PERFORMANCE-DATA GLASTAR OE-CWG
The 2 pictures below show the official brochure from GlasAir-Aviation at the time with the official performance data for the Glastar with Lycoming engine O-320 or O-360.
I chose a technologically modern SUBARU Engine Forward Package for my Glastar, with a very robust and reliable 2.5 liter SUBARU boxer engine with 205 HP. Therefore, my flight performance data is very similar to the values in the Lycoming O-360 engine brochure with propeller adjustment.
Examples:
- A cruisel performance with my Glastar of a very comfortable 3600-3800 RPM engine speed, results in 1700-1800 RPM propeller speed (gear reduction 1:2,12) and with a consumption of 4-5 USgal still results in a cruise speed of 110-120 knots.
- If the runways are long enough, I start at around 5000 RPM engine speed and later reduce to climb power at 4400 to 4800 RPM engine speed, depending on weight. Takeoff speeds of up to a maximum of 6300 RPM are possible, my personal maximum is 5700 engine speed/2700 propeller speed….. gives a huge takeoff power to fly safely even out of very short places with a lot of weight.
Regarding Weight & Balance, my Glastar has an empty weight of 1380 lbs (625 kg) and an MTOW of 1960 lbs (890 kg)…..In between there is a useful load of 580 lbs (265 kg) for people, fuel and luggage. As a 2-seater, it can be operated on quite well, even for longer distances and some luggage. The very large luggage compartment also allows slightly bulkier loads in height, length and weight (max. 250 lbs/113 kg). There are even approved Glastar‘s, in which a large rear door and an additional seat for a 3rd person were installed.
The center of gravity area is very good-natured in almost all sensible loading conditions and is usually problem-free due to its slight top-heavy nature, even with more weight in the rear luggage area. People and fuel tanks are located at a very neutral center of gravity anyway.
In terms of fuel consumption, fuel costs, endurance and costs per flight hour, the Glastar can be operated much more efficiently and inexpensively with my Subaru engine. Auto-Super or MOGAS instead of very expensive AVGAS and consumption values of 4-6gph instead of 7-10 gph compared tot he Lyc’s enable very cost-effective flying.
My Glastar also has installed the optional auxiliary tanks, so total fuel of 50 USGAL (almost 200 liters) could be refueled and with 4-6 gph consumption would result in an incredible endurance of 7-8 hours including VFR reserve.
If desired, the wings can be folded back safely in 5-10 minutes (see picture 2, max. Width then 2.44m), which may result in lower hangar costs. Not unimportant given today’s hangar prices.
As can be seen in the 2 pictures, this Glastar is flown as a nosewheel plane, tailwheel plane, on water floats and even on snow skis, and my Glastar could also be converted in this regard at any time. Since I have flown aircraft with nose wheels my entire flying life, I of course also decided on this tricycle variant.
All other performance data can of course be found in the official Glastar OE-CWG manual.
In summary, this Glastar OE-CWG is certainly one of the most good-natured sports aircraft to fly, with very slow speeds near the ground during takeoff, approach and landing. This aircraft is very safe and stable in the air, and even in the event of a stall, a controlled „sack flight” follows rather than a spontaneous spin away.
Despite the good-natured laminar profile, this aircraft achieves very good speed values even when cruising economically.
Of course, the modern Subaru engine is a lot more complex than the Lycoming engines of old technology and also requires good training and technical understanding of this new technology. Also the associated propeller with electric propeller adjustment and the powerful A40 reduction gear (PSRU = Propeller speed reduction unit) between propeller and engine should be technically understood in order to operate this engine package long-term and safely. According to this technical understanding, this Glastar is easier to fly than any Glastar with other engines.