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198403-1984 Glasair Kit.Pdf

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198403-1984 Glasair Kit.Pdf When better lightplanes are built, will we have to build them ourselves? BY J. JEFFERSON MILLER continued GIASAIR _ Inside the Stoddard-Hamilton factory, I Spending time at Stoddard-Hamil• alistic few would choose the hard road have the strange feeling I am witness• ton can lead you to speculate about the of building their own airplane. The ing something important. The feeling is future of the lightplane industry. Glasair offers an almost irresistible strange because no one else is around Maybe that is because at Stoddard• combination of qualities. It is sleek, fast (the workers have gone home for the Hamilton they believe the industry has and nimble, yet very sparing with a gal• day) and nothing seems to be happen• a future. The airplane produced there, lon of gas (achieving 29 nautical miles ing on the shop floor-a space about the Glasair, makes you question the as• per gallon at 11,000 feet and 174 knots, the size of two indoor tennis courts. sumption put forth by some industry according to factory figures). The re• But something is happening. An air• observers that the market for two- and tractable version of the Glasair offers all plane is being built, or more precisely, four- place light aircraft is virtually of these qualities for about $40,000, IFR cured. I can smell the boatyard aroma dead. equipped, if you do all of the building of resin kicking off. A Glasair fuselage In the past three years, Stoddard• yourself. is solidifying in two female molds, and Hamilton has built a solid business Stoddard-Hamilton estimates that it a wing spar is being mated to a bottom based on the proposition that pilots are takes 1,200 hours to build a Glasair. wing skin. It all happens so quietly I looking for better performance and The Glasair comes with much of the almost can hear the fiberglass economy than are available today from work that requires special machinery or stiffening. the airplanes offered by Beech, Cessna, skills already accomplished. All of the Funny, this does not look like an air• Mooney and Piper. controls are pre-welded and the metal craft factory: There are no sheets of alu• Since the Glasair's introduction at parts pre-stamped. minum, rivet guns or welding equip• Oshkosh in the summer of 1980, 475 The fuselage goes together in two ment-just rolls of fiberglass, barrels of kits have been sold, and 30 now are halves like a Revell model. The wings resin, autoclaves and molds. This, I flying. More than 100 kits were sold in arrive with the fiberglass main spar al• think to myself, is what the light air• the first 11 months of 1983, slightly ready fastened to the lower wing skin. craft factory of the future will look like. fewer than the 129 Bonanzas sold by The builder installs the wing tanks, But instead of kits being produced as Beech or the 136 aircraft sold by control push rods, autopilot servos (if they are here, completed airplanes will Mooney. desired), plumbing lines, wiring and be the end product. It is not hard to see why an individu- wing ribs before sealing up the wing. 28· MARCH1984 All of the components are bonded to• dubbed the Pocket Rocket. It suffered gether with fiberglass and a vinylester from several shortcomings directly re• resin, a petroleum-based substance that lating to the tandem seating arrange• gives shape and rigidity to the fi• ment, according to Hamilton. Flying berglass cloth. from the front seat placed the center of The moment of truth for a Glasair gravity very far forward. Visibility was builder comes when he has to make the limited when flying from the rear seat. first incision into the fuselage for the Baggage space almost was non-exist• windows or the wing insert area. A bad ent. And the airplane's handling quali• cut could ruin the fuselage. ties were disappointing. "It wasn't eve• Putting the pieces of the kit together rybody's airplane," Hamilton actually accounts for only a few hun• explained, then added with a wry dred hours of the process. Most of the smile, "It stunk!" construction time is devoted to detail The Pocket Rocket took to the air work, such as filling in the gaps be• only a few times and then was burned, tween trailing edges and ailerons, mak• intentionally, by its creator. But out of ing the gear doors seal tightly, connect• the ashes rose a new and better design. ing the engine controls and running By summer 1979, after two more wiring and plumbing. years of toil, the prototype Glasair was The recommended engine for the completed. It differed from the cur• Glasair is the Lycoming 0-320 150- to ble. The origins of the airplane go back rently marketed production taildragger 160-hp model. Some builders have in• to 1975, the year Thomas Stoddard in only two main regards. The proto• stalled 180-hp engines, and at least one Hamilton, age 22, decided to design type's canopy was three inches lower, builder is using a 200-hp engine. and build an airplane. giving the airplane a low-slung, racer• Building a Glasair requires a large After taking a couple of aeronautics like profile, and the engine was a 115• commitment of effort and time (virtu• courses at the University of Washing• hp Lycoming 0-235. ally every spare moment if you want to ton, Hamilton set up shop at the Cedar Side-by-side seating was chosen to finish the airplane within a couple of Grove Airport, a small grass strip south alleviate some of the weight and bal• years). Not surprisingly, many Glasair of Seattle affectionately referred to by ance problems that manifested them• owners have hired others to do part or Stoddard-Hamilton employees as the selves in the Pocket Rocket. Hamilton all of the construction work. Pig Farm, because, it once was one. also found that this arrangement pro• During its short time on the market, Two-and-a-half years later, in the vided plenty of space for an IFR panel the Glasair has evolved from a fixed• summer of 1977, Hamilton had com• and saved some weight by eliminating gear taildragger to a tricycle-gear re- pleted his first aircraft, a fiberglass, low the need to duplicate some of the in• o tractable. Both versions now are availa- wing, two-place, tandem design, struments and controls. continued AOPA PILOT • 29 continued A NASA-designed GA(W)-2 airfoil (the same airfoil employed on the Piper Tomahawk) was selected because, ac• cording to Hamilton, it provides a coef• ficient of lift more than 10 percent higher than other airfoils used on light aircraft, while creating a relatively low amount of drag. The airfoil's high coef• ficient of lift enabled Hamilton to keep the wing area relatively small without sacrificing tolerable stall speeds. Hamilton's brother, Steven D. Ham• ilton, a Boeing engineer, lofted the de• sign with the aid of a computer. By us• ing the computer to determine numerous points on the airframe, the brothers were able to plot perfect conic curves for the fuselage. The result was an airplane that delivered a 75-percent GlASAIR cruise speed of 174 knots from a 115-hp engine. gear door is used for the nosewheel to not so much climb into the Glasair as The payoff for five years' effort came minimize gaps. After initial installation slip into it-by stepping onto the for• at Oshkosh '80. As a result of contacts of the gear doors, they were examined ward part of the wing where it runs made at the air show and information in flight and then recontoured until a through the cockpit, bracing yourself packets distributed there, Hamilton tight seal was achieved. on the window frame and seat back netted 100 orders for the Glasair. The retractable costs $6,000 more and easing your legs under the instru• In order to meet increasing produc• than the fixed-gear version, but it is ment panel. Once situated, the position' tion demands, larger facilities in an in• outselling the taildragger 4:1. The pref• is quite comfortable. According to dustrial park in Kent, Washington, erence for the retractable version is Stoddard-Hamilton, the cockpit can ac• were leased shortly after Oshkosh. due, in large part, to it offering the commodate pilots up to six feet four Then, in September 1982, Stoddard• ground handling advantages of tricycle inches in height. Very broad pilots, Hamilton moved again, this time to a gear. But it probably is perceived by all though, may find the fit a little tight. complex on the Arlington, Washing• but the die-hard tailwheel advocates as The cockpit is three inches wider than a ton, airport. the sportier model. Cessna 152, but four-and-a-half-inches Also in mid-1982, the company intro• It is difficult not to think of the Gla• narrower than a Mooney 201. Baggage duced the retractable model of the Gla• sair as an aerial sports car-a small, space is limited, but sufficient for each sair. Hamilton selected an electrically fast, responsive machine that sacrifices occupant to take a soft travel bag. actuated hydraulic retraction system. spaciousness for performance. The im• A relatively small cabin is the neces• There are three doors for each main pression of the Glasair as a sports car is sary trade-off for a fast airplane. Never• gear-one to cover the strut, the other formed as soon as you unbutton the theless, Hamilton has taken pains to two to enclose the wheel.
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