A.T.C. #621 (12-30-36) STINSON "RELIANT", SR-9B

Introduced with a fanfare as the improved "Reliant" for the year 1937, the model SR-9 series were indeed a masterpiece of styling and elegance. A feature that quickly identified the new SR-9 was the big, molded, panoramic windshield which was curved to blend in nicely with the deeper engine cowl and forward fuselage lines; the plane also appeared to be much taller than it really was because the longer wing was outstretched at a greater angle. This made it seem to tower over other airplanes, even other "Reliants," in a near-regal loftiness. But, despite this apparent put-on, the SR-9 was friendly and not a haughty airplane as it seemed, an airplane that did its best to please and it took good care of its people. The SR-9 was also proving company claims that the "Reliant" could be steadily improved without making any great basic changes in the overall design; as a consequence, this new model offered the opportunity for more usable speed, the repetitive assurance of slower landings into tight places, better vision, a quieter, more comfortable cabin interior, and even improved accessibility for periodic inspection and maintenance. It's no wonder that owners of the older "Reliant" flew in by the score to trade up for an SR-9. This new "Reliant" for 1937 began rolling off the line the first week in Jan., and before long it was available with 3 different Lycoming engines; the model SR-9A (which no one actually wanted) had 225 h.p., the SR-9B had 245 h.p., and SR- 9C had the 260 h.p. And, all 3 of these were also available in "Standard" or "Deluxe" versions. As a no-frills working airplane to haul freight and other sundry articles, the SR-9 was available also as a "M" (multi-purpose) version; extra large doors and a metal-lined cabin interior were 2 of its more significant features. Several of the new models were exhibited at the Los Angeles Aircraft & Boat Show during March of 1937, and this showing prompted a caravan of SR-9 deliveries to the west coast. It was quite noticeable that costs were rising, and every one of the new "Reliant" were wearing higher price-tags, but airplane buyers were also more affluent so sales were quite brisk. Before the year was out almost 200 of the SR-9 were criss-crossing this nation, and serving too in several foreign countries.

The Stinson "Reliant" in the model SR-9 series was also a high-winged cabin monoplane with seating arranged for 5. From just about any angle it was a very handsome airplane and it loomed large on the apron where it could attract everyone's attention. Because the price of labor was going up, and prices of materials were steadily increasing, the "Reliant" was no longer a cheap airplane, but it was still one of the best bargains in the country. It was rather hard to categorize the SR-9 buyer because they ranged all the way from the weekend pilot to the millionaire, and they all seemed equally enthused about the SR-9. Outside of prancing around the countryside on errand or whim, the average SR-9 was not usually asked to do much everyday work, but they certainly could do it if necessary. The multi-purpose version of the SR- 9 (labeled-M) could pitch in and work with the best of them over mountains and bush. As powered with 3 different Lycoming (225-245-260 H.P.) engines the SR-9 varied slightly in performance and temperament because of the varied power ratings. but it was a very good airplane in Just about any combination. Performance was excellent throughout the whole flight range, and its abilities even exceeded the manufacturer's claims; and, to top it off, it had a most lovable disposition. It was actually the "Reliants amiable disposition that appealed to the sportsman-pilots more than its performance; for a long time pilots were bashful to admit that they loved the big "Reliant" because of the way it behaved. Stinson Aircraft surely must be commended on how they continued to make a real good airplane better and better. The type certificate for the models SR-9A, SR-9B, SR-9C was issued 12-30-36 and in all some 100 and more examples were manufactured by the Stinson Aircraft Co., Inc., in Wayne, Mich., a suburb out of Detroit.

Listed below are specifications and performance data for the "Reliant" model SR-9A as powered with Lycoming R-680-B4 engine rated 225 h.p. at 2100 r.p.m. at sea level; length overall 27'11"; height overall 8'6"; wingspan 41`11"; max. wing chord 96"; wing chord at tip 38"; total wing area 258.5 so. ft.: airfoil Mod. Clark Y, wt. empty 2450 lbs.; useful load 1250 lbs.; payload with 50 gal. fuel 742 lbs. (4 pass. & 62 lbs. bag.) gross wt. 3700 lbs.; max, speed 145 at sea level: cruising speed (.75 power) 135 at 3000 ft.; landing speed (with flaps) 55, climb 700 ft, first min. at sea level; ser. ceiling 12,000 ft,; gas cap.,50 gal.; oil cap. 5 gal.; cruising range (.75 power) at 14 gal, per hour 650 miles; price approx, $9000 at factory field.

Specifications and data for model SR-9B as powered with Lycoming R-680-B6 engine rated 245 h.p. at 2300 r.p.m. at sea level, same as above except as follows: wt. empty 2457 lbs.; useful load 1243 lbs,; payload with 70 gal, fuel 616 lbs. (3 pass. & 100 lbs. bag.); gross wt. 3700 lbs.; max, speed 147 at sea level; cruising speed (.75 power) 136 at 3000 ft.; landing speed (with flaps) 55; climb 800 ft, first min, at sea level; ser, ceiling 13,200 ft.; _gas cap. 70 gal.; oil cap. 5 gal.; cruising range (.75 power) at 15 gal. per hour 610 miles; price listed as $9385 at factory field. Also available as SR-9BM, and available also with R-680-D6 engine.

Specifications and data for model SR-9C as powered with Lycoming R-680-B5 engine rated 260 h.p. at 2300 r.p.m.; same as above (all dims. same) except as follows: wt. empty 2515 lbs,; useful load 1235 lbs,; payload with 70 gal. fuel 608 lbs,: payload with 50 gal, fuel 727 lbs, (4 pass. & 47 lbs. bag.); gross wt. 3750 lbs.; max. speed 148 at 7000 ft.; cruising speed (.75 power) 140 at 7000 ft.; landing speed (with flaps)57; climb 825 ft. first min. at sea level; ser. ceiling 14,500 ft,; gas cap. 70 gal.; oil cap. 5 gal.; cruising range (.70 power) at 14 gal. per hour 690 miles; price approx. $10,000 to $11,500 depending on equipment installed. Both SR-9B and SR-9C were eligible as a seaplane on Edo 39-4000 twin-float gear at 4000 lbs. gross wt. Also eligible with R-680-D5 engine.

Construction (material and methods) of the gull-winged "Reliant" had not changed for several years; the airframe was basically the same, but improvements had been incorporated all along. The fuselage was now' wider, the doors were a little larger, the interiors were steadily improved, and exteriors glistened with extra coats of rubbed-down finish. Sometimes it was hard to improve, but eventually there was always a way found to make things a little better, or more convenient. On the SR-9 series the NACA-type engine cowling was now deeper, the engine was shielded for radio, and an oil-cooling radiator kept temperatures more consistent. The big, panoramic windshield, of molded safety- glass, was fashioned in a curve to offer a better view up front. Most of the hardware was redesigned, the interiors were colorful, and in good taste. Up to 150 lbs. of luggage could be carried: 50 lbs. was allowed under the rear seat, and 100 lbs. in the large compartment behind the seal. Rear compt. was allowed only 50 lbs. when 3 occupied the rear seat. Fuel tanks in the wing came in 25-35-39-41 gal. capacities, and tankage up to 130 gal. was optional. The multi-purpose (-M) model had 2 large doors on the right side for loading long or bulky items; it was also eligible as a ski-plane or a seaplane. The SR-9 was very well equipped, and there were more than enough options available to suit anyone's needs. The next "Reliant" development was the Wright- powered SR-9D as described here in the chapter for ATC # 625.

Listed below are SR-9B, SR-9C entries as gleaned from registration records:

NC-17110; SR-9B (#5100) Lyc.245

-17122; " (# 5101)

-17117; " (# 5102)

-17133; " (# 5103)

-17146; " (# 5104)

-17128; " (# 5105)

-17129; " (# 5106)

-17150; SR-9C (#5107) Lyc.260

-17134; SR-9B (#5108) Lyc.245

-17148; " (# 5109)

-17149; " (# 5110)

-17156; SR-9BM (# 5111)

-17151; SR-9B (# 5112)

-17152; " (# 5113)

-17153; " (# 5114)

-17154; " (#5115)

-17163; SR-9CM (#5116) Lyc.260

-17164; " (# 5117)

-17158; SR-9B (#5118) Lyc.245

-17159; SR-9C (#5119) Lyc.260

-17160; SR-9B (#5120) Lyc.245

-17161; SR-9C (#5121) Lyc.260

-17162; " (# 5122)

-17155; SR-9B (#5123) Lyc.245

-17166; " (# 515l)

; " (# 5152)

-17169; (# 5153)

-17171; " (# 5154)

-17174; " (# 5155)

; " (# 5156)

-18431; SR-9CM (#5157) Lyc.260

-17167; SK-9C (# 5158)

; " (# 5159)

NC-2217; (# 5160)

-17176; SR-9B (#5161) Lyc.245

-17192: SR-9BM (# 5162)

-17175; SR-9B (# 5163)

-17181; " (# 5164)

-17177; " (# 5165)

-17178; SR-9C (#5166) Lyc.260

-17179; SR-9B (#5167) Lyc.245

-17180: SR-9C (#5168) Lyc.260

-17187; SR-9B (#5169) Lyc.245

-17184: " (# 5170)

-17182; " (# 5171)

-17189; " (# 5172)

-17190; " (# 5173)

-17195; " (# 5300)

-17196; " (# 5301)

-17197; " (# 5302)

-17185; SR-9C (#5303) Lyc.260

-17183; " (# 5304)

-17199; " (# 5305)

-18401; SR-9B (#5306) Lyc.245

; " (# 5307)

-18402; " (# 5308)

-18403; SR-9C (#5309) Lyc.260

-18404; " (# 5310)

-18405; SR-9CM (# 5311)

-18406; SR-9C (# 5312)

-18407; " (# 5313)

-18409; SR-9B (#5314) Lyc.245

-18408; " (# 5315)

-18415; SR-9C (#5316) Lyc.260

-18413; " (# 5317)

-18416; " (# 5318)

-18417; SR-9B (#5319) Lyc.245

-18418; SR-9C (#5320) Lyc.260

-18423; " (# 5321)

-18424; " (# 5322)

-18432; " (# 5323)

-18419; " (# 5350)

-18438; SR-9B (#5351) Lyc.245

-18434; SR-9C (#5352) Lyc.260

NS-81Y; " (#5353) Lyc.245

-18442; SR-9C (#5354) Lyc.260

-18440; " (# 5356)

-18447; " (# 5357)

-18457; " (# 5358)

-18452; SR-9B '(#5359) Lyc.245

-18453; SR-9C (#5362) Lyc.260

-18455; " (# 5363)

-21115: " (# 5365)

-21114; " (# 5367)

This approval for ser. # 5100 and up; ser. # 5119 del. to Vultee; ser. # 5121 as Stinson demo; ser. # 5157 to Lycoming: Motors; set. # 5162 to Alaska; ser. # 5168 first as SR-9A later as SR- 9E; ser. # 5304 on floats; ser. # 5316 manufactured July 1937 was 900th Stinson airplane powered with Lycoming engine; set. # 5323 del. Errett L. Cord; ser. # 5362 del. to Eastern Air Lines; no listing available for # 5125-50, or # 5175-99, or # 5325-49; perhaps these gaps were intentional; expired 10-25-40.

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