A 30-Year Love Affair With My Stinson

Having been the caretaker of a classic Stinson 108 Voyager for 30 years, it seems time to share some of its history and a bit about my experiences owning one.

The lineage of the Stinson Aircraft Corporation goes back 97 years to 1925. The company’s creator, Eddie Stinson, led the company until 1938 when he was killed in an accident near Chicago. His older sister, Katherine, who took her first flight in 1912 on a Wright Model B, was the first in the family dynasty to fly, setting many other ‘firsts’ for women. 

Prior to 1946 the company had designed and built over 78 different aircraft including several variants. The names you might recognise include such worthies as a variety of Detroiters, (named after the city where they were built) several different models of Trimotors used as airliners and at least 5 years of Reliants including the luxurious and cherished Gullwings. Today, all are pampered antiques rather than the workhorses of the past. 

During World War II, Stinson Aircraft Corp was kept busy manufacturing their L-5 Sentinel as well as the tiny model 10, also known as the 105. After the war Stinson returned to building civilian aircraft; the first of these was a revision of the Stinson 10A. This was developed into the very popular four place Voyager 150 series, better known as the 108. The prototype was built immediately after the war with the first deliveries a year later in 1946. 

Advertising focused on farmers and ranchers as potential buyers of the “Flying Station Wagon” featuring its load carrying and short and rough field capabilities. Whether on wheels, skis or floats, the 108 proved to be almost equal to the advertising claims.

The 1946 150hp Stinson 108, then priced at $4,464.73 was built by the Stinson division of the Consolidated Vultee Aircraft Corporation, located in Wayne, Michigan. By the end of 1948, Stinson produced over 5,000 108’s in a variety of versions ending with the 108-3. A dash 4 never went beyond the prototype and only one was built. Later, financial difficulties resulted in the company’s assets including 200 unsold Voyagers and Stationwagons being sold to Piper Aircraft Company who promptly held a “fire sale” to clear out their inventory.

The 108-2, known as the Flying Station Wagon with the engine upgraded to the 165 hp Franklin and a baggage door added for easier access to an area behind the back seats. It is a true four place aircraft, and it will carry 4 adults with no problem. The last of the line was the 108-3 and is easily identified by the much larger fin and rudder. This model is preferred by float operators who also usually install larger engines varying from 180 to 220 hp.

In 1946 when I was just two years old, the Stinson that eventually became mine came off of the assembly line in December. Serial number 108-1296 was purchased in January 1947 by Mr. Merle Andrew Robert Smith, from Bathurst, New Brunswick, it was registered as CF-EZB and was cleared through customs at Windsor, Ontario with an export C of A and then flown to the east coast. While there it accumulated some 900 plus hours. Some time later, the original 6 cylinder 150 hp Franklin was replaced with the more powerful 165 hp model. This resulted in a change in the model designation to a 108-2.

Some of this history was gathered at an airshow in Abbotsford, BC after I had taxied into the static display area where it would spend the weekend. A man ran up to me asking if this was my airplane. Thinking that I had done something wrong, I hesitantly replied that yes it was. Instead of abusing me, it turned out that he was excited to see his old aircraft again that he had owned in the ‘60’s

The first logbook that I had began May 7, 1958, and showed at total of 989.5 hours since new in 1946. There is no mention of any accident history but anything prior to 1958 remains a mystery.

By 1969, EZB’s total time had increased to just under 1700 hours; mostly flown in the central interior of British Columbia while being based in Kamloops and Clearwater. It then went dormant for several years and arrived disassembled in Langley in the fall of 1976. Reassembled, it flew again until the fall of 1980 and then it was idle until June of 1987.

In July of 1990, it was purchased by a friend living in California. I helped him load it on a trailer and haul it to his home near San Luis Obispo where it remained for just two years, registered as N46LG. By then he had determined that a Stinson wasn’t quite what he needed at that time and I bought it and returned it to Langley. Once home, I was able to reregister it once more as CF-EZB. 

Prior to buying the Stinson, I did have some experience with a variety of taildraggers. My taildragger checkout was in a Piper J5 and then went on to enjoy a single seat Pober Pixie. Among others there also was some Fleet Finch, Luscombe, Quickie Q2 and Porterfield time making the transition to the Stinson pretty much a non event. 

In the Stinson as with all taildraggers, you need to remind your feet that they have to participate in all aspects of the flight. Paying attention speed on base and final almost always resulted in a smooth landing. (you know, that one that no one ever sees). Partial flaps were always used for takeoff to reduce the runway needed and full flaps for landings. Practise stalls at altitude were a non-event. As to spins, I have no idea as they are not my most favoured maneuver. The airplane is stable in flight. Having both elevator and rudder trim made it possible to let go long enough for a few photos or a map check (being an analog type, I get confused by all the digital panels today and still preferred paper).

My 33-year relationship with the Stinson opened doors and provided the opportunity to visit parts of Canada and the northern US in a way that otherwise would not have been possible. In some 900 plus hours, I learned some of the skills needed when owning the Stinson including routine maintenance and annual inspections that meant I had to get my hands and coveralls dirty. My AME and best friend, Werner Griesbeck, made sure that I did all the ‘grunt’ work. Things like removing inspection covers and panels, back seats to get access to all the cable and pulleys, spinner and cowlings. I got to change both the oil and filter and of course, clean up. He would do the actual inspection and the logs, then I was designated to put it all back together. Under his supervision we did an engine change and painted it in the color scheme as per the 108 prototype, NX31519. When I bought the plane, it was painted in 3 colors, brown, and yellow with red trim and while it looked tired, none of the 100 plus Young Eagles flown seemed to notice. 

As I was not only in the paint industry but had painted several other people’s airplanes, I did take a lot of heat over the appearance. I was prone to responding to the critics with either a rude remark or by saying that a bad paint job is like a bad haircut, you can’t see it from the inside. However, I eventually acknowledged the critics and got with the program. 

The paint job was an epic in that it was completed from start to finish in just a month. This included taking the wings off and trailering it to Werner’s shop in Aldergrove. Once there he determined that the fabric was sound, but it did require a thorough and careful sanding to remove most of the old 3 color finish. 

My wife and daughter played a major role in that effort while learning not to sand through rib stitches etc. I took two weeks’ vacation and generally worked from early morning till late each day. All the metal parts were paint stripped, repaired as needed and primed for the topcoats. Masking for the vintage look took some time in order to get the curves and lines just right. 

The actual painting was done by both Werner with me having to put my money where my mouth was. After all, I should know all about this sort of thing having sold both spray equipment and paint for the previous 30 years. Fortunately, I had done enough demos and paid close enough attention in the classes that I had taught that somehow, I made it work. I did however “sign” my work with a run when painting the aftermarket fiberglass wing tips one Sunday afternoon prior to heading out of town for work. Werner got to sand those out and repaint the tips while I was away – 3 times as he also had some issues with runs. 

18-inch registration letters were painted on the top and bottom of the wings as per the 1946 rule, but I drew the line at putting the 12-inch letters on the side. There I went with more discrete 6-inch letters located just under the Stinson logo on the fin.

At the end of the month, she was trailered back to the airport and reassembled looking pretty in her new colors. In addition to the painting, a useful addition was the installation of sliding windows. These proved to be great for both ventilation and photography. This comfort level was appreciated on those longer hot summer flights.

Some time later a pair of wheel pants complete with all the hardware were located at a flea market at the Evergreen Flyin in Vancouver, WA. After a little bodywork and paint, they were installed to complete the vintage look. People liked what they saw, and we came away with awards from several flyins

In 2019, plans were made to fly the 4200 miles to and from Oshkosh for the 50th anniversary of that event. That was a particular poignant trip as it was shared with Werner who had suffered from cancer for more than five years to that point.

This trip mandated a very thorough annual inspection that saw everything attended to with perhaps even more than the usual diligence. The back seats were removed to make room for our baggage and the installation of a cargo net. The wisdom of installing the net was made clear during what became a very interesting arrival and departure on the return trip. More on that later. The GPS was updated and backup maps ordered. While some might call that a “belts and suspenders” plan but being somewhat digitally challenged, I wanted to have the option.

The trip to OSH included an overnight stop in Regina, SK and then again in Winnipeg, MB where I picked him up. Werner’s health mandated that he avoid sitting for extended periods and he made the trip there much faster via the airlines.* 

Arriving at Oshkosh that had been submerged by a two-day rainstorm; we had to wait most of a day to get to a dry(ish) parking spot along with many more Stinsons from all over the country. 

Winds had played an integral part in the trip. They were tailwinds all the way east providing a ground speed of 165 mph and of course, the head winds reduced the groundspeed to 80 mph or less when heading back west. They also provided the mandatory cross winds whenever a fuel stop was required. Cross wind landings could be interesting but no particular problem if a bit of slip was applied. However, I was to learn that even the most docile of aircraft could be pushed to and almost beyond the limits. 

I made a fuel stop at what according to the book, was an appropriate strip with fuel. The unattended 6,597-foot runway is located 3,900 feet ASL in a beautiful valley surrounded by mountains. What wasn’t mentioned was that it gets a bit breezy there from time to time; my first clue should have been seeing the windmill generators located just east of the field. I found that both my heart rate and adrenaline level to be excessive due to the strong, turbulent and unanticipated outflow winds rolling off nearby mountains. After landing, even taxing to the pumps and then departing were exciting, the winds left no time to enjoy the scenery. While the ride did prove the value of the cargo net, this was an exercise that I have no wish to repeat. I am told that the locals know that on windy days, it is best to stay home and rake the leaves.

Another trip was to Fort Simpson in the Northwest Territories also an adventure when I tried to get to Tuktoyaktuk located on the coast of the Arctic Ocean. Why you ask, did I want to go to Tuk? I still don’t know. The journey, flown with my friend Jim McRae included an extended stop in Prince George after we discovered a leak in the oil cooler. After this was repaired and everything under the cowling and belly wiped clean, McRae and I continued out of British Columbia to the Territories. Once there an overnight stop in Fort Simpson became a 3-day visit, trapped by poor visibility caused by forest fire smoke. It was a bad summer for forest fires in the area. With apologies to the people of Fort Simpson, after three days, one can see all that the village has to offer. We never did get to the Arctic due to the smoke as well as time constraints and so we headed south to home delayed several more times by smoke. 

Most of my shorter trips in EZB were just for fun. Most were for the $100 hamburger. Others were to flyins and air shows in BC, Washington and Oregon. 

In 1981, I got my private pilot’s license and maintained it until the beginning of 2025 travelling as much as I could or couldn’t afford when I failed a medical. However, 40 years ‘ain’t bad’ and it probably was time. 

To sum up my flying experiences with the Stinson, it opened doors for me that would not have been possible otherwise. It has permitted visits to many spectacular parts of North America, none of which would have been possible without the support of my wife and many friends. One who’s contribution must be acknowledged is the late Werner Greisbeck for his patience in helping and teaching me to maintain EZB to his exacting standards.

*Werner Griesbeck “flew west” in December of 2023 at age 80 having lived a long and full life.