Todd,

I really have the bug for a Glasair (thanks to you)!

Is each G3X a Comm? Not that you need three, but could you theoretically have three if the audio panel would handle them?

If the G3X is WAAS, why is it not IFR capable? Is the database not update-able or what?

G3X is like a G500 with a 696/796 WAAS GPS receiver. All IFR GPS's have to be certified.

before you get too excited.....go and sit in one.

I saw the inside of one for the first time the other day.....I just couldn't get over how my feet were gonna fit in that tiny hole.....for all that time.
Todd,

I really have the bug for a Glasair (thanks to you)!

Is each G3X a Comm? Not that you need three, but could you theoretically have three if the audio panel would handle them?

If the G3X is WAAS, why is it not IFR capable? Is the database not update-able or what?

That's why it's so FAST! Time flies by!

I'm 6-4 and the glassair III was a pretty comfortable ride. bh

Err, I hope you also added a relief tube!

How do you manage the Fuel?

Airplanes generally fly faster with 'aft' CG.. Burn the center tank last?

Also, are you going to integrate engine instruments into the dual G3X too?

The fuel is simply off/on/header tank. Generally, you leave the 8 gallons of useable fuel in the header tank as a reserve. The main left and right tanks are interconnected along with the wing tips and the rear tank pumps into those tanks. You run the plane about 30 minutes and then turn on the transfer pump. The rear tank then pumps to the main tank. This gives you about 74 gallons usable. If you run them dry you switch to the header, but you better be close since you are down to about 35-40 minutes at that time.

Most Glasair IIIs are a little tail heavy. This one has the heavier Angle Valve engine and 3-blade prop that adds about 45 more lbs up front. With the rear tank full and another 40 lbs of bags back there along with 2 180 lb pilots you are in the far 1/4 of the envelope and that moves forward in flight. With all the fuel empty you are in the forward 1/3 and with the center tank empty you are getting close to the front. The ones without the heavy engine need the fuel in the front to keep them from being past the aft limit.

The G3X touch will incorporate the flight instruments, engine instruments, autopilot, and charts, along with SVT and HITS. It is an incredible piece of equipment. If the GPS was certified for IFR I would dump the 530w as well.

As for inside room, it is as wide as a Bonanza and the seats are positioned nicely. Not a lot of room for size 18 feet I suppose, but very comfortable.

What is neat is that you climb out at 150-160 knots indicated at 1000 FPM. You get to attitude quickly and cover some ground doing so. Should be fun.

Is this the standard plumbing for ths type of airplane? It seems unusual to have a "both" position on a low wing airplane. If one pick-up tube unports, it might not draw fuel from the other tank. Kinda like trying to suck soda thru a straw with hole in the side of the straw. While we often see systems which use a "both" position, I think they are generally gravity feed systems. Maybe you have a fuel pump at each tank.

Robert

No, this is the standard setup for fuel. As far as I know it has not been a problem and many of these planes are used for some pretty serious aerobatics.

the 8 gallon header tank fixes the unporting issues....if there were any.

Todd said the selector was on/off/header. Based upon that comment, I am assuming the header is a reserve tank. How would that help a potential unporting issue? Are there any production, low wing airplanes with the option for both on the selector? I'm not sure. The Bonanza and the Arrow I have had were either left or right. I am assuming this is why.

Robert

The G3X touch will incorporate the flight instruments, engine instruments, autopilot, and charts, along with SVT and HITS. It is an incredible piece of equipment. If the GPS was certified for IFR I would dump the 530w as well.

OK....I didn't catch that....and the one I saw appeared to have everything flowing thru the header tank.....which IMHO is an excellent safety & reliability design feature.

Todd said the selector was on/off/header. Based upon that comment, I am assuming the header is a reserve tank. How would that help a potential unporting issue? Are there any production, low wing airplanes with the option for both on the selector? I'm not sure. The Bonanza and the Arrow I have had were either left or right. I am assuming this is why.

Robert

Todd said the selector was on/off/header. Based upon that comment, I am assuming the header is a reserve tank. How would that help a potential unporting issue? Are there any production, low wing airplanes with the option for both on the selector? I'm not sure. The Bonanza and the Arrow I have had were either left or right. I am assuming this is why.

Robert