I know the 108-1 is not approved for spins, I also know that to be approved for spins a plane must be able to come out with hands off.

SO anyone have any information/experience on the spin charistics of the Voyager?

Thanks

I know that the Stinson exhibited some undesirable characteristics during factory spin testing, so the leading edge slots and elevator travel limiter was added to prevent spins in the first place. I haven't tried, but suspect it may be hard to spin.

I also heard a story of a couple of guys dead set on spinning theirs, so they taped over the slats. Appparently they blew out both rear windows during the recovery attempt and required a change of underwear after landing.

spins are allowed if you are in utility category -1900lb. its only prohibited intentional with flaps down, its funny but before univair had the type certificate it was approved for rolls and loops I guess they did not want the liability

Yep- this is what the type certificate says for the -1:

"Model 108-1 and Model 108-2 (Landplane)
"Normal Category (GW-2230 lb.).
No acrobatic maneuvers including spins approved."

"Utility Category (GW-1925 lb.).
No acrobatic maneuvers approved except those listed below:
Maneuver Entry Speed Chandelle 120 m.p.h.
Lazy-Eights 115 m.p.h. Stalls (except whip stalls)
Spins (intentional spins prohibited with flaps down) No inverted or snap maneuvers approved."

I haven't spun mine for fear of spending more $$ on gyros (It's an IFR bird). If you do it, I'd be interested to hear your impressions.

RDUStinson wrote:I also heard a story of a couple of guys dead set on spinning theirs, so they taped over the slats. Appparently they blew out both rear windows during the recovery attempt and required a change of underwear after landing.

Now Bill, why would you do something crazy like that

Vick, aren't you supposed to be workin?!

Seems like I needed to carry some flaps in order to get mine to spin, but that has been a few decades ago.........RB

The Stinson spins nicely.....if you can get it started.
I went up with my instructor after I got the Stinson to do spins, I think it took him 3 try's to get into a spin, but could get it to go every time once he figured out. He did 2 and I did 3.
Seemed like the nose was pointed straight up. No flaps. Let go of the yoke when you have had enough.
I have tried to do it again recently, got close....but pussed out.

NineThreeKilo wrote: I also know that to be approved for spins a plane must be able to come out with hands off.
Thanks

Not true. To be certified in the Normal category, the manufacturer must demonstrate that an airplane can recover from a one turn spin in one additional turn or less, using normal spin recovery control inputs.

To be certified for spins, the manufacturer must demonstrate that the airplane can recover from a FOUR turn spin, in no more than TWO additional turns, again using normal spin recovery control inputs.

There is no certification requirement that suggests that an airplane should or must recover from a spin by relaxing control inputs, or applying neutral controls.

Also, a manufacturer MAY certify a NORMAL category airplane by use of alternate means of compliance, ie: Spin recovery parachute, aerodynamic alterations to preclude the airplane from spinning, stick shaker/stick pusher, etc, etc.

MTV

Terry wrote:The Stinson spins nicely.....if you can get it started.
I went up with my instructor after I got the Stinson to do spins, I think it took him 3 try's to get into a spin, but could get it to go every time once he figured out. He did 2 and I did 3.
Seemed like the nose was pointed straight up. No flaps. Let go of the yoke when you have had enough.
I have tried to do it again recently, got close....but pussed out.

Terry is correct. The old Voyagers do spin very nicely but you have to agrevate them to get them to spin. I suspect most Stinson owners know, but others don't, is the fact the Stinson 108 series limits the amount of "up" elevator travel with the flaps "up" (3 degress if memory serves). This was a design feature to aid in stall/spin prevention. More elevator deflection was allowed flaps down so full stall landings could be performed.

As for auto-recovery from a fully developed spin I'm sure MTV has a point and my memory isn't what it used to be but the Stinson's were certified under CAA rules (pre-cursor to FAA) and the spin recovery requirements were different back then. I do seem to recall "hands off recovery" was a requirement back then.

Hands down, the Stinson has the most docile stall/spin characteristics of any aircraft I've flown with perhaps the exception of the Wren. They are great old birds.

Eddie Stinson was the first to figure out how to get out of a spin. The the story is that he was in a spin and tried everything to break it but nothing worked. As the earth was getting closer and nothing was working he pushed the stick forward to get it over with, and broke the spin.
He became the first civilian instructor in the United States Army, demonstrating this maneuver.

He was also accredited for one of the foremost safety factors ever developed for the airplane.
Any guesses?