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Stinson Aircraft had contributed much to the wartime effort during World War 2; the L-5 "Sentinel," also affectionately known as the "Flying Jeep," was perhaps its greatest contribution. First flown in June of 1940 with a 100 h.p, engine, the "Sentinel" then was more or less a military adaptation of the "Voyager" model 10-A. The versatile L-5 did show early promise as a useful addition to the famous "Grasshopper Fleet," so some 275 were ordered as the O-62 in 1942, then later redesignated to L-5; 82 were ordered by the U.S. Navy as the OY-l. The L-5 series ran thru' the usual A-B-C versions clear up to the L-5G, and eventually saw service with the Allied Forces in nearly every theater of war. By heritage the "Sentinel" was an extremely tough airplane, capable of a merciless beating, and it was often asked to do jobs that in many instances were almost impossible. In its development the horsepower was increased from 100 to 120 to 150and then to 185; in this latter combination it was accepted by the USAAF, and it was an airplane hard to beat for the back-breaking duties it was assigned to. On occasion it was used as a front-line transport to ferry "top brass" to active battle-line areas, but it was generally used for important liaison and for artillery-spotting; it was often used as a camera-ship, and it also racked up an enviable record as a flying-ambulance. Many critically wounded soldiers owed their lives to this airplane. From 1942 onward a total of 4200 or so of the L-5 were built, and it remained active in USAF and Marine Corps inventories clear up into the 1950's. Even the Coast Guard "revenooers" used the L-5 in postwar hunts to spot illegal whiskey stills. After the war, as could be expected, there were L-5 scattered all over the world you might say, and thousands here too were sold off as war-surplus. The L-5 "Sentinel," because of its tough frame and aggressive characteristics, were excellent machines for bush-flying in places like Alaska, Canada, Australia, New Zealand, Mexico, and many other such places where its incomparable utility was made to order. The L-5 series, when modified accordingly, were approved for civil use in 1945; the remaining inventory at the factory had already been acquired by Sentinel Aircraft, Inc. of Dexter, Mich. The "Sentinel" had a brilliant wartime record, it was a distinct credit to the "Stinson" line, and there are a few still flying. All in all it was a rather special airplane. The Stinson "Sentinel" model L-5 was a high-winged cabin monoplane with seating arranged for 2 in tandem. Although a derivative of the earlier "Voyager," the early "Sentinel" was an entirely rearranged airplane especially designed for military use. Its primary duties were to be "observation" and artillery-spotting and that is why the cabin resembled a "greenhouse" with what seems like acres of transparent panels; visibility was excellent in ail directions including up and down. As the abilities of the so-called "Flying Jeep" became better known in service it was naturally relegated to more diverse duties; when equipped with cameras it took front-line photos, when equipped with a litter it became a front-line ambulance. The everyday capabilities of the Stinson "Sentinel" were so great, and it made everything look so easy, that it was quite often asked to do things it was never designed for. As powered with the 6 cyl. Lycoming O435-A engine of some 185 h.p., the model L-5 was a very capable airplane with relatively high performance. Its low power loading (per h.p.) gave it plenty of muscle and a lusty drone that became a familiar sound to many. For some peculiar reason pilots have said the engine noise in the cabin was much worse with the windows closed than with them open! Temperament and flight characteristics of the L-5 were typically "Stinson"; it handled like a bigger airplane, somewhat heavy at times, but it was very maneuverable, quick and precise. Getting into and out of small unimproved fields was a piece of cake for the "Sentinel," and pilots used to tell some hair-raising stories about where they had to land, and how they got out again. The "Sentinel" (L-5), or "Flying Jeep," was a good example of an airplane that did everything so well it became expected, and it was hardly ever applauded openly for its good work. A good airplane makes a lot of friends, and it is reasonable to assume that the L-5 had many. The type certificate for converting the L-5 type into civil status was issued 12-17-45. Well over 4000 of the L-5 were mfgd. by the Stinson Aircraft Corp. at Wayne, Mich., a div. of Consolidated-Vultee since 1940. Listed below are specifications and performance data for the Stinson "Sentinel" model L5 as powered with Lycoming 0-435-A engine rated 185 h.p. at 2550 r.p.m. at SL (190 h.p. for takeoff) length overall 24'1"; height overall 7'1"; wingspan 34'0"; wing chord 60"; total wing area 155 sq. ft.; airfoil NACA-4412; wt. empty 1472 (1495) lbs.; useful load 686 lbs.; crew wt. 400 lbs.; gross wt. 2158 (2200) lbs.; max. speed 128 at SL; cruising speed (.75 power) 115, landing speed (with flaps) 47; takeoff run at SL 375 ft.; climb 975 ft. first min. at SL; ser. ceiling 15,800 ft.; gas cap. 36 gal.; oil cap. 2.5 gal.; cruising range (.66 power) at 10 gal. per hour 390 miles; price for L-5B was $9039 and price for other versions was comparable. Gross wt. for military loads later increased to 2200 lbs. The fuselage framework was built up of welded 4130X steel tubing, faired to shape, then fabric covered. Typical of other "observation-type" airplanes in the "Grasshopper Fleet," the cabin was literally surrounded with Plexiglas panels for vision in all directions. Entry was by 2 doors on the right side, and the seats were arranged in tandem. The interior was usually a clutter of military gear including radios and cameras; the L-5B was the front-line ambulance with space for one litter patient behind the pilot. In most cases, dual stick-type controls were provided so that "observer" could fly the airplane if need be. For better performance and better control at the lower speeds, the wings were fitted with fixed leading-edge "slots" and trailing-edge "flaps"; this combination improved the plane's ability to operate in and out of small fields. A fuel tank was mounted in the root end of each wing-half; fuel level gauges were visible from the cockpit. The cantilever landing gear of 86 in. tread had oleo shock struts buried in the fuselage to eliminate their drag. Wheels were 8.50x6 fitted with hydraulic brakes. The full-swivel (8x2) tail wheel was steerable. The fabric-covered tail group was built up of welded steel formers and tubing, both rudder and elevators had aerodynamic balance. The elevators had adj. trim tab: rudder and one aileron had a fixed tab that was adj. on the ground only. A wooden prop, electric engine starter, 12V battery, engine-driven generator, ammeter, carburetor heater & air filter, fuel gauges, normal set of engine & flight instruments, parking brake, navigation lights, map pockets, fire extinguisher bottle, safety belts, and first aid kit were std, equipment. Bonding & shielding, radio gear, cameras, a stretcher-litter, skis, and pontoons were optional. The next Stinson development was the postwar "Voyager" model 108 as described here in the chapter for ATC # 767.
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