A.T.C. #679 (5-12-38) STINSON "RELIANT", SR-10E

The Wright-powered "Reliant" was always more expensive than the normal "Stinson" line, so it was generally put together with the best of finery for that small circle of well-heeled customers. It stands to reason that if customers were willing to pay that much more for these models they would also expect the best in all that was available. For the 1938-39 season Stinson offered the SR-10D with 285 h.p. and the SR-10E with 320 h.p.; both models were powered with the famous 7 cyl. R-760-E series engine. Owning a Wright-powered "Reliant" had developed into a prestige symbol, so they were seen only at the better places, and the airplanes always glowed with signs of care and attention. The roster of owners was rather small, but a very impressive group. As nearly always, there were those that yearned for still more power, and tantalized Stinson Aircraft with the idea, so such an airplane was developed in 1939. This was the thundering and stomping SR-10K that bellowed out with defiance to make sure everyone realized what a special airplane it really was; it growled and it snarled, but it had no bite, because after all, it was only a more powerful high performance "Reliant." This was to be the end of the line for the civil "Reliant" because of wartime commitments, and the last was built in 1941. They all stayed in service for many years to come, and stories of their exploits grew richer as the years went by. In fact, the "Stinson" saga is so replete with special sanctity that if you ever got caught in the telling of a really tall airplane tale, you need but to say that you were flying a Stinson SR-something-or-other, and your reputation was saved, no questions asked. There were 3 versions of the Wright-powered (SR-10 series) "Reliant" and every one was the finest airplane that Stinson craftsmen could put together; they were always rolled out with pride and the customer, or the customer and his hired pilot, were usually waiting at the door.

The Wright-powered "Reliant" (SR-10D, SR10E, SR-10K) were high-winged cabin monoplanes with seating normally arranged for 4 or five; they were big, impressive airplanes and some say you could almost detect their air of self-importance. Whether this be true or not, we have to concede that the Wright-powered "Reliant" has always been a rather special airplane. In years previous the "Reliant" (Wright-powered) series always catered to people with position and lots of money, but this final offering of the series was practically involved in nothing but big business. Names like Gulf Oil, Texaco, etc. were not new on Stinson rolls, and once again they were on the roster. As powered with the 7 cyl. Wright R-760-E1 engine of 285 h.p. the SR-10D was built in only 3 examples and these were shipped off to Brazil as utility airplanes; the Latin Americans had a high regard for Wright-powered airplanes. As powered with the R-760E2 engine of 320 h.p. the SR-10E was the most popular and thereby the most prolific; its everyday performance was more than upholding the sanctity of "Reliant" tradition. As powered with the 9 cyl. Wright R-975-E3 engine of420 h.p. the SR-10K was a special high performance airplane designed for the requirements of the New York Police Dept.; it was not exactly a chase-plane, but it had abilities that qualified it for all kinds of police work. This model was offered to others, but only 2 were built. The SR-10 series was first rolled out in 1938 and they continued in occasional production into 1941; Stinson Aircraft like other airplane manufacturers was phasing into wartime production and this would keep them very busy for the next 5 years. The civilian "Reliant" was finished, it had its day in the limelight, but it did contribute further by being a pattern for design of the famous V-77 and AT-19 of which at least 500 were built. The type certificate for the (Wright-powered) "Reliant" SR10 series was issued 5-12-38 and some 21 examples were built in all. Manufactured by the Stinson Aircraft Corp. at Wayne, Mich. The talented Gordon Israel, co-designer of the famous "Howard" monoplanes, was now proj. engr. at Stinson; his influence was clearly showing in the SR-10.

Listed below are specifications and performance data for the "Reliant" model SR-10D as powered with Wright R-760-E1 engine rated 285 h.p. at 2100 r.p.m. at sea 1eve1(300 h.p. at 2250 r.p.m. for takeoff); length overall 27'9"; height overall 8'7"; wingspan 41'11"; max. wing chord 96"; total wing area 258.5 sq. ft.; airfoil Mod. Clark Y; wt. empty 2725 lbs.; useful load 1425 lbs.; payload with 76 gal. fuel 761 lbs. (4 pass. & 81 lbs. baggage); payload with 100 gal. fuel 606 lbs. (3 pass. & 96 lbs. baggage); gross wt. 4150 lbs.: max. speed 160 at sea level; cruising speed (.75 power) 150 at 5500 ft.; landing speed (with flaps) 60; climb 920 ft. first min. at sea level; ser. ceiling 35.000 ft.; gas cap. normal 76 gal. gas cap. max. 100 gal.; oil cap. 5-6.5 gal.; cruising range (2000 r.p.m. at 5500 ft.) at 18 gal. per hour 650-780 miles; price approximately $14,000 at factory field.

Specifications and data for the model SR-10E as powered with Wright R-760-E2 engine rated 320 h.p. at 2200 r.p.m. at sea level (350 h.p. at 2400 r.p.m. for takeoff) same as above except as follows; length overall 27'10"; wt. empty 2730 lbs.; useful load 1420 lbs.; payload with 76 gal. fuel 756 lbs. (4 pass. & 76 lbs. baggage); payload with 100 gal. fuel 601 lbs. (3 pass. & 91 lbs. baggage): gross wt. 4150 lbs.; max. speed 163 at sea level: cruising speed (.75 power) 155 at 6300 ft.; landing speed (with flaps) 60; climb 970 ft. first min. at sea level; ser. ceiling 17,000 ft.; gas cap. normal 76 gal.; gas cap. max. 100 gal.; oil cap. 5 to 6.5 gal.; cruising range (2000 r.p.m. at 6300 ft.) at 19 gal. per hour 620-750 miles; price $14,350 and up at the factory field. All options were extra.

Specifications and data for the model SR-10K as powered with Wright R-975-E3 engine rated 420 h.p. at 2200 r.p.m, at 1400 ft. (450 h.p. at 7250 r.p.m. for takeoff) same as above except as follows: length overall 28'0"; wt, empty 3045 lbs.: useful load 1605 lbs., payload with 100 gal. fuel 786 lbs. (4 pass. & 106 lbs. bag.). gross wt. 4650 lbs., max. speed 175 at 1400 ft.: cruising speed (.75 power) 168 at 7000 ft.; landing speed (with flaps) 65; climb 1250 ft. first min, at sea level; service ceiling 19,400 ft.: gas cap. 100 gal., oil cap. 6.5 gal.; cruising range (.75 power at 7000 ft.) at 25 gal. per hour 670 miles; price approximately $19,000 at factory. The SR-10K was also eligible as seaplane on Edo 59-5250 twin-float gear at 5200 lbs. gross wt.

The construction details and general arrangement of the "Reliant" models SR-10D, SR-10E, SR-10K were typical to those as described here in the chapter for ATC # 678, including the following. The basic airframe was similar in all models except for the SR-10K which was strengthened in various portions to withstand the stresses of extra horsepower. The "Reliant" was getting quite big and rather heavy, but the thick, massive wing still generated more than enough lift to do the job. Baggage allowance in this series was 150 lbs. for all models; 50 lbs. under the rear seat and 100 lbs. in the baggage compartment. Like other airplanes in this "Reliant" series the SR-10D, SR-10E, SR-10K were restyled with more than 25 improvements, both structural and aerodynamic. It is doubtful if the "Reliant" could have been improved much more. The models SR-10D and SR-10E were normally equipped with a Lycoming-Smith controllable propeller, but the SR-10K was equipped with a Hamilton-Standard "constant speed" prop to better handle the extra power; the SR-10K was also eligible as a seaplane on Edo twin-float gear. For all models, 7.50x10 wheels were fitted with 8.50x10 tires; the SR-10K required 6-ply tires on the main wheels and the tail wheel also. The 5900 series of the SR-10 were same as the 5800 series except for vertical tail surfaces, battery installation, fuel system layout, exhaust collector-ring, engine cowling, control wheels, and configuration of the pilot's seat. An electric engine starter, battery, generator, carburetor heater, oil cooler, fuel gauges, compass, clock, dual control wheels, navigation lights, hydraulic wheel brakes, parking brake. cabin heater, vacuum-operated wing flaps, bonding & shielding, full-swivel tail wheel, map pockets, assist ropes, ash trays, nickeled hardware. and first-aid kit were standard equipment. Wheel pants, landing lights, paraflares, pressure-type fire extinguisher, extra fuel tanks, custom interiors, custom colors and finishes were optional. The next "Reliant" development was the SR-10F as described here in the chapter for ATC # 655.

Listed below are SR-10D and SR-10E entries:

-19368;

NC-18478; SR-10E (# 5-5802) Wright 320.

-18486; SR-10E (# 5-5809) Wright 320.

-18491; SR-10E (# 5-5812) Wright 320.

-21101; SR-10E (# 5-5820) Wright 320.

- SR-10D (# 5-5843) Wright 285.

-21120; SR-10E (# 5-5851) Wright 320.

-21127; SR-10E (# 5-5852) Wright 320.

-21128; SR-10E (# 5-5853) Wright 320.

-21147; SR-10K (# 5905) Wright 420.

-21118; SR-10K (# 5906) Wright 420.

-22526; SR-10E (# 5914) Wright 320.

- SR-10D (# 5917) Wright 285.

-23787; SR-10E (# 5925) Wright 320.

- SR-10D (# 5959) Wright 285.

This approval for ser. # 5-5802 and up; # 5-5802 del. to Texaco, Inc.; ser. # 5-5809 del. to Gulf Oil Co.; ser. # 5-5812 del. to Holland Furnace Co.; ser. # 5-5851-52-53, 5914 and 5925 del. to American Airlines; ser. # 5905-5906 del. to New York Police Dept.; ser. # 5-5843, 5917, 5959 del. to Brazil; one SR-10E to USAAF as UC-81H, this approval expired 2-28-41.

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Last modified: March 23, 2004