Glass Goose

The Glass Goose is an all-fibreglass, two-place, side-by-side biplane amphibian with a retractable tricycle landing gear and an upper-mounted pusher engine utilizing a 62-inch four-bladed Warp Drive prop. The flaperons on each of the four wings all serve as both flaps and ailerons. The wings are built as one piece and are not removable once installed on the fuselage. There's a water rudder on the bottom of the air rudder. The rudder is controlled by a conventional cable-and-pulley system, while the elevator and flaperons are controlled by push-pull tube systems. Some of these tubes are aluminium, others are stainless steel. All of the weldments in the aircraft are stainless steel. The gear is hydraulically actuated via an electric pump. The main gear are attached to the underside of the lower wing and retract up under the wing in a trailing pod. Retraction and extension are accomplished in about five seconds. The main gear have two tires and wheels on each side, and the Matco hydraulic disc brakes are a part of this assembly. With the two tires, the plane is able to negotiate over soft-sand beaches much more easily, and in an emergency, should you get a flat, you can operate on the other single tire. The nose gear retracts in a forward arc up into the nose of the plane, and the nose-gear door closes over it.

Glass Goose has a very large amount of baggage room. There's a big baggage area behind the seats between the wings, and there's that much more baggage room below the lower wing! There's even additional storage under the floorboards and seats for stowing such necessities as an anchor and rope. (The paddle goes behind the seats.) Seating in a semi-reclined position with your feet out in front is very comfortable. The cockpit is 42 inches wide, and head room is more than adequate, even for very tall people. The canopy is hinged at the back. The front lifts up aided by gas lift-struts and affords plenty of room for entering and leaving the cockpit. The instrument panel is mounted in the canopy and therefore lifts up and out of the way when the canopy is opened. On hot days, it's especially nice to be able to open the canopy while taxiing on land or on the water. This also makes the back of the instrument panel a dream to work on--you can do it easily while standing alongside the airplane. The sponsons on the sides of the fuselage are meant to be walked on and can be utilized to gain easy access to the engine and when returning to the plane from the water after swimming. To dock the plane, you simply nose the plane into the dock and step over the nose onto the dock. 

Four 17.5-gallon fuel tanks, one in each wing, provide a total of 70 gallons capacity for a range of 1,200 miles--phenomenal for a plane of this size. Scott's Glass Goose has actually flown from Dallas to Oshkosh non-stop--a flight of slightly more than 1,000 miles. Fuel tank selection is handled by three electrically-activated fuel-selector valves. The switches are on the instrument panel directly in front the pilot and passenger. Indicator lights and the position of the switches show exactly which tank is selected. The instrument panel has plenty of room to handle full IFR and the plane is easily equipped for night operation. Visibility from the cockpit is fabulous.

The Glass Goose kit is supplied as follows: A boat section (forward fuselage) with the two pre-moulded halves of the fuselage are already joined at the factory. The empennage is in two pre-moulded halves. The wings come as top and bottom pre-moulded skins, 27 feet long. The spars, ribs and leading edges are pre-moulded, and the builder only has to do the trimming and cut out the spars and ribs prior to assembly. The pylons, vertical fin, engine cowling, spray rails, scuppers and all the bulkheads for the fuselage also come pre-moulded. The flaperons are available pre-assembled. The horizontal stabilizer, elevator and rudder are made using the hot-wire method and the templates furnished in the instructions. The wheels, fires, brakes, lines, cables, pulleys, bolts, nuts, washers, cotter keys, weldments, cylinders, hydraulic pump, epoxy, fibreglass, tubing, etc., are all furnished in the kit--almost everything to build the structure of the plane itself, less the engine, instruments, paint or related items. For the most part, the builder trims and fits parts to their mates, then joins them with strips of fibreglass tape and epoxy. The company trains the builder in the processes at the time of purchase.

Quikkit applies a material called Peel-Ply to all possible surfaces. When the builder removes the Peel-Ply, the surface is clean and bondable, thus eliminating the need for preparatory sanding and the associated work and resulting dust. Peel-Ply is just one of the many refinements utilized by Quikkit to greatly reduce the build time for the builder. Another is the incorporation of extensive "joggling" that also greatly reduces the amount of finish work during the completion of the aircraft. Remembering that the original wouldn't take off from the water, Scott's Glass Goose has solved all these problems. I asked him to describe in detail the technique he uses for water takeoffs. He said that the Glass Goose is a delight on the water. For a relatively small seaplane, it can handle waves much rougher than most--a 10- to 12-inch chop won't even phase the Glass Goose--and it has been known to handle much worse. From idle power, as the pilot applies the throttle, the nose of the Glass Goose rises immediately as the hull begins to climb the water in front of the plane to get on step. It seems as if the plane is rolling up onto and over a log as the hull crests the bow wave and rolls over onto the step.

This usually takes two to five seconds, depending on the loading and the water conditions. As the hull reaches the level position on top of the water, the full force of the 160-hp Lycoming is felt, and the pilot and passenger are pressed back in their seats from the acceleration. With the stick in the neutral position, the pilot hardly has time to enjoy the takeoff run before the plane is lifting off the water. When landing the Glass Goose on water, the pilot sets up with full flaps and makes his approach. Once in the very strong ground effect afforded by the large bottom surface of the plane, the speed is reduced to very nearly stall and the tail contacts the water first. The hull settles onto the water, the throttle is reduced to idle, and the flaps are retracted as the plane rapidly loses speed and settles into the water. The spray rails do a good job of deflecting the bow spray away from the cockpit. Yes, Scott stuck with a project long after so many people thought it was a lost cause, and turned what was an ugly-flying duckling into what is now the Glass Goose--a beautiful, high-flying swan.

wing span
wing area
empty weight
useful load
gross weight
fuel capacity
LYC, 0-320, 160 - 180 hp
aluminium hub, 4 blade carbon fibre ground adjustable
19.5 ft
7.5 ft
900lbs(Varies with Builder)
900 lbs
70 gal
1100 Stat Miles


takeoff distance, ground roll
rate of climb
max speed
cruise speed
landing distance, ground roll
service ceiling
1200 fpm
140 mph
12000 ft.

limiting and recommended speeds

design manoeuvring speed (Va)
never exceed speed (Vne)
stall, power off (Vsl)
landing approach speed
160 mph
50 mph

All specifications are based on manufacturer's calculations