Simply stated, the Glasair Super II provides more "bang for the buck" than any other kit aircraft you can buy! With awesome cruise speed, exceptional cross-country range, the largest baggage area in its class, trainer-like slow-speed handling and unrivalled aerobatic capability (all on an economical four cylinders), it’s tough to think of anything the Super II can’t do. Whether your idea of flying fun is loading up your plane for a 10 day trip with your wife to the opposite coast, shooting an approach or perfecting your barrel roll on a sunny Sunday afternoon, the Super II will accommodate you in style. And with two choices of landing gear configuration, you can build the Super II that best suits your piloting style and your bank account.

The following paragraphs describe the models offered in our Super II line, as well as some of the features that make the Super II the ultimate kitplane in its class and the most logical choice for your kit-built project.

RG • Retractable Tricycle Gear

The RG is our top-of-the-line Super II model for pilots who demand the performance edge over the rest (or who just can’t bear to have the gear hanging out!). The RG utilizes strong, oleo-pneumatic landing gear struts which, like our Glasair III gear, are designed to be as maintenance-free as possible. The struts are professionally manufactured using automated welding techniques and many computer numerical controlled (CNC) machined parts. The Super II RG uses an electro-hydraulic pump for retraction; a pressure porting valve is used to extend the gear in the event of electrical or pump failure. An emergency extension hand-pump system is available as an option.

The RG gear package is as complete as we can make it: all electrical and hydraulic componentry is included (e.g., gear switch, wiring, position lights, microswitches, PC relay board, hydraulic pump, manifolds, pressure tubing, fittings, etc.). Gear doors are also included for all landing gear.

Take-offs, landings and ground operations are all a breeze with the nice, wide stance of the no-bounce oleo gear. The gear cycles up in about eight seconds, and gear extension has minimal effect on pitch trim. The extra performance and sleek lines of the Glasair Super II RG make it a very popular choice among our customers.

FT • Fixed Tricycle Gear

The Glasair Super II FT is an outstanding choice for pilots who want honest, docile, trainer-like slow flight and landing characteristics but a cruise speed more than twice that of the typical trainer!

The FT combines the easy ground handling of tricycle gear with the operating and building simplicity of a fixed-gear design. The FT features all the great taxi visibility and excellent ground handling characteristics of the Super II RG without the hassle of having to remember to put the gear down.

Simple but extraordinarily strong fiberglass main gear legs are employed, along with full-sized 5.00 x 5 tires. The sturdy nose gear installation utilizes a rubber shock-mounted, heat-treated steel tube strut, with a free-castering nose wheel. A simple but very effective shimmy damper system is built into the nose wheel fork. Due to its simplicity, the FT is as easy to build as it is to fly.

With standard faired gear legs and streamlined wheel pants, the performance of the Super II FT is incredible, sacrificing less than 10 knots in top speed to its retractable-geared sibling, the Super II RG. The FT is by far our most popular fixed-gear model.

TD • Tail-Dragger

The Glasair Super II TD is the direct descendant of the very first Glasair to take wing from an 1,800' gravel strip more than 15 years ago. Now, as then, the TD satisfies purists who feel "real airplanes" have tailwheels -- and who are we to argue?!

The Super II TD utilizes essentially the same rugged fiberglass main gear legs as the FT but matches them with a beautifully-faired, full-swivel locking tailwheel. The TD places more demands on the pilot than any of our other models, as it is (like most high-performance tail-draggers) blind over the nose in the tail-down stance. Nevertheless, the TD’s racy good looks, outstanding performance and simple construction make it an attractive choice for experienced tail-dragger pilots and enthusiasts of aviation’s Golden Age!

Engine Choices

All Glasair Super II models are designed for the installation of certified Lycoming four-cylinder aircraft engines of either 320 or 360 cu. in. displacement. Within this category, however, there are innumerable choices among engines of different model, horsepower, propeller requirement, etc. -- both new and used. The following information should help you choose the best engine and propeller combination for your particular needs. The engine model you choose will determine the type of engine mount and exhaust system required for your airplane.

O-320 Series Carbureted Engines

A carbureted Lycoming O-320 engine can be installed on any Glasair Super II aircraft model. This engine is available in 150 hp, low-compression and 160 hp, high-compression versions. If you choose to go this route, the 160 hp variant is recommended because the higher compression ratio makes the engine inherently more fuel efficient than the 150 hp version. Most 150 hp O-320s can be upgraded to 160 hp by installing a set of high-compression pistons with heavier wrist pins. When looking for an engine, remember that the ‘B’ and ‘D’ series O-320s are 160 hp, while the ‘A,’ ‘C’ and ‘E’ series are 150 hp. The only O-320 engines that cannot be used on the Glasair Super II are the ‘H’ series engines, the crankcases of which feature an integral accessory case.

An important factor to consider when selecting a Lycoming O-320 engine is the location of the carburetor on the oil sump. Early-model O-320s (‘A,’ ‘B’ and ‘C’ series) have updraft carburetors mounted toward the aft end on the underside of the sump. This carburetor location is not suitable for the Super II because it interferes with the nose gear on the RG and FT and with the exhaust system on all three models. These early-model O-320s can still be adapted to use on the Super II, but the oil sump and intake tubes must be replaced with those from a later-model O-320-D or -E.

O-360 Series Carbureted Engines

With certain minor modifications, carbureted, 180 hp Lycoming O-360 engines are suitable for use in the Super II FT and TD models but not in the RG. This is because the carburetor on the O-360 extends down about one inch lower than the O-320 carburetor and interferes with the retractable nose gear. Also, because of the lower carburetor, the lower cowling half on the Super II FT and TD has to be slightly enlarged by the builder to provide clearance for the carb air inlet box. Several Glasair builders have made these modifications quite successfully.

IO-360 Series Fuel-Injected Engines

Fuel-injected 180 hp Lycoming IO-360 engines are also suitable for installation in all models of the Super II, and in fact, this series has increasingly become the engine of choice among Super II builders. Many models in this series can be installed in the Super II without builder modification; other models require some amount of modification to the engine.

Any 180 hp IO-360 with an aft-mounted injector servo can be installed in the Super II with little or no modification. Models with servos in other locations cannot be accommodated in the standard cowling; in order to utilize these engines in the Super II, the builder must either swap the oil sump for one with the servo mount aft or design a custom air induction system and modify the cowling to match. These tasks are certainly not beyond the abilities of many builders.

IO-360s of the ‘A’ and ‘C’ series are 200 hp engines, and some of these engines can be used in some Super IIs. IO-360-As feature forward-mounted injector servos, while -Cs have aft-mounted ones. Neither series of 200 hp IO-360 is suitable for use in the Super II FT, because they both interfere with the nose gear truss. However, with a slight builder-modification to the cowling, ‘C’ series engines with aft-mounted servos can be used in the RG and TD. The modification, which consists of fabricating two small teardrop-shaped blisters around the forward-most pair of cylinders, is necessitated by the slightly greater width of the 200 hp model. IO-360-A engines can also be used in the RG and TD models, but only if the oil sump and intake tubes are swapped for ones with an aft-mounted injector servo.

Note: There is also an injected, 160 hp engine -- the IO-320-B1A -- that can be used in the Super II. This engine was used in the Piper Twin Comanche, and thus has some limited availability on the used market.

Engine Model Recommendations

As the preceding paragraphs have shown, there is a wide range of suitable engine options for the Super II. This breadth of choices increases the versatility of the Super II design, but we recognize that it may also threaten some potential builders with information overload! For this reason, we offer the following specific recommendations:

For builders planning on using a fixed-pitch propeller (see section on propeller selection below), we recommend the O-320-E2D. This engine -- probably the most widely available model on the used market -- is a 150 hp, carbureted engine but is upgradeable to 160 hp when overhauled.

A good used engine for those installing a constant-speed propeller is the O-320-E2A. This is also a 150 hp carbureted engine that is upgradeable to 160 hp.

For those who desire a factory-new carbureted engine, the O-320-D1F is the best choice. This is a 160 hp engine that can be fitted with either a fixed-pitch or constant-speed propeller. This engine comes with a prop governor mounting pad on the front of the crankcase; other models with the governor pad on the accessory case are subject to some bothersome ADs that the D1F is not. O-320-D1Fs are available direct from Glasair Aviation, LLC at an attractive OEM price.

For a 180 hp, fuel-injected engine, we recommend the IO-360-B1E or -E1A; the former is available at OEM prices from Glasair Aviation, LLC. Either model can be fitted with a constant-speed propeller.

Note: Because of the wide variety of engines adaptable for use in the Super II, all fuel injection induction systems are available as optional installations only. A carbureted induction system is standard.

Propellers

Either fixed-pitch or constant-speed propellers can be used on the Super II. However, we recommend a constant-speed prop to allow you to take the best advantage of the Super II’s outstanding performance.

Any fixed-pitch propeller is a compromise: either take-off and climb performance are sacrificed for higher cruise speed, or vice versa. Nevertheless, for operational simplicity, relatively low maintenance requirements and attractive price, many Super II builders do choose fixed-pitch props. Glasair Aviation, LLC recommends (and sells at OEM prices) a 70"-diameter Sensenich metal prop designed specifically for the Glasair.

Constant-speed propellers allow the pilot essentially to "shift gears." Full power is thus available for take-off and climb, but RPMs can be reduced at cruise to maximize range and fuel economy. Glasair Aviation, LLC offers OEM pricing on a range of Hartzell constant-speed props optimized for various Super II applications.

Constant-speed props are available with either compact or extended hubs. Compact-hub props are available with or without aerobatic counterweights. These counterweights cause the blades to go to coarse pitch rather than fine pitch in the event of loss of oil pressure -- an essential safety feature for serious aerobatics.

The extended-hub constant-speed propellers for the 150/160 hp and 180 hp engines have an integral extension built into the hub that allows use of the standard Super II cowling. Compact-hub constant-speed props, with or without aerobatic counterweights, require a special, shorter engine cowling and modified spinner, both of which are available options. Only compact-hub propellers must be used with 200 hp IO-360 engines.

Note: "Aerobatics" means different things to different people. The occasional loop and roll can be performed perfectly safely in Super IIs equipped with extended-hub props. However, "serious" aerobatics, especially involving negative-G maneuvers, should only be flown with the compact-hub, counterweighted aerobatic prop or a fixed-pitch propeller.

All constant-speed propellers require a governor. Different governors are required for different engine and prop combinations. Glasair Aviation, LLC sells a range of governors at OEM prices.

Not all engines will accommodate a constant-speed propeller. The engine must have a machined governor mounting pad and the crankshaft must be drilled to permit oil flow from the governor to the prop. To use a constant-speed prop on some engines may require replacing the accessory case.

Note: It is possible but not recommended to use a fixed-pitch, wooden propeller on the Super II. Wooden props are attractively priced but generally provide inferior performance and require much more diligent maintenance.

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