The Commonwealth Aircraft CA-28 Ceres was a crop-duster aircraft manufactured in Australia by the Commonwealth Aircraft Corporation (CAC) between 1959 and 1963. The aircraft was a development of the Wirraway trainer of World War II.

In the 1950s most crop-dusting aircraft in Australia were conversions of military types that met with varying success. Two CAC types so converted were the Wackett and the Wirraway. Neither type was successful in this role, the Wackett because it was underpowered and the Wirraway because it was not designed for low-level slow-speed flight. Following a market survey conducted together with ICI, CAC determined there was a need for a purpose-built aircraft optimized for agricultural work. Once the board approved the project a number of surplus Wirraways were purchased from the RAAF for use in the production of this new aircraft.

The design that emerged, while superficially similar to the Wirraway, was really a new type that used some Wirraway components rather than a conversion. The only major components used in both types without alteration were the tail group and the landing gear. The fuselage was completely new, with a 41-cubic-foot (1.16 m3) hopper installed between the engine and the high-mounted single-seat cockpit. The Wirraway wing was substantially altered for use in the Ceres. The outer wing panels had slotted trailing-edge flaps and fixed leading edge slats, while the centre-section was substantially altered to accommodate the hopper, the higher weights of the Ceres, the different flaps (the Wirraway had split flaps) and the new type's fixed landing gear with CAC Mustang main wheels as opposed to the Wirraway's retractable gear (the same landing gear legs were used however). The increase in wingspan and wing area of the Ceres compared to the Wirraway was also incorporated in the centre-section, and the result was an aircraft with much more docile stalling characteristics than those of the Wirraway. The engine was the same type, a Pratt & Whitney R-1340, but altered so that it was direct-drive instead of geared as on the Wirraway. The three-bladed variable-pitch propeller was also different, being of wider chord and smaller diameter compared to the Wirraway's to suit the Ceres' different operating regime and the direct-drive engine.

The Ceres prototype first flew in February 1958 in the hands of CAC test pilot Bill Scott and the first production aircraft was delivered in April 1959. After five aircraft had been built provision was made for a rearward-facing seat behind the cockpit, housed under an extended canopy. This was the only major design change during production. CAC had hoped to sell at least fifty aircraft, but production of the Ceres ended in July 1963 after 21 aircraft had been built (one could perhaps be more accurately described as a rebuild, as it was manufactured using parts salvaged from the first aircraft, which crashed in 1961). The type succumbed to the popularity of more modern and economical designs such as the Piper Pawnee and PAC Fletcher.

The Ceres survives in small numbers, with two still registered to fly in Australia and examples in museums in Australia and New Zealand, the latter being a survivor of the six Ceres exported to that country. Recently, with the popularity of the Wirraway as a Warbird and the scarcity of Wirraway components, Ceres wings have been "de-converted" for use in Wirraway restorations; because of the substantial differences between the two types this has proved to be rather troublesome.

The IMCO CallAir A-9 is a small agricultural aircraft that first flew in 1962, a development of the company's previous successful crop-dusters. It is typical of aircraft of its type - a single-seat aircraft with a low wing incorporating spraying gear.

Following the purchase of Call Aircraft Company, who had built the CallAir Model A series of light utility and agricultural aircraft, by Intermountain Manufacturing Company (IMCO) in 1962, IMCO produced a new agricultural derivative of the Callair, the CallAir A-9. Production of the new aircraft started in 1963.

Like the earlier CallAir aircraft, the A-9 is a single-engined monoplane with a braced low wing. It is of mixed construction, with a fabric-covered steel-tube fuselage structure and a wood-and-fabric wing. The pilot sits behind the chemical hopper, and the cockpit is enclosed by two removable, bottom-hinged doors that form the left and right side windows. The aircraft is powered by a single Lycoming O-540 flat-six piston engine. Later, some A-9s have been adapted for glider towing operations.

IMCO was in turn purchased by Rockwell International in 1966, which built the plane under its Aero Commander division before shifting production to Mexico in 1971, under a joint venture there called AAMSA. Production continued until 1984.

Variants
A-9
Original variant, powered by a 235 hp (175 kW) Lycoming O-540-B2B5. Built by IMCO and Aero Commander (as the Sparrow Commander)
B-1
Enlarged A-9 with a 400 hp (298 kW) Lycoming IO-720-A1A engine and 42 ft 8 in (13.00 m) wingspan. First flight January 15, 1966. Built by IMCO and Aero Commander (as the Snipe Commander).
A-9 Super
Version with 290 hp (216 kW) Lycoming IO-540. Built by Aero Commander (as the Quail Commander) and by AAMSA (as the A9B-M Quail) (Specifications below)

The CallAir Model A is a light aircraft from the US manufacturer CallAir Inc., which was developed in the early 1940s and whose agricultural aircraft variant was built until 1984.

Reuel T. Call, an aviation enthusiast rancher and shipper from Wyoming , purchased a 1933 open- cockpit Kinner Sportster , which he transferred from the Glendale factory in the middle of winter. He was so enthusiastic about the machine's performance in the high mountains that in 1937 he and his brothers decided to design their own machine, the Call-Air, based on the Sportster.

The first version of the Model A used an 80 hp Continental A-80 for its first flight in the winter of 1940 and was intended for use by ranchers and farmers in high-altitude, mountainous areas. CallAir's factory airfield was at an altitude of 1,900 m. In July 1941, the prototype received a more powerful Lycoming engine with 100 hp. Series production was supposed to begin in 1942, but could not begin because the USA entered the war and the associated cessation of civil aircraft construction. The Call family waited until 1946 to introduce the improved A-2 variant with a 125 hp engine, which quickly became a sales success in the northwestern United States. Since the materials for construction were difficult to obtain, Call bought the rights to the Interstate Cadet primarily because of the materials still available at Interstate.

In 1947, the A-3 version received its type certification with a 125 hp Continental engine, followed by the A-4 with a 135 hp engine . With the A-5 and A-6, agricultural aircraft variants of the model were created for the first time. In total, CallAir's production of the Model A amounted to 140 series units in addition to the prototype. Divided into the variants, these were: 4 A-1, 13 A-2, 15 A-3, 30 A-4, 45 A-5, 19 A-6, 3 A-7. Another 11 copies have no variant assignment.

In 1962, Intermountain Manufacturing Co. (IMCO) purchased CallAir at a public auction. IMCO developed the IMCO CallAir A-9 , a modified variant of the A-5 and A-6, which was delivered at a rate of one per week from March 1963. The biggest change compared to the original design was the relocation of the spray container (hopper) between the engine and cockpit for safety reasons. IMCO produced 78 A-9s.

IMCO was taken over by Rockwell Standard 's Aero Commander division in 1966 , which also received the production rights for the A-9. Aero Commander marketed the A-9 as the Quail Commander . Since 1965, Aero Commander also produced the Aero Commander Ag Commander , referred to as Aero Commander Thrush Commander from 1967 , so confusion can arise here. In 1967, Rockwell-Standard merged with North American Aviation .

On April 23, 1971, North American Rockwell (NAR) announced that the newly formed Aeronautica Agricola Mexicana SA (AAMSA), in which NAR held a 30% interest, would acquire the production rights, tools and materials for the Sparrow Commander and the Quail Commander bought. At AAMSA, the further developed IMCO CallAir A-9 continued to be built as the AAMSA A9B-M Quail until 1984.

Versions

A prototype
80 hp Continental A-80, first flight in 1940
A-1
Four-cylinder Lycoming O-235-A or -B (100 hp), 4 examples, type certificate ATC #758 on July 26, 1944
A-2
Four-cylinder Lycoming O-290-A (125 hp), type certificate July 31, 1946
A-3
Six-cylinder Continental C-125-2 (125 hp), type certificate November 6, 1947
A-4
Four-cylinder Lycoming O-320-A2A (150 hp), first flight December 14, 1954
A-5
Agricultural aircraft variant with 150 HP, 2 people on tandem seats on the left side, spray container on the right in the fuselage
A-6
Agricultural aircraft variant with 180 hp, first flight December 18, 1957, like A-5 but larger fuel capacity
A-7
Similar to A-5, but powered by a Continental W670-240 radial engine . An example converted from A-6
No information is available about a possible version A-8

A-9
Built by IMCO, for further development see AAMSA A9B-M Quail

The Gregor FDB-1 was a Canadian biplane fighter, designed in 1938 by Michael Gregor and manufactured by Canadian Car and Foundry. Despite having some advanced design features such as flush rivetted all-metal construction and a retractable undercarriage, the final generation of biplane fighters was being supplanted by monoplanes and the Gregor FDB-1 was obsolete before it flew. Despite the Royal Canadian Air Force's desperation for modern fighters, the sole example remained unsold and was eventually lost in a fire in 1945. The Gregor FDB-1's model designation stood for Fighter Dive Bomber indicating its intended roles.

In 1938, Georgian-American expatriate designer Mikheil Grigorashvili (anglicized as Michael Gregor) joined with Canadian Car and Foundry, which at that time was Canada's leading manufacturer of railroad rolling stock. He was hired to design a fighter. They wanted to enter the aircraft market, but had no experience in that industry. Instead of creating their own designs, Can-Car was producing aircraft under license that had been designed elsewhere. In 1936, Grumman and Canadian Car & Foundry or "Can-Car" concluded an agreement for production of 50 Grumman SF-1 biplane carrier fighters known as GE-23s or Grumman Export 23s, to be built in Canada. There were still some who doubted the merits of the monoplane over the biplane in 1938, and Michael Gregor was one of them. All the major powers still operated biplanes in front line fighter units, however they were being replaced with monoplanes in every case.

The hydraulically operated landing gear retracted into wells on the sides of the fuselage ahead of the lower wing. The fuselage of the Model 10 FDB-I was a monocoque shell of circular cross section with a flush-riveted aluminum stressed-skin. 95 US gallons (360 litres; 79 imperial gallons) of fuel was carried in a pair of semicircular tanks mounted side-by-side between the wheel wells. The structure was stressed 60 percent above requirements. A pair of fuselage-mounted .50 cal. machine guns, synchronized to fire through the Hamilton Standard propeller's disk, were part of the design, but the armament was never installed. Additionally, two 116 lb (53 kg) bombs could be carried, one under each lower wing. The cockpit was enclosed with a rearward sliding canopy and the engine was faired in with a NACA cowling reminiscent of the Seversky monoplane fighters that Gregor had worked on. Among the new devices incorporated in the FDB-1 was an anti-spin parachute in the tailcone. The pilot activated it from the cockpit with a switch that opened the cone, deployed the chute and released the connecting cable.

The metal wing structure was fabric covered behind the front spar as were the metal-framed control surfaces. The top wing featured full span slats, plus all-metal split flaps between the wing roots and ailerons. The bottom wing also incorporated split flaps. The center section of the top wing curved down to meet the fuselage, in a gull-wing configuration like earlier Polish and Soviet fighters such as the Polikarpov I-153. The wings were braced with "V" interplane struts. Instead of flying and landing wires, a single strut ran between the root of the top wing and the foot of the V strut on the lower wing on each side. Torque tubes moved the control surfaces, except for the rudder, which was partially operated by cables.

The CAP-4 Paulistinha was a military and civilian trainer aircraft built in Brazil during the 1930s and 1940s. It was originally developed by Empresa Aeronáutica Ypiranga (EAY) as an unlicensed copy of the Taylor Cub powered by a Salmson 9Ad radial engine. It featured a high strut-braced wing, two enclosed tandem seats, and a steel-tube fuselage with fabric covering. Its tailwheel undercarriage was not retractable.

EAY had built five examples by the time that the firm was purchased by Companhia Aeronáutica Paulista (CAP) in 1942. CAP continued manufacturing the type under the designation CAP-4.

The type was widely successful, with nearly 800 units being produced for Brazil's flying clubs and armed forces, as well as for export to Argentina, Paraguay, Chile, Uruguay and Portugal. At the time of peak production in 1943, a new CAP-4 left the factory every day, and production continued until 1948.

1956, Sociedade Aeronáutica Neiva (Neiva) acquired the rights renaming it to P-56 Paulistinha, the design was used as the basis for an agricultural aircraft, the P-56 Agricola, adding a fibreglass chemical hopper and spraybars, but this was unable to compete with imported, purpose-built agricultural aircraft.

The Cassutt Special is a single-seat sport and racing aircraft designed in the United States in 1951 for Formula One air races. Designed by ex-TWA captain Tom Cassutt, it is a mid-wing cantilever monoplane with fixed tailwheel undercarriage. The fuselage and tail are of fabric-covered steel tube construction, and the wings are built from plywood over wooden ribs. An updated taper-wing design was first flown in 1971 on Jim Wilson's "Plum Crazy".

The aircraft is built with a 4130 tubular steel spaceframe fuselage and a plywood-skinned wing with solid spruce spar and built-up ribs. The design lends itself well to modification, there being several different wing options of wood or composite construction. Several different tails have been built, including T-tails.

The standard engine used for competition is the 100 hp (75 kW) Continental O-200, while other, lower-powered engines can be used for recreational flying, including the other small Continental A65 and Continental C90. Cassutt Aircraft discourages the use of auto conversions or larger Lycoming engines. Lycomings have been successful in several builds but the increased weight rarely gives the desired performance boost.

Plans and parts were last available from Creighton King in Utah, for amateur construction. King also offered plans for the Stockbarger tapered wood wing. King has since withdrawn the plans from the market.

Variants
Cassutt I
Developed in 1951, First race at Dansville, New York in 1954.
Cassutt II
Casutt IIM
13.67 ft (4.2 m) wingspan
Cassutt IIIM  
15 ft (4.6 m) wingspan
Cassutt IIIM Sport
17.00 ft (5.2 m) wingspan

The Caudron Simoun was a 1930s French four-seat touring monoplane. It was used as a mail plane by Air Bleu, flew record-setting long-range flights, and was also used as a liaison aircraft by the Armée de l'Air during World War II. The aircraft later was used as an inspiration to the famous Mooney "M series" aircraft by Jacques "Strop" Carusoam.

Variants
C.500 Simoun I
Experimental, one built.
C.520 Simoun
Experimental, one built.
C.620 Simoun IV
Experimental, one built.
C.630 Simoun   (Specifications below)
Initial production version with Renault Bengali 6Pri engine, 20 built.
C.631 Simoun
Modified version with a Renault 6Q-01 engine, three built.
C.632 Simoun
Similar to C.631, one built.
C.633 Simoun
Modified fuselage with a Renault 6Q-07 engine, 6 built.
C.634 Simoun
Modified wing and take-off weight with either a Renault 6Q-01 or Renault 6Q-09 engine, 3 built.
C.635 Simoun
Improved cabin layout and either a Renault 6Q-01 or Renault 6Q-09 engine, 46 built and conversions from earlier versions.
C.635M Simoun
Military version with either a Renault 6Q-09 or Renault 6Q-19 engine, 489 built.

Production ended in 1951, and was succeeded in 1959 by the Cessna 150, a similar two-seat trainer which introduced tricycle gear. Combined production of the 120, 140, and 140A was 7,664 units in five years.

The Cessna 140 was originally equipped with a Continental C-85-12 or C-85-12F horizontally opposed, air-cooled, four-cylinder piston engine of 85 hp (63 kW). The Continental C-90-12F or C-90-14F of 90 hp (67 kW) was optional, as was the 108 hp (81 kW) Lycoming O-235-C1 engine, an aftermarket installation authorized in the type certificate. This model had a metal fuselage and fabric wings with metal control surfaces. The larger Cessna 170 was a four-seat 140 with a more powerful engine.

The Cessna 120 was an economy version of the 140 produced at the same time. It had the same engine as the 140, but lacked wing flaps. The rear-cabin "D" side windows and electrical system (radios, lights, battery and starter) were optional.

In 1949, Cessna introduced the 140A, a new variant with aluminum-covered wings and single wing struts instead of the fabric wing covering, dual "V" struts, and jury struts fitted on earlier models.

For details of the variations between models, click here.

Specifications below are for the 140 model.

Cessna 120

Cessna 140

Cessna 140A

The Cessna 150 is the fifth most produced civilian plane ever, with 23,839 aircraft produced. The Cessna 150 was offered for sale in the 150 basic model, Commuter, Commuter II, Patroller and the aerobatic Aerobat models. In 1977 it was succeeded in production by the Cessna 152, a minor modification to the original design.

In 2007 Cessna announced a successor to the Model 150 and 152, the Model 162 Skycatcher.

Development of the Model 150 began in the mid-1950s with the decision by Cessna Aircraft to produce a successor to the popular Cessna 140 which finished production in 1951. The main changes in the 150 design were the use of tricycle landing gear, which is easier to learn to use than the tailwheel landing gear of the Cessna 140, and replacing the rounded wingtips and horizontal and vertical stabilizers with more modern, squared-off profiles. In addition, the narrow, hinged wing flaps of the 140 were replaced by larger, far more effective Fowler flaps

For more details, click here.

Specifications below are for the 1976 Commuter II model.

It was based on the earlier Cessna 150 incorporating a number of minor design changes and a slightly more powerful engine with a longer time between overhaul.

The Cessna 152 has been out of production for more than thirty years, but many are still in flying condition and are still in regular use for flight training.

First delivered in 1977 as the 1978 model year, the 152 was a modernization of the proven Cessna 150 design. The 152 was intended to compete with the new Beechcraft Skipper and Piper Tomahawk, both of which were introduced the same year.[1] Additional design goals were to improve useful load through a gross weight increase to 1,670 lb (760 kg), decrease internal and external noise levels and run better on the then newly introduced 100LL fuel.

All Cessna 152s were manufactured with a Lycoming O-235 engine which has been in production since 1942. The Lycoming provided not only an increase in engine power over the Cessna 150, but also was more compatible with the newer 100LL low-lead fuel.

For more details, click here.

First flown in 1955, more 172s have been built than any other aircraft. Measured by its longevity and popularity, the Cessna 172 is the most successful aircraft in history. Cessna delivered the first production model in 1956, and as of 2015, the company and its partners had built more than 44,000 units. The aircraft remains in production today.

The Cessna 172 started life as a tricycle landing gear variant of the taildragger Cessna 170, with a basic level of standard equipment. In January 1955, Cessna flew an improved variant of the Cessna 170, a Continental O-300-A-powered Cessna 170C with larger elevators and a more angular tailfin.[10] Although the variant was tested and certified, Cessna decided to modify it with a tricycle landing gear, and the modified Cessna 170C flew again on June 12, 1955.[10] To reduce the time and cost of certification, the type was added to the Cessna 170 type certificate as the Model 172.[10] Later, the 172 was given its own type certificate.[11][12] The 172 became an overnight sales success, and over 1,400 were built in 1956, its first full year of production.[13]

Early 172s were similar in appearance to the 170s, with the same straight aft fuselage and tall landing gear legs, although the 172 had a straight tailfin while the 170 had a rounded fin and rudder. In 1960, the 172A incorporated revised landing gear and the swept-back tailfin, which is still in use today.

The final aesthetic development, found in the 1963 172D and all later 172 models, was a lowered rear deck allowing an aft window. Cessna advertised this added rear visibility as "Omni-Vision."

Production halted in the mid-1980s, but resumed in 1996 with the 160 hp (120 kW) Cessna 172R Skyhawk. Cessna supplemented this in 1998 with the 180 hp (135 kW) Cessna 172S Skyhawk SP.

For details of the long list of models and variants, click here.

The specifications below are for the 172R model.

1960 Cessna 172A

Cessna 172 H,N,P

Cessna 172S

Cessna 172 RG Cutlass retractable.

The 175 was designed to fill a niche between the Cessna 172 and the faster Cessna 182. The engine of the 175, a geared version of the O-300 (Continental GO-300) used in the 172, is rated at 175 hp (130 kW), or 30 hp (22 kW) more than the 172 engine. Between 1958 and 1962, a total of 2,106 were built. The basic airplane was marketed as the 175, and the plane with a package of optional equipment and overall paint (a partial paint scheme was used on the basic model) was marketed as the Skylark.

The airframe of the 175 is all metal, constructed of aluminum alloy. The fuselage is a semi-monocoque structure, with exterior skin sheets riveted to formers and longerons. The strut-braced wings, likewise, are constructed of exterior skin sheets riveted to spars and ribs. The landing gear of the 175 is in a tricycle arrangement, with main gear legs made of spring steel, along with a steerable nosewheel connected through an oleo strut used for shock absorption.

While it incorporates airframe changes to accommodate an increased gross weight, the 175 is similar in appearance to the 172 of the same vintage. The most noticeable difference is the distinctive hump in the forward cowling of later series airplanes to accommodate the engine's reduction gear. Although externally identical to the 172, the 175 was built to a different type certificate, although most parts aft of the firewall are interchangeable. The 172XP and T-41B/C/D Mescalero share the 175 type certificate.

For more information on the geared GO-300 engine and the variants, click here.

Specifications below are for the 175C model with a constant speed propeller.

The Cessna 177 was designed in the mid-1960s when the engineers at Cessna were asked to create a "futuristic 1970s successor to the Cessna 172". The resulting aircraft featured newer technology such as a cantilever wing lacking the lift struts of previous models, and a new laminar flow airfoil. The 177 is the only production high-wing single-engined Cessna since the Cessna 190 & 195 series to have both fixed landing gear and a cantilever wing without strut bracing.

The 1968 model 177 was introduced in late 1967 with a 150 hp (112 kW) engine. One of the design goals of this 172 replacement was to allow the pilot an unobstructed view when making a turn. In the 172 the pilot sits under the wing and when the wing is lowered to begin a turn that wing blocks the pilot's view of where the turn will lead to. The engineers resolved this problem by placing the pilot forward of the wing's leading edge, but that led to a too-far-forward center of gravity.

This problem was partially counteracted by the decision to use the significantly lighter Lycoming O-320 four-cylinder engine in place of the six-cylinder O-300 Continental used on the 172. The forward CG situation still existed even with the lighter engine, so a stabilator was chosen, to provide sufficient elevator control authority at low airspeeds.

For more information, including the retractable 177RG model, click here and here.

Specifications below are for the 177B model with constant speed propeller.

It has the option of adding two child seats, installed in the baggage area.

Introduced in 1956, the 182 has been produced in a number of variants, including a version with retractable landing gear, and is the second most popular Cessna model still in production, after the 172.

The Cessna 182 was introduced in 1956 as a tricycle gear variant of the 180. In 1957, the 182A variant was introduced along with the name Skylane. As production continued, later models were improved regularly with features such as a wider fuselage, swept tailfin with rear "omni-vision" window, enlarged baggage compartment, higher gross weights, landing gear changes, etc. The "restart" aircraft built after 1996 were different in many other details including a different engine, new seating design, etc.

The normally aspirated, avgas fueled 182 went out of production in 2012, but came back in 2015.

The Cessna 182 is an all-metal (mostly aluminum alloy) aircraft, although some parts – such as engine cowling nosebowl and wingtips – are made of fiberglass or thermoplastic material. Its wing has the same planform as the smaller Cessna 172 and the larger 205/206 series; however, some wing details such as flap and aileron design are the same as the 172 and are not like the 205/206 components.

The retractable gear R182 and TR182 were offered from 1978 to 1986, without and with engine turbocharging respectively.

For details of all the variants, click here.

The Specifications below are for the Cessna 182T.

It first flew as a prototype in July 1960, with the first production model completed in March 1961. The Cessna 185 is a high-winged aircraft with non-retractable conventional landing gear and a tailwheel.

Over 4,400 were built with production ceasing in 1985. When Cessna re-introduced some of its most popular models in the 1990s, the tailwheel equipped Cessna 180 and 185 were not put back into production.

The aircraft is basically a Cessna 180 with a strengthened fuselage. The main difference between the two aircraft is the larger vertical fin on the 185 and the 300 hp (224 kW) Continental IO-520-D engine as opposed to the 230 hp (172 kW) Continental O-470-S fitted to the Cessna 180. The exception was that a Continental Motors IO-470-F engine of 260 hp (194 kW) was initially fitted until midway through the 1966 production year. The later model Skywagon II has a factory fitted avionics package.

The Skywagon can also be fitted with floats, amphibious float, or skis. The AgCarryall variant of the 185 adds a 151-gallon belly chemical tank and removable spray booms for aerial application. It is also possible to fit a cargo pod under the fuselage that can carry an extra 300 lb (136 kg).

For details of the eight civil variants and three military variants, click here.

Specifications below are for the 1978 Cessna 185 II landplane.

The Cessna 188 is a family of light agricultural aircraft produced between 1966 and 1983 by the Cessna Aircraft Company.

The various versions of the 188 included the AGwagon, AGpickup, AGtruck and AGhusky, along with the AGcarryall variant of the Cessna 185 Skywagon, and constituted Cessna's line of agricultural aircraft.

In the early 1960s, Cessna decided to expand their already wide line of light aircraft by entering the agricultural aircraft market. They surveyed pilots and operators of other brands of agricultural aircraft to see what features and capabilities these operators were looking for. The resulting aircraft was a conventional single-seat, piston-engined, strut-braced low-wing agricultural airplane.

The Cessna 188 borrowed heavily from the Cessna 180, the initial version using the same tail cone and fin structure as well as the same Continental O-470-R 230 hp (170 kW) powerplant. The 188's airframe is predominantly built from 2024-T3 aluminum, with the chemical hopper constructed from fiberglass. The fuselage is of semi-monocoque construction and is lightly pressurized on later models (using the dynamic pressure resulting from the aircraft's forward speed) to reduce induction of chemicals into the airframe.

The Cessna 188 was first flown on 19 February 1965. The aircraft was certified and entered production in February 1966, with 241 aircraft delivered the first year.

The initial design of the Cessna 188 was so successful that over its 17-year production run the basic airframe remained unchanged. Only the engines and the agricultural products dispensing systems were upgraded, other than some minor changes to the ventilation systems.

The main use for the Cessna 188 series was for agricultural purposes, but many examples were later acquired for use as glider and sailplane tugs.

A total of 3976 Cessna 188s of all four variants were built during its production run, made up of 53 AGpickups, 1589 AGwagons, 1949 AGtrucks and 385 AGhuskies.

For a rundown on the various versions of the 188, click here.

The Cessna 190 and 195 Businessliner are a family of light single radial engine powered, conventional landing gear equipped, general aviation aircraft which were manufactured by Cessna between 1947 and 1954.

The 195 model was also used by the United States Air Force, United States Army, and Army National Guard as a light transport and utility aircraft under the designations LC-126/U-20.

The Cessna 190 and 195 were Cessna's only postwar radial-engined aircraft. The first prototype flew in 1945, after the end of World War II and both the 190 and 195 entered production in 1947.

The 195 was the first Cessna airplane to be completely constructed of aluminum and features a cantilever wing, similar to the pre-war Cessna 165 from which it is derived. The wing differs from later Cessna light aircraft in that it has a straight taper from root chord to tip chord and no dihedral. The airfoil employed is a NACA 2412, the same as used on the later Cessna 150, 172 and 182.

The 190/195 fuselage is large in comparison to other Cessna models because the 42" diameter radial engine had to be accommodated in the nose. There are two rows of seats: two individual seats in the first row, with a comfortable space between them and up to three passengers can be accommodated on a bench seat in the second row.

The 190/195 has flat sprung-steel landing gear legs derived from Cessna's purchase of the rights to Steve Wittman's Big X. Many have been equipped with swiveling crosswind landing gear which allows landing with up to 15 degrees of crab. While the crosswind gear simplifies the actual landing, it makes the aircraft difficult to handle on the ground. The 195 is equipped with a retractable step that extends when the cabin door is opened, although some have been modified to make the step a fixed unit.

The aircraft was expensive to purchase and operate for private use and Cessna therefore marketed them mainly as a business aircraft under the name "Businessliner".

The engines fitted to the 190 and 195 became well known for their oil consumption. The aircraft has a 5-US-gallon (19 L) oil tank, with 2 US gallons (7.6 L) the minimum for flight. Typical oil consumption with steel cylinder barrels is 2 US quarts (1.9 L) per hour.

A factory-produced floatplane version was equipped with a triple tail for improved yaw stability.

The Cessna 195 produces a cruise true airspeed of 148 knots (274 km/h) (170 MPH) on a fuel consumption of 16 US gallons (61 L) per hour. It can accommodate five people.

Including the LC-126s, a total of 1180 190s and 195s were built.

The 190 was originally introduced at a price of USD$12,750 in 1947 (equivalent to $173,978 in 2023). When production ended in 1954 the price had risen to USD$24,700 (equivalent to $280,239 in 2023) for the 195B. This compared to USD$3,495 for the Cessna 140 two seater of the same period.

Variants

 The main difference between the 190 and the 195 models was the engine installed.

190
Powered by a Continental W670-23 engine of 240 hp (180 kW) and first certified on 1 July 1947.
195     (Specifications below)
Powered by a Jacobs R-755A2 engine of 300 hp (225 kW) and first certified on 12 June 1947.
195A
Powered by a Jacobs L-4MB (R-755-9) engine of 245 hp (184 kW) and first certified on 6 January 1950.
195B
Powered by a Jacobs R-755B2 engine of 275 hp (206 kW) and first certified on 31 March 1952. It featured flaps increased in area by 50% over earlier models.
LC-126A
Military designation for the Cessna 195, five-seat communication aircraft for the US Army, it could be fitted with skis or floats, 15 built.
LC-126B
Similar aircraft to the LC-126 for Air National Guard use, five built.
LC-126C
Variant of the LC-126A for instrument training/liaison, 63 built.
U-20B
LC-126B redesignated by the USAF after 1962.
U-20C
LC-126C redesignated by the USAF after 1962.

The 195 model was also used by the United States Air Force, United States Army, and Army National Guard as a light transport and utility aircraft under the designations LC-126/U-20.

The Cessna 190 and 195 were Cessna's only postwar radial-engined aircraft. The first prototype flew in 1945, after the end of World War II and both the 190 and 195 entered production in 1947.

The 195 was the first Cessna airplane to be completely constructed of aluminum and features a cantilever wing, similar to the pre-war Cessna 165 from which it is derived. The wing differs from later Cessna light aircraft in that it has a straight taper from root chord to tip chord and no dihedral. The airfoil employed is a NACA 2412, the same as used on the later Cessna 150, 172 and 182.

The 190/195 fuselage is large in comparison to other Cessna models because the 42" diameter radial engine had to be accommodated in the nose. There are two rows of seats: two individual seats in the first row, with a comfortable space between them and up to three passengers can be accommodated on a bench seat in the second row.

The 190/195 has flat sprung-steel landing gear legs derived from Cessna's purchase of the rights to Steve Wittman's Big X. Many have been equipped with swiveling crosswind landing gear which allows landing with up to 15 degrees of crab. While the crosswind gear simplifies the actual landing, it makes the aircraft difficult to handle on the ground. The 195 is equipped with a retractable step that extends when the cabin door is opened, although some have been modified to make the step a fixed unit.

The aircraft was expensive to purchase and operate for private use and Cessna therefore marketed them mainly as a business aircraft under the name "Businessliner".

For more information on the design, operational history and nine variants, click here.

The family was originally developed from the popular retractable-gear Cessna 210 and produced by the Cessna Aircraft Company.

The Model 207 was a seven and later eight seat development of the 206, achieved by stretching the design further to allow space for more seats. The nose section was extended 18" by adding a constant-section nose baggage compartment between the passenger compartment and the engine firewall; the aft section was extended by 44" by inserting a constant-area section in the fuselage area just aft of the aft wing attach point. Thus the propeller's ground clearance was unaffected by the change (the nosewheel had moved forward the same distance as the propeller), but the tail moved aft relative to the mainwheel position, which made landing (without striking the tailskid on the runway) a greater challenge. The move gave that airplane a larger turning radius, since the distance between mainwheels and nosewheel increased by 18 inches (460 mm) but the nosewheel's maximum allowed deflection was not increased.

The 207 was introduced as a 1969 model featuring a Continental IO-520-F engine of 300 hp (220 kW). A turbocharged version was equipped with a TSIO-520-G of the same output.

The project was commenced on November 20, 1981, and the prototype first flew on December 9, 1982. The production model was certified by the FAA in October 1984 and its Cargomaster freighter variant was developed for FedEx. The 4 ft (1.2 m) longer 208B Super Cargomaster first flew in 1986 and was developed into the passenger 208B Grand Caravan.

The strutted, high wing 208 typically seats nine passengers in its unpressurized cabin, is powered by a single Pratt & Whitney Canada PT6A tractor turboprop and has a fixed tricycle landing gear, floats or skis. By November 2017, 2,600 have been delivered and 20 million flight hours logged. Caravans are used for flight training, commuter airlines, VIP transport, air cargo and humanitarian missions.

The production model was certified by the Federal Aviation Administration (FAA) in October 1984.[5] A freighter variant without cabin windows was developed at the request of Federal Express as the Cargomaster.[5] Another cargo variant for Federal Express, with a longer fuselage and a cargo pod under the belly, was developed as the 208B Super Cargomaster and flew for the first time in 1986.

A passenger model, the 208B Grand Caravan, was derived from the Super Cargomaster. Since then, the Caravan has undergone a number of design evolutions, including upgrading the avionics in 2008 to provide a glass cockpit with the Garmin G1000 system. In January 2013 a higher-powered (867 shp from P&WC PT6A-140) version, the Grand Caravan EX, received FAA certification.

For more information, including details of the variants, click here.

C208 Caravan

C208 Caravan Amphibian

C208B Grand Caravan

C208B Super Cargomaster

Specifications below are for the base model 208.

The early Cessna 210 (210 and 210A) had four seats with a Continental IO-470 engine of 260 hp (190 kW). It was essentially a Cessna 182B to which was added a retractable landing gear, swept tail, and a new wing. In 1961 the fuselage and wing were completely redesigned – the fuselage was made wider and deeper, and a third side window was added.

In 1967 the model 210G introduced a cantilever wing replacing the strut-braced wing. Its planform changed to a constant taper from root chord to tip chord. In 1970 the 210K became the first full six-seat model. This was achieved by replacing the flat leaf-springs used for the retractable main landing gear struts (undercarriage) with tapered tubular steel struts of greater length. This allowed the tires to be nested farther to the rear of the fuselage, making room for the full-size rear seats. In 1979 the 210N model eliminated the folding doors which previously covered the two retracted main wheels. Pressurised models can be identified by the four smaller side windows.

For more details of the design and development, as well as the vaiants, click here.

Specifications below are for the T210N Turbo Centurion II

The Cessna 400 was originally built by Columbia Aircraft as the Columbia 400. From 2013, the aircraft was built as the Cessna TTx Model T240.

Cessna 400 production was ended in February 2018.

The Cessna 400 was derived from the normally aspirated Columbia 300, (originally LC41) which in turn was derived from the Lancair ES kit aircraft. The 400 is powered by a turbocharged Continental TSIO-550-C engine producing 310 horsepower (230 kW) at 2600 rpm. The 400 features a Garmin G1000 glass cockpit that was later incorporated into the 300 to create the Cessna 350.

For more details on development, operational history and variants, click here and a pilot report from Flying Magazine here.

Columbia LC41 (Columbia 400)

The Cessna Airmaster, is a family of single-engined aircraft manufactured by the Cessna Aircraft Company. The Airmaster played an important role in the revitalization of Cessna in the 1930s after the crash of the aviation industry during the Great Depression.

Initial model

1936-built Cessna C-34 Airmaster at Blackpool (Squires Gate) Airport in 1950
In the mid-1930s, nearing the end of the Great Depression, the American economy began to slowly strengthen. Dwane Wallace (founder Clyde Cessna's nephew who was a recent college graduate in aeronautical engineering) decided to assist his uncle and cousin, Eldon Cessna (Clyde's son), in building more modern airplanes for Cessna Aircraft. The design of the first Airmaster is credited to Wallace, and the first flight of the C-34 model was in June 1935. Not long after introduction of the C-34, Clyde Cessna retired from the aircraft industry, leaving the company to his nephew.

Later models

Cessna C-37 on display at the Kansas Aviation Museum

Cessna C-37 cockpit
The original Airmaster, the C-34, evolved into more advanced versions of the Airmaster. The C-37 had a wider cabin, improved landing gear and electric flaps. The C-38 had a taller vertical tail, curved main gear legs and a landing flap under the fuselage. Changes common to both the C-37 and C-38 included wider fuselages and landing gear along with rubber engine mounts to hold the 145 hp (108 kW) Warner Super Scarab engine.The final revisions of the C-34 were the C-145 and the C-165, of which 80 were built. On these models, the belly flaps added on the C-38 were removed and the overall length of the fuselage was increased. The only difference between the C-145 and C-165 was the engine horsepower, with the latter having an upgraded 165 hp (123 kW) Warner engine.

End of the line
It was with the beginning of World War II that the Airmaster line came to an end. The welded tubular fuselage, fabric-covered body, extensive woodwork, wooden wings and radial engines, all characteristic of 1930s-era aircraft technology, became too expensive and slow to produce. The old-style aircraft was quickly replaced with aircraft constructed from aluminium with strut braced wings first seen in the Cessna 120.

The design of the C-34 incorporates characteristics that were borrowed from previous models of Cessna Aircraft. These similarities include the high mounted cantilever wing and the narrow design of the cabin windows. The wings and tail surfaces were composed entirely of wood while the fuselage was structured with steel tubing coupled with wooden stringers and formers. Both C-145 and C-165 models were offered with floats.

Variants
C-34
Four-seat light cabin aircraft, powered by a 145-hp (108-kW) Warner Super Scarab radial piston engine; 42 built.
C-37
Cabin widened by 12.7 cm (5 in), fitted with improved landing gear and electrically operated flaps; 46 built.
C-38
Fitted with wide landing gear with curved legs, plus a taller vertical tail and a landing flap under the fuselage; 16 built.
C-39
Original designation of the Cessna C-145.
C-145
Powered by a 145-hp (108-kW) Warner Super Scarab radial piston engine.
C-165
Powered by a 165-hp (123-kW) Warner Super Scarab radial piston engine.
C-165D
Powered by a 175-hp (130-kW) Warner Super Scarab radial piston engine.
UC-77B
Two Cessna C-34s impressed into service with the United States Army Air Forces (USAAF) during World War II.
UC-77C
One Cessna C-37 impressed into service with the USAAF in 1942.
UC-77D
Four Cessna C-37s impressed into service with the USAAF in 1942.
UC-94
Three Cessna C-165s impressed into service with the USAAF in 1942.

The Super Ace was developed from the earlier Chrislea C.H.3 Series 1 Ace, a high-wing four seat cabin monoplane with a tricycle undercarriage and two fins. The Ace had an unusual 'steering wheel' control arrangement which eliminated the conventional rudder bar. The wheel was mounted on a universal joint; turning it applied aileron, moving it vertically applied elevator and sideways the rudder. It originally flew with a single vertical tail but was soon modified with twin fins. The lone C.H.3 Series 1 Ace first flew in September 1946.

Soon after the company moved to Exeter, the first production aircraft, the C.H.3 Series 2 Super Ace flew in February 1948. This model was powered by a de Havilland Gipsy Major 10 inline piston engine. Wing and tailplane were now metal structures, the span was increased by 2 ft compared with the Ace, and the fins were smaller and rounder. The control system of the first Super Ace was not well received and, as a result, that aircraft and all other Series 3 machines had a rudder bar. Construction was initiated on a production run of 32 aircraft, but only 18 Super Aces were completed and flown. Only 3 of these stayed in the UK; the rest were either immediately exported (12), exported after time in the UK (2) or worked abroad under British registration in the Near East (1). Super Aces flew in Europe (Switzerland), Africa (Gold Coast, South Africa), Asia (Japan, British Malaya, Pakistan), South America (Argentina, Brazil) and Australasia (Australia, New Zealand).

The final variant, taken from the Super Ace production run, was the C.H.3 Series 4 Skyjeep, first flown in August 1949. The Skyjeep had a tailwheel landing gear, a conventional control stick instead of the wheel and removable top decking on the rear fuselage. A fuselage stretch of 8.5 in improved the legroom and, combined with the accessible rear fuselage, provided a more flexible internal space. It was powered by a 155 hp Blackburn Cirrus Major 3 engine.

In all, three Skyjeeps were built and sold in Uruguay, Indochina and Australia. The Australian machine flew there with a 200 hp de Havilland Gipsy Six engine for a time, but has since been refitted with the Cirrus and is now flying in the UK.

Variants
C.H.3 Series 1 Ace
four-seat high-wing monoplane with tricycle undercarriage powered by a 125 hp (93 kW) Lycoming O-290 engine, one built.
C.H.3 Series 2 Super Ace
145 hp (108 kW) de Havilland Gipsy Major 10 powered. Greater span, rudder bar provided. 18 flown.
C.H.3 Series 3 Skyjeep
Military A.O.P. and ambulance aircraft, essentially similar to the series 4.[2]
C.H.3 Series 4 Skyjeep
conventional controls and tailwheel, 155 hp Blackburn Cirrus Major 3 powered. 3 flown.

Specificaions below are for the Series 4 Skyjeep.

The unusual wheel and universal joint arrangement