) (hrs): 4.2* Vs (kts.): 62 Single-engine rate of climb (fpm): 54 Best rate of climb (SL fpm): 1050 Service ceiling (ft.): 27,000 Takeoff ground roll (ft.): 910 Takeoff over 50-ft. obstacle (ft.): 1740 Landing ground roll (ft.): 735 Landing over 50-ft. obstacle (ft.): 1395
2005 Cessna Turbo Stationair Engine: Lycoming TIO-540-AJ1A, 310 hp@2500@SL TBO hrs.: 2000 Fuel type:100/100LL Propeller type/diameter: McCauley CS/79 Landing gear type: Tri./Fixed Max ramp weight (lbs.):3617 Gross weight (lbs.): 3600 Empty weight, std. (lbs.): 2279 Useful load, std. (lbs.): 1321 Payload, full std. fuel (lbs.): 793 Usable fuel, std. (gals.): 88 Oil capacity (qts.):11 Wingspan: 36 ft. Overall length: 24 ft. 3 in. Height: 9 ft. 4 in. Wing area (sq. ft.):174 Wing loading (lbs./sq. ft.): 20.7 Power loading (lbs./hp.): 11.6 Wheel track: 8 ft. 1 in. Wheel size (in.): 6.00 x 6 Seating capacity: 6 Cabin doors: 2-3 Cabin width (in.): 44 Cabin height (in.): 50 Baggage capacity (lbs.):180 Cruise speed (kt) 75% power @ 10,000/20,000 ft.: 150/164 Cruise speed (kt) 65% power @ 10,000/20,000 ft.: 141/152 Max range (w/ reserve) (nm) 75% power @ 10,000/20,000 ft.: 541/568 Fuel consumption (USgph) 75% power:19.1 Fuel consumption (USgph) 65% power: 16.7 Fuel consumption (USgph) 55% power: 14.0 Estimated endurance (65%) (hrs): 4.0 Vs (kts.): 62 Vso (kts):54 Best rate of climb (fpm): 1050 Service ceiling (ft.): 27,000 Takeoff ground roll (ft.): 910 Takeoff over 50-ft. obstacle (ft.): 1740 Landing ground roll (ft.): 735 Landing over 50-ft. obstacle (ft.): 1395
2007 Cessna T206H Stationair Engine:Lycoming TIO-540-AJ1A, 310 hp@SL TBO hrs.: 2000 Fuel Type:100/100LL Propeller type: CS/3-blade McCauley Landing Gear type: Tri./Fixed Max ramp weight (lbs.):3617 Gross weight (lbs.): 3600 Landing weight (lbs.): 3600 Empty weight, std. (lbs.): 2362 Useful load, std. (lbs.): 1255 Useful fuel, std. (USgals.): 87 Payload, full std. fuel (lbs.): 733 Wingspan: 36 ft. Overall length: 28 ft. 3 in. Height: 9 ft. 4 in. Wing area (sq. ft.):174 Wing loading (lbs./sq. ft.): 25.5 Power loading (lbs./hp.): 12 Seating capacity: 6 Cabin doors: 2/3 Cabin width (in.): 44 Cabin height (in.): 49 Cruise speed @ 10,000 ft.(kt) 75% power: 150 Cruise speed @ 10,000 ft.(kt) 65% power: 141 Cruise speed @ 10,000 ft.(kt) 55% power: 129 Cruise speed @ 20,000 ft.(kt) 75% power: 164 Cruise speed @ 20,000 ft.(kt) 65% power:152 Cruise speed @ 20,000 ft.(kt) 5% power:136 Max range (nm) 75% power: 570 Max range (nm) 65% power: 620 Max range (nm) 55% power: 670 Fuel consumption (USgph) 75% power: 19.1 Fuel consumption (USgph) 65% power: 16.7 Fuel consumption (USgph) 55% power: 14.4 Vso (kts.): 54 Best rate of climb (SL fpm): 1050 Service ceiling (ft.): 27,000 Takeoff ground roll (ft.): 910 Takeoff over 50-ft. obstacle (ft.): 1740 Landing ground roll (ft.): 735 Landing over 50-ft. obstacle (ft.): 1385
2009 CESSNA TURBO STATIONAIR T206 Engine: Lycoming TIO-540-AJ1A, 310 hp@SL to 20,000 feet TBO (hrs.): 2000 Fuel type: 100LL Propeller type: CS/3-blade Landing gear type: Tri./Fixed Gross weight (lbs.): 3600 Empty weight, std. (lbs.): 2349 Useful load, std. (lbs.): 1268 Usable fuel, std. (gals./lbs.): 87/522 Payload, full std. fuel (lbs.): 746 Wingspan (ft.): 36 Overall length: 28 ft. 3 in. Overall height: 9 ft. 3 in. Wing area (sq. ft.): 175.6 Wing loading (lbs./sq. ft.): 20.5 Power loading (lbs./hp): 11.6 Seating capacity: 6 Cabin doors: 3 Cabin width (in.): 42.5 Cabin height (in.): 49.5 Cruise speed, 75% power (kts.): 164@20,000 feet Range, 75% power (nm): 630 Best rate of climb, SL (fpm): 1051 Service ceiling (ft.): 27,000 Vso (kts.): 54 Takeoff ground roll (ft.): 910 Takeoff over 50 ft. obstacle (ft.): 1740 Landing ground roll (ft.): 735 Landing over 50 ft. obstacle (ft.): 1395
The Cessna Model 205, introduced in 1962 and dubbed a 1963 model, was developed from the Model 182, although in appearance it was a fixed landing gear version of the Cessna 210 with omnivision windows. Without retracting undercarriage taking up cabin space the 205 was a full 6 seater. The cabin had doors on each side of the fuselage and a smaller door for access to the rear row of seats. FAA certification on 14 June 1962 was under the designation Model 210-5. Powered by a 194kW Continental engine, the Model 205 was complementary to the tailwheel Model 185 Skywagon, having similar performance at slightly greater weight.
Deliveries began in August 1962, and in December 1963 Cessna introduced the Model 205A with detail improvements. Cessna 205A (officially listed as a 210 5A) of 1964 vintage were the last of 577 Cessna 205s built. The Model 205/205A series could be flown with floats, skis or various sizes of wheels.
Model 205A Engine: 1 x Continental IO-470-S, 260 hp / 194kW Take-off weight: 1497 kg / 3300 lb Empty weight: 794 kg / 1750 lb Wingspan: 11.15 m / 36 ft 7 in Length: 8.46 m / 27 ft 9 in Height: 2.97 m / 9 ft 9 in Wing area: 16.3 sq.m / 175.45 sq ft Max. speed: 278 km/h / 173 mph Cruise speed: 261 km/h / 162 mph Ceiling: 4905 m / 16100 ft Range: 1633 km / 1015 miles
The T 50 lived on long past its time in the form of Cessna’s very first postwar project, the Model 190. The prototype 190 was essentially a pre-war Cessna Airmaster airframe with metal wings and tail and leftover T 50 engine, prop and cowling. After a brief pause to rush out the two seat 120/140, Cessna returned to the 190 project. They decided to go all metal on the fuselage as well as the wings and tail, re-placed the T 50 engine with a 300 hp Jacobs under a distinctive tight fitting, dimpled cowl and produced the last of the classics the Cessna 190, their very first all metal airplane. Unique amongst postwar Cessna single-engined light-planes in being powered by radial engines.
CE-195
Sharing the same airframe as the CE-190, the 195 offered a choice of three Jacob radial engines, including the 179kW Continental R-670-23. The two types were produced in parallel between 1947 and 1954. The 190 series came from the factory with 4 different engines: the Jacobs R 755-A2 at 300 hp (223.71 KW) the Jacobs R755-B2 at 275 hp the Jacobs R755-9 at 245 hp the 240 hp Continental W670-23.
Model 195 prototype
If it was factory fitted with a Jacobs the data plate said it was a 195 (with appropriate dash number) and if it started life with a Continental it was called a 190. The Continental was really the old 220 hp (164.05 kw) rated 240 hp for 2 minutes for takeoff. The TC data sheets in effect say that all SN airframes are elegible for all these engines. There have been modifications, some STC’s and some “one time STC’s” and possibly 337’s to put the Continental IO 470 flat 6 cylinder in the airframe as well as the L6 Jacobs rated at 330 hp. Also some have been fitted with the R985 P&W at 450 hp. Built 1947 to 1954, a total of 204 model 190 were built. Production Models of the 195 built in 1953 and 1954 195A were identifiable by their close-cowled engines, a small propeller spinner, and an increase of 50% in the area of the flaps let into the undersurfaces of the high-set unbraced wings. The series is also notable for the fact that it introduced Cessna’s now-celebrated spring-steel main landing gear legs. There were 6 versions of the 195: 195 (300hp Jacobs R755-A2 engine) 195A (240hp R755-L4) 195B (275hp R755-B2) LC-126A (US Air Force version – 15 built) LC-126B (US Army National Guard – 5 built) LC-126C (US Army – 63 built).
All 83 LCs were equipped with the 300hp Jacobs R755-A2 engines. The differences between the three LC variants were mostly minor: i.e. different radios & instruments. However, the LC-126C version included a double-width baggage door for use in loading/unloading stretcher (litter) patients when used in an airborne ambulance role. The U.S.A.F. has acquired a number of these aircraft for Arctic rescue duties, with interchangeable wheel, float and ski undercarriage.
890 CE-195s were produced 1947-1957, plus 83 delivered to the military as U-20, LC-126, LC-126B and LC-126Cs.
LC-126A
The 195 has an important AD Note calling for rebuild of the center spar.
195 Engine: Jacobs R755-A2, 300hp / 183kW TBO (hrs.): 1200 Fuel type: 80 octane (minimum) Propeller type: Ham Std. CS/2-blade Wing span: 36 ft 2 in. / 11.02 m Length: 27 ft 4 in. / 8.33 m Height: 7 ft 2 in. / 2.18 m Wing area: 20.26 sq.m / 218.08 sq ft Wing loading: 15.36 lbs/sq.ft. Empty weight, std. (lbs.): 2030 Useful load, std. (lbs.): 1320 Gross wt: 3350 lbs. / 1520 kg Landing weight (lbs.): 3350 Max ramp weight (lbs.): 3350 Useful load: 1250 lbs. Usable fuel (USgals.): 82 Payload, full std. fuel (lbs.): 828 Pwr loading: 11.16 lbs/hp. Baggage cap: 220 lbs. Max speed: 161 kts / 185 mph. Cruise speed 75% power: 143 kt Fuel consumption 75% power: 14.3 USgph Stall: 54 kts / 62 mph. Best rate of climb (SL fpm): 1210 Service ceiling: 18,300 ft. Range (75 USG): 800 sm. Takeoff over 50 ft. obstacle (ft.):1500 Landing over 50 ft. obstacle (ft.): 1495 Wheel size (in.): 6.5 x 10 Seating capacity: 5 Cabin doors: 1 Cabin width (in.): 46 Cabin height (in.): 48 Landing gear type: Conv./Fixed
195A Engine: 240hp R755-L4
195A Engine: 245hp Jacobs R-744-A2 Wingspan: 36 ft 2 in Wing area: 218.125 sq.ft Length: 27 ft 4 in Height: 7 ft 2 in Empty weight: 2030 lb Loaded weight: 3350 lb Max speed: 173 mph Cruise: 155 mph ROC: 1050 fpm Service ceiling: 16,000 ft Range: 750 mi
1952 CE-195B Businessliner Engine: Jacobs R-755-B2, 275 hp. TBO hr: 1200 Fuel type: 100LL Propeller type: Ham Std 2B20 Landing gear type: Fixed/Conv. Max ramp weight (lbs.): 3350 Gross weight (lbs.): 3350 Landing weight (lbs.): 3350 Empty weight, std. (lbs.): 2050 Useful load (lbs.): 1300 Payload, full std. fuel (lbs.): 845 Usable fuel, std. (USgals.): 80 Wingspan: 36 ft. 2 in. Overall length: 27 ft. 3 in. Height: 7 ft. 2 in. Wing area (sq. ft.): 218 Wing loading (lbs./sq. ft.): 15.4 Power loading (lbs./hp.): 11.1 Seating capacity: 5 Cabin doors: 2 Baggage capacity (lbs.): 220 Cruise speed 75% power, 7,000 ft: 143 kts Max Range (w/reserve): 583 nm Fuel consumption: 13 to 15 USgph Estimated endurance, 65%: 6 hrs Vso: 54 kts Best rate of climb: 1135 fpm Best rate of climb, 8,000 ft: 550 fpm Service ceiling: 16,250 ft Takeoff over 50-ft. obstacle: 1605 ft Landing over 50-ft. obstacle: 1495 ft
LC-126A Engine: Jacobs R-755-A2, 300 hp. Span: 36 ft. 2 in Weight: 3,350 lb Max. Speed: 180 m.p.h. Seats: 4-5 Range: over 750 miles at 165 m.p.h. 15 built
LC-126B Engine: Jacobs R-755-A2, 300 hp Span: 36 ft. 2 in. Length: 27 ft. 4 in. Height: 8 ft. 4 in. Weight: 3,350 lbs. loaded Armament: None Crew: One Passengers: Four 5 built
