Mojave Flyer wrote:Franklin Parts in Texas, Franklin Aerospace and Southern Aero in NC are a few that I have found.

Sorry if this derails the thread, but it seems relevant. I would be really curious to hear from folks that have actually owned Franklin-powered planes, rather than perpetuating the myth of what they had heard from a guy that knows a guy.

Thx for any input.

JB

Those are the places that I'm aware of with large stockpiles of parts, but I think Southern Aero and Franklin Aerospace are working together, so I consider that a single source of parts. Susan (Franklin Engine Company) is working with Chris Collum from Airworx for overhauls. I know some parts are scarce (cams and cranks), but I haven't let that deter me yet. As mentioned, I already have a 220 to work with, if I end up with an M4 220C, I'll have a spare engine, and I have an overhaul kit for it from Susan that includes everything but sleeves and pistons.

So while there may not be as much support out there as there is for the Lycontinentals, it's not non-existent either. There's a couple of other places out there that can do cylinder overhauls, but I'd make sure they really know Franklins. Just this week, there was a guy on the Stinson group asking about excessive oil consumption on a fairly recent rebuild. The logbook said the cylinders were honed and new rings installed. A few of the "old timers" caught on to that and suspect the cylinder bores are over spec, causing excessive blow by. They mentioned that the sleeves are supposed to be machined undersize, then honed to 4.500-4.501". So likely someone that didn't know Franklins thought they were good with a hone and fresh rings, and that's not the case. I suspect that's a pretty common story.

172Heavy has posted about his experience and probably knows one or two people he would trust for an overhaul.

whee wrote:

1:1 Scale wrote:Just got another insurance quote- within $100 of what I'm paying now. There goes the myth of Maule's costing more to insure! Or maybe Stinson's don't get the credit they deserve in that regard Hahaha!!

Who'd you get the quote from?

Jack Harrison at Falcon Insurance

Thanks for the response Kelly. I will see if I can find 172Heavy's posts.

JB

Mojave Flyer wrote:Thanks for the response Kelly. I will see if I can find 172Heavy's posts.

JB

No problem. I'm far from an expert, just learning as I go. I've read just about every post on the Stinson yahoo group for the past three years, so that and a buck fiddy will by me a coke at the corner store...

Anyone have any experience with Razorback fabric and Dupont Imron paint? It's my understanding that Imron is rather hard/brittle and wouldn't be good on top of fabric, but I also understand that the more recent the paint job, the more likely the paint is to be flexible since so many cars have flexible plastic bumpers. No idea if that translates to airplane paint jobs though...

Even with additional flex agents added, auto paint and fabric don't mix well.

Not any answer to your questions but I owned a 108-2 with a 0-470 in it many years ago.
It was a very good performer, had the big 108-3 tail which was part of the STC.

1:1 Scale wrote:

Mojave Flyer wrote:Anyone have any experience with Razorback fabric and Dupont Imron paint? It's my understanding that Imron is rather hard/brittle and wouldn't be good on top of fabric, but I also understand that the more recent the paint job, the more likely the paint is to be flexible since so many cars have flexible plastic bumpers. No idea if that translates to airplane paint jobs though...

If it's not cracked already, it will be very soon. I've NEVER seen one that didn't. Flex agents were made to provide a one time flex in automotive topcoats, for the plastic flexible bumpers on cars as previously stated.....they diminish over time, and weren't meant for the infinite number of cycles of flex that are involved with aircraft fabric...even Razorback. Razorback is also heavy, so the empty weight will reflect that. The reason it was invented in the first place (I know the guy that invented/STC'd the process) was that the alternative was cotton or Irish linen at the time and the life expectancy was very short....Razorback was a huge improvement over that.
John

M6RV6

"Stinson is the Cadillac,"

When I think of Cadillac comfort in old rag and tube planes I first remember flying in FAIRCHILD F24 with a Warner Scarab engine. Walnut paneling, Leather, AND ROLL UP windows and solid closing doors.
Always reminded me of flying in the comfort of a 56 Buick.

Takes all kinds
To each his own

Chris

I forget who to thank for the edit but I sure appreciate it.

wannabe wrote:M6RV6

"Stinson is the Cadillac,"

When I think of Cadillac comfort in old rag and tube planes I first remember flying in Stinson F24 with a Warner Scarab engine. Walnut paneling, Leather, AND ROLL UP windows and solid closing doors.
Always reminded me of flying in the comfort of a 56 Buick.

Takes all kinds
To each his own

Chris

Chris, are you sure you don't mean a Fairchild 24?

Vaughns

It reads like a Fairchild to me

Thanks

I love the Fairchild's with the Ranger engine. That would be one fine airplane to tool around in!

I fell in love with the panel and interior of my Stinson when I saw it. I reminds me of a '50's Chevy and a different era. If only I lived closer to sea level...



She really deserves some fresh paint...

wannabe wrote:M6RV6

"Stinson is the Cadillac,"

When I think of Cadillac comfort in old rag and tube planes I first remember flying in FAIRCHILD F24 with a Warner Scarab engine. Walnut paneling, Leather, AND ROLL UP windows and solid closing doors.
Always reminded me of flying in the comfort of a 56 Buick.

Takes all kinds
To each his own

Chris

I forget who to thank for the edit but I sure appreciate it.

I was just trying to follow the thread discusion on the 220 M4 and the 220 Stinson?
I still feel the Stinson is the Caddy of the 2, sit back and ride along with a smile on your face and enjoy the performance!
Now the M4 is a Balls to the Wall, Jerk it off the ground pound the rudder and pretty much make it do what ever you think you can get away with!

Dam, would have either one and enjoy it!!

Have a 210 I would trade for either one!!

Well, NOW I've done it The deal went through on this M4 220C last week. It's being kept in Ohio until I can sell my Stinson and free up hangar space.

Any operating tips for the 220 to keep it happy and running for a long time? I'm assuming they're less forgiving of engine mismanagement due to the higher compression...

Cool! Have any more pictures?

Here's a link to an album that my friend made after he first looked at it: https://drive.google.com/folderview?id=0BxhQ5VkMlCTkWlNmWE5EVjBlVU0&usp=drive_web

She's a bit heavy between 1450-1500 lbs. empty, so we'll see what can be removed to lighten it up a bit after we get it home. Still has the heavy Razorback fabric also, but that's going to have to stay on for a while.

Good for you! Get rid of the wing leveler & associated junk you don't need it. Can't see in the pic's if it still has a Maule tailwheel? If so I would change out to a ABW instead. Put in a set of shoulder harnesses. Would also recomend a new fuel valve with the both positision if it doesn't have it. Modify your doors to patroler doors to enjoy the view when able. Other than that ENJOY!

vaughans

Awesome, great looking aircraft. A very hard working aeroplane.

Now for some extended HD gear, and some bushwheels

vaughans wrote:Good for you! Get rid of the wing leveler & associated junk you don't need it. Can't see in the pic's if it still has a Maule tailwheel? If so I would change out to a ABW instead. Put in a set of shoulder harnesses. Would also recomend a new fuel valve with the both positision if it doesn't have it. Modify your doors to patroler doors to enjoy the view when able. Other than that ENJOY!

vaughans

Ya think I should keep the radar altimeter? It has a Scott 3200 tailwheel, so we're good there. Shoulder harnesses are definitely on the list, as are patroller doors. How involved is it to do shoulder harnesses in the rear? VG's and extended gear are on the list for later, after I get some hours in it. Not sure if I'll be off airport enough to justify the tires, time will tell.

Gotta get it home, first!

I had a m4 220c about 10 years ago, and the only tip that made since to me and we used, was to preheat, and warm up the engine completely before adding a bunch of power. I was told that because it is such a tight tolerance engine that it doesn't tolerate cold running as well as the lyc and contintental.

Dumping the Razorback would really lose some weight...pretty good "bang for the buck".