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Glastar GS-1 Owner's Manual

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Model GS-1
TRICYCLE GEAR
OWNER'S MANUAL
Serial# __
P/N 063-02001-01
O N
DATE
R E V ISI
PAGE
I
I
I
I
� L TON

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  • Page 1 Model GS-1 TRICYCLE GEAR OWNER'S MANUAL Serial# __ P/N 063-02001-01 DATE R E V ISI PAGE � L TON...
  • Page 2 hJ'11 ,S rn� = ========= ========= =-- -- Published by STODDARD-HAMILTON AIRCRAFT. INC. 18701-58th Avenue NE Arlin£Jton, 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.
  • Page 3 ----= ==== ===OWNER�MANUAL 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 ................
  • Page 4 = =============== ===�- - h�n.Srn� THIS PAGE INTENTIONALLY LEFT BLANK DATE PA GE:...
  • Page 6 h�n.Srn,! ======= =========� - - THIS PAGE INTENTIONALLY LEFT BLANK R E V ISI DATE PAGE: � IL T STODIJ...

  • Page 7: Table Of Contents

    SECTION 1 GENERAL INFORMATION Table of Contents Page: Subject: INTRODUCTION ................2 APPLICABILITY AND PURPOSE ..........2 FAA REGULATIONS ..............3 USE OF THE MANUAL ..............4 REVISIONS .................. 5 WARNINGS, CAUTIONS AND NOTES ........5 AIRPLANE 3-VIEW ..............6 SPECIFICATIONS ................

  • Page 8: Applicability And Purpose

    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 (Model GS-1) built according to the ClaStar Assembly Manual.

  • Page 9: Faa Regulations

    - - ----: ===== == GENERAL INFORMATION extent than any other mode of travel, it is terribly unfor9ivin9 of any carelessness, incapacity or neglect. The builder/pilot is entirely responsible for the manufacture, inspection, maintenance, test fli9ht 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 The 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

    - - ---::==========� GENERAL INFORMATION 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 by the revision letter, date issued, section and page number. Manual When you receive a revision, remove and discard all the obsolete pages, and insert the revised pages.

  • Page 12: Airplane 3-View

    k ln ,S rn � � � � � �� =- - - 1-7 AIRPLANE THREE-VIEW O N : R E VI SI DAT E PAG E ' L T OIV T OD!?. �...
  • Page 13 - -�============== GENERAL INFORMATION DAT E PAG E...
  • Page 14 111nSrn,:: == ================== -- - 1-s SPECIFICATIONS Wing Span ..................35.0 ft. W ings Folded/Tail Removed ............ 8.0 ft. Wing Area ..................128.0 ft. Wing Aspect Ratio .................. 9.6 Fuselage Length: With Continental 10-240 Engine ........... 22.3 ft. Wings Folded (Continental engine) ........24.5 ft. Wi th Lycoming Engine ............
  • Page 15 ---::::=::::=::::=::::=::::== GENERAL IN FORM A Tl ON 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 Capacit y (usable): Main Wing Tanks (standard) ..........27 .6 gal. Auxiliary Tanks (optional) ............

  • 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 10-240 engine with a Sensenich 72/57 fixed-pitch propeller. The 160 and 180 h.p. numbers are for aircraft equipped with Lycoming 0-320 and 0-360 engines, respectively, and Hartzell constant-speed propellers.
  • Page 17 - - � ===== � GENERAL INFORMATION 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 .............

  • 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 ......888 n.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 .
  • Page 19 ----======== GENERAL INFORMATION TAS- True Airspeed is the airspeed of an airplane relative to undisturbed air, which is the CAS corrected for altitude, temperature and compressibility . Va- Maneuvering Speed is the maximum speed at which the abrupt application of full available aerody namic control will not over-stress the airplane.
  • Page 20 ======= == =========�- - hln.Srn� THIS PAGE INTENTIONALLY LEFT BLANK R E V ISI DAT E PAG E T ON �...
  • Page 21 SECTION 2 LIMITATIONS Table of Contents Page: Subject: 2- 1 AIRSPEED LIMITATIONS ............3 AIRSPEED INDICATOR MARKINGS .......... 4 CONTROL SURFACE TRAVEL LIMITS ........4 POWERPLANT LIMITATIONS ............ 5 2-4. 1 SUPPORTED ENGINES ............5 2-4.2 OIL PRESSURE ..............6 2-4.3 OIL TEMPERATURE..
  • Page 22 2- 1 1 FLIGHT IN ICING CONDITIONS ..........1 1 2- 1 2 FLIGHT IN THE VICINITY OF THUNDERSTORMS ....1 1 2-1 3 REQUIRED EQUIPMENT ............1 2 2- 1 4 PLACARDS ................. 1 2 2- 1 4.

  • Page 23: Airspeed Limitations

    (IAS) from CAS. NOTE Ai rspeed lim itations for GlaStars operated on floats are different. These are published in GlaStar Service Letter 4. ON : R E V ISI DAT E :...

  • 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, N 8 2 4 G. 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

    Lycoming 0-360-A 1 A , - A 1 F6 or engi nes. 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 i nstallations.

  • Page 26: 2-4.2 Oil Pressure

    ========-- - - hl n.Srn� 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: Fuel Pressure

    -- � ======== =========== LIMITATIONS Lycoming 0-320 and 0-360: ° Re com mended ............... 82 ° Cl 1 80 ° ° _ M aximum (red line) .............. 1 1 8 C/245 °...

  • Page 28: 2-4.6 Engine Crankshaft Speed

    h�n.Srn,! ===============--- 2·4.6 ENGINE CRAN KSHAFT SPEED Continental /0-240: M aximum Conti nuous and Takeoff (red li ne) ......2 , 800 r.p.m. Recom me nded M aximum C ru ise .

  • Page 29: Vacuum Pressure

    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 ............

  • 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: pi lot technique, the manner in which the spin is entered , slight differences in wing and horizontal...

  • Page 31: Flight In Icing Conditions

    L I MITATIONS 2-1 1 FLIGHT IN ICING CONDITIONS Flight i n icing conditions is prohibited i n the GlaStar. The GlaStar must not be exposed to icing encounters of any intensity. If the airplane i s inadvertently flown into i cing conditions, the pi lot must make an i mmediate diversion by flying out of the area of visible moisture or goi ng to an altitude where icing is not encountered.

  • Page 32: Required Equipment

    (your name, not Stoddard-Ham ilton), the ai rcraft type (GlaStar GS- 1 ), and the serial n u m ber (your kit number). The data plate must be located on the exterior of the ai rcraft. e ither j ust aft of the en try door or on the fuselage near the tai l su rfaces and m ust be legi ble to a person standi ng on the ground.

  • Page 33: Fuel Filler Cap Placards

    -- ----: ===== ===== LIMITATIONS 3. A Passenger Warning Placard, permanently installed in the cockpit in full view of all the occupants with the words: "PASSENGER WARNING-THIS AIRCRAFT JS AMATEUR BUILT AND DOES NOT COM PLY WITH FEDERAL SAFETY REGULATIONS FOR STAN DARD AIRCRAFT."...
  • Page 34 THIS PAGE INTENTIONALLY LEFT BLANK I DATE...
  • Page 35 SECTION EMERGENCY PROCEDURES 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 ENGINE FAILURE ..............3-3.
  • Page 36 3 -4 EXPLANATIONS OF EM ERG ENCY PROC EDURES ....9 3 -4. 1 ENGINE FAILURE · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 3 - 4 .

  • Page 37: Introduction

    3· 1 I NTRODUCTION The emergency procedures described in this section are applicable to most aircraft i ncluding the GlaStar. Each procedure i s 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

    hln,Srn,! ====:'.==:'.::::::::::::::::==:'.==:'.--- 3.2 AIRSPEEDS FOR EM ERGENCY OPERATIONS Man euvering Speed ............98 kts./ 1 1 3 m.p.h. Maximum Glide Speed ............ 70 kts./8 1 m.p.h. Precautionary Landing Approach Speed: With Engine Power, Full Flaps ...

  • Page 39: Engine Failure During Flight

    ----:::=::=::==== EMERGENCY PROCEDURES 3-3. 1.3 Engine Failure During Flight l . Prop control full aft-coarse pitch (if applicable). 2. Establish best glide airspeed: 70 kts./81 m.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 FIRE 3-3.3. 1 Engine Fire During Start 1 . Co ntinue cranking engine. I f en 9 ine start s: 2. Run engi ne at 1 ,7 00 r.p.m. fo r a few minutes. 3 . S hut down engine and inspect fo r damage. I f en 9 ine fails to start: 4.

  • Page 41: 3.3 Electrical Fire On The Ground

    - ---= ==== = EMERGENCY PROCEDURES 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 ln-Fli9ht Electrical Fire 1 .

  • Page 42: Spins And Spiral Dives

    b l n .S rn ,! ==== == == == == == -- - 3.3.4 SPI NS AND SPIRAL DIVES 3-3.4. 1 Spin Recovery 1 . Power off. 2 . I m mediately apply full rudder opposite to the d i rection of rotation, while neutralizing the stick.

  • Page 43: Explanations Of Em Ergency Procedures

    ENGINE Al LURE The certified aircraft engines supported for the GlaStar are very reliable, and the probability of a catastroph ic fai lure without some type of advance warning is quite low. Early indications of an engine fai lure are lowering oil pressure, increasing oil temperature, high cyl inder head temperatures, excessive mechanical noise and so on.

  • Page 44: 3-4.1 .3 Engine F Atlure During Flight

    . 3-4. 1.3 Engine Failure During Flight lf loss of power occu rs at altitude and if your GlaStar is equipped with a constant-speed propeller, i m mediately (wh i le there is sti l l enough o i l pressure t o operate the prop) pu ll the propeller control t o t h e fu l l aft (coarse pitch) position to reduce drag .

  • Page 45: 3-4.2 Forced Lan Ding Without Engine Power

    -----: ==== � EMERGENCY PROCEDURES all engine gauges to verify that the pressures and temperatures fall 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.
  • Page 46 Throughout the approach, mai ntain the recom mended ai rspeed for an engi ne-out landing: 6 5 kts./7 5 m .p.h. Bleed off the ai rspeed in the flare, however, so that the actual touchdown is made at the lowest possible ai rspeed.

  • Page 47: 3-4.3 Fire

    ----=========== EMERGENCY PROCEDURES 3-4.3 FIRE NOTE We s trongly recommend that all GlaStars be eq uipped with at leas t a 2 lb. H alon (or eq uivalent) fire extingui s her. The extingui s her s hould be located within eas y reach of both pilot and pass enger.

  • Page 48: 3-4.3.3 Electrical Fire On The Ground

    11I 11 S rn� === =============== ==- - - 3-4.3.2 ln-Fli t1ht Ent1ine Fire I m mediately 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.

  • Page 49: Spins

    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 SECTION NORMAL OPERATING PROCEDURES Table of Contents Subject: Page: 4- 1 INTRODUCTION ................. 3 PREFLIGHT CHECKLIST ............. 4 PRE-START AND ENGINE-START CHECKLIST ...... 1 0 4-3. 1 GENERAL ................4-3.2 NORMAL START .
  • Page 52 lil n ,5 -rn� �===========- - - CLIMB ..................1 9 STALLS ..................20 4-8. 1 GENERAL ................20 4-8. 2 POWER-OFF STALLS ............22 4-8. 3 POWER-ON STALLS ............23 4-8.4 ACCELERATED STALLS ............

  • Page 53: Introduction

    -----:::=::== N ORMAL OPERATING PROCEDUR,.:S 4- 1 INTRODUCTION 'his section describes the normal operati ng procedures for both - ground and flight operations. All pilots shoul d be thoroughly fam iliar with this section along with the Emergency Procedures, Operating Limitations and Flight Test sections before attempting any ground or 'light operations.

  • Page 54: Preflight Checklist

    hl n.Srn,! === ====== ====== --- 4-2 PREFLIGHT CH ECKLIST Figure 4- 1 : Prefl ight Walk-Arou nd 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.
  • Page 55 - ----:: == = NORMAL OPERATING PROCEDURES 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 .
  • 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. 1 0 . Check induction air inlet for obstructions. 11 .
  • Page 57 -- ---::====== NORMAL O PERATI NG PROCEDURES 7 . Check flap push rod 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.
  • Page 58 hI .11 S r11,! ========= �-- 1 0. Check elevator and trim tab skins for cracks, dents and loose rivets. 1 1 . Check trim tab pushrod and counterweight for security and integrity. 1 2. Check tai l cone for security and integrity. 1 3 .
  • Page 59 ------::::::=::::== NORMAL OPERATING PROCEDURES c) Check condition of brake disc and pads; 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.

  • Page 60: Pre-Start And Engine-Start Checklist

    5. Remove pitot tube cover, if present, and check pitot tube for 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 ENGI NE-START CHECKLIST 4·3 .

  • Page 61: Normal Start

    -- -: ==== = NORMAL OPERATING PROCEDURES NOTE Follow the starting procedures given i n the engine manufacturer's operating manual if they differ from the procedures described here. 4·3 .2 N ORMAL START 4·3.2. 1 Continental Engine 1 . Crack throttle 1 /8- 1 /4 i n . 2 .

  • Page 62: Cold Start

    hl n .S rn,! = ==== ======== - - - 4-3.3 COLD START In very cold weather, it's necessary to preheat the enQine before attemptinQ to start it. Especially if the enQine has cold-soaked at ° F for more than two hours, use an enQine pre­ temperatures below 2 5 heater to apply hot ai r directly to the oil sump, the oil cooler, the external oil filter and oil lines, the cylinders and the air intake.

  • Page 63: Hor Start (Continental Engine)

    ----:: == = NORMAL OPERATING PROCEDURES 4-3.4 H or START (CONTINENTAL ENGI NE) 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 c·cJGARs·, CONTROLS: • Check full travel of stick in all directions while watchi ng ailerons and elevator. • Check full travel of rudder pedals. • Make sure all control surfaces move freely and in the proper directions.
  • Page 65 ------::==:==:= NORMAL OPERATING PROCEDURES 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 1 75 r.p.m. and should not differ by more than 50 r.p.m.
  • Page 66 =============- - - 4.5 TAXIING The tricycle landing gear configuration makes taxiing the GlaStar a simple matter. Visibi lity over the nose i s excellent. Steering at slow taxi speeds is by differential braking. At any speed above a quick trot, the rudder begins to become effective for directional control.

  • Page 67: General

    - ----======== NORMAL OPERATING PROCEDURES 4·6 TAKEOFF 4-6. GENERAL 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: 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: High Density-Altitude Takeoff

    -- --: == ::::'. NORMAL O PERATING PROCEDURES 4-6.4 HIGH DENSITY ALTITUDE TAKEOFF At high density altitude (above 4,000 ft. MSU, 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 c:t:ill­ spin accidents continue to be among the leading causes of genE:1 di 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 N ORMAL OPERATING PROCEDURES W A R N I N G Whi le the GlaStar h as been rightly prai sed for its outstanding slow-speed handling characteristics and benign stall behavior, it's important to remember that, just l i ke any other airplane, the...

  • Page 72: Power-Off Stalls

    There is no need i n the GlaStar as i n some ai rcraft to push the stick forward to aggressively lower the nose; th is procedu re wi l l...

  • Page 73: Power-On Stalls

    POWER-ON STALLS Power-on stalls simulate stalls that might occur duri n g the departure phase of flight. In the GlaStar as in other ai rcraft, power-on stalls tend to be more a<;1gressive than power-off stalls. The stall has a more...
  • Page 74 W A R N I N G As in power-off stalls, the GlaStar retains control authority in all three axes throughout a power-on stall. This makes it tempting to use aileron rather than rudder to pick up a low wing during a power-on stall.

  • 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

    Because of the wide speed range of the GlaStar, considerable tri m change is required in transition i ng from cli m b to cru ise. An airplane in tri m is a much easier airplane to handle.
  • Page 77 - ---= == = NORMAL OPERATING PROCEDURES Cruise Speed (65% power@ 8,000 ft., TAS): 1 25 h.p ..............1 22 kts./ 1 40 m.p.h. 1 60 h.p ..............1 33 kts./ 1 53 m.p.h. 1 80 h.p .

  • Page 78: Fuel Management

    111 11 .S rn,= === ====== ======== -- - 4- 1 1 FUEL MANAGEMENT Fuel management in the GlaStar is very si m ple, sin ce both tan ks feed simultaneously. However, the tanks will not necessarily dra i n at equal rates.
  • Page 79 Maximum structural cruising speed (Vno) of the GlaStar is 144 kts. or 1 66 m.p.h. !AS. Gradually push the mixture control rich during long descents.
  • Page 80 4·13 APPROACH AND LANDING 4· 13.1 PRE-LANDING CH ECl<LIST A suggested pre-landing checklist has the acronym GUMP: GAS: • Fuel valve on. • Th rottle reduced as necessary. • Boost pump on (Continental 10-240 only). UNDERCARRIAGE: • Down and welded ! MIXTURE: •...
  • Page 81 - ---= == = NORMAL OPERATING PROCEDURES THIS PAGE I NTENTIONALLY LEFT B LANK R E V I S I I DATE I PAGE : LTC ) N � �...

  • Page 82: Approach

    == = = = = = = � - - h l n .S rn � 4-1 3.2 APPROACH 1 S T N OTCH FLAPS 60 K TS O V ER THRESHOLD �----+-- 75 KTS I A S REDUCE POWER 90 K TS IAS (OR BELOW) RAISE FLAPS AT 60 KTS...
  • Page 83 Mai ntai n 6 5 kts. (75 m .p.h.) onto fi na l approach , and add fu ll flaps. Control altitude with power and airspeed with pitch. NOTE The GlaStar can be landed with no flaps, half flaps fu ll flaps, and the recom mended pattern speeds remai n the same regardless.

  • Page 84: Landing

    4 - 1 3.3 LAN DING Landing the tricycle gear GlaStar is similar to landing any other nose wheel ai rplane. Unlike many light ai rplanes, however, the GlaStar has very little tendency to float in ground effect. Spot landing tasks are...

  • Page 85: Short-Field Landing

    GlaStar pilots will encounter. With a final approach speed of 65 kts. ( 7 5 m.p.h.), even a heavily loaded GlaStar can easily be brought to a stop without heavy braking within 7 00-800 ft. This equals or exceeds the "short-field"...

  • Page 86: Slips

    4- 1 3.5 SLIPS The forward slip is a very useful techn ique i n the GlaStar for losi ng altitude without gai ni ng excessive ai rspeed . The GlaStar's Fowler flaps create more lift than drag and can not be counted on to save a h ig h approach .

  • Page 87: Crosswinds

    --� == = N ORMAL OPERATING PROCEDURES 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 exceedi ng Vfe (75 ,<ts./86 m.p. h.). WARNIN G...
  • Page 89 SECTION WEIGHT AND BALANCE Table of Contents Subject: Page: - 5- 1 GEN ERAL DATA ................5 - 1 GENERAL DEFINITIONS .

  • Page 90: General Data

    Flight i n either a nose-heavy or a tail-heavy airplane is unsafe and can result i n loss of control. Because every GlaStar is different, you must determine the CG for you r airplane i n both empty and loaded configurations i n order to establish safe loading criteria.

  • Page 91: Weight And Balance Data

    The MAC is the average chord across the enti re wi ngspan. The MAC of a straight, constant-chord wi ng l i ke the GlaStar's is the same as the actual chord at any poi nt in the span. Aircraft CG locations are specified as percentages of MAC ;...
  • Page 92 5- 1 . 2 WEIGHT AND BALANCE DATA 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 , 96 0 lb. Maximum Baggage Weight .............

  • Page 93: Empty Weight Cg Calculation

    If no changes have been made to your airplane, you may copy the data from Steps 217-220 in "SECTION X: FINAL ASSEMBLY" of your GlaStar Assembly Manual to the appropriate spaces in Sections 5-2 and 5-3 of this manual. 5-2.1...
  • 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 i i � � DATUM FORWARD BAGGAGE ZONE )> -< WATERLINE LEVEL BAGGAGE � COMPARTMENT BULKHEAD .."U )> 1--------- Y --------i > -...J > > Figure 5- 1 : Measuring the Landing Gear Stations...
  • Page 96 hln.Srn,! ========== ==== =-- - - 5-2.2 WEI GH THE AIRCRAFT Now weigh the airplane, using th ree scales, one under each wheel. The scales should each be capable of handling about 600 lb. For this measurement, the fuel tanks should be e m pty, but the engine should be fu ll of oil.

  • Page 97: 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 0-320, a prop extension and a Senseni ch fixed-pitch metal propeller is 1,224 lb., as follows: N ose Gear: ...
  • Page 98 5-3 FLIGHT CG CALCULATIONS Ca lcul a te the flight CG of y our Gl a Sta r in "worst- ca se" loa ding scena rios- extreme forwa rd a nd extreme a ft CG conditions- to s ee where y our Gl a Sta r' s CG fa lls rel a tive to the a ccep ta ble CG ra nge. The results of these ca lcul a tions will esta blish guidelines for sa fely loa ding y our GlaSta r for flight.

  • Page 99: Forward Cg Limit Check

    M inimum Fuel = ---- Thus, for our prototype with a 1 60 h.p. engine, the minimum fuel is 1 3.3 gal . Calculate a minimum fuel figure for your GlaStar and enter the result here: ----- M IN I MUM FUEL NOTE If you weigh less than 1 70 lb., you have the option of using...
  • Page 100 WEIGHT STATION MOMENT (IN. ·LB. ) (LB.) (IN.) 93 .7 1 1 4,741 . 0 Empty GlaStar 1 ,224.0 1 70.0 1 7, 1 70.0 Pilot 1 01 . 0 Passenger 1 0 1 .0 Fuel ( 1 3 .3 gal.) 79.8...
  • Page 101 TOTAL 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: ----- FORWARD LIMIT CHECK - STATION...
  • Page 102 ASSEMBLY" of your GlaStar Assembly Manual. W A R N I N G The preceding example i l lustrates that, as a result of the GlaStar's abi lity 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: Rearward Cg Limit Check

    CG limit and the maximum weights of items located aft of the aft CG limit. The aft CG limit i n the GlaStar is at Station 1 03.5, so the rearward li mit check conditions are: no passenger, maximum fuel and maximum baggage.
  • Page 104 Enter your result here: REARWARD LI M IT CHECK - STATION ___ _ If your GlaStar exceeds the aft l i mit, as it most li kely will, determ ine how the m aximum baggage load must be redistributed to bring the CG within limits, and then placard the compartment with the results.
  • Page 105 - - ---:================== WEIGHT AND BALANCE WEIGHT STATION M OMENT ITEM (IN.·LB.) (LB.) (IN . ) Empty GlaStar Pilot 10 1 .0 Passenger 101.0 Maximum Fuel 1 08.0 Forward baggage 136.0 Aft baggage 250. 0 1 60. 0 40, 000.0...
  • Page 106 1 , 900 1 , 800 1 , 700 � 1 ,600 Q'.l .::, ('.) 1 , 500 <{ <( 1 , 400 <{ 1 , 300 1 , 200 1 , 1 00 Figure 5-2: Center of G ravity Lim its...

  • Page 107: Loading Problem

    -- ---:============ WEIGHT AND BALANCE 5-3 .3 LOADI NG PROBLEM Rath er th an us ing th e formulae sh ow n in Sections 5- 3.1 and 5- 3.2 to - calculate th e fligh t CG, y ou can figure w eigh t and balance by us ing th e follow ing Loading P roblem, Loading Graph and Center of Gravi ty Moment E nvelop e.
  • Page 108 YOUR AI RPLAN E ITEM WEIGHT M OMENT WEIGHT MOMENT / 1 ,000 / 1 ,000 (LB,) (LB . ) (IN ,·LB,) ( I N , ·LB.) 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 Fwd baggage 100.0...
  • Page 109 i i � I I I I I I J,. I I I I I I I I I I I I I I I I I I I I \ 1 . I 3Q.6 IGNL.. IST�NQ)ARD FU�L I NdTE 2Q G�L.I A�X.I F�ELI [�PT)ONAL 2·...
  • Page 110 1 , 700 1 , 60 0 1 , 500 <{ Q:'. Q:'. <( 1 , 400 <{ 1 , 300 S H A D E D A R E A WI TH I N ALLOWABLE LI M I TS 1 , 200 1 00 1 1 0...
  • Page 111 SECTION 6 SYSTEMS DESCRIPTIONS Table of Contents Page: Subject: --- 6- 1 POWER PLANT ................3 PROPELLER/GOVERNOR ............3 6 -3 FUEL SYSTEM ................4 -- 6-4 OIL SYSTEM ................5 LANDING GEAR ................. 5 BRAKES ..................6 COCKPIT ..................6 CONTROL SYSTEM ..............
  • Page 112 hln.Srnr= === === ======== ===== --- THIS PAGE INTENTIONALLY LEFT BLANK R E V ISI ON: DAT E: PAGE: �I L T ON...

  • Page 113: Propeller/Governor

    6-2 PROPELLER/GOVERNOR We recommend a Sensenich fixed-pitch, metal propeller for a Glastar equipped with a Continental 10-2 40 engine; either a H artzell constant­ speed propeller or a Sensenich fixed-pitch propeller can be used on a Lycoming engine-equipped GlaStar.

  • Page 114: Fuel System

    Srn,!=============--- 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: Landing Gear

    6-5 LAN DING 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 x 5 wheels and brakes are used on the main gear. A 5.00 x 5 wheel, fitted with an 1 1 x 4.00-5 tire, is used on the nose gear.

  • Page 116: Brakes

    44 i n ., which provides plenty of room for a fully equipped i nstrument panel if desi red. The GlaStar has two cabin doors; each door is secured by a four-poi nt latch system actuated by a si n9le handle. The doors open fully forward-an essential feature for float operations.

  • Page 117: Control System

    6-8 CONTROL SYSTEM The primary controls on the GlaStar are of a conventional 3 -axis design using dual stick controls for pitch and roll and dual rudder pedals for yaw.
  • Page 118 1 1 � � , tt � � i � tJ� � FORWARD PULLEY GROUP � CABLE FAIR LEADS TURNBUCKLE RIGHT RUDDER CABLE )> BAGGAGE BULKHEAD PULLEYS LITT RUDDER CABLE "U )> RUDDER YOKE Figure 6- 1 : Rudder Control System...
  • Page 119 1 1 � REVERSING PULLEY �,� (I� 1URNBUCKLE BAGGAGE BULKHEAD PULLEYS DOWN ELEVATOR CABLE l> ---< ELEVATOR PUSH ROD UP ELEVATOR CABLE < � ELEVATOR HORN � V> "'Cl l> V> Figure 6·2: Elevator Control System �...
  • Page 121 1 � FLAP CABLE REVERSING PULLEY FLAP HANDLE LEFT WING FLAP PRIMARY RE1RACTIDN CABLE � ;u m < LOWER PULLEY IN CENTER, RIGHT-SIDE CLUSTER AFT PULLEY AT BOTTOM RIGHT SIDE Of CAGE � � RIGHT WING FLAP P I MARY RIGHT WING FLAP PRIMARY DEPLOYMENT RETRACTION CABLE ROUTING...

  • 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

    6-11 ELECTRICAL SYSTEM The electrical system is optional i n the GlaStar and, thus, will vary widely among i ndividual 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.

  • 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.
  • Page 125 -----::::=::=::=::=::=:'.:: SYSTEMS DESCRIPTIONS 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 a m meter should also be used in conjunction. All additional instruments, avionics, etc. are subject to the bui lder's preferences. R E V ISI I DAT E I P AG E...
  • Page 127 SECTION HANDLING, SERVICE AND MAINTENANCE 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 R EMOVING THE STABILIZER ..6 7-4. 1 FOLDING THE WINGS ............6 7-4.2 REMOVING THE HORIZONTAL STABILIZER ........
  • Page 128 7-7.3 FUEL AND I N DUCTION SYSTEM ..........7-7.4 OIL SYSTEM .

  • Page 129: General

    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 i nspect the airplane at 100 hour intervals. I nspection of your GlaStar is at your discretion (except for the annual inspection, which is required by law). The above suggestions are given as guideli nes;...

  • Page 131: Tie Down

    - HANDLING, SERVICE AND MAINTENANCE 5. Do not push the ai rplane backwards unless the nose wheel is being steered by the tow bar; unless steered, t he nose wheel will try to caster, which may result in damage to the pivot stops or the nose gear fork. 7-3 TI E-DOWN It is best to secure the ai rplane 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 FOLDI NG TH E WI N GS 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 ai rplane.
  • Page 133 8 . R epeat Steps 6 and 7 f or the other wing. NOTE Wi th one wing f olded, the GlaStar' s CG moves to a point very near the mai n gear, meani ng the ai rcraf t can easily be tipped onto i ts tai l, where it wi ll remain.
  • Page 134 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 landinq qear maintenance and for annual inspections. You have several options for jacking the GlaStar. If you have a hanqar with a sturdy roof structure, you can simply hoist the airplane by the lifting eyes welded to the fuselage caqe.

  • Page 136: General

    mou nts on the jack to keep the strut from sli pping off the jack. A final alternative, i f you have plenty of help, is to have several helpe rs lift the ai rplane by one wing near the tip while you position a jack stand u nder the main gear strut.
  • Page 137 ---- HANDLING, SERVICE AND MAINTENANCE appli cable 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, consu lt your engine operator's manual for engine prese rvation recommendations.
  • Page 138 7-6.4 FUEL TANKS Top up the fuel tanks to prevent condensation of water in the tanks. 7-6. 5 PIT OT TUB E Install cover. 7-6.6 WINDSHI ELD A N D D OORS Make sure both cabi n doors are securely closed. If the a i rcraft is stored outdoors, we recom mend that covers be i nstalled over the cabin area to keep out moisture and sun li9ht.

  • Page 139: 7-6.8 Preparation For Return To Service

    -- -- H ANDLING, SERVICE AND MAINTENANCE If, at the end of 30 days, the airplane will not be removed from storage, the engine should started and run. The preferred method is to fly _ _ the airplane for 30 minutes. 7·6.8 PREPARATION FOR RETURN TO SERVICE Remove all covers, gust locks, etc., and give the airplane a thorough...
  • Page 140 Examine the spark plug cable leads and the spark plug ceramics for corrosion and deposits. T h is condition is evidence of either leaking spark plugs or improper cleani ng of the spark plug walls or connector ends. Where this condition is found, clean with alcohol or M EK. All parts should be clean and dry before reassembly.
  • Page 141 ---- HANDLING, SERVICE AND MAINTENANCE it. We recommend opening the old filter with an oil fi lter can cutter to inspect for metal particles that might i ndicate engine damage. NOTE For both Lycom i ng and Conti nental engi nes, i ntervals between oil changes can be increased by at least 1 00% on engi nes equipped with full-flow oil filters.
  • Page 142 7-7.6 CYLI N DERS 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 ---- HANDLING, SERVICE AND MAINTENANCE 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. 1 0. Magneto ground . 1 1 . Mixture cut-off r.p.m. rise at idle. B.
  • Page 144 5. Check the exhaust pipes, muffler, gaskets and s h rouds for security and cracks. NOTE GlaStar Service Bulletins 32 and 32A or 33 prescribe specific inspection requ i rements for Stoddard-Hami lton exhaust systems installed on Lycoming engines with Dynafocal mounts.
  • Page 145 ---- HANDLING, SERVICE AND MAINTENANCE Check the cyli nder baffles for cracks and proper seal. Check the engine mount for security, rust, chafi ng and condition of the rubber bushings. 8. C heck the engine for loose nuts, bolts and screws. 9 .
  • Page 146 hl n .S rn� ====== ====== ========= � - - hours since last replacement. 20. Inspect all engine compartment wiring for security, cracked or brittle insulation and chafing. Replace any nylon tie wraps or spi ral wrap that i s brittle or discolored. 2 1 .
  • Page 147 --- - - HANDLING, SERVICE AND MAINTENANCE 7-8.2 CAB I N , FUSELAGE AND fM PEN NAGE 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.
  • Page 148 G . Check the fuel tank gauges and senders, if applicable, for proper markings, indication and freedom of movement. H. Check the compass for discoloration, fluid leaks and compass correction card displayed. Check the circuit breakers and switches for security and condition. Replace the vacuum air filter.

  • Page 149: Landing Gear

    ---- - - HANDLING, SERVICE AND MAINTENANCE U . Check the stabilizer, elevator, rudder and trim tab for dents, cracks, corrosion and loose rivets. Check the security of the stabi lizer alignment pi ns and the aft stabilizer attach bracket. V.

  • Page 150: Wings

    Check the tires for cracks, wear and proper i nflation. Repack the wheel bearings and inspect the wheels for cracks and corrosion. G. Check the brake m ounting flanges for tightness and security. Replace attach bolts if worn. Replace flange weldment if holes are elongated.
  • Page 151 --- - - HANDLING, SERVICE AND MAINTENANCE 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. Check all aileron and flap control cables, pushrods, rod-ends, bellcranks and hinges for corrosion, safety, security and chafing.

  • Page 152: Paperwork

    0. Reinstall the wingtip fairings and check the operation of the navigation and anti-collision lights. P. Reinstall the inspection covers. 7 - 8 . 5 PAPERWORK Make sure the following documents are present, current and properly displayed (if applicable): A. Airworthiness certificate. B.

  • 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,...
  • Page 154 The Conti nental 10-240 eng i ne, if equipped with o n ly an i n tegral o i l screen, must have i ts o i l changed and t h e screen cleaned every 2 5 hours. If t h e e n g i n e is equipped with either a large (approximately 5.8" h i gh) or a small (approximately 4.8"...

  • Page 155: Tires

    7-9.4 N OSE GEAR SHIMMY DAMPER 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: Brakes

    The brakes supplied w ith GlaStar kits use floating calipers, which are free to move from side to side, rather than being solidly attached to the torque plates.
  • Page 157 You will need a brake lining installation tool and a new set of brake linings and rivets to fit your calipers. B rake linings are available in the GlaStar Options Catalog. STEP : DISASSEMBLE THE BRAKES Remove the safety wire and the two bolts that secure the back plate to the caliper housing.
  • Page 158 Slide the caliper housi ng away from the wheel i n a di rection parallel to the wheel axle until the anchor pi ns clear the torque plate bushi ngs. 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 housi ng assembly.
  • Page 159 --- - - HANDLING, SERVICE AND MAINTENANCE STEP 2: STUDY THE BRAKE PAD ASSEMBLIES Exa m i ne the pieces of lining material that are attached to the back plate and the pressure plate, noting the relati onsh i p of the pieces and the direction that the rivets are i nstalled.
  • Page 160 M AN D RE L B R AK E LI N I N G I N S TALLATION F I X TU R E P R ESSU R E PLATE OR B A CKPLATE R I VE T B U C K I N G ANVIL L_ ___ _ _ ___ __J--- CLAM P BASE I N VISE...
  • Page 161 - HANDLING, SERVICE AND MAINTENANCE STEP 5: REINSTALL THE BRAKE PAD ASSEMBLIES 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

    STEP 7 : BREAK-I N TH E B RAKE LIN INGS 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.

  • Page 163: Constant-Speed Propeller

    - HANDLING, SERVICE AND MAINTENANCE 7-9.6 CONSTANT-SPEED PROPELLER Instructions for constant-speed propeller operation, servicing and maintenance are contai ned i n 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 i n the idle cut-off position and the engine has cooled completely.
  • Page 164 rem ovin<;J material from a blade. I nspect the propeller hub parts for cracks or wear. C heck all visi ble parts for wear and safety. C heck the i nside of the spi n ner and at the base of the blades next to the hub for evidence of oil and g rease leaks. Grease the propeller hub throu<;ih the zerk fitti n<;is.
  • Page 165 7-9.9 AI RFRAME CARE 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 CAUTIO N I f high-pressure washing equipment i s 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 directi ng the stream toward the wings and tail surfaces from the rear where the water can more easily enter the structure.
  • Page 167 - HANDLING, SERVICE AND MAINTENANCE 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.
  • Page 168 buffi ng pad may softe n the plastic. 7-9 . 1 1 ENGINE CLEANI N G Use standard, parts-clean i ng solvent to clean the engi ne. Spray or brush the fluid over the eng ine, ri nse thoroughly with water, and allow to d ry.
  • Page 169 SECTION FLIGHT TEST Table of Contents Page: Subject: 8-1 INTRODUCTION ................3 8-2 GROUND TESTS ................4 8-3 TAXI TESTING ................7 8-3.1 Low-SPEED TAXI ..............7 8-3.2 HIGH-SPEED TAXI ..............8 8-4 FINAL INSPECTION ..............10 8-5 FIRST FLIGHT ................
  • Page 170 11I 11 S rn� ====== == =======- -- THIS PAGE INTENTIONALLY LEFT BLANK DAT E :...
  • Page 171 Obviously, this is not a good situation for someone a bout to test fly a new airplane. The GlaStar test pilot should have enough recent time in a comparable airplane to feel comfortable. Any nervousness or tension...
  • Page 172 ========-- - - 11I 11 S rn� Flight Testing Handbook. We strongly recommend procuring and studying a copy of AC 90-89 before engaging i n any test operations. It i s available from: Superi ntendent of Documents U.S. Government Printing Office Washington, DC 20402 8·2 GROUN D TESTS Before beginning taxi testing, run the engine without the engine...
  • Page 173 -- --: ===== ==== = FLIGHT TEST carburetor heat. Switch the magnetos off momentarily to check the 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.
  • Page 174 One solution to this di lemma 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 -- --===== ==== == == ==== = FLIGHT TEST 8-3 TAXI TESTI NG 8-3. 1 Low-SPEED TAXI 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 thi ckness so that you are comfortable, can move all the controls to their stops without interference or excessive reaching and have maxi m u m visibility.

  • Page 176: 8-3.2 High-Speed Taxi

    I nspect the landi ng 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 HIGH-SPEED TAXI As taxi testing continues , gradually increase the taxi speed as you feel confident and comfortable to do so.
  • Page 177 -- --= ==== =========== === = FLIGHT TEST 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 -- --= ======== ======== � FLIGHT TEST deficiencies that are obvious to an u nbiased observer. Any such deficiencies should be remedied before the FAA i nspector arrives, otherwise the Airworthi ness Certifi cate could be denied. Keep i n m i n d that the pri mary objective o f the inspections is n o t only t o verify compliance with the law but also to ensure safety.
  • Page 180 =============� - - hi n ,Srn� has the evidence to support the statement available to the FAA upon request. A construction log maintained by the builder, i ncluding photographs taken as major components are completed, will be acceptable verification that the builder constructed the major portion of the aircraft.

  • Page 181: First Flight

    1 . The pilot should be confident in a comparable ai rcraft, with at least 1 0 hours of recent flight time, and should feel comfortable with high-speed taxi in the GlaStar. The weather should be cairn and clear. Emergency procedures should be memorized and rehearsed mentally.
  • Page 182 After you feel confident with your high-speed taxi tests and all systems good, look you are ready for your first takeoff and flight. Again, you good should have weather, no wind and clear skies. NOTE Your first few flights should accomplished with about half fuel;...
  • Page 183 - - ----: =============== ============ == FLIGHT TEST accelerate to at least 65 knots (7 5 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 ai rplane is clear of turn to all obstacles on initial climb-out.
  • Page 184 Keep the mi n imum approach speed i n 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 1 5-20 minutes duration. After the...

  • Page 185: Further Flight Testing

    When back at the airport at pattern altitude, enter downwind and land, 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 ranQes recommended for the landinQ pattern.

  • Page 186: 8-6.2 Envelope Expansion

    The purpose of the flight test period, in accordance with FAR 9 1. 42 (b), is to demonstrate that the airplane is controllable throu9hout its normal range of speeds and for all maneuvers to be executed, and has no hazardous operating characteristics or construction shortcomings. Design and plan an organized flight test program to verify compliance with part 9 l .
  • Page 187 - - --:: ==== ==== === FLIGHT TEST comfortable with the trim and handling of your GlaStar. Do n ot push red line on your fi rst flight. As mentioned earlier, your i n itial flight testing should be done with about 15 to 20 gallons of fuel on board.

  • Page 188: Final Certification

    hi n ,Srn� ================-- - - determine, based on your own li m itations and experience. 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.
  • Page 189 S ECTION SAFETY I N FORMATION Table of Contents Su bject: Page: 9 - 1 I NTRODUCTION ................3 9 -2 GEN ERAL .
  • Page 190 THIS PAGE INTENTIONALLY LEFT BLANK ISI O N: D A T E PAG E R EV T �...
  • Page 191 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 an d your own . B e current i n your airplane, o r fly with a qualified i nstructor until you are current and proficient. Pre-plan all aspects of your flight; obtain weather information and carry adequate fuel reserves.
  • Page 193 ------::===:::=:===::==::= SAFETY I N FORMATION Practice emergency procedures at safe altitudes and airspeeds, oreferably with a qual ified instructor pi lot, until the required action is .nstinctive. Keep your airplane in good mechanical condition. Stay informed and alert; fly in a sensible manner. _ i.'.>ON'T Don't attempt takeoff with frost, ice or snow on the airframe.

  • Page 194: General Sources Of Information

    = ========= == === == � -- hl n ,S rn,! 9-3 GENERAL SOURCES OF INFORMATION A wealth of i nformation created for the sole purpose of maki ng flying safer, easier and faster i s available to the pi lot. Take advantage of this information and be prepared for an emergency i n the remote event that one should occur.

  • Page 195: 9-3.2 Airworthiness Directives

    FAA applies, except in accordance with the req uirements of that air worthiness directive. Since the GlaStar is an experimental airplane, no air worthiness directives apply to the airf rame. The builder/ pilot must comply, however , with any air worthiness directives that apply to cert if ied engines, engine- related accessories or propellers.
  • Page 196 Preflight !FR departures ! FR en route ! FR 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 FB0s. 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 Also highly recommended is AC 90-89, Amateur-Built Aircraft Flight Testing Handbook.

  • Page 198: I N Formation On Specific Topics

    9-4 I N FORMATION ON SPECIFIC TOPICS 9-4. 1 FLIGHT PLA N N I N G FAR Part 9 1 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 i nformation.
  • Page 199 -- ---= ===== = SAFETY I N FORMATION 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 FLIGHT OPERATIONS General The pilot must be thoroughly familiar with all information published by Stoddard-Hamilton concerning the airplane and must operate the Owner's ai rcraft in compliance with all limitations imposed by the...
  • Page 200 A rol l cloud ahead of a squall line or thunderstorm is visible evidence of violent turbulence; the absence of a rol l cloud, however, should not be interpreted as a sign that severe turbulence is not present. Even though flight in severe turbulence m ust be avoided, flight in tu rbulent air may be encountered unexpectedly under certain conditions.
  • Page 201 Flight in Icing Conditions Flic;:iht in icing conditions i s prohibited in the GlaStar. The GlaStar must not be exposed to icing encounters of any intensity. If the airplane is i nadvertently flown into i cing conditions, the pilot must make an immediate diversion by flying out of the area of visible moisture or c;:ioing to an altitude where icing is not encountered.
  • Page 202 hln.Srn� ====== === ===========-- - - Mountain Flyin!f P ilots flyi ng i n mountainous areas shou ld i n form themselves of all aspects of mountai n flying, including the effects of topographic features on weather conditions. Many good articles have been published and a synopsis of mountain flyi n g operati ons is i ncluded i n the FAA Airman's Informati on Manual, Part One.
  • Page 203 -- ----: = == === === SAFETY I N FORMATION Marginal VFR If you are not instru ment 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 pi lot.
  • Page 204 experi enced on th e g r ound. Th is, combi ned wi th loss of outsi de vi sual r efer ence, can cause ver ti g o. F alse i nter pr etations (ill u sions) r es ult , and may confuse th e pi lot' s per cepti on of th e atti tude and posi ti on of hi s ai r plane.
  • Page 205 ----:::====== = SAFETY I N FORMATION 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 unintentional ly, you should ask y ourself 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 Bo th pro blems are amenable to o ne so luti o n: maintain adeq uate power to keep cyl inder head temperatur es in the " g reen" rang e during descent , and lean to best power mixture (that is, pro g ressivel y enrich the mixture fro m cruise o nl y slig htl y as altitude decreases) .
  • Page 207 ---:====== ::= SAFETY I N FORMATION conditions that can be encountered, there is n o set rule to follow to avoid wake turbulence in all situations. The Airman 's Information and Advisory C ircular 90·2 3 , Manual Aircraft Wake Turbulence, provide a thorough discussion of the factors you should be aware of when wake turbulence may be encountered.
  • Page 208 hl n .Srn� � ================== -- - be as senseless as failing to inspect the integrity of the control surfaces 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 ai rplane for flight.
  • Page 209 -----:============== SAFETY I N FORMATIO N given flight, or how it will manifest itself. Some o f the common 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.
  • Page 210 carbon dioxide is "washed out" of the blood. The most common symptoms of hyperventilation are ti ngli ng 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 ----:==================== SAFETY INFORMATION about one-third of an ounce per hour. Even after the body completely destroys a m oderate amount of alcohol, a pilot can still be severely impaired for m any hours by hangover. The effects of alcohol on the body are m agnified at altitude, as oz.
  • Page 212 i nto your system . If sufficient time has not elapsed for you r system to rid itself of this excess gas before takeoff, you may experience the bends at a ltitudes even u nde r 0,000 ft. where most light planes fly. Carbon Monoxide and Ni11ht Vision The presence of carbon monoxide results i n hypoxia which will affect night vision i n the same man ner and extent as hypoxia from high...

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