There is a lot of mis-information on these comments. I was one of the first Glasair pilots, working at the factory near Issaquah, WA, and later as we moved to Arlington, WA. First, the Glasair III has several configurations of wing tips, and flaps that effect it's stall speed. With the extended tips and fowler flap option, the airplane stalls at 58 knots at max gross weight of 2500 lbs. The the plane is capable of substantially slower stall and landing speeds when lightly loaded. The pilot in this video is definately landing quite hot, and onto the nosewheel too quickly. Instead, he would do well to plan to bleed off another 10 knots or so, as he is approaching the runway. Then, a bit of back pressure on the stick will keep the nosewheel OFF the ground until reaching 40 knots or so.....
Yeah, I was wondering why he landed so flat. I’ve only flown in the II (demo at the factory - III was just on paper at the time). My impression of the IIRG was that it had all the best characteristics of all the 40+ types I had flown at that time (around 40 years ago). An associate bought the kit and we worked on it over the winter, but he sold it long before completion. I’ve always dreamed of owning one since (I’m too old now to undertake building one). Now that I think of it - you may have given me the demo ride! The demo pilot I flew with said he normally wasn’t the demo pilot and did limited aerobatics. (We did a couple of really smooth rolls, though).
Just had one fly over me twice in the same day (same aircraft, different locations!) - it really does sound amazing. It's odd that it's "just" an IO-540 engine. For some reason, in this config it almost sounds like a Merlin or something.
Nah ,, with the long wings it's in the 65 mph or so. They aren't making them anymore but they are being made in Texas out of epoxy and carbon fibre. But I know there alot if orphan kits out there.
@@dreamdiction Yes I saw them so, also note that a cargo ship takes along time to slow down and yet they do. There is no reason that a pilot can't slow down to perform a proper landing no matter how aerodynamically slippery the aircraft is! Sailplanes: a perfect example.
@@robertshaver4432 The reason for fast landings is that the low-profile fast wings of the Glasair mean the pilot needs to cut all power and begin the descent glide slop 40 miles from the airport just to get himself below 100 knots which is the maximum speed at which the undercarriage can be lowered without the drag below the centerline overcoming the elevator control and sending the aircraft into a dive.
@@dreamdiction Correct and that's what he should do, reduce power and stretch out his descent. There's also option to slide slip if coming in to hot. Not difficult! My instructor hated high speed landings it's simply incorrect.
@@robertshaver4432 I suspect you've not flown a Glasair lll nor was your instructor guiding you on that aircraft. I've flown & owned a few Lancair both 4 & 6 cyl models which have similar performance & POH #s. The manufacturer website for Glasair reflects a stall speed VSO (dirty) of 70 kts (81 mph). As you should know that means an approach speed of about 91 kts (1.3 x VSO). With a wing surface area of only 81 sq ft you'd be a fool to try & fly this like a Cessna 172.
There is a lot of mis-information on these comments. I was one of the first Glasair pilots, working at the factory near Issaquah, WA, and later as we moved to Arlington, WA. First, the Glasair III has several configurations of wing tips, and flaps that effect it's stall speed. With the extended tips and fowler flap option, the airplane stalls at 58 knots at max gross weight of 2500 lbs. The the plane is capable of substantially slower stall and landing speeds when lightly loaded. The pilot in this video is definately landing quite hot, and onto the nosewheel too quickly. Instead, he would do well to plan to bleed off another 10 knots or so, as he is approaching the runway. Then, a bit of back pressure on the stick will keep the nosewheel OFF the ground until reaching 40 knots or so.....
I agree with what you said about landing. That is amazing it can roll in at 58 knots.
Yeah, I was wondering why he landed so flat. I’ve only flown in the II (demo at the factory - III was just on paper at the time). My impression of the IIRG was that it had all the best characteristics of all the 40+ types I had flown at that time (around 40 years ago). An associate bought the kit and we worked on it over the winter, but he sold it long before completion. I’ve always dreamed of owning one since (I’m too old now to undertake building one).
Now that I think of it - you may have given me the demo ride! The demo pilot I flew with said he normally wasn’t the demo pilot and did limited aerobatics. (We did a couple of really smooth rolls, though).
Steep and hot……a little afraid?
Beautiful Glasair lll, I have the privilege of flying one also.
Never heard a civilian aircraft sound so good.
Just had one fly over me twice in the same day (same aircraft, different locations!) - it really does sound amazing. It's odd that it's "just" an IO-540 engine. For some reason, in this config it almost sounds like a Merlin or something.
I believe i just fell in love...
A production plane with similar performance would cost at least a million
What you got in that fast beast a IO-540 or a IO-550? And you are landing speed above 85-90
Nah ,, with the long wings it's in the 65 mph or so. They aren't making them anymore but they are being made in Texas out of epoxy and carbon fibre. But I know there alot if orphan kits out there.
Seemed way to fast on approach, floated a long way down the runway. Are the speedbrakes not useable in flight?
Sweet sounding aircraft! I thought they landed faster than 65kts.
I want a Glasair III. Need to talk to someone who’s knowledgeable. Are you still in AL?
Is it turbocharged ? What is the HP rating ?
If not Turbo'd, most are not stock IO-540 engine 300HP
Is that a IO-540 or O-540 or maybe a IO-550?
Lycoming IO 540 typically
Is it normal to land flat like that? All three tires touching down at the same time.
No!
Landing too fast and flat. That nose gear will not take that. Holding it on the ground too long on the takeoff roll too.
Squirrelly rascal but a amazing fast high performance Aircraft I would love to have the stick
Terrible nose gear landings - no wonder they collapse so much.
Why is he taking off and landing so hot? Show me some angle of attack! I'm not impressed!
Do you see how thin the wings are? This is a very slippery aircraft, takes a long time to slow down.
@@dreamdiction Yes I saw them so, also note that a cargo ship takes along time to slow down and yet they do. There is no reason that a pilot can't slow down to perform a proper landing no matter how aerodynamically slippery the aircraft is! Sailplanes: a perfect example.
@@robertshaver4432 The reason for fast landings is that the low-profile fast wings of the Glasair mean the pilot needs to cut all power and begin the descent glide slop 40 miles from the airport just to get himself below 100 knots which is the maximum speed at which the undercarriage can be lowered without the drag below the centerline overcoming the elevator control and sending the aircraft into a dive.
@@dreamdiction Correct and that's what he should do, reduce power and stretch out his descent. There's also option to slide slip if coming in to hot. Not difficult! My instructor hated high speed landings it's simply incorrect.
@@robertshaver4432 I suspect you've not flown a Glasair lll nor was your instructor guiding you on that aircraft. I've flown & owned a few Lancair both 4 & 6 cyl models which have similar performance & POH #s.
The manufacturer website for Glasair reflects a stall speed VSO (dirty) of 70 kts (81 mph). As you should know that means an approach speed of about 91 kts (1.3 x VSO).
With a wing surface area of only 81 sq ft you'd be a fool to try & fly this like a Cessna 172.