How can planes with the same stall speed and power-to-weight ratio have such different takeoff field length, climb rate, glide ratio, etc? I am interested in better understanding the performance differences between different planes that seem to be similar in many important ways but that differ greatly in performance.

For example, take single engine turboprops A, B, and C that all have a regulation stall speed minimum of 61 knots, and that all have similar power to weight ratios at takeoff. Turboprop A has a takeoff field length of 1,200', B is 1,600', C is 2,400'. If they all have the same stall speed (and a similar lift-to-weight ratio, I would think) and similar power to weight ratios, shouldn't they have similar takeoff field length requirements?

Lancair Evolution


550hp at takeoff (750hp in flight)
4,550 lbs MTOW
max speed ~295 knots
1,200' field length
~10:1 glide ratio


Epic E1000


960hp at takeoff (1200hp in flight)
7,500 lbs MTOW
~330 knots max speed
1,600' field length
~17:1 glide ratio


Daher TBM 900*


850hp
7,400 lbs MTOW
~330 knots max speed
2,400' field length
*65 kts stall speed http://www.flyingmag.com/pilot-reports/turboprops/tbm-850-even-faster 


If these planes have the same stall speed (and therefore, my intuition would think, similar ratios of lift to weight and drag), and have similar ratios of power-to-weight, how can they have such different field length requirements and glide ratios?

EDIT: UPDATED INFO

Stall speed is as defined by the FAA for Part 23 aircraft certification. Here's a link to how the FAA requires the stall speed to be validated.

Wikipedia defines this Vs0 speed as:


  Stall speed or minimum flight speed in landing configuration.
Are we comparing apples to oranges again? The differences in take-off length are far too big with such similar performance numbers, and I agree that they should be closer together - if we are really comparing the same thing.

Take-off means that the aircraft has to gain an energy difference with a potential and a kinetic component. FAR 23.53 demands a height of 50ft, and FAR 23.51 a speed of 1.2$\cdot\text v_{S}$, but adds more conditions that could be significant here. If the speed for continued safe flight is found to be higher, that speed must be used as the basis of the take-off performance.

The 61 kts stall speed limit only applies to aircraft below 6000 lbs MTOW, so two of the three are not constrained by this limit. Interestingly, the heavier aircraft have longer take-off lengths.

If the airplane weighs more than 6000 lbs and is certified in the commuter category, FAR 23.59 comes into force. It relaxes the height requirement (35 ft instead of 50) but adds a factor of 1.15 to the demonstrated length.

If all take-off distances would had been determined with the same rules and if the stall speed in take-off configuration would be equal between all three types, the take-off distance would be very similar. But I am sure both conditions are not met.