If you're building a Glasair Sportsman, you have the choice of a 180-HP IO-360 or the beefier IO-390. Which engine is best? It depends? In this video, Kitplanes Magazine editor Marc Cook analyzes the pros and cons.
Glasair: Build an airplane in two weeks
Glasair's "Two Weeks To Taxi" program has been approved by the FAA. Pilots
can now build their own experimental category "homebuilt" aircraft with the
help of Glasair technicians inside of two weeks vacation time.
Sport pilot: Short take off demo
Measured take off and demonstration of the STOL CH 701. The 701 "Sky Jeep"
is a two-seat light sport utility plane, equipped with fixed wing leading
edge slats. This is a 100-hp Rotax 912S equipped kit plane. Demonstrated
by Christopher Desmond of STOL-Adventures.com fame.
American Champion Denali Flight Trial
When the Aeronca Champion airplane first appeared, it had 65 HP. The latest
version of American Champion has 201 HP, and, as AVweb's Paul Bertorelli
found out recently, the performance lives up to expectations.
Kitplanes Magazine Looks at The Sherpa
Kitplanes Magazine contributor Ed Kolano took a first look at the Sherpa
utility aircraft at the Arlington Airshow recently. This video offers some
thoughts on flying this unique heavy hauler.
Van's Aircraft Factory Tour
Van's Aircraft, in Aurora, Oregon, is the leading aircraft kit manufacturer
for a reason. The company retains its dedication to total performance--from
the aircraft, to the kit itself to customer service. KITPLANES editor Marc
Cook recently visited the factory and here's his report.
Aero-TV: Glasair Aviation -Thoughts On The Evolution Of Sport Aviation
A Look At The Changes Taking Place In The Sport Aviation Industry
The future of sport aviation is in flux... the old ways of sport flying are
rapidly disappearing and a new reality is coming about. With that in mind,
ANN's Tom Patton took a few moments to ask one of the veterans of the sport
aviation market, Glasair's Scott Taylor, about what he sees as he works in
this ever-evolving industry.
The generation that used to build every single piece of an aircraft, from
plans, rather than a kit has all but disappeared and today's SportPlane
builder/buyer is a far more discerning and picky individual. Take the
Glasair Sportsman 2 + 2 as a case in point... the machine is surviving
because of an aggressive marketing program by the manufacturer that not
only emphasizes the ability of the aircraft , but has packaged a fast-build
program (a legal one!) to offer the more immediate gratification that
today's customer's demand. And it is innovative thinking like the 'Two Week
To Taxi' program that has made the company successful while dozens of
others have all but disappeared.
The Sportsman 2+2 gives its pilots reason to brag about 155-161 mph cruise
speeds (180-200 hp), and a Vso of only 48 mph... making the S2+2 an easy
STOL performer needing as little as 375 feet for takeoff and 260 feet for
landing. Climb rates range from 1950 fpm (solo) to 1000 fpm (gross). At 65%
power and standard tanks, the S2+2 will get you 886 sm down the road. It
has 1000 pounds of useful load, and a small bench seat behind the two front
seats (good for an adult or two small kids... or an amazing load of crap,
uh, gear). Even if you fill both seats and gas it all the way up, there's
still 300 pounds of useful load left. And its THAT kind of capability that
is much in demand by today's SportPlane buyer...
Copyright 2010, Aero-News Network, Inc., All Rights Reserved.
FMI: www.glasairaviation.com, www.aero-tv.net,
Aircraft Emergency And Landing in a Glasair - the impossible turn ???
My Glasair engine is a Subaru SVX EG-33. Six bearings in the planetary
speed reduction unit failed during departure. I declared an in-flight
emergency and immediately returned for landing. Total flight time was 63
I failed to plug the camera mike in so you don't hear the engine monitor
blaring out alarms or chatter between other pilots and myself.
Departure was made with 10 degrees of flaps and remained there until
landing with 25 degrees. The buzzer during much of the flight is the "gear
up" with "flaps extended" warning horn ... the stall horn never sounded.
Speed did drop but the flight never reached critically low speed. Power
was intentionally reduced to keep gearbox temps down. I fly patrol flights
at 500 ft or less, often 6 to 7 hrs a day. So I do have low level
maneuvering experience. Some may call this the impossible turn but power
was available during the entire flight.