Newsletter No. 40 First Quarter, 1991

Doug Weitman, Malibu, California Glasair III, S/N 3103

ARTICLES

"THE ICE MAN COMETH" by Gary Speeketer, Blaine, Minnesota

I have spent about 200 hours on my Glasair III and have flown it in all types of conditions from -15° in Minneapolis (rate of climb at this temperature is awesome!) to a 105° landing and take off at St. George, UT, I have flown mostly VFR and about 50 hours IFR. The only thing I had not yet experienced was ICE.

The mere mention of air frame ice is enough to bring shudders to any reasonably intelligent pilot, but those of us who fly IFR know that from time to time you will find it. On return from a relaxing vacation on the South Padre Islands (Brownsville, TX), I was flying above the overcast all across Iowa and southern Minnesota. Minneapolis Approach gave me a descent from 7,000' to 4,000' and

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said to expect a VOR 8 approach into my home base of Anoka County.

Upon entering the clouds, I noticed a small amount of ice on the upper windscreen. I was busy getting ready for an IFR approach probably to minimums and thus my attention was inside the cockpit. After a while my wife said we were getting some ice on the wings. I was flying with wing extensions on and have built small winglets into them for a fuel vent. It was not obvious at first how much ice we were getting on the leading edge, but it was very visible on the front of the winglet. I immediately asked for lower in hopes of getting out of the ice. Approach Control gave me descent to 2,500'. I then stopped picking up more ice. I had approximately 3/4" to 1" of ice at that point.

The only effects in flying characteristics I noticed was about 15-20 mile decrease in airspeed at a given power setting. I did a circling approach to get a longer runway and it showed no bad characteristics. Pitch was about the same and the flare was normal.

After landing, I looked where ice had formed and learned die following:

*Although I had 3/4" on all leading edges of the airframe, I had only a trace on the windscreen-good news for landing.

*No ice formed on the propeller (or it all flew off when I changed pitch to land). However, the spinner had a cap of ice on the center 4" and cowl inlet had a ring of ice.

*No ice formed in the induction system--a small amount formed in the NACA duct leading edge.

*No ice formed on the fuel tank vents on the belly of the aircraft. I suspect exhaust heat kept that from forming.

"The ice formed as rime ice as shown below:

*Landing weight was approximately 2,350 and CG was toward the rear of the envelope.

Obviously, it is not wise to fly into known or suspected icing conditions. It is, however, comforting to know that under the conditions I experienced, ice was not a problem for completing a safe flight.

Ed.: Thanks for sharing your icing experience with fellow

Glasair owners, Gary. We're glad you were able to make a quick exit out of the ice.

EXPERIENCES OF A USED GLASAIR NEW OWNER

by Dennis Stutes

Ted Setzer,

Reference our telephone conversation yesterday, here is my account of a few experiences other Glasair III owners might appreciate! While flying cross country from Torrance, California to Daytona Beach, Florida for the Daytona 500 I encountered engine magneto failure, fuel starvation, and gear retraction problems. (Also a radio failure during the magneto problem.)

The take off from Torrance, California to Goodyear, Arizona was uneventful. My passenger and business associate and I were discussing the upcoming Daytona 500 Race, and were surprised to see our engine getting rough and shuttering after the take off from Goodyear. We immediately suspected fuel contamination or fuel starvation. We used boost pump and mixture control adjustments to help but no effect. The next step was magnetos. The mag check was inconclusive. I declared an emergency, die biggest field around was Williams AFB. At this time the radios went on the blink, so we squawked 7600 and transmitted in the blind, sequenced in with T-37, T-38 traffic, and landed on the left most runway, while crash trucks rushed to meet us. The deputy commander of operations and transit alert personnel, plus several interested fighter jocks began asking questions about flying new experimental airplanes. Later the field pattern controller commented that he couldn't tell any difference between the T-37 and this Glasair. He also indicated that at this airport an aircraft took off and landed every 11/2-2 seconds!

We checked for fuel contamination and found some sediment and a few drops of water. Feelings were mixed, one man said it was enough to cause the problems, another said no. After a night at the local Hilton between Williams AFB and Falcon (we were taken by a T-38 flight instructor to the hotel), the next day we received a limo ride to the air base and began to trouble shoot our problem. Running up the engine produced an (inoperative) completely shorted out left mag. I placed the key on the right mag, got a straight climb out from Williams, landed at Falcon.

We discovered the magnet in the left mag, a very rare occurrence, had lost its magnetic charge. The logs showed a total of 340 hours. Suspected cause was demagnification from proximity to another magnet or

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electromagnetic field! The mechanic at "Little Flyers" rebuilt the mag, and we were on our way, leaving at night for our trip to Amarillo, Texas. Well with all the run-ups, short flight from Williams, etc. we made our first mistake from a planning perspective. We didn't top off fuel!

Seeing the lights of Albuquerque, we figured we'd press on to Sante Fe, New Mexico. Cruising at 13,500' I felt relatively comfortable about terrain clearance, radio reception, etc. Beginning the descent at Sante Fe around 2330 hours local I was looking forward to a good night's sleep. While passing through 8,000' MSL which put me at around a 1,500' pattern above the field the engine quit! A restart was attempted, then the prop was pulled full aft, the gear was checked down, the air speed was held between 110 and 120+ and one notch of flaps was selected. Sink rate was 1,800-2,000 FPM. Landing was smooth, angle of course steeper, but the control felt very good. I believe 110-120 with a relatively low flare was the answer. Oleo struts were compressed 1-1/4" on mains - 2" on the nose gear. There was a 10-12 knot wind from the right, and this did not seem much a factor to me. It was pretty cold, field elevation 6,344'.

My airplane 333AW has 45 gallons of usable fuel. The airplane took 44.6 gallons of fuel the next morning. The start up was fine! We flew to Childress, Texas, fielded and proceeded to Monroe, Louisiana for landing.

Inset. We used 20 rwy. at Sante Fe, flew a downwind to base pattern at 1,656' AGL and transitional to 1,500 AGL on base to final, 115-120 mph, then 105-110 during flare to touch down. Winds from approximately 290° 5-10. We clicked 119,5 CT to bring up the lights after arrival Sante Fe, NM (at 13.5 descending).

Lessons learned - it's quite a work out to pull plane 4,000+ feet but the tow bar works fine, also the adrenaline rush works out good for this type of effort, although I wouldn't want to do this at every field! Severe turbulence via weather sigmet below 8,000* made the landing at Monroe another exercise in character building, although the Glasair III makes turbulence a piece of cake. After take off from Monroe, Louisiana, we could not get a gear retraction so left the gear down and landed with no further indications at this point. We found a right main gear squat switch missing the roll pin on the right main gear. Adjusted the little micro switch arm/lever to contact the roll pin, and got a retraction out of Monroe.

Upon gear extension at Deland/Taylor (DED), the landing gear showed 3 green/3 red and the hydraulic pump continued to run. After touch down the 3 red lights went out, the hydraulic pump quit running. We checked hydraulic pressure 800 psi, and pumped hydraulic hand pump twice and brought up pressure to 2000 psi and

stopped. Later during taxi operations for fuel the next day at Deland the 3 red lights came back on, and the hydraulic pump began to run. Pulled hydraulic circuit breaker to stop motor. Later that night flew plane to Daytona Beach, Florida (DAB) for service at F30.

Recommend carrying jack pads, aircraft manuals with you in long cross country's!

Inset The 600 mile leg from Childress, Texas to Monroe, Louisiana was accomplished in 2 hours. Loran indicated 328 K.I.A.S./367 mph. Level flight at 13,500' with tail winds from 290-320°. Generally flown heading of 95°-110°.

Purchased Glasair III November 3, 1990 Total time 142.44 hours Personally flown 50 hours on III

Ed,: Dennis also supplied the following list of squawks and notes he made during the first few flights in his Glasair III to bring it up to his level of acceptable operation. We hope Dennis' notes may serve to educate prospective owners of used Glasair Ill's for things to consider and for existing owners to contemplate and check on their own aircraft.

List of aircraft squawks!

1) Radios-tray installation causes radios to fail. 2) Vacuum gauge inoperative - replaced! 3) Alternate air source wired permanently closed! 4) Fuel system problems

a) overhauled servo/Avitech (change 3/78, upgraded 11/91)

b) spider web replaced/broken/air leaks at nozzles c) put in cooling shrouds/blast tube for fuel pump &

servo

5) Rudder pedals/kit to increase pedal control inst 6) Gear/nose beefing kit for bolts - 1/4" inst, 7) Left main servo leaking excessively - needs seals 8) Magnetos need overhaul-done in 1978-dead left mag-

required replacement of demagnetized magnet 9) Electrical system dead after landing at Torrance-check

connectors at solenoid rear of plane

10) Gear retraction problem related to limit switches-two incidents-Williams AFB emergency landing 11) Prop needs tracking balancing 12) Alternator completely loose required tightening 13) Heater cable needed redone because of angle of pull 14) Mixture cable pull angle improved at firewall 15) Proper gaskets put on cylinder heads 16) Many bolts, nuts, washers improperly secured and attached. (Several opinions- best mechanic in Arizona) 17) Oil leaks of engine related to pressure created by apparatus installed to return oil vapor, etc. Removed.

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18) Canopy locks installed 19) Fire extinguisher installed 20) Rerigging to proper tolerances/flight controls 21) Weight and balance done-$150.00-basic weight (150) 22) Purchased extra switch/spare. Starting switch. 23) Purchased jack pads and jacks (carry in airplane) 24) Engine S.O.A.P. initiated. Arizona company. A ratings all spots. 25) Compression check 72 psi-79 psi-looked okay 26) Two oil changes, one at delivery, again after 2nd cross country. Shell 15-50 black bottle. 27) Insurance/Avemco increased to $150,000.00 28) North Star Loran installed $4200. Need to send registration card in for update. 29) BFR signed off by Kathy Gray at Torrance 30) Performed no flap T/O and landings around country. Dead stick landing at Sante Fe, NM, twelve midnight/fuel starvation. Added 44 gallons of fuel - flew plane from Williams AFB on one mag after left mag failed on ground run up test. Filed report with FAA on TCA violation, filed emergency landing report with Air Force, received report typed with witnesses to problems encountered during flight from Goodyear/Phoenix to Williams AFB. Will follow up as required by FAA Phoenix tracon. 31) Left navigation light/red lens inoperative 32) Broken bolt holding fuel servo/bracket/could not remove 33) Nicked prop from bolts leaving aircraft-filed prop 34) Plugs cleaned and gapped at 100 hour inspection 35) 5 precautionary landings due to fuel starvation 36) 6 hour trouble shooting effort by Bendix rep. at SZP 37) Gear door right main adjusted to close brake line properly 38) Trim wheel extremely stiff on forward settings-need repair 39) Explored idea of new King (8) radios/IFR system ($15,000) 40) Engine still runs slightly rough-suspect mags and timing plus prop and engine out of balance 41) Engine uses 1 quart oil every 10 hours 42) Engine starts best cold with mixture on full throttle cracked 1/4" after boost pump prime for 3 seconds. Engine hot start best with boost pump on-mixture full rich, throttle full on then mixture pulled out, throttle 1/2 full - 10-12 turns of prop noted. Keeps sudden RPM rise from harming motor. 43) Electric slotted flaps would help for short fields. Reduced roll out, brake usable, etc. 44) With 45 gals, plane is 2-1/2 hour cross country capable! Average fuel bum-climb-out, ground taxi, etc. is 15 gph at altitude (11.5-13.5 thousand) fuel burn with lean mixture is 12-13 gph. Range then extends to 3 hours maximum with 5-6 gals. 20-25 minute reserve. (At 3 hours range is 700-800 miles, tail winds help!) Leg from Monroe, Louisiana to Daytona Beach 600 miles in 2 hours. Last half of flight tail winds 100+ knots,

ground speed noted on Loran 328 KIAS/368 mph. 45) This airplane requires a single axis or full axis autopilot, with dual nav corns and fuel management system to be IFR safe. An Argus moving map system or flight director would simplify and reduce single pilot work load to manageable levels and permit stress free long distance work trips. Also recommend at least another 11- 12 gals, of fuel on board. Left side brace micro switch was taken apart, adjusted and the problem eliminated with 3 red while gear was extended down. Hydraulic pump stopped. 46) After touchdown in Sante Fe, NM, and Tusculoosa, Alabama, momentary power failure 1-1/2 seconds total power failure occurs, then comes back on. Very un nerving after flying in storms. Suspect electric connections/voltage regulator/solenoid that doesn't like to be jolted. (Grounding buss at fault maybe or tie in to main DC power supply/busses/similar to previous failure that was found involving connections in and around battery (recommend soldered connection plus better grounding systems). 47) Incorrect buss bar grounding/power system-terminal too small to handle loads and grounding system. Ordered parts. (Delta mechanic TCL) 48) System power failure at night during taxi opens when relay switch at left main gear is triggered on downlock micro switch. Traced to above described system inadequacy. 49) Replacing magnetos and overhauling alternator at Tusculoosa, Alabama. 50) Mechanic found ground cable and buss bar too small, Mickey Mouse spliced, criminal negligence and obviously not well versed in electrical wiring/connection, etc. requirements for aviation.

NOTES FROM DESERT STORM

-We thank the Lord there were so few American and Allied casualties in the war. -We're thankful the war was so short. -While we feel animosity toward Saddam Hussein and those who carried out his atrocities, we can't help but feel sorry for the Iraqi and Kuwaiti people. Kuwait is a very wealthy nation and has plenty of money to rebuild, but the human and environmental toll wreaked by the Iraqi Army can't be fixed by money. Our sympathies are with them. -We're very proud of the job our all-volunteer armed forces did. Their professionalism made us all so proud and thankful to be American. -Remember the letter by Kory Cornum in the last newsletter? He was one of our Air Force jet jockeys in the war and is now home safe. Does the name Rhonda Cornum ring a bell? She survived an Army helicopter crash and has become semi-famous in the news. She

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OPERATION

Recently completed surgery on both arms. Our prayers are for a speedy recovery. (We hope we receive a personal story from both Comoros for our next newsletter!)

Another Glasair builder Mark Meehan is an Air Force lieutenant and flies C-141 transports. He is based at McChord AFB, Tacoma, WA. We talked to Mark briefly just before he returned to Saudi Arabia to bring more troops home. Here's his story:

So far he has made 30 or more trips back and forth to Saudi Arabia since last August 5. His flights are staged from Charleston and McGuire (east coast bases) where troops and equipment are loaded. When loaded, fueled and flight planned, they fly direct to bases in Europe and change flight crews. (The troops remain on board during re-fuel and the fresh flight crew launches as soon as possible.)

Once rested, he is given a 3-hour notice when an incoming plane is expected and he prepares for his trip to Saudi. The flight to Saudi Arabia takes 8 hours. They land, refuel and fly right back so he is up for 20-24 hours and exhausted when he arrives back in Germany. The transport jets and their crews do not hesitate in Saudi Arabia due to the threat of scud missile attacks.

Mark has been flying the allowed maximum of 150 hours per month (twice what most airline pilots are allowed). He comments that it may not sound like much but considering all the preparation, planning, refueling, etc. which goes with each flight it adds up to a very busy and exhausting schedule. At times he has to participate in pilot pools where he may simply sit and wait for up to 6 days.

He says the troops going over were not pleased with the thought of entering a war but resolved to accomplish their jobs. Now, the same troops coming home are the happiest bunch of people he's ever seen. A recent group of Marine reserves from Hawaii who spent 7 months on the front lines were mostly sick of sand, heat and latrines. This war seemed for most to be many, many days of sheer boredom with a few hours of sheer terror at the end.

Mark related his experience in Riyadh during a scud missile attack: He had just landed and was on the taxiway and the base was so full there was no room to park his C-141. Someone on the radio started screaming, "What's going on??!" and he soon learned the base was announcing "Mob level 4" which means imminent attack. Soldiers and air crews were scrambling for chemical protection suits and gear. The C-130 which had landed prior to Mark's C-141 scooted back onto the runway and immediately started taking off. Mark figured the air was likely a safer place to be and radioed the 130 to make an immediate right turn when airborne because they were rolling on the runway right behind them. Under normal circumstances the tower would have frowned on two transports taking off at the same time, but the guys in the tower were likely busy taking their own evasive actions at the time. Mark flew around for 30 minutes and landed after the all clear had sounded. A patriot missile downed the scud but Mark never saw a trace of either missile.

We also spoke briefly to Glasair builder Jim Bragdon who is a helicopter pilot for the Tallahassee Sheriffs Department and - you guessed it - a reservist. Several months back Jim called us to report that he had been put on notice to be prepared to leave for the Middle East at any time. He wanted Glasair shipments halted until his return. Luckily he was never called and very relieved to have missed the opportunity. His emotions were mixed, he reports, "On one hand a guy wants to perform his duty he has been trained so hard to do, and to support his fellow troops, but, on the other hand, no one wants to go to war and face the prospect of not returning to loved ones and family.

To all our troops and especially our Glasair builders who have served military duty in the past or who now serve actively or in reserve units, we thank you for the job you perform in the defense of our country and its interests - we're proud of you.

-If we've left out any builders who served in Desert Shield, regardless of the size of your role, please send us some information so we may recognize you in the next newsletter.

GLASAIR FACTORY NEWS

GLASAIR PICNIC '91

This year's annual Glasair builder picnic will be held on Saturday, July 13 at our facility in Arlington, WA. The picnic will be held during the N.W. EAA Fly-In here at Arlington, scheduled to run 5 days, July 10-14. The

annual picnic keeps getting bigger each year with more fun, so make 1991 the year you plan to attend!

Back by popular demand, we will once again have a fantastic salmon dinner (prepared by the authentic Indian

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method over an open fire) with the same delicious menu which includes a fresh steamed clam appetizer, baked potato, fresh green salad, corn on the cob, whole grain bread and strawberry shortcake for dessert.

We will have limited transportation for those needing it to and from hotels. Rental cars are available from American International Rent-A-Car of Everett They will pick you up in Arlington to get the car and afterwards you can leave the car at Stoddard-Hamilton and they will pick it up here. Their phone number is (206) 259-5058.

We are suggesting four hotels for accommodations which are all within a 10 mile radius of the airport, The first two hotels are priced between $30 and $50, depending on the number of people and beds. They are the Smokey Point Motor Inn (2 miles), 206/659-8561 and the Arlington Motor Inn (4 miles), 206/652-9595. The hotels are nothing fancy but very comfortable and within walking distance to restaurants. The Tulalip Inn Best Western, 206/659-4488 and Village Motor Inn, 206/659-0005 (both 8 miles) are newer, fancier, and run between $46-$55. (Mention Stoddard-Hamilton and ask for the corporate rate and you may save a few dollars.) We strongly suggest you call these hotels as soon as possible to make your reservations. They do require a deposit of some kind and they are already starting to receive reservations for that weekend as it is during die fly-in.

As last year, the cost per person will be $20.00. This will cover just the cost of the dinner and the special fly-in T-shirt. All other miscellaneous needs for this outing will be supplied by Stoddard-Hamilton such as tables and chairs, transportation vans, and other necessities. Plan on a flying vacation in the beautiful Pacific Northwest! July is our best month with a better-n-average chance of sunshine. For those who come early, we will also plan on an informal gathering on Friday night for pizza or something simple. We hope to see all who came last year plus a whole lot more.

OSHKOSH '91 BUILDERS' BANQUET

Monday, July 29, 1991 Pioneer Inn $15.00 per person 6:30 p.m. 7:30 p.m.

Prepayment and registration are required either through the Stoddard-Hamilton factory before July 24th or at the Glasair booth (R15, S15 north building) through Sunday, July 29th.

WANTED: RAFT FOR OCEAN CROSSING Jurg Sommerauer will be bringing his Glasair RG over from Switzerland this summer and needs a lightweight aircraft-style raft to make the crossing. Any Glasair builders that would loan him a raft or know where to obtain one, please call Jurg at 801/731-1500 or fax 801/731-1600.

COMPOSITE AIRCRAFT CONSTRUCTION WORKSHOP Dr. John Riley will be conducting the 12th annual composite aircraft construction workshop at Indian Hills Community College in Ottumwa, Iowa, from June 10 through July 5, 1991. For details concerning the class, contact John Vandello (director) at 515/683-5183 or Dr. John Riley (instructor) at 515/432-6319.

BRAKE PAD MINIMUM THICKNESS As mentioned in previous newsletters we've cautioned Glasair owners to check brake pad wear frequently. If brake pads are allowed to wear too far, it is possible for the o-ring on the caliper piston to unseat resulting in a sudden loss of brakes. Cm the request of a Glasair owner, we've listed below the minimum thickness guidelines for brake pads.

Glasair I, II Thickness (new) .190" Rivet Depth .090 Brake pad minimum thickness .100

Glasair III Thickness (new) .235" Rivet Depth .135" Brake pad minimum thickness .100

EXHAUST SYSTEM (MILD STEEL) We receive more reports of exhaust system cracks with mild steel than with the stainless steel system. All Glasair owners should inspect exhaust systems frequently for signs of cracking but owners with mild steel systems should take particular note to make thorough, frequent inspections.

The effects of an exhaust system failure could result in burning of the cowling. Although fire retardant resin is used on the Glasair cowls, the fiberglass will burn under a sustained flame or ignition source.

Exhaust cracking, particularly inside the cabin heat muff could cause carbon monoxide poisoning and, as all pilots are taught, CO can be an unidentified silent killer.

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Date: Location: Cost: Cocktails/Socializing: Dinner:

ENGINE/PROPELLER CONCERNS

Hartzell Propeller representatives have recently expressed to us their concerns with Glasair customers using modified engines. Non-certified engine propeller combinations may have vibration compatibility conflicts. Of specific concern are engines where crankshaft weights have been altered and/or compression ratio has changed to a higher level.

Lower compression ratios are generally better and may actually lower blade stresses. We know that many Glasair in customers have installed "high performance" engines. Perhaps cost sharing a vibration analysis would be of interest to Glasair III owners with higher compression engines and perhaps to the rebuilders of such engines. Contact Glasair customer support if you are interested.

Max. Min. Blade Dia. Dia.

Hub Model Model Engine Model Inches Inches Placards

HC-F2Y FC7663D Lycoming 0-320-D1D 73 72 None

HC-F2YL-Q 07663 Lycoming 0-320-0 series, 73 72 None 8.5 to 1 compression ratio, rated 160 h.p. at 2700 r.p.m. or less

HC-C2YL 7663 Lycoming 0-320-A3A,-A3B, 72 70 None -A3C, -B3A, -B3B, -B3C, -C3A, -C3B, -C3C, -DIA, -DIB, -DIG, -E1A, -E1B, -E1C, -E1F

HC-C2YL 7663 Lycoming IO-320-A1A, -A2A, 72 70 None -B1A, -BIB, -B1C, -BID, -B2A, -CIA, -DIA, -DIB, -E1A

HC-C2YL C7663 Lycoming IO-310-E1A 72 70 None

HC-C2YK 7666 Lycoming 0-360-A1A, -A1C 76 72 "Avoid continuous operation -AID, -A1F, -A1G, -B1A, between 2000 and 2250 -BIB, -CIA, -C1C, -C1F, -DIA r.p.m."

HC-C2YK 7666 Lycoming IO-360-A1A, -A1B, 74 72 "Avoid continuous operation -A1C,-B1A,-B1C,-CIA,-C1B, between 2000 and 2350

-C1C, -DIA r.p.m."

HC-C2YK FC7666 Lycoming 0-360-E1A6D 74 72 None

F7666A Lycoming LO-360-E1A6D

HC-C2YK F7666A-2 Lycoming 0-360-A1F6D 74 73 None

HC-C2YK F07666A Lycoming 0-360-A1 A, -A1C, 72 72 "Avoid conanuous operation -AID, -A1F, -A1G, -B1A, -BIB, between 2000 and 2250

-CIA, -C1C, -DIA r.p.m."

HC-C2YK F7666A Lycoming IO-360-A1B6 72 72 None

HC-C2YK 7666 Lycoming IO-360-A1A, -A1B, 72 72 "Avoid continuous operation -A1C, -CIA, -C1B, -C1C, -DIA between 2000 and 2350

r.p.m."

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Max. Min. Blade Dia. Dia.

Hub Model Model Engine Model Inches Inches Placards

HC-C2YK 7666 Lycoming IO-360-B1A, -BIB, 74 72 "Avoid continuous operation -B1C, -BID, -B1E, -B1F, -E1A, between 2000 and 2250 -F1A r.p.m."

HC-C2YK 7666 Lycoming IO-360-B1A,-BIB, 76 741/2 "Avoid continuous operation -BID, -BIE, -B1F, -E1A, -FlA between 2000 and 2250

r.p.m."

HC-C2YK 7666 Lycoming IO360-A1B6, -A1D6, 76 76 "None-which contain inertia -C1E6, -C1C6 damper

Hartzell P/N C1576"

HC-C2YK 7666 Lycoming IO-360-A1B6, -A1D6, 76 76 "Avoid continuous operation -C1E6,-C1C6 between 2200 and 2400

r.p.m."

HC-C2YK 7666 Lycoming 0-360-F1A6 74 72 None

HC-C2YK Q7666 Lycoming IO-360-A1B6D 74 72 None

HC-C2YK 7666 Lycoming AIO-360-A1A, -A1E, 74 72 "Avoid continuous operation -BIB between 2000 and 2350

r.p.m."

HC-C2YK FC7666A Lycoming 76 76 "Do not operate about 36 in. TO-360-C1A6D of manifold pressure at engine

speeds below 2400 r.p.m."

HC-C2YK C7666 Lycoming IO-360-A1B6, -A1D6, 74 72 None -C1E6, -C1C6

HC-C2YK 8475 Lycoming IO-540-K1A5, -K1B5 86 86 "Do not exceed 24 in. Hg. -K1C5, -K1D5, -L1A5, -M1A5 manifold pressure between

2300 and 2475 r.p.m."

HC-C2YK 8475 Lycoming IO-540-K1A5, -K1B5, 83 78 None -K1C5, -L1A5, -M1A5

HC-C2YK 8475 Lycoming TIO-541-A1A 80 80 None

NOTE: The IO-540-K1H5 is not included on the list as of yet, but is simply pending a paperwork formality. The rotational system and compression ratio is the same as the K1A5 listed, therefore vibration engine/propeller compatibility will be approved.

ALPHABETICAL SERVICE BULLETIN LIST

Although our system of service bulletins is designed to relay critical information to our builders in a timely manner, we have found that, in some instances, the information isn't getting to the people who need it The biggest problems occur when the original purchaser sells a kit and fails to pass along all of the appropriate paperwork when he transfers ownership. Also, since our customer database is not set up to generate mailing lists of purchasers of our options kits, these builders are not guaranteed to receive the applicable service bulletins. You can help us to pass on the important information contained in our

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service bulletins by taking the time to go through the accompanying alphabetical list and ordering the documents that apply to your kit and that you have not received. We will update this list and publish it periodically in the Glasair News.

NO. _________________ ALPHABETICAL LISTING OF SERVICE BULLETINS

SB 91 Alternate air door spring (III & fuel inj. retrofit for I, II, II-S) SB 60 Aluminum hydraulic tubing (All Glasairs 11/1/86 to 7/31/87) SB 68 Cabin heat box gasket (I, II before 9/07/89) SB 43 Cable thimble (possibly incorrect) (I, II, III before 10/08/87) SB 48 Canopy frame modification (II s/n 1001-1053, III s/n 3001-3055) SB 50 Canopy frame trim line (II and III before 4/07/88) SB 35 Control stick sleeve (II before 7/16/87) SB 5 Control stick sleeve, elevator horn (late I with prefab metal parts) SB 17 Derakane vinylester resin (shipped between 6/3/85 and 10/8/86) SB 20 Electrical system, 28 Volt option (III) SB 53 Elevator actuator arm-rudder linkage interference (II/III pre 9/1/88) SB 54 Elevator counterweight arm modification (II and III before 7/01/88) SB 69 Elevator counterweight arm reinforcement (II, III before 8/18/89) SB 94 Elevator hinge brackets (II-S and III between 8/1/90 and 11/27/90) SB 59 Elevator trim box (II and III shipped before 9/26/88) SB 96 Elevator trim gear assy. (II, II-S, III, and retrofit I pre 9/12/90) SB 3 Emergency gear extension spring tabs (I RG) SB 71 Engine mount inspection requirement (III before 12/11/89) SB 71A Engine mount reinforcement procedures (black engine mounts for III) SB 22 Engine mount, fitting of (III s/n 3001 thru 3020) SB 32 Engine mount, fitting of (III s/n 3001 thru 3009, 3011 thru 3014) SB 33 Engine mount, fitting of (III s/n 3015 thru 3026) SB 73 Engine mount nuts (I, II, III before 11/30/89) SB 19 Engine, propeller, and propeller governors (III) SB 65 Facet fuel pump, possible blockage (I fuel system kits) SB 49 Firewall flange template, dimension error (II before 3/6/87) SB 31 Firewall rib location error (III before 4/03/87) SB 81 Fixed pitch propeller spinner backplate spacer (I, II, II-S) SB 14 Fixed pitch spinner backplate (I between 12/10/85 and 5/30/86) SB 38 Flap control assembly location (II & III before 9/01/88) SB 34 Flap ratchet plate hole size (II & HI/ first production run) SB 30 Forward partial spar support (III, before s/n 3023) SB 18 Fuel contamination (All Glasairs) SB 8 Fuel fitting, defective (I fuel systems between 8/1/85 and 10/30/85) SB 84 Fuel gauge components for main tank (II-S before 3/29/90) SB 36 Fuel leakage, main spar attach fitting bolts (I before 12/16/83) SB 61 Fuel leakage, main spar caps (All Glasairs before 12/15/88) SB 21 Fuselage panel modification (III before 12/31/86) SB 16 Gas cap seals (new style) (I between 2/11/86 and 9/17/86) SB 24 Horizontal stabilizer stiffening (III s/n 3002 thru 3014) SB 47 Hydraulic actuator piston retaining nut (I RG & II RG pre 12/17/87) SB 40 Hydraulic pressure gauge sensing point relocation (I RG) SB 15 Hydraulic pump fittings (I RG after 8/15/85) SB 41 Hydraulic pump pressure increase (I RG) SB 1 Hydraulic pump solenoids (I RG, s/n 01 thru 70) SB 2 Hydraulic pump solenoids {I RG, s/n 071 thru 220) SB 72 Hydraulic Snubber (III before 9/11/89) SB 82 Induction elbow (90') and support arms (III before 5/01/90) SB 70 Induction system improvements (III, I & II retrofit before 9/07/89) SB 27 Instrument panel template 3G1501 (III before 2/17/87) SB 29 Landing gear box fit-up (early model III) SB 95 Landing gear oleo struts (III, especially gear numbers 051 to 101) SB 4 Leaking oleo struts (I RG) SB 66 Lord engine suspension bushings, optional (III) SB 77 Main gear actuator rod-end reinforcement (III) SB 52 Main gear actuator rod retrofit (III actuators shipped pre 5/15/88) SB 2 Main gear mounting bolts (I RG, landing gear s/n 071 thru 220) SB 7A Main gear rib attach bracket, weld interference (I FT, first 50 ) SB 7 Main gear rib attach bracket, welds omitted (I FT, first 50) SB 88 Main gear side brace assemblies (III shipped before 5/29/90)

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SB 93 Main gear strut replacement, gross weight increase (II, II-S TD) SB 2 Main gear struts and bearing housings (I RG, gear s/n 071 thru 220) SB 76 Main gear toe-in adjustment (II RG, III shipped before 3/5/90) SB 2 Main gear trunnion actuator arms (I RG, landing gear 071 thru 220) SB 39 Main landing gear upper attach bolts (I TD, II TD) SB 10 Master switch, Battery/alternator (I) SB 78 Nose gear actuation system (III) SB 46 Nose gear axles (II RG, II FT, III before 11/12/87) SB 56 Nose gear down spring attach hole (III, first production run) SB 51 Nose gear drag brace binding (III, through gear s/n 50) SB 26 Nose gear drag brace reinforcement (I RG, gear s/n 01 thru 230) SB 79 Nose gear emergency extension gas spring (I RG, II RG before 4/01/90) SB 92 Nose gear emergency extension gas spring (Flying I, II, II-S RG) SB 75 Nose gear fork fastener modification (All RG before 2/20/90) SB 1 Nose gear fork mounting bolt (I RG, landing gear s/n 01 thru 70) SB 44A Nose gear modification (I FT) SB 42 Nose gear pivot range (I FT) SB 1 Nose gear scissors (I RG, landing gear s/n 01 thru 70) SB 9 Nose gear shimmy (I RG) SB 9B Nose gear shimmy (I RG) SB 80 Nose gear shimmy damper compression spacer (I RG, II RG, III) SB 9C Nose gear shimmy damper modification (I RG) SB 89 Nose gear strut reinforcement (FT before 7/13/90 or kit number 2083) SB 85 Nose gear wheelwell fire barrier (II RG, II-S RG before 10/01/90) SB 23 Nose gear wheelwell gap (III s/n 3002 thru 3029) SB 74 Oil cooler proximity to exhaust (II) SB 6 Oleo strut internal snubber rings (I RG gear, s/n 071 thru 210) SB 6A Oleo strut internal snubber rings (all I RG) SB 83 Paint cracks around windshield (II and III) SB 2 Partial spar placement (I RG, landing gear s/n 071 thru 220) SB 63 PC board (III between 7/15/87 and 3/01/89) SB 13 PC board, extra diodes (I RG between 2/8/85 and 5/30/86) SB 55 Propeller extension, fixed pitch: lug bushing play (I, II) SB 86 Propeller governor oil line A.D. (stainless steel) (I, II, II-S) SB 5 Propeller spinner front plate, constant speed (I before 6/28/85) SB 99 RG electrical system (III) SB 6 RG gear strut leaks (I RG, landing gear s/n 071 through 201) SB 6A RG gear strut leaks (I RG) SB 12 Rod end bearings (Glasair I through s/n 795) SB 90 Rudder actuator linkage (II-S before 10/25-90 or kit 2093) SB 58 Rudder pedal assembly (II FT shipped before 9/08/88) SB 45 Rudder pedal support bracket possibly incorrect (II RG pre 10/21/87) SB 97 Rudder pedal weldments (II-S RG and III between 6/26/90 and 1/4/91) SB 87A Seat belt attach angles (II, II-S, and III) SB 2 Side brace and trunnion, possible conflict (I RG, gear 071 thru 220) SB 57 Side brace arm & bellcrank bushing (I RG, II RG, III before 7/13/88) SB 64 Side brace brackets (II RG, first 50 shipsets) SB 98 Slotted flap hinge point corrections (Slotted flaps before 1/24/91) SB 25 Spar cap upper contour (II before s/n 1034, III before s/n 3035) SB 11 S-Tec autopilot aileron actuating push rod (before 4/02/86) SB 67 Trim system interference between drum and housing (II, III, I retro) SB 28 Upgrading Glasair I with Glasair II fuselage SB 37 Wheelwell scribe lines (all Glasair II before 6/16/87) SB 62 Wing leading edge interference with nose gear box and fuselage

reinforcement rib (III kits through s/n 3128)

GLASAIR REPAIR GUIDE

TERMINOLOGY

Scarf: To sand a tapered edge onto existing laminates. Scarf width: The width of the tapered scarf area to be bonded.

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INTRODUCTION

Repairing your Glasair is quite possibly the last thing on your mind now that it is completed and flying. After all, the accidents always seem to happen to the other guy, that is, until you end up to be the other guy. We all plan, practice, hope and pray we won't scratch or ding our hard earned flying machines, but just in case, this repair guide may serve as a useful tool to restoring your damaged beauty back to its original strength, shape and luster.

DAMAGE TOLERANCE OF FIBERGLASS COMPOSITE STRUCTURES

Based on comparisons of similar accidents and incidents, fiberglass composite structures seem to have a higher level of damage tolerance than traditional aluminum structures. Observed damage to fiberglass structures such as the Glasairs has demonstrated that damage is more localized around the area of impact

Aluminum has a higher modulus of elasticity than fiberglass that is; it's stiffer, and therefore transfers impact loads to other parts of the structure more easily. With a lower modulus of elasticity, fiberglass is more flexible and will usually bend farther than aluminum before reaching a yield point or breaking.

When considering the design of aircraft structures, aluminum structures absorb energy and soften the impact by buckling as they fail. (Consider how a pop can absorbs energy as you crush it with your heel.) While aluminum structures can offer excellent energy absorbing qualities, they tend to offer less cockpit integrity and bodily protection for the occupants than fiberglass structures due to sharp fragmented structure. (This is, however, dependent upon the design of cockpit structure.) Fiberglass structures can produce a harder impact, thereby offering less energy absorbing capacity, but offer more cockpit integrity and protection.

Observed gear up landings in Glasairs (on hard surfaces) have resulted in very little if any airframe damage, in fact, all such accidents we have learned of to date have had only minor surface cosmetic damage. Owners of aluminum aircraft who have experienced gear up landings are usually not as fortunate.

To complete this very brief and general comparison of fiberglass versus aluminum structures, let's consider repairability. Apply damage using equal force to aluminum wing skins and fiberglass composite wing skins and compare the repair procedures of each. With the aluminum structure, damage other than small diameter damage that can be repaired with a flush riveted patch, the wing panel must be drilled out and replaced. In many

cases, this requires the careful removal of more than just the damaged panel. With the fiberglass airplane, the damage is usually not as wide spread and repair is made by scarf sanding surrounding skins, removing the damaged area, and laminating new plies to replace the damaged ones and match surrounding contours.

Considering the fact that fiberglass repairs can be made in remote areas without the aid of power tools is also a big advantage in their favor. Sure, we're over simplifying because we only wanted to give a brief comparison of glass versus aluminum in a general sense. The real purpose of this article is to discuss repair of the Glasair structure.

IDENTIFY THE DAMAGE

On impact, fiberglass may fracture yet return to its original position giving subtle visible clues of damage. If painted, cracks in the paint can provide clues to the damage beneath. One of the best ways to inspect for signs of damage is to look at the underneath, unpainted side.

Cured fiberglass laminates are semi-translucent. Fractured laminates have air introduced into the cracks and lose their translucency. The fractured component often has a lighter, milky look to it Fractures in ice are similar in the sense that hitting a thick piece of ice with a hammer often leaves a milky while appearance in the damaged area.

If external visible damage is evident such as a crack or a hole, it may make the job of damage evaluation easier, but don't be complacent with surface repair only. Delamination of the surrounding skin may have taken place and/or failure of the core to laminate bond or core material.

To detect delaminations and core damage, a simple coin tap test will, in most cases, indicate the extent of the underlying problem. Ultrasonic and electronic test equipment is available but prohibitively expensive and perhaps impossible to rent or borrow because of its low demand in general aviation.

It takes a bit of practice to detect minor delaminations with the coin tap test. Major delaminations are obvious and often times visible due to the local contour change of the external skins. A good place to practice coin tapping to get a feel for the slight change in sound is at the intersections of ribs and skins, spar caps and areas of high density core material near wing attach fittings. Outer skin reinforcements of extra plies will produce a sharper, higher frequency sound. The higher the density of material, the higher the frequency of sound (sharp tap; sounds like a click). The lower the density the lower the

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frequency of sound (like a thud). Tap and compare the area of damage to locally surrounding areas and listen carefully for slight changes in sound.

Before we begin discussions of specific repair procedures, an explanation of repair preparation is in order:

Cleanliness: Before any grinding or sanding has begun, repair areas should be thoroughly cleaned with a strong degreaser and wax remover. Acetone is not a solvent for heavy oils and grease such as in the cowling or on the belly. Acetone can be a good final prep once the heavy oils have been removed. Cleanliness is one of the most important considerations.

Pant Removal: When removing paint from a damaged area, the best policy is not to use power sanding equipment It is too easy to sand into surrounding laminates thus reducing their strength. Hand sanding is slower but gives much finer control. Power sanding scarf joints with an orbital sander may be accomplished with acceptable results, just resist the urge to use drum or disc sanders unless you are removing large areas of damaged fiberglass.

Don't sand any farther than you have to and don't worry about sanding out the small specs of paint which are trapped in the low areas between the weave of cloth. They will not affect the bonding strength to a significant degree.

SECONDARY BONDED JOINTS

1. Overlap joint. Cosmetic appearance isn't a requirement where the overlap joint is used. (Usually on the inside of the structure.)

Preparation of overlap joints is made by sanding a slight taper or scarf to the existing skins as shown by flag note 1. Tapering the edge of the overlap joint laminates by staggering their placement will also produce a smoother, stronger transition of the stresses carried through the joint. (Flag note 2) Use a ply thickness ratio of 50:1 to 100:1 to determine the overlap joint width.

2. Scarf joint (external). These are perhaps the most important joints made in repairing fiberglass composite structures because of the difficulty and importance with sanding a smooth wide taper to "scarf to thin laminates to obtain an optimum bonding area. When sanding a taper on the scarf joint laminates, individual ply layers can be counted much like observing the grain pattern in wood. Equal spacing of these ply lines are indicative of a good, proportional joint. The sailplane repair manual (1974) states that scarf taper ratios should be 50:1 to 100:1. Therefore, on a typical two layer laminate measuring .035"

thick the scarf joint should provide a minimum of approximately 1.75" of bonding area. Also the cloth orientation can usually be seen at this point so that replacement laminates can be put back with the original orientation such as on a 0-90° or 45° bias. The wider the scarf joint, the better. Most of the tensile strength of fiberglass laminates comes from the cloth. When the cloth has been damaged or severed, the bonding strength of the overlap joint or scarf joint must equal the original cloth tensile strength. It takes a very wide, accurate scarf joint to do this.

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IMPROVING SECONDARY BONDING QUALITIES

Co-cured bonds and joints benefit from the chemical linking of the resin molecules. Secondary bonded joints rely on chemical linking and mechanical clinging of the resin to the surface it is bonded to. One of the reasons Derakane 411-45 vinylester resin was chosen for the Glasair is due to its excellent (tenacious) secondary bonding qualities.

Several things can be done to improve the quality and performance of a secondary bond:

1. Rough surface is best. A rough surface provides more cracks and crevices for the resin to cling and bond to. Be careful not to scratch and score die plies out beyond die scarf joint. It is helpful to tape off the surrounding area to avoid inadvertent damage.

2. Exposing fibers. Some early Glasair I builders

reported difficulties with secondary bonds on the cowlings (made with a fire retardant resin). One Glasair builder reported successful bonding only after he had used a combination of acetone and a serrated knife to soften up the surface and expose some fibers. The result was a "peach fuzz" surface which provided the desired bonding qualities. Although this procedure is worth mentioning, it should rarely be necessary.

Builders or repairers using this technique should be especially careful not to damage any fibers outside of the scarf joint or bonding area or a weakening of the laminate skins will result

3. Cleanliness. As stated earlier, the bonding area should be kept clean of contaminates and dry. Avoid excessive touching of the bonding area as the pores of your hands secrete oil and moisture. It takes very little contaminant to interfere with the chemical link up of the repair resin to the existing surface.

Usually caused by something such as a hammer, shoe heel or knee cap dropped on or pressed against the airframe. Skin dents rarely produce delaminations, but perform a coin tap to be sure. If the skin dent is less than 1/16" deep you may choose to locally sand the area and simply fill with a cosmetic body filler material.

F/<3- 6-/

Dents deeper than 1/16" should be thoroughly sanded down through the paint and primer and filled with a mixture of resin/micro balloons to match the surface contour less the skin thickness. If the skins aren't torn and the area is relatively small, there is no reason to remove the dented skin.

EXTERNAL SKIN PUNCTURE

The repair procedure described here can be minor and very similar to a deep dent repair, or a deep puncture may require replacement of a portion of the core. Both are described below:

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Minor puncture: Carefully sand or grind back the damaged skins, then sand the core down until you reach firm solid foam with no fractures.

If the core damage is limited to 1/4" or less, the repair can be made similar to a deep dent Fill in the damaged core area with a light (thick) mixture of resin/Q-cell, scarf the skins and laminate an appropriately sized cloth patch the same thickness of plies as the original skins.

Fig C1

If the core is damaged deep enough, you may consider replacing the core completely to the inner skin. Keep the hole round or, if rectangular, use large radiused corners to avoid stress concentrations on the external skin plies. Scarf sand the external skins before replacing me core to avoid dishing the new core with the sandpaper. When replacing core be sure to use an excess amount of resin/Q-cell adhesive (medium mixture) to squeeze the core into place, and be sure to observe the adhesive mixture bonding on all the sides. Wipe up that which oozes out.

Complete puncture:

There are several approaches to make a repair to a complete puncture. The approach depends upon whether or not access is easily available to the inside skins from the inside of the structure. Both methods are described below.

Puncture with internal access. The easiest and strongest method of repair is to do a reverse-scarf and overlap joint on the external skins and laminate against a temporary mold surface. (This will only be useful on flat or slightly contoured surfaces.)

To prepare for the repair, tap test and identify the area of damage. Remove the external plies in a round or oval hole, then remove the foam core and internal plies with an area of circumference one to two inches larger than the external plies.

Scarf the inside of the outside plies as shown in Figure D-2 and attach a "contour" mold to the external plies. The contour mold can be wood, aluminum, or a fiberglass mold splashed off of a friend's good Glasair in the same section. The latter is necessary only in areas of 3 dimensional, compound curves. The mold can be pressed into place or temporarily pop riveted to the external skins. The important thing is to make sure it fits tight and matches the contour. If it is done correctly, there will be very little cosmetic work necessary prior to paint. Be sure to use a wax and mold release agent on the "mold" but do not allow any of this to get on the bonding areas.

Once the mold is in place, laminate the repair plies in place. A shallow scarf combined with the remainder of the 1-2" overlap will give a very strong bond with maximum adhesion area.

To finish the repair, bond the foam core in place, sand flush with the inner skins and seal the foam with a Q-ceu7resin mixture. Laminate the internal skins in place with a 1-2 inch overlap joint as shown in Figure D-3.

Puncture without internal access. In a general sense, this procedure is the reverse of the one above. Remove the damaged external skins and core in a round pattern. Then grind back the internal skins with a 1-2 inch smaller circumference (see Figure D-4).

On a separate surface lay up a (x) layered pre-cured laminate to match the cutout size of the external hole and the thickness of the external skins. If ever you are in doubt of the # of plies on the skins add enough plies to make it slightly thicker. (1 ply bidirectional cloth = .015")

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Bond the pre-cured laminate in place and allow to cure. Next bond the foam core in place. If it is a larger area, you may have to vacuum bag the core down or find a suitable means of firmly pressing it in place until the resin cures.

After carefully sanding the foam slightly lower than the

DELAMINATION OF EXTERNAL SKINS.

surrounding skins to allow for the additional laminates, seal the foam with a Q-cell resin mixture. Finally, laminate the external repair plies in place using the skin thickness x 50 rule for scarf joint minimum area. Again, cloth orientation can usually be determined after scarfing by careful examination.

A serious Delamination is, in most cases, easily identifiable by both a tap test and by visual means. Disruptions in contours usually result in delaminations.

As the skin has lost its support from the core, the buckling strength has been decreased. The tension or pulling strength is still very high, but the buckling or compressive strength must be restored.

A very minor Delamination may be remedied by injecting resin beneath the skin and pressing the skins as flat as possible during the cure. A medium sized hypodermic needle with the tip ground flat will serve this purpose well. Drill an inlet hole or series of holes the diameter of

F/G. E

the needle along the bottom of the delamination and a few air relief holes at the highest point. Slowly inject a resin mixture until all air is pushed out and resin freely flows from the inlet to the outlet

Larger, more serious delaminations will likely require replacement of the external skins. Identify the area and carefully remove the delaminated skins without further propagation of the delamination. Carefully inspect for any crushing of the core which is common in compression failures (see Figure F). Once satisfied that the foam core is OK simply scarf the external skins and laminate the repair plies in place.

DELAMINATION WITH CORE DAMAGE.

5%

Core damage is usually associated with delaminated skins and both are caused by excessive compressive loads. To make a suitable repair, coin tap then grind back the affected areas. The repair procedures to follow are listed above in the section described as a complete puncture or tear whether internal access is available or not.

One alternative to consider if internal access is available may salvage the tension qualities of the original external

skins is described below:

Remove the affected internal skin plies and core area leaving the external skins in place. Now place the structure in slight tension to straighten the external skins out (Be sure not to over bend the structure so that when the repair is complete it is distorted or not in its original pre-accident position.)

In addition to tension applied, you may also find it useful to add pressure downward on the buckled skin to help flatten it. Laminate a skin doubler on the inside of the external plies to help hold them in their original position. When cured, replace the foam core and internal skin plies as described in earlier procedures.

Even if some cosmetic sanding must be made on the external skins for the desired contour and finish, it is acceptable so long as you don't sand into the doubler laminate.

In a general sense, most repairs which are 3" diameter or less can be made with plies of bidirectional 7781 cloth on a 45° bias to the longitudinal axis of the structure being repaired. Glasair III builders should note that horizontal stabilizer external skins are graphite and should consult with Stoddard-Hamilton's builder support department for repairs to the stabilizer. If one follows the rule of cleanliness with plenty of overlap bonding - especially on scarf joints, repairs can be as strong as the original.

When damage is evident on structure beneath such as spar caps, ribs or bulkheads, repairs can still be made but the procedures may be more involved. NOTE: These are only guidelines for smaller damaged areas. Once again, if you are in any doubt as to the exact procedure or have a complex repair involving secondary structure, consult our builder support department. If necessary we will get the "doctor's" opinion (the engineer's!) and write out a prescription, A fee may be charged for such consultation involving major repairs but may be well worth the extra

peace of mind.

Lastly, remember never to substitute other repair materials than those used during the assembly of your Glasair. Most epoxies have poor secondary bonding properties to vinylester resin. Vinylester has one of the best secondary bonding properties of all. Cloth styles are "sized" for various resins. A resin may adhere well to one cloth style but not to an unknown substitute. Sizing is a surface treatment to reduce self abrasion, to increase compatibility with the particular resin and to increase the adhesion of the resin to the glass. Cloth that has been stained by moisture during storage or handling should not be used because of possible damage to the sizing treatment.

RG HALF FORK WEAR GLASAIR I, II, II-S, III

All Glasair owners of all types with retractable gear should inspect their half forks to check for signs of interference with the brake disc. Interference will most likely occur under hard landing, "accelerated load", conditions rather than at rest or taxi. If allowed to continue unchecked, the half forks could be weakened below acceptable limits. If signs of wear are evident on your half forks, install a shim under the axle to provide an acceptable clearance gap. Also burnish or smooth out any groove that may be present Refitting the gear doors and adjusting of the hydraulic actuators may be necessary.

Brake disc clearance to the half fork on our II-S demonstrator is approximately .120" with no sign of wear. Our Glasair I RG was retrofitted with Matco wheels and

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brakes to test their effectiveness as compared to Cleveland brakes. Matco has double calipers and better braking power than Cleveland brakes, however, Matco brake discs are attached to the wheel drum with a fastener which reduces the clearance to nearly zero. As a result, we learned what the approximate half-fork deflection is the hard way; the fasteners have grooved the half fork approximately .050". Our Glasair I RG is a light one (1,155 Ibs. empty) so we will theorize that half-fork deflections could be as much as .050-.080 on Glasairs operating at higher gross weights.

The half-fork shape has changed slightly from Glasair I to Glasair II and II-S production. As a guideline, we feel a minimum of .100 clearance gap will be necessary to avoid interference under normal landing loads.

Our factory Glasair III has a clearance gap of approximately .075" and shows no sign of wear or interference on the half fork. We've received some reports of brake disc rubbing on several Glasair Ill's, however. Since the Glasair Ill's use a steel half fork which is stiffer than the aluminum ones used on Glasair I and II models, a minimum gap of .075" may be acceptable even at the higher gross weights of the Glasair Ills.

Be sure to shim your axles to these minimum clearances. Again, some adjusting of gear door clearance may be necessary if the door installation is complete, as well as readjusting the uplock hooks and the hydraulic actuators.

GLASAIR STATISTICS

Glasairs have been delivered and assembled in the following countries:

Country # Delivered # Flying

Australia 29 4 Austria 2 0 Belgium 2 0

Brazil 3 1 Canada 39 7 Finland 2 0 France 4 0 Germany 9 1 Hong Kong 3 0 Iceland 1 0 Japan 1 0 Mexico 1 0 New Zealand 5 1 Norway 1 0 South Africa 1 0 Sweden 10 2 Switzerland 7 3 The Netherlands 4 0 United Kingdom 10 3 West Indies J. _0

TOTAL FOREIGN 135 22 U.S.A. 1007 243

GRAND TOTAL 1142 265

NOTE: Thanks to all the Glasair owners who completed the recent questionnaire. We are in the process of compiling all the information into useful statistical form and will share more in the next newsletter.

N.E. TEXAS FLY MARKET

We would appreciate your making the following announcement or including it in your publication. Northwest Texas Chapter 834 of the Experimental Aircraft Association will be sponsoring its spring Fly Market Saturday, May IS at the Franklin County Airport in Mt. Vernon, Texas. Some of the merchandise available should include airplanes, new and used parts, radios, accessories, tools, hardware, and aeronautical books, art, jewelry, and clothing. All aviation related (non-food) vendors are welcome. SPACES ARE FREE AND THERE IS NO COMMISSION CHARGE! Food and beverages will be available on the field.

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This type of "fly and buy" opportunity allows us aeronautical types to possibly obtain some of those hard to find parts we have been looking for and it also gives us the chance to empty our garages, workshops, and hangars of some of that unwanted clutter that seems to always build up.

Franklin County Airport is located on Hwy 37 two miles north of Mt. Vernon which is just north of 1-30 between Dallas and Texarkana. There is no high-density traffic (ground or air) to contend with, no control tower, and no TCA...just plane fun flying and a relaxed country atmosphere. This event will be held regardless of the weather. So, if you can't fly in, drive in! For further information, call 903/856-5992 or 903/537-2711.

NEWSLETTER ACCOLADE

A recent article in Kitplanes magazine by Chuck Stewart listed some of the newsletters available to sport plane builders. Of the twelve listed, Glasair News was the only one to receive any adjectives. Please pardon us while we toot our own horn quoting Mr. Stewart, "Glasair News is a massive, consistently well-done newsletter that features lots of builder tips and updates."

The real credit goes to the hundreds of Glasair builders/owners who contribute the information for us to arrange and publish. Keep up the wood work!

NEWSLETTER INDEX

This issue is lacking the annual index. It will be published in the second quarter issue.

SOLENOIDS

We recently got a report from a builder that had an electrical problem where he noticed a high current drain during flight. Upon landing, shut down, and inspection he found his starter was engaged with damaged gears. In further trouble shooting he reported that his starter solenoid had failed and welded its contacts together. An FBO mechanic informed the builder that the solenoid failed because it was continuous style instead of an intermittent solenoid, and promptly suggested getting a Cessna P/N S-1991A1 solenoid. It was later discovered after the new solenoid was installed that the starter switch had also failed.

Based on the final discovery it stands to reason that the solenoid welded due to a faulty Bendix starter switch. Although prior to our knowledge of this it sparked an investigation and education on solenoids that we feel

would be valuable information to better understand solenoids and lay to rest some myths people may have about them.

A typical intermittent solenoid is designed to drop out at a specified low voltage point A typical 24 volt solenoid will drop out at about 7 volts and activate at about 18 volts. A typical 12 volt solenoid will drop out around 1 to 3 volts and then reactivate again as the voltage picks up. In a low voltage situation (weak battery) an intermittent solenoid is designed to rapidly drop out and reactivate. This vibration action is called door belling. Many of you may have experienced this in your car when it will not start and the battery has been drained to the point where the solenoid "vibrates" or "door bells" instead of turning the starter.

This door bell action can do a lot of damage to the contacts and will eventually weld most of them. On propeller driven aircraft intermittent solenoids are not always used because (during a start-up) the pilot usually has enough sense to release the start switch when the propeller stops turning. For this reason a continuous duty solenoid would be a better choice. One further note; because continuous duty solenoids are made in much larger quantities, they are considerably less expensive than an intermittent duty, (not true a few years ago).

So much for intermittent versus continuous duty solenoids. Upon further discussions with James Joyce from Cuttler and Hammer we learned about copper contacts versus precious metal contacts. Copper contact solenoids used on many light aircraft, and mostly in the automotive industry, are cheap because of their large production quantities. In high performance aircraft that fly at relatively high altitudes, traveling frequently through many different climates, the solenoids are more prone to moisture build up inside, causing corrosion and welded contacts. Precious metal contacts are less prone to welding, or as James Joyce puts it, have anti-weld protection. For this reason they are ideal for aircraft use.

James recommends a 200 amp heavy duty continuous duty 12V solenoid, 641H105, 1.1 Ibs. each. An alternative lightweight 100 amp solenoid, SM100D10 .5 Ibs. each, may be used instead, although he said that many people are breaking off the small delicate terminals in the field.

Cuttler and Hammer even has a warning light kit to indicate when the starter is engaged, required for some foreign aircraft certifications.

The only drawback is the cost of precious metal solenoids are as much as 10 times the cost of the copper contact style.

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B&C Specialty products carries the Cultlcr Hammer solenoids at a good price. You can contact them at 316/283-8662.

Stoddard-Hamilton delivers continuous duty Cole Hershey copper contact solenoids in our kits. Years ago we supplied some intermittent duty solenoids, but had some of them fail. Since then, we have only supplied continuous duty with no reported problems resulting from the solenoids themselves. Please let us know if you have had any problems with the continuous duty solenoids supplied in your Glasair kit.

DUAL BRAKE IMPROVEMENT

Route the brake lines from the reservoir to the passenger side first then over to the pilot side. (Current drawings in the dual brake installation instructions show the opposite. They will be revised.)

From the pilot side master cylinders route the lines to the brake calipers on the wheel assemblies. This is a safer installation. Should a brake line fail on the passenger side, the pilot would still have brakes. Since a shorter distance exists between the P.I.C. brakes and the wheels it gives the P.I.C. slightly more brake authority.

EXTRA CIRCUIT BREAKERS?

NOTICE: Many RG kits delivered over the past three years were shipped 2 each gear pump circuit breakers due to an error in our parts list. Builders who were shipped 2 wire permanent magnet style pumps only need one 25 amp circuit breaker and builders who were shipped 3 wire series wound pumps only need one 40 amp circuit breaker. If you were shipped an extra circuit breaker, please return it at your convenience.

WELCOME BACK BOB GAVINSKY

We'd like to extend a warm welcome to Bob Gavinsky back to Stoddard-Hamilton. Bob is a former past-owner of the company and served as chief engineer from 1980 until 1987. He worked with Acrocet on the Boeing/Navy Recoverable Test Vehicle for a year or so and then ended up flying for Horizon Airlines for the past year.

We enticed him back to help us with a NASA Phase II Lightning Protection contract and welcome his Glasair experience and expertise. (For those who knew Bob, he and his wife Leslie are expecting their first child--congratulations, Bob!)

GLASAIR III RECORDS 1. Oldest man to fly in Glasair III

Jesse J. Morgan, Monroe, WA, age 84. 2. Oldest woman to fly in Glasair HI

Margie Morgan, Monroe, WA, age 75. 3. Oldest married couple to fly in Glasair III

Jesse & Margie (one at a time, of course).

SCUD MISSILE FOUND IN VIRGINIA BEACH, VIRGINIA Shown below is Glasair builder Skip Bowman of Virginia Beach, VA - proud owner of a SCUD missile. In truth, the SCUD wasn't found but purchased and modified for attachment to the Glasair by Skip. We all knew it was a matter of time before some enterprising homebuilder would build one. Skip's device stands for Ski Capsule Under DaWing (S.C.U.D.).

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Photo 2 shows Skip easily mounting the SCUD to the belly of the plane. It easily attaches with (two) through-bolts, one just aft of the rudder pedals and the rear one in the baggage compartment. Just a little reinforcing of the areas of the mounts were all that was necessary. The SCUD is sold as a car-top ski carrier by the brand name "Ski Tube".

Photo 3 below shows how the nose cone hinges off to the side for easy insertion of two pairs of skis. Ed Covington (also of Virginia) has a SCUD mounted on his RG in the winter time and he and Skip put their Glasairs to good use on ski vacations. We trust Ed and Skip will keep their ski tubes secured at all times or we will hear of a SCUD attack on the East Coast.

A GOOD BOOK ON KITPLANES

A Boeing Engineer, Experimental Pilot, EAA member and writer has just finished a book that is sure to be in high demand as well as high usefulness!

It is called Kitplane Construction and the author is Ron Wanttaja. It was published by Tab Books division of McGraw Hill and costs $19.95. The forward is by Dave Martin from Kitplanes Magazine. It's thick! The common types of kit aircraft each have a chapter. The cover has a couple of Glasairs on it and the composite chapter uses plenty of Glasair examples. Other chapters covers regulations, costs and tools. It should be required reading for anyone that might build an airplane and would be useful to most of us.

If you want to mail order the book, there is a small aviation only book store here at Arlington. The owner is Red MacLane and you can call him at (206) 435-5290 Thursdays through Sundays from 10:00 a.m. to 6:00 p.m. Red is always looking for good out of print aviation books. He will even buy the hard to get books back after you read them! And he stocks new books, too. But don't ask for anything that doesn't relate to aviation.

Perhaps due in part to his notoriety as one of the only two private owners of SCUD missiles in the world, Skip will be participating in flight testing a satellite based weather data up-link system under a separate NASA S.B.LR. (S.B.I.R. stands for Small Business Innovation Research). One of our own S.B.I.R. team members in the Lightning Protection Research, Norman Crabill, has been working very hard with other talented people to provide valuable weather information beamed into the cockpit via satellite.

If you're going to Oshkosh, you'll be able to see Skip's Glasair on display in the NASA area and check on the progress of their research.

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THE SALESMAN'S FAVORITE WEATHER PROGRAM by Bill Sprague

A.M.WEATHER

Over the past year I have, with Lance Turk's help, been trying to get my IFR rating and confidence back. I'm now addicted to a television weather program called "A.M. Weather". I watch it every morning while I make the daily sandwiches!

When Glasair builders call to schedule familiarization flights I usually recommend they watch the show to determine the timing of their visit. As often as not, I hear the suggestion that cable TV has a weather channel. The "A.M. Weather" that I am talking about is different. It has a much more thorough discussion of weather patterns, better outlooks and, halfway into the show, a strong focus on aviation weather - complete with a graphic display of specific areas expected to be IFR, MVFR, or VFR.

A few weeks ago, I was puzzled about the different shades of gray used to portray clouds on the satellite animation. I wrote a short note suggesting an explanation on the air. Instead, Joan Von Ahn, one of the "stars" wrote me back with the answer! (If you want to know the difference between the gray clouds and the white clouds you can call me.)

To make a long story shorter, I ended up on the phone with Kay Bond - another one of their great people. I learned that they have to work hard to keep the financial ship afloat as well as to fund their planned service improvements. As part of the public television system, they can't appeal for funds directly from viewers. Instead, they get to share in what the national public television system generates through its variety of fund drives.

Public television is a good cause. My wife donates every year. And I am happy that shows like Sesame Street get a tiny fraction of my money. But I like it better when things that matter to me get funded! So I sent $25.00 to A.M. Weather DIRECTLY.

Because I would like to do more, I decided to write this up for the newsletter - complete with a little form JUST IN CASE THERE ARE OTHERS THAT DEPEND ON "A.M. WEATHER". (Flight Service works well and Ted Beck's computer works well if you're at his house eating one of his famous Montana steaks. But it sure helps to have the "big color picture". Specially when you are on the road.)

Send them some money if you can. Thanks for listening.

A.M. WEATHER Maryland Public Television 11767 Bonita Avenue Owings Mills, Maryland 21117 Phone: (301) 356-5600

I am a Glasair pilot( ), builder ( ) or friend ( ) and would like to encourage you to keep up the good work! Please accept my donation of $________ . I want it spent on future enhancements to your show "A.M. Weather ( ) or on whatever you feel is necessary. Thank you and keep up the good work and efforts at supporting General Aviation.

My Name:

Address:

Please send me the A.M. Weather Station listing and color chart of weather symbols. Yes ( ) No ( ).

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BUILDER HINTS

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

positioned in the wing. After withdrawing the wood form, FLAP CUSP FLATTENED the foil was carefully peeled away and any air bubbles

* stippled out of the laminates.

Recently Emory & Jeanette Smith, Ron Vance, and myself have filled in the cusp on the bottom of our flaps and ailerons. We all showed an increase in cruise speed of 5-8 mph.

The ailerons are much lighter and do not get stiff at high speeds. It made the flaps significantly easier to pull. It appears to make it easier to hold the nose wheel off the runway after touch down. Flaps down stall speed did not change. None of us saw any adverse effects.

Roger Heisdorffer

MAIN GEAR (Glasair HI)

Enclosed are some photographs of techniques that were helpful when installing the main gear in my Glasair III.

Photo 1 is of the block used to coax the laminates into position on the outboard side of the forward Cl ribs. After trimming the one inch thick material to size, and radiusing its inboard edges, it was covered with aluminum foil to prevent the laminates from sticking to the form. All four laminates were then applied to the foil and

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INSTALLATION

Photo 2 shows the phenolic blocks and drill bushings used to locate the landing gear Lain ion bearing housings. Preliminary positioning was accomplished using just the lower and outboard blocks without glue and clamping them in place. Shims were then placed between the blocks and the wing structure until the proper geometry was achieved, at which time the housings were secured with hot melt glue. (Photo 3) After clamping for additional security, the drill bushings were inserted and the hole locations drilled with a threaded no. 30 bit in a miniature right angle drill attachment. The sole purpose of the bushings was to facilitate the use of this smaller drilling device and its ability to access the holes perpendicularly. (Photos 4 and 5) Once drilled to the #30 size, the inboard block securing the aft housing was removed along with the housing and gear. The forward housing, which remains glued in place, is now unobstructed and can be used to guide the final size drill through the gear box. The aft housing is resecured by inserting a drill bushing and a no, 30 bit in each of three of the four mounting holes. The fourth hole is then drilled to size, a bolt inserted, another bit and bushing removed and drilled to size and so on until all four holes are completed. (Photo 6 below)

In my case, I didn't trust my ability to line up the drill motor exactly perpendicular to the gear box surface, given the limited thickness of the flange on the bearing housing. I compensated by only drilling approximately 3/16 deep using the housing as a guide. I then removed the housing and used a 2 x 3 wood block, with a 1/4 i.d. x 1-1/2 long drill bushing pressed through it, to complete the drilling of each hole. This device was positioned by inserting the shank of a 1/4 drill bit through the bushing and into the partially drilled hole. The block was then clamped in place, the drill bit removed and the hole drilled through.

After match drilling the back plate, and temporarily bolting it and the bearing housing in position, the large bushing in photo 2 was used to drill a center hole for a flush head screw to retain the back plate. This is a procedure recommended by Frank Miller of Northern Air, which enables the removal and replacement of back plate should a nutplate ever be stripped. (Photo 7 below)

Photo 8 is of the dial indicator used to determine the thickness of the shim required to take up end play in the trunion assembly. The indicator was positioned by temporarily bonding its mounting lug to the inboard edge of the C-rib with Hot Stuff instant glue. A jam nut was then screwed onto the lug projecting from the end of the strut, with one of its flats parallel to the forward side of the gearbox. With the plunger registering on this flat, the trunion assembly can be moved forward and aft and the travel noted.

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Photo 9 illustrates the method used to establish the contour of the cutout for the main gear tires. Prior to cutting the opening to its final size, the gear was retracted and the wheel/tire assembly installed on its axle. A marking pen was then rotated around the perimeter of the lire while maintaining contact with the inside surface of the lower skin. This requires sliding the pen up and down, as the skin is not in the same plane as the wheel, while the wheel is being rotated. To maintain the required perpendicularity, a circular bubble level was bonded to the top of the pen as a reference.

Thanks for publishing the tips from others that have been helpful for me.

Sincerely, Mike Jones S/N3117

REMOVING SIGN STRIP by Ray Pearson

Use a tub full of water and soap (like shampoo) to soak canopies and get sign strip off,

SUPPORT JIGS: WING/FUSELAGE

Here is a picture of my project which might give some other builder an idea which might help him.

Basically what I have done is put all my fuselage and wing supports (made in part from the material from the original shipping case) on casters, a total of sixteen. Everything is reasonably moveable (against the walls at night or outside to turn the fuselage over - not enough head room inside). I am delaying joining permanently the two parts as long as practical. (It would be of great benefit to have a list of all that can be done before the marriage!) Incidentally this arrangement permits (with some modification) the joining of the wing and fuselage by one person!

Secondly the fuselage front is supported by a 1-1/2" pipe supported by two frames, one attached by the engine mount bolts.

CABOSIL MIX IMPROVEMENT

Another thought is to facilitate (he making of a cabosil resin mix. A small amount of mill fiber added to the resin first does away with any problem of mixing the cabosil and resin!

It seems to me that a better final mix of mill fiber and resin can be established by adding a fairly good percentage of cabosil. There may be a small reduction in the strength of the mix but this very adequately compensated for by the better adherence of the mix to the desired form.

I am at 2800+ hours (working full time on the project) and will join the wing and fuselage within the next two weeks. All that remains to be done must be done in that configuration.

Sincerely, John E. Freer

EPI FUEL PROBE INSTALLATION

The intent of this letter is to describe my activities

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concerning the installation of a Lance Turk EPI 800 capacitance fuel probe in my 12 gallon header tank (SH III, S/N 3057).

The accompanying photos show how I installed the probe in the fuel sump in a manner wherein I can remove it readily if I have a need.

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I initially used a piece of 3/4 inch PVC cut to a length where it would touch the tank wall as near the top of the tank as possible and then end up in the fuel sump on the co-pilot's side to avoid interference with the finger screen installation.

With a light on the inside of the tank, I located the center of the PVC with a mark on the outside of the sump. The PVC length ended up being 19 inches, three inches longer than the absolute minimum that Lance says is required for the capacitance probe. Lance says that the 16 inches is measured from the top of the wire end of the probe,

I hole-sawed through the sump to the diameter of the fuel probe boss and finished the hole with my dremel drum sander.

I then installed the probe into the boss and measured the

distance from the top of the probe to the point where the boss bottomed out on the sump. It turned out that the 19 inches would place the end of the probe just above the level of the fuel fill port

I cut the eight foot probe to the 19 inch length (the probes arc manufactured only in eight foot lengths) and the trial fit went well.

I then used a mill fiber/cabosil mixture to secure the boss after taping the top end of the probe into position. I used just enough of the mixture to "tack" the boss onto the fuel sump and let the mixture cure and then removed the probe. Before doing this, I had plugged the sump drain fitting with modeling clay to prevent any mixture from entering that fitting.

Had I known that I was going to use the EPI 800 probe

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system, I would have initially located the sump drain fitting near the center of the sump, just inboard of the end of the finger screen.

The center conductor of the probe needs to be supported at the open end of the probe and since the supports are installed at 12 inch intervals starting from the holes drilled on the inside of the probe fitting, this left seven inches of unsupported center conductor. I could not find a way to stake the plastic insulation supports so I resorted to using two MS29513-006 "O" rings, one on either side of the support.

It is virtually impossible to install these "O" rings directly onto the inner conductor that is cut flush with the outer conductor, however, if you install the "O" rings onto a piece of the left-over inner conductor first and then butt up the ends and roll the "O" ring onto the probe conductor the task is easy.

All of this was done with the bottom of the header tank taped to the side panels,

I then built a saddle to support the upper ends of the probe, locating it as necessary and using a well waxed piece of the left over tubing to hold the dummy probe installed in the furnished bushing that will support the probe and yet allow it to be removed as or if necessary. Once the mixture cured sufficiently to prevent the saddle from moving, I installed two layers of bid over the bushing and let it cure.

The probe was then installed, torqued to the specified 230 inch pounds, the header tank bottom installed and the only remaining task is the calibration once the EPI 800 system is fully installed.

The only thing that I could add is an item on my "wish list" that the inner conductor insulating spacers be installed every three inches starting at the 16 inch point and ending at the 24 inch point...then every 12 inches as they are now. It would be very difficult to install a probe into the header tank that could be longer than 24 inches and still be removable if needed.

I have a MS29513-006 "O" ring soaking in 100LL just to find out how long I can expect it to last in service before I need to remove the probe and replace the "O" rings.

Ted A. Bianchi S/N 3057

FUEL VENT VALVE HINT As noted in the fourth quarter newsletter, John Alongi had an engine failure due to check valves installed in the vent system of his aircraft. The simple solution for this

problem, which results because the springs installed in the one-way valves are too strong for this application, is to remove the springs altogether. The only penalty for their removal is an occasional drip at the exit point of the vent line. Usually when a slug of gas hits the valve the movable piston seats immediately.

Charles D. Mason Kit MOB

WING JIG NOTES These small mods were used about six years ago and might still be useful to others. Following comments relate to like-numbered sketched below

1} Wing jig rib brace blocks are less likely to split from nailing if the grain runs diagonally. 2) Uneven floor surface was compensated for by cutting lag bolts with hex heads into bottom of each leg. During leveling, the load on each leg was adjusted by rapping the leg with a knuckle and adjusting until all legs had about the same tone. 3) After beveling the jig T.E. 1x4, quarter inch holes were drilled through the center every 18" or so. A 1" aluminum angle was then clamped down on the lower skin T.E. by using small wire clips. Bend the ends first, then put the wow in the middle to adjust length and to impose the tension level you want.

Thurman Jones

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LAMINATING CONTOURS

Enclosed are photographs and techniques that I hope will prove as useful to other builders as they have to me.

Photos 1 and 2 illustrate a method of encouraging the glass cloth to adhere to contours when working close to an edge. The example shown is the recesses for the hydraulic lines where they pass through the aft shearweb, I needed to keep these lines as close to the upper edge of the shearweb as possible to clear my electrical conduits which will pass beneath them. The plywood scrap, resting atop the shearweb, provides the additional surface area needed to hold the wet-out laminates in position until cured. Once cured, the laminates are sliced free from the plywood and trimmed level with the top of the shearweb.

This same technique enabled me to apply one-layer scaling laminates to the upper spar caps in the wing.

The dotted line represents the position that would normally be assumed by the laminates without the additional contact area afforded by the supplemental wood runners.

WIRE CONDUIT IN WING

slipping them over the ends of the Lexan tubes and into the ribs, them cementing them with a cabosil mix. The vinylester system will bond to the Safe-T-Poxy, See photos 5 and 6.

Two other half-conduits were fabricated to guide the wiring clear of the aileron counter weights on the outboard side of the J ribs. Photo 7.

As may be seen in photo 8, this system has good capacity. The conduit for the left wing contains two 1/4 inch nylo-seal lines and two 14 ga. wires for the Lift Reserve Indicator, autopilot cable, strobe light wiring, nav light wires, a three wire conductor from the fuel probe and two 18 ga. ground wires,,.and there is room for more.

Photos 3 thru 8 are related to the wing wire conduits. The primary conduit is 1-1/8 o.d. x .060 wall clear Lexan tubing from Plastic Sales. (Other products from Plastic Sales and their address in California were printed in a previous newsletter.) In those areas where, because of hydraulic and brake lines, flap and aileron linkages, I needed to alter the configuration of the tube, fiberglass conduits were employed. These enabled the same cross sectional area while changing the shape to maintain clearance.

In order to be able to dissolve the foam cores with gasoline after cure, it was necessary to use Safe-T-Poxy rather than Glasair's vinylester. The dilemma is that styrofoam, the only dissolvable foam, collapses when exposed to vinylester resin. This happens even when the foam is coated with PVA or acrylic latex enamel.

The coarser more loosely woven cloth utilized by Long-EZ builders made it easier to form the compound curves required.

Four cores (photo 3) were cut and sanded from slyrofoam obtained from Aircraft Spruce. These were then coated with a mixture of Q-cell and Safe-T-Poxy and, while still wet, laminated with one layer of Rutan 9 oz. bidirectional cloth (Aircraft Spruce part no. RA7725). After cure and sanding overlapped edges, a second and final lamination was applied.

After dissolving the foam cores, the conduits were washed in hot soapy water, rinsed and trimmed to fit. The wire exits of the T sections were dipped in a rubber like solution, normally used for coating tool handles, to buffer the sharp edges of the laminates.

A rubber wire grommet was used for this same purpose at the point where micro switch wires will enter the conduit adjacent to the main gear boxes at a later date.

The conduits were installed, after inserting a pull cord, by

FUEL CAP GROUNDING

Photo 9 illustrates a grounding method being employed by some Long-EZ builders in response to three separate refueling fires. It consists of a brass chain connected to the bottom of the fuel tank at one end and to the locking stud in the fuel cap at the other. When the cap is removed and hung over the leading edge of the wing, the tank, fuel probe, filler neck, cap and exterior skin are all contacting a common conductor. In addition, the fuel probe has two separate grounds to the aircraft ground bus.

FLAP MOTOR LINKS-REVISED

Photo 10 is of the revised flap motor links. After being

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unable to achieve the required geometry without binding against the motor housing, I fabricated two links from 4130 steel that are .175 shorter than those supplied with the kit. This distance of 4.450, center to center, seems to satisfy all objectives.

The saddles shown on the extension shaft of the motor provide additional stability and bearing surface. The spacer replaces the phenolic blocks supplied.

to closing the wing, thereby alleviating the need to cut holes in the wing skin or landing gear box later.

A considerable discrepancy of approximately 8° exists between the contour of the outer wing skin surface and the profile of the spar cap. An eleven layer laminate was applied in the area to be occupied by the nutplate, and then sanded to form a wedge section paralleling the exterior skin. Photo 11,

The tooling, consisting of a phenolic block and four 3/16 i.d. drill bushings, was used to drill the nutplates, wing skin and hinge attach angles. Alter closing the wing, and positioning the flap hinge locating jig, this same tool will be used to drill the nutplate attach points for the inboard and outboard hinges.

Thank you for a really great newsletter.

Sincerely, Mike Jones

Ed.: Thank you, Mike for such realty great contributions.

SLOTTED FLAPS CENTER HINGE INSTALLATION

Photos 11 thru 13 depict the installation of the nutplate attaching the center hinge of the slotted flaps. The tooling illustrated in photos 12 and 13 permitted installation prior

TRANSMISSION SEALANTS by Charley Kleptz

Charles notes that some builders are using transmission sealants to reduce or stop RG hydraulic fluid leaks. He cautions builders that such sealants are highly corrosive to rubber and will damage tires if direct contact is made.

Ed.: Builders should thoroughly check out the side effects of these types of materials on seals and other internal components.

ENGINE BAFFLE FOR 200 HP by Dave Solsrud

Lycoming installation in Glasair 1. Heavy cardboard, worked great, could save you time. Dave Solsrud, kit 713 TD, 28767 330th Street, Freeport, MN 56331, phone (612) 837-5870.

CANOPY IMPROVEMENTS FOR GLASAIR Ps

Also, Glasair II style canopy hinges and bulb seal details and elevator trim tab with remote mounted MAC servo details. Call Dave above.

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TEMPLATES

AILERON TRIM MAC SERVO

These sketches were supplied by Frank Ausburn in regard to a suggestion he sent in an earlier newsletter for a Mac aileron trim servo installation. He has received lots of inquiries and thought these details would answer most of the questions.

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AILERON CONTROL TUBE by John Culvert

VACUUM REGULATOR MOUNT by John Calvert

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GROUND CONNECTOR THROUGH FIREWALL by John Calvert

WING CLOSING/RIB BONDING by John Calvert

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FIRST FLIGHTS

Name/City Kit #

John Zasadny 3019 Rancho Palos Verdes, CA

Aircraft Tvpe/H.P.

III 8/20/90

200 hours! It's been a blast - no problems so far.

447 ITD 9/28/90

First flight was real smooth. I have over 30 hours on it now; installing electric flaps.

3148 III 1/12/91

Other than a kink in the static system everything went

fine.

265 ITD Roger White Joplin, MO

2(15/91

Now has 19 hours.

Barry Luff Richboro, PA

3116 III 3/21/91

John Pennington Weiser, ID

Ray Batson Flagstaff, AZ

LETTERS

Dear Ted,

Enclosed is a poem that appeared in Sportman Pilot on May 15, 1936. The same theme holds true today, except the five cent cigs.

Sincerely, Marie Jenkins, Parker, AZ (wife of Glasair III builder)

A Letter from a Girl to a Great Big Pilot

I have just realized That if I were your airplane I would receive more attention From you than I do now!

For instance, you always Give it plenty of fuel. (Do I ever get even a cup of coffee? Haw!) You take it places-New York, Chicago, Miami and other points south. (Yah, where do I go? Home!) You buy things for it, extras it really doesn't need -new pants, turns and banks, lights, radios, chutes. (What do I get? A five cent package of cigs when you have a spare nickel!) You even wash the thing. (Well, we could eliminate that!) But you pat it, You stand and look at it, Your eyes gleaming with that hungry look That only a man can have, And you smile at it With pride because you own it. God, I think you would kiss it If no one were around. And that reminds me -Are you ever going to kiss me? -Lea Day

HOT FLASHES!!!

We want to thank you for your terrific newsletter. We can certainly appreciate the work it takes to get it together, as well as the expense of publication. Hopefully, all fellow Glasair builders and flyers will continue to subscribe. It's one of the best ways to pass along information, share problems (which are few with the Glasair) and to get to know one another. Please charge our master card for a 1991 subscription.

Our RG I (Sweet P) is doing great. The original paint is beginning to show its age after 5 years of flying, but we still get many oohs and ahs when we land at various airports.

The Lectro Prop continues to perform well; however, we do experience a little cooling problem during climb in the summer months. We wonder if exit air vents might solve the problem. Any suggestions from other builders?

By the way Glasair builders and flyers, look at the February 1991 issue of Aviation Consumer. The Glasair has been selected as one of the 8 Top Homebuilts. That-a-way to go Glasair!!

Gary &PJ. Hornbeck

ACCIDENT BRIEFS

As FAA and National Transportation Safety Board reports can take up to one year to be published, advanced publication of accidents in this column do not contain all the facts and information necessary to draw definitive conclusions. Rather, these accident briefs are intended to bring the circumstances to toe 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.

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GLASAIR I CANOPY LOSS

The following report was sent to us by the Transportation Safety Board of Canada:

22-Feb-9l

Ref: Aircraft accident, Stoddard-Hamilton Glasair, St. John's Newfoundland Canada, 12-Feb-9l.

LATCH PIN

Occurrence Summary

The aircraft was departing St. John's on the continuation of a ferry flight to Europe. Ten minutes after take-off the right canopy opened and was torn from the aircraft. The aircraft returned to St. John's and landed safely.

The aircraft was encountering turbulence and was in a negative "G" situation when the canopy opened. The aircraft was equipped with two internal fuel tanks. The aft tank was not secured and unsecured radio equipment was located on top of the aft tank. It was reported that there was little or no clearance between the radio equipment and the right canopy. Examination of the latch mechanism revealed that the latch jaws were only engaging the latch pins by .052" and .032" respectively for the fore and aft pins.

A possible explanation of why the canopy opened in flight is that the tank and radio equipment may have pushed against the canopy when the aircraft was in the negative "G" situation and the minimal engagement of the latch jaws was not sufficient to keep the canopy closed.

Figure A shows the measurements made on the Hartwell latch pins and jaws which experienced the canopy loss. Inside calipers were used to measure the jaw openings in the closed (latched) position. As seen with the figures, the right canopy had minimal jaw overlap onto the latch pins.

HART WELL LATCH

We measured two canopies on our factory Glasair FT and RG and came up with jaw measurements of .320, .310, .310 and .280. A brand new Hartwell latch in the closed position measures .260 between jaws as shown in Figure B.

We don't have an "official Hartwell11 tolerance to specify as a minimum, however, a guideline we'll use on our own factory Glasairs is; jaws with dimensions greater than .330 in the closed position should be considered unacceptable. We advise all Glasair I customers to keep their latches adjusted as tight as possible.

NOTE: Be sure "canopies latched and seat belts secured" is part of your pre-take off checklist.

SPLIT-S TO MACH .47 This is an incident that can be avoided with just a little bit of training and common sense. I was doing aerobatics and having a good time. I decided to do the World War n attack maneuver, a half roll followed by a split S to dive on the unsuspecting target. I entered the maneuver with the power off at approximately 195 IAS and to my surprise the air speed started to wind up like a clock. The indicated air speed built up to approximately 360 plus MPH and I experienced a 4 G pull out with a loss of over 3000 feet. This exceeded the VNE by at least 100 MPH. Without the flutter testing that Stoddard-Hamilton performed I may not have been around to tell you about this incident. Thank you, Stoddard-Hamilton.

Anonymous

Ed. "Anonymous" was operating a Glasair I RG. Thanks for sharing this incident with fellow Glasair builders. The speed can build up fairly quickly going downhill in many of today's high performance homebuilts - something to respect. A safe and simple way to explore airspeed versus g's and get control coordination practice is to practice Lazy 8's, A Lazy 8 is a very basic maneuver but teaches the pilot a lot about the behavior of the plane from the low end to the high end of its performance envelope.

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