Newsletter No. 47 Fourth Quarter, 1992

Bill Delcambre's Glasair II TD

ARTICLES

WOLF IN SHEEP'S CLOTHING...

For as long as I can remember I wanted to build a plane. When I was a kid, I read Popular Science, Popular Mechanics, and magazines of this sort instead of Spider Man. I was a nerd. In the fall of 1976, I saw an ad for an "airplane engine" in our local Quick Quarter sales paper. I bought that engine, a Continental IO520 for a ridiculously low price. When I had completed rebuilding the engine, I started looking for an airframe to build to put it in. Do you

have any idea how many kitplanes are built around Continental six cylinder engines? While reading an issue of Kitplanes in the fall of 1987, I saw a photo of the Glasair III at Oshkosh. This was such a beautiful plane, it really didn't matter if the kit producer supported the Continental engine, there had to be a way. I called the factory and spoke to Tom Hamilton. What I wanted was a taildragger, fixed gear, Glasair III. You probably know the answer to

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that one, so I asked if the Glasair II airframe was strong enough to mount a 200 horsepower engine. As I recall, Tom's response was that there was no question of strength, the obstacles would be things like engine mounts, exhaust system and all of the installation details that would leave me on my own. Also mentioned was the fact that such an installation would probably add at least a year to the construction time. Tom did comment that if I could actually pull off the installation and finish the plane, it would really be an exciting aircraft. He was right on all counts.

4) Front view

Enclosed are more pictures of N520BD. This time you get photos of my engine installation. As you can see, there is plenty of room for everything, and access for service is not a problem at all. During the engine build up, I fitted the "D" series throttle assembly in lieu of the "A" assembly originally on the engine. The "D" throttle body is located below the accessory pads and doesn't extend much below the oil pan. The fuel pump and other components that I sent out for overhaul were rebuilt as "D" series units. The only other thing about my engine that isn't quite normal is the intake balance tube (the rubber hose in front). The factory tube is a piece of aluminum tubing that attaches between the intake runners via hose clamps. The stock tube wouldn't fit the cowling so I came up with the piece of fuel transfer hose.

During the 1970's I was one of the guys with a loud car and greasy hands because I worked on it constantly. Nerd turns greaser. I always was in awe of "aircraft engines" thinking that surely such powerplants employ technology beyond the realm of mere mortals. Working with aircraft these last few years has taught me differently; the parts are bigger, they turn slower, and everything seems to be crafted for simplicity. Fitting auto engines to aircraft might be fairly simple from a standpoint of tailoring the systems (cooling, fuel, reduction drives, etc.) but no one will ever convince me that auto engines are capable of producing equivalent horsepower reliably for even half of the time that a Lycoming or Continental aircraft engine will produce that power. I could explain my opinion by citing factors like bearing journal diameter, connecting rod cross sectional area, piston speeds etc. but that would be straying a bit much.

The single most challenging part of fitting the Continental in my Glasair was building the engine mount. Lucky for me, I was in the right place at just the right time when one of the local FBO's was doing

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1) Another lean, mean Taildraggin machine!

2) Left side engine installation

3) Right side engine installation

some Spring Cleaning. When one of the mechanics saw me with my head in the cowling of a Cessna, trying to figure out how the mount was made, he calmly asked me if I wanted an engine mount for an IO520. I had to think about that one for a while, but eventually agreed to take the mount that was in the dumpster. The mount was from a 185 float plane and had one cracked weld in an area that I had to remove anyway. The next month and a half were spent building jigs, fitting tubes and welding. After this, the exhaust system, engine controls, cowling fitting and other assorted tasks were simple. Once the engine was properly placed, working around it was easy. I decided on a three blade prop because it just looks mean, not to mention the problems I would have had with ground clearance using a two blade.

After some five years of working on engines, fiberglass, and everything else involved in building a Glasair, the plane is finished and flying. I've held a private ticket for sixteen years, but nothing I've been in has come close to this aircraft. Now I'm a flying greaser. Scary huh?

I could go on for pages detailing everything involved in building the plane with this engine, but it really didn't involve anything extraordinary. If anyone has any questions, please feel free to call, write, or fax anytime. You are perfectly welcome to print any of my letters or photos in the newsletter anytime. I would feel privileged.

Bill Delcambre, Jr. 209 Clem Drive, Lafayette, LA 70503 phone: 318/234-7782; fax: 318/237-2500

Ed.: We asked Bill the question we were sure everyone would have after reaching the end of his article. "How fast does it go?!" His answer follows:

Dear Ted:

Regarding your request for performance specifications, I really can't provide a complete set of numbers. Vertical speed indicates 3300 ft/min from rotation, but I haven't done any time to climb tests yet. I don't have too much confidence in the accuracy of my VSI. I cruise at 2200 RPM, 22" MAP which yields 235 mph true at 6500'. I can't quote any top speed figure yet. I'm sure that it may seem unbelievable to all you "Chuck Yeager" types, but I honestly haven't run over 2400 RPM long enough to stabilize speed.

At this point, I am still getting used to the flight characteristics and tweaking this and adjusting that.

With this much engine in front of the aircraft, it may seem ridiculous to say that pure speed is not my foremost interest, but this is the case. This plane is so exciting to fly at any speed that it is almost desirable to go a little slower just to prolong the flight. Seriously, I'll let you know when I have an honest top speed.

Merry Christmas and a safe, happy New Year to all of you guys!

Bill Delcambre, Jr., S/N 1062

ANOTHER TD WITH TEETH! Dear Stoddard-Hamilton,

Thought you might be interested in the performance we've gotten out of our Glasair I TD.

Although we haven't gotten up to a high altitude we have done fairly well at 10,000'. We have been able to true out at 280 mph at that altitude so we are fairly confident of getting pretty close to 300 mph at 20,000' - and that's with the gear down and bolted. We were flat out and ran - 44" MP and 2800 RPM but we consider it not too bad.

We were trying to see what it would do at 17,000' but the prop governor gave us a little trouble and we gave it up. We have our cooling problems pretty well licked and we've got the plane to fly hands off so we arc now beginning to feel comfortable with it.

Hope you like the paint job. My son Brian did it for me. We got our N number reduced from N4414P to N4PX so we could get it all on the same fuselage.

Jack Gallagher

Ed. Continental TSIO 360 customized engine approximately 240 hp according to the Gallaghers. The paint job is a light blue fade to dark blue. Silver N number. Unique and very striking. Nice work, guys!

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THE 3RD ANNUAL PHOENIX COMPOSITES BARBECUE The 3rd annual barbecue held at Falcon Airport in Mesa, Arizona, by Dace Kirk of Phoenix Composites was well attended, and a great success this year. Over 500 invitations were circulated to Glasair kit owners and prospective buyers in California, Ari/.ona, Utah, Nevada, New Mexico, and Texas, and most states were represented.

Over 15 Glasairs from vintage originals to brand-new Ill's were present as well, two of which were newly hatched from the shop. The opportunity to see other Glasairs, talk to the owners and exchange ideas, as well as talk to Dace and the factory representatives from Glasair proved to be beneficial to many, and a lot of fun.

"There are different people attending each year, and each year the numbers are growing," said Dace. "We only wish there was an opportunity to meet everyone. It was also encouraging this year to see much more family attendance."

Many of those who attended were also able to attend the Copper State Fly-In in Prescott, Arizona, the next day. A big thank you to those who were able to come out this year; hope to see you again!

flying routines were being watched by avid audiences.

3) Ted Setzer and Bob Herendeen answer construction questions from Glasair kit owners.

4) Tom Watkin's "III", the newest addition to the Glasair family that night (produced by Phoenix Composites) took 2nd place in composites construction at the Copper State Fly-In the following day (pictured with Bob Herendeen).

1) "Killian" (a.k.a. Killer) Kirk, the newest member of the staff at Phoenix Composites, takes a snooze at the end of a hard day of partying.

5) Artistic paint scheme designed by Mrs. Watkins.

2) Bob and Jacque Herendeen's tapes of acrobatic

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6) Ray and Rhonda Batson's Glasair III, a week from completion at the barbecue, paraded down the streets of Las Vegas the following weekend. Produced by Phoenix Composites, it represented the Glasair factory at the AOPA convention.

7) Batson's panel is well stocked and the red and gray upholstery is pristine.

8) The food and drinks were plentiful and "succulent" as they say in the desert.

10) Nice hangar, Art and Dace.

Ed.: Dace, we gotta hand it to you, it was a swell party. There were enough Glasairs and Glasair builders present to call it the Glasair picnic southwest.

Would you believe...

The story goes like this: A farmer in Wisconsin was herding his cows back to the barn one evening (dairy cows, we presume, being from Wisconsin). Suddenly he tripped and fell on the ground. Dusting himself off, he looked back and noticed he had tripped over a small wheel and tire. Correctly deducing that it must have come from an airplane (or UFO) he drove out to the nearest airfield and turned it over to the airport manager.

The manager remembered that a Glasair had made a landing last summer missing one wheel and tire, but couldn't remember who it was. He called a local Glasair builder who in turn called the Glasair factory to inquire if any builders had ordered only one wheel and tire last summer.

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9) Serious airplane talk and good food.

Since Johnny Murphy is the only guy we know who has a record of killing a cow with an airplane, we immediately suspected him, but it turns out he has a rock solid alibi.

The identity of the mysterious bovine wheel bomber may never be known, but the most important thing is that all Glasair builders might want to check that their axle bolts and nuts are good and snug.

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GLASAIR FACTORY NEWS

From the sales desk.... by Bill Sprague "Chief Pilot"

AOPA in Las Vegas Going to Las Vegas is always interesting, no matter what. But this time (my second, I think) I arrived in style. We taxied the Glasair II-S RG to the hotel parking lot! There were 46 other aircraft including Ray and Rhonda Batson's Glasair III. Once in the parking lot the airplanes became part of the display for the convention.

The trip down the streets of Las Vegas defies description. The noise of 47 airplanes at taxi power settings was unusual to say the least. Have you ever heard that many propellers spinning at once? Maybe at Oshkosh, but not at 3 in the morning with echoes off all the buildings. People came from everywhere to watch. None of the airplanes had any open seats. Nobody wanted to miss this show. This show was the best in town.

As you probably know, Las Vegas never really sleeps. Since we were assigned a common frequency everyone could talk to each other. I will leave it to your imagination (and put it in high blower) to figure out what 47 pilots had to say as we were passing all the people that would be up at that hour.

There seemed to be some turning points in thinking at the AOPA this year. I've gone to three now. This was the first year that all the kit companies were well represented. And the crowd seemed to be including us as "regular" airplanes. The concept of building your own is becoming established. There were two seminars on "Should You Build a Kit Airplane". Both were filled to capacity. The other thing I noticed was that when walking the "flight line" there was at least one of everything I might ever want to buy. Don't let anybody tell you there are not new aircraft for sale of every configuration. They may not be made in the U.S.A. and they cost too much, but they are available.

Inside the hotel was a huge display. There were two companies that were selling compact, GPS driven map holders. You use a standard road map, chart or approach plate slipped under a glass plate and a little moving airplane is superimposed on the chart. It fits on your lap too! The computer driven instrument trainers seem also to be making a lot of progress. You just can't log the time. And Loran is over with GPS taking its place.

Deice Systems

One display belonged to Innovative Dynamics of Ithaca, New York. They have developed a deice system that consists of a wire embedded in the leading edge of the airfoil that is attached to a capacitor. When you want to shed an ice build up, you push the button to discharge the capacitor into the wire. No there is not a heat build up. Instead you get an impact that blows the ice off. It is not certified yet and they would like to develop some experience with the system. They plan to try it on some remote control military airplanes and would like to try it on some experimentals as well. If you are interested call Dave Perkins at (607) 257-0516.

Other Engines

I have talked to a lot of people interested in alternative engines in their Glasairs. Carl Vernon, at (512) 837-6475, said I could mention he is installing a Ma/da Rotary from Ross Engineering. I also have been talking to Charles Haupt, who I met when he was with the Questair Venture project. He is working with Light Power Engine Corporation and they are marketing some engines from Czechoslovakia. They had a write up in the November, 1991 Kitplanes Magazine and are making progress. What intrigues me is the continued demand for something besides the reliable engines we are used to. It's probably price related.

Navigation

In the last newsletter I wrote about my fascination with all the new ways to navigate. I found another one! We pilots were introduced to DUATS weather a couple years ago. Very quietly, the Contel version added another choice to the menu. You can have it do all your flight planning. You give it a departure, destination, planned airspeed, altitude, etc. and it responds with a route and ETE. Then you can change altitudes a couple of times for a recalculation. Each time it uses the forecast winds at that altitude and prints a chart showing the results for each leg of the flight When you like the results it will fill in most of the blanks for a complete weather briefing in normal English and then in your IFR or VFR flight plan. I know, you have heard this before. But this time it does not cost anything! They do this at no charge to you. I think they get paid by the FAA when you get the weather brief or file the flight plan.

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SPORT AVIATION FOR KIDS of marketing literature, etc.

Those of you who are EAA members have seen by now the introductory copy of this new magazine.

Golda Cox, Managing Editor of Sport Aviation Magazine, is looking for stories of interest for kids relating to aviation.

Amongst the 1200+ Glasair builders/owners, we suspect there are hundreds of interesting stories. Some examples may be: a.) Your profession and how your Glasair or other aircraft are used in it. (more than a couple Glasair customers use their aircraft to commute to work.) b.) Your Glasair and how it is a family project involving your children, c.) Aviation activities you participate in which may be of interest to kids, d.) Fun, exciting things you've done with your Glasair; places you've traveled to.

If you have something of interest, contact Golda Cox at (414) 426-4827.

SUN 'N FUN '93 FORUMS

Introducing a brand new design for VLA category. Glasair developments. Introduction of lightning

protection technology.

COPPERSTATE '92 PRESCOTT, AZ OCTOBER 2-4 by Ted Setter

There are many choices for Stoddard-Hamilton pilots to make throughout the summer or fall when volunteering time to exhibit and demonstrate the Glasair. The Copperstate Fly-In has always been one of my favorites. The high desert teeming with cactus, bugs and critters has always held a fascination -perhaps because it seems so un-desert like. The biggest lure has been the friendships developed amongst the many wonderful Arizona Glasair builders. Having a Glasair, the company credit card, my wife Kari, and a good weather forecast were the ingredients for a very enjoyable weekend. Getting paid for doing it seemed almost against the law - oh well, as they say..."Somebody's gotta do it!"

We finished modifying the tail on the II-S RG just days prior to our departure. With very favorable flight test reports, I was anxious to experience a cross country with the aircraft loaded with luggage, boxes

We needed to stop in Seattle at the FAA office to get the operating limitations switched back from flight test to exhibition. The delay put us out of Seattle at 1:30 p.m. and a fuel stop in Elko, Nevada, just at dusk. It was dark after fueling in Elko. With a cloudless sky all the way to Arizona, I decided to fly night VFR. Within 10 minutes of getting airborne, I began to realize the flight was more like IFR because there was no moon and few lights on the ground for visual reference.

Three times I asked Kari if she was nervous and would prefer to overnight in Elko. Three times she answered she was fine as long as I was comfortable with flying and navigating at night. Before I could finish the question for the fourth time in four minutes, she affirmed: "I think we should go back because you don't seem too comfortable with proceeding." Turning back to Elko, I responded in typical macho husbandism: "We could go on but you seem kind of tired."

We landed 15 minutes after we had departed and spent the night in a comfortable motel. It was a good decision. Friday morning we were off at daybreak arriving at Gary and Jeannie Lichte's at LaJolla Airpark, Arizona, by 10:00 a.m. We accepted 23 knot headwinds in exchange for a cloudless sky. (A trade anyone from Washington State would make.)

Gary scheduled a tour of P.S.E. Archery Company. Both the president and vice president of P.S.E. (Precision Shooting Equipment) gave us a three hour V.I.P. tour. My motives were mixed; I'm an avid bow hunter and was interested in seeing the insides of the world's leading bow manufacturing company. I was also interested in how they made their fiberglass bow limbs to see if I could learn something.

Gary and I both were dumbfounded. We viewed perhaps one of the most state-of-the-art manufacturing facilities anywhere. Huge computer controlled milling machines or "machining centers" were lined up and furiously carving out aluminum parts. Pallets (3 foot metal cubes) were stacked with multiple bars of aluminum and waiting to be automatically swallowed by the machine. Robotic machining arms automatically selected cutters and attacked the pallets in a blur of flying chips. Cutting fluid at the rate of a large garden hose was sprayed at the cutting heads to keep them cool.

The advantages of economies of scale of a modern manufacturing facility were evident throughout the

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Sunday 1:00 p.m.

Wednesday 1:00 p.m. -

P.S.E. factory. P.S.E. president, Pete Sheppely, explained that the cutting programs for machined parts are reviewed constantly to make them faster. One example he explained where seven seconds were trimmed saved the company approximately $20,000 annually.

We manufacture 7-8 Glasair kits per month. A large production run of parts might be 50-100. We work at trimming hours and minutes in our production efficiency goals. Examining seconds seems beyond our realm of comprehension.

I walked away from P.S.E. grateful for the opportunity for such a thorough tour. I also thought a lot about why airplanes cost so much. It's not testing. I'll bet more testing goes into a new bow limb than the typical aircraft gear leg! It's the economies of scale obtained by sheer production volumes.

You need many, many parts to justify the high production, time-saving machinery that lowers the price of producing parts. Can aviation get there? Certainly not like the auto industry or even the sporting goods industries. But certainly orders of magnitude above where it is now.

The efforts of SAMA, EAA, AOPA, FAA, and the simplified certification rules (and now NASA) are all aiming toward a revitalization of general aviation. Supporting those efforts will result in more pilots and a demand for new, less expensive aircraft. With the political respect and weight which EAA has earned along with the tireless efforts of Paul Fiduccia of SAMA, general aviation has a fighting chance to bounce back from oblivion in the U.S.

Okay, off the soapbox and back to the Copperstate EAA Fly-In: Dace and Sheri Kirk put on a fabulous Glasair fly-in bar-be-que Friday evening with great food, liquid refreshment and dessert. Quite a few Glasairs were in attendance and I recall that approximately 70-80 people showed up.

These type of fun get togethers are what provides some of the spark and enjoyment of constructing a kitplane. Thanks to Dace and Sheri for doing their part to promote general aviation.

Saturday morning we flew to Prescott and displayed the Glasair. After my 10:00 a.m. Glasair forum I stood in the warm sunshine answering questions all day next to the Glasair. I guess the penalty for having such a fun job is that you don't get to enjoy all the fly-in activity - I had to actually work.

Handing out spec sheets in a 20 knot Prescott breeze is challenging. Choking down a hot dog between thousands of questions is also against the grain. Your whole life growing up is interrupted with reminders from your mother to not speak with food in your mouth - not good preparation for the real world. Chewing and talking is a necessary skill to keep sales people from starving to death. With 13 years of fly-ins under my belt I've developed it into an art.

There were at least 15 Glasairs at the fly-in as far as I can guess. Myron Jenkins and Gary Lichte were asked to display their aircraft together as past Grand Champions of Copperstate Fly-Ins. For airplanes which are both flown regularly, these are still in impeccable condition.

Myron Jenkins' Glasair III Gary Lichte's Glasair I RG

I couldn't resist taking a photo of this homebuilt which was using a Glasair canopy cover. Perhaps the owner wished he had a Glasair or was trying to disguise the plane as a Glasair. Well...I wasn't fooled nor were the 15 Glasair owners who pointed it out to me. Anyway, we appreciate options sales and free advertising from any kitbuilders!

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"Honey, I like the looks of this homebuilt. Write the name down so we can order one when we get home."

After most of the Saturday fly-in activities were finished I needed a drink of water. In mid swallow, I couldn't help but notice the incredible water trough. It was a one-of-a-kind original design and of impeccable workmanship. Someone told me Myron Jenkins made it for the fly-in. I should have guessed.

Myron with his "Grand Champion" water faucet trough.

At the awards ceremony we applauded all the winners - especially Tom Watkins who earned a 2nd place award for composite kitplane with his III (congratulations, Tom).

The fly-in ended by noon on Sunday. Gary and Jeannie Lichte hosted a hamburger bar-be-quc at their beautiful new home at LaJolla Airpark Sunday evening. Glasair builders and friends came to enjoy some good grits and the beauty and evening sounds of the High Sonoran Desert atmosphere.

Monday morning we departed as early as we could and arrived in Arlington just before noon. The II-S with its enlarged horizontal stabilizer and elevator was a joy to fly. Most notably at the worst case conditions of full baggage and most of the fuel burned off, the II-S handled very well. Pitch sensitivity had been changed to the extent that I could inadvertently bump the stick without alarming the passenger. The autopilot also was able to hold altitude much easier than before.

Prior to the fix on the II-S, the pitch control would get noticeably more sensitive as fuel was burned on a cross country flight. Now, the aircraft exhibits positive stability at the aft limit without over-sensitivity in the pitch axis of control.

CALLING ALL GLASAIR BUILDERS

I need your help in compiling a book of time-saving building hints and techniques. One source for tips, suggestions, jigs, techniques and anything associated

with the construction of Glasairs. If you have discovered a building time-saver, or special technique or jig for a particular task, and would like to submit it for publication, then send a description of your idea along with illustrations or photographs to:

Brooks Cooley 7 Paisley Drive Wilmington, DE 19808 fax: (302) 234-1684

This book will be published when 101 ideas are received. If you would like to receive a FREE copy of this book when published, send your request to the address above.

Tips from the Service Center....

STICKING VALVES IN LYCOMINGS

Although Lycoming engines enjoy a well deserved reputation for reliability, they can occasionally develop a case of sticky exhaust valves. This is usually seen as a tendency to run rough or miss upon cold starting. In the early stages this will usually disappear in a few moments, but as the condition develops, it will take longer and longer to clear up. If left to continue, this can lead to a valve sticking in flight with rough running, loss of power, or even engine stoppage.

There are however some simple steps we can take to prevent or correct this situation.

PREVENTION

Valve sticking is caused by deposits building up on the exhaust valve stems, eventually reducing the clearance to zero. The following steps can minimize these deposits.

l.Keep clean, fresh, good quality oil in the engine. Oil deteriorates with age as well as engine time. If your engine is not flown regularly, the oil should be changed every six months regardless. If no oil filter is installed, change intervals should not exceed 25 hours. 2. Use correct leaning techniques. The only time full rich mixture should be used is on take off and initial climb! Leaning should be used during taxi and in all cruise and descent operations. 3.Inspect and replace oil and air filters regularly. Dirt and contaminants will contribute to the sticking tendencies.

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CORRECTING STICKING VALVES SERVICE DIFFICULTY REPORTS

The key to minimizing any damage caused by sticking valves is early detection and correction. Any of the above symptoms requires immediate action! By the way, this condition is not limited to older engines-there have been reports in engines with as little as 50 hours SMOH.

1. In many cases valve sticking can be repaired without removing the cylinder. Lycoming service instruction no. 1425 describes an approved method. 2. If the cylinder is removed. it is important to inspect the cam and lifters for any damage.

Also keep in mind that an A&P license is needed to sign off work done on a certified component, even if the component is used in an Experimental aircraft.

BENDIX MAGNETO AD

There is a perhaps not too well known Airworthiness Directive affecting all Bendix magnetos with impulse couplings.

AD 78-09-07R3 requires a recurring inspection, at 500 hr intervals, of the impulse couplings. This applies to ALL Bendix impulse mags. New magnetos leave the factory with this AD!

This is a relatively simple procedure, but requires removing and replacing the magneto on the engine. Teledyne Continental Ignition Systems (current owners of Bendix Ignition) Service Bulletin no. 599D covers this.

Again, an A&P must sign off this procedure on a certified engine.

LYCOMING PISTON PIN AD

AD 92-12-05 requires replacement of certain piston pins installed on New, Remanufactured or Overhauled Lycoming engines shipped from the Lycoming factory between June 18 and August 5 1992. This is a relatively small batch of engines, but if you have an engine shipped near these dates, please contact our Builder Support Department or Lycoming to see if you are affected.

If you are interested in having Stoddard-Hamilton perform some of the services mentioned above, please contact our Service Center.

ALL GLASAIR RG MICROSWITCHES:

One Glasair III owner reported a failed nose gear drag brace microswitch that prematurely indicated a green light and shut the gear pump off prior to the nose gear being extended all the way. The microswitch, located on the hydraulic actuator of the nose gear activated as the gear extended against the slip stream of the air, stopping it in about a 45° position. Upon landing, the aircraft went down on its nose and damaged the propeller and cowling. We sent the failed microswitch back to the manufacturer for inspection. It was found that the plunger had traveled too far with too much force, jamming it down in between the anchor bracket legs, breaking the back edge of the plunger base away.

Care must be taken with the installation and adjustment of the microswitches to insure that the plunger cannot be forced to over travel. It was also suggested to add a second drag brace microswitch in series on the opposite side. This would add redundancy to the microswitches should such a failure occur again.

GLASAIR IIIs

Along the same line, we have been developing a new emergency down extension system for the Glasair Ills. The system requires a second set of main and nose gear actuators that is completely separate from the normal hydraulic actuator system. Through investigation of the nose gear system we found that it was not possible to use the existing landing gear electrical system. This prompted us to look at ways to revise the electrical system that would eliminate such failure modes as described above and simplify the system for installation and trouble-shooting.

Our solution, prompted by a similar system used by Eric Krueger from Emerald Aircrafters in Oregon, was to completely eliminate the circuit board and its relays, eliminate the hydraulic actuator microswitches, and separate the gear control system from the gear indicator light system. We have retrofitted our prototype Glasair III with the new gear system and have been flight testing it for several weeks now. Our goal is to write the installation instructions and have production parts available for the entire system by March '93. We highly recommend the improvement to all Glasair III's for emergency gear extension redundancy.

There has been two reports of Glasair III's loosing an

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outboard main gear door. At least one of them was flying at around 300+ mph. Make sure that those doors are adjusted up tight and that the outboard hinge is not sloppy.

ALL GLASAIRS WITH STODDARD-HAMILTON SUPPLIED ALTERNATORS

It has come to our attention that some of the alternators supplied by Stoddard-Hamilton do not have the capability to shut off the alternator in flight when wired according to the diagram supplied with the alternator kit. The regulators are designed to be self energizing once an initial exciting voltage is applied. We are told this was to increase reliability in the original automotive application.

Some of the earlier alternator/regulator configurations however, did shut off in flight. Because of the lack of availability and several model changes over the years, we cannot say when the affecting change occurred. Test your particular installation during flight. Turn on several items to draw a load then use the alternator switch to try and shut down the alternator. Keep an eye on the volts or amps to see if there is a drop indicating the alternator has dropped off line and everything is running on battery power only. If there is no drop, then special procedures may be needed. Taking the load off the alternator by pulling the circuit breaker or shutting off the master can cause an over-voltage condition in the alternator, damage the alternator, or worse. That is why shutting down the alternator in flight in the event of an emergency is a necessary and desirable feature.

To shut off the alternator the field circuit must be opened. This becomes a problem with the internal (self contained) regulators. Research is being done to draft a service bulletin to cover the various combinations involved, but in the meantime please be aware that pulling the 60 amp, or equivalent, circuit breaker will cause damage to the alternator in a short time. If an over-voltage condition develops, you should turn off the avionics first, as they are much more sensitive to over-voltage than lights and gear motors. If you need more information before the service bulletin arrives, please contact builder support.

GLASAIR III AIR FILTER/BENDIX FUEL INJECTOR NOTICE:

Bob Herendeen, who was preparing to go to an airshow for us, found that his engine was not producing full power when cold. After returning

from the show he removed his Bendix RSA-10ED1 fuel injector and had it checked out. It was found to have oil on an air diaphragm that made it stick and caused the lack of power until heat lowered the surface tension of the oil and released the diaphragm for normal operation. Currently produced injectors use a modified air diaphragm to make them less susceptible to the problem. However, any time that oil gets on the diaphragm it can cause such a problem. Typical sources of oil are either an oil treated air filter or a leaking seal in a turbocharger. We suspect that the Bendix air filter supplied for the Glasair III may have had something to do with Bob's problem. If your air filter element has excessive oil in it, try blowing it out real well with compressed air and see if the oil can transfer to your injector body, possibly causing the problem that Bob had. For more information on this subject refer to Bendix Service Information Letter #28 at your local Bendix Service Center or contact me on the builder support line.

Christian Klix Product Support Manager

ALL GLASAIRS:

We have received some reports of resin that would not cure good and hard or would stay tacky for several days. The resin we are currently shipping is Derakane 441-400 vinylester with a shelf life of about 4 months. It's promoted with cobalt and DMA by the builder, usually in 1 gallon quantities. Cobalt primarily affects the resin gel time; the time from catalyzation with MEKP to when it begins to become gel-like. DMA primarily affects the cure time; the time from initial gelation to hard cure. In the above situation we recommend increasing the DMA in 2 cc increments, not to exceed 10 cc's total per gallon of resin. If however, the resin had a slow gel time, then we would recommend to increase the cobalt in 2 cc increments, not to exceed 10 cc's total per gallon. Of course, the hotter the environment, or for thicker laminates, less promoter is used. If none of these work, then possibly the resin or chemicals are too old or not properly stored. The promoters and MEKP all have a shelf life of about 1 year. However, the DMA in particular must be kept tightly sealed during storage. All II, II-S and III manuals have been revised.

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NEWSLETTER CONTRIBUTIONS FROM THE BUILDER SUPPORT R&D GROUP:

What's happening in the Stoddard-Hamilton R&D shop?

Fall and winter are usually a little less hectic times out in the R&D shop. Not this year! Changes to our II-S prototype N902S, the opening of the Service Center, and continuing G-III landing gear upgrades have taken more than our available working hours.

The Glasair II-S was first fitted with the new larger horizontal stabilizer and elevator and a flight test program was completed. With the completion of this testing, the airplane was torn down to stretch the fuselage 6" and move the wing back 1-1/2". This will bring N902S into conformity with the new Super II-S model recently introduced.

As usual, with so many things going on, our manpower reserves are stretched pretty thin. We were very grateful when two of our local builders volunteered to assist us with the fuselage rework on N902S. Mike Arnim and Doug Sherwood, both II-S builders, put in many hours first disassembling and then beginning the fuselage rework.

The unsuspecting Mike Arnim from Edmonds, Washington, before we told him we wanted him to disconnect all that engine wiring and plumbing in front of him. He jumped right in and I suspect will have little problem when he installs the engine in his own airplane.

Doug Sherwood did far more than just hold the wing tip. Doug is nearing completion on his own II-S RG. Doug's help was greatly appreciated removing wiring from the wing and during the removal of the wing. We have gotten to know Doug quite well during the year or two he has been building his kit and appreciate his humor and always constructive kit construction input and ideas. Thanks, Doug.

Doug and Mike shared the honors in cutting our perfectly good airplane in half. We could not stand to watch. The 6" stretch has turned into a somewhat complicated puzzle, trying to minimize the amount of filler (due to fuselage taper) and to retain the original strength. This is not something that we would recommend for the average builder; however, it obviously is not impossible. By the time you read this, the aircraft should be close to flying again.

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PROP GOVERNOR CONTROL CABLE BRACKET I have had several requests from G-I and G-II builders about possible methods of attaching the prop governor control cable to the arm of the Woodward governor. In these installations the Woodward governor fits into a recess in the firewall and the governor control arm is difficult to get to. Mike Rogers has sent me a drawing of a governor arm extension that relocates the control cable attach point to a more convenient location. This new control arm extension bolts to the existing governor arm and extends along the side of the governor body to a new governor control cable attach point approximately 3" forward. Much easier to get to.

Mike believes this is a Cessna part and could be purchased from a Cessna parts outlet. Or the dimensions and design could be modified to suit the individual Glasair builder. The likely material used is .071" 4130 sheet steel.

WINGLETS ON GLASAIRS:

Many builders have expressed interest in winglets for their Glasairs. Stoddard-Hamilton does not sell winglets nor have we done any testing of winglets; however, I thought builders may be interested in the variety of shapes and sizes of winglets I have seen at various airshows.

The Glasair II and III wing fuel tank venting system has been designed to tie all fuel tank head points to a single manifold to ensure identical fuel tank head pressures in all tanks. This is necessary for correct operation of our float operated gauge in the wing fuel gauge standpipe.

Builders using the winglets for wing tank venting points on G-II's and G-III's will find the standard float gauge inaccurate at certain times. The Vision

Microsystem's internal tank capacitance gauging system is not as head pressure sensitive as the standard system.

Lance Turk has installed a fairly tall unit on his wing tip extensions and has incorporated the wing vent

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inlet into it. The wing fuel tank vent opening is a small naca opening near the top of the winglet.

Johnny Murphy was one of the first to install a winglet on a Glasair III.

This picture (sorry I don't know who built this plane) has a unique mid tip location. Also interesting is the strobe light nav light installation under the clear wing tip lens. This winglet also has the NACA opening for

the wing tank vent line.

This Glasair I FT has installed a neat small winglet that incorporates a wing tank vent opening in the upper leading edge.

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WING TANK VENT FLOAT VALVE STATUS UPDATE:

The primary reason many builders are considering installing winglets, I suspect, is to avoid fuel spilling from the vent lines, such as occurs when the aircraft is parked on a grade or when the tank is topped off and one wing is slightly low. These situations can allow a siphoning action to begin, which can sometimes be difficult to stop.

Over the years several different wing venting arrangements have been tested in our aircraft. There is no simple wing fuel tank venting arrangement that does not have some drawback.

We at Stoddard-Hamilton feel the best solution to the wing vent overflow situation is a float type check valve. We were never able to find a commercially available unit that would suit the Glasair wing design. Our design requirement specified a unit that would be externally accessible for servicing, easily retrofittable, and affordable. Considerable time and effort have gone into development and testing of a custom unit designed specifically for the Glasair wing. We now have a prototype unit installed in our Glasair III (N540RG) wing and have found it works well. We have started making production parts drawings and then will begin fabrication. Sorry, it is just too early to give a cost estimate yet.

This float check unit is designed to allow retrofit into existing closed wings and has venting provisions to allow installation of wet wing tip extensions on the wing. Call the Stoddard-Hamilton Customer Support Department for further details.

I often hear from builders of Glasair I and II aircraft who are experiencing higher than desired cylinder head temperatures. These situations are usually caused by not getting a sufficient outflow of engine cooling air rather than insufficient inlet cooling air volume. The engine cooling air inlet is a fixed size. If the baffling seals are tight on the engine, sometimes the best resolution to these high temperature situations is additional cooling air outlet openings. The following is a series of various additional openings, cowl flaps, slots, and louvers Glasair builders have installed that I have photographed at various shows.

The most common additional cooling opening used lately is the G-III aluminum louver panel (oil cooler kit air outlet) installed either in the lower side of the lower cowling or on the side of the lower cowling. I just had a report that this type of installation on

Greg Laird's G-I reduced his CHT temps 40 degrees (at high power setting).

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I

SUN 'N FUN BANQUET 1993

ADVANCE RESERVATIONS ARE REQUIRED

DATE: Sunday, April 18th TIME: 6:30 cocktails

7:00 dinner WHERE: Sheraton Lakeland

414 S. Florida Avenue COST: $15.00

This year we are having a buffet with roast beef, chicken marsela and assorted accompaniments. Don't

miss out This is the first day of the show, so get your reservations in before you come. Space is limited. We hope to see you there.

COMPOSITE AIRCRAFT WORKSHOP

NOTICE!!! 14th Annual Composite Aircraft Construction Workshop, Indian Hills Community College, June 7-July 2, 1993.

Class activities will include an introduction to all types of molded composite light aircraft construction, followed by a team approach to building a composite aircraft. An excellent opportunity to learn composite aircraft fabrication techniques and/or gain knowledge to help make decisions about purchasing a composite aircraft kit. (The class is also available for one, two, or three weeks of attendance.) For details contact the factory or Dr. John N. Riley, (515) 432-6319.

NOTE: Indian Hills Community College would like to hear from you if you are purchasing a kit and would be interested in sponsoring the class project. This sponsorship will provide you with the assistance of an instructor and ten or more students for a month. This procedure gives the builder a running start towards the completion of the aircraft. For details contact the factory or Dr. John Riley.

PITOT STATIC INSTALLATION

During the last year we have changed the fittings in the pilot static installation with better air tight fittings. This was done to enable the pilot static installation to be certified under FAA testing. (Please note that if the old fittings did not have any leaks, changing the fittings from the old lo new should not have any affect on the indicated airspeed.

We are offering the new fillings as an upgrade package to those builders who want them. Individually, these fittings retail for over $46.00.

Upon ordering, reference part #320-5812-501, package price $35.00.

VIDEOGRAPHY TAKES FLIGHT!

Some rather exciting video projects are developing here at Stoddard-Hamilton. The following is an overview of what's happening.

Assembly Tapes Now Available

For the first time ever, Stoddard-Hamilton has made available a series of videotapes designed to help the

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builder construct various sub-assemblies of his Glasair. Currently you can purchase either the Rudder Assembly, Horizontal Stabilizer, or the Wing Closure video. Each tape is under an hour in length and reasonably priced at only $15.00 each plus shipping. Buy the set of three for $40.00 and save $5.00. Future plans call for other assembly videos such as the Fuselage, etc. being produced.

Sales Demo Video Upgraded

Our already popular Glasair sales demo video is about to receive its first major face-lift since 1989. Plans are currently underway to produce a newer, more up-to-date sales tape showing new developments at Stoddard-Hamilton, such as our Super II-S retrofit. Watch for our exciting video debut at Florida's Sun 'n Fun this April.

Video Newsletter

As first stated in our last newsletter, plans are still underway to produce a quarterly video newsletter as a visual supplement to Glasair News. Aptly named, Glasair Views will be an exciting quarterly look into what's happening at Stoddard-Hamilton. New products, helpful builder tips, as well as tips on safety and flying your Glasair will be among the featured topics. Timely updates on future projects and services, as well as a closer in-depth look into the people behind Stoddard-Hamilton's success, will also be featured. To make this concept really "fly" will require about 400 video newsletter subscribers. Although our initial response was encouraging, more subscribers are still needed. Introductory cost is $70.00 for four issues for Glasair Views only and $90.00 per year for both Glasair News and Glasair Views. We recommend that you not send money at this time but simply add your name to the list.

RUDDER FLYER ENCLOSED

Along with this newsletter you will find a one page flyer introducing our Rudder Starter Kit. Priced at

under $500, this kit offers first-time composite builders a hands-on opportunity to build a rudder for their Glasair. If you are already a Glasair builder, feel free to give the flyer to a friend who might be considering building a kitplane in the future.

The following reprints are taken from the Lycoming Flyer Key Reprints.

FUEL CONTAMINATION

With the increase in recent years of the number of fuel injectors on our engines, has been a number of complaints about a mysterious occasional engine "miss" in flight. We have been able to verify that the majority of these complaints on fuel injected powerplants are from contamination in the fuel-principally water. We have been telling operators for many years that fuel injectors and their systems are more vulnerable to contamination than are carburetors. Since water and other contaminants collect on the bottom of the airplane fuel tank, it also makes good sense to make a practice of running a fuel tank dry.

Careful draining of fuel sumps for water will help alleviate the "miss" problem. A sufficient amount of fuel must be drained to ensure getting the water. Experience indicates that draining should be accomplished before refueling because fuel servicing mixes the water and fuel, and the water may not have settled to the bottom of the tank until the airplane is airborne. Learn to identify suspended water droplets in the fuel which causes the fuel to have a cloudy appearance; or the clear separation of water from the colored fuel after the water has settled to the bottom of the fuel tank.

FUEL CONTAMINATION-Water (says the FAA) is the principal contamination of aviation fuel. For a safe flight, carefully drain fuel sumps at each preflight.

OPERATING THE DIRECT DRIVE FIXED PITCH LYCOMING ENGINE

There is an area of confusion concerned with operating the direct drive fixed pitch normally aspirated powerplants among some pilots. If there is a power chart provided, it will indicate that as the airplane is flown at different altitudes above sea level, it is necessary to use a higher RPM for adequate cruise performance with an increase in altitude. A typical example might be the 0-360, 180 hp

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Lycoming powerplant. The power chart by the airframe manufacturer for this fixed landing gear aircraft lists 75% power at 7500 feet at 2675 RPM (no manifold pressure gauge in their airplane). The confused pilot observes that red line takeoff RPM is 2700 RPM, and is afraid to lean either for cruise or climb despite the altitude because he is pulling almost takeoff RPM.

However, he can and should lean the engine at these altitudes despite the high RPM, for the horsepower is down to 75% because of the thinner air. On the other hand, with any direct drive normally aspirated Lycoming engine, he can and should lean the mixture at any altitude as long as he is in cruise configuration at 75% power or less.

Let's take a look at the airframe manufacturer's power chart for the 0-360, 180 h.p. engine and observe the gradual increase in RPM required with the increase in altitude, but maintaining 75% for cruise at each altitude. What the chart will not show here is that for flight above 7500 feet, it is not possible to achieve 75% power with a normally aspirated engine (meaning not turbocharged or supercharged).

POWER CHART

Percent Endurance on of H.P. 59 gals, fuel

2550 75% 4.8 hours 2575 75% 4.8 hours 2600 75% 4.8 hours 2625 75% 4.8 hours 2650 75% 4.8 hours 2675 75% 4.8 hours

OPERATING YOUR LYCOMING ENGINES AT TAKEOFF AND CLIMB

In reviewing a number of the airframe manuals, it revealed that there is a certain amount of implied operation concerning takeoff and climb. Therefore, from an engine point of view, we would like to discuss the takeoff and climb in greater detail herein.

DIRECT DRIVE ENGINES

Most normally aspirated engines are rated at full power for takeoff and climb indefinitely, provided engine temperatures and pressures are within the green arc area of the engine instruments. Extra fuel, sensible airspeed, and cowl flaps, if available, are all

helpful in keeping cylinder head temperatures within desired limits during takeoff or climb.

Climb requirements may vary-as an example, on a warm day with the airplane close to gross weight, and a direct drive engine with a fixed pitch prop, the pilot will need full throttle all the way to cruise altitude. The same airplane on a cold day and lightly loaded, after full throttle at takeoff the pilot may want to reduce power 100 or 200 RPM and still not see performance suffer.

Those direct drive normally aspirated engines with a prop governor are also rated indefinitely at full power, and the manuals all recommend full power for takeoff, but specify a small reduction in power, generally to 85% power climb. Study the specific airplane Pilot's Operating Handbook for detailed power settings.

G E A R E D , T U R B O C H A R G E D SUPERCHARGED ENGINES

Turning to the more complex powerplants such as the geared, turbocharged and supercharged models, the manuals are quite specific in their description of takeoff and climb techniques. Our geared and supercharged powerplants have a limit of five minutes at takeoff power. However, it is advisable to throttle power to the recommended climb power as stipulated in the manual as soon as takeoff obstructions have been cleared and proper airspeed attained.

The turbocharged Lycoming's (including the TIGO-541-E series) do not have a five minute limit at takeoff power. However, the manual clearly stipulates a reduction to a proper climb power when clear of obstacles, and when climb speed has been established, and cylinder head, oil and turbine inlet temperatures are within limits. Due to the more complete engine instrumentation in the airplane, the manuals allow some leaning at climb, but with the engine instruments indicating within specified limits listed in the airplane manual.

The more complex powerplants (geared, supercharged, and turbocharged) demand smooth, careful operating of the throttle at all times, particularly at high power, but especially when engines and oil are not up to normal operating temperatures such as for the initial takeoff. Overboost or erratic engine operation will result from abrupt movements of the throttle. All supercharged and turbocharged engines must use full rich mixture for all takeoffs regardless of field evaluation.

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Altitude

2500 3500 4500 5500 6500 7500

RPM

A N D

LANDINGS AND TAKEOFFS FROM HIGH ELEVATION AIRPORTS

Pilots frequently ask us for information and guidance concerning landings and takeoffs from high elevation airports. Our reference point in this discussion will be based on density altitude. The discussion also requires that we treat separately operation of normally aspirated, turbocharged, and supercharged engines at high elevation airports.

NORMALLY ASPIRATED

The normally aspirated engine performs and reacts to density altitude. As an example, this type powerplant at takeoff from an airport with a 3,000 ft. indicated altitude, but with an ambient temperature at 85°F, would have a density altitude of more than 5,000 ft. The engine would lack some 20 to 25% of its power and also probably run rough because of a rich mixture on the ground at full rich. Therefore, the typical normally aspirated direct drive engine requires the mixture be leaned on the ground for efficient takeoff performance where airports are 5,000 ft. (density altitude) or higher. The over rich condition is something the pilot can compensate by leaning. However, the higher density altitude with its thinner air cannot be compensated for with a normally aspirated engine unless a supercharger or turbocharger unit is added to the powerplant. Thus, at density altitudes of 5,000-6,000 feet, the pilot of a normally aspirated engine has available to him approximately 75% of the engine power, and must plan his takeoff accordingly after setting the mixture.

PROCEDURE FOR LEANING

1. The fixed pitch propeller-lean to maximum RPM at full throttle prior to takeoff where airports are 5,000 ft. density altitude or higher. Limit operation at full throttle on the ground to a minimum time.

2. The direct drive normally aspirated engine with a prop governor but without fuel flow or EGT, set throttle at full power and lean mixture at maximum RPM with smooth operation of the engine as a deciding factor.

3. With fuel injection, if the powerplant has a marked fuel flow gauge, then set mixture in accordance with instructions on the fuel flow gauge and/or in accordance with the airplane Pilot's Operating Handbook.

4. With an EGT gauge, at full throttle, lean mixture

to plus 100° on the rich side of peak of a normally aspirated engine.

5. Pressure carburetor-All Lycoming engines have an automatic mixture control which does not require leaning for takeoff.

6. Turbocharged and supercharged engines-All takeoffs must be at full rich mixture because the engine is brought back to sea level horsepower which does not permit leaning.

DESCENT

Regardless of the field elevation where the pilot intends to land, the descent from cruise altitude to traffic pattern altitude should include some leaning for smooth engine operation. Low elevation fields (below 5,000 ft. density altitude) will require that the mixture be moved to full rich in the "before landing checklist". Landing at airports above 5,000 ft. density altitude, the mixture must be leaned to smooth engine operation during traffic pattern flight and landing; otherwise, the engine may stall on the runway because of excessive richness.

Ed.: The following photos were taken at a fly-in at Chattanooga, TN.

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"Snack for a C5"

Gary Caldwell's Glasair I FT, N622G

BUILDER HINTS

Note: Stoddard-Hamilton Aircraft, Inc. freely shares ideas submitted by other builders. However, inclusion in this newsletter does not mean the ideas are reviewed or approved by Stoddard-Hamilton. Builders are urged to use their own discretion and judgment when considering the use of a suggestion submitted by others.

DRILLING WING ATTACH BRACKET HOLES

I was not looking forward to climbing into the cockpit to drill the holes for the wing attachment brackets and leaving the monitoring of the levels, etc. to someone else! So I used a pair of scaffold stands, one in front and one behind the wing to support boards on which I sat. I found it was easy to reach in to drill the holes and I had the bonus of my helper checking the angle of the drill from the tail of the aircraft.

SIGHT GAUGE PRO & CONS by Mike Palmer

Inge and I are currently finishing up installation of the instrument panel. We chose to go with the sight gauge, mainly because of its elegant simplicity.

However, hindsight being what it is, if we had to do it again, we'd use an electric sender. Here are 3 reasons why: 1) The cutout in the instrument panel for the sight gauge substantially weakens the panel. This is a problem for those who have max'd out their panels with scads of goodies. (If I'd seen it coming, I'd have riveted some angle vertically on the co-pilot side of the sight gauge cutout for stiffening.) 2) If you want to comply with good aviation practice, then technically, you can't run any electrical wires under the fuel carrying sight gauge. The bottom lip of the instrument panel is just begging to have wires travel along it...but, alas, that sight gauge says "no". 3) The sight gauge tubing itself just gets in the way of everything behind the panel - plus makes taking the panel in and out that much harder with altitude encoders, vacuum regulators and filters, avionics fan, two splitter boxes for nav and GS - we're quickly running out of room behind the panel.

SLIPSTREAM TECHNOLOGIES

Slipstream Technologies is settling in at our new home in Tuskegee. Col. Lewis, the FBO, has extended us every hospitality but is upset because there aren't enough Glasairs around. I think he secretly wants one.

Our model project was supposed to be ready by Christmas but has slipped a little, hopefully a scale model of a Glasair III painted in your paint scheme might be your birthday present if your birthday is in May. I didn't realize how hard it is to work with tiny resin cups and tiny sanding blocks. Several other research projects are also coming to conclusion, more about them in future issues.

We are busy with our builder assistance projects, service customers and recently found a new home for a Glasair I RG. Several people have called us about completing projects they started before having job or life changes, we are happy to help. After putting two or more years of yourself into a Glasair, a little thing like having twins or being transferred overseas shouldn't stop the project.

Painting composite aircraft has become an obsession with us, to this end we are trying a number of things to make a truly great paint job without the time and expense of fifty coats of hand rubbed lacquer. A new paint booth has been ordered, air filtration and exhaust are being studied, and both airless and high volume, low pressure systems are being considered. As the results come in I will report them in the newsletter.

Jim and Bob have been working overtime to come up with some builder hints that you won't say "I already thought of that" so I will say bye and we at Slipstream would like to wish all of the Glasair family a very Happy Holiday Season. We plan to take a short break for eggnog but the fun must go on.

John Wichterman President, SlipStream Technologies

EXTENDED WING TIPS by Jim Him Component Construction Manager SlipStream Technologies

After having built several kits, wet and dry, there have been a few things we've learned that have made the fabrication process easier and faster. First of all, thoroughly read the instructions in full before

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beginning. We always review the manual ourselves before beginning, even if we've built the part several times. This overview will also let you plan ahead and do some other steps while resin is curing.

Initial fit and trimming is perhaps the most important part of the extended wing tips. If the best fit is achieved initially, then fewer problems result later. Take the time to get proper alignment in relation to the wing. This means alignment with the trailing edge of the ailerons, a tight fit against the joggle on top and bottom of the wing, and a straight continuation of the leading edge. To achieve these alignments, hot glue or clamp the ailerons in neutral position, use sufficient tape on the wing joggle to flush the wing tips, and use a 3 to 4 foot or longer straight edge to check trueness.

We use large aluminum angle for checking trueness and for jigging purposes. Wedge one angle under the wing spar and one under the trailing edge of the aileron and extend under the wing tip for support. Use a saw horse or props to hold the ends of the angle. This will help align the top and bottom of the tip to the top and bottom of the wing. Don't be discouraged when the wing tip is not an exact match to a continuation of the wing. A variance is normal and the outboard seam of the tip can tolerate a quarter inch gap if necessary. Anything larger than a quarter inch will affect the fit of the nav lens later. Split the difference if the wing dictates a thicker wing tip, lower the upper skin and raise the lower skin. Minimize the dihedral "break" as much as possible. A short piece of piano hinge clecoed to the upper and lower wing tip skins, just aft of the nav light opening, will set the gap on the seam and keep it constant. The hinge also allows the top skin to be propped up and steady when doing the closeout laminates. Stand back from the wing with the tip temporarily fitted to see if the tip hangs correctly in relation to the wing.

When trimming for the nav light joggle, leave 3/4" instead of 1/2", this leaves more room for nulplate installation later. Four pieces of duct tape will give you the .040" needed for the gap above the forward shearweb and its spar cap. Hot glue will hold the forward shearweb in place for the Q-cell radius, and is strong enough to do the laminates before the Q-cell cures. After the forward shearweb laminates are cured, use a straight edge extended from the top skin of the wing to draw a trim line on the forward shearweb. Measure down 1/2" or less and trim with a hacksaw blade. The 1/2" allows for the foam core in the top skin of the wing tip. This should get the shearweb very close to the proper height for the spar cap to be bonded.

Make the nav light bulkheads slightly larger, especially #3, (it actually requires some height added at the top where the foam core is not present on the top skin) and trim the tops down after the bulkheads are laminated in place. #2 and #3 create a sharp radius that often leaves air in the laminates. Before laminating, build up with a Q-cell mixture to round out the corner, which will allow for a solid laminate. Be careful with these laminates because this is where leaks commonly occur on wet tips.

On the closeout rib, we put a one layer laminate on both sides before installing. This makes it easier to shape and fit because it's a little sturdier. Fit the whole rib to the bottom skin before cutting into the three sections. We normally make the trailing edge section longer for easier access for the rear shearweb laminates. Sand the top of the rib down for the proper fit to the upper skin of the wing tip after the center section has been laminated into place.

Before doing the final closeout, practice a dry run of the clamping procedure. Check alignment and trueness, and do not over clamp on the trailing edge. Looking through the leading edge seam, check your clearance above the spar cap. Sometimes 2 to 3 layers of mat are needed to fill the gap. Drape the outboard edge laminates over a straight edge to position the cloth in the seam. We also put a 1" wide mat piece the entire trailing edge in addition to the mill fiber mixture.

Use a small piece of angle and a straight edge to sandwich the rear shearweb laminates into position. Also a longer section of piano hinge, closed over the fiberglass cloth can get the material in place over the rear shearweb. A brush, taped on an extension at an angle, aids in wetting out the laminates.

Nav light lenses, after being cut and fitted, often leave uneven gaps in the joggle. We use clear tape to carefully cover the lenses inside and out. After a light coat of wax over the tape, the joggles are filled with a mill fiber, cabosil mixture and the lenses duct taped in place. Excess resin mixture is cleaned up and left to cure. Careful prying releases the lenses and with a little sanding and body filler, an exact flush fit of the nav lenses is possible. Aluminum reflector plates that hold the nav light assembly are installed and the wing tips are ready for minor body work.

On the wet tip installation, carefully check the location of the fuel fittings. There seems to be a discrepancy in the proper placement of the fittings and the location of the seam for the forward section

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of the closeout rib. Moving the fuel fittings slightly aft will allow enough room for the mounting flanges. This then puts the vent line on the aft side of the forward shearweb. The conduit will also run on the aft side of the forward shearweb.

The advantages of the extended wing tips, improved performance, increased stability, higher climb rate, lower stall speed, and additional fuel capacity if desired, certainly justify the extra time and money to fabricate and install them.

AVIONICS by Bobby Caudle, Avionics Manager SlipStream Technologies

About 1-1/2 years ago, I became infatuated with Glasairs. It seemed to me that Stoddard-Hamilton was leading a new industry, a new spirit in aviation. Then I found out that they had been around for ten plus years. I asked myself, "How could I be a part of this new era, what could I contribute?" The answer came when Southern Kitcraft hired me to develop an avionics program.

Fifteen years ago I chose an avionics career, accumulating both bench and installation experience. The autopilot was my specialty because it used the entire aircraft as a feedback loop for the computer. You have control systems, servo systems, gyros, nav inputs, and yes, even pilot inputs all working in harmony to achieve the goal of "work load reduction" for the pilot. But it's the "entire aircraft" concept that attracts me to this new industry. Being a part of the creation of an airplane such as the Glasair is the greatest thrill of all!

Working in this market of homebuilt aircraft, I've had the pleasure of installing the latest in modern electronics. GPS, Lorans, Moving Maps, StormScopes, Strike Finders, King radio packages, Narco radio packages, Terra packages, Intercoms, Visions Engine Monitor systems, HSI's, Bose Headsets, remote CD Disk Changers, etc. There have never been two aircraft equipped exactly alike. We do only custom work, installed to your specifications.

Growing for us is the business of retrofits. Quite a few early builders are taking advantage of the new technology available today. GPS seems to be the hottest item. It has greater accuracy than loran (we won't even talk about vor's) and is not affected by things like precip static, small ground planes, or noisy alternators. They're lightweight, give you all the nav info you could ask for, and data base options are available. Whether you choose a panel mount or a

hand held, we can help with the installation. Just be sure you research the particular product before purchase.

At SlipStream Technologies, Inc. we offer sales, installations, custom panel fabrication, complete airframe wiring, retrofits, and repairs of existing wiring problems.

Our phones are always open if you seek advice, need training with wiring, are looking for help completing your avionics installation, or just want to talk. Just be sure to use the appropriate mil-spec wire if you plan to do the work yourself. It will save weight and provide better protection from toxic fumes in the event of an electrical fire. That's all for now, until the next newsletter, thanks.

SAGGING ENGINE MOUNTS - LOWER PERFORMANCE by John Alongi, Downers Grove, IL

John called to let us know that after some time, he noticed sagging of the engine most noticeable as a misalignment of the spinner and cowling. He shimmied up the engine and was pleasantly surprised to see an approximate 5 mph increase in cruise.

Perhaps a combination of drag due to misalignment and improper thrust line can add up to a significant performance decrease. Check your engine alignment and shim if necessary or replace the engine mount shock bushings.

FLAP PLUNGER BOLT SUGGESTION by Roger Heisdorffer

Following is how I solved the flap bolt problem. I have made several of these and they are working fine. The fifteen degree angle allows flap button to be depressed without binding. Also, as it wears it just goes deeper into the ratchet plate. The flats on section BB gives more wear surface on the flap handle slot.

Flaps will ratchet down if someone leans on the flaps but stay in notches for normal operation. (It sure gets their attention.) The bolt is made from an AN6 bolt. The 1/4" round section can be oversize to fit the original notch on right side of handle if it is worn. It would have to be made by a machine shop if you don't have a lathe.

P.S. The ratchet plates I have looked at indicate that the bolts are bent from someone pulling on the handle without getting the bolt released from the notch and

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not from air loads on the flaps.

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NAVAID DEVICES, INC.

Dear Sirs:

Enclosed is a brochure from Navaid Devices and photographs of how I installed this autopilot in my Glasair I RG. This autopilot works great, is easy to install, and you can't beat the price.

Installation of S-2 crank servo to aileron control system.

system requiring no signal inputs from external sources other than steering information from a VOR or LORAN. Modem components and materials are used to make a simple, lightweight automatic flight control system.

Navaid Devices, Inc. 100 Cherokee Boulevard Suite 333 Chattanooga, TN 37405 (615)752-1718

WING CLOSING TIP

I had been told that when closing the wing that the matting material had a tendency to flow out of position. To prevent this we stippled small areas with thick cabosil approximately 3/4" x 1-1/2" every 12" the full length of the spar. Also where matting is used around the II-S RG's gear box structure use a small stiff bristle brush.

Try it on a scrap, using the ends of the bristles; you will produce hundreds of tiny points. After it has hardened try sliding the matting on it. It really holds on. The points fit between the glass strands so you don't add any thickness.

This has been used on four wings with good results.

Fred and Chris Van Raden II-S RG Builders Kit #2090

Ed.: Fred sent along a sample in the envelope and it looks like an effective technique to use.

Lower, L.H. 3-1/8" Navaid turn coordinator, instrument.

Sincerely, Richard D. McCann 2521 Cross Country Drive Daytona Beach, FL 32124 (904) 761-3549

Ed.: Excerpts from brochure:

"The Navaid Devices autopilot was designed specifically for homebuilders and is intended for use only in aircraft licensed in the experimental category. It relieves the pilot work load in VFR cross-country flying, but is not approved for IFR flying.

The autopilot is a single axis, electrically powered

PIANO HINGE INSTALLATION by Daryl Cody

I followed the directions for installing the piano hinge at the rudder with respect to the straight alignment of each side of the hinge including application of the cabosil/resin mixture which helps keep the hinge halves straight. However, after installing the rivets, slight deflections were introduced in the hinge halves making it almost impossible to insert the piano hinge wire more than about 10 inches by hand. After several days of scratching my head, I came up with the idea of "screwing" the hinge wire in by installing one end in a drill (before the 90 degree bend is made). It really makes the numerous insertions and removals of the hinge wire easy.

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CONFORMAL FOAM FOR AIRCRAFT SEATS by Garry Korpi

For those of you who may have missed the article on conformal seating in the special section of General Aviation and News Flyer first September issue, I have had first hand experience. Conformal seating as designed by Oregon Aero is constructed of aqueous urethane. This material is sandwiched between layers of regular foam which creates a form fitting comfortable seating arrangement. The material is temperature and pressure sensitive and as a result "conforms" to the human anatomy.

As some of you know, we have been flying our Glasair I FT for two years without upholstery. It has been an uncomfortable experience, to say the least. I have many excuses but sometimes things work out for the best. At the 1992 annual Glasair picnic, Oregon Aero had a conformal seat display at the N.W. EAA Fly-In. We happened to discuss the seats with Ken Estes of that firm and decided to try out two sets. After giving the folks complicated instructions via phone, we received our seats. Much to our dismay they did not fit the airplane.

After talking to Oregon Aero, we found out why. They had previously only constructed seats for Glasair III owners. They were unaware that the seat sizes varied in the other models. In order to solve the problem we flew up to Hillsboro, Oregon. Ken Estes and Mike Dennis came out and used our plane as a prototype for Glasair I seats. While we had lunch, the two went back to their shop, made up some temporary seats so we could fly home. The idea was to try out the temporary "fix" and to make final adjustments from there. After making the flight home, I found that my seat cushion was perfect. Additional adjustments had to be made to Sheila's, but the folks at Oregon Aero were quite helpful in ascertaining the final fit. We also had them make changes to the seat backs. First the backs had to be made narrower due to the difference in fuselage size in the Glasair I. Next, because the seat pan is shorter, it affects the seat back fit and that had to be adjusted accordingly.

For anyone out there who has not yet reached the completed upholstery stage, I highly recommend that you give Oregon Aero a call at (503) 649-4778 or write them at 2900 219th Street, Suite 339, Hillsboro, OR 97123. I think you will be pleasantly surprised at the service and the final product.

P.S. If any Glasair III folks need seats, we still have

the original sets that we purchased from Oregon Aero and would like to sell them as we cannot use them ourselves. Give us a call at (916) 842-9444.

CLOTH CUTTING SURFACE

I use tempered hardboard (Masonite) for a cutting surface when cutting glass cloth with a "pizza cutter". Actually, I use a piece of tileboard like is used around bathtubs, which I bought at a lumber salvage yard for $3.00. It comes in 60" widths and can be used on both sides. I think that one piece would last for the whole project.

CUSTOMIZED SANDING BOARD

A big, thin sanding board works well for quickly leveling seams and bumps such as along the wing's leading edge. Use rubber cement to glue the edges of two full sheets of sandpaper to each side of a piece of 1/8" plywood measuring about 12" x 19". One side should be coarse and the other medium. It will flex enough for curved surfaces, but not enough for the bumps. With a little practice you can control the pressure to do more than just rub down the high spots. The sandpaper will last quite a long time.

LAMINATING TIP FOR DIFFICULT AREAS

I often use the following method to apply strips of BID glass, especially in cramped areas such as the vertical stabilizer.

1. Drape the glass strip lengthwise over the edge of a long stick, such as a yardstick.

2. Clip the glass in place with wire clips made from

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coat hangers. The clips are shaped like giant bobby pins and are connected together with a piece of string.

3. Apply vinylester to the area to be glassed and press the glass into place with the yardstick.

4. Finally, pull on the strong to remove the clips, then take away the yardstick.

FUSELAGE SUSPENSION SLINGS

I have found several advantages to suspending my fuselage from the ceiling joists using a pair of slings made from 2" nylon straps.

This allows me to raise or lower either end or rotate the fuselage to any position. As a bonus, I can raise it high enough to back the bed of my pickup truck under it so that I can park it in the shop that used to be the truck's garage.

Steve Mabry 3305 Pinecreek Tyler, TX 75707

I had trouble butting the fin together. The slightest movement anywhere caused one or the other halves to override. Solution: I cut some "U" shaped plywood pieces of various openings such that the top of the "U" would touch the outside fin skins on either side several inches back from the seam. The seam rested on the inside base of the "U". Each "U" was applied with hot melt glue. Once 4 of these were in place, the fin was perfectly aligned and quite immobile along the seam.

I found that it was quite easy to get a little hot melt

glue into the seams along fuselage seams as well as the belly panel seams when the tongue depressors were applied. I cut duct tape strips about 1/2 x 1" and placed each strip along the seam under where the tongue depressor was to be attached with hot melt. Any glue flowing towards the seam went on the duct tape which was easily removed.

I wouldn't do a laminate without finishing with peel ply. I hope you are selling lots of it.

Air bubbles in laminates were difficult and time consuming to get rid of until I started using a brush roller. It knocks them out almost instantly. I wouldn't do a laminate without it. The enclosed roller is yours to keep as a small penance for all the dumb questions I've asked and my appreciation for your patience in answering them. Thank you for not screaming.

Sincerely yours, W. Kern Hendricks

Ed.: We plan to have these rollers available through our options catalog very soon.

ENGINE MOUNTING TIP

Enclosed is a photo of a variable lift point device that greatly simplified the task of mounting the engine and vibration isolators to the motor mount of my Glasair III. Michael Arbuthnot, a III builder in San Carlos, CA, was the one who told me about it, and I was able to find one at an auto parts club in Fullerton, CA for $38.00.

I just came across an ad from Northern Industrial Tools, a mail order house in Bumsville, Minnesota, where they sell them for $35.99. Their seven day, 24 hour order number is 800/533-5545. They can also be faxed at 612/894-0083. Reference item number 14521.

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No Glasair builder should be without one of these. It has made it possible for just my son and I to mount and dismount the engine in minutes without difficulty. Motor mount, isolators and engine mount ears are aligned by first installing the two lower bolts, then cranking the lift point forward to compress and align the upper two isolators.

I wish I had this device the first time I mounted the engine instead of turning the air blue as I struggled with that last mounting bolt.

Sincerely, Mike Jones SIN 3117

FIRST FLIGHTS

Name/City Kit #

Monte McLean 603 Ft. Walton Bch, FL

Aircraft Type/HP.

ITD/FT 200 h.p.

Date

5/20/92

Enclosed is a picture of my recently completed Glasair I, S/N 603. The first flight was on the 20th of May, 1992, and my wife Pat and I have already taken two trips with it. One to Kansas and back and the other to California and return. No major problems with the 200 h.p. installation and with all gears glued down, I still get 180 knots TAS.

We recently returned from the Southeast Regional fly-in and this beauty took all the marbles! 1st in custom aircraft - kitbuilt and then GRAND CHAMPION!

You have no idea how proud I am of my Glasair and I owe it all to you and your super team at Stoddard-Hamilton.

Proud award winner! EAA Southeast Regional Fly-In Eugene, Alabama. 1st place kitbuilt and "Grand Champion"

Monte & Pat (navigator) McLean

I would like to thank you and your fine group of professionals for putting out the best damn kit in the world. When I uncrated the kit back in 1987 and saw what a beautiful job you and your people had delivered, I vowed that I would continue that beautiful workmanship. Most of the credit goes to Stoddard-Hamilton. We, as builders, only continue the tradition of excellence as we believe you would have wanted it. A true labor of love!

I finally got the photos you requested and I hope they meet with your approval. Following is a list of changes and options that describe my (our) aircraft:

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1. 200 h.p. installation (IO-360-A1B6D) 2. Cessna wing leveler. Still under development. 3. Increased fuel capacity. 45 gallons main wing and 5 gallon header. 4. Fixed tri mod. 5. Large rudder mod. 6. Dorsal fin. 7. Rear windows. 8. Latest vent system. 9. Located oil cooler to right side of cowl. 10. Enclosed baffle box.

11. McCauley prop with my own designed spinner backplate. 12. 180 h.p. cowl with necessary bulges. 13. Electric flaps. 14. Mac trim servos on elevator and aileron centering springs. 15. Ground power capability. 16. IFR instrumented and capable. 17. Let down plated holder located on center console. 18. Dow Chemical space age canopy seal. 19. Designing belly panel speed brake installation (hyd). 20. Avionics include all Narco units. Mkl2D, Escort 11, LRN 840, ADF 841, AT 150 with Alt. encoder, audio panel. 21. Future plans include rudder trim utilizing the mac servo.

-Trim rocker switches on forward end of console. Beautiful wood grain panel. -Approach plate holder on console. Note pencil holder attached to left side of center -Flap switch above throttle. panel. -Note pockets for IFR enroute charts and sectional charts.

-Glove box above circuit breakers. -Gear switch (dummy) above prop.

P.S. Most important is the installation of a windshield defroster. Leather interior by RUSTY at Black's custom upholstery located at 966 Lee Road 389, Opelika, AL 36801 (completed over 14 Glasair upholsteries so far).

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Dick Young Claremont, CA

3184 III 6/30/92

Ed: We all became good friends with Dick as he camped next door in his motor home and constructed the Glasair III here at the Arlington airport taking advantage of the local expertise. Congratulations, Dick!

Ingolf Jonsson Sweden

1105 II RG 180 h.p.

7/23/92

Hello everybody at the Glasair Company! Sending some photos from my first flight in 23 July 1992. A big thanks for a beautiful aeroplane and a very nice kit. All works very well and the pictures will tell you all.

My wife (in the white shirt) and friends on the airfield waiting for my entry in the traffic circuit and landing after 20 min. of first flight.

A friend congratulates me with a big surprise of cold water.

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A very happy and wet Glasair builder. Ed.: Congratulations, Ingolf. The three blade prop looks very attractive on your Glasair. The finish quality and red paint scheme look like you built the plane with great care and pride.

Kalevi Kansakoski Finland

355 ITD 150 h.p.

8/03/92

Glasair I TD, Kit #355, engine 150 h.p., wingtip extensions, large rudder. Empty weight 1035 Ibs. Construction time about 2500 hours.

My plane had its first flight on 3rd of August, 1992. It was successfully piloted by Aimo Paivoke, who did most of the test flights. He also instructed me to fly with it, as I did not have previous experience with taildraggers. However, I soloed about three weeks later. Now the plane has about 65 hours logged. It is a pure pleasure to fly!

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My Glasair is the first one completed in Finland. It has created a lot of interest among pilots and hangar flyers on every local airport I have visited. It feels specially good to answer the questions about performance figures!

Thank you, Stoddard-Hamilton, for an excellent kit!

Ed.: Congratulations, Kalevi, on being the first to complete a Glasair in Finland. Judging from the photos you sent, it appears to be built with excellent "Finnish" quality.

Frank Antosh Clarks Summit, PA

680 IRG 10/09/92

This letter is to inform you that Glasair kit #680 had its maiden flight on October 9, 1992. It was a great success! What a dream to fly. No major problems and have a total of 8 hours so far. I'd like to thank all the guys at Glasair for their great cooperation.

Ed.: Congratulations, Frank. Due to your N number we would suggest a nickname for your Glasair as "Uncle Charlie".

Ron Robinson Martinez, CA

715 IRG 200 h.p.

11/25/92

An exciting adventure after 7-1/2 years. Performs better than advertised. Some of the features: full IFR, including Loran and moving map, IO-360-A1B6 200 h.p. Lycoming with rear mount Ellison, gear up-locks, large rudder, wing tip extensions, electric trim, auto-pilot.

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1,000 HOUR CLUB

#1 N540RG Factory Glasair III Demonstrator 1,788 hours #2 N17JA Jim Cline, New Mexico 1,505 hours #3 N59LP Dr. Lyle Powell, CA 1,425 hours #4 N82SS Dr. Kent Famey, CA 1,400 hours #5N28CM Chuck Mason, FL 1,100 hours #6 N89SH Factory Glasair FT Demonstrator 1,087 hours #7 N286YM Robin Young/Bill McKee, FL 1,000+ hours #8 N622BC William Curry, AR 1,072 hours

NEW MEMBER: N622BC William Curry, Arkansas My Glasair I TD, N622BC (ne Bill Russell's N108PB), passed 1000 flight hours July 23, preparing for the "Great Cross Country Race". With several coast-to-coast flights since, total flight time for N622BC to date stands at just over 1072 hours (833 by Russell as N108PB). If I continue at my present business/pleasure flying rate, N622BC will reach engine TBO (2000 hours) in late 1996.

I flew the Palm Springs-to-Chicago race on July 25th, finishing 6th in the 320 cubic-inch class in an elapsed time (ET) of eight hours eighteen minutes. Bob (Robert J.) Steil was the only other Glasair entry, flying N86BS (an RG) to second place with an ET of seven hours fifty-one minutes. Klaus Savier took first of class in his highly modified 0-200 powered Varieze in an ET of seven hours forty-seven minutes. Complete results are published in an article in the current issue of "Flying" magazine, a co-sponsor.

If you disregard the 0200 reveille in order to launch at 0500, the race was a lot of fun. It took five weeks to get ready so I missed the Glasair fly-in (but plan on being there in '93). I couldn't have participated had Bill Russell not volunteered to build an auxiliary fuel tank, which occupied the passenger seat providing thirty extra gallons to fly the 1420 nm great circle route non-stop. I added GPS to the panel for navigation redundancy with the previously installed LORAN, and a three-bladed carbon-fiber prop from Warp Drive for rain performance. These efforts paid off when the route turned out to be mostly IFR in rain from the NM-CO border on into Chicago's DuPage airport.

I want to commend Roy Matson for his rapid response to my urgent telephone request for a new spinner in order to complete the propeller installation in time for the race. That kind of organization and emphasis on customer support makes Glasair stand out from your competitors. The best designed and built aircraft in the world is of little value if parts aren't available to keep it flying (or modified!).

Thanks for being there! Bill Curry

Ed.: Congratulations, Bill and a hearty welcome to the select Glasair 1,000 hour club! We appreciate your efforts competing in the race and the photos you sent. Let us know when you pass the 2,000 hour mark. (We'll gladly start a 2,000 hour club!)

NOTICE: If you have passed or will pass the 1,000 hour mark on your Glasair before March 31,1993, give us a call and send a photo with a short article. We'll welcome you into this select club!

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LETTERS

Dear Stoddard-Hamilton:

It's now time for me to take a moment to say thanks for all the great help and service we have gotten from Stoddard-Hamilton. Your builder support has been second to none. After building five experimental aircraft and being totally wrapped up in the E.A.A., I can say the Glasair line is the best out there.

Our turbo GUI (Jim Sullivan's) flew hands off with no trim on the first flight. We test flew from a 3000' grass field with no trouble even at near gross weight. With the wing tip extensions on, our approaches are under 80 kts.

Now for the bad news—on the 10th flight after putting gear down and seeing one green light come on, I looked away for a second. On looking at lights found all same color with all red lights out and hydraulic pressure good. As you know the green lights are very dim in the bright sun and I thought all were on. Not so - as the 5 amp C.B. had popped and turned all lights off as well as the hydraulic pump. I landed, not knowing that only the right main was down. On touchdown the right main folded and the left main and nose were pushed out a small amount. After a nice gentle slide of about 600' shut down, stepped out, and walked away. 20 minutes later after using hoist, we were back in hangar. The only damage to airframe was a small scrape on the inboard tip of the flaps. No damage to the gear doors at all. Try that with any other factory or homebuilt aircraft. Except for the prop (bent) we could have flown the next day.

I can't say enough good things about the Glasair line. It is just the best, strongest, and safest high performance aircraft out here.

Example - a $200,000.00+ (other homebuilt) lost nose gear steering on landing, went off runway, flipped over and was totally destroyed.

I flew with Johnny Murphy from Florida to Arlington (for lunch) in his GUI. What a trip. A little over 12 hours flying time with lots of weather. We went as high as 16,000', had lots of ice but the Glasair just kept on going.

Once again, thanks to the Glasair team for their great support. Charlie Gray

Dear Ted,

As sorry as I am to say, due to a transfer to an overseas assignment, I was forced to sell my Glasair I FT, serial #760.

I would like to thank you, the entire staff of Stoddard-Hamilton and Bud Herron for the outstanding support during the building process. The support is second to none. Enclosed is a photo of N9KR as she looked when sold. Not only pretty but extremely fast.

Whether you knew it or not, I am an Air Traffic Controller. My new duty assignment is the San Juan Cerap. If you or any other builder you know is flying in the vicinity of Puerto Rico, drop in for a visit Just ask for KR.

Sincerely, Kenneth "Randy" Resnick

Ed.: Sorry you had to sell N9KR, Randy. Thanks for the comments. We'll be sure to notify other Glasair builders of your new assignment who might pass through Puerto Rico on their way to the Virgin Islands. By the way...what in blue blazes did you do to get assigned there? Hope you can come back soon. We have lots of Glasair kits for sale. Take your pick!

PIC GLASAIR III TRAINING ENDORSEMENT

The training program by PIC that I attended in October for the III was excellent. I strongly recommend it for anyone ready for their flight test program. Paul is an excellent instructor.

James A. Griffin, Verona, NJ Glasair III, S/N 3046

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The fanciest and most expensive wind T in the world. A sad commentary about our legal system (liability exposure).

Ed.: John Riley sent along the above photo with the suggested captions. He mentioned that the former owner gave it to Iowa State University under the conditions that it would never fly again. ISU sold the engine and gave the airframe to the Boone (IA) Airport Commission under the same conditions. Now it is on permanent static display as a wind T.

Dear Ted,

I took our newsletter editor (Chapter 237) for a ride t8he other day. He wrote such a nice article I thought you might enjoy it for the Glasair Newsletter.

Gary Specketer

THE FLYING COMPANION - CHAPTER II

A few Saturdays ago, Gary Specketer called your editor inviting him to ride along in his little old Glasair while he practiced IFR stuff. It took all of 15 milliseconds to decide and I zipped out to Anoka International. Gary asked me if I were familiar with IFR - when I related that I get mike fright as a student pilot, he knew there would be no help from 8the right seat, speaking of seat, "sitting" in the Glasair is like semi-reclining on a firm couch with support behind the knees; very comfortable, stretched out, but not straining, my stocking feet were on the rudder pedals, (Gary made me take off my shoes) with the stick between my knees. Needless to say, the interior is posh, and the panel was full instrumentation. Anyway, we clamp on the earphones and Gary hits the button and right away the vibration tells me that this is a small plane with a big engine. Gary calls MPLS App. control and we get our instructions. (Was he talking to us? What did he say?) Gary is writing furiously on his note pad. Air traffic controllers have been known to speak at 90 knots, with bursts up to 150!! Takeoff confirms we have a big engine -we're climbing at 2500 FPM! At our assigned altitude of 3000 ft. you can't see beyond the windshield. That might not be so bad, but I glance over at the airspeed and we're

doing 220 indicated. Meanwhile, ATC is talking to 10 other guys wandering around in this soup and occasionally changing our heading. All of a sudden I hear, "300 Gulf Sierra, (that's us) traffic 3 miles at 12 o'clock". Right then, painting the bathroom seemed like a better place to be. Anyway, Gary responds "300 Gulf Sierra is IMC". ATC changes our course. After a few more course and altitude changes, ATC transfers us St. Paul downtown tower and soon we are on the localizer-I hear beeping (sounds like a warning) Gary looks calm, so everything must be OK. Looking forward, we break out of the clouds and are exactly lined up with runway 14. Gary asks for a missed approach, and as we pass over the threshold and I glimpse runway 12 angling off to the left, guess what I'm thinking about? I look all around and can't see another plane! Gary executes the missed approach and soon (everything happens soon in this Glasair!) we are flying south over Wisconsin, with Hastings off the right wing. If ATC doesn't talk to us shortly, we'll be over Lacross!

Our second approach seems to involve even more interesting conversations overheard with other aircraft. Like "123 Charlie Echo, can you increase your speed to 100 knots?" (We know what make of plane he's flying!) Then I hear, "300 Gulf Sierra, can you reduce your speed to 120 knots?" Gary replies, "Negative, 150 is the slowest with gear down". So we are allowed to mill around at 200+ knots indicated. Gary flies this approach manual-I neglected to mention that on the first approach, the autopilot (altitude and heading) was used. This mutha is super equipped! Anyway, the second approach and missed approach maneuver go smoothly. Not without a lot of concentration and activity on the part of the pilot - with no help from the right seat. Remember, he's listening to constant chatter on the radio. Has to be alert for his instructions. Write them down and repeat back, has to maintain altitude and heading, keeping level, change radio frequencies occasionally and has to manage a constant speed prop. Landing gear and check on the comfort of the passenger and 95% of the time you can't see out! At all!

Anyway, on our return to Anoka, we broke out of the clouds and Gary cancelled IFR. We flew a bit north of A.C. and Gary let me fly it. Wow! And that's about as technical a description you'll get - with my 50 hours in a 152 and 2 hours in a Champ. Now, the 152 is going to feel like a helicopter! (A helicopter is swarms of fatigue surrounding an oil leak.) Anyway, Gary followed up with a couple of 3 g turns (there's a g meter on the panel) which tended to squeeze my bladder. So we whistled into Anoka City., taxiing is fun! Everyone standing around outside turn and watch us - and some wave...after shutting down. We push old 300 Gulf Sierra back into the hangar for another day. Flying sure beats painting bathrooms!

Thanks, Gary...

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Ed.: The following is a poem written by Lindy Lindbergh Lusth:

I must seek ev'ry pilot's dream, to go in search of heaven's Blue and night's twinkling stars. All I ask is a sleek white ship called Glasair with which to speed me aloft. To fly through the clouds and pop up thousands of feet; On a day where I can reach out... And experience what others only dream of.

I must seek ev'ry pilot's wonder, to fly oe'r the mountains, the plains, and the lights of the cities. To see God's touch oe'r the land. All I ask is to view this from the sleek white Glasair as It heeds my commands. for this is the call to those who dream and find the need to unfold the adventure.

I must seek the sensation of flight, to experience the thrill of a wing-over. To fly like the hawk and speed oe'r the eagle's nest... far from the routines of daily strife. All I ask is the companionship of the sleek white Glasair. To see the setting sun, or the soft drops of rain upon the wings, to the final glide onto the runway.

Then...I will have found that The Dream... is the Courage we grant Ourselves.

Lindy Lindbergh Lusch ©1992

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ACCIDENT BRIEFS

As FAA and National Transportation Safety Board reports can take up to one year to be published, advanced publication of accidents in this column do not contain all the facts and information necessary to draw definitive conclusions. Rather, these accident briefs are intended to bring the circumstances to the attention of Glasair builders in the interest of improving safety. They are not intended to judge the ability or capacity of any person, living or dead, or any aircraft or accessory. We appreciate the willingness of Glasair builders to share their experiences with others so they may have the opportunity of avoiding similar circumstances.

GLASAIR III

A Glasair in collided with power lines and was forced down due to wing damage. Not much has been determined about the cause as the owner/pilot has lost all memory of the accident or flight prior to the accident.

GLASAIR I RG

We received a report of a Glasair I RG which landed gear up. The owner reported that early style intermittent "black" solenoids caused an electrical failure when attempting to extend the gear with the emergency dump valve. An observer in another aircraft reported that the main gear appeared to be down, however, the nose gear had only extended about 3/4 of the way down. This may have been due to a custom nose gear spring installation that did not provide enough force to push the gear down against the air flow. A soft dead stick landing was made in grass after floating in ground affect and zero flaps. With the propeller control pulled back the prop continued to windmill resulting in a destroyed propeller. Airframe damage was almost nonexistent except for the pilot tube and a couple of antennas. The owner stated that he tried to save money by not purchasing the emergency hand pump installation kit

NOTE: If anyone is using the early "black" intermittent solenoids in their aircraft, they should be replaced with the silver, continuous duty solenoids we are currently supplying. From what we have heard, the pilot did an excellent job in a tense situation.

WORDS OF ADVICE FROM A GLASAIR BUILDER by Ken Whitehead

It is easy to be critical of others' procedures but not so easy to keep a tight rein on one's own! A colleague passed on to me the following: Don't get too many cherries in a row; you have an accident when you get a full row! For some reason it is easier to sit on the ground "because there are too many cherries in a row" than to admit to be unhappy about things.

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