Crash footage - high, hot and heavy

[TheKentishFledgling]

A few of the comments look like they were made by some of the people posting here.

One comment purports to be from a Forum legend and Skygod !!

He clearly didn't watch the video properly

[MichaelP]

Didn't see the video but I wonder at the reliance many Americans have in God's will for them.
I don't think it's an adequate insurance policy.

Yesterday I had my own experience of density altitude... Even leaned to best power the Scirocco took it's time to get off the 8,000 foot long Cranbrook runway with a bit of a gusty crosswind, 3084 foot elevation, and around +32 degrees C temperature.

I would never load a Stinson 108 with four adults at sea level without some consideration.
People do stupid things when there are four seats that rarely can all be used.

I disagree with the number of flights/hours in the US argument.
The vast majority of US pilots fly fewer hours than their British counterparts because a lot of them have not the commitment that British pilots have to have to do what we do.

There are a lot of seldom flown aeroplanes here that suddenly appear with their not so current pilots as the rust is worn from the insides of their cylinders...

[Skyhawk-N]

.

[Monocock]

[MichaelP]

Useful load for the 108-3 is around 1,100lbs (not much short of a Cessna 182)

The -3 came out in 1948 the article has it as a 1947 aeroplane.
I fly a Citabria with an increased useful load, it can tank seven hours of fuel around. Would I fill it to MTOW to fly from a strip on a hot day?

Later in 1947 Stinson brought out the model 108-2. Also new was
a baggage compartment with an external door on the right side of
the fuselage. Gross weight remained the same. Model 108-2
production totaled 1252 aircraft. Serial numbers are 108-2250
through 108-3500, plus 108-1474 which I believe is the prototype.

Major difference of the model 108-2 was increased power, now the
Franklin 6A4-165-B3 of 165 HP. The additional power with the
same size vertical stabilizer and rudder made a bungee necessary.
Gross weight remained 2230 normal and 1925 utility, same as the
108-1.

Major changes improved the Stinson with the model 108-3, the 1948
model. Most obvious was a completely re-engineered vertical
stabilizer and rudder. While earlier versions have a ground
adjustable rudder trim tab, the 108-3 incorporated a cockpit
adjustable rudder trim tab. "Big tailed Stinson" is the term
which refers to the model 108-3.

Engine remained the Franklin 6A4-165-B3, as used in the 108-2.
Gross weight increased to 2400 pounds normal, 2000 pounds
utility. Door latches changed to flush type.

I'd lurve to see the information that sourced that statement Michael. Now let me guess, you don't have it to hand right now?

OK, I don't have hard statistics, but I've been around a lot of US and Canadian airports and talked to a lot of people and that's the feeling I get.

Yesterday I arrived near Calgary to see a lot of interesting aeroplanes that do just a few hours each year or no hours, and yes the vast majority are owned by old blokes as there are too few younger people taking what we do up as a hobby.
The Scirocco had done something over 300 hours since it was built nearly 30 years ago.

[Lord Summerisle]

Nice of them to make the pilot comfy, by using a tree trunk as a pillow!