Hey does anyone have a Stinson Checklist set up on excel or word or pdf??

I spent lots of time setting up one for my old 182, then for my stinson, then it went away when my computer crashed and I wasn't smart enough to back it up to anything else.

Thanks for the help in advance. Stinson 108-1 with 150 Franklin, but any 108 would be helpful at this point.

Thanks again,

Keith

Hey Keith- yes, I've got a trifold version I did in MSWord / pdf for my -3, then had laminated. It's based on the POH. PM me your email address and I'll happily send it to you!

-Bill

RDUStinson wrote:Hey Keith- yes, I've got a trifold version I did in MSWord / pdf for my -3, then had laminated. It's based on the POH. PM me your email address and I'll happily send it to you!

-Bill

Bill email it to me and I will post it here.... [email protected]

Done- thanks Zane!!

-Bill

Awesoome thanks guy, PM on the way

I attached it to RDUStinson's first post. See the attached files in there.

46Stinson- no problem- Z makes it easy. If there are any other Stinson resources you need, please let me know!

RDUStinson wrote:If there are any other Stinson resources you need, please let me know!

New pistons and cylinder cases!

So you start your take off roll w 0 flaps, pull the first notch @ 70??

Also you said use all the runway, people have always taught me you should immediately start turning out after you lift off (helps make the impossible turn more possible if something goes south). Or did you mean takeoff from the very end of the runway vs. say a intersection?

So you start your take off roll w 0 flaps, pull the first notch @ 70??
Also you said use all the runway

93kilo- the text you refer to is under the section for "short / soft field takeoff", and yes, that's what I do- accelerate without the drag of the flaps, then add the first notch to levitate off the ground. I wouldn't reccomend that approach unless you're pretty comfortable with the airplane, though, as you have to lean pretty far forward to reach the flap handle, changing your view of the runway and possibly shifting your weight on the rudder pedals. The opportunity for disaster definitely presents itself. Having one of EZFlap's contraptions would make this much less of a concern.

And yes, "use all the runway" means don't give up the 50ft between the taxiway and threshold- backtaxi as far as you can. The subject of running shortfield takeoffs has been covered elsewhere.

As far as climbing out, I was taught to magimize rate of climb with a straight-ahead climb until reaching 500' AGL. Any engine failure below 500 AGL is a straight ahead landing-don't even tempt yourself with the "impossible turn".

Disclaimer: Most of what's in my checklist came from the Stinson POH, but there are some personal modifications. And I am NOT a CFI.

As far as Franklin pistons- they are made by ECI and can be had. Susan Prall from A1 Services in TX periodically places volume orders. Cylinders could theoretically be had from the TC holder in the Czech Republic, but I don't know of anyone who's gotten any. Quality overhauled cylinders are available from a number of sources.

-Bill

people have always taught me you should immediately start turning out after you lift off

93kilo- one other comment- I'd urge you to rethink that approach , in consultation with your CFI. A few years ago I was first on scene to an ultralight crash that I'm convinced would not have happened had the pilot climbed straight out instead of executing the immediate turn you recommend. The pilot says as much in his later evaluation of the accident. I'm sure he won't mind if I link to his post here:

http://www.fly-ul.com/crash/lunsford/

I find the video pretty enlightening.

-Bill

I start my turn (if the conditions accommodate it) at a few hundred feet, providing a good airspeed and a positive/nominal rate of climb, by no means am I saying to roll 45 right when your wheels break ground! Very gentle turn, just so I can always make it back if I have to.

If you have a huge amount of space infront of you, then obviously keep going straight ahead, however if your are departing from say KHQM then you might not want to keep going towards the ocean.

It's a threat matrix, fly away from that which might cause a problem until you are facing the lesser of the evils... you have a 8500' runway with flatland infront of it, well keep it on runway heading! If you have nothing but trees after the runway and open space on the DW side, start inching it over to DW earlier on.

I have been in some situations where I did a circling climb above the airport to 6500AGL



In the case of that ultralight, I would say he had a whole mess of things that contributed to that. However his turn was not the problem, with that treat matrix I was talking about, those trees are probably to biggest ground threat I saw in that video, if I was going to turn I sure as hell would have not made towards big trees (at least not until I had some real altitude). Having full back on the stick during the stall didnt help ether.

Checklist? I use RSG - ready, set, go!