Here are important resources GlaStar owners can rely upon for help.
First Steps into a Glastar or Sportsman
By Alan Negrin, CFI, MEI
This article is aimed at the new builder who may have little or no time in a GlaStar or Sportsman. Pilots who are new GlaStar and Sportsman flyers should not underestimate the need for quality transition training, especially if you are accustomed to flying any legacy single engine aircraft—Cessna 172 or 182, Piper Cherokee, Warrior or similar aircraft.
You will easily be lifting off at a slower speed when departing and landing a bit faster compared to the typical Cessna or Piper. The biggest and most important difference comes just before touchdown when landing. The airfoil used on the GlaStar and Sportsman, which is a modified form of the GAW-2 airfoil used on the Glasair, is different from those used in traditional trainers or production-line aircraft. The design is one factor that gives us the extra speed while the unique spade-like vortex generators provide the additional controllability in slow flight. Another factor is size. The Sportsman wing, for example, has 131 square feet, supporting a 2350-pound airplane. A 2450-pound Cessna 172 has 174 square feet of wing.
While you may be used to chopping the power in ground effect and gliding to a touchdown in one of the previously mentioned certified aircraft, with the Sportsman you must carry some power all the way to touchdown if you want to avoid a hard landing (assuming a normal approach speed of 55-60 knots and full flaps). The Glastar is slightly different because it has smaller flaps and a lower flap angle when full flaps are deployed. If you are flying a Glastar, you may get away with reducing the power all the way to idle and gliding to a nice smooth touchdown depending on your speed. Just be sure you do not flare to high above the runway. If you do, you may run out of airspeed and encounter a hard landing anyway.
You can land even more slowly and very short if you are comfortable flying behind the power curve, whereby you control speed with pitch and descent rate with power. The GlaStar and Sportsman also tend to be a bit nose heavy, and unless you have an unusual aft-CG condition, you may run out of elevator in the landing flare. If you have a long enough runway and want to land at a higher airspeed, say 65-70 knots, you will have plenty of elevator authority. Each airplane is slightly different, and this is why we have a 25- or 40-hour test period.
Once you get used to the feel of carrying a small amount of power—8-11 inches of MP for constant speed or just a little above idle with a fixed-pitch prop—it is very easy to land smoothly and you can even land very short. The amount of power is going to vary with density altitude, load, wind,
etc. You just have to experiment to find the ideal power range for you and your airplane. Like flying any different airplane that you have not flown before, it takes a while to “dial” into the feel of the airplane, but when you do, you get to enjoy the incredible speed range and flexibility that comes with owning and flying the GlaStar and Sportsman aircraft (Negrin, n.d.).
Glasair Aviation USA, LLC
Friendly - knowledgeable - dedicated: three characteristics that describe the folks at Glasair Aviation.
When I flew my GlaStar to Glasair one day with a question about locating the cage number on my aircraft, I was invited to speak with Pat, who was the technician that welded the cage for my GlaStar years ago. Without a moment’s hesitation he walked out to my ‘Star and pointed out its cage number, then took time to answer my many questions about the evolution of the GlaStar cage. Pat’s enthusiasm and knowledge of the brand is typical of what I’ve experienced with everyone I’ve met at Glasair Aviation.
Zach Chase, FiberTech Composites, Inc.
https://www.fibertechcomposites.com
Zach Chase offered invaluable builder assistance to Dennis Douglas, who was the builder of my first GlaStar, N9103D. Zach’s unmatched quality workmanship greatly reduced the overall build time, helping Dennis get into the air sooner and with a better airplane. Years later, Zach continues to contribute to 03D’s well-being by providing thoughtful answers to my many questions.
Bill Morelli, Up North Aviation
http://www.upnorthaviation.com
When I bought my first 'Star in 2011, its flighty Blue Mountain glass panel was its only weakness. After two years of plight-in-flight intermittent operation of the digital equipment, it was time to bury the Blue Mountain and install reliable analog gauges. Thus began my Internet search for a panel maker who could transform my design ideas into reality. After interviewing several panel fabricators, it was clear that Bill Morelli of Up North Aviation was best equipped to meet my needs—and for a reasonable price.
As the project progressed, Bill was forthcoming with suggestions for design improvements and was patient with my seemingly never-ending refinements. He worked hard to achieve a close fit between instruments and panel by trial-and-error tweaking of compound curves. Proof of Bill's expertise was evident when the instruments fit perfectly into the new panel. I am delighted with the quality and value of Bill Morelli's work, and recommend him to others without reservation.
Scott Smith, SkySmith Insurance
http://skysmith.com
In 2004 the annual insurance premium for my Navion was $3,500, which was the cost of admission to aircraft ownership in those days. But thanks to Scott Smith’s assistance and a new aircraft, annual premiums are well below $1,500/year.
Stein Bruch, SteinAir, Inc.
http://www.steinair.com
In April 2013 I looked to Stein Bruch to provide me with parts and tools for installing a new instrument panel in my first GlaStar. Over several telephone conversations, including a call on a beautiful Saturday morning when Stein should have been out flying instead of answering arcane questions about avionics, he provided me with technical advice that was instrumental in installation of my panel.
Aero Sport Power
http://www.aerosportpower.com
Aero Sport Power was there for me when I needed a short turn-around time for overhaul of my Slick mags. They'll be there for you too when you need it.
Johnson & Sons Propeller
http://www.manta.com/c/mm4glll/johnson-sons-propeller-service
In 2007 the prop on my vintage Navion needed an overhaul, so I took it to Johnson & Sons Propeller in Shafter, CA. That’s when Cliff Johnson Sr., informed me that the prop's beautifully polished blades would have to go, because in AC 20-37E the FAA says that the polishing of blades is “almost always not acceptable.”
I need not have worried. When the overhaul was finished, the newly painted black blades with yellow tips looked smashing, and contrasted nicely with the Navion’s polished aluminum skin. Cliff did a superb job overhauling the prop, and for a more-than-fair price.
FLYING
The Sportsman and GlaStar are docile and feel at home on short back-country strips. The flying techniques shared by others make us better pilots.
https://glasair-owners.com/category/glastar-sportsman/flying-glastar-sportsman/
LODA
Omar Filipovc
Glasair Aviation announced recently that the company received a LODA (Letter of Deviation Authority) to conduct flight training in their experimental aircraft.
Are You a Test Pilot?
Alan Negrin
Who do you think of when you hear the term, ‘Test Pilot’? I’d bet many, if not most of you, think first of Chuck...
Advisory Circular: How to Stay Safe in Unfamiliar Aircraft
Omar Filipovic
New AC advises pilots on how to stay safe in unfamiliar aircraft Experimental airplane flights represent only a small component of total general aviation (GA)...
Wolfgang Drahanowski’s GlaStar Flies
Omar Filipovic
After 11 1/2 years of building time, one more Glastar experimental aircraft (OE-VWD #5605) joined the flying fleet on Sunday, January 16 2011, at...
Spinning the GlaStar
Dave Prizio
When I heard that Arnie Clarke had been doing some spin testing on his GlaStar I asked him to write about it for us....
Flying In Poor Weather
Tim Johnson
The GlaStar is such a fine, stable airplane flying slowly that it opens up some interesting possibilities for poor weather flying. Have you thought...
Matt Freeman’ s GlaStar Accident in Alaska
Ted Setzer
I spoke with Matt Freeman this morning--he and his daughter are fine. Matt has a GlaStar taildragger with large, 26" tundra tires and likes...
GlaStar N533WW Down in Utah
Omar Filipovic
Bill Wilson left Cheyenne accompanied by an RV-4 headed for a fuel stop at Wendover, UT. The agreement was to fly at 10,500 and...
Landings in a GlaStar Without That “Sinking Feeling”
Tim Johnson
On December 13th, 1994, Tom Hamilton (idea man extraordinaire, designer, and head of the design team for the GlaStar) handed me the keys to...
Caught by Downdraft on Short Final
GAOA Members
This report was submitted by Gary Bennett. I am sad to report that our Glastar N241GS flipped forward on to its back and sustained major...
The GlaStar: An Instructor’s Perspective
GAOA Members
By Michael Crowell, reprinted with permission from INFLIGHT Magazine Mike is a CFII, Advanced and Instrument Ground Instructor, an FAA Safety Counselor, and a check...
First Flight or the Thrill of Having a Baby
Tim Johnson
For each airplane, first flight is only done once. In my mind, it’s the closest builders get to the thrill of having a baby. Amazing...
Crosswinds in the GlaStar
Tim Johnson
On a very windy, gusty Saturday Bill Janes and I flew to a nearby airport to attend an EAA Chapter meet ing. Because I...
Vapor Lock Causes Trouble Over Water
Omar Filipovic
This cautionary tale was submitted by Al Lange. After 4 years and 6,000 hours in construction, two long-time pilots were finally on the way to...
GlaStar Required Nose-up Trim
GAOA Members
This tip was provided by Craig O’Neill , Stoddard-Hamilton. Several folks mentioned having difficulty trimming out the required back pressure at 60 knots down final....
Testing the Airspeed Indicator
Tim Johnson
While flying off your test time, why not check your airspeed gauge? A simple, somewhat accurate way, if you have access to GPS, is...
Spins in a GlaStar
Tim Johnson
I did my required spin training for the instructor's rating in the second, demo GlaStar. (Learned to fly in a Luscombe, didn't enjoy spinning...
Submitted by Jeff Wernli V.P. Sales & Marketing, Stoddard-Hamilton As we come toward the end of Stoddard- Hamilton’s 20th year anniversary, l thought it would be...
GlaStar Cruise
Tim Johnson
One of the best things about the GlaStar is going somewhere; a little stick pressure is all it takes. It's comfortable - get lumbar...
Climbs in a GlaStar
Tim Johnson
I marvel at the feel and authority of the GlaStar in a climb, especially at slow airspeeds. Let's look at a normal climb, best...
Normal Landings in a GlaStar
Tim Johnson
When flying at airshows, it's not uncommon to have many aircraft of various approach speeds all headed for the same or parallel runways at...
Crosswinds in a GlaStar
Tim Johnson
On a very windy, gusty Saturday Bill Janes and I flew to a nearby airport to attend an EAA Chapter meeting. Because I learned...
Normal Takeoffs in a GlaStar
Tim Johnson
Want a wonderful way to start the day? It's amazing thinking about what it took to get you here, ready to fly your GlaStar. Congratulations! You...
GlaStar Stall Warning
Tim Johnson
I think a stall warning indicator (SWI) or angle of attack indicator can be an important safety aid if the danger of entering an...
Towing the Line – Glider Operations with the GlaStar
Bud Nelson
I have been asked by representatives of many soaring clubs if the GlaStar could be a good towplane for gliders. After examining the towplane's...