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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
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Workshop instructors and aircraft designers were also in attendance to share an evening with the building enthusiasts.00 per person. I have never had any problems getting the Glasair III insured with them. Glasair III be—featuring roasted corn on the cob and chicken picnic-style. Billups. just lift them off and notice the great finish on the side toward the plastic. 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. 63) suggesting that I am a former member of the Missoula (Montana) Police Department demands a harsh and immediate rebuttal. Paul Poberezny. 63) that people were still having problems getting insurance on their Glasair IIIs. etc. D. Please remember the special events that EAA Homebuilders are organizing in trying to make Convention '97 memorable. It is the inspiration event for the new builder and the accolade event for the accomplished builder. Just lay them up directly on the raw plastic and let them cure. MS. While cops in Missoula were chasing jaywalkers and getting Old Mrs. however. Corvalis. I didn't find this very satisfactory. my time in Missoula was spent honing my deadly Corvalis. 4575 SW Research Way. Meridian. skills which I now apply every day on the S-H Option Sales Desk. Glasair II-S RG . Box 35289. OR. I would like to offer some free stuff to others building these planes. Greensboro. EAA's number-one homebuilder. 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. NC 27425. Ray Stits entertained his fabric builders. Write to me at Verteq Systems Automation.m. phone (800)727-3823.. I would like. One of the benefits (or drawbacks) of the plastic is that stuff doesn't stick to it. All homebuilders and their families are welcome to stop in for a donut from 8-10 a. flat parts. OR 97333. William A. Higginbottom's cat out of the tree. at Homebuilt Headquarters. my colleagues and I were busy kicking butt and taking names on the mean streets of the city. to develop some contacts with others building the planes. and a representative from Pulsar described his record-holding adventures. I have had my insurance with Aviation Unlimited Agency for several years. M. When you are ready. We have a lot of scrap pieces. but the plastic is free. and they have not required the PIC course that AVEMCO required. No. Of course. and it is held at the PHP Conference Tent on Saturday. Curtis Brown III Stuff! I noticed in the last newsletter (Fourth Quarter 1996. which may not be good for painting. and the finish wasn't very good. $5. 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.O. I am deeply offended that you would associate me with a two-bit. 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. At the '96 picnic. They can be contacted at P. It turns out to be terrific for doing small lay-ups to make your own fiberglass gussets. I would certainly accept a few dollars for postage since I'm just a regular guy. August 2. 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 work for a plastics manufacturing company that uses sheet polypropylene like others use plywood. In fact. We try to keep the price reasonable. 1 occasionally run across larger pieces that can be sent by special request. lily-livered outfit like the MPD. Monday morning is Homebuilder's Donut Day. or call me at home at (541)998-3951. In the manual. As a Super-Crime Fighting alumnus of the Los Angeles County Sheriffs Department. Jr. It was not easy to take off the sheet. Stoddard-Hamilton refers to doing some fiberglass lay-ups on a waxed aluminum sheet. There was probably wax in the finish also. contrary to the filthy pack of lies in your yellow-bellied report.Free Stuff! I am a Glasair II builder.
: Please send a GlaStar video and info pack. 63) suggesting that Harry DeLong is a former member of the Missoula (Montana) Police Department demands a harsh and immediate rebuttal. M. Stoddard-Hamilton deeply regrets any offense given to Mr. Print this letter if you dare. DeLong and his cronies were tasting the racier side of life on the wicked streets of the city. DeLong quickly came to the attention of this department not as a potential employee but as a menace to social order. contrary to the dirty pack of lies in your cowardly report. I am deeply offended that you would associate us with an unbalanced. and watch your back if you're going to continue to impugn the reputations of Good Men. In fact. a taste DeLong no doubt intends to continue indulging while working for your disreputable company. Whatever Harry may have been.Air Mail skills in pursuit of Truth. but unlike you. DeLong and/ or the fine city of Missoula. he's now one of ours! . While the fine public servants of this department were apprehending dangerous criminals and rendering community service. Kidding Missoula Police Department P. however. but regardless. As the chief of a professional and respectable law enforcement department. they combine to correct an error in last quarter's newsletter.: Hey. His mysterious obsession with airplanes is the least worrisome of his anti-social tendencies. retired P. Chief I. wanna go flying over the lunch hour? Quarter 1996 newsletter (No. bigcity palooka like Harry DeLong. Oh. I wouldn't come cheap. Mr. the MPD wanted me. Editor 's note: The preceding two letters may or may not actually have been written by their purported authors. sure.S.S. 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. Harry DeLong Los Angeles County Sheriffs Deputy and University of Montana graduate student. Justice and the American Way by studying accounting at the University of Montana.
200@compuserve. our intent is to post more information relevant to current customers. the site is geared mainly to prospective builders. all mail sent to our main address (glasair@stoddard-hamilton. . However. newsletter articles. the option includes a high-performance. e-mail is becoming an ever more important means of communication with our customers. we had to seam our GlaStar fuselage shells together by hand/" Young GlaStar builder: "Wow . well we had it tough/" Young GlaStar builder: "How's that. All the cage attach hardpoints are in place. Meanwhile. Also. options catalogs. Currently. the S-H home page is finally home on the World Wide Web at http://www. S-H Website Is Up and Running After many delays. support queries cannot be accepted at the general address. 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. " 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. There has also been discussion of incorporating security measures to allow us to take credit card orders over the 'Net. Yep.GlaStar "Jump-Start" Fuselage Introduced Scene: A Saturday afternoon hangarflying session at Billy Bob's Pretty-Good FBO. . builder hints. Cramps? " Leave the jigging to us! Old GlaStar builder: "Why. but we need your help to use this tool most effectively.195. When we were buildin' our GlaStars. stoddard-hamilton. Time: Sometime in the summer of 1997. . please remember that Technical Support has its own address (104751. the fuselage will be ready to mount on its gear right out of the crate. we'd like your input. and so on. Anytown Municipal Airport. At present. The introductory price of the Jump-Start Fuselage Option is only $1.com) goes to one mailbox and must be distributed by hand. Sonny. We estimate that the Jump-Start Fuselage Option will save the average builder 35-50 hours of assembly time. and the cage attach hardware is installed through Step 25 of the GlaStar Assembly Manual fuselage section.com. 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. with the belly and dorsal seams already professionally laid up. I reckon you youngsters 've got it pretty durn easy nowadays.com). tech. We welcome this. when I was your age. you young 'uns have no idea how easy you 've got it nowadays. Essentially. So please clearly indicate the intended recipient of each message. too. Ideas under consideration include advisory publications. !" Old GlaStar builder: "Had to pot in the hardpoints and install the cage attach screws. Old GlaStar builder: "I'm telling you. As our on-line presence develops. the two composite fuselage shells come completely pre-assembled around the cage structure. zero-drag dipole COM antenna bonded into the vertical fin (ordinarily a separate $50 option). In addition.
the terms of which are outlined below. all necessary sheet-metal. as the case may be). 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. In response to the backlog of orders for these rental tools.: 930-02320-01 Price: $489. 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. at which point the seemingly simple sheet-metal project becomes. The rental period is based on time from date of shipment to date of return receipt (or date of receipt by the next builder. we have concluded that our thirty-day rental period for the jigs is excessive. the jigs shouldn't actually be required for more than one or two full days or three or four evenings.00 per day will be assessed on jigs kept longer than fourteen days. well. standard alternator. we ask for your cooperation and assistance in the following two ways: First. The kit also includes a pre-assembled carburetor heat valve. and detailed installation instructions. pre-drilled. We are therefore instituting a new fourteen-day. To further speed the turnaround time.00 Engine cooling baffling looks so simple until you try to make and install a set.83 The standard 0-320 baffling (see above) is designed to accommodate short. but this has not really relieved the demand as more and more builders get to this stage in their projects. Garlock baffle seal.: 505-03001-01 Price: $76. If you are running the longer.95 This complete induction system feeds air to the carb of any four-cylinder Lycoming from a stylish. . Based on experience to date. This will reduce time in transit dramatically. Once the shell attach tab holes have been drilled. This pre-molded recess makes this job a snap. low-drag NACA intake on the side of the cowling. They may ask you to return them to S-H. The parts are anodized for corrosion resistance and. gaskets and hardware. GlaStar Firewall Forward Options! >LYCOMING CARBURETED INDUCTION SYSTEM Part No.Meanwhile. baffling! Our deluxe kit takes the headaches out of this vital installation. The mating edges of the fuselage halves should be sanded. angle stock. where appropriate. The kit also includes complete installation hardware. We feel that this policy will help reduce the backlog of jig orders. aftermarket alternators (like the B&C) popular with homebuilders. > LYCOMING 0-320 BAFFLING INSTALLATION Part No. simply call the Option Sales Department for shipping instructions. Instructions and hardware for installing the recess are included in the baffling kit. 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. . but more likely we'll give you the name and address of the next builder on the list. all necessary SCAT hose and clamps. A late fee of $5. With these tasks completed. In fact. and detailed instructions. which are used in assembling the fiberglass fuselage shells around the steel-tube cage. reduced-rate rental policy. .: 922-04000-01 Price: $695. there's no reason you can't tape the shells together around the cage before installing the alignment jigs. pre-molded fiberglass carb air box.00. The new rental rate for fourteen days is $25. All the sheet-metal parts are laser cut to the precise contours of the 0-320 case and cylinders. >LYCOMING BAFFLING STANDARD ALTERNATOR RECESS Part No. we built several additional sets of jigs a few months ago. you'll need to extend your right forward baffle aft to accommodate it. which is included. special fire-retardant vinyl ester resin. When you are done with the jigs. The kit features a pre-molded induction housing designed to accommodate a Brackett air filter. Make sure you have all the wing attach bushings pressed into the cage lugs and the wing pivots bolted in place. please be ready for the jigs -when you order them.
The choice was based on the quality of Chuck's construction. . the Comparative Aircraft Flight Efficiency (CAFE) Foundation recently put a Glasair III through its paces. Chuck had previously built a Glasair I TD. (Incidentally. which was described in the final report as "superb. With that preamble and a hearty congratulations to all 1996 award winners. 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. owned and built by Chuck Hautamaki of Loveland. who." as well as the fact that he had followed the manuals quite closely and made only minor changes to the aircraft's design. here are a few that got away: J. but the report concludes simply that "the Glasair I I I is a fine airplane with excellent flying qualities. buys all his composite supplies from S-H. Texas. The results of the testing are presented in great technical detail in the SA article. California. won the Outstanding Homebuilt award at the All-American Sport Aviation Fly-In in Fort Worth. Texas. California. six test flights were conducted at various CO locations and with and without the extended wingtips. 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. they couldn't have had any complaints about the judges' decisions because the Glasairs that won were so flawless. Taken together. And adding to his Grand Champion win at Oshkosh. objective evaluations of popular homebuilts. Tom Taylor of La Crescenta. 8 we already knew that! The CAFE Foundation is jointly sponsored and funded by EAA and the Federal Aviation Administration. 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. Everywhere you looked in 1996." Of course. Colorado. Although builders and manufacturers of other kits must surely have been envious. Ming Ho. Another Dallas builder. Haden Cowdrey of Dallas.Glasairs Continue to Reap Awards It was almost embarrassing. like many Express builders. Over a two-day period. The III chosen by the foundation to represent the breed was N313CH. went home from the Copperstate EAA Regional Fly-In with Second Place in the Custom-Built —Composite category. another Glasair builder was flying home from some major airshow with a baggage compartment full of trophies. was named Grand Champion in the kitbuilt category at the 32nd Annual Kerrville (Texas) EAA Fly-In for his IIS RG. So we'll take credit for an assist on that one!) Again. The results were reported in an extensive and very favorable article in the February 1997 issue of EAA's Sport Aviation magazine.
and if you see Sid. The rest of the kit has since followed. he even manages some time to work on his GlaStar. and then he will make the return crossing in time to be at Oshkosh '97.. Don't ask for Bob. but even more so it is due to Sid's initiative. The address for 'StarGate is <http://www. Drop in and say "hi" sometime. Rather than starting with a tail kit or a complete kit like most builders. 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 chance to join the 'StarClub—a global network of GlaStar builders with spare bedrooms (or at least couches) for visiting GlaStar enthusiasts. specifications. sources for tools and accessories. hard work and clever ideas in maintaining the page. Inc. Henri plans to display his Little Transatlantic at the Paris Air Show.insync. and flight reviews of the GlaStar.. Henri Chorosz plans to do it again this year to commemorate the 70th anniversary of Charles Lindbergh's first solo crossing of the Atlantic.net/~sidl/ glastar. Since Minnesota is the "Land of 10. recently recorded its 20. Minnesota. Inver Grove Heights. an Internet newsgroup for GlaStar builders. Texas. Inquiries about Wipline floats should be directed to Wipaire. perhaps most uniquely. an international directory of GlaStar builders on the Internet. fax (612) 457-7858. Wipaire to Put a GlaStar on Floats One of our newest GlaStar builders is Robert Wiplinger of Inver Grove Heights. 8520 River Rd. we think! In addition to photos.000th "hit. congratulate him on a job well done! namesake of Wipaire. 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. phone (612) 451-1205." or visit The page is administered by GlaStar builder Sid Lloyd of Cypress. The tremendous popularity of the site reflects the high level of interest in the GlaStar. Sid also administers GlaStarNet. and we anxiously await the results.G las News Popular GlaStar Website Reaches Milestone 'StarGate. manufacturer of the world-famous Wipline aircraft floats." it's only appropriate that Bob happens to be the .html>. 'StarGate features an encyclopedic builder hints section.000 Lakes. though. MN 55076. the World Wide Web home page devoted to the GlaStar. And somehow. links to other informative aviation sites and.
For all other. Therefore. which is why the majority of homebuilts are far superior to your standard production-line aircraft. that results in placing washers on the top side of the assembly where the shear loads are the highest. or if you are a perfectionist like many of us are. One customer stated that. Our fax number is (360) 435-9525.com" off either address and specify it as a CompuServe-type address.75° difference from one wing to the other before it would even be noticed by the pilot. As a result of this news hitting the GlaStarNet. which is set by the fuselage cage. GlaStar Wing Angle of Incidence The GlaStar wing angle of incidence. 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. Unfortunately. that the condition could easily be corrected with a trim tab that would only result in about a 1° deflection of the ailerons. 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.com SHTechSupport@compuserve. which helps to rotate the duties and spread out the fun. We consulted with our aerodynamicist and were informed that it would take more than 0. many more customers began checking their own cages.1° different from one side to the other. the bottom is more conducive to material removal than is the top. This number will automatically trunk to the second support line if the first one is busy. you can simply drop the "@compuserve. if you are not the owner. who has answered the Technical Support line for many years prior to Cal. I understand that as the builder of the aircraft that will be your pride and joy for years to come. and our department has been busy getting all of the aircraft ready for Sun n' Fun. This change took place from cage serial number 304 on.As spring arrives. has been stepping in as a back-up to Cal and me with his wealth of knowledge and expertise. and a Cessna measured 1. Now.6°. One degree of deflection translates to about 1/4" at the trailing edge. Written responses are much more time-consuming and not as spontaneous for clarifying questions that we may have to better answer your questions. non-technical e-mail communication. we are all in preparation mode for the airshow season. If both lines are busy you will simply get a busy signal. you can contact Technical Support at either of the following addresses: 104751. For e-mail. When contacting us—regardless of the method used—please always have handy your kit number. If you should need to contact us for technical support.com>. take us longer to respond to. We are talking about a very small amount of aileron movement here. A Stinson measured 1. but generally the difference between one side and the other was about 0. out of curiosity. the registered kit owner's name. saving you the expense of an unnecessary phone call. based on the volume. the ability to contact our department has been greatly improved. then you may want to adjust your angle of incidence so the two sides match as closely as possible. Since we have initiated the second Tech. Our Technical Support telephone number is (360) 435-8536. please use our standard address: <glasair@stoddard-hamilton. Support phone line. Our experience has shown that a telephone call is still the most efficient way to get your questions answered. we immediately corrected the cage tooling to ensure that both sides would be the same on all future cages produced. After we were informed of the problem. Cliff Faber. Because of the design of the assemblies. gear type. I am happy to say that Cal Spangler will be the Technical Support representative at Sun n' Fun this year.3° from one side to the other. and even then. you may speak to any one of us. The discoveries varied somewhat.com If you are a CompuServe user. 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. stating that you will call us the following day. Probably the most effective way to get answers to your questions is to send us a fax or e-mail message with your questions. he checked a couple certified aircraft in his local area.75° from one side to the other is acceptable and does not need further adjustment. 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. However if your cage is outside this recommended tolerance. a reference to the assembly manual pages (if applicable) and. 10 . you would prefer only to accept perfection. we recommend that a difference of 0. 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.200@compuserve.
but they do not mention this particular filter by name or place. on a half moon cap. which are available separately. 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. The details of this modification are still under development. Our GlaStar prototype has a firewall blanket on the back side that we had sewn by Northern Upholstery. Fuel starvation is the cause of many accidents during the first few hours of flight. please call for pricing. so even if you're planning on going with floats at some point in time.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.063" thick washers on the bottom of the wing pivot assembly. GlaStar Fuel Gauges and Adapters We now have adapters available for adapting the standard GlaStar fuel tanks to the Vision Microsystems capacitance fuel probes. though screws could be used if desired. Velcro also works well for these areas. The adapters are designed to work only with the Vision probes. However. whatever we decide on will be easily retrofittable to existing GlaStars. as well as for bringing it to our attention so that others may enjoy safer flying. 063 " thick steel washer between the top of the wing pivot assembly and the cage. 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. . The filter is a plastic screen held in a plastic frame. For more information. Rochester does provide a remote gauge sender unit with gauges in the panel that replace the direct-reading dial on their fuel gauge body. The adapter kit. It was moved to this location to be more visible on a completed aircraft. Clean and reinstall the filter. which includes gaskets and hardware. near its upper end. Turn the fuel on and run the pump to check for leaks. However. you take a bolt that is designed only to be in shear and put it into bending. GlaStar Rudder Pedal Close-Outs Who knows if we will ever develop an option for rudder pedal close-outs or not. II . as with everything. and we do not expect to have mechanical fuel gauges available for at least another ten weeks. all early cages before number 293 had their number stamped just above the right rear wing pivot upper mounting lug. The owner's manuals of all the Glasairs talk about cleaning the fuel filters. They will give you a trend. Back to the close-outs . For cages with numbers 293 and later. so be careful. and we are certainly glad the contamination that Ed found in this filter did not lead to serious trouble. call Billy Buckingham at (360) 435-5882. you could get some from Wicks or Aircraft Spruce and bend the float arms to work the best you can. and no more then two standard.By adding washers to adjust the wing. 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. cap and safety wire. fluctuating fuel pressure during the early flights of his carbureted Glasair II-S FT. they are very slow to respond. You will need to cut big holes in them so they will fit down over the pedal assemblies. If you would like to determine if you cage serial number is 304 or higher. Facet Fuel Pump Filter Contamination Ed Knutson contacted us a while back to say he was experiencing low. we have determined that we can only allow a maximum of one standard. as it certainly could have. Ed is to be commended for pursuing this problem until he found and fixed the cause. Because the loads are the highest on the top of the fitting. . Bulkhead A will likely require some beef-up in GlaStars going on floats. That is what Jim Londo and others have done. Be sure to turn off the fuel first! Remove the filter by gently pulling it down. but any such modification will be only for the floatplane configuration. I would not recommend such remote gauges. Ours are square with rubber sheeting stretched over the hole and secured around the edges with 1/2" strips of aluminum and pop rivets. but should not be trusted for any sort of accurate fuel-level readings. the number is located on the outboard side of the forward right taildragger main landing gear leg socket. We also bent side flanges over to fit against the center console and the fuselage sides. but in the meantime you builders who are ready to go flying can use thin aluminum sheet—. We cannot stress strongly enough the importance of flushing the tanks until no debris is found. we cannot yet tell you what we will call out for the floatplane bulkhead. In any case. In the meantime. . Further examination showed that the filter in the Facet low-pressure fuel pump was partially clogged with debris from the fuel tank. . The half moon cap is welded on at about a 45° angle onto the end of the big cross-tube. 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. Our experience with such gauges in Glasairs has been very poor. is P/N 933-03000-01.
found it difficult to install these units in their wings. can result in fuel flowing overboard through the "low" wing-tip vent line. Although this option was designed for later Glasair models. and access to the FVFV remains a simple matter of removing the wingtip. allowing the float in the FVFV to move upward as the fuel level in the tank rises. Working through this rib opening. Super II and III models. and a "drain line" going to the bottom of the outboard end of the cell. use a 3'long section of 3/8" diameter aluminum tubing with one end Continued on Page 21. but it is awkward to install on wings where the end of the fuel cell is approximately 18" from the tip. 12 . the float closes an exit port to the overboard vent line. as in Glasair I aircraft) or an AN816-6D nipple when 3/8" vent lines are installed (such as in Glasair II aircraft). no holes need to be cut in the wing skins. The FVFV has a mounting plate with two protruding tubes designed to enter the outboard end of the wing fuel cell. The first models of the Glasair I and II series used a vent line at the outboard end of the wing. As the fuel level nears the top of the tank. 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. This is straightforward enough on the aircraft with the fuel cell ending right at the wing tip. 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.In this quarter's Hangar Notebook. such as low points. Unfortunately the original design and installation instructions were tailored to the wing tank design of the Glasair II-S. This dualline system provides a "loop" type system. First (if necessary).100" thick aluminum sheet or angle stock. a small increase in the elevation of one wing tip relative to the other. . which extended to the wing tip. 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. With the fuel tank end rib in this position. we can modify the existing ports on the FVFV to accommodate AN fuel fittings. The upper vent line is in place in most aircraft already. S-H and its customers have tested several wing-tip vent combinations over the years. Using a 1/8" NPT pipe thread tap to cut thread holes. 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. and in most cases it can be connected to the FVFV using techniques that I'll describe below. 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. all of which also had some drawbacks. while simplifying fuel management by allowing the pilot to operate the airplane using only the "main tank" fuel selector position. just as it is in the later Glasair models. there is a compromise inherent in this fuel system design. This line can be used to connect the vent line to the FVFV. it can be installed quite easily in early Glasairs and offers the same considerable benefits to pilots of the "oldies but goodies. As with all systems. Glasair 1 and II builders. . as well as people fabricating tank systems of their own design. This system allows for maximum capacity. 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. low-dihedral wing. as it is in the Glasair I and II. 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 . however. The new drain line can be installed using some simple "custom" tools. To function correctly." The wing tank design in the Glasair aircraft is the ultimate in simplicity with its single leading-edge fuel tank. We need not always use the mounting plate to provide access to the end of the fuel cell. Thus. 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. cut a large access opening in the outboard leading edge rib to access the dry bay outboard of the fuel cell. With the long. preventing fuel from venting overboard. using either an AN816-4D nipple (when 1/4" vent lines are installed. such as might occur when the aircraft is parked on an incline. The outboard fuel tank vent lines have very little room to rise prior to exiting the aircraft. and a full fuel level in the wing tanks. 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.
easily be overlooked. do your "preflight" anyway. these accounts are intended to bring the circumstances surrounding the incidents to the attention of the reader in the sole interest of promoting safety. 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. Luckily. The wing. GlaStar Trailering Accident In this case. It could save an embarrassing moment as well as a lot of extra work. it bent the flap down to about a 90° position. but this had the potential for being a very serious accident. for that reason. apparently wanted to fly before it was ready and swung out. there was an incident involving the first GlaStar being damaged. which did not yet have its upper skins riveted in place. advance notices of accidents in this column do not contain all the facts and information necessary to draw definitive conclusions about the incidents reported. taking out two road signs in the process. and even if you are not yet climbing in to take it for a flight around the patch. damage to the aircraft was minimal. the aircraft was insured. On the inboard end. Please use caution when moving your GlaStar. He reported that the incident was caused by the master cylinder jam nut not being tightened properly. 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. or of any aircraft or accessory. 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. Fortunately. 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. 13 . and the bolt fell out. These reports are not intended to judge the ability or capacity of any person. which tore into the aileron and lower wing skin. Rather. The bolt being used to secure the wing support brace on the vertical fin to the wing apparently lost its nut. It then swung back and slammed into the vertical fin and the protruding support brace. However. Ensure that vibration can't undo any securing fasteners. We are happy to report that there have been no flying-related accidents reported to us during this last quarter. living or dead. 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.As FAA and NTSB accident reports can take up to one year to be published. but the builder's heart sunk with the thought of all the hard work he had just put into building the wing. still in the construction phase. the aircraft. was being transported down the highway with the wings folded. Stoddard-Hamilton appreciates the willingness of its customers to share the details of their experiences so that similar outcomes might be avoided by others.
"Seems like you're being awfully conservative. In my memory. children." Tom Hamilton growled from the dock. not to the designer's "maximum gross weight. almost oily smooth in the afternoon heat at 450 feet above sea level.and float-equipped aircraft— 14 This. reducing them to writing. It was almost always hot and humid. To reach isolated tribal groups far back in jungle hideaways. the snow-capped Andes towered to 25. Some of you. the Ucayali had cut off this ten-mile loop in a long forgotten flood centuries before. are intrigued with the GlaStar's amazing . scorpions. instead of the Olympic Mountains a few miles to the west." but to the maximum weight we could get off the water. cool air. Johnson. This was where 1 learned to fly floats. dedicated to learning unwritten languages and I smiled. various pilots have flown this most interesting airplane. not crisp. knowing that Tom always wants the best from his airplanes. Helio Couriers on wheels and floats were our high-performance machines. The lake surface was not close to freezing. exotic fish. for over 700 hours.000 feet.linguists. snapping turtles. teachers. If it lived in the jungle. but more like 80°. Learning to fly floats in these conditions taught me how to get the most out of a floatplane. then. we used both wheel. This group. For over two years. spiders. a voice on the radio interrupted my reverie. Years later I would hone these skills flying DeHavilland Beavers and Cessna 180s on charter all over the Puget Sound and Canadian coastal waters. and it lay shiny. Cast aside like thousands of others. it became an isolated lake along the river's serpentine route from the Andes to the headwaters of the Amazon. assists indigenous peoples as they become integrated into their countries' cultures. An abandoned "ox-bow" of one the mightiest rivers in the world. was the "personal baggage" I brought on board the GlaStar for my introductory flight on floats. officials. we moved it: monkeys.A s I lifted off the water. everything from the amazing old Grumman Duck to an Aeronca Sedan on floats. cattle. Little did he realize that my mind was far away from the frigid waters of Lake Goodwin. and generally the planes were loaded. but the spacious Noorduyn Norseman on floats lifted a ton of weight. My wife and I were in the Amazon with the Jungle Aviation and Radio Service (JAARS). the technical arm of the largest linguistic organization in the world. like me. and five seconds too long on the water was just more than he could stand. colorfully "dressed" people and—sometimes unknowingly—deadly snakes. and so on. I sensed tropical jungle and suffocating heat. I had moved thirty-five years back in time to the Amazon Basin. while the amphibious PBY gave us the ability to move multitudes of people and cargo.
It is when it leaves the water. to make a long story short. Now. I finally had the chance to find out what Tom's sleek Aerocet floats would do on the GlaStar. but up on the step and off it came. however. lifting wing is so solid you can comfortably make fairly steep banks close to the water. Now. Easy to come up on the step in smooth. cross-controlled step turns on the water. banked. I'm "growling" at Tom: "When can we try the amphibious floats?" 15 . the airplane breaks loose cleanly and straight ahead. already the world's most versatile kitplane. 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. no wind conditions but totally controllable when the wind comes up and the water gets rough. the GlaStar is great at one-float. If a pilot chooses to learn the skills. Powered-up. I love what I found in the GlaStar on floats. It has simply superb water handling characteristics. 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. that the GlaStar's now famous slowflight control and high cruise speed pays off. The floats keep themselves high in the water but carve a track so steady I felt like I was flying a locomotive. Fifteen minutes after backing down a boat ramp with the trailer we were taxiing away from the dock. Jungle river. full-flap turns are amazing. allowing you to clear those trees along the shores of small lakes and safely climb out over the water. 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 the GlaStar's design minimizes these effects and gives the airplane a stunning ability to turn tight and slow. is just another great feature for those of us who don't live next to the water. Well. With a few takeoffs and landings under my belt. What a great plane to take into the backcountry! The folding wing.slow-flight controllability. With its amazing low-speed roll control and great visibility. The slow. Tom's mock "growling" turned to delight as we later explored together the wonderful water and flight characteristics of this most amazing airplane. 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. mountain lake or coastal water—this is the floatplane for the sportsman pilot. which makes launching from a trailer so easy. I could feel the extra weight like a sea anchor trying to hold us back.
With the double-fluted bottom and proper handle by the pilot's right leg. This means that the plane has extra flotation.T his article is for all you would-be water jockeys with GlaStars. They're an all-composite Decisions. The downside is the forward float strut attach drag. The rear tricycle potentially. a rougher ride. large access panels. Although he has not been formally affiliated molded-in textured anti-skid decks. with S-H for a number of years. but that's not all bad. the ride typically is very Tom Hamilton is the founder of StoddardHamilton and designer of the original Glasair. the wind conditions with ease. weight and. 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. Currently. and lives in Priest River. A shortcut to this formula is to take the displacement of one float and divide by 0. landing gear socket is used Our experience with our without modification for the larger floats has proven aft float attachment. nice in comparison to V-bottom designs. which have an actual displacement of 2. handle high As everyone knows. around on. and rear float struts. Calculations predicted roughly the retract cable is fitted through the bottom float construction. Besides. 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. very high on my list of fun things to do with an airplane. It typically will allow the plane to come out of the water better. Your wait is over! Having had the wonderful opportunity to fly everything from Glasairs to corporate jets to ultralights. float flying rates very. a spacer is locker space. fitting. making the The way Tom's posing with that right-angle drill. The water-rudder floats with our 3500s. Heck. two-piece size. aerodynamic profile of the Each plane has lifting eyes for a hoist. and handle incorporated between the the heaviest weights and engine mount and firewall. the next design process we headed the design team that developed the aerodynamic bumper. common E-glass with vinylester resin). 2.design boasting no corrosion. of freshwater per float. penalized in speed. which are certified for Cessna 180s. six twenty-five pound penalty for the extra pedal assemblies." The floats themselves are Aerocet 2200s. a double-fluted hull design. he is president of strips on the keel. Idaho. it's even justifiable: "Honey.9 to get the legal gross weight. An that we have not been aluminum insert is utilized. extruded chine wear mating them to a new airplane. 16 . this which ties to the diagonal being due to the clean. deadrise angle (the angle from the keel use of a high-impact sandwich core on to the chine). These floats are a scaleddown version of our larger 3500 series floats. Our new floats incorporate all the features that have made the 3500s so popular. paying only a steering cables are attached to clamp. 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.. GlaStar was designed from make the float very the very beginning to have comfortable to walk floats sitting underneath it.. strips. This Aerocet.477 Ibs.9 = 2. no rivets on arms that come off the rudder to leak. this being the legal gross weight for these floats.230 •*• 0. CG shifts with good which is easily replaced with margin. we're all very glad he float.230 Ibs. Inc. UHMW wear faced was configuring the new floats and GlaStar. where you can find the big fish and you can rest your soul. and the water-rudder watertight compartments. 185s and 206s. we need a way to get to our secluded cabin. he also huge lockers and openings. an effective Technically. the top and sides. allow ample On all GlaStars. we can fly low and check out the scenery and feel safe with landing spots everywhere. The 3500s have been very successful and are in their fourth commercial season on planes throughout the world. etc.
at which point there is a jog in the surfaces. it goes through the following stages: The first stage is plowing. hopefully. as shown in the figure above. This stage is called "step taxiing" or being "on the step. proper height of the plane off the floats. the aircraft needs to stand tall enough for prop clearance from spray and to be able to dock without hitting the tail surfaces. When this happens. The step on the float. 1 7 . This should give good propeller clearance for larger-diameter props down the road. The water contact area on the forebody of the float decreases at this stage. a short period of time the plane is in position to roll "onto the step. The width was derived by comparison to similar floats in this class. where power is on and the plane goes into a high angle of attack. Heightwise. the plane will roll over onto the step and begin planing. The float afterbody should be designed to allow plenty of rotation without hitting the heel of the floats. is the break between the forebody and afterbody of the float. yet not be too tippy for step turns. similar to rotating a tricyclegeared aircraft off the runway." The final stage is rotating off the water. When the aircraft comes out of the water.process involved the determination of proper float spacing or width. indicating less wetting of the forebody. correct step location fore and aft. hydrodynamic drag slows the plane. with the control stick pulled aft. Action of the aircraft on floats centers specifically in this area. with the afterbody t o t a l l y clear of the water. We went with 86"." By releasing back pressure or even pushing the stick forward at the c o r r e c t time. At an appropriate speed. just slightly wider in stance than Edo 2000s on a Super Cub. The tough one was the placement of the step fore and aft. usually enough to prevent takeoff. The spray pattern transitions back toward the step. the plane will rotate back at the step and fly clear of the water in response to back-pressure on the stick. We ended up with the belly of the airplane 22-1/2" off the float deck at the step location. and proper throat (angle of attack of the plane in relation to the floats). within.
If this angle is too shallow. The angle was put at 3. and by the time we arrived at the state park boat launch ramp. which has more drag. On existing amphibs. causing the problem. sucking the float down then releasing.If the step is placed too far forward. with the airplane either wanting to fly too soon or wanting to fall off the step. this is the angle between the float bottom at the step and the waterline. With the step too far aft. and the plane was slipp ed into th e chilly water—just like launching my ski boat. The plan was just to fire the 18 . By comparison. it was basically dark. Of course. Knowing that the floats will be made into amphibs soon. slowing down the cruise speeds. we wanted to assure good takeoff performance. Another guideline we used for placement was the position of the tricycle main gear. and the Cessna Bird Dog belonging to a friend of ours is set at 3. if the angle is too great excess drag is created in flight. matching the 9" main wheel guideline. not including the wing incidence.8°. because the CG places the weight forward toward the bow of the float.0°. the 180s and 185s on our 3500s run at 4. There are a couple of guidelines that help in establishing the initial placement but no iron-clad formulas.7° aft of the CG. we brought along extra strut material to cover our bets. the tire is typically placed 9-13" aft of the step . the plane will porpoise up and down in the step-taxiing stage. Let's Go Flying! Using the folding wing feature. Again. The final angle to figure was the throat. a small lake five or ten miles west of Arlington. 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. or the angle of attack of the floats to the airplane. nothing ever goes as quickly as you think it will. Hence. the plane will have a hard time rolling up on the step. If you drop a line down from the aft CG position at a 4-6° angle. Knowing that the GlaStar would be relatively fast in comparison to existing aircraft in this field. Also. step taxiing can be harder. With the angle too great.4°. So we put the step 4. when we came to Arlington to fit the floats to the GlaStar. The wings were extended. Most aircraft on floats have a throat somewhere between 3^° relative to the waterline of the aircraft. the step should fall within this range. positioning the main tire for rotation was important from the outset. the GlaStar prototype was transported on a flatbed trailer over to Lake Goodwin.
but it was time to find out what we had. making it a bit hard to tell what was going on. it was pitch black. So the first opportunity to taxi the plane on floats was in the dead of night. So for the time being. and there was plenty of rudder to hold it straight on a full-power takeoff. and any kind of back stick at all easily assured a smooth step taxi. Hey. with a dozen or so excited but cold S-H employees looking on.p. The cruise speed is 35 m. Myron is a long-time float pilot and a good friend. we'll keep everything as is: It was time to give rides. faster than a Super Cub! And the extra flotation allows the wings to be folded while on the water. Rotation seemed just right. and it did just fine. The floats felt pretty soft on the water so the choice of deadrise and the double-fluted bottom were working well. For a floatplane. but there was little tendency to porpoise. we were flying on floats! The plane handled great in the air ran it through some preliminary stability tests. I couldn't get the engine started. It was a good plan. I Floatplane the step quickly. One could say we were just having plane old fun! down the shore to Myron Aadlund's dock. The next day was clear and cold (20° F). I wanted to better check the float placement. as well as being a GlaStar builder eagerly awaiting the results of the flight testing. The plane came up on the step fine. By the time we figured that out (it was underneath the carpet we had carefully replaced). I could tell that the floats were back slightly. The GlaStar rolled on . A better test will be on a high-altitude lake on a hot day. the speeds were fantastic.h. 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. But. but I sure like using the wing to its maximum in getting off the water. with no tendency to hit the heels. and there was a whole bunch of smiling.airplane up and taxi a short distance The powerful ailerons are wonderful. Back on the water. We could maybe cut the throat angle slightly. so I taxied around for just a little bit and then just let the GlaStar lift off.
and if you're trying to heat the workshop with a wood stove made out of a converted 45 gal. for delivery direct to the Yukon. and there were about four inches of snow on the ground. When the inspector arrived it was the middle of October. however. of course. 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. I made the mistake of ordering parts from the U. What were the problems? Well. Serial Number 280. so why not build a fiberglass airplane? system up here compares to that of carrier pigeons—carrier pigeons on snowshoes. the runway is graded. Alaska. But finally it all came together. The only thing you can get up here for airplanes is 100LL. it makes for very interesting fiberglass lay-ups. 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. that is. the first flight was made. Canada. T he inspector was a very understanding and patient man in spite of the cold and all. that one little bolt that is holding up the project. There are no hangars at this airport. and so is the rest. It feels a little bit like a grass strip—white grass—and I do prefer it over asphalt. The 5. Thus. outstanding cross-country airplanes. and the only time 1 could sense some dismay was when he got stuck in the rear of the fuselage. To speed things up.S. In the winter. registration C-GHSY. not just in building his Glasair but in flying it under the conditions he does. drum that creates around 85° F in one corner and around 35° F in the opposite corner. the wing and the fuselage were transported to the airport. "No. But we freed him and all went well in the end. and a 2" layer of packed snow is left on the surface. Talk to Helmut for awhile. fairly chilly. And then parts—you know. With the help of milk crates and an . Glasairs are. 1994. when Helmut Schoener pulled up on the ramp last December in his pretty white taildragger. G lasair I TD.S. after about five years in labor. Unfortunately. grumbling something about inspection panels. eight miles out of town. the wings were installed and everything else prepared for the final inspection. there seemed nothing unusual about him or his visit. and the world. I finally learned to have parts shipped to Eagle. on December 22." A lot of crazy things happened up here during the famous Gold Rush days of 1898 and thereafter. after a long period of bad weather. Finally.000 foot runway is gravel. but you sure can see it from here. Actually. 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. Yukon. it's not the end of the world. the speed of the postal along the frozen Yukon River with nothing but the odd dogsled team below.Among their many attributes. winter temperatures often reached -40° F. was born in 1994 in a drafty 30x30 log cabin in Dawson City. At the end of September '94. it is not a bad runway to land on as long as the temperatures stay fairly cold. In the beginning. So. around 0°. 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).
to my amazement. sleeping bag. At this time. 21 . do the airplanes perform! Finally spring approaches. The existing fuel vent lines should be modified as necessary to compensate for the size of the FVFV. after a few hours the whole engine is warm—even when the outside temperature is less than -35° F. but who cares? It is nice and warm during the day—around 50° F—and the days grow longer very rapidly. By September. axe. 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. and I ended up building an extra compartment behind the regular baggage compartment to store all the roughly 40 Ibs. Yes. Then. that elegant little taildragger. etc. Support the installed FVFV in the wing tip by filling above and below with RTV silicone sealer. oh. on a cold. handling this harsh country better then its aluminum and fabric brothers. 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. And then. Once again remove the dust and chips using a vacuum. Snowmobile Suit as is preheating. Survival gear—including snow shoes. 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. The clearance is relatively close. tail. so short.The first hours of flight in the new machine—what a thrill! It is almost worth building another airplane just for those moments. the cycle begins to close again. comfortable stable. there are a lot of hassles involved with winter flying at lower temperatures. One of the priceless experiences in the North is going flying at 3:00 or 4:00 a. What a joy this airplane is!! Hangar Notebook . in the middle of winter. I installed one of those heat pads for the engine oil pan and. twenty-five hours around home base. Additional fill material can be packed around the outboard face of the fuel bay end rib and the drain line to provide additional sealing. which is always so beautiful and pristine. so fragile looking but so tough. just tolerable— during flight is still an unsolved challenge. black leading edges created by mosquitoes who got into the way. Dig out the wing covers and the snow shovel. Wing. since everything more than two miles from the airport is wilderness anyway. Then use a 90° hook on the end of a long shaft to remove the foam core around the new hole. snowy day. . so this method provides ample security for the unit. the light is so incredible. and cowling covers are a must in the winter. But still lots of light and energy and many hours in the sky. Around the middle of April the snow usually starts to melt. the rivers are running free again. very dusty gravel runway. tent. often hot. turning this landscape. It makes for a simple choice in the event of a forced landing: go for the trees. thus sealing it in place. and there is light for twenty-four hours. Use a vacuum while drilling to minimize dust entering the fuel cell. to cut a 3/8" diameter circular opening in the lower. rubber boots and dirty airplane bellies. . ke ep ing the co ckp it warm—no. Be sure to rough up the aluminum tube to ensure a good bonding surface. I drive by the airport. . but. So nice.—is mandatory. and there it sits. which really didn't matter much.m. Summer . into the 80s. almost alien surrounding. How ever . not warm. The best solution so far has been a snowmobile suit. It is a season of mud. of stuff. Continued from Page 12 sharpened with a file to make numerous teeth. The nose up high. the air full of forest fire smoke and water bombers. . A thoroughbred that can do well without a warm. into a mystical. in June. aft corner of the fuel cell. Normally the snow has disappeared by the middle of May. gray.
which he shared with me the following day. Blow Once for "All OK. I was envisioning some sort of older-looking Rent-a-Dent chopper. We met at the Pig Farm.! Read on for Part Five of the Pig Farm Chronicles. . we caved in to the desire for a little spending money. A large police whistle hung around each of our necks to signal Chuck once we were secured to the tree. the pine cone contractor wasn't going to complete the job on schedule Tom is always up for a tough challenge. As for me. diversification is the key to successful business growth. During the flight. 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. From time to time. . And you thought Stoddard-Hamilton was only a pioneering force in the composite kitplane industry . Chuck was in his element. which unfortunately wasn't long enough for us to be entirely visible to Chuck. . home exhausted. and I thought Tom's idea sounded great. 1979. We hadn't had the time for practice—this was a do-or-die mission. The helicopter rented for around $275 per hour. 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. Even with Tom's help. which meant that after three trees we were into serious gravy to be divided among the pickers and the pilot. The climbers had to labor over crooked snags and branches the thickness of small trees themselves. Our business plan was simple: The Forest Service paid $100 per tree picked. and he came up with alternate plan. "All OK" D-Day dawned bright and blue for the courageous pine cone crew. . we theorized. . Instead." Blow Twice for . for example). all anxious for a day of manly adventure. we were pleasantly surprised to see a bright. Chuck was an Alaska Airlines pilot who kept his RV-3 at the Pig Farm and performed some of the initial Glasair flight testing. "Easy" Money Back in the frugal early days of Stoddard-Hamilton. The chopper pilot couldn't see my struggling below. WHOP— long before we caught sight of it. My stomach churned as I realized there was no turning back. He came .As any good business school (or dental school) student knows. The mission was too important. He bit off more than he could pick on one particular job and called on Tom for help. 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. Tom recruited 22 another of his many gullible friends so we'd have four pickers to maximize the efficient use of the helicopter. 1969? Guess again! Pig Farm. WHOP. All we had to do was talk Chuck into it. however. The plan was to wear a climber's chest harness and use caribiners to hook onto a strap suspended beneath the chopper." let the record show that Ted said it. and 1 knew I'd be in serious trouble if I couldn't meet the enemy head-on. twirling at the end of the thin nylon strap. we checked our gear. we all lacked gainful employment. We loaded up and took off to rendezvous with the pine cone contractor on a remote mountain logging road. I clawed at the invisible. I recall that Tom went out with him and struggled an entire day to climb one tree. (Editor's note: You planned to grapple with the tops of the trees with your face. We needed Chuck to rent a helicopter to help us climb the trees. as we were the sole shareholders of a wing-and-a-prayer business (pun intended). It was a hard sell at first. We heard the chopper—WHOP. . He had also managed to survive a tour in Vietnam as a helicopter pilot. I seem to always be up for one of Tom's crazy plans (like starting a kitplane company in a hog barn. We determined the optimum strap length to be about eight feet. drew the short straw. We debated about whether to hook the caribiner to the front of the harness or the back. They were huge—three to five feet in diameter at the base and over 200 feet tall. (Editor's note: For those not into computers. it's worth noting here that "RAM" stands for "random access memory. and I was the first one in . but Chuck finally saw things our way. . Hooked to the back. One such circumstance is etched into my megabytes of RAM forever. like any crack combat team. shiny new turbine Hiller hover and land in front of us. swirling wind as I tried to gain some stability and face forward. The trees were located on steep slopes in the Cascades within the Seattle City Watershed.
Well. Finally with a solid grip on the tree. Unexpectedly. We spotted the vehicles perched high on a ridge. I exuded fearlessness as I swaggered away from the copter and surveyed the huge trees and steep slopes. After a short. spiky old tree with very stiff branches and needles like wire brushes. and suddenly I was hundreds of feet in the air. after all. We finally agreed that hookup in the back would be best. on the other hand. the chopper bobbed up a few feet. but with the strap out front." he said. then slid overhead." I waved 2 3 .Hooking to the front of the harness." All the money we hoped to earn wouldn't have bought me a long straw that morning. "This is child's play. "I never win anything. not oaks. so I was prepared for a fairly soft tree top. final briefing with Chuck. unyielding branches. There it was. The others didn't even bother to hide their sighs of relief as they gleefully pointed out that I had drawn the short stick. "We need to figure out who's going first. In a few seconds Chuck was hovering back at the loading zone. Finally. To my horror. I clipped on to the nylon strap and squatted next to the Hiller as it spooled up. good engineering is all about managing compromise. however." my expression said. but there was no turning back. but frankly that was not chief among my concerns at that moment. Chuck maneuvered the chopper to a gentle landing on a wide spot in the logging road. I turned very slowly to look over my shoulder. It had already come undone! \ blew for all I was worth on that whistle. Once again I longed for the safety and security of those old bed covers . I tightened my grip on the branches as I desperately struggled to get to the center trunk. I needed to warn the others. I reached back with one hand to release the caribiner at my back. which yanked me upward through the stiff. Clutching the tree like a kitten at the top of the telephone pole. The Forest Service ground-support crew was mostly female. everything's OK. "This is absolute insanity. so it was essential that I offer my best Rambo impression. I couldn't find it! I scrabbled wildly all over my back and couldn't lay a finger on it. "Not a problem. Chuck went into a gentle hover next to me." he said. and I felt the strap go slack. But what I found myself wrestling with was a gnarly. Chuck picked up four twigs. "Short one goes first. 1 was running back to Momma's house to dive into bed and hide under the covers. These were/?r trees. and arranged them in his hand. I frantically waved one arm and blew on the whistle. How he positioned me into the tree top and kept his blades out of the other trees I 'l l never know. I realized how close I'd come to disaster. The tree was much tougher than I thought. and the chopper banked away sharply toward the downhill side. we worried that it might be difficult to penetrate the outer branches far enough to get a good grip on the tree. broke one of them off. would make it easier to disengage. Inside.. as his rotor blade tips were perilously close to the uphill trees. we hadn't worked out any other whistle signals besides "Fly down for the next sucker. 1 grabbed a handful and pulled myself in toward the trunk. Tom's voice jerked me from my RamboScaredo stupor.. dancing gaily in mid-air a few feet behind me. The Forest Service guides pointed out the tree they wanted me in. heavy. On the outside." I was thinking. Chuck approached cautiously. Then the helicopter bobbed back down again. Darn." I joked. I thought.
We never looked back." I added. good sense and retreat. out and over the valley in a rapid. but they began to realize something was wrong when I wouldn't stop waving and blowing the whistle. Anyway. I opened the window and delivered the message. As he got closer. "I don't know about you guys. but it was too dangerous and risky to repeat. "A thrill to be savored. we scribbled out a quick note of apology. hanging on up there for dear life. I do recall that we worked until the afternoon upslope drafts made maneuvering the helicopter too difficult to continue. Since this all took place at least a dozen years B. but we rarely caught glimpses of them. yahooing. It's . " . Like a skydiver. The contractor even thought the media had been invited to record for posterity this great 24 leap forward in pine cone picking technology.. valley at least 1. and to use two caribiners rather than one. He kept mumbling about the proximity of the trees and the tricky winds. I wanted another turn. He. I was instantly ashamed of my own technique and envious of the fun he was having. Tom descended with the same "let it all hang out" attitude. get the Glasair prototype ready for Oshkosh)! Talk about a hare-brained scheme. I got to be first out. As Tom lined up on the logging road for a low approach. and I felt for him. we had more important fish to fry. It's a Plane. Chuck banked the Hiller quickly away. "tomorrow I'll loosen up and enjoy it more." Rambo thought.. ." In the end we all agreed—it was an experience we'd never forget. Gulp. Chuck was strangely sober. . "Oh.. Only one sackful of cones was required from each tree. Jiggling the rope dislodged the sack from the branches on the way down. It was the ride of my life as I clung to both caribiners with a grip of iron.500 feet below. and heroic reports about the battle each of us was waging with his respective tree. We also lengthened the harness from eight to twenty-five feet to give the rotor blades a little more room. . (Before Cellular). stuffed it into a small cardboard box. We tied the stuffed sacks to the ends of long. Once we gained a little confidence. As the helicopter noise died down. I shouted for the others to rig up in front of the harness rather than behind. not clutching. but not necessarily repeated. We stared back and forth in silence. 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. He described the fatal consequences of the smallest miscalculation on his part or of an unexpected. 1 don't recall how many trees we picked that day—it seems like only four or five each." I figured.. We needed to hurry back to the Pig Farm and continue our development of another new technology (i. the talk centered more on the incredible view we had. and I felt doubly ripped off. Steve appeared to be flying. D-Day +1: A Re-evaluation We met again at the Pig Farm early the following morning. 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. he struck the pose of the FTD florist flying in to deliver somebody a bouquet.. he was stretching his arms and legs out to full extension and steering his way back and forth beneath the descending chopper. Full of the sheer freedom of pulling away from the ultra-close proximity of the trees all day. They signaled Chuck to land and shut down.. But then. Chuck landed and shut down. After all.. Voice communication with the ground crew was easily accomplished." With all four pickers safely back on the pad. we released the day's stress and emotion with plenty of high fives and back slapping. Each time the chopper approached a tree 1 had to stop picking and watch the tense drama. . Rambo would've been getting down to the business of picking pine cones by then.e. 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 . and flew up to the mountain in Tom's little Piper Clipper. too. Tom's friend Steve was the next to descend from the ridge far above. it was replaced with whooping. but I was pretty scared up there yesterday. After the fourth picker was successfully treed. well. was having a ball. steep descent. which was parked at the bottom of the . coiled ropes we'd brought with us and lowered them slowly to the ground far below. 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.even more frantically. the ground crew apparently thought I was signaling my success. strong gust at the wrong moment.C. Somewhere high in the Cascades. Since I was first in. Good sense or chicken feathers (or both) finally got the best of me. It's a Bird. Unfortunately. as my disbelieving eyes began to resolve the distant speck dangling from beneath the chopper. There is an incredible thrill in doing something exciting but dangerous. Chuck flew off to return the expensive helicopter to its home base while it was still in one piece. With the engine winding down. Soon the Miller was plopping the rest of the pickers into tree tops within a hundred yards of each other. The ride home in the Hiller was exuberant with the feeling of having accomplished something unique.
25 Photo 1 attached to the cage. This went on and on until I had 9" of foam. I found such a switch used in formula racing cars. Builders are strongly urged to exercise their own discretion and judgment when considering the implementation of a suggestion presented in this column. and it has a removable key. lightweight switch for shutting off all power to the electrical system. although there are a dozen other small car models that would work just as well. Canada Electrical System Shut-Off Having built thirty or so boats over the years. for about $30. One of the boots is shown in Photo 2. BC. The seat pans must sit on the cage tubes for structural reasons. so it doubles as a theftprevention device. The boots are very flexible. the part number is 4431. Mine ended up with three different densities of foam totaling 4" thick. The switch will handle 50 amps. starters locking up and batteries frying. GlaStar Refuge Cove. This seemed a bit much. 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. so I installed a 4" base of hard Styrofoam shaped to fit the pan. inclusion of an idea in this newsletter should not be construed as official endorsement or approval of the idea by Stoddard-Hamilton. I found the gearshift boots from a 1989 Subaru Justy to be just about right. which weighed 5 Ibs. it's shown in Photo 1. It also provides a sure-fire way to shut off all power when working on the engine. (800) 688-6946. I have heard many stories of solenoids sticking. per seat. so I looked for a small. It's quite comfortable and saved 8 Ibs. so it's easily accessible in flight if an electrical fire should occur. It's available from Pegasus Racing Supplies. A Few More GlaStar Ideas by Howard Stearns. light and have just the right angle to match the Photo 2 stick as it emerges from the seat pan. . On top of the foam you could cement a piece of 1/6" plywood to achieve a solid base for the actual seat foam. However.Stoddard-Hamilton freely shares ideas submitted by builders. Seat Foam Anxious for the first "sit" in my GlaStar. At an auto junkyard. 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. '11 install them on the seat pan with a few screws and nutplates. I fitted the seat pans and started piling in various densities of foam.
I found that the nylon washer locked up the bearing. If you don't have the nylon to make the thick upper washers. I subtracted the total washer and bearing stack-up from the bushing length to find the total amount of interference: . I took the thick nylon washers and milled a 29/64" diameter counterbore . I made one washer for each side about 1/8" thick and counterbored for the bearing to a depth of . The measurements I give here and in the figure below are for my GlaStar. the bearing length at .006" too tight.432" and the bearing diameter at . However. GlaStar. 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. I found that the flap was not working freely in the tracks. These could vary from one GlaStar to another. Now. Mill out the thick washer 29/64" in diameter and .Builder Hints GlaStar Flaps. which came to . IL In mounting the flap to the tracks.440". there was too much end play in the bearing. The thin nylon washers were each . 26 . and then install them in the following order: the whole thin washer. This second fix freed up my flap without introducing excessive end play in the bearings. Here is the hard part: I totaled one thick and one thin washer for each side of the track. drill one thin washer completely through at 29/64" diameter. Then 1 could tighten the castle nut and not lock up the bearing.066" thick.196" = . There are two sides.628". Here's what I did: I miced the bushing length at . The bearing length is .432".098". you could use three washers—two thin and one thick—from your kit. after I did this.004" deep on each one—one for each side.036".032" thick and the thick ones were each . To fix this. the flap was still hanging up.622" = . upper bearing. So. Take 1 by Fred Matuszewski.432" + .196". 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.628" . so the total of all the washers and the bearing is . Coal City.004" deep. But if I removed the nylon washer.622". the milled thick washer and then the drilled thin washer.. which brings the total to .
Got a call back that chrome and iron content were too high. (You're supposed to have it mounted with a few inches of straight line before and after the transducer. and I thought perhaps the problem was due to mounting that Flowscan so close to a right angle.Builder Hints GlaStar Flaps. Glasair I/II Phoenix. we found that was right. I moved it further upstream. AZ Fluctuating Fuel Pressures For the longest time. where I had a straight section of fuel line. We were one of the first to get Cermi-chrome. back in '88." but the problem is solved. or if it was the fact that one of the AN fittings on the Flowscan was "loose. serendipitously. 1 don't know if that did it. I'd suggest checking your fittings for tightness first. and by that time. I found it much easier to final-rivet them by Clecoing the spar and ribs to the bottom surface as specified. we've been playing "catch up" with all you builders who finished before us. just before a right-angle bulkhead fitting. This made it very easy to reach around and buck.) The fuel-flow gauge has never been right. we found the problem. Everything was looking good engine-wise.) We had just the tiniest hint of weeping fuel at the fitting. Firewall-Forward Gremlins (and Some Solutions) by Mike Palmer. found more stuff in the oil filter. with a set frequency. MN When building my flaps. only send in every other sample. with hardly anything in the oil filter. but if that's not it. (We were using the old G-I fuel firewall pass-through. Our fuel pressure is now rock solid. especially around the reinforcement plates. GlaStar Fridley.) So. From that. 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. but unexpected and annoying. they had found out about the ring incompatibility. but if you're having fluctuating fuel problems. maybe try bypassing your Flowscan if you have one. and sent that oil sample in. It didn't seem unsafe (an advantage of carburetors!). although it seemed to happen most predictably when we were full of fuel and climbing. Occasionally. but after establishing a baseline. I figured it was a vent problem. the fuel pressure would fluctuate wildly. as shown in the figure. we started getting a few flakes of "stuff. Turning on the electric pump didn't seem to make a difference. (This was before S-H had moved the location of the electric fuel pump on the old G-Is. and had 360 hours after a year-and-a-half. it eliminated a lot of the pop rivets in the nose ribs because they can be reached. We have a Flowscan fuel-flow transducer and had mounted it inside the firewall. All four . In our case. Cermi-Chrome This has nothing to do with Glasairs per se. Perhaps a slug of fuel got into those long lines in the wing vent and made it hard for the fuel pump to work. but be on the lookout for extreme cylinder wear on early Cermi-chrome cylinders. I never could quite predict when it was going to happen. Then. we didn't get flying until '95. but then setting the assembly on the bench on the upper skin surface and holding it down with sandbags. We do oil analysis. Take 2 by Ron Barrows. 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. Flew to Florida and back. and if that doesn't do it. but more importantly. we had a problem with our fuel pressure (carbureted engine). As usual. resulting in the pressure fluctuation. Upon pulling the jugs. Well. As our Flowscan was located before the mechanical fuel pump. perhaps we were sucking a little air? That seems the most plausible theory. suggesting cylinder wear-through. at about 320 hours. and upon return.
In fact. I wasn't sure what the problem was. When I got to Florida. Stumbling Engine This same fellow. check him out. a much bigger burn pattern on the ElectroMag side. this new ignition should have made the engine easier to start. but the baffle wasn't. GlaStar Big Bear Lake. Hard Starting I was beta-testing a new electronic mag when our engine became harder to start. But if you have Cermi-chrome.) These K&N units are used by hot rodders and also Van's RVs. And pumping where you want it to. we simply cut the tubing—but considering that this made for a bigger nozzle and seems to work fine.) In fact.). (Less lead fouling and valve sticking?) Charlie Bass. but he blew it out before I had the chance to stop him. It is also very cost effective—just over $20 for all the pieces. GlaStar Wing Jig Post Alternative by Jim Rose.m. (Ever fly under virga in a Glasair? We really charge up the airframe. I took a fellow involved with this new ignition system up for a flight. inventor of the Electro-Mag. As a temporary fix. Another thing that differentiates this unit from those others on the market—it's fully shielded. where it's warmer than Phoenix in the winter. but would also be very susceptible to interference. check to see if your accelerator pump is really pumping. it may become permanent. Some will warn you that you can't run a Stormscope with their electronic ignitions. we find that we have to run richer. 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). we decided to opt for new Millenniums." It's very simple (read that: "reliable"). (Did you know the spark from a welltuned mag is only 8KV?) You can open the gap on your plugs to . Turns out the nozzle for the accelerator pump had plugged with something. So.. is planning on being at Sun n' Fun this year. Sigh. if your engine is hard to start. so if you make it out there. (I wish I'd seen what was plugging it... 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. 28 . we also make a front baffle for the airbox.500 r. Electro-Mag The new electronic ignition I've been testing is called an "Electro-Mag. and when we pulled the pistons out for the cylinder change. also suggest we switch to a K&N air filter. that the pressure from the accelerator pump had split the tubing. and fuel would spill out the bottom of the carb. It was getting to be "winter" here in Phoenix (where the temps drop into the 40s in the morning—brrrr. like the kind you used to have on your car in the 60s. and driving the radios nuts. it's so reliable that a major manufacturer is negotiating to make it a certified product for certified airplanes. broader leaning band. pulling sparks off metal. (He was concerned that the paper Fram filter we were using would clog up after flying in rain. oil-filled high-voltage coil. beware. it was so plugged. The engine wouldn't start there either.) 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. and I had changed to longer-reach spark plugs for the new ignition. The air filter may be good. If anything. He said he knew exactly what the problem was. I cut out the baffle. who so correctly diagnosed our starting problem.200 to 2. He suggested that when we switch. and obediently put in a baffle. The hall effects drive an external. It doesn't have any fancy microprocessors to vary your timing. (Since putting in the new air filter. Tell him Mike sent you. we have no primer. Because of time constraints and previous commitments. It's amazing how sensitive a carburetor is to air flow.p. which would be nice. The result is a very hot spark. Maybe we were starving for air before?) The engine really ran rough from 2. A composite airplane presents a worse case RFI scenario.050". 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. Between all that. hotter CHTs.Builder Hints cylinders had begun stepping. 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. In fact. Using metal will solve the problem of having wood move with the ever-changing moisture conditions. and voila—the engine runs much better.) We've noticed about 10% better climb. So we made the change. so as to not let air impact directly on the filter element.
and those that do require them to be thinned. 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. After 10-15 minutes of spraying. and you'll probably save the difference in materials. of course.Spray Gun Lowdown by John Top. Look over several Cessna and Piper products before you get underway. which is not much more than the Builder Hints conventional DeVilbis gun Cleaveland offers. A & I sells the gun for $269. When I talked to Binks. and I researched them for my GlaStar project. then nitpick the project 'till death do you part. 29 Notice the spacing of the rivets at the forward and aft spars. Countersink and install the rivets slightly deep—say. GlaStar Rock Hill. However. straightness of the pieces. SC Here are some tips concerning the horizontal stabilizer and elevator. I gave Binks a call ((800) 9924657). By the same token absolute perfection is nearly impossible to achieve. I mentioned that S-H was recommending a Binks Model 7 or equivalent with a #36 nozzle for the Deft primer they sell. twenty thousandths or so. of inlet pressure. 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 general finish of the skin. many without thinning. gave A & I a call and talked to their techies.) It's more expensive than what you'll find at Home Depot or Sears. I was amazed that 1 had only gone through 3 oz. Start by performing a sanity check. tank that most of us probably have. which keeps runs to a minimum. you can accomplish this very neatly with a Sanity Check by Thomas Lempicke. But if your goal is to build an airplane and go flying. the Binks conversion HVLP guns are purported to do a great job of atomizing water-based coatings. (A & I ships orders over $50 for free.p. If your goal is to just build an airplane. number of doublers. It complies with all air quality regulations with very low overspray and a 65% transfer efficiency. Shoot for a concavity about 3/4" wide. If you have checked the factory efforts you will have noticed that the GlaStar is really quite over- . So far. I see no reason why it wouldn't work as well with primers. then settle for somewhat higher quality than Cessna or Piper and enjoy the experience. which is a gravity-feed high-volume/low-pressure (HVLP) gun. It requires only 18 Ibs. 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). CA I had never owned a paint gun. which included a matrix comparing the Binks conversion system with a turbine HVLP on various points. compressor with a 25-30 gal. are going to do a better job. If you're careful. I have used my new gun to finish-paint my engine mount. 1. Then sand a slight concavity along the rivet line just below the gelcoat but not into the fiberglass cloth. Then lay a single strip of bi-directional glass into the concavity. Block sand it flush and re-gelcoat or paint. 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. Had I bought this gun earlier. you can't beat it. but if you want a quality gun at a good price. GlaStar La Jolla. Most turbine guns will not handle water-based materials. and after talking to their techies. Check out the quality of the riveting. They recommended the gravity-feed Ml-G gun. of paint. It will handle all types of materials—including waterborne and high-solids—as fast as a conventional gun with a 50% material savings. which will work with the small 3-5 h. 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. I settled on the Binks Ml-G. You.
and we had a problem getting edge distance in the center hinge. One part of the "L" is now clamped to the straightedge. We cut it so that we had a piece as long as the stabilizer. In these areas. both negative and positive. We did not use the pre-punched holes here. rather than a financially viable product. You will find many better ways of doing things if you will think out each step before doing. Please contact Aero Developments directly for any sales inquiries from the UK or the Benelux countries. Very carefully measure and mark the positions for the hinges as they will be when installed on the rear spar of the stabilizer. We continue to be an everimproving company. we feel we offer very fair value for the dollar. Do the trailing edge last. Don't start anything until you have read over the whole section of the manual and understand the "why" of each step. Until next time. thanks for your support of Stoddard-Hamilton in its endeavors to create some of the best kitplanes on the market. and I personally invite any comments. but it is still in the development stage. Kemble Airfield. better. not a pro and probably will not drive every rivet just perfectly. GL7 6BA. three pieces of hinge. First. We are in the final stages of negotiating a GlaStar distributorship for the United Kingdom and the Benelux countries with Aero Developments Limited. but rather moved the holes aft by about 1/16" and drilled them in the centers between the pre-punched holes. We are very excited about getting Aero Developments on board and look forward to a prosperous future with them. Now. (Note that worldwide Glasair sales will continue to be 30 conducted directly from S-H. Before we drilled the top skin. Because we buy in minuscule volumes compared to an Aircraft Spruce or a Chief Aircraft.) The auxiliary fuel tank option for the GlaStar is very close to being finalized and should be available in early June. and a bunch of clamps. See Page 7 of this newsletter for an update on new options that are available now. 4. tires and tubes. There are several firewall-forward options also newly completed or nearing completion. Just drill and Cleco through both the skins and angle. The phone is 011-44-1285-770-291. However. This is a straightedge and has come in handy in many different ways.. on many other parts such as fasteners. The elevator is really quite complicated because it has to fit up to the horizontal stabilizer. 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. etc. We used two counter-sunk rivets in the side hinges and three in the center hinge. ask for Melvin Cross. but neither does S-H try to gouge its customers or "nickel-and-dime" them on small. I am certainly not trying to turn business away. Our stabilizer had a little bit of a curve to the rear spar. 8. electrical components. our customer. By doing this your elevator has got to match up to your stabilizer. we're off to Sun n' Fun in Florida. We sell these sorts of parts solely as a convenience to our customers. At this point we drilled all of the holes and squeezed the rivets. off-the-shelf items. Lay the straightedge on your table so that it is on edge. 6. We assembled the framework of the elevator. we finished the stabilizer completely right up to installing the hinges. Hope to see you there! . some of whom prefer "one-stop shopping" even if the price is a little higher. we attached the hinges to the forward spar. 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. We clamped it to a couple of 2X4s to hold it. Unclamp the 2X4s and pick up the whole assembly. England. Please keep this in mind as you compare our prices to those of our competitors. that will help us serve you. and the fax is 011-44-1285-770-455. Graham Brunwin or Paul Hinchcliffe. we simply cannot offer prices competitive with those of the large aircraft supply houses or specialty shops. the table. Kemble. This is one of the best manuals in the business. 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. This assembly now consists of your straightedge. Now you can clamp the counterweight ribs to the stabilizer and leave them that way until all of the skins are drilled. 7. Now we have a completed stabilizer. Use a piece of hardware-store aluminum angle to keep it straight. Then we bought a 1/8" thick X 2" wide X 20' long piece of steel from a local fab shop. We generally followed the manual. and we know that the hinge line is straight.. Gloucs. just like it says in the manual. The designers went for the ideal condition. but found a much easier way to fit the elevator to the stabilizer. The straightedge is a little heavy and you will probably want a couple of wood blocks to help support it. etc. we must charge more simply to cover our costs. and also put a little bit in for the fact that the guy building the airplane is 5.Builder Hints designed. 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. Hangar D2.
FOR DETAILS: John Vanddto Indian Hills Community College Division of Continuing Education 525Grandview Ottumwa. $375. IA 50036 (515)432-6319 Ottumwa Campus 525 Grandview Avenue Ottumwa. John Ritey Professor 1978 21 Oth Street Boone. If the class fills (15 students).m. The class will consist of four weeks of instruction during the month of June. using a team approach. Short-term students can participate on the following tuition and lab fee basis: One or two weeks. Following introductory lessons. There will be daily seminars concerning aircraft fabrication techniques. The participants will receive a copy of the aircraft prints and other essential details prior to coming to class.. Partial scholarships are available for college students. IA 52501 1-800-726-2585 ext 183 or (515) 683-5183 Dr. the reservation deposit ($100) will not be refunded after April 15th. m. Monday through Friday. The workshop is open to all individuals who have an interest in aviation and basic capabilities with materials and tods. to 6:00 p. 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. Following a plans exam.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. the class will be organized into teams based upon interest. These teams will proceed to build their respective aircraft sub-assemblies and then collectively assemble the plane. Iowa 52501 (515)683-5111 . Tuition: $600 which Includes a reservation/laboratory fee of $100. CLASS ORGANIZATION AND MANAGEMENT. class activities will revolve around the fabrication of a GLASTAR. Class hours will be 8:00 a. knowledge and skill. over a four-week period. Aviation Center.
1.100+ Peter Vollheim. Jerry Pekin. N309TS.000+ William Hillman. Old Church. N286YM. Hanford. Dallas. Tucson. N18GS. 1. 1. 1. Lewiston. Kent Farney. AZ. N272CP. John Zasadny.100+ Tom Stanley. Jackson.500+ Dr.000+ Ed Covington. Glasair I TD. La Gaude.000+ Tom Robertson.200+ John Bourland. N325TR. Glasair I TD.100+ Robin Rice.000+ John Levy. N14WD. N2JZ. Glasair I RG.800+ Stoddard-Hamilton Aircraft. 1. Glasair I TD. Glasair I RG. FL. San Diego. CA. TX. N36GC. Glasair I RG.000+ * denotes new member or change in hours . N88JL. N86BS. N86JC. 1. 1. 1.400+ Chuck Mason.700+ *Stoddard-Hamilton Aircraft. 1. Phoenix. Carlsbad. CA. 1. N84AG. 1. Glasair I FT. N622BC. Nassau Bay. Hot Springs. N3EC. Nashua. France.000+ Robin Young & Bill McKee. N28CM.800+ Dr. VA. 1.000+ Bob Luwig. N82SS. Glasair I TD. Glasair I RG.000+ Everett Davis & Paul Wallace. 1. MS. AZ. ID. Glasair I RG. Glasair III. Nokomis.William Curry. CA. Glasair I FT. Glasair I RG.000+ Gene Spaulding. Glasair I RG. TX. Navato. 1. Glasair I FT. NH. 1. 1. Glasair I RG. 1. Glasair I TD. FL.000+ Dr. Torrance. TX. Glasair Super II FT.100+ *Henri Chorosz. Meridian. N902S. CA. N529RS. CA. Glasair Super II RG. 1. Glasair I TD.300+ *Carmine Petracca. 1. CA. 1. Glasair I FT. Dallas. N89SH. N348PV. Lakeland. AR. 1.
FOR SALE: Glasair I stainless steel exhaust for 180 h. fabric/vinyl combo or fine European leather Designed for comfort and made with airliner quality and durability by the builder of Boeing 777 seats. gyro.Flymarket Jim & Julie Londo. Inc. Spacer block not included. IO-360. FOR SALE: Four Whelen A650 PG/PR wing-tip strobe lights. test-proven .p. $350 or best offer. Both systems currently installed and working fine in Glasair II FT. WANTED: Partially completed Glasair I or II. WX-900 Stormscope. new. (941) 751-3455 or (941) 747-2441. easily adaptable to Is. Call or write for color choices. Will travel to builder's location. Bowes Aviation. Order Desk P. $475 or best offer. Call Dutch Schulze at (310) 457-3782 or e-mail <be574@lafn. laborsaving.. Call Brad Peterson at (970) 493-7156 or e-mail <peterson@frii. new.95 per pair.p. Call Bill Paulson at (715) 344-8484. Call Michael Bowes at J. • Wing tips: One piece. and more information on finished products and custom options. Call Bruce Williams at (504) 775-5476.p.. Owner 3559 Santa Carlotta St. Seats arrive ready to Velcro in place—a fiveminute job. . Tom Taylor. FOR SALE: Glasair I RG. perfect condition. vinyl. or fax (941) 747-0871. FOR SALE: Glasair I RG Lycoming O-320 engine mount.O. fabric and material samples. • Quality. La Crescenta. 33 . Prices per pair: Fabric. $250. $90 each.95 per pair. $389. CA 91214 (818)2482499 High-quality. • Aft wing fairings: One-piece and retrofittable. GlaStar Seat Packages Choice of FAA-certified fabric. $55. Glasair Performance Enhancements As used on Tom Taylor's 261 m. straight trailing edge.h. $650 or best offer. complete and unused. cost-effective materials. Box 368 Mukilteo. Call Wayne at (541) 926-1499. Four layers of foam for height adjustment.. $199. O-320. RG preferable.h. Will consider whole systems or parts from salvage.M.000. Call Marty Kress at (908) 9966060. FOR SALE: 37° left rear induction adapter for Lycoming IO-540-K1G5D. Call Paul Silva at (360) 416-6704 (evenings). III. Call Jason Sharkey at (317) 769-6969. WA 98275 (206) 745-6937 • • • • • WANTED: Glasair I TD builder seeking retractable gear parts to convert to RG. BUILDER ASSISTANCE: Licensed A&P mechanic with 20-years of aircraft sheet-metal experience offering builder assistance on GlaStar projects. vinyl or combination $ 1. bug. Fits all IIs and IIIs. Also.649 Custom Interior Packages • Coordinated carpeting and headliner materials... Oshkosh Grand Champion II-S RG and John Parker's recordsetting 305 m. • Interior decorator available for custom design. Includes four mounting studs for Bendix throttle/fuel injection servo. Stainless steel Glasair exhaust system for Lycoming O320.249 Fine European leather $1. FOR SALE: S-Tec 60-1 autopilot with altitude hold. Selling to finance avionics "downgrade" for new GlaStar.org>.com>. all instruments and harnesses complete. Owners (206) 338-7070 (619)394-4848 Karen Louise.
00 1.00 75.00 90.60 18.70 4.00 695.33 .00 25.00 295.360.20 385.10 .730.73 5.92 21.410.575.95 465.00 275.03 2.320.09 .00 15.85 2.00 70.85 2.87 75.88 22.130.12 .900.00 22.16 2.00 10.88 9.15 22.47 27.52 48.50 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 87.44 2.00 279.00 699.95 3.39 10.00 695.00 95.50 36.00 429.70 12 62 .00 150.15 75.00 30.00 125.00 90.00 360.00 23.497.18 4.00 275.85 5.00 995.78 .15 22.00 49.85 37.395.41 120.00 250.20 17.69 7.28 1.00 126.00 545.61 Section B: Instruments B1 B2 B3 B4 B5 3.50 385.12 .22 .48 2.00 400.50 58.28 30.50 24.50 24.395.00 49.00 220.00 498.15 59.77 60.10 262.47 14.00 699.00 49.00 Please call 84.00 575.36 1.11 .00 1.00 Discontinued 299.70 17.00 4.320.00 60.00 5.00 Discontinued 65.00 239.00 1.00 15.55 Discontinued 49.34 .50 24.00 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 250.00 17.00 295.395.00 B11 B12 B13 B14 B15 475.445.00 559.01 .00 5.51 1.88 620.Section A : Engine Accessories A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 Please call 37.43 38.436.60 16.19 2.50 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 24.34 4.20 22.33 18 .00 14.00 459.76 2.990.00 250.50 9.03 80.66 C111 C112 C113 C114 C115 C116 C117 C118 C119 C120 C121 C122 C123 C124 C125 C126 C127 C128 C129 C130 C131 C132 .00 525.00 75.175.575.28 43.00 1.585.00 715.44 .00 Discontinued 360.65 88.28 .00 274.71 120.66 77.27 23.00 435.91 6.47 495.180.25 395.14 .00 395.00 335.24 Discontinued Discontinued Discontinued 6.73 .345.00 245.50 SeeC15 435.00 295.00 28.00 250.497.00 199.88 3.00 85.00 5.37 .00 150.15 22.320.00 1.00 6.44 695.50 122.00 5.97 2.00 6.30 .00 140.87 31.71 24.00 80.67 5.00 495.85 1.18 .50 22.00 5.00 See B11 SeeB11 30.00 590.96 80.00 33.00 95.00 49.90 6.00 95.00 B6 B7 B8 B9 B10 9.59 .00 495.25 87.00 145.50 112.00 1.73 26.00 1.70 14.95 13.12 4.50 149.00 860.00 1.86 A61 A62 A63 A64 A65 A66 A67 A68 A69 A70 A71 A72 A73 A74 A75 4.69 87.63 B16 B17 B18 B19 B20 1.00 695.93 24.00 226.00 585.940.00 295.00 1.25 20.00 995.00 75.810.00 498.00 1.21 26.475.00 1.99 64.00 50.00 B21 B22 B23 B24 B25 110.92 C100 C101 C102 C103 C104 C105 C106 C107 C108 C109 C110 .79 .60 10.00 A46 A47 A48 A49 A50 A51 A52 A53 A54 ASS A56 A57 ASS A59 A60 360.00 96.00 6.00 7.00 75.00 A16 A17 A18 A19 A20 A21 A22 A23 A24 A25 A26 A27 A28 A29 A 30 1.00 120.00 49.00 90.00 25.00 199.95 52.00 7.96 4.50 24.00 A31 A32 A33 A34 A35 A36 A37 A38 A39 A40 A41 A42 A43 A44 A45 345.86 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 49.49 27.12 138.79 .455.00 345.00 150.00 31.320.45 4.225.86 5.85 2.
57 150.00 GI-28 GI-29 GI-30 GI-31 GI-32 GI-33 GI-34 GI-35 GI-36 75.78 33.00 22.00 675.13 13.31 75.00 175.00 150.21 .00 9.48 13.43 14.36 30.00 9.65 16.25 202.75 22.34 17.45 .35 9.33 11.00 1.58 9.73 D45 D46 D47 D48 D49 D50 D51 D52 D53 D54 13.24 D34 D35 D36 D37 D38 D39 D40 D41 D42 D43 D44 19.50 12.03 18.00 150.49 345.75 .00 F28 F29 F30 F31 F32 F33 F34 F35 F36 16.40 9.20 .18 13.86 7.76 48.38 G13 G14 G15 G16 13.00 1.50 20.29 87.75 1. INCORPORATED 18701 58thAve.44 395.00 9.00 1. WA 98223 Phone: (360)435-8533 Fax: (360)435-9525 3/21/97 35 .14 29.50 1.00 52.33 4.88 4.79 F37 F38 F39 F40 F41 F42 F43 30.50 135.29 65.13 .38 9.00 88.50 STODDARD-HAMILTON AIRCRAFT.50 4.00 5.88 17.00 F10 F11 F12 F13 F14 F15 F16 F17 F18 97.60 D23 D24 D25 D26 D27 D28 D29 D30 D31 D32 D33 5.25 21.68 30.30 Discontinued 4.00 E10 E11 E12 E13 E14 E15 E16 E17 E18 10.00 16.00 995.50 67.57 10.75 975.Section D: Tools D1 D2 D3 D4 05 D6 D7 D8 D9 D10 D11 Discontinued 6.70 Discontinued Section E: Construction Materials E1 E2 E3 E4 E5 E6 E7 E8 E9 2.00 199.38 22.00 975.26 21.00 16.03 37.38 4.00 640.50 22.12 Section F: Replacement Parts F1 F2 F3 F4 F5 F6 F7 F8 F9 12.00 375.45 9.00 5.00 GI-37 GI-38 GI-39 GI-40 GI-41 GI-42 GI-43 GI-44 4.94 E37 E38 E39 E40 E41 E42 E43 E44 13.38 4.55 8.63 Discontinued 11.00 Discontinued Discontinued 175.38 4.50 G9 G10 G11 G12 4.00 375.13 19.72 67.50 345.38 11.450.33 18.40 4.52 F19 F20 F21 F22 F23 F24 F25 F26 F27 34.54 25.86 13.98 3.85 122.50 37.02 6.39 2.27 7.00 325.28 16.54 .15 16.06 4.00 Discontinued 10.00 2.65 E28 E29 E30 E31 E32 E33 E34 E35 E36 10.44 .00 42.86 Discontinued Discontinued Discontinued 7.88 39.45 5.13 2.00 G5 G6 G7 G8 Discontinued 8.64 78.98 3.18 13.21 1. Arlington.64 54.00 34.53 6.00 150.38 4.00 395.72 2.18 D12 D13 D14 D15 D16 D17 D18 D19 D20 D21 D22 23.60 12.00 3.38 9.00 975.38 9.09 4.14 .75 Glasair I Accessories GI-1 GI-2 GI-3 GI-4 GI-5 GI-6 GI-7 GI-8 GI-9 870.50 5.39 14.50 37.00 135.34 12.66 1.50 22.88 21.92 13.98 39.00 150.60 5.50 8.00 3.08 4.72 38.00 17.27 4.38 15.00 5.41 E19 E20 E21 E22 E23 E24 E25 E26 E27 22.00 120.40 6.00 570.60 3.00 195.69 GI-10 GI-11 GI-12 GI-13 GI-14 GI-15 GI-16 GI-17 GI-1 8 34.82 4.00 9.00 32.31 3.83 13.50 2.14 75.E.00 975.40 15.31 Section G: Pilot Supplies G1 G2 G3 G4 25.00 175.51 1.34 2.09 52.260.12 GI-19 GI-20 GI-21 GI-22 GI-23 GI-24 GI-25 GI-26 GI-27 10.08 18.00 315.00 24.21 132.N.
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