Glasair / GlaStar / Sportsman 2+2

Glasair Aviation (originally Stoddard-Hamilton Aircraft, founded 1979) has produced two fundamentally different lines of kit aircraft: the low-wing, high-performance Glasair I/II/III series and the high-wing, utility-focused GlaStar/Sportsman family. Together, they represent one of the most diverse product lines in homebuilt aviation.

The Glasair I/II/III (1980-2000s) are composite low-wing speedsters — the Glasair III with IO-540 at 300HP cruises at an astonishing 245 KTAS, making it one of the fastest piston homebuilts ever produced. Over 402 Glasair IIIs were built.

The GlaStar (1994-2005) pivoted to a high-wing, mixed-construction utility aircraft with 160HP and switchable landing gear (tricycle/tailwheel). Over 900 kits were sold.

The Sportsman 2+2 (2003-present) evolved the GlaStar into a true four-seat backcountry/utility platform with IO-360/IO-390 engines, 1,000 lbs useful load, and the unique ability to switch between tricycle gear, tailwheel, and amphibious floats — the only production kit aircraft offering all three configurations from a single airframe. The Sportsman was also available as a Two Weeks to Taxi builder-assist program where builders completed their aircraft at the factory in approximately two weeks.

In 2023, Glasair Aviation announced relocation of production from Arlington, Washington to Zhenjiang, China, with new production expected after the factory is completed.

Glasair I/II/III (low-wing, composite, high-performance):

GlaStar / Sportsman (high-wing, utility):

The Sportsman's switchable gear system is its defining feature — a single airframe can operate on tricycle wheels, conventional tailwheel, or amphibious floats by changing the landing gear configuration. This versatility is unmatched in kit aviation.

Sportsman 2+2 (IO-390, 210HP): Cruises at 150 KTAS at 75% power on 10 GPH. At 65% cruise, 721 nm range from 50 gallons with VFR reserves. Rate of climb at 1,200 FPM (210HP) is adequate. Stall at 42 KIAS with flaps makes the Sportsman a genuine STOL performer — the high wing and large flaps enable approaches to short backcountry strips.

Sportsman Diesel (CD-155): Cruises at 127 KTAS on just 5.1 GPH of Jet-A fuel, providing an extraordinary 1,163 nm range from 50 gallons. The diesel option transforms the Sportsman into a long-range endurance platform.

Glasair III (IO-540, 300HP): 245 KTAS cruise is Bonanza-beating speed in a two-seat airframe. This is among the fastest homebuilts ever produced. Retractable gear, composite construction, and 300HP make it an engineering achievement. Stall at 64 KIAS reflects the high wing loading. Range exceeds 1,100 nm.

The Sportsman on floats loses approximately 15-20 KTAS in cruise but gains access to water operations. On tundra tires, STOL performance enables 400-500 foot strips at light weights.

Sportsman 2+2 (IO-390, 210HP, 50 gal fuel):

Sportsman Diesel (CD-155, 50 gal Jet-A):

The Sportsman's 1,000 lbs useful load provides genuine four-seat utility. Four 170-lb adults with full fuel leave 20 lbs for baggage — tight but workable for local flights. With two occupants, 300 lbs of cargo with full fuel and 721 nm range makes the Sportsman a capable utility platform. The diesel version's 1,163 nm range at 5.1 GPH is extraordinary — enabling ferry flights and long-range missions that rival turboprops for endurance if not speed.

• Flight Training (3): Not a standard trainer. Could serve for tailwheel/backcountry training in the appropriate configuration.
• Backcountry (7): The Sportsman is a credible backcountry aircraft — high wing, STOL capability, switchable tailwheel gear, float/tundra tire compatibility, and 1,000 lbs useful load. Not quite Husky/Super Cub level for tight strips due to size, but the four seats and gear switching make it more versatile.
• Business Travel (4): The Sportsman at 150 KTAS with four seats serves for regional business travel. The Glasair III at 245 KTAS would score higher but is two-seat only. Experimental category limits commercial use.
• Aerobatics (1): Neither the Sportsman nor the Glasair III are aerobatic certified.
• Cross-Country (6): The Sportsman at 150 KTAS with 721 nm range and four seats is adequate for cross-country. The Glasair III at 245 KTAS with 1,100 nm range is outstanding but two-seat only.
• Cargo Hauling (5): The Sportsman's 1,000 lbs useful load and high-wing configuration make it a decent cargo platform for experimental operations.
• Local Fun Flying (7): The Sportsman is versatile and enjoyable — switch to floats for water flying, tailwheel for grass strips, or tricycle for paved airports. The Glasair III is pure speed thrills.
• Surveying (6): The Sportsman's high wing provides excellent downward visibility, and 50 gallons of fuel provides good endurance. Decent survey platform.

• GlaStar/early Sportsman: Basic VFR panel with steam gauges. Many early builds are minimally equipped.
• Modern Sportsman: Garmin G3X Touch, Dynon SkyView, or Advanced Flight Systems glass panels. $15,000-$30,000 for a complete glass panel with autopilot.
• Glasair III: Typically well-equipped for cross-country — the speed demands good avionics. Glass panels with autopilot common on later builds.

Experimental amateur-built — no STCs required.

• Switchable landing gear (Sportsman): Factory-designed system allowing conversion between tricycle, tailwheel, and float configurations. This is part of the standard design, not a modification.
• Floats: Wipaire Wipline 2100 amphibious floats certified for the Sportsman. Adds approximately $60,000-$80,000.
• Tundra tires: Available for the tailwheel configuration. Standard backcountry modification.
• Engine choices: IO-360 (180HP), IO-390 (210HP), or CD-155 diesel. Engine choice is made during construction.
• Carbon fiber fuselage (Sportsman TC): Weight savings increase useful load to 1,100 lbs.

• Condition inspection: $1,000-$1,800/year. Composite inspection adds complexity.
• Engine overhaul: $25,000 for IO-360 at 2,000-hour TBO. $28,000 for IO-390. $35,000 for IO-540 (Glasair III). CD-155 diesel overhaul approximately $20,000.
• Parts availability: Fair. The production relocation to China has created uncertainty. Existing parts inventory is available but may become constrained. Lycoming engine parts are universally available.
• Mechanic familiarity: Specialist. Composite construction requires experienced shops. Fewer Glasair/Sportsman-experienced mechanics than for Van's RVs.
• Annual all-in cost: $12,000-$18,000 at 100 hours/year (Sportsman). $18,000-$25,000 (Glasair III).
• Operating cost: $75-$110/hour (Sportsman). $120-$160/hour (Glasair III).

• Glasair I/II (low-wing, 150-210HP): $40,000-$100,000. Older designs; composite condition critical.
• Glasair III (low-wing, 300HP, retractable): $80,000-$180,000. High performance commands premium. Engine time on IO-540 is major factor.
• GlaStar (high-wing, 160HP): $60,000-$120,000. Discontinued; values stable.
• Sportsman 2+2 (IO-360, 180HP): $140,000-$250,000. The mainstream product.
• Sportsman 2+2 (IO-390, 210HP): $175,000-$310,000. Premium engine and performance.
• Float-equipped Sportsman: Add $40,000-$60,000 for amphibious float installation.

Per valuation-methodology: Build quality is primary, as with all homebuilts. Engine choice (IO-360 vs IO-390 vs diesel) significantly affects value. Landing gear configuration installed (all three options vs single) adds value. Composite fuselage condition requires careful inspection — delamination or impact damage can be hidden. Avionics configuration adds $10,000-$25,000 (glass vs steam). The Sportsman's unique gear-switching capability adds value for buyers seeking versatility.

No ADs (experimental category).

Common Problems:

• Composite construction complexity: The Sportsman uses fiberglass fuselage with metal wings. Composite repair requires specialized skills. Poorly-constructed composite layups can have hidden delamination or voids.
• Parts availability concerns: With the 2023 production move to China and uncertain restart timeline, parts availability is a current concern. Existing builders report difficulty obtaining some components.
• Weight management: The Sportsman empty weight varies significantly by build (1,250-1,500 lbs). Heavy builds reduce the useful load advantage.
• GlaStar wing fold mechanism: The GlaStar's folding wings can develop slop in the hinge mechanism over time.
• Glasair III gear system: The retractable gear on the Glasair III requires careful maintenance. Gear-up landings are a known accident cause.
• Build time: The Sportsman is a complex build — 1,500-2,500 hours even with the quickbuild kit. The Two Weeks to Taxi program addressed this but is currently unavailable.

Per insurance-underwriting:

• Hull + liability (Sportsman): $1,500-$2,500/year for $150K-$250K hull value.
• Hull + liability (Glasair III): $2,500-$4,000/year. Higher performance and retractable gear increase premiums.
• Float operation: Add 15-25% to premium for amphibious operations.
• Qualification: Experimental aircraft insurance requirements vary by insurer. 300+ hours, 25+ in type typical for reasonable rates.