Bit by Bit: Upgrading the GlaStar

I had no idea in 2020 when I picked up our bare-bones “barn find” GlaStar that six years later I would be jumping into the upgrades I am now thrilled to share with you. In my 13 years as an aircraft owner, I’ve been through more than a few minor upgrades, some by necessity and others by choice. I remember the thrill of flying my newly IFR-certificated Cessna 150M home from the avionics shop after installing a KX-155 radio with a KI-209 loc/glideslope. After a year of saving, I purchased a used radio and omnibearing selector (OBS) combo from eBay, which then sat wrapped in plastic above my desk for over a year, not because the avionics shop had no availability, but because I had to save up an additional year to pay for the install. I flew that 150 for years on frequencies and needles, no GPS, in and out of IFR conditions—an idea that is all but absurd these days. Still, I was proud of what my hard work had accomplished. After the purchase of the GlaStar, I desperately wanted to convert it to a tailwheel. After buying an affordable used set of landing gear, the Glasair community graciously stepped in and helped make the swap to tailwheel possible. I remember departing Arlington, Washington, absolutely beaming with joy in the “new” tailwheel.

While being an aircraft owner in my late teens and 20s helped me master the art of flying affordably, I could not help but feel envious at times of award-winning kit planes with the latest technology, the bigger engine, the fancier interior, etcetera. I have continued forward in my pilot career, steadfastly believing that one day I, too, could be that person writing an article about a brand-new engine, propeller, and glass panel install. As this year marks my 30th rotation around the sun, it turns out perseverance really does pay off.

Where We Started

In 2019, I moved from eastern North Carolina to western Washington. The Cessna 150 quickly found its limits when it came to keeping up with friends and exploring the backcountry. The GlaStar was the answer to all my needs, and after sourcing one for the perfect price in Durango, Colorado, I sold the 150 and brought the new GlaStar home. “Woodstock,” built in 2000 and painted its signature yellow color in 2002, featured a tricycle landing gear, a clean yet bare panel, a humble 150-hp O-320-E2G engine, and a fixed-pitch metal Sensenich propeller.

There were a few upgrades completed within the first two months of owning the GlaStar, to include overhauling the carburetor, installing a Stratus ESG ADS-B Out transponder, all-new LED lights from Whelen, two uAvionix AV-30E units, and the tailwheel conversion. Since that time the GlaStar has continued to serve me well with very few other changes. I have modified the rudder pedals, installed removable seat pans, and installed a new four-channel CHT gauge.

What We’re Still Missing

In 2021, I moved back to Colorado, where my husband, Eric, and I now enjoy 50/50 ownership of the GlaStar. Performance here is significantly hampered by the density altitude, which can exceed 9,500 feet on the ground during summer. Where the GlaStar’s 150-hp engine used to provide 1200 fpm climb rates in Washington, we now struggled to maintain an average of 400 to 500 fpm. It became apparent that more horsepower was needed to do the airframe justice in this environment. The vast expanse of the western U.S. usually means long periods of travel in often-bumpy air to get to new destinations. Where I used to view an autopilot as an unnecessary luxury, I soon began to ponder its practical use. Nevertheless, a bigger engine and a constant-speed propeller became of paramount importance to us to combat the density altitude in Colorado. If we installed a new engine, I knew I would want a full engine monitor to watch the break-in process and keep it healthy for years to come. This requirement made it significantly harder to separate the timelines of the engine and panel upgrade. In fall of 2024, Eric and I took Woodstock on a two-week-long West Coast trip. We found ourselves trapped by low and thin layers of fog and behind schedule on multiple occasions. How nice it would be to file IFR, punch through a localized fog layer, and be cruising on our way with confidence. This sealed the deal for us that we wanted the panel updates equally as much as the engine.

The Help

As I continued my research, I realized that my busy airline pilot schedule over the previous three years led to me taking about a month on average to complete a full solo annual condition inspection. Four hours here, clean up. Five hours one week later, clean up. Two hours the next day, etc. Knowing this would equate to a matter of years if I attempted the upgrades solo, I began seeking outside help. I then discovered Ephraim, the capable, careful, and crafty genius behind Experimental Aircraft Services in Arlington, Washington. During my research I found that Ephraim’s attention to detail was unmatched and his experience level with GlaStars to be one of the best. It just so happened he would have availability for another project right around when I was hoping to start the process. An added benefit of moving the upgrades to Arlington was the relief of doing a proper engine break-in with that deliciously thick, cool, sea-level air instead of at Denver’s high altitude.

The Engine

While Eric and I picked up extra shifts and continued to set aside money, it gave me ample time to thoroughly research and plan out our upgrades. For the engine, we chose the Continental Titan XIO-340. The common question I get asked is, “Why not an O-360?” I put a lot of value in maintaining the balanced flying characteristics and sweet handling of the GlaStar, which tends to become nose-heavy when equipped with the O-360. For me, the XIO-340 strikes the perfect balance of power-to-weight ratio, producing 180 hp. It’s also a drop-in replacement for our O-320 in terms of cowling and baffling size, requiring minimal modification for us to make the jump from 150 to 180 horsepower. After nagging the guys in the Continental booth for years during AirVenture, I finally made good on my word and placed the order in January 2025. Specifically, our engine features a hollow crankshaft, magnesium sump with horizontal cold-air induction, P-Mag ignition, SkyTech lightweight starter, and B&C alternator. It arrived in Ephraim’s shop in beautiful condition on Feb. 5, 2026.

When placing the order, I waffled back and forth about the benefits and drawbacks of carburetion versus fuel injection. Ultimately, we decided the more even fuel distribution and potential for better fuel economy outweighed the risk of an occasional hot start not wanting to cooperate. After all, the lower fuel burn of the GlaStar is what drew me to buy one in the first place, over something like a C180/182. I also purchased a new 13-row oil cooler to better combat oil temperatures in this higher-performance engine.

The Propeller

Along the same notion of keeping weight off the nose, my criteria for a prop in order of importance were affordable, lightweight, and great cruise speed. Only one design checked all the boxes and that was the Whirl Wind 300 Series composite constant-speed propeller. The scimitar design of the three-blade wonder managed to offer a reduced ground roll while still matching or bettering the cruise speeds of the tried-and-true Hartzell blended airfoil two-blade in testing done by another kit plane enthusiast. Similarly, after bugging the guys at Whirl Wind for years, I finally purchased the propeller, and it is currently en route to Ephraim’s shop, where I am excited to report back on its performance in the years to come.

The Panel

Since the start of my flying days, I have done most of my aerial escapades behind a tried-and-true six-pack, except when I dabbled in a G1000 during collegiate flying competitions. Nowadays I work at 36,000 feet behind a glowing wall of Honeywell. When it came to choosing a panel for Woodstock, I knew I wanted capable and efficient with a commonsense interface, and most importantly, a simple installation. Circa 2019, I got the chance to fly one of the first Skyhawks with a Dynon SkyView since the STC was granted in 2018. I really enjoyed flying behind it and found myself enjoying another Dynon-equipped 172 just a couple of years later while working with an instrument student. I really grew to love the setup. I sealed in the decision after I began talks with Dynon and learned about their Advanced Control Module (ACM) system. Over a series of calls, Dynon helped me piece together my dream panel and whipped up a parts list and a plan. Kyle and Jessica at Dynon gave me enough information and confidence that I’m certain someone with no previous avionics experience could be successful using the ACM system.

So … When Do We Start? We have come to affectionately refer to Woodstock’s new transformation as “BeastStock.” We are sure he will be a backcountry and cross-country “beast” post-upgrade, although his current performance is nothing to sneeze at. Continuing the theme of “bit by bit,” the things we won’t get around to this year include refreshed seats and interior and a larger baggage door install, as they are more desire rather than need. One upgrade I couldn’t resist springing for was a new extended heavy-duty landing gear, which will enhance angle of attack for short takeoff rolls and offer solid and less springy ground handling characteristics. The BeastStock upgrades are set to happen in late spring to early summer 2026 on a relatively loose timeline. Having the upgrades be complete by AirVenture would be ideal, but we are far more focused on having the job done right and successfully completing a new Phase I flight-test period before flying him back home. I will be popping over to Washington as much as my day job allows and getting as hands-on as possible under the expert guidance of Ephraim. In doing so, I’m delighted to share the process through a series of updates via articles and videos for AvBrief. Be sure to stay tuned for what’s to come!