Glasair II FT – N172D
PILOT OPERATING
HANDBOOK
Stoddard Hamilton Glasair II FT
(Fixed Tricycle Gear)
N172D
1
Glasair II FT – N172D
Table of Contents
TABLE OF CONTENTS ................................................................................. 2
INTRODUCTION ............................................................................................... 3
SPECIFICATIONS ............................................................................................ 4
PERFORMANCE DATA .................................................................................... 6
SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY ..................................... 8
GENERAL AIRSPEED ...................................................................................... 8
VFE MAXIMUM FLAP EXTENDED SPEED IS THE HIGHEST SPEED
PERMISSIBLE WITH WING FLAPS IN A PRESCRIBED EXTENDED
POSITION...................................................................................................... 8
WEIGHT AND BALANCE .................................................................................. 9
AIRSPEED LIMITATIONS ............................................................................... 10
POWERPLANT LIMITATIONS ........................................................................ 11
INSTALLED ENGINE .................................................................................. 11
CENTRE OF GRAVITY LIMTS .................................................................... 14
EMERGENCY PROCEDURES ....................................................................... 15
INTRODUCTION ......................................................................................... 15
FIRE ............................................................................................................ 16
ENGINE FAILURE ....................................................................................... 17
SPINS AND SPIRAL DIVES ........................................................................ 20
SPIRAL DIVES ............................................................................................ 21
NORMAL OPERATIONS ............................................................................. 22
1. COCKPIT ................................................................................................. 22
WEIGHT & BALANCE: ................................................................................ 25
FLIGHT CG LIMITS ..................................................................................... 25
STATIONS OF FLIGHT CG ......................................................................... 25
VARIOUS MOMENT ARMS ........................................................................ 25
EMPTY WEIGHT CG CALCULATION......................................................... 26
FLIGHT CG CALCULATION........................................................................ 27
GENERAL DATA ................................................................................................ 28
W A R N I N G ................................................................................................. 28
SYSTEMS:................................................................................................... 34
GENERAL.................................................................................................... 35
OUT-OF-SERVICE CARE ........................................................................... 38
ANNUAL INSPECTION ............................................................................... 42
SAFETY INFORMATION: ............................................................................ 48
2
Glasair II FT – N172D
INTRODUCTION
This aircraft has been built to comply with FAA Regulations for experimental category aircraft. The
aircraft design allows a maximum weight of 2000 lbs (std wingtips) or 2200 lbs (extended wingtips)
Numerous improvements have been incorporated into the original design as a result of the experience of
many operators of this type.
These include the following factory options

Extended wet wing tips

Rear window additions

Dorsal fin addition

ram air intake
It is advised to complete extensive taxi trials prior to operating this aircraft.
3
Glasair II FT – N172D
SPECIFICATIONS
Wing Span
23.3 ft
Wing Area
81.3 sq ft
Wing Aspect Ratio
6.20 (7.64 with wing extensions)
Length Overall
19.4 ft
Height Overall (w/o propeller)
6.54 ft
Wheel Base
4.32 ft
wheel Span (track)
6 ft
Cabin Width
42 ins
Baggage Space
10 cu ft
GROSS WEIGHT
Normal
2000 lbs (2200lbs with extended wing tips)
Aerobatic
1700lbs
Empty weight
1334lbs
Useful Load
676 lbs (776 with wing tip extensions)
Baggage Capacity (max)
80lbs
Wing Loading (gross)
20.91 lb/sq ft (19.67 lb. sq ft with wing tip extensions)
FUEL CAPACITY
Main wing tank
34 Imp gal.
header tank
6 Imp. gal.
Tip Extension Fuel Tanks
11 gal
Unusable fuel
1.5 Imp. gal.
Oil capacity
8 qt. (15 lbs.)
TIRE SIZES
Main wheels
5.00 X 5
Nose wheel
11x 4.00-5
Seats
2
4
Glasair II FT – N172D
5
Glasair II FT – N172D
PERFORMANCE DATA
Top Speed (Sea level)
260 mph
Cruise Speed (24 X 24 sea level)
175 kts IAS
Rate of climb (from sea level):
Solo
2700 ft/min
Gross
1700 ft/min
Stall Speeds: (To be confirmed during flight testing)
Clean Solo
65 mph
Clean gross
70 mph
Flaps Down, Gross
63 mph
Recommended Glide Speed (engine out)
120 mph
Best Rate of Climb Speed (V y )
110 mph
Best Angle of Climb Speed (Vx)
90 mph
Approach Speeds
100 mph (90 over the fence)
Never Exceed Speed (Vne)
260 mph
Maneuvering Speed (Va)
145 mph
Maximum Structural Cruising Speed (Vno)
200 mph
Maximum Flap Extension Speed-(Vfe)
120 mph
6
Glasair II FT – N172D
Structural Limit Loads (at 2000lb. gross weight)
Positive
3.8 G's
Negative
1.0 G's
Structural Limit Loads (at 1700 lb. aerobatic weight)
Positive
6.0 G's
Negative
4.0 G's
Range at 55% power (approx.)
1177 Miles
Service ceiling .(approx.)
20,000 ft.
Roll rate
140 degree/sec
Takeoff Ground Roll
Solo
380 ft
Gross
700 ft
Solo
435 ft
Gross
530 ft
Landing Ground Roll
7
Glasair II FT – N172D
SYMBOLS, ABBREVIATIONS, AND
TERMINOLOGY
GENERAL AIRSPEED
CAS Calibrated Airspeed is the indicated speed of an airplane, corrected for
position and instrument error. Calibrated airspeed is equal to true airspeed in
standard atmosphere at sea level.
KCAS Calibrated Airspeed expressed in knots.
GS Ground Speed is the speed of an airplane relative to the ground.
IAS Indicated Airspeed is the speed of an airplane as shown on the airspeed
indicator when corrected for instrument error. IAS values published in this
handbook assume zero instrument error.
KIAS Indicated Airspeed expressed in knots.
TAS True Airspeed is the airspeed of an airplane relative to undisturbed air
which is the CAS corrected for altitude, temperature, and compressibility.
Va Maneuvering Speed is the maximum speed at which application of full
available aerodynamic control will not overstress the airplane.
Vfe Maximum Flap Extended Speed is the highest speed permissible with wing
flaps in a prescribed extended position
Vle Maximum Landing Gear Extended Speed is the maximum speed at which an
airplane can be safely flown with the landing gear extended
Vlo Maximum Landing Gear Operating Speed is the maximum speed at which
the landing gear can be safely extended or retracted.
Vne Never Exceed Speed is the speed limit that may not be exceeded at any
time.
Vno Maximum Structural Cruising Speed is the speed that should not be
exceeded except in smooth air and then only with caution.
Vs Stalling Speed or the minimum steady flight speed at which the airplane is
controllable.
Vso Stalling Speed or the minimum steady flight speed at which the airplane is
controllable in the landing configuration.
Vx Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of
altitude in the shortest possible horizontal distance.
Vy Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in
altitude in the shortest possible time.
Vy Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in
altitude in the shortest possible time.
8
Glasair II FT – N172D
WEIGHT AND BALANCE
Datum An imaginary vertical plane from which all horizontal distances are
measured for balance purposes.
Station a location along the airplane fuselage usually given in terms of distance
from the reference datum.
Arm The horizontal distance from the reference datum to the center of gravity
(CG) of an item.
Moment The product of the weight of an item multiplied by its arm.
MAC (mean aerodynamic chord) is defined as the value that, when multiplied by
the span, results in the wing area.
Airplane Centre of Gravity (CG) The point at which an airplane would balance if
suspended. Its distance from the reference datum is found by dividing the total
moment by the total weight of the airplane.
CC arm The arm obtained by adding the airplane's individual moments and
dividing the sum by the total weight.
CG Limits The extreme center of gravity locations within which the airplane must
be operated at a given weight.
Empty weight Weight of an airplane including full operating fluids, unusable fuel,
full -oil., and optional equipment.
Maximum Gross Weight Maximum weight approved for flight operations.
Useful Load Difference between maximum gross weight and empty weight.
Payload Weight of occupants, and baggage.
Tare The weight of chocks, blocks, stands, etc., used on the scales when
weighing an airplane.
9
Glasair II FT – N172D
AIRSPEED LIMITATIONS
Vne
Va
260 mph
145 mph
Vno
200 mph
Vfe
120 mph
Do not exceed this speed in any operation.
Do not make full or abrupt control movements
above this speed.
Do not exceed this speed except in smooth air
and then only with caution.
Do not extend flaps or operate with flaps
extended above this speed.
NOTE
 Definitions of these airspeeds are given in FAR Part 1, paragraph 1.2.
 All airspeeds are calibrated airspeeds (CAS).
 During flight test, the airspeed indicator should be calibrated so as to
distinguish indicated airspeeds (IAS) from calibrated airspeeds (CAS).
 Above 200 knots, calibrated airspeed becomes inaccurate due to
compressibility around the leading edge of the pitot tube.
 Equivalent airspeed (EAS) is calibrated airspeed corrected for
compressibility.
 EAS will always be lower than CAS above 200 knots.
 The differences between IAS, CAS, and EAS are determined by
experiment.
AIRSPEED INDICATOR MARKINGS
WHITE ARC
62 to 120 mph
(Full Flap Operating Range)
GREEN ARC
68 to 200 mph
(Normal Operating Range)
YELLOW ARC
200 to 260 mph
(Operate with Caution; Only in
Smooth Air)
RED LINE
260 mph
(Maximum Speed for All Operations
10
Glasair II FT – N172D
POWERPLANT LIMITATIONS
INSTALLED ENGINE
GLASAIR N172D is fitted with a Lycoming IO 360 C1C 200 hp injected engine. A
ram-air device is fitted to obtain maximum performance. The ram air gives direct
entry into the throttle body with air filtration..
Change oil every 25 hours to minimize damage from grit abrasion to the engine.
 Avoid continuous operations between 2000-2350 RPM
OIL PRESSURE
Maximum normal operating
95 psi
Minimum normal operating
55 psi
Idling
25 psi
Start and warm-up maximum (red line)
100 psi
Green arc
60 to 90 psi
OIL TEMPERATURE
Maximum (red line)
245’ F. (118’ C.)
Recommended
180’ F. (82’ C.)
Green Arc
160’ F. to 220’ F.
Yellow Arc
100’ F. to 160’ F.
Continuous operation below 140 F. is not approved
11
Glasair II FT – N172D
12
Glasair II FT – N172D
FUEL PRESSURE
Boost pump pressure limits to injector inlet:
Zero Fuel Flow
45 psi maximum
Maximum fuel flow
14 psi minimum
CYLINDER HEAD TEMPERATURE
500’ F. (260’ C.)
180’ F. to 435’ F.
below 435’ F.
below 400’ F.
Maximum (red line)
Normal Operating (green arc)
High Performance Cruise
Economy Cruise
TACHOMETER
Maximum RPM (red line)
Normal Operating (green arc)
2700 RPM
600 to 2700 RPM
EXHAUST GAS TEMPERATURE (EGT)
1650’ F.
Do not exceed
VACUUM PRESSURE
Operating Range
4.3 to 5.9 ins Hg.
13
Glasair II FT – N172D
CENTRE OF GRAVITY LIMTS
WARNING
These figures are dependent on the airplane being within safe Centre of Gravity
limits. Do not fly the airplane if its computed flight CG falls outside of the
published limits. Due to variables such as fuel, passenger and baggage weight,
these figures may be reduced somewhat. Before each flight, the CG should be
computed to determine whether the aircraft is within safe limits.
Forward Limit
Station 82. 21
Aft Limit
Station 88. 88
The reference datum point is 60. 0 inches forward of the firewall/cowling split
line.
FLIGHT LOAD FACTORS
At the 2000 lb. gross weight,:
+ 3 .8 G's / - 1.0 G's
At an aerobatic weight of 1700 pounds:
+ 6.0 G's / - 4.0 G's
WARNING
LATERAL FUEL LOADS


The Glasair wing tank is a single unit, wing tip to wing tip. It is most
important to assure that the aircraft is level, otherwise an abrupt wing-drop
will be experienced upon rotation.
Should it be essential to leave the aircraft on a slope, 20 minutes should
elapse with the aircraft level before taking off.
AEROBATIC MANOEUVRES


The Glasair was designed in the USA as a sport aerobatic type.
Intentional Spins are NOT approved in this Aircraft.
14
Glasair II FT – N172D
WARNING


Any slipping or cross controlling maneuvers must be no longer than 30
seconds in duration while drawing fuel from the main tank, as fuel supply
then risks being un-ported resulting in engine stoppage.
Slips are prohibited with less than ten gallons remaining in the main
tank,
Emergency procedures
INTRODUCTION
The emergency procedures described in this section are applicable to most
aircraft including the Glasair II FT. These procedures are suggested as the best
course of action for coping with the particular condition described, but are not a
substitute for sound judgment and common sense. Since emergencies rarely
happen, their occurrence is usually unexpected, and the best corrective action
may not always be obvious. Pilots should familiarize themselves with the
procedures given in this section and be prepared to take appropriate action
should an emergency arise.
The recommended procedures given herein for coping with emergency situations
are the best techniques presently available, based on flight test results and
operational experience. Multiple emergencies, weather, unusual conditions, etc.,
may require deviation from these procedures. Each pilot must make the final
decision as to the correct procedure under the circumstances, and he is
responsible for the final decision.
15
Glasair II FT – N172D
FIRE
IN-FLIGHT FIRE


Immediately shut off the fuel supply to the engine. Turn off all electrical
accessories. Close all vents and the cabin heat box to prevent smoke
from entering the cabin. Execute an emergency landing as soon as
possible.
If smoke and fumes are bad enough to overcome the pilot, the canopies
should be opened so that a safe landing can be accomplished.
GROUND FIRE
If an engine fire should occur while starting the engine on the ground,
 pull the mixture to the full lean, idle cutoff position,
 open the throttle,
 and continue cranking the engine with the starter. (This is an attempt to
pull the fire back into the engine.) Engine fires during start are usually the
result of over priming.
If the engine has already started and is running, let it continue running in an
attempt to pull the fire back into the engine.
 If the fire continues to burn for longer than a few seconds, the engine
should be shut down and the fire extinguished by the best available
external means.
o Use a Halon extinguisher, if possible.
ELECTRICAL FIRE:



In the event of an electrical fire on the ground, turn all electrical systems
off, including the master switch and main battery isolator switch.
o Shut down the engine.
o Clear the aircraft and use a Halon type fire extinguisher.
If an electrical fire occurs in the air, turn the alternator switch, master
switch, and all electrical equipment off, reduce speed (95 mph), open air
vents to provide fresh air for breathing, and extinguish the fire, if possible.
o Land as soon as possible and remedy the problem before further
flight.
If smoke and fumes are bad enough to overcome the pilot, the canopies
should be opened so that a safe landing can be accomplished.
WARNING
Open the gull wing canopies in flight only as a last resort effort. This procedure
should never be attempted under normal circumstances as the gull wing
canopies will depart the aircraft.
16
Glasair II FT – N172D
ENGINE FAILURE
GENERAL


The Lycoming aircraft engine is very reliable and the probability of it
failing catastrophically without some type of advance warning is quite low.
Early indications of an engine failure are lowering oil pressure, increase in
oil temperature, high cylinder temperatures, excessive mechanical noise,
lowering fuel pressure, and so on.
Pilot induced failures are far more common and impact ice, mixture lean,
fuel starvation, etc. Keep these in mind if an engine problem or failure
should arise.
ENGINE-FAILURE ON TAKEOFF:

If the engine fails after the aircraft has left the ground on takeoff, lower the
nose to maintain flying speed. If there is not sufficient prepared landing
remaining in front of the aircraft, prepare to land straight ahead. Small
turns may be made to avoid obstacles. Only if enough altitude and
airspeed are available, can a 180 degree turn be made to return to the
field. You are much more likely to survive an emergency straight ahead
ditching of the plane than a stall and spin resulting from a steep, slow turn
back the field.

Only if there is time and you have maintained control of the aircraft should
you attempt to restart. Check to see if fuel pressure is adequate, whether
mixture is full rich, electric fuel pump is on, fuel is on, fuel quantity is
sufficient, and that both magnetos are on.
ENGINE FAILURE IN FLIGHT:
In the event of an engine failure during flight, maintain best glide speed of 115
mph and prepare for a forced landing. Quickly check that fuel pressure is
adequate, whether mixture is full rich, fuel valve is on, adequate fuel quantity is in
the tanks, and the mags. are both on. Switch to the header tank if it is full of fuel.
If time permits, and one of the above conditions is the problem, attempt a restart
after the problem is alleviated.
Engine roughness may be caused by a bad magneto, induction problems,
improper leaning, plug fouling, fuel starvation, impact icing, water in the fuel, etc.
If you encounter engine roughness or power loss in flight, you should check all
engine gauges to see whether the pressures and temperatures fall within the
allowable ranges. Also, check mixture setting, fuel tank selection, alternate air,
17
Glasair II FT – N172D
magnetos, etc. If none of these items alleviate the problem, make a
precautionary landing at the next airport and troubleshoot the problem.
ENGINE OUT APPROACH AND LANDING:
If loss of power occurs at altitude, trim the aircraft for best gliding speed (115
mph), and look for a suitable landing field. If measures taken to restore power
are not effective, and if time permits, check your charts for airports in the
immediate vicinity; it may be possible to land at one if you have sufficient altitude.
If possible, notify the 121.5 of your location, difficulty, and intentions.
When you have located a suitable field, establish a spiral pattern around the
field. Try to be at 1000 feet above the field at the downwind position, to make a
normal approach. If you are forced to land away from an airport, it is advisable to
fly an imaginary pattern, with downwind, base, and final legs. This will help you
make correct altitude and approach speed judgments for an unknown landing
site.
Remember that the power off glide will be steeper than the engine idle glide that
you are used to. Always leave yourself enough altitude and airspeed to clear
obstacles.
Keep the gear and flaps retracted until you are assured of making the field.
Conversely, the gear and flaps work very effectively if you are too high on
approach.
Keep the gear and flaps retracted until you are assured of making the field.
Conversely, the gear and flaps work very effectively if you are too high on
approach.
Be sure that you have sufficient air speed to maintain elevator authority.
Airspeed should be kept relatively high (90-100 mph) throughout the approach to
keep the sink rate low and to provide enough excess lift so that the descent can
be arrested in the flare. Bleed off the airspeed in the flare, however, so that the
actual touchdown is made at the lowest possible airspeed.
When committed to landing:
1.
2.
3.
4.
5.
6.
7.
Throttle closed or off.
Mixture full lean.
Fuel selector off.
Alternator and Master switches off.
Ignition switches off.
Seat belt and shoulder harness tight.
Flaps as required.
18
Glasair II FT – N172D
Engine out landings on hard surface runways should be made with the gear
down. On a soft surface keep the gear retracted to minimize airframe damage
and reduce the chance of injury.
Touch down should be made at the minimum controllable airspeed, being
careful not to stall and drop the airplane in. Especially if forced to land in trees,
the airplane should be allowed to fly into the trees rather than stalling and
dropping to the ground through the trees.
In very rough terrain, try to fly the airplane so that the fuselage area (passenger
compartment) misses the larger objects, such as the biggest tree trunks and
rocks. Sacrifice other parts of the airframe (wings, landing gear) to absorb the
impact energy.
19
Glasair II FT – N172D
SPINS AND SPIRAL DIVES
SPINS
WARNING
Intentional spins are prohibited in the Glasair.
Since the wing must be stalled for a spin to occur, inadvertent spins can be
prevented by avoiding inadvertent stalls. The pilot must be thoroughly familiar
with the Glasair's stall and pre-stall behavior to avoid inadvertent stalls.
Remember that a stall can occur at any airspeed and attitude; a pilot who is
thoroughly familiar with the Glasair's stall behavior under all conditions will be
unlikely to enter an inadvertent spin.
The stall strips must be installed on the inboard wing leading edges to help
ensure there is no tendency for a wing to drop during the stall.
If a spin is entered inadvertently, standard spin recovery control inputs should be
immediately applied.
Standard spin recovery procedures are:
1.
2.
3.
4.
5.
6.
Power off.
Apply full immediate opposite rudder to direction of rotation.
Release stick. -as rotation stopsNeutralize rudder.
Take hold of stick.
Pull out of dive.
If a wing drops during a stall, immediately apply opposite rudder to catch the
wing drop and apply forward stick to break the stall before the situation can
progress to a fully developed spin.
20
Glasair II FT – N172D
SPIRAL DIVES
A spiral dive is a situation which develops when the nose of the aircraft begins
dropping out of a turn.
(A spin, on the other hand, develops from excessive yaw during a stall.) In a
spiral dive, speed builds rapidly as the nose drops and, if the pilot attempts to
raise the nose by applying back pressure, the turn will tighten and G forces will
begin to build. If allowed to continue, the aircraft will either strike the ground at
high speed or will suffer in-flight structural failure from excessive G loads.
The proper recovery from a spiral dive is to first reduce power by bringing the
throttle and propeller controls back to prevent over-speeding the
engine/propeller. Simultaneously with the power reduction, level the wings and
then apply gentle back pressure to stop the dive.
A spiral dive is a common result (usually fatal) of flying into instrument conditions
without proper training or proper instrumentation. For this reason, pilots who are
not rated and current in IFR flight must avoid flight in conditions of reduced
visibility.
21
Glasair II FT – N172D
Normal Operations
Prior to any flight, the exterior and interior of the aircraft should be checked for
anything that looks suspicious or out of line. The following preflight walk-around
check-list should be used as a guide.
1. COCKPIT
·
·
·
·
·
·
·
·
·
·
Aircraft documents and authorization
Aircraft in suitable position on good ground
Open doors, inspect harnesses
Check switches OFF, key OUT, radio/navaids OFF
Throttle CLOSED, mixture CUT-OFF
First aid kit and fire extinguisher in position and charged
Master switch ON
Check strobe, landing lights, navigation
Check pitot heat
Master switch OFF
Remove all control locks, jack pads, tie-down rings, pitot cover, etc.
2. LEFT WING
·
Condition of wing skins for stress cracks and fractures.
·
Wing root fairings--securely attached.
·
Wing attach screws in fuselage.
·
Hinge pins and safety wire in left flap.
·
Flap actuator fitting bolts
·
Hydraulic and electric lines at aft spar for security, chafing and oil leaks.
·
Left aileron hinge pins, safety wire, actuator fitting bolts, counterweight
fasteners, and possible obstructions to counterweight (i.e. loose wires in wing
tip).
·
·
·
Aileron ---- full travel.
Pitot tube for obstructions.
FUEL CAPS secure
22
Glasair II FT – N172D
LEFT MAIN GEAR
·
·
·
·
Tire condition, creep and pressure.
Condition of brake disc and pads.
Main fuel sump. Drain into cup. Check for debris/water
Fuel vent lines for obstructions
4. FRONT FUSELAGE AND ENGINE
·
·
·
·
·
Windscreen condition and CLEAN
Check oil contents (minimum 6 US quarts)
Starboard cowling fastenings secure
Starboard cooling inlet free from obstructions
Check Propeller for nicks and cracks. Oil from defective seal. Spinner for
cracks and looseness.
NOSE GEAR
·
·
Tire condition and pressure
Damage to wheel pants or strut
COWL FRONT
·
·
·
Ram air inlet secure and free from obstructions
Condition of landing light lenses
Port cooling inlet free from obstructions
PORT COWL
·
Port cowling fasteners secure
Drain gascolator and check for water/debris
23
Glasair II FT – N172D
5. RIGHT WING
·
·
·
·
·
·
·
·
·
·
Condition of wing skins for stress cracks and fractures.
Wing root fairings--securely attached.
Wing attach screws in fuselage.
Hinge pins and safety wire in left flap.
Flap actuator fitting bolts.
Pressure head – Check pitot/static holes clear, hydraulic and electric lines
at aft spar for security, chafing and oil leaks.
Left aileron hinge pins, safety wire, actuator fitting bolts, counterweight
fasteners, and possible obstructions to counterweight (i.e. loose wires in
wing tip).
Aileron ---- full travel.
Pitot tube for obstructions.
FUEL CAPS secure.
RIGHT MAIN GEAR
·
·
Tire condition, creep and pressure.
Condition of brake disc and pads.
6. TAIL CONE AND EMPENNAGE
·
·
·
·
·
·
·
·
·
Check condition of fuselage and empennage skins for stress cracks and
fractures. Give stabilizer integrity shake.
All elevator and elevator yoke attach screws.
Elevator for full travel, binding, and chafing
Rudder for full travel, binding and chafing.
Actuator linkage attach bolts for rudder and elevator.
Pivot rudder right to check
Elevator and rudder hinge pins and safety wireEmpennage counterweights for security and chafing
Strobe optic for security.
24
Glasair II FT – N172D
Weight & Balance:
GENERAL DATA
WARNING
To operate the Glasair safely, it must be flown within the specified CG limits.
These limits must be strictly adhered to. Flight in either a nose heavy or tail
heavy airplane is unsafe, and can result in loss of control.
MAXIMUM GROSS WEIGHT
MEAN AERODYNAMIC CHORD (MAC)
STATION OF WING LEADING EDGE AT MAC
2000 lb.
44.5”
76.20
FLIGHT CG LIMITS
Forward.
Aft
.
13.5% MAC
28.5% MAC
STATIONS OF FLIGHT CG LIMITS (GLASAIR RG PROTOTYPE)
Forward
Station 82.21
(13.5% MAC)
Station 88.88
(28.5% MAC)
81.91” aft of datum
Aft
Calculated C/G
VARIOUS MOMENT ARMS:- (Glasair RG Prototype)
Description
Oil (1.9 lb./qt.)
Fuel--Main Tank (6.0 lb./gal.)
Fuel--Header Tank (6.0 lb./gal.)
Firewall
Baggage
Passengers
Instrument Panel
Nose Wheel Axle
Main Gear Axles
Station
46.00
82.35
65.75
60.00
124.00
106.00
85.00
42.62
93.88
The REFERENCE DATUM is located 60.0” forward of the firewall/cowling split
line. See FIGURE 5-1 on Page 5-5.
25
Glasair II FT – N172D
EMPTY WEIGHT CG CALCULATION
The empty weight CG of each individual aircraft must be determined before any
additional CG calculations can be made.
First, with the wings level (wing tips at same height) and with waterline 100 level
longitudinally, use a plumb bob to mark the location of the firewall/cowling split
line on the floor. Measure 60.0" forward from the cowling split line mark, and
mark a line at this point perpendicular to the longitudinal centerline of the
airplane. This line represents the intersection of a plane in space with the floor.
This plane is defined as the reference data (station 0.00) from which all moment
arms are measured.
Nextt weigh the airplane, without fuel, but with oil and other operating fluids,
using three scales, one under each of the wheels. The scales should be capable
of handling about 600 pounds each. While weighing the airplane, block up either
the nose or main wheels so that waterline 100 and the wings are level. Be sure
to subtract the weight of any blocks or wheel chocks used on the scales.
To determine the empty weight CG, use the data just collected.

Station is defined as the distance in inches from the reference datum.

Moment is the weight times the station.

Center of Gravity (CG) is defined as the sum of the moments divided by
the sum of the weights:
CG = Sum of Moments/Sum of Weights
Empty Weight CC = (Nose Gear Weight)(X)+(Rt Main+Lt Main weight)(Y)
Airplane Total Weight
NOTE
"X” and "Y” in the above equation are the stations of the nose and main gear
axles, respectively. Refer to FIGURE (5-1).
26
Glasair II FT – N172D
The following is a sample empty weight CG calculation -using the data for the
Glasair RG prototype:
Nose Gear:
Left Main Gear:
Right Main Gear:
328 lbs.,
384 lbs.,
394 lbs.,
Station 42.62
Station 96.25
Station 96.25
CG = (328)(42.62) + (384 + 394)(96.25)
328 + 384 + 394
CG 88,861.86 = Station 80.3
1106
WARNING
If any modifications are made to the aircraft that add, subtract, or shift weight, the
empty weight CG will be altered. Therefore, if any such modifications are made,
the empty weight CG must be re-determined to give accurate flight CG
calculations.
FLIGHT CG CALCULATION
Flight CG calculations should be made for the extreme or worst case loading
conditions such as full fuel or minimum fuel situations, and for heavy pilot,
passenger, and baggage conditions. The flight CG should be considered prior to
each flight and calculations made if situations are different from any previous
flight.
To calculate the flight CG, tabulate the weights, stations, and moments, as
shown in the following examples. Add the weights and moments, and divide the
total moment by the total weight to obtain the center of gravity.
WARNING
In most situations, the CG moves aft as fuel is burned from either the header
tank or the main tank. Calculate the flight CG using the quantity of fuel expected
to be remaining at the end of the flight. The flight should be planned so as to
have eight gallons of reserve fuel (approx. 45 minutes) remaining at the end of
the flight.
27
Glasair II FT – N172D
NOTE
The following examples are based on the empty weight, and empty weight CG of
the Glasair RG prototype.
GENERAL DATA
W ARNING
To operate the Glasair safely, it must be flown within the specified CG limits. These limits must be strictly adhered to.
Flight in either a nose heavy or tail heavy airplane is unsafe, and can result in loss of control.
MAXIMUM GROSS WEIGHT……………………………2000 lb.
MEAN AERODYNAMIC CHORD (MAC)……………….44.5”
STATION OF WING LEADING EDGE AT MAC……….76.20
FLIGHT CG LIMITS
Forward.
Aft
.13.5% MAC
28.5% MAC
STATIONS OF FLIGHT CG LIMITS (GLASAIR RG PROTOTYPE)
Forward ………………………Station 82.21 (13.5% MAC)
Aft ……………………………Station 88.88 (28.5% MAC)
C/G 82.65” aft of datum
VARIOUS MOMENT ARMS:- (Glasair RG Prototype)
Oil (1.9 lb./qt.)……………………Station
Fuel--Main Tank (6.0 lb./gal.) .
46.00
. Station
Fuel--Header Tank (6.0 lb./gal.)….Station
82.35
65.75
Firewall……………………………Station
60.00
Baggage…………………………...Station
124.00
28
Glasair II FT – N172D
Passengers………………………...Station
106.00
Instrument Panel………………….Station
85.00
Nose Wheel Axle…………………Station
42.62
Main Gear Axles………………….Station
96.25
The REFERENCE DATUM is located 60.0” forward of the firewall/cowling split line. See FIGURE 5-1 on Page 5-5.
EMPTY WEIGHT CG CALCULATION
The empty weight CG of each individual aircraft must be determined before any additional CG calculations can be made.
First, with the wings level (wing tips at same height) and with waterline 100 level longitudinally, use a plumb bob to mark
the location of the firewall/cowling split line on the floor. Measure 60.0" forward from the cowling split line mark, and mark
a line at this point perpendicular to the longitudinal centerline of the airplane. This line represents the intersection of a
plane in space with the floor. This plane is defined as the reference datum (station 0.00) from which all moment arms are
measured.
Now weigh the airplane, without fuel, but with oil and other operating fluids, using three scales, one under each of the
wheels. The scales should be capable of handling about 600 pounds each. While weighing the airplane, block up either
the nose or main wheels so that waterline 100 and the wings are level. Be sure to subtract the weight of any blocks or
wheel chocks used on the scales.
To determine the empty weight CG, use the data just collected.
Station is defined as the distance in inches from the reference datum.
Moment is the weight times the station.
Center of Gravity (CG) is defined as the sum of the moments divided by the sum of the weights:
CG = Sum of Moments
29
Glasair II FT – N172D
Sum of Weights
Empty Weight CC =
(Nose Gear Weight)(X) + (Rt Main + Lt Main Weight)(Y)
Airplane Total Weight
NOTE
"X” and "Y” in the above equation are the stations of the nose and main gear axles, respectively. Refer to FIGURE (5-1).
The following is a sample empty weight CG calculation using the data for the Glasair RG prototype:
Nose Gear:
Left Main Gear:
328 lbs., Station 42.62
384 lbs., Station 96.25
Right Main Gear:
394 lbs., Station 96.25
CG = (328)(42.62) + (384 + 394)(96.25)
328 + 384 + 394
CG 88,861.86 = Station 80.35
1106
NOTE
The weights and measurements will vary with each individual airplane, depending upon many variables.
30
Glasair II FT – N172D
31
Glasair II FT – N172D
32
Glasair II FT – N172D
Weight & Balance Calculations
Weight and Balance
Model
Serial #
Engine
Max Takeoff/aLanding weight
Max Takeoff/aLanding weight
Max Takeoff/aLanding weight
Max Baggage weight
Description
Station at leading edge
MAC
Forward Limits
Midrange
Aft Limits
Aircraft Information
Glasair II FT
1053
200 HP
IO-360-A1A
1700
Aerobatics
2000
Standard Wing Tips
2200 Extended Wing Tips
80
Limit Information
%
Inches
44.50
6.01
9.35
12.68
13.5%
21.0%
28.5%
Measured Weights
Weight
Front
371.0
Gear L Main
505.0
Gear R Main
491.0
Total (as measured)
1,367.0
Subtractions (included but should not be)
Extended Wingtips
23.0
Remaining Fuel (1.1 gal)
9.6
Total (Without Battery)
1,334.4
Additions (not included but should be)
Standard Wingtips
Calculated CG
Description
Empty weight Aircraft
Oil (1.9 lb/qt)
Fuel - Main Tank (6 lb/gal)
Fuel - Header Tank
Fuel - Wing tip tanks
Wing tip tanks installed
Baggage #1 (Floor)
Passenger 1
Passenger 2
Totals
91.50
65.75
82.35
2104.5
631.2
109,892.8
91.50
0.00
82.374
274.5
0.0
110,167.3
Arm
1,337
23
80
180
120
1866.40
82.37
42.00
82.35
65.75
87.33
87.33
124.00
106.00
106.00
87.75
Weight
1337.40
140.00
0.00
30.00
192.00
91.00
23.00
0.00
0.00
1813.4
FWD Limit
Forward CG
Arm
82.37
106.00
106.00
65.75
82.35
87.33
87.33
124.00
60.00
84.23
82.21
96
30
-
82.21
85.55
88.88
W&B Measurements
Arm
Moment
42.50
15767.5
97.25
49111.3
97.25
47749.8
82.391
112,628.5
3.0
1,337.4
Weight
Actual
76.20
Comments
Measured with wing tips on.
W & B Calculations
Moment
Quantity
110,167
7,906
1,973
2,009
9,920
19,080
12,720
163773.99
Weight
6
16
5
0
1
Capacity
7.5
6
6
6
23
8
40
8
11
Comments
Empty weight without Battery
Oil Included in Empty wt
Max 32 gal both wing tanks total
Max 5 Gal in Header tank
Max 11 Gal both tip tanks total
80
Combined Pilot & Pass = 320 Max with
80 lbs baggage
Forward and Aft CG Extremes
Item
Aircraft Empty Weight
Pilot
Passenger
Fuel - Header
Fuel - Main
Fuel - Extended tips
Extended tips - installed
Baggage
Ballast
GC
Moment
110167.30
14840.00
0.00
1972.50
15811.20
7947.03
2008.59
0.00
0.00
152746.6
Weight
1337.40
180.00
180.00
12.00
2.00
0.00
23.00
80.00
0.00
1814.4
AFT Limit
Aft CG
Arm
82.37
106.00
106.00
65.75
82.35
87.33
87.33
124.00
60.00
88.85
88.88
Moment
110,167
19,080
19,080
789
165
2,009
9,920
0.00
161209.6
Potato Diagram Calculations
Max Limit
Min Limit
Pilot
Passenger
Fuel - Header
Fuel - Main
Gross Weight
2200
1337
180
205
36
240
CG
88.88
82.21
106.0
106.0
65.8
82.4
Moment
Cumulative GW
195541.5
109911.4
1337.0
19080.0
1517.0
21730.0
1722.0
2367.0
1758.0
19764.0
1998.0
33
Cumulative
Moment
109911.4
128991.4
150721.4
153088.4
172852.4
CG
82.21
85.03
87.53
87.08
86.51
Comments
Combined Pilot & Passenger weight
cannot exceed 385 lbs
Min fuel ~ 2 gals
Min fuel ~ 2 gals
Weight = tip & fuel
Weight = tip & fuel
Ballast not required
Glasair II FT – N172D
Systemss:
ENGINE
The aircraft is fitted with a Lycoming 10-360-C1C 4cyl. 200hp injection engine,
No……. L-13311-51A . (See Lycoming manual for details)
PROPELLER
GLASAIR N172Dis fitted with a Hartzell HCC2Yk-1B / CH-4783 two blade
constant speed propeller.
This propeller has the following operating restrictions:
 restriction on continuous operations between 2000-2350 RPM
The special Jhistrov governor will operate up to 430psi and is serviced by
Hoffmann, Germany.
Part no
XB210689
serial no…………2003437H
Move propeller or power control slowly. Do not operate abruptly.
Rapid movement may cause surging or over-speeding.
During periodic inspections, hub components should be free from corrosion and
be protected by a light film of oil. The blades should be kept clean and polished
with automotive wax. The surface must remain completely sealed to avoid water
ingression. Nicks and scratches should be repaired with polyurethane finish.
The propeller should not be exposed to heavy temperature changes, and if the
aircraft is parked outside, the unit should be protected by its cover.
The unit should be maintained by an authorised agent, (Skycraft (01763) 852150
) at its stipulated service times. If any imbalance should become evident, the
propeller should be checked for balance. Dynamic balancing is recommended.
34
Glasair II FT – N172D
GENERAL
This aircraft has been built under the experimental aircraft rules as created and
maintained by the FAA. All maintenance must conform to FFA requirements. All
limits, procedures, safety practices, time limits and servicing and maintenance
requirements contained in this handbook are considered mandatory. Service and
maintenance must use this manual alongside the FFA published guidelines.
NOTE

When testing this aircraft, inspection after each flight is mandatory as any
problems likely to occur happen during the initial hours of flight.

For the second 25 hours, a major inspection should be performed after
each 5 hours of flight, or if anything seems out of the ordinary. After the
first 50 hours of flight, there should be another major inspection at 75
hours-and then at the 100 hour mark.

50 and 100 hours inspections should then be undertaken with a major
annual as required by the FFA.
CAUTION
1. Do not exert force on the propeller or control surfaces.
2. Do not force the nose gear beyond the pivot stops by attempting too tight a
turn.
3. Do not push the airplane backwards unless the nose wheel is being steered
by the tow bar. Otherwise the nose-wheel will try to caster which may result in
damage to the pivot stops or nose gear fork.
4. Do not attempt to move the airplane if the main gear is obstructed by mud or
snow otherwise damage to the gear mounting hardware may result.
35
Glasair II FT – N172D
TIE-DOWN
It is best to nose the airplane into the wind. In addition to the wing tie-down
points, a tail tie-down should be used.
1.
Thread the tie-down eyes into their receptacles in the wings and at the tail.
2.
Secure the airplane at the three points, using nylon line or chain.
3.
Chock the main wheels, fore and aft.
4.
At the least, use a lap belt to tie the control stick back to protect the
ailerons and elevator from gusts. External gust locks, especially on the rudder
are also recommended.
5.
If high winds are expected, prop the tail with a support and tie the nose
wheel down.
6.
Use a canopy cover to keep moisture from entering the cockpit.
7.
Make sure that the drain holes in the tail cone and the drain/vent holes in
the control surfaces are clear to prevent the collection of water in any part of the
airframe.
JACKING THE AIRPLANE
The Glasair II FT must be jacked and supported on jack stands for landing gear
retraction tests, for periodic landing gear maintenance, and for annual
inspections. A jacking system, consisting of jack stands and removable jack
pads for the underside of the wing, is provided. Follow these suggested
procedures when jacking the airplane:
Place the jack pads in position on the lower surface of the wing and secure the
pads by threading the attached bolt into the tie down eye. Indexing pins in the
jack pads orient the jack pads properly. The jack pads are colour coded, (red for
port).
Tie down the tail of the airplane with an applicable tie down strap to keep the
airplane from tipping onto its nose when on the jacks.
Jack the airplane up just enough for the wheels to clear the floor by about 1".
Use a short step stool for access into the cockpit when the airplane is on jacks.
36
Glasair II FT – N172D
SAFETY NOTES FOR JACKING THE AIRPLANE
1.
No persons should be under the airplane while in the process of jacking.
Only after you have finished jacking and checked the airplane for security on the
stands should you crawl under the aircraft.
2.
Always make sure that all people and objects are clear of the landing gear
prior to a retraction test. If the gear became obstructed or wedged on an object,
they could pull the plane down off the stands.
3.
The Glasair may be left on the jack stands for extended periods of time,
but, as a general safety precaution, always leave the gear down when you are
away from the plane.
4.
Always remember to remove the jack pads from the wing prior to flight.
TOWING, GROUND HANDLING
One person can move the airplane on a smooth, level surface using the tow bar.
Attach the tow bar to the ends of the lower nose gear scissor pin where the
scissor attaches to the nose gear fork. Insert locking bolt.
37
Glasair II FT – N172D
OUT-OF-SERVICE CARE
GENERAL
The following guidelines are meant to help prevent deterioration of the aircraft
during periods of non--use or limited use. These procedures are applicable for
situations in which the airplane is not used for periods of time between 7 and 30
days.
NOTE
If the aircraft is to be stored for longer periods, consult the Lycoming Engine
Operator's Manual for engine preservation recommendations.
MOORING
If a hangar is not available, secure the aircraft as described above in the section
on tie-down. To prevent oxidization of the gel-coat finish, It is recommended to
use slip covers over the wings, fuselage, and tail surfaces during extended
periods of outdoor tie-down.
The throw over cover should always be used when storing in the hanger.
ENGINE PREPARATION FOR STORAGE
Engines in airplanes that are flown only occasionally tend to exhibit cylinder wall
corrosion much more than engines that are flown frequently.
Check for correct oil level and add oil if necessary to bring the level to the full
mark.
Run the engine for at least five minutes at 1200 to 1500 rpm with oil and cylinder
head temperatures in the normal operating range.
FUEL TANKS
Top up the fuel tanks to prevent the condensation of water in the tanks.
PITOT TUBE
Install cover.
38
Glasair II FT – N172D
WINDSHIELD AND CANOPIES
Make sure both canopies are securely closed. We recommend that covers be
installed over the canopy area if the aircraft is stored outdoors.
DURING FLYABLE STORAGE
Each seven days during flyable storage, the propeller should be rotated by hand.
After rotating the engine six revolutions, stop the propeller 600 to 1200 from its
former position.
WARNING
Before rotation of propeller blades, make certain that the magneto/start switch is
off, that the throttle is closed, and the mixture is in the idle cut-off position.
Always stand in the clear when turning the propeller. There is always some
danger that a cylinder will fire when the propeller is moved.
If at the end of 30 days, the airplane will not be removed from storage, the
engine should be started and run. The preferred method is to fly the airplane for
30 minutes.
PREPARATION FOR RETURN TO SERVICE
Remove all covers, gust locks, etc. and give the airplane a thorough inspection.
Particularly check wheel-wells, control openings, and the cowl inlets for birds’
nests.
Preflight the airplane.
50 HOUR POWER-PLANT INSPECTION
In addition to the daily pre-flight inspections, the following engine maintenance
checks should be made after every 50 hours of operation. This inspection is in
accordance with the Lycoming Engine Operator's Manual.
GENERAL ENGINE COMPARTMENT
Check fuel and oil line connections and repair any leaks. Make sure that all
cowling, baffling, heat shields, and their attach hardware, are in good condition.
Any damaged or missing part of the cooling system must be replaced before the
aircraft resumes operation. Check oil level in brake reservoir.
39
Glasair II FT – N172D
IGNITION SYSTEM
If spark plug fouling has been apparent, rotate bottom plugs to upper position.
Examine spark plug leads of cable and ceramics for corrosion and deposits.
This condition is evidence of either leaking spark plugs, improper cleaning of the
spark plug walls or connector ends. Where this condition is found, clean with
alcohol or MEK. All parts should be clean and dry before reassembly.
Check ignition harness for security of mounting clamps and make sure
connections are tight and properly torqued at spark plug and magneto terminals.
FUEL LINES
Check the fuel and breather lines for leaks and security of the clamps. Check all
control linkages for freedom of movement and lubricate if necessary.
LUBRICATION SYSTEM
This engine is equipped with an external full flow oil filter in line with an oil
cooler. Until the oil is sufficiently hot, flow to this filter is cut off by a thermo-valve
during which time, the oil is filtered by an internal gauze surrounding it. The full
flow filter element must be changed, and the gauze surrounding the thermo-valve
cleaned. The old engine oil must be drained and replaced.
Check all oil lines for leaks, chafing and dents or cracks.
EXHAUST SYSTEM
Check attaching flanges at exhaust ports on cylinder for evidence of leakage.
The exhaust pipes are lagged with heat shield, making a thorough examination
difficult. This lagging must be stripped on annual inspection. Any cracks in the
exhaust system must be repaired by a qualified stainless steel welder.
NOTE
The engine operators manual must be referred to for hourly checks
40
Glasair II FT – N172D
CYLINDERS
The inner cooling cowl must be removed to gain access to the cylinders. The
main fixing screws must be wired.
Check the rocker box covers for evidence of oil leaks. If leaks are found, replace
the gaskets and tighten the screws to 50 inch lbs.
Check the cylinders for cracked cooling fins and for excessive heat which is
indicated by burned paint on the cylinder. Excessive heat is indicative of internal
damage to the cylinder, and, if found, its cause must be determined and
corrected before the aircraft resumes operation.
41
Glasair II FT – N172D
ANNUAL INSPECTION
The service and inspection procedures described below should be performed
annually in accordance with the scope and detail of Appendix D of FAR part 43.
If the aircraft is found to be in a condition for safe operation, a proper entry
should be made in the airplane's log book by an authorized person, certifying the
airworthiness of the airplane.
POWER-PLANT AND PROPELLER
A. Engine Run-up: start engine and warm up thoroughly. Check the following:1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Oil pressure.
Alternator output.
Left magneto drop.
Right magneto drop.
Propeller control and governor action.
Suction gauge.
Static rpm.
Idle rpm.
Operation of alternate air control
Magneto ground.
Mixture cutoff rpm rise at idle.
Annual inspections must be performed under PFA requirements and will require
duplicate inspections of all primary controls. This schedule must be read in
conjunction with PFA schedules.
ENGINE COMPARTMENT INSPECTION
1.
2.
3.
4.
5.
6.
7.
Un-cowl engine and check for leaks and stains
Perform compression check and record results in log
Drain oil, clean filter screen and replace full flow filter
Safety-wire oil screen
Refill with new oil
Clean and adjust spark plugs; rotate upper and lower plugs
Check ignition harness for breaks.
42
Glasair II FT – N172D
MAGNETOS
1.
2.
3.
4.
Lubricate breaker cam follower
Check condition of points and point gap
Check P leads for breaks and frays
Check and adjust magneto timing
ENGINE CONTROLS
Check the following controls for security, full range of travel, chafing, safety.
Lubricate if necessary
1.
2.
3.
4.
Throttle
Mixture
Prop pitch control
Alternate air control
43
Glasair II FT – N172D
GENERAL
Engine compartment and engine accessories:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
24.
25.
26.
Inspect alternator: mounting, wiring, terminals
Inspect alternator belt and adjust tension if needed
Inspect starter: wiring, terminals and brushes
Remove exhaust stack cladding, remove heat muff and check exhaust for
cracks (soot on inner surface of the heat muff indicates a crack)
Check exhaust springs, gaskets and shrouds for security and cracks Refit
and replace cladding if necessary
Check cylinder baffles for cracks and proper seal. Check fin stays
Check engine mount and braces for security, rust, chafing, condition of
rubber bushings and bonding straps
Check engine for loose nuts, bolts and screws
Check oil cooler and lines for security, chafing and obstructions
Check all breather and overboard lines for security and obstruction
Clean gascolator
Clean injector screens and check fuel flow
Inspect injector and fuel lines for security, leaks, safety wire gascolator
Inspect cabin heat valve and hoses for security and leaks
Inspect injector plenum box for condition, security and correct operation of
flapper valve. Check condition of cable control and that the drain hole is
clear
Remove propeller spinner and check spinner, front plate and back plate for
security and cracks
Inspect propeller track, blades for nicks or cracks. Check torque of
mounting bolts. Re-safety bolts. Grease prop hub, fit spinner
Remove induction filter box and replace filter.
Wash engine and cowling.
Check cowling for condition of heat shields, cracks and heat damage
Top up brake fluid reservoir
Check condition of nose gear gas strut
Check for signs of chafing on gear switch wiring
………………………………………………………………………….
………………………………………………………………………….
44
Glasair II FT – N172D
GROUND RUN-UP AND CHECK:
1. Oil pressure
2. Alternator output
3. Left magneto drop
4. Right magneto drop
5. Prop control and governor action
6. Suction gauge
7. Static R.P.M.
8. Idle R-P.M.
9. Alternate air
10. Magneto ground
11. Mixture cut-off rpm rise at idle
12. Check for oil leaks
13. Reinstall cowling
CABIN AND FUSELAGE
Remove kick panels, centre console, gaiters, seat pans, baggage bay paneling
and floor, carpet, wing attach covers, belly panel, and gear doors, as necessary.
Inspect the following:
Battery inspection.
1. Clean terminals
2. Clean battery box
Inspect control system pushrods, rod end bearings, cables and linkages for
corrosion, safety, security and chafing. Lubricate all bearing surfaces as
necessary. Check the following systems: Aileron system
 Elevator system
 Rudder system
 Flap system Check condition of flap plunger bolt for signs of wear.
Replace every 2 years (A-D.)
 Trim system
45
Glasair II FT – N172D
Fuselage Inspection points:























Check operation of fuel selector valve and for leaks
Check all fuel lines for leaks, security and chafing
Drain fuel tank sumps and check for contaminants. Remove and clean
fuel sump strainers (finger screens) if excessive contamination is
apparent.
Check instruments for security, legibility and markings
Check fuel gauges and senders for proper markings, indications and
freedom of movement
Check compass for discoloration, loss of fluid and compass card displayed
Check circuit breakers and switches for security and condition.
Replace air filters for vacuum regulator, intake and gauge intake.
Check instrument wiring and plumbing for security and chafing
Check radio equipment, wiring, and antennas.
Check plexi-glass for cracks and scratches. Polish as required
Check gull-wing and slider hinges, latches and sliders. Lubricate
Inspect engine mount points on aft side of firewall for cracks or stress
marks in the GRP
Check pitot tube, static port and plumbing
Check seat pans for cracks or stress marks
Check seat belts and shoulder harness for security or deterioration
Check and lubricate elevator and rudder hinge pins. Check safety wires.
Check all drain or breather holes for obstruction.
Check elevator and rudder for proper travel:
Elevator: 22 degrees down, 30 degrees up.
Rudder: 25 degrees right, 18 degrees left.
Check navigation lights, anti-collision lights, and landing light for security
and operation.
Check wing attach bolts and fittings for security, integrity, and safety.
46
Glasair II FT – N172D
LANDING GEAR












Jack up the airplane, following the procedures described on page 7-5.
Check landing gear legs for general condition.
Clean landing gear wheel wells of any accumulation of mud or other
debris.
Check landing gear support structure for evidence of damage.
Check legs for excessive play in pivot points.
Check condition of hydraulic brake lines. Look for leaks in fittings and
chafing of flexible lines.
Check tires for cracks, wear, and proper inflation.
Re-pack wheel bearings, and inspect wheels for cracks, corrosion.
Inspect brake discs for excessive scoring, brake lines for leaks or chafing,
and brake pads for wear. Replace brake pads if necessary. Check
operation of brakes and bleed, if necessary.
Inspect nose gear shimmy damper for security. Inspect damper friction
material for integrity.
Re-install seat pans, center console, kick panels, baggage bulkhead, belly
panel, and wing attach fitting covers.
Vacuum cockpit area. Clean windshield and canopies.
47
Glasair II FT – N172D
Safety Information:
FLIGHT IN ICING CONDITIONS
Flight in icing conditions is prohibited in the Glasair II. The Glasair must not be
exposed to icing encounters of any intensity. If the airplane is inadvertently flown
into icing conditions, the pilot must make an immediate diversion by flying out of
the area of visible moisture or going to an altitude where icing is not encountered.
These same precautions apply to any aircraft without operational anti-ice and/or
de-ice equipment.
FLIGHT IN THE VICINITY OF THUNDERSTORMS
A very wide birth should always be given to electrical storms. The Glasair II,
because of its composite structure which is transparent to an electrical charge,
does not comply with FAR Part 23 Standards for lightning protection. For this
reason, the Glasair RC is prohibited from flight in conditions that would expose
the airplane to the possibility of a lightning strike.
MOUNTAIN FLYING
Pilots flying in mountainous areas should inform themselves of all aspects of
mountain flying, including the effects of topographic features on weather
conditions.
Avoid flight at low altitudes over mountainous terrain, particularly near the lee
slopes. If the wind velocity near the level of the ridge is in excess of 25 knots
and approximately perpendicular to the ridge, mountain wave conditions are
likely over and near the lee slopes. If the wind velocity at the level of the ridge
exceeds 50 knots, a strong mountain wave is probable with extreme up and
down drafts and severe turbulence.
Standing lenticular clouds are visible signs that a mountain wave exists, but their
presence is dependent on moisture. Mountain wave turbulence can, of course,
occur in dry air and the absence of such clouds should not be taken as any
assurance that mountain wave turbulence will not be encountered.
The worst turbulence will be encountered in and below the rotor zone, which is
usually 8 to 10 miles downwind from the ridge. This zone is sometimes
characterized by the presence of "roll clouds", but only if sufficient moisture is
present.
48