A.T.C. #774 (11-26-46) STINSON "RELIANT", V-77, AT-19

Development of the big commercial "Reliant" by Stinson had actually culminated with the SR-10 series, but one model was resurrected in a military version during World War 2. The prototype of this model was first flown in July of 1942. Needing a navigational trainer to bolster the training program, the USAAF ordered a batch of the redesigned "Reliant," similar to the SR-10J3, as the AT-19 and strangely enough the need here was not all that critical after all; nearly all of the AT-19 were shipped overseas. A few did stay in this country and a few were flown off to Canada, but the bulk of the AT-19 went to England to serve in the Royal Navy's "Fleet Air Arm." The AT-19 version as "Reliant 1" was a five-place airplane used to ferry personnel, the AT-19A as "Reliant 2" was equipped with radios and used to train navigators; the AT-19B as the "Reliant 3" was used for observation and photo-work, while the AT-19C as "Reliant 4" was used mostly for cargo hauling and air express shipments. The "Reliant 2 and 3" were not actually war-machines, but were used to train British military personnel in the arts of navigation, radio communication, and aerial photography. Five hundred of the AT-19 series were built into late 1943 and nearly all had been sent out on a lend-lease basis. Extremely rugged, the AT-l9 ("Reliant") served the British well and the attrition rate was very low; more than 350 were shipped back to the U.S.A. after the war waiting to be declared surplus. In June of 1946 some 350 of the various AT-19 were on the surplus airplane listings and were selling for $1500 to $2500 (cash only) each, depending on the airplane's condition. Needless to say, they were bought up in no time and reconditioned to qualify for civil use under this ATC approval as the V-77. The Stinson plant in Wayne, Mich. did most of the reconditioning, and some of the airplanes rolled out in nearly new condition. Built tough to lead a rugged life, many of them did just that, and were used extensively "in the bush." The classy-looking ones you see nowadays at air meets are just showpieces.

The Stinson "Reliant" model V-77 as modified from a military-type AT-19 was a high-winged cabin monoplane with seating normally arranged for five; we say normally because this airplane was also used in other interior configurations. Like the many "Reliant" before it, this was a big and impressive airplane, the size of which was not really appreciated until you stood under it; it was so big and tall it took a two-step ladder to get into it. Looking very much like the earlier SR-10J with a lot more muscle in its frame, the V-77 was rather massive, hut yet proportionate and graceful even in repose. Versatile as any "Reliant" ever built, the V-77 was often operated "in the bush" on wheels, skis, or pontoons, and did an admirable job in either case. As powered with the 9 cyl. "radial" Lycoming R-680-E3B engine of 300 h.p., the V-77 had a marvelous performance despite her size, and had a very deliberate character. Control was light and response was good, but she did everything in her own time, and she knew best. Normal flight was unwavering with a good, solid feel and she would fly hands-off (with an occasional nudge from the pilot) for the longest time if "trimmed" properly. The V-77 was honest, predictable, and had no low-speed tricks, but it was a lot of airplane and it required almost continuous management for best results. Some have said the V-77 had to be catered to to keep her in a good mood; well, the V-77 was the last of a long line and because of this perhaps she did act with a little self-importance. The type certificate for the model V-77 was issued 11-26-46 and it is quite possible that most of the 350 surplus airplanes were modified for civil use. Designated originally as the AT-19, all airplanes carried USAAF serial numbers even though they no doubt were being built especially for the British; a few of the AT19 went to Canada, a few served with U.S. Army units, and 10 were allotted to the U.S. Navy Air Arm.

Listed below are specifications and performance data for the Stinson "Reliant" model V77 (nee AT-19) as powered with Lycoming R680-E3B engine rated 300 h.p. at 2300 r.p.m. at SL; length overall 28'3": height overall 8'7"; wingspan 41'11"; max. wing chord 96"; total wing area 258.5 sq. ft.; airfoil mod. Clark Y; wt. empty 2634 (2810) lbs.; useful load 1366 (1340) lbs.; payload with 76 gal. fuel 695 (670) lbs. (4 pass. & 35-10 lbs. bag.), bag. allow. to 105 lbs.; gross wt. 4000 (4150) lbs., figures in parentheses as later amended; max. speed (using 300 h.p.) 145. cruising speed (.75 power) 120 at 7000 ft.; landing speed (with flaps) 60; stall speed (no flaps) 68; takeoff run (over 50 ft.) 1980 ft.: climb 900 ft. first min, at SL; landing roll (over 50 ft.) 1550 ft., ser. ceiling 14,000 ft.; gas cap. normal 76 gal.: gas cap. optional 126 gal.; oil cap. 5-7 gal.; cruising range (.66 power) at 115 m.p.h. using 14 gal. per hour 575 miles; price-it was reported the USAAF was paying $22,496 per airplane.

The construction details and general arrangement of the model V-77 were typical to that of the SR-10 series, and varied only in basic detail The V-77 had room enough for 5, but fuel load had to be reduced if any large amount of baggage was carried. A large stepladder and entry door were on the left. Interiors with roll-down windows in front varied from airplane to airplane; some were done up plush to carry 4 or 5, and others had stripped cabins that were lined and fitted to carry cargo. The baggage compt. behind the rear seat had 12 cu. ft. cap. for up to 105 lbs. Fuel cap, was normally 76 gal. (38 gal. tank in each wing-root), but cap, to 126 gal. was optional. The wing flaps were vacuum-operated and would bleed-up for a go-around; some airplanes were later modified to all-electric operation. The robust cantilever landing gear of 9'8" tread used long-stroke "oleo" shock struts and 7.50x10 wheels with 8.50x10 (6-ply) tires and toe-operated hydraulic brakes; the full-swivel tail wheel had fore-and-aft lock. All controls were on ball bearings and had aerodynamic balance; elevator had adj. trim tab. A Hamilton-Standard constant-speed prop, electric engine starter, engine-driven generator, 12V battery, oil cooler, carburetor heater & air filter, engine exhaust muffler, cabin heater muff, normal set of engine & night instruments, airspeed ind., compass, vacuum pump, fuel gauges, dual control wheels, bonding & shielding, navigation lights, cabin lights, parking brake, map & gadget pockets, fire extinguisher bottle, assist ropes, seat belts, and first aid kit were generally included as std. equipment. Optional equipment was at customer's discretion. This will be the last "Stinson" entry in the Stinson Model Directory.

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Last modified: March 23, 2004