WOW, Beautiful!

Thanks guys.

I picked up on the handling right away.

For takeoff - Full power slowly while keeping in mind how much right rudder you have. Once you get 50 knots you have plenty of rudder available. A little back pressure at 75 knots and let it lift off. Retract gear immediately after off ground and positive rate. pitch for roughly 110 knots initially while retracting flaps. Trim forward a couple of bumps on the switch. Plane accelerates right to 140 knots at roughly 1500 FPM up. Continue climb at 140 to 150 knots. Set fuel flow for 1250-1300 EGT.

Cruise - WOT and whatever ROPM you want. 10k ft at 2400 RPM is roughly 13.5 GPH and 220 knots true.

Descent - This is where it gets fun. At 22" MP and 2400 RPM 215 knots indicated is 2200 FPM down. 240 gives you 3000 FPM. Extending the gear. full flaps and power off is close to 4000 FPM. It takes 22" and 2400 RPM with gear and flaps down to hold 105 knots indicated. If you are landing power off anywhere other than the airport or a highway the gear and flaps stay up.

Landing - Come into the pattern at pattern altitude and 200 knots indicated, pull power back to 10" and pull back on the stick. Airspeed bleeds off quickly to 120, gear down, flaps 1/2 and 16" MP. Steep approach at 120 bleeding down to 90 over the numbers and carry a little power. Fun stuff.

Looks like a sweet plane. Congrats.

Looks great.

She looks fast just standing there!

Well done!

Wow, those numbers would take me some time to get used to!
Very impressive!

If the weather is nice Friday I will take some video of the airplane systems and flying it.

I'm afraid we are sending you some nasty weather.
Can you hold two big guys and full fuel on that rocket?
Just askin.......

I'm afraid we are sending you some nasty weather.
Can you hold two big guys and full fuel on that rocket?
Just askin.......

This is just the lawyer coming out in me, "Please be careful in your transition."

For Sure! This is the first plane that states on 5 different pages that the pilot is MOST LIKELY not experienced enogh to fly this aircraft.

The POH spells out in plain english that this plane will fall out of a turn or aerobatic manuever resulting in exceeeding the VNE very quickly. It warns against manuevering close to the ground at lower speeds demanding that the pilot stay in corrdinated flight during these manuevers. It also talks about how easily this plane can enter a spiral situation in IMC where the wings MUST be leveled before attempting to pull out.

I can tell you from experience that this plane builds airspeed downhill faster than any piston plane I have flown. My insturctor has about 1000 hours in a P-51 and claims the Glasair builds speed faster.

Once you are use to the way it flies it really is very easy. You just don't want to get cocky in this plane and you definitely don't want to be in ice.

Beautiful plane there Todd!

I saw one out doing pattern work at Grand Prairie KGPM a couple weeks ago on our way to Mexico. I was surprised how little runway he was using. Didn't seem that extream at all.

Have fun! Can't wait for the video demo.

It does not use much runway for takeoff. At gross it will use about 1500 ft of roll and needs about another 1500 to clear 50' using a shallow climb gradient for safety in case of an engine out scenario. The landing requires much more runway if you do not want to be buying brakes every month. I will not fly this plane out of less than 4000' on a regular basis and definitely will not do a strip less than 3500 ft. Braking is the weak point with high landing speeds (80 knots), small tires, and small brakes.

Walk around description of the Glasair:

[youtube]http://youtu.be/WMgyMOfDfgY[/youtube]

Todd...looks great......James took delivery of his Glasair....

http://youtu.be/hYVP6B2BfQw