Now, 75 years later, this is still true—and those who own them are definitely proud of being the current caretakers, and they know how to celebrate that.

The 51st annual International Cessna 195 Convention was held in Joliet, Illinois (KJOT), September 7-11. It was a people-focused weekend for the 195 families celebrating 75 years of the Cessna Businessliner, with 32 Cessna 195s in attendance. In addition, there were 22 states represented, along with two airplanes from Canada.

The BBQ Kickoff

To fire up the convention, on Wednesday, Chairman Chris Thomsen hosted a welcome barbecue at his home in Meadow Creek Airpark (2IL9). This was the first stop for many on their way to KJOT. 

The next day, about 25 of the 195s participated in a fly-out to Brodhead (C37) to kick off the Midwest Antique Airplane Club (MAAC) grassroots fly-in. The spectacular Kelch Aviation Museum was enjoyed by many during their visit. Afterward, outside the Holiday Inn at Burger Theory, folks spent an evening at the hotel sharing stories (and lies) with fellow 195 club members along with burgers and drinks. For those with extended-range tanks, the hospitality suite offered late-night libations.

Focus on Maintenance

On Friday, club members attended a maintenance seminar. Many of them said they were impressed by the professionalism of the training. It consisted of three hands-on 45-minute sessions that participants cycled through. 

First, Jeff Pearson offered a workshop on prop-seal installation. Then, at the same time, Caleb Curry of Radial Engines did a session on ignition inspection and timing on the magneto and distributor. Finally, Darren Butcher led a discussion on “hot topics,” including landing lights, tailwheels, new gear legs, flyaway kit contents, and prop servicing. Three of the attendants volunteered their airplanes. They were literally taken apart—and luckily put back together!

For the non-pilot companions, some fun activities were offered simultaneously, including shopping and lunch in nearby Naperville. 

A Special Formation

A five-ship formation flight was the highlight of the afternoon, and a photo session in preparation for an upcoming feature in FLYING. The members enjoyed traditional Chicago pizza and a surprise performance by the Blooze Brothers band that evening. Many danced until the music stopped!

The final day featured a fly-out to the beautiful fly-in community of Poplar Grove (C77). Fourteen Cessna 195s made the journey and were treated to hangar tours, engine shop tours at Poplar Grove Airmotive, the Vintage Wings and Wheel Museum, and enjoyed a taco lunch at the pavilion, hosted by Jim and Val Slocum. The Thomas family—owners and operators of the airport—were gracious hosts. They have created a fun, friendly neighborhood atmosphere for people in aviation at Poplar Grove.

The convention banquet was held on Saturday night aboard the Spirit of Chicago. The 190-foot vessel departed from the Navy Pier in downtown Chicago. The weather for the dinner cruise was perfect, and the Chicago skyline offered spectacular views. Unfortunately, several aircraft were forced to fly out early with the poor weather forecast for Sunday and missed the Saturday activities. 

Co-hosts Chris and Heidi Thomsen, Will and Nila Saloga, and Coyle Schwab executed a successful, fun, and safe gathering for the International Cessna 195 Club Family.

Cessna's marketing department forgot to add one crucial characteristic of the 190-195s in their brochures, "class,” not only for the airplane, but also for its owners. The 51st annual International Cessna 195 convention was representative of that.

• READ MORE: Flying Editors and Their First Airplane Loves

The post Cessna 195 Convention Draws More Than 30 Models appeared first on FLYING Magazine.

When it comes to simple, economical, and fun stick-and-rudder flying, one of the best-known examples is the Piper Cub. The Cub is a well-loved, fabric-covered airplane with tandem seating. More than 20,000 Cubs have been built. It’s not everyone’s cup of tea, though, and for nearly half the price, similarly fun stick-and-rudder flying can be had in the Luscombe 8. Less popular than the Cub—but still relatively common—nearly 6,000 in the series have been produced since 1937, and more than 1,400 remain on the U.S. aircraft registry today.

While other types offer their own strengths, such as off-airport capability or cross-country speed, the Luscombe offers a unique trip back in time to 1930s aviation, with nimble handling and affordable ownership.

Design

In Airman’s Odyssey, author and aviator Antoine de Saint-Exupéry wrote, “Perfection is achieved, not when there is nothing more to add, but when there is nothing left to take away.” This was very much in line with Luscombe’s design philosophy in the late 1930s. With a single fuel tank mounted in the upper fuselage behind the pilots, spartan interiors, no flaps, and no electrical system, only the bare essentials were included in the purchase price. Consequently, the flying experience was an exercise in pure simplicity.

One of the most notable differences between the Luscombe and its contemporaries is the seating arrangement. Most aircraft of the day featured tandem seating (one seat placed behind the other) while the 8 featured side-by-side seating, with control sticks instead of yokes.

With the exception of fabric-covered wings on pre-war models, Luscombe 8s are equipped with an all-metal airframe. Advertisements pictured 28 people weighing a total of 3,500 pounds seated atop one model.

Model History

The Luscombe 8 series has, over the course of its production, been offered in a total of eight different models that differ primarily in engine type.

The 8, 8A, 8B, 8C, and 8D were equipped with various engines ranging from 50 to 75 hp. Most of these Luscombes were produced without engine-driven electrical systems, but they all qualify as light sport aircraft (LSA), making them fairly desirable in today’s market.

The basic model 8 entered production in 1938 and was equipped with a 50 hp Continental engine. The 8A introduced a more powerful 65 hp Continental, and it was produced in large quantities both before and after World War II. Today, nearly 900 8As remain on the U.S. register.

The 8B was originally built with a unique 65 hp Lycoming. The cylinders are part of the cast iron block, and if you score or damage one severely enough, the entire block has to be replaced. Parts are relatively difficult to find, and the powerplants on most B models have been replaced with more common engine types that are easier to maintain.

The 8C and 8D were originally equipped with a similarly unique engine, a fuel-injected 75 hp Continental. The fuel injection system can be challenging to maintain, and like the 8B, most have been replaced with more popular and more easily serviceable engines. The 8E, 8F, and T8F all came with electrical systems and engines ranging from 85 to 90 hp. Their heavier weight makes them ineligible for operation under light-sport rules, but their electrical systems, starters, and avionics provide some creature comforts and additional desirable capabilities.

The T8F is the most unique and recognizable version of the type. It was designed for civilian aerial observation and aerial application (crop dusting) duties, and it sports tandem seating with a massive bubble canopy for the rear passenger. Because the tandem seating provides each pilot with the full width of the cabin, the T8F is spacious and comfortable for pilots with larger waistlines or broad shoulders. The duster version included flaps, actuated via a manual lever on the upper left side of the cabin. One of the rarest Luscombes, only 24 currently appear on the U.S. registry.

As noted, all pre-war Luscombes were built with fabric-covered wings. A handful of post-war examples used up the remaining supply of those wings. By mid-1946, all came from the factory with metal wings. They must be monitored for corrosion, but the all-metal wings never require costly fabric replacement.

Market Snapshot

A survey of Luscombes listed for sale found 16 active listings. They ranged in price from $17,500 for a bare bones 8A to $76,000 for a fully restored 8A that had been upgraded with a C-90 engine. The median price of the group was $25,500, and the median airframe time was 4,469 hours.

Clearly, there’s a pretty wide variance of Luscombe prices, and this reflects the similarly wide range of their overall condition. You can expect to pay top dollar for a museum-quality restoration, or you can find a scruffy specimen for the price of an entry-level economy car. The sweet spot seems to be the $25,000 to $30,000 range. Here, it’s possible to find well-sorted examples and some that have been upgraded with more powerful engines. They’re not award winners, but they’re not priced like them either.

Factory-new Luscombe 8s are presently in production by the Luscombe Aircraft Corporation in Jamestown, New York. All are LSA-compliant and are equipped with the 100 hp Continental O-200. The combination of light weight and relatively high power results in an impressive 600-foot takeoff roll and 128-mph cruise speed. Prices range from $130,000 to $200,000, depending on options.

Flight Characteristics

Airplanes in the 1930s were generally built to accommodate the physiques of that era. That said, they are snug by today’s standards. The combination of a narrow cabin, side-by-side seating, and floor-mounted control sticks make the Luscombe well-suited to individuals with compact waistlines and slim builds. Conversely, long legs or thick thighs will constantly battle the control sticks for space, and when conditions are gusty, the area beneath the instrument panel can become a busy, crowded place. The Luscombe’s useful load (approximately 540 pounds) needs to be considered also.

For pilots who fit comfortably, however, the cabin is perfectly adequate, and has visibility on par with most other small, two-place, high-wing types. Many models incorporate overhead skylights, which help to make the compact cabin feel more open and bright.

Most Luscombes use heel brakes. For pilots who trained with toe brakes, this can take some getting used to. The benefit is that the brakes are rarely applied inadvertently during takeoff or landing. Bulky footwear and boots are to be avoided in the interest of dexterity.

When equipped with the lower-powered engines, the Luscombe provides rather leisurely takeoff performance. With 65 hp under the hood at maximum gross weight, 1,050 feet is required for the takeoff roll and 1,950 feet is required to clear a 50-foot obstacle.

With the 85 hp engine, this goes down to 850 feet and 1,850 feet, respectively, and these distances are further improved with the Continental C-90. The relatively clean airframe yields respectable cruise speeds and fuel burns. One owner reports achieving 105 mph on 4.5 gallons per hour with his 65 hp machine.

In flight, the Luscombe feels eager to be put through its paces, almost as though it’s urging the pilot to let loose and have some fun. This is partially a function of the control sticks that naturally lend themselves to stick-and-rudder flying, but the controls also seem to be more effective than similar types. A pilot accustomed to flying a J3 Cub or Cessna 140, for example, might initially be chasing the ball while trying to keep his or her turns coordinated. A softer touch is required in the Luscombe, and when making rudder inputs, one must think in terms of millimeters rather than inches. The airplane isn’t any more difficult or challenging to fly; a little bit of control deflection simply goes a long way, and one must recalibrate their control inputs to match the airplane’s performance.

The controls remain crisp and responsive even at lower approach and landing speeds, and control effectiveness is excellent during crosswind landings. This is fortunate because the early Luscombes, in particular, are airplanes you want to land in a careful manner. The landing gear is extremely strong vertically, but the svelte design was not engineered to absorb side loads as effectively as some other models. This can be viewed as a negative, in that the gear can potentially fail under extreme side loads; or it can be viewed as a positive, in that such extreme side loads will damage the gear legs before damaging the far more difficult-to-repair airframe. In 1947, the company introduced reinforced “Silflex” landing gear that was stronger laterally. This gear could be retroactively installed on earlier model 8s.

Landing gear notwithstanding, the airplane is enormously fun to fly. Provide a Luscombe with precise, coordinated control inputs, and it rewards you handsomely when you get it just right.

Ownership

Two of the most important elements of a good ownership experience are parts availability and a vibrant community of owners. In both of these respects, the Luscombe 8 comes through in spades.

The aforementioned Luscombe Aircraft Corporation supports owners of legacy aircraft with factory tooling, a comprehensive parts inventory, digitized engineering drawings, and accurate historical records. Companies like Univair stock most airframe parts. Should you struggle to find a part, the type was produced in enough numbers that sourcing the most difficult-to-find items is typically a matter of posting a request in one of the online owners forums and networking with its enthusiastic members.

Luscombe 8A

Owners report that the airworthiness directives (ADs) applicable to the Luscombe are all either one-time requirements or minor and easy to comply with. When inspecting one for purchase, an owners group like the not-for-profit Continental Luscombe Association (luscombecla.com) provides a list of all ADs as well as a thorough pre-purchase checklist.

Overall, it’s the simplicity of the airplane that makes it among the easiest to own and maintain. Annual inspections are relatively quick and affordable. Troubleshooting is equally straightforward. Virtually no parts are prohibitively expensive to replace, and for the ultimate in simplicity, one can select an early model that lacks an electrical system altogether.

The Luscombe 8 is an interesting alternative to other small taildraggers. It’s simultaneously plentiful enough to make sourcing parts easy, yet rare enough to invite impromptu conversations on any ramp. It’s easy to fly, yet challenging to fly well. A fully restored, museum-quality Luscombe can be had for the price of an extremely average Cessna Skyhawk or Piper Archer. Alternatively, less-perfect examples are among the most affordable aircraft on the market, costing about as much as a new Yamaha sport touring motorcycle.

For a prospective new owner, this is an airplane that will welcome you to the sky but will never allow you to become bored. It will challenge you to refine your stickand-rudder flying skills, and will make you feel like a superstar when you rise to the challenge.

Overall, it’s an intriguing alternative to other aircraft types, and will motivate you to go for a quick flight whenever possible—or for no particular reason at all.

The post The Luscombe 8 Offers a Unique Trip Back in Time appeared first on FLYING Magazine.

In the early 1960s, general aviation was experiencing tremendous growth, and Beechcraft wanted a bigger slice of the pie. The competition’s ever-expanding product offerings were not going unnoticed, and Beechcraft decided to expand into new market segments. It developed a new, lower-cost training-and-touring airplane that provided stable comfort for long trips, the sturdiness necessary for a trainer, and even limited aerobatic capability. And thus, the Musketeer was born.

Over the following 20 years, the Musketeer would evolve into a wide variety of subtypes. More than 4,000 examples would be built, including the more powerful Sundowner and the retractable-gear Sierra. Here, we’ll explore the fixed-gear variants of the Musketeer family—and evaluate whether the combination of Beechcraft quality and refinement, at a price comparable to a basic Cessna or Piper, remains as attractive today as it was then.

Model History

Presented as a simpler and less expensive alternative to the popular Bonanza, the Musketeer was launched as a 1963 model following a particularly speedy development process. Beechcraft took the concept from a blank sheet of paper to full FAA type certification in only 16 and a half months.

The Musketeer family was marketed as something of a Swiss Army knife of GA aircraft, able to fill multiple roles from training to longer-distance touring. Perhaps as a result, few general aviation aircraft have as confusing an assortment of model numbers, subtypes and names. The Musketeer Custom, for example, became the Sundowner in 1972, when midway through production, Beechcraft changed various names and model numbers. Similarly, the A23-19 was configured as a two-seat trainer and became the B19 Sport. Later models added—at various points—a third side window, a second door, electric flaps, a wider cabin, and even an aerobatic kit that permitted basic aerobatic maneuvers. Other models were available with two small seats in the rear baggage area, for a total of six seats.

Over the 20-year production run, entry-level models were equipped with the 165 hp Continental IO-346 and 150 hp Lycoming O-320, while the more upscale models sported the 180 hp Lycoming O-360 and 200 hp IO-360, some with constant-speed props. Gross weights range from 2,200 to 2,550 pounds, depending on the specific model and whether the aircraft has been modified with a gross-weight-increase kit. Useful loads range from 800 to 1,050 pounds, again depending on the model.

Two books that have covered the type (Kites, Birds & Stuff: Beech Aircraft by P.D. Stemp and The Fabulous Flight of the Three Musketeers by Gene Nora Jessen) each dedicate multiple pages to outlining all the various permutations of the type in comprehensive lists that specify production numbers and serial-number ranges.

The IO-346 Engine

It’s rare for an engine manufacturer to design and build an engine for only one aircraft type, but that’s precisely what occurred with Continental and the IO-346. Produced for only five years, the 165 hp engine has a 1,500-hour time between overhauls and is essentially a four-cylinder predecessor to the popular six-cylinder IO-520.

The engine has some significant strengths. Owners regard it as reliable and well-designed, and many feel it produces more power than the rated 165 hp. But the availability of parts and maintenance is a concern. As of this writing, Continental has only one part listed in its entire system for the engine (cylinders), so owners are forced to scour eBay and other classified listings for parts, scooping them up for future use whenever they become available.

Only 540 examples of the engine were produced, and with an ever-dwindling number of camshafts, crankshafts and crank cases in existence, the scarcity of parts will become only more challenging as they’re used up. So, while the engine itself provides good reliability and performance, prospective owners should carefully consider the pros and cons before buying.

Market Snapshop

A survey of Musketeers and Sundowners listed for sale at the time of this writing found 18 examples ranging in price from $26,500 to $68,000, with a median price of $39,900. Most had midtime engines, and the median airframe time was a relatively low 3,300 hours.

The Musketeer family is one of the least expensive means of obtaining a certified aircraft equipped with the 180 hp Lycoming O-360. Based upon a survey of online listings, they can presently be had for tens of thousands of dollars less than Cessna 172s and Piper Cherokees equipped with the same engine.

Early 150 hp Musketeers are sometimes shunned by prospective shoppers in favor of the more powerful examples. This can be a mistake, as the lower weight of the 150 hp models maintains a comparable power-to-weight ratio. Additionally, the entire Musketeer family is equipped with 60-gallon fuel tanks. Compared with the 40- to 50-gallon tanks of comparable Cessnas and Pipers, this adds flexibility. Pilots can fill the tanks for long-range flights or leave some fuel behind for improved takeoff and climb performance.

Check Out More: Approachable Aircraft

Flight Characteristics

Despite the brash, swaggering image of its name, the Musketeer is anything but a swashbuckling daredevil. In terms of flight characteristics, the name “Engineer” or “Consultant” might be more fitting because the airplane is defined by quiet competence as opposed to snappy bravado. The airplane simply does what is asked of it with little complaint.

A second, left-side door was optional in the early years and eventually became standard, simplifying entry into the cabin. Once inside, Beechcraft’s goal to provide Bonanza quality at a lower price point becomes evident because the yoke, pedals and other touch points have a solid feel, devoid of any creaking or flex that can be found in some other types.

Like any other aircraft model, takeoff performance varies based on engine type. The performance charts, however, can be misleading at first glance; under identical conditions, the 180 hp Sundowner is listed as requiring approximately 10 percent more distance than the 150 hp Musketeer. A closer look reminds us that the more powerful airplane also includes a 250-pound greater maximum takeoff weight. A buying decision must therefore take into account the whole picture, considering not only horsepower but also fuel burn and useful load.

Visibility from the cockpit is fantastic, with the wing positioned far enough aft to provide a nearly unobstructed view downward from the front seats. The airplane is stable in cruise and remains stable in bumpy conditions. Handling is unremarkable, the controls delivering what is asked of them with the expected results, predictable feedback and no complaints. Beechcraft added an aileron-rudder interconnect to reduce the likelihood of stall or spin accidents, and it goes largely undetected during normal flying and maneuvering.

As comfortable as the Musketeer is on cross-country flights, owners concede that they will never win any air races; cruise speeds hover around 110 ktas in 150 hp airplanes and 120 to 125 ktas in 180 hp examples, burning 8 to 9 gallons and 11 to 12 gallons per hour, respectively. With the aforementioned 60 gallons of fuel capacity, the 150 hp models boast a maximum endurance of nearly nine hours and a still-air range of more than 900 miles.

The modest cruise speed isn’t far from the 95-knot limitation of the flaps, so a slight power reduction makes it easy to set up for an approach with 30 to 35 degrees of flaps available, depending on the model. Actuation varies as well, with some models sporting a manual floor-mounted lever and, on others, an electric, three-position switch adjacent to the power quadrant.

The trailing-link landing gear does a good job of absorbing firm landings, and the rubber discs minimize the tendency to bounce or rebound. Crosswind landings are made easier with main gear that, at nearly 12 feet apart, is spaced almost 2 feet wider than a Cherokee and more than 3 feet wider than a 172.

Musketeers have earned a minor reputation of being tricky to land well, and a survey of National Transportation Safety Board reports does reveal an assortment of incidents stemming from porpoising and improper flaring. Owners report that this is at least partially related to a CG that trends toward the forward limit. With two larger occupants in the front seats and nothing in the rear seats and baggage area, it’s easy to find oneself outside of the CG envelope, and with a forward CG, the elevator can run out of authority in the flare. This is further exacerbated during a flight because the CG moves forward as fuel is burned.

To remedy this, many owners make a habit of keeping supplies and even bags of sand in the rear luggage compartment. Midway through production, Beechcraft offered an optional 10- or 22-pound tail weight to counter the forward CG, which owners report improves the landing characteristics immensely. The Beech Aero Club offers detailed plans and specifications to fabricate a tail weight for aircraft lacking one.

Ownership

Compared with some other types, the Musketeer family is easy to own and maintain. With 4,460 examples produced, airframe parts are plentiful, and while it’s always worth seeking out a mechanic familiar with the type, maintenance is by the book, with no significant traps or pitfalls to newcomers.

Aside from the usual avionics upgrades, a freer-flowing exhaust kit and a well-respected vortex-generator kit, most Musketeers remain largely unmodified from their original factory configuration. While a number of ADs apply to each model, few are recurring and most are straightforward to address.

Shock-absorption duties are provided by simple rubber discs, and owners enjoy their trouble-free simplicity. While pricey at $4,000 to $5,000 (or around $1,000 via a third-party supplier), they last approximately 10 years and require zero maintenance. Most owners have replaced the corrosion-prone, black-colored ductwork that routes air through the cabin with modern, orange-colored ductwork. This is considered to be a particularly important modification that requires approximately $450 in parts and 10 to 12 hours of labor to convert.

Every owner would be well-advised to become a member of the Beech Aero Club. This well-organized type club provides a wealth of expertise, arranging social events, and renting specialized tools to members for low rates. Even prospective owners would benefit from membership; a continuously updated pre-purchase inspection guide is available, outlining all type-specific concerns to address when inspecting an aircraft.

Compared with more-popular types such as the Cessna 172 and Piper Cherokee, the Musketeer family offers a compelling set of strengths and few weaknesses for a relatively low price. Over the years, the type has quietly delivered refinement and reliability to its owners while going largely unnoticed by the masses.

Though a Musketeer will cruise about 10 knots slower than a Cessna 172, the additional 20 gallons of fuel capacity might enable it to reach the destination first if a fuel stop can be omitted. With a relatively large fleet size, few onerous ADs, and an enthusiastic and engaged owner’s group, the Musketeer family offers real merits that make ownership a pleasure for those who own, maintain and fly them.

This story appeared in the March 2021 issue of Flying Magazine

The post Approachable Aircraft: Beech Sundowner and Musketeer appeared first on FLYING Magazine.

On the spectrum of popularity, various aircraft types ebb and flow from decade to decade, and the most sought-after models become easy to spot. Cessna 170s and Carbon Cubs are currently among the most desirable types, and while their popularity and reputation are not necessarily undeserved, the resulting prices often stretch out of reach for many.

Less obvious are the underappreciated and undervalued airplanes that hide in the less-traveled corners of classified listings, and one that presently seems to be lurking there is the Stinson 108. The 108 is a four-place, steel-tube-and-fabric 1940s-era taildragger powered by a variety of engines. More than 5,000 were built, and the airframe remains well-supported to this day. We examine here its strengths and weaknesses, as well as explore how the 108 ranks as an approachable aircraft.

Model History

The 108 was first offered in 1946, and a total of 5,261 production aircraft were built through July 1948. Four primary subtypes were available: the 108 (or “straight 108”), 108-1, 108-2 and 108-3.

The “straight 108” was the initial model. It came equipped with a 150 hp Franklin engine and a gross weight of 2,150 pounds. The 108-1 saw an increase in gross weight to 2,230 pounds. The 108-2 came equipped with a 165 hp Franklin engine and bungee-based rudder trim.

The 108-3 was the first model that differed visually. The tail was increased in size and stood a foot taller than the preceding models. Unfortunately, the rudder itself was only slightly enlarged, and many pilots complain that the 108-3 is more difficult to handle in crosswinds and while taxiing in windy conditions. Rudder trim was provided via a trim tab, and the gross weight grew to 2,400 pounds.

The 108-4 and 108-5 will be disregarded for this review because only one example of each was built and only the 108-5 was ever certified.

Two trim levels were offered. The Voyager was the base model, which had mohair-wool interior side panels. The “Flying Station Wagon” came with wood interior panels that resembled the “woody” cars of the era and added a structurally reinforced rear floor that raised the weight capacity from 350 to 600 pounds. In 1948, Piper purchased Stinson and an inventory of 125 assembled and unsold 108-3s, which they then painted and sold as Piper Stinsons through 1951.

Market Snapshot

It has been said that every Bellanca Viking costs $150,000. The implication is that you’ll spend that amount in one of two ways: either in the form of repairs, making an inexpensive example safe and airworthy, or in the form of purchasing a pristine model in the first place. To a certain degree, the same logic can be applied to the Stinson 108.

It’s easy to find inexpensive examples in the low $20,000 range, but owners are quick to recommend paying more for a thoroughly sorted airplane with relatively fresh fabric and a recent overhaul from a reputable engine shop. The higher acquisition price can be difficult to stomach, but many have discovered the hard way that it’s costlier to individually tackle all of the issues that make an inexpensive model that much more affordable. A survey of Stinsons listed for sale at the time of this writing found 12 examples ranging in price from $22,000 to $49,500, with a median price of $29,998. All were equipped with Franklin engines, though one airplane with the Lycoming O-360 conversion did previously sell for just over $60,000.

Many 108s have metalized fuselages, eliminating fabric entirely. While the prospect of never having to replace costly fabric is enticing, the metal conversions reportedly create a louder cabin environment and are also a bit heavier, which reduces the useful load. Like any older tailwheel aircraft with steel tubing, the aft longeron tubing should be closely inspected for any signs of rust prior to purchase. Likewise, the aluminum wing spars should be carefully inspected for signs of corrosion.

Engine Options

Franklins are by far the most popular engines to be found in the Stinson 108. Named for their rated horsepower, the 150 and 165 are the most common, with a 1,200-hour TBO. The more powerful 220 has a 1,500-hour TBO, and the relatively rare 180 has a 2,000-hour TBO.

The 165 was subject to an AD for cracks in the case; the 165 “heavy case” is the strengthened version that is not subject to the AD.

The Franklin engine can be a blessing for the buyer if the engine has been maintained by a Franklin expert. The unfamiliarity of the engine tends to scare many prospective owners away, which reduces the airplane’s value accordingly. Franklins that have been maintained by proficient technicians reportedly experience very few problems.

But that lower resale value becomes a curse when selling a Stinson, and a Franklin that’s maintained like a Continental or Lycoming will likely experience constant issues. Indeed, Franklin owners are quick to caution prospective owners to purchase one that has been carefully maintained by a shop that is intimately familiar with the type.

Check Out More: Approachable Aircraft

The availability of engine parts such as crankshafts can occasionally be a challenge, but with the dedication of companies such as franklinparts.com, even the most difficult- to-source parts can be found at prices comparable to Continental and Lycoming parts. Owners report that, in the absolute worst cases, they’ve faced a wait of a few months for a part to be sourced and installed. A hassle, to be sure, but the inconvenience is somewhat balanced by the relatively low acquisition cost of these Franklin-equipped airplanes.

Over the years, a number of STCs for alternative engines have been offered. Most Stinson owners agree that the Lycoming O-360 and Continental IO-360 are the most desirable engines, primarily because of their higher power, light weight, and the ease of finding parts and service. Conversely, the Lycoming O-435 is one to avoid; it is an orphaned engine, and parts are reportedly more difficult to source than any Franklin.

Flight Characteristics

While reviewing the obscure Miles Aerovan, writer David Ogilvy once reflected, “The absence of much structure in the front of the cockpit was a mild discomfort to an imaginative mind.” Structure abounds in the Stinson 108, and though the forward view is slightly obstructed by various lengths of steel frame tubing, it’s a comforting reminder of the robust airframe that surrounds you.

Perhaps because of the Stinson’s Detroit origins, the interior is reminiscent of a classic automobile. Many sport classy, art-deco-era instrument panels with side windows that slide back, providing a healthy blast of fresh air, and the woody-style side panels that adorn the interior of 108s in Flying Station Wagon trim.

Like many Piper elevator-trim systems, the 108 uses an overhead crank. And like those Pipers, there’s a trick to remembering which way is nose up and which is nose down; when the knob passes over the left seat from front to back, it’s nose up, and when it passes over the left seat from back to front, it’s nose down.

The 108 wing is versatile: It can carry a lot of payload, or it can provide great short-field performance at lower weights. With a single occupant and half tanks, expect takeoff ground rolls in the 500-foot range with the 165 hp Franklin, and count on landings shorter than that.

Takeoff performance suffers at maximum takeoff weight, increasing to around 2,500 feet to clear a 50-foot obstacle. But in exchange, most 108s will provide a useful load of 900 to 1,000 pounds. Speed varies by engine. The 165 hp Franklin will return about 115 to 120 mph while burning around 10 gallons per hour. More-powerful engines greatly enhance takeoff-and-climb performance but only increase cruise speed by 10 to 20 mph.

Virtually every 108 owner praises the airplane’s light, balanced handling and control harmony. Stalls are docile and amount to a mush with plenty of tactile warning and no discernible break or wing drop. Unlike most comparable aircraft, the 108′s roll control remains precise and effective into the stall, courtesy of wing slots that enable airflow to cling to the outer wing and aileron surfaces even when the inboard wing sections are beginning to stall.

Flaps are extended via a manual floor-mounted lever. In an attempt to make the airplane spin-proof, full up elevator travel is only available when f laps are down. When the flaps are up, a tab on the flap lever itself limits the maximum up elevator to approximately 9 degrees less than full up travel.

Firm landings are softened by the 108′s plush suspension design. Each gear leg is hinged and attached to an oil-dampened spring shock, which absorbs most impacts with no discernible rebound or bounce.

Ownership Experience

Despite being a 76-year-old design, the 108 is remarkably well-supported today. Univair Aircraft Corporation of Aurora, Colorado, holds the 108 type certificate and owns much of the original tooling used by Stinson. Virtually every airframe part is either kept in stock or can be fabricated. Owners of the 108 also enjoy an active owner community, primarily in the form of the International Stinson Club. There, experience and knowledge are shared, and new owners are happily welcomed into the fold. Airworthiness directives are few and straightforward. Only about five apply to the airframe, and most involve one-time fixes.

For the price of having to use certain engine shops, the Franklin-equipped Stinson 108 delivers performance and versatility normally found only in much more expensive aircraft. The unique engines provide discounted ownership of a capable four-place taildragger with outstanding load-carrying ability and short-field flexibility.

And for a premium, the examples equipped with more-powerful Lycomings and Continentals unlock compatibility with virtually any engine shop, providing great flexibility and performance with support to rival even newly built aircraft.

This story appeared in the January-February 2021 issue of Flying Magazine

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Yes, it feels like a great match—the National Aviation Heritage Invitational’s 20th year will be celebrated at the STIHL National Championship Air Races in Reno, Nevada, on September 15 to 19, 2021. The vintage aircraft competition, founded in 1998, pits restored aircraft from five categories against each other for the Neil A. Armstrong Aviation Heritage Trophy during the air race event.

The goals of the NAHI are twofold, according to the association: “To encourage the preservation of our rich aviation history by encouraging the restoration of vintage aircraft to airworthy condition and to help inspire our nation’s youth to pursue careers within the aviation and aerospace industry.”

Aircraft must be restored to airworthy condition and be manufactured at least 45 years ago at the time of the 2021 competition—so, 1976 or earlier. The aircraft compete in five categories, based on age and disposition:

Antique: These include civil aircraft manufactured in 1945 and earlier. The winning aircraft will be awarded the Orville and Wilber Wright trophy.

Classic: These include civil aircraft manufactured from 1946 to 1956, inclusive. The winning aircraft will be awarded the Paul E. Garber trophy.

Contemporary: These include civil aircraft manufactured in 1956 to 1976, inclusive. The winning aircraft will be awarded the Steven F. Udvar-Hazy Trophy.

Military: These include military aircraft manufactured in 1976 and before. The winning aircraft will be awarded the Henry “Hap” Arnold trophy.

Large Aircraft: These include aircraft (both civilian and military) that were manufactured in 1976 and before with wingspans of 45 feet or more. The winning aircraft will be awarded the Herb Kelleher trophy.

An additional “People’s Choice” trophy will be awarded to the aircraft receiving the most voted from the event’s attendees. The NAHI site is now accepting applications for the 2021 competition.

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A few years ago, I strolled a back alley in Volterra, Italy, and stumbled upon a cluttered workshop where craftsmen were sculpting large chunks of alabaster into gorgeous works of art. Every surface wore a light coating of fine alabaster dust probably dating back to the 16th century. The worn hand tools and the techniques the artisans were using looked as if they had been passed down through the generations—relics from a time when the elders taught their children the family trade and those children taught their children.

The passing of an artisan’s skills from one generation to the next has always been a time-honored tradition meant to ensure that a family’s legacy is preserved far into the future. This philosophy is very much intact at Felts Field (KSFF) in Spokane, Washington, where Addison Pemberton is passing not only the skills, techniques and passion for restoring golden-age antique airplanes down to his son Ryan Pemberton, but also the valuable life lessons that assure success for the next generation.

Anyone with an interest in antique aircraft from aviation’s golden age has most likely seen the work of Pemberton and Sons Aviation at a museum or an airshow. The most visible is the 1928 Boeing 40C that the Pembertons restored into what many believe is the most beautiful example of a restored airplane of the era. The 40C is now owned by the Western Antique Aeroplane and Automobile Museum in Hood River, Oregon. The family is currently working on their 21st rebuild or full restoration, a 1930 Travel Air 4000.

The skills needed to take nothing more than a data plate and a basket of reclaimed parts and turn it into a gorgeous flying museum piece have not changed from the early days of aviation. The masters that can complete this feat of incredible determination are a rare breed, estimated by Addison to be only about 100 in the US. While many people can build airplanes, it takes a multitalented genius to break these huge, yearslong projects into bite-size pieces.

The skills required to bring golden-age airplanes back to life are not taught in any school; they have to be hard-wired into a person’s soul. Artisans like Addison and Ryan have had their talents nurtured from a very young age. Both of these Pembertons were shop kids lucky enough to have elders who would teach basic safety around power tools and then stand back and let a child’s imagination drive the train.

“My father was an inventor, and we’ve owned a manufacturing company my whole life,” Addison says, “so I grew up in the machine shop and got handed an acetylene torch when I was 8 years old and told to not burn the building down. Myself and my buddies had free run of the milling machines and lathes and, of course, built all sorts of go-karts and minibikes. My father’s attitude was to treat us as adults, which instilled a great deal of confidence in us as young boys. But with the freedom in the shop came the responsibilities to learn correct techniques and practice safety.”

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Years later, after Addison had moved Scanivalve—the family business—to Spokane, he brought his son Ryan in the shop at an early age. “One of the greatest things that my dad did for me was to treat me like I was capable of learning and developing,” Ryan explains. “He got that from my grandfather, and I hope to treat my kids the same way. I grew up in a shop where I had two experienced, knowledgeable guys—my dad and my grandfather—who were there to invest in me and allow me to try my hand at anything. I was running a lathe making parts when I was 11 years old, not because I was a wonder child but because my grandfather had the patience and the willingness to teach me proper techniques. When I was 13 years old, my dad supplied me with a TIG welding torch and all the equipment. There was never a question if I would be involved in aviation; it was just a question of what my involvement would look like.”

Addison explains that there wasn’t a particular time when the torch was passed to Ryan—it was a purely natural progression. “Literally from the time he could walk, Ryan grew up watching the shop environment. In high school, he began to show a keen interest in working with metal, so we bought him an English wheel…his skills on compound-metal work and welding surpass me these days.”

Today, Pemberton and Sons is comprised of Addison and Ryan, plus Addison’s wife, Wendy, son Jay and a team of volunteers. “I call Wendy my ‘cover girl,’” Addison says. “She does all our fabric work and is well-versed in all the covering processes. Jay is a 14,000-hour pilot for a major cargo airline but helps us with assembly and maintenance, plus flying everything we have, including the 40C at WAAAM.”

Addison and Ryan agree that within each restoration project, there are a number of challenges that must be overcome. “The thing I like about restoring golden-age antique airplanes is that, in so many cases, you can’t just call an 800 number and give them a credit card and have the part show up,” Addison says. “We’ve got to build the part from scratch, which means going back and putting ourselves in the original designer’s head. And oftentimes we’ve got to come up with tooling to do so. That is the challenge we really enjoy, and I am now able to give my son Ryan a set of drawings from the 1920s, and he can make that part equal to or better than new.”

As this article was being written, Ryan was flying the family’s trusty Cessna 185 to the Antique Airplane Association’s annual fly-in held in Blakesburg, Iowa. Addison uses this event as a gauge for what the future holds regarding the restoration and preservation of golden-age airplanes. “If you go to Blakesburg, you’ll see a lot of gray-haired guys, but you’ll also see a lot of 20-somethings that are interested in learning the craft. Because the majority of the people doing this work are more than happy to pass on what they know to the next generation, I feel confident that the skills required to keep the old stuff flying will not be lost,” Addison says.

This story appeared in the December 2020 issue of Flying Magazine

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The green fields of south-central Iowa create a smooth tapestry over which to fly—and Robert L. Taylor found his home a great place to restore and celebrate the classic aircraft he loved. Taylor, of Ottumwa, Iowa, founded the Antique Airplane Association in the Summer of 1953, taking out a classified advertisement in the September 1953 issue of Flying calling for like-minded pilots interested in “Flying Restoration and Photography of old aircraft” to join the newly minted group at $1 per year. He had 12 takers—breaking even on the $12 cost of the ad.

Taylor passed away on June 20, 2020, only 12 days ahead of his 96th birthday. While he had stepped down from leading the AAA, he remained its chief in spirit and on the board of directors. Based at Antique Airfield (IA27), an expansive grass strip near Blakesburg, Iowa, AAA continues under the guidance of Taylor’s son, Brent, who serves as its executive director and treasurer of the Airpower Museum, also located at the airport in Blakesburg.

“Bob,” as friends knew him, served in the US Army Air Force in World War II, and the Air Force in Korea—but when at home he ran the FBOs at Ottumwa along with other local airports. In 1954, the first AAA fly-in was held there, with the airfield at IA27 established in 1970. The annual AAA/APM Invitational Fly-In is still on for 2020, from September 2 to 7, and a celebration of Taylor’s life and contributions to the care and flying of vintage aircraft is planned for that event.

A remembrance of Taylor is posted on the Antique Airfield’s Facebook page.

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