André Starck continued construction of a range of eight aircraft after 1945: AS-37, AS-57/3, AS-57 / 4, AS-57/5, AS-70 “Jac” AS-71 AS-80 “Holiday” and AS-90 “New Look”.
AS-57/3
Engine: 95 hp Regnier 4-EO
Wingspan: 28 ft
Wing area: 118 sq.ft
Length: 21 ft 2 in
Empty weight: 683 lb
Loaded weight: 1322 lb
Max speed: 123 mph
Cruise: 115 mph
Ceiling: 19,000 ft
Range: 497 mi
AS-57/4
Engine: 105 hp Walter Minor 4-III
AS-57/5
Engine: 105 hp Hirth 504A-2
Similar to the Tristar except with a conventional three-axis aerodynamic control system, nosewheel has suspension and a nosewheel brake. The prototype of the TX 1000 had its first public showing at Sun’n’Fun in March 1983 at Lakeland, Florida. Described by Dick Turner as a development of the Tristar, this newcomer uses the same wing with 5 degrees of dihedral and double skin over 30% of the chord. However, it uses a different engine, a Rotax unit.
It also has a considerably reinforced structure, the leading edge spars being 2 inch (51 mm) diameter, and the compression tubes and trailing edge spars 1.5 inch (38mm). There are other differences from the Tristar too: the horizontal tail is stiffened in flight by V struts and on the ground by stainless steel cables instead of just the cables of its predecessor. On this model a braked steerable nosewheel is standard. There is a black epoxy coating on all exposed airframe parts, bonded to the tubing and baked to a glass finish.
The TX 1000 was sold as a kit requiring 40 h for assembly for $5195 in 1983, options being electric start and a hand deployed parachute.
Manufactured by Spectrum Aircraft Inc.
Engine: Rotax 377, 34 hp at 6500 rpm
Propeller diameter and pitch 54 x 27 inch, 1.37 x 0.69 m
Belt reduction, ratio 2.1/1
Max static thrust 250 lb, 113 kg
Power per unit area 0.20 hp/sq.ft, 2.2 hp/sq.m
Fuel capacity 4.5 US gal, 3.8 Imp gal, 17.0 litre
Length overall 15.0ft, 4.57m
Height overall 9.0 ft, 2.74 m
Wing span 33.0 ft, 10.05 m
Constant chord 5.0ft, 1.52m
Dihedral 5 deg
Sweepback 0 deg
Total wing area 165 sq.ft, 15.3 sq.m
Wing aspect ratio 6.6/1
Nosewheel diameter overall 16 inch, 41 cm
Main wheels diameter overall 16 inch, 41 cm
Fin height 8.0 ft, 2.44 m
Total elevator area 25.0sq.ft, 2.32 sq.m
Empty weight 252 lb, 114kg
Max take off weight 502 lb, 228 kg
Payload 250 lb, 113 kg
Max wing loading 3.14 lb/sq.ft, 14.8 kg/sq.m
Max power loading 14.8 1b/hp, 6.7kg/hp
Load factors; +5.8, 3.6 ultimate
Max level speed 60 mph, 97 kph
Never exceed speed 75 mph, 121 kph
Max cruising speed 45 mph, 72 kph
Economic cruising speed 32 mph, 51 kph
Stalling speed 21 mph, 34 kph
Max climb rate at sea level 800 ft/min, 4.1 m/s
Min sink rate 320 ft/min at 30 mph, 1.6 m/s at 48 kph
Best glide ratio with power off 7.14 at 32mph, 51 kph
Take off distance 50 ft, 15 m
Landing distance 50 ft, 15 m
Service ceiling 12,000 ft, 3660 m
Range at average cruising speed 90 mile, 145 km
The aircraft was designed before the US FAR 103 Ultralight Vehicles rules were brought into effect, but all models comply with them anyway, including the category’s maximum empty weight of 254 lb (115 kg). The Tristar, for instance, has a standard empty weight of 220 lb (100 kg). The line of aircraft all feature a cable-braced high-wing, a single-seat, open cockpit, tricycle landing gear and a single engine in pusher configuration.
The aircraft is made from bolted-together aluminium tubing, with the flying surfaces covered in Dacron sailcloth. Its 33 ft (10.1 m) span wing is cable-braced from a single element kingpost. The landing gear features a steerable nose wheel with a bicycle-style rim brake. The powerplant is mounted underneath the wing and drives a pusher propeller.
Single seat single engined high wing mono¬plane with conventional three axis control (two axis optional). Wing has unswept leading and trailing edges, and constant chord; cruci¬form tail. Pitch control by elevator on tail; yaw control by fully flying rudder; roll control by spoilerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile; 30% double surface. Undercarriage has three wheels in tricycle formation; with tailskid; glass fibre suspension on main wheels. Push right go¬-right nosewheel steering connected to yaw control. No brakes. Aluminium tube framework, without pod. Engine mounted below wing driving pusher propeller.
The Tristar also put in its appearance in 1982 but it is not just a three axis version of the Starfire with spoiler¬ons and elevators added to the rudder of the earlier model. The framework of the Tristar is considerably changed from that of the Starfire and the manufacturer has obviously made an important design effort, not being purely content to develop a three axis machine directly from a hybrid. The wing characteris¬tics, for example, have been considerably altered by double surfacing the first third of the chord. In fact, the Tristar does not have to be bought in three axis form as the manufac¬turer offers a two axis version as a no cost option.
The Tristar model took 25 hours to build from the factory-supplied assembly kit. Sold as a kit requiring 25 h for completion at a price of $4750 in 1983, the Tristar in standard form uses a Cuyuna 430R 30hp engine, in which form we detail it below. However, for $100 less it can befitted with the Cuyuna 215R 20hp unit. Other options include storage covers and wheel fairings ($150).
Tristar
Model designed in 1980, with a conventional three-axis aerodynamic control system, using a side stick and spoilers for roll control. Revised fuselage for new control system. The standard engine supplied was the 30 hp (22 kW) Cuyuna 430R.
SC-1000
Improved model
AC-2000
Improved model introduced in 1984.
Tristar
Engine: Cuyuna 430R, 30 hp (22 kW) at 5500 rpm
Propeller diameter and pitch 52 x 27 inch, 1.32 x 0.69 m
Belt reduction, ratio 2.0/1
Power per unit area 0.18 hp/sq.ft, 2.0hp/sq.m
Fuel capacity 2.5 US gal, 2.1 Imp gal, 9.5 litre main tank; 2.5 US gal, 2.1 Imp gal, 9.5 litre res (opt)
Length overall 15.0ft, 4.57m
Height overall 9.0 ft, 2.74 m
Wing span 33.0 ft, 10.05 m
Constant chord 5.0ft, 1.52m
Dihedral 5 deg
Sweepback 0 deg
Total wing area 165 sq.ft, 15.3 sq.m
Wing aspect ratio 6.6/1
Nosewheel diameter overall 16 inch, 41 cm
Main wheels diameter overall 16 inch, 41 cm
Empty weight 220 lb, 100kg
Max take off weight 470 lb, 213kg
Payload 250 lb, 113kg
Max wing loading 2.85 lb/sq.ft, 13.9 kg/sq.m
Max power loading 15.7 lb/hp, 7.1kg/hp
Load factors; +5.0, 3.0 ultimate
Max level speed 55mph, 88kph, 48 kt
Never exceed speed 55mph, 88 kph
Max cruising speed 38 mph, 61 kph, 33 kt
Economic cruising speed 35mph, 56kph
Stalling speed 21 mph, 34 kph, 18 kt
Max climb rate at sea level 750 ft/min, 3.8 m/s
Min sink rate 350ft/min, 1.8m/s
Best glide ratio with power off 7/1
Take off distance 75 ft, 23 m (on gravel)
Landing distance 100ft, 30m (on gravel)
Service ceiling 10,000ft, 3050m
Range at average cruising speed 60 mile, 97 km
Crew: one
Centre mounted joy stick, rudder pedals, nosewheel steerable through rudder pedals.
XC
Empty wt: 251 lbs
Wing span: 29’
Wing area: 160 sq.ft
Height: 7’10”
Length: 17’
Fuel cap; 5 USG
Construction: Aluminium, Dacron
Engine: Rotax 377 (368 cc) 36 hp
Static thrust: 285 lbs
Max wt: 502 lbs
Stall: 25 mph
Max speed: 63 mph
Vne: 75 mph
Climb rate: 600 fpm @ 40 mph
Design limit: +6, -3g
Glide ratio: 8-1
Wing loading: 3.14 lbs/sq.ft
Power loading: 15.69 lbs/hp
XC Series
Empty wt: 232 lbs
Wing span: 28’
Wing area: 140 sq.ft
Height: 8’
Length: 16’
Fuel cap; 5 USG
Construction: Aluminium, Dacron
Engine: Rotax 277 (268 cc) 28 hp
Static thrust: 205 lbs
Max wt: 487 lbs
Stall: 21 mph
Max speed: 60 mph
Vne: 65 mph
Climb rate: 600 fpm @ 32 mph
Design limit: +6, -3g
Glide ratio: 6-1
Wing loading: 3.48 lbs/sq.ft
Power loading: 17.39 lbs/hp
The aircraft was designed before the US FAR 103 Ultralight Vehicles rules were brought into effect, but all models comply with them anyway, including the category’s maximum empty weight of 254 lb (115 kg). The line of aircraft all feature a cable-braced high-wing, a single-seat, open cockpit, tricycle landing gear and a single engine in pusher configuration.
The Star Flight Starfire is the first aircraft in a large family of American ultralight aircraft that was designed by Dick Turner and produced by Star Flight Manufacturing, introduced in 1979. The aircraft were all supplied as kits for amateur construction.
The aircraft is made from bolted-together aluminium tubing, with the flying surfaces covered in Dacron sailcloth. Its 33 ft (10.1 m) span wing is cable-braced from a single element kingpost. The landing gear features a steerable nose wheel with a bicycle-style rim brake. The powerplant is mounted underneath the wing and drives a pusher propeller.
Single seat single engined high wing mono¬plane with hybrid control. Wing has unswept leading and trailing edges, and constant chord; cruciform tail. Pitch control by weight¬shift; yaw control by fully flying rudder; no separate roll control; control inputs through weight shift for pitch/yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile; single surface.
Undercarriage has three wheels in tricycle formation; with additional tailskid; glass fibre suspen¬sion on main wheels. No ground steering. No brakes. Aluminium tube framework, without pod. Engine mounted below wing driving pusher propeller.
Up to the beginning of 1983 the Star Flight Aircraft company belong¬ing to Dick Turner was called Starflight Manufacturing. His basic model, the Starfire made its appearance in 1982 and was sold as a kit requiring 16 h for assembly at a price of $3995, with options including wheel fairing for $150.
However, in common with other manufac¬turers, Dick Turner has found that the market is moving away from hybrid control to stick operated machines. As a result, the Starfire was discontinued in 1983.
Engine: Cuyuna 215R engine
Max power 20 hp at 6000 rpm
Propeller diameter and pitch 52 x 24 inch, 1.32 x 0.60 in
Belt reduction, ratio 2.4/1
Power per unit area 0.12 hp/sq.ft, 1.3 hp/sq.m
Fuel capacity 2.5 US gal, 2.1 Imp gal, 9.5 litre
Length overall 9.0ft, 2.74m
Height overall 16.0ft, 4.87m
Wing span 33.0ft, 10.05m
Constant chord 5.0ft, 1.52m
Dihedral 5 deg
Sweepback 0 deg
Total wing area 165 sq.ft, 15.3 sq.m
Wing aspect ratio 6.6/1
Nosewheel diameter overall 16 inch, 41 cm
Main wheels diameter overall 16 inch, 41 cm
Empty weight 175 lb, 79kg
Max take off weight 475 lb, 215 kg
Payload 300 lb, 136 kg
Max wing loading 2.87 lb/sq.ft, 14.0 kg/sq.m
Max power loading 23.8 lb/hp, 10.83kg/hp
Max level speed 42mph, 68kph
Never exceed speed 55mph, 88kph
Max cruising speed 30mph, 48kph
Stalling speed 19 mph, 31 kph
Max climb rate at sea level 450 ft/min, 2.3 m/s
Best glide ratio with power off 6/1
Take off distance 100 ft, 30 m
Landing distance 50 ft, 15 m
The Star Aircraft division of Phillips Petroleum was formed at Bartlesville, Oklahoma in 1928. Designers E A “Gus” Riggs and William “Billy” Parker prepared plans for a two-passenger high-wing light private owner aircraft intended for the lower cost end of the market. The advertised cost was $3,450 with a 90hp Lambert R-266 engine. They were also advertised with a 60hp LeBlond or 75hp Velie engine for $2,985. Three Cavalier A planes were delivered in 1928.
The Cavalier B (ATC 138) followed in 1929 fitted with a lower powered 55 hp Velie M-5 engine and 15 examples were sold at $2,895 to owners of more modest means. Some were fitted with 80hp Genet and 90hp Lambert R-266 engines. The fifteen included NC24B, NC263K, NC331H, NC350M and 351M, NC451, NC453, NC450, NC941E, NC960H, NC990H, NC7239 and N7249.
A single example of the Cavalier C (ATC 255) followed. The Cavalier C NC993H was powered by a 60hp LeBlond 5D engine for $2,985.
Two examples of the 1929 Cavalier D (ATC 2-191) were built, powered by 80hp Genet engines.
The next to secure modest success was the Cavalier E (ATC 321) of 1930 which had a 90 h.p. Lambert R-266 and was fitted with a taller, more angular, tail fin. Priced at $3,450 thirteen were sold (NC9E, NC13E, NC71W, NC350V, NC397V, NC636W, NC678W, NC980N, NC10359, NC10535, NC10583, NC10585, and NC11007).
The last of the Cavalier series was the single 1930 F model N69W with a Warner Jr engine.
The several Cavalier models served private owners in the touring role until the curtailment of civil flying in the USA in late 1941. Five Cavaliers remain on the U.S. civil aircraft register in mid-2009. Cavalier B N14860 of 1930 was on public display, in airworthy condition, at the Historic Aircraft Restoration Museum at Dauster Field, Creve Coeur, Missouri near St Louis.
Cavalier A
Engine: 90 h.p. Lambert R-266
Wingspan: 31’6″
Length: 19’8″
Useful load: 578 lb
Max speed: 120 mph
Cruise: 100 mph
Stall: 35 mph
Seats: 2
Cavalier A
Engine: 60hp LeBlond
Wingspan: 31’6″
Length: 19’8″
Max speed: 105 mph
Cruise: 87 mph
Stall: 38 mph
Seats: 2
Cavalier A
Engine: 75hp Velie
Wingspan: 31’6″
Length: 19’8″
Max speed: 105 mph
Cruise: 87 mph
Stall: 38 mph
Seats: 2
Cavalier B
Engine: 1 × Velie M-5, 55 hp (41 kW)
Wingspan: 31 ft 6 in (9.60 m)
Wing profile: Clark Y
Length: 19 ft 11 in (6.07 m)
Useful lift: 538 lb ( kg)
Maximum speed: 100 mph (161 km/h)
Cruise speed: 85 mph (137 km/h)
Stall speed: 40 mph (64 km/h)
Range: 500 miles (800 km)
Crew: 1
Capacity: 1 passenger
Cavalier B
Engine: 80 h.p. Armstrong Siddeley Genet
Seats: 2
Cavalier B
Engine: 90 h.p. Lambert R-266
Seats: 2
Cavalier C
Engine: 60 h.p. LeBlond 5D
Seats: 2
Cavalier D
Engine: 60 h.p LeBlond.
Seats: 2
Cavalier D
Engine: 80hp Genet
Seats: 2
Cavalier E
Engine: 90 h.p. Lambert R-266
Length: 19’8″
Useful load: 550 lb
Max speed: 105 mph
Cruise: 87 mph
Stall: 38 mph
Range: 360 mi
Seats: 2
Cavalier F
Engine: Warner Junior
Seats: 2
In early 1983, Charlie Stanton commenced a three-year project that would see him design and build the Stanton Sunbird powered glider.
The 28 hp Rotax 277 engine enables a take-off and climb to a height sufficient for the engine to be stopped, the propellor automatically folded and the aircraft to fly as a conventional glider. The engine can be re-started in flight if needed.
The single seat Stanton Sunbird motorglider ZK-JEA utilised various mechanical parts from Charlie’s earlier American Eaglet ZK-GOE.
It has a wingspan of 42 feet (12.8 metres) and was powered by a 27 HP Rotax 277 engine with a feathering propellor that could be restarted in flight if necessary. It was self-launching and flew successfully for over 10 years.
ZK-JEA (c/n 001) was registered as a Class 1 microlight to Charlie Stanton on 1 November 1994, and its first flight was on 26 February 1995 and over the next ten years Charlie made many flights including a maximum height of 13,000 ft and on another occasion a flight of 3 hr 30 min.
The registration was cancelled on 11 April 1997 as withdrawn.
Its final flight was on 16 April 2005.
On Sunday 4 December 2005, during the Ashburton Aviation Museum’s Christmas party, the Stanton Sunbird was donated to the museum by Charlie and his wife, Phyllis, where it is now on display.
Engine: 28 hp Rotax 277
Wingspan: 42 ft / 12.8 m
Wing area: 100 sq.ft / 9.2 sq.m
Wing loading: 5.3 lb/sq.ft / 26 kg/sq.m
Airfoil: Epple 748 High Lift
Empty weight: 313 lb / 142 kg
Payload: 214 lb / 97 kg
Max weight: 527 lb / 239 kg
Vne: 81 mph / 132 kph
Cruise: 45 mph / 90 kph
Stall w/flaps: 32 mph / 52 kph
Load factor: +- 4.4g
Service ceiling: 15,000 ft
Standard Aircraft Corp made to own designs SJ trainers; E-1 single-seat fighters, used for advanced training; H-3 landplane reconnaissance biplanes and H-4-H floatplanes.
Built in 1916, the SJ was a civil trainer, modified from the J-1 as a two-place high-wing monoplane powered with 90hp Curtiss OX-5 and Sikorsky-designed wing.
Production included NC6703 c/n UNW-9, NC5469.
The 1917 Standard Aircraft Corp Twin Hydro, or TH-D, was a two-place, open cockpit, monoplane with twin floats; serial AS364. Only the one was built.
Engine: 125hp Hall-Scott A-5a
Wingspan: 69’2″
Length: 33’4″
Speed: 78 mph
Seats: 2
In the late 1920s. Belgian company Stampe et Vertongen decided to compete with the British manufacturers that then dominated Europe. In 1928, the talented Belgian engineer Alfred Renard was given a technical task to develop a light training aircraft.
Structurally, it was a conventional, single-bay biplane with staggered wings of equal span. The pilot and passenger sat in tandem open cockpits and power was provided by a radial engine in the nose. The fixed undercarriage consisted of main units braced to one another, and a skid to support the tail. The military showed interest in the new aircraft, and they were quite ready to support the domestic manufacturer. The only question was whether Renard could provide the required indicators. Fortunately, the terms of reference turned out to be quite reasonable, and the RSV.26/140 became the first aircraft for the Belgian own Air Force.
At the time, Stampe et Vertongen designated their aircraft with two numbers: the wing area (measured in square metres) and the engine power (measured in horsepower). Renard’s new design had a wing area of 26 m² and was to be powered by a 75 kW (100 hp) Renard Type 100 and was therefore designated RSV.26/100. Two years previously, the firm had introduced a training biplane for the Belgian Air Force that also had a wing area of 26 m² (280 sq ft); powered by a 75 kW (100 hp) engine, it had been designated the RSV.26/140. The similar designations caused confusion in the aviation press, but Renard insisted that the RSV.26/140 and RSV.26/100 were two distinct aircraft.
Thus, the first prototype of the aircraft, intended for the Belgian Air Force and equipped with a 140-horsepower engine, was designated RSV.26/140. Some time passed and in 1928 the RSV.26 / 100 aircraft equipped with a 100-horsepower Renard engine came out for testing. Although the wing area of both aircraft was the same structurally, they had a number of fundamental differences.
The first prototype was completed on December 12, 1928. By April 15, 1929, this aircraft was registered in Brussels as OO-AJU. Prototype tests were completed successfully, after which Stampe et Vertongen concluded that mass production was possible. However, the construction of the RSV.26 / 100 was limited to 5 copies, some of which entered the service of the Belgian Air Force. These aircraft were used for their intended purpose until May 1940, when Belgium was occupied by German troops. The surviving RSV.26/100s were then scrapped. Traces of the first prototype were lost at the very beginning of the war, but only in February 1947 it was removed from registration.
With monoplanes becoming more popular, Stampe et Vertongen considered the possibility of marketing a version of the RSV.26/100 in this configuration. Renard was able to realise this design by removing the lower pair of wings and bracing the upper pair of wings to the fuselage with two struts on each side. The resulting aircraft, having lost 8 m² of wing area, was now designated the RSV.18/100. The monoplane version was a little faster than the biplane, but climbed a little more slowly. With the differences between the two configurations so minimal that one could be converted to the other within one hour, Stampe et Vertongen decided to market the type as a convertible, the RSV.26/18.
The onset of the Great Depression also halted Stampe et Vertongen’s production of the type. After George Ivanow joined the firm, he made one final attempt to market the design, modifying the RSV.18/100 (OO-AKG) to use a de Havilland Gipsy III engine[ and rebuilding the fuselage and empennage along similar lines to the SV.4. Marketed first as the SV.18M (Modification) tourer, then further modified and marketed as the SV.18MA (Modification Armée) fighter-trainer, no further production ensued.
Despite such modest successes, the RSV-26/100 was noticed by foreign buyers. American businessman and apologist for light aviation Ivan R. Gates, owner of Wright Tuttle Motors, in 1929 began negotiations on the possibility of licensed production of the Belgian aircraft in the United States. Previously, a “reference” sample O-BAJK was purchased from the manufacturer. At the same time, for the RSV-26/100, a project was developed to replace the wooden fuselage with a steel pipe structure – engineer Nathan F. Vanderlip was engaged in this refinement. However, it was not possible to achieve the expected commercial success again – until October 29, 1929, only two aircraft were assembled, after which the country plunged into economic stagnation for almost 10 years. Wright Tuttle Motors immediately went bankrupt, and its owner committed suicide. The fate of almost finished aircraft was unenviable. Three or four fuselages survived, one of which was used as a chicken coop as recently as 1975.
Variants
RSV.26/100
biplane version with Renard Type 100 engine (5 built)
RSV.18/100
monoplane version with Renard Type 100 engine (1 built)
RSV.18/105
monoplane version with Cirrus Hermes engine (1 built)
SV.18M
monoplane with de Havilland Gipsy III engine (1 converted from RSV.18/100)
SV.18MA
militarised SV.18M (1 converted)
RSV.26/18
convertible version with Renard Type 100 engine (2 built)
Gates Convertiplane
American variant of RSV.26/18 with Renard Type 100 engine and fuselage of steel tube construction (2 built)
RSV.26/100
Powerplant: 1 × Renard Type 100, 75 kW (100 hp)
Wingspan: 9.36 m (30 ft 8 in)
Wing area: 26 m2 (280 sq ft)
Height: 2.73 m (8 ft 11 in)
Length: 7.10 m (23 ft 3 in)
Empty weight: 484 kg (1,060 lb)
Gross weight: 747 kg (1,640 lb)
Maximum speed: 168 km/h (104 mph, 90 kn)
Cruise: 135 km/h
Range: 640 km (400 mi, 350 nmi)
Service ceiling: 4,600 m (15,000 ft)
Rate of climb: 6.0 m/s (1,000 ft/min)
Crew: 1 pilot
Capacity: 1 passenger
All Aero 