I've loved this thing ever since I started seeing them in the magazines many many ago. Its one of the nicest looking small aircraft I've ever seen. Yours is an exceptional example, I love the job the builder did on this one. By the way, I'm just a couple hours away, I'll show up some day asking for free rides... haha!
Beautiful Glasair III. I owned a Glasair II for 9 years. I wanted a III, but unfortunately I live on a grass strip, so we chose fixed gear. I am based at X49. Would love to see your plane if your ever in Central Florida. Enjoy!
I want to inform you of a problem I've encountered on two glasair iii’s both went through the same shop like this one. Add redundant grounds to the both engine and ground bus, or to the inspection list. On two different occasions, I've seen ground wires fail. Also, the nose gear needs regular, inspection or daily inspiration! Guard the nose gear with your life.
Seriously ( Awesome ) Aircraft !!! There are TWO Mods Required Making it perfect !! ADD the a Three Blade Hartzell HOT Prop with the new Continental CD - 155 Diesel Upgrade or Simular keeping your 200knots and new rang of 2,240 nm !! there is one like this flying already in Germany
Hey Dukepilot, did you have a video of your old G3 and it had a 3 blade prop on it? And you did a walk around video on it? That was also a beautiful G3 if it was your old one. loving the G3 vids keep em coming.
Very nice aircraft, I detail aircraft now that I'm retired, and I can say yours is very nice, I'd rather own one of these than the SR-22 I clean regularly, just looks more solid. I do like how the SR-22 has a parachute in the fuselage, but other than that, for about the same price, yours is faster and even has better instruments, congratulations on your new plane.....
Thank you for the comments. The SR22 is a great plane and probably saved GA from collapse from a new production aircraft point of view. My wife really wants me to buy one because she wants the parachute. The problem comes in the speed and range. My typical mission is Southern Michigan to SW FL which is almost 950NM. This Glasair will true out @ roughly 210 knots on 12.7 GPH around 9k ft and will still do 202 knots at 15k burning just 9.5-10.0 GPH. With 82 gallons usable I have enough range to go nonstop in 4.5 hours. The non-turbo Cirrus will max out at 170 knots at 8k ft burning 14 GPH and will need a stop making the trip more like 7.5 hours with the stop. That extra stop is another takeoff and landing which is a the worst part of the flights for my wife. The turbo Cirrus is still slower than the Glasair and will burn 18 GPH to get close in speed. Neither have the range I want. Also, even with my wingtip extensions I still maintain a 27-28 lb/ft wing loading which makes for a much smoother ride than any GA plane available. Also, the 260 knots green arc allows for fast transition from altitude to landing when needed. As for strength, there is nothing stronger than a Glasair 3. The wing is one solid spar and there has never been one lost due to air frame failure. That includes a G3 that is raced at Reno producing 650HP and turning 400+ MPH laps which is 70+ MPH past redline speed. Someday I may end up in a Cirrus when if I can't live without the parachute and no longer need to travel long x-county. It is hard to give up nearly 20 MPG at 200+ knots right now. Nothing else available makes sense when compared to the Glasair.
Further to this, I will take an aircraft I can fly reliably out of a fully developed spin over one with a chute every time. Something Cirrus fanboys always chose to forget. You might explain to your wife that little difference, her opinion of the Cirrus will change once she realizes the limitations of the chute. Sadly the FAA and Cirrus don't agree with me! Love your Glasair, it's a beautiful aircraft.
You must know a lot about airplanes if you can fly out of a "fully developed spin". Do you build airplanes? This is a KIT PLANE. Not factory built. So get to building and then you can compare its "value" to buying a plane you can FLY THE DAY YOU BUY IT.
You're really comparing a kit plane to a factory-built plane? That's funny. You do know these are kit planes, right? Where do you look to find where one plane looks more solid than another?
Any pilot with aerobatic training can fly an aircraft out of a fully developed spin, It's hardly a big deal unless of course you are flying a Cirrus. In which case you are then flying a test profile with no guarantee of a successful outcome. As those who have been killed by a spinning Cirrus found out. You obviously haven't a clue what you are talking about, ignorance is a choice my friend!
Gorgeous plane and I loved your video of you showing the flight demo with the G3X and autopilot up to 9500ft. A co-worker of mine has a Bonanza we cruise around and I’m starting to get hooked. Quick question and forgive my ignorance about planes, I’m a helicopter pilot haha, but I am interested in Vans RV-14 for the aerobatic characteristics. I didn’t know this plane existed but I like the looks very much. I see these planes are Experimentals and FARAIM 91.319(d)(2) says Experimentals have to fly daytime VFR. I heard you mention IFR and you have LED position light and strobes. Did you have to ask the FSDO for Administrator approval to fly IFR and at night? Thanks in advance and fly safe.
I just bought the same DeVILBISS iFill; can you tell me more about the hose you had manufactured? Who fabricated it, what kind of connections were needed on the iFill side, etc.?
Oxygen hose question... Where did you have the fill adapter hose made? Do you have any details on the part number for the quick disconnect fitting? I purchased one of the iFill systems and need to get a hose made. Great video, super cool plane!
Beautiful plane. Thanks for sharing the video... A couple of questions: 1) Whats the price range of a similar finish Glasair III? 2) Whats the best website to find built experimental aircraft like this one?
Hey Duke, I am just about to buy N444TP from John. Great plane!! i would like to ask you a few quick questions if you don't mind. would be much appreciated. THANKS!!
The In-Flight Variable Prop with Jet A1 makes the Glasair 3 NG Outstanding and Separate from ALL others of this Glass !! as YET Nothing Compares (( NOTHING ))
I agree. After 8000 ft I am losing HP, so 205-210 knots is all I can get efficiently - especially up high. It would be nice to make 230 HP at 18k ft. This is already possible with the Turbo IO-540, but you are looking at 17-18 GPH to yield 240-250 knots at that altitude and fuel burn. A good turbo diesel design with proper engineering for cooling that reduces cooling drag as much as possible would probably yield the same speeds on 12-13 GPH. Jet A is also cheaper, safer, and much more available.
@@baronpilot2bb diamond uses austro engines. They are currently using a 300hp one for their da50 model. Of you can lay your hands on one such engine, will it be a good choice?
Your plane is very nice. I'm jealous! I noticed you have an adjustable 2 blade prop. Did you say you had a 3 prop in your other plane? Which do you prefer? Some people say that there is less noise and the engine runs more smoothly. Sometimes there's a little increase in performance, some say there is no appreciable difference. Was your 3 blade prop adjustable too?
Allegedly, a two blade is faster in "Cruise" mode. While the three, four blades are supposed to climb faster. I've never actually "Tested" this prediction Scientifically!
Looks like it hasn’t been in the air in 8 months. Do you know the current owner? I am looking for one of these. Maybe they are ready to let it move on??
I like that oxygen generator pressure filler. What model is it?. I looked online and there are so many that come up it's bewildering. Most seem made for medical use. I've got a Glasair III but I'll probably just mount a bottle behind the seat.
Devillbiss iFill machine.Works great. I have at 48 cu ft. bottle. Takes about 4 hours to fill it from 1/4 full to full. Automatically shuts off at 2200 PSI +/- 100 PSI. I will shoot another video of hooking it up and actual operation. You have to build an adapter to make it work with oxygen bottles other than Devillbiss. The only concern going forward would be moisture in the tank. I'm not sure how much humidity the machine is able to remove during production. I will know for sure this winter.
I would be a bit worried about using the generator in a hanger. Any hydorocarbons will be taken in by it and probably enter the tanks...oxygen + hydrocarbons are very dangerous. So any fuel vapor, cleaning fluid , crc etc could have terible consequences...... Just take care when filling none are around
It's my understanding that a low wing aircraft can't use BOTH on the fuel selector because as the fuel gets low, one side will suck air and not draw from the other tank. On a high wing aircraft, even if one tank runs dry, it won't suck air on BOTH because of gravity. How does your system combat this?
taltruda Umm... Idk how you figured this... What happens when those high wing airplanes are angled too far? Or go inverted? I am pretty sure the fuel does not rely on gravity to feed the lines. It is obviously pressurized fuel, but the pump itself is 100% guaranteed to be a continuous duty, electric, possibly multi-stage, forced induction or dry sump intake where there are internal baffles preventing fuel from sloshing out of the mono-directional vents used to maintain tank pressure at or near atmospheric. There is NO WAY any aircraft designed for aerobatics would use a carbureted engine, or anything less than direct injection on a common rail fuel delivery system. It would be a fatal flaw to require vertical gravity to supply fuel.
Jay Edlington high wing aircraft typically use some form of header tank to keep fuel flowing. They can't sustain inverted flight indefinitely unless they have a flop tube in a tank. You're right, aerobatic planes use mostly fuel injection, although some can use a pressure carb. If your low wing plane has a "both" setting, and the fuel pump on the engine, if one tank sucks air, it will take the path of least resistance and continue to draw air. I've never seen a "both" on a low wing plane, and just wondered how you can get that to reliably work.
It's experimental so your mileage may vary. It really depends on the equipment installed and the shape of the plane. You will find some for a bit over $100k and others around $300k. Sadly, the company no longer produces kits and sold its rights to another company that did absolutely nothing with it
Hello, thank you for the reply. Please let me know what you paid to watch the video and I will refund your money due to the poor service. Have a nice day.
Авто/Мото
I've loved this thing ever since I started seeing them in the magazines many many ago. Its one of the nicest looking small aircraft I've ever seen. Yours is an exceptional example, I love the job the builder did on this one.
By the way, I'm just a couple hours away, I'll show up some day asking for free rides... haha!
Beautiful Glasair III. I owned a Glasair II for 9 years. I wanted a III, but unfortunately I live on a grass strip, so we chose fixed gear. I am based at X49. Would love to see your plane if your ever in Central Florida.
Enjoy!
Seems to me this gear is set up for grass no problem. I cannot confirm that but it is much better than most lanceair’s I have seen.
The airplane is gorgeous. I also watched your taxi and flight video...really gorgeous. My first plane will probably be a Glasair soon!
Without a shadow of a doubt, the nicest kit aircraft I've seen builr for practical flying. Pity you got rid of it!
I want to inform you of a problem I've encountered on two glasair iii’s both went through the same shop like this one.
Add redundant grounds to the both engine and ground bus, or to the inspection list. On two different occasions, I've seen ground wires fail. Also, the nose gear needs regular, inspection or daily inspiration! Guard the nose gear with your life.
Nice plane, congratulations
That's a beautiful plane
Seriously ( Awesome ) Aircraft !!! There are TWO Mods Required Making it perfect !! ADD the a Three Blade Hartzell HOT Prop with the new Continental CD - 155 Diesel Upgrade or Simular keeping your 200knots and new rang of 2,240 nm !! there is one like this flying already in Germany
This is a really nice 3. My dream plane. I currently own a Diamond and plan to look for at super 2 or a 3. Stay safe...
Fantastic
Hey Dukepilot, did you have a video of your old G3 and it had a 3 blade prop on it? And you did a walk around video on it? That was also a beautiful G3 if it was your old one. loving the G3 vids keep em coming.
Very nice aircraft, I detail aircraft now that I'm retired, and I can say yours is very nice, I'd rather own one of these than the SR-22 I clean regularly, just looks more solid. I do like how the SR-22 has a parachute in the fuselage, but other than that, for about the same price, yours is faster and even has better instruments, congratulations on your new plane.....
Thank you for the comments. The SR22 is a great plane and probably saved GA from collapse from a new production aircraft point of view. My wife really wants me to buy one because she wants the parachute. The problem comes in the speed and range.
My typical mission is Southern Michigan to SW FL which is almost 950NM. This Glasair will true out @ roughly 210 knots on 12.7 GPH around 9k ft and will still do 202 knots at 15k burning just 9.5-10.0 GPH. With 82 gallons usable I have enough range to go nonstop in 4.5 hours. The non-turbo Cirrus will max out at 170 knots at 8k ft burning 14 GPH and will need a stop making the trip more like 7.5 hours with the stop. That extra stop is another takeoff and landing which is a the worst part of the flights for my wife. The turbo Cirrus is still slower than the Glasair and will burn 18 GPH to get close in speed. Neither have the range I want.
Also, even with my wingtip extensions I still maintain a 27-28 lb/ft wing loading which makes for a much smoother ride than any GA plane available. Also, the 260 knots green arc allows for fast transition from altitude to landing when needed.
As for strength, there is nothing stronger than a Glasair 3. The wing is one solid spar and there has never been one lost due to air frame failure. That includes a G3 that is raced at Reno producing 650HP and turning 400+ MPH laps which is 70+ MPH past redline speed.
Someday I may end up in a Cirrus when if I can't live without the parachute and no longer need to travel long x-county. It is hard to give up nearly 20 MPG at 200+ knots right now. Nothing else available makes sense when compared to the Glasair.
Further to this, I will take an aircraft I can fly reliably out of a fully developed spin over one with a chute every time. Something Cirrus fanboys always chose to forget. You might explain to your wife that little difference, her opinion of the Cirrus will change once she realizes the limitations of the chute.
Sadly the FAA and Cirrus don't agree with me! Love your Glasair, it's a beautiful aircraft.
You must know a lot about airplanes if you can fly out of a "fully developed spin". Do you build airplanes? This is a KIT PLANE. Not factory built. So get to building and then you can compare its "value" to buying a plane you can FLY THE DAY YOU BUY IT.
You're really comparing a kit plane to a factory-built plane? That's funny. You do know these are kit planes, right? Where do you look to find where one plane looks more solid than another?
Any pilot with aerobatic training can fly an aircraft out of a fully developed spin, It's hardly a big deal unless of course you are flying a Cirrus. In which case you are then flying a test profile with no guarantee of a successful outcome. As those who have been killed by a spinning Cirrus found out.
You obviously haven't a clue what you are talking about, ignorance is a choice my friend!
This and or a carbon cub are my dream airplanes.
Gorgeous plane and I loved your video of you showing the flight demo with the G3X and autopilot up to 9500ft. A co-worker of mine has a Bonanza we cruise around and I’m starting to get hooked. Quick question and forgive my ignorance about planes, I’m a helicopter pilot haha, but I am interested in Vans RV-14 for the aerobatic characteristics. I didn’t know this plane existed but I like the looks very much. I see these planes are Experimentals and FARAIM 91.319(d)(2) says Experimentals have to fly daytime VFR. I heard you mention IFR and you have LED position light and strobes. Did you have to ask the FSDO for Administrator approval to fly IFR and at night? Thanks in advance and fly safe.
I just bought the same DeVILBISS iFill; can you tell me more about the hose you had manufactured? Who fabricated it, what kind of connections were needed on the iFill side, etc.?
So clean. Did he say 230knots using 12 gallons per hour? What certified aircraft can do that?
Oxygen hose question... Where did you have the fill adapter hose made? Do you have any details on the part number for the quick disconnect fitting? I purchased one of the iFill systems and need to get a hose made. Great video, super cool plane!
very nice
One question, how much should I expect a three blade to reduce cruise speed over the two blade prop?
Beautiful plane. Thanks for sharing the video... A couple of questions:
1) Whats the price range of a similar finish Glasair III?
2) Whats the best website to find built experimental aircraft like this one?
I want one!!!!
Do you like the 2 blade prop or the 3 blade prop better?
Nice
They need to make a modest 4 seater 😏
2 blade ptop should be faster right? 3 blade climbs better though correct?
Hey Duke, I am just about to buy N444TP from John. Great plane!! i would like to ask you a few quick questions if you don't mind. would be much appreciated. THANKS!!
Sorry I missed your question. Did you buy 444TP?
The In-Flight Variable Prop with Jet A1 makes the Glasair 3 NG Outstanding and Separate from ALL others of this Glass !! as YET Nothing Compares (( NOTHING ))
I agree. After 8000 ft I am losing HP, so 205-210 knots is all I can get efficiently - especially up high. It would be nice to make 230 HP at 18k ft. This is already possible with the Turbo IO-540, but you are looking at 17-18 GPH to yield 240-250 knots at that altitude and fuel burn. A good turbo diesel design with proper engineering for cooling that reduces cooling drag as much as possible would probably yield the same speeds on 12-13 GPH. Jet A is also cheaper, safer, and much more available.
This would probably be the perfect two seater, but, what Jet A1 Glasair configuration exists?!!
@@baronpilot2bb diamond uses austro engines. They are currently using a 300hp one for their da50 model. Of you can lay your hands on one such engine, will it be a good choice?
Fantastic plane. Who built it again? I'm in San Diego, 4-8 yr hanger waits. How would it do outside?
Built by an A&P and engineer in PA. I would not let it sit outside - easier to move out of CA :)
I worked on the original 3, N540 RG 35 years ago. Is it still around?
Your plane is very nice. I'm jealous! I noticed you have an adjustable 2 blade prop. Did you say you had a 3 prop in your other plane? Which do you prefer? Some people say that there is less noise and the engine runs more smoothly. Sometimes there's a little increase in performance, some say there is no appreciable difference. Was your 3 blade prop adjustable too?
Allegedly, a two blade is faster in "Cruise" mode. While the three, four blades are supposed to climb faster. I've never actually "Tested" this prediction Scientifically!
Looks like it hasn’t been in the air in 8 months. Do you know the current owner? I am looking for one of these. Maybe they are ready to let it move on??
I like that oxygen generator pressure filler. What model is it?. I looked online and there are so many that come up it's bewildering. Most seem made for medical use. I've got a Glasair III but I'll probably just mount a bottle behind the seat.
Devillbiss iFill machine.Works great. I have at 48 cu ft. bottle. Takes about 4 hours to fill it from 1/4 full to full. Automatically shuts off at 2200 PSI +/- 100 PSI. I will shoot another video of hooking it up and actual operation. You have to build an adapter to make it work with oxygen bottles other than Devillbiss. The only concern going forward would be moisture in the tank. I'm not sure how much humidity the machine is able to remove during production. I will know for sure this winter.
I would be a bit worried about using the generator in a hanger. Any hydorocarbons will be taken in by it and probably enter the tanks...oxygen + hydrocarbons are very dangerous. So any fuel vapor, cleaning fluid , crc etc could have terible consequences......
Just take care when filling none are around
More fluorescent light buzzing please.
It's my understanding that a low wing aircraft can't use BOTH on the fuel selector because as the fuel gets low, one side will suck air and not draw from the other tank. On a high wing aircraft, even if one tank runs dry, it won't suck air on BOTH because of gravity. How does your system combat this?
taltruda Umm... Idk how you figured this... What happens when those high wing airplanes are angled too far? Or go inverted? I am pretty sure the fuel does not rely on gravity to feed the lines. It is obviously pressurized fuel, but the pump itself is 100% guaranteed to be a continuous duty, electric, possibly multi-stage, forced induction or dry sump intake where there are internal baffles preventing fuel from sloshing out of the mono-directional vents used to maintain tank pressure at or near atmospheric.
There is NO WAY any aircraft designed for aerobatics would use a carbureted engine, or anything less than direct injection on a common rail fuel delivery system. It would be a fatal flaw to require vertical gravity to supply fuel.
Jay Edlington high wing aircraft typically use some form of header tank to keep fuel flowing. They can't sustain inverted flight indefinitely unless they have a flop tube in a tank. You're right, aerobatic planes use mostly fuel injection, although some can use a pressure carb. If your low wing plane has a "both" setting, and the fuel pump on the engine, if one tank sucks air, it will take the path of least resistance and continue to draw air. I've never seen a "both" on a low wing plane, and just wondered how you can get that to reliably work.
@@edlingja1 You'd be surprised at how many high wing small planes are gravity fed fuel tanks
Pretty sure this plane was parked at Whiteman Airport.
Hartzell Three OR four Blade Variable Prop Maintains a Required 230 PLUS HP ( BUT ) Fuel Burn becomes the New issue !! the Trade OFF is Jet A1
The 3 blade prop is slower on the Glasair III than the two blade. It also weighs about 25 lbs more. My last Glasair was 3 blade.
Check out the Stoddard Hamilton Glasair Promotional Video !! The Austrian Guy near the End has got his Super 11 All work out !!
About how much is a second-hand Glasair lll going for? I have looked at the Glasair before, but don't have the patients to build one.
This is the internet. Have you heard of Google?
Lol, he must be a doctor if he needs patients to build a plane :P
I have seen them for around 130, to 180 depending on the build and gear
$$??
Respectfully can't agree !! The new light weight carbon fiber prop used on the same Aircraft in Germany Provides Proof
Can you post video of the performance?
How much was the glasair 3?
It's experimental so your mileage may vary. It really depends on the equipment installed and the shape of the plane. You will find some for a bit over $100k and others around $300k. Sadly, the company no longer produces kits and sold its rights to another company that did absolutely nothing with it
@@Ichibuns Well they're starting to make "Heritage" kits, aren't they?
Acceleration: -4g...+10g.
Plus TEN???😳
You'll break before she does 😂👍
Can someone please answer the goddamn phone!!!
this guy needs to get someone who knows how to video properly.
Hello, thank you for the reply. Please let me know what you paid to watch the video and I will refund your money due to the poor service. Have a nice day.
No shit. I love how people complain about the lighting noise in your hanger but watched the whole video.