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THE SPORTSMAN PILOT
[[image -- Professor Wing's Pilot Puzzlers]]

QUESTIONS

1 What are the desirable qualities of an aviation gasoline?
2 What physical characteristics are essential in order that an oil may give proper service in an aircraft engine?
3 What is the significance of pour point in an oil?
4 Why is automotive gasoline not suitable for use in aircraft engines?

The more experienced pilot chooses his gasoline for balance. He demands that his motor jump to answer the throttle--but not at the expense of economy and cruising range.

In Shell Aviation Gasoline he finds this all-round balance. Shell, you know, was the first to produce commercially 100-octane fuel. And today more and more flyers rely on Shell for safe, flexible, economical performance.

For help on your fuel or lubrication problems, call or write Shell Aviation Department, 50 West 50th St., New York City; or Shell Bldg., San Francisco.

ANSWERS
1 High anti-knock value, high heat value, ease of starting, good volatility, low vapor pressure, stability in storage, freedom from gum, low freezing point, cleanliness.

2 Body (viscosity) sufficient to maintain a satisfactory oil film under the maximum temperatures and pressures encountered, lowest viscosity possible in keeping with foregoing condition, maximum resistance to oxidation and decomposition under high operating temperatures, sufficient fluidity at minimum temperatures of operation to provide lubrication at starting, freedom from corrosive action on metals, minimum carbon-forming tendencies, absence of light or volatile components.

3 The pour point of an oil is the lowest temperature at which the oil will pour when chilled under definite conditions. The lower the pour point, the more fluid the oil will be at cold temperatures.

4 Aside from the fact that automotive gasoline may not be sufficiently high in anti-knock rating for most aircraft engines, it has a higher vapor pressure which would be likely to cause vapor lock at higher altitude (reduced atmospheric pressure). In addition, automotive gasolines are usually lower than aviation gasoline in heat content per pound and, therefore, the useful load that can be carried is less due to the necessity of providing for additional weight of fuel.

[[Image - Shell Logo]]
AVIATION PRODUCTS


volplaned straight down the end of runway to make a perfect landing. I was greeted by an intensely happy Johnny Bryant, a proud manager and a contingent of Seattle business and newspaper men who congratulated me sincerely. We were then ready to tackle our exhibition dates which had been scheduled for the coming season.

To Panama and Back by Rearwin
(Continued from page 15)

Guatemala City.
  It was necessary, then, to secure permissions directly only from the Legations of Honduras and El Salvador and from the local Mexican consul for entrance into these countries respectively.
  However, inasmuch as special permissions were necessary for these latter two countries, I wrote as a matter of extra precaution for permissions directly from all of them. This proved a wise move for the immigration and customs officers of certain countries who are members of the Havana Convention either knew nothing of it or did not respect it. In one instance the authorities told me, "Yes, we were represented there but did not sign the agreement."
  Finally, on April 3, 1939, with the plane loaded and checked the night before, I bid good-bye to my friends and family at the St. Louis Municipal Airport. I opened the throttle of my new Rearwin wide, sped down the runway and lifted its nose easily on a southward heading. At Brownsville, the greater part of a day was consumed in checking out with the United States authorities and in with the Mexican.
  My journey actually began when I crossed the Rio Grande the next morning.  Never was a vacation more replete with the thrills of a solo itinerant pilot who possesses the soul of an adventurer who loves to pry his way along into unusual places; and the soul of a scientist who interests himself with the habits and customs of civilized, semi-civilized and primitive peoples; and of a doctor who views the health, hygiene, sanitation and physiques of these people with keen concern; and of the archeologist searching for evidences of ancient civilizations that date back before Christ; and of the naturalist enjoying the fauna and flora of the hot, steamy jungles and the mountains; and of the geologist studying the strata formations, volcanic structures and earthquakes, as well as of the sportsman who enjoys hunting and fishing.
  All of these and more too are most generously afforded in Central America, devoid of a commercialized environment which has so rapidly envelope the natural points of interest in the United States and robbed them of their original setting and natural beauty - no hamburger and soda-pop stands nor admission fees to foul one's interest. Quite often the reverse is true. Some hardship, discomfort and lack of facilities must be endured, potential hazards and dangers dared in order that one may enjoy what it has to offer. These, of course, may be materially lessened and minimized by not venturing into the darkness alone and uninformed, and realizing that there are places unsafe to visit without long weeks or months preliminary preparation. I felt as though this trip was like life itself -not difficult if one stops to analyze it occasionally and prepares to meet its contingencies sensibly.
  As I proceeded southward down the east coast of Mexico over swamps and the long islands that bound the Laguna de la Madre, I felt a desolate sense of isolation. Except for some cattle here and there on the islands and few Mexicans attending them there was little to occupy my interest except some large species of marine life, which by their large size, shape, and movements, I presumed to be "devil fish." Most of the way along the coastal area, the beach could easily be used with safety for emergency landing as it was smooth, wide, and a gradual slope toward the water.
  I checked in at Tampico and stood inspection by immigration and customs officials, refueled and took off, glad to be on my way. As I flew over Laguna de Tamiahua, passed Tuxpam and entered the state of Vera Cruz, the journey became more interesting. The mountains to my right became higher and higher. The highest point was 18,077-foot Mount Citlaltepetl to the west of Tejeria Airport, where I landed early in the afternoon.
  The remainder of the day was spent with two Mexican pilots who were flying for a freighting outfit. From them I learned much about the surrounding territory and the wilderness to the south and east over which I planned to fly.
  My plans to continue the next day to Minatitlan and theirs to Villa Hermosa were thwarted by a "norther" with a velocity of 70 miles per hour at 1500 feet, accompanied by severe storms over the San Martin mountains, only 80 miles southeast. Since we had to go over and around these mountains, where many have cracked up because of bad winds and sudden storms, we waited until the following day, when the weather improved.

Transcription Notes:
Not sure if words in italics should be noted as [[italics]] [[/italics]] NO, per transcription guidelines. Also do not note column breaks.