Newsletter No.

44 First Quarter, 1992

Stub Pilotte, Glasair I RG A P-

51 pilot's dream come true!

ARTICLES
MAINTENANCE OF THE BENDIX on the fuel servo unit is required at 50 hour intervals. The
RSA FUEL SYSTEM inlet filter requires inspection and cleaning after the first
25 hours of operation and at 50 hour intervals thereafter.
It should be inspected and cleaned at each annual
The following article was sent courtesy of the Allied regardless of accumulated hours since last inspection.
Corporation, Bendix Controls Division. It was the basis Before you start tearing into the fuel system, it might be
for an article which appeared in Sport Aerobatics a good idea to obtain a set of "O" rings that will be
Magazine in 1987. required. You'll need one each of the part numbers
shown in table 1 as determined by the model of injector
THE SERVO INLET FILTER installed on your aircraft. It is best to always replace
Most pilots and mechanics do not realize that maintenance these packings each time the filter is cleaned.

777
Table 1. Inlet Fitting and Filter "O" Ring Part Numbers.
Inlet
Model Fitting Filter
RS/RSA-5 Series 951789 953541-10
RSA-7 951790 951392
RS/RSA-10 Series 951790 951392
Normally these can be procured from your local Bendix
distributor or any facility that repairs/overhauls Bendix
servo units. A word of CAUTION here; DO NOT
substitute standard AN or MS "O" rings for the Bendix
part numbers. Using the wrong "O" ring on the inlet
fitting has been known to exert sufficient force to crack
the servo unit housing. A few pennies saved is hardly
worth the $1,000.00 plus price tag of a new housing.
Servicing the filter requires removal of the inlet hose to
the servo unit so you can get at the inlet fitting. A word
of CAUTION here; DO NOT remove the filter from the
side opposite the inlet fitting as any contamination that is
in the filter may be introduced into the servo unit. Inlet
fittings vary from union-type fittings to 90 degree elbows.
Be careful with these fittings since they are specially
modified for the filter assembly. Remove the fitting using
clean wrenches of the appropriate size. Once the fitting
is removed, it is a simple task to remove the filter.
If the filter is permanently attached to the inlet fitting
similar to those shown in figure 1 items a through c, then
Bendix bulletin RS-48 revision 2 or later revision should
be complied with. This changes the filter to a bypassing
type (reference figure 1, item D); the theory being that
dirty fuel is better than no fuel should the filter ever
become plugged.
Inspection of the filter is relatively easy. Just looking
down the middle and inspecting for particulate matter is
not sufficient to tell if it's clean. The best inspection
method is to first dry the filter with air and tap it, open
side down, on a clean piece of paper. You might want to
examine any contamination and determine the type and
source. This could prevent more serious problems in the
future. Then look into the center of the filter while
shining a light through the outside. You should be able to
see light through the weave on most of the surface areas.
Another method is to breathe through the dried filter.
Very little restriction to air flow should be felt.
Cleaning can be accomplished using Acetone or M.E.K.
followed by a rinse in Stoddard solvent and then air
drying the filter. Be certain to comply with all
manufacturer's instructions and warnings while using
M.E.K. or Acetone for this cleaning operation. Set the
filter aside and inspect the inlet fitting. Inspect the filter
"O" ring sealing surface for corrosion damage, and the
cone surface for damage as indicated in figure 2, If the,
778
fitting is badly damaged, or corroded, it must be replaced.
Once cleaning and inspection is complete, install new "O"
rings on the filter and inlet fitting. Reinstall the filter,
spring end first. Lubricate the packing on the inlet fitting
and install fitting into the servo unit Again, DO NOT use
anything other than Bendix approved "O" rings (packings).
NOTE
When AN or MS equivalent parts are approved
for use in a particular application, those
equivalents will be listed as the primary part and
the Bendix part will be shown as the optional
part. This helps you keep costs down while
improving safety by elimination of the "I think
this will work" syndrome.
Inlet fittings or nuts are torqued to values shown in table
2. Re-connect the inlet hose and tighten to the value
specified in the engine maintenance manual. This is not
a good line to have only finger tight. Should this line
decide to loosen by 1 and 1/2 turns from finger tight, the
resultant leak path will (in most cases) exceed the fuel
pumps capacity to supply fuel to the engine. If unable to
locate torque limits, then refer to torque tables for standard
AN type fittings.
While you are in the area, inspect all fuel hoses for any
signs of deterioration. The line(s) installed between the
servo unit and either a flow divider, pressurizing valve, or
splitters should be (in most cases) Teflon lines with a
silicone coated fire sleeve. If you do not have this type of
line installed, now is a good time to make the change.
This does three things:
1. Eliminates the shelf life associated with other types of
hoses.
2. Eliminates a possible source of fuel system
contamination from continued use of deteriorated hoses.
3. Brings you into compliance with Lycoming Service
Instruction 1274.
Table 2. Torque Values for Inlet Fittings
Fitting Torque
Model Style (Pound-Inches)
RS/RSA-5 Series Union 65-70
Elbow with nut Nut 65-70
RSA-7 Series Union 65-70
Elbow with nut Nut 90-100
RS/RSA-10 Series Union 45-70
Elbow with nut Nut 90-100

CLEANING FUEL NOZZLES
The next step in maintaining the system is cleaning the
fuel injection nozzles. Most of the fuel-system-related
engine operational symptoms (as opposed to actual
problems) are the result of dirty and/or improperly
maintained fuel nozzles. Fuel nozzles become dirty in the
same manner that a house becomes dusty. Much of the
contaminants are airborne dust and dirt, drawn in through
the air bleed hole. There are other contaminants such as
sand, salt, dirt, and other matter in the fuel that may be
fine enough to pass through the various fuel filters. With
time, some of this material sticks to the inner surface of
2 internal nozzle restrictors. The air bleed is an additional
restrictor formed by the gap between these. An increase
in indicated fuel flow at various power settings is
generally the first indication that nozzles need cleaning.
Engine operational problems due to dirty fuel nozzles will
be experienced at some later date when contamination has
reached an extreme. Fuel stains around the nozzle
indicate cleaning is necessary. During cleaning, any
unusual contaminant should be identified and its source
located and corrected.
Cleaning the nozzle assemblies is a relatively simple
process. This process IS NOT categorized as preventative
maintenance. This means the maintenance must be
performed by a person legally and technically qualified to
service the equipment. A small reminder: there are many
mechanics who have virtually no idea about how to
properly clean, inspect, and reinstall fuel nozzles.
The following steps are required to ensure the Bendix fuel
injection nozzles are properly cleaned. Most of this
information is contained in Bendix bulletin RS-77 revision
2 (or later) and Lycoming S.I. 1414.
1. Disconnect fuel lines from the nozzles using a clean
7/16" open end wrench. It is important to use CLEAN
tools to reduce the possibility of introducing external
contamination during reinstallation.
2. Install a protective cover over the threaded end of the
nozzle. Tire air valve caps work best for this purpose
and their use is especially important during annual
cleaning of the newer (1980 vintage) two-piece nozzle
assemblies where the fuel restrictor could be easily lost
without proper precautions.
NOTE
Refer to Bulletin RS-77, since it is not required to remove
the entire nozzle body except at annual inspection.
779
CAUTION
IT IS NOT NECESSARY OR RECOMMENDED THAT
SPARK PLUGS OR SPARK PLUG LEADS BE
REMOVED WHEN CLEANING NOZZLES,
ESPECIALLY NOZZLES WITH THE STEEL INSERT.
THE LAST THING YOU OR THE OWNER WOULD
WANT IS TO HAVE THE FUEL RESTRICTOR
ACCIDENTALLY DROP THROUGH AN OPEN SPARK
PLUG HOLE.
3. Use a CLEAN. 6-POINT. 1/2 IN.. DEEP WELL
SOCKET to remove nozzles. Twelve-point sockets
will only increase your vocabulary of four letter words,
make the nozzles extremely difficult to remove, and in
most cases damage the soft brass nozzle body. We do
not care about the vocabulary, but your customer may
add even more when he gets the bill for a replacement
nozzle.
4. Nozzles may be cleaned using any of the old standbys
such as M.E.K. or Acetone. Soaking overnight and the
use of an ultrasonic cleaner is required for proper
cleaning with these two solutions. Be certain to follow
manufacturer's instructions and warnings for handling
these solutions.
DESPITE WHAT WAS PUBLISHED IN ONE OR
MORE MAGAZINE ARTICLES ON THIS SUBJECT, A
NOZZLE IS NOT CLEAN AND SATISFACTORY FOR
USE WHEN THE CLEANING SOLUTION NO
LONGER CHANGES COLOR.
The best cleaning solution we have found in recent
years is HOPPES® No. 9 gun cleaning solvent
available at almost any local sporting goods store. A
20 to 30 minute soaking is all that is necessary,
following by a Stoddard solvent rinse and air dry prior
to inspection (which will be covered later).
During cleaning of the two-piece nozzle assemblies,
ensure each restrictor is kept with its respective body.
This can be accomplished by using separate containers
for each nozzle assembly. If you are only cleaning the
restrictors, then it is recommended to work with each
cylinder separately by removing, cleaning,
INSPECTING, reinstalling the restrictor and
reconnecting the fuel line using torque values listed in
RS-77 or the latter part of this article.
NOTE
If you lose a fuel restrictor, you will have to buy an entire
new nozzle body assembly. These restrictors are flow
matched to their respective bodies. So do not ask for a
replacement restrictor if you break or lose one because
you will not be allowed to purchase at any cost.
Should restrictors become mixed (normally engine
operation is not affected), the whole set of nozzles should
be sent to a repair station for rematching and flow testing.
INSPECTING NOZZLES
1. Standard inspection procedures have always dictated if
you cannot see an item clearly with the naked eye to
determine its condition, then you must obtain a suitable
device to ensure the item (in this case the fuel nozzle)
is in satisfactory condition and is suitable for continued
service.
The nozzles used with the Bendix fuel injection system
have a fuel orifice diameter of approximately 0.028
inch. The only proper method of field inspecting these
assemblies is with the use of a 10-power magnifying
glass. Figure 3 indicates the difference between the
"eyeball" method and the proper magnifying glass
approach on a supposedly clean nozzle assembly.
Both the fuel and fuel air restrictors should be "shiny
clean" with no evidence of film or particulate
contamination. Do not use lockwire, pins, or other
metal items to remove contamination since calibration
of the nozzle will be affected.
2. On older style nozzles, check the top threads (at the
fuel line connection) per figure 4 for damaged threads
and/or cracks. Damage in this area indicates the fuel
line nut has been overtorqued. This can cause a
reduction in the size of the air restrictor.
Operationally, this only affects engine idle. The fact
that the nozzle has been damaged is grounds for
replacement.
NOTE
New style and old style nozzles for normally aspirated
engines are interchangeable with one another and may be
used in any combination on an engine.
NOT ALL BENDIX NOZZLES FLOW ALIKE ANY
MORE
It used to be that all Bendix nozzles, normally aspirated
and turbocharged, were calibrated the same and could be
interchanged between cylinders of like engines. For many
applications this is still true. There are, however, nozzle
assemblies referred to as "HIGH FLOW" nozzles (only on
turbo applications) which flow at a higher rate. Standard
nozzles flow 32 pounds per hour at 12+0 psi. High flow
nozzles flow 32 Ib/hr at 8+0 psi. The inserts of these
no/./les are identified with a step machined on their
circumference. These same inserts also have a larger.
780
diameter to prevent installation into the wrong body.
Always refer to the engine manufacturer's publications
prior to ordering replacement nozzle assemblies.
NOZZLE FUEL LINES
Before installing your freshly cleaned nozzles, it is good
practice to inspect the nozzle fuel lines. Though these
lines are supplied by the engine manufacturer, their
condition is critical to the proper operation of the system.
Items to check are:
1. The inside diameter of lines used on most engines
should be 0.085-0.095 inch (reference Lycoming S.I.
1301). Mechanics have been known to substitute other
lines such as the smaller I.D. primer lines when a
replacement line was required. A smaller line on any
one cylinder can cause that cylinder to run leaner than
the others. Line length is not critical to the operation
of the Bendix system.
2. Look for signs of longitudinal twisting - a sign of
overtorqued nuts. Inspect for kinks. The minimum
bend radius for a line is 0.62 inch (ref. figure 5).
3. Nuts for cracks.
4. Ferrule braze joint and surrounding area for cracking
evidenced by fuel dye stains.
FINAL ASSEMBLY
Install your freshly cleaned nozzles using a CLEAN, 6-
POINT, deep well socket In many instances, you will
have to install the socket over the nozzle first and then
attach your extensions and torque wrench. Too many
mechanics damage nozzles by trying to force a socket and
extensions past engine baffling and over a partially
installed nozzle. This is the primary reason for loose
shrouds and screens. Torque nozzles (or nozzle bodies) to
40 inch-pounds. If your installation requires alignment of
the "A" (very few do), then increase torque from 40 inch-
pounds until the alignment is obtained. DO NOT
EXCEED 60 INCH-POUNDS OF TORQUE UNDER
ANY CIRCUMSTANCES. On nozzles installed
horizontally, the "A" should point down +30 degrees.
For those who have the new two-piece assemblies, NOW
is the time to check to ensure the fuel restrictor is properly
installed. If you are missing one, then it is time to lock
the doors and search everyone since a new nozzle will
cost approximately $80.00 (complain all you want, but we
DO NOT sell the restrictors separately because we are
unable to ensure they would be properly calibrated to your
nozzle body). On engines that have nozzles installed
horizontally, it is best to leave the shipping cap (tire valve
cap) installed until you connect the fuel line.
Connecting the fuel line is simple, so why cover that here.
You just hook it up, tighten the nut, and you are done!
WRONG!!!! Improper line connection is the source of a
lot of damage, and if you have the newer two-piece
nozzles, the cost for failing to follow procedures can be a
new set of nozzles. When installing nozzle fuel lines, it
is necessary to install the nut finger-tight (provided all
threads are clean). At this point you have two options:
dig out the trusty torque wrench plus adapters and torque
the nut 25 to 50 inch-pounds, or you can take a standard
7/16 inch open end wrench and continue to tighten the nut
from finger-tight to 1/2 to 1 FLAT, then stop. The latter
has proven to give you the 25-50 inch pound torque limit.
DO NOT EXCEED THE 50 INCH-POUND TORQUE
LIMIT AS NOZZLE DAMAGE MAY AND USUALLY
DOES OCCUR WITH RESULTING ROUGH, RICH
RUNNING AT IDLE.
Now that you have completed the fuel system
maintenance, check over your work to ensure something
was not overlooked. Pressure test the system for fuel
leaks; then you are ready for ground run, minor
adjustment of idle speed and mixture if necessary, and
return to service. Before you fly, make sure you have
made the appropriate log book entry in accordance with
AC43-12A for owners performing their own preventative
maintenance.
New Style Bypassing Type Filter
Figure 1.
The R'SA series aircraft fuel injection system is over 25
years old. There have been changes to improve overall
durability of the system. Other improvements, such as the
new style (two-piece) nozzle assemblies, were made to
ease maintenance. All the improvements and
modifications made by the manufacturer do not mean as
much to the longevity of the system as does proper routine
maintenance performed by technically and legally qualified
personnel.
For persons interested in learning more about the
operation of the Bendix RSA fuel injection systems, two
manuals are available.
1. RSA Training Manual, form 15-812.
2. Troubleshooting Techniques for the RSA System, form
15-810.
These books are available at nominal charge from:
Allied Corporation
Bendix Energy Controls Division
717 N. Bendix Drive
South Bend, IN 46620-1000
ATTN: Tech Pubs Dept.
Fuel Strainers
781
 Figure 2. Typical Inlet Fitting

Inspection with naked eye. With 10X glass (old style

Clean or dirty? (Actual nozzle or new style with
size) insert) showing contamination

Figure 3. Nozzle Inspection

DAMAGED THREADS

LA-3111A

Figure 4.
Nozzle

CRACKS
Inspection

fuel Line Showing Minimum Dimensions for Bending

Figure 5. Fuel Line. Showing a Minimum Dimensions for Bending

782
 GLASAIR FACTORY NEWS
GLASAIR INSTRUMENT PANELS factory Glasair IIS RG. They are contoured with gauges
and radios angled towards the pilot position. All
Our new pre-wired instrument panels for Glasair aircraft instrumentation and avionics are internally lit and the
panel is designed to be easy to install into your Glasair II,
are designed to help give your finished aircraft a polished,
II-S, or IE. Complete installation instructions and wiring
professional, well thought out appearance. These panels
diagrams for the panel and antennas are included. Also
will save you many of the hours it would take to design
included are antenna cable routing instructions to minimize
a panel, purchase the many components from diverse
system cross talk or RF interference problems.
suppliers, install them, and then sort out the finished
product. Most importantly, these panels will give you a
FOUR PANELS AVAILABLE
panel and radio package that will look and work as it
should. Also consider the resale value enhancement of a
Four packages are available: Basic VFR, Standard IFR,
professional instrument panel installation.
Deluxe IFR, and Premium IFR.
By the time most builders get to the panel of their Glasair
Basic VFR Panel Description
they are anxious to get into the air. We often hear that it
seems like the last 10% of the project takes 90% of the
The Basic VFR panel is for those who do not desire IFR
building time. In their hurry to get into the air many
capability and expense. It does not have an artificial
builders skimp on the panel design or execution, thinking
horizon or directional gyro. This panel includes a basic
they'll fix it up later. Often that never happens.
electronic digital Vision Microsystems EPI engine and fuel
Purchasing a complete panel will get you into the air
gauge package including tachometer indicator, manifold
faster with the panel you really want. We estimate that
pressure indicator, cylinder head temperature/exhaust gas
one of these panels will easily save you over 200 hours of
temperature indicator, volt/amp indicator, fuel
planning, shopping, and installation time. An average of
computer/fuel pressure indicator and fuel level indicator.
10-20 weeks of spare time work!
The nav/com radio used in this package is the new King
When looking at panel prices remember to include the cost
KX 125. This is a TSO'd Nav/Com system. This radio
of ALL components, and also the cost of installation.
has it's own LCD course deviation indicator, a 5 watt
King requires that the radio distributor install the radios
com, offers 760 com frequencies in 25 kHz steps, nav and
into the panel so you WILL have such a charge even if
com flip-flop frequency switching and a nav radial/bearing
you do everything else yourself. Getting a full avionics
display. It has a built-in audio amplifier and is used in
package to work properly in a glass airplane is something
our installation without a separate audio panel. Being
of a black art to most radio shops, so ask for customer
such a new product for King, delivery time will range
references if they say they've done it before, and ask those
between 12-14 weeks. Once the current backlog has been
customers how the radios actually work. If you get an
taken care of, this delivery should come down.
attractive quote for radios make sure that it is a firm
price including whatever it takes to get them operating
This panel also includes a King KT 76A Mode C
properly. We have seen quotes for panels like our
transponder with remotely mounted altitude encoder.
Premium IFR panel with installation labor at over $ 7,000,
Loran, GPS, stereo sound system, and autopilot are
and that was for radio installation only; it didn't include
available as options.
installing the Vision system, flight instruments, lighting,
switches, circuit breakers, or any help in antenna cable
Standard IFR Panel Description
routing and antenna installation, etc.
The Standard IFR panel is an entry level IFR panel
There are four standard configurations: one VFR panel
designed to include the panel equipment necessary for
and three IFR panels with varying degrees of
legal IFR operations. It includes vacuum driven artificial
sophistication. All of the panels use our future vision
horizon and directional gyro and an electric turn
instrument panel and the Vision Microsystems EPI engine
and fuel gauges like those you have probably seen in our coordinator. This panel also includes the basic Vision
factory Glasair IIS RG. These panels are of molded Microsystems EPI engine and fuel gauges as included in
fiberglass with detachable aluminum panels for mounting the Basic VFR package.
the instruments and are painted in light grey like our
The radio stack in this panel includes a King KMA 24

783
Audio Panel with marker beacon receiver, King KX 155
Nav/Com (10 watt com) with glide slope, a King KI 209
Vor/Loc/GS Indicator, and a King KR 86 ADF with built-
in indicator. Also included is a King KT 76A Mode C
transponder with remotely mounted altitude encoder.
Loran, GPS, stereo sound system, and Autopilot are
available as options.
Deluxe IFR Panel Description
The Deluxe IFR panel is a big step up from the Standard
IFR panel in features and functionality. A second
Nav/Com and the addition of a DME allow full IFR
operations. This panel includes everything listed in the
Standard IFR panel and adds the Vision Microsystems EPI
Visual and Audio Annunciator System.
As mentioned above, this panel includes all of the radios
included in the Standard IFR panel and adds a second
King KX 155 with glideslope and a King 62A digital
DME. The panel has twin KI 204 nav/glideslope
indicators. A cooling fan is also included. Loran, GPS,
stereo sound system and Autopilot are available as
options.
Premium IFR Panel Description
The Premium IFR package is very similar to the one in
our Glasair IIS RG. Our pilots are hooked on it and we're
sure you will love it too. The panel features an electrical
Century Horizontal Situation Indicator which is slaved to
a compass and makes room in the panel for a remotely
located ADF indicator. This panel includes all of the
Vision Microsystems EPI gauges included with the other
panels and the Visual and Audio annunciator system.
The avionics stack is as follows from top to bottom: King
KMA 24 Audio Panel with marker beacon receiver, King
KY 197A Com, King KNS 80 RNav with DME and
Glideslope, King KX 165 Nav/Com with glideslope and
digital vortac radial readout, Loran or GPS of your choice
(optional), and King KR 87 Digital ADF. A King KT 79
transponder is located at the bottom of the next panel to
the right of the radio stack. A King KI 206 nav and
glideslope indicator and a KI 227 ADF indicator are
located to the right of the flight instruments. A cooling
fan for the radio stack is also included. A photo of our
Glasair II-S RG instrument panel is enclosed.
Options for this panel include Loran, GPS, autopilot, and
stereo sound system.
PANEL ARRANGEMENT
Placement of flight instruments, engine instruments, radios
and controls has been standardized after extensive testing
784
in our factory aircraft.
Flight instruments are placed directly in front of the pilot.
There are (8) 3-1/8" gauges. Clockwise from the upper
left they are: airspeed indicator, artificial horizon,
altimeter, ADF head or VOR head, VOR head, vertical
speed indicator, directional gyro or HSI, and turn
coordinator. The VFR package does not have all of these
items and will have only four openings, those for airspeed
indicator, altimeter, vertical speed indicator, and turn
coordinator. The Deluxe IFR Panel has two VOR
indicators and the ADF indicator is located on the radio
itself. The IFR panels also have a vacuum gauge mounted
under the turn coordinator.
The Vision Microsystems EPI engine and fuel gauges are
arranged in 2 1/4 inch holes in three locations. To the left
of the flight instruments there is a panel with the manifold
pressure, tachometer, and oil pressure arranged vertically.
To the right of the radios is a panel with four instruments
arranged in a square pattern, from upper left clockwise
they are the fuel computer, CHT/EGT monitor, electrical
system monitor, and fuel quantity gauge. The Deluxe and
Premium IFR packages also include the Vision
annunciator light system which is mounted on a molded
panel above the flight instruments.
Radios are mounted in a stack to the right of the flight
instruments. There is additional room to the right of this
stack for additional radios, autopilot, or stereo if desired.
Circuit breakers and intercom are mounted on another
removable panel on the far right.
A console panel is not provided because of the many
custom configurations and material for construction of one
is provided in the aircraft kit. There is space for you to
locate your vernier engine controls in the upper portion of
this panel. Builders of RG models will probably locate
the hydraulic pressure gauge, boost pump switch, mag
switch and gear switch below these controls. In the FT
models there is room to mount the mag switch and boost
pump here.
ANTENNAS
ADF antennas are supplied for panels that include an ADF
and are accompanied by instructions for installation and
location, as are Loran and GPS antennas, as applicable.
DME and transponder blade antennas and instructions for
installation are also included with the IFR kits as
appropriate. Antennas for com, nav, and FM
entertainment are sold separately through the Glasair
Options Catalog and are generally installed inside the
fiberglass aircraft structure. Complete location instructions
and wire routing diagrams are included with the panel
package. Antenna installation is extremely important to 4. "Panel mounted FM, CD, or cassette deck,
proper radio operation and we have done a lot of work to manufactured by JVC.
get this right.
PANEL INSTALLATION BY
OPTIONS ARLINGTON AVIONICS ASSOCIATES, INC.

Standardization of the panels allows us to offer lower
prices. On the other hand, we know that we can't please
everyone with four panels. We will be glad to quote the
following options:
1. King Loran and II Morrow and RNAV Loran or GPS
systems.
2. Century or S-Tec autopilot system with slaving to
radios.
3. Stereo intercom system to be used with either portable
or panel mounted FM, CD or cassette stereo system.
Arlington Avionics Associates, Inc. will install these
panels in your aircraft or replace the radios or panel you
have now if you deliver your panel to their facility at the
Arlington Airport (100 yards north of Stoddard-Hamilton).
They will also sort out any problems with radios you have
installed in your aircraft now. Let us know if you are
interested and we will put you in contact with them for a
quote.
NOTE: A complete full-up display of our premium IFR
panel all powered up will be on display at our booth at
Sun 'n Fun, Arlington and Oshkosh '92. Come take a
look!

To introduce our Glasair Prewired Instrument Panels we are offering the following special prices:

STANDARD INTRODUCTORY
PRICE OFFER SAVINGS!!!

Basic VFR $10,90 $10,30 $

Standard IFR 0 0 600
Deluxe IFR 19,800 18,800 1,000
Premium IFR 32,900 31,200 1,700
45,800 43,500 2,300

To obtain this special pricing your order must be received by us before April 15,1992. Since this is the first time the panels
have been offered we expect to receive orders from people at many stages of the construction cycle. Because of this we will
have to schedule the people who are further along first. Please indicate your desired month. We will try to comply with your
desired month but reserve the right to put you in the schedule at the place that works best for us. All panels must be
scheduled for delivery prior to July 1, 1992, unless we find that demand is heavy enough to allow a later delivery date.

If you are interested in one of our panels, contact us and we will send you an information packet and order form, complete
with an 8" x 11" color photo of the Premium IFR panel. We also enclose a lot of information about the radios and options.

785
SOME BASIC AVIONICS INSTALLATION
TIPS:
Composite aircraft do not present any significant
disadvantages to avionics and antenna installation, they
merely require extra care and planning to insure a problem
free operation.
First, composite aircraft lack a natural electromagnetic
shield ("NO-METAL AIRFRAME"). Therefore, special
considerations must be taken to compensate and make the
laws of physics work for us. If you can't beat mother
nature then why not make it work for you?
There are three basic methods of dealing with
electromechanical/electrical/electronics generated NOISE
in an aircraft:
1. Eliminate the source of noise. The noise producer if
possible or at least its' intensity.
2. Shield the source or its transmission medium.
3. Filter out any remaining interferences.
Now, implementing the above principles;
a) In order to eliminate RF energy propagation problems
inside the Glasair composite aircraft, we have obtained
better results using the BELDEN 9222 50 ohm TRIAX
coaxial cable.
Our research indicates a significant reduction in
interferences using this cable over the regular RG58 cable.
b) The routing of BELDEN 9222 TRIAX is extremely
critical, especially in autopilot equipped Glasair aircraft,
due to the light electromagnetic field that dissipates inside
a composite aircraft.
Remember the physics; the aircraft structure is a dialectric
(acts as an RF frequency insulator), so keep the intensity
to a minimum and direct the unwanted energy in areas
where it won't matter or disturb anything.
c) All high current devices such as battery cables, gear
motors, pumps, etc. should be wired in such a way as not
to be in close proximity of any navigation systems and
their transmission lines (antenna cables), such as Loran-
ADF, VOR-G/S-LOC, etc.
Navigation systems such as used in aircraft depend on
signal levels of mili and micro volts and mili and micro
amps, therefore they are easily influenced. Remember the
physics again.
786
d) All transmission lines should be kept away from
computer controlled equipment. Keep every kind of
equipment as isolated as permissible. Equipment location
requirements are often dictated by C.G. considerations,
therefore, if close proximity cannot be avoided, shielding
of transmission lines may be necessary.
e) Do not route pulse cables DME transponders next to
nav equipment lines and keep the cables as short as
possible, using the manufacturer's recommended pulse
antennas. Remember the physics. I*R Loss.
In closing, every little bit of gain you get in the right
direction will improve your net operation.
Next issue:
More specific details of these critical installations will be
coming in our next newsletter. Stay in touch for more
avionics tips for your Glasair.
Till then,
Ronald Pepin
Arlington Avionics Associates
NAMAO INT'L. AIR SHOW
(To include Bob Herendeen's Glasair III Airshow)
Edmonton Municipal Airport
Edmonton, Alberta, Canada
May 16th and 17th (Victoria Day Weekend)
Namao is billing this airshow as the biggest ever in
Canada. (If it's bigger than Abbottsford, then it is truly
BIG.) They estimate 150-200,000 people according to
information sent to us by Glasair II RG builder Dieter
Fehlberg. Civilian and military airshow acts will be
featured.
Dieter Fehlberg made the decision to personally sponsor
Bob Herendeen's act for this airshow in his home town.
Stoddard-Hamilton's marketing budget didn't allow for an
airshow in Edmonton this year, but thanks to Dieter's
generosity, many Canadians will be treated to Bob's
exciting airshow act. Thanks, Dieter!
Listed below are the frequencies and numbers for services
at Edmonton Municipal Airport:
Frequencies Telephone Numbers
ARR/DEP 119.5/226.3 Customs (403) 428-3991
ATIS 121.3 Duty Managers (403)428-3991
Clearance 121.3 FSS Field Operations (403) 428-4456
119.1 Ground 121.9 FSS (403)
890-8386
Noise Abatement (403)428-3618
Refuelers 123.0 Tower (403) 495-4901
Tower 119.1/283.7 Weather (403)495-6730
VOT 114.9
Dieter reports that weather by mid
May is usually good and averages 75-80 degrees. He
welcomes any Glasair builders wishing to visit Edmonton
and attend the show. For more information, contact
Dieter at 403/456-3052.
CANADIAN/U.S. BORDER CROSSING IN
EXPERIMENTAL AIRCRAFT
Canadian Air Regulation 210(1C) covers all the particulars
of civilian flight procedures into Canada.
Thanks to the efforts of EAA, FA A and Transport Canada,
civilian flight across the CAN-AM border are much easier
than they used to be. Listed below are the procedures:
1992 CANADIAN BORDER CROSSING
A special flight authorization is required for amateur built
aircraft flying either into the United States from Canada or
into Canada from the United States. The following is the
procedure.
Canadian Pilots Flying Into the U.S. Contact Don
Perrault, ANE 180, Manager, Manufacturing Inspection
Office, 12 New England Executive Park, Burlington,
MA 01803, telephone (617) 273-7108, fax (617) 270-
2412.
United States Pilots Flying Into Canada Contact Roger
Menard, AARDF, Transport Canada, Transport
Canada Building, Place de Ville, Ottawa, Ontario,
Canada Kl A ON8, telephone (613) 952-4377, fax (613)
996-9178.
EAA Members Flying To The 1992 EAA Convention &
Fly-In
EAA members from Canada flying amateur built,
ultralight or warbird aircraft to the Oshkosh Convention,
write directly to EAA Headquarters, ATTN: Canadian
Coordinator, EAA Aviation Center, Oshkosh, WI 54903-
3086, telephone (414) 426-4800, fax (414) 426-4873. Non
EAA members flying amateur built, ultralight or warbird
aircraft to Oshkosh do not write to EAA Headquarters, our
waiver applies only to EAA members. Address your
request to Mr. Richard Porter, Manager, Federal Aviation
Administration, Milwaukee Flight Standards District
Office, 4915 S. Howell Avenue, Milwaukee, WI 53207 or
fax (414) 747-0244. For this Oshkosh event only--the
only airports of entry are Pembina, ND; Duluth, MN;
Sault Ste. Marie, MI; and Port Huron, MI.
Information required for a special flight authorization for
787
border "crossing for this category of aircraft is:
1) Aircraft make
2) Aircraft model
3) Aircraft serial number
4) Nationality and registration mark
5) Name and address of registered owner, pilot's name
and address if different
6) Purpose of flight (briefly)
7) Place departing from
8) Place arriving at
9) Routing - include fuel stops and border crossing, if
applicable
10) If aircraft is IFR equipped
11) How long authorization should remain in effect
(normally 30 days)
12) Who should authorization be made out to
13) Who should authorization be sent to
14) Name and telephone number of person to contact
15) State pilot's name and address if different from No. 5
owner above
NOTE: INSURANCE REQUIRED
Private aircraft visiting Canada has minimum liability
insurance required. You are required to show evidence of
insurance. Minimum limits are:
-$300,000 per passenger on aircraft of more than 5,000
Ibs. take off weight
-Public liability (bodily injury and property damage,
excluding passengers)
- 2,300 Ibs. or less __ $ 100,000
- 2,300 thru 5,200 Ibs ................ 500,000
- 5,000 thru 12,500 Ibs ...............1,000,000
-12,500 thru 75,000 Ibs............... 2,000,000
PERSONAL IDENTIFICATION
Crossing the Canada-U.S. border you may be advised to
obtain acceptable photo-identification or a passport. Due
to tightening of security at the border, this situation is
expected to continue for some time.
CANADIAN TOURISM INFORMATION
Two booklets published by Transport Canada may be of
interest to U.S. pilots planning to visit Canada in 1992.
Both are free from: Aeronautical Information Services.
Transport Canada, AANDHD, Ottawa, Ontario, Canada
K1A ON8. They are: TP 77 IE, Air Tourist Information
Canada, and TP 2168E, Flying the Alaska Highway in
Canada. A free list of Civil Aviation Publications, TP
3680E, is also available from the same address. If you
require a copy of the Border Crossing 1992 and Liability
Insurance requirements, please write the EAA Canadian
Council. The February 1991 issue of Sport Aviation.' page
72, lists the U.S. Airports Exempted from Mode C
Requirement and may be of interest to Canadians flying in
the United States.
U.S.-CANADA BORDER CROSSING FLIGHT
PLANS AND CUSTOMS REQUIRED
You must file either a VFR or an IFR flight plan when
crossing the border in either direction. NOTE:
Homebuilt experimental aircraft are not allowed to fly
IFR in Canada. Flights are VFR only. No VFR on
top allowed. Also put "AD CUS" in the flight plan
(advise customs). You may be fined if you do not file a
flight plan or advise customs that you are coming.
Contacts are: Canadian Customs, P.O. Box 10, Station A,
Manulife Center, 10th Floor, 55 Bloor St. W., Toronto,
Ontario, Canada M5W 1A3, telephone (416) 973-8022,
U.S. Customs, 1301 Constitution Ave. N.W., Washington,
DC 20229, telephone (202) 566-8195.
U.S. pilots flying into Canada are required to have
restricted radio-telephone licenses for themselves and
Canadian pilots flying into the United States are required
to have the Canadian equivalent. The six inch fuselage or
tail numbers and 20 inch under wing numbers on
Canadian aircraft are acceptable in the United States.
NOTE: Private aircraft crossing the border into the
United States are required to pay a processing fee of $25
per calendar year. The fee is charged U.S. citizens
returning to the U.S. as well as Canadians traveling to the
U.S. You may obtain a decal indicating that you have
paid the fee in advance. Write for Form 339 from U.S.
Customs Service, Box 198151, Atlanta, GA 30384.
Complete the form and mail with $25 in U.S. funds and
a decal will be sent to you; or have $25 U.S. cash for
your first crossing into the U.S. or Canada in 1992.
Check your Customs Office hours before you depart as
there is an overtime change to clear you outside normal
office hours.
CHARTS
U.S. charts are available from the National Oceanic and
Atmospheric Administration Distribution Branch, N/CG33,
National Ocean Service, Riverdale, MD 20737, telephone
(301) 436-6990. Canadian charts are available from the
Canadian Map Office, Dept. of Energy, Mines &
Resources, 615 Boot St., Ottawa, Ontario, Canada K1A
OE9, telephone (613) 952-7000. Approach and departure
charts are available from the same sources, ask for their
catalogs.
ALTITUDES TO FLY
The U.S. rule on VFR cruising altitudes is that, for a
788
magnetic course of zero degrees through 179 degrees, fly
any odd thousand feet MSL altitude plus 500 feet On a
magnetic course of 180 degrees through 359 degrees, fly
any even thousand feet MSL altitude plus 500 feet.
Emergency frequency is 121.5.
In Canada both VFR and IFR traffic fly the same as U.S.
rules.
TOURIST INFORMATION
For information on Canadian tourism program, contact the
Canadian Embassy (ANNEX) N.A.B. Building, Suite 200,
1771 North Street N.W., Washington, DC 20036-1985,
telephone (202) 785-1400, extension 324.
For Canadian pilots, tourism offices are located in each
individual state and you may contact EAA Headquarters
for the offices of the states you plan to visit.
CREDIT CARDS
Major U.S. credit cards such as Exxon (SOESSO), Shell,
Texaco and Gulf are useable in Canada and the United
States. The Canadian "Imperial" gallon is bigger than the
U.S. gallon.
Ed.: We called Roger Menard at Transport Canada. He
offered these last few notes:
In addition to the above list of 15 items, send or fax a
copy of your Airworthiness Certificate (Canadians call it
the "Flight Authority" with list of operating limitations.
Tell him where you are going and when.
If you fax the request, he will usually respond within a
few days. Most requests are granted a temporary 90 day
permission slip to fly into Canada.
MYSTERIOUS CHARGES TO YOUR
CREDIT CARD?
We have received a few phone calls from some of our
builders inquiring about charge(s) to their credit card
account. If you have requested an automatic renewal for
the Glasair Newsletter, you will be billed $20.00 (or
$30.00 for out of the country) to cover the 1992
subscription.
Another type of charge that you may not recall would be
for builder support. When you request a prompt response
by fax, the fax charges are billed to your credit card also.
The rates for fax charges are:
Int'l.: $5.00 up to 3 pages/$1.00 addl. pages
Domestic: $2.50 up to 3 pages/$1.00 addl. pages
GLASAIR PICNIC '92
This year's annual Glasair builder picnic will be held on
Saturday, July 11 at our facility in Arlington, WA. The
picnic will be held during the N.W. EAA Fly-In here at
Arlington, scheduled to run 5 days, July 8-12. The annual
picnic keeps getting bigger each year with more fun, so
make 1992 the year you plan to attend!
Back by popular demand, we will once again have a
fantastic salmon dinner (prepared by the authentic Indian
method over an open fire) with the same delicious menu,
which includes an appetizer, baked potato, fresh green
salad, corn on the cob, whole grain bread and strawberry
shortcake for dessert.
Rental cars are available from American International
Rent-A-Car of Everett. They will pick you up in
Arlington to get the car and, afterwards, you can leave the
car at Stoddard-Hamilton and they will pick it up here.
Their phone number is (206) 259-5058.
For accommodations we are suggesting four hotels which
are all within a 10 mile radius of the airport. The first
two hotels are priced between $30 and $50, depending on
the number of people and beds. They are the Smokey
Point Motor Inn (2 miles), 206/659-8561 and the
Arlington Motor Inn (4 miles), 206/652-9595. The hotels
are nothing fancy but very comfortable and within walking
distance to restaurants. The Tulalip Inn Best Western,
206/659-4488 and Village Motor Inn, 206/659-0005 (both
8 miles) are newer, fancier, and run between $46-$55.
(Mention Stoddard-Hamilton and ask for the corporate rate
and you may save a few dollars.) We strongly suggest
you call these hotels as soon as possible to make your
reservations. They do require a deposit of some kind and
report they are already starting to receive reservations for
the fly-in weekend.
As our fly-in has been growing, we have noticed that there
are two different groups that attend. The first group is
those that come in Saturday and just take part in the
salmon dinner. The second group comes in by Friday and
spends at least two days if not three. This year we have
opted to cater to both groups. The price for the first
group, consisting of those people here just for the salmon
barbecue, will be $20.00, which includes a t-shirt. The
price for the second group will be $25.00, which includes
the above mentioned items plus a Friday night barbecue,
donuts, cookies, pop, etc. When making your
reservations, please specify banquet only or weekend
package. Plan to come early and enjoy the Northwest
summer weather. See you soon!
790
OSHKOSH '92 BUILDERS' BANQUET
Date: Monday, August 3, 1992
Location: Pioneer Inn
Cost: $16.00 per person
Cocktails/Socializing: 6:30 p.m.
Dinner: 7:30 p.m.
Prepayment and registration are required either through the
Stoddard-Hamilton factory before July 24th or at the
Glasair tent through Sunday, August 2nd.
EAA EAST COAST FLY-IN CORP.
"FALL FESTIVAL OF FLIGHT"
September 26 and 27, 1992 - New Castle County Airport,
Wilmington, Delaware. The EAA East Coast Fall Festival
of Flight. "Milestones in Aviation" theme. Expect 800
aircraft. Award-judging Saturday and Sunday. Forums,
parade of flight, fly-bys, exhibits, vendors, aviation
celebrities, pancake breakfast, fast foods, Saturday dinner.
Mode C waiver and no-radio procedure.
For info packet contact EAA East Coast Fly-In Corp.,
2002 Elnora St., Wheaton, MD 20902-2706. Phone
301/942-3309
For more detailed press release, photos or feature story
information, please contact Hugh Horning, 1703 N. Scott
Street, Wilmington, DE 19806.
WAUSAU, WISCONSIN FLY-IN
I am writing this letter to invite all composite aircraft
owners/builders who live in the Wisconsin, Northern
Illinois and Minnesota areas to come to our fly-in on June
28th, 1992. After working with the fly-in committee for
the last few years, I have gone out on my own in
requesting a "composite only" area for our show. We
have a few brave souls who come here every year, but
mostly it has been limited to local low and slow types and
factory built. I guess what I am proposing is a meeting of
the composite aircraft here in Wausau well before the big
one in Oshkosh. If you are a manufacturer of components
or materials please let me know if you have some flyers
available (or catalogs) so we can show them and hand
them out at the show to qualified pilots and builders.
Also, we can show any videotapes (VHS) that advertises
your aircraft or services if you send them to the address
above by the beginning of June. For you pilots out there
Wausau is NOT CWA!! We have no tower, new runways
(5200 and 3375 hard surface), and auto fuel is available.
I would appreciate it if you could pass this notice on to
your respective newsletter editors to be included with their
publications, and post at your local FBO the next time you
visit. I appreciate your help, and please do not hesitate to
call me at 715/842-4961 or write to me at the address
below. Thank you all for listening, and hope we can get
some type of association together here and have fun at the
same time! By the way, if you have a computer and the
Prodigy service I can be reached at MWJJ63A.
Sincerely,
Thomas LaPointe, Owner
Net Mailorder
1106 Gallon
Wausau, WI 54401
HUNTINGTON LIFT RESERVE
INDICATOR TEST REPORT
As mentioned in the last issue of Glasair News, page 772,
Glasair III owner Phil Reed and Frank Miller of
NorthernAir followed through with their intentions to
install and flight test the Huntington LRI for Mike Jones
(also building a Glasair III).
Here are their general notes and comments.
A small amount of testing was accomplished to obtain
some general results. Time limitations did not allow for
thorough testing to obtain a more accurate evaluation.
Weight change or temperature variation effects were not
tested. The aircraft was flown at the following weights
and configuration:
Tests: SH-3R N2XZ at 2212
Ibs. 52 Degrees, Wind Calm
Plain Flaps, Electric Actuation
Landing Configuration Full Flaps Final
approach reference - 97 knots.
No Haps Final approach reference - 107
knots.
NOTE: Shallow approaches with power seem to give the
same results as steep approaches without power.
Best glide seems to be at final approach reference: 107
knots, 1000 fpm, A/C clean, prop low RPM.
During initial flight tests they experienced difficulty
adjusting for a mush-no-mush per the installation
instructions. Much better results were obtained using
approaches with the flare as a reference. Both Frank and
Phil cautioned that the process of calibration of the LRI
791
not b*e attempted during initial flight testing by
inexperienced Glasair HI owners. Due to the sensitivity
of its adjustments, it could do more harm than good to
someone not familiar with the Glasair's flying qualities.
It should be set up and tested by someone with experience
and a feel for the particular handling qualities of the
Glasair HI.
An initial adjustment of 40.4 degrees off the firewall
joggle was a good place to start adjustments from.
Advantages:
1. Good primary approach indicator (as long as the
airspeed indicator collaborates. No one indicator
should be blindly trusted!)
2. Allows for varying landing configurations.
3. Could indicate best glide for engine out conditions.
Concerns:
1. Potential for sensor to be altered with just one fastener.
2. The LRI indicator needle seems to be most sensitive in
the approach configuration and chasing the needle
could promote an accident. (Pilot awareness)
Recommended Improvements:
1. Supplied sensor attach plate (poor quality). Could be
better.
2. Recommended upgrading the tubing and fittings to
standard plastic pilot static fittings and lines.
3. Indicator markings need big bold lines for final
approach reference and flare minimum.
4. A 2-1/4" gauge would work better for the Glasair
canted panel installation, not much room for the 3-
1/8".
5. Indicator must be in front of the pilot
Other Comments
The LRI is very valuable and most useful on approaches.
It is very consistent and would be useful as a wind-shear
indicator. It is useful as a complementary device in
addition to the airspeed indicator.
Pilots can use it as a tool to alert them to potential
problems. It is instantaneous in reaction; however using
it as a primary indicator could get pilots into trouble if
they attempt to chase the needle. Pilot induced pitch
oscillation caused by chasing the needle could be
disastrous.
The LRI compensates for flap versus no-flap configuration
nicely and is useful for maintaining the "reserve lift"
margin under varying conditions such as this.
Proper installation is important The final analysis was
summed up in one question we put to Frank Miller of
NorthernAir, Inc.: Would you use one on your1 own
plane? "Yes" was the answer. "When flying a high-
performance plane like the Glasair, it provides one more
important tool to alert the pilot to a potentially imminent
problem in managing the speed and angle of the aircraft."
As a final thought, Frank added that although the LRI (or
an angle of attack indicator) is an important instrument, it
is by no means a substitute for proper pilot training, and
experience with high-performance flying characteristics.
AVIATION TRADITIONS
Consider yourself lucky to have had the tail cut off of
your favorite shirt after completion of your first solo. We
recently learned that in the country of Guatemala in
Central America, they pour dirty crankcase oil over the
initiate's head rather than cutting off their shirt. After
completion and first flight of a composite kitplane it might
be more appropriate to use resin rather than crankcase oil.
Which could be worse?
G-III BRAKES: RETROFIT KIT NOW
AVAILABLE
We have been working with Parker Hannifin Corporation
on improving the brake effectiveness of the Glasair in by
a simple retrofit to different materials. As a result, they
have created a new retrofit kit for existing wheel and
brake assemblies already delivered.
The new 30-164 offers a 51% increase in energy
absorption capability when compared to the 30-133 brake
assembly. The metallic lining used on the 30-164 is
fabricated to handle higher braking energies without fade
and will also offer increased service life.
This kit converts one aircraft currently equipped with
Cleveland wheels and brakes, P/N 40-151/30-133, to new
metallic lining wheel and brakes, P/N 40-151/30-164.
Please contact our order desk to order P/N: 903-0199-
196, Price: $110.00. Allow 8-10 weeks upon receipt of
your order.
AIRSPEED INDICATORS
It is amazing how many combinations are possible when it comes to True Airspeed Indicators! In our 1991/1992 catalog we
listed eleven different variations and soon discovered that we have three more. We thought that this would be a good time
to update you on all of these units (including the three that were just added!).
792
G-II BRAKES: RETROFIT KIT
We have also been working with Parker Hannifin to
develop a new upgrade of the G-II 199-10200 wheel and
brake assemblies to improve their braking ability. The
latest word is that they have now identified the new pad
material, but are waiting on FAA approval to release the
new brake assembly.
We expect the additional delay to be about another 30 to
60 days.
NOTE: As mentioned in the last newsletter, the old
retrofit brake assemblies, 199-93, are no longer available
due to hazardous material use in the linings.
CENTURY AUTOPILOTS
Enclosed in this newsletter you will find an updated price
list for our 1991/1992 Options Catalog. It is interesting to
note that while pricing went up on many items, all of the
Century products have reduced! Couple this with the
work our research and development department has done
in the area of RF interference in relation to Century
autopilots, makes these systems an excellent value.
SENSENICH FIXED PITCH METAL
PROPELLER
Over the last two years we have been working with
Sensenich Propeller Company on a fixed pitch metal
propeller for Glasairs using 160 hp powerplants. Finally,
after extensive testing and retesting, Sensenich will be
introducing this propeller at the 1992 Sun 'n Fun show.
The Glasair version will be 70" long and its flight
performance characteristics are slightly better than the
Pacesetter wood propeller, model 68-71-20. Its main
advantages however are in longevity and smoothness. We
will begin taking orders for this propeller mid April.
Please allow 8-10 weeks for the Sensenich factory to ship
direct to you. Price includes mounting bolts. The spinner
mounting kit will be extra and at the time of this writing
not yet determined. Please call our customer service
department on this.
Part number: 681-7077-101 Price: $1,500.00
Part Number Description Price

121-0103-001 I Knots/MPH Nonlighted $280.00

121-0103-002 I Knots/Nonlighted 280.00
121-0103-101 I Knots/MPH Reg Flaps 345.00
121-0103-102 I Knots Reg Flaps 345.00
121-0103-103 II/IIS Knots/MPH Reg Flaps 345.00
121-0103-104 I/II Knots/MPH Slotted Haps 295.00
121-0103-105 II/IIS Knots Reg Haps 345.00
121-0103-106 I/II/IIS Knots Slotted Haps 345.00
223-0103-001 III Knots/MPH Nonlighted 280.00
123-0103-002 III Knots Nonlighted 280.00
123-0103-101 III Knots/MPH Reg Flaps 345.00
123-0103-102 III Knots Reg Haps 345.00
123-0103-103 III Knots/MPH Slotted Flaps 295.00
123-0103-104 III Knots Slotted Flaps 345.00

NOTE:

1) The "nonlighted units are being discontinued and are limited to the stock on hand.

2) Pricing for the "Knots/MPH Slotted Haps" lighted indicators are lower than the other lighted units because they are ordered
from the factory in this configuration. All the other variations require a dial change that is performed as a separate step by
a local avionics house. This will add about two weeks to your delivery time as well so please plan accordingly.

3) The "Glasair" logo is attractively screened onto all the dials. This attribute was omitted from our catalog description.

LOW PASSES CAN BE COSTLY
The following article was clipped from our local paper.
$500,000 won in suit over spooked horses.
PORTLAND - The federal government has agreed to pay
a Prineville couple $500,000 to settle a lawsuit over
injuries suffered when two low-flying fighter jets spooked
the couple's horses.
Cole Still, 71, and Charlotte Still, 65, were hurt in July
1988 as they rode horses with a friend in the Mount
Jefferson Wilderness. The Stills were thrown from their
mounts when a pair of Oregon Air National Guard F-4C
jet fighters made a low pass over the Pacific Crest Trail,
creating a sonic boom.
Cole Still suffered a skull fracture. Charlotte Still suffered
broken ribs, a lower back fracture, a broken collar bone
and head injuries. Both were knocked unconscious. A
riding companion, Robert Hatherill, rode 12 miles for
help.
$200,000 and Hatherill received $40,000, attorney Jan
Baische said Tuesday. A trial in the lawsuit had been set
to begin today in Portland before U.S. District Judge
Malcolm March.
The Stills alleged the jets violated Federal Aviation
Administration rules and said the pilots flew carelessly and
recklessly.
A military investigation concluded that the fighter pilots
used poor judgment, but did not violate FAA rules. The
FAA found the jets had violated rules but the agency lacks
jurisdiction over military pilots.
Military officials refused to release the names of the
pilots.
"We're just pleased to have the matter completed at this
point," said Oregon Air National Guard spokesman Lt.
Mike Allegre.

Charlotte Still received $300,000, Cole Still received

793
GLASAIR III INSURABILITY - AVEMCO
The Avemco Insurance Company has made it official;
they will offer insurance to owners of high-performance
kitplanes. We thank Avemco for their commitment to the
kitplane industry, especially in this higher-risk high
performance category. High-performance kitplanes (in
regard to insurance classification) are defined as follows:
1. Cruise speed (75% power) in excess of 200 KIAS.
2. Stall speed (Vso) greater than 61 knots or wing
loading greater than 25 pounds per square foot.
3. Service ceiling over 25,000 feet.
An aircraft possessing any one of these may be classified
as high performance; however, if an aircraft has only
items 2 or 3, they may classify it as non-high performance
until the accident rate indicates a different story.
The Glasair III, Lancair IV, Questair Venture, Cirrus VK-
30, SX-300, etc., are examples of aircraft which fall into
the high-performance classification.
Glasair I, II, II-S, Lancair 235, 320, RV-3, 4, 6 and most
other homebuilts are not considered high-performance
unless the accident rate for a particular type indicates a
future re-classification.
Avemco has two qualifications for its high performance
category. One applies to the quality of the plane, the
other to the proficiency and skills of the pilot.
The Plane: One Glasair III hull loss was attributed to
non-repairability due to poor workmanship. Avemco
simply wants to know that the aircraft it insures (high
performance are usually the more expensive ones) are
meeting a certain level of quality and they will be
repairable if damaged.
We've worked together with a company called Loss
Management Services to devise an inspection checklist
which will determine a quality point relating score for
Glasair Ill's. We recently held a two-day course at
Stoddard-Hamilton's facilities to familiarize three Glasair
builder assist and repair firms with the checklist.
The following firms are the only ones recognized by Loss
Management Services, Inc. as being accepted to perform
the quality inspections to qualify for Avemco Insurance:
Northern Air, Inc. 18650
59th Drive, N.E. Building 2
Arlington, WA 98223
(206) 435-8066 Frank
Miller
794
Southern Kitcraft 1028
Opelika Road Auburn,
AL 36830 (205) 821-
9944 Art Bond
Phoenix Composite Technology
5035 E. Roadrunner Drive
Mesa, AZ 85205 (602) 345-
9121 Dace Kirk
These companies are located strategically throughout the
U.S. to facilitate an inspection in your general area (unless
you live in the N.E.). Information concerning price and
scheduling of an appointment for inspection may be
obtained by contacting one or more of the above.
The Pilot: Pilot training by an established flight
training school in the type aircraft with recurrency training
is also a requirement of Avemco's high performance
insurance program. We are in the final stages of detailing
the flight training program with Professional Instrument
Courses, Inc. (P.I.C.). It's a "we" program because P.I.C.
provides the instructors and course syllabus, Stoddard-
Hamilton provides the aircraft
We initially plan to have two training sessions in 1992 -
one in the spring and the fall. The spring session will be
held in Phoenix, AZ from May 15th to (length to be
determined by number of applicants). Phoenix was
selected because of its best assurance of VFR weather and
based on having a facility at the site (Phoenix Composites)
familiar with the Glasair III and qualified to fix any
problems which might otherwise ground the aircraft.
Initial type training will be conducted in the factory
Glasair HI N540RG and will consist of a two-day program
to include study, ground school, homework, and 10 hours
of flight time. Recurrency training will be in the
customer's aircraft at our chosen sites or at the customer's
home base. (P.I.C. specializes in personalizing and
customizing its training to the customer in his/her aircraft.)
Recurrency training will be required at an annual
frequency or biennial frequency depending upon pilot
experience and how often they operate the aircraft
(currency). Recurrency requirements may be made by
Avemco on a per-customer basis.
Initial Training: Cost of the initial type training is
$2250 for the two-day VFR program or $3125 for the
three-day IFR program. This price covers the instructor,
course materials and aircraft costs. It does not include
transportation, meals or lodging.
Training slots will be assigned sequentially as they are
sold. A deposit of $500 will be taken to secure a position acceptable for Glasair I, II and II-S operators, a more
on the schedule. Payment in full for the course must be thorough and professional approach is necessary to prepare
made no later than one month before the scheduled operators of Glasair Ill's.
training date. All payments will be non-refundable unless
the customer finds someone else to fill the slot. Avemco Rate Sampling: We asked Avemco to
provide us with a couple of examples of insurance rates
No training program will be conducted unless there are at for a Glasair III. Rates may vary due to aircraft hull
least 5 students scheduled. It would not be practical to value, pilot experience, deductibles, etc. Here are a
bring in either the aircraft or the instructor. couple of examples from Avemco.
As P.I.C. and Stoddard-Hamilton want to optimize the LOW TIME PILOT QUALIFICATIONS
time spent on type training, some minimum prerequisites 1150 TOTAL TIME, 250 R/G, COMPLETION OF
are necessary in determining if the individual is qualified PJ.C. TRAINING SCHOOL
to operate a high performance aircraft. Please recognize
that these criteria will also help improve your chances of LIABILITY LIMIT:
passing the course. Minimum prerequisites for training $100,000 each person $ 590
have been proposed at 150 hours total time and 50 hours $1,000,000 property damage
complex aircraft or 10 hours recent complex aircraft time. $1,000,000 each accident

NOTE: P.I.C. will be directly mailing the details of this $100,000 All risk hull coverage $3116
program to all Glasair III owners by the end of March. $130,000 All risk hull coverage $3762
You should be receiving it at any time if you haven't
already received it prior to this newsletter. Deductibles: $ 500 not-in-motion
5,000 in-motion
Be objective when considering training. Stand
back and look at the big picture: your health and safety The hull rates assume that the aircraft will be hangared.
in operating the Glasair is the main objective. We've
worked to make the cost reasonable so it wouldn't be a
disincentive. Decide first that the training will be a HIGH TIME PILOT QUALIFICATIONS
benefit to you and making the decision to commit the time 4500 TOTAL TIME, 500 R/G, COMPLETION OF
and money will be easier. PJ.C. TRAINING SCHOOL

Avemco's minimum requirements for insurance are LIABILITY LIMIT:

different than P.I.C.'s requirements for initial training.
However, if you think that you want to be insured with
Avemco, be sure to contact them and let them know your
needs. Avemco may consider each pilot on an individual
basis and with experience under the program, their
requirements may change.
We applaud Avemco, Loss Management Services,
Professional Instrument Courses, Inc., S.A.M.A. and the
efforts of individuals who have helped make it possible to
salvage high-performance kitplane insurance. The
alternative was no insurance or upward soaring rates
which would jeopardize this category of kitbuilt aircraft.
Thank you in advance for your consideration of this
professional approach to flight training. The improvement
of the safety record for Glasair Ill's will indirectly benefit
all Glasair III customers and, we're convinced, will very
directly benefit those who participate.
NOTE: Due to the effort which has gone into the set-up
of this training offering, Stoddard-Hamilton will
discontinue factory familiarization for Glasair HI
customers. We feel that while familiarization may be
$100,000 each person $ 525
$1,000,000 property damage
$1,000,000 each accident
$100,000 All risk hull coverage $2575
$ 130,000 All risk hull coverage $3107
Deductibles: $ 500 not-in-motion
5,000 in-motion
The hull rates assume that the aircraft will be hangared.
For more information call Avemco at (800) 874-9125.
A parting thought on aircraft insurance. We occasionally
learn of aircraft which are purchased and insured through
an initial insurance binder. We've heard complaints from
aircraft owners who suffered an unfortunate accident
shortly after obtaining the binder without thoroughly
reading the policy; there are sometimes bitter
disappointments because the pilot wasn't qualified or there
was a misunderstanding between the agent and insurance
purchaser. Here are some helpful hints:

795
WHAT TO LOOK FOR ON AN INSURANCE BINDER
LIMITS OF LIABILITY
Are the limits of liability what you selected when talking
to the agent? Are the limits adequate for your needs?
HULL COVERAGE
Is the amount of hull coverage shown on the binder what
you agreed to with the agent? Is the insured value based
on an agreed amount or actual cash value basis? Are the
deductibles what you agreed to?
TRAINING REQUIREMENTS/APPROVED PILOTS
If training requirements were discussed with the agent
when you bound coverage are they shown on the binder?
Are any requirements shown that were not discussed with
the agent? Ask who is approved to operate the aircraft in
flight.
PREMIUMS
Do the premiums match what the agent gave you over the
phone?
Ask the agent about exclusions in the policy and that
would affect your particular type of aircraft prior to
binding coverage. Ask about any other applicable
endorsements that restrict or alter coverage.
The best protection is to write the information down while
talking with the agent on the phone.
HARTZELL PROPELLERS
FAA Airworthiness Directive (AD) 77-12-06
Compliance
NOTE: The FAA has determined that the previous AD
compliance can be relaxed for new Hartzell propellers.
The FAA is currently reviewing AD 77-12-06 for reduced
applicability.
AD 77-12-06 requires repetitive inspections in accordance
with overhaul intervals specified in Hartzell Service Letter
6IB, or later FAA approved revision. This latest revision
to Service Letter 61 (61R dated February 28,1992) hereby
changes the repetitive compliance for AD 77-12-06 to
ELIMINATE the repetitive 60 calendar month interval and
REVISE the time-in-service interval to 12,000 hours.
Service Letter 61R has been coordinated with and is
approved by the Manager, FAA, Chicago Aircraft
Certification Office, 2300 E. Devon Avenue, Des Plaines,
Illinois 66018 and this section is also FAA approved as
796
the revised compliance interval for AD 77-12-06.
CUSTOMER SUPPORT THOUGHTS
We understand that it can be difficult at times to get
through on the customer support dedicated line. There are
peak times such as Mondays and late afternoons which are
the busiest. If you call at other times, you'll experience
less competition getting through.
Simply adding more personnel and phone lines isn't the
answer as some have suggested. We need to keep our
costs in line with our kit revenues, and in maintaining a
balance with all the services and costs we incur, we have
to keep customer telephone support to a specified
reasonable level.
Our customer base continues to grow with over 1200 kits
delivered to date. Customer support continues to be an
ever-increasing demand because it is reduced but doesn't
end with flying Glasairs.
When comparing the level of customer support services
we offer as compared to other kit companies, we feel
confident that we offer a superior program. (Magazines
have conducted interviews with customers of various
homebuilts and judged that, based on customer sentiment,
Stoddard-Hamilton is one of the leaders in this area.)
Our sales have averaged 80-100 Glasair kits per year for
over 11 years now. While the revenue has remained fairly
constant, the growing total number of Glasair kits in
process or complete puts a growing strain on the customer
support department.
A reasonable suggestion we have offered in the past and
put forth once again is for builders to support one another
building like-model Glasairs. If you are constructing a
Glasair II-S RG, get to know at least three or four others
who are also constructing your model. When you have a
question try us first, if we are busy, try another builder
who may be ahead or near your point of assembly.
Sometimes it may be a simple confirmation or
interpretation of assembly instruction. You want to
proceed and not waste time, but would like to know you
are on the right track.
Some homebuilt kit aircraft companies have done an
excellent job of promoting customer self-help groups
throughout the U.S. We are more than willing to help
promote the same organization amongst Glasair customers.
Call us for the names of other Glasair builders in your
state or geographic area. We are pleased to offer a solid
program of competent factory technical support
complemented by promoting and assisting customer-to-
customer cooperation.
COMPOSITE CONSTRUCTION CLASS
The 1992 workshop will revolve around a Glasair II-S FT
that will be fitted with a long range fuel system. The
class activities will be useful to anyone contemplating
building any type of composite aircraft or anyone seeking
an interesting aviation related experience. It is also a
great time of fellowship as the class participants study and
work on the aircraft. The class includes a few socials and
field trips.
The class will run June 8 through July 3, 1992. Tuition:
$400, Lab fee: $100. For details please contact Dr. John
Riley, Professor at 515/432-6319 or John Vandello,
Coordinator at 800/726-2585, ext. 183 (see page 822).
NEW DERAKANE 470 RESIN
Now that both the R&D department of Stoddard-Hamilton
and the customers have had a chance to use the new resin
on their kits, some builder questions have arisen.
1. COLOR OF RESIN
The new 470-2000 resin has a more golden color (even
after promotion) than the earlier resins. The new resin
does have a green tinge when it is in the "green cure"
condition as does the earlier resin.
2. PROMOTION OF NEW RESIN
We have found it works best to promote the new resin in
smaller quantities. We have found that the promoted resin
has a tendency to "eat" the CoNap promoter over a period
of time causing a lengthening of "gel" times. We
recommend that the resin be promoted in quantities that
can be used in approximately 30 days to make sure the
resin will act and cure in the manner expected.
3. LONGER GEL TIMES OF NEW RESIN
Some builders have reported that the longer gel times
experienced with the new resin have caused problems
maintaining the same building schedule as with previous
resin. If the builder does find that the "gel" time of the
new promoted resin is too long for the work being done,
a number of steps are possible to decrease gel time.
a. Gel time can be sped up by increasing the MEKP to
a maximum of 4 percent.
b. If this still does not gel fast enough, the user should
try to increase the CoNap and DMA 10 percent above
original promotion ratio. Try a sample of this high
promoted resin first with the 1 and 2 percent MEKP
catalyst to check "gel" times. The catalyst ratio can, if
desired, be increased to a maximum of 4 percent.
4. NEW RESIN VISCOSITY
Styrene is the thinning agent used with the vinylester
resins. The new resin seems to lose some of its thinning
styrene easier than the old resin. New style resin exposed
797
to air or in mixing tubs in a breezy environment are
particularly subject to styrene loss and subsequent
thickening. Saturating the cloth is more difficult with
thicker resin. To keep the resin as thin as possible, store
it in a tightly sealed container and, when in use, cover the
pot to minimize styrene loss.
GLASAIR CANOPIES/ULTRAVIOLET
RADIATION
by Glen L. Breitsprecher, President
Gee Bee Canopies, Inc. EAA #35503
The March issue of Sport Aviation expressed concern over
exposure to ultraviolet while flying under plexiglass
canopies. I hope I can put these fears to rest.
I can only speak for myself, but for twenty-five years I
have been forming canopies and windshields from high-
quality cell-cast acrylic sheet. This thermoformable
acrylic has many unique features, one of which is that it
absorbs ultraviolet rays (UVA). Published physical
property data for commercial grade cell-cast acrylic sheet
states a 0% transmittance value for UV. This is for clear
material.
Tinted acrylic adds other benefits; namely, solar heat,
haze, and glare control. The solar gray tint no. 2515 is by
far the most popular tint we use. It is the standard tint for
all the Glasairs, RV-3, RV-4, and RV-6 kits we produce,
and for about 90% of all other canopies and windshields
also. 2515 cuts the solar heat by more than 30%. It also
cuts glare, and in hazy conditions it helps define clouds
and other objects better.
For those in the hotter climes where 38% just doesn't cut
it, there are tinted films available-check with your local
automotive glass tinter or if space permits, obtain a piece
of dark acrylic-say tint no. 2064 or 2074~in .060
thickness and stick it overhead with those small clear
suction cups.
Not all acrylic is UVA, however. Tanning salons use
ultraviolet transmitting (UVT) acrylic in tanning beds. So,
if you see some guy flying a tanning bed around out there
he is the only one in real trouble.
NUT TIGHTENING TORQUE VALUES
Most kitplane assemblers are likely overtorquing 3/16" and
1/4" nuts if installed "by feel" without a torque wrench.
The smaller the nut and bolt, the easier to over tighten by
hand (especially you Arnold Swartzenegger Terminator
Weight Lifter types). Kidding aside, it is very easy for
anyone to overtorque these size nuts especially the
AN310-32 variety.
Now that you've been tipped off, it will probably
influence your results, but try the following test anyway:
Take a couple of AN3 bolts and AN365-1032A nuts and
hand tighten with a socket and ratchet to your normal feel.
To check your torque, take a small torque wrench which
measures inch-pounds and start on a low setting of 15
inch-pounds and raise it in increments of 5 inch-points
until you find the torque value (when the nut will turn).
If you've been uninfluenced by the first sentence of this
discussion, you may be overtorquing AN364 (or 365)-
1032A nuts by a factor of two or more times as high as
they should be. Here are the proper torque values as
listed within FAA Advisory Circular 43.13 Aircraft
Inspection and Repair:
Values are listed for both tension nuts (thick) and shear
nuts (thin). As one example of locating torque values,
let's examine the combination of a 3/16" AN3 bolt with
an AN364-1032 nut. The bolt is located in the left
column (AN3 thru AN20) and the nut is located in the
second column from the left under nuts. Following the
column down under the AN364 nut, the torque value for
a 10-32 fine thread bolt with 364 nut is 12 inch-lb
minimum and 15 inch-lb maximum.
NOTE: Torque values for lubed nuts or bolts are 5-10
inch Ib lower. New hardware (unless exposed to
lubricants) is considered dry and bolts in service
(especially in engine compartment) would be considered
lubricated.
With some simple, limited bench torque tests, we found
that AN365-1031A nuts snapped or stripped at 70-100
inch Ibs; however, the yield point is likely much lower
than the point at which you physically feel the nut strip or
bolt shear off.
If you can't develop a consistent feel for hand tightening
small hardware, you would be well advised to invest in a
small torque wrench. If you do choose to hand tighten,
use only a 1/4 inch drive ratchet with a short handle.
Practice the feel until you can demonstrate consistency and
accuracy.
THE FOLLOWING ARTICLES WERE REPRINTED
FROM THE LYCOMING FLYER.
SPECTROMETRIC OIL ANALYSIS
Much is heard these days about spectrometric oil analysis;
however, little is understood about the subject by the vast
majority of the general aviation public. We will attempt
here to set forth our position on the subject and to point
out the advantages and disadvantages of the service.
Oil analysis is not new to military and commercial airline
operation, but it came to general aviation later. The object
is to examine oil samples from an engine, and break down
the sample in parts per million in order to determine the
internal health of the engine. This is based on the fact
that all lubricated engine parts wear and deposit a certain
amount of metallic particles in the oil. The number of
particles per million of each metal determines the wear
pattern for the particular engine being analyzed. It is of
the utmost importance to understand that the results of the
analysis is only pertinent to THE ENGINE BEING
ANALYZED, although accumulation of data on any
specific engine series is a basis for establishing standards
for that series of engine. The fact that is important is a
sharp rise of the amount of a particular metal in the oil.
799
It is imperative then to build a case history of each engine,
wherein a sharp rise in any one metal will indicate
abnormal engine wear. The analysis can also tell you
whether the oil contains other liquid contaminants such as
gasoline or water. Gasoline contamination of the oil can
result from blow-by from the combustion chamber caused
by poor combustion, bad timing, improper fuel mixture,
worn rings, and the like. Water contamination is usually
restricted to condensed vapor, but this vapor combines
with the fuel combustion products to form harmful metal-
attacking acids. Water also helps to form sludge, which
is death to a filter. Based on this contamination in the oil,
the analysis will be able to pinpoint improper mixture,
poor maintenance, etc.
There are five basic types of solid contamination in
airplane engines-carbon, gums, tars, sand (dirt), and metal.
Carbon contamination is a product of incomplete
combustion, high-speed operation, high load, or high
temperature. Gum in the crankcase is usually a direct
result of raw fuel washing the cylinder walls and getting
into the oil, caused by infrequent and sporadic operation
of the engine, improper mixture, and bad rings. Tar is
created when the oil itself starts to decompose, and high
engine temperature is the prime cause. Sand or dirt is
perhaps the most common contaminant in aircraft engines
and can get into the engine much easier than might be
expected.
The oil is analyzed on an emission-type direct-reading
spectrometer. When the machine operator pushes a
button, an electrical spark passes through the specimen to
be analyzed. This spark vaporizes a sample of all the
elements present and causes their atoms and ions in the
spark column to emit light of wavelengths characteristic to
iron. If the specimen also contains nickel, chromium, or
other elements, the emitted light will then include these
wavelengths also. All this information is instantly
recorded. The machine, or instrument measures 16 key
elements present in normal aviation lubricating oil, thus
immediately indicating excessive traces of any one
element or combination of elements.
Textron Lycoming Service Letter No. L171, entitled
"General Aspects of Spectrometric Oil Analysis", provides
a guide for the use of oil analysis in measuring engine
health. The information is in general terms since the
health of each engine must be determined on its own
merits.
Differences in manufacturing processes may cause a
variation in analysis results for different engine models.
The amount of tin plating, copper plating, nitrating, etc.,
performed during manufacture has a definite relationship
to the oil analysis reports. It is not uncommon, for
example, to see what seems to be high copper content
early in the life of an engine, only to have this content
continually decrease as the engine accumulates time and
then disappear altogether. Poor air filter maintenance,
running the aircraft on the ground with carburetor/alternate
air on and holes in the air intake system are all factors
which will allow an engine to ingest dirt and foreign
matter. The result of this will show up as high iron
(cylinder barrels) and chrome (piston rings) content at the
next oil analysis. Neither time nor space permits us here
to list all of the variables involved (indeed we do not
profess to know them all) but it should be obvious to
everyone that a history of each engine is the only criteria
by which its health can be determined. Remember that
several samples must be taken to determine the
characteristics of an engine, and also remember that the
first few samples on factory fresh engines will read high
as new parts are wearing in and conforming to each other.
These traces show up in parts per million on the
spectrograph long before detrimental flaking or scoring
takes place and almost always before any outward
indication of trouble. Such an example is illustrated by a
curve showing a plot of parts/million of silicone, copper,
aluminum, iron, etc., as obtained on a Lycoming IO-540-
D4A5 installation in a Piper Comanche airplane operating
at a flying school. At 270 and 300 hours, the dirt ingested
by the engine (as shown by parts/million of silicon)
increased rapidly beyond its normal level of 10, resulting
in increased wear to the piston rings and cylinders. This
is clearly shown by the sharp rise in the chrome and iron
content. Corrective action by the operator (filter change
and better fit) quickly resulted in normal iron levels with
resultant good health to the engine. If long TBO's are to
be achieved, it is MOST IMPORTANT that clean air be
provided to the engines.
Basically, that is the oil analysis story. It is a good tool
IF PROPERLY USED. Like any other tool, it is only one
of many things that must be used to determine engine
health.
MINIMIZING THE SPARK PLUG
FOULING PROBLEM
Perhaps it's too cliché to say that using proper operating
and maintenance procedures will minimize spark plug
fouling, according to engineers at Textron Lycoming and
the spark plug manufacturers. However, this is the best
known method of coping with the problem.
RECOMMENDATIONS ON OPERATION TO
MINIMIZE SPARK PLUG FOULING 1. Use helpful
ground operating techniques such as: a. Idle engines in
the 1000-1200 RPM range so that the lead scavenger in
the fuel can operate.
800
b. Avoid closed throttle idle.
c. After flight, before shutdown, run engine one
minute at 1200 RPM, increase to 1800 RPM for 15
to 20 seconds, reduce to 1200 RPM and cut engine
with mixture control.
d. Check magnetos on fixed pitch direct drive engines
at 1800 RPM to help prevent lead fouling, and
generally at 2200 RPM with a constant speed prop.
e. Avoid abrupt throttle movements on the ground as
it invites spark plug fouling.
2. Use efficient fuel management (good leaning
techniques) at cruise power:
a. Lean at any altitude at the manufacturer's
recommended cruise power.
b. Lean as close to best economy mixture as the
engine will permit by running smoothly, it will help
prevent spark plug fouling and save fuel:
(1) With an EGT system, this means operate at peak
EGT at cruise power of 75% or less on the
small direct drive engine.
(2) With a float-type carburetor, it means leaning to
roughness at cruise power, then enriching just
enough to remove the roughness.
(3) With a fuel injection engine, it means leaning to
the bottom of the percent of power point on the
fuel flow gage, with a smooth engine result.
3. During descents to the traffic pattern, we recommended
maintaining the mixture at the leaned cruise condition
with a gradual richening of the mixture, carrying some
power, and at a sensible air-speed to maintain the most
efficient engine temperatures possible. Avoid low
power-high speed descents which cause sudden cooling,
severe lead fouling, cracked cylinder heads and warped
exhaust valves.
4. If the magneto check before or after flight reveals any
roughness caused by a fouled spark plug, open the
throttle slowly and smoothly to cruise RPM and lean
the mixture as far as possible, (yet with a smooth
engine). After several seconds leaned, return to the
proper mixture position for takeoff and recheck the
magneto. If two such attempts do not clear the fouled
plug, then return to the line and report the problem to
maintenance.
RECOMMENDATIONS ON MAINTENANCE TO
MINIMIZE SPARK PLUG FOULING
1. Rotate spark plugs from top to bottom on a 50-hour
basis, and service plugs every 100 hours, particularly in
an engine certified for 80 octane aviation fuel, but using
a higher leaded fuel such as 100 LL.
2. Make sure the correct heat range spark plug is being
used in your engine if you are experiencing plug
problems. Textron Lycoming Service Instruction No.
1042 is the basic reference source concerning the
proper spark plug for the specific engine. Do not
simply replace plugs with same model number that
 were in the engine. The previous installer may have
used the wrong plug. Don't be trapped! Use the chart.
3. Oil (and filter) should be changed at a maximum of 50
hours, particularly when using the higher leaded fuels.
Oil filters do not filter the lead sludge which
accumulates from combustion. Controlled programs
have revealed that the higher leaded fuels build an
accumulation of lead in the oil from combustion. IF
the oil is continued in use beyond 50 hours time, it has
caused sticking exhaust valves.
4. If idle mixture is too rich on the ground, have
maintenance adjust it properly.
Combustion deposit fouling fundamentals.
5. Low ambient temperatures can be a cause of spark plug
fouling. Lead from the fuel should become vaporized
during combustion and converted into a powder form
which is normally blown out the exhaust In order to
achieve the proper vaporization, suitable engine
operating temperatures should be maintained. Note in
the chart that the most desirable range to avoid spark
plug fouling is the temperature range 900°-1 SOOT.
Oil temperature is also an important factor in preventing
plug fouling. It has been our experience that a desirable
oil temperature during flight should be in the range of
165°F to 200°F. For low ambient outside temperature
operations, one method to keep oil hot is by closing off at
least some of the air flow to the oil cooler. Airframe
manufacturers make available a winterization kit that can
be used to raise oil temperatures to the desired range. If
a kit is not available, use any accepted means of blocking
the cooler such as with a good grade of tape. Tip -
remove kit or tape in spring or you'll be calling for help
in regards to high oil temperature.
SUMMARY:
Spark plug fouling is not limited to engines that were
801
certified for 80 octane aviation fuel, but which are using
the higher leaded 100 octane as well. Therefore, the
techniques recommended herein for operation and
maintenance apply to all our engines, but with emphasis
on the 80 octane engine using 100 octane fuel.
LEANING TEXTRON LYCOMING
ENGINES
(How to use this outline presentation: All operators
should read the General Introduction and Summary
Recommendations, but should carefully study the section
that applies to his or her specific powerplant.)
GENERAL INTRODUCTION
The information outlined in this presentation has been
reduced to minimum essential facts, and is based on
leaning as described in the various Lycoming "Engine
Operator's Manuals", and Service Instruction No. 1094,
"Fuel Mixture Leaning Procedures".
Although the above documents are authentic basic
references on leaning, and including the related write-ups
in past issues of the "Flyer", we see the need to review all
of these and outline the basic combined information in one
article for the following reasons:
1. The basic leaning information needs to be repeated
from time to time.
2. We need to update our information on new engine
models, or concerning new and improved engine
instrumentation.
3. Operators in the field have stated that some of the
Pilot's Operating Handbooks lack sufficient information
on leaning.
4. The engine manufacturer with the approval of the FAA
and in cooperation with the airframe manufacturer, is
the authority on the operation of his product
5. Small aircraft, such as the typical General Aviation
trainer, have limited engine instrumentation. Therefore,
we provide the operator with certain basic leaning rules
to protect the powerplant and yet operate it efficiently.
Damage to this type of engine results from leaning at
higher than the manufacturer's recommended cruise
power.
6. The more complex powerplants of higher horsepower
or higher compression ratios (200 HP and higher), are
generally accompanied by sufficient engine
instrumentation to protect the powerplants while
operating at approved higher than routine power
settings. However, the engine manufacturer helps
protect these engines by establishing certain
requirements for leaning at higher than average cruise
power by reference to fuel flow, exhaust gas
temperature, or turbine inlet temperature, cylinder head
 temperature, oil temperatures and pressures. , The
airplane pilot's manual will specify this information for
these more complex high performance powerplants.
WHY LEAN THE ENGINES?
In spite of a number of variations in the different models
of our powerplants, there are some general
recommendations on leaning we can offer for all
Lycoming piston engines.
1. Most carburetors or fuel injectors are set slightly on the
rich side - this calls for leaning at any altitude at the
manufacturer's recommended cruise power.
2. Proper leaning means economy of fuel, which results in
lower cost of operation.
3. Rich running engines cause roughness - proper leaning
makes them smooth, which protects engine mounts and
engine accessories from undesirable vibration and
possible failure.
4. An engine properly leaned is a more efficient
powerplant.
5. Leaning at cruise can extend the range of the aircraft -
a safety factor.
6. Proper leaning means less spark plug fouling and longer
life for plugs - also a safety factor, as well as lower
maintenance cost.
7. Correct leaning means cleaner combustion chambers
and less likelihood of pre-ignition from undesirable
combustion deposits.
8. Proper leaning at cruise power results in more normal
engine temperatures in cool weather or at the cooler
temperatures of altitude. Rich mixtures cause
undesirable cool engine temperatures in cool or cold
weather.
a. Oil temperatures should be at least 165°F minimum
in order to reduce moisture forming vapors and
undesirable acids in the engine oil.
The Three Basic Types of Fuel Metering Devices Used
with Lycoming Engines in General Aviation; and the
General Procedures for Leaning at Manufacturers'
Recommended Cruise Power: 1. Float type carburetor.
a. Fixed pitch propeller - lean to a maximum increase
in RPM and airspeed - or - just before engine
roughness.
(1) Engine roughness is not detonation at cruise
power, but is caused by the leanest cylinder not
firing due to a very lean fuel-air mixture which
will not support combustion in that cylinder.
b. Controllable propeller - lean the mixture until
roughness encountered, and then enrich slightly until
roughness is eliminated and engine is smooth.
There may be a slight increase of airspeed noted in
smooth air when properly leaned at cruise when
802
compared to full rich.
c. The EOT offers little improvement in leaning the
float-type carburetor over the procedures outlined
above because of the problem of imperfect
distribution. However, if the EGT is installed, a
good rule of thumb is lean the mixture plus 50° on
the rich side of peak EGT with this type of fuel
metering device.
d. With the application of carburetor heat, the mixture
is richer; check and adjust mixture leaner.
2. Fuel injection.
a. Because of the varied models of fuel injectors used
with Lycoming engines, the operator must consult
the specific Pilot's Operating Handbook for specific
leaning instructions.
b. However, as a basic technique, at the
manufacturer's recommended cruise power
limitation, with a manual mixture control, lean
initially by reference to the fuel flow (if available)
for the percent of cruise power without exceeding
manufacturer's recommended limits. Then for more
precise leaning, if an exhaust gas temperature is
available, find peak EGT without exceeding limits,
and operate there, or by the rule of thumb of plus
50°F on the rich side of peak EGT.
(1) Monitor cylinder head temperatures.
(2) The EGT is a helpful instrument for precise
leaning with fuel injection.
(3) If EGT and fuel flow are not available, then lean
to just outside roughness, or to a slight airspeed
loss, then as desired by the pilot,
LEANING RECOMMENDATIONS FOR TYPES OF
TEXTRON LYCOMING ENGINES
1. Direct drive normally aspirated engines (carbureted or
fuel injection):
a. May be leaned at any altitude, at manufacturer's
recommended cruise power (usually 75% or less),
provided there is a manual mixture control.
b. In climb from sea level through 5,000 ft. density
altitude, mixture must be full rich. Continued climb
above 5,000 ft., mixture may be leaned for smooth
engine operation. DO NOT confuse the 5,000 ft
reference for climb with the cruise configuration.
c. Operation is higher than 75% power without
reference to fuel flow, cylinder head temperatures,
and without knowledge of specific power, requires
full rich mixture.
(1) Leaning at recommended cruise power does not
damage a normally healthy engine, but leaning at higher
than 75% cruise power in this type of engine can cause
engine damage when complete engine instrumentation is
not available (CHT and fuel flow minimum), and
limitations not spelled out in airplane pilot's operating
handbook.
2. Leaning the turbocharged Lycoming powerplant.
a. The turbine inlet temperature gage (TIT) is a
required instrument with turbocharging by
Lycoming.
b. During manual leaning, the maximum allowable TIT
for the particular engine and installation must not be
exceeded. Check the Pilot's Operating Handbook
(POH) or The Engine Operator's Manual to
determine this temperature limit.
c. At cruise power when leaning the mixture, if TIT
reaches the maximum allowable limit before
peaking, do not exceed the limit to find peak.
d. Operation may be at peak during cruise provided
TIT does not exceed red line maximum and cylinder
head should not exceed red line maximum and
cylinder head should not exceed 435°F (224°C), for
continuous operation. Mixture may be operated
anywhere on the rich side of peak. CHT, fuel flow,
and TIT will decide where the pilot will operate his
mixture control as specified in the Pilot's Operating
Handbook.
e. Very high altitudes may result in high temperatures
which will require adequate fuel, cowl flaps, or air
speed for cooling.
f. All takeoffs with turbocharged powerplants (where
turbo is operating) must be at full rich mixture
regardless of airport elevation. The turbocharged
engine needs the extra fuel for cooling because of
the high induction air temperatures created by
turbocharging, and because the engine is operating
at sea level horsepower.
g. Always consult the Pilot's Operating Handbook for
any variations for the specific aircraft. If leaning by
means of manual mixture is permitted at climb
power, it will be specified in the Pilot's Operating
Handbook and will list required ranges for fuel
flow, power settings, and temperature limitations.
3. Leaning the supercharged Lycoming powerplants.
a. All takeoffs with supercharged powerplants must be
full rich mixture regardless of the airport elevation.
The supercharged engine needs the extra fuel for
cooling because of the high induction air
temperatures created by supercharging, and because
it is operating at sea level horsepower.
b. If leaning by means of manual mixture is permitted
at climb power, it will be specified in the Pilot's
Operating Handbook, and will list required ranges
for fuel flow, power settings, and temperature
limitations.
c. The exhaust gas temperature gage is a helpful
instrument for leaning the supercharged engine at
cruise power with a manual mixture control.
d. Recommended standard cruise power for the
supercharged engine is 65%. At 65% power or less
803
this type of engine may be leaned as desired as long
as the engine operates smoothly, and temperatures
and pressures are within manufacturer's prescribed
limits.
SUMMARY RECOMMENDATIONS
1. This presentation has merely covered the minimum
basics of the various types of Textron Lycoming
powerplants. For a more detailed description of the
leaning procedures, particularly the higher powered
more complex engines, refer to the Pilot's Operating
Handbook. If the manual is incomplete, refer to
Textron Lycoming Service Instruction No. 1094.
2. For maximum service life, where there is a cylinder
head temperature installed, maintain cylinder head
temperature (for continuous operation), below
recommended 435T (224°C). If cylinder head
temperature is higher than recommended during flight,
in order to complete the flight as safely as possible,
reduce head temperature to within recommended
operating range by enriching the mixture, or by
adjusting cowl flaps if available, or by reducing power,
or by use of any combination of these methods.
3. Some leaning during descent to traffic pattern may be
in order to prevent roughness or sudden engine cooling.
The before-landing check should prevent overlooking
the mixture for landing.
4. Always return mixture to rich before increasing power.
5. Leaning the mixture in accordance with the engine
manufacturer's recommendations is practical and
economical.
6. Normally aspirated, direct drive Lycoming engines
operated at manufacturer's cruise power (usually 75%
power or less) may be leaned at any altitude. Do not
confuse the 5,000 ft. reference for climb with this type.
If cruise (for example) is 2500 ft., and 75% power or
less is used, then the mixture should be leaned for all
routine cruise operations outside the traffic pattern.
7. Leaning techniques vary because of differences in fuel
metering devices (carburetor or fuel injector),
turbocharging or supercharging, fixed pitch or constant
speed prop, etc. Read the airplane Pilot's Operating
Handbook and determine the proper operating
technique. Get a proper check-out in the aircraft.
PROPER LEANING AT CRUISE AIDS
SAFE FLIGHT - AND SAVES $ DOLLARS
In previous issues of our Lycoming Flyer, we have always
emphasized proper leaning at the manufacturer's
recommended cruise power at any altitude; however, in
this article we will expand our continuing discussion of
leaning and explain - (1) how it saves dollars, and (2) how
it aids safe flight. In a practical approach to our subject, full rich vs. lean at cruise. In the illustration of the 180
let's look closely at the chart listed below: HP engine there is one additional hour of flight when
properly leaned. This is a very real safety of flight fact.
Leaning the normally aspirated, direct drive
Lycoming engine at cruise vs. full rich at These are some of the more important facts that illustrate
4,000 feet density altitude, 75% power. how proper leaning at cruise power aids safe flight - and
Engine Airplane
saves dollars.
Model Model
300 HP Piper Cherokee 300 A SPECIAL ON FUEL MANAGEMENT
Full Best Economy Hours Hours
Rich (Peak EOT) Rich Lean While reading the report of a recent accident that could
19+gals. 15.6 gals. 4.2 hrs. 5.1 hrs. have been prevented, it occurred to us that despite all our
Engine Airplane efforts and those of others to inform people who operate
Model Model our engines, people are still confused or they
250 HP Piper Aztec misunderstand some basic aspects of leaning. In this
Full Best Economy Hours Hours particular accident, it was caused either by lack of
Rich (Peak EOT) Rich Lean understanding, or confusion over the 5,000 ft. reference in
16.2 gals. 13.6 gals. 4.3 hrs. 5.1 hrs. leaning. We will attempt to clarify this area of
misunderstanding; but first let's review the facts
Engine Airplane
concerning the accident to observe how it happened - and
Model Model
then learn how to prevent a similar accident.
180 HP Cessna Cardinal
Full Best Economy Hours Hours The private pilot involved had planned the same VFR 4:30
Rich (Peak EOT) Rich Lean
hour cross-country which he had made several times
11.9 gals. 9.7 gals. 4.1 hrs. 5.1 hrs. previously without refueling enroute. During his training,
the pilot had been told erroneously not to lean his direct
Observe the fuel flows at "Full Rich" vs. "Best Economy",
drive, normally aspirated Lycoming engine below 5,000
and note that the higher horsepowered engine uses almost
feet. Until the day of the accident, all flights to his same
3-1/2 gallons per hour more fuel at full rich cruise power.
destination had been made at 5,000 feet or higher, and as
Now multiply 3-1/2, times the cost of aviation gasoline
a result he had leaned the mixture and always made the
per gallon, and conclude how much unnecessary additional
trip without refueling.
cost per hour of flight time you are incurring by operating
at full rich mixture at cruise power.
On the day of the accident, about half of the return trip
was made at 7,500 feet with the mixture leaned.
While we are on a discussion of unnecessary cost of
However, the rest of the flight was made at 2,300 to 3,000
operation, another important factor is the damage often
feet with the mixture rich. He ran out of fuel and crashed
done to engine accessories by operating at full rich at
a mile short of the airport, killing two passengers and
cruise power. Engines operating at full rich in cruise tend
seriously injuring another passenger and himself.
to be rough, resulting in shaking engine accessories and
engine mounts, thereby considerably reducing their life
We will emphasize here again, as we have in the past, that
and often resulting in expensive early replacement. A
these normally aspirated (not supercharged or
properly leaned engine at cruise power is a smooth engine
turbocharged) direct drive engines with a manual mixture
- and will save money.
control should be leaned at cruise powers of 75% or less
at any altitude while cruising. With this type of
We have been telling all concerned about the benefits to
powerplant, the 5,000 feet reference was only for climb
the spark plug by proper leaning at cruise power in earlier
purposes. The recommendation during climb was to
issues of the Flyer, and it can be repeated in this
maintain full rich in the climb from sea level through
discussion because it well illustrates our point on saving
5,000 ft. density altitude. If the climb was to continue
dollars. Proper leaning at cruise helps prevent spark plug
higher than 5,000 ft., mixture should be leaned for engine
fouling. The maintenance cost to remove and clean spark
efficiency and smoothness.
plugs can be reduced by good leaning techniques.
Frequent cleaning of spark plugs reduces their life and
Damage to a direct drive normally aspirated engine from
requires early replacement. Furthermore, badly fouled
spark plugs could also become a safety of flight problem excessive leaning is done at higher than cruise power, or
too. above 75% on the direct drive engines we have been
discussing, and above 65% power on the geared and
For a very interesting safety of flight item, let's look at supercharged engines. Therefore, the principal
the chart again. Notice the difference in hours of flight at

804
consideration in leaning is the percent of power at cruise,
and secondly altitude. Even though the pilot of a direct
drive normally aspirated powerplant is only flying 1,000
feet above sea level (for example), if he is at 75% power
or less he should lean the mixture.
Leaning is not the easiest subject to write about when a
manufacturer has as many varieties of engines and fuel
metering devices as Lycoming offers. Our Service
Instruction 1094 covers most aspects of leaning our
engines across the board. This discussion has been largely
limited to the misunderstood 5,000 ft. reference with
normally aspirated direct drive engines with a manual
mixture control, and limited engine instrumentation, in
order to help prevent any similar accidents in this type of
equipment. The more complex engines and aircraft are
provided with more complete engine instrumentation to
protect the powerplants.
WET AIR EFFECT ON ENGINE POWER
The FAA has published a pamphlet entitled "Wet Air",
which enlightens the pilot concerning this potential danger
to engine power. Scientists state that we can dismiss any
appreciable effect of dampness in the air on the efficiency
of the wing in lifting and the propeller in thrusting. But
(they state), the effect of water vapor or high humidity on
engine power output can be significant, and should be
taken into consideration when planning takeoffs in muggy
or high humidity weather.
The pamphlet explains the power loss by pointing out the
fact that with water vapor present there is less air entering
the engine. Secondly, this creates an excessive enrichment
because the fuel amount is the same, but the amount of air
is less. Furthermore, the water vapor slows the burning
which slightly affects power, but offers no cooling value
to the engine.
FAA recommends a rough rule of thumb is to keep high
moisture content in mind, and suggests the pilot consult
his aircraft owner's handbook for takeoff distances, and
add another 10 percent for the possible effects of engine
power loss due to water vapor on a muggy day. The pilot
can easily identify a high water vapor condition by the
muggy, hot, sticky feeling in this kind of weather. The
higher the ambient temperature, the greater the water
vapor content in the air; i.e. - 15 96°F, the water vapor
content will be eight times as great as at 42°F. The write
up also states that the effect of water vapor on
supercharged piston and fuel injection engines is
substantially the same as the effect on other piston
engines. "Fuel injection systems meter fuel on the basis
of a given volume of gas entering the combustion
chamber, whether the gas is air or water vapor, just as the
carburetor does. It cannot discriminate between
805
combustibles and non-combustibles."
Pilots be alert to the effect of wet air on the performance
of your engine.
Mechanic's Creed
UPON MY HONOR I swear that I shall hold in
sacred trust the rights and privileges conferred
upon me as a certified mechanic. Knowing full
well that the safety and lives of others are
dependent upon my skill and judgment, I shall
never knowingly subject others to risks which I
would not be willing to assume for myself, or
for those dear to me.
DM DISCHARGING this trust, I pledge myself
never to undertake work or approve work which
I feel to be beyond the limits of my knowledge;
nor shall I allow any non-certified superior to
persuade me to approve aircraft or equipment as
airworthy against my better judgment; nor shall
I permit my judgment to be influenced by money
or other personal gain; nor shall I pass as
airworthy aircraft or equipment about which I
am in doubt, either as a result of direct
inspection or uncertainty regarding the ability of
others who have worked on it to accomplish
their work satisfactorily.
I REALIZE the grave responsibility which is
mine as a certified airman, to exercise my
judgment on the airworthiness of aircraft and
equipment. I, therefore, pledge unyielding
adherence to these precepts for the advancement
of aviation and for the dignity of my vocation.
THE BASICS OF MAINTENANCE IN
GENERAL AVIATION
Even the "pros" of our industry admit they need to be
reminded from time to time of the basics of General
Aviation maintenance. Therefore to review, the term
maintenance means the inspection, overhaul, repair,
upkeep, and preservation of an aircraft and engine,
including the replacement of parts, according to the FAA.
The owner/operator is responsible for the proper
maintenance of his aircraft and engine. The pilot in
command of an airplane is responsible for:
1. Maintaining his airplane in an airworthy condition.
2. Having a Registration Certificate and a ' valid
Airworthiness Certificate appropriately displayed in his
aircraft during all operations.
3. Having available in the aircraft an FA A approved flight
manual, or operational limitations.
4. Assuring that maintenance is properly recorded in the
aircraft records.
5. Keeping abreast of current regulations concerning the
operation and maintenance of his airplane and engine.
INSPECTIONS
FAR 91.169 establishes minimum requirements pertaining
to annual and 100-hour inspections. Not only does the
FAA require these inspections, but they stipulate that the
owner/operator must maintain the airworthiness of the
aircraft and engine during the time between the required
inspections by having any airworthiness defects corrected.
Although maintenance requirements will vary for different
types of aircraft, the FAA states that experience shows
most aircraft will need some type of preventive
maintenance every 25 hours flying time and minor
maintenance at least every 100 hours.
ANNUAL INSPECTION
This inspection must be performed within the preceding 12
calendar months, by either a certified A&P mechanic
holding an inspection authorization, an appropriately rated
certified repair station, or the manufacturer of the aircraft.
100-HOUR INSPECTION
An aircraft used to carry passengers for hire, or for flight
instruction for hire, must be inspected within each 100
hours of time in service by either a certified A&P
mechanic, an appropriately rated certificated repair station,
or the manufacturer. The annual inspection is acceptable
as a 100-hour inspection,, but the reverse is not true.
DAILY AND PREFLIGHT INSPECTION
The owner/operator may conduct a daily inspection, if so
desired, but the pilot must perform a satisfactory preflight
inspection before flight (FAR 91.5).
AIRWORTHINESS DIRECTIVES
Airworthiness Directives, commonly referred to as "AD
Notes", provide aircraft owners with information of unsafe
conditions. The AD's specify the aircraft or component
found to be unsafe by the FAA, and the conditions,
limitations, or inspections, if any, under which the aircraft
806
may continue to be operated.
The Federal Aviation Regulation require a presentation
showing the current status of applicable airworthiness
directives, including the method of compliance, and the
signature and certificate number of the mechanic or repair
agency who complied with the AD.
It is the aircraft owner/operator's mandatory responsibility
to assure compliance with all pertinent AD notes. This
includes those AD's of a recurrent or repetitive nature; for
example, an AD may require a certain inspection every
100 hours. This means that the particular inspection shall
be made and recorded every 100 hours of flight time.
MANUFACTURER'S SERVICE BULLETINS
The FAA states that whenever an aircraft or engine
manufacturer determines, through service experience, that
his product may be improved by some modification, or
that the service life of his product may be extended by
some particular maintenance or repair, he may issue a
service bulletin. The latter will tell what the trouble is
and how to remedy it The service bulletin is technically
not mandatory unless compliance is made mandatory by
an FAA Airworthiness Directive; however, where the
service bulletin has a time limit requirement for
compliance it virtually becomes mandatory.
In addition to service bulletins, Textron Lycoming also
publishes service instructions and service letters. A
service instruction is product information with which
Lycoming definitely recommends compliance. The service
letter at Lycoming is product information which can be
optional to the pilot/owner.
PREVENTATIVE MAINTENANCE Preventative
maintenance means simple or minor preservation
operations and the replacement of small standard parts
not involving complex assembly operations. The holder of
a pilot certificate issued under FAR 61 may perform
preventive maintenance on any aircraft owner or operated
by him that is not used in air carrier or air taxi. All other
maintenance, repairs, rebuilding or alterations must be
performed by persons authorized to do so by the FAA.
Except as noted under "Preventive Maintenance", all
repairs and alterations are classed as either Major or
Minor. Major repairs or alterations must be approved and
returned to service by an appropriately rated certified
repair facility, an A&P mechanic holding an Inspection
Authorization, or a representative of the FAA. Minor
repairs and alterations may be returned to service by an
appropriately rated certified A&P mechanic or repair
facility.
PROGRESSIVE MAINTENANCE
This is a continuous maintenance program whereby the
required FAA and manufacturer inspections are
accomplished during the most convenient time, while
keeping the aircraft in a state of continuous airworthiness.
Several General Aviation airframe manufacturers have
established sound Progressive Maintenance programs with
FAA approval. Owners and operators are reminded that
certain FAA requirements must be met before a
Progressive Maintenance program can be used. These
requirements are contained in the Federal Aviation
Regulations, Part 43, "Maintenance, Preventive
Maintenance, Rebuilding and Alteration", and Part 91,
"General Operating and Flight Rules".
The Progressive Maintenance program has had more
appeal where planes for hire are involved (i.e., commuter,
air taxi, flight instruction), rather than the private owner.
AIRCRAFT FLIGHT TEST AFTER REPAIR OR
ALTERATION
The FAA reminds us that whenever a repair or alteration
has been made to your aircraft or engine, the person
authorized to return the aircraft to service should decide if
a flight test is necessary. If the decision is affirmative, the
aircraft must be flight tested after repair or alteration
before it may be used to carry passengers in accordance
with FAR 91.167. The test pilot must log the findings of
the test flight in the aircraft or engine record, or
maintenance record.
SPARK PLUGS - I
KEY TO SMOOTH ENGINE OPERATION
HOT AND COLD PLUGS ? ? ?
(Courtesy: Champion Spark Plug)
Today, the term "hot and cold" is commonplace in general
aviation - especially when related to engine spark plugs.
With the introduction of high compression, and high
horsepower engines, a need for improved spark plugs was
imminent. Spark plugs used in low compression, low
horsepower engines were not compatible with the new,
more sophisticated powerplants. The non-compatibility
factor of existing plugs with new engines resulted in
development of spark plugs capable of operating
efficiently at high compression ratios and high power
settings.
Many aircraft operators have come in direct or indirect
contact with the term "hot and cold" during the course of
conversation with other pilots or mechanics. Its meaning
807
• and relationship to engine operation was sometimes rather
vague. What do we mean by "hot and cold" spark plugs?
What is the relationship between an engine and spark
plugs? How important is it to smooth engine operation?
These are but a few questions we will try to answer in this
article.
Both spark plug and engine manufacturer working together
determine the proper type spark plug suitable for each
engine model. These plugs can be either fine wire or
massive electrode type. Before being released for
production, each new type plug is checked in the
laboratory and under actual flight conditions. They are
tested through a wide range of operating conditions and at
different power settings, and only after both engine and
spark plug manufacturers are completely satisfied with test
data are plugs released for production. To eliminate any
possibility of error in spark plug selection both
manufacturers provide spark plug charts as a guide for
proper plug selection. Final authority concerning proper
plugs for a specific engine is the engine manufacturer.
When selecting spark plugs, be sure to also consider the
spark plugs' heat range.
Operating temperature of the spark plug insulator core
nose is one factor which governs formation of troublesome
combustion deposits. To help overcome this problem,
selection of spark plugs with the proper heat range should
be made. Spark plugs are susceptible to carbon deposits
when the operating temperature of the core nose insulator
is at or below 800°F, but an increase of just 100°F is
sufficient to eliminate formation of these deposits. Also,
lead deposits form because the bromide scavenger
contained in tetraethyl lead is non-active at low
temperatures. At 900°F temperature, the bromide
scavenger is fully activated, disposing of lead deposits
with combustion gases during exhaust cycle. In this case,
an increase of just 100°F was sufficient to make the
difference between a smooth and rough running engine.
To eliminate or keep this problem at a minimum, avoid
prolonged idling at low RPM, avoid power-offlet downs
and after flooded starts run engine at medium RPM before
taxiing.
Deposits formed between 1000°F and 1300°F are low in
volume and electrical conductivity and are least apt to
cause spark plug fouling. This is the reason for selecting
a plug that will operate within the aforementioned
temperature range at all power settings.
Now let's get back to the term "hot and cold" as related
to engine spark plugs. Normally, a hot plug is used in a
cold engine - low horsepower, and a cold plug in a hot
engine - high horsepower. In actuality, these terms refer
to the plugs ability to transfer heat from its firing end to
the engine cylinder head. To avoid spark plug overheating
where combustion chamber or cylinder head temperatures '
are relatively high, a cold plug is recommended - such as
in a high compression engine. A cold-running plug has
the ability to transfer heat more readily. A hot-running
plug has a much slower rate of heat transfer and is used
to avoid fouling when combustion chamber and cylinder
head temperatures are relatively low.
From our discussion, it is clear to see that there is more to
spark plugs than just buying a set and installing them in
your engine. Be sure you know what type of spark plugs
to use with your engine. Also, good spark plug service
and maintenance is as important as proper plug selection.
Take care in selecting and maintaining your plugs, it can
result in many additional hours of smooth engine
operation. Additional spark plug information is always
available from the engine or spark plug manufacturers and
other service organizations.
Spark plug tables are available by writing to Product
Support Department, Textron Lycoming, Williamsport, PA
17701; Champion Spark Plug Company, Aviation
Department, Toledo, OH 43116; or SGL Auburn Spark
Plug Company, 89 York Street, Auburn, NY 13021.
SPARK PLUGS - II
KEY TO SMOOTH ENGINE OPERATION
(Editor's Note: The following article is published with the
permission of AC Spark Plug Division.)
Aircraft spark plugs removed from engines, especially if
engine malfunctioning has been reported, should be
closely inspected for abnormal indication or conditions
because these analyses could help in determining the
source of the reported malfunction. Spark plugs tell a
story.
Terminal End and Lead Connectors
In "all-weather" or "3/4-20" terminal type, the insulator
sleeve has an exposed edge or end, which should be
inspected for evidence of carbon tracks. These will appear
as heavy lead pencil lines across the entire width of the
end of the insulator sleeve and indicate that the ignition
lead connector, which was attached to the spark plug, may
be defective. This permits electrical discharge to the
metal part of the spark plug shield.
The misfiring of the spark plug, induced by the defective
connector, will be noticed during take-off and climb
engine operations, or at high altitudes, and may not be
encountered during ground operation or with new spark
plugs.
Short leads preventing a positive contact between the
808
contact spring and the contact gap in the spark plug may
cause the engine to misfire during take-off and climb
operation and, in extreme cases during low power,
especially with lean mixtures.
Cross-firing in the magneto distributor can also produce
spark plug insulator failure and piston distress.
The bottom of the insulator well around the contact cap
location should be inspected for the presence of black
contamination on the walls and also at the contact cap.
Black soot-like deposits usually indicate that the insulation
of the ignition lead has been exposed to temperatures
above normal.
Damage From Excessive Temperatures
Overheating of the spark plug barrel, sometimes caused by
damaged cylinder baffles or missing cooling air blast
tubes, may seriously deteriorate the ignition leads. Any
overheating of the spark plug barrel by a defective baffle
or exhaust gas leakage at the exhaust pipe mounting flange
can generate temperatures in the insulator tip sufficient to
cause pre-ignition and piston distress.
Interpreting Color of Insulator Tip Deposits
The firing end of the spark plug should be inspected for
color of the deposits, cracked insulator tips and gap size.
The electrodes should be inspected for signs of foreign
object damage and the massive type also for copper run-
out.
The normal color of the deposits usually is brownish grey
or gray tinted slightly with red. These colors are most
prevalent, but there may be a different color combination
which would be normal for the type of operation the spark
plugs have been exposed to.
Dull and smooth black deposits on the insulator tip usually
indicate that the spark plug is lead carbon fouled. This
type of spark plug fouling is caused by incomplete
combustion; it usually results from improper ground
operation when the engine is cold, and is more prevalent
when the atmosphere is cold and very humid. It can also
happen in a cylinder with weak compression, an engine
with a defective primer solenoid or in a cylinder that is
using excessive amounts of oil. In many instances, if both
spark plugs are affected, the deposits will not burn off
under normal engine bum-out procedure, making
replacement of spark plugs necessary.
Black, with some glaze or irregular formation and of
sufficient amounts to short out the spark plugs, usually
indicates prolonged ground operation with a very rich
carburetor setting, followed by a sudden increase in power
output. This causes a rapid increase of the insulator tip Electrode Gaps
temperature and prevents the deposit formation from being
vaporized. This type of spark plug fouling is more The size of the electrode gap has a very definite effect on
prevalent in float equipped aircraft. spark plug service life and also on the performance of the
engine. Insufficient gap size will not only cause misfiring
Orange-yellow and glaze appearing deposits on the during idle, but will also misfire during cruise power with
insulator tip usually indicate that the spark plugs have lean fuel/air mixture. This intermittent misfiring during
been exposed to higher than normal temperatures as it cruise lowers the temperature of the insulator tip to such
happens when detonation is experienced. an extent that lead deposits forming on the insulators may
not vaporize sufficiently to keep the tips clean.
An ash-grey colored surface or chalk-white surface on the
insulator tip, and the exposed metal parts, indicates that IS YOUR SPARK PLUG CONNECTOR
the spark plug was exposed to very high combustion OVERTORQUED?
chamber temperatures, usually caused by severe detonation
or pre-ignition. The free end of the side electrodes on fine This is a brief summary of the Champion Spark Plug
wire spark plugs will be of a bluish-gray color and free of instruction for connecting the spark plug to the connector:
any accumulation of deposits. In massive type spark
plugs, evidence of copper run out could be visible.
Terminal sleeves should be handled only with clean, dry
hands. Before installation, wipe off the connector with a
The cylinders from which spark plugs with the above
clean, lint-free cloth moistened in methylethylketone,
conditions were found should be inspected with the aid of
acetone, wood alcohol, naphtha or clean unleaded
a boroscope. It may be desirable to replace the cylinder,
gasoline. Make certain that the inside of the spark plug
especially if backfiring was reported by the flight crew.
shielding barrel is clean and dry. Then, without touching
The reason for this precautionary action is that if the
the connector or spring with the fingers, insert the
engine was operated under some detonation conditions, but
assembly in a straight line with the spark plug. Screw the
not to the extent that it caused a complete piston failure,
connector nut into place finger tight-then tighten an
the piston rings could be broken and a piston failure
additional 1/8 turn with the proper wrench. Damaged
requiring a complete engine change may show up at a
threads or cracked shielding barrels may result if the
later date.
connector nuts are tightened excessively. Avoid excessive
side load while tightening.
A black-colored deposit on the spark plug gasket and the
gasket flange indicates that the spark plug was
insufficiently torqued, allowing combustion chamber gases
to leak past the spark plug threads. In aircraft engines
using helicoil inserts, it may also cause a helicoil burnout.

Cylinders in which spark plugs with cracked insulator tips

have been found should be thoroughly inspected for
damage due to abnormal combustion chamber conditions,
even though the ceramic separation could have been
caused by improper installation procedures, improper
method used to check or reset the gap, or from being
dropped. The electrode gap size should be inspected for
uniformity and the electrodes for sign of distortion and
nicks.

Besides cracked insulator and lead carbon fouling, spark

plugs may also be made inoperative by ice or oil bridging
of the electrodes; and if both spark plugs are affected in
the same cylinder, it usually requires replacement. Spark
plugs with fine wire electrodes are less susceptible to this
form of malfunction due to the small surfaces available to
collect the moisture or oil.

809
By comparing the two spark plugs in this picture, you can
see the results of overtorquing at the distorted end of the
left spark plug. Since this distortion may make the spark
plug unusable, great care should be taken to tighten the
connector in accordance with the manufacturer's
instructions.
WHY ROTATE SPARK PLUGS
The Positive and The Negative
The policy of rotating spark plugs from top to bottom has
been practiced by mechanics and pilots for many years.
It is common knowledge in the industry that the bottom
plugs are always the dirty ones and the top plugs are the
clean ones. By periodically switching the plugs from top
to bottom, you get a self-cleaning action from the engine
whereby the dirty plug placed in the top is cleaned, while
the clean plug replaced in the bottom gradually becomes
dirty. Based on this cleaning action, a rotational time
period must be established.
Due to the ever-increasing cost of aircraft maintenance
and a desire to get the maximum service life from your
spark plugs, the following information is offered on the
effects of constant polarity and how to rotate plugs to get
maximum service life.
The polarity of an electrical spark, either positive or
negative, and its effects on spark plug electrode erosion
has long been known, but has had little effect on spark
plug life in the relatively low performance engines of the
past. However, in the later, high performance, normally
aspirated and turbocharged engines where cylinder
temperature and pressure are much higher, the adverse
effects of constant polarity are becoming more prevalent.
As you can see in the picture comparing spark plug wear,
when a spark plug is installed in a cylinder that is fired
negative and is allowed to remain there for a long period
of time, more erosion occurs on the center electrode than
on the ground electrode, and when a spark plug is fired
positive, more erosion occurs on the ground electrode than
on the center electrode. From this we can see that a
periodic exchange of spark plugs fired positive with those
fired negative will result in even wear and longer spark
plug service life.
810
ADVERSE ADVERSE
CENTER ELECTRODE
WEAR
SPARK PLUG FIRED NEGATIVE SPARK PLUG FIRED POSITIVE
GROUND ELECTRODE
WEAR
To get a polarity change, as well as switching the plugs
from top to bottom, the following rotational sequence is
suggested. First, when removing the spark plugs from the
engine, keep them in magneto sets. After the plugs have
been serviced and are ready to be reinstalled in the engine,
make the following plug exchange. For six cylinder
engines, switch the plugs from the odd number cylinders
with the plugs from the even numbered cylinders. For
example, switch 1 with 2, 3 with 4, 5 with 6, or 1 with 6,
2 with 5, 3 with 4. On four cylinder engines, you must
switch 1 with 4 and 2 with 3. During the following
operating period, each plug will be fired at reverse polarity
to the former operating period. This will result in even
spark plug wear and longer service life. This rotational
procedure works equally well on all four and six cylinder
Lycoming engines except four cylinder engines equipped
with the single-unit dual magneto. This is a constant
polarity magneto and the only benefit to be gained by
rotating the plugs is the reduction of lead deposit build-up
on the spark plugs when a rotational time period is
established and followed. Another exception occurs on a
few four cylinder engines where one magneto will fire all
of the top spark plugs and the other magneto will fire all
of the bottom spark plugs. If the plugs are rotated as
previously recommended, a polarity change will result but
since the plugs do not get moved from top to bottom, no
self-cleaning action by the engine will occur. This may
result in the necessity to clean the bottom plugs at regular
intervals as these are always the dirtiest For those
engines with magnetos which fire all top or bottom spark
plugs the choice of rotating plugs to change polarity or to
obtain bottom to top cleaning action must be made by the
aircraft owner or the A&P mechanic.
 BUILDER HINTS
Note: Stoddard-Hamilton Aircraft, Inc. freely shares ideas submitted by other builders. However, inclusion in this newsletter does not
mean the ideas are reviewed or approved by Stoddard-Hamilton. Builders are urged to use their own discretion and judgement when
considering the use of a suggestion submitted by others.
We are satisfied that this will help prevent a situation of
fuel starvation developing while flying with one wing
Dear Stoddard-Hamilton,
down and with less than full fuel on board. We also
If you have wondered what happened to that 15th "Glasair I" kit extended the wing fuel cells to increase fuel capacity.
you turned out many years ago, it's found a home here in
Lynchburg, VA by way of Colorado and Saskatchewan, We have had some problems with the extended cure time
Canada. required with the new resin. Cliff's suggestion of adding
30% more DMA to the resin has helped.
We purchased the kit last August (very little had been done),
have made several changes that has extended our construction Our local airport, New London, has a very active flying
time, but hope to fly it before this year's end. club with lots of taildraggers, ultralights, bi-wings, and
open cockpits. Everyone is excited about our Glasair I
The new rear windows are added and the canopies are hinged to taildragger project and always willing to help with
open full "gull wing" using the Glasair III hinges (this took problems and suggestions.
some doing). We're also adding the large rudder, wing
extensions and slotted flaps. This is our first attempt at building an airplane from a kit.
We're learning and having fun!
Below is a drawing of a change we think is a real improvement
to the fuel cells. A center rib has been added splitting the wing See you at Oshkosh,
tank. Two sumps have been installed with a line from each Buddy Lee
leading to a "Y" fitting. A fill cap will be installed outboard in Jerry Hollandsworth
each wing and tanks vented separately.
Ed.: Thanks for the note, guys, and for finishing up kit #15. In regard to your idea for splitting the fuel tanks, please
consider the following thoughts.

Typically, unporting isn't as much a problem in high-wing aircraft as the fuel feeds by gravity. In an unbalanced turn with
low fuel, one tank may unport but the other can still gravity feed down to the engine via the selector valve. With a low-
wing airplane, the fuel is pumped uphill to the engine. In an unbalanced turn where either fuel sump unports the pump
may cavitate and result in engine starvation.

When splitting the tanks in the Glasair one should determine what the safe useable fuel for the wing should be under worse
case conditions: low fuel, unbalanced skidding turn with wing down. The addition of fuel baffle ribs with flow check valves
at least half the distance from the E-rib locations to the sumps will help considerably. The fuel selector valve switched to
one side or the other when parked on the ground will prevent cross flow of fuel and reduce vent overflow problems. Selecting
to a single tank rather than switching the selector OFF could prevent inadvertent takeoff in the OFF position with fuel
starvation occurring during climbout. Splitting the main tank may simplify the fuel venting system, but add extra weight and
cost to the fuel gauging system.

REAR WINDOWS
If you're going to install rear windows, cut 'em out as
soon as you can, but resist the temptation to install them
until you're ready to paint. The openings will make it
much easier to glue laminates for seat back, baggage
bulkhead, antenna bracket, etc. Also, the fact that you can
breathe when your head is stuck way back in the tail cone
will be greatly appreciated!
CANOPY HINGE INSTALLATION
When you install the canopy hinges: Be aware that the
frames bow out a little from the fuse...so if you install the
hinges in a straight line on an unloaded canopy, the hinges
won't be straight when the canopy is forced to fit the fuse.
In other words, pre-load the canopy frames when you
install the hinges.
FLAP STOPS
Borrowed this idea from Roger Heisdorffer: Putting a
small hinge at the flap stop location will prevent the flap
from bowing when air loaded up, so that all the up stop
forces are on the flap stop bolt and not coupled into the
flap drive mechanism.

812
INSTRUMENT PANEL HINTS
Before you drill that first hole in that nice shiny
instrument panel blank, wax it up and make a 2 layer
mock up of your panel. Do all your first pass work on it.
It'll keep you from making a mess of your panel (I only
thought of this after botching the pilot side panel.)
For an avionics installation that's going to weigh in big
time, consider carrying the 1 inch angle aluminum all the
way down to the wing. This will require moving the
fiberglass brackets on the wing 90 degrees, but results in
a very stiff avionics stack (no doubler required at the
throttle/prop/mix controls). This mod is a must if you're
going to shock mount the pilot side panel.
After laying out the configuration on cardboard (see photo
1), basic mold forms were cut from three inch thick Clark
foam. The foam was then sanded to shape and to parallel
the contour of the mating fuselage surfaces.
These mating surfaces were then covered with foil tape
and the foam mold hot melt glued in position. The
exposed tape was then waxed with mold release and a
three layer laminate applied with about a 3/4 inch flange
to register the fuselage contour.
Once cured, the mold and laminates were removed from
the aircraft, the flange trimmed flush with the console
sides, and two more laminates applied.

If you load your panel to the max, and end up bumping
the instrument panel up a bit to get all those goodies
installed (for us GI/II builders who want all the
instruments in a III panel), you may need to use an RC
Allen Attitude Indicator. Imagine our horror when we
discovered the Cessna style unit was too long and hitting
on the windshield bow! The RC Allen unit is about 1-1/2
inches shorter than most others.
After these have cured, the foam core is removed.
Unfortunately I have been unable to find an easy way to
do this. I have tried multiple coats of PVA, mold release
wax and a lot of swearing, all without any positive result.
A chisel and dye grinder with a carbide burr seem to
provide the most expedient means of removal.

Consider bending the bottom of the instrument panel for

stiffening instead of riveting angle. This makes a safer
installation from a crashworthy perspective—and allows
you to mount the instruments 1/4 inch lower than you
could have.

Thanks, Mike
Palmer

Ed.: Thank you, Mike, for your regular contributions.

OVERHEAD CONSOLE
Enclosed are photographs of the overhead console I
installed in my Glasair III. It consists of three overlapping
sections extending from the windshield thru the upper
baggage compartment bulkhead. In addition to serving as
a cover for the canopy hinge pins, and a wire chase, the
console includes a mount for the wet compass, a
compartment for a compact disc player, map and cabin
lighting, standard and Bose headset interfaces and a
cigarette lighter receptacle for the operation of 12V
accessories.

Pre-cured tabs and slots for the forward and aft sections
facilitate the mounting of the entire system without any
visible hardware (see photos 2 and 3). Remaining mounts
consist of rivnuts, 6-32 s.s. socket head capscrews and
ears laminated to accessible portions of the console
interior.

813

While the width of the cd compartment was sufficient to
cover the forward hinge pin recesses, the mount for the
lighting fixture was not wide enough to cover the aft
recesses. Two pre-cures were bonded to the fuselage
covering the outboard halves of these. This retains access
to the pins while permitting a narrow cover (see photo 4).
Special hinge arms fabricated from fiberglass for the cd
platform permit a very narrow gap when the compartment
is closed. The aluminum pivots that flank the cd player
serve only to limit the angle of opening. A spring loaded
dual latch engages dogs on the platform to retain it in the
closed position while velcro is used to attach the player to
the platform (see photos 5 and 6).
The compact disc player is a Sony model D-180K, with a
built in suspension system, and is powered through a 12V
to 9V transformer that is plugged into the aforementioned
cigarette lighter receptacle mounted behind the baggage
814
bulkhead.
The overhead light unit can be found in some Jeep
Cherokees, Chevrolet Camaros and Pontiac Firebirds.
Mine was obtained from a wrecking yard for $15. It is
very lightweight, contains two individually operated map
lights and a cabin light
A side benefit to this console is that it should simplify
upholstering the cabin interior by providing a full length
cover over the area where fabric from either side of the
aircraft meets at the center of the overhead. The console
itself will be filled and painted.
Photo 7 illustrates the vent slot located at the high point
of the console and depicts the longitudinal relationship of
the various components. It is important that the cd player
be mounted no closer than nine inches to the wet compass
to avoid magnetic interference.
I have saved the cardboard layout templates should anyone
wish to borrow them.
Thanks for a really useful newsletter and the opportunity
to trade ideas with other builders. I have recently
discovered that it is also valued and subscribed to by
constructors of other makes...a real compliment to your
efforts.
Sincerely,
Mike Jones
S/N 3117
Ed.: Thanks to another regular contributor.
HINT FOR REMOVING HALF FORKS
Removing difficult screws - S.B. 105A
Recently I had a need to remove my half forks on my
Glasair RG as per service bulletin 105, rev. A to examine
the welds on the flange. The AN structural screws were
connected by using hidden nuts in the forks. Access to
the nut was not practical. Hence, how could I remove this
highly torqued screw without removing the strut from the
aircraft.
I needed a way to develop a large torque on a recessed
screw head without damaging the screw. I chose to
combine a three inch clamp with a short phillips head
screwdriver tip as shown in the attached photograph.
Please note that either a box or open end wrench will
work to rotate the screwdriver lip. The clamp is tightened
snug over the screwdriver tip, the screw and nut, and
drawn up tight. The screwdriver tip should be rotated
with the wrench as required. In the example shown, the
wrench is rotated the same direction as the c-clamp
threads. Of course, adjustments must be made if the c-
clamp thread is different than the screw thread which you
are trying to remove. The main idea is to keep the c-
clamp snug. These otherwise difficult to remove screws
were easy to remove using this technique. Also removing
the wheel may not be necessary if you can get to the four
screws.
Sincerely,
Don Wall
Ed.: Thanks, Don, for your time and suggestions.
REPORTED FAILURE OF GLASAIR I
FLAP PLUNGER BOLT
Please note the following service difficulty incident:
Name: Richard J. Pekin Type: Glasair I TD, S/N
551 (N55TX) Date: January 20, 1992 Location:
Gillespie Field, San Diego, CA
While on final approach to SEE @ 70 KIAS and 50° flap
there occurred a loud "bang" and the flaps instantaneously
retracted to 0°. The aircraft immediately settled and had
I been slightly lower would have impacted the ground
(read crash).
Examination revealed that the AN4 bolt that extends
through the flap handle and engages the detent had cleanly
fractured where the threaded and unthreaded portions of
the bolt join.
815
My repair was:
1) use an NAS bolt for additional shear strength
2) note in my schedule to replace this bolt every second
annual inspection
This aircraft has 700 hours time over 5 years. I have been
careful not to exceed flap speed and the cusp has been
reworked from flaps and ailerons, further reducing the air
loads.
I guess the old rule about never cantilevering a load on the
end of a bolt is still valid.
Sincerely,
Jerry
Ed.: We appreciate the service report, Jerry. The suggested
switch to an NAS bolt is a good one and replacing the bolt at a
specified frequency is negligible in cost compared to the
potential problem it could cause. We haven't issued a service
bulletin (yet) on this service, but all owners of Glasair I aircraft
would be well advised to follow Jerry's suggestions.
Ted,
I've enclosed a couple of "plenum chamber" air box
photos of my SH-2. Didn't change the upper half, just
bulged out the lower half. Dick Van Grunsven has done
quite a bit of work with this approach as you doubtless
know. This air box has essentially eliminated the engine
"bugs".
Bill Russell
Ed.: Thanks to yet another regular contributor. Speaking of
regular contributors, we'd like to encourage submission from the
not-so-regular builders. Do you appreciate these hints from
others? Then send in some hints of your own. If it doesn’t
need a sketch or photo it can be as easy as calling Alice and
dictating it over your car phone when you are stuck in traffic!
 FIRST FLIGHTS
Aircraft
Name/City Kit # Type/H.P. Date

Stub Pilotte 581 IRG 1/92

Novato, CA 180 h.p.

The shot (see front) over the Golden Gate should make good copy in your newsletter. I now have 20 hours on the bird
with no hitches - it's the most "honest" aircraft I've ever flown in my 50 years of flying!

Stalls mildly at 60 mph and flies solid, dirty at 80 mph. At low altitude it indicates 200 mph using 23" and 2300 rpm.
It goes 170 mph indicated at 20" and 2000 rpm! With 65 gallons (55 in wing and 10 gallons in header) it should have
very long legs.

Engine is 180 hp Lycoming 0-360A1G6 with fuel injection. Constant speed prop. I plan on showing it at Oshkosh '92.
If I do a little extra bragging in your booth, please put up with it! Thanks to Roy and the gang for their support.

Kevin Heronimus 510 ITD/RG 2/92

Huntsville, AL 150 h.p.

(from Jim Hamlett)

I am enclosing an article from the Huntsville Times that ran 29 January 1992. I thought that I'd send it along because
Kevin is not one to blow his own horn.

His kit number is 510. The postmaster here in Huntsville bought it long ago and I gave him a hand in setting up for
construction. He was then transferred to Orlando, Florida, where he sold the kit to Kevin. Kevin then moved to
Huntsville. (The airplane had a lot of miles before it even flew!) I helped him here and there in final assembly. Kevin
is a good friend of Johnny Murphy from Florida, and so Johnny came up last October 13 to sign it off and do the test
flights. There were some problems with the mags, so we all quit for the day.

After the minor mag problems were fixed, I worked with him from 27 October until he was comfortable with flying it.
Kevin is an amazingly competent pilot for his having less than 80 hours total time when he was checked out

Kevin's Glasair RG has a 150 hp 0-320E2D with a Warnke 72" diameter prop with a pitch of approximately 78". He trues
out at about 210 mph at 8,000 ft. He still has to finish his interior and apply his final paint job, but he is a happy camper.

Ed.: Thanks for the thoughtful letter, Jim, and congratulations to you, Kevin, for the successful completion of your Glasair
RG. Please send us a nice photo when the paint job is complete.

Ted Beck 3207 III 2/8/92

Helena, MT

Slotted flaps, Stamm wing lips with Herendeen style extended ailerons. E.W. 1,680 Ibs.

Ed.: As of March 1, Ted reported having made 23 flights and logged 19.2 hours. As a general rule, when the number
of flights exceeds the flight hours, it is a good indication that the owner is conducting flight tests. Short flights with
meticulous monitoring of all critical systems and frequent inspection of the engine, airframe, controls and gear between
flights should be the standard procedure.

816
 When flight test hours exceeds the number of flights by a 'Significant margin, it indicates less attention to frequent
inspections and perhaps more of a program to "fly off the hours". Avoid this for your own health.

Ted informed us that his engine wasn't running quite right on the first few flights. It seemed too mixture sensitive. The
mixture had to be adjusted between power changes to smooth out the engine.

He found that a couple of the injectors were fouled but the engine still wasn't operating quite right. After a thorough
troubleshooting session, Ted found that he had the wrong fuel servo. His engine was overhauled and the servo was shipped
to him at a later date. The servo he received was for a turbocharged engine. Ted cautions other builders not to accept
anything as gospel. You'd expect that the engine overhaul company would send the correct part, but people make mistakes.
Cross check part numbers. Engine manuals with such information are easily obtained from Avco Ly coming.

Lastly, he reported the plane now flies beautifully. With slotted flaps and extended wing, he says it is easier to land than
his Glasair IRG. Ted and Vicky plan to fly the III to Mexico this spring for a vacation. Ted promised a story for the
next issue with a photo of his plane.

John Barber 599 IRG 3/2/92

Springfield, IL

Has about 10 hours and required only small changes to control surface trim tabs. All engine operating temperatures good.
All going well.

LETTERS
PRESIDENT'S DAY FLY-IN '92
The Arizona desert was still soggy from heavy rains, and
cold air was moving in from the north. On that Saturday
morning dark gray clouds blocked the sky in all directions.
February 15th, 1992, was slow to awaken.
Radios in the tower at Falcon Field in Mesa, began to
crackle with the familiar sound of Glasairs, "Falcon
Tower, Glasair Mike Juliet, 14 miles west, inbound with
India".
The first Glasair to arrive was Myron Jenkins in his award
winning III. Myron flies out of Parker Arizona and won
Grand Champion at the Copperstate Fly-In and Kerrville,
Texas shows. His Glasair III looks like a thoroughbred
stallion, with sleek lines and smooth body standing proud
for all to enjoy.
As the clouds began to break up and temperatures settled
in the high 60's, more than fifty enthusiasts gathered
around picnic tables for a delicious barbecue. (Someone
made brownies which could become world famous, they
were that good!)
All who were there went away with a renewed
determination and desire to work on their projects.
Cliff Rosch, from Chandler, AZ (a Glasair taildragger
pilot) made a yeoman's effort to record this event with
photographs, but due to technical error, the photos are not
available. We will do better next year.
Dace Kirk and his people at Phoenix Composites, (the
Glasair Southwest Service Center) did a magnificent job
of making everyone feel welcome. They want to say
thanks, again, to everyone who came and participated in
the FIRST ANNUAL PRESIDENT'S DAY FLY-IN.
Phoenix Composites asks that you plan to visit with them
this October 2nd on your way to the Copperstate Fly-In at
Prescott, AZ, and put President's Day '93 on your
calendar to visit with all of us here in Arizona.
Thanks to all the participants who openly shared their
knowledge and encouragement with the soon to be Glasair
pilots.
Jim Osborn
Glendale, AZ
ROUND THE WORLD IN 1610 DAYS
Dear Ted,
Hi! G-III, S/N 3059, has now returned to the U.S.A.
(Houston) after a round the world trip. I'll be closing the
wing in the next several months and look forward to
getting it flying. Please upgrade my address.
Kind regards,
Ron Simard

817
Ed.: This is the world's longest around the world speed attempt
for a Glasair HI! The kit was shipped from Stoddard-Hamilton
on September 3, 1987.
SOUTHERN KITCRAFT GLASAIR
KITBUILDING COURSE
Dear Bill,
When you sold me my kit last summer at Oshkosh you
suggested that I contact Art Bond at Southern Kitcraft
about attending his one week "kitbuilder's course". I am
writing to thank you for the suggestion as I have just
returned from an excellent week with Art and his crew in
Auburn, AL, where the hospitality was as warm as the
weather.
The course was a valuable, "hands on" overview of the
entire kitbuilding process from fiberglass to paint and
since Art specializes in Glasairs everything pertained! As
a result, I feel that not only will I see faster progress on
my own project, but I will build a better, safer and more
beautiful Glasair - time and money well spent! I would
recommend Art's course to any Glasair builder or
prospective builder. Seeing all those well-built airplanes
is as inspiring as the flight line at Oshkosh!
Bill, thanks again for your suggestion. I only regret that
I didn't follow up on your advice sooner.
Sincerely,
W.H. "Pete" Quorlrup
SIN 3241
In response to last quarter's accident brief discussion regarding
quality of construction, builder motivation, etc., we received a
letter from Glasair builder Bill Knox to have someone come by
and look at his project just to see how he's doing. Since no
other Glasair builders or factory representative had ever seen
his Glasair, he wasn't sure whether the quality standard that he
had set for himself was adequate. As we hear requests like this
from time to time, we felt that printing the following letter of his
was appropriate:
Dear Cliff,
Success at last!!! Thanks to your taking the time to get
involved and try to do something on my behalf, I finally
had a fellow builder come by and look over my project.
Please pass my thanks and appreciation on to Ted for his
help, too.
Arnie Luters stopped by yesterday and spent several hours
looking at the project and passing on some hints about
how to make future work go a little easier. He is a true
gentleman, and a wealth of information. You need not be
concerned about advice he may give. He and I will stay
,818
in contact as time goes on, we live close enough together
to make that easy.
Ted asked me to let him know my thoughts after another
builder looked at my project My primary concern was
very simply that I wanted to know how well I was doing.
I've built to my own standards all through the project, but
didn't know how that related to others. Arnie looked the
airplane over for some time and found nothing that he
would improve upon. His primary suggestion was that I
study the manual and understand the objective. Then,
without fretting too much over a molded curve that
doesn't quite fit, or a dimension that is nearly impossible
to get to within .01 inches, just go ahead and do it.
Structurally, the airplane is very strong. The truly minor
details are too easy to correct to worry very much about.
1 am a mathematician by education and if the dimension
says 1.76 inches, then I'll do my damndest to give it 1.76,
not 1.75. My problem (or maybe it's a personality flaw)
is that I have no feel for how much latitude there is in the
construction process. Arnie does. That is the value in
having someone like him look things over. I get myself
worked up because the manual says that at one place the
dimension should be 2 inches when, because of a set in
the panel, within inches of that location the surface is an
eighth of an inch or so one way or the other out of spec.
Arnie assures me that I am being too inflexible. So I'll
chill out a bit, as my son would say. The truly good news
is that where it really counts I am doing well enough to
satisfy an experienced builder's critical review. That
review is exactly what I was looking for. Thanks again
for the help.
Sincerely, Bill
Knox II-S FT S/N
2063
THE VOICE OF EXPERIENCE
During the past couple of years I have been doing a
number of first flights on builders' aircraft. Prior to the
flight I do a thorough inspection of the aircraft. What I
have found is an alarming amount of nuts, bolts, screws,
fittings and electrical connectors loose. Any one of which
can lead to an incidence or fatality.
The Glasair owner/builder is the manufacturer of this
aircraft and should be extremely thorough in checking
every nut, bolt, screw, fitting, and electrical connection.
Remember when the FAA inspector hands you the
Airworthiness Certificate you have graduated from Builder
to Test Pilot.
One problem is the inevitable mad rush prior to the FAA
inspection. It will happen and it is very easy to overlook
something at this point. I would recommend that when
you consider the aircraft ready for flight testing that you
stop, clean up the work area, take the day off to clear your
head and the next day do an annual (Part 43 Inspection)
on the aircraft with a check list (see Owners Manual). Do
not skip anything on the list (oil change, wheel bearing
packing, etc.) A good annual will take 2 to 3 days.
Another problem is the tendency to overlook a fastener or
fitting that is not torqued. Your hands work very well
finding loose fittings but you can't always reach the
fittings once everything is routed. Using a product called
Torque Seal can help. Torque Seal has the consistency of
tooth paste and comes in many colors. You apply it to the
edge of a nut or bolt - it dries quickly, leaving a
noticeable mark. If the bolt works loose the Torque Seal
will break, which you will be able to see during future
inspections.
The Torque Seal will only help if used properly: torque
each bolt or nut and apply the witness mark - one at a
time. If you tighten all the bolts in an area then go back
and witness mark, you can very easily apply the Torque
Seal to a unit you did not tighten.
Another item we use is a red tag, which we attach to a
unit that is not finished or is considered work in progress.
Below is an article out of FLIGHT PLAN, Volume 14,
Number 3 called "A Price of a Mistake". This article says
it all...
Sincerely,
Francis P. Miller, President
NorthernAir, Inc.

The Price of a Mistake

When I was a young AME working in suddenly there was a brilliant flash of spection of everything I do had failed.
New Guinea, there was a terrible fire and the right wing folded upward. How could I have missed that nut!
plane crash which I'll never forget. The plane rolled violently to the right The thought was agonizing. The
The following is the true story as told and crashed inverted. There were no simple lack of a final twist of the
by the AME who made one fatal survivors. Seven people perished in- wrench on that fuel line meant a fine
mistake. stantly in a ball of flame and twisted spray of gasoline could escape. It went
metal. unnoticed on the post inspection run
Normally, I'm a happy freckle-faced up, but after several hours of flying,
redhead hut one day my world turned Too stupefied to feel emotion, I the nut must have loosened more and
upside down. Grief washed over me stumbled off in a daze. My thoughts then....WHOOSH, Fire!
in suffocating waves. The sight of raced around in tortured circles. Did
those seven caskets in a grimly accus- I do something wrong? I was one of I ran to catch Ken, our Chief
ing row was almost more than I could the aircraft mechanics Pilot and in the midst of
bear. I didn't think I could stand it. I maintaining tears and grief, told him it
was responsible. They were dead be- the Aztec. I was my fault. Sure
cause of my error. I was a failure. enough, a subsequent in-
vestigation by the De-
I'll never forget the moment 1 partment of Civil Avia-
first heard the news. It tion proved it. The
was almost supper- nut on the fuel line
time. Nearly everyone was only finger tight.
at Ukarumpa, in Papua My failure to
New Guinea's highlands tighten that nut
hangar where I'm an air- cost seven people,
craft maintenance engi my close friends
neer, and I had gone on and co-workers,
home. Two planes were their lives.
still out but would be home
before dark. The flight dis- The
patcher was at the hangar funeral was a ghastly
standing by for their radio calls ordeal. The sight of those caskets
and made the call. He hit me lined up hit me like a blow to the
with it cold. "Craig, the Aztec tried to think, stomach I wanted nothing but to get
just crashed at Nadzab. Paul was but my mind out of there. At the grave site the same
on his way to Lae and saw it from w a s terrible anguish gnawed at my vitals.
the air. He says it looks bad." I numb. The events of the Oblivious to anything but my grief, I
couldn't believe it! It couldn't be! preceding two days were routine. I was absolutely, totally wretched. How
Not our plane! had performed a hundred hour could l face my friends? How could 1
inspection as I had done so many face myself? I was overwhelmed with
Paul told me about it later while I times before. I had inspected the guilt. I was a failure. The tyranny of
listened in numbed silence. He was right engine! The one that caught that failure made the next few days
near Nadzab, an abandoned WWII air- fire! That had to be the key. Was the worst I've ever lived. Our chief
field about halfway on the 40 minute- there something I had or hadn't done? mechanic was at the crash site
run to Lae when he heard Doug call helping clean up the wreckage and
the Lae tower "Mayday, Mayday, A new chap had helped me on the left me responsible for the engine-
Mayday!" I have a fire in my starboard inspection. He was doing the magne- change in one of our other planes. It
engine and am now feathering. I'll try tos while I was underneath the engine was going from the hangar into the
for a landing at Nadzab Paul spotted replacing the carburetor fuel finger engine shop to get the supercharger. I
the Aztec, streaming frightful orange screen. I had just hooked up the fuel started to pick it up but couldn't. I was
and white flames from the right en- line again and twisted the B nut finger literally repulsed. Tears flooded my
gine and a long trail of ugly black tight when he asked for a hand with cheeks; I leaned on the bench and
smoke traced Doug's desperate dive the mags. I got out from under the sobbed. I couldn't do it. I couldn't
for safety. The Aztec passed over the engine to help and... That had to be it!! work on planes Look what I had just
runway and was turning to land when I never finished tightening that nut done - sent seven people to their deaths
with a wrench! I was stunned My
practice of always making a final in-
Love got me through that week, the
love of two persons assigned to help
with the engine change. They sensed
the tumult in my mind and they en-
couraged me. I'm sure that almost
everyone knew something of the cause
of the accident but I never sensed
rejection by anyone. But it was not
over yet. The emotional wringer
squeezing me dry of everything but
guilt and grief still had one more twist
before spitting me out. I wanted to
talk with Doug's wife and the rest of
his family but I was afraid. What
New U.S. Customs Services Rules
would she say? I couldn't face her so
I put it off and the longer I put it off the
harder it got.
Documents Required
Aboard Private Aircraft
On the day Doug's oldest daughter
was scheduled to return to New
Zealand, I was working at the hangar
as usual. The weather was bad, rain,
low overcast and bad visibility. So,
while waiting for it to lift, the family The U. S. Customs Service recently published final rules on the "Documents
had coffee in the pilots' lounge. I had Required Aboard Private Aircraft." These rules apply to 19 CFR, Parts 122
to talk to them. I hesitantly pushed and 178. The original Notice of Proposed Rulemaking (NPRM) on the subject
the door open and asked everyone but was published January 8, 1990.
the family to leave. No one spoke;
they just got up and left; left me with The final rule, though less than perfect, is somewhat more defined than
the family of the man I had killed. I originally proposed and essentially requires ( I I a valid Pilot Certificate, (2) a
closed the door and opened my broken Medical Certificate, and |3) a non-"pink slip" aircraft registration. WARNING:
heart. I wept and wept. My voice The penalty for non-compliance is $5,000.
choked with sobs as I asked their for-
giveness. "That hand there," I said, For additional information, contact Louis M. Razzino, director, U.S. Customs
"took Doug's life". Almost incoher- Office of Enforcement and Facilitation, (202) 566-5607. tj-
ent, sobs shaking my whole body, I sat
wrapped in misery. Glennis reached
out and took my hand into hers, the
hand that had taken her husband's
life. The warmth of her forgiveness Cut on the dashed line and place in your aircraft. The U.S. Customs airports
flowed over me like a balm. Time has and telephone numbers for Washington state are printed on the back side of
gone on and the healing continued. this article.

/ hope that none of us ever has to live

through the agony of having made a
mistake.

Gordon Dupont
Technical Investigator
Canadian Aviation
Safety Board/Pacific

. 820
 ACCIDENT BRIEFS

As FAA and National Transportation Safety Board reports can take up to one year to be published, advanced publication of accidents
in this column do not contain all the facts and information necessary to draw definitive conclusions. Rather, these accident briefs are
intended to bring the circumstances to the attention of Glasair builders in the interest of improving safety. They are not intended to
judge the ability or capacity of any person, living or dead, or any aircraft or accessory. We appreciate the willingness of Glasair builders
to share their experiences with others so they may have the opportunity of avoiding similar circumstances.

One accident this past quarter to report which resulted in repairable damage to the Glasair but no injuries. The owner
r
equested that we not print it in the newsletter. To honor his request, but to offer some educational value to other Glasair
pilots, here's a clue: the mistake made was in missing one of the items on the pre-takeoff checklist.

Most pilots get into the habit of not using a checklist because 1) it takes extra time to go through a checklist as compared
to a mental review, 2) using a checklist in front of the passenger might appear to them that you don't quite know or remember
how to operate the airplane? BE HONEST. People would likely laugh if you used a checklist to operate your automobile.
Does using a checklist mean that you aren't smart enough to remember how to operate a single engine airplane? No, it means
you are smart enough to recognize that all humans forget once in a while, and forgetting in an airplane can have terrible
consequences.

Another summer flying season is beginning. Fly smart. Fly responsibly, Fly safe!

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