As a starter you might be interested in having a look at the amazing early history of Glasair written by Ted himself, it does give a nice insight in a aviation startup.. Or have a look at one of my favorite articles from the old Glasair newsletters, that describing one of the earlier builders to cross the pond. Both documents a big (6/12MB) so have a bit of patience if you have a slow connection.

Or have a look at the Glasair designer Tom Hamilton and his latest venture: A kerosene burning load loving cross between the Glastar and Caravan: The Quest Kodiak. A step back to the roots since he has been busy producing floats and doings aerodynamic reasearch for the last couple of years. If I were to go to work as a relief and/or bush pilot that is the aircraft of my choice.

Once upon 1975 in a pig farm (actually he only moved there when the Glasair I SH-2 was put into production) far far away there was one (not ever to be a dentist) Thomas S. Hamilton. He built a tandem seat aircraft known as the SH-1 or rather the Pocket rocket thanks to its 135mph approach speed. That one was never put into production so let us just quickly skip to the Glasair SH-2 or as it is more known as: Glasair I.

Glasair I to the left Glasair Super II (SIIS) to the right The increase in width of the fuselage and area increase of the stab area are obvious. (Pictures from Andy Plunkett )

To cover the basics first: All Glasair models used the designator TD for tail wheel, FT for tri cycle and RG for retractable gear. This also applies to the Glasair III but since it is only produced in retractable gear version the RG is usuallly dropped.
The Glasair I & II designator is used on the versions that uses the four cylinder (320 & 360) Lycomings and the III (SH-3) is used for the version aimed at the 540.

Glasair I (#1-803 delivered until 1985)
They were approximately 2 ½” narrower in the fuselage (shoulder width is 39 ½”) and 1” shorter in canopy height compared to the Glasairs of today (II/III). They were built with either with a internal sliding canopy or gull wing style door. From a build point of view the Glasairs has evolved during the years leaving the factory more complete and closer to the finish line today than in the early years. It is extra obvious when looking at the Glasair I kit since the builders had to make their own canopy frames by cutting the frame out of the fuselage shells. The completion rate of the early kits is lower then the kits of today, not only has the construction time decreased with at least 1000hours, but more importantly the construction process is more straight forward today.

The first generation Glasairs is actually an acceptable farmstrip airplane. Everything is of course relative (we are talking about one of the fastest aircrafts around..) and individual (what are your minimums?) but the first generation being fairly light it is actually better then expected. Just compare the 530feet landing roll of the Glasair I with the 400feet of the Glastar… If converted with the new extended wing and the new slotted flaps it should be even better. But with every generation the Glasair moved into more of a heavier more comfortable IFR cross country cruiser so do not expect the III operating out of your backyard…

This Glasair has the slider door. Originally there was a choice between slider or gullwing canopy but today only the gullwing is offered/used. Evident in the photo is that the owner of the aircraft refitted the aircraft with the larger rudder. A retrofit most Glasair I owners has incoperated. On a sidenote The Glasair I TD today is a excellent choice for thoose with a tight budget, a well equipped TD with low hours is usually sold under $40.000, and it is still one of the fastest/nicest aircrafts around. So that tail wheel rating may pay off…

The RG version brought even more speed. Introduced 1983.

There was an early demand for a tri cycle version. Introduced 1984.

Specs on the Glasair I TD:
stall w/std flaps @ gross weight (1700lbs) 62mph (std wing)
take off roll gross 700 ft
landing roll gross 530 ft
Best rate 110 mph
Best angle 75
Maneuvering 145
Never exceed 260
Empty weight 1000lbs

Glasair II (#1001-1119)
It had a 2 1/2” wider and 1” taller fuselage then the first version. But more impotantly the kit evolved into what we today would call a complete kit with the canopy frames, gear box structures, stabilizer and elevator ribs and spars included as formed assemblies. Saves you hundreds of hours construction time.

Glasair II-S (#2001-2184)
The fuselage was lengthened aft. But the II-S usually ended up with the CG to much aft. Builders were given several different options to improve CG, stability and control which included adding 12” to the span of the horizontal stabilizer and moving the wing slightly aft by 1.5”.
A crash course in the kitplane business is given by Ted Setzer explaining to ´The Aviation Consumer´ why they began shipping a new stretched tail with expanded c.g. limits in 1989 but didn’t get around to flying a Glasair II-S prototype until a year later(!). He is quoted as saying, “Unfortunately, we didn’t have the luxury of testing the new tail before we put it on the market. We had to stay in business. We had to keep selling kits.”

Glasair Super IIS or just Super II (2201- )
This model introduced the longer horizontal stabilizer as default, the wing was maintained in the original location but the nose was lengthened six inches to give more leg room and a wide/better C.G range. Apart from trying to fix the shortcomings of the II-S the impovements brought more baggage weight carrying capacity and improved stability and control. This is the version sold today and it has remained unaltered since its introduction.

Specs with Lycoming O-360 (180Hp) and Hartzell constant-speed Prop
Maximum Speed:197 kts @ sea level
Cruise Speed @ 75% power:188 kts @ 8,000 ft
Stall speed at gross, full slotted flaps:59 kts
Service Ceiling:19,000 ft
Takeoff Distance:800 ft
Landing Distance:800 ft
Rate of Climb (gross):1700 fpm
Maximum Range @ 55% power:1200 nm (std fuel)
Empty Weight:1250 lbs
Gross Weight:2100 lbs
Useful Load:850 lbs
Fuel Capacity:48 gal (std.)
Cabin Width:42 in
Overall Length:20.7 ft
Height:6.8 ft
Wingspan:23.3 ft
Wing Area: 81.3 sq ft
Wing Loading: 25.8 lbs/sq ft
“G” Loading (ultimate): +9, -6 (at aerobatic gross weight)

Glasair III (3001- )
Apart from the strengthening the landing gear, improvement of the emergency extension system, and the move to a carbon fiber horizontal stab the Glasair III remains essentially unchanged since its introduction. I know some would not agree with me but from my point of view the SIIS RG and III is identical apart from the beefing up made on some parts of the III since it is intended to be more acrobatic and with heavier/stronger engines. But there are visable diffrences: The ailerons have a differnt shape to keep themfrom getting to heavy at higher speeds and the lower cowling has a longer much more aerodynamic shape with cleaner exhaust stack exit.

We are talking about experimental aircrafts so of course there are exceptions to every rule… This is a tail wheel Glasair III!

Some even put a turbine in it!
Just read the post by Al Pike back in -98 when he had the luxury to get a ride in a Mark Melvins N9156W turbine Glasair, Mark even managed to keep the weight 200 pounds below a piston powered glasair so with three times the power he really got serious performance available. Of course a turbine is not that good in a sunday flyer (the fuel consumption is almost at the same (very high!) level all the time so if you are not going somewhere it gets very uneconomical..) but as a rocket substitute it sounds like great fun

”
February 7, 1998
Merritt Island, FL

6 (that’s right, SIX) Minutes in Heaven!
Independent Observer Flight Report

Between 2:53 pm and 2:59 pm this afternoon, I was privileged to spend 6
minutes in “Aviator Heaven”.

Mike Manary, of Melbourne, FL, took me there with his homebuilt jet-powered “personal fighter”. It’s actually a Glasair III Turbo-Prop, but for someone who had previously considered Bonanza’s “hot” airplanes, this was a real eye-opener. No factory has ever built a production airplane like this for private pilots to fly.

Powered by a simple-to-operate 724 hp Walter 601 turbine engine (Czech-made), and fitted with an 85 inch 3-blade Avia propeller, the airplane accelerated to its 100 mph takeoff speed in just a few seconds.
Manary waited a few more seconds, accelerated to a leisurely 200 mph, then shot up to 1000 feet. Five seconds later (or as closely as I could time it!) we rocketed through 2000 feet.

Leveling off at 3000 feet, Manary briefly demonstrated the airplane’s aerobatic capabilities (control movement is nearly imperceptible).

A couple minutes later Manary accelerated in straight and level flight to well above 300 mph indicated. Unfortunately, his airspeed indicator tops out at 300 mph, and I was so excited at the offer of a ride that I forgot to bring along my GPS! I think we accelerated to about 350 mph before he started slowing it down. Manary told me that he has dive-tested the airplane to about 450 mph, but he doesn’t yet own a GPS to confirm that with.

Manary reports a climb rate of about 10,000 fpm to at least 5000 feet (from what I saw, that’s a reasonable claim), and that it only takes him 4 minutes to climb to 20,000 feet. Now I know why he wears a military helmet and oxygen!

The engine burns about 30 gph at a “low altitude cruise” of 10,000 feet, and briefly burns about 60 gph during full-power takeoff operations. Fuel capacity is 175 gallons when he snaps on 2 fifty gallon “drop tanks” just outboard of the wheel wells. Standard fuel capacity is 75 gallons, without the extra tanks. ”

Sources:
Glasair.org
Glasair newsletters
New Glasair website