By the mid 1930s, Stinson had developed the classic gullwing models, the SR 9 and SR 10, which were the standard of busi¬nesses until the beginning of the War, when they became model V 77 personnel transports and navigation trainers.
The Stinson SR of 1933 (ATC 510) was a replacement for the R series, designed by Lloyd Skinner and priced at $3,995.
Eighty-eight SR model were built, of which two were SR Special: one under (2-499) [NS3=NS6] and one with 240hp R-680 under (2-471) [NS81Y=NC13542].
The 1933 SR-1 Reliant (ATC 513) were powered with 240hp Lycoming R-680 engines. The were built, NC13485 and NC13499, of which the first became SR-1 Special with a 225hp R-680 engine under (2-496).
The one SR-2 Reliant built, in 1933 (ATC 510) was an SR with equipment additions and weight adjustment. As NS13832 it went to the Pennsylvania Aeronautics Dept.
Two SR-3 Reliant were built, in 1933 (ATC 513), being SR-1 with slight differences in tail group and added equipment. The useful load was 993 lb.
Two 1933 SR-4 Reliant (ATC 519) were built, including NC1328.
Eleven SR-5 Reliant and SR-5 Special were built from 1934; NX13834, NC13836/13838, NC13843/13847, NC13649, and NC13856. Built without flaps, they were priced at $5,774. Using ATC 530, 2-492 was for smaller tail, wing flaps as SR-5 Special for NX13834 and NC13836; (2-494) for 245hp R-680 NC13838. (530) later extended to cover SR-5A and -5E.
About 75 SR-5A (ATC 536) were built from 1934. Two served in the Army as L-12 in 1942, one each to USN and USCG as XR3Q-1 and RQ-1 in 1935. (2-491) for EDO float conversion; (2-511) as SR-5A Special with weight adjustment. (536) later cancelled and replaced by (530).
The 1934 SR-5B (ATC 530) was powered with a 240hp Lycoming R-680 engine. Only one was built. The 1934 SR-5C added flaps a 260hp Lycoming R-680 engine. At least six were built.
One SR-5D was built (ATC 536, 2-493), in 1934, as a cargo version with wood prop and smaller tail. It was powered with a 215hp Lycoming.
The 1934 SR-5E (ATC 537) powered with a 225hp Lycoming R-680 engine, was priced at $5,775. Fifty-two were built, the (537) later cancelled and replaced by (530).
The two SR-5F built in 1934 (ATC 550) were custom-built SR-5E. One with a 285hp Wright Cyclone, NC14156, and one with a 250hp Wright Cyclone, NC14162.
The SR-5X built in 1934, NX14199, was the prototype SR-6, and powered with a 245hp Lycoming R-680 engine.
About 50 of the 1935 SR-6 Reliant (ATC 580) were built. Seating 4-5, powered by a 245hp Lycoming R-680 engine, they were priced at $6,000-9,000. Three SR-6A were built, and three SR-6B, priced at $6,995. The SR-6C was possibly never completed. All under ATC 580.
An experimental model SR-6X was built in 1935 (ATC 580), registered NC15139.
Designed by Robert Hall, Harold Hoekstra, C R Irvine, and Lloyd Skinner, the SR-7 Reliant was the first of the distinctive “gull-wing” SR series.
The SR-7A was not built. Forty-seven of the 1936 SR-7B (ATC 594) were built, priced at $6,485.
Powered by the 260hp Lycoming R-680-B5 engine, three 1936 SR-7C (ATC 594) were built.
The SR-8 Reliant were four-place. The M-suffix denoted “Multi-purpose” cargo modified models.
Two SR-8A (ATC 608) were built in 1936, NC16145 and N16172, powered by 225hp Lycoming R-680-B4 engines and priced at $6,500.
The SR-8B (ATC 608) were built in 1936. The SR-8BM was a cargo model with double doors on the right side, metal cabin walls, and removable seats.
Priced at $10,000, fifty-seven SR-8B were built of which one, NC16142, was converted to SR-8C and four went to the USAAF as UC-81.
Twenty SR-8C (ATC 608) were built from 1936, priced at $10,000. Two of them went to the USAAF as UC-81L.
Priced at $10,500, eleven SR-8D (ATC 609) were built in 1936.
The 1937 SR-8E (ATC 609) was powered by 320hp Wright R-760-E2 engines and priced at $12,000. Thirty-five were built, of which one went to the USAAF as UC-81B.
The five-place SR-9 Reliant were the first Reliants to have curved windshields, as well as other streamlining.
The SR-9A was not produced.
The SR-9B (ATC 621) of 1936 was also Available in SR-9BM cargo version, one, NX17192, of which was used to test a 310hp Guiberson A-1020 engine in 1942. Price at $9,385, thirty-five were built, some which went to the USAAF as UC-81N.
Sixty-five of the SR-9C (ATC 621) were built from 1936, price at $10,000. The SR-9CM was a cargo version. Some went to the USAAF as UC-81C.
The 1937 SR-9D (ATC 625) was priced at $12,000 and used by the USAAF as UC-81G.
The 1937 SR-9F (ATC 640) was powered by a 400hp P&W Wasp engine and priced at $18,000. Thirty-four were built, operated by the USAAF as UC-81E.
The 1937 SR-9FM NC89 was a “Multi-purpose” cargo version.
The 1937 SR-9FD NC2215 was a “Deluxe” model powered with a 450hp P&W and extra fuel tank for an 850-mile range.
The Stinson SR-10 Reliant five-place was designed by Gordon Israel. The SR-10A was not produced. Two 1938 SR-10B (ATC 678), NC18480 and G-AFHB, were sold as an “economy model” for $9,995.
Fifty-three of the 1938 SR-10C (ATC 678), powered by a 260hp Lycoming R-680-D5 engine, were sold as “standard model” for $10,995, some to the USAAF as UC-81K.
The three 1938 SR-10D (ATC 679) built were exports to Brazil, for $14,000.
From 1938 twenty-one SR-10E (ATC 679) were built at $14,350. One was impressed by the USAAF as UC-81H, and one went to Argentina.
Eighteen SR-10F (ATC 685) were built from 1938. The last of the civil Reliants. Eight were impressed by the USAAF as UC-81F, with one tested as XC-81D glider tow in civil registration; NX2311.
Twelve 1938 SR-10G (ATC 678) went to the USAAF as UC-81A for $12,585. They were powered by 290hp Lycoming R-680-E1 engines.
The SR-10H was to be powered by 265hp Lycoming R-680 engines but no records found of any being built.
Eleven civil 1941 SR-10J / Vultee V77 (ATC 774) were built, plus 500 military versions principally for Lend-Lease to Great Britain as Reliant I through IV instrument trainers and cargo ships. Of this lot, 62 were impressed by USN, but apparently did not get the pre-war Navy designation of RQ.
The two 1938 SR-10K (ATC 679), NC21147 and NC21148 were special modification of SR-10F with 450hp Wright R-975-E3 engines for the NYC Police Dept. priced at $19,000.
The L-12 Reliant of 1944 were USAAF personnel transport. Four were built, 44-52992, -52994/52996, with four seats and the same as the SR-5.
The AT-19, or Stinson-Vultee V77 (ATC 774), of 1942 was military production of the SR-10J as personnel transport and trainer.
500 were built, with most going to Great Britain under Lend-Lease as Reliant I/II/III/IV, but registered and used by USAAF as AT-19 [42-46640/46889, 43-43964/44213], and with 62 to USN [30481/30542]. One, NX39414, with a 450hp P&W R-985 designated as V77-B.
The AT-19 and -19A were 8 three-place instrument and navigation trainers. Civil Voyagers were provisionally assigned the AT-19A and -19B designations before becoming L-9A and -9B, which often causes confusion in the ranks, but Reliant was the official AT-19.
The L-9 (AT-19) were civil Voyager impressed by the USAAF in a utility role/ personnel transport.
There were eight 1942 L-9A; 42-88666 to 42-88673, powered with 90hp Franklin O-200 engines. The twelve L-9B of 1943; 42-94130, -94136, -97051, -97430, -97432, -97434, -107278, -107406/107410, were powered by 90hp Franklin AC-199 engines.
The L-9 (AT-19) were civil Voyager impressed by the USAAF in a utility role/ personnel transport.
There were eight 1942 L-9A; 42-88666 to 42-88673, powered with 90hp Franklin O-200 engines. The twelve L-9B of 1943; 42-94130, -94136, -97051, -97430, -97432, -97434, -107278, -107406/107410, were powered by 90hp Franklin AC-199 engines.
Twelve AT-19B from 1943 were observation and photo-survey aircraft.
The 1943 AT-19C were single-place cargo carrier.
500 AT-19s were delivered with USAAF s/ns for Lend-Lease. There has always been, and still is, a question about how many actually went to England or overseas, and how many stayed unassembled in crates in the US:
c/n 1-186 RAF [FK814/999] USAAF [42-46640/46825] total: 186
c/n 187-250 RAF [FL100/163] USAAF [42-46826/46889] total: 64
c/n 251-500 RAF [FB523/772] USAAF [42-43964/44213] total: 250
Either late in the war, or after it was over, various Lend- Lease planes were returned to the US, such as the Fairchild PT-26 Cornells of the RCAF, and it is claimed that 353 of these were given to the USN. At that time there were other USAAF planes transferred to the USN. The s/ns for this batch were [11294/11646], and they were listed as “Reassignment” and “Reverse Lend-Lease.
To muddy the waters further, there were 62 Navy serials, [30481/30542], listed as “Duplicate Assignment” for AT-19s by the USN, plus 2 more, [37637/37638], listed as “Cancelled.” I don’t think that these numbers should be considered as “real” airplanes, and were paper assignments only.
The letter “Q” (as in RQ) was only used for Stinson from 1934- 36, according to the latest USN 1910-95 book, it was not used for Stinson during WW2. It was not unusual for the USN to use an USAAF designation on something they didn’t buy, and if you look at all of the WW2 impressments of civilian planes by the USN, they used the civil designation on their aircraft history cards, etc..
As to whether or not the USN ever operated the AT-19s, I would say probably not, but there is no proof either way. It’s all very fuzzy!
The SR-5A in naval uniform were designated XR3Q-1 in 1934 to the USN (9718)
One went to the USCG in 1935 as RQ-1 [381=V149]—mismarked on its tail as QR-1—then in 1937 renumbered [V149] and redesignated R3Q-1.
Forty-three of the 1937 SR-9E (ATC 625) went to the USAAF as UC-81J. They were priced at $12,500. Also, one in -9EM cargo version, NS/NC3640, impressed by the AAF in WW2 as UC-81M 42-94134. One experimental model, NX17132, was fitted with a 310hp Guiberson D diesel engine.
Civilian variants:
SR Reliant
Engine: 215 hp (160 kW) Lycoming R-680
Wingspan: 43’3″
Length: 27’0″
Useful load: 1085 lb
Max speed: 133 mph
Cruise: 115 mph
Stall: 55 mph
Range: 460 mi
Ceiling: 14,000′
Seats: 4
SR-1
Engine: 240 hp (180 kW) Lycoming R-680-2
Wingspan: 43’3″
Length: 27’0″
Useful load: 984 lb
Max speed: 135 mph
Cruise: 118 mph
Stall: 55 mph
Range: 440 mi
Ceiling: 15,000′
Seats: 4
Two built.
SR-1 Special
Engine: 225hp Lycoming R-680
SR-2
Engine: 240-hp (179-kW) Lycoming R-680-7
Wingspan: 43’3″
Length: 27’0″
Seats: 4
SR-3
Similar to the SR-1, but with minor structural changes.
Useful load: 993 lb
SR-4
Engine: 250-hp (186-kW) Wright R-760-E
Wingspan: 43’3″
Length: 27’0″
Useful load: 1088 lb
Max speed: 138 mph
Cruise: 122 mph
Stall: 57 mph
Range: 360 mi
Seats: 4
SR-5
Engine: 225-hp (168-kW) Lycoming R-680-4
Wingspan: 41’0″
Length: 27’2″
Useful load: 1075 lb
Max speed: 132 mph
Cruise: 120 mph
Stall: 56 mph
Range: 430 mi
SR-5A
Engine: 245-hp (183-kW) Lycoming R-680-6
Wingspan: 41.011 ft / 12.5 m
Length: 27.264 ft / 8.31 m
Height: 8.432 ft / 2.57 m
Max take off weight: 3475.1 lb / 1576.0 kg
Weight empty: 2326.3 lb / 1055.0 kg
Max. speed: 117 kt / 217 km/h
Cruise: 120 mph
Stall: 50 mph
Service ceiling: 15502 ft / 4725 m
Range: 560 nm / 1038 km
Seats: 4
SR-5B
Engine: 240-hp (179-kW) Lycoming R-680-2
SR-5C
Engine: 260-hp (194-kW) Lycoming R-680-5
SR-5D
Engine: 215hp Lycoming
SR-5E
Engine: 225-hp (168-kW) Lycoming R-680-4
Wingspan: 41’0″
Length: 27’2″
Useful load: 1075 lb
Max speed: 133 mph
Cruise: 120 mph
Stall: 56 mph
Range: 450 mi
SR-5F
Engine: 250-hp (186-kW) Wright R-760-E, NC14162
Engine: 285hp Wright Cyclone, NC14156
Two built
SR-5X
Engine: 245hp Lycoming R-680
NX14199
SR-6
Engine: 225-hp (168-kW) Lycoming R-680-6
Wingspan: 43’3″
Length: 27’0″
Useful load: 1235 lb
Max speed: 140 mph
Cruise: 128 mph
Stall: 52 mph
Range: 470-695 mi
Seats: 4
SR-6A
Engine: 225-hp (168-kW) Lycoming R-680-6
Useful load: 1015 lb
Max speed: 137 mph
Cruise: 125 mph
Stall: 50 mph
Range: 470 mi
Seats: 4
SR-6B
Engine: 260-hp (194-kW) Lycoming R-680-5
Useful load: 1203 lb
Max speed: 142 mph
Cruise: 130 mph
Stall: 52 mph
Range: 455-600 mi
Seats: 4
SR-6X
SR-7
First gull wing series.
SR-7B
Engine: 225-hp (168-kW) Lycoming R-680-B4 and B6, 245hp
Wingspan: 41’7″
Length: 27’0″
Useful load: 1115 lb
Max speed: 144 mph
Cruise: 136 mph
Stall: 53 mph
Range: 475 mi
Ceiling: 12,300′
Seats: 4
47 built
SR-7C
Engine: 260-hp (194-kW) Lycoming R-680-B5
Seats: 4
Three built
SR-8A
Engine: 225hp Lycoming R-680-B4
Wingspan: 41’7″
Length: 27’0″
Useful load: 1113 lb
Max speed: 145 mph
Cruise: 136 mph
Stall: 53 mph
Range: 475 mi
Ceiling: 12,800′
Seats: 5
SR-8B / UC-81
Engine: 245hp R-680-B6
Length: 27’2″
Useful load: 1400 lb
Max speed: 147 mph
Cruise: 138 mph
Stall: 57 mph
Range: 645 mi
Ceiling: 13,800′
Seats: 5
SR-8BM
Engine: 225-hp (168-kW) Lycoming R-680-6
SR-8C / UC-81L
Engine: 260-hp (194-kW) Lycoming R-680-B5
Useful load: 1350 lb
Max speed: 148 mph
Cruise: 140 mph
Stall: 57 mph
Range: 639 mi
Ceiling: 14,500′
Seats: 5
SR-8D
Engine: Wright R-760-E2, 285hp
Wingspan: 41’7″
Length: 21’2″
Useful load: 1405 lb
Max speed: 150 mph
Cruise: 140 mph
Stall: 58 mph
Range: 645 mi
Seats: 5
SR-8DE
Utility transport version of the SR-8E.
SR-8DM
Utility transport version of the SR-8D.
SR-8E / UC-81B
Engine: 320-hp (239-kW) Wright R-760-E2
Useful load: 1335 lb
Cruise: 155 mph
Stall: 58 mph
Range: 525 mi
Ceiling: 18,500′
Seats: 5
SR-9
1937 series
Fitted with a curved windshield, unique to this series
SR-9A
Proposed version with Lycoming R-680-B4 engine.
Unbuilt.
SR-9B
Engine: 245 hp (183 kW) Lycoming R-680-B6
35 built
1937 Stinson Reliant SR-9B
Base Price: $7,985 (1937)
Engine: Lycoming R-680-13, 300 hp
Fuel type: 80/100LL
Propeller: Hamilton Standard constant speed
Landing gear type: tailwheel
Max ramp weight: 3750 lb
Gross weight: 3750 lb
Max landing weight: 3750 lb
Empty weight, std: 2515lb
Useful load, std: 980 lb
Payload, full std. fuel: 728 lb
Usable fuel: 82 USG
Oil capacity: 5 qt
Wingspan: 41 ft. 11 in
Overall length: 27 ft. 11 in
Height: 8 ft. 6 in
Wing area: 258.5 sq. ft
Wing loading: 14.5 lbs./sq. ft
Power loading: 12.5 lbs./hp
Wheel track: 96 in.
Wheel size: 8.50 x10 in
Seating capacity: 4
Cabin doors: 2
Cabin width: 52 in
Cabin height: 48 in
Baggage capacity: 150 lb
Cruise speed 75% power: 124 kt
Max range (w/ res) 75% power: 690 nm
Fuel consumption 75% power: 14 USgph
Stall speed (flaps up): 56 kt
Stall speed (flaps down): 50 kt
Best rate of climb: 900 fpm
Service ceiling: 16,500 ft
Takeoff ground roll: 780 ft
Landing ground roll: 700 ft
SR-9BM
Engine: 245hp Lycoming R-680-B4
SR-9C
Engine: 260 hp (190 kW) Lycoming R-680-B5
Useful load: 1235 lb
Max speed: 148 mph
Cruise: 140 mph
Stall: 57 mph
Range: 690.
65 built
SR-9CM
Engine: 260 hp (190 kW) Lycoming R-680-B5
cargo version
SR-9D / UC-81G
Engine: 285 hp (213 kW) Wright R-760-E2
Wingspan: 41’11”
Length: 28’1″
Useful load: 1450 lb
Max speed: 152 mph
Cruise: 140 mph
Stall: 60 mph
Range: 630 mi
Ceiling: 14,500′
22 built.
SR-9E
Engine: 320 hp (240 kW) Wright R-760-E2
Useful load: 1410 lb
Max speed: 161 mph
Cruise: 150 mph
Stall: 60 mph
Range: 600 mi
43 built.
SR-9F / UC-81E
Engine: 450 hp (340 kW) Pratt & Whitney Wasp Junior
Wingspan: 41’11”
Length: 27’11”
Useful load: 1510 lb
Max speed: 173 mph
Cruise: 165 mph
Stall: 63 mph
Range: 500 mi
34 built
SR-9FD
Engine: 450 hp (340 kW) Pratt & Whitney Wasp Junior
Range: 850 mi
1 built NC2215
SR-9FM
“Multi-purpose” cargo version
1 built NC89
SR-10
SR-10B
Engine: Lycoming R-680-D6, 245hp
Wingspan: 41’11”
Length: 27’8″
Useful load: 1345 lb
Max speed: 150 mph
Cruise: 147 mph
Stall: 57 mph
Range: 660 mi
2 built.
SR-10C / UC-81K
Engine: Lycoming R-680-D5, 260hp
Useful load: 1345 lb
Max speed: 150 mph
Cruise: 147 mph
Stall: 57 mph
Range: 660 mi
46 built
SR-10D
Engine: Wright R-760E-1, 300hp
Wingspan: 41’11”
Length: 27’9″
Useful load: 1425 lb
Max speed: 160 mph
Cruise: 150 mph
Stall: 60 mph
Range: 650-780 mi
3 built.
SR-10E / UC-81H
Engine: Wright R-760E-2, 320hp
Useful load: 1420 lb
Max speed: 163 mph
Cruise: 155 mph
Stall: 60 range: 620+
21 built.
SR-10F / UC-81F / XC-81D
Engine: Pratt & Whitney R-985 Wasp Junior SB, 450hp
Useful load: 1605 lb
Max speed: 177 mph
Cruise: 170 mph
Stall: 63 mph
Range: 800
18 built.
SR-10G / UC-81A
Engine: Lycoming R-680-E1, 290hp
Useful load: 1395 lb
Max speed: 160 mph
Cruise: 150 mph
Stall: 59 mph
Range: 700 mi
Ceiling: 15,000′
12 built.
SR-10H
Engine: 265hp Lycoming R-680
Possibly not built
SR-10J / V77 Reliant
Engine: Lycoming R-680-E3
Useful load: 2610 lb
Range: 675 mi
Ceiling: 16,500′
Seats: 1-4
11 built.
SR-10K
Engine: 450hp Wright R-975-E3
Two built.
Military variants:
AT-19
USAAF designation for a training variant of the UC-81 for the Royal Navy under Lend-Lease as the Reliant I
500 built.
AT-19 / V77
Engine: 300hp Lycoming R-680
Wingspan: 41’11”
Length: 28’3″
Useful load: 1340 lb
Max speed: 145 mph
Cruise: 120 mph
Stall: 60 mph
Range: 575 mi
Ceiling: 14,000′
Seats: 1-5
AT-19A
Original designation of the L-9A which was a Voyager not a Reliant.
AT-19B
Original designation of the L-9B which was a Voyager not a Reliant.
AT-19C
Conversions of AT-19s for photo-survey aircraft for the USAAF
51 conversions.
UC-81
Impressed SR.8B and -9E.
42-53524, -60771, -97057, -107415, -107423
UC-81A
Two impressed SR.10Gs.
42-57225, -56086
UC-81B
One impressed SR.8E.
42-57510
UC-81C
Three impressed SR.9Cs.
42-61098, -68691, -107418
XC-81D
One civil SR.10F operated by the military for the development of glider pick-up techniques.
1942
NX2311
UC-81E
Four impressed SR.9Fs.
42-38297/38300, -97042
UC-81F
Seven impressed SR.10Fs.
1942
42-22248, -39301/38303, -43516, -53009, -107420
UC-81G
Three impressed SR.9Ds.
42-49072, -78020, -78042
UC-81H
Two impressed SR.10E.
1942
42-49073/49074
UC-81J
Nine impressed SR.9Es.
42-53011/53012, -57226, -56088, -68685
UC-81K
Six 1942 impressed SR.10Cs.
42-68343/68346, -97056, -107419
UC-81L
Two 1942 impressed SR.8Cs.
42-78030, -107424
UC-81M
One 1942 impressed SR.9EM.
42-94134
UC-81N
Two impressed SR.9Bs.
42-107416/107417
L-9A
Engine: 90hp Franklin O-200
L-9B
Engine: 90hp Franklin AC-199
L-12
Two SR.5As impressed into service with the USAAF during World War II.
L-12A
Two SR.7Bs impressed into service during World War II.
RQ-1
One SR-5 Reliant was acquired by the US Coast Guard in 1935
Later redesignated XR3Q-1 and decommissioned in 1941.
XR3Q-1
One SR-5 Reliant was acquired by the US Navy in 1935.
Reliant I
500 Reliants were supplied to the Royal Navy under Lend-Lease.
light transport and communications, navigation and radio training duties.
All Aero 