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glasair news 64-1-97

glasair news 64-1-97

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It never ceases to amaze and inspire me to see how many people have purchased Glasairs, and now GlaStars for educational aviation training programs to promote general aviation, for young people and adults alike. Right now, a high-school class from Canada is standing outside my office window watching our Glasair III take off. It's a good thing to see young people interested in flying and aviation as a career. I was that same young person in high school, in a not-so-common but very motivating class on aviation careers. Well, what's new in the state of the union at Stoddard-Hamilton? A lot. We have flown and proven the GlaStar as a floatplane. Wow, what a plane! Tim Johnson took me for my first ride and pretty much didn't touch the controls. My extensive float flying experience (one hour total four years ago) really helped prepare me for this! What I'm saying is that it was a really easy floatplane to fly even with my limited floatplane experience. Putting my engineering hat on, I must admit I was a little skeptical at first as to whether the performance would be adequate with the size of the wing on the GlaStar. I was very pleasantly surprised. Lightly loaded, we were off the water in eleven seconds. Any of you who know me, know I love to fly aerobatics, but I must admit that float flying in the GlaStar is now right up there with aerobatics in the Glasair for me. What a joy! In another major development, we hired a new vice president of operations, Mark Hanson, and he has already proven to be quite invaluable. With the revamping of many of our internal procedures behind us, Mark is guiding us as we put in place a whole new materials resource planning (MRP) system. Encompassing purchasing, production, inventory control and shipping, such a system is crucial to the success of any business' customer service efforts, and we look forward to great improvements in these areas. With help from our Operations Team—Lord Miller, Larry Espe, Bryan Poole, Taylor Smith and Roy Matson—Mark is making tremendous progress in solving our logistical problems. We actually shipped a kit recently with only three back-ordered parts. None of us will be satisfied until we reduce that number to zero for every kit that goes out the door, but nevertheless, I am very happy to be able to report this improvement. For all you who know and love Ted Setzer, he stepped in during the last quarter of 1996 to help me temporarily with marketing and sales. Ted will be returning to full-time work with the GlaStar development team, AAD, after Sun n' Fun. I am very thankful to Ted for all the great help he has given to us during his return engagement here at S-H. We are new actively looking for a new vice president of marketing and sales. If you know anyone who might be interested in this position at S-H please send me a resume only. In February, Grant Semanske and I attended a NASA workshop at the Langley Research Center in Hampton, Virginia, to kick off the work for '97 and to brainstorm research issues. Representatives from Lancair, Cirrus, Cessna, Beech, Simula, etc,, were also in attendance. The NASA AGATE program continues to be an excellent research and development opportunity. I have received some negative feedback recently from customers concerned about what they perceived as our unreasonably high prices on hardware and other off-the-shelf items. These comments prompted the realization of an obvious point, but a point that even we sometimes lose sight of, and which therefore may be worth making explicit: S-H is not in the parts business. We make a profit (and thereby stay in business) by selling Glasair
Continued on Page 30 . . .

to develop some contacts with others building the planes. and the finish wasn't very good. Glasair II-S RG . Meridian. OR. They can be contacted at P. In fact. D. and a representative from Pulsar described his record-holding adventures. Greensboro. my time in Missoula was spent honing my deadly Corvalis. my colleagues and I were busy kicking butt and taking names on the mean streets of the city. We have a lot of scrap pieces. I am deeply offended that you would associate me with a two-bit. I would certainly accept a few dollars for postage since I'm just a regular guy. Glasair III be—featuring roasted corn on the cob and chicken picnic-style. I have never had any problems getting the Glasair III insured with them. It is the inspiration event for the new builder and the accolade event for the accomplished builder. Jr. and it is held at the PHP Conference Tent on Saturday. at Homebuilt Headquarters. just lift them off and notice the great finish on the side toward the plastic. Box 35289.. but the plastic is free. I didn't find this very satisfactory. Monday morning is Homebuilder's Donut Day. While cops in Missoula were chasing jaywalkers and getting Old Mrs. As a Super-Crime Fighting alumnus of the Los Angeles County Sheriffs Department. It turns out to be terrific for doing small lay-ups to make your own fiberglass gussets. Of course. EAA's number-one homebuilder. Paul Poberezny. 1 have accumulated a few dozen sheets approximately 15" X 15" each that I am willing to send at no cost to those who want them. I have had my insurance with Aviation Unlimited Agency for several years.00 per person. MS. 63) that people were still having problems getting insurance on their Glasair IIIs. It was not easy to take off the sheet. Workshop instructors and aircraft designers were also in attendance to share an evening with the building enthusiasts. or call me at home at (541)998-3951. Write to me at Verteq Systems Automation. Billups. Ray Stits entertained his fabric builders. 1 occasionally run across larger pieces that can be sent by special request. 63) suggesting that I am a former member of the Missoula (Montana) Police Department demands a harsh and immediate rebuttal.O. The Homebuilders Headquarters Picnic is the event that features the homebuilt completions for the year and the homebuilt aircraft that actually flew to the Convention. August 2. One of the benefits (or drawbacks) of the plastic is that stuff doesn't stick to it. There was probably wax in the finish also. We'll see you at the Convention! Kari Klauer EAA Information Services Donut? It is that time of year again to start planning for the 1997 Convention. however.m. William A. Curtis Brown III Stuff! I noticed in the last newsletter (Fourth Quarter 1996. Stoddard-Hamilton refers to doing some fiberglass lay-ups on a waxed aluminum sheet. $5. contrary to the filthy pack of lies in your yellow-bellied report. Higginbottom's cat out of the tree. Corvalis. I work for a plastics manufacturing company that uses sheet polypropylene like others use plywood. At the '96 picnic. No. In the manual.Free Stuff! I am a Glasair II builder. All homebuilders and their families are welcome to stop in for a donut from 8-10 a. M. When you are ready. 4575 SW Research Way. etc. skills which I now apply every day on the S-H Option Sales Desk. flat parts. which may not be good for painting. I would like to offer some free stuff to others building these planes. We try to keep the price reasonable. NC 27425. OR 97333. phone (800)727-3823. is always the featured speaker' It is a casual event—as casual as 600 people can Your scurrilous article in the Fourth Quarter 1996 newsletter (No. I would like. lily-livered outfit like the MPD. Just lay them up directly on the raw plastic and let them cure. and they have not required the PIC course that AVEMCO required. Please remember the special events that EAA Homebuilders are organizing in trying to make Convention '97 memorable. and we at EAA Headquarters want to remind you of a few special events to consider in your Convention planning: the Homebuilders Headquarters Picnic and Donut Day.

Justice and the American Way by studying accounting at the University of Montana. Print this letter if you dare. Chief I. Whatever Harry may have been. retired P. DeLong and his cronies were tasting the racier side of life on the wicked streets of the city. they combine to correct an error in last quarter's newsletter. Oh. As the chief of a professional and respectable law enforcement department.: Please send a GlaStar video and info pack. Harry DeLong Los Angeles County Sheriffs Deputy and University of Montana graduate student. the MPD wanted me. DeLong and/ or the fine city of Missoula. I expect you to print this letter and to cease and desist from your underhanded practices if you ever hope to walk the streets of our peaceful town. In fact. Kidding Missoula Police Department P. While the fine public servants of this department were apprehending dangerous criminals and rendering community service. bigcity palooka like Harry DeLong. DeLong quickly came to the attention of this department not as a potential employee but as a menace to social order. I wouldn't come cheap. but unlike you. wanna go flying over the lunch hour? Quarter 1996 newsletter (No. a taste DeLong no doubt intends to continue indulging while working for your disreputable company. contrary to the dirty pack of lies in your cowardly report. sure.S. I am deeply offended that you would associate us with an unbalanced. he's now one of ours! . and watch your back if you're going to continue to impugn the reputations of Good Men. 63) suggesting that Harry DeLong is a former member of the Missoula (Montana) Police Department demands a harsh and immediate rebuttal. Mr.: Hey. M.Air Mail skills in pursuit of Truth.S. Editor 's note: The preceding two letters may or may not actually have been written by their purported authors. Stoddard-Hamilton deeply regrets any offense given to Mr. but regardless. His mysterious obsession with airplanes is the least worrisome of his anti-social tendencies. however.

200@compuserve. when I was your age. please remember that Technical Support has its own address (104751. There has also been discussion of incorporating security measures to allow us to take credit card orders over the 'Net.com. e-mail is becoming an ever more important means of communication with our customers. Essentially. newsletter articles. and so on. Sonny. well we had it tough/" Young GlaStar builder: "How's that. So please clearly indicate the intended recipient of each message. options catalogs. We estimate that the Jump-Start Fuselage Option will save the average builder 35-50 hours of assembly time. zero-drag dipole COM antenna bonded into the vertical fin (ordinarily a separate $50 option). the fuselage will be ready to mount on its gear right out of the crate. tech. too. we'd like your input. Yep. The introductory price of the Jump-Start Fuselage Option is only $1. What information would you most like electronic access to? Would you place orders over the 'Net if such a service were available? Let us know what you think. the S-H home page is finally home on the World Wide Web at http://www. Anytown Municipal Airport. all mail sent to our main address (glasair@stoddard-hamilton. S-H Website Is Up and Running After many delays. !" Old GlaStar builder: "Had to pot in the hardpoints and install the cage attach screws. However. the two composite fuselage shells come completely pre-assembled around the cage structure. our intent is to post more information relevant to current customers. . builder hints. Also. As our on-line presence develops. Cramps? " Leave the jigging to us! Old GlaStar builder: "Why. Old GlaStar builder: "I'm telling you.GlaStar "Jump-Start" Fuselage Introduced Scene: A Saturday afternoon hangarflying session at Billy Bob's Pretty-Good FBO. Currently. Ideas under consideration include advisory publications. Orders are being taken now for new kits and for System 3 builders who have not yet taken delivery of their standard fuselage kits and wish to convert to the JumpStart configuration. you young 'uns have no idea how easy you 've got it nowadays. the site is geared mainly to prospective builders. and the cage attach hardware is installed through Step 25 of the GlaStar Assembly Manual fuselage section. " Introducing the GlaStar Jump-Start Fuselage Option—a quick way to start your fuselage assembly off right if you haven't yet begun and a quick route to inalienable bragging rights if you've already done it the "old-fashioned" way! In the Jump-Start option. . At present. with the belly and dorsal seams already professionally laid up. I reckon you youngsters 've got it pretty durn easy nowadays.com) goes to one mailbox and must be distributed by hand.195. When we were buildin' our GlaStars. the option includes a high-performance. . In addition. Time: Sometime in the summer of 1997.com). Meanwhile. but we need your help to use this tool most effectively. support queries cannot be accepted at the general address. All the cage attach hardpoints are in place. we had to seam our GlaStar fuselage shells together by hand/" Young GlaStar builder: "Wow . stoddard-hamilton. We welcome this.

which is included.00.: 922-04000-01 Price: $695. there's no reason you can't tape the shells together around the cage before installing the alignment jigs.95 This complete induction system feeds air to the carb of any four-cylinder Lycoming from a stylish. pre-drilled. We are therefore instituting a new fourteen-day. we ask for your cooperation and assistance in the following two ways: First. . GlaStar Firewall Forward Options! >LYCOMING CARBURETED INDUCTION SYSTEM Part No. the terms of which are outlined below. The parts are anodized for corrosion resistance and. which are used in assembling the fiberglass fuselage shells around the steel-tube cage. please be ready for the jigs -when you order them. The rental period is based on time from date of shipment to date of return receipt (or date of receipt by the next builder. The kit also includes complete installation hardware. We feel that this policy will help reduce the backlog of jig orders. the jigs can be removed from the shells. and the landing gear socket and wing strut lug cutouts should be opened up sufficiently to allow the shells to come together around the cage. reduced-rate rental policy. but more likely we'll give you the name and address of the next builder on the list. all necessary SCAT hose and clamps. angle stock. special fire-retardant vinyl ester resin. Make sure you have all the wing attach bushings pressed into the cage lugs and the wing pivots bolted in place. the jigs shouldn't actually be required for more than one or two full days or three or four evenings. With these tasks completed. This will reduce time in transit dramatically.: 505-03001-01 Price: $76. This pre-molded recess makes this job a snap. The kit features a pre-molded induction housing designed to accommodate a Brackett air filter. All the sheet-metal parts are laser cut to the precise contours of the 0-320 case and cylinders. Back at the Plant GlaStar Fuselage Alignment Jig Rental Policy Revised We have received complaints from GlaStar builders who have waited thirty days or more for the fuselage alignment jigs. and detailed installation instructions. In response to the backlog of orders for these rental tools.Meanwhile. standard alternator. The mating edges of the fuselage halves should be sanded. well. as the case may be).83 The standard 0-320 baffling (see above) is designed to accommodate short. Once the shell attach tab holes have been drilled. >LYCOMING BAFFLING STANDARD ALTERNATOR RECESS Part No. simply call the Option Sales Department for shipping instructions. we built several additional sets of jigs a few months ago. Instructions and hardware for installing the recess are included in the baffling kit. > LYCOMING 0-320 BAFFLING INSTALLATION Part No. If you are running the longer. and detailed instructions.00 per day will be assessed on jigs kept longer than fourteen days. Garlock baffle seal. The kit also includes a pre-assembled carburetor heat valve. The new rental rate for fourteen days is $25. baffling! Our deluxe kit takes the headaches out of this vital installation. gaskets and hardware. pre-molded fiberglass carb air box. but this has not really relieved the demand as more and more builders get to this stage in their projects. In fact.: 930-02320-01 Price: $489.00 Engine cooling baffling looks so simple until you try to make and install a set. we have concluded that our thirty-day rental period for the jigs is excessive. you'll need to extend your right forward baffle aft to accommodate it. To further speed the turnaround time. aftermarket alternators (like the B&C) popular with homebuilders. all necessary sheet-metal. where appropriate. at which point the seemingly simple sheet-metal project becomes. When you are done with the jigs. The second thing you can do to help us make this process more efficient is to send the jigs directly to the next builder rather than return them to us. . Based on experience to date. . They may ask you to return them to S-H. low-drag NACA intake on the side of the cowling. A late fee of $5.

was named Grand Champion in the kitbuilt category at the 32nd Annual Kerrville (Texas) EAA Fly-In for his IIS RG. congratulations to the entire Glasair team for an incredibly successful year! Glasair III Is Toast of CAFE Society As part of its ongoing project of conducting in-depth. And adding to his Grand Champion win at Oshkosh.Glasairs Continue to Reap Awards It was almost embarrassing. buys all his composite supplies from S-H. Over a two-day period. but the report concludes simply that "the Glasair I I I is a fine airplane with excellent flying qualities. California. six test flights were conducted at various CO locations and with and without the extended wingtips. Another Dallas builder. Although builders and manufacturers of other kits must surely have been envious. 8 we already knew that! The CAFE Foundation is jointly sponsored and funded by EAA and the Federal Aviation Administration. The results of the testing are presented in great technical detail in the SA article. So we'll take credit for an assist on that one!) Again." Of course. The results were reported in an extensive and very favorable article in the February 1997 issue of EAA's Sport Aviation magazine. who. like many Express builders. won the Outstanding Homebuilt award at the All-American Sport Aviation Fly-In in Fort Worth. Texas. another Glasair builder was flying home from some major airshow with a baggage compartment full of trophies. . Colorado. which was described in the final report as "superb. The choice was based on the quality of Chuck's construction. Haden Cowdrey of Dallas. Taken together. they couldn't have had any complaints about the judges' decisions because the Glasairs that won were so flawless. The III chosen by the foundation to represent the breed was N313CH. The honors racked up by Glasair builders just never stopped coming. Tom was edged out of first place by the Grand Champion Wheeler Express built by Jerry Sjostrand of Oakhurst. (Incidentally. they must constitute some kind of alltime record The reason this incredible streak was not embarrassing is the indisputably high quality of the award-winning aircraft. Ming Ho. California. objective evaluations of popular homebuilts. With that preamble and a hearty congratulations to all 1996 award winners. went home from the Copperstate EAA Regional Fly-In with Second Place in the Custom-Built —Composite category. the Comparative Aircraft Flight Efficiency (CAFE) Foundation recently put a Glasair III through its paces. Tom Taylor of La Crescenta." as well as the fact that he had followed the manuals quite closely and made only minor changes to the aircraft's design. owned and built by Chuck Hautamaki of Loveland. Chuck had previously built a Glasair I TD. here are a few that got away: J. Everywhere you looked in 1996. Texas.

html>. Sid also administers GlaStarNet.G las News Popular GlaStar Website Reaches Milestone 'StarGate. and then he will make the return crossing in time to be at Oshkosh '97. and if you see Sid. and we anxiously await the results. phone (612) 451-1205. Inc. fax (612) 457-7858. And somehow.. Texas. the World Wide Web home page devoted to the GlaStar. Wipaire to Put a GlaStar on Floats One of our newest GlaStar builders is Robert Wiplinger of Inver Grove Heights.000 Lakes. he's got an airplane to build! Once Is Not Enough for Intrepid Frenchman Having proven himself and his Glasair Super II FT during last summer's nonstop New York-to-Paris epic." it's only appropriate that Bob happens to be the . an Internet newsgroup for GlaStar builders.net/~sidl/ glastar. 8520 River Rd. specifications.000th "hit. Bob arranged rush shipment of just a fuselage cage so he could get his crew working on developing—you guessed it!—float rigging for a pair of Wipline 2100 amphibious floats.. The rest of the kit has since followed. the chance to join the 'StarClub—a global network of GlaStar builders with spare bedrooms (or at least couches) for visiting GlaStar enthusiasts. The tremendous popularity of the site reflects the high level of interest in the GlaStar. but even more so it is due to Sid's initiative. an international directory of GlaStar builders on the Internet. though. Since Minnesota is the "Land of 10." or visit The page is administered by GlaStar builder Sid Lloyd of Cypress. Rather than starting with a tail kit or a complete kit like most builders. MN 55076. recently recorded its 20. links to other informative aviation sites and. Henri Chorosz plans to do it again this year to commemorate the 70th anniversary of Charles Lindbergh's first solo crossing of the Atlantic. sources for tools and accessories. congratulate him on a job well done! namesake of Wipaire. he even manages some time to work on his GlaStar.insync. Inver Grove Heights. Minnesota. 'StarGate features an encyclopedic builder hints section. Don't ask for Bob. hard work and clever ideas in maintaining the page. and flight reviews of the GlaStar. Henri plans to display his Little Transatlantic at the Paris Air Show. The address for 'StarGate is <http://www. Inquiries about Wipline floats should be directed to Wipaire. perhaps most uniquely. manufacturer of the world-famous Wipline aircraft floats. we think! In addition to photos. Drop in and say "hi" sometime.

then you may want to adjust your angle of incidence so the two sides match as closely as possible. who has answered the Technical Support line for many years prior to Cal. We consulted with our aerodynamicist and were informed that it would take more than 0. A Stinson measured 1.75° from one side to the other is acceptable and does not need further adjustment. Written responses are much more time-consuming and not as spontaneous for clarifying questions that we may have to better answer your questions. we immediately corrected the cage tooling to ensure that both sides would be the same on all future cages produced. Support phone line. Probably the most effective way to get answers to your questions is to send us a fax or e-mail message with your questions. I understand that as the builder of the aircraft that will be your pride and joy for years to come. the ability to contact our department has been greatly improved. I am happy to say that Cal Spangler will be the Technical Support representative at Sun n' Fun this year. many more customers began checking their own cages. Our fax number is (360) 435-9525. out of curiosity. This number will automatically trunk to the second support line if the first one is busy. which helps to rotate the duties and spread out the fun.com" off either address and specify it as a CompuServe-type address. For e-mail. he checked a couple certified aircraft in his local area. and a Cessna measured 1.com SHTechSupport@compuserve. non-technical e-mail communication. which is why the majority of homebuilts are far superior to your standard production-line aircraft. stating that you will call us the following day. please use our standard address: <glasair@stoddard-hamilton. GlaStar Wing Angle of Incidence The GlaStar wing angle of incidence. gear type.6°.3° from one side to the other. that results in placing washers on the top side of the assembly where the shear loads are the highest. Since we have initiated the second Tech. As a result of this news hitting the GlaStarNet. Because of the design of the assemblies. you would prefer only to accept perfection. This change took place from cage serial number 304 on. which is set by the fuselage cage. We are in a slightly different situation in that we have to deal with a large volume of kits produced and therefore must determine a tolerance that we feel is acceptable. Cal has been working hard and has been doing an excellent job answering your questions and deserves the great opportunity such a trip has to offer. you can simply drop the "@compuserve. or if you are a perfectionist like many of us are. you may speak to any one of us.As spring arrives.1° different from one side to the other. and our department has been busy getting all of the aircraft ready for Sun n' Fun. When contacting us—regardless of the method used—please always have handy your kit number. This procedure gives us a chance to research your questions and then give you more accurate and complete answers over the phone without being spread so thin with numerous written responses that. saving you the expense of an unnecessary phone call. you can contact Technical Support at either of the following addresses: 104751. The discoveries varied somewhat.com If you are a CompuServe user. and even then. For all other. After we were informed of the problem. based on the volume. a reference to the assembly manual pages (if applicable) and. If you should need to contact us for technical support. if you are not the owner. Unfortunately.75° difference from one wing to the other before it would even be noticed by the pilot. has come up as an issue of concern to a number of GlaStar customers because of their discovery of a difference from left to right. but generally the difference between one side and the other was about 0. 10 . Several builders have already done just that by grinding away at the rear wing pivot assemblies to shorten them so they can then place washers above or below the brackets to adjust the trailing edge of the wing up or down. One degree of deflection translates to about 1/4" at the trailing edge. Our Technical Support telephone number is (360) 435-8536. If both lines are busy you will simply get a busy signal. We are talking about a very small amount of aileron movement here.com>. the registered kit owner's name. has been stepping in as a back-up to Cal and me with his wealth of knowledge and expertise. Our experience has shown that a telephone call is still the most efficient way to get your questions answered. One customer stated that. However if your cage is outside this recommended tolerance. take us longer to respond to. Therefore. we are all in preparation mode for the airshow season.200@compuserve. that the condition could easily be corrected with a trim tab that would only result in about a 1° deflection of the ailerons. we recommend that a difference of 0. Now. the bottom is more conducive to material removal than is the top. Cliff Faber.

The adapters are designed to work only with the Vision probes. However. the number is located on the outboard side of the forward right taildragger main landing gear leg socket. . Because the loads are the highest on the top of the fitting. but any such modification will be only for the floatplane configuration.020" will do—and bend some flanges at the forward and aft ends to about a 45° angle so that the panel can be screwed to the floor boards and attached with Velcro to the aft side of the firewall. Ours are square with rubber sheeting stretched over the hole and secured around the edges with 1/2" strips of aluminum and pop rivets. Facet Fuel Pump Filter Contamination Ed Knutson contacted us a while back to say he was experiencing low. which includes gaskets and hardware. though screws could be used if desired.By adding washers to adjust the wing. is P/N 933-03000-01. For more information. and we are certainly glad the contamination that Ed found in this filter did not lead to serious trouble. However. II . The half moon cap is welded on at about a 45° angle onto the end of the big cross-tube. We also bent side flanges over to fit against the center console and the fuselage sides. so even if you're planning on going with floats at some point in time. Our GlaStar prototype has a firewall blanket on the back side that we had sewn by Northern Upholstery. If you would like to determine if you cage serial number is 304 or higher. I would not recommend such remote gauges. . Further examination showed that the filter in the Facet low-pressure fuel pump was partially clogged with debris from the fuel tank. Velcro also works well for these areas. and no more then two standard. 063 " thick steel washer between the top of the wing pivot assembly and the cage. on a half moon cap. We cannot stress strongly enough the importance of flushing the tanks until no debris is found. We are waiting for Rochester to send us a drawing to approve so we can place an order for new mechanical fuel gauges specifically designed with the correct travel and clocking of the float arm to travel up and down inside the GlaStar tanks. . You will need to cut big holes in them so they will fit down over the pedal assemblies. The details of this modification are still under development. Fuel starvation is the cause of many accidents during the first few hours of flight. Clean and reinstall the filter. In the meantime. as with everything. cap and safety wire. In any case. It is on the bottom of the Facet fuel pump and can be reached by cutting the safety wire securing it to the outlet and turning the 7/8" hex counter-clockwise. we have determined that we can only allow a maximum of one standard. . call Billy Buckingham at (360) 435-5882. near its upper end. but they do not mention this particular filter by name or place. Back to the close-outs . They will give you a trend. Be sure to turn off the fuel first! Remove the filter by gently pulling it down. GlaStar Floatplane Baggage Bulkhead A I have had a few builders asking if the baggage bulkhead—Bulkhead A—is adequate for the GlaStar on wheels because of what we have discovered after installing the aircraft on floats. GlaStar Fuel Gauges and Adapters We now have adapters available for adapting the standard GlaStar fuel tanks to the Vision Microsystems capacitance fuel probes. For cages with numbers 293 and later. please call for pricing. so be careful. Our experience with such gauges in Glasairs has been very poor. but in the meantime you builders who are ready to go flying can use thin aluminum sheet—. fluctuating fuel pressure during the early flights of his carbureted Glasair II-S FT. We then cut slits in the rubber big enough to slip the whole thing over the top of the rudder pedals and brake master cylinders and to let the rudder pedal posts move back and forth. as well as for bringing it to our attention so that others may enjoy safer flying. That is what Jim Londo and others have done. they are very slow to respond. It was moved to this location to be more visible on a completed aircraft. Bulkhead A will likely require some beef-up in GlaStars going on floats. Rochester does provide a remote gauge sender unit with gauges in the panel that replace the direct-reading dial on their fuel gauge body. which are available separately. The filter is a plastic screen held in a plastic frame. all early cages before number 293 had their number stamped just above the right rear wing pivot upper mounting lug. whatever we decide on will be easily retrofittable to existing GlaStars. GlaStar Rudder Pedal Close-Outs Who knows if we will ever develop an option for rudder pedal close-outs or not. you take a bolt that is designed only to be in shear and put it into bending. but should not be trusted for any sort of accurate fuel-level readings. we cannot yet tell you what we will call out for the floatplane bulkhead. Turn the fuel on and run the pump to check for leaks. The adapter kit. you could get some from Wicks or Aircraft Spruce and bend the float arms to work the best you can. and we do not expect to have mechanical fuel gauges available for at least another ten weeks. as it certainly could have. Ed is to be commended for pursuing this problem until he found and fixed the cause. The owner's manuals of all the Glasairs talk about cleaning the fuel filters.063" thick washers on the bottom of the wing pivot assembly.

while simplifying fuel management by allowing the pilot to operate the airplane using only the "main tank" fuel selector position. The upper vent line is in place in most aircraft already. all of which also had some drawbacks. With the fuel tank end rib in this position. Cliff Faber shares some hints and tricks for the installation of S-H's popular fuel vent float valve installation in Glasair Is and Us. The new drain line can be installed using some simple "custom" tools. found it difficult to install these units in their wings. as in Glasair I aircraft) or an AN816-6D nipple when 3/8" vent lines are installed (such as in Glasair II aircraft). such as low points. With the long.In this quarter's Hangar Notebook. however. . low-dihedral wing. As with all systems. and a full fuel level in the wing tanks. First (if necessary). The FVFV has a mounting plate with two protruding tubes designed to enter the outboard end of the wing fuel cell. cut a large access opening in the outboard leading edge rib to access the dry bay outboard of the fuel cell.100" thick aluminum sheet or angle stock. 12 . which extended to the wing tip. As the fuel level nears the top of the tank. These methods allow the FVFV to be "remotely mounted" on the outboard wing rib even though the tank ends further inboard. The mounting plate can be replaced by a close-out plate fabricated from either . We need not always use the mounting plate to provide access to the end of the fuel cell. the float closes an exit port to the overboard vent line. such as might occur when the aircraft is parked on an incline. Glasair 1 and II builders. The outboard fuel tank vent lines have very little room to rise prior to exiting the aircraft. and in most cases it can be connected to the FVFV using techniques that I'll describe below. just as it is in the later Glasair models. S-H and its customers have tested several wing-tip vent combinations over the years. it can be installed quite easily in early Glasairs and offers the same considerable benefits to pilots of the "oldies but goodies. Although this option was designed for later Glasair models. using either an AN816-4D nipple (when 1/4" vent lines are installed. This is straightforward enough on the aircraft with the fuel cell ending right at the wing tip. This dualline system provides a "loop" type system. The O-rings provided in the kit (P/N 620-0568-110) can be used to seal the mounting plate ports when the new plate is installed. a small increase in the elevation of one wing tip relative to the other. Using a 1/8" NPT pipe thread tap to cut thread holes. but it is awkward to install on wings where the end of the fuel cell is approximately 18" from the tip. Unfortunately the original design and installation instructions were tailored to the wing tank design of the Glasair II-S. use a 3'long section of 3/8" diameter aluminum tubing with one end Continued on Page 21. there is a compromise inherent in this fuel system design. and a "drain line" going to the bottom of the outboard end of the cell. This new plate should be threaded to allow the AN509-6R32 screws provided with the FVFV installation kit to be used to attach the FVFV to the plate. we can modify the existing ports on the FVFV to accommodate AN fuel fittings. The introduction a couple of years ago of the fuel vent float valve (FVFV) option has proven to be a very effective solution to the fuel venting situation for many builders and pilots. Super II and III models. preventing fuel from venting overboard. The installation of the lower drain line is the most difficult aspect of the remote mounting of the FVFV The valve can be remotely mounted (relative to the end of the fuel tank) and connected into the existing vent line by installing different AN fittings in existing ports in the FVFV body and fabricating and installing a new drain line. no holes need to be cut in the wing skins. and access to the FVFV remains a simple matter of removing the wingtip. as it is in the Glasair I and II." The wing tank design in the Glasair aircraft is the ultimate in simplicity with its single leading-edge fuel tank. allowing the float in the FVFV to move upward as the fuel level in the tank rises. Working through this rib opening. To function correctly. After studying this situation and helping customers devise methods for utilizing this valve in their systems I have come up with some ideas I'd like to share with builders who have not yet installed FVFVs because they thought they wouldn't work in their airplanes. . the FVFV requires two lines into the outboard end of the wing fuel cell: a "vent line" going to the highest point in the outboard end of the cell. as well as people fabricating tank systems of their own design. The first models of the Glasair I and II series used a vent line at the outboard end of the wing. This line can be used to connect the vent line to the FVFV. Thus. This system allows for maximum capacity. can result in fuel flowing overboard through the "low" wing-tip vent line. the standard option was to cut an access hole in the lower wing skin just outboard of the tank end rib and try to install the FVFV through this opening.

still in the construction phase. damage to the aircraft was minimal. Glasair FT Brake Failure at Oshkosh '96 We received a letter from the owner of a Glasair I FT who had a brake failure on one side of his aircraft while landing at Oshkosh last year. The owner of this GlaStar suggests that a strap be used around both wing leading edges to ensure that they stay in the folded position. it bent the flap down to about a 90° position. However. 13 . easily be overlooked. On the inboard end. Stoddard-Hamilton appreciates the willingness of its customers to share the details of their experiences so that similar outcomes might be avoided by others.As FAA and NTSB accident reports can take up to one year to be published. the aircraft was insured. Luckily. but this had the potential for being a very serious accident. We are happy to report that there have been no flying-related accidents reported to us during this last quarter. for that reason. and even if you are not yet climbing in to take it for a flight around the patch. It then swung back and slammed into the vertical fin and the protruding support brace. or of any aircraft or accessory. It could save an embarrassing moment as well as a lot of extra work. and the bolt fell out. apparently wanted to fly before it was ready and swung out. Ensure that your master cylinder jam nuts are secure and use a witness paint such as the torque seal we sell in our Options Catalog to help you determine that the jam nuts stay tight. Fortunately. was being transported down the highway with the wings folded. taking out two road signs in the process. but the builder's heart sunk with the thought of all the hard work he had just put into building the wing. the aircraft. living or dead. The wing. Please use caution when moving your GlaStar. which tore into the aileron and lower wing skin. there was an incident involving the first GlaStar being damaged. Rather. This allowed the piston assembly with the spring tension on it to turn and unthread the clevis on the brake pedal. This area is difficult to inspect and can. which did not yet have its upper skins riveted in place. The bolt being used to secure the wing support brace on the vertical fin to the wing apparently lost its nut. I wish to thank the customer for sharing his unfortunate situation so that we may all be more aware of what can happen and take steps to avoid its happening again. These reports are not intended to judge the ability or capacity of any person. advance notices of accidents in this column do not contain all the facts and information necessary to draw definitive conclusions about the incidents reported. these accounts are intended to bring the circumstances surrounding the incidents to the attention of the reader in the sole interest of promoting safety. do your "preflight" anyway. Ensure that vibration can't undo any securing fasteners. He reported that the incident was caused by the master cylinder jam nut not being tightened properly. GlaStar Trailering Accident In this case.

officials. For over two years. Cast aside like thousands of others. colorfully "dressed" people and—sometimes unknowingly—deadly snakes. and it lay shiny. for over 700 hours. dedicated to learning unwritten languages and I smiled.A s I lifted off the water. the Ucayali had cut off this ten-mile loop in a long forgotten flood centuries before. This was where 1 learned to fly floats. "Seems like you're being awfully conservative. almost oily smooth in the afternoon heat at 450 feet above sea level.000 feet. exotic fish. Little did he realize that my mind was far away from the frigid waters of Lake Goodwin. The lake surface was not close to freezing. Some of you. we used both wheel. the technical arm of the largest linguistic organization in the world. It was almost always hot and humid. not to the designer's "maximum gross weight. Years later I would hone these skills flying DeHavilland Beavers and Cessna 180s on charter all over the Puget Sound and Canadian coastal waters. Learning to fly floats in these conditions taught me how to get the most out of a floatplane. and five seconds too long on the water was just more than he could stand. An abandoned "ox-bow" of one the mightiest rivers in the world. I had moved thirty-five years back in time to the Amazon Basin. I sensed tropical jungle and suffocating heat. scorpions. cattle." Tom Hamilton growled from the dock. cool air. If it lived in the jungle. and so on. but more like 80°. a voice on the radio interrupted my reverie. the snow-capped Andes towered to 25. children. are intrigued with the GlaStar's amazing . My wife and I were in the Amazon with the Jungle Aviation and Radio Service (JAARS). but the spacious Noorduyn Norseman on floats lifted a ton of weight. was the "personal baggage" I brought on board the GlaStar for my introductory flight on floats." but to the maximum weight we could get off the water. various pilots have flown this most interesting airplane. then. Johnson. In my memory. Helio Couriers on wheels and floats were our high-performance machines. snapping turtles. reducing them to writing. teachers. assists indigenous peoples as they become integrated into their countries' cultures. knowing that Tom always wants the best from his airplanes.linguists. This group. it became an isolated lake along the river's serpentine route from the Andes to the headwaters of the Amazon. while the amphibious PBY gave us the ability to move multitudes of people and cargo. like me.and float-equipped aircraft— 14 This. spiders. not crisp. instead of the Olympic Mountains a few miles to the west. we moved it: monkeys. everything from the amazing old Grumman Duck to an Aeronca Sedan on floats. To reach isolated tribal groups far back in jungle hideaways. and generally the planes were loaded.

I finally had the chance to find out what Tom's sleek Aerocet floats would do on the GlaStar. to make a long story short. which makes launching from a trailer so easy. however. that the GlaStar's now famous slowflight control and high cruise speed pays off. cross-controlled step turns on the water. the GlaStar is an incredibly easy airplane in which to lift one wing while on the step and curve out of the water heading the direction you want to go. Float pilots expect to pay a price because of the destabilizing effect of the floats' weight and side area below and forward of the CG. but up on the step and off it came. the airplane breaks loose cleanly and straight ahead. I love what I found in the GlaStar on floats. lifting wing is so solid you can comfortably make fairly steep banks close to the water. I was ready to address the question foremost in every working floatplane pilot's mind: Does it come out of the water heavy? Oh yes! Initially. no wind conditions but totally controllable when the wind comes up and the water gets rough. mountain lake or coastal water—this is the floatplane for the sportsman pilot. allowing you to clear those trees along the shores of small lakes and safely climb out over the water. I could feel the extra weight like a sea anchor trying to hold us back. With a few takeoffs and landings under my belt. Now. full-flap turns are amazing. the GlaStar is great at one-float. Well. One reason I had spent so much time exploring this corner of the envelope was that I had come to believe that float flying was where the GlaStar would make its greatest contribution to sportplane development. is just another great feature for those of us who don't live next to the water. The slow. Fifteen minutes after backing down a boat ramp with the trailer we were taxiing away from the dock. I'm "growling" at Tom: "When can we try the amphibious floats?" 15 .slow-flight controllability. Easy to come up on the step in smooth. Jungle river. Now. It is when it leaves the water. It has simply superb water handling characteristics. But the GlaStar's design minimizes these effects and gives the airplane a stunning ability to turn tight and slow. banked. The floats keep themselves high in the water but carve a track so steady I felt like I was flying a locomotive. With its amazing low-speed roll control and great visibility. If a pilot chooses to learn the skills. Powered-up. already the world's most versatile kitplane. What a great plane to take into the backcountry! The folding wing. Tom's mock "growling" turned to delight as we later explored together the wonderful water and flight characteristics of this most amazing airplane.

Besides. he also huge lockers and openings. It typically will allow the plane to come out of the water better. with S-H for a number of years. around on.. strips. where you can find the big fish and you can rest your soul. This Aerocet.230 Ibs. 16 .. a double-fluted hull design. 2. and handle incorporated between the the heaviest weights and engine mount and firewall. GlaStar was designed from make the float very the very beginning to have comfortable to walk floats sitting underneath it.9 = 2. paying only a steering cables are attached to clamp. The rear tricycle potentially. making the The way Tom's posing with that right-angle drill. a spacer is locker space. Although he has not been formally affiliated molded-in textured anti-skid decks. very high on my list of fun things to do with an airplane.230 •*• 0. this which ties to the diagonal being due to the clean. An that we have not been aluminum insert is utilized. Currently. of freshwater per float.T his article is for all you would-be water jockeys with GlaStars. float flying rates very. This means that the plane has extra flotation. a rougher ride. 185s and 206s. we need a way to get to our secluded cabin. common E-glass with vinylester resin). this being the legal gross weight for these floats. A shortcut to this formula is to take the displacement of one float and divide by 0. and the water-rudder watertight compartments. he is president of strips on the keel. the top and sides." The floats themselves are Aerocet 2200s. an effective Technically.design boasting no corrosion. deadrise angle (the angle from the keel use of a high-impact sandwich core on to the chine). Idaho. penalized in speed. the ride typically is very Tom Hamilton is the founder of StoddardHamilton and designer of the original Glasair. The water-rudder floats with our 3500s. The downside is the forward float strut attach drag. we're all very glad he float. allow ample On all GlaStars. aerodynamic profile of the Each plane has lifting eyes for a hoist. UHMW wear faced was configuring the new floats and GlaStar. weight and.477 Ibs. With the double-fluted bottom and proper handle by the pilot's right leg. The 3500s have been very successful and are in their fourth commercial season on planes throughout the world. Your wait is over! Having had the wonderful opportunity to fly everything from Glasairs to corporate jets to ultralights. and lives in Priest River. it's even justifiable: "Honey. Heck. extruded chine wear mating them to a new airplane. nice in comparison to V-bottom designs. we can fly low and check out the scenery and feel safe with landing spots everywhere. They're an all-composite Decisions. no rivets on arms that come off the rudder to leak. handle high As everyone knows. Decisions The FAA requires that twin seaplane floats have a buoyancy of 80% in excess of that required to support the maximum weight of the airplane in fresh water. which have an actual displacement of 2. six twenty-five pound penalty for the extra pedal assemblies. which are certified for Cessna 180s. Our new floats incorporate all the features that have made the 3500s so popular. Calculations predicted roughly the retract cable is fitted through the bottom float construction. CG shifts with good which is easily replaced with margin. etc. Inc. the wind conditions with ease. fitting.9 to get the legal gross weight. but that's not all bad. These floats are a scaleddown version of our larger 3500 series floats. landing gear socket is used Our experience with our without modification for the larger floats has proven aft float attachment. large access panels. the next design process we headed the design team that developed the aerodynamic bumper. easy repairability same penalty on the 2200s relative to skin on a pulley bracket to a simple pull (non-sandwich bottom skin and their smaller-sized counterparts. We have also been able to come very close in switch from wheels to floats chose airplane design over dentistry! weight to much smaller quite easy. and rear float struts. two-piece size.

process involved the determination of proper float spacing or width. The tough one was the placement of the step fore and aft. the plane will rotate back at the step and fly clear of the water in response to back-pressure on the stick. as shown in the figure above. yet not be too tippy for step turns. where power is on and the plane goes into a high angle of attack. When this happens. The width was derived by comparison to similar floats in this class. is the break between the forebody and afterbody of the float. correct step location fore and aft. it goes through the following stages: The first stage is plowing. The step on the float. This should give good propeller clearance for larger-diameter props down the road. 1 7 . hydrodynamic drag slows the plane. the plane will roll over onto the step and begin planing. Action of the aircraft on floats centers specifically in this area. At an appropriate speed. within. This stage is called "step taxiing" or being "on the step. Heightwise. The float afterbody should be designed to allow plenty of rotation without hitting the heel of the floats. The spray pattern transitions back toward the step. We ended up with the belly of the airplane 22-1/2" off the float deck at the step location. a short period of time the plane is in position to roll "onto the step. The water contact area on the forebody of the float decreases at this stage." By releasing back pressure or even pushing the stick forward at the c o r r e c t time. indicating less wetting of the forebody. hopefully. similar to rotating a tricyclegeared aircraft off the runway. at which point there is a jog in the surfaces. with the afterbody t o t a l l y clear of the water. We went with 86". proper height of the plane off the floats. usually enough to prevent takeoff. the aircraft needs to stand tall enough for prop clearance from spray and to be able to dock without hitting the tail surfaces." The final stage is rotating off the water. When the aircraft comes out of the water. and proper throat (angle of attack of the plane in relation to the floats). just slightly wider in stance than Edo 2000s on a Super Cub. with the control stick pulled aft.

If this angle is too shallow. nothing ever goes as quickly as you think it will. positioning the main tire for rotation was important from the outset. the plane will have a hard time rolling up on the step. the GlaStar prototype was transported on a flatbed trailer over to Lake Goodwin. If you drop a line down from the aft CG position at a 4-6° angle. a small lake five or ten miles west of Arlington. So we put the step 4. because the CG places the weight forward toward the bow of the float.4°. and the Cessna Bird Dog belonging to a friend of ours is set at 3.0°. Again. Knowing that the floats will be made into amphibs soon.7° aft of the CG. With the step too far aft. and the plane was slipp ed into th e chilly water—just like launching my ski boat. or the angle of attack of the floats to the airplane. you will rotate and hit the heels of the float yet not come off the water because of lack of lift on the wing and drag from the floats. sucking the float down then releasing. The angle was put at 3. Let's Go Flying! Using the folding wing feature. There are a couple of guidelines that help in establishing the initial placement but no iron-clad formulas. Also. Of course. we wanted to assure good takeoff performance.8°. By comparison. The final angle to figure was the throat. The plan was just to fire the 18 .If the step is placed too far forward. Knowing that the GlaStar would be relatively fast in comparison to existing aircraft in this field. when we came to Arlington to fit the floats to the GlaStar. the 180s and 185s on our 3500s run at 4. the plane will porpoise up and down in the step-taxiing stage. the tire is typically placed 9-13" aft of the step . slowing down the cruise speeds. this is the angle between the float bottom at the step and the waterline. not including the wing incidence. With the angle too great. step taxiing can be harder. causing the problem. matching the 9" main wheel guideline. the step should fall within this range. if the angle is too great excess drag is created in flight. which has more drag. it was basically dark. Another guideline we used for placement was the position of the tricycle main gear. On existing amphibs. Most aircraft on floats have a throat somewhere between 3^° relative to the waterline of the aircraft. The wings were extended. Hence. with the airplane either wanting to fly too soon or wanting to fall off the step. we brought along extra strut material to cover our bets. and by the time we arrived at the state park boat launch ramp.

but it was time to find out what we had. I wanted to better check the float placement. It was a good plan. and there was a whole bunch of smiling. I Floatplane the step quickly. The floats felt pretty soft on the water so the choice of deadrise and the double-fluted bottom were working well. The plane came up on the step fine. making it a bit hard to tell what was going on. faster than a Super Cub! And the extra flotation allows the wings to be folded while on the water. One could say we were just having plane old fun! down the shore to Myron Aadlund's dock. We could maybe cut the throat angle slightly. So the first opportunity to taxi the plane on floats was in the dead of night. the speeds were fantastic. Rotation seemed just right. A better test will be on a high-altitude lake on a hot day. and it did just fine. it was pitch black. The cruise speed is 35 m. and there was plenty of rudder to hold it straight on a full-power takeoff. The next day was clear and cold (20° F).h. Myron is a long-time float pilot and a good friend. Turned out that when Dick Anderson and I were putting the rear attach fittings in the tricycle sockets we had disconnected the battery ground strap. as well as being a GlaStar builder eagerly awaiting the results of the flight testing. we were flying on floats! The plane handled great in the air ran it through some preliminary stability tests. with a dozen or so excited but cold S-H employees looking on. The GlaStar rolled on . with no tendency to hit the heels. By the time we figured that out (it was underneath the carpet we had carefully replaced). But. I could tell that the floats were back slightly. For a floatplane. but there was little tendency to porpoise.p. we'll keep everything as is: It was time to give rides. So for the time being. so I taxied around for just a little bit and then just let the GlaStar lift off.airplane up and taxi a short distance The powerful ailerons are wonderful. and any kind of back stick at all easily assured a smooth step taxi. Hey. but I sure like using the wing to its maximum in getting off the water. Back on the water. I couldn't get the engine started.

But we freed him and all went well in the end. "No. But finally it all came together. after about five years in labor. G lasair I TD. Finally. the speed of the postal along the frozen Yukon River with nothing but the odd dogsled team below. drum that creates around 85° F in one corner and around 35° F in the opposite corner. it makes for very interesting fiberglass lay-ups.Among their many attributes. It feels a little bit like a grass strip—white grass—and I do prefer it over asphalt. after a long period of bad weather. T he inspector was a very understanding and patient man in spite of the cold and all." A lot of crazy things happened up here during the famous Gold Rush days of 1898 and thereafter. so why not build a fiberglass airplane? system up here compares to that of carrier pigeons—carrier pigeons on snowshoes. it is not a bad runway to land on as long as the temperatures stay fairly cold. when Helmut Schoener pulled up on the ramp last December in his pretty white taildragger. on December 22. outstanding cross-country airplanes. At the end of September '94. not just in building his Glasair but in flying it under the conditions he does. Serial Number 280. of course. To speed things up. and you quickly come to realize what an extraordinary thing this son-spoken Canadian has achieved. We asked Helmut to write a few words about his experiences.S. and the only time 1 could sense some dismay was when he got stuck in the rear of the fuselage. So. Thus. I made the mistake of ordering parts from the U. but you sure can see it from here. fairly chilly. was born in 1994 in a drafty 30x30 log cabin in Dawson City. it's not the end of the world. that is. where I picked them up in my little Cessna 150—a 200-mile round trip inflatable car jack (an ingenious device—a four foot plastic pillow inflated with the help of your car's exhaust gases). Yukon. and there were about four inches of snow on the ground. Canada. eight miles out of town. When the inspector arrived it was the middle of October. Actually. the runway is graded. and a 2" layer of packed snow is left on the surface. the wings were installed and everything else prepared for the final inspection. there seemed nothing unusual about him or his visit. Glasairs are.000 foot runway is gravel. There are no hangars at this airport. registration C-GHSY. With the help of milk crates and an . for delivery direct to the Yukon. The only thing you can get up here for airplanes is 100LL. 1994. A friend of mine hit it right on the head when he replied to a tourist who had said this country looked like the end of the world. and if you're trying to heat the workshop with a wood stove made out of a converted 45 gal. In the beginning. around 0°. I finally learned to have parts shipped to Eagle. Unfortunately. the wing and the fuselage were transported to the airport.S. however. that one little bolt that is holding up the project. and the world. And then parts—you know. and so is the rest. it is not at all uncommon for Glasair pilots to drop in on us here in Arlington in the midst of their wanderings to and from exotic destinations around the U. Talk to Helmut for awhile. The 5. What were the problems? Well. Alaska. winter temperatures often reached -40° F. In the winter. grumbling something about inspection panels. the first flight was made.

And then. but. tent. which really didn't matter much. in the middle of winter. and there is light for twenty-four hours. Around the middle of April the snow usually starts to melt. into the 80s. the air full of forest fire smoke and water bombers. Drill a resin-injection hole in the upper end of the foam-cleared area to allow resin to be inserted into the cavity around the inserted drain line. ke ep ing the co ckp it warm—no. in June. Summer . 21 . It makes for a simple choice in the event of a forced landing: go for the trees. But still lots of light and energy and many hours in the sky. Additional fill material can be packed around the outboard face of the fuel bay end rib and the drain line to provide additional sealing. into a mystical. How ever . turning this landscape. that elegant little taildragger.The first hours of flight in the new machine—what a thrill! It is almost worth building another airplane just for those moments. At this time. just tolerable— during flight is still an unsolved challenge. aft corner of the fuel cell. sleeping bag. rubber boots and dirty airplane bellies. after a few hours the whole engine is warm—even when the outside temperature is less than -35° F. on a cold. almost alien surrounding. Wing. gray. there are a lot of hassles involved with winter flying at lower temperatures. Use a vacuum while drilling to minimize dust entering the fuel cell. oh. I drive by the airport. Then use a 90° hook on the end of a long shaft to remove the foam core around the new hole. of stuff. Dig out the wing covers and the snow shovel. very dusty gravel runway. so this method provides ample security for the unit. It may be necessary to use a rat tail file to slightly enlarge the hole enough to allow the new vent line to be inserted. Support the installed FVFV in the wing tip by filling above and below with RTV silicone sealer. axe. not warm. Snowmobile Suit as is preheating. tail. Survival gear—including snow shoes. It is a season of mud. so short. By September. and there it sits. . Once again remove the dust and chips using a vacuum. The existing fuel vent lines should be modified as necessary to compensate for the size of the FVFV. Yes. Be sure to rough up the aluminum tube to ensure a good bonding surface. So nice. to my amazement. twenty-five hours around home base. and cowling covers are a must in the winter. often hot. The nose up high. comfortable stable. The best solution so far has been a snowmobile suit. since everything more than two miles from the airport is wilderness anyway. and I ended up building an extra compartment behind the regular baggage compartment to store all the roughly 40 Ibs. Normally the snow has disappeared by the middle of May. . Then. I installed one of those heat pads for the engine oil pan and. which is always so beautiful and pristine. . to cut a 3/8" diameter circular opening in the lower. A thoroughbred that can do well without a warm. .—is mandatory. Continued from Page 12 sharpened with a file to make numerous teeth. What a joy this airplane is!! Hangar Notebook . but who cares? It is nice and warm during the day—around 50° F—and the days grow longer very rapidly. etc. the cycle begins to close again. so fragile looking but so tough. black leading edges created by mosquitoes who got into the way. One of the priceless experiences in the North is going flying at 3:00 or 4:00 a.m. the light is so incredible. snowy day. The access hole in the rib will allow you room to reach in with a syringe filled with resin/Cabosil mixture to fill the cavity around the drain line. do the airplanes perform! Finally spring approaches. The clearance is relatively close. handling this harsh country better then its aluminum and fabric brothers. the rivers are running free again. thus sealing it in place.

we checked our gear. We heard the chopper—WHOP. He bit off more than he could pick on one particular job and called on Tom for help." let the record show that Ted said it. I clawed at the invisible. diversification is the key to successful business growth. swirling wind as I tried to gain some stability and face forward. Chuck was in his element. The trees were located on steep slopes in the Cascades within the Seattle City Watershed. . We met at the Pig Farm. I seem to always be up for one of Tom's crazy plans (like starting a kitplane company in a hog barn. During the flight. which meant that after three trees we were into serious gravy to be divided among the pickers and the pilot. and 1 knew I'd be in serious trouble if I couldn't meet the enemy head-on. and I thought Tom's idea sounded great. it's worth noting here that "RAM" stands for "random access memory. all anxious for a day of manly adventure. We determined the optimum strap length to be about eight feet. shiny new turbine Hiller hover and land in front of us." Blow Twice for . We only had to fill a small burlap sack from the very top of each tree—piece of cake. Moments later I was dangling beneath the rising chopper. One such circumstance is etched into my megabytes of RAM forever. From time to time. The mission was too important. we caved in to the desire for a little spending money.! Read on for Part Five of the Pig Farm Chronicles. The chopper pilot couldn't see my struggling below. All we had to do was talk Chuck into it. twirling at the end of the thin nylon strap. home exhausted. we were pleasantly surprised to see a bright. Hooked to the back. We hadn't had the time for practice—this was a do-or-die mission. It was a hard sell at first. Chuck was an Alaska Airlines pilot who kept his RV-3 at the Pig Farm and performed some of the initial Glasair flight testing. and I was the first one in . 1979. as we were the sole shareholders of a wing-and-a-prayer business (pun intended). We debated about whether to hook the caribiner to the front of the harness or the back. Our business plan was simple: The Forest Service paid $100 per tree picked. and he came up with alternate plan. we all lacked gainful employment. 1969? Guess again! Pig Farm. Tom recruited 22 another of his many gullible friends so we'd have four pickers to maximize the efficient use of the helicopter. drew the short straw. however. "Easy" Money Back in the frugal early days of Stoddard-Hamilton. The plan was to wear a climber's chest harness and use caribiners to hook onto a strap suspended beneath the chopper. the pine cone contractor wasn't going to complete the job on schedule Tom is always up for a tough challenge. WHOP. They were huge—three to five feet in diameter at the base and over 200 feet tall. Even with Tom's help. And you thought Stoddard-Hamilton was only a pioneering force in the composite kitplane industry . He had also managed to survive a tour in Vietnam as a helicopter pilot. we theorized. Instead. . I recall that Tom went out with him and struggled an entire day to climb one tree. He came . We loaded up and took off to rendezvous with the pine cone contractor on a remote mountain logging road. The climbers had to labor over crooked snags and branches the thickness of small trees themselves. but Chuck finally saw things our way.As any good business school (or dental school) student knows. I was envisioning some sort of older-looking Rent-a-Dent chopper. (Editor's note: You planned to grapple with the tops of the trees with your face. WHOP— long before we caught sight of it. . . (Editor's note: For those not into computers. which he shared with me the following day. for example). As for me. would free our face and arms to grapple with branches at the tops of the trees. . Ted?!) The difficulty would come in trying to reach behind ourselves 'Nam. A large police whistle hung around each of our necks to signal Chuck once we were secured to the tree. Blow Once for "All OK. The helicopter rented for around $275 per hour. My stomach churned as I realized there was no turning back. not me!) Tom Hamilton had a friend who bid on Forest Service contracts to pick pine cones out of the tip-tops of genetically selected trees. which unfortunately wasn't long enough for us to be entirely visible to Chuck. . "All OK" D-Day dawned bright and blue for the courageous pine cone crew. like any crack combat team. . We needed Chuck to rent a helicopter to help us climb the trees.

on the other hand. After a short. I turned very slowly to look over my shoulder.Hooking to the front of the harness. I needed to warn the others. To my horror. I tightened my grip on the branches as I desperately struggled to get to the center trunk. We finally agreed that hookup in the back would be best. but there was no turning back. The others didn't even bother to hide their sighs of relief as they gleefully pointed out that I had drawn the short stick. "Not a problem. Unexpectedly.. we worried that it might be difficult to penetrate the outer branches far enough to get a good grip on the tree. and arranged them in his hand. It had already come undone! \ blew for all I was worth on that whistle. But what I found myself wrestling with was a gnarly. we hadn't worked out any other whistle signals besides "Fly down for the next sucker. I thought. broke one of them off. The Forest Service guides pointed out the tree they wanted me in. the chopper bobbed up a few feet. Finally. and suddenly I was hundreds of feet in the air. not oaks. The tree was much tougher than I thought. I reached back with one hand to release the caribiner at my back. "I never win anything. then slid overhead. 1 grabbed a handful and pulled myself in toward the trunk. Clutching the tree like a kitten at the top of the telephone pole.." All the money we hoped to earn wouldn't have bought me a long straw that morning. "Short one goes first. unyielding branches. and I felt the strap go slack. as his rotor blade tips were perilously close to the uphill trees. Chuck picked up four twigs. Finally with a solid grip on the tree." he said." my expression said. after all. "We need to figure out who's going first. I clipped on to the nylon strap and squatted next to the Hiller as it spooled up. I frantically waved one arm and blew on the whistle. We spotted the vehicles perched high on a ridge. which yanked me upward through the stiff. The Forest Service ground-support crew was mostly female. 1 was running back to Momma's house to dive into bed and hide under the covers. "This is child's play. I realized how close I'd come to disaster. Chuck went into a gentle hover next to me. final briefing with Chuck. Inside. In a few seconds Chuck was hovering back at the loading zone." I joked. Chuck maneuvered the chopper to a gentle landing on a wide spot in the logging road. but frankly that was not chief among my concerns at that moment. How he positioned me into the tree top and kept his blades out of the other trees I 'l l never know. however. Chuck approached cautiously. good engineering is all about managing compromise." he said. Tom's voice jerked me from my RamboScaredo stupor. so I was prepared for a fairly soft tree top. I couldn't find it! I scrabbled wildly all over my back and couldn't lay a finger on it. spiky old tree with very stiff branches and needles like wire brushes. Then the helicopter bobbed back down again. Once again I longed for the safety and security of those old bed covers . so it was essential that I offer my best Rambo impression. but with the strap out front. everything's OK. and the chopper banked away sharply toward the downhill side. Well. I exuded fearlessness as I swaggered away from the copter and surveyed the huge trees and steep slopes. heavy. dancing gaily in mid-air a few feet behind me." I was thinking. On the outside. These were/?r trees. "This is absolute insanity. There it was. Darn." I waved 2 3 . would make it easier to disengage.

hanging on up there for dear life. . We tied the stuffed sacks to the ends of long. we scribbled out a quick note of apology. We had to attend to only one more small detail in order to complete the dissolution of our forestry subsidiary: the contractor and Forest Service people were waiting for us. we had more important fish to fry. but it was too dangerous and risky to repeat. He. Unfortunately. 1 don't recall how many trees we picked that day—it seems like only four or five each. The ride home in the Hiller was exuberant with the feeling of having accomplished something unique.. As Tom lined up on the logging road for a low approach. ." With all four pickers safely back on the pad. Steve appeared to be flying. Chuck was strangely sober.." I figured. There is an incredible thrill in doing something exciting but dangerous. and flew up to the mountain in Tom's little Piper Clipper." Rambo thought." In the end we all agreed—it was an experience we'd never forget. too. coiled ropes we'd brought with us and lowered them slowly to the ground far below. get the Glasair prototype ready for Oshkosh)! Talk about a hare-brained scheme. It's . But then. "I don't know about you guys. good sense and retreat. Anyway. not clutching. out and over the valley in a rapid. "A thrill to be savored. but I was pretty scared up there yesterday. but not necessarily repeated. Since I was first in. I opened the window and delivered the message.. Jiggling the rope dislodged the sack from the branches on the way down. and heroic reports about the battle each of us was waging with his respective tree. steep descent. well. With the engine winding down. I got to be first out. Like a skydiver. Tom descended with the same "let it all hang out" attitude. It's a Plane. It's a Bird. we released the day's stress and emotion with plenty of high fives and back slapping. he was stretching his arms and legs out to full extension and steering his way back and forth beneath the descending chopper..500 feet below." I added. I do recall that we worked until the afternoon upslope drafts made maneuvering the helicopter too difficult to continue. Chuck landed and shut down. Since this all took place at least a dozen years B. Chuck flew off to return the expensive helicopter to its home base while it was still in one piece. (Before Cellular). Voice communication with the ground crew was easily accomplished. yahooing. He kept mumbling about the proximity of the trees and the tricky winds. Good sense or chicken feathers (or both) finally got the best of me. strong gust at the wrong moment. Gulp. Chuck banked the Hiller quickly away. and I felt for him. as my disbelieving eyes began to resolve the distant speck dangling from beneath the chopper. " . Rambo would've been getting down to the business of picking pine cones by then. it was replaced with whooping. Once we gained a little confidence.. Somewhere high in the Cascades. I wanted another turn. the ground crew apparently thought I was signaling my success. Each time the chopper approached a tree 1 had to stop picking and watch the tense drama. was having a ball. Tom's friend Steve was the next to descend from the ridge far above. As the helicopter noise died down. I shouted for the others to rig up in front of the harness rather than behind. We never looked back.e. but we rarely caught glimpses of them. stuffed it into a small cardboard box. That night Tom called me and said that the Forest Service "brass" was going to be on the mountain to witness our program the next day.. and I felt doubly ripped off. Only one sackful of cones was required from each tree. which was parked at the bottom of the . and to use two caribiners rather than one. but they began to realize something was wrong when I wouldn't stop waving and blowing the whistle. valley at least 1. a squirrel chews on a genetically selected pine cone and wonders what manner of beast left these frantic claw marks in the trunk of the old tree .. After all. It was the ride of my life as I clung to both caribiners with a grip of iron. "tomorrow I'll loosen up and enjoy it more. Soon the Miller was plopping the rest of the pickers into tree tops within a hundred yards of each other. After the fourth picker was successfully treed. The contractor even thought the media had been invited to record for posterity this great 24 leap forward in pine cone picking technology. As he got closer. he struck the pose of the FTD florist flying in to deliver somebody a bouquet. He described the fatal consequences of the smallest miscalculation on his part or of an unexpected.even more frantically. . We stared back and forth in silence. "Oh. . Full of the sheer freedom of pulling away from the ultra-close proximity of the trees all day. the talk centered more on the incredible view we had.C. Chuck elected to pluck us one at a time from the top of our last tree and drop us off at the contractor's car. We needed to hurry back to the Pig Farm and continue our development of another new technology (i. I was instantly ashamed of my own technique and envious of the fun he was having. D-Day +1: A Re-evaluation We met again at the Pig Farm early the following morning. We also lengthened the harness from eight to twenty-five feet to give the rotor blades a little more room. They signaled Chuck to land and shut down.

A Few More GlaStar Ideas by Howard Stearns. per seat. (800) 688-6946. It's available from Pegasus Racing Supplies. However. . At an auto junkyard. Canada Electrical System Shut-Off Having built thirty or so boats over the years. The seat pans must sit on the cage tubes for structural reasons. light and have just the right angle to match the Photo 2 stick as it emerges from the seat pan. which weighed 5 Ibs. This seemed a bit much. although there are a dozen other small car models that would work just as well. so it's easily accessible in flight if an electrical fire should occur. starters locking up and batteries frying. lightweight switch for shutting off all power to the electrical system. the part number is 4431. so I looked for a small.Stoddard-Hamilton freely shares ideas submitted by builders. This went on and on until I had 9" of foam. so it doubles as a theftprevention device. On top of the foam you could cement a piece of 1/6" plywood to achieve a solid base for the actual seat foam. it's shown in Photo 1. One of the boots is shown in Photo 2. BC. so I installed a 4" base of hard Styrofoam shaped to fit the pan. It also provides a sure-fire way to shut off all power when working on the engine. I found such a switch used in formula racing cars. I know that the marine industry wouldn't think of selling a boat without some method of cutting off all power to the electrical system. Seat Foam Anxious for the first "sit" in my GlaStar. I mounted my switch on the upper left side of the cage under the windscreen with a bracket Stick Boots I wanted some neat way to close out the gaps in the seat pans where the control sticks come through. inclusion of an idea in this newsletter should not be construed as official endorsement or approval of the idea by Stoddard-Hamilton. Builders are strongly urged to exercise their own discretion and judgment when considering the implementation of a suggestion presented in this column. 25 Photo 1 attached to the cage. GlaStar Refuge Cove. The boots are very flexible. I found the gearshift boots from a 1989 Subaru Justy to be just about right. I fitted the seat pans and started piling in various densities of foam. I have heard many stories of solenoids sticking. Mine ended up with three different densities of foam totaling 4" thick. '11 install them on the seat pan with a few screws and nutplates. and it has a removable key. The switch will handle 50 amps. It's quite comfortable and saved 8 Ibs. for about $30.

432" and the bearing diameter at . These could vary from one GlaStar to another. To fix this. the milled thick washer and then the drilled thin washer. upper bearing. If you don't have the nylon to make the thick upper washers. Coal City. When I tightened the castle nut firmly to the clamp-up bushing so that the only movement was between the roller bearing and the bushing. the flap was still hanging up. Here's what I did: I miced the bushing length at .004" deep on each one—one for each side.622".432". I took the thick nylon washers and milled a 29/64" diameter counterbore . my next step was to make a larger nylon washer to replace the two nylon washers from each side of the track at the forward. after I did this.432" + . Then 1 could tighten the castle nut and not lock up the bearing. But if I removed the nylon washer. I found that the nylon washer locked up the bearing.032" thick and the thick ones were each .622" = . I found that the flap was not working freely in the tracks. So. the bearing length at .006" too tight. Now. Take 1 by Fred Matuszewski.036". drill one thin washer completely through at 29/64" diameter.004" deep.066" thick. There are two sides. The bearing length is . This second fix freed up my flap without introducing excessive end play in the bearings.Builder Hints GlaStar Flaps. which came to . there was too much end play in the bearing.440".196" = . The measurements I give here and in the figure below are for my GlaStar. IL In mounting the flap to the tracks.196". and then install them in the following order: the whole thin washer.. The thin nylon washers were each . you could use three washers—two thin and one thick—from your kit. so the total of all the washers and the bearing is .098".628" . which brings the total to . GlaStar. Mill out the thick washer 29/64" in diameter and . I subtracted the total washer and bearing stack-up from the bushing length to find the total amount of interference: .628". I made one washer for each side about 1/8" thick and counterbored for the bearing to a depth of . However. Here is the hard part: I totaled one thick and one thin washer for each side of the track. 26 .

suggesting cylinder wear-through. 1 don't know if that did it. (This was before S-H had moved the location of the electric fuel pump on the old G-Is. they had found out about the ring incompatibility. it eliminated a lot of the pop rivets in the nose ribs because they can be reached. Well. From that.Builder Hints GlaStar Flaps. Our fuel pressure is now rock solid. In our case. we found that was right. I found it much easier to final-rivet them by Clecoing the spar and ribs to the bottom surface as specified. I figured it was a vent problem. with a set frequency. we've been playing "catch up" with all you builders who finished before us. but be on the lookout for extreme cylinder wear on early Cermi-chrome cylinders. I moved it further upstream. Upon pulling the jugs. we had a problem with our fuel pressure (carbureted engine). at about 320 hours. although it seemed to happen most predictably when we were full of fuel and climbing. and had 360 hours after a year-and-a-half. Got a call back that chrome and iron content were too high. but after establishing a baseline. Then. and I thought perhaps the problem was due to mounting that Flowscan so close to a right angle. resulting in the pressure fluctuation. MN When building my flaps. the fuel pressure would fluctuate wildly. and if that doesn't do it. found more stuff in the oil filter. but then setting the assembly on the bench on the upper skin surface and holding it down with sandbags. Turning on the electric pump didn't seem to make a difference. we didn't get flying until '95. Everything was looking good engine-wise. we started getting a few flakes of "stuff. perhaps we were sucking a little air? That seems the most plausible theory. maybe having the Flowscan mounted so close to the rightangle fitting was causing some pulsating turbulence in the fuel line? I don't really know." but the problem is solved. I'd suggest checking your fittings for tightness first. Firewall-Forward Gremlins (and Some Solutions) by Mike Palmer. Take 2 by Ron Barrows. especially around the reinforcement plates. It didn't seem unsafe (an advantage of carburetors!).) The fuel-flow gauge has never been right. but if that's not it. but if you're having fluctuating fuel problems. This made it very easy to reach around and buck. Glasair I/II Phoenix. maybe try bypassing your Flowscan if you have one. Flew to Florida and back. and upon return. As usual. Cermi-Chrome This has nothing to do with Glasairs per se. with hardly anything in the oil filter. (We were using the old G-I fuel firewall pass-through. We do oil analysis. GlaStar Fridley. where I had a straight section of fuel line. AZ Fluctuating Fuel Pressures For the longest time.) We had just the tiniest hint of weeping fuel at the fitting. only send in every other sample. All four . and by that time. as shown in the figure. we found the problem. Perhaps a slug of fuel got into those long lines in the wing vent and made it hard for the fuel pump to work. and sent that oil sample in. I never could quite predict when it was going to happen. We have a Flowscan fuel-flow transducer and had mounted it inside the firewall. but unexpected and annoying. but more importantly. Occasionally. serendipitously. We were one of the first to get Cermi-chrome. or if it was the fact that one of the AN fittings on the Flowscan was "loose. just before a right-angle bulkhead fitting. (You're supposed to have it mounted with a few inches of straight line before and after the transducer. back in '88. 27 In previous issues of the Glasair News (really old ones) there was some discussion about how a tiny leak in a fuel fitting could be small enough not to pass fuel but big enough to allow air to be drawn in.) So. As our Flowscan was located before the mechanical fuel pump.

m. and I had changed to longer-reach spark plugs for the new ignition. that the pressure from the accelerator pump had split the tubing. which would be nice. beware. But if you have Cermi-chrome. Tell him Mike sent you.200 to 2. (Did you know the spark from a welltuned mag is only 8KV?) You can open the gap on your plugs to .Builder Hints cylinders had begun stepping.. also suggest we switch to a K&N air filter. Stumbling Engine This same fellow.500 r. (Since putting in the new air filter. He suggested that when we switch. who so correctly diagnosed our starting problem. As a temporary fix. In fact. pulling sparks off metal. and when we pulled the pistons out for the cylinder change. Another thing that differentiates this unit from those others on the market—it's fully shielded. Using metal will solve the problem of having wood move with the ever-changing moisture conditions.. Between all that. check to see if your accelerator pump is really pumping. I took a fellow involved with this new ignition system up for a flight. 28 . Maybe we were starving for air before?) The engine really ran rough from 2.. and driving the radios nuts. If anything. we decided to opt for new Millenniums. they also had the clamps that will slip around the tubing to allow attachment of the homemade wing spar brackets that we will build out of aluminum angle stock. Some will warn you that you can't run a Stormscope with their electronic ignitions. It was getting to be "winter" here in Phoenix (where the temps drop into the 40s in the morning—brrrr. where it's warmer than Phoenix in the winter. (I wish I'd seen what was plugging it. we simply cut the tubing—but considering that this made for a bigger nozzle and seems to work fine. so if you make it out there. a much bigger burn pattern on the ElectroMag side. if your engine is hard to start. CA Here is a wing jig idea that I came up with "while strolling through the Base (Home Base and/or Home Depot) one day" (but not in the merry month of May). It doesn't have any fancy microprocessors to vary your timing. like the kind you used to have on your car in the 60s. The air filter may be good.) These K&N units are used by hot rodders and also Van's RVs. He said he knew exactly what the problem was. I wasn't sure what the problem was. It is also very cost effective—just over $20 for all the pieces. and voila—the engine runs much better.050". The hall effects drive an external. Because of time constraints and previous commitments. Hard Starting I was beta-testing a new electronic mag when our engine became harder to start. it was so plugged. check him out. So. The result is a very hot spark. it's so reliable that a major manufacturer is negotiating to make it a certified product for certified airplanes. The engine wouldn't start there either.) In fact. is planning on being at Sun n' Fun this year. hotter CHTs.p. GlaStar Wing Jig Post Alternative by Jim Rose. we find that we have to run richer. but he blew it out before I had the chance to stop him. A composite airplane presents a worse case RFI scenario. So we made the change. but the baffle wasn't. In fact. When I got to Florida. Turns out the nozzle for the accelerator pump had plugged with something." It's very simple (read that: "reliable"). It's amazing how sensitive a carburetor is to air flow.). inventor of the Electro-Mag. and obediently put in a baffle. but not this one! We've been running our Stormscope and LORAN just fine! (One of the reasons I got to beta test this unit was for this very reason.) It's very simply a unit you bolt in place of one of your mags that has two hall-effect sensors in it and a rotor. so as to not let air impact directly on the filter element. I cut out the baffle. Sigh. oil-filled high-voltage coil. (Ever fly under virga in a Glasair? We really charge up the airframe. And pumping where you want it to.) We've noticed about 10% better climb. (He was concerned that the paper Fram filter we were using would clog up after flying in rain. and fuel would spill out the bottom of the carb. I happened to see in the "fence" department some 8' X 2-3/8" diameter tubing that would make great vertical posts for the wing fixture. but would also be very susceptible to interference. Electro-Mag The new electronic ignition I've been testing is called an "Electro-Mag. it may become permanent. we have no primer. we also make a front baffle for the airbox. this new ignition should have made the engine easier to start. GlaStar Big Bear Lake. (Less lead fouling and valve sticking?) Charlie Bass. broader leaning band.

of course. then nitpick the project 'till death do you part. number of doublers. It will handle all types of materials—including waterborne and high-solids—as fast as a conventional gun with a 50% material savings. tank that most of us probably have. GlaStar La Jolla. which keeps runs to a minimum. of inlet pressure. Funny how you tend to get what you pay for when it comes to tools! 2-3" disk sander held at a shallow angle to the surface. I settled on the Binks Ml-G. Most turbine guns will not handle water-based materials. I see no reason why it wouldn't work as well with primers. CA I had never owned a paint gun. You. and I researched them for my GlaStar project. I was amazed that 1 had only gone through 3 oz. I kind of assumed that all HVLP guns were equally expensive or took a lot of added equipment until I saw a very informative ad from A & I Supply ((800) 260-2647). which included a matrix comparing the Binks conversion system with a turbine HVLP on various points. SC Here are some tips concerning the horizontal stabilizer and elevator.Spray Gun Lowdown by John Top. The Binks techies said that the M1 -G with their #94 fluid nozzle and #95 air nozzle will handle anything that the S-H setup will. GlaStar Rock Hill. and you'll probably save the difference in materials. which is not much more than the Builder Hints conventional DeVilbis gun Cleaveland offers. straightness of the pieces. many without thinning.) It's more expensive than what you'll find at Home Depot or Sears. So far. If you have checked the factory efforts you will have noticed that the GlaStar is really quite over- . But if your goal is to build an airplane and go flying. After 10-15 minutes of spraying. then settle for somewhat higher quality than Cessna or Piper and enjoy the experience. Start by performing a sanity check. Crack-Stop Technique by Cal Spangler S-H Technical Support Department Here's a tip to prevent flush-head rivets from cracking through your paint job or gelcoat in places like the attach hinge rivet lines on the cowling. and after talking to their techies. you can accomplish this very neatly with a Sanity Check by Thomas Lempicke. A & I sells the gun for $269. Then sand a slight concavity along the rivet line just below the gelcoat but not into the fiberglass cloth. twenty thousandths or so. If your goal is to just build an airplane. Look over several Cessna and Piper products before you get underway. are going to do a better job. Then lay a single strip of bi-directional glass into the concavity.p. Check out the quality of the riveting. I probably wouldn't have needed to buy an extra quart of PPG at $70! The gun can be choked down to less than an aerosol can. and those that do require them to be thinned. but if you want a quality gun at a good price. compressor with a 25-30 gal. Shoot for a concavity about 3/4" wide. of paint. I mentioned that S-H was recommending a Binks Model 7 or equivalent with a #36 nozzle for the Deft primer they sell. (A & I ships orders over $50 for free. I have used my new gun to finish-paint my engine mount. If you're careful. Had I bought this gun earlier. It requires only 18 Ibs. gave A & I a call and talked to their techies. They recommended the gravity-feed Ml-G gun. Countersink and install the rivets slightly deep—say. which will work with the small 3-5 h. Block sand it flush and re-gelcoat or paint. 1. When I talked to Binks. 29 Notice the spacing of the rivets at the forward and aft spars. the Binks conversion HVLP guns are purported to do a great job of atomizing water-based coatings. I gave Binks a call ((800) 9924657). It complies with all air quality regulations with very low overspray and a 65% transfer efficiency. By the same token absolute perfection is nearly impossible to achieve. and general finish of the skin. which is a gravity-feed high-volume/low-pressure (HVLP) gun. However. you can't beat it.

Kemble Airfield. 8. rather than a financially viable product.. Before we drilled the top skin. One part of the "L" is now clamped to the straightedge. Use a piece of hardware-store aluminum angle to keep it straight. England. Hangar D2. 7. GL7 6BA. (Note that worldwide Glasair sales will continue to be 30 conducted directly from S-H. but it is still in the development stage. We used two counter-sunk rivets in the side hinges and three in the center hinge. Bring the assembly up to the rear spar of the stabilizer and clamp the free ends of the hinges to the bottom of the top flange. The phone is 011-44-1285-770-291. This assembly now consists of your straightedge. By doing this your elevator has got to match up to your stabilizer. and one part is flat against From the Flight Deck Continued from Page 2 and GlaStar kits and the proprietary options we develop for them. Do the trailing edge last.Builder Hints designed. we must charge more simply to cover our costs. and I personally invite any comments. First. both negative and positive. 6. three pieces of hinge. Just drill and Cleco through both the skins and angle. not a pro and probably will not drive every rivet just perfectly. Now you can clamp the counterweight ribs to the stabilizer and leave them that way until all of the skins are drilled. on many other parts such as fasteners. 4. better. and we had a problem getting edge distance in the center hinge. that will help us serve you. At this point we drilled all of the holes and squeezed the rivets. See Page 7 of this newsletter for an update on new options that are available now. we finished the stabilizer completely right up to installing the hinges. off-the-shelf items.) The auxiliary fuel tank option for the GlaStar is very close to being finalized and should be available in early June. Please contact Aero Developments directly for any sales inquiries from the UK or the Benelux countries. We clamped it to a couple of 2X4s to hold it. tires and tubes. Don't start anything until you have read over the whole section of the manual and understand the "why" of each step. Hope to see you there! . some of whom prefer "one-stop shopping" even if the price is a little higher. We generally followed the manual. but found a much easier way to fit the elevator to the stabilizer. Unclamp the 2X4s and pick up the whole assembly. If you push the straightedge right up to the spar/skin edge the hinges will be under the spar flange by just the right amount. and also put a little bit in for the fact that the guy building the airplane is 5. electrical components. Now we have a completed stabilizer. I am certainly not trying to turn business away. etc. but neither does S-H try to gouge its customers or "nickel-and-dime" them on small. thanks for your support of Stoddard-Hamilton in its endeavors to create some of the best kitplanes on the market. Put the three hinge pieces in an "L" shape with the pins in the center of the "L" and clamp them into position on the straightedge. We sell these sorts of parts solely as a convenience to our customers. We cut it so that we had a piece as long as the stabilizer. Gloucs. we feel we offer very fair value for the dollar. we're off to Sun n' Fun in Florida. Our stabilizer had a little bit of a curve to the rear spar. our customer. just like it says in the manual. ask for Melvin Cross. etc. We are very excited about getting Aero Developments on board and look forward to a prosperous future with them. Then we bought a 1/8" thick X 2" wide X 20' long piece of steel from a local fab shop. You will find many better ways of doing things if you will think out each step before doing. Now. Until next time. The designers went for the ideal condition.. Lay the straightedge on your table so that it is on edge. we simply cannot offer prices competitive with those of the large aircraft supply houses or specialty shops. We did not use the pre-punched holes here. and we know that the hinge line is straight. Kemble. There are several firewall-forward options also newly completed or nearing completion. but rather moved the holes aft by about 1/16" and drilled them in the centers between the pre-punched holes. We continue to be an everimproving company. Please keep this in mind as you compare our prices to those of our competitors. The straightedge is a little heavy and you will probably want a couple of wood blocks to help support it. we attached the hinges to the forward spar. In these areas. This is a straightedge and has come in handy in many different ways. However. We are in the final stages of negotiating a GlaStar distributorship for the United Kingdom and the Benelux countries with Aero Developments Limited. and a bunch of clamps. The elevator is really quite complicated because it has to fit up to the horizontal stabilizer. Very carefully measure and mark the positions for the hinges as they will be when installed on the rear spar of the stabilizer. This is one of the best manuals in the business. Graham Brunwin or Paul Hinchcliffe. the table. We assembled the framework of the elevator. and the fax is 011-44-1285-770-455. Because we buy in minuscule volumes compared to an Aircraft Spruce or a Chief Aircraft.

Aviation Center. the reservation deposit ($100) will not be refunded after April 15th. The workshop is open to all individuals who have an interest in aviation and basic capabilities with materials and tods. CLASS ORGANIZATION AND MANAGEMENT. $375. Partial scholarships are available for college students. The class will consist of four weeks of instruction during the month of June. IA 50036 (515)432-6319 Ottumwa Campus 525 Grandview Avenue Ottumwa. If the class fills (15 students). These teams will proceed to build their respective aircraft sub-assemblies and then collectively assemble the plane. Short-term students can participate on the following tuition and lab fee basis: One or two weeks. Tuition: $600 which Includes a reservation/laboratory fee of $100. Class hours will be 8:00 a.The class activities will include an introduction to molded composite and sheetmetal light aircraft fabrication. The laboratory facilities are located at the Ottumwa Industrial Airport. over a four-week period.m. John Ritey Professor 1978 21 Oth Street Boone. IA 52501 1-800-726-2585 ext 183 or (515) 683-5183 Dr. knowledge and skill. An excellent opportunity to learn and develop composite aircraft fabrication skills and knowledge concerning the purchase of a light aircraft This program is a part of the Indian Hilts Community College Continuing Education Program. FOR DETAILS: John Vanddto Indian Hills Community College Division of Continuing Education 525Grandview Ottumwa. Monday through Friday. The participants will receive a copy of the aircraft prints and other essential details prior to coming to class. m.. There will be daily seminars concerning aircraft fabrication techniques. class activities will revolve around the fabrication of a GLASTAR. to 6:00 p. using a team approach. Following a plans exam. the class will be organized into teams based upon interest. Iowa 52501 (515)683-5111 . Following introductory lessons.

Glasair Super II RG. AZ. 1. N309TS. AZ. N14WD.000+ Ed Covington. 1.000+ Tom Robertson. Glasair I FT. 1. John Zasadny.800+ Stoddard-Hamilton Aircraft. Glasair I FT.100+ *Henri Chorosz. 1. 1. TX. ID. Glasair I TD.William Curry. Hanford.800+ Dr.200+ John Bourland. 1. Lewiston. N18GS. AR. 1. CA. Glasair I RG. TX. N36GC. NH. CA. Phoenix. Glasair I TD. N86BS. 1. 1.400+ Chuck Mason. Glasair I FT. Hot Springs. Glasair I TD. FL. N82SS.000+ Dr. 1.000+ Everett Davis & Paul Wallace. N89SH. N622BC. La Gaude.000+ Bob Luwig.000+ Gene Spaulding. Glasair III. FL.000+ William Hillman. Dallas. N325TR. 1. N3EC. France. N88JL. Glasair I RG.100+ Peter Vollheim. Glasair I TD.700+ *Stoddard-Hamilton Aircraft. 1. Dallas. 1.500+ Dr. Glasair I RG. VA. Glasair I RG.100+ Robin Rice. N286YM.300+ *Carmine Petracca.100+ Tom Stanley. CA. Lakeland. Tucson. 1. N86JC. 1. Meridian. 1. Torrance. N348PV. CA.000+ * denotes new member or change in hours . Nokomis. 1. Nassau Bay. Jerry Pekin. San Diego. Jackson. 1. Carlsbad. Navato. Glasair I TD. Glasair Super II FT. Glasair I RG. 1. MS. Glasair I FT.000+ Robin Young & Bill McKee. Kent Farney. Nashua. 1. Old Church. N529RS. CA. N84AG. Glasair I RG.000+ John Levy. TX. N2JZ. Glasair I TD. N272CP. N28CM. 1. N902S. Glasair I RG. CA. Glasair I RG.

Call Paul Silva at (360) 416-6704 (evenings).p.M. or fax (941) 747-0871. FOR SALE: 37° left rear induction adapter for Lycoming IO-540-K1G5D.. $90 each. FOR SALE: Glasair I RG. . bug. all instruments and harnesses complete. new. $650 or best offer. new. Owner 3559 Santa Carlotta St. Bowes Aviation. Call Bruce Williams at (504) 775-5476. $389. laborsaving. FOR SALE: Glasair I stainless steel exhaust for 180 h.649 Custom Interior Packages • Coordinated carpeting and headliner materials.. Will consider whole systems or parts from salvage.. Stainless steel Glasair exhaust system for Lycoming O320. WA 98275 (206) 745-6937 • • • • • WANTED: Glasair I TD builder seeking retractable gear parts to convert to RG. O-320.. $250. Call Dutch Schulze at (310) 457-3782 or e-mail <be574@lafn. Call Wayne at (541) 926-1499. fabric and material samples. WX-900 Stormscope.Flymarket Jim & Julie Londo. vinyl. Tom Taylor. $475 or best offer. Four layers of foam for height adjustment. WANTED: Partially completed Glasair I or II.p. cost-effective materials. Glasair Performance Enhancements As used on Tom Taylor's 261 m. CA 91214 (818)2482499 High-quality. $55.95 per pair. $350 or best offer. • Wing tips: One piece.000. Includes four mounting studs for Bendix throttle/fuel injection servo. Fits all IIs and IIIs. Prices per pair: Fabric.249 Fine European leather $1. FOR SALE: Glasair I RG Lycoming O-320 engine mount. • Quality. Call or write for color choices. Box 368 Mukilteo. Call Marty Kress at (908) 9966060. Call Michael Bowes at J. Order Desk P. Selling to finance avionics "downgrade" for new GlaStar.. FOR SALE: Four Whelen A650 PG/PR wing-tip strobe lights. FOR SALE: S-Tec 60-1 autopilot with altitude hold.h. easily adaptable to Is. Call Brad Peterson at (970) 493-7156 or e-mail <peterson@frii. • Aft wing fairings: One-piece and retrofittable. straight trailing edge. complete and unused. Inc.O. III. fabric/vinyl combo or fine European leather Designed for comfort and made with airliner quality and durability by the builder of Boeing 777 seats.org>. Also. La Crescenta. Spacer block not included. GlaStar Seat Packages Choice of FAA-certified fabric. RG preferable. Call Bill Paulson at (715) 344-8484. and more information on finished products and custom options.h. Owners (206) 338-7070 (619)394-4848 Karen Louise. perfect condition.95 per pair. Will travel to builder's location. (941) 751-3455 or (941) 747-2441. BUILDER ASSISTANCE: Licensed A&P mechanic with 20-years of aircraft sheet-metal experience offering builder assistance on GlaStar projects. Oshkosh Grand Champion II-S RG and John Parker's recordsetting 305 m. • Interior decorator available for custom design. IO-360. 33 . Both systems currently installed and working fine in Glasair II FT. vinyl or combination $ 1.p. test-proven . Seats arrive ready to Velcro in place—a fiveminute job. $199. Call Jason Sharkey at (317) 769-6969.com>. gyro.

00 A31 A32 A33 A34 A35 A36 A37 A38 A39 A40 A41 A42 A43 A44 A45 345.24 Discontinued Discontinued Discontinued 6.00 90.00 75.15 75.03 2.47 27.50 24.99 64.00 1.28 .28 43.20 17.00 49.00 239.52 48.39 10.00 23.00 226.86 A61 A62 A63 A64 A65 A66 A67 A68 A69 A70 A71 A72 A73 A74 A75 4.79 .00 1.85 37.88 620.33 18 .00 49.00 A46 A47 A48 A49 A50 A51 A52 A53 A54 ASS A56 A57 ASS A59 A60 360.00 5.66 77.50 58.71 120.00 140.475.00 1.575.00 5.00 80.12 138.78 .00 695.88 3.00 860.395.92 21.00 275.00 1.345.00 126.50 385.18 .00 250.09 .14 .00 10.00 120.00 295.00 50.410.00 459.30 .00 295.00 498.00 Discontinued 65.00 60.70 12 62 .85 1.86 5.18 4.44 .455.00 495.00 33.25 20.00 70.59 .16 2.48 2.00 Discontinued 360.497.25 87.320.Section A : Engine Accessories A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 Please call 37.45 4.43 38.36 1.00 279.44 695.22 .00 150.95 52.00 6.34 4.320.21 26.70 14.50 22.00 90.00 995.10 262.41 120.63 B16 B17 B18 B19 B20 1.585.00 5.00 335.00 6.940.00 125.50 24.71 24.990.91 6.95 465.15 22.180.50 SeeC15 435.96 80.00 85.00 715.12 4.00 275.00 96.33 .00 590.445.00 22.00 49.00 15.00 699.28 1.87 75.497.73 .395.00 C34 035 C36 C37 C38 C39 C40 C41 C42 C43 C44 C45 C46 C47 C48 C49 C50 C51 C52 C53 C54 CSS C56 C57 C58 C59 C60 C61 C62 C63 C64 C65 C66 250.50 24.28 30.00 49.00 199.00 7.320.25 395.55 Discontinued 49.00 295.00 95.60 10.00 75.00 250.15 22.50 122.85 2.00 75.00 295.00 274.90 6.50 112.00 95.00 245.00 75.00 199.85 2.810.00 145.900.00 429.34 .00 360.50 24.00 25.00 15.70 17.00 17.00 1.00 25.175.76 2.00 7.00 585.00 1.15 22.00 575.92 C100 C101 C102 C103 C104 C105 C106 C107 C108 C109 C110 .00 1.49 27.10 .97 2.00 90.00 1.95 13.00 30.00 49.88 9.44 2.77 60.60 16.00 4.00 699.50 9.00 498.88 22.60 18.00 5.00 495.00 B6 B7 B8 B9 B10 9.00 695.130.00 995.00 400.00 1.00 525.79 .67 5.12 .00 14.395.85 2.00 See B11 SeeB11 30.20 22.47 495.20 385.86 Section C: Airframe Accessories C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C14 C15 C16 C17 C18 C19 C20 C21 C22 C23 C24 C25 C26 C27 C28 C29 C30 C31 C32 C33 22.00 1.00 B21 B22 B23 B24 B25 110.01 .00 250.00 695.00 220.70 4.50 C133 C134 C135 C136 C137 C138 C139 C140 C141 C142 C143 C144 C145 C146 C147 C148 C149 C150 C151 C152 C153 C154 C155 C156 C157 C158 C159 C160 C161 C162 87.00 5.66 C111 C112 C113 C114 C115 C116 C117 C118 C119 C120 C121 C122 C123 C124 C125 C126 C127 C128 C129 C130 C131 C132 .00 150.12 .51 1.00 545.00 B11 B12 B13 B14 B15 475.00 A16 A17 A18 A19 A20 A21 A22 A23 A24 A25 A26 A27 A28 A29 A 30 1.27 23.00 345.73 5.93 24.730.00 95.00 395.00 49.87 31.65 88.50 C67 C68 C69 C70 C71 C72 C73 C74 C75 C76 C77 C78 C79 C80 C81 C82 C83 C84 CSS C86 C87 C88 C89 C90 C91 C92 C93 C94 C95 C96 C97 C98 C99 24.50 36.575.225.00 150.360.436.03 80.00 1.69 87.00 559.37 .47 14.50 149.15 59.19 2.96 4.11 .00 Please call 84.61 Section B: Instruments B1 B2 B3 B4 B5 3.00 Discontinued 299.00 435.00 31.85 5.95 3.73 26.00 28.320.00 6.69 7.

38 4.75 22.31 Section G: Pilot Supplies G1 G2 G3 G4 25.00 34.50 22.00 5.60 5.00 975.83 13.49 345.00 150.Section D: Tools D1 D2 D3 D4 05 D6 D7 D8 D9 D10 D11 Discontinued 6.00 9.00 16.50 5.34 17.50 STODDARD-HAMILTON AIRCRAFT.00 995.39 2.88 4.50 20.00 195.50 345.52 F19 F20 F21 F22 F23 F24 F25 F26 F27 34.00 3.00 2.33 18.38 22.38 4.00 16.72 67.00 1.60 12.00 9.00 24.55 8.40 9.00 325.00 135.79 F37 F38 F39 F40 F41 F42 F43 30.00 1.00 150.29 87.75 975.38 9.98 39.30 Discontinued 4.14 75.00 5.35 9.00 Discontinued 10.92 13.28 16.03 18.00 120.50 12.33 4.50 4.50 135.03 37.00 1.45 9.39 14.75 1.68 30.00 975.60 3.00 199.00 17.21 .43 14.24 D34 D35 D36 D37 D38 D39 D40 D41 D42 D43 D44 19.33 11.12 Section F: Replacement Parts F1 F2 F3 F4 F5 F6 F7 F8 F9 12.02 6.34 2.50 8.53 6.38 9.260.54 25.38 11.38 15.70 Discontinued Section E: Construction Materials E1 E2 E3 E4 E5 E6 E7 E8 E9 2.00 150.00 640.15 16.45 5.78 33.00 570. INCORPORATED 18701 58thAve.75 .86 13.18 13.450.44 .12 GI-19 GI-20 GI-21 GI-22 GI-23 GI-24 GI-25 GI-26 GI-27 10.98 3.00 G5 G6 G7 G8 Discontinued 8.00 675.88 21.65 E28 E29 E30 E31 E32 E33 E34 E35 E36 10.54 .31 75.00 175.38 G13 G14 G15 G16 13.72 2.00 975.00 3.50 G9 G10 G11 G12 4.00 52.38 4. WA 98223 Phone: (360)435-8533 Fax: (360)435-9525 3/21/97 35 .86 7.73 D45 D46 D47 D48 D49 D50 D51 D52 D53 D54 13.08 18.50 2.25 21.27 7.13 .00 F28 F29 F30 F31 F32 F33 F34 F35 F36 16.64 54.31 3.64 78.45 .50 37.06 4.41 E19 E20 E21 E22 E23 E24 E25 E26 E27 22.00 GI-37 GI-38 GI-39 GI-40 GI-41 GI-42 GI-43 GI-44 4.66 1.00 315.63 Discontinued 11.08 4.69 GI-10 GI-11 GI-12 GI-13 GI-14 GI-15 GI-16 GI-17 GI-1 8 34.34 12.50 37.26 21.38 9. Arlington.18 D12 D13 D14 D15 D16 D17 D18 D19 D20 D21 D22 23.00 150.00 9.57 150.N.82 4.36 30.38 4.27 4.51 1.00 9.88 17.50 22.20 .14 29.75 Glasair I Accessories GI-1 GI-2 GI-3 GI-4 GI-5 GI-6 GI-7 GI-8 GI-9 870.40 15.00 32.86 Discontinued Discontinued Discontinued 7.29 65.00 375.00 5.09 52.00 42.88 39.18 13.21 132.40 4.94 E37 E38 E39 E40 E41 E42 E43 E44 13.57 10.21 1.65 16.50 67.85 122.76 48.00 GI-28 GI-29 GI-30 GI-31 GI-32 GI-33 GI-34 GI-35 GI-36 75.58 9.14 .00 175.13 2.13 13.48 13.00 22.00 F10 F11 F12 F13 F14 F15 F16 F17 F18 97.98 3.25 202.72 38.00 395.44 395.00 Discontinued Discontinued 175.00 375.50 1.60 D23 D24 D25 D26 D27 D28 D29 D30 D31 D32 D33 5.00 88.09 4.00 E10 E11 E12 E13 E14 E15 E16 E17 E18 10.13 19.40 6.E.

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