Overview

The Cessna 195 Businessliner is a five-seat, single-engine, conventional-gear aircraft manufactured by Cessna between 1947 and 1954. It was an upmarket postwar offering aimed squarely at the business market, and the first Cessna built entirely of aluminium, with a fully cantilever wing and no struts. Its wide cabin and seven-cylinder Jacobs radial set it apart from anything else Cessna made at the time. Three variants were produced, distinguished by engine: the base 195 (Jacobs R-755A2, 300 hp), the 195A (Jacobs R-755-9, 245 hp), and the 195B (Jacobs R-755B2, 275 hp); the type also served with the US Army and Air Force as the LC-126 and U-20.

Choose the Cessna 195 when you want a genuine postwar radial-engine classic with five seats and a roomy cabin, you value vintage character and ramp presence over cruise speed and operating economy, and you can support a tailwheel airframe and a Jacobs radial with the specialist maintenance both require.

Key Features for GA Buyers

• Radial Engine Character. The Jacobs R-755 is a seven-cylinder, 775 cu in radial turning at a maximum 2,200 RPM, smooth, distinctive, and, when well-maintained, reliable. The R-755B2 (195B) is generally regarded as the most reliable variant.
• Cabin Size. The fuselage width was driven by the 42-inch engine diameter, giving a genuinely roomy five-seat interior for a single-engine aircraft of this era.
• Semi-Cabin-Class Fit and Finish. Cessna positioned the 195 as near-cabin-class transportation. Front seats travel 15 inches fore and aft, and the interior quality was notably good for its era.
• Retractable Landing Lights. Electrically actuated, arcing down from the wings, a feature later adapted to the Cessna 421.
• Engine Accessibility. The Jacobs mount swings open sideways, giving unusually good access to the magnetos, starter, and generator.

Trade-offs

• Tailwheel Handling. Any competent taildragger pilot can transition, but the high nose and offset seating require adjustment, and ground loops are the most common accident cause.
• Radial Operating Costs. TBO is 1,000 to 1,200 hours. Overhaul runs approximately $31,000, and oil consumption of up to 1 qt/hr is normal; budget accordingly.
• Fuel Burn. 12 to 19 GPH depending on power setting and engine variant. At a typical 14 GPH cruise the 75-gallon usable supply gives roughly 5 hours of endurance and a still-air range near the type’s 800 NM, less reserves.
• Specialist Maintenance Required. Radial experience is not universal. Air Repair, Inc. (the type certificate holder) and Radial Engines, Ltd. are the key support resources. Parts availability is adequate but not trivial.
• Overheating on Taxi. The tight cowl traps heat. In hot conditions or at large airfields, extended ground operations require care, and a secondary oil cooler is a common owner modification.
• Insurance. Ground-loop history makes the 195 a challenging insurance proposition, particularly for lower-time taildragger pilots. Premiums are elevated accordingly.
• No Modern Factory Support. Cessna provides minimal support; owners are on their own for avionics upgrades and airframe parts sourcing.

See Also

• Beechcraft V35B Bonanza – direct contemporary competitor at a lower price point; retractable gear, a flat engine, and higher cruise speed. Compare
• Cessna 180 Skywagon – the later Cessna taildragger with a simpler flat engine, lower operating cost, and less cabin space. Compare
• Cessna 170 – the lighter, lower-cost Cessna tailwheel sibling for buyers who want vintage taildragger character without the radial. Compare