By Dennis Rose, EAA 228133
This piece originally ran in the February 2026 issue of EAA Sport Aviation magazine.
GlaStar N387DR — Blue Bird — earned its airworthiness certificate in March 2024 and completed its maiden flight shortly after, on April Fool’s Day (no kidding!).
The kit was acquired in the fall of 2020 from Craigslist and trailered to its new home shortly after. Most of the empennage was already riveted and the fiberglass fuselage shell was partially attached to the steel tube cage, but the rest was in small parts with manufacture dates of 1995, 1996, and 1997.
After having completed two composite plansbuilt aircraft (a Quickie Tri-Q-200 in 1988 and a Cozy Mark IV in 2005), and flying each for more than 400 hours, I saw constructing a riveted metal aircraft as an opportunity to acquire new skills. The change in flying characteristics from high-speed performance to STOL opens many more local airports to explore in the Pacific Northwest and also better accommodates my aging reflexes.
Some challenges in completing the 25-plus-year-old kit included it being an early “matched-hole” design, which definitely aids assembly of the aluminum flying surfaces but still requires major drilling, deburring, dimpling, and driven rivets. When the original company went under, the original paperwork was lost and the molds for the fiberglass parts were destroyed. A resurrected company selling the more modern Sportsman 2+2 kits supported parts that were in common with the GlaStar, but it was purchased by a Chinese firm that closed the U.S. outlet, shipped the remaining supplies to China, and has not been heard from since.
The salvation for builders and current owners is in the form of a strong builder/owner group (Glasair Aircraft Owners Association) that has preserved various building support documents, construction experience, material sources, and general brain trust. In other words, when I got stuck, there were resources and people to get me going again.
After purchase, it was three-and-a-half years of building time to the first flight. There are more than 60 GlaStar options and builder-inspired additions incorporated into my aircraft. Most were built from plan parts lists and self-made pieces. Many small parts were made using a mini-lathe, trading time for money, but being rewarded with new skills. Some of these options include an enlarged baggage door, dual rudder/brake pedals, stainless steel braided fuel, oil and brake lines, aileron servo balance tab, cabin heat, defrost and air, wig/wag landing lights, and flush-riveted wings. The cabin features heated bison leather (personally harvested) Confor foam seats, baggage area flooring with covered storage, inertia shoulder harnesses, and an upgraded door-latch system. There is even under-wing lighting built into several inspection covers for those dark night camping trips. Instrumentation is based on a GRT Horizon 10.1 EFIS, engine monitor, two-axis autopilot, and ADS-B In/Out. The co-pilot side is equipped with a 12.9-inch iPad Pro with a cooling fan mount, using WingX and iLevil 3 AW for moving map, attitude, and ADS-B redundancy. All this is mounted on a highly modified fiberglass wraparound instrument panel salvaged from our EAA chapter storage.
In addition to the Glasair Aircraft Owners Association resources, Roseburg EAA Chapter 495 was also instrumental to the successful construction. There were regular inspections (because I hosted the monthly leadership meetings), access to two chapter technical counselors and a flight advisor, as well as another GlaStar builder in the chapter. Monthly progress reports for the chapter newsletter were cataloged and used to show proof of building for the FAA repairman certificate.
Blue Bird is powered by a 200-hp ULPower 520iS engine turning an Airmaster electric-controlled constant-speed prop. The PPG industrial paint was applied in a chapter member’s paint booth. The striping is vinyl. Phase I flight testing was completed using the excellent EAA Flight Test Manual and cards. The airplane now has more than 75 hours of flight time including more than two dozen Young Eagles flights. Thanks to the lighter engine, the empty weight is 1,260 pounds. Gross weight was set at 2,000 pounds, and the main and auxiliary fuel tanks hold a total of 50 gallons. Full-flap stall speed equaled the factory speed of 43 knots. Cruise is 130 knots using 11 gph at 2,000 feet and 9 gph at 10,000 feet, using 94 octane unleaded auto fuel with ethanol.
It takes a village to build an airplane, especially one with hand-driven rivets. Mine is no exception. Too many people to list (mostly still friends) volunteered their time to help buck rivets, make encouraging visits, and help solve challenges. A supportive, understanding wife is essential, especially for missed meals and unexpected bills. I have the best! Building can be challenging and fun, but it doesn’t compare to looking down at our beautiful world from a personally completed aircraft.
Attention — Aircraft Builders and Restorers
We would love to share your story with your fellow EAA members in the pages of EAA Sport Aviation magazine, even if it’s a project that’s been completed for a while. Readers consistently rate the “What Our Members are Building/Restoring” section of the magazine as one of their favorites, so don’t miss the chance to show off your handiwork and inspire your peers to start or complete projects of their own. Learn more ->