Take that one very seriously, and expect at least a day or two to reach proficiency. If you've never flown a Glasair III (especially with the extended tip tanks off), you're in for some real surprises. Think about an airplane which loses 2000 feet doing a 180 degree turn with the power off in landing configuration, and which needs 110 knots over the fence. The average C-172 pilot is going to be 10 miles behind the plane the first five hours s/he flies it -- I know -- I trained such a pilot in one. This is one hot rocket which will reward skill and proficiency with some fabulous performance, but will punish lack of skill and proficiency with equal intensity.
Yep, but it is not quite that bad. With the short tips and the gear UP (leave the gear up for all off airport landings) you are about 1500 FPM down at 120 knots indicated. You deploy the flaps (slotted flaps like mine help a lot) and come across the fence at roughly 95-100 knots. With the long
tips the plane is actually quite docile. I fly the down wind at 115 knots, base 105 knots, and short final 95 knots coming across the numbers at 80 knots. What you never want to do is get low on airspeed with the flaps and gear hanging out. While stall speed is 58 knots, the sink rate is astronomical at anything below 80 knots. There is never a reason to be that slow - ever.
Here is what needs to be understood: This plane will develop vertical speed quickly - especially if you put it into a 60+ degree turn and lower the nose. You really must level the wings first and then pull out of the dive. Otherwise you get into a spiral that turns into a 8k FPM descent and 270+ knots indicated very quickly. You fly this plane with a light touch and with understanding that it is a performance plane with high wing loading. While the high wing loading requires more thought as to slow speed performance - it's value flying in rough air more than makes up for the slow speed characteristics. In fact, there s NEVER any reason to fly this plane slow. It was built to go from point A to Point B fast, efficiently, and in comfort. It was not built to fly around at 70 knots looking at deer running around - that is what your Cessna is for.
As for handling in IMC, this is probably the easiest plane I have ever flown IFR. It's stability is so good that the bumps just do not affect the plane. With the new Garmin G3X and autopilot there is no excuse to ever lose control of this plane. I set the ESP up to never allow the plane to get under 100 knots or over 250 knots. It is also set up to allow a maximum bank angle of 45 and pitch angle of 5 degrees. I arm the ESP when in IMC conditions just in case I lose situational awareness and do not have the sense to engage the autopilot. If I exceed those parameters the autopilot will automatically engage in straight & level mode. It is a great feature to have.
Transition training will be dependent on the individual. I have helicopter and jet time (single engine fighter trainer.) My checkout was an hour and I am very comfortable in the plane. Again, I choose to leave the long tips on as I saw no purpose to have the short tips. The difference in the way the plane flies is substantial. Someone transitioning from a plane like a 172 will want to get time in a Bonanza, Mooney or similar first. Walking right into the Glasair is not a good idea. It is totally dependent on the person's ability and their previous flight experience. I am very good at discerning ability. Some people may only take 2 hours and some may be 20 hours. Some people should not even be flying a 152.
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