Back in the mid-60s my uncle owned a recreational aviation. I never flew it, but after he passed on I researched it a bit and found that it's still getting regular use right here in British Columbia. It's set up on floats now, and looks like a great backcountry plane now.
That got me thinking about Stinsons as bushplanes. It just so happens they're extremely reliable if you desire a 4 person workhorse.
Edward Stinson began Stinson Aircraft back in 1920, a time when aircraftbuilding airplanes had to be a labour of love. Stinson would have been a pilot first and a manufacturer second (I think we airman all fully understand why). Regrettably, he died in 1938 in a plane crash. This transpired just as the Second World War was about to start, and while the war was a terrible affair for millions it supplied a exceptional boost to aviation. Stinson Aircraft made countless small planes for the government, particularly observation and liaison aircraft.
Soon after World War II the Stinson Co. was acquired by Consolidated Vultee(there is such a thing as a Vultee Stinson). In 1949 the company was bought out by Piper Aircraft, but it went on putting together aeroplanes, most markedly the 108 models. Many of them made the trip into the bush, and quite a few of them remain, flying dependably in faraway spots.
The bush pilot training was really popular, and they were all put together in the five years from 1945 to 1950. The aircraft was based upon on the pre-war 10A Voyager and all 108, 108-1, 108-2, 108-3 and 108-4 model aircraft were created at the Fort Wayne manufacturing unit. By 1949 when Piper Aircraft got the STC for the 108 there were 325 of 5,260 constructed that were built, but unsold. That inventory was transferred to the Piper company and were marketed as Piper-Stinsons, although I've never encountered any Stinson 108s on the modern used market called that. Bottom line, all of the 108s that you'll look at were constructed during a 5-year time frame and there are still a whole lot of them existing today. That fact positively speaks to the aircraft's' sturdiness and functionality.
Stinsons are fabric covered plane, with steel tubes. Some have been covered with aluminum, on the wings, fuselage, or both, with STCs. Metalized aircraft are probably a little bit more amenable to storage outside and not so good weather, but they do waive a tad to fabric covered airplanes in regards to weight and performance.
Stinson 108s with a Franklin 150 hp motor but various other different engines can be fitted in the Stinsons with an STC . Included among these are the Lycoming O-360, Franklin 220/220, and the Continental O-470. Franklins were fine engines, but there is a debate with replacement parts. It's said that parts are hard to get. Others disagree, and indicate that there are lots of Franklin motors around which results in a healthy secondary parts market. Franklin engines were acquired by a Polish corporation, PLZ, and I have to say, I see more Lycoming and Continental ads around. The Franklin website says that the company is for sale currently, but they do supply conversion kits for 108s. (Evidently, in the late 1940s Franklin really dominated the US general aviation market, but it was bought by the Tucker Automobile Company, which then cancelled the aircraft contracts and really compromised the company).
Regardless there are lots of conversions available for the bush plane and they all add more horsepower - Lycoming O-435 (190hp), O-360 (180hp) & IO-360 (200hp), the Continental IO-360 (210hp) & O-470 (230hp) as well as Franklin (220hp). Another thing to think about with powerplants is their weight, which is added up front. Like many things, it's about trade offs, but fliers argue a bit over whether the added HP from a conversion is worth the weight involved. As the saying goes, it all adds up.
Each of the 108 variations closely resemble one another but you can distinguish them by a few variances. The 108 doesn't have a right-side cargo door, but the 108-1 does. Both these airplanes featured the 150 hp motor. The 108-2 was fundamentally the same as 108-1, but it came with a 165 HP powerplant & an inflight adjustable rudder trim (I've played around with my rudder trim tab, and think inflight adjustment would be neat). The 108 and 108-2 featured 40 gallon wing fuel tanks. The 108-3 introduced a taller vertical fin and the rudder had a straight trailing edge. Some pilots claim that the smaller tail fin in the 108-2 delivers better crosswind landing performance. There appear to be a lot of these aircraft around. They come with 50 gallon fuel tanks in the wings,and a higher gross weight than the 108 and 108-2, (2400 lbs.), meaning full fuel, 680 lbs of PX, and 50 lbs. baggage allowance.
The "bush pilot" model (did everyone want to get "Wagon" into their name back then?) was an available option with the -1, -2 and -3 models, featuring a utility interior featuringthe wood paneling you run across in so many cool restorations and a reinforced floor, permitting a total of 600 lbs. of gear in the passenger compartment. The bush value is clear. The aircraft can be equipped with wheel, float or ski landing gear.
The 108s can take four individuals. They're 25 feet 3 inches long, and have a wingspan of 34 feet. The wing area is 155 square feet. Empty weight ranges from 1,350 lbs and 1,500 lbs. Max weight is 2,400 lbs. The difference between them is the useful load you can stick in. The maximum speed is about 133 mph, but that obviously depends upon the engine. Range is roughly 500 miles with a burn rate of approximately 12 gph. Service ceiling, like many normally aspirated aircraft, is 13,000 ft, but it has a respectable rate of climb - 650 ft/min. The take-off roll is reported to be 620 feet. Pilot reports say that with two people they can take off in 500 ft., but fully loaded aircraft will use three times that. It can land in under 300 feet.
The Stinson is a marvelous backcountry plane. They're reputed to be smooth flyers in the air, whether on floats or in the traditional set up. They're also supposed to be very stable in slow flight, which is a very good quality for STOL work. The wing comes with a leading edge slot that contributes tothe docile stall. The landing gear is quite solid and is a excellent shock absorber. While I've heard the 108 described as slower and awkward, I've also noticed a whole lot of pilots compliment is on aviation boards. It is very roomy, that's for sure.
There is an annual Stinson fly-in at Columbia, CA that has been going on for 30 years or so now, as well as one in Vancouver, Washington, and several terrific Stinson websites.
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