By 1962, George Wing had moved on to the development of John Thorp’s little twin, which eventually became the Wing Derringer. George Wing hired John Thorp to design a high performance two seat twin. Thorp, who had been toying with the idea of hanging two engines on his Sky Skooter (one of which Wing owned), was already primed for the idea. They started with a clean sheet of paper and, using two Continental O 200 engines and fixed pitch props, came up with an airplane that was, for its operating costs, a wonderful performer, first built in 1978. John E Robey designed the major assembly tooling for the Wing Derringer at Olin-Dixon in Coffeyville Ks in the late 1960’s. Derringer project leader was Larry Heuberger.

The prototype carried two special Continental 115 hp IO-200 engines with fuel injection. The cowling was 21.5 inches deep. The prototype N3261G first flew on 1 May 1962, kept throwing prop blades, however, its engine out performance was inadequate, and the tweaked engines were not a realistic choice for a production airplane; and so eventually, production prototypes were equipped with 160 hp Lycoming engines. Originally, the Derringer was equipped with very thin, narrow bladed racing props.

While testing the prototype, the next two units were nearing completion in Torrance, California.

The airplane was a compact two-seater with a huge baggage bay behind the seats, a simple rectangular wing and a fuselage that was all curves from nose to tail. Its structure used stretched chem milled skins throughout. With stretch-formed, chemically-etched skins, the number of metal pieces requied is greatly reduced and labour time is cut accordingly. The Derringer has eight fuselage pieces and there isn’t a flat surface on any of them. There are only 13 major skins in the entire plane with the wing a single wrap-around sheet .064 thich where ribs and attachments occur. Remaining metal is etched away to .032 where no stresses occur. The wing walk for instance is .064. Metal skins start out at .064 or .040, depending on their function, and are etched down to whatever thickness the specs call for.

The flight test and production models, under construction in 1964, were to be equipped with 150 hp Lycoming IO-320 engines that operate on 80/87 octane fuel. The production aircraft would have full-feathering, constant speed, two-blade Hartzell props.

Matched-hole tooling means the Derringer can be assembled with a minimum of jigs and fixtures. All holes were to be in a temperature-controlled room so that the parts for number 2 and 3 aircraft were interchangeable with any others, All skin assembly is butt-jointed and flush riveted.

The prototype had a fuselage two inches narrower than the production model and was fitted with a slide-back cover. The prototype had a hand brake while the production craft were to have toe brakes. A simple automotive window motor operates the Saginaw ball and screw system for gear retraction and flap movement.

The Derringer undercarriage is fitted with three oleo struts, each with 9 inches of travel.

It would cruise at 190 knots, climbing at 1,700 fpm and boasting a range of over 1,000 nm with reserves.

There is no steering on the ground except with the engines.

Pre-take off check list
Fuel on
Crossfeed off
Trim set
Mixture rich
Flaps 10 deg
Controls free
Canopy locked

Landing check list
Mixture rich
Gear down and locked
Flaps as desired

First deliveries were expected in the Spring of 1964, priced at $27,500.

Wing spent $3 million of his own money, $5 million all told, in developing and certificating the airplane.

Wing contracted with a Kansas manufacturing firm, Olin Dixon, to manufacture an initial production of five with 150hp, ATC A9WE, in 1966, and a second production with 160hp. Problems developed, which Olin blamed on Wing and Wing blamed on Olin. Litigation followed. The first 3 if the initial production were built by Wing’s Transland company

In 1979 Wing Aircraft’s two seat Derringer twin seemed to be on the verge of entering the general aviation marketplace at $40,500. Company President George Wing said that the first production Derringer were to be delivered in the fall. The aircraft, which is powered by two 160 horsepower Lycomings, has a book cruise speed of 182 knots at 65 percent power. Sea level rate of climb is 1,700 feet per minute, and the empty weight is 2,100 pounds. An IFR equipped Derringer was to sell for about $100,000.

Gallery

Prototype
Engine: Continental IO-200, 115 hp
Props: fixed pitch
Wingspan: 29 ft 2 in
Cabin height: 5 ft 7 in
Fin top: 8 ft
Fuel capacity: 2 x 44 USG
Wing loading: 22.15 lb/sq.ft
Liftoff speed: 90 mph
TO roll: 700 ft
Cruise climb: 130 mph / 1200 fpm
UC down max: 125 mph
Stall speed: 66 mph
SE critial speed: 77 mph
Cruise speed 75%: 250mph at 20,000 ft
Baggage compartment: 22 cu.ft
Baggage door is 10×30 in on thebleft side of the fuselage.
Cabin height: 48 in
Cabin width: 44 in
Cabin length: 98 in
Seats: 2
Gear cycling: approx 6 sec

Engine: 2 x Lycoming O-320-B1C, 160 hp
TBO: 2000 hrs
Prop: Hartzell, 2 blade, variable pitch 66 in
Seats: 2
Length: 23 ft
Height: 5.8 ft
Wingspan: 29.1 ft
Wing area: 121 sq.ft
Wing aspect ratio: 7
Max ramp wt: 3050 lbs
Max take off wt: 3050 lb
Standard empty wt: 2100 lb
Max useful load: 950 lb
Max landing wt: 2900 lb
Wing loading: 25.2 lbs/sq.ft
Power loading: 9.5 lbs/hp
Max useable fuel: 522 lb
Climb rate: 1700 fpm @ 104 kt
Climb gradient: 981 ft/nm
Rate of climb @ 8000 ft: 1015 fpm
Service ceiling; 19,600 ft
SE climb rate: 420 fpm @ 96 kts
SE climb gradient: 263 ft/nm
SE ceiling: 8,000 ft
Max speed: 202 kt
Cruise @ 65% power @ 8,000ft: 182 kt
Fuel flow @ 65% power @ 8,000ft: 95 pph
Endurance @ 65% power @ 8,000ft: 5.2 hr
Stalling speed clean: 70 kt
Stall speed gear/flaps down: 63 kt
Turbulent air penetration speed: 148 kt