Glasair News Editor: Kelly Lee

Publisher: NanKlix

By Kelly Lee

President

Contributors Tim Johnson

Christian Klix Kelly Lee

Lorri Miller Brian Rammagc

TedSetzer Bill Spraguc

Phone Numbers General Office - (206) 435-8533

Parts Desk - (206) 435-8533 Builder Support - (206) 435-8536

FAX - (206) 435-9525

Hours (PST) General Office

Monday through Thursday 7 am to 5 pm

Builder Support Monday

8 am to 12 noon 1 pm to 5 pm

Tues. Wed., and Thursday 1 pm to 5 pm

Glasair News Quarterly Newsletter

$25 per year, US $35 per year, international

$6.25 per issue $150 for all back issues

Mailing Address Stoddard-Hamilton Aircraft, Inc.

18701 58th Avenue NE Arlington, WA. 98223

0 Copyright 1994 All rights reserved.

I am sitting at my desk reflecting on the past year and wondering how it rushed by so quickly. It seems like just yesterday when we were at Lakeland, Florida for Sun 'N Fun. Since then it has been a whirlwind of activity. Has the year gone the same for you? Why is it that as we grow older time ticks faster? The sad thing for most people is that as each year slides away there is nothing they can index it to. The years begin to blend together with little to distinguish one from the next.

Each one of us is unique in this world. There has never been or will there ever be anyone like us again. Knowing this, we all try to make our mark one way or another. One of my favorite sayings is, "You can do anything that you want but you can't do everything you want." You have chosen to build a Glasair and then ultimately climb inside, take off and punch holes in the sky. What you are doing is making your mark.

The Glasair experience is an index for a period of time in your life. It will never become blended or obscured from other events as it is truly a special journey. A journey that has no destination as once your Glasair has been built the adventure of flight springs to life. This adventure will lead you to explore limitless regions and meet a multitude of different and interesting people.

I thank God that the Glasair tradition became a fabric of my life. Like you, once I was introduced to this proud bird some 13 years ago, my life has never been the same. I recall staring at that big color picture of the white gelcoated fiberglass pieces and the various smaller parts and thinking this kit represents the dawn of a new age in aviation. I was so struck by the Glasair that I put all other aspirations aside and devised a plan to go to work for

Stoddard-Hamilton. That decision was the best one I have ever made. To be a part of this company and to ride the momentum of the dream it instills has been fantastic!

The Glasair is our time capsule. We look at it and remember the hours spent reading, thinking, reflecting, talking, laughing, laminating, sanding, sharing, and eventually flying. Memories that no one can ever take from us. Friendships that will last a lifetime. Dreams that blossomed to reality. There are few marks we can make in our life that can equal the accomplishment of building and flying a Glasair.

So where has 1994 gone? Look at your Glasair. No matter what stage it is in, therein marks your time. Some of you may reflect on fond memories and others may feel a little empty as they were not able to spend the time they would have liked. But one thing we all have in common is that time will continue moving on despite ourselves, The Glasair kit that you have represents a slice of your life. Its various stages of development mirror time and provide us a glimpse of periods that we can never experience again.

If you haven't completed your Glasair challenge yourself to make meaningful progress by this time next year. Make sure during the process that you don't go so fast that you neglect to savor the relationships that you have and will develop with others. If your plane is compete or almost complete take to the sky and enjoy the freedom that you have accomplished by perseverance. Share this freedom of flight with others. Who knows, maybe they too will gain from the Glasair a marker for their life.

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Newsletter #55 Fourth Quarter, 1994

FEATURES REGULAR COLUMNS FACTORY NEWS

**GlaStar** Development Report

Page 1214

Incredible Year Page 1232

Customer Recognition Stan Gorman

Page 1236

EAA Judging Standards Arlington Fly-In

Page 1238

2000 - 1000 Club Page 1242

First Flights Page 1243

Hangar Flying Phoenix 500 Air Races

Mesquite Air Race Results Pages 1248

Builder Hints Spoiler Bumps on Half Fork Gear Doors Modifying 180 HP Upper Cowl to Clear

200 HP LYC Engine Pages 1250-1251

Your Letters Page 1252

Policy's & Customer Service Page 1257

Making Your Mark Page 1212

Wow, Doing Business With the Glasair Ed

Page 1216

From the Sales Desk Page 1219

From the Twilight Zone Page 1221

Options & Parts Sales New Options Part List

Page 1222

Tech Talk Page 1227

Accident Briefs Page 1231

GlaStar 1214 First Flights 1243 Holiday Greetings 1234

1213

GlaStar Development Report By Ted Setzer

teady progress continues with the GlaStar Developmental tasks in spite of an "Indian Summer" in the Pacific Northwest. We all managed to get a week of vacation after Oshkosh and are now doing our best to fill the demand for GlaStars as quickly as possible.

Our developmental goals are to complete static load tests followed by flight testing. To date we have completed static tests on flaps, ailerons, horizontal stabilizer, and elevator to design ultimate loads. Wings and struts have completed preliminary tests to design limit loads. Ultimate load testing will follow completion of a test wing exclusively built for that purpose. Fuselage static tests began in October along with a finite element analysis of the steel cage to optimize its design in weight and strength.

In many areas we are very pleased with the results: The structural "footprints" or attach points where the fiberglass composite tail cone is fastened to the aft end of the tubular steel cage performed very well. The tail cone itself showed very little measurable bending under load. The 64 standoff attach points between the cage and the composite cockpit shell performed very well under load with better than hoped for results. With over 665 Ibs. per seat, the seat pans did an acceptable job of distributing the load to the steel cage.

Static Load Testing

We have yet to go from 4 G's to 6.6 G's on the fuselage, but anticipate having this final test complete by late November.

Static loading of the fuselage involves testing and evaluation of many items simultaneously.

The photos above and on the next page show the fuselage test set-up with the loads being applied at various locations to simulate a 4.0 "G" load. Loads applied simulate the weight of the structure and weight carried within the

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Static Load Testing

GlaStar

Static Load Testing

accessories, etc. Loading 1,144 Ibs. into the baggage area for example, demonstrated the need to placard a limit on the aft shelf of 80 Ibs. or 1/3 of the total baggage weight. The other 170 Ibs. will be located in the space between the seats and the aft shelf.

A stubby set of steel truss "wings" were fabricated and bolted to the fuselage and wing struts. These steel wings pivoted on the C.G. between a steel I-beam and a sturdy tri-pod. Pivoting in this manner allowed us to check the balance as the plane was loaded and more importantly, to vary the angle of attack under load.

Our developmental schedule plans for flight readiness taking place during November and flight testing in December. Following successful completion of flight tests we will assemble a demonstration GlaStar (prototype #2) which will serve as a first article check of all production parts and a means of drafting all assembly instructions and video supplementation. Keep in mind that although we don't anticipate any major surprises, the possibility of delays in our planned schedule can happen if testing reveals areas requiring change.

We share our developmental schedule and results as a means of answering questions such

as WHEN AM I GOING TO GET MY KIT!? We understand your anxiousness and appreciate all the kit deposits received and are working toward providing a top quality product as soon as is possible. You know the cliche' about not releasing a fine wine...

Initially, we likely will introduce a "System 2" or a two piece kit breakdown:

Approximate Configuration:

Kit #1 Ailerons, stabilizer, elevator, rudder, wings, flaps

Kit #2 Fuselage shells, steel cage, fairings, wheel pants, sticks, landing gear, cowling

Following Kit #2 would be introduction of optional items such as engine installation kits, engines, props, interior trim kits, instruments, avionics, etc.

We will keep you abreast of developmental progress along the way. The next report will be immediately following the first flight, sometime in early December.

Until then, thanks for your interest and patience. It will be worth the wait.

GlaStar

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Factory News

DOING BUSINESS WITH THE GLASAIR III By Tim Johnson

"You try to do too many things when we go someplace," is a comment I'll sometimes hear from my wife, Bonita. And I guess it's true. When two air-shows on back-to-back weekends occurred in Southern California recently, I jumped at the chance to visit family and friends in San Francisco, San Diego, Los Angeles, Palm Springs and Phoenix. You see, the Los Angeles area is where I grew up, first worked as an A & P mechanic and learned to fly. Now, with this opportunity and motive, (sounds a little like a detective story), I determined to make the most of it. Besides this is where the speed and reliability of the Glasair in really shines.

THURSDAY, October 18: 1 scheduled the mid-morning departure from our factory in Arlington, Washington for an afternoon appointment at U.S. Propeller Service in Stockton,

California. Dennis Huntington, who is finishing his own Glasair III at our Service Center here in Arlington, heard of my trip and requested a ride to his home in Davis near Sacramento. "Great," was my response. This way I'll file IFR (even though we had great VFR weather) and Dennis can pilot from the left seat while I work the radios from the right. (Note: Flying from either the left or right seat in the III makes little difference to me, since so many hours are spent in the right seat giving introductory flights.) The further South we flew, the harder the tailwind pushed. Harbinger of things to come, pilots love a good tailwind. Dennis regaled me with stories of Salt Lake City to Central California IFR flights and in three short hours we were in Davis. Dropping off my passenger, I jumped into the sky and in a few minutes slid into Stockton and a rendezvous with "smoothness".

Some of you may recall that the Lycoming factory overhauled our Glasair Ill's engine because of bad fuel obtained in Watsonville, California. This was our first cross-country flight following 10 hours of break-in and we were interested in how the dynamic balance was with this different IO-540 engine.

U.S. Propeller Service is expanding by building a new overhaul facility in Stockton and since I would be coming through, we arranged an appointment. Tom Richardi, their Customer Service Specialist, who really enjoys his work, made me feel welcome and we got right down to business. After installing the accelerometer on the governor pad and a reflective tape on a propeller blade, a quick check was made at various RPMs. The III was reading 1.0 IPS, enough out of balance for substantial vibration. Tom removed the spinner, added weights on the light side of the propeller hub and reinstalled the spinner. Engine runup revealed the imbalance improved to .5 IPS. Next, he repeated the process, only now he moved some of the weights rather than adding more, and runup revealed we were at .25 IPS. One last movement of weights and "bingo", we were reading .025 IPS. All this accomplished in less than two hours!

U.S. Propeller Service can be reached by telephone at 800-331-1668. Their Service Manager, Mike Belmont, will be happy to help you find your propeller or solve your overhaul or balance

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Factory News

problem.

Leaving Stockton, I headed our III west, skirted the Class B San Francisco airspace and curved into Petaluma. Golden curls flashed in the late October sun, this was grandson time! My two sons, Dave and Tim, were waiting to pick me up. I was sure glad to see them, but this grandfather's heart has a special void only Jake can fill. At four years old, he enjoyed jumping into the III and taxiing with me to our final transit parking place. That evening we enjoyed an incredible home cooked meal in a Victorian home on Sausalito Bay watching the moon try to outshine the lights of San Francisco. All it takes is a three hour flight from Arlington to San Francisco and I can hug Jake, hold that sleepy boy and hear him whisper, "I love you, Grandpa". The Glasair III is certainly a dream full-filler.

FRIDAY, October 14: I got a chance to visit (and help a bit) younger son Tim in his new office in San Rafael and then hung out with oldest son David, looking around San Francisco and taking a brief, gusty get acquainted flight in the III around the beach at Point Reyes. The wind promises to blow out of the North again today. Mid-afternoon I depart Petaluma, leaving family but taking more precious memories. I ' l l be back...next time with Grandma.

Climbing to the southeast with full fuel and airshow baggage, but with one seat empty, the III goes upward at over 2,000 feet a minute, grabbing chunks of altitude like that giant climbing the bean stalk. Level at 11,500 feet and clear of San Francisco airspace, the panel mounted Apollo GPS soon shows me at 250 knots and gaining groundspeed as I enter the

tailwinds environment. The III is moving so fast, "Flight Following" is constantly passing me off to another controller as we speed down the central California fruitful valleys. When a broken

The Glasair III

is

certainly a dream full filler!

stratus layer forces me up to 13,500 feet, tailwinds increase to over 50 knots. Smiling, I remember all those bumpy congested training hours in the Los Angeles basin and now I'm flying an airplane with performance undreamed of, while high enough to "GPS direct" across this complicated airspace. South of Los Angeles, "Center" has released me for a VFR descent. However, my fickle friend, tailwind, encourages me to stay high. Finally, I must come down so trim is rolled in and I increase the airspeed to 280 knots I AS. (With the tailwind, the III is traveling well over 340 knots across the ground). Soon I'm faced with one of the Ill's delightful dilemmas, lowering power to slow the III to the allowable 250 knot IAS below 10,000 feet. Once again, power must be reduced as I slow for the 200 knot IAS maximum approaching the airport control area. Less than two hours from north of San Francisco to Brown Field, at the Mexico border. Boy, is this Glasair III fast!

SATURDAY and SUNDAY, October 15, 16: Stoddard-

Hamilton has come to join the Family Fly-In at San Diego's outstanding and interesting Experimental Aircraft Association chapter. EAA Chapter 14, which is the largest in the world, is made up of many pioneers and trend setters of the aviation industry, but most importantly, lots of builders. (Remember, over 60 years ago, it was to San Diego that Charles Lindbergh came to have his aircraft built for that first, non-stop, Atlantic Ocean flight.) Larry Rothrock arranges for us to park the Glasair III in their novel, round, and very practical hangar. For two days I enjoyed meeting prospective Glasair and GlaStar builders, updating and sharing experiences with other builders and pilots, and talking about the joy of flying the Glasair III. What a great group of builders. Almost every kit and project imaginable has been or is being built here.

Late Sunday afternoon, Bob Fronius, elder glider pilot and restorer, joins me for the short hop to Gillespie Field and arranges for me to park the III in "Skid Row." So named for the preponderance of tail wheel aircraft. Monday, he and his friend June Wiberg delighted in showing me around this wonderful airport where so many projects are under construction, being restored or maintained in wonderful condition. When Bob heard that one of the questions potential builders ask is, "How long will composite parts last?", he showed me 35 year-old parts, undamaged by age, that he had cut from one of the first gliders built in Switzerland with the then new material, composite. He kindly gave me a piece to bring back. Ask me and I'll be happy to show the part to you. The Glasairs are made of strong, long-lasting materials and parts.

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Factory News

TUESDAY and WEDNESDAY, October 18, 19: A quick trip from Gillespie Field to Long Beach allows me to show the III to a highly experienced helicopter instructor pilot, Jackson Shaw. He comments to his students, "If I can see the stick move in your hand, you're overcontrolling the helicopter." An overstatement? I don't know. But he proceeds to adapt as fast as anyone I've ever seen to flying the III.

Flying on to Brackett Field in the San Gabriel Valley, I can't resist the temptation to overfly Glendale and the Verdugo Mountains. Here, as a boy, I first gained my interest in aviation, watching World War II aircraft land and take off at Grand Central Airport. In the late 50s, prior to it's destruction, I was the last student to solo from this Grand Dame, Hollywood's premier airport ofthe20's and 30's.

Returning from Glendale via the Rose Bowl and while getting clearance into the Ontario Control space, I'm reminded once again of the Ill's speed. Ontario gently reminds me that El Monte Airport is at 12 o'clock and do I have clearance through there? At 210 knots I need to be higher to clear their airspace. I never had this delightful problem in my rag-wing Luscombe.

THURSDAY, October 20: While on my way to Palm Springs for the AOPA Convention, I can't resist one last side-trip. As a boy, our family frequently camped at Big Bear Lake. It took only a few minutes to be at 11,500 feet and overfly this marvelous lake and it's close mountain, San Gorgonio. From this peak, I contacted Palm Springs Approach and requested VFR into the airport 23 miles away. They requested I report "North of

the Freeway, 2500 feet." More fun... I rolled in the trim and down the slide the III came. The airspeed indicated 250 Knots, the GPS indicated 280 knots groundspeed, 3,000 feet a minute descent and 3 minutes later, there we were. Cleared to the tower, pulling power and slowed up to 120 knots, the landing gear is lowered, flaps are down and cleared for landing. What an impres s ive a i rp lane the Glasair III is to fly.

A meeting at the Combs hangar introduces all the pilots who are going to "taxi" airplanes along two miles of residential streets, to the Palm Springs Convention Center. Safety is our major concern, however, I'm also thinking about our newly overhauled engine and how well it will cool in this 80 degree plus weather. While waiting for our group to taxi, Harold Williamson, currently building a Glasair II-S RG at Palm Springs, (and knows half of the people there), showed me not only his exciting project but Pond's wonderful warbirds and Piaggio aircraft. Finally, over 50 aircraft taxied along the police-closed streets, and I enjoyed waving to the crowds. Now here's another plus for the Glasair. Short, 24 foot wingspan leaves plenty of clearance. Engine temperatures were not a problem.

FRIDAY, SATURDAY and SUNDAY, October 21, 22, 23: Hundreds of airplanes and thousands of AOPA members and friends descend on Palm Springs to see the latest in aircraft and hear of developments across the spectrum of aviation. Many are not builders, but fliers, using their aircraft for business. Most asked question? "How can I buy a Glasair III already built?" They

loved the performance and beauty of the Glasair and wanted one just like it. Many were intrigued by our involvement with NASA in the development of the Lightning Protection on our Glasair HI and appreciated our willingness to be on the "cutting edge" of aviation. Brian Costello, Service Manager for Stoddard-Hamilton, came down and was a great help Friday and Saturday while also gaining up-to-date information for the avionics he assists builders with. Sunday, Harold Williamson once again was a tremendous help by handing out Glasair and GlaStar information and answering questions at the III while I assisted a forum for kit builders and also saw the future of instrument panels being discussed by NASA researchers.

Following the close of the show Sunday, the aircraft were taxied by return route to the airport. Since the III was ready to fly, I was able to be in the first wave of a mass of aircraft trying to leave Palm Springs at the same time, shades of Sun-n-Fun and Oshkosh. An interesting departure, (270 degree over the top of the airport) and I was off to Phoenix. Slipping into Falcon Field at Mesa, I was almost done. One last demonstration flight Monday and the Glasair III starts the PIC training program, Wednesday.

PIC's instructor, Al Adams, informed me that the schedule had been moved up and it would start with the III at 6 AM, Monday morning. Yes, he will have the III back for my prearranged 10 AM flight. "No problem," I said, "9 airports, 14 take offs and landings, 11 days, smooth as silk, ready to go." What an incredible, beautiful business machine. The Glasa i r I I I .

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Factory News

FROM THE SALES DESK By Bill Sprague

I was talking to Kelly the other day about what to write about this quarter. I hoped to focus on something that would

appeal to customers that are hard at work building and are not yet flying. Once in a while we hear that a few of you are apprehensive about flying your dream when you're done. Maybe our own marketing and public relations are too effective.

Yes, the Glasairs are high performance aircraft. But, because they are so responsive to the pilot's input, they can be easier and more fun to fly. So, perhaps we can start a discussion on Glasair flying, and especially, landing technique so that anybody feeling apprehensive about the future flying of their Glasair will, instead, look forward to it.

LANDING A GLASAIR. ... Landing any airplane will always generate a lot of discussion among pilots that know that particular model . The Glasair is no exception. And I, as you suspect, have my opinions. But I don't think the Glasair is "hard" to land.

Everybody that's come to the factory with currency in any Mooney or Bonanza type aircraft hasn't had any trouble with the transition to the Glasair III or the Super II RG. And if you're building the FT, the transition is even easier.

However, just like any other airplane, there are a couple of things to learn. The Glasair III is certainly faster, has more power and higher wing loading. So, it can come down fast too! The I's and II's have some of the same characteristics but less exaggerated.

Let's try and cover the hard part quickly. As pilots, we want to land softly and stay in the center of the runway. Not only do we like it better but it also impresses the passenger! Having the right airspeed will provide the opportunity for a smooth landing and having full sight of the runway will allow us to steer effectively.

The right airspeed on approach is the one that gives you good visibility of the runway environment over the nose while you're carrying a little power. If the nose is too high to see the runway, you may be getting too slow. If you can see straight down you may be getting a little fast! In all seriousness, there will be a picture over the nose that you will learn on a check out that will provide a good view of the runway and will be about 30% above the stall. If an angle of attack indicator were installed, it would be consistent on every approach.

As you cross the end of the runway you can raise the nose a little more, but not so much as to lose sight of the far end of the runway, and begin to squeeze off the throttle. Treat the throttle like a flight control. Don't chop it,

squeeze it! The airplane will settle as induced lift from the prop wash dissipates and the airplane slows from diminished thrust.

That takes care of the hard landing part. Now what about staying in the center of the runway? As long as you don't over flare and hide the far end of the runway from view you will always be able to tell where to steer! You can make minor corrections before the major ones might be necessary. It's the same as any other airplane!

What about the fact that the Glasair may be faster than what you're used to? Asking one of the local builders about this subject, he remembered an incident flying into North Las Vegas with two Glasairs. The first one was a III and the second a I FT. The tower thought the first Glasair was pretty quick. The second Glasair was a few miles out yet when a Cessna called the "forty-five". The tower told the Cessna that he would probably have to be number two to land even though he was first!

How do you land a fast airplane safely and without being rude to your fellow pilots in the slower aircraft! Stay wide. By staying outside the slower traffic, you can see them, fly at a safe airspeed for your Glasair and time your landing not to crowd anybody.

The only speed that really counts is the closure speed with the ground! Forward speed is relative. Once you identify the picture out the window for good visibility that is about 30% above the stall, you

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Factory News

control the rate of descent with the throttle. Again, use it like a flight control.

One more thing I hear: "The Glasair won't come down after I flare!". If that happens to you, it's because you are going too fast into the flare. Slow down a little on final! Then when you flare you can do it with flair!

Flight instruction by written description does not work! The purpose of starting this discussion is to open the door for those that have the feeling their future Glasairs maybe a challenge in the landing pattern. It won't be a problem! And if you don't believe me, stop by the factory so we can prove it!

The Glasairs are not hard to land or fly. Like all airplanes, they will do a few things differently. Find out what they are and learn to use them to your advantage. It's fun to fly with people that have flown lots of different aircraft. They spot the qualities of the Glasair quickly. The pilots that have all of their time in one or two models will need to learn a few new tricks.

GPS (AGAIN).... It just won't end. Every time I become convinced that there are no more useful features to invent in a GPS system, I'm shown differently.

I was loaned a Magellan Skyblazer. It's new, small, portable and has a moving map. And the price is really competitive. All of the standard features are there. You can find the nearest airports, do multiple flight plans and all the rest, but the moving map is unique! I was flying on a demo flight. We have a Class C (ARSA) nearby to keep the Navy safe at Whidby

Island. The ten mile circle is not yet painted in the Mount Vernon tulip field so that you can see it! But the little tiny Magellan sitting on my knee showed a little airplane flying along next to the neatly displayed circle. I knew exactly where I was!

Then we went in for a touch-and-go. I ignored the GPS. As we were coming down final I glanced down and the screen looked like an approach plate! It had auto scaled down to a 1 mile range and oriented itself to match the layout of the Arlington localizer approach plate! It even showed the runways. You could actually see when the airplane was flying over the threshold. The little airplane on the moving map rolled down the runway too!

INTERNET.... It finally happened. I peeked at the Internet and found both the GlaStar and Glasair!

You can't pick up a news magazine without reading about the Internet. It seems to be very important to the media right now. All the articles say it's hard to figure out, it exists nowhere. But once you find it, there is something for everyone, even Glasair builders.

I really don't want to try to describe the Internet because I can't really figure out what it is. I guess we just accept it's there. It's just out there! I even saw a picture of Al Gore on the Internet! So it must be there.

As you know, if you read this part of the newsletter, I do participate in both America On Line and CompuServe. Both have sections devoted to aviation.

How does a Glasair builder get on the Internet like Al? About 20 or 30 Glasair builders discuss their aircraft on CompuServe. Ron Cox is even the semi official moderator and all of our subjects start out with "Glasair:....". It works well. America On Line (or AOL) has designated an area for Company Support in the Aviation section. Right now, Stoddard-Hamilton is the only company listed, but I suspect more are coming. Message traffic is still light to moderate, but growing.

My discovery of the Internet is a result of the AOL connection. It turns out that for certain parts of the Internet, AOL is very easy to use. Find the Internet section of AOL and look for the "Newsgroups". Next, look for something called "rec.aviation.homebuilt". It's a bulletin board for "Selecting, Designing, Building and Restoring Aircraft".

Tonight, I checked in and found a discussion between two people about what one thought to be a four place by Stoddard-Hamilton. (He was wrong.) There was also a very clear and technical answer to a question about vinylester resin. There were also 23 messages about a new interpretation of the 51% rule. In other words, there were a lot of things that are interesting to read.

Keep up the good work. See you at the next airshow, or if we're lucky, sooner!

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Factory News

From The Twilight Zone.. By Brian Rammage

Time is a funny thing. Time flies when you are having fun, but when you are waiting for something, it seems to drag it's heels. Not that we're not having fun selling Glasairs and GlaStars, but on the other hand we are all eagerly awaiting the GlaStar's first flight. I would liken the anticipation to parents expecting the arrival of their first child! Time is also funny when you write an article. In fact, to properly do so you must enter a "time warp" of sorts. Maybe not like the movies "Back To The Future" or "Stargate" but a time warp none-the-less. A type of "twilight zone" if you will.

You may well be asking yourself, "What is he talking about? I thought this was an update from the Marketing Department of Stoddard-Hamilton. And indeed you would be right to ask that question. The answer is now before you in your hot little hands. This Glasair Newsletter is a result of a time warp (of sorts).

You see, when I sat down to write this article for our newsletter it was late October. Now this is not so bad in and of itself, but I had to keep in mind that I was sending it into the

future. In October I knew that this article wouldn't even be pasted into Newsletter #55 until sometime in November. And you wouldn't receive it until sometime in December. An awesome thought if you think about it. Sending something nearly two months into the future. How do you anticipate such things? What questions do you ask yourself about a future that has not yet occurred? I t ' s q u i t e a dilemma...quite a responsibility!

So this brings us to the fundamental question; What's going on in Marketing here at Stoddard-Hamilton? The GlaStar project is on everyone's mind here. Writing to you now (the "you" of the future) I must remind myself that it has been over four months since Oshkosh and the GlaStar debut. Much has happened since then. From a mechanical and testing point of view everything is being done (and in proper measure) to ensure that the GlaStar's maiden voyage occurs soon and occurs safely. With Thanksgiving coming we are all eagerly awaiting the GlaStar to take to the sky (truly something to be thankful for!). At any rate it's getting closer and we are getting more and more excited as each day passes.

From a marketing point of view, things always go slower than you would like. We know we have a great product in the GlaStar, but in order to prove it to the world we need to go flying. Flying allows you to obtain important things

like performance data and nifty air-to-air photos of the GlaStar flying gracefully among the clouds (where she truly longs to be!).

Bill Sprague and Tim Johnson are certainly busy answering the myriad of phone calls we get and are giving numerous GlaStar tours. I am busy working on new ads, press releases, photo sessions, and GlaStar progress reports.

From the video scene we are coming up with more Glasair construction videos as well as planning the GlaStar construction videos(s). On top of that we are working on putting together a new Information Packet and Sales Video which will include both the Glasair and the GlaStar. The time frame for these items is before Sun 'N Fun 1995.

Speaking of airshows, even though it is now December, planning for the three big shows, Lakeland, Arlington, Oshkosh happens year round (alas, our work is never over). After all Lakeland is only four months away. Didn't we just get back from Oshkosh?

It's times like this when I wish I could travel through time to see what lies ahead.

From my perspective (the "me" of the past) Christmas is nearly eight weeks away, to you it's right around the corner. At any rate, I would like to wish you and yours a very Merry Christmas and a Happy New Y e a r .

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Factory News

Options and Part Sales By Lord Miller

1995 PRICING Now AVAILABLE... Our new 1995 pricing is available on Lycoming engines and Hartzell props. Please use the new Options Catalog price sheet for specific prices. This price sheet can be found on the following two pages of this newsletter, along with an order form.

LYCOMING STOPS OFFERING LIGHT WEIGHT STARTERS Lycoming is not offering lightweight starters at this time. They are instead shipping Prestolite starters with their engines. If you wish to purchase your engine without the 6 pound heavier Prestolite starter, please let us know at the time you place your order. This will give you a reduction of $275.00 on the purchase price. You then could purchase a lightweight starter from another source such as B & C or Sky Tek

DELAYS IN SOME PARTS I know that some builders have experienced a delay in getting some parts, metal parts in particular.

With the GlaStar coming on board, we have had to evaluate our welding department (along with all departments) and make some improvements. This has caused some delay in shipping welded metal parts. We still have some work in this area, however, the good news is that we are making progress. I thank you for your patience.

OPTIONS/INSIDE SALES CONTINUES To CHANGE... When placing orders you will be talking to a new person. Jana Sesby has been taking and processing orders since April, however, motherhood is fast approaching. Sometime in December she will be taking a

leave of absence for a few months in order to begin her life as a parent! We are excited for her and will look forward to her return to Stoddard-Hamilton.

In the meantime, Kirsten Brewer has moved into our Option Sales Processing area. She has been with Stoddard for over six months doing a great job as receptionist. She will be "learning the ropes" in this area and I am sure will soon "take the reigns" with this new position. Please welcome her to her new position. I am sure you will find her to be of great help. Remember part numbers please!

HYDRAULIC FILTERS KITS FOR RGs... We have a limited supply on hand, however by placing your order no later then January 15th 1995, will assure you that we will process your hydraulic filter installation kit (341-4460-501) no later than the end of February. Introductory price $85.00 good until 1-15-95. See page 1229 for more information.

1222

STODDARD-HAMILTON OPTION CATALOG PRICE SHEET

ENGINE ACCESSORIES - SECTION A

A1 37,653.00 A2 34,398.00 A3 26,780.00 A4 24,019.00 A5 16,737.00 A6 5,398.00 A7 5,904.00 A8 4,343.00 A9 5,695.00 A10 5,383.00 A11 5,843.00 A12 5,578.00 A13 150.00 A14 100.00 A15 1,050.00

B1 3,180.00 B2 4,892.00 B3 1,940.00 B4 1,436.00 B5 5,475.00

C1 12.00 C2 149.00 C3 495.00 C4 180.00 C5 260.00 C6 260.00 C7 995.00 C8 27.75 C9 65.00 C10 515.00 C11 515.00 C12 200.00 C13 200.00 C14 395.00 C15 395.00 C16 395.00 C17 326.00 C18 465.00 C19 465.00 C20 495.00 C21 995.00 C22 995.00 C23 995.00 C24 445.00 C25 445.00 C26 445.00 C27 65.00 C28 7.50 C29 385.00 C30 385.00 C31 145.00 C32 510.00 C33 510.00 C34 225.00 C35 39.37

A16 1,050.00 A31 345.00 A46 360.00 A61 4.10A17 1,090.00 A32 345.00 A47 360.00 A62 4.90A18 1,090.00 A33 274.00 A48 360.00 A63 5.40A19 61.70 A34 291.00 A49 360.00 A64 7.40A20 1,500.00 A35 89.00 A50 125.00 A65 9.95A21 1,500.00 A36 625.00 A51 220.00 A66 11.00A22 150.00 A37 625.00 A52 50.00 A67 37.95A23 150.00 A38 695.00 A53 19.50 A68 48.35A24 1,095.00 A39 695.00 A54 16.20 A69 58.85A25 383.00 A40 695.00 A55 13.50 A70 75.80A26 35.00 A41 199.00 A56 14.25 A71 95.00A27 65.00 A42 199.00 A57 16.20 A72 105.00A28 559.00 A43 199.00 A58 14.25 A73 10.00A29 795.00 A44 199.00 A59 20.74 A74 10.00A30 250.00 A45 199.00 A60 2.50 A75 12.50

INSTRUMENTS - SECTION B

B6 9,360.00 B11 399.00 B16 1.25 B21 110.00B7 5,990.00 B12 399.00 B17 26.50 B22 21.95B8 1,175.00 B13 399.00 B18 95.00 B23 32.00B9 40.00 B14 18.25 B19 260.00 B24 28.00B10 75.00 B15 16.75 B20 260.00 B25 7.85

AIRFRAME ACCESSORIES - SECTION C C36 545.00 C71 25.00 C106 .60 C141 6.75

C37 85.00 C72 25.00 C107 .60 C142 2.75C38 85.00 C73 25.00 C108 .60 C143 2.95C39 73.50 C74 30.00 C109 2.00 C144 5.12C40 49.00 C75 30.00 C110 3.50 C145 2.75C41 54.50 C76 30.00 cm 2.45 C146 2.75C42 19.52 C77 .25 C112 7.60 C147 2.75C43 19.52 C78 .21 C113 DISC C148 1.95C44 19.52 C79 3.54 C114 49.00 C149 .95C45 19.52 C80 3.54 C115 49.00 C150 1.50C46 71.00 C81 .50 C116 49.00 C151 20.00C47 71.00 C82 .15 C117 49.00 C152 4.80C48 169.00 C83 .35 C118 49.00 C153 2.75C49 169.00 C84 .15 C119 245.00 C154 5.50C50 75.00 C85 .25 C120 295.00 C155 59.50C51 75.00 C86 3.50 C121 295.00 C156 50.00C52 75.00 C87 2.30 C122 295.00 C157 51.40C53 75.00 C88 1.22 C123 295.00 C158 8.30C54 75.00 C89 .55 C124 320.00 C159 7.50C55 89.00 C90 .25 C125 20.00 C160 7.35C56 15.00 C91 .20 C126 35.00 C161 7.50C57 495.00 C92 .20 C127 35.00 C162 2.75C58 525.00 C93 .20 C128 65.00 C59 11.75 C94 .95 C129 65.00 C60 2.00 C95 .50 C130 65.00 C61 15.75 C96 .65 C131 96.00 C62 93.00 C97 .65 C132 86.00 C63 21.25 C98 .75 C133 86.00 C64 18.65 C99 .75 C134 122.00 C65 45.00 C100 .55 C135 385.00 C66 14.00 C101 3.00 C136 30.00 C67 25.00 C102 .63 C137 45.00 C68 25.00 C103 .10 C138 128.00 C69 25.00 C104 20.00 C139 128.00 C70 25.00 C105 20.00 C140 135.00

11/05/94

TOOLS - SECTION D

D1 199.00 D12 13.50 D23 5.08 D34 15.00 D45 9.90 D2 500 D13 27.50 D24 4.80 D35 4.75 D46 13.50 D3 5.50 D14 75.00 D25 5.50 D36 8.75 D47 19.50 D4 5.50 D15 33.00 D26 8.90 D37 3.00 048 30.00 D5 5.50 D16 9.90 D27 3.75 D38 3.90 D49 32.00 D6 5.50 D17 9.90 D28 3.75 D39 2.75 D50 25.00 D7 44.00 D18 9.90 D29 20.00 D40 3.50 D51 5.25 D8 13.50 D19 9.90 D30 7.25 D41 4.50 D52 59.00 D9 8.50 D20 11.90 D31 13.00 D42 68.00 D53 56.00 D10 8.50 D21 27.50 D32 3.75 D43 8.95 D54 47.00 D11 8.50 D22 5.08 D33 4.00 D44 21.50

CONSTRUCTION MATERIAL - SECTION E E1 1.72 E10 7.50 E19 20.75 E28 11.48 E37 13.00

E2 4.00 E11 7.50 E20 12.50 E29 55.00 E38 1.90 E3 9.45 E12 DISC E21 1.50 E30 1.05 E39 19.00 E4 8.00 E13 DISC E22 11.00 E31 .95 E40 11.50 E5 5.00 E14 DISC E23 11.25 E32 12.00 E41 17.00 E6 4.00 E15 9.18 E24 .40 E33 31.50 E42 27.50 E7 5.60 E16 3.97 E25 .60 E34 16.00 E43 DISC E8 27.00 E17 3.50 E26 13.50 E35 10.00 E44 5.00 E9 29.00 E18 17.00 E27 13.50 E36 1.30

REPLACEMENT PARTS - SECTION F

F1 13.90 F10 82.95 F19 28.14 F28 16.00 F37 22.00 F2 6.60 F11 74.00 F20 28.00 F29 16.00 F38 .55 F3 14.95 F12 7.90 F21 7.35 F30 20.75 F39 .60 F4 975.00 F13 9.50 F22 43.50 F31 15.44 F40 .86 F5 975.00 F14 183.00 F23 95.00 F32 14.77 F41 1.10 F6 975.00 F15 125.00 F24 20.00 F33 2.50 F42 .65 F7 975.00 F16 29.75 F25 17.50 F34 13.00 F43 1.00 F8 995.00 F17 72.00 F26 16.00 F35 15.50 F9 1,085.00 F18 99.00 F27 16.00 F36 12.50

PILOT SUPPLIES - SECTION G G1 25.00 G5 7.00 G8 12.00 G11 5.50 G14 3.50

G2 35.00 G6 8.00 G9 5.50 G12 5.50 G15 5.00 G3 6.25 G7 8.00 G10 5.50 G13 15.00 G16 2.50 G4 150.00

dhUU^Ett ̂ GLASAIR I ACCESSORIES

GI-1 870.00 GI-11 250.00 GI-21 150.00 GI-31 110.00 GI-41 7.50 GI-2 135.00 GI-12 175.00 GI-22 38.00 GI-32 75.50 Gi-42 37.50 GI-3 135.00 GI-13 35.00 GI-23 375.00 GI-33 345.00 GI-43 37.50 GI-4 150.00 GI-14 35.00 GI-24 395.00 GI-34 325.00 GI-44 37.50 GI-5 150.00 GI-15 15.00 GI-25 195.00 GI-35 199.00 GI-6 325.00 GI-1 6 345.00 GI-26 7.95 GI-36 375.00 GI-7 2,450.00 GI-17 640.00 GI-27 39.00 GI-37 5.00 GI-8 249.00 GI-18 6.50 GI-28 59.00 GI-38 65.00 GI-9 75.00 GI-1 9 15.00 GI-29 555.75 GI-39 135.00 GI-10 29.50 GI-20 15.00 GI-30 175.00 GI-40 1.15

STODDARD-HAMILTON AIRCRAFT, INC.

18701 -58TH AVENUE, N.E ARLINGTON, WA. 98223 PHONE: (206)435-8533 FAX: (206)435-9525 11/05/94 1224

Factory News

Tech-Talk By Christian Klix

There seems to be a lot of building activity this fall as the phones are very active. I think everyone gets inspired by all the great aircraft at Oshkosh and other fly-ins during the summer. Cliff has been doing an excellent job handling the bulk of the calls. Though it is taking time to become proficient with the new software we are making progress in getting acquainted with our recently obtained computer equipment. We have rebuilt our hydraulic test bench to be able to better service your needs. Our Glasair III demonstrator N540LP is up and flying again with its newly overhauled engine, and is currently in Arizona being used for PIC pilot training. Terry Hiatt is back with us on a contract basis to help us complete the Super II-S owners manuals and Glasair III manual revision. Both of these publications will be mailed before the end of the year. We appreciate your patience.

Fuel Vent Float Valves We felt that the following schematic of the FVFVs would help to better understand their function. Though Glasairs have been operating successfully for 15 years without them, they are a real convenience to have and can prevent embarrassing, not to mention hazardous fuel spills if the proper precautions are not taken.

The fuel vent float valve option

(332-0490-501) is designed to be installed on the outboard face of the "I" rib, forward of the main spar shearweb, however can also be installed remotely for installations where the standard installation is not possible. An internal inverted cup acts as a float to rise as fuel enters the valve body through a 3/8 inch tube located at its base. As the float rises with the fuel level, it seals off the fuel vent to prevent fuel from spilling overboard. Should there be fuel expansion due

to a temperature change, a pressure relief valve will open to relieve excess pressure in the fuel tank. If the valve should freeze up from cold temperatures or stay closed in any way, such as when wing tip extension fuel tanks are used and the tanks are completely full, there is also a check valve that will open to allow the engine to pull fuel from the tank by letting air flow into the tank. Both check valves are located in the upper housing of the FVFV. However, with most standard installations the main tank is also

1227

FUEL CELL THERMAL EXPANSION WITH FULL TANK (normal vent blocked, pressure relief valve opened from internal pressure)

FAIL-SAFE MODE IF FLOAT IS STUCK (check valve opens to allow air flow during engine operation)

Factory News

vented to the header tank which is vented overboard and both of these check valve feature will not be activated.

An additional feature designed into the float, utilizes the valve as an acrobatic valve for inverted flight. The inverted cup design traps air inside to act as a float. When flying upside down the cup fills with fuel and the weight of the fuel closes the valve to prevent the fuel from spilling out the vents.

To install the float valves in conjunction with the Vision Microsystems fuel probes, the fuel probes should be located about 4.5 inches forward of the main spar shearweb to allow space for mounting the valves. However the valves can be installed with the fuel probes as little as 2-1/8 inches forward of the main spar shearweb, if the wing tip extension fuel system is not used. We modified the upper forward port on our FVFVs to clear the fuel probe for retrofitting to our Super II-S demonstrator and were able to actually install them with the wing tip extension fuel system and the 2-1/8" dimension.

WET WING TIP EXTENSIONS INSTALLED AND FULL OF FUEL, NORMAL ENGINE OPERATION (check valve opens to allow air to flow into the tank until fuel level allows float to lower)

1228

Factory News

FUEL CELL THERMAL EXPANSION WITH FULL TANKS, WING TIP EXTENSIONS INSTALLED (normal vent blocked, pressure relief valve opened from internal pressure)

HYDRAULIC SYSTEM IMPROVEMENTS:

Hydraulic Filters For Glasair RGs Over the years, Stoddard Hamilton Aircraft's Customer Service Department has noticed that the vast majority of retractable landing gear operational difficulties seemed to occur during the early functional checks of the gear system. Failure to produce pressure or hold pressure could often be traced to contaminates within the hydraulic lines that eventually found its way into the hydraulic pump.

The Oildyne hydraulic pump has been in use in retractable gear Glasairs for thousands of flight hours and has proven to be a reliable and durable unit. However, its reliable operation is dependent upon clean fluid in the system. Particles such as aluminum chips, rubber pieces, and fiberglass dust (left over from the building process), will eventually find their way into the pump unit. The hydraulic pump has . several

sensitive pressure adjustment ports and poppet valves (the poppet valves lock pressure in the hydraulic lines when the pump is not running). Contaminates in the fluid can eventually result in one of these sensitive ports malfunctioning. This will result in a lack of proper pressure output or failure to hold pressure.

Hydraulic filter installations kits (341-4460-501) are now available for installation in the hydraulic lines. The hydraulic filters should be located as near as possible to the hydraulic pump. This filter will prevent contaminates from traveling from the aircraft hydraulic actuators and associated tubing and hose assemblies, to the hydraulic pump where they can cause problems. Since the Glasair hydraulic system has fluid traveling both directions in the hydraulic lines a separate filter must be used in each line.

See Option Sales on page 1222 for pricing and availability.

Emergency Extension System Hydraulic Surge Tank In an effort to eliminate the hydraulic fluid spilling from the pump reservoir during emergency extension tests of the landing gear, we are developing a surge tank option that mounts next to the hydraulic pump. The tank is filled with a stainless steel wire mesh that acts to separate the air from the foaming hydraulic fluid that can cause a real mess in the back of your airplane.

Our Super II-S demonstrator is frequently used to demonstrate the emergency extension system during demonstration flights. When the emergency extension valve is turned the hydraulic pressure from the high pressure side is dumped to the low pressure side. Because there is excess fluid in the actuators on the opposite side of the piston from the actuator rod, a return line from the emergency extension valve to the sump is provided. The excess fluid can enter the vented sump with such force that it mixes with the air in the sump and expands causing it to overflow through the vent (the slot in the dip

1229

Factory News

stick threads). If the dipstick/vent were screwed in too tight, sealing the sump, the excess fluid will push out sump seal. Either case will cause a real mess in the back of the airplane.

With the surge tank plumbed into the upper half of the sump, the foaming fluid enters the surge tank and collects on the wire mesh screen before it can reach the vent plug at the top of the tank. After the surge of pressure has stopped, the fluid that has collected in the surge tank will drain back to the hydraulic pump reservoir to be used again for the next hydraulic landing gear cycle.

A surge tank option installation kit is currently being completed. A kit price should be available before long. We will announce availability in our next newsletter.

Weight And Balance With Wing Tip Extensions It has been brought to our attention that the weight and balance section of the owners manuals should have a different Mean Aerodynamic Cord and leading edge position at the MAC. if wing tip extensions are used. Though the effective change

is relatively small, the correct numbers should be used for your FAA W&B records. The MAC is 43" with the wing tip extensions installed. Also the wing leading edge at MAC moves aft .41 inches for W&B calculations with the 27.3 foot wing span. The station of the tip extension fuel is 14.58" aft of the new leading edge at MAC. Also the station of the tip extension dry is 16.51" aft of the new leading edge at MAC.

200 HP Vibration Isolators (Shock Mounts) Every so often we get a call about the 200 hp vibration isolators on how they should fit to the Lycoming engine case. Some of the IO-360 engine cases have a fly cut circular area that is not large enough for the foot print of the isolator. Since the problem was discovered we began shipping the isolators with an additional washer to put between the engine case and the isolator to clear the area that was not machined flat for the isolator to bare against. Some builders report that it is difficult to align the isolators correctly with the washers in place. This miss alignment will be minimized once the bolts are

torqued and everything is pulled up tight and should not be a concern.

Cabin Fresh Air Vent Installation On Glasair IIIs Because of the possibility that the oil cooler exit air can enter the cabin fresh air vent on the right side of the older Glasair IIIs, we eliminated it from the molds about a year ago. There have been several alternative locations for the passenger vent that have been tried by our customers. Some have fabricated a NACA vent into the dorsal fin and ducted the air forward to some overhead airliner style ventilator valves in the cockpit. We have also had reports that the existing NACA inlet on the left side of the fuselage has more then enough volume of air flow for both sides of the cockpit and a simple crossover duct was all that was necessary. The latter being more easily retrofitted and adaptable to our existing design, we decided to incorporate such a crossover installation into our future G-III kits. If you would like to purchase the retrofit kit for this installation contact our order desk and request the: Cabin Air Crossover Hose Retrofit Installation Kit (610-0107-501).

1230

Factory News

Accident Briefs By Christian Klix

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 alt the facts and information necessary to draw definitive conclusion. 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.

We are again happy to report that there were no injury accidents this quarter. However, we do have one accident and a couple incidents that may be of interest to you.

Brake Causes Damage To Retractable Landing Gear According to the owner/pilot, he was landing and applying brakes when one of his brakes suddenly went flat. Light brake application and opposite rudder was not enough to slow the aircraft and keep it on the runway. Rough terrain resulted in extensive damage to the undercarriage. Subsequent inspection of the brake indicated that the Nylaflow brake line failed near the the brake caliper. The line had become brittle, possibly from the heat radiating from the brake disc. Stoddard is currently writing a Service Bulletin to install a short section of aluminum tubing to get the Nylaflow tubing away from the high heat zone area.

Bird Strike Incident Another incident that occurred this summer was just prior to the Arlington Picnic. On July 6th Jeff Werali, Lance Turk, and myself were practice flying in preparation for the missing man formation in honor of Bob Herendeen, for the Arlington Airshow. Jeff was the leader, flying his Glasair I TD with Lance flying off his right wing in his beautiful FT. I was flying off Jeffs left wing in our Super II-S RG demonstrator. We were just turning from a base to final for an overhead pass when out of the blue came a flock of about fifty starlings headed directly at us. I saw them out of the corner of my eye as I was concentrating on holding my position off Jeffs wing. Jeff took three direct hits, maybe four. The amazing thing was that none of us broke formation and I didn't even see the slightest flinch of movement in Jeffs controls. He just calmly came on

the radio and said "I think I better land and check this out guys" so we did.

Upon inspection Jeff had direct hits on his right wing leading edge, the windshield (pilot side) and the left forward baffling plate inside the engine compartment. An additional possible hit may have occurred on the inboard end of the left wing leading edge due to some evidence of blood and feathers. It took a rubber glove and a garden hose to clean out the engine compartment, (not a pretty sight). Miraculously, the only visible damage was a 2" diameter dent in the engine baffling.

Fire During Fuel Calibration, That Ended in A Close Call Due to some very quick thinking and skillful actions by Jim Muldoon and Cal Spangler in our Service Center, a potentially destructive fire turned out to be only a minor incident.

We were in the process of calibrating the Vision Micro-Systems fuel probe in a customer's Glasair E. A two gallon plastic bucket was being used to pour fuel into the right wing. The aircraft master was on to take the calibration readings. The aircraft was staged on the ramp outside of the hangar. Jim had just finished pouring the fuel into a funnel made out of a metal gas can, which had the bottom removed. A chamois cloth was being used over the can as a filter. The metal can was inverted with it's plastic nozzle in the right wing filler cap.

A snap was heard and suddenly the can burst into flames. Jim immediately ran to the hangar door to get the fire extinguisher while calling for help. Cal, who was sitting in the cockpit, exited immediately. He then

ran over to the fire, and instinctively knocked the flaming can off of the wing, away from the aircraft while Jim followed with a shot from the fire extinguisher to blow out the remaining flames that had spread across the top of the wing. Once assured that the aircraft was out of danger he proceeded to put out the fire on the ground. Thanks again Jim & Cal for your quick reactions.

No damage resulted from the incident. We are still uncertain about the ignition source however it may have been static discharge. The aircraft was modified with custom bonding straps built into the structure, bonding the metal fuel cap sleeves to the rest of the metal parts in the aircraft. However the aircraft was not electrically grounded at the time.

Conclusion Stay alert for the unexpected and always try to have a plan of action should something out of the ordinary happen. Always have a fire extinguisher close by when it comes to aircraft fuels. While doing a fuel calibration or similar operation, use all metal components that make electrical contact throughout the transfer of fuel to eliminate the possibility of potential static buildup. Ground the aircraft and the fuel transfer container to a good ground source and do it outside. The outcome of the fire mentioned above could have been much worse if it had occurred inside a hangar.

1231

Incredible Year!*

INCREDIBLE YEAR!

By Kelly Lee

Our 15th Anniversary year will go down as one of our very best. The various accomplishments that were achieved are a credit to you our customer and to our employees' dedicated work ethic. It has been an exciting time watching the various departments take ownership for their responsibilities and bring them to completion.

There have been a number of changes here at Stoddard-Hamilton which we feel will make us even better in serving your needs. Most of these changes have become necessary because of the addition of the GlaStar to our family of aircraft. Marketing, Sales, Production, Shipping, and Technical Support all have had to expand to match the volume of demand for this new breed of aircraft. This translates to even better service for our Glasair customers. Some of the most noteworthy changes include:

l)Vice President of Finance - Cheryl Valliant was promoted to this new position in June of this year. Over the years Cheryl has become a very valued and trusted employee. Her diligent work efforts are appreciated and well worth emulating. Cheryl will be providing her professional management touch to the Accounting, Sales, Shipping, and Office Service Departments. Her ideas, energy, and experience provide us with the creativity and stability that we will need to assure a bright future.

2) Vice President of Engineering - Bob Gavinsky was added to our staff in June of this year. This newly created position will fill a void that has existed over the last few years ever since Bob left to work for GEC Marconi For some of you "old timers" Bob needs no formal introductions, however, for you new folks Bob has had ties with Stoddard-Hamilton almost from its very beginning. He worked with Tom and Ted on the original design and eventually evolved to become the Chief Engineer on the entire Glasair line. We are proud to have Bob back and will be utilizing his considerable expertise in our Manufacturing,

Technical, and Service Center departments.

3) Sales/Marketing Manager - Tim Johnson has been appointed to oversee our busy sales and marketing department. Bill Sprague is as active as ever handling sales calls, airshows, tours, etc. but it leaves little time in the day to do much else. Something had to take the backseat and it definitely could not be our customers or potential customers. It became clear that if certain long term projects and tasks were to get done more hands on management would have to take place. Bill's first love is the actual sales process, while Tim enjoys the details of management. Tim has been with our company now for sometime. I have been very impressed with his management style and sales approach. This summer I moved Tim into the sales area and monitored his progress. He has done exceptionally well. Tim brings to Stoddard-Hamilton over 34 years of flight experience with Helio Courier, Cessna, Beaver, Norseman, and many other single and multi-engine land and sea planes. He is also an A&P mechanic and has lived and flown in the jungle areas of Peru and Brazil. His people skills are unparalleled and I look forward as do the other members of the Sales/Marketing team to his leadership abilities.

4) Shipping Manager - Roy Matson is back! Roy has been very active in the establishment of a new church here in Arlington. He has dedicated over a year on this endeavor and working for us on a part-time basis. Now that the church is up and running, Roy and his family have decided that it is time to step aside and let someone new take that leadership role. It wasn't an easy decision as this is a calling that Roy has felt for a long, long time. One of the hardest things we do is to be willing to give up occasionally something that at the instant is very precious to us. However, once we show ourselves willing to do this, we frequently find ultimately immense satisfaction and success. I am very pleased to have him back. He will be heading up an area that is poised for some awesome changes both in facility planning and in personnel requirements. Roy

Incredible Year!

definitely is up to the task and it makes me feel relaxed that the kits and options being shipped out the door will be under his watchful eye. With his expertise being utilized in this growing department he will be unable to resume his phone contact by taking customer orders. Please continue to talk with the Inside Sales Department for your ordering needs. Welcome back Roy!

5)Inside Sales/Purchasing Manager - Lorri Miller has been in charge of our Inside Sales/Shipping Department ever since Roy Matson left almost a year ago. She has done simply a superb job! I am sure that if you are active with your kit you have been blessed with her energetic, friendly, and professional manner. Now that Roy is back managing the Shipping side of Stoddard-Hamilton, I have decided to challenge Lorri in another area, Purchasing. Lorri will continue to manage our Inside Sales area but will also head our Purchasing Department. She will bring to Purchasing her considerable experience in computer operations as well as a customer focused personality. I am excited about this transition not only for Lorri but for Stoddard-Hamilton. Our goal is to direct our inventory acquisitions to what we know our customers want rather than what we think they want.

6) Office Manager - Sh!!!! Don't tell anyone! We lured Alice Dalton back "home". Alice is just one of those special one-of-a-kind individuals that come along only once in a while. She is an extremely efficient person that can work with absolutely anyone. Having her back to head up our office staff is a real joy. Her experience with our company spans almost our entire history. She has an incredible memory for our past and brings to the table insight and perspective that I value immensely. She will be working with myself, Bob, and Cheryl in establishing various office policies and procedures. It then will be her responsibility to train and direct office staff, as well as establishing and monitoring efficient office flow.

experience in the metal fabrication arena. The GlaStar has forced us to take a critical look on how we have been doing our in house welding and metal fabrication. It worked fine for 6-8 kits/month but it would never do for the volume of work that will be needed for the GlaStar. We required a special kind of person. A person that is able to set up a production facility from scratch. This requires extensive background in facility configuration as well as equipment procurement. He must also be able to train and monitor personnel in a fast paced environment. Steve Minor has had to do all of these things in the past. I am confident that he will rise to the occasion here and build from the ground up a first class operation. Welcome aboard Steve!

There have been other changes as well but suffice to say we are not letting any moss grow under our feet around here. I am proud of the employees that we have here. Everyone is a winner! Each of them take personally the positions that they occupy and they want desperately to do the best they can in all situations. I marvel at the strong sense of community here and how close employees feel to the products that we ship out the door. It is like a piece of everyone goes out with every shipment There is an attitude here that encourages helping others even if it is "not their job". I think it is as simple as every employee takes pride in what they do, something that is lacking in many businesses today. I am touched by the many employees that have gone on to new vistas only to return with the feeling that, "there's no place like home." Maybe it is because they feel connected to the whole because they are or are working towards becoming employee owners. They have a vested stake in the success or failure of this great company. Whatever it is, I like it! It translates to employees that are concerned. This will help assure that you as our customer will receive nothing but the best!

7) Metal Fabrication Manager - Stephen Minor is a new face here at Stoddard-Hamilton. He brings with him close to 20 years of management

1233

Customer Recognition

Stan Gorman flew out last summer from his home in Detroit, Michigan in his Glasair FT to participate with us in the development of the GlaStar

Stan is pictured here working on a set of sheet metal fairings for the gear legs. Stan proved to be a valuable factor in preparing the GlaStar to be as complete as possible for its Oshkosh debut.

Thanks again Stan!

1236

EAA

directors, and participants across the country and around the world as they may choose to use it. These standards are continuously monitored and updated to reflect changes as they evolve in all these fields. EAA members are encouraged to submit their thoughts and recommendations. The EAA is interested in all aviation enthusiasts and will be responsive to them.

The Judging Standard Committee represents the Board of Directors and the President of EAA in all aspects related to standards and j u d g in g a t t h e a n n u a l International EAA Convention at Oshkosh, Wisconsin and Northwest Fly-In, Arlington, Washington.

The Chief Judge will appoint volunteer judges for each category. Each aircraft category judge chairman wil l be responsible for recruiting and

determining the number of judges required for their area. EAA Chapter visits will include requests for judges.

Awards... The awards ceremony is generally held Saturday evening of the Fly-In. Prospective award winners are encouraged to be present at the presentation.

It is determined that no award will be given in any category unless an aircraft attains a minimum point score of 80. This includes those categories in which there is only one aircraft submitted for judging.

The types of awards given at the Northwest EAA Fly-In, Arlington, are listed under each category. Four special awards can be awarded also: A) Presidents B) People's Choice, C) Rare Achievement, D) Past Grand Champion.

Judges... The judging of contest aircraft is difficult, demanding, rewarding, and sometimes a thankless job. The primary effort is to be objective and as professional as possible in evaluation of the aircraft. The resulting decision represents the consensus of a number of judges who have devoted considerable time and effort, and who are aware of the importance of their decisions to the exhibitors.

Judging is a voluntary activity with the only rewards being the satisfaction of a meaningful job well done. The judges are to be commended for the dedication, which they all bring to this effort.

Any aircraft which has won an award at the Northwest EAA Fly-

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Judging Standards Arlington Fly-In

Arlington, Washington

Editors Note: The following information was made available during the Arlington Fly-In in July. In spite of being at the end of the fly-in season, Stoddard-Hamilton would like to make it available to any builders thinking about the '95 season.

This information is a revised version of the Oshkosh EAA

Judging Standards. The EAA Chief Judge and Northwest EAA Fly-In Committe, Arlington, WA., have made changes to incorporate the standards and ideas of the Northwest Fly-In. It provides for the judges and the exhibitor competitors in each class and the rules and criteria which are used in evaluation of the aircraft. The purpose is to provide uniformity and continuity of judging standards to all concerned, including especially the judges, fly-in

Forward.,

EAA

In. Arlington. WA. will not be eligible for the same or a lesser award in subsequent years.

Custom Built Aircraft...

I. Requirements for Selection of Judges Volunteer Judges will be selected by the chief judge. The chairman shall incite only those individuals to act as judges who possess the qualifications detailed below. A. The individual must be a current member in good standing of the Experimental Aircraft Association. B. The individual must possess a sound background and knowledge of aircraft construction techniques, workmanship requirements, safety requirements, and should possess a sound background in amateur built aircraft construction. C. The following qualifications may be utilized to determine if an individual meets the requirements of paragraph B above: * Aircraft and Powerplant Mechanic License * Aircraft Inspector License Number. * EAA Technical Counselor * Experienced gained by construction of custom built aircraft. * Experience gained by significant work in metal, wood and composite construction and restoration of aircraft. D. The individual must possess the personal dedication to pursue the task of judging diligently to a conclusion with a minimum of supervision. E. Judges shall be selected from as many geographical areas of the country as possible to provide a broad experience base. Qualified foreign EAA members may also

serve as judges. F. The judges must remember that they are representatives of the EAA and conduct themselves accordingly.

II. Judging Operational Format The following represents the general operational format of the custom built judging at the EAA Arlington Fly-In. A. A meeting of the Custom Built Judging Committee will be convened at 9:00 am Friday and Saturday, and 1:00 pm , Saturday of the fly-in to discuss operating practices, provide instructions, review ratings, and to vote on the awards. B. Judging activities will commence immediately following the morning and afternoon meetings. C. Judging will start no later than Friday of the convention and continue until 3:00 pm of the day the awards are presented. At that time, the formal decisions are made so as to provide time for the Awards chairman to have the appropriate trophies prepared. D. Each judge will be provided with an identifying badge which should be displayed while acting in a judging capacity. E. Judges shall operate in teams of two or three whenever possible. F. Judges shall use forms per category, as described in the Judging Practices section of this handbook. G. Judging forms shall be turned in by 4:00 pm each day. H. To be eligible for an award an aircraft must be judged by no less than two judges. I. Aircraft selected for consideration for awards shall be determined by averaging all the judges individual scores for that aircraft.

J. Judging scores will determine the awards, with the exception that the judges will have the option of final discretion in special circumstances.

III. Aircraft to be Judged A. Registration Custom Built aircraft will be divided into two categories: Plans Built and Kit Built. Only aircraft that have been registered as Experimental, Plans Built or Kit Built at Aircraft Registration will be judged. At the time the aircraft is registered, the owner-builder will indicate on the registration form if he/she wishes to have the aircraft judged, he will be given a "Please Judge Me" sticker to affix to the propeller card issued by Aircraft Registration. The sticker has three boxes for the judges to initial when they have completed judging the aircraft. As judges tour the display area, it is only necessary to look for the "Judge Me" sticker to determine if an aircraft requires additional judging.

Plans Built Category Aircraft that are constructed without the aid of purchased major subassemblies, or aircraft of original design will be considered Plans Built. The intent is for the builder to have learned a variety of skills and to have constructed the aircraft from scratch. The aircraft must be registered by the FAA in the Experimental Amateur Built Category, FAR 21.191 (9).

Kit Built Category Aircraft kits listed in FAA advisory Circular AC20-27C will ordinarily be placed in the Kit Built Category. Other aircraft that are intended by the manufacturer to be kit built aircraft and that have not yet been added to the list published by the FAA but clearly comply with the

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EAA

intent of AC20-27C will be considered in the Kit Built Category. If the builder of what would ordinarily be a kit built plane has in fact scratch built it from the plans, he may elect to have it considered a Plans Built aircraft. The aircraft must be certified by the FAA in the Experimental Amateur Built Category, FAR 21.191(9).

B. Flight Requirements To be eligible to receive an award the following criteria must be met. The aircraft must meet the FAA minimum requirements of the Experimental Amateur Built Category. The FAA operating limitations restricting flight to a test flight area must have been removed. The aircraft shall have flown to the convention or it must be flown during the convention. The FAA certification documents must be in order and available for inspection by the judges. C. Owner Construction Requirements For an aircraft to be classed by the FAA as Amateur Built, 51% of its construction must have been accomplished by the builder/owner. In direct relation to this requirement, the aircraft will be judged for quality of workmanship, originality of design or design innovation, quality of finish, and unique safety provisions, all of which relate to the talents and approach of the builder. It should be further recognized that the Experimental Aircraft Association has promoted the learning of all types of skills associated with aircraft construction via assistance to the builder by EAA Technical Counselors and other individuals knowledgeable of those techniques. The judges shall keep in mind that most home built aircraft have been constructed by more than one person with the advice or assistance of others The practice is consistent

with the learning process fostered by the EAA. The judges shall be alert for those aircraft which have not been built by the exhibitor. These aircraft do not represent an accomplishment of the owner and should be down rated. The owner is encouraged to document the building process and to bring that documentation, including especially photos to the convention for the benefit of the judges. Without such documentation, points may be deducted particularly in comparison with other aircraft with which there is conclusive documentation of the owner's participation in the major part of the construction. D. Replica Aircraft Replica aircraft constructed in reduced scale will be judged in the Homebuilt Category. Full scale replica aircraft will be judged in the Antique/Classic category. E. Seaplanes Custom Built seaplanes and amphibians will be judged within their respective categories, i.e. Kit Built or Plans Built and will be subject to the same judging criteria.

IV. Judging Practices A. Scoring System The EAA Arlington Fly-In uses an Open Judging System, in which all aircraft within each category are judged, then by subtypes such as construction (wood, composite, metal, etc.) or by configuration (biplane, high/low wing, open/closed cockpit, etc.) This facilitates utilization of a standardized numerical judging system. B. Impartiality It is a prime importance that each aircraft presented for judging be treated in an unbiased manner. Judges who consider their review of a particular aircraft as biased,

either due to personal acquaintance with the builder, or personal knowledge of its construction may excuse themselves from judging that aircraft. C. Request for Detailed Review Each aircraft shall be judged on all features that are visible. The judge may request the owner to open the cockpit, engine cowl, or other access panels to view internal appointments of structure. Such a request should be made by a least two or three judges in order to prevent repeated requests and inconvenience of the owner. Refusal by the owner to do so will leave the judges to their own discretion, regarding these areas, and may result in point deduction. D. Technique Each judge may develop his/her own technique for judging. The technique of judging is of small consequence, so long as the objective of the judging program are met. E. Aircraft General Condition Most owners are proud of their aircraft and spend considerable effort to remove dust, oil, and exhaust stains from their aircraft. An aircraft which is obviously not cared for should be downgraded. Aircraft are intended to fly and allowances will be made for discoloration and the inevitable minor traces of flight. An airplane need not be absolutely new in order to compete. F. Rating Forms Forms are provided for use in judging. Each category shall be used to judge those aircraft which the judge determines to be in contention for an award. G. Approach It is recommended that the judge first accomplish a general walk-around review of the aircraft. If the owner is present the judge would introduce him/herself and inform the owner that his aircraft is being

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EAA

judged. If the owner informs the judge that he does not wish his aircraft judged, enter "not judged by owner's request" on the judging form with the aircraft registration number. H. Judging Criteria The rating given by the respective judges in completing the judging form will depend upon their knowledge and experience as applied within the following guidelines: 1. Safety provisions and safety of

flight items. (Seat belts, shoulder harness including placement, roll over structure, fire control systems, redundant systems, etc.) 2. Use of standard aircraft mechanical practice 3. Quality of workmanship 4. Innovation and improvements

5. Evidence of forethought and planning 6. Neatness and consistency 7. Utilization and placement of

instruments and controls 8. Ease of access for maintenance and preflight. 9. Fit and finish

10. Presentation including documentation of the building process. 11. Compliance with the FARs and FAA certification is an absolute requirement for consideration, and no score will be given in this category. I. Judges Remarks The judge is encouraged to place comments in the "remarks" section of the judging form for any unique or special item's noted during judging, which are deemed important to the understanding of his rating. These remarks will be available in the judges meetings for the purpose of remembering and pointing out specific items that may have a bearing on the overall scoring.

V. The EAA Sponsored Custom Built A wards For "Plans Built" and Kit Built":

Grand Champion Champion

Best Of Fly-In Composite

Wood Metal

Tube & Fabric Mix Construction

With the approval of the Judging Chairman and the Award; Chairman, special awards my be given to recognize aircraft which have special features or characteristics which typify the spirit of EAA.

Our Apology...

The Glasair above is owned by Pete Wiebens. It was incorrectly identified in Newsletter #54, page 1153, We apologize for this oversight.

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"One Thousand Hour Club"

Jim Chne, New Mexico, Glasair I TD, N17JA, 1,700+ hours

William Curry, Arizona, Glasair I TD, N622BC, 1,500+ hours

Dr. Lyle Powell, California, Glasair I FT, N59LP, 1,400+ hours

Dr. Kent Farney, California, Glasair I TD, N82SS, 1,400+ hours

Stoddard-Hamilton Aircraft, WA., Glasair I FT, N89SH, 1,300+ hours

Chuck Mason, Florida, Glasair I TD, N28CM, 1,200+ hours

John Bourland, Texas, Glasair I RG, N529RS, 1,100+ hours

Robin Rice, Texas, Glasair I TD/RG, N86JC, 1,100+ hours

Stoddard-Hamilton Aircraft, WA., Glasair Super II-S RG, N902S, 1,100+ hours

John Levy, California, Glasair I RG, N88JL, 1,000+ hours

Tom Robertson, Arizona, Glasair I FT, N325TR,1,000+ hours

Carmine Petracca, Idaho, Glasair I TD/FT, N272CP, 1,000+ hours

Robin Young & Bill McKee, Florida, Glasair I TD, N286YM, 1,000+ hours

Dr. John Zasadny, California, Glasair III, N2JZ, 1,000+ hours

William Hillman, Arizona, Glasair I RG, N84AG, 1,000+ hours

1242

First Flight.

* Jake & Barbara Jansen on February 24, 1994 *Hans R. Winzenried on August 26, 1994 *Zeda Inc. on September 7, 1994

* Malcolm Evans on June 16, 1994 * Stephen Page on November 6, 1994

Australian First Flight Jake and Barbara Jansen February 24,1994

After 4 % years working on our II-S FT we tho ugh t i t fitting to have an unveiling ceremony and morning tea and invite all

our friends and family who had visited our garage during construction and taken an interest in the project. This event was captured by Canberra media and we had a slot on the evening news and a photo in the Canberra Times. Everyone said the aeroplane looks

most impressive and we should be proud. We certainly agree!

We hoped to have the aircraft, VH-JBJ, flying prior to the January unveiling but, despite working hard on all the last minute adjustments, fittings, and problems associated with final assembly, our first flight was not to be for another month. We have a saying that if the paper work required by the Civil Aviation Authority equals the weight of the aircraft then it is ready to fly, and this we found to be true as it took some effort to meet all their bureaucratic requirements!

Our first flight in JBJ was on the 24th of February and it is hard to describe the feeling of taking any aircraft on its maiden flight, let alone on one you have built yourself. In some ways perhaps it was an anticlimax and we are still getting used to the idea of actually flying in our homebuilt! To date, (early July) we've flown 46 hours and loved every minute of it. We have visited 3 Australian States and we fly to our 4th State, Queensland, next week. This will be a 1,250 nautical mile round trip to visit friends and fellow Glasair builders.

The first long trip in JBJ was to our

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First Flight

SAAA (EAA equivalent) National Convention and Fly-in at Mangalore (MNG). This year the convention honored 15 years of Glasair, so it was thrilling to take our II-S FT to join 10 other Glasairs on the field. A team of 4 Glasairs in Concord formation opened the airshow followed by a solo performance by Kevin Warren in his G III. We were very pleased that Stoddard-Hamilton's Chris Klix, his wife Nan, and daughter Anea, spent 4 days at MNG. Among other things, Chris sold a couple of aircraft, helped with the 2 Glasair forums, handed out 15th anniversary t-shirts, answered many questions from pilots and spoke at the Presentation Dinner where he presented the S-H award for the best Glasair on the field. We were thrilled to receive this award and also the SAAA Judges Award.

Other than the convention forums, Glasair builders ran the fibreglass workshop and gave demonstrations to potential builders and the general public.

JBJ, Kit No. 2018, has an O-320 160 hp, with a CSU. Empty weight is 1,249 pounds. The aircraft has slotted flaps (we highly recommend fitting these), the Australian (Swannell) modified tailplane which increases span but not chord, and the wing has not been moved back. In the worst case scenario, the aft C-of-G is 2" inside the max aft limit and the forward C-of-G is 1/2" inside the max fwd limit. The tip extensions and retractable steps are yet to be finished and fitted.

Many thanks to S-H for producing such a high quality kit and for giving excellent product support This has enabled us to build a lovely aeroplane which attracts people and favorable comments wherever we land It is a docile aircraft - I think this is partly due to the modified tailplane and the slotted flaps - and a real delight to fly.

Jake and Barbara Jansen at Mangalore next to their II-S FT.

Beautiful aerial view ofVH-JBJ

Looking up at VH-JBJ

1244

First Flight

Submitted by Hans Winzenred,, Owner

The biggest cheers go to Theo

Abt, who has just completed the second Glasair project in Switzerland, the first being HB-YEA, a Glasair IIRG, owned by Sigi Kromer and himself.

Now, as we have all the blessings of the Swiss FAA inspectors together with the approval for final test flights, it is time to say a most cordial thank you to all the fine people who take pride in forming that one famous name in the kit aircraft manufacturing industry...

Stoddard-Hamilton Aircraft

Thank you so much for your great support along our three year project, which was most inspiring and rewarding, igniting some innovation in technical conceptions as well as creating new friendships among flying enthusiasts.

Our first flight well...not out of Kitty Hawk but out of LSZF...for those of you with GPS...you may figure out how far away that is...and went smoothly for 15 minutes under the watchful eyes and experienced hands of Theo Abt. Landings with the Cleveland

199-152 Conversion brakes allow for real short field performance, which is essential for our homefield LSZE with 1600 foot runways just as for our planned fly-ins to some remote Italian and French airports, which may have been known to Antoine de St. ES. but may nowadays be considered by some Biicker-Jung-meister addicts.

Finding those places requires however navigation skills available from our installed Trimble TNL -2000 and further pilot comfort is provided by our S-TEC 60-2 Autopilot. The crews extended backs are being pampered by a very professional upholstery job done by Swissair personnel.

1245

First Flight

Another Glasair I RG is Airborne! First Flight for Stephen Page Glasair 1 RG, Kit #382

DearS-H,

I would like to report that another Glasair has left the gravity of earth to experience a first flight. Kit #382, N360RG went airborne on November 6, 1994. Yes, there still are a feu of the older kits being completed, however, having an older kit allowed all of the latest refinements to be incorporated.

The inspection was completed by Johnny Murphy a week previous to the first flight. The plane was ready and the nut behind the stick was not Luckily, Robin Young jumped in and volunteered to give me some stick time in his taildragger N286YM. Since he gave up so much of his time letting me scare the life out of him and he did not get a chance to perform his first test flight on his project, I gave him the honors in mine.

At 0630 on Sunday morning Robin nervously strapped in and flew airborne into a rising sun over the Lakeland Airport,-what a sight! We're both happy to report the flight was uneventful, with no mechanical problems encountered. I know it made his day. He made a comment on how well balanced the plane felt. I will backup his claim and feel that the approximate 3000 hours had finally paid off, the plane is truly docile and forgiving (maybe the wing tips helped).

Flight testing continues smoothly. I installed a Lycoming 0-360 with Airflow Performance fuel injection. The engine was majored locally, balanced, ported and runs as smooth as an auto engine. A word of warning to any builders considering purchasing a Vari-Prop from Vari-Prop International located in California

-you'll wait forever for delivery. I ordered mine in October 93 and still have not received delivery of the prop (and a constant speed was not an option, without changing the crankshaft) I eventually ordered a fix pitch prop from Bernie Warnke. I'm afraid I may actually like the replacement prop more as it is performing as advertised and only at a quarter of the cost. After the flight testing is finished, the paint and interior will be completed.

Being the poor victim of AIDS (Aeroplane Induced Divorce Syndrome) all I need now is a lady friend to share my excess time with. I hope to see everyone at Sun-N-Fun and yes the old GMC pickup is still running, so if you need to use it again, I'll even try to fix that touchy shifter!!

First Flight Report for Edward Frasier. Glasair Super II-S RG, Kit #2227

A telephone report was made to Stoddard-Hamilton... that Kit #2227, a Glasair Super II-S RG built by Edward Frasier of Brownsville, Texas experienced its first flight on September 7, 1994. All went well with only slight wing heaviness on one side.

Congratulations!

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First Flight

"It Is A Delight To Fly" By Malcolm Evans Glasair H-S RG, Kit #2026

1 he aircraft to the right made its maiden

flight on June 16, 1994 and has completed over

35 hours without any problems, some minor trim adjustments were all that was required.

The aircraft is a delight to fly, may I extend my

thanks to all at Stoddard-Hamilton.

Editors Note: Sony we couldn't print this

picture in color. It is beautiful!

Editorial Comment

It is always so exciting when we receive your letters that detail your first flight. Unfortunately sometimes we don't receive the information that is most asked about. We thought that you might appreciate some suggestions on what to put in your letter. This would assure that all of our customers would benefit from your achievment.

Please include: 1) Picture of your aircraft along with the name(s) of the individuals that are possibly also in the

photograph. 2) Glasair Model, Kit #, and "N" number 3) Engine and Propeller combination 4) Your performance figures: 5)Flight characteristics (How did it fly?) 6) Empty weight 7) Empty weight C.G. 8) Approximate build time 9) Date delivered and Date completed

10) Special options installed 11) Approximate cost to complete 12) General comments

Your assistance in providing this data is appreciated. It will serve as a benchmark for others to compare their projects to. Thanks for your efforts!

1247

Hangar Flying

Phoenix 500 Air Races By Evan Julber GlasairlFT, Kit #369

Last March, the first annual Phoenix 500 Air Races were held at Williams Gateway Airport (formerly

__________ Williams Air Force Base). Freezing my

ailerons off all winter, the thought of warm weather and a good excuse to fly made the last remnants of winter in February and March pass quickly. Although this story is a little past due, I'm submitting it to the newsletter as a precursor to the 1995 Phoenix 500.

The folks at the Phoenix 500 promised four days of air racing (Thursday through Sunday) and even a concert Friday night with Jimmy Buffett (a pilot and well-known singer) . From the Northwest, Bill Sprague and Kern Hendricks in the factory Super II-S, Lance Turk and his son Adam, in his I FT, and yours truly in my I FT flew the 1,000 run to the event. Ted Beck made it (his III having just been painted in Phoenix), as did Daryl Cady from North Carolina.

The trip down was great. I left Washington on Thursday and the first quarter of the trip was spent dodging the trailing clouds from a storm that had moved through Tuesday and Wednesday. After three hours of flight, I stopped in Elko, Nevada for fuel and then spent another three hours flying direct to Phoenix. For me, it was really special to leave in 20 degree weather and land in 80 degree weather This was special, being my longest trip (1,000 nm) both as a pilot and as a Glasair owner.

Traveling direct (thanks

Trimble...), a highlight of the trip included being told by Los Angeles Center somewhere over Nevada that I had "traffic, six o'clock, four miles, 460 knots, altitude unknown". LA Center advised that I was on a Military Training Route frequented by the B-l Bomber; sure enough, that's what it was 3,000 feet under me. Traveling GPS direct and using WAC charts for reference has a downside, as MTR's aren't shown. Shortly afterward, another highlight was crossing the Grand Canyon. After six hours at 11,500', I was delighted to land in Phoenix. Six hours of noise, vibration, and lack of oxygen took their toll on me over the trip. Next year, I'll probably make it a two day trip for safety reasons.

I camped on the field near my plane. Lance, Bill, and the others opted for hotel rooms nearby. The hotel was preferred, as each morning at 6:30, a P-51 ("Strega") would takeoff, with it's Merlin engine shaking everything in sight (including me, my tent, and my earplugs). A local non-profit served a hangar breakfast each morning and the day's events usually got started by 10:00. Dace Kirk (Phoenix Composites) semi-hosted the Glasair group, with Chris Robinson of D & R Enterprises (paint shop—painted both Ted and Daryl's airplanes) treating everyone to a daily barbecue. Saturday night, the Glasair crowd got together for dinner and traded lively flying stories—many still unauthenticated. Although Dace and Chris hadn't yet moved their

facilities to the "new" Williams Gateway Airport, they made us feel at home and kept us well fed.

Each day's air racing, combined with the USAF Thunderbirds and just about every "name" in air show performers, made for non-stop entertainment. Friday night's Jimmy Buffett concert was great- even the flying Elvis's dove in for a visit. The weather was great (except for some minor showers on Saturday), and the back-drop scenery was fantastic. Unfortunately, on Saturday a Corsair cracked a cylinder, called a Mayday and climbed for altitude. During the climb, an engine fire erupted that could not be extinguished. Once at altitude, the pilot abandoned the aircraft and parachuted. The Corsair crashed nearby and the pilot came down with some injuries, but expected to ful ly recover. Quite spectacular—but it ought to be, given that a Smillion dollar airplane was lost forever.

For a first time event, everything was terrific. What made it even more incredible was the fact that the entire event was produced by a 24 year old named Patrick Dial. The second running of the Phoenix 500 is scheduled for late March, 1995. As winter for us in the northern U.S. gets old by February, March is a great time of year for this event. The Phoenix climate in March is very enjoyable and like I said, it's great to leave 20 degree weather and land in 80 degrees! Shorts and t-shirts packed, I'll definitely be making the trip again this March.

1248

Hangar Flying

Mesquite Air Race Results By Mike Jones Glasair IH, Kit #3117

Five Glasair IIIs Show Up For The R. A.C.E. (Rutan and Composite Enthusiasts) Air Race At Mesquite, Nevada, Sunday, October 30.

This was enough aircraft to give us our own heat over the two lap, 120 mile course, a tri-oval defined by the Mesquite Airport at one end, the Overton Airport at the other, and the Mormon Mesa VOR at the middle.

Klaus Savier, the fastest canard (Varieze) at the preceding Bonneville Races, was selected by R.A.C.E. organizer Shirl Dickey to serve as our pace aircraft after everyone agreed to a start speed of 150 kts.

John Parker and his "Direct Ignition" Glasair III jumped into the lead at the start with myself in second. Our positions remained that way until the last turn of the

last lap when I was finally able to overtake him. As an ex-Reno racer, I doubt John was as intrigued with this competition as I was. Although I had set a race record of 278.6 mph at my first race in Bonneville, Labor Day, I was the only Glasair III entered there and never saw another a i r c r a f t o n c e t h e h e a t began...Mesquite was a different experience altogether. Following John around the marks at 4 G's with the others in close pursuit made it a lot more fun.

Speeds among the over 40 aircraft entered in the four heats at Mesquite were down approximately 8-9 mph from Bonneville. This was probably

due to the greater number of turns and the substantial turbulence.

Chuck Hautamaki's performance was notable for the fact that he achieved his speed with the handicap of a passenger....Dan Denny promises to bring his own Glasair III next race.

R.A.C.E. conducts four races a year...at Kanab, Utah, on Memorial Day; Jackpot, Nevada, over the 4th of July; Wendover, Utah, (Bonneville) on the Labor Day weekend; and at Mesquite, Nevada the Sunday prior to Halloween.

The races are open to all composite ai rcraf t . K^^t

Results - Mesquite, Nevada October 30, 1994

Name Aircraft Time Position Speed-mph

Mike Jones Glasair III 25.56 1 271.08

John Parker Glasair III 26.73 2 269.38

Chuck Hautamaki Glasair III 27.56 3 261.29

Mike McCluskey Glasair III 27.62 4 260.64

Mark Emshwiller Glasair III 27.98 5 257.29

Larry Wright Lancair 360 31.12 6 231.38

1249

Builder Hints

Note: Stoddard-Hamilton Aircraft, Inc. freely shares ideas submitted by other builder. 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 judgement when considering the use of a suggestion submitted by others.

Spoiler Bumps on Half Fork Gear Doors By Jim Sipprelle GlasairlRG, Kit #733

Jim Sipprelle sent Stoddard-Hamilton a fax about some spoiler bumps that he has tried on his

landing gear half fork gear doors, to help keep them up at high speeds. See the illustration

below.

He says the bumps work as far as keeping the gear up, however they may have slowed him

down as much as 10 MPH on his Glasair IRG.

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GEAR DOOR

ADDED GEAR DOOR FAIRINGS

Builder Hints

Modifying 180 HP Upper Cowl to Clear 200 HP LYC Engine By Brian Beaird GlasairII,Kit#1032

In the 2nd quarter '94 Glasair News (p. 1138), I described the mods I did to the lower cowl of my Glasair II, to accommodate a wider, 200 hp engine (IO-360 C1E6). Since then I have also modified the upper cowl, to provide clearance between it and the baffle connection "ears" on the two forward cylinder heads, which protruded through the standard upper cowl about half an inch.

I re-shaped the upper cowl in a similar manner as Sonny Stokes described on Glasair News p. 985 (thanks Sonny), with one minor difference. Instead of Bondoing foam to the top of the cowling, I applied expandable urethane foam over about half of the upper cowl. Then carved and sanded outer surface to shape and dished out clearance holes from inside. Applied Q-cell sealer coat and two layers of fiberglass over exposed foam. Then touched up the shape with Q-cell/resin mixture, and applied a layer of very thin (1/2 oz.) fiberglass for surface hardness before finishing surface with primer.

The expandable urethane foam works very well for this sort of shaping. It's available from various sources (such as Aircraft Spruce). It comes in two parts, and when mixed together, expands to about 25 times its original liquid size. After about 20 minutes, it cures into a rigid light-density (2 Ib.) foam, which cuts and sands much like the light urethane foam used elsewhere in the Glasair kit.

Before modification (right) and after (left). Note

protruding engine baffle "ears"on before side.

Expandable foam, before and after sanding.

1251

Finished product

Your Letters

A Great Thank You Letter From Jim Frankard Glasairm, Kit #3015

October 29, 1994

Dear Kelly, My first contact with Stoddard-Hamilton was at Oshkosh 86. I ordered a Glasair III,

#3015, first flew it July 7, 1989, got it to Oshkosh 90 and the "Outstanding Workmanship of a Kitbuilt" award.

I just wanted to tell you all my contacts with Stoddard-Hamilton people have been very positive. Your company and the Glasair III have made the last seven years of my life a lot of fun.

This year at Oshkosh I told Chris, I wanted to put an auxiliary fuel tank in my plane and fly across the USA. I asked him about the increased gross weight and the FAA. He said I should consider increasing the strength of the landing gear and talking to the FAA. Chris and Lorri did a great job of getting me the parts and the modification to the main gear. I would also like to commend Ted, Roy, and Cliff for help they have rendered in the past. When I call Stoddard-Hamilton it is like talking to a friend rather than an employee of a business.

I hope to make the flight in the spring as the fall is getting away from me. Your new magazine format of the Glasair News is great. I really enjoyed reading about

'Three Men and a Truck". Brian is a skilled writer. Again, thank you, and all your people for really taking good care of your customers.

Sincerely, Jim Frankard

(Editors Note: On behalf of the people who you so graciously recognized in your letter, thank you for taking the time to "say something nice ".)

1252

1253 Your Letters

Your Letters

Stoddard-Hamilton's Watchdog Is On Duty Jim Cline Glasairl TD, Kit #268

Note: The following is a copy of a letter sent by a Glasair builder to Sport Aviation in response to inaccurate information published.

Mr. Jack Cox Editor-in-Chief Sport Aviation Magazine P.O. Box 3086 Oshkosh, WI 544803

Dear Jack,

I recently purchased the October 1994 issue of "Air Progress" magazine, and it will be the last one I ever buy. The magazine seems to be written mostly by a man named Peter Lert, and I want to take issue with his article beginning on page 24 about the Lancair IV-P.

He states, correctly, that the composite homebuilt movement was started by Burt Rutan. He then states that a lot of builders wanted a more conventional composite kit that was easier to build. He says this demand was answered by Lance Neibauer with his Lancair 200. This statement is incorrect, completely misleading, and fails to give credit to the company that

really started the pre-molded composite kit airplane; Stoddard-Hamilton and their Glasair.

Tom Hamilton was flying the Glasair in 1980, years before the Lancair was flown. My own Glasair kit was the 268th one shipped and I started work on it early in January of 1982. I had to wait 10 months for my kit to arrive from the factory as they were back logged by the tremendous demand.

I have flown over 1800 hours in my Glasair and it is a joy to fly. I am a retired Air Force and American Airlines pilot. I have been flying over 50 years and have a reasonably good idea of how an airplane should fly.

I think Peter Lert owes an apology to Stoddard-Hamilton and a correction to his readers.

Sincerely, James A Cline

Copy to: Peter Lert Stoddard-Hamilton

Editorial Comment

That's telling them Jim! Ted, Tom, and myself really appreciate the time you took to pen a letter voicing your criticism. It's interesting, magazines and their subscribers tend to view letters from companies with a different attitude than when it comes from one of the company's customers. I guess it is because they know the company is defending itself primarily because of monetary concerns; negative publicity impacts sales. However when a customer takes up the sword and forges into battle it is not viewed as profit motivated. We encourage all of our customers to do as Jim has done when you see something in the media that is disturbing.

In fact, if you have seen the newest EAA advertisement you might yourself find some motivation in it. It is a full color advertisement that highlights the Lancair as the visual centerpiece. You will find it in various publications. If after you view it you get the same impression I did, maybe your pen could become activated like Jim's.

Thanks to our customers we ha ve been ha ving a year long celebration of our 15th Anniversary. With support such as what Jim has displayed, we will be assured to be celebrating many more anniversaries in the future. Thanks Jim!

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Your Letters

I Believe Good Planes Never Die, They Just Change Into A Tetrahedron (Ouch) ByD.K, Jason Glasair I, Kit # 467

DearS-H,

I believe good planes never die, they just change into a tetrahedron.

On a recent business trip to Boone, Iowa I was aghast (us too!) to taxi up to the ramp, only to see a beautiful Glasair positioned on a pole, rotating in the wind. I presume you know of the airplane and the circumstances behind its placement on the airport. (We didn't!) Something to do about the fear of liability exposure by the owner and local college that performed hands on education for prospective home builders. In an event, I thought your next newsletter might find the

photograph above interesting.

Best Regards,

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