Home    Stinson    Aeronca                                                                                                                  ... by John Baker

Stinsons make great float planes.  Below are some photos.  As time permits, I'll add more photos.  If anyone can provide technical information (weights, performance, etc) for float equipped Stinsons, I'll add that here as well.  The best source for technical information I have found is at David Miller's "Flightlines" website.  That's a photo of David's 108-2 below. David's page of technical information includes drawings and rigging information for Edo 2425 floats.  Follow this link:

Edo 2425 floats were approved for the Stinson 108 series at part of the original type certificate.  Other floats have been approved by STC, including Edo 2440's and Edo 2870's.  Most owners report that the Stinson flies better on floats with more power.  With 165 HP, the Stinson makes a pretty good two-place float plane, but to carry a full load, a conversion to a larger engine (F-220, O-470) is recommended.

Float Fittings: Univair sells the float plane fitting kit that complies with the original type certificate. The part number is 108-3901001. It includes blueprints for the installation.  Installation requires welding.  Cost in 2007 was about $780.  The kit does not contain struts or spreader bars - just the fuselage fittings.   Stinson rebuilder Bob Reynolds offered additional details on the float fittings in 2007.  Bob is in Canada and holds the Canadian equivalent of an A&P license.  Here is Bob’s information on the float fittings:

 “The float fittings kit includes blanking plates to weld into the ends of the spar carry-thru’s on the fuselage, so the wings have to come off for that. The primary purpose of the blanking plates is to prevent water and salt spray from finding its way into the spar carry thru. The front attachments weld to the fuselage structure at the base of the front door post. The rear fittings weld to the fuselage structure at the base of the vertical tube at the rear of the rear seat. There is also a split tube reinforcement that welds over the existing horizontal tube running between the two vertical tubes at the rear of the rear seat. The alignment of the fittings is relatively critical as the angle to the float has to be fairly accurate.  It’s a fairly extensive job and best done with the fabric cut well back from the weld areas, and with a large fire extinguisher nearby. The ideal time to add float fittings is when you have the fabric off for a recover job.”

 Stinson 108-3 on floats, restored by Bob Reynolds. 180 HP Franklin, approved larger rear window modification.  Bob also has received approval for a number of other modifications, including an new instrument panel and modified wing tips.  Bob is based in the Penetang area on the Southern Georgian Bay in Ontario. Almost all of Bob’s Stinson time is on floats.

I received an interesting e-mail on March 1, 2001, from Keith Hulten, who may be providing an alternate source of floats for Stinsons in the future.  Here's the text of his message:

"My name is Keith Hulten.  I was a proud owner of a Stinson for a number of years.  During that time I looked incessantly for a set of EDO 2425 floats for my aircraft.  Being unsuccessful I eventually sold the airplane to a friend with the hope of designing and building floats from scratch someday.  These floats are now nearing completion and will be flight tested in April.  The initial floats are designed for Super Cubs, Cessna 170s, Citabrias and Champs.  A one foot stretched version will accommodate Stinsons, Maules, Hawk XPs and Hawk SPs.

I am really excited about our progress and will be pursuing FAA certification on a number of aircraft.  Our floats are constructed of Kevlar, Graphite and S-Glass with aluminum attachments, fittings, struts and some stainless hardware.  My frustration with the cost, durability and technology of floats designed and built during the 1930s and 40s has lead me to a path I may regret, but I'm sure having fun now and hope to be flying the Great North on numerous fishing trips and enjoying the best of seaplane flying in a Stinson.

Please feel free to discuss our plans for improved floats for Stinsons and other aircraft.

You can e-mail at hultenk@cpinternet.com or tuffloat@cpinternet.com.

Thanks,  Keith"

Tuffloats Update:  Keith e-mailed me in September, 2002 to say he had purchased a Stinson to use for Tuffloat development.   In January 2008 Keith e-mailed me to say he had finally received FAA certification and TSO C-27 approval to manufacture.  Keith reported: "The first float Models TF2300A and TF2300 can be STC'ed on the PA-18, Cessna 172/175, PA-12, Maule 4&5, Aviat Husky and Stinson 108 series.  Our design work begin 11 years ago and has continued during the certification process.  We are now ready to begin submitting additional float models from 1500 to 4,250 pounds gross weight and will be concentrating our efforts on PMA and STC issues.  Additionally, the materials have been certified to include our Ski maufacture and TSO compliance and STC application will be submitted to the FAA as time permits."

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Photographs

N4449P, a 108-3 on Edo 2425 floats with 165 HP Franklin. Aircraft owned by Sam Pekovich. Photo taken by Charles Hauser in Juneau, Alaska.

A vintage photo of a 108-1 or 108-2 on floats, taken between 1946 and 1952 at Okanagan Landing in Vernon, British Columbia.  Registration is CF-FYJ.  Operated by L&M Air Service Ltd.  This plane is no longer on the Canadian registry.  Photo courtesy of Keith Nevile-Smith, whose grandfather, Loyd Smith was a frequent user of L&M Air Service.

This 108-2 on floats, C-FKZQ, is owned by Marty Boisvert and is based in Timmins, Ontario, Canada.
Power is from a 230 horsepower Continental O-470.

Two SR-9 Gullwings on floats.

Stinson 108-2 Flying Station wagon on floats from a vintage magazine advertisement, 1947.

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