I agree with Kmot; this plane can gain a bunch of weight and still float, it has a great wing design.

If anything, the plane would tend to flood rather than be hard to prime. The tank is as high as I'd want it to be relative to the carb height. That said, I have never had any problems with flooding or priming. I'm not much of a stick starter, I usually use an electric starter, but holding your finger over the exhaust and flipping the prop will quickly have fuel coming out the muffler, it primes easily.

What Salty said about using a glow driver so he could slow the engine down is sort of what I was getting at about using a 13-8 prop. As much as this plane likes to glide, my thought was that a 13-8 turning at a "normal" closed throttle approach rpm might still produce enough thrust to make slowing down enough to land difficult in no-wind or downwind conditions.

My .56 idled around 2000-2100 and was fine with a 12-6 for landing. This was my favorite "windy day" plane. I'd take off, buzz around, and bring it upwind with the throttle advanced just enough to prevent a stall. With practice, you could do some fairly high alfa flying, nose up about 30 degrees, not quite a Harrier. Another thing it does nicely is a sort of "cobra", where you come upwind at full throttle, chop power to idle and pitch up (use high rates). It really slams on the brakes. I could also get about 1000 feet altitude and cut the engine, and glide for 5 -6 minutes. With the extra power the .62 will provide, and some practice, this plane should do some wild stuff. It will never be a 3-D'er, roll rate is way too slow.

talking about it makes me sorry I sold mine. I wanted a new radio, and sold it and a trainer to buy it. I've thought about getting the 110 size and putting a G-26 in it. I flew one set up that way, it was a blast.