Page 1 Model GS-1 TRICYCLE GEAR OWNER’S MANUAL Serial #__________ P/N 063-02001-01 EVISION...
Page 2 Published by STODDARD-HAMILTON AIRCRAFT, INC. 18701-58th Avenue NE Arlington, WA 98223 No part of this manual may be reproduced in any form without the prior written permission of the publisher. Copyright ©1998 by STODDARD-HAMILTON AIRCRAFT, INC. All Rights Reserved. Printed in USA EVISION...
Page 3 ’ WNER ANUAL TABLE OF CONTENTS GENERAL INFORMATION............Section 1 LIMITATIONS................Section 2 EMERGENCY PROCEDURES ...........Section 3 NORMAL OPERATING PROCEDURES ........Section 4 WEIGHT AND BALANCE............Section 5 SYSTEMS DESCRIPTIONS ............Section 6 HANDLING, SERVICING AND MAINTENANCE .....Section 7 FLIGHT TEST ................Section 8 SAFETY INFORMATION ............Section 9 EVISION...
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Page 5 ’ WNER ANUAL LIST OF REVISIONS Revision Date Section Page(s) NO REVISIONS TO DATE EVISION...
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Page 7: Table Of Contents
ECTION ENERAL NFORMATION Table of Contents Subject: Page: 1-1 INTRODUCTION................2 1-2 APPLICABILITY AND PURPOSE ..........2 1-3 FAA REGULATIONS..............3 1-4 USE OF THE MANUAL ..............4 1-5 REVISIONS ...................5 1-6 WARNINGS, CAUTIONS AND NOTES........5 1-7 AIRPLANE 3-VIEW...............6 1-8 SPECIFICATIONS .................8 1-9 PERFORMANCE DATA ............. 10 1-10 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY....
Page 8: Introduction
It also contains definitions of symbols, abbreviations and terminology used throughout the manual. 1-2 APPLICABILITY AND PURPOSE The information contained in this manual refers to the GlaStar aircraft GlaStar Assembly Manual. (Model GS-1) built according to the...
Page 9: Faa Regulations
ENERAL NFORMATION extent than any other mode of travel, it is terribly unforgiving of any carelessness, incapacity or neglect. The builder/pilot is entirely responsible for the manufacture, inspection, maintenance, test flight and normal operation of the aircraft. Thorough, careful procedures, therefore, must be carried out in all these phases.
Page 10: Use Of The Manual
1-4 USE OF THE MANUAL GlaStar Owner’s Manual is designed to maintain documents necessary for the safe and efficient operation of the aircraft. It is published in loose-leaf form for easy revision updates and in a convenient size for storage in the airplane.
Page 11: Revisions
ENERAL NFORMATION 1-5 REVISIONS Immediately following the Table of Contents page in the front of the Owner’s manual is the “List of Revisions,” which lists all revisions to the Manual by the revision letter, date issued, section and page number. When you receive a revision, remove and discard all the obsolete pages, and insert the revised pages.
Page 12: Airplane 3-View
1-7 AIRPLANE THREE-VIEW EVISION...
Page 13 ENERAL NFORMATION EVISION...
Page 14: Specifications
1-8 SPECIFICATIONS Wing Span ..................35.0 ft. Wings Folded/Tail Removed ............ 8.0 ft. Wing Area..................128.0 ft. Wing Aspect Ratio ..................9.6 Fuselage Length: With Continental IO-240 Engine..........22.3 ft. Wings Folded (Continental engine)........24.5 ft. With Lycoming Engine............22.8 ft. Wings Folded (Lycoming engine)........... 25.0 ft. Maximum Height................
Page 15 ENERAL NFORMATION Baggage Capacity (max.)..............250 lb. Wing Loading, Gross..............15.3 lb./ft. Fuel Capacity (total): Main Wing Tanks (standard) ..........30.6 gal. Auxiliary Tanks (optional) ............20 gal. Fuel Capacity (usable): Main Wing Tanks (standard) ..........27.6 gal. Auxiliary Tanks (optional) ............17.5 gal. Seats......................
Page 16: Performance Data
1-9 PERFORMANCE DATA NOTE Performance numbers are the actual data from Stoddard- Hamilton’s prototype GlaStars. The 125 h.p. numbers are for an aircraft equipped with a Continental IO-240 engine with a Sensenich 72/57 fixed-pitch propeller. The 160 and 180 h.p. numbers are for aircraft equipped with Lycoming O-320 and O- 360 engines, respectively, and Hartzell constant-speed propellers.
Page 17 ENERAL NFORMATION Stall Speeds, Gross: No Flaps (Vs).............49 kts./56 m.p.h. Full Flaps (Vso)............43 kts./49 m.p.h. Best Rate of Climb Speed (Vy)........78 kts./90 m.p.h. Best Angle of Climb Speed (Vx)........65 kts./75 m.p.h. Best Glide Speed..............70 kts./81 m.p.h. Maneuvering Speed (Va) ..........98 kts./113 m.p.h. Maximum Structural Cruising Speed (Vno)....144 kts./166 m.p.h.
Page 18: Symbols, Abbreviations And Terminology
Range at 65% power (no wind, VFR reserve): 125 h.p..............520 n.m./598 s.m. 125 h.p. with auxiliary tanks....... 888n.m./1,021 s.m. 160 h.p..............481 n.m./553 s.m. 160 h.p. with auxiliary tanks......... 829 n.m./953 s.m. 180 h.p..............380 n.m./437 s.m. 180 h.p.
Page 19 ENERAL NFORMATION — True Airspeed is the airspeed of an airplane relative to undisturbed air, which is the CAS corrected for altitude, temperature and compressibility. — Maneuvering Speed is the maximum speed at which the abrupt application of full available aerodynamic control will not over-stress the airplane.
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Page 21 ECTION IMITATIONS Table of Contents Subject: Page: 2-1 AIRSPEED LIMITATIONS ............3 2-2 AIRSPEED INDICATOR MARKINGS...........4 2-3 CONTROL SURFACE TRAVEL LIMITS ........4 2-4 POWERPLANT LIMITATIONS .............5 2-4.1 S ............5 UPPORTED NGINES 2-4.2 O ..............6 RESSURE 2-4.3 O .............6 EMPERATURE 2-4.4 F ..............7 RESSURE 2-4.5 C...
Page 22 2-11 FLIGHT IN ICING CONDITIONS ..........11 2-12 FLIGHT IN THE VICINITY OF THUNDERSTORMS ....11 2-13 REQUIRED EQUIPMENT ............12 2-14 PLACARDS................. 12 2-14.1 P FAR......12 LACARDS ARKINGS EQUIRED BY 2-14.2 F ..........13 ILLER LACARDS 2-14.3 B .......
Page 23: Airspeed Limitations
Paragraph 1.2. All airspeeds are calibrated airspeeds (CAS). During flight test, the airspeed indicator should be calibrated so as to distinguish indicated airspeeds (IAS) from CAS. NOTE Airspeed limitations for GlaStars operated on floats are different. These are published in GlaStar Service Letter 4. EVISION...
Page 24: Airspeed Indicator Markings
* Indicated gross weight stall speed with flaps for the white arc and indicated clean stall speed for the green arc are derived from tests of the Stoddard-Hamilton GlaStar prototype, N824G. Slight variations may be experienced in customer-built aircraft. Actual stall speeds should be determined from flight test of each individual aircraft, and the airspeed indicator markings should be adjusted appropriately.
Page 25: Powerplant Limitations
4. Lycoming O-360-A1A, -A1F6 or -A4M engines. Other engines may be installed on the GlaStar, but the above listed engines are the only ones that have been tested by Stoddard-Hamilton and the only ones for which Stoddard-Hamilton supplies propellers, engine mounts, cowlings and other firewall-forward accessories and installations.
Page 26: 2-4.2 Oil Pressure
NOTE In the event of any discrepancy between the limitations given in this manual and those given in the engine manufacturer’s operating manual, the latter shall be observed. The pilot should be thoroughly familiar with the engine operating manual, which may contain additional limitations not discussed below.
Page 27: 2-4.4 Fuel Pressure
IMITATIONS Lycoming O-320 and O-360: Recommended............... 82°C/180°F Maximum (red line) ............. 118°C/245°F Green Arc............60°–104°C/140°–220°F Yellow Arc............38°–60°C/100°–140°F 2-4.4 F RESSURE Continental IO-240: Idle (675 r.p.m.)..............5.5–7.5 p.s.i.g. Takeoff (2,800 r.p.m.) ............. 27.5–30.5 p.s.i.g. Lycoming O-320 and O-360 (at inlet to carburetor): Maximum ..................8.0 p.s.i.
Page 28: Ngine Rankshaft Peed
2-4.6 E NGINE RANKSHAFT PEED Continental IO-240: Maximum Continuous and Takeoff (red line) ......2,800 r.p.m. Recommended Maximum Cruise ........... 2,550 r.p.m. Idle ..................675 ± 25 r.p.m. Normal Operating (green arc) ........675–2,800 r.p.m. Lycoming O-320 and O-360: Maximum (red line)..............2,700 r.p.m. Normal Operating (green arc) ........600–2,700 r.p.m.
Page 29: Vacuum Pressure
Before each flight, calculate the CG to determine whether the aircraft is within safe CG limits. NOTE GlaStars operated on floats are subject to a higher allowable gross weight. See GlaStar Service Letter 4. 2-7 CENTER OF GRAVITY LIMITS Forward Limit................Station 95.6 Aft Limit..................Station 103.5 The reference datum is 58.0 in.
Page 30: Flight Load Factors
Due to many variables that affect spin recovery and our lack of control over these variables, Stoddard-Hamilton prohibits intentional spins in the GlaStar. Some of the variables are: pilot technique, the manner in which the spin is entered, slight differences in wing and horizontal...
Page 31: Flight In Icing Conditions
IMITATIONS 2-11 FLIGHT IN ICING CONDITIONS Flight in icing conditions is prohibited in the GlaStar. The GlaStar must not be exposed to icing encounters of any intensity. If the airplane is inadvertently flown into icing conditions, the pilot must make an immediate diversion by flying out of the area of visible moisture or going to an altitude where icing is not encountered.
Page 32: Required Equipment
FAR 45.13. This information includes the name of the manufacturer (your name, not Stoddard-Hamilton), the aircraft type (GlaStar GS-1), and the serial number (your kit number). The data plate must be located on the exterior of the aircraft, either just aft of the entry door or on the fuselage near the tail surfaces and must be legible to a person standing on the ground.
Page 33: Uel Iller Ap Lacards
IMITATIONS 3. A Passenger Warning Placard, permanently installed in the cockpit in full view of all the occupants with the words: “PASSENGER WARNING—THIS AIRCRAFT IS AMATEUR BUILT AND DOES NOT COMPLY WITH FEDERAL SAFETY REGULATIONS FOR STANDARD AIRCRAFT.” 2-14.2 F ILLER LACARDS In addition to the required identification placard mentioned in Section...
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Page 35 ECTION MERGENCY ROCEDURES Table of Contents Subject: Page: 3-1 INTRODUCTION................3 3-2 AIRSPEEDS FOR EMERGENCY OPERATIONS......4 3-3 EMERGENCY CHECK LISTS ............4 3-3.1 E ..............4 NGINE AILURE 3-3.1.1 Engine Failure During the Takeoff Run....3-3.1.2 Engine Failure Immediately After Takeoff..... 3-3.1.3 Engine Failure During Flight........3-3.2 F ......5 ORCED...
Page 36 3-4 EXPLANATIONS OF EMERGENCY PROCEDURES..... 9 3-4.1 E ..............9 NGINE AILURE 3-4.1.1 Engine Failure During the Takeoff Run ....3-4.1.2 Engine Failure Immediately After Takeoff .... 3-4.1.3 Engine Failure During Flight ....... 3-4.2 F ......11 ORCED ANDING ITHOUT NGINE OWER 3-4.3 F...
Page 37: Introduction
3-1 INTRODUCTION The emergency procedures described in this section are applicable to most aircraft including the GlaStar. Each procedure is suggested as the best course of action for coping with the particular situation described, but none are substitutes for sound judgment and common sense.
Page 38: Airspeeds For Emergency Operations
3-2 AIRSPEEDS FOR EMERGENCY OPERATIONS Maneuvering Speed ............98 kts./113 m.p.h. Maximum Glide Speed............ 70 kts./81 m.p.h. Precautionary Landing Approach Speed: With Engine Power, Full Flaps......... 65 kts./75 m.p.h. Engine-Out Landing Approach Speed: Full Flaps ..............65 kts./75 m.p.h. 3-3 EMERGENCY CHECK LISTS 3-3.1 E NGINE AILURE...
Page 39: 3-3.1.3 Engine Failure During Flight
MERGENCY ROCEDURES 3-3.1.3 Engine Failure During Flight 1. Prop control full aft—coarse pitch (if applicable). 2. Establish best glide airspeed: 70 kts./81m.p.h. 3. Carburetor heat ON (if applicable). 4. Mixture RICH. 5. Fuel valve ON. 6. Ignition switch BOTH (or START if propeller has stopped). 7.
Page 40: 3-3.3 Fire
3-3.3 F 3-3.3.1 Engine Fire During Start 1. Continue cranking engine. If engine starts: 2. Run engine at 1,700 r.p.m. for a few minutes. 3. Shut down engine and inspect for damage. If engine fails to start: 4. While still cranking engine: a) Mixture full lean.
Page 41: 3-3.3.3 Electrical Fire On The Ground
MERGENCY ROCEDURES 3-3.3.3 Electrical Fire on the Ground 1. All electrical accessories OFF. 2. Alternator switch OFF. 3. Master switch OFF. 3. Shut down the engine. 4. Evacuate the aircraft. 5. Extinguish the fire. 3-3.3.4 In-Flight Electrical Fire 1. All electrical accessories OFF. 2.
Page 42: 3-3.4 Spins And Spiral Dives
3-3.4 S PINS AND PIRAL IVES 3-3.4.1 Spin Recovery 1. Power off. 2. Immediately apply full rudder opposite to the direction of rotation, while neutralizing the stick. —as rotation stops— 3. Neutralize the rudder. 4. Pull out of the dive. 3-3.4.2 Spiral Dive Recovery 1.
Page 43: Explanations Of Emergency Procedures
3-4.1 E NGINE AILURE The certified aircraft engines supported for the GlaStar are very reliable, and the probability of a catastrophic failure without some type of advance warning is quite low. Early indications of an engine failure are lowering oil pressure, increasing oil temperature, high cylinder head temperatures, excessive mechanical noise and so on.
Page 44: 3-4.1.3 Engine Failure During Flight
3-4.1.3 Engine Failure During Flight If loss of power occurs at altitude and if your GlaStar is equipped with a constant-speed propeller, immediately (while there is still enough oil pressure to operate the prop) pull the propeller control to the full aft (coarse pitch) position to reduce drag.
Page 45: 3-4.2 Forced Landing Without Engine Power
MERGENCY ROCEDURES within normal ranges. Also, check the mixture setting, carb heat, magnetos, etc. If none of these items alleviates the problem, make a precautionary landing at the nearest airport and troubleshoot the problem. 3-4.2 F ORCED ANDING ITHOUT NGINE OWER As soon as you have determined that the engine will not restart after an engine failure, begin to look for a suitable landing field.
Page 46 Throughout the approach, maintain the recommended airspeed for an engine-out landing: 65 kts./75 m.p.h. Bleed off the airspeed in the flare, however, so that the actual touchdown is made at the lowest possible airspeed. CAUTION Keep the airspeed above 60 kts./69 m.p.h. until you are within a few feet of the ground during the approach.
Page 47: 3-4.3 Fire
MERGENCY ROCEDURES 3-4.3 F NOTE We strongly recommend that all GlaStars be equipped with at least a 2 lb. Halon (or equivalent) fire extinguisher. The extinguisher should be located within easy reach of both pilot and passenger. 3-4.3.1 Engine Fire During Start Engine fires during start-up are usually the result of over-priming or a stuck or contaminated carburetor float valve—excess fuel accumulates in the induction system and ignites.
Page 48: 3-4.3.2 In-Flight Engine Fire
3-4.3.2 In-Flight Engine Fire Immediately shut off the fuel supply to the engine. Turn off all electrical accessories. Close the cabin heat valve to prevent smoke from entering the cabin. Execute an emergency landing as soon as possible. Experiment with opening or closing the cabin vents and/or cracking open the doors to find a combination that minimizes smoke and fumes in the cockpit.
Page 49: 3-4.4 Spins And Spiral Dives
Intentional spins in the GlaStar are prohibited. Since the wing must be stalled for a spin to occur, inadvertent spins can be prevented by avoiding inadvertent stalls. The GlaStar’s stall characteristics are so benign, however, that it would be very difficult to enter an inadvertent spin.
Page 50 The proper recovery from a spiral dive is to first reduce power to prevent exceeding Vne. Simultaneously with the power reduction, level the wings and then apply gentle back-pressure to stop the dive. The wings must be leveled before pulling out of the dive to minimize G loads on the airframe.
Page 51 ECTION ORMAL PERATING ROCEDURES Table of Contents Subject: Page: INTRODUCTION................3 PREFLIGHT CHECKLIST .............4 PRE-START AND ENGINE-START CHECKLIST ...... 10 4-3.1 G ................10 ENERAL 4-3.2 N ..............11 ORMAL TART 4-3.2.1 Continental Engine ..........4-3.2.2 Lycoming Engine ..........4-3.3 C ..............
Page 52 CLIMB..................19 STALLS ..................20 4-8.1 G ................20 ENERAL 4-8.2 P ............22 OWER TALLS 4-8.3 P ............23 OWER TALLS 4-8.4 A ............25 CCELERATED TALLS CRUISE ..................26 4-10 CRUISE PERFORMANCE ............26 4-11 FUEL MANAGEMENT............... 28 4-12 DESCENT...................
Page 53: Introduction
ORMAL PERATING ROCEDURES 4-1 INTRODUCTION This section describes the normal operating procedures for both ground and flight operations. All pilots should be thoroughly familiar with this section along with the Emergency Procedures, Operating Limitations and Flight Test sections before attempting any ground or flight operations.
Page 54: Preflight Checklist
4-2 PREFLIGHT CHECKLIST Figure 4-1: Preflight Walk-Around Prior to any flight, inspect the exterior and interior of the aircraft for anything that looks suspicious or out of line. Use the following preflight walk-around checklist as a guide when inspecting the aircraft. Remedy any problems or defects before flight.
Page 55 ORMAL PERATING ROCEDURES PREFLIGHT WALK-AROUND A. CABIN: 1. Throttle out or closed. 2. Mixture full lean (idle cut-off). 3. Carb heat in (cold or off). 4. Magneto and master switches off. 5. Fuel valve on. 6. Check fuel quantity indicators for fuel level. 7.
Page 56 7. Check engine oil level. Fill if needed. Give inside of cowl a general inspection through oil access door. 8. Check exhaust pipe for security and integrity. 9. Check cowl flap for security and integrity. 10. Check induction air inlet for obstructions. 11.
Page 57 ORMAL PERATING ROCEDURES 7. Check flap pushrod for security, integrity and freedom. 8. Check upper and lower main wing skins for cracks, dents and loose rivets. 9. Check inspection hole covers for security. 10. Fuel sump: drain fuel into clear cup and check for water and debris.
Page 58 10. Check elevator and trim tab skins for cracks, dents and loose rivets. 11. Check trim tab pushrod and counterweight for security and integrity. 12. Check tail cone for security and integrity. 13. Check fuselage bottom inspection-hole cover for security. 14.
Page 59 ORMAL PERATING ROCEDURES d) Check for evidence of fluid leaks; e) Check condition and security of fairings. 2. Check wing strut integrity and security at both ends. 3. Check inspection-hole covers for security. 4. Fuel sump: drain fuel into clear cup and check for water and debris.
Page 60: Pre-Start And Engine-Start Checklist
security and obstructions. If a heated pitot tube is installed, be sure the drain hole is clear. 6. Check fuel level visually for correspondence with gauge. 7. Check fuel cap for security. 4-3 PRE-START AND ENGINE-START CHECKLIST 4-3.1 G ENERAL After the preflight check, the airplane can be boarded and the engine started.
Page 61: 4-3.2 Normal Start
ORMAL PERATING ROCEDURES NOTE Follow the starting procedures given in the engine manufacturer’s operating manual if they differ from the procedures described here. 4-3.2 N ORMAL TART 4-3.2.1 Continental Engine 1. Crack throttle 1/8–1/4 in. 2. Move the mixture to the full rich position. 3.
Page 62: 4-3.3 Cold Start
4-3.3 C TART In very cold weather, it’s necessary to preheat the engine before attempting to start it. Especially if the engine has cold-soaked at temperatures below 25° F for more than two hours, use an engine pre- heater to apply hot air directly to the oil sump, the oil cooler, the external oil filter and oil lines, the cylinders and the air intake.
Page 63: Ot Tart Ontinental Engine )
ORMAL PERATING ROCEDURES 4-3.4 H TART ONTINENTAL NGINE After a hot engine has been shut down, the fuel system will begin to heat up, causing fuel in the injection components to vaporize. During subsequent starting attempts, the fuel pump will initially be pumping some combination of fuel and fuel vapor.
Page 64: Run-Up And Pre-Takeoff Checklist ("Cigars")
4-4 RUN-UP AND PRE-TAKEOFF CHECKLIST (“CIGARS”) CONTROLS: • Check full travel of stick in all directions while watching ailerons and elevator. • Check full travel of rudder pedals. • Make sure all control surfaces move freely and in the proper directions.
Page 65 ORMAL PERATING ROCEDURES takeoff. RUN-UP: • Turn into wind; set brakes. • Advance throttle to 1,800 r.p.m. for a Lycoming engine or 1,700 r.p.m. for the Continental. • Check magnetos; r.p.m. drop should not exceed 175 r.p.m. and should not differ by more than 50 r.p.m. between magnetos. •...
Page 66: Taxiing
In very strong crosswinds, hold aileron into the wind while taxiing. In warm weather, the GlaStar may be taxied with the cabin doors open. In wet weather, if the aircraft is not equipped with windshield defrost, cracking open either door slightly will help keep the inside of the windshield from fogging prior to takeoff.
Page 67: Takeoff
ORMAL PERATING ROCEDURES 4-6 TAKEOFF 4-6.1 G ENERAL Before takeoff, all preflight, pre-start, engine start and run-up checklists must be properly complied with. When applying power for takeoff, advance the throttle smoothly and slowly. Follow the throttle with right rudder, as necessary, to overcome the torque effects of the engine and propeller and to keep the airplane tracking straight down the runway.
Page 68: 4-6.3 Short -Field Takeoff
Flight at these extreme corners of the envelope carries risks, however. The GlaStar’s ability to lift off and climb impressively at speeds only slightly higher than the stall speed does not exempt it from the effects of wind shear or turbulence.
Page 69: 4-6.4 High Density Altitude Takeoff
ORMAL PERATING ROCEDURES 4-6.4 H ENSITY LTITUDE AKEOFF At high density altitude (above 4,000 ft. MSL), lean the engine during run-up for best takeoff power. Follow the leaning procedures described in the operator’s manual for your powerplant. NOTE Since every airplane is different, accurate high density altitude takeoff distances are difficult to predict.
Page 70: Stalls
However, stall and combination stall- spin accidents continue to be among the leading causes of general aviation accidents, and thus it is vital that the GlaStar pilot be proficient at identifying and recovering from both power-off and power-on stalls.
Page 71 ORMAL PERATING ROCEDURES W A R N I N G While the GlaStar has been rightly praised for its outstanding slow-speed handling characteristics and benign stall behavior, it’s important to remember that, just like any other airplane, the GlaStar be stalled at any airspeed and in any attitude, and...
Page 72: 4-8.2 Power -Off Stalls
There is no need in the GlaStar as in some aircraft to push the stick forward to aggressively lower the nose; this procedure will...
Page 73: 4-8.3 Power -O N Stalls
TALLS Power-on stalls simulate stalls that might occur during the departure phase of flight. In the GlaStar as in other aircraft, power-on stalls tend to be more aggressive than power-off stalls. The stall has a more defined break, and the torque effects of the engine and propeller induce rolling and yawing forces during the power-on stall that make a wing drop more likely to occur.
Page 74 Although this technique is effective in the GlaStar, we discourage making a habit of it, as it will be ineffective or worse in many other aircraft. Use of rudder only to arrest wing drop during a stall is a good, standard practice to cultivate regardless of the aircraft being flown.
Page 75: 4-8.4 Accelerated Stalls
In the event of a secondary stall in the GlaStar, recover just as you would from a power-on stall: relax back pressure and pick up the dropped wing with top rudder.
Page 76: Cruise
Use the elevator trim to trim away stick pressure as the airplane increases in speed. Because of the wide speed range of the GlaStar, considerable trim change is required in transitioning from climb to cruise. An airplane in trim is a much easier airplane to handle.
Page 77 ORMAL PERATING ROCEDURES Cruise Speed (65% power @ 8,000 ft., TAS): 125 h.p..............122 kts./140 m.p.h. 160 h.p..............133 kts./153 m.p.h. 180 h.p..............138 kts./159 m.p.h. Fuel Consumption at 65% power: 125 h.p................5.8 gal./hr. 160 h.p................6.7 gal./hr. 180 h.p.
Page 78: Fuel Management
4-11 FUEL MANAGEMENT Fuel management in the GlaStar is very simple, since both tanks feed simultaneously. However, the tanks will not necessarily drain at equal rates. Slight differences in vent pressures, uncoordinated flight and other factors cause fuel to be drawn from one tank more rapidly than the other.
Page 79 Maximum structural cruising speed (Vno) of the GlaStar is 144 kts. or 166 m.p.h. IAS. Gradually push the mixture control rich during long descents.
Page 80: Approach And Landing
4-13 APPROACH AND LANDING 4-13.1 P ANDING HECKLIST A suggested pre-landing checklist has the acronym GUMP: GAS: • Fuel valve on. • Throttle reduced as necessary. • Boost pump on (Continental IO-240 only). UNDERCARRIAGE: • Down and welded! MIXTURE: • Push to full rich position (or to appropriate setting for high- altitude landings).
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Page 82: 4-13.2 Approach
4-13.2 A PPROACH Figure 4-2: Landing Pattern EVISION...
Page 83 Control altitude with power and airspeed with pitch. NOTE The GlaStar can be landed with no flaps, half flaps or full flaps, and the recommended pattern speeds remain the same regardless. However, full flaps will produce the best sight...
Page 84: 4-13.3 Landing
WARNING When the GlaStar is flown at a normal approach speed of 60– 65 kts. (69–75 m.p.h.) as described above, the airplane glides nicely to a gentle landing at a minimum descent rate and with plenty of elevator power for the flare.
Page 85: 4-13.4 Short -Field Landing
GlaStar pilots will encounter. With a final approach speed of 65 kts. (75 m.p.h.), even a heavily loaded GlaStar can easily be brought to a stop without heavy braking within 700–800 ft. This equals or exceeds the “short-field”...
Page 86: 4-13.5 Slips
4-13.5 S LIPS The forward slip is a very useful technique in the GlaStar for losing altitude without gaining excessive airspeed. The GlaStar’s Fowler flaps create more lift than drag and cannot be counted on to save a high approach.
Page 87: 4-13.6 Crosswinds
ORMAL PERATING ROCEDURES The GlaStar can safely be slipped with full, half or no flaps. In full- or half-flap slips, however, care must be taken to avoid exceeding Vfe (75 kts./86 m.p.h.). WARNING Full-flap slipping approaches should be attempted only after becoming thoroughly familiar and proficient with the normal handling characteristics of the GlaStar.
Page 88: Engine Shut-Down
4-14 ENGINE SHUT-DOWN 1. Set the propeller control at minimum blade angle. 2. Idle until there is a decided decrease in cylinder head temperature. 3. Turn radios off. 4. Turn all accessory switches off. 5. Electric fuel boost pump off (Continental engine). 6.
Page 89 ECTION EIGHT AND ALANCE Table of Contents Subject: Page: 5-1 GENERAL DATA................2 5-1.1 G ............2 ENERAL EFINITIONS 5-1.2 W ..........4 EIGHT AND ALANCE 5-2 EMPTY WEIGHT CG CALCULATION .........5 5-2.1 D ....5 ETERMINE THE TATIONS OF THE ANDING 5-2.2 W ............8 EIGH THE IRCRAFT...
Page 90: General Data
Flight in either a nose-heavy or a tail-heavy airplane is unsafe and can result in loss of control. Because every GlaStar is different, you must determine the CG for your airplane in both empty and loaded configurations in order to establish safe loading criteria.
Page 91 The MAC is the average chord across the entire wingspan. The MAC of a straight, constant-chord wing like the GlaStar’s is the same as the actual chord at any point in the span. Aircraft CG locations are specified as percentages of MAC;...
Page 92: Eight And Alance Ata
5-1.2 W EIGHT AND ALANCE The following generic data are needed for the weight and balance calculations: Datum ....58" forward of the cowling mounting flange joggle Mean Aerodynamic Chord (MAC) ............44" Maximum Gross Weight.............1,960 lb. Maximum Baggage Weight ............250 lb. CG Limits: Forward...........
Page 93: Empty Weight Cg Calculation
(the cowling/fuselage split line) on the floor. NOTE To level the tricycle gear GlaStar, position blocks under either the nose wheel or the main wheels (or partially deflate one or more of the tires). Use the permanent waterline marks recommended in Step 33 in “S...
Page 94 Measure forward 58" from the cowling joggle mark and mark a line on the floor at this point perpendicular to the longitudinal centerline of the airplane. This line represents the intersection of a plane in space with the floor. This plane is defined as the reference datum (Station 0.00) from which all moment arms are measured.
Page 95 EIGHT AND ALANCE EVISION...
Page 96: 5-2.2 W Eigh The Aircraft
5-2.2 W EIGH THE IRCRAFT Now weigh the airplane, using three scales, one under each wheel. The scales should each be capable of handling about 600 lb. For this measurement, the fuel tanks should be empty, but the engine should be full of oil.
Page 97: 5-2.3 Calculate The Station Of The Empty Weight Cg
Refer to Figure 5-1. Following is a sample empty weight CG calculation, using the formula above and the data from the tricycle-geared GlaStar prototype. The prototype’s empty weight with a Lycoming O-320, a prop extension and a Sensenich fixed-pitch metal propeller is 1,224 lb., as follows: Nose Gear: ............351 lb., Station 45.1...
Page 98: Flight Cg Calculations
Calculate the flight CG of your GlaStar in “worst-case” loading scenarios—extreme forward and extreme aft CG conditions—to see where your GlaStar’s CG falls relative to the acceptable CG range. The results of these calculations will establish guidelines for safely loading your GlaStar for flight.
Page 99: 5-3.1 Forward Cg Limit Check
Engine h.p. Minimum Fuel = Thus, for our prototype with a 160 h.p. engine, the minimum fuel is 13.3 gal. Calculate a minimum fuel figure for your GlaStar and enter the result here: __________ INIMUM FUEL NOTE If you weigh less than 170 lb., you have the option of using...
Page 100 EIGHT TATION OMENT Empty GlaStar 1,224.0 93.7 114,741.0 Pilot 170.0 101.0 17,170.0 Passenger 101.0 Fuel (13.3 gal.) 79.8 108.0 8,618.4 Forward baggage 136.0 Aft baggage 160.0 1,473.8 — 140,529.4 OTAL Table 5-1: Sample Forward CG Limit Check Total Moment 140,529.4 in.-lb.
Page 101 OTAL Table 5-2: Your Forward CG Limit Check Using the sample forward CG limit check as a guide, enter the data for your GlaStar in Table 5-2 and perform your own forward limit check. Enter your result here: — S...
Page 102 SSEMBLY W A R N I N G The preceding example illustrates that, as a result of the GlaStar’s ability to carry so much baggage, its forward CG limit is somewhat more sensitive than in some other aircraft when the baggage compartment is empty, especially when equipped with a relatively heavy engine and prop.
Page 103: 5-3.2 Rearward Cg Limit Check
GlaStar is at Station 103.5, so the rearward limit check conditions are: no passenger, maximum fuel and maximum baggage . Maximum standard fuel capacity in the GlaStar is 30 gal ., and the maximum total baggage capacity is 250 lb .
Page 104 _________ EARWARD LIMIT CHECK TATION If your GlaStar exceeds the aft limit, as it most likely will, determine how the maximum baggage load must be redistributed to bring the CG within limits, and then placard the compartment with the results.
Page 105 EIGHT AND ALANCE EIGHT TATION OMENT Empty GlaStar Pilot 101.0 Passenger 101.0 Maximum Fuel 108.0 Forward baggage 136.0 Aft baggage 250.0 160.0 40,000.0 — OTAL Table 5-4: Your Rearward CG Limit Check W A R N I N G Any future modifications to the aircraft that add, subtract or shift weight will change the location of the empty weight CG.
Page 106 Figure 5-2: Center of Gravity Limits EVISION...
Page 107: 5-3.3 Loading Problem
EIGHT AND ALANCE 5-3.3 L OADING ROBLEM Rather than using the formulae shown in Sections 5-3.1 and 5-3.2 to calculate the flight CG, you can figure weight and balance by using the following Loading Problem, Loading Graph and Center of Gravity Moment Envelope.
Page 108 Center of Gravity Moment Envelope (Figure 5-4). If the plotted point falls within the envelope, the loading is acceptable. SAMPLE AIRPLANE YOUR AIRPLANE EIGHT OMENT EIGHT OMENT /1000 /1000 Empty GlaStar 1,224.0 114.7 Pilot 170.0 17.2 Passenger 135.0 13.6 Fuel (6 lb./gal.) 183.6 19.8...
Page 109 EIGHT AND ALANCE EVISION...
Page 110 Figure 5-4: Center of Gravity Moment Envelope EVISION...
Page 111 ECTION YSTEMS ESCRIPTIONS Table of Contents Subject: Page: POWERPLANT................3 PROPELLER/GOVERNOR............3 FUEL SYSTEM ................4 OIL SYSTEM ................5 LANDING GEAR ................5 BRAKES..................6 COCKPIT ..................6 CONTROL SYSTEM..............7 WING-FOLD SYSTEM .............. 12 6-10 HEATING AND VENTILATION SYSTEMS....... 13 6-11 ELECTRICAL SYSTEM.............. 13 6-12 INSTRUMENTATION..............14 EVISION...
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Page 113: Powerplant
6-2 PROPELLER/GOVERNOR We recommend a Sensenich fixed-pitch, metal propeller for a Glastar equipped with a Continental IO-240 engine; either a Hartzell constant- speed propeller or a Sensenich fixed-pitch propeller can be used on a Lycoming engine-equipped GlaStar.
Page 114: Fuel System
6-3 FUEL SYSTEM The standard GlaStar fuel system has two main fuel tanks, one in each wing. Standard capacities are 30.6 gallons total in the main tanks. All but 3 gallons of the fuel is usable. The main tanks are vented through 1/4"...
Page 115: Oil System
6-5 LANDING GEAR All three gear struts on the tricycle-gear GlaStar are of the Wittman tapered-rod design. The struts are made from heat-treated steel 5.00 × 5 wheels and brakes are used on the main gear. A 5.00 × 5 wheel, fitted with an 11 ×...
Page 116: Brakes
44 in., which provides plenty of room for a fully equipped instrument panel if desired. The GlaStar has two cabin doors; each door is secured by a four-point latch system actuated by a single handle. The doors open fully forward—an essential feature for float operations.
Page 117: Control System
The aileron and flap control cables are routed in such a way that they need not be disconnected when the wings are folded. The GlaStar elevator trim system uses a large trim tab in the elevator. Standard elevator trim is manually operated by a cockpit-mounted trim wheel;...
Page 118 EVISION...
Page 119 YSTEMS ESCRIPTIONS EVISION...
Page 120 EVISION...
Page 121 YSTEMS ESCRIPTIONS EVISION...
Page 122: Wing-Fold System
With the wings folded, it’s also possible for the GlaStar to share hangar space with another airplane. When folding the wings, there is no need to disconnect control cables, fuel lines, electrical wiring or the pitot line.
Page 123: Heating And Ventilation Systems
GlaStars. The only difference between the GlaStar’s electrical system and that of more conventional aircraft is that the composite aft fuselage structure on the GlaStar cannot be used as a ground. Instead, a negative (ground) lead as well as a positive (power) lead is required for any electrical equipment mounted aft of the fuselage cage.
Page 124: Instrumentation
6-12 INSTRUMENTATION The GlaStar instrument panel is required by the FARs to have at least the following instruments: 1. Airspeed indicator 2. Altimeter 3. Tachometer 4. Magnetic compass 5. Fuel quantity gauge for each main tank 6. Oil temperature gauge 7.
Page 125 YSTEMS ESCRIPTIONS artificial horizon, so that a back-up system is available in the event of a vacuum system failure. If an electrical system is used, an ammeter should also be used in conjunction. All additional instruments, avionics, etc. are subject to the builder’s preferences. EVISION...
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Page 127 ECTION ANDLING ERVICE AND AINTENANCE Table of Contents Subject: Page: 7-1 GENERAL..................3 7-2 GROUND HANDLING..............4 7-3 TIE DOWN ..................5 7-4 FOLDING THE WINGS AND REMOVING THE STABILIZER ..6 7-4.1 F .............6 OLDING THE INGS 7-4.2 R ........8 EMOVING THE ORIZONTAL TABILIZER 7-5 JACKING THE AIRPLANE..............9 7-6 OUT-OF-SERVICE CARE .............
Page 128 7-7.3 F ..........14 UEL AND NDUCTION YSTEM 7-7.4 O ................ 14 YSTEM 7-7.5 E ............... 15 XHAUST YSTEM 7-7.6 C ................. 16 YLINDERS 7-8 ANNUAL CONDITION INSPECTION.......... 16 7-8.1 P ..........16 OWERPLANT AND ROPELLER 7-8.2 C ........21 ABIN USELAGE AND MPENNAGE...
Page 129: Handling , Service And Maintenance
7-1 GENERAL The purpose of this section is to describe ground handling procedures for the GlaStar and also to outline the requirements for maintaining the aircraft in an airworthy condition. The Federal Aviation Regulations (FARs) place the responsibility for the maintenance of this airplane on the owner and operator, who must ensure that all maintenance is done in conformity with established airworthiness requirements.
Page 130: Ground Handling
(Section 7-8) annually. If desired, the owner may also inspect the airplane at 100 hour intervals. Inspection of your GlaStar is at your discretion (except for the annual inspection, which is required by law). The above suggestions are given as guidelines;...
Page 131: Tie Down
ANDLING ERVICE AND AINTENANCE 4. Do not push the airplane backwards unless the nose wheel is being steered by the tow bar; unless steered, the nose wheel will try to caster, which may result in damage to the pivot stops or the nose gear fork. 7-3 TIE-DOWN It is best to secure the airplane with the nose into the wind.
Page 132: Folding The Wings And Removing The Stabilizer
7-4 FOLDING THE WINGS AND REMOVING THE STABILIZER 7-4.1 F OLDING THE INGS To fold the wings for storage or to prepare the airplane for trailering, follow these steps: 1. Chock the main wheels fore and aft so that forces exerted to fold the wings do not move the airplane.
Page 133 8. Repeat Steps 6 and 7 for the other wing. NOTE With one wing folded, the GlaStar’s CG moves to a point very near the main gear, meaning the aircraft can easily be tipped onto its tail, where it will remain. With both wings folded, the CG is well aft of the gear, meaning the aircraft will definitely settle on its tail unless supported.
Page 134: Emoving The Orizontal Tabilizer
CAUTION The GlaStar is not intended to be towed for any significant distance or at any speed above a walking pace on its own gear. Neither the wheels and bearings nor the tires are designed for sustained highway speeds. To extend the wings from the folded positions, the operations described above are simply reversed.
Page 135: Jacking The Airplane
The GlaStar must be jacked up and supported on jack stands for periodic landing gear maintenance and for annual inspections. You have several options for jacking the GlaStar. If you have a hangar with a sturdy roof structure, you can simply hoist the airplane by the lifting eyes welded to the fuselage cage.
Page 136: Out-Of-Service Care
mounts on the jack to keep the strut from slipping off the jack. A final alternative, if you have plenty of help, is to have several helpers lift the airplane by one wing near the tip while you position a jack stand under the main gear strut.
Page 137: Ooring
ANDLING ERVICE AND AINTENANCE applicable for situations in which the airplane is not used for periods of time between 7 and 30 days. NOTE If the aircraft is to be stored for longer periods, consult your engine operator’s manual for engine preservation recommendations.
Page 138: Uel Anks
7-6.4 F ANKS Top up the fuel tanks to prevent condensation of water in the tanks. 7-6.5 P ITOT Install cover. 7-6.6 W INDSHIELD AND OORS Make sure both cabin doors are securely closed. If the aircraft is stored outdoors, we recommend that covers be installed over the cabin area to keep out moisture and sunlight.
Page 139: Reparation For Eturn To Ervice
ANDLING ERVICE AND AINTENANCE If, at the end of 30 days, the airplane will not be removed from storage, the engine should be started and run. The preferred method is to fly the airplane for 30 minutes. 7-6.8 P REPARATION FOR ETURN TO ERVICE Remove all covers, gust locks, etc., and give the airplane a thorough...
Page 140: Uel And Nduction Ystem
Examine the spark plug cable leads and the spark plug ceramics for corrosion and deposits. This condition is evidence of either leaking spark plugs or improper cleaning of the spark plug walls or connector ends. Where this condition is found, clean with alcohol or MEK. All parts should be clean and dry before reassembly.
Page 141: 7-7.5 Exhaust System
ANDLING ERVICE AND AINTENANCE inspect for metal particles that might indicate engine damage. NOTE For both Lycoming and Continental engines, intervals between oil changes can be increased by at least 100% on engines equipped with full-flow oil filters. This increase in oil change interval is recommended only if an air filter is also installed.
Page 142: 7-7.6 Cylinders
7-7.6 C YLINDERS Check the rocker box covers for evidence of oil leaks. If leaks are found, replace the gaskets and tighten the screws to 50 inch-pounds. Check the cylinders for cracked cooling fins and for excessive heat which is indicated by burned paint on the cylinder. Excessive heat is indicative of internal damage to the cylinder;...
Page 143 ANDLING ERVICE AND AINTENANCE 4. Right magneto drop. 5. Propeller control and governor action. 6. Suction gauge. 7. Static r.p.m. 8. Idle r.p.m. 9. Carburetor heat. 10. Magneto ground. 11. Mixture cut-off r.p.m. rise at idle. B. Engine Inspection and Service: 1.
Page 144 (Soot on the inner surface of the heat muff indicates a crack.) 5. Check the exhaust pipes, muffler, gaskets and shrouds for security and cracks. NOTE GlaStar Service Bulletins 32 and 32A or 33 prescribe specific inspection requirements for Stoddard-Hamilton exhaust systems installed on Lycoming engines with Dynafocal mounts. EVISION...
Page 145 ANDLING ERVICE AND AINTENANCE 6. Check the cylinder baffles for cracks and proper seal. 7. Check the engine mount for security, rust, chafing and condition of the rubber bushings. 8. Check the engine for loose nuts, bolts and screws. 9. Check the oil cooler and lines for security, chafing and obstructions.
Page 146 20. Inspect all engine compartment wiring for security, cracked or brittle insulation and chafing. Replace any nylon tie wraps or spiral wrap that is brittle or discolored. 21. Wash the engine and cowling, using a suitable solvent or engine degreaser. 22.
Page 147: 7-8.2 Cabin , Fuselage And Empennage
ANDLING ERVICE AND AINTENANCE 7-8.2 C ABIN USELAGE AND MPENNAGE Remove the glare shield, forward and aft control cable covers, seat pans, baggage compartment bulkhead, baggage shelf, tail fairings, horizontal stabilizer and forward and aft inter-bulkhead shearwebs, as necessary. Inspect the following: A.
Page 148 markings, indication and freedom of movement. H. Check the compass for discoloration, fluid leaks and compass correction card displayed. I. Check the circuit breakers and switches for security and condition. J. Replace the vacuum air filter. K. Check all instrument wiring and plumbing for security and chafing. Replace any nylon tie wraps or spiral wrap that is brittle or discolored.
Page 149: 7-8.3 Landing Gear
ANDLING ERVICE AND AINTENANCE corrosion and loose rivets. Check the security of the stabilizer alignment pins and the aft stabilizer attach bracket. V. Check the empennage counterweights for cracks, security and chafing. W. Check and lubricate the elevator, rudder and trim tab hinges. Verify that the hinges are properly safetied.
Page 150: 7-8.4 Wings
F. Repack the wheel bearings and inspect the wheels for cracks and corrosion. G. Check the brake mounting flanges for tightness and security. Replace attach bolts if worn. Replace flange weldment if holes are elongated. H. Inspect the brake discs for excessive scoring, the brake lines for leaks or chafing and the brake pads for wear.
Page 151 ANDLING ERVICE AND AINTENANCE C. Check the wing and control surface skins for cracks, dents, corrosion and loose rivets. D. Check the wingtip fairings for cracks and stress marks. E. Check all wiring and plumbing for chafing and security. F. Check all aileron and flap control cables, pushrods, rod-ends, bellcranks and hinges for corrosion, safety, security and chafing.
Page 152: 7-8.5 Paperwork
O. Reinstall the wingtip fairings and check the operation of the navigation and anti-collision lights. P. Reinstall the inspection covers. 7-8.5 P APERWORK Make sure the following documents are present, current and properly displayed (if applicable): A. Airworthiness certificate. B. Registration certificate. C.
Page 153: Servicing
Maximum oil sump capacity for the Continental engine is 6 quarts. Oil capacity of the Lycoming engines supported for the GlaStar is 8 quarts. If a Lycoming engine is not equipped with an external full-flow oil filter, the oil should be changed and the oil suction and oil pressure screens cleaned and checked for metal particles every 50 hours.
Page 154: Attery
The Continental IO-240 engine, if equipped with only an integral oil screen, must have its oil changed and the screen cleaned every 25 hours. If the engine is equipped with either a large (approximately 5.8" high) or a small (approximately 4.8" high) external full-flow oil filter, the interval between oil and filter changes can be increased: 100 hours between changes for the large filter and 50 hours for the small filter.
Page 155: 7-9.3 Tires
7-9.4 N HIMMY AMPER Nose gear shimmy in the GlaStar is prevented by tightening the nose gear fork axle nut against the compression of a set of spring washers. Since normal wear reduces the compression applied to the spring washers, check the axle nut tightness periodically—at least every 50 hours or if shimmy is encountered during normal operations.
Page 156: Rakes
The brakes supplied with GlaStar kits use floating calipers, which are free to move from side to side, rather than being solidly attached to the torque plates. This provides for equal lining wear on both pieces of lining material.
Page 157: 7-9.5.1 Brake Lining Replacement
You will need a brake lining installation tool and a new set of brake linings and rivets to fit your calipers. Brake linings are available in the GlaStar Options Catalog 1: D ISASSEMBLE THE...
Page 158 Slide the caliper housing away from the wheel in a direction parallel to the wheel axle until the anchor pins clear the torque plate bushings. Remove the pressure plate (the small metal plate with the other piece of brake lining material attached) by sliding it off the anchor pins of the brake caliper housing assembly.
Page 159 ANDLING ERVICE AND AINTENANCE 2: S TUDY THE RAKE SSEMBLIES Examine the pieces of lining material that are attached to the back plate and the pressure plate, noting the relationship of the pieces and the direction that the rivets are installed. Note that the head of the rivet fits into the counterbored side of the brake lining material and the tail of the rivet (the end that is formed during brake lining installation) fits into the counterbored side of the pressure plate or back plate.
Page 160 Figure 7-1: Brake Lining Installation Support the plate and the lining in the installation fixture with one hand while tapping the mandrel with a hammer. Proceed slowly and rotate the assembly while driving the rivet so that the tail is evenly formed. Check the rivet frequently as you go to make sure it isn’t splitting.
Page 161 ANDLING ERVICE AND AINTENANCE 5: R EINSTALL THE RAKE SSEMBLIES Slide the caliper housing off the torque plate where it was placed temporarily after disassembly. Make sure the piston is pushed all the way into the caliper housing, as mentioned previously. Inspect the bores of the torque plate bushings for dirt or corrosion.
Page 162: 7-9.5.2 Bleeding The Brakes
N THE RAKE ININGS The lining material used in the GlaStar brakes is an asbestos-based organic compound. To provide the maximum service life, the brake lining material must be properly broken-in by gently heat curing the resins, as described below. Excessive heat applied before curing will carburize the lining material, lowering the braking coefficient and reducing the service life of the linings.
Page 163: 7-9.6 Constant -Speed Propeller
ANDLING ERVICE AND AINTENANCE 7-9.6 C ONSTANT PEED ROPELLER Instructions for constant-speed propeller operation, servicing and maintenance are contained in the propeller owner’s manual furnished with the propeller. W A R N I N G When servicing the propeller, always make sure that the magneto switch is off, the throttle is closed, the mixture is in the idle cut-off position and the engine has cooled completely.
Page 164: Ixed Itch Ropeller
removing material from a blade. Inspect the propeller hub parts for cracks or wear. Check all visible parts for wear and safety. Check the inside of the spinner and at the base of the blades next to the hub for evidence of oil and grease leaks. Grease the propeller hub through the zerk fittings.
Page 165: Nduction Ir Ilter
7-9.9 A IRFRAME Care of the aluminum portions of the GlaStar airframe is the same as for any other aluminum airplane. We recommend washing the airframe by hand. Flush away loose dirt with clean water and then wash with a mild soap and water solution, using a soft cleaning cloth.
Page 166 CAUTION If high-pressure washing equipment is used to wash your GlaStar, keep the stream of water away from wheel bearings, propeller hub bearings, pitot-static ports, electrical and avionics equipment, etc. Avoid directing the stream toward the wings and tail surfaces from the rear where the water can more easily enter the structure.
Page 167: 7-9.10 Windshield And Windows
ANDLING ERVICE AND AINTENANCE Wash the fuselage in the same manner as the aluminum wings and tail surfaces, and then apply a high-quality automotive paste wax to help prevent gel coat oxidation. We recommend avoiding the use of waxes containing silicon. Silicon is very difficult to remove from a surface, even with solvents such as acetone, and its presence may inhibit a good bond in the event that airframe repair or gel coat touch-up is necessary.
Page 168: 7-9.11 Engine Cleaning
buffing pad may soften the plastic. 7-9.11 E NGINE LEANING Use standard, parts-cleaning solvent to clean the engine. Spray or brush the fluid over the engine, rinse thoroughly with water, and allow to dry. Engine degreasers may be used cautiously and should always be properly neutralized after use.
Page 169 ECTION LIGHT Table of Contents Subject: Page: 8-1 INTRODUCTION................3 8-2 GROUND TESTS ................4 8-3 TAXI TESTING ................7 8-3.1 L ..............7 PEED 8-3.2 H ..............8 PEED 8-4 FINAL INSPECTION ..............10 8-5 FIRST FLIGHT................13 8-6 FURTHER FLIGHT TESTING............17 8-6.1 G ................
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Page 171: Introduction
GlaStar pilot, it is this: DO NOT BE IN A HURRY! The first flight should be flown in an atmosphere of calm, not haste. You have too much time, money and life invested in this project to make a mistake at this point, so slow down and make each step a sure and calculated one.
Page 172: Ground Tests
studying a copy of AC 90-89 before engaging in any test operations. It is available from: Superintendent of Documents U.S. Government Printing Office Washington, DC 20402 8-2 GROUND TESTS Before beginning taxi testing, run the engine without the engine cowling in place so that oil leaks, fuel leaks or vibration problems can be seen and remedied immediately.
Page 173 LIGHT magneto ground connections. Adjust the idle r.p.m., and verify that, at higher power settings, leaning the mixture control produces a rise in exhaust gas temperature; otherwise, the mixture is too lean. Make sure there is a slight rise in r.p.m.
Page 174 One solution to this dilemma is to have an overhaul shop break in your engine on a test stand before installing it in your GlaStar. This has the additional advantage of assuring you that the engine is sound before attempting flight.
Page 175: Taxi Testing
LIGHT 8-3 TAXI TESTING 8-3.1 L PEED After the static engine tests are complete and any defects have been remedied, low-speed taxi testing can begin. First, adjust your seating position in the cockpit. Position the seat back and adjust the seat cushion thickness so that you are comfortable, can move all the controls to their stops without interference or excessive reaching and have maximum visibility.
Page 176: 8-3.2 High -Speed Taxi
Inspect the landing gear thoroughly between taxi tests, checking for such defects as loose wheel bearings or improper adjustment of the nose gear pivot axle nut. 8-3.2 H PEED As taxi testing continues, gradually increase the taxi speed as you feel confident and comfortable to do so.
Page 177 LIGHT NOTE Do not make large, jerky control inputs. The airplane responds better and you are less likely to get into trouble with smooth, steady, firm control pressures. The aerodynamic controls begin to become effective almost immediately upon the application of full power—especially the rudder and elevator, which are in the prop wash.
Page 178: Final Inspection
GlaStar. When you feel confident in this area, you are almost ready for takeoff and have part of the landing technique under control.
Page 179 LIGHT deficiencies that are obvious to an unbiased observer. Any such deficiencies should be remedied before the FAA inspector arrives, otherwise the Airworthiness Certificate could be denied. Keep in mind that the primary objective of the inspections is not only to verify compliance with the law but also to ensure safety.
Page 180 upon request. A construction log maintained by the builder, including photographs taken as major components are completed, will be acceptable verification that the builder constructed the major portion of the aircraft. 6. Weight and balance data. 7. An aircraft log book with evidence of inspections, such as log book entries signed by the builder describing all inspections conducted during construction of the aircraft.
Page 181: First Flight
1. The pilot should be confident in a comparable aircraft, with at least 10 hours of recent flight time, and should feel comfortable with high-speed taxi in the GlaStar. 2. The weather should be calm and clear. 3. Emergency procedures should be memorized and rehearsed mentally.
Page 182 After you feel confident with your high-speed taxi tests and all systems look good, you are ready for your first takeoff and flight. Again, you should have good weather, no wind and clear skies. NOTE Your first few flights should be accomplished with about half fuel;...
Page 183 LIGHT accelerate to at least 65 knots (75 m.p.h.). Continue to climb straight out until at least 500 ft. AGL is reached. Retract the flaps when the climb is stabilized and the airplane is clear of all obstacles on initial climb-out. Make a gentle 180° turn to downwind and continue to climb out to 5,000 ft.
Page 184 Keep the minimum approach speed in the pattern between 1.3 and 1.4 times the indicated stall speed until completely comfortable with the GlaStar’s low-speed handling characteristics. The first flight should not exceed 15–20 minutes duration. After the indicated stall speed has been established, continue to practice slow flight maneuvers at different flap settings while descending to the airport.
Page 185: Further Flight Testing
LIGHT using the normal procedures described in Section 4-13. During the early flights and until the pilot becomes comfortable with the GlaStar’s handling, it is advisable to use the high end of the normal speed ranges recommended for the landing pattern. It is best to use a high approach, keeping the runway within gliding range for safety in the event of a power problem.
Page 186: Nvelope Expansion
Once the above conditions are met, the airplane’s airspeed can be gradually increased. We recommend increasing the airspeed in 10 knot increments on each succeeding flight or until you feel absolutely comfortable with the trim and handling of your GlaStar. Do not push EVISION...
Page 187 LIGHT red line on your first flight. As mentioned earlier, your initial flight testing should be done with about 15 to 20 gallons of fuel on board. Once you feel confident with your ability to handle the airplane, increase the amount of fuel carried until you are flying with full fuel.
Page 188: Final Certification
WARNING Wear a currently repacked parachute for all flight testing, and know how to use it. 8-7 FINAL CERTIFICATION After the flight testing period has been completed, the builder may submit an application for an unlimited-duration airworthiness certificate. The aircraft flight log, with a record of the completed flight testing, should be submitted along with Form 8130-6, Application for Airworthiness Certificate.
Page 189 ECTION AFETY NFORMATION Table of Contents Subject: Page: 9-1 INTRODUCTION................3 9-2 GENERAL..................3 9-3 GENERAL SOURCES OF INFORMATION ........6 9-3.1 R ............6 ULES AND EGULATIONS 9-3.2 A ...........7 IRWORTHINESS IRECTIVES 9-3.3 A ....7 IRMAN NFORMATION DVISORIES AND OTICES 9-4 INFORMATION ON SPECIFIC TOPICS........10 9-4.1 F ..............
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Page 191: Introduction
FAA Documents and other articles pertaining to the subject of safe flying. The safe pilot should be familiar with this literature. The GlaStar is designed to provide many years of safe and efficient transportation. By maintaining and flying the airplane prudently, its fullest potential will be realized.
Page 192 Be thoroughly familiar with your airplane; know its limitations and your own. Be current in your airplane, or fly with a qualified instructor until you are current and proficient. Pre-plan all aspects of your flight; obtain weather information and carry adequate fuel reserves.
Page 193 AFETY NFORMATION Practice emergency procedures at safe altitudes and airspeeds, preferably with a qualified instructor pilot, until the required action is instinctive. Keep your airplane in good mechanical condition. Stay informed and alert; fly in a sensible manner. DON'T Don’t attempt takeoff with frost, ice or snow on the airframe. Don’t take off with less than minimum recommended fuel plus adequate reserves.
Page 194: General Sources Of Information
9-3 GENERAL SOURCES OF INFORMATION A wealth of information created for the sole purpose of making flying safer, easier and faster is available to the pilot. Take advantage of this information and be prepared for an emergency in the remote event that one should occur.
Page 195: Irworthiness Irectives
FAA applies, except in accordance with the requirements of that airworthiness directive. Since the GlaStar is an experimental airplane, no airworthiness directives apply to the airframe. The builder/pilot must comply, however, with any airworthiness directives that apply to certified engines, engine-related accessories or propellers.
Page 196 Preflight IFR departures IFR en route IFR arrival Emergency procedures Weather and icing Mountain flying Wake turbulence, vortices Medical facts for pilots Bird hazards Good operating practices Airport location directory All pilots must be thoroughly familiar with and use the information in the AIM.
Page 197 FBOs. FAA Advisory Circular 20-27D, which describes homebuilt aircraft certification and registration requirements and procedures, should be of particular interest to a GlaStar builder. AC 20-27D is available from: US Department of Transportation Utilization and Storage Section M443.2 Washington, DC 20590...
Page 198: Information On Specific Topics
9-4 INFORMATION ON SPECIFIC TOPICS 9-4.1 F LIGHT LANNING FAR Part 91 requires that, before beginning a flight, each pilot in command familiarize himself with all available information concerning that flight. Obtain a current and complete preflight briefing. This should consist of local, en route and destination weather, and en route navaid information.
Page 199: 9-4.3 Flight Operations
AFETY NFORMATION airplane is maintained in an airworthy condition and that proper maintenance records are kept. This manual includes a checklist which should be followed for the preflight inspection. 9-4.3 F LIGHT PERATIONS General The pilot must be thoroughly familiar with all information published by Stoddard-Hamilton concerning the airplane and must operate the Owner’s aircraft in compliance with all limitations imposed by the...
Page 200 A roll cloud ahead of a squall line or thunderstorm is visible evidence of violent turbulence; the absence of a roll cloud, however, should not be interpreted as a sign that severe turbulence is not present. Even though flight in severe turbulence must be avoided, flight in turbulent air may be encountered unexpectedly under certain conditions.
Page 201 Flight in Icing Conditions Flight in icing conditions is prohibited in the GlaStar. The GlaStar must not be exposed to icing encounters of any intensity. If the airplane is inadvertently flown into icing conditions, the pilot must make an immediate diversion by flying out of the area of visible moisture or going to an altitude where icing is not encountered.
Page 202 Mountain Flying Pilots flying in mountainous areas should inform themselves of all aspects of mountain flying, including the effects of topographic features on weather conditions. Many good articles have been published and a synopsis of mountain flying operations is included in the FAA Airman’s Information Manual, Part One.
Page 203 AFETY NFORMATION Marginal VFR If you are not instrument rated, do not attempt “VFR on top” or “Special VFR” flight. Being caught above a solid cloud layer when an emergency descent is required (or at destination) is an extremely hazardous position for the VFR pilot. Accepting a clearance out of certain airport control zones with no minimum ceiling and one mile visibility, as permitted with “Special VFR,”...
Page 204 experienced on the ground. This, combined with loss of outside visual reference, can cause vertigo. False interpretations (illusions) result, and may confuse the pilot’s perception of the attitude and position of his airplane. Under VFR conditions, the visual sense, using the horizon as a reference, can override the illusions.
Page 205 AFETY NFORMATION when the pilot’s work load is increased by such factors as turbulence or equipment failure. Even if you’re instrument-rated, when you encounter instrument flight conditions either intentionally or unintentionally, you should ask yourself whether or not you are sufficiently alert and proficient in the airplane to fly under low-visibility conditions and in the turbulence anticipated or encountered.
Page 206 Both problems are amenable to one solution: maintain adequate power to keep cylinder head temperatures in the “green” range during descent, and lean to best power mixture (that is, progressively enrich the mixture from cruise only slightly as altitude decreases). This procedure will lengthen the descent, of course, and requires some advance planning.
Page 207 AFETY NFORMATION Airman’s Information avoid wake turbulence in all situations. The Manual Aircraft Wake Turbulence and Advisory Circular 90-23, provide a thorough discussion of the factors you should be aware of when wake turbulence may be encountered. Takeoff and Landing Conditions Avoid taking off on runways covered with wet snow or freezing slush.
Page 208 or any other vital part of the machine. The pilot has the sole responsibility for determining his or her own reliability prior to entering the airplane for flight. When piloting an airplane, an individual should be free of conditions that compromise alertness, reaction time or the ability to make correct decisions.
Page 209 AFETY NFORMATION symptoms of hypoxia are increased breathing rate, a light-headed or dizzy sensation, tingling sensation, sweating, reduced visual field (tunnel vision), sleepiness, blue coloring of the skin, fingernails or lips (cyanosis), and behavior changes. Some people with hypoxia feel clammy and cold.
Page 210 The most common symptoms of hyperventilation are tingling sensations around the mouth followed by tingling of the hands, legs, and feet, dizziness, faintness, hot and cold sensations, muscle spasms, nausea, sleepiness and, finally, unconsciousness. If the symptoms persist, discontinue use of oxygen and consciously slow your breathing rate until symptoms clear, and then resume a normal breathing rate.
Page 211 AFETY NFORMATION impaired for many hours by hangover. The effects of alcohol on the body are magnified at altitude, as 2 oz. of alcohol at 18,000 ft. produce the same adverse effects as 6 oz. at sea level. In other words, “the higher you get, the higher you get.” Because of the slow destruction of alcohol by the body, a pilot may still be under the influence eight hours after drinking a moderate amount of alcohol.
Page 212 Carbon Monoxide and Night Vision The presence of carbon monoxide results in hypoxia which will affect night vision in the same manner and extent as hypoxia from high altitudes. Even small levels of carbon monoxide have the same effect as an altitude increase of 8,000 to 10,000 ft. Smoking several cigarettes can result in a carbon monoxide saturation sufficient to affect visual sensitivity equal to an increase of 8,000 ft.

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