The UL Solution could be upgraded to two place.
Engine: Rotax 277, 28 hp
Height: 7.5 ft
Length: 20 ft
Wing span: 28 ft
Wing area: 150 sq.ft
Fuel capacity: 5 USG
Empty weight: 247 lb
Gross weight: 507 lb
Top speed: 55 mph
Cruise: 40 mph
Stall: 18 mph
Range: 60 sm
Rate of climb: 350 fpm
Takeoff dist: 100 ft
Landing dist: 150 ft
Service ceiling: 9000 ft
HP range: 10-52
Seats: 1
Landing gear: tailwheel
The Seabee inspired a number of follow-on designs, including the “Twin Bee”, a twin-engine conversion implemented by Joseph Gigante and his United Consultants (later STOL Aircraft) firm at Norwood Airport near Boston and sold by Seaplane Services, Meredith.
Designed by Joseph W Gigante, United Consultants added three foot wing root extensions on each side, plus a three foot center fuselage plug. The airframe is zero-¬timed, and all of the hydraulics, cables, instruments and furnish¬ings are new. Capping the makeover are two Lycoming IO-360-B1D 135 kW / 180 hp fuel injected engines driving two-bladed Hartzell variable propellers in tractor configuration on each wing. Two 180hp Lycoming O-360-A1A tractors originally in the 1960 built prototype N87588, IO-360-B1D for production (A6EA).
The result had center of gravity problems, which were solved by increasing the size of the fuel tank and installing a new fuel tank in the tailboom, which increased range at the expense of some fiddling with fuel management during a flight.
The Twin Bee is fuelled at the left rear of the cabin wall, direct¬ly above the 85 USG main tank in one of the keel compart¬ments. There’s a 16 USG auxiliary tank in the tail, just below the elevator. While an access panel leads to the auxiliary tank’s fuel cap, you customarily fill it by transferring fuel from the main. A single switch on the panel operates a valve and pump that move fuel in either direction between the two tanks.
The two seats in the second row can be replaced by a bench seat for three, the rearmost solo seat between the two portholes provides a little less space; it’s a nice place for a child to sit.
The doors hinged on the rear instead of the front. Changing the door hinge from front to rear was motivated by the need to keep the occupants from stepping out into the prop arc. The doors were implemented with additional latching and warning lights to indicate if they weren’t locked.
The first conversion was performed in 1960 built in the old hangars of Helio Aircraft at Norwood Airport, MA,
In her original configuration, the prototype had two 180 hp Lycoming O-360-A1A engines, and made her first flight in 1960 with a Helio test pilot at controls. Later most test flights were made by test pilot Peter Annis. During development, engine model was changes to injection type, the cowlings were redesigned and the tail control surface areas were increased.
After extensive flight tests for five years, the UC-1 Twin Bee was awarded the US FAR Aircraft Type Certificate No: A6EA on 25 June 1965. The first production aircraft was delivered one year later.
Conversion is accomplished by replacing the Seabee’s original 215 hp Franklin engine by two 180 hp Lycoming IO-360-B1D engines, driving 2-blade CS/feathering tractor propellors. The original wing span is increased by 6 ft, to 43.33 ft, by adding a 3-foot wing-root extension on each side. The hull is stretched 3 ft by inserting a “plug” just aft of cabin, to counter-act shift of CG. Further the rudder/trim-tab area is increased according to the increased power. The fuel capacity is increased from 75 US gal to 101 US gal by the addition of a new 85 US gal main fuel tank above step and 16 US gal fuel tank in the tail boom. The instrument panel, and the seat tracks, are moved forward to allow a fifth seat in the original cargo area.
23 updates sold from 1965 to 1987, the last one in 1987.
UC-1 Twin Bee
Engines: two Lycoming IO-360-B1D 135 kW / 180 hp
Wingspan: 43’3″
Length: 31’4″
Useful load: 1300 lb
Max speed: 147 mph
Cruise speed: 131 mph
Stall: 38 mph
Range: 900 mi
Ceiling: 19,000 ft
Seats: 5
This monoplane appeared at Issy around 1908-09. The work of a Blériot XI pilot, the main frame looked a lot like a contemporary wheelchair. The wing was prominently curved, Stoeckel designed it to reassemble a bird’s “half-folded” wing.
Engine: Revel, 12 hp
Wing span: 5 m
Wing area: 28 sq.m / 282 sq.ft
Length: 6 m
Max weight: 300 kg / 661 lb
Seats: 1
Designed by W E Stoelk, the steel-tube framework single-place monoplane was built by Stoelk for W G Hacker as a prototype for planned production at an estimated $1,800. Height was less than six feet, making it one of the smallest planes at the time built following federal guidelines.
One was built, N962N c/n 101, registered as Hacker, and fist flew on 9 November 1930, piloted by L D “Dutch” Miller.
It was placed in storage due to financial difficulties, eventually dismantled and its parts sold.
Engine: 40hp Salmson AD-9
Wingspan: 20’0″
Length: 16’3″
Useful load: 285 lb
Max speed: 145 mph
Cruise: 130 mph
Stall: 50 mph
Ceiling: 8,000′
Seats: 1
The Sportsman 2+2 is a four-place general aviation aircraft that is a tail-dragger, trike, float ready, wing folding, trailerable, high-utility aircraft, with an optional second row “jump seat” for 2 rear-seat passengers (up to 5’ tall).
“The Sportsman is the Glastar’s big brother”, said Ted Setzer, V.P. of Research & Development at Glasair Aviation, and the project manager on the Sportsman. The Sportsman has a nearly 1,000 pound useful load, and, with 2 pilots and full fuel, the Sportsman will not only haul over 300 pounds of gear, cargo, or extra passengers, it will easily handle all of the bulky stuff” said Setzer. Loaded, it can cover 600 miles in 4 hours and still have a ½ hour fuel reserve.
The Sportsman was test flown in the tail-dragger configuration on Goodyear 26” tundra tires. The prototype Sportsman was outfitted with the optional second row “jump seat” and powered by a normally aspirated, 180 hp Lycoming O-360, swinging a Hartzell 80” constant speed propeller. Even though the prototype was being flown with the draggy tundra tires and without any wing-to-strut or strut-to-fuselage fairings, it is seeing cruise speeds of 147 mph/130 kts and yet stalls at 49 mph/43 kts. With the 26” tundra tires, the Sportsman boasts 18” of prop clearance even with the 80” Hartzell propeller. On standard 6.00 x 6.00 wheels and tires and a 74” cruise prop, pilots can expect to have similar clearances for rough field operations.
Based upon Glastar floatplane performance data, the Sportsman is expected to have takeoff runs in the 9 – 12 second range.
Engine: Lycoming O-360,180 hp
Propeller: Hartzell constant-speed
Top Speed (TAS at sea level): 167 mph / 145 kt
Cruise Speed (TAS) 75% power at 8,000 ft: 158 mph / 137 kt
Cruise Speed (TAS) 65% power at 8,000 ft: 154 mph / 134 kt
Stall Speed (MAUW) No flaps (Vs): 58mph / 51 kt
Stall Speed (MAUW) Full flaps (Vso): 48 mph / 42 kt
Rate of Climb Solo: 1,850 fpm
Rate of Climb Max. gross: 1,000 fpm
Range (at 65% power/50 USG): 829 mi / 721 nm
Fuel Consumption (at 65% power): 8.5 USgph
Fuselage Length: 23 ft
Fuselage Length (wings folded): 24 ft. 8 in
Wing Span: 35.0 ft
Folded width: 8.5 ft
Wing Area: 131 sq. ft
Aspect ratio: 9.1
Wing loading (at max. gross): 17.5 lbs. per sq. ft
Structural limit loads (at max. gross): +3.8 / -1.5 Gs
Maximum Height Tricycle (on gear): 9 ft. 4 in
Maximum Height Tricycle (wings folded): 7ft. 1 in
Maximum Height Taildragger: 6 ft. 11 in
Cabin Width (at hips): 44.0 in
Cabin Width (at shoulders): 46 in
Door width: 37.0 in
Door height: 31.5 in
Baggage space / Rear passenger area: 37.0 cu. ft
Rear door width: 26 in
Rear door height: 31 in
Maximum gross weight (on wheels): 2,350 lbs
Maximum gross weight (on floats): 2,500 lbs
Empty weight: 1,350 lbs
Useful load: 1000 lbs
Full-fuel payload (standard tanks): 700 lbs
Maximum baggage capacity: 300 lbs
Fuel Capacity (usable): 50 USgals
Engine: Lycoming IO-390,210 hp
Propeller: Hartzell constant-speed
Top Speed (TAS at sea level): 186 mph / 162 kt
Cruise Speed (TAS) 75% power at 8,000 ft: 172 mph / 150 kt
Cruise Speed (TAS) 65% power at 8,000 ft: 167 mph / 145 kt
Stall Speed (MAUW) No flaps (Vs): 58 mph / 51 kt
Stall Speed (MAUW) Full flaps (Vso): 48 mph / 42 kt
Rate of Climb Solo: 2,100 fpm
Rate of Climb Max. gross: 1,200 fpm
Range (at 65% power/50 USG): 733 mi / 638 nm
Fuel Consumption (at 65% power): 10.2 USgph
Fuselage Length: 23 ft
Fuselage Length (wings folded): 24 ft. 8 in
Wing Span: 35.0 ft
Folded width: 8.5 ft
Wing Area: 131 sq. ft
Aspect ratio: 9.1
Wing loading (at max. gross): 17.5 lbs. per sq. ft
Structural limit loads (at max. gross): +3.8 / -1.5 Gs
Maximum Height Tricycle (on gear): 9 ft. 4 in
Maximum Height Tricycle (wings folded): 7ft. 1 in
Maximum Height Taildragger: 6 ft. 11 in
Cabin Width (at hips): 44.0 in
Cabin Width (at shoulders): 46 in
Door width: 37.0 in
Door height: 31.5 in
Baggage space / Rear passenger area: 37.0 cu. ft
Rear door width: 26 in
Rear door height: 31 in
Maximum gross weight (on wheels): 2,350 lbs
Maximum gross weight (on floats): 2,500 lbs
Empty weight: 1,350 lbs
Useful load: 1000 lbs
Full-fuel payload (standard tanks): 700 lbs
Maximum baggage capacity: 300 lbs
Fuel Capacity (usable): 50 USgals
Arlington Air¬craft Development Inc (AADI) had originally devel¬oped the GlaStar and licensed production to Stoddard Hamilton. Designed with aluminium wings, sta¬biliser and rudder, but a fibreglass fuselage and fin, with a pipe cage around the two-seat cockpit – to which the wings and engine are directly mounted. The design allows a conversion from tricycle to taildragger configuration in a couple of hours. The standard design also allows the wings to fold (a five-minute operation) for easy hangarage, and removal of the tail stabaliser for transporting. Options purchased for this aircraft include the auxiliary wingtip tanks, giv¬ing a total of 195 litres useable, and 600 x 6 tyres.
First flying on 29 November 1994, the new GlaStar was announced at the 1994 Sun n’ Fun airshow in Lakeland, Florida, and first displayed as an almost-finished prototype at Oshkosh. Featuring a foldable high wing, convertible landing gear options and a baggage compartment. More than 100 builders placed deposits on the new kit in advance of the prototype’s November first flight.
Behind its original 125 h.p. Continental IO-240 engine, the GlaStar prototype exceeded its design goals on every parameter in 1995. By the fall of 1995, complete GlaStar kits were being shipped, and the first customer-built GlaStar took flight after less than three-months of construction. 1995 saw major enhancements to all models of the Glasair.
In 1996, the GlaStar prototype, having logged some 400 trouble-free hours in its first eighteen months, was equipped with a new 160 h.p. Lycoming O-320 engine installation. With a constant-speed propeller, this powerplant gave better cruise speed, climb performance and short-field wizardry. In 1997 the GlaStar was tested on floats — both Aerocet 2200 straight floats and Wipline 2100 amphibs. Designed from the outset as a floatplane, the GlaStar exceeded all expectations. In addition, the 180 h.p. Lycoming O-360 engine was installed in the GlaStar.
Included in the FAA 51% list, GlaStar builders got a tremendous boost in 1998 with the introduction of new “Jump-Start” accelerated-assembly options. Taken together, the Jump-Start Wing and Fuselage options shaved up to 50% off the typical build-time.
Original manufacturer of the Glasair and Glastar, Stoddard Hamilton closed its doors in 2000 after more than 20 years in business. Both aircraft types were split from the Stoddard Hamilton camp when the clo-sure occurred.
Thomas W. Wathen, former Chairman and CEO of Pinkerton’s, Inc., purchased the assets of Stoddard-Hamilton and AADI and formed Glasair Aviation, LLC in 2001 for the continued manufacturing and sale of both the Glasair and Glastar product lines.
New owner Thomas Walthem was committed to getting all three kits back into production. He initially purchased the Glasair side of the business but after find¬ing the overheads of the line were not self supporting approached Arlington Air¬craft Development Inc (AADI) to purchase the GlaStar line. As a single entity, the Glasair and Glastar kit aircraft under the banner of New Glasair/GlaStar.
Mr. Wathen, who sits on the President’s Counsel of the EAA and owns historic Flabob Airport in Riverside, California, selected Mikael Via to be President and Chief Operating Officer (COO) of the new companies. According to Mr. Wathen, Via is to be responsible for daily operations of Glasair Aviation and will help Wathen determine the long-term direction and growth of the company. Via, is a private pilot and builder/owner of a Glasair Super II RG.
In 2009 still produced kits to construct the GlaStar two-seat high-wing cabin monoplane (first flown 1994 and many hundreds sold).
Engine: Lycoming IO-320-D, 160 hp
HP range: 100-180
Height: 7 ft
Length: 22 ft
Wing span: 35 ft
Wing area: 128 sq.ft
Fuel cap: 34 USG
Weight empty: 1100 lbs
Gross: 1900 lbs
Speed max: 170 mph
Cruise: 167 mph
Range: 750 sm
Stall: 45 mph
ROC: 2000 fpm
Take-off dist: 230 ft
Landing dist: 300 ft
Service ceiling: 20,000 ft
Seats: 2
Landing gear: nose or tail wheel
Engine: Lycoming O-320
Wing span: 10.67 m
Wing area: 11.78 sq.m
MAUW: 889 kg
Empty weight: 499 kg
Fuel capacity: 129 lt
Max speed: 273 kph
Cruise speed: 269 kph
Minimum speed: 72 kph
Climb rate: 10 m/s
Seats: 2
Fuel consumption: 30 lt/hr
Kit price (1998): £21,950
1986 marked the introduction of the Glasair III, two-place sportplane on the planet. Powered by its 300 h.p. Lycoming IO-540 to cruise speeds in excess of 265 m.p.h., the kit featured all the new labor-saving innovations of the Glasair II kits.
The Glasair III Aircraft kit includes virtually everything you need to complete the airframe, including cowling and engine mount. You supply the powerplant, propeller, upholstery, paint, instruments, avionics and electrical system. In 1988 the price, less engine, instruments, prop, and upholstery, was US$32,500.
People who have shopped around and compared the Glasair with other kits have discovered that the precision fit of Glasair parts, the degree of completion of small parts or subsystems and the attention to details in the assembly process make the Glasair kits truly fast to build. The aircraft is assembled from preformed composite shells. This process assures accuracy and virtually eliminates the need for any complex jigging fixtures.
The resin used on the Glasair is a type of vinylester resin that has a maximum heat distortion temperature of 300 degrees F. Vinylester resins offer a number of advantages and benefits over epoxy-based systems. Some of these benefits include: superior secondary bonding characteristics, avoidance of skin sensitivity problems, longevity and reliability.
All welding is factory finished and protective coated. All Glasair fabricated metal components are already machined or formed and are coated per military or aerospace specifications for maximum corrosion resistance.
The fuselage comes in two large half-shells and three belly sections. Recessed flanges at the fuselage/cowl split line are designed to be stronger and make installation easier, creating a perfectly flush cowling. Piano hinges and Camloc fasteners are used to allow easy cowling removal for engine inspection. There are molded scribe lines for the wing and horizontal stabilizer cutouts, eliminating the guesswork and time involved in layout and measuring.
Low drag NACA-style cabin air vents are included, which are easily installed by the builder. Fuselage shells feature factory molded longerons sandwiched between the skins that substantially increases the strength and bending stiffness of the fuselage. Precision recesses accommodate windshield, canopies, and rear window installations.
Wing configuration is designed for the widest possible range of high and low speed operations. Dimensionally, the Super II and III wings are identical. Structurally, they vary to accommodate different weight and speed envelopes. Glasairs are not subject to the high speed stalls, hot approaches and long rollouts that characterize most high performance aircraft. Short, grass or gravel field capability were a must in designing the Glasair. The wings were designed to achieve slow speed performance and maintain good penetration in turbulence over 200 mph. They also achieve a good degree of laminar flow, yet have no undesirable characteristics when flying through rain.
The one-piece wing incorporates solid fare and aft I-beam spars spanning wingtip to wingtip, eliminating failure modes associated with three piece wing designs. Both spars have sturdy, machined attach fittings that fasten the wing to the fuselage, enabling removal of the wing to facilitate repair, inspection, or when transporting the aircraft to the airport for the initial flight.
Both Glasair models have time-saving premolded recessed attach flanges for the inspection covers and wing tips. The fuel sump is premolded into the lower wing skin and the seat pan cut-out area is scribed for easy removal. The Glasair III comes with molded gear door flanges to insure an accurate flush door fit.
Wing tips for the Super II and III have an upswept Hoerner-type trialing edge to provide improved lateral stability and to reduce induced drag. The tips feature premolded, recessed flanges for the red and green navigation light lenses which easily bond to the flange and fit flush with the external surface.
Wing tip extensions add approximately 24 inches to each side, increasing the wing aspect ratio. In 20 minutes you can change from extended wing tips to standard tips. Economy cruise performance at 17,500 feet increases by 7 mph and stall speed drops by about 6 mph. Climb performance increases by 150 fpm and roll stability is improved.
Time-saving features have been implemented into the Glasair Super II and III empennage sections. The horizontal stabilizer and elevator are formed in separate molds with matching elevator counterweight cutouts molded into the horizontal parts. Horizontals for the Glasair III are a carbon graphite fiber/E glass hybrid for appropriate stiffness.
The elevators are manufactured with factory reinforced molded counterweight arms for necessary strength requirements. They are installed using centerline hinging which provides a symmetrical airfoil when the elevator is deflected either upwards or downwards. An independent manual trim system provides elevator back-up control and works on a simple worm gear mechanism. An optional electric trim is also available for all models.
Rudders for the Super II and III have premolded counterweight arms which match perfectly to the vertical fin for a close, low-drag fit. Tail light assemblies are also premolded into the rudder parts.
Glasairs use a conventional, three-axis, dual stick control system for pitch and roll, and dual rudder pedals for yaw. Mechanical or optional electric slotted flaps are employed for slow flight and can be set from 0 to 34 degrees. Solid push-pull tube linkages are used between the cockpit controls and the control surfaces themselves. Aircraft grade self-aligning rod and bearings used with the solid linkages give the Glasair smooth, positive control response. Stainless steel cables link the foot pedals to the rudder.
The slotted flap installation reduces stall speed by 6 mph, reduces landing and takeoff roll, significantly improves landing visibility during approach, reduces approach speeds, and increases maximum flap speed from 120 to 140 mph.
Both the ailerons and flaps are designed to allow tight surface gaps thus reducing drag even further. These controls are hinged on the lower surface with extruded aircraft piano type hinge.
There are two fuel tanks in the Glasair: one main tank in the front D-section of the wing and a header tank aft of the firewall. An engine driven mechanical fuel pump and an electric auxiliary pump supply fuel to the carburetor or fuel injector. The Glasair III has additional fuel bays in the wing, allowing greater fuel capacity. Tank baffles and one-way valves are installed to prevent fuel sloshing. Fuel sumps with drains are located at the bottom of each tank. The fuel vent system includes fuel vent float valves that help prevent fuel spills while parked on uneven ground or while flying inverted during aerobatics. Glasairs include the complete fuel system from fuel tanks to the carburetor or fuel injector in the kit.
Nontoxic Rohacell foam is used as the core material in the composite firewall bulkhead. A one-half inch thick sheet of ceramic fiber insulation, which is protected from engine oils by a lightweight alumimum sheet, provides fireproofing and noise insulation on the forward side of the firewall. This firewall withstood the FAR Part 23 2000 degrees F 15-minute burn test.
Both Glasair II and III models feature a dual gullwing canopy system. The canopy frames are supplied premolded and factory assembled to form lightweight, rigid frames.
S-H introduced the Glasair III Turbo in 1990. A complete firewall-forward package, this option pushed the standard Glasair III airframe up into the Flight Levels at speeds of well over 300 m.p.h.
The Glasair III LP was displayed at the NASA exhibit in Oshkosh in 1993. The result of S-H’s participation in a NASA-funded Small Business Innovation Research (SBIR) grant, the LP was the first lightning-protected composite kit aircraft. Under the terms of the SBIR grant, the research results produced in the course of this project became part of the public domain, and future certified composite aircraft such as the Cirrus and the Kestrel utilize technology based on S-H’s findings. S-H continues to participate in several other SBIR grants and NASA advanced research programs on such topics as composite manufacturing techniques and aircraft crashworthiness.
The Glasair III Prop Jet also debuted at Oshkosh ‘94. Built by Composite Turbine Tech, Inc., of Toledo, Washington, this aircraft mated a 450 s.h.p. Allison 250 B-17 turbine engine to a standard Glasair III airframe with a larger rudder. First flying on 24 July 1988, the prototype N253LC, was developed in association with Arocet Inc, Arlington WA (pres: Tom Hamilton), as a low-cost military trainer.
Kits for both the III and the Super II underwent upgrades in 1995, as previously optional equipment was incorporated into the standard kits. Ever-increasing degrees of factory prefabrication, part quality and kit completeness continue to be the hallmark of the Glasair line.
Following a sophisticated computational fluid dynamics analysis of its aerodynamic qualities at speeds in the Mach .6–.7 range, the Glasair III got an enlarged rudder, a new cowling and a mighty turbocharger to become the Glasair Super III in 1998. Designed to produce 350 h.p. at altitudes of up to 37,000 feet, the new powerplant testing on the prototype had been flown to 35,000 feet at airspeeds of greater than 320 knots. At 32,000 feet, the aircraft was still capable of climbing at over 2,000 feet per minute.
Original manufacturer of the Glasair and Glastar, Stoddard Hamilton closed its doors in 2000 after more than 20 years in business. Both aircraft types were split from the Stoddard Hamilton camp when the clo-sure occurred.
Thomas W. Wathen, former Chairman and CEO of Pinkerton’s, Inc., purchased the assets of Stoddard-Hamilton and AADI and formed Glasair Aviation, LLC in 2001 for the continued manufacturing and sale of both the Glasair and Glastar product lines.
New owner Thomas Walthem was committed to getting all three kits back into production. He initially purchased the Glasair side of the business but after fining the overheads of the line were not self supporting approached Arlington Aircraft Development Inc (AADI) to purchase the GlaStar line. As a single entity, the Glasair and Glastar kit aircraft under the banner of New Glasair/GlaStar.
In 2009 still produced kits to construct the Turbine 250/III turboprop two-seater, and T-9 Stalker two-seat turboprop variant of Glasair III as trainer (first flown 1988).
Engine: Lycoming, 300 hp
Wing span: 7.1 m
Wing area: 7.48 sq.m
MAUW: 1134 kg
Empty weight: 737 kg
Fuel capacity: 273 lt
Max speed: 473 kph
Cruise speed: 418 kph
Minimum speed: 101 kph
Climb rate: 17 m/s
Seats: 2
Fuel consumption: 60 lt/hr
Kit price (1998): $28,900-$37000
Glasair III
Engine: Lycoming IO-540, 300 h.p.
Top Speed (sea level): 300 mph / 260 knots
Cruise Speeds (TAS) 75% at 8,000 ft: 258 mph / 224 knots
Cruise Speeds (TAS) 65% at 8,000 ft: 248 mph / 216 knots
Stall Speeds (Solo) Slotted Flaps: 73 mph / 63 knots
Stall Speeds (Solo) Standard Flaps: 80 mph / 69 knots
Best Rate of Climb Speed: 130 mph / 113 knots
Best Angle of Climb Speed: 100 mph / 87 knots
Maneuvering Speed: 201 mph / 174 knots
Never Exceed Speed (Vne): 335 mph / 291 knots
Rate of Climb Solo Weight: 2990 ft/min
Rate of Climb Gross Weight: 2140 ft/min
Rate of Climb Gross Weight: 2140 ft/min
Roll Rate Standard Wing: 140 deg/sec
Roll Rate Extended Wing: 90 deg/sec
Range Standard Fuel VFR Res: 1219 mi / 1060 nm
Range Extended Fuel VFR Res: 1421 mi / 1236 nm
Service Ceiling: 24,000 ft
Fuselage Length: 21.3 ft
Wing Span (Standard): 23.3 ft
Wing Span (Extended): 27.3 ft
Maximum Height: 7.5 ft
Cabin Width: 42 in
Fuel Capacity (usable) Main Tank (Wing): 65 USgal
Fuel Capacity (usable) Header Tank: 8 USgal
Fuel Capacity (usable) Wing Tip Extensions: 11 USgal
Baggage Weight: 100 lbs
Baggage Space: 12 cu ft
Wing Area: 81.3 sq ft
Wing Tip Extension Area: 10.2 sq ft
Aspect Ratio: 6.20
Aspect Ratio/Tip Extension: 7.64
G-Limits (2,120lbs/Aerobatic): +6/-4 G’s
Ultimate Loads: +9/-6 G’s
Empty Weight: 1,625 lbs
Gross Weight Standard Wing: 2,400 lbs
Gross Weight Extended Wing: 2,500 lbs
Seats: 2
Landing gear: retractable nose wheel
Take-off dist: 700 ft
Landing dist: 900 ft
Glasair Turbo III
Engine: Lycoming TIO-540, 300 h.p.
Top Speed (sea level): 300 mph / 260 knots
Top Speed (18,000 ft.): 327 mph / 284 knots (turbo)
Cruise Speeds (TAS) 75% at 24,000 ft: 313 mph / 272 knots
Cruise Speeds (TAS) 75% at 17,500 ft: 290 mph / 252 knots
Stall Speeds (Solo) Slotted Flaps: 73 mph / 63 knots
Stall Speeds (Solo) Standard Flaps: 80 mph / 69 knots
Best Rate of Climb Speed: 130 mph / 113 knots
Best Angle of Climb Speed: 100 mph / 87 knots
Maneuvering Speed: 201 mph / 174 knots
Never Exceed Speed (Vne): 335 mph / 291 knots
Rate of Climb Solo Weight: 2990 ft/min
Rate of Climb Gross Weight: 2140 ft/min
Roll Rate Standard Wing: 140 deg/sec
Roll Rate Extended Wing: 90 deg/sec
Range Standard Fuel VFR Res: 1219 mi / 1060 nm
Range Extended Fuel VFR Res: 1421 mi / 1236 nm
Service Ceiling: 30,000+ ft
Fuselage Length: 21.3 ft
Wing Span (Standard): 23.3 ft
Wing Span (Extended): 27.3 ft
Maximum Height: 7.5 ft
Cabin Width: 42 in
Fuel Capacity (usable) Main Tank (Wing): 65 USgal
Fuel Capacity (usable) Header Tank: 8 USgal
Fuel Capacity (usable) Wing Tip Extensions: 11 Usgal
Baggage Weight: 100 lbs
Baggage Space: 12 cu ft
Wing Area: 81.3 sq ft
Wing Tip Extension Area: 10.2 sq ft
Aspect Ratio: 6.20
Aspect Ratio/Tip Extension: 7.64
G-Limits (2,120lbs/Aerobatic): +6/-4 G’s
Ultimate Loads: +9/-6 G’s
Empty Weight: 1,625 lbs
Gross Weight Standard Wing: 2,400 lbs
Gross Weight Extended Wing: 2,500 lbs
Seats: 2
Landing gear: retractable nose wheel
Take-off dist: 700 ft
Landing dist: 900 ft
Turbine 250 / III
Engine: Allison 250-B17C, 450 hp
Height: 7.5 ft
Length: 22 ft
Wing span: 23.3 ft
Wing area: 81.3 sq.ft
Fuel cap: 86 USG
Weight empty: 1650 lbs
Gross: 2500 lbs
Speed max: 330 mph
Cruise: 280 mph
Range: 1200 sm
Stall: 73 mph
ROC: 4200 fpm
Take-off dist: 600 ft
Landing dist: 1000 ft
Service ceiling: 25,000 ft
Seats: 2
Landing gear: retractable nose wheel
The Glasair Super II was also introduced in 1993. The II-S fuselage was lengthened by 6″, the wing was moved aft 1-1/2″, and the horizontal tail surfaces were increased in size by 30%, producing an aircraft of peerless handling characteristics with a CG envelope wide enough to accommodate a wide variety of engine and equipment choices. Available in any of three gear configurations, the Super II offers an unbeatable combination of performance, utility and economy. The construction is based on E glass and vinyl ester resin.
1995 saw major enhancements to all models of the Glasair. Kits for both the III and the Super II underwent upgrades, as previously optional equipment was incorporated into the standard kits. Ever-increasing degrees of factory prefabrication, part quality and kit completeness continue to be the hallmark of the Glasair line.
The Glasair Super II TD is the direct descendant of the very first Glasair. The Super II TD utilizes essentially the same fiberglass main gear legs as the FT but matches them with a faired, full-swivel locking tailwheel. The TD is (like most high-performance tail-draggers) blind over the nose in the tail-down stance.
The fixed tricycle gear Glasair Super II FT is a choice for pilots who want docile, trainer-like slow flight and landing characteristics but a high cruise speed.
The retractable tricycle gear RG has a performance edge over the rest, utilising oleo-pneumatic landing gear struts which, like our Glasair III gear, are designed to be as maintenance-free as possible. The struts are professionally manufactured using automated welding techniques and many computer numerical controlled (CNC) machined parts. The Super II RG uses an electro-hydraulic pump for retraction; a pressure porting valve is used to extend the gear in the event of electrical or pump failure. An emergency extension hand-pump system is available as an option.
The RG gear package has all electrical and hydraulic componentry is included (e.g., gear switch, wiring, position lights, microswitches, PC relay board, hydraulic pump, manifolds, pressure tubing, fittings, etc.). Gear doors are also included for all landing gear.
The gear cycles up in about eight seconds, and gear extension has minimal effect on pitch trim.
The Glasair RG II first flew as a modified N88SH on 13 July 1982, the first prototype was registered N540G.
The FT combines the easy ground handling of tricycle gear with the operating and building simplicity of a fixed-gear design.
Simple fiberglass main gear legs are employed, along with full-sized 5.00 x 5 tires. The nose gear installation utilises a rubber shock-mounted, heat-treated steel tube strut, with a free-castering nose wheel. An effective shimmy damper system is built into the nose wheel fork.
With standard faired gear legs and streamlined wheel pants, the Super II FT sacrifices less than 10 knots in top speed to the Super II RG.
All Glasair Super II models are designed for the installation of certified Lycoming four-cylinder aircraft engines of either 320 or 360 cu. in. displacement.
Original manufacturer of the Glasair and Glastar, Stoddard Hamilton closed its doors in 2000 after more than 20 years in business. Both aircraft types were split from the Stoddard Hamilton camp when the clo-sure occurred.
Thomas W. Wathen, former Chairman and CEO of Pinkerton’s, Inc., purchased the assets of Stoddard-Hamilton and AADI and formed Glasair Aviation, LLC in 2001 for the continued manufacturing and sale of both the Glasair and Glastar product lines.
New owner Thomas Walthem was committed to getting all three kits back into production. He initially purchased the Glasair side of the business but after find¬ing the overheads of the line were not self supporting approached Arlington Air¬craft Development Inc (AADI) to purchase the GlaStar line. As a single entity, the Glasair and Glastar kit aircraft under the banner of New Glasair/GlaStar.
Mr. Wathen, who sits on the President’s Counsel of the EAA and owns historic Flabob Airport in Riverside, California, selected Mikael Via to be President and Chief Operating Officer (COO) of the new companies. According to Mr. Wathen, Via is to be responsible for daily operations of Glasair Aviation and will help Wathen determine the long-term direction and growth of the company. Via, is a private pilot and builder/owner of a Glasair Super II RG.
In 2009, still produces kits to construct the Glasair in various models.
Glasair S-II RG
Engine: Lycoming O-360, 180 hp
Fuselage Length: 20.7 ft
Wing Span (standard): 22.3 ft
Wing Span (extended): 27.3 ft
Maximum Height: 6.8 ft
Cabin Width: 42 in
Top Speed (sea level): 238 mph / 207 knots
Cruise Speeds (TAS) 75% at 8,000 ft: 221 mph / 192 knots
Cruise Speeds (TAS) 65% at 8,000 ft: 214 mph / 186 knots
Stall Speed (Gross) Standard Flaps: 73 mph / 63 knots
Stall Speed (Gross) Slotted Flaps: 68 mph / 59 knots
Stall Speed (Gross) w/Extended Tips: 63 mph / 55 knots
Best Rate of Climb Speed: 120 mph / 104 knots
Best Angle of Climb Speed: 100 mph / 87 knots
Maneuvering Speed: 145 mph / 126 knots
Never Exceed Speed (Vne): 260 mph / 226 knots
Rate of Climb Solo: 2,700 ft/min
Rate of Climb Gross: 1,700 ft/min
Roll Rate – Standard Wing: 140 degrees / sec
Roll Rate – Extended Wing: 90 degrees / sec
Range Standard Fuel VFR Reserve: 1009 mi / 877 n.m
Range Extended Fuel VFR Reserve: 1265 mi / 1100 nm
Fuel Consumption at 65%: 9.2 Usgph
Service Ceiling: 19,000 ft
Fuel Capacity (usable) Main Tank (wing): 40 USgal
Fuel Capacity (usable) Header Tank: 8 USgal
Fuel Capacity (usable) Wing Tip Extensions: 11 USgal
Baggage Capacity: 100 lbs / 12 cu ft
Wing Area: 81.3 sq ft
Wing Tip Extension Area: 10.2 sq ft
Aspect Ratio: 6.20
Aspect Ratio/Tip Extension: 7.64
G-Limits (1,900 lbs/Aerobatic): +6/-4 G’s
G-Limits (1,900 lbs/Aerobatic) Ultimate: +9/-6 G’s
Empty Weight: 1,325 lbs
Gross Weight – Standard Wing: 2,100 lbs
Gross Weight – Extended Wing: 2,200 lbs
Take-off dist: 380 ft
Landing dist: 400 ft
Seats: 2
Landing gear: retractable nose wheel.
Glasair S-II FT
Engine: Lycoming O-360, 180 hp
Fuselage Length: 20.7 ft
Wing Span (standard): 22.3 ft
Wing Span (extended): 27.3 ft
Maximum Height: 6.8 ft
Cabin Width: 42 in
Top Speed (sea level): 228 mph / 198 knots
Cruise Speeds (TAS) 75% at 8,000 ft: 210 mph / 183 knots
Cruise Speeds (TAS) 65% at 8,000 ft: 204 mph / 177 knots
Stall Speed (Gross) Standard Flaps: 73 mph / 63 knots
Stall Speed (Gross) Slotted Flaps: 68 mph / 59 knots
Stall Speed (Gross) w/Extended Tips: TD 63 mph / 55 knots
Best Rate of Climb Speed: TD 118 mph / 102 knots
Best Angle of Climb Speed: 99 mph / 86 knots
Maneuvering Speed: 145 mph / 126 knots
Never Exceed Speed (Vne): 260 mph / 226 knots
Rate of Climb Solo: 2,700 ft/min
Rate of Climb Gross: 1,700 ft/min
Roll Rate – Standard Wing: 130 degrees / sec
Roll Rate – Extended Wing: 85 degrees / sec
Range Standard Fuel VFR Reserve: 960 mi / 835 nm
Range Extended Fuel VFR Reserve: 1204 mi / 1047 nm
Fuel Consumption at 65%: 9.2 Usgph
Service Ceiling: 19,000 ft
Fuel Capacity (usable) Main Tank (wing): 40 USgal
Fuel Capacity (usable) Header Tank: 8 USgal
Fuel Capacity (usable) Wing Tip Extensions: 11 USgal
Baggage Capacity: 100 lbs / 12 cu ft
Wing Area: 81.3 sq ft
Wing Tip Extension Area: 10.2 sq ft
Aspect Ratio: 6.20
Aspect Ratio/Tip Extension: 7.64
G-Limits (1,900 lbs/Aerobatic): +6/-4 G’s
G-Limits (1,900 lbs/Aerobatic) Ultimate: +9/-6 G’s
Empty Weight: 1,250 lbs
Gross Weight – Standard Wing: 2,100 lbs
Gross Weight – Extended Wing: 2,200 lbs
Take-off dist: 350 ft
Landing dist: 350 ft
Seats: 2
Landing gear: nose wheel
Glasair S-II TD
Engine: Lycoming O-360, 180 hp
Fuselage Length: 20.7 ft
Wing Span (standard): 22.3 ft
Wing Span (extended): 27.3 ft
Maximum Height: 6.8 ft
Cabin Width: 42 in
Top Speed (sea level): 228 mph / 198 knots
Cruise Speeds (TAS) 75% at 8,000 ft: 210 mph / 183 knots
Cruise Speeds (TAS) 65% at 8,000 ft: 204 mph / 177 knots
Stall Speed (Gross) Standard Flaps: 73 mph / 63 knots
Stall Speed (Gross) Slotted Flaps: 68 mph / 59 knots
Stall Speed (Gross) w/Extended Tips: TD 63 mph / 55 knots
Best Rate of Climb Speed: TD 118 mph / 102 knots
Best Angle of Climb Speed: 99 mph / 86 knots
Maneuvering Speed: 145 mph / 126 knots
Never Exceed Speed (Vne): 260 mph / 226 knots
Rate of Climb Solo: 2,700 ft/min
Rate of Climb Gross: 1,700 ft/min
Roll Rate – Standard Wing: 130 degrees / sec
Roll Rate – Extended Wing: 85 degrees / sec
Range Standard Fuel VFR Reserve: 960 mi / 835 nm
Range Extended Fuel VFR Reserve: 1204 mi / 1047 nm
Fuel Consumption at 65%: 9.2 Usgph
Service Ceiling: 19,000 ft
Fuel Capacity (usable) Main Tank (wing): 40 USgal
Fuel Capacity (usable) Header Tank: 8 USgal
Fuel Capacity (usable) Wing Tip Extensions: 11 USgal
Baggage Capacity: 100 lbs / 12 cu ft
Wing Area: 81.3 sq ft
Wing Tip Extension Area: 10.2 sq ft
Aspect Ratio: 6.20
Aspect Ratio/Tip Extension: 7.64
G-Limits (1,900 lbs/Aerobatic): +6/-4 G’s
G-Limits (1,900 lbs/Aerobatic) Ultimate: +9/-6 G’s
Empty Weight: 1,200 lbs
Gross Weight – Standard Wing: 2,000 lbs
Gross Weight – Extended Wing: 2,100 lbs
Designed in 1976 and first built in 1979, the Glasair is an all-composite, side-by-side two-place airplane which makes use of female molds to fabricate kit parts. The Glasair is con¬structed from preformed composite shells provided by Stoddard Hamilton Aircraft. Such a technique offers structural integrity without use of steel tubes or aluminum. A one-piece wing was designed to take advantage of skin strength without joints. A one-piece spar is made in a mold at the factory out of unidirectional glass for spar caps and bidirectional glass on a 45-degree bias for the shear webs. This is then bonded into the lower wing shell to save amateur builders time. The fuselage is built from three main pieces and requires no jigging but only three bulkheads, the firewall, seatback and a small aft bulkhead. The landing gear legs are pressure-molded unidirectional glass. A 160-hp version can also be built.
Tom Hamilton began flight testing the Glasair TD in 1979. Originally powered by a 115 h.p. Lycoming O-235 powerplant, the TD prototype featured conventional landing gear and a gross weight of 1,600 lbs.
Glasair debuted at the EAA Convention in Oshkosh 1980 with the first premolded composite kit aircraft ever offered. All the major airframe components pieces such as the fuselage, wing, cowling, and tail feathers were already fabricated in two halves. All the builder needed to do was install the ribs or bulkheads and seam the halves together. All the parts came direct from the factory with a mirror-smooth gel coated finish. Thus, the Glasair kit offered tremendous time savings compared to the scratch-built projects that were then available.
In addition, the production kits featured a 3″ higher canopy for improved cockpit comfort and visibility, as well as the more powerful 160 h.p. Lycoming O-320 engine. 150 builders in 1980 alone ordered the Glasair as their kitplane. The Glasair, powered by a Lycoming 0-320, returned a cruise speed of 221 mph at 75 per cent power. Winning the EAA’s prestigious “Outstanding Aircraft Design” Award in 1981, it was only a short time before Stoddard-Hamilton captured a large share of the GRP kitset market.
Units delivered to June 1981: 78. Price 1982: $8,600 (Excludes engine).
The retractable tricycle gear Glasair RG was introduced in 1983, and at the same time, kit completeness for both the RG and the TD was greatly improved. The introduction of prefabricated rudder pedal assemblies, aileron and elevator bellcranks, control stick yokes and various other metal parts completely eliminated the need for welding or complex metalworking skills on the part of the Glasair builder. The retractable undercarriage version has a 1.5 square foot frontal area and 234 mph cruise on 160 hp.
Apart from the undercarriage, the TD and RG models are otherwise fairly identical, the latter naturally featuring the higher performance.
John Murphy of Cocoa, Florida, showed up at Oshkosh 1983 with a fixed tri-gear Glasair. Although Stoddard-Hamilton offered a fixed gear conventional and a retractable tricycle, they did not offer a fixed tri-gear version. Stoddard-Hamilton were impressed and planned to add the option to their line.
In 1984, working from a new 80,000 square foot factory, the company produces 3 Glasair kits a week. More than 600 kits had already been sold.
The fixed tricycle gear Glasair FT was developed in 1984. Making the new landing gear retrofittable to existing TDs, S-H converted the original production prototype, N89SH, to the new gear configuration. The new FT gave up only 2 m.p.h. of speed to the tail dragger.
With some 700 Glasair kits in the field in 1986, enter the Glasair II, which was simultaneously introduced in TD, FT and RG models. The main areas of improvement over the original Glasair I centered on cockpit ergonomics and labor savings. A complete retooling of most of the composite parts resulted in an additional 3″ of cabin width and 1-1/2″ of cabin height.
These changes also resulted in a larger baggage compartment. S-H’s labor-saving campaign resulted in, among other things, premolded mounting joggles for such components as the wingtip fairings, cowling, and so on; factory-made cutouts for the canopies and windshield; and premolded scribe lines in parts that required builder cutting. The end result was a more comfortable, more practical, better engineered aircraft that was more enjoyable to build as well as to fly.
In 1989 the Glasair II-S models were introduced — ‘S’ for stretched. The original II fuselage was lengthened by 14″, providing easier installation of the more powerful 180 and 200 h.p. engines builders were installing, as well as improving the appearance of the aircraft.
As before, tail dragger, fixed tricycle and retractable tricycle gear were all offered on the II-S. 1989 also marked the founding of Stoddard International, Inc., a sister company organized to produce composite parts for the Boeing Company.
Original manufacturer of the Glasair and Glastar, Stoddard Hamilton closed its doors in 2000 after more than 20 years in business. Both aircraft types were split from the Stoddard Hamilton camp when the closure occurred.
Thomas W. Wathen, former Chairman and CEO of Pinkerton’s, Inc., purchased the assets of Stoddard-Hamilton and AADI and formed Glasair Aviation, LLC in 2001 for the continued manufacturing and sale of both the Glasair and Glastar product lines.
New owner Thomas Walthem was committed to getting all three kits back into production. He initially purchased the Glasair side of the business but after finding the overheads of the line were not self supporting approached Arlington Aircraft Development Inc (AADI) to purchase the GlaStar line. As a single entity, the Glasair and Glastar kit aircraft under the banner of New Glasair/GlaStar.
In 2009 produces kits to construct the very popular Glasair in various models.
Engine 150-160hp Lycomlng
Gross Wt. 1500 lb
Empty Wt. 910 lb
Fuel capacity 42 USG
Wingspan 23’3”
Length 18’7”
Top speed 230 mph
Cruise 221 mph
Stall 57 mph
Climb rate 1700 fpm
Takeoff run 450 ft
Landing roll 640 ft
SH-2 Glasair TD
Engine: Lycoming O-320-E2D
Cruise: 115 kt
RG
Engine 150-160hp Lycomlng
Gross Wt. 1800 lb
Empty Wt. 1100 lb
Fuel capacity 42 USG
Wingspan 23’3”
Length 18’7”
Top speed 243 mph
Cruise 233 mph
Stall 59 mph
Climb rate 2100 fpm
Takeoff run 375 ft
Landing roll 650 ft
Based on a light Cessna, the Super Cyclone has longer flaps and shorter ailerons with long a chord.
Kit price was US$26,800.
Engine: Continental, 300 hp
HP range: 300-350
Height: 7.5 ft
Length: 26 ft
Wing span: 38 ft
Wing area: 191sq.ft
Fuel capacity: 90 USG
Empty weight: 1800 lb
Gross weight: 3500 lb
Top speed: 175 mph
Cruise: 165 mph
Stall: 37 mph
Range: 1000 sm
Rate of climb: 1500 fpm
Takeoff dist: 250 ft
Landing dist: 650 ft
Service ceiling: 17,700 ft
Seats: 4
Landing gear: tailwheel
All Aero 