The G3X will use the GDL-39 3D for the in and will have a remote GTX-23 ES transponder that will be controlled through the G3X. Full traffic and weather on the main screens.

I'm not sure how the fuel keeps for "unporting" but I am not sure why it would. If one line is always submerged in fuel why would it make a difference. Anyway, if you watch the G3 in it's aerobatic maneuvers you will see it stays running even when in some very unusual attitudes. One thing I did learn is that if you tend to fly out of yaw trim the fuel will move from side to side, but it is not a problem other than being unbalanced. It naturally corrects itself when the out of trim condition is fixed. My little Grumman is the same way.

Ray,

You need to fly one. Now, I have not flown one with the extended tips like mine is getting. I was rather unimpressed with the takeoff roll and the "flying manhole cover" of the short tips when power was cut; however, climbing 1000 FPM at 160 indicated was pretty impressive. I think the longer tips will make it a better all around plane.

I too liked the cockpit. You don't sit in the cockpit - you become a part of it. I really liked the control inputs. You simply put pressure on them and don't actually move them much. It feels like a helicopter and I really like that feeling.

If this is my "final" airplane it will make nice transportation from NE Indiana to SW Florida even if fuel goes up even more. I just have to stay out of the ice and that is something that is hard to do where I live.

That's how the guy at Performance One described it the day I looked at them. Just didn't have time to go fly that day. May try to go fly one in a couple weeks. Kind of afraid to 'cuz I know I will be hooked.

The Glasair is finally going into the paint shop. The plane was test flown today and did great. Fuel is extended and ready for some long x country flights.

Can THIS airplane make it to St Louis?

Not if an engine quits

A neat feature Performance One Aviation incorporated was the quick release fittings for the baggage fuel. They unhook just like an air hose coupler and self seal. The couplers are mixed male/female, so you can't make the mistake of hooking them up backwards.

To use the extended fuel you simply fly the plane for 30 minutes and then turn on the facet electric fuel pump for roughly 20 minutes. It pumps the fuel directly to the main tanks. Pretty slick and dirt simple system. If you are not using the tank just pull the quick disconnects and take it out of the plane.

Wow. You're in my neck of the woods. I've spent many hours in the hangar pictured in your first pic.

Have you found Performance One to be a good shop?

From what I have experienced so far their work is probably about as good as it gets. I made a deal with them to buy the plane with some modifications and paint, so I did not have to worry about monthly bill bills coming in for the work. They are behind schedule a bit, but that is to be expected. Rob Huntington is a very good guy to work with. Easy going and knowledgeable about the aircraft. The "test pilot" and instructor Bill Walker is a pretty good stick with I believe 30k hours of flight time.

Todd,

Have you discussed LOP with Rob?

No I have not. We were running the plane 215 knots true at 8k using 2400 RPM and 23" MP. That was 14.5 GPH ROP. The plane had the short tips on and that was the optimal altitude. The longer tips should yield the same speed at 11-12k using about 13.5 GPH ROP. I truly believe the electronic ignition makes for some serious efficiency. If I can get 13.5 ROP at 12k and cool cylinder head temps I will be happy not running LOP. If it will run smooth LOP that will be a bonus.

Can't wait to see the final result after paint.

It's gonna be purdy

I'm not arguing the above point, just asking for education / clarification...

I realize that the G3X is not "certified" for IFR, and neither are the Dynon Skyview or the various other experimental glass panels. Some people seem to accept these for IFR flying without a "certified" GPS, and I've heard a couple of "reasonably knowledgeable" people state (rather emphatically) that there is no requirement whatsoever for "certified" avionics (which I assume means TSO'ed) on experimental amateur built aircraft, whether used for VFR or IFR flight.

I have a good friend who is building an RV-10 and plans to use the G3X or Dynon Skyview as his sole means of navigation for IFR flight. I've been "suggesting" that he might want to consider a certified IFR GPS/Nav/Com as part of his avionics package. He says (quoting the same "knowledgeable people as above") that it is not required, and he doesn't want to spend the extra money unless it is mandatory...

Can anyone here point to definitive FAA-sourced information that clarifies this point? I'd sure hate to lose a friend, either way...

Thanks!

Try answering this question first. How can you fly an approach with just a G3X? Tell me what approach (just an example) and the sequence of steps you would use.

I'm no G3X expert, just an avid follower, but it can't be done.