On another posting it was mentioned that the "Business Liner" has the rap of being a groundlooper. Can you elaborate? I've some 195 time and it seemed pretty tame to me but I'll admit I've only flown them off grass. I saw pictures of the freshly rebuilt one with the loner cowel that had the broken gear. The reason I ask is that I've volunteered to "possibly" help a guy get his TW endorsement in one as it is moved from point a to b. Wanna enlighten me on what a "tiger by the tail" situation I could be in, and is the gear the weak link on these old airplanes?

You'll want to speak with Mr Auburn Pearman. You're about to get busy.

On the grass it's a pussycat. On the pavement it's a tiger. Part of it has to do with the spring year. Part of it has to do with the fact that when the tail goes down your field of vision is from 10 to 11:30. I have several hundred hours and them and I never got comfortable at night.

With all that said it is a fantastic airplane and I miss mine terribly comma but never take it for granted. You can be going down the runway straight as a string and one tire will hit a rock the size of a pea, and that gear like will star wobbling and for a few hundred milliseconds your hands are full. If you do all the right things it's over in a heartbeat. If you do the wrong things you will ball it up.

Have fun!!!!

Oh yes, if it has Goodyear brakes make sure all the clips are in. And if it has Cleveland brakes make sure not to get on them too hard. Either one will be the beginning of a bad day. I've never flown one with crosswind gear, but I understand it could be a lifesaver.

I've got a few hours in one with the crosswind gear. I flew it off pavement and it didn't seem to do anything funky. Nice flying airplane and a lot faster than it looks, like 145kts or so I believe.

Mark
Doug who has lots of TDr experience is right on all accounts. 195 flys great and lands well but ground handling and landing require UNDIVIDED attention until chalked. I've just transitioned and what is most unique Doug mentioned visibility. Teaching and learning what is straight when wheel landing, 3 point or taxiing is the challenge due to restricted view. Aubie and Jonathan Collett taught me, still learning. I'd recommend a dedicated 195 instructor for the buyer.

As was said on final "you're about to get real busy"

My friend, who bought his 195 years ago, told me that his insurance company required him to get CFI to check him out. He never found one and decided it was his airplane and would fly it home.
I do appreciate all the advice because I'm only one landing away from "those who will".

I got to fly one many years ago with a fellow named Larry Bartlett who had a beautifull 195 "N195LB". This airplane had the cross wind gear and all I can say is the from about 6" above the runway until you are parked you had better bring your "A" game! As a point of reference I had been flying a C150 Texas taildragger conversion with a O-320 in it which will command your attention as well. In the air it flys like a dream. If you want to see a master fly it and talk about it find a copy of the VHS video "Tamaing the Taildragger" by Larry Bartlett. I've seen it in Sporty's and on e-bay. It old and kind of goofy but has a lot of good info.

http://www.aero-news.net/index.cfm?do=m ... 1935473617

All the advice from Doug Rozendaal is spot on. Landing 195s demands respect and caution at all times. Never take it for granted.

I had a LC-126C (military 195) with straight gear for about 10 years. I loved it when it behaved. Hated it at times when it almost got me. The cross-wind gear tames the tiger. I sold it to a couple of guys who had hundreds of hours in Cessna 180s so they were sure they could handle it with no problems. I took their cash and cautioned them to get instruction any way. 3 Days later it was ground looped with an instructor in the right seat.

The skill set to fly a 195 is not any different than any other tail dragger. If you can fly a tailwheel transition should not be difficult. It all about learning what normal for a 195 IS!

Hi Mark
The 195 is a great machine, but like a lot of taildraggers gets a bum rap for being a beast to handle. Being proficient in heavy taildraggers is step 1. Goes without saying! The next is the particular 195 you are looking at
1- Heavy or light gear
2- Goodyear or Cleveland brakes
3- Gear alignment
4- smooth contour or channel tread tailwheel
5- locking tailwheel?
6- straight or crosswind gear
7- tailwheel steering cables rigged properly?
All these thing and more, if not set up right can make a nice handling 195 into a beast. visibility issues were discussed. I would add that you sit pretty much over the main gear, so I find you do not get the "seat of the pants" directional feel like you would in most taildraggers where you are sitting far aft of the gear, like a Pitts or your champ. Sight down the side of the windshield and use your eyeballs for centerline alignment-- don't rely solely on your ass! I've been flying these things for most of my life and have to say they are wonderful machines-a real treat.
Aubie will probably chime in-- lots of great 195 resources out there. A proper 195 check out is really the way to go
Have fun!
Ray

They took your advice and look how it turned out.

Oh well.

There's not much an instructor can do, really, in this situation. It can go from "fine" to "gone" in milliseconds and fighting both the airplane and the student is tough.

Mike C.

Ray,

What does "straight or crosswind gear" mean?

Hi Tom
Crosswind gear allows the airplane to pivot into the wind while the gear tracks straight down the runway. Is a weird feeling until you get used to it! Some swear by it. Straight gear does not allow for this, like most other taildraggers. Gotta handle crosswinds old school style in these.
Ray

Crosswind gear allows the main wheels to pivot so they can roll straight down the runway while the airplane flies sideways.

Straight gear is locked in orientation, aligned with the airplane.

Crosswind gear has benefits and drawbacks. Benefits are landing in a crosswind, the main wheel can align with the runway and makes it easier, less ground loop potential. Drawbacks are heavier, more complicated, more failure modes, taxiing can be weird if wheels unlock when you don't want them to or disagree on angle, shimmy problems, wheels not aligned on touch down and create a momentary jerk, and other little problems.

They have mostly fallen out of favor and are not used very often. That's because pilots who don't know how to land a taildragger in crosswinds now fly nose wheel airplanes and real taildragger pilots can handle a crosswind properly.

Mike C.