YES! I love the Glassair... I first saw this plane in Kitplanes magazine when I was in high school, I think in 1999, I immediately fell in love with it. Man, I'm glad I stumbled upon your videos, Im subscribing AND hitting the notification bell!
MojoGrip You explained the phenomenon of lift incorrectly in the video. The part about not enough air moving over the wings is partially correct however it is not because of the propeller. Airspeed or kinetic energy of air is what generates lift by causing changes in pressure. As the airflow moves over the upper surface of the wing it speeds up due to its cambered shape (when viewing the wing at a cross section the upper surface is curved and the lower surface is flat on most conventional average trainers.) Hence there is an increase in dynamic pressure but as Bernoulis law states total pressure is constant. Therefore an increase in said dynamic pressure causes a decrease in static pressure this means there is a lower static pressure on the upper surface of the wing and a higher static pressure on the underside of the wing causing an upwards toral force. This is how lift is generated. Now stalling is when the wing generates a very small amount of lift and said generated lift can no longer balance weight. (Weight of an aircraft in operation) therefore withvery small amounts of lift generated the airplane will naturally pitch downwards due to the effect of gravity. This will happen in a more violent and undesirable way if the wing stalls and will greatly upset the aircraft and hence must be avoided. Stalls will happen because of lpw airspeeds due to high angles of attack namely on the average GA trainer that angle is at 16 degree AoA. Therefore asa summary and a quick synopsis stalling occurs when there isnt a sufficient airfloe over the wing travelling at a certain speed in order to generate lift. It occurs at low speeds and high angles of attack.
I have a Glasair SII-TD. I love it and can’t get over how easy it is to fly. Strangely it’s easier to land than take off. It cruises at 170 burning 32 lph. Just because it’s fast doesn’t mean you have to fly it fast. If you are getting behind the ac then simply slow down or even circle until you have everything sorted. Stall speed is 60KTS clean with no power and 55 kts full flaps no power. This aircraft has a reputation of being too hard to slow down, that’s just not true. It’s easy to slow down. All you need to do is power back, prop up to 2500 RPM and stay level until you get the speed you want. If it’s not happening soon enough then you can add slip but I have never needed to do that. The high speed wing means you are not thrown around by turbulence and the passengers really appreciate it. On final it cuts through the bumps and feels smooth making it easier to land than an RV, IMHO. Descending is awesome. So from 8500 it’s keep the throttle forward, minimum RPM(Wind the blue knob all the way out), lower the nose slightly for a 200 fpm descent rate. She will sit around 200(TAS) KTS all the way down to desired altitude(if the air is smooth). Then level out, power back to 15 inches, increase the prop RPM to 25 and you will be sitting at 110KTS 10kts below flap extension, ready to join downwind for a wheeler landing. I’ll start Vlogging after I have put 100 hours on it.
Thanks. I was thinking this very thing as he spoke. As a pilot, I am always searching to push my abilities. An advanced aircraft like the GIII is a way to do that. My mission profile is to go fast. I don't want to sight see, I just want to get to my destination quickly and safely. In fact, I'm one aircraft inspection away from buying a GIII now. Thanks for your review, I'm even more excited about flying it.
Mike, I own and fly a Glasair II RG. GLASAIR'S are experimental home built aircraft. Each one is different due to the builders tastes and budget. GLASAIR'S come in 1,2 & 3's in various sub models fixed trike, taildragger and retractable gear. G 1&2‘s are usually 4 cylinder engines 160 to 200 hp. and G3's are 6 cylinder engines 300+ hp. They all are fast efficient aircraft. If you really want a Glasair. You will need transition training from an CFI who has experience in Glasair's. This is a mandate from all insurance companies who will be insuring you as an owner. Mike - I normally cruise at 180 kts @ 8.5 gallons per hour. 5 nm out I start slowing down to 120 kts. Gear down abeam mid-field on downwind. Flaps to lower the nose for visibly. Base 100 kts. Final 85 to 90 kts. Flaps full at touchdown I'm at 70-75 kts. Rollout with back pressure to slow down then brakes. You can find Glasair's cheaper than you think. You also can work on them, but need a A&P to do the condition inspection. Glasair aviation also makes high wing Glastar & Sportsman 2. Blue Skies and Tailwinds.
As a student pilot that at some point would like a Glassair3 I appreciate both your knowledge, information and passion for the Glassair aircraft! That how an aviator should feel. @cliffnjk
As a Student Pilot first things first. Get your license before looking in to faster sexier aircraft. Once you have your license then that's the time to experience all the wonderful aircraft available. You trust your primary instructor. But is he good or So-So. I took some Seaplane instruction on a vacation and I found the best Lady Instructor, I have ever had! That's when I discovered the Instructors at the Flying Club were not as good as they think. The transition training into a Glasair will seem daunting at first. Anyone should be able keep up with the workload in time. Blue Skies and Tailwinds.
@@hogster5935 My Glasair 1RG has 245 HP (IO360-C1D6 souped up) at 2700 rpm. At say 11 or 12000 ft I burn about 8.5 gph and cruise at 190+ kts. (220 mph). I can carry 60 gallons and about 6 hours range. Mine is very comfy even for long 4 - 6 hour flights over 1300 statute miles non stop.
Dan Blumel Dan - do you know what the Vne is based on? I see a GIII has the same fuselage as a IIS but no details about the wings. Could I put a 540 on a Super IIS and fly as fast as a GIII or is there a design limit? Yours sounds a lot of fun! 👌
Biggest mistake is that people look at HOURLY cost... but if you are using an aircraft to travel, you dont plan on hours, you plan on MILES... So cost per MILE is what you want to consider.
Well you need to differentiate between the Glasair 1,2 & 3. The 1 & 2's use pretty much the same engines. And their speeds are similar. But the 3 uses the 6 cylinder 300hp Lycoming. So it's in a different speed range. Fuel burn is greater and it's built stronger. And is heavier by a lot. Also the 3 is hard to get insurance for at a reasonable price. It's more expensive on the used market to boot.
Mojo: the engine does not generate the airflow for the wings. It creates thrust that pulls the wings through the air. You don’t need an engine to fly. A 747 can glide without engines at a glide slope of 19:1. Remember pilot Sully that landed a plane with no engines
@Tech Stuf only it's not an incomplete description, it's an incorrect description. The airflow from the prop isn't just one factor in a stall...it's utterly irrelevant. Stalls are about AoA, not prop airflow or even airspeed. And there are plenty of pilots who know nothing about aerodynamics (most are taught that lift results from a longer top side of the wing which makes the air go faster, and that stalls occur due to low airspeed). This isn't meant as petty criticism of Mojo or anyone else; a poor understanding of stalls is life threatening. Stalls are about AoA, so your first priority should always be to get the nose down. The discussion of prop airflow implies that adding power is the first priority, which will exacerbate the problem on some airframes if you don't drop the nose.
I recommend pilots get some more experience before even thinking about buying a airplane because you are going to get used to that speed really quick so your going to end up outgrowing your aircraft very quickly. I fly a BE-1900D and the speed at first was intimidating but after only a couple months it feels like flying a Piper Seminole. I like where you mind set is be careful to jump to something your not ready for but don’t let a faster plane intimidate you get a friend or a instructor to fly with you that has more experience and you will get used to it faster than you think...
FalconerPhoto there is a huge difference between motorcycles and airplanes man... for one you can rent entry level airplanes for very cheap much cheaper than buying. Motorcycles dont cost $250,000 so it would be a good idea to not buy one just because you are comfortable with the speed when that won’t be a factor 6 months down the road.
FalconerPhoto ive never owned a plane yet I fly a commercial jet.... soooo it’s obvious you can get the experience without owning one. And weird flex about triple digit speed processing but ok.... I’m also a flight instructors and have taught over 100 students so I think I’m fairly qualified on the subject. One of the things I enjoy the most is flying with new aircraft owners getting them comfortable with their aircraft systems and new speeds....
Great vid. Thanks for that info. Im trying to get into the pilot seat now. And of course, part of the excitement is looking at plane options. And Im always thinking more is better. So this was a reality check for me to be more realistic in what I'm looking for. And im glad you have some great comments from people who can correct you without being rude or disrespectful. Cant wait to be flying.
I like your video and your logic regarding the extra complexity of of a novice pilot flying something like a Glassair, however I agree with some of the comments on here about your “Stall” explanation, it has nothing to do with prop wash and everything to do with critical AofA, I think the confusion lays in the approach configuration approach to the stall where prop wash delays the stall on the inboard area of the wing and you end up with a wing drop situation at the stall unlike a power off entry which is much more uniform across the wing, that said, keep up your enthusiasm and your pattern work as you are no doubt an inspiration to others. For background I’m a B744 Captain with about 28,000hrs, I was an instructor pilot on A320/330 Aircraft, I’ve flown B737, DC9’s, F27’s, and Do228 commercially, but I started out pounding the pattern in C152’s. later as an instructor on GA aircraft I was conducting a type check on a TB10 with a guy who had only a few hrs past his initial test, after a briefing concerning the main differences of the plane namely 180hp constant speed prop verses 115hp fixed pitch, higher weight, higher speeds and way more performance with just two people on board we set off, from the moment the power came on he was about 200ft and 10seconds behind the airplane, we did a lot more work before he was anywhere near taking that plane out on his own.
Hey Joe, (Hendrix reference) Any advice on flying or building for an aviation noob? Old Navy/Marine Recon Corpsman interested in the new Sling High Wing unless something better is invented.
I like your style. You are producing good, well-thought-out videos for the newbie to flying. When you pronounced route the first time, you were correct, then you corrected yourself to the (all too) common mispronunciation. I subscribed because your simple, clear presentation appears to be thought out in advance, and you don't waste people's time. Thanks.
MojoGrip I'm proud to have you as an inspiration even though l'm in my early years of 50. I would love to learn about piloting at this late stage in my life.
Mike, your comparison makes all the sense in the world. Just because an airplane travels faster does not make it right for you. I would recommend finding an airplane that suits your comfort level and you don't feel overwhelmed. In life, first you crawl then you walk. Assuming more responsiblility than you can handle is an accident waiting to happen! Great Video Mike!
You are allowed to slow down you know... Light speed is not mandatory all the time. Go on, go for the Glasair. You know you want to and you can slow down to 90mhp before you fall out of the sky! :))
The reason why a plane fly's reference 10.56 is because the wing produces lift. While the propeller pushes wind over and under the wings, it does not lift the airplane. The propeller produces thrust that pulls the aircraft through the air. There are 4 basic aerodynamic forces which always act on an aircraft. Lift, Drag, Thrust, and Weight. These forces are in equilibrium in straight unaccelerated flight. When the propeller produces more thrust, weight and drag decreases and Thrust and lifts increases. MojoGrip, I knew what you were trying to say, just wanted to help you out. Thanks for the video...
AUGUSTUS SUTHERLAND not quite, the weight is constant. The faster you travel, the less induced drag you get from the angle of attack etc, but you get more parasitic drag from the airframe and airflow
Great video. However...(you knew one had to be coming, right?) I disagree on your explanation over the stall. Very little air from the prop alone keeps the aircraft flying. If you were flying an aircraft with a pusher (like a Vari EZ) no air from the prop goes over the wings. Same with a turbojet. It's the thrust generated by the engine and prop that propels the aircraft forward forcing the air over the wings. You can stall on full power The stick controls the attitude and therefore speed; the throttle height. Actually they work together, but thinking of them in that order helps reinforce that power alone doesn't get you out of a stall, you need to get the nose down to recover quickly. However, you knew all that I'm sure. I really enjoyed this video. I have subscribed. Great stuff! I love your passion for flight.
Agreed, give me the faster speed any day. 250 knots is the max airspeed below 10,000ft anyway. If I can get to my destination twice as fast, then it's less fatigue, and less fatigue means I'm more alert while flying. If a pilot can't decide on weather ahead of him/her fast enough, then, maybe he/she shouldn't be flying. You could always pull the throttle back and cruise at a slower airspeed if needed. If 70 knots is the stall speed, then I'll approach at 90 and flare at 80. I'd take the Glassair, but I'm not a fan of single engine aircraft or anything that cannot seat my family and at least two guests. After factoring in the labor, might as well go with a DA42, it's just $80,000.00 more than a DA40
@The Words-14 looks like you still have the idea that lift is created, because air needs to "travel the longer way over the top of the wing". Attempt at looking at this problem in a 3-D way. Lift is created by disturbing the air around the aircraft through downward acceleration. With this more general approach, the deflected propwash is part of the equation and can contribute substantially.
Very good discussion about staying ahead of the airplane and other statements. 90% of flying is mental. Also, 90% of flying is one person in one plane, so a cheaper, slower plane makes sense.
I love your videos Mike, and in this one I have to wonder why a new pilot could not just maintain a lower flight throttle. I would think that since the engine is not working as hard you could maintain 140 knots and if you needed the power to pull out, climb, or what ever, you could do so. Plus, if you were going a longer distance, you could climb higher, and increase your speed while watching weather changes farther out. I think it would take a bit of practice and study, but I don't think it would take all that long to condition yourself to that effect. Also, you should be getting down to stall speed as you are landing. Your glide ratio will still be in effect, depending on your particular aircraft. Jump into a hang glide school for the fun of it, and get a close up look at glide ratio as it applies to flight.
Your reviews of the 5 military style, I completely enjoyed your comments. I dont have a license yet but as soon as I complete my physics degree a pilot license is my next goal.
Your mission, a few other things to think about. How many passengers? What kind of baggage size and weight will you be hauling? Do you want to be IFR capable? Do you need an aircraft with deicing capabilities?
Your lift isn't wholly generated from your prop wash, FYI it's primarily from the relative air flow from the front (forward speed + wind). Stalling is not caused by changes in power, it's cause by changes in speed. It doesn't matter much whether your engine is running or not.
I've sat through several of your videos today, Awesomesauce! I've always loved planes, and have been a passenger, but never have I actually gone the route of learning to fly. Your videos on the older and cheaper plans was my first grab. I was greatly impressed, and had not realized that they were available under 50k let alone under 20 and 30k. Yup, this glass looks like lot of fun. I would have to win the lotto to make something like that realistic. Because, I'd be wanting to be spending a lot of time in the air.
The Glasaire is the aircraft that caught my imagination and began my love affair with real aircraft in 1984 watching Bud Granley wring one out for Stoddart Hamilton at the Abbottsford Airshow. All I could think was that airplane had the right shape to go like hell. Ironically, I’ve never flown in one.....but I haven’t stopped breathing yet so theres still time.
Thanks for explaining stall. As someone looking to take a flight class in a year or so, I enjoy learning new things that will help me prepare for class.
I hope there are lots of young people watching this, especially black young people. What inspires a person to try something different is a person who is already doing that different thing who looks and talks just like him or her. You might be that person to another black young man. Keep up your good work.
Many of us were already there and have been all our lives I am one of them since I dont give a rats ass what color your skin is no race has a monopoly on assholes! @Cbeddoe19
That is one of the exact reasons why I am in the process of getting my PPL. I think it would be great for kids to be able to see someone, oh looks like them, has the same skin color as them, and same ethnicity, although I am not excluding other ethnicity whatsoever, to know that they can get into General aviation, and into the businesses that surround general aviation.
I don’t get this attitude at all. I’ve never been interested in something because it’s done by someone who looks like me. And I’ve often been interested in something done by someone who doesn’t look like me, just because it was impressive. Passion is a genuine reaction. And genuine reactions are instantaneous and not something filtered through an intellectual process of checking off boxes.
Good video. You made some nice points about high performance aircraft. I do have 2 points that I would disagree with. 1- If plane A and plane B burn fuel at the same rate. Plane A gets to its destination faster, that means plane A used less fuel therefor has lower cost of flight. Point 2- Airflow from propellers over the wings do not make your plane fly. It is the created pressure over the wing from moving thru the air at a given speed that produces lift. If given speed isn't sufficient, then the airplane will stall. If this wasn't the case then pusher props type planes would never fly. See Velocity Aircraft. Anyways keep 'em coming.
People are saying to just fly the Glasair slower. The problem with that is that it is much less efficient. Its wings, fuselage etc were designed for it to cruise at 240 knots so at 120 knots it will be something like 80% of the fuel burn. Once you reach ideal cruising speed the engine power can be reduced.
Mike thanks for the video on the Glasair. I think they are everything a fast experimental airplane should except a bit small. This and a Mooney were my dream planes as a young boy. I’m now pilot with a c-172 and really love it but do want more speed. See if you can do a video on a good long eze, also relatively cheap speed. Thanks
I have always loved the idea of the Long EZ... but I do not like the reality of them. Small narrow cockpits and if you get any ice on the front wing you wont have a good time.
Fuel burn has a lot to do with aerodynamics than weight or speed. Drag is the hardest thing to overcome. It's a must. The DA aircraft has done a lot to reduce drag by shaping the fuselage to minimum cross sectional area vs speed. Reduced drag improves speed if the engines used to motivate both models were the same. The slower airplane may have an advantage if if more aerodynamically clean, less drag, than the competitor and uses less fuel at its top cruising speed than it's competitor at its top cruising speed. What this young man says is true, but part of the equation. Lots to consider when buying your aircraft. Me? To have the passenger Capacitor I want along with the cruising speed I want I would choose the most fuel efficient aircraft with those needs in mind.
Glad you're fulfilling your dreams and taking on the challenge. So many people delay, delay, delay and never get it done. I would correct you on airflow over the wing. Most of the airflow is from forward movement. That movement is the product of airflow through the propeller. If you look at a cross section of the propeller it is the shape of a wing. That airflow pulls the airplane forward causing air to flow over the wing and that's what creates most of the lift. O.k., enough about aerodynamics. Great video otherwise and appreciate your passion.
Not sure I entirely agree, but first, good for him! If he realizes the workload it can cause and finds that uncomfortable enough to want to avoid it, that's a great decision for him! But I would also add that type transition can be made gradually. Starting on the ground, learn your avionics and systems; then on your 10/clr and no wind days, get used to the airplane's basics and build from there. You have to do all of the same things (generally speaking) in one complex plane vs another, but you have to start earlier and/or do them more quickly in fast airplanes. Get used to starting earlier and you'll find yourself doing quite alright even if an emergency presents itself.
i think for me the first items in my list of things I want in an airplane are: 1. most feul efficient 2. then fastest 3. and I want to be able to fly at least 500 miles on a tank of fuel. After that It would be nice to carry a moderage amount of cargo.. maybe a folding electric bicycle and some luggage would be helpful. Also, something i am yet not clear on, is something that has the least or cheapest fees for landing and take offs and parking during day or over night at the airport.
The problem with being ahead of your airplane is a fact that everybody is taught to fly on very slow aircraft. As a result they're taught to think slowly. The first time I ever flew anything was an F-111 simulator. Things happened very quickly at 750 knots especially when you're only 400 ft off the ground. After I flew the mission and developed a completely new way of engaging the terrain-following radar while in an articulated terrain environment, I landed the simulator, which has no way of viewing where you're going you must fly it by instruments only, I was asked by the flight simulator cheap at the airbase I was at how often I flew the simulator late at night. I told him I had never flown it before. And he notified me that he had never ever had he seen a pilot training into the F-111 fly the simulator for the first time and not crash it. I informed him that I had an advantage they didn't. He asked me what that was. I informed him that I had never flown a plane before but I did work on all the auto pilot and flight controls and instrumentation for the aircraft, as a result if you put all those lines and knobs and instruments where they belong, the aircraft flies exactly the way it is supposed to. And I had at least gone through the flight manual before I ever flew the simulator.
Your understanding of stalls is fundamentally flawed. A stall occurs because you exceed the critical angle of attack... In order to be in "unaccelerated flight", essentially a stable level attitude or steady climb/descent rate, your lift must exactly equal the weight of the aircraft. Lift is a function of two things: angle of attack and indicated air speed. If you increase either one, your lift increases. If you decrease either one, your lift decreases. Except... as you approach the critical angle of attack, the airflow over the top of the wing separates and the lift drops off dramatically. The so called "stall speed", is the indicated airspeed at which your lift will exactly equal your weight when your angle of attack is right at or below critical (this is the point at which if you increased the angle of attack any further, your lift would go down, not up). Stalls can occur at any airspeed, any attitude, and any power setting.... and it has nothing to do with the engine or the prop, etc. Gliders stall, and they stall for the exact same reason. In order to get enough lift to balance out the weight of the aircraft the pilot attempted to exceed the critical angle of attack. It's worth noting that if the aircraft is banked, the stall speed will change, if the aircraft is heavier or lighter than normal (because of fuel loading, or passengers), the stall speed will change, and flaps change the chord line of the wings which adjusts the angle of incidence, and hence... the stall speed will change. From what I've been told, military pilots often fly by angle of attack rather than airspeed. There is a certain angle of attack which will achieve optimal fuel efficiency/endurance. It's all about the AoA.
Stalling occurs when the lift doesn't balance out the weight of the plane. Lift is calculated by the coefficient of lift, airspeed, air density, and AOA. That means that if you change any of those factors you can stall. Fly too high where the air isn't as dense? stall. Fly too slow causing the wings to be unable to produce enough lift? stall. Increase AOA too much causing separation of air over the wing? stall. Fly too fast causing a separation of air over your wing and causing the horizontal stabilizers to produce lift instead of downforce? you guessed it, you'll stall which is why jet wings are angled.
just remember that staying ahead of the aircraft in regards to speed is based off of ground speed as well as indicated. But the biggest factor is how that airplane performs. is it more responsive, how slippery is it when in a descent and so on. And also. when transitioning to a faster airplane use an instructor to help you. that is the best way to get your mind thinking a bit further out. You do not have to think faster. just sooner. plan a little earlier. When you get into the high performance aircraft the biggest thing is descent planning and making sure you give yourself ample time to set up for an approach. give your self plenty of time to make decisions. people tend to get in trouble when they try to fly the fast airplane like a slower airplane they are used to. I see it all the time with new first officers in the jet. And when in doubt go around or ask for a vector or add a couple of miles to your approach. You already seem to have a good mindset and the awareness that flying a faster airplane needs..so it would not take you long to figure it out.
I agree with everything you said. I am wondering that if you hired the right instructor that was an expert with the Glass air 3 that they could train you. That would be accomplished by throwing situations at you and testing you until your proficiency was high enough to buy one and fly safely. Yes, it would be expensive and well worth it by not allowing yourself too get into trouble.
I did my basic training in high-performance. The first 16, Extra-300L. Yes. Train, practice, get used to it. If your reactions are slow, then flying might not be the thing for you. Also, less engine reserve $ time when you’re flying faster.
6 лет назад
You don’t HAVE do buy different aircraft for different speeds. There are levers in the cockpit that makes the engine trottle up or down.
Some time ago hanging out in the airport enjoying a morning cup of coffee, I got into a conversation with a fellow pilot with about the same dreams you have. He made a comment to me to the effect of Buy what you are going to fly 90% of the time and rent what you fly the other 10%. Something else to consider is the cost of retractable gear aircraft insurance.Other than a single entry door I love my pa-28 140(150hp) . It does not have the greatest load capacity.But is is cheap to fly. On the days i need a something a bit bigger and faster i jump in the pa-28-180. Sure my old planes are not as pretty as a da40. But how can you beat a useful payload ( with full fuel) of almost 800 pounds vs the da40's 670 some odd pounds. Just to be fair the 140 on the other hand requires some work to get two men in the front seat i often joke with my father that he needs to lose a few pounds so we dont have to fly around on half tanks of fuel.
@13:13 - absolutely sound comment. Glad you can see the speed issue vs. training. I waited for 1,700hrs before moving past a 182. Glad I did because low drag a/c are WAY different than typical hershey bar planes!
I like your thoughtful approach to the topic of moving to faster, more complex aircraft like the glassair. It's the right mentality to have in my opinion. I do disagree with you though in the idea that you CAN'T step up to a glassair now. My reasoning is that I am a young, relatively inexperienced pilot with about 150 hrs and I trained in a Piper Warrior, but I now own a Columbia 400 with my father and have transitioned just fine. To be insured I had to receive 25 hrs of flight instruction, which I thought was perfect for the transition to that advanced of an aircraft. Now I have 40 hrs in the Columbia and I feel very comfortable in it. I think you should have more confidence in your ability to learn because it seems like you could transition to something like a glassair without too much difficulty. Great Video!
Thanks man - enjoyed your video. Most things in aviation are trade-offs - the Diamond DA40 has two extra seats that can be used for pax or baggage. The Glasair is certainly a fast plane, but can't carry as much as the Diamond. Also, flying is pretty much a numbers game - stay within the numbers and things are OK. Also, it really doesn't take that long to step up to the Glasair - they have their nuances (e.g one doesn't hold off in the flare with the earlier models, or the plane tends to come down hard on the nosegear, as the U/C is closely coupled). I'd like to add another variable - the X factor. When I was looking to buy a plane, I was heading in the RV direction, but tried on a Glasair 1RG just for grins. It was such a lovely looking aeroplane and put a stupid grin on my face that hasn't gone away. That was nearly two years ago, and I've been flying my own Glasair 1RG ever since. Each to their own. Cheers, Jim
stall is when you wing exceeds the critical angle of attack and lift is generated not from the air flowing off of the prop but rather the air flowing over the wings as the prop/turbine gains airspeed
Jon B ?? Not sure what you're telling us, but in a fixed wing aircraft the air flowing off the prop Never generates lift. It is always from the airflow over the wings.
I'm pretty sure he meant the airflow created by the prop pulling the plane, just stated sloppy. But yes critical angle of attack is the correct physical explanation, which happens at a consistent airspeed when attempting to maintain a given lift in steady state flight.
I have flown both aircraft, I flew the factory GL3 N540RG and I was also DOM at Sabena Airline Training Centre FFZ AZ. We trained in the DA40. Having flown both... they are aircraft from two different spectrums. I am concerned that low time pilots have the confidence to fly a 100kts over the numbers GL3 vs a DA40 coming in like a trainer. Gotta-get-there-itis kills more pilots than anything. Earn your wings kids. Fly the hours in the correct performance and ability weather and aircraft. Be safe and keep flying safe.
You forgot to mention 'mission profile' of buying an airplane. So many variables involved to determine what airplane is suitable for you; speed, range, useful load, number of pax, comfort, etc. Not to mention that you're comparing certified vs experimental. Experimentals do not need to conform to part-23 FAR, so the owners need to understand all the limitations and idiosyncrasies. Especially for Glasair III, high performance and complex aircraft, it requires pilots with special training and sufficient number of hours to fly it, a.k.a experience pilots. Heck you can get behind a cessna 152 if you're complacent. Please use certain criteria before comparing any 2 airplanes so that you can get some kind of baseline comparisons.
Good idea for you to stay away from faster stuff until you’ve built more hours, but see if you can get some stick time in a Lancair or Glasair to get used to coming over the fence at 90 KTS or so, and flying it on instead of flaring like you’re used to.
So, lift is caused by air flow(prop, jet, or usually passive) past the wing. The curve of the top of the wing is opposed to the flat of the bottom of the wing. This creates lift. This design does not work for Super Sonic Jets, which use entirely different engineering.✌
Yea you can always pull the power back on most airplanes to slow it down but Glasairs can be very slippery. Especially for a new pilot. On descent for example, You just don't pull back on the power to slow down.
Not because stall, it's because glide speed. 737-800 has the same issue, it wants to keep flying, very efficient but it needs a low approach angle and power reduced very early. Aerodynamic aids like spoilers and extra flap action can increase drag and help achieve a higher glide angle while keeping speed in check, but that is more complexity. (and an endorsement) Actions per minute is what matters to the pilot, not simple airspeed.
I always wanted a Velocity, and it's performance envelope is out of this world! But until I get back into it, I'll be happy with a Cherokee 160 as my first plane!
The speed of the relative wind is a factor in how much lift can be produced. The propellor boosts the speed of the relative wind, but only directly behind it. So, that extra lift is due to what is called the "accelerated slip stream." But you don't need the propellor to produce lift. Just look at gliders.
Disagree with comments about Glasair speed. Had a Glasair III for 6 years. Nothing prevents me from slowing down to 120 knots if needed. In terms of top speed, you get used to it very quickly and would love to have 50 knots more if possible…
all the criticism below aside, I still apreciate your channel, perhaps BECAUSE you are a relative newbie, and you can still relate to where I am and aspire to be sometime. keep it up! the criticisms, whether correct or not, as long as civil, can still be enlightening. My dad was an air force pilot, and always said that he would rather have a big engine and drive it slow , than a tiny engine and drive it full out. that might be one consideration too.
I kinda get what you're saying. But high performance "anything" isn't suited for beginners. However, after a bit of experience they become approachable. Keep it up, I like your content!
I flew a navajo thinking ahead of the airplane i always filed ifr. it's easy auto flight following. flying into a large airport is easy as atc guides you to final approach. it's easy.
Mike: I RARELY subscribe to RUclips channels, as my muse varies too much, but I really like what you're offering, so I've subscribed to your's. I've learned a lot from you in just a short time. Cheers.
The faster you fly the bigger the work load!! If you think that is not true, try sitting up front in a Jet after being in a small piston plane. Very busy on take of and landings and at a busy airport, well, I don't know how they handle it all at times!
Its good to see more Afeican American Pilots in these videos. I've always wanted to fly and hope to get started. I'm more inspired by your skill. Keep it up.
Go to your local GA airport and talk to a CFI. If you don't want to start flying lessons right away, mention that would like to study for the PPL written. You can also study the aircraft manual. Get to know the people at the FBO. Just get started, life is short!
The only unit of escort fighter pilots to never lose a bomber to enemy fighters during WWII was all black folks from Tuskegee. People will at least subconsciously notice that you're not white (I mean, it IS rare to see a pilot that isn't white here in the states, partially because of demographics and partially due to other factors) but anyone who wants to fly is a friend of a pilot. When you're a pilot, you're no longer black or white: you're the aviator master race.
Great video and very informative and simply put explanation of the common sense approach of airplane choices aka staying ahead of your aircraft - dropping the "F" bomb at the end did not take away from your credibility as a knowledgeable pilot but truly did a disservice to you personally!
10:55 actually the wing redirects air pushing the wing up and therefore the plane up the propeller moves air to pull or push the aircraft depending on the configuration if lift was produced from the propeller moving air over the wing a jet plane wouldn’t work same for gliders
There are some issues with your explanation of lift. I don't think propellers push air over the wing to create lift I think the propellers push the aircraft forward in the Forward Air Speed is what causes the lift. If what you say is true how do aircraft with pusher engines fly? And how do jet aircraft fly?
A prop creates thrust, whether it's pulling or pushing the aircraft. If you do not have thrust you will not have speed. How does a helicopter take off vertically? A prop is nothing more than a rotating wing, it creates lift, which they call thrust, as it moves the aircraft through the air. Jet engines aren't any different, they have internal blades which pull air into the combustion chamber.
![FNAF vs TF2 - Episode 2 [SFM]](http://i.ytimg.com/vi/z5b3V2-VLb0/mqdefault.jpg)
And here is the reason why Airplanes have a speed limit ruclips.net/video/2syNguCbv3E/видео.html
no it sucks.
YES! I love the Glassair... I first saw this plane in Kitplanes magazine when I was in high school, I think in 1999, I immediately fell in love with it. Man, I'm glad I stumbled upon your videos, Im subscribing AND hitting the notification bell!
Can you to a reaction on the Tuscany or shark aircraft... they are military style LSA that civilians can own
MojoGrip You explained the phenomenon of lift incorrectly in the video. The part about not enough air moving over the wings is partially correct however it is not because of the propeller. Airspeed or kinetic energy of air is what generates lift by causing changes in pressure. As the airflow moves over the upper surface of the wing it speeds up due to its cambered shape (when viewing the wing at a cross section the upper surface is curved and the lower surface is flat on most conventional average trainers.) Hence there is an increase in dynamic pressure but as Bernoulis law states total pressure is constant. Therefore an increase in said dynamic pressure causes a decrease in static pressure this means there is a lower static pressure on the upper surface of the wing and a higher static pressure on the underside of the wing causing an upwards toral force. This is how lift is generated. Now stalling is when the wing generates a very small amount of lift and said generated lift can no longer balance weight. (Weight of an aircraft in operation) therefore withvery small amounts of lift generated the airplane will naturally pitch downwards due to the effect of gravity. This will happen in a more violent and undesirable way if the wing stalls and will greatly upset the aircraft and hence must be avoided. Stalls will happen because of lpw airspeeds due to high angles of attack namely on the average GA trainer that angle is at 16 degree AoA. Therefore asa summary and a quick synopsis stalling occurs when there isnt a sufficient airfloe over the wing travelling at a certain speed in order to generate lift. It occurs at low speeds and high angles of attack.
MojoGrip cant u just slow down to the airplanes to the d40 speed level?
I have a Glasair SII-TD. I love it and can’t get over how easy it is to fly. Strangely it’s easier to land than take off. It cruises at 170 burning 32 lph. Just because it’s fast doesn’t mean you have to fly it fast. If you are getting behind the ac then simply slow down or even circle until you have everything sorted.
Stall speed is 60KTS clean with no power and 55 kts full flaps no power.
This aircraft has a reputation of being too hard to slow down, that’s just not true. It’s easy to slow down. All you need to do is power back, prop up to 2500 RPM and stay level until you get the speed you want. If it’s not happening soon enough then you can add slip but I have never needed to do that.
The high speed wing means you are not thrown around by turbulence and the passengers really appreciate it. On final it cuts through the bumps and feels smooth making it easier to land than an RV, IMHO.
Descending is awesome. So from 8500 it’s keep the throttle forward, minimum RPM(Wind the blue knob all the way out), lower the nose slightly for a 200 fpm descent rate. She will sit around 200(TAS) KTS all the way down to desired altitude(if the air is smooth). Then level out, power back to 15 inches, increase the prop RPM to 25 and you will be sitting at 110KTS 10kts below flap extension, ready to join downwind for a wheeler landing.
I’ll start Vlogging after I have put 100 hours on it.
Read the specs on turbo diesel engine and it burns 9 gallons for hour...
I agree with that scenario! Kinda like riding a super bike.... it’s only as fast as you make it go.... 👍🏻
@Ryan Morgan My pleasure, it’s definitely not above my comfort level however it is for many.
Thanks. I was thinking this very thing as he spoke. As a pilot, I am always searching to push my abilities. An advanced aircraft like the GIII is a way to do that. My mission profile is to go fast. I don't want to sight see, I just want to get to my destination quickly and safely. In fact, I'm one aircraft inspection away from buying a GIII now. Thanks for your review, I'm even more excited about flying it.
Re-read this a couple times. Definitely gonna try it. Thanks for the comment.
Mike, I own and fly a Glasair II RG. GLASAIR'S are experimental home built aircraft. Each one is different due to the builders tastes and budget. GLASAIR'S come in 1,2 & 3's in various sub models fixed trike, taildragger and retractable gear. G 1&2‘s are usually 4 cylinder engines 160 to 200 hp. and G3's are 6 cylinder engines 300+ hp. They all are fast efficient aircraft. If you really want a Glasair. You will need transition training from an CFI who has experience in Glasair's. This is a mandate from all insurance companies who will be insuring you as an owner. Mike - I normally cruise at 180 kts @ 8.5 gallons per hour. 5 nm out I start slowing down to 120 kts. Gear down abeam mid-field on downwind. Flaps to lower the nose for visibly. Base 100 kts. Final 85 to 90 kts. Flaps full at touchdown I'm at 70-75 kts. Rollout with back pressure to slow down then brakes. You can find Glasair's cheaper than you think. You also can work on them, but need a A&P to do the condition inspection. Glasair aviation also makes high wing Glastar & Sportsman 2. Blue Skies and Tailwinds.
As a student pilot that at some point would like a Glassair3 I appreciate both your knowledge, information and passion for the Glassair aircraft! That how an aviator should feel. @cliffnjk
As a Student Pilot first things first. Get your license before looking in to faster sexier aircraft. Once you have your license then that's the time to experience all the wonderful aircraft available. You trust your primary instructor. But is he good or So-So. I took some Seaplane instruction on a vacation and I found the best Lady Instructor, I have ever had! That's when I discovered the Instructors at the Flying Club were not as good as they think. The transition training into a Glasair will seem daunting at first. Anyone should be able keep up with the workload in time. Blue Skies and Tailwinds.
Nice cruise at 180. How long have you flew at one time? Is it comfortable?
@@hogster5935 My Glasair 1RG has 245 HP (IO360-C1D6 souped up) at 2700 rpm. At say 11 or 12000 ft I burn about 8.5 gph and cruise at 190+ kts. (220 mph). I can carry 60 gallons and about 6 hours range. Mine is very comfy even for long 4 - 6 hour flights over 1300 statute miles non stop.
Dan Blumel Dan - do you know what the Vne is based on? I see a GIII has the same fuselage as a IIS but no details about the wings.
Could I put a 540 on a Super IIS and fly as fast as a GIII or is there a design limit?
Yours sounds a lot of fun! 👌
Biggest mistake is that people look at HOURLY cost... but if you are using an aircraft to travel, you dont plan on hours, you plan on MILES... So cost per MILE is what you want to consider.
Well you need to differentiate between the Glasair 1,2 & 3. The 1 & 2's use pretty much the same engines. And their speeds are similar. But the 3 uses the 6 cylinder 300hp Lycoming. So it's in a different speed range. Fuel burn is greater and it's built stronger. And is heavier by a lot. Also the 3 is hard to get insurance for at a reasonable price. It's more expensive on the used market to boot.
Mojo: the engine does not generate the airflow for the wings. It creates thrust that pulls the wings through the air. You don’t need an engine to fly. A 747 can glide without engines at a glide slope of 19:1. Remember pilot Sully that landed a plane with no engines
@Tech Stuf only it's not an incomplete description, it's an incorrect description. The airflow from the prop isn't just one factor in a stall...it's utterly irrelevant. Stalls are about AoA, not prop airflow or even airspeed.
And there are plenty of pilots who know nothing about aerodynamics (most are taught that lift results from a longer top side of the wing which makes the air go faster, and that stalls occur due to low airspeed). This isn't meant as petty criticism of Mojo or anyone else; a poor understanding of stalls is life threatening. Stalls are about AoA, so your first priority should always be to get the nose down. The discussion of prop airflow implies that adding power is the first priority, which will exacerbate the problem on some airframes if you don't drop the nose.
Dude I thought it was a glitch in the matrix where I witnessed an airplane fall out stalled in the air reverse thrusters I don’t know
I knew it ! I’ve seen this 4 or 5 times! Planes seem too float and yes, like a glitch in the matrix 👀
I recommend pilots get some more experience before even thinking about buying a airplane because you are going to get used to that speed really quick so your going to end up outgrowing your aircraft very quickly. I fly a BE-1900D and the speed at first was intimidating but after only a couple months it feels like flying a Piper Seminole. I like where you mind set is be careful to jump to something your not ready for but don’t let a faster plane intimidate you get a friend or a instructor to fly with you that has more experience and you will get used to it faster than you think...
FalconerPhoto there is a huge difference between motorcycles and airplanes man... for one you can rent entry level airplanes for very cheap much cheaper than buying. Motorcycles dont cost $250,000 so it would be a good idea to not buy one just because you are comfortable with the speed when that won’t be a factor 6 months down the road.
FalconerPhoto ive never owned a plane yet I fly a commercial jet.... soooo it’s obvious you can get the experience without owning one. And weird flex about triple digit speed processing but ok.... I’m also a flight instructors and have taught over 100 students so I think I’m fairly qualified on the subject. One of the things I enjoy the most is flying with new aircraft owners getting them comfortable with their aircraft systems and new speeds....
@@unplug7776 Should I solo my first flight on an SR-71?
Asking for a friend.
Great vid. Thanks for that info. Im trying to get into the pilot seat now. And of course, part of the excitement is looking at plane options. And Im always thinking more is better. So this was a reality check for me to be more realistic in what I'm looking for. And im glad you have some great comments from people who can correct you without being rude or disrespectful. Cant wait to be flying.
I really enjoy Mike's videos - you're so excited and positive about aviation. Super fun content!
I like your video and your logic regarding the extra complexity of of a novice pilot flying something like a Glassair, however I agree with some of the comments on here about your “Stall” explanation, it has nothing to do with prop wash and everything to do with critical AofA, I think the confusion lays in the approach configuration approach to the stall where prop wash delays the stall on the inboard area of the wing and you end up with a wing drop situation at the stall unlike a power off entry which is much more uniform across the wing, that said, keep up your enthusiasm and your pattern work as you are no doubt an inspiration to others.
For background I’m a B744 Captain with about 28,000hrs, I was an instructor pilot on A320/330 Aircraft, I’ve flown B737, DC9’s, F27’s, and Do228 commercially, but I started out pounding the pattern in C152’s. later as an instructor on GA aircraft I was conducting a type check on a TB10 with a guy who had only a few hrs past his initial test, after a briefing concerning the main differences of the plane namely 180hp constant speed prop verses 115hp fixed pitch, higher weight, higher speeds and way more performance with just two people on board we set off, from the moment the power came on he was about 200ft and 10seconds behind the airplane, we did a lot more work before he was anywhere near taking that plane out on his own.
i now know why you have such a big head set mic.
it hides the big smile as you fly like a bird
great video have a great week cheers
Good stuff ! Glasair was the first kitplane I fell in love with. My tastes changed over the years, and now I'm building a Colomban MC-15 ("Cri-Cri").
Hey Joe, (Hendrix reference)
Any advice on flying or building for an aviation noob?
Old Navy/Marine Recon Corpsman interested in the new Sling High Wing unless something better is invented.
I like your style. You are producing good, well-thought-out videos for the newbie to flying. When you pronounced route the first time, you were correct, then you corrected yourself to the (all too) common mispronunciation. I subscribed because your simple, clear presentation appears to be thought out in advance, and you don't waste people's time. Thanks.
Haha thank you. I still struggle sometimes between original english pronunciations and American english. Appreciate the sub. Thanks for watching.
MojoGrip I'm proud to have you as an inspiration even though l'm in my early years of 50. I would love to learn about piloting at this late stage in my life.
You guys see this comment got a like because it doesn’t talk about AFRICAN AMERICANS your racist pice of shits
Mike, your comparison makes all the sense in the world. Just because an airplane travels faster does not make it right for you. I would recommend finding an airplane that suits your comfort level and you don't feel overwhelmed. In life, first you crawl then you walk. Assuming more responsiblility than you can handle is an accident waiting to happen! Great Video Mike!
You are allowed to slow down you know... Light speed is not mandatory all the time. Go on, go for the Glasair. You know you want to and you can slow down to 90mhp before you fall out of the sky! :))
😂few more years and maybe 100 more hours in a high performance airplane and I'll give the Glasair some serious thought. You're right. I do want to.
As a beginner, the fast approach speeds/landing speeds of a Glasair can be taxing and dangerous.
Lancair makes some quick planes too, just to complicate your decision a little more ;)
The reason why a plane fly's reference 10.56 is because the wing produces lift. While the propeller pushes wind over and under the wings, it does not lift the airplane. The propeller produces thrust that pulls the aircraft through the air. There are 4 basic aerodynamic forces which always act on an aircraft. Lift, Drag, Thrust, and Weight. These forces are in equilibrium in straight unaccelerated flight. When the propeller produces more thrust, weight and drag decreases and Thrust and lifts increases. MojoGrip, I knew what you were trying to say, just wanted to help you out. Thanks for the video...
AUGUSTUS SUTHERLAND not quite, the weight is constant. The faster you travel, the less induced drag you get from the angle of attack etc, but you get more parasitic drag from the airframe and airflow
Great video. However...(you knew one had to be coming, right?) I disagree on your explanation over the stall. Very little air from the prop alone keeps the aircraft flying. If you were flying an aircraft with a pusher (like a Vari EZ) no air from the prop goes over the wings. Same with a turbojet. It's the thrust generated by the engine and prop that propels the aircraft forward forcing the air over the wings. You can stall on full power The stick controls the attitude and therefore speed; the throttle height. Actually they work together, but thinking of them in that order helps reinforce that power alone doesn't get you out of a stall, you need to get the nose down to recover quickly. However, you knew all that I'm sure. I really enjoyed this video. I have subscribed. Great stuff! I love your passion for flight.
yep
An airplane never really stops flying, when it stalls, it simply stops producing enough lift for the desired flight attitude
Well said!
Agreed, give me the faster speed any day. 250 knots is the max airspeed below 10,000ft anyway. If I can get to my destination twice as fast, then it's less fatigue, and less fatigue means I'm more alert while flying. If a pilot can't decide on weather ahead of him/her fast enough, then, maybe he/she shouldn't be flying. You could always pull the throttle back and cruise at a slower airspeed if needed. If 70 knots is the stall speed, then I'll approach at 90 and flare at 80. I'd take the Glassair, but I'm not a fan of single engine aircraft or anything that cannot seat my family and at least two guests. After factoring in the labor, might as well go with a DA42, it's just $80,000.00 more than a DA40
@The Words-14 looks like you still have the idea that lift is created, because air needs to "travel the longer way over the top of the wing".
Attempt at looking at this problem in a 3-D way. Lift is created by disturbing the air around the aircraft through downward acceleration.
With this more general approach, the deflected propwash is part of the equation and can contribute substantially.
Very good discussion about staying ahead of the airplane and other statements. 90% of flying is mental. Also, 90% of flying is one person in one plane, so a cheaper, slower plane makes sense.
I love your videos Mike, and in this one I have to wonder why a new pilot could not just maintain a lower flight throttle. I would think that since the engine is not working as hard you could maintain 140 knots and if you needed the power to pull out, climb, or what ever, you could do so. Plus, if you were going a longer distance, you could climb higher, and increase your speed while watching weather changes farther out. I think it would take a bit of practice and study, but I don't think it would take all that long to condition yourself to that effect. Also, you should be getting down to stall speed as you are landing. Your glide ratio will still be in effect, depending on your particular aircraft. Jump into a hang glide school for the fun of it, and get a close up look at glide ratio as it applies to flight.
Your reviews of the 5 military style, I completely enjoyed your comments. I dont have a license yet but as soon as I complete my physics degree a pilot license is my next goal.
Your mission, a few other things to think about. How many passengers? What kind of baggage size and weight will you be hauling? Do you want to be IFR capable? Do you need an aircraft with deicing capabilities?
Your lift isn't wholly generated from your prop wash, FYI it's primarily from the relative air flow from the front (forward speed + wind). Stalling is not caused by changes in power, it's cause by changes in speed. It doesn't matter much whether your engine is running or not.
I've sat through several of your videos today, Awesomesauce! I've always loved planes, and have been a passenger, but never have I actually gone the route of learning to fly. Your videos on the older and cheaper plans was my first grab. I was greatly impressed, and had not realized that they were available under 50k let alone under 20 and 30k. Yup, this glass looks like lot of fun. I would have to win the lotto to make something like that realistic. Because, I'd be wanting to be spending a lot of time in the air.
Wow! This channel has grown incredibly since you uploaded this video
Racing Glasair's touch 400 mph.
Don't have a clue how I got here, was watching something totally different but I like this content
Clear and concise video bro. Well done.
The Glasaire is the aircraft that caught my imagination and began my love affair with real aircraft in 1984 watching Bud Granley wring one out for Stoddart Hamilton at the Abbottsford Airshow. All I could think was that airplane had the right shape to go like hell. Ironically, I’ve never flown in one.....but I haven’t stopped breathing yet so theres still time.
In A&P school I was always told that if you want an economic airplane go with a big single engine plane that is either turbocharged or supercharged
Thanks for explaining stall. As someone looking to take a flight class in a year or so, I enjoy learning new things that will help me prepare for class.
So glad to see you actually flying! You're living the dream!
Didn't even know I was into aircrafts. Kudos brotha from Cali!
Mike, you can fly the Glassair at slower speeds or 120 knots.
I hope there are lots of young people watching this, especially black young people. What inspires a person to try something different is a person who is already doing that different thing who looks and talks just like him or her. You might be that person to another black young man. Keep up your good work.
Racist much..... /facepalm
Many of us were already there and have been all our lives I am one of them since I dont give a rats ass what color your skin is no race has a monopoly on assholes! @Cbeddoe19
That is one of the exact reasons why I am in the process of getting my PPL. I think it would be great for kids to be able to see someone, oh looks like them, has the same skin color as them, and same ethnicity, although I am not excluding other ethnicity whatsoever, to know that they can get into General aviation, and into the businesses that surround general aviation.
@@240greyhawke You expressed that ten times better than I could have. Best of luck with your training!
I don’t get this attitude at all. I’ve never been interested in something because it’s done by someone who looks like me. And I’ve often been interested in something done by someone who doesn’t look like me, just because it was impressive. Passion is a genuine reaction. And genuine reactions are instantaneous and not something filtered through an intellectual process of checking off boxes.
Good video. You made some nice points about high performance aircraft. I do have 2 points that I would disagree with. 1- If plane A and plane B burn fuel at the same rate. Plane A gets to its destination faster, that means plane A used less fuel therefor has lower cost of flight. Point 2- Airflow from propellers over the wings do not make your plane fly. It is the created pressure over the wing from moving thru the air at a given speed that produces lift. If given speed isn't sufficient, then the airplane will stall. If this wasn't the case then pusher props type planes would never fly. See Velocity Aircraft. Anyways keep 'em coming.
People are saying to just fly the Glasair slower. The problem with that is that it is much less efficient. Its wings, fuselage etc were designed for it to cruise at 240 knots so at 120 knots it will be something like 80% of the fuel burn. Once you reach ideal cruising speed the engine power can be reduced.
I'm in the process of buying a Piper PA-23.
Not terrible for a twin with retractable gear.
Way better range however at 175+ kts at 10000 or higher.
Mike thanks for the video on the Glasair. I think they are everything a fast experimental airplane should except a bit small. This and a Mooney were my dream planes as a young boy. I’m now pilot with a c-172 and really love it but do want more speed. See if you can do a video on a good long eze, also relatively cheap speed. Thanks
I have always loved the idea of the Long EZ... but I do not like the reality of them. Small narrow cockpits and if you get any ice on the front wing you wont have a good time.
Fuel burn has a lot to do with aerodynamics than weight or speed. Drag is the hardest thing to overcome. It's a must. The DA aircraft has done a lot to reduce drag by shaping the fuselage to minimum cross sectional area vs speed. Reduced drag improves speed if the engines used to motivate both models were the same. The slower airplane may have an advantage if if more aerodynamically clean, less drag, than the competitor and uses less fuel at its top cruising speed than it's competitor at its top cruising speed. What this young man says is true, but part of the equation. Lots to consider when buying your aircraft. Me? To have the passenger Capacitor I want along with the cruising speed I want I would choose the most fuel efficient aircraft with those needs in mind.
Glad you're fulfilling your dreams and taking on the challenge. So many people delay, delay, delay and never get it done. I would correct you on airflow over the wing. Most of the airflow is from forward movement. That movement is the product of airflow through the propeller. If you look at a cross section of the propeller it is the shape of a wing. That airflow pulls the airplane forward causing air to flow over the wing and that's what creates most of the lift. O.k., enough about aerodynamics. Great video otherwise and appreciate your passion.
Thank you.
Not sure I entirely agree, but first, good for him! If he realizes the workload it can cause and finds that uncomfortable enough to want to avoid it, that's a great decision for him! But I would also add that type transition can be made gradually. Starting on the ground, learn your avionics and systems; then on your 10/clr and no wind days, get used to the airplane's basics and build from there. You have to do all of the same things (generally speaking) in one complex plane vs another, but you have to start earlier and/or do them more quickly in fast airplanes. Get used to starting earlier and you'll find yourself doing quite alright even if an emergency presents itself.
Great video. Important thoughts for pilots to consider and well produced. Good job, bro.
i think for me the first items in my list of things I want in an airplane are: 1. most feul efficient 2. then fastest 3. and I want to be able to fly at least 500 miles on a tank of fuel. After that It would be nice to carry a moderage amount of cargo.. maybe a folding electric bicycle and some luggage would be helpful. Also, something i am yet not clear on, is something that has the least or cheapest fees for landing and take offs and parking during day or over night at the airport.
Appreciate your humility and knowledge
I love the safety message
The problem with being ahead of your airplane is a fact that everybody is taught to fly on very slow aircraft. As a result they're taught to think slowly. The first time I ever flew anything was an F-111 simulator. Things happened very quickly at 750 knots especially when you're only 400 ft off the ground. After I flew the mission and developed a completely new way of engaging the terrain-following radar while in an articulated terrain environment, I landed the simulator, which has no way of viewing where you're going you must fly it by instruments only, I was asked by the flight simulator cheap at the airbase I was at how often I flew the simulator late at night. I told him I had never flown it before. And he notified me that he had never ever had he seen a pilot training into the F-111 fly the simulator for the first time and not crash it. I informed him that I had an advantage they didn't. He asked me what that was. I informed him that I had never flown a plane before but I did work on all the auto pilot and flight controls and instrumentation for the aircraft, as a result if you put all those lines and knobs and instruments where they belong, the aircraft flies exactly the way it is supposed to. And I had at least gone through the flight manual before I ever flew the simulator.
Your understanding of stalls is fundamentally flawed. A stall occurs because you exceed the critical angle of attack... In order to be in "unaccelerated flight", essentially a stable level attitude or steady climb/descent rate, your lift must exactly equal the weight of the aircraft. Lift is a function of two things: angle of attack and indicated air speed. If you increase either one, your lift increases. If you decrease either one, your lift decreases. Except... as you approach the critical angle of attack, the airflow over the top of the wing separates and the lift drops off dramatically. The so called "stall speed", is the indicated airspeed at which your lift will exactly equal your weight when your angle of attack is right at or below critical (this is the point at which if you increased the angle of attack any further, your lift would go down, not up).
Stalls can occur at any airspeed, any attitude, and any power setting.... and it has nothing to do with the engine or the prop, etc. Gliders stall, and they stall for the exact same reason. In order to get enough lift to balance out the weight of the aircraft the pilot attempted to exceed the critical angle of attack. It's worth noting that if the aircraft is banked, the stall speed will change, if the aircraft is heavier or lighter than normal (because of fuel loading, or passengers), the stall speed will change, and flaps change the chord line of the wings which adjusts the angle of incidence, and hence... the stall speed will change. From what I've been told, military pilots often fly by angle of attack rather than airspeed. There is a certain angle of attack which will achieve optimal fuel efficiency/endurance. It's all about the AoA.
FFA says when the air moving over the wing isnt moving fast enough to maitain normal flight nothing of AOA
Stalling occurs when the lift doesn't balance out the weight of the plane. Lift is calculated by the coefficient of lift, airspeed, air density, and AOA. That means that if you change any of those factors you can stall. Fly too high where the air isn't as dense? stall. Fly too slow causing the wings to be unable to produce enough lift? stall. Increase AOA too much causing separation of air over the wing? stall. Fly too fast causing a separation of air over your wing and causing the horizontal stabilizers to produce lift instead of downforce? you guessed it, you'll stall which is why jet wings are angled.
Dude you need to RELAX!!!! Hes NOT giving a fucking MIT dissertation on aerodynamics!!!
Tldr
this guy knows fuck all hes a bellend
I like this guy. I think you were saying buy the cool fast Glasair and leave the Diamond to less experienced. Dig the seat covers.
just remember that staying ahead of the aircraft in regards to speed is based off of ground speed as well as indicated. But the biggest factor is how that airplane performs. is it more responsive, how slippery is it when in a descent and so on. And also. when transitioning to a faster airplane use an instructor to help you. that is the best way to get your mind thinking a bit further out. You do not have to think faster. just sooner. plan a little earlier. When you get into the high performance aircraft the biggest thing is descent planning and making sure you give yourself ample time to set up for an approach. give your self plenty of time to make decisions. people tend to get in trouble when they try to fly the fast airplane like a slower airplane they are used to. I see it all the time with new first officers in the jet. And when in doubt go around or ask for a vector or add a couple of miles to your approach. You already seem to have a good mindset and the awareness that flying a faster airplane needs..so it would not take you long to figure it out.
I agree with everything you said. I am wondering that if you hired the right instructor that was an expert with the Glass air 3 that they could train you. That would be accomplished by throwing situations at you and testing you until your proficiency was high enough to buy one and fly safely. Yes, it would be expensive and well worth it by not allowing yourself too get into trouble.
You gone a long way in 5yrs, very inspiring. I have to check out your Legacy purchase.
I did my basic training in high-performance. The first 16, Extra-300L. Yes.
Train, practice, get used to it. If your reactions are slow, then flying might not be the thing for you.
Also, less engine reserve $ time when you’re flying faster.
You don’t HAVE do buy different aircraft for different speeds. There are levers in the cockpit that makes the engine trottle up or down.
Mike... thanks for the awesome videos! This is quickly becoming one of my favorite aircraft channels. :)
Glassair 310 mph at cruse and wide open 335. Crazy fast and I love this Bird !!
Some time ago hanging out in the airport enjoying a morning cup of coffee, I got into a conversation with a fellow pilot with about the same dreams you have. He made a comment to me to the effect of Buy what you are going to fly 90% of the time and rent what you fly the other 10%. Something else to consider is the cost of retractable gear aircraft insurance.Other than a single entry door I love my pa-28 140(150hp) . It does not have the greatest load capacity.But is is cheap to fly. On the days i need a something a bit bigger and faster i jump in the pa-28-180. Sure my old planes are not as pretty as a da40. But how can you beat a useful payload ( with full fuel) of almost 800 pounds vs the da40's 670 some odd pounds. Just to be fair the 140 on the other hand requires some work to get two men in the front seat i often joke with my father that he needs to lose a few pounds so we dont have to fly around on half tanks of fuel.
@13:13 - absolutely sound comment. Glad you can see the speed issue vs. training. I waited for 1,700hrs before moving past a 182. Glad I did because low drag a/c are WAY different than typical hershey bar planes!
I like your thoughtful approach to the topic of moving to faster, more complex aircraft like the glassair. It's the right mentality to have in my opinion. I do disagree with you though in the idea that you CAN'T step up to a glassair now. My reasoning is that I am a young, relatively inexperienced pilot with about 150 hrs and I trained in a Piper Warrior, but I now own a Columbia 400 with my father and have transitioned just fine. To be insured I had to receive 25 hrs of flight instruction, which I thought was perfect for the transition to that advanced of an aircraft. Now I have 40 hrs in the Columbia and I feel very comfortable in it. I think you should have more confidence in your ability to learn because it seems like you could transition to something like a glassair without too much difficulty. Great Video!
I really like your explanations
Thanks man - enjoyed your video. Most things in aviation are trade-offs - the Diamond DA40 has two extra seats that can be used for pax or baggage. The Glasair is certainly a fast plane, but can't carry as much as the Diamond. Also, flying is pretty much a numbers game - stay within the numbers and things are OK. Also, it really doesn't take that long to step up to the Glasair - they have their nuances (e.g one doesn't hold off in the flare with the earlier models, or the plane tends to come down hard on the nosegear, as the U/C is closely coupled). I'd like to add another variable - the X factor. When I was looking to buy a plane, I was heading in the RV direction, but tried on a Glasair 1RG just for grins. It was such a lovely looking aeroplane and put a stupid grin on my face that hasn't gone away. That was nearly two years ago, and I've been flying my own Glasair 1RG ever since. Each to their own. Cheers, Jim
Loving your channel Mike!
love your vids man. Keep them coming!
stall is when you wing exceeds the critical angle of attack and lift is generated not from the air flowing off of the prop but rather the air flowing over the wings as the prop/turbine gains airspeed
Jon B lolol
He is a pilot and he doesn't know... That's crazy
Jon B ?? Not sure what you're telling us, but in a fixed wing aircraft the air flowing off the prop Never generates lift. It is always from the airflow over the wings.
I'm pretty sure he meant the airflow created by the prop pulling the plane, just stated sloppy. But yes critical angle of attack is the correct physical explanation, which happens at a consistent airspeed when attempting to maintain a given lift in steady state flight.
Great advice for those of us in the market to buy a plane.
I have flown both aircraft, I flew the factory GL3 N540RG and I was also DOM at Sabena Airline Training Centre FFZ AZ. We trained in the DA40. Having flown both... they are aircraft from two different spectrums. I am concerned that low time pilots have the confidence to fly a 100kts over the numbers GL3 vs a DA40 coming in like a trainer. Gotta-get-there-itis kills more pilots than anything. Earn your wings kids. Fly the hours in the correct performance and ability weather and aircraft. Be safe and keep flying safe.
You forgot to mention 'mission profile' of buying an airplane. So many variables involved to determine what airplane is suitable for you; speed, range, useful load, number of pax, comfort, etc. Not to mention that you're comparing certified vs experimental. Experimentals do not need to conform to part-23 FAR, so the owners need to understand all the limitations and idiosyncrasies. Especially for Glasair III, high performance and complex aircraft, it requires pilots with special training and sufficient number of hours to fly it, a.k.a experience pilots. Heck you can get behind a cessna 152 if you're complacent. Please use certain criteria before comparing any 2 airplanes so that you can get some kind of baseline comparisons.
Good idea for you to stay away from faster stuff until you’ve built more hours, but see if you can get some stick time in a Lancair or Glasair to get used to coming over the fence at 90 KTS or so, and flying it on instead of flaring like you’re used to.
So, lift is caused by air flow(prop, jet, or usually passive) past the wing. The curve of the top of the wing is opposed to the flat of the bottom of the wing. This creates lift. This design does not work for Super Sonic Jets, which use entirely different engineering.✌
Thank you Mike,great info
In regards to your concern about the Glasair not giving you enough time to think of your next move why not just pull the throttle back?
Yea you can always pull the power back on most airplanes to slow it down but Glasairs can be very slippery. Especially for a new pilot. On descent for example, You just don't pull back on the power to slow down.
because "stall"
Not because stall, it's because glide speed.
737-800 has the same issue, it wants to keep flying, very efficient but it needs a low approach angle and power reduced very early. Aerodynamic aids like spoilers and extra flap action can increase drag and help achieve a higher glide angle while keeping speed in check, but that is more complexity. (and an endorsement)
Actions per minute is what matters to the pilot, not simple airspeed.
it stalls almost 30mph above a cessna so ya there is a certain flight envelope you need to follow with a glasair.
I always wanted a Velocity, and it's performance envelope is out of this world! But until I get back into it, I'll be happy with a Cherokee 160 as my first plane!
You have tremendous passion and enthusiasm Mojogrip! You are inspiring. Keep up the good work.
He has a plane dealership now.
@@thisismagacountry1318 That's super amazing news 😊👌👏👍
Thx MojoGrip for all the knowledge! Very helpful!
The speed of the relative wind is a factor in how much lift can be produced. The propellor boosts the speed of the relative wind, but only directly behind it. So, that extra lift is due to what is called the "accelerated slip stream." But you don't need the propellor to produce lift. Just look at gliders.
Man I just discovered the channel. Subbed! Great stuff!
I really enjoyed this. Love aircraft discussion videos. Keep it up. Subbed.
You can also reduce the throttle on the Glasair...
Disagree with comments about Glasair speed. Had a Glasair III for 6 years. Nothing prevents me from slowing down to 120 knots if needed. In terms of top speed, you get used to it very quickly and would love to have 50 knots more if possible…
all the criticism below aside, I still apreciate your channel, perhaps BECAUSE you are a relative newbie, and you can still relate to where I am and aspire to be sometime. keep it up! the criticisms, whether correct or not, as long as civil, can still be enlightening. My dad was an air force pilot, and always said that he would rather have a big engine and drive it slow , than a tiny engine and drive it full out. that might be one consideration too.
Although not practical , I really really want a 2021 Extra NG
I kinda get what you're saying. But high performance "anything" isn't suited for beginners. However, after a bit of experience they become approachable. Keep it up, I like your content!
I flew a navajo thinking ahead of the airplane i always filed ifr. it's easy auto flight following. flying into a large airport is easy as atc guides you to final approach. it's easy.
Mike: I RARELY subscribe to RUclips channels, as my muse varies too much, but I really like what you're offering, so I've subscribed to your's. I've learned a lot from you in just a short time. Cheers.
The faster you fly the bigger the work load!! If you think that is not true, try sitting up front in a Jet after being in a small piston plane. Very busy on take of and landings and at a busy airport, well, I don't know how they handle it all at times!
Good points Mike. Also, a lot of GA planes designed for speed don't do well in icy conditions.
Its good to see more Afeican American Pilots in these videos. I've always wanted to fly and hope to get started. I'm more inspired by your skill. Keep it up.
Steve Quincey thank you.
Only way to go anywhere is to take the first step. Research a good training school and complete pricing because hours can get expensive
Go to your local GA airport and talk to a CFI. If you don't want to start flying lessons right away, mention that would like to study for the PPL written. You can also study the aircraft manual. Get to know the people at the FBO. Just get started, life is short!
Yeah there are a lot of European American pilots in United States, we need more African American pilots
The only unit of escort fighter pilots to never lose a bomber to enemy fighters during WWII was all black folks from Tuskegee.
People will at least subconsciously notice that you're not white (I mean, it IS rare to see a pilot that isn't white here in the states, partially because of demographics and partially due to other factors) but anyone who wants to fly is a friend of a pilot. When you're a pilot, you're no longer black or white: you're the aviator master race.
Thanks for your videos, Mike.
Here is a fast reasonable priced airplane that will cruse at 200MPH and can be had for around $45K with good times.BELLANCA SUPER VIKING!
Have you made a video, for private 2 seater jets?
I fly a Thorp T18. 175 knots. 8.5 GPH.
Great video and very informative and simply put explanation of the common sense approach of airplane choices aka staying ahead of your aircraft - dropping the "F" bomb at the end did not take away from your credibility as a knowledgeable pilot but truly did a disservice to you personally!
10:55 actually the wing redirects air pushing the wing up and therefore the plane up the propeller moves air to pull or push the aircraft depending on the configuration if lift was produced from the propeller moving air over the wing a jet plane wouldn’t work same for gliders
are you flying out of EMT??
Very interesting point. Fly ahead of your plane. Well put
Happy New Year 2021 Mobro!
There are some issues with your explanation of lift. I don't think propellers push air over the wing to create lift I think the propellers push the aircraft forward in the Forward Air Speed is what causes the lift. If what you say is true how do aircraft with pusher engines fly? And how do jet aircraft fly?
A prop creates thrust, whether it's pulling or pushing the aircraft. If you do not have thrust you will not have speed. How does a helicopter take off vertically? A prop is nothing more than a rotating wing, it creates lift, which they call thrust, as it moves the aircraft through the air. Jet engines aren't any different, they have internal blades which pull air into the combustion chamber.
That's a chunk of change but that's a fast airplane for sure a lot of people don't realize how fast that is for a private airplane !!! God bless
Thank you, this plane sounds amazing!!!
Get a vans RV6A..mine has constant speed prop and 180 horse. You can go 700 miles in 4 hours and have fun doing it.