1980->

Stoddard Hamilton Glasair Super II

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Glasair II S

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

Stoddard Hamilton SH-2 Glasair

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Glasair RG

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 TD

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.

Glasair RG

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.

Gallery

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

Stoddard Hamilton

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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.

In 1981 the EAA awarded Tom Hamilton the prestigious Raspet Award for outstanding contribution to the design of light aircraft.

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 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.

1986 also 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.

Also in 1986, S-H became an employee-owned company, Arlington, Washington.

1988: Stoddard-Hamilton Aircraft Inc
18701 58th Ave NE
Arlington
WA 98223
USA

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.

SI has manufactured a variety of parts for the 737, 747, 757, 767 and the new 777. SI was one of the first companies in the nation to be approved under the new D1-9000 specification, a manufacturing quality control specification.

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.

GlasFloats were developed in 1992. Available in straight and amphibious versions, these all-composite, leak-proof floats opened up new vistas of adventure for builders of light aircraft such as the Kitfox and Avid Flyer.

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 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 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.

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.

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 also 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.

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.

1997: 18701 58th Ave, N.E. Arlington, WA 98223, USA.

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.

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.

More than 3,000 kits were in the field and some 1,700 aircraft flying in countries around the world by 2008.

In 2009 produces kits to construct the very popular Glasair two-seat low-wing monoplane in various models (first flown 1979 and thought to have been the first pre-molded composite kitplane), plus kits for the GlaStar two-seat high-wing cabin monoplane (first flown 1994 and many hundreds sold). Other aircraft have included the Turbine 250/III turboprop two-seater, and T-9 Stalker two-seat turboprop variant of Glasair III as trainer (first flown 1988).

St-Just Aviation Super Cyclone

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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

St-Just Aviation Cyclone

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The Cyclone replic of the Cessna 180/185 range was offered in six versions. It is all metal in construction and equipped with a high performance wing and butterfly type doors.

The US$26,000 kit included engine mount, cowling, wingtips and fairings.

A Lycoming engine was optional.

Engine: Continental, 230 hp
HP range: 145-350
Height: 7.5 ft
Length: 26 ft
Wing span: 38 ft
Wing area: 181 sq.ft
Fuel capacity: 65 USG
Empty weight: 1700 lb
Gross weight: 3000 lb
Top speed: 178 mph
Cruise: 158 mph
Stall: 37 mph
Range: 870 sm
Rate of climb: 1300 fpm
Takeoff dist: 250 ft
Landing dist: 950 ft
Service ceiling: 17,700 ft
Seats: 4
Landing gear: tailwheel

Engine: Continental O-470, 230 hp
Wing span: 11.60 m
Wing area: 16.2 sq.m
MAUW: 1585 kg
Empty weight: 770 kg
Fuel capacity: 340 lt
Cruise speed: 255 kph
Minimum speed: 65 kph
Climb rate: 6.5 m/s
Seats: 4
Plan price (1998): Can$650
Kit price (1998): Can$26,500

Stits DS-1 Baby Bird

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In 1980, Don Stits began the design the Baby Bird, a tiny high-wing monoplane, with the goal of setting a new “Worlds Smallest Airplane” record. With the help of his wife, Lori, and their two children Ray and Jennifer, construction began in the family garage.

The Baby Bird’s fuselage and tail were constructed of steel tubing, the 6 ft 3 inch wing of spruce, and completed with fabric covering. Baby Bird was powered by a 55hp Hirth engine swinging a ground-adjustable wood prop.

By the summer of 1984, the Baby Bird was ready for taxi tests. Don’s friend, Harold Nemer, was chosen to pilot the Baby Bird based on his experience and size. In August 1984, Baby Bird completed taxi test and made its first flight. Over the course of time, Nemer completed 35 flights before Don retired the Baby Bird having reached his goal of resetting the record with a monoplane.

August 1984 courtesy Don Stits

In 1986, the Baby Bird was registered in the Guinness Book of World Records as the “Smallest Monoplane in the World”.

Don donated the Baby Bird to the EAA AirVenture Museum in 1989.

Courtesy Don Stits

Engine: Hirth
Wingspan: 6 ft 3 in
Overall length: 11 ft
Empty weight: 252 lb
Gross weight: 425 lb
Top speed: 110 mph
Lift off: 70 mph
Stall: 60 mph
Load: 9 g

Stits

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Ray Stits developed the Stits covering and coatings process, now known as Poly-Fiber. He eventually sold the Poly-Fiber business to Alexander Aeroplane Company, owned by Ron Alexander at the time.

Stits established EAA Chapter One at Flabob Airport in Riverside, California. In 1962, he received the August Raspet Memorial Award and in 1994, he was inducted into the EAA Homebuilders Hall of Fame.

Between 1948 and 1965, he designed and built 15 airplanes. Except for the first two designs, he test flew them all. The reason for not flying the first two relates to the nature of the aircraft: they were the world’s smallest monoplane and then the world’s smallest biplane. Ray was too big/heavy to fit into them.

In May of 1952, he introduced the Stits Sky Baby, a biplane with a 7’2” wingspan. Once again he drew tremendous response from newspapers, magazines and the newsreel companies. And once again he got busy on the airshow circuit…but not for long. After one season, and 25 hours of flying time, the Sky Baby was given to the Smithsonian Institute. In 1963 it was sent to the Experimental Aircraft Association’s museum where it remains on long term loan. Requests were pouring in for plans for both of his midget aircraft, but Ray knew most people couldn’t handle the complexities of construction or the flying limitations of the two designs. Not being one to pass up an opportunity, however, he designed, built and test flew the Stits Playboy. It was a single seat, low wing, strut braced, aerobatic airframe that was designed to fly with 85 hp to 160hp engines.

Capitalizing on his fame for the miniature, Ray began selling plans. Realizing that a lot of builders were having problems securing aircraft grade materials, he started stocking and selling materials. He was into his second decade as an aircraft mechanic when the homebuilt movement began to take off and he slowly transitioned into an early version of Aircraft Spruce & Specialty.

In 1953, Ray got a letter from a man named Poberezny. The letter sat in an office at the airport for six weeks before someone finally delivered it to Ray. Paul Poberezny had heard of Ray’s work with homebuilts and had written to invite him to join a new organization he’d founded called the Experimental Aircraft Association.

Ray liked the concept and suggested to Paul that he be allowed to establish a Chapter of the EAA at Flabob. A couple months later, EAA had amended their bylaws to allow for Chapters and Ray was authorized to set up the first one. He got a dozen friends together and founded Chapter One. It’s still very active and leads all the other chapters in the number of Young Eagles they fly annually.

Around 1961, Ray went out to the back of his shop to dispose of some scrap aircraft covering that had been removed from an airplane. Disposal in those days was done with a match. But when he bent over to torch the nitric dope covered fabric, the stuff blew up in his face. The flammability of the covering got him thinking and he began a course of study that made him a chemist, leading over several years to the creation of a new covering material and a form of paint that was fire-resistant. Stits Polyfiber was born and it became such a hit in the homebuilt and restoration communities that Ray stopped selling all other forms of aircraft materials and by 1969, he removed all of his aircraft plans from the market. He spent the next couple of decades selling fabric and paint of his own creation. Ray retired and Jon Goldenbaum runs Polyfiber, which is still based on the famous “Stits Process”.

1964

1983: Stits Aircraft Inc., P.O. Box 3084, Riverside, California 92509, U.S.A.

Ray Stits went on to become recognized as a Master Mechanic and became one of a handful of people who has also earned the title of Master Pilot. He still flies an LSA and stays involved with events going on at Flabob Airport. His latest gesture was an offer to install a 12,000 gallon fuel tank on the airport’s fuel farm so that Flabob can become the first airport in the state of California to offer mogas to homebuilders and those who own a certificated aircraft with the proper STC. He’s also involved in working with students at the Flabob Airport Preparatory Academy who are rebuilding a Stits Skycoupe.

At the age of 90, he was still going strong as a pilot, mentor, and founding member of EAA Chapter One at historic Flabob Airport. Ray

Stits passed away in 2015.

The list of Ray’s designs includes:

  1. Stits Junior, world’s smallest monoplane, 8’10” span, 1948
  2. Stits Sky Baby, world’s smallest biplane, 7’2” span, 1952
  3. Stits SA-3A, single place, 1952
  4. Stits-Besler Executive, folding wing, 1954
  5. Stits Playboy, two place, 1954
  6. Stits Flut-R-Bug, SA-5A, 1955
  7. Stits Flut-R-Bug, SA-5B, 1955
  8. Stits Flut-R-Bug, SA-6A, two place, tandem, 1955
  9. Stits Flut-R-Bug, SA-6B, two place, tandem, 1955
  10. Stits Flut-R-Bug, SA-6C, two place, side by side, 1956
  11. Stits Skycoupe, SA-7A, two place, 1956
  12. Stits Skeeto, 265-pound ultralight, 1957
  13. Stits Skycoupe, SA-7B, two place, 1957
  14. Stits Skycoupe, SA-9A, two place, Type Certified, 1957-61
  15. Stits Playmate, 2/3 place, folding wing, 1963-65

Stewart S-51D

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First flown in March 1994. Designed by Jim D. Stewart, the Stewart S-51D is an all aluminum 2-place scale reproduction of the North American P-51D Mustang. The kit is prefabricated and held together with pop rivets for shipping. Flush aircraft rivets are installed by the builder. A fast build kit was available for US$89,000, ans the basic kit for US$64,000. The kit is included on the FAA 51 % rule list.

The aircraft features dual controls and is fully aerobatic. The S-51D utilizes liquid cooled engines ranging from 300 to 700 hp. The 91” diameter, constant speed four-blade Hartzell propeller is driven through spur gear reduction with a 0.469 (2.13:1) ratio. Using a 400 hp engine, the S-51D duplicates P- 51 performance, except for top speed.

By 1998, 72 kits had been sold in the previous three years, with two finished.

Engine: V8, 400 hp
HP range: 300-600
Height: 9 ft
Length: 22.25 ft
Wing span: 26 ft
Wing area: 123 sq.ft
Fuel cap: 70 USG
Weight empty: 2200 lb
Gross: 3000 lb
Vne: 273 mph
Speed max: 265 mph
Cruise: 240 mph
Range: 700 sm
Stall: 70 mph
ROC: 2700 fpm
Take-off dist: 900 ft
Landing dist: 1300 ft
Service ceiling: 24,000 ft
Seats: 2
Landing gear: retractable tail wheel

Engine: V8
Wing span: 7.92 m
Wing area: 11.32 sq.m
MAUW: 1360 kg
Empty weight: 998 kg
Fuel capacity: 265 lt
Max speed: 426 kph
Cruise speed: 386 kph
Minimum speed: 113 kph
Climb rate: 13 m/s
Seats: 2
Kit price (1998): $64,000