A.T.C. #625 (2-2-37) STINSON "RELIANT", SR-9D

Just like other models in the recently introduced SR-9 series for 1937, the SR-9D and SR-9E were also a stylish and elegant machine, and generally more so, because they were powered with the more expensive Wright engine. If a customer dug up extra cash to pay for a Wright engine he would naturally want the rest of the airplane to complement his expensive purchase, so these 2 airplanes were most often dressed for show and loaded with all the optional extras. The roster of owners was like a Who's Who of those that had money. But, not only the well-to-do were captivated with these airplanes; it leaked out among the working pilots that this was also a good work-horse airplane, especially in the multi-purpose version, so several wound up working for their keep. Some wound up in Canada on floats for work "in the bush." Of course they were bound to get scarred up a bit and sometimes rather shabby looking, but the "Reliant" always kept up a pretty good appearance and she never let go of her dignity. The "deluxe version" of the SR-9D or SR-9E was actually a sight to behold, and it carried proudly the emblem or logo of many big corporations; there was the Hearst "Examiner," Texaco, Pure Oil, and N.Y.C. Police Dept. to name just a few. Even the Bureau of Air Commerce selected the special capabilities of the SR-9E For its work in the field, and bought 6. Wm. A. Mara, vice-president at Stinson, who was understandably proud of their new line, flew a new SR-9 out to the west coast for delivery in June of 1937; of course, he demonstrated the airplane at likely spots along the way. His slogan was "Enjoy flying - buy a Stinson." The tried and true Wright engine. in a "Reliant" was always a good combination; early in 1937 the 100th "Reliant" with a Wright engine was pushed out for delivery to Cuba. Many more of the Wright-powered "Reliant" were yet to be built. You could almost tell when a Wright-powered "Reliant" was being readied in final assembly--the people acted a little special.

The Stinson "Reliant" models SR-9D and SR-9E were high-winged cabin monoplanes with seating arranged for 4 or 5. The SR-9D and SR9E were a handsome pair, and by now the tapered "Reliant" wing was as distinctive as a signature--it was this wing that made the "Reliant" a great airplane. The Wright-powered "Reliant" came through final assembly in much smaller number, because it was relatively expensive and it was sought by only a certain clientele. The bulk of the SR-9D and SR-9E were used in business, and some were flown off to service in primitive regions of Alaska and Canada. but a few were owned by the so-called sportsman-pilot and it was these that were the most pampered. The "Reliant" didn't mind working and even enjoyed it, but it literally glowed under pampering. As powered with the 285 h.p. Wright R-760E1 engine the SR-9D performed very well throughout the flight range. Its behavior was a source of constant praise, and though its services were a little more expensive it was still considered a good investment for business or sport. Because of ever-increasing dimension and the inevitable gaining of weight, the newer "Reliant" series was no longer a go-anywhere airplane, as compared to the earlier Stinson monoplanes, but it still did a very impressive job of getting in and getting out when in good hands. Stinson pilots loved their airplanes and learned the very limits of their abilities. As powered with the 320 h.p. Wright R-760-E2 engine, the SR-9E did everything a little better than the SR-9D and its extra cost was money well spent. About half of the production in this Wright-powered series was SR-9E, and several were ordered as the multi-purpose version which spent most of their time hauling bundles, boxes, and other sundry freight. A "Reliant" could be everything to its owner, and it seemed quite happy in all that it did. The type certificate for the SR-9D and SR9E was issued 2-2-37 and some 50 or more examples were manufactured by the Stinson Aircraft Co., Inc., at Wayne, Mich. Stinson had a very small strip alongside its plant that they called airport; it was small, but the "Reliant" roared out of there with room to spare.

Listed below are specifications and performance data for the "Reliant" model SR-9D as powered with Wright R-760-E1 engine rated 285 h.p. at 2100 r.p.m. at sea level; length overall 28'1"; height overall 8'6"; wingspan 41'11"; max. wing chord 96"; wing chord at tip 38"; total wing area 258.5 sq. ft.; airfoil Mod. Clark Y; empty wt. 2600 lbs.; useful load 1450 lbs.; payload with 78 gal. fuel 775 lbs. (4 pass. & 95 lbs. bag.); max, bag, allowed was 150 lbs.; gross wt. 4050 lbs.; max. speed 152 at sea level; cruising speed (.75 power) 140 at sea level; landing speed (with naps) 60; climb 900 ft. first min. at sea level; ser. ceiling 14,500 ft.; gas cap. 78 gal.; oil cap. 5 gal.; cruising range (.75 power) at 17gal. per hour 630 miles; price approx. $12,000 at factory field.

Specifications and data for model SR-9E (and SR-9ED or SR-9EM) as powered with Wright R-760-E2 engine rated 320 h.p. at 2200 r.p.m. at sea leve1(350 h.p. at 2300 r.p.m. for takeoff with control. prop) same as above except as follows: wt. empty 2640 lbs.; useful load 1410 lbs.; payload with 78 gal, fuel 735 lbs. (4 pass. & 55 lbs. bag.); gross wt. 4050 lbs.; max, speed 161 at 6500 ft.; cruising speed (.75 power) 150 at sea level; landing speed (with naps) 60; climb 950 ft. first min. at sea level; ser. ceiling 17,500 ft.; gas cap. 78 gal.; oil cap. 5 gal.; cruising range (.75 power) at 19 gal. per hour 600 miles; price approx. $12,500 at factory field. Gross wt. allowance for both SR-9D and SR-9E later raised to 4100 lbs. Both models eligible as seaplanes on Edo WA-4665 twin-neat gear at 4500 lbs. gross wt. The performance was reduced proportionately.

The construction details and general arrangement of the "Reliant" had been more or less the same for several years now, and the SR-9 series varied only in basic detail. Interiors progressively got bigger and a little finer, the entry doors were getting bigger and vision was being improved, extra fuel capacity was allowed for greater range and in-the-air or on-the-ground operation was enhanced by electrical or hydraulic aids, but outside of this the "Reliant" were pretty much alike. The most significant difference in the SR-9D and SR-9E, as compared to other models in the SR-9 series, was installation of the 7 cyl. Wright engine and any modifications required for this combination. Standard equipment installed left very little to be desired, but many useful options were still available at extra cost. The so-called multipurpose type, designated "M," was specially prepared with extra large doors and a metal lined interior; it could also be specially prepared with an ambulance litter, or as a camera-plane. All models were also available as seaplanes on Edo WA-4665 twin-neat gear. A Hamilton-Standard metal prop, electric engine starter, battery, generator, cabin heater & ventilator, leather upholstery, 8.50x10 (6 ply) tires, 10 in. tail wheel, Pyrene fire extinguisher, bonding & shielding for radio, oil cooler, dual control wheels, navigation lights, cabin lights, 2 baggage compartments, assist ropes, ash trays, seat belts, and first-aid kit were standard equipment. A Hamilton-Standard or Lycoming-Smith controllable prop, wheel streamlines, landing lights, para-flares, extra instruments, extra fuel cap., radio gear, and a special hand-rubbed finish were optional. The next Stinson development was the SR-9F as described here in the chapter for ATC # 640.

Listed below are SR-9D and SR-9E entries as gleaned from registration records:

NC-17121; SR-9E (# 5200) Wright 320

NC-50Y; (# 5201)

-17130; SR-9D (# 5202) Wright 285

-17131; SR-9E (# 5203) Wright 320

-17109: SR-9D (# 5204) Wright 285

-17136; " (# 5205)

-17137; SR-9E (# 5206) Wright 320

-17147; " (# 5207)

-17135; " (# 5208)

-17138; " (# 5209)

-17132; ·SR-9D (# 5210) Wright 285

-17140; SR-9E (# 5213) Wright 320

-17141; SR-9D (# 5214) Wright 285

-17143; SR-9E (# 5216) Wright 320

-17145: SR-9D (#5218) Wright 285

-17107; (#5219)

-17114: " (# 5220)

-17157; SR-9E (# 5224) Wright 320

-17134; SR-9D (# 5254) Wright 285

-17168: SR-9E (# 5255) Wright 320

-17186; SR-9D (# 5256) Wright 285

-17188; SR-9E (# 5257) Wright 320

-17193; " (# 5258)

-17173; " (# 5159)

-18444; " (# 5263)

-18420; SR-9D (# 5264) Wright 285

-18430: SR-9E (# 5266) Wright 320

-17198; " (# 5267)

PP-TCM; " (# 5268)

NS-3640; SR-9EM (#5269)

-18428; SR-9E (# 5401)

-18436; SR-9EM (# 5402)

PP-TDI: SR-9D (# 5403) Wright 285

-18454; SR-9E (# 5304) Wright 320

NC-83: " (#5405)

NC-84; " (# 5406)

NC-85; " (# 5408)

NC-86; " (# 5451)

-18437; " (# 5350)

NC-87; " (# 5452)

NC-88; " (# 5453)

This approval for ser. # 5200 and up; ser. # 5268 to Brazil on floats; ser. # 5403 also to Brazil: ser. # 5405, 5406, 5408, 5451-52-53 del. to BAC; no listing for ser. # 5225 through 5250 and ser. # 5275 and up--these ser. nos. may not have been used; three SR-9D as UC-81G, ten SR-9E as UC-81J, and one SR-9EM as UC81M in USAAF in 1942; approval expired 10-25-40.

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Last modified: March 23, 2004