Cessna 195/floats

TUCKnTRUCK

TUCKnTRUCK

That guy
Curious, I’ve always been a fan of the Cessna 195, and especially like to put one on floats.

The other half gave me a thumbs up, but, what are the practical limitations/ restrictions. Mostly curious about parts and this obscure radials.

I’m somewhere between and A&P in VT that owns one and Curries up in Greenville Me.

I live on 16NH - seaplane base and was casually looking at the icon A5, but it’s just not got enough space for me.

PFA
IMG_1663.jpeg
 
I remember there is one in Rising Sun, Ind. Mac’s Air Service

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TUCKnTRUCK said:
Curious, I’ve always been a fan of the Cessna 195, and especially like to put one on floats.

The other half gave me a thumbs up, but, what are the practical limitations/ restrictions. Mostly curious about parts and this obscure radials.

I’m somewhere between and A&P in VT that owns one and Curries up in Greenville Me.

I live on 16NH - seaplane base and was casually looking at the icon A5, but it’s just not got enough space for me.

PFAView attachment 80542
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I looked at them, too, and was put off by the spar that runs through the cabin. That was the biggest negative in my mind

I don’t think the Jacobs engine would be too hard to maintain. Air Repair owns the type certificate and provides parts support and maintenance. Radial Engines, Inc has developed an STC for fuel injection. And The 195 Factory is close to you (compared to Air Repair and Radial Engines) in upstate NY. Between the three I’d think you’d be able to keep it in the air without too much trouble.

An acquaintance operated a 195 off of Lake Hood for years. I’d be happy to connect the two of you if you want more info on the practicality of owning one.
 
The only downside I see to a 195 on floats is the lack of wing struts. They come in handy during docking.

As others have mentioned, plenty of support out there for the engines and the airframe.
 
CFI A&P said:
The only downside I see to a 195 on floats is the lack of wing struts. They come in handy during docking.

As others have mentioned, plenty of support out there for the engines and the airframe.
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I’ve never flown a plane on floats with struts lol. In fact I’ve never landed in the water with a high wing… or an engine in the front for that matter.

That being said- I’d want water deployable wheels (assuming they are on an amphibious) and just roll it up on to my driveway.

Plane would primarily be hangers in LCI however. No desire to let it weather on the water.
 
TUCKnTRUCK said:
I’ve never flown a plane on floats with struts lol. In fact I’ve never landed in the water with a high wing… or an engine in the front for that matter.

That being said- I’d want water deployable wheels (assuming they are on an amphibious) and just roll it up on to my driveway.

Plane would primarily be hangers in LCI however. No desire to let it weather on the water.
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Lucky you, sounds like you've been mostly in the Lake Amphibian or Icon type aircraft. Excellent.

I've done some flying in 195, but it was on wheels - at least you don't have to worry about the tailwheel aspects of it.
 
Plata said:
I looked at them, too, and was put off by the spar that runs through the cabin. That was the biggest negative in my mind

I don’t think the Jacobs engine would be too hard to maintain. Air Repair owns the type certificate and provides parts support and maintenance. Radial Engines, Inc has developed an STC for fuel injection. And The 195 Factory is close to you (compared to Air Repair and Radial Engines) in upstate NY. Between the three I’d think you’d be able to keep it in the air without too much trouble.

An acquaintance operated a 195 off of Lake Hood for years. I’d be happy to connect the two of you if you want more info on the practicality of owning one.
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I would appreciate that honestly. The soar is ok as it’s likely not going to be more than 1-2 people in it with me.
 
CFI A&P said:
Lucky you, sounds like you've been mostly in the Lake Amphibian or Icon type aircraft. Excellent.

I've done some flying in 195, but it was on wheels - at least you don't have to worry about the tailwheel aspects of it.
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yeah, Lake aircraft’s sales office is/was at KLCI where I did my ratings/ worked etc. used to fly with Bruce Rivard when I could. (Early morning aircraft exercise)
 
At the risk of being captain obvious here, if you want a radial high wing on amphibious floats have you considered a Beaver?

I took an intro flight at Kenmore Air on Lake Washington and got to walk through their restoration hangars afterwards, and in addition to their own airplanes they had some extremely nice private ones they were restoring for sale.
 
inigo88 said:
At the risk of being captain obvious here, if you want a radial high wing on amphibious floats have you considered a Beaver?

I took an intro flight at Kenmore Air on Lake Washington and got to walk through their restoration hangars afterwards, and in addition to their own airplanes they had some extremely nice private ones they were restoring for sale.
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Or a Norseman
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inigo88 said:
At the risk of being captain obvious here, if you want a radial high wing on amphibious floats have you considered a Beaver?

I took an intro flight at Kenmore Air on Lake Washington and got to walk through their restoration hangars afterwards, and in addition to their own airplanes they had some extremely nice private ones they were restoring for sale.
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Yes- but there’s a big price difference I’ve found.
 
A Howard DGA-15 on floats is really popular and does away with the nasty ground manners that are particular to the DGA-15's (not the -6, -8, -11, -12's - the 15's had a completely different and soft/spongy gear).

As for Jacobs motors - I'd go with one of the fuel injected R-755's - better than rated horsepower and lower fuel burn. I've heard good things but never experienced them. I'd stay away from the turbo-charged Jakes - saw one burn on the taxiway at Blakesburg once. Airplane wasn't lost but I heard that the turbo-jakes were not strangers to catching fire.
DGA-15_Article_Image_3.jpg
 
WacoFan said:
A Howard DGA-15 on floats is really popular and does away with the nasty ground manners that are particular to the DGA-15's (not the -6, -8, -11, -12's - the 15's had a completely different and soft/spongy gear).

As for Jacobs motors - I'd go with one of the fuel injected R-755's - better than rated horsepower and lower fuel burn. I've heard good things but never experienced them. I'd stay away from the turbo-charged Jakes - saw one burn on the taxiway at Blakesburg once. Airplane wasn't lost but I heard that the turbo-jakes were not strangers to catching fire.View attachment 80591
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Another DGA-15 problem, I’m told, is the belly mounted fuel tanks. I heard secondhand about this crash, and after the video stops the pilot escaped and the airplane burned to the ground on the runway due to the belly fuel tanks being punctured and igniting.

View: https://youtu.be/tpLY6SjH-2U?si=-SCyTOh5Lyzv3Js3


Seems like floats gives you some extra insulation between the surface and the belly, plus water is pretty non-flammable. :)
 
inigo88 said:
Another DGA-15 problem, I’m told, is the belly mounted fuel tanks. I heard secondhand about this crash, and after the video stops the pilot escaped and the airplane burned to the ground on the runway due to the belly fuel tanks being punctured and igniting.

View: https://youtu.be/tpLY6SjH-2U?si=-SCyTOh5Lyzv3Js3


Seems like floats gives you some extra insulation between the surface and the belly, plus water is pretty non-flammable. :)
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There is 122 gallons beneath the cockpit and cabin in three fuel tanks. The "original" Howards - the 8,9,11,12 - has a different gear - narrower, but much stiffer - they sit higher/stance is different. Even though the gear is narrower, the airplanes don't have the nasty ground habits that accompany the 15. I've been told that they are better in ground manners than even a 195 - but I don't know as most have been converted to DGA-11's and they are "rare" to say the least. Even the DGA-6 (Mr. Mulligan) has better ground manners than the 15. The DGA-11 has a 450 Pratt like the 15 does, but you will notice below they are not nearly as "fat" looking around the middle, and you can see the difference in gear.

I introduce the much sought after, yet often unobtainable DGA-11 (cc @knot4u - I believe at one point Don Dickenson owned a DGA-11 but not sure. I know he had a Spartan Exec in addition to his DGA-15). Notice the "slimness" and the taller, narrower gear.
DGA=11.jpeg


And now the younger, fatter, ill-mannered sister the DGA-15.





DGA-15p.jpg


The 11 was much faster on the same power, flew better, and was sexier looking.

But don't let hangar flyers scare you off the Howard DGA-15. Yes, it's not as mannerly as the previous models. No, it is not impossible to land successfully. My grandpa owned his from the mid-70's till he died and never ground looped it. Nor his Wacos. The only airplane he ever groundlooped with me in it was his Aeronca Chief. (long story - no damage and I flew the Chief an hour later). He said the airplane (Howard) kind of made him feel a bit like when he was flying a T-6. He said as long as you always understand the airplane is going to try to make a fool out of you at random times and never hesitate to go around you'll be good.
 
The DGA is a wood wing right?


Not going to lie, that’s moving into really unfamiliar territory for me- not aware of any local a&p with experience.. but I’ve also not looked.

Thanks for the rec, but I think I’m going to chase the 195 for a bit. If I don’t find what I like I’ll consider more though.
 
TUCKnTRUCK said:
The DGA is a wood wing right?


Not going to lie, that’s moving into really unfamiliar territory for me- not aware of any local a&p with experience.. but I’ve also not looked.

Thanks for the rec, but I think I’m going to chase the 195 for a bit. If I don’t find what I like I’ll consider more though.
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Yes. Wood wings.
 
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