The Stinson XL-13 AAF liaison plane had a 240 hp Franklin engine.
Stinson XL-13
The Stinson L-13 (sometimes known as the Grasshopper) was a conventional high-wing tailwheel monoplane used for observation, liaison, and air ambulance duties first flown in 1945.
L-13A
Developed when Stinson was a subsidiary of Consolidated Vultee, rights to it were not included in the 1948 sale of Stinson to Piper. Mass production was therefore undertaken by Convair, which built 302 of them.
Convair L-13A
A 2-3 seat liaison and ambulance aircraft built for the USAF, power was a 245 h.p. Franklin O-425-9 engine. The L-13 has folding wings, interchangeable wheel, float or ski undercarriage, and can be towed as a glider. Two stretchers can be carried, as well as the pilot and medical attendant.
The United States Army received 43 ex-Air Force L-13As following the outbreak of the Korean War, serving in the Continental United States to free up aircraft for active service overseas. Some were still operated in 1955.
The L-13B were modified to operate in sub-zero temperatures.
Following their military service, some were converted for civil bush flying use, fitting a radial engine by Acme Aircraft Company as the Centaur, while others underwent similar conversions by Caribbean Traders Inc, as the Husky.
L-13A converted to Caribbean Traders Husky III standard with a 450 h.p. Wright R-975 engine
L-13A
The Acme Aircraft Centaur 101 and 102 circa 1953 were six-place conversions of surplus Stinson/Convair L-13A for bush flying, based on a prototype by Longren Aircraft Co, Torrance CA (N4901V). The Centaur 101 had a 300hp Lycoming R-680-E3, and Centaur 102 with 300hp Jacobs R-755-A2. Reportedly only a few were converted.
Acme Aircraft Centaur 101
Acme Aircraft Centaur 1 April 1975 at Watsonville Airport– courtesy Thomas John Crowhurst
Servicair Co of Glendale CA, USA, converted Convair L-13 to Servicair Loadmaster circa 1960. One converted was N2544B and maybe others.
Conversion – Lycoming R-680 – 8 seat
Variants:
XL-13 Prototype aircraft. Two built. Engine: Franklin O-425-6, 245 hp (183 kW) MTOW: 2900 lb Top speed: 115 mph Stall: 40 mph
L-13A Production aircraft, 300 built. Engine: 1 × Franklin O-425-9, 250 hp (187 kW) Wingspan: 40 ft 5½ in (12.33 m) Wing area: 270 sq ft (25.1 m²) Length: 31 ft 9 in (9.68 m) Height: 8 ft 5 in (2.57 m) Empty weight: 2,070 lb (941 kg) Loaded weight: 3,185lb (1,448 kg) Maximum speed: 115 mph (100 knots, 185 km/h) Cruise speed: 92 mph (80 knots, 148 km/h) Range: 368 miles (320 nmi, 592 km) Service ceiling: 15,000 ft (4,570 m) Rate of climb: 830 ft/min (4.2 m/s) Crew: one Capacity: two passengers
L-13B Conversion of L-13A for cold weather operation, capable of operating from wheels, skis or floats. 28 converted.
Acme Centaur 101 Conversion of L-13 as six-seat bush aircraft. Powered by 300 hp (224 kW) Lycoming R-680-E3.
Acme Centaur 102 Similar to Acme Centaur 101, with Jacobs R-755-A2 radial.
Caribbean Traders Husky I Civil conversion of L-13A. Retained O-425 engine.
Caribbean Traders Husky II Civil conversion of L-13A. Powered by 300 hp R-680-13 engine on modified engine mount capable of swinging out for easy maintenance.
Caribbean Traders Husky III Similar to Husky II, but powered by 450 hp (338 kW) Wright R-975-7 radial engine.
Introduced in 1952, a metal covered twin rudder tail and a fabric covered fuselage, four-seater. It was powered by twin 125-hp Lycoming engines. The Twin Stinson design acquired by Piper in 1949, evolved into the Apache, Piper’s first all metal product. The PA 23 Apache 4/5 seat light twin first flew in March 1952.
Engines: 2 x Lycoming O-290-D-2, 135 hp Cruise: 150 mph @ SL
The model 108 Voyager was a post-war production version of the model 105 Voyager (90 hp Franklin) of 1939. Designed by B J Simmons the 108 Voyager first flew on 1 December 1944. The prototype NX31519 was powered by a 125hp Lycoming.
When introduced in August 1945 (ATC 767), the model 108 Voyager accounted for almost half of all four-place aircraft sold at $5,000, $5,489 in 1946. By the end of 1947, Stinson Aircraft had built over 5200 Voyagers, including a Station Wagon version.
Two versions powered by a 165 hp Franklin 6A4-150-B3 engine were produced in quantity by the Stinson division of Consolidated Vultee, the Standard Voyager and the externally similar Station Wagon.
The two-place Station Wagon sold for $5,745. The model 10-A was an enlarged version.
Stinson Station Wagon NC9382K
By then the boom had ended and 200 unsold Voyagers were parked at Willow Run Airport after 742 were built.
Stinson 108-1 N8436K
In 1947 the model 108-1 appeared with cosmetic improvements. 1,508 were built.
The 108-2, powered by a 165hp 6A4-B3 engine, was priced at $6,250 and 1,250 were built.
Stinson 108-2 N9368K
The 1948 108-3, renamed Piper-Stinson, enlarged tail and fuel tanks. 1,760 were built, including 125 built by Piper, some with a smaller, Piper-designed vertical tail. 18 wee exports to Spain.
Stinson 108-3 NC9382K
Wayne Stinson Factory building Stinson 108-3 Flying Station Wagons late September / early October 1947. NC578C is shown on the production line, with 4 other 108-3s in various stages of construction.
Stinson 108-3 Voyager OY-AVE
In 1964 Universal Aircraft Industries, Denver, re-certificated the Stinson 108-3 Voyager as the Model 108-5, powered by a 180 hp Franklin. First flying on 21 April 1964, N5565V, it was licenced in both utility and normal category and gross weights were 2000 lb and 2400 lb respectively. Cruising speed was 126 mph.
Univair also marketed kit for modifying the 108-3 to -5.
In the 1960s Chambers Aircraft Co of Greenville TX offered tricycle-gear conversions for Voyagers.
The pre-war civilian Stinson HW-75 (ATC 709) was a 75-horsepower civilian high-wing design built by Peter Altman, William Mara, Maurice A Mills, and Lewis E Reisner at the Stinson Aircraft Company at Wayne, Michigan and marketed as the Model 105. The “105” designation was unofficial, indicating cruising speed and used for publicity when first introduced at NY World’s Fair, priced at $2,995. The prototype HW-75, NC21121 c/n 7000, first flew on 3 February 1939 (piloted by Al Schramm) with a 50 hp engine but the production Model 105 airplanes were fitted with either the standard 75 hp engine, or an optional 80 hp Continental for $3,375. The Stinson 105 featured two side-by-side seats up front and a third “jumpseat” in the rear of the small cabin on which a child or small adult small could sit sideways. Featuring aerodynamic Handley-Page style slots on the outer third of the wings, the design was easy to fly, difficult to stall aerodynamically, and nearly impossible to spin.
Stinson HW-75 NC26222
275 HW-75 were built, including 20 to the RCAF. The design was modified in 1941 as the Stinson-Vultee V76 with a 185hp Lycoming O-435 engine.
Stinson V76 First flight NX27772
The Model 76, NX27772, first flew on 28 June 1941, piloted by Al Schramm.
In 1940, the Model 105 saw some minor improvements and was marketed as the “New 105”. Four months later, in keeping with the automobile industry practice of introducing a new model in the spring each year, Stinson came out with the Model 10 Voyager that had a slightly wider cabin and some cosmetic changes but was essentially still a Model 105 with a new look. The engineering designation was HW-80, but the 75 hp engine was also offered as a cheaper option. The 80 hp engine was now standard and they called it the “Voyager”. In early 1940, Stinson moved production from Michigan to a new factory built in Nashville, Tennessee where the Model 10’s were built. Shortly after this move, the company became a subsidiary of the Vultee Aircraft Corporation.
For the 1941 model year, more cosmetic changes and interior refinements were made and a 90 hp Franklin 4-cylinder engine was fitted. This version was sold as the Model 10A Voyager. In the postwar era, the fuselage of the 10A was enlarged to accommodate four seats, and the four-cylinder powerplant was replaced with a Franklin 125 hp six-cylinder engine, and eventually a 150hp and 165 hp “heavy case” version. This 4-seat conversion became the Stinson Model 108 Voyager and was the only civilian plane commercially produced by Stinson after WWII. The prototype first flew in December 1944.
Six examples of the Model 10 Voyager equipped with 80 horsepower Continental A-80 engines, Lear radios and wind-driven electric generators were purchased by the military for testing under the experimental designation YO-54 41-143 to 41-148.
Stinson YO-54
The Stinson 75, or Vultee-Stinson V75, of 1940 was the first prototype of L-5, militarized from the Model 10 with a 100hp Lycoming engine. Designed by A P Fontaine, it was first flown on 19 June 1940, piloted by Al Schramm. Evaluated in September 1940 by the Air Corps for potential use as a low-cost off-the-shelf replacement for the complex, expensive and much larger O-49 Vigilant that Stinson had designed in 1939, the YO-54 failed to meet performance requirements and other military criteria. The only addition not found on the stock Model 10 was a wind generator used to run a radio set specified in the contract. Four of the six were passed to the Civil Air Patrol. The other two were scavenged for parts.
The sole 75C, NX27711, was a 75B modified with a 125hp Franklin engine.
The US Army Air Corps used at least six 1940 V-75 for observation and liaison in 1942. They were 10-A (Model HW-90 ATC 738) powered by 90 hp Franklin O-200 engines and designated L-9A and YO-54. About 500 of the 10A were built, priced at $3,355. Eight civilian Model 10-A with 90 hp Franklin 4AC engines were used designated O-49/L-9B with Franklin O-200 engines. A few of 600 ordered by France were operated in France. One went to the RAF. One -75B was modified with a 125hp Franklin as the -75C, NX27711.
Stinson 10 NC26222
Stinson 10-A
The Stinson 10-A, also known as the Voyager 90, was a three place high wing monoplane, powered by a four cylinder, 90 hp Franklin 4AC engine, with a fixed pitch, wooden propeller. It received ATC #738 in early March 1941. The Voyager was a new version of the Model 105. It had improved attributes and performance, the cowling had been redesigned and shortened, and along with a newly contoured windshield, provided better visibility. Over 700 of those Voyagers were built in 1941.
The 10-A was equipped with ball-bearing mounted flight controls and leading edge slots. Three position flaps, shock absorbing oleo spring gear struts, 48 inch tread main gear, hydraulic brakes and a steerable tail wheel suited short field work.
The 10-A wings had spruce spars, and the fuselage was welded steel tube. A 20 USG fuel tank was installed in the right wing and another 20 USG tank could be installed in the left wing. The vertical stabiliser was steel, while the horizontal stabiliser was built up from spruce and covered with poplar plywood.
The aircraft had a fly away price of US$3355. The plane was available as a Standard or Deluxe model. The Deluxe having navigation lights, an electric starter and a generator, and bonding for a radio that could be later mounted in its walnut finished instrument panel.
Stinson 10As on the assembly line 6 March 1941
The 10-B of 1941 (ATC 738) was a conversion of 10-A NC27714 c/n 7761 to 75hp Lycoming GO-145-C3 engine.
In 1948 Piper took over the Stinson Division of Consolidated Vultee Aircraft Corporation and acquired the Stinson Voyager production rights, but production of this type was soon halted.
10-A Voyager / L-9B Engine: Franklin 4AC, 90 hp Height: 6 ft 6 in TO dist: 550 ft ROC: 600 fpm Max speed: 115 mph Cruise range; 330 miles Landing speed: 47 mph Landing roll; 150 ft
The 1940 L-1 Vigilant liaison aircraft is the military variant of the Stinson model V-74. The prototype L-1 with full-span automatic slots and slotted flaps for Army evaluation first flew on 15 July 1940, piloted by Al Schramm. It operated in and out of a 200′ circle.
Originally designated the O-49, redesignated from O-49 to L-1 in April 1942, with early ones briefly designated L-49, the 334 O-49s were designated L-1C for the air ambulance role, L-1D as trainers in glider pick-up techniques, and the L-1E and L-1F air ambulances with floats. Designations for those in ambulance duties were appended with suffix -VW.
Stinson O-49
First flying on 15 July 1940, piloted by Al Schramm, priced at $21,000, one hundred and forty-two were built; 40-192 to 40-291, and 40-3101 to 40-3142, of which 14 went to the RAF as Vigilant IA.
One hundred and eighty-two L-1A / O-49A were built; 41-18900/19081, plus 54 to the RAF as Vigilant I.
Stinson L-1A 41-19039
Four L-1A were converted to L-1B / O-49B Ambulance version in 1942.
Stinson O-49B Ambulance
The L-1C of 1942 were L-1A 113 converted as ambulances
Twenty-one L-1A were converted to glider tug trainers as L-1D.
The 1943 L-1E were seven L-1 converted to amphibious ambulance, equipped with twin-EDO floats.
Stinson L-1E
The L-1F of 1943 is similar to L-1E with minor modifications. Four conversions from L-1A and 1 from L-1C were made, plus a few converted to CQ-2 target controllers.
The L-1T was a glider tug conversion of L-1.
105 L-1s were received by the RAF as the Vigilant I.
A few L-1F were used as aerial target controller late in the war, designated CQ-2.
Professor E A Stalker conducted numerous wind tunnel and aeroplane design studies in the late 1930s and in 1942 was given a $50,000 contract by the USAAF to modify Stinson-Vultee L-1 40-255 with a suction flap arrangement. The contract was actually to the Dow Chemical Co of Bay City MI, where Stalker was employed.
Modifications consisted essentially of a new plywood wing that contained full-span, double-segment flaps together with full-span suction slots and ducts, plus addition of a suction blower in the fuselage driven by an auxiliary 80hp Franklin O-180-1.
Stinson L-1 Dow Co experiment in BLC 40-255
The two-section flap covered 40 percent of the chord—the front section deflecting to 35 degrees and the rear to 82 degrees in the fully down position. The outboard section of the aft flap had an additional independent travel of 22 degrees and 33 degrees in the flap’s down and up positions, respectively, which provided lateral control. A large hump in the fuselage housed the blower, and louvres on the rear of the hump controlled the pump’s exit flow.
Its first flight was made on 6 Mar 1944 at Tri-City Airport (p: Maj R E Horner), followed by 19 flights by Dow test pilot R B Gorrill. After a limited amount of testing by Stalker’s group, the L-1 was transferred to Wright Field for additional tests. During early stall tests it entered an uncontrollable spin and crashed, killing pilot Lt P A Hobe.
This first effort was something of a state-of-the-art experiment. The mechanism for boundary layer control was bulky and complicated and, although it worked satisfactorily (a maximum lift coefficient of 3.6 was obtained), the benefit to aircraft performance was difficult to measure—indeed, the gain was practically cancelled by the increased weight of the special wing, engine, and ducting.
Besides, the L-1 was perhaps an unfortunate choice for this experiment since the standard model itself had slotted leading edges, flaps, and an unusually large wing area, all of which made it a high-lift aircraft in its original configuration. When Stalker on 20 Jan 1945 reviewed the L-1 programme, he noted that ‘mechanical, structural, and weight difficulties have thus far prevented successful application to military or commercial airplanes,’ despite the general acceptance of laboratory and theoretical demonstrations of boundary layer control. He felt that the major drawbacks made evident by the L-1 modifications were very poor lateral control and restrictive weights of wing and blower. He also forecast future problems from lack of internal wing space for fuel, guns, or wheels, as well as structural difficulties in adapting boundary layer control to thin wings.
L-1A / O-49 Engine : Lycoming R-680, 295 hp Length : 36.844 ft / 11.23 m Height : 10.531 ft / 3.21 m Wingspan : 54.724 ft / 16.68 m Max take off weight : 3384.7 lb / 1535.0 kg Max. speed : 106 kts / 196 km/h Cruising speed : 94 kts / 175 km/h Service ceiling : 19373 ft / 5905 m Range : 244 nm / 451 km
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.
Stinson SR NC13827
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).
Stinson SR-5A NC1457x
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).
Stinson SR-5E NC14187
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.
Stinson SR-6 Reliant OO-APM c/n 9299
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.
SR-7
The SR-7A was not built. Forty-seven of the 1936 SR-7B (ATC 594) were built, priced at $6,485.
SR-7
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.
SR-8
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.
Stinson SR-8B NC16173
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.
Stinson SR-8BM NC17120
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.
Stinson SR-8E NC17111
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.
Stinson SR-9B NC17154
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.
Stinson SR-9C NC18439
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.
Stinson SR-9D NC17132
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.
Stinson SR-9F NC17191
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.
Jimmy Doolittle’s Shell Stinson Reliant SR-10, restored
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.
Stinson SR-10C NC2285
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.
Stinson SR-10F NC18479
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.
AT-19 Reliant
The AT-19, or Stinson-Vultee V77 (ATC 774), of 1942 was military production of the SR-10J as personnel transport and trainer.
Stinson-Vultee V77 N69990
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
Stinson Reliant I RNAS FK-815
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)
Stinson XR3Q-1 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.
Stinson QR-1/RQ-1 [381=V149]
Stinson R3Q-1 [V149]
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.
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
Eddie Stinson introduced his tri-motors in 1929, for American and Eastern Airlines. The 11-place SM-6000, or Model T of 1930 (ATC 335) was developed from the Corman 3000. Priced at $18,000-23,900, ten were built; NC429Y, NC475Y, NC497Y/498Y. NC974W/979W, of which one went to the USAAF as C-91. The model evolved into U model.
The 1931 SM-6000-A (ATC 367) were deluxe 12-place versions. Priced at $25,000 and later production was under ATC 420, several were upgrades from -6000.
The 1931 SM-6000-B (ATC 420) were modified with luxury interiors, cowlings, and wheel pants for increase in payload and performance.
Stinson SM-6000B NC10823
The SM-6000-B1 accommodated 10 passengers, and the -6000-B2 was for mail and 8 passengers.
Stinson SM-6000B NC11153
The 6-8 place Club model was customized for executives as an “airborne office”.
Priced at $25,000 for the basic plane (reduced to $19,500 in 1932), about 40, possibly including -6000A, were built.
SM-6000B (Model T)
American Airways (later American Airlines) sold their SM-6000B (Model T) at discount price. Delta paid $5,400 each, compared to $22,500 when new.
Delta had high hopes of winning a badly needed mail contract in 1930, to cover the expenses of flying passengers. Instead, the contract went to AVCO, predecessor of American Airlines, forcing Delta to suspend passenger service in October 1930 and sell its planes.
In 1934, Delta got a chance to win back the route it had pioneered, when the new Franklin D. Roosevelt administration cancelled all airmail contracts and called for new bids. A bid of 24.8 cents per pound won Air Mail Route 24.
SM-6000B (Model T)
First delivered on June 23, 1934, Stinson T aircraft carried Delta’s very first air mail on July 4, 1934. Passenger service resumed on August 5th. Six were operated Fort Worth, Texas to Charleston, South Carolina (Air Mail Route 24) with the last retiring circa 1937.
One SM-6000 was impressed in 1942 as C-91 42-79547 and went to Panama.
The first design from the Detroit-based Stinson Aircraft Syndicate was the Stinson SB-1 Detroiter, a four-seat cabin biplane with novel features such as cabin heating, individual wheel brakes and electric starter for the nose-mounted 220 hp (164 kW) Wright J-5 Whirlwind engine.
Stinson SM-1
Designed by William Naylor, the SM-1 Detroiter prototype NX1524 first flew in April 1927.
Priced at $12,500, seven were sold as SM-1 Special (2-174) issued in 1930 for increased load as SM-1 Special NC3647 (ATC 2-174). SM-1 NC857 took first place in the 1927 Ford Air Tour, SM-1 was the first Braniff Airways plane, in 1928.
Stinson SM-1B Hunter Brothers City of Chicago1930 endurance flight with mechanic’s external running-board NC5189
Stinson SM-1B Hunter Brothers City of Chicago1930 endurance flight with mechanic’s external running-board NC5189
Thirty-six SM-1B (ATC 2-24) were built from 1928; NC3696, NC4185, NC4473, NC4876, NC5189, NC5485, NC5639, NC5676, NC5679, NC5683/5684, NC5741, NC5993, NC6657, NC6764, NC6827/6828, NC6868/6869, NC7023/7024, NC7127, NC7168, NC7218, NC7313/7314, NC7369, NC7422, NC7468/7470, NC7472/7474, NC7575/7576, plus some conversions from SM-1. ATC 2-224n 1930 was for the five-place SM-1B Special NC3348, NC5325, and NC6763, with allowable weight increase.
This aircraft was soon developed into the six-seat Stinson SM-1D Detroiter, a braced high-wing monoplane version which made its first flight on 25 January 1926. The aircraft was soon a success and it enabled Stinson to get $150,000 in public capital to incorporate the Stinson Aircraft Corporation on 4 May 1926.
The SM-1D Special (ATC 60) had a 220hp Wright J-5 conversion in 1929. NS6762 c/n D-302, was the SM-1DA. ATC 2-142 was for a 300hp Wright J-6 as SM-1D-300.
Five of the 1928 SM-1DA (ATC 74) were built, priced at $12,500, including NC5900 and NC6762.
The 1928 SM-1DB (ATC 76) was as the SM-1DA with interior refinements. One was built; NC6580.
The SM-1DC of 1928 (ATC 77) was a two-place cargo version of the SM-1DA
The 1928 SM-1DD (ATC 78) NC486H was an SM-1DA with greater load (2220 lb) for bush operations.
Designed by L M Woolson, the 1928 SM-1DX NX7654 (ATC 2-228) was powered by a 225hp Packard diesel (the first diesel to fly).
The 1929 SM-1F (ATC 136) sold for $11,000-13,500. SM-1FS was floatplane version under (ATC 212) for about $15,000. About 26 were built.
Seventy-five of the Wright J-5-powered versions were built, followed by 30 Wright J-6-powered aircraft. From 1928, SM-1 aircraft were used on scheduled services by Paul Braniff’s Braniff Air Lines and by Northwest Airways.
Three of this model were bought by Honduran Air Force in 1933. The China National Aviation Corporation, China Airways Federal, and Shanghai-Chengtu Airways operated the Detroiter in the 1920s–30s, and in Peru they were operated by Faucett and the Peruvian Air Force.
Stinson SM-1F
In 1930 a SM-1FS with a crew of three reached Bermuda from New York City, the first flight ever to the islands. Getting there the aircraft had to land twice, once because of darkness and later after running out of fuel. With a wing strut damaged, it was shipped back to New York.
A Detroiter version of the Stinson Junior powered with a Packard diesel engine, held the world record for endurance without refuelling.
In all over 100 were built, and in 1928 Stinson developed the smaller SM-2 Junior model to appeal to private owners.
Stinson Aircraft had introduced their large high-winged six-seat SM-1 Detroiter in 1927. The SM-1 was sold successfully to airlines and other commercial operators, but it was too large to appeal to private owners.
1928 Stinson SM-2 Junior
Stinson therefore redesigned the aircraft with shorter span wings, shorter fuselage and a choice of less powerful engines as the SM-2 Junior. The aircraft was a strut-braced high-wing monoplane with a sturdy outrigger undercarriage which was braced against the wing support struts and the initial 110 h.p. Warner Scarab engine was normally left uncowled. The first SM-2 flew in mid-1928 and deliveries commenced that year. Later versions of the SM-2 had higher-powered engines of between 165 h.p. and 225 h.p.
Stinson introduced its revolutionary Detroiter in February 1926. The first ever enclosed passenger aircraft used by an airline (Northwest on 5 July 1927), and designed by Eddie Stinson. The Detroiter was named after the group of Detroit motor moguls who financed their building.
The Jr-S has solid spruce plank wing spars, routed to I section, and a total of 36 wooden ribs. The wing also contains mild carbon steel drag tubes and steel drag wires. The ailerons span 9ft 8in and have a chord of 15.75in. They have steel frames, a 4130 tubular spar and nine metal ribs. The wing is braced by gin chord lift struts. The struts have a streamlined shape formed with a 4130 steel tube and 11 mild steel stamped ribs in the forward struts, and 14 in the rear struts.
Jr-S
The fuselage is a conventional welded chromoly structure and has a nicely upholstered cabin which is 8ft 3in long from the instrument panel to the rear bulkhead, and 40in wide across the front and rear seats. The height at the forward seats is 48in, and 46in at the rear. A 69 lb capacity baggage area is located aft of the rear seats. Dual con¬trol wheels are fitted, and the instrument panel layout is close to the original, although it now contains mostly modern instru¬ments.
The tail surfaces have 4130 tubular steel frames with tubu¬lar ribs, and the tailplane spans 13ft. The 31.5in high fin, which has a maximum chord of 34in, has two ribs. The rudder is 67in high, and has a 28in maximum chord and seven ribs. The tailplane’s maximum chord is 31in, the elevator’s 23.25in, and each has ten ribs. Ailerons and rudder are cable controlled, and push pull tubes are used in the elevator. The tailplane can be adjusted by a centrally posi¬tioned lever in the cabin which activates push pull tubes connected to a crank in the aft end of the fuselage.
The strut braced main land¬ing gear is made from chromoly tubes and employs a Stinson ¬designed oleo and spring hydraulic strut with 7in travel. The main tubular vees are streamlined with pine fairings and covered with Ceconite. Original Autofan wheels, with mechanical brakes, carry McCreary 8.50 x 10in tyres. Track is 9ft 6in. The tailwheel is again an Autofan, with a 5.00 x 4in tyre, and its wheel is installed on a fully castoring oleo strut. A small brake is attached to the outer cylinder to prevent shimmy.
The Jr S has a span of 41ft l in and a chord of 6ft 3in. Its over¬ all length is 26ft 1lin, and height 8ft 9in. It weighs 2,300 lb empty and 3,265 lb fully loaded. Its original fuel capacity was 60 US gal. The Jr S’s performance was similar to that of many other four seaters of the early 1930s, but the type saw heavy service with small airlines, charter operators, and private owners.
The take off run is 570 to 600ft at 50 mph with two aboard, or 1,000ft with four passengers. It climbs at 600ft/min at 65 mph with two, and cruises at 90 mph at 1,850 rpm (engine redline is 2,200 rpm). At cruising speed its fuel consumption is 13 14 US gal/hr, permit¬ting a 5hr range with reserves.
In 1931 a Stinson Jr S was factory priced at $5,775.
The first of the Stinson “Junior” line, the SM-2, rolled off the Northville, Michigan factory floor in 1928. The airplane fuselage was welded chrome-moly steel tubing construction attached to a wooden wing structure with an overall fabric cover. Although designed to be used extensively for private use, with successive power increases, the aircraft became too big and heavy for the light plane class. They were put into service as air taxis and flight demonstrators. One of the early SM-2 models participated in the 1928 National Air Tour. Piloted by Randolph Page, the plane placed third in the tour. Later models of the Junior series would see many engine and dimensional changes.
Stinson SM-2
The 1928 SM-2 Junior (ATC 48) was designed by William Naylor and sold for $6,950 About 27 were built.
Stinson SM-2 NC6871
Only one SM-2A was built, in 1929, registered N9699 c/n M-1047.
SM-2A NC9699
Twenty-two of the 1929 SM-2AA (ATC 145) were built, priced at $8,500, the ATC 2-173 was for weight adjustment.
Stinson SM-2AA NC8471
Thirty-two 1929 SM-2AB (ATC 161) were built priced at $10,500. ATC 2-267 was for the 220hp Wright J-5 and EDO floats in 1930.
ATC 194 covered the SM-2AC of 1929, priced at $11,000. ATC 2-143 was for the SM-2ACS floatplane version for $13,500, possibly NC8475.
The 1929 SM-2K (ATC 2-136) was powered by 100hp Kinner K-5 engines. Three conversions (2-414) for 125hp Kinner B-5 were made in 1932 as SM-2K Special.
1932 Stinson SM-8A Junior N408Y
The design was further developed to produce the more powerful and heavier SM-7 and SM-8 models which were full four-seaters and these were also used by commercial firms. The Junior R of 1932 had a deeper fuselage and a low-set stub wing to mount the undercarriage and wing struts.
The 1930 SM-7A, ATC 298, was priced at $8,995 and a float version as SM-7AS, ATC 2-313. Eight were built.
The SM-7B (ATC 329) was priced at $10,695 and eight were built.
The SM-8A, A.T. C. #295 and 2-301, equipped with a Lycoming R-680 9-cyclinder radial engine was introduced in April of 1930. Designed by Kenneth Ronan, the price was $5775. The low price tag paid off and by the end of 1930 there were more SM-8As sold, about 300, then all other cabin airplanes put together. The airplane could cruise comfortably at 105 mph with a ceiling of 14,000 feet and a range of about 500 miles.
ATC 2-461 was for a 220hp Wright J-5 powered SM-8A Special in 1933, NS13 c/n 4091, destroyed in a fire in August 1934.
Five SM-8B (ATC 294) were built in 1930, powered by a 225hp Wright J-6, for $8,495. Three were converted to SM-8B Special (NS25, NS27=NC18627, NS28=NC18628).
Two SM-8D (ATC 312) were built in 1930, NC200W and NC227W, powered by a 225hp Packard DR-980 diesel. They were priced at $8,995.
A total of 321 Stinson Juniors were built between 1928 and 1933, of which 27 survived in 2001 and several of these were airworthy in private hands.
SM-2AC Engine: Wright J6-7 225 h.p. Length: 29 ft 0 in Wingspan: 41 ft 8 in Height: 8 ft 3 in Wing area: 236 ft2 Empty weight: 2,169 lb Gross weight: 3,229 lb Maximum speed: 135 mph Cruise speed: 113 mph Range: 450 miles Service ceiling: 22,000 ft Rate of climb: 1,200 ft/min Crew: 1 Capacity: 3 passengers
SM-2ACS Length: 29 ft 0 in Wingspan: 41 ft 8 in Wing area: 236 ft2 U/C: floats
SM-2ACS floatplane version of the SM-2AC Engine: Wright J6-7 225 h.p. Length: 29 ft 0 in Wingspan: 41 ft 8 in Height: 8 ft 3 in Wing area: 236 ft2 Crew: 1 Capacity: 3 passengers
SM-7B Engine: P&W Wasp Junior 300 h.p. Wingspan: 41’8″ Length: 29’11” Useful load: 1188 lb Max speed: 142 mph Cruise: 120 mph Stall: 60 mph Range: 550 mi Seats: 4
SM-8A Junior Engine: Lycoming R-680 215 hp Wing Span: 41 ft. 6 in Wing Area: 234 sq. ft Airfoil: Clark Y Length: 28 ft. 11 in Height: 8 ft. 9 in Empty Weight: 2061 lb Gross Weight: 3195 lb Useful Load: 1134 lb Maximum Speed: 125 mph Cruising Speed: 105 mph Stall: 55 mph Ceiling: 14,000 ft Cruising Range: 500 mi Price April 1930: $5775 at factory
SM-8 Special Engine: Wright J-5, 220 hp Wing Span: 41 ft. 6 in Length: 28 ft. 11 in Useful load: 1134 lb Maximum Speed: 125 mph Cruising Speed: 105 mph Stall: 55 mph Range: 500 mi
SM-8B Engine: Wright J6-7 225 h.p.
SM-8B Special
SM-8D Engine: Packard DR-980 diesel 225 hp Wingspan: 41’8″ Length: 29’0″ Useful load: 1025 lb Max speed: 128 mph Cruise speed: 108 mph Stall: 50 mph Range: 495 mi
Junior R deeper fuselage. 28 Units built Engine: Lycoming R-680 215 h.p.
The model ‘O’ was designed by Robert Hall following the Stinson Company receiving a requirement for a military trainer from the fledgling Honduran Air Force in 1933. In a 90 day project the wings, tail, struts, and lnding gear of a Stnson SR reliant were married to a newly constructed fuselage, a new wing centre section replacing the space occupied by the cabin fuselage of the SR. This resulted in a two place open cockpit parasol that is flown from the front seat, it being the only open cockpit aircraft ever produced by Stinson.
Powered by a Lycoming R-680-4 the aircraft was capable of a maximum speed of 136 mph / 219 kph, cruised at 124 mph / 200 kph and had a range of 440 miles / 708 km.
First flying in May 1933, only ten model ‘O’s were originally manufactured 1933 and 1944. Five were sold to Honduras, three to China, and one to Brazil. The prototype, NX13817 (ATC 520), stayed in the US and ended up as an instrument trainer in Long Beach, California. It was then moved to Love Field in Texas when WW2 started and stricken from the FAA registry in 1945.
(replica)
Replica: Evergreen Aviation Services Stinson Model O Senior Trainer replica
