Source: 2007 Q2 Beartracks, Kevin Deutscher
My interest in this trip was to see the Bearhawk operate in a real world environment and use that information to assist in selecting components and configuring my Bearhawk. There are a zillion compromises made in a project like this and we all hope to make correct choices and have something to be proud of when complete. The other purpose is to obtain some real performance data.
Leg 1 “The Artic Express” Austin TX to Baton Rouge, LA
Southwest Airlines deposited Dave, Al and Kevin in Austin on Saturday morning April 14th. We arrived – the question was, could we depart? Mark Goldberg picked us up and drove us to Austin Lakeway via a much needed lunch, Texas Bar-B-Que, ethnic food, Texas you know. Dave re-confirmed the weather and it looked like we could make it as far as Baton Rouge, LA. Mark’s Bearhawk, N303AP is a quality representation of a quick build kit. The plane is equipped with an O-540/250 HP, Hartzell 2 blade prop, and optional outboard tanks of 11 gal. each. The interior is nicely done with wood flooring, full interior, upholstered side panels, seats and headliner. Panel is fully useful: gyros, wing leveler, engine analyzer, fuel computer, dual com, GPS nav, transponder, intercom. Empty weight: 1550 lbs. Time to load and go. The airplane is big, there is lots of interior space, which is good cause we have a lot of stuff.
First data point, you run out of useful load and CG before you run out of space. All the gear is in, main tanks full, aux’s empty. After warm up and runup we depart Lakeway, (EL 900 ft) Takeoff roll 5 sec max, VSI is showing 1000 fpm at about 85 to 90 mph. I had a hard time detecting actual liftoff because it was a 3 point and just levitated. Initial climb was at 2584 RPM / MP 29 in., fuel flow 25gph. Leveled off at 1500 ft altitude, 24 square, 150 mph indicated, fuel flow 18.6 gph. The big issue was the ride, turbulence from high winds was a bit uncomfortable to put up with for 2+ hours. A climb to 7500 feet turned off the bumps and positioned us for what would be a smooth VFR, CAVU on top flight. All available information showed the route below as VFR with layers of scattered and broken, we pushed on preferring cold at altitude to bumps below. Ultimately the question became, is it better to freeze or bounce. Best guess is the temperature was maybe in the low 40F range. Dave had the heat cranking, I had an arctic blast focused directly on my head. The airflow source was from the upper back edge of the co-pilots window / door area. Being a resourceful scratch builder I inserted pieces of Kleenex gasket into the gap, as soon the dam was built air pressure would blast it right out again. Further study showed the air was flowing down and out the belly where the gear shock struts exit. Not a big deal in TX but up North builders might be interested. The cabin is big and it takes a lot to heat it, seal gaps, stop drafts. Really nice information to know, however the only heat I am getting is from Dave and Al shivering. The request comes from up front, “hey do you think you can get a jacket out of my bag…” Jackets helped a little, I was still chilled to the bone.
The most impressive numbers from this leg, indicated airspeed 155 mph, GPS groundspeed 177kts (about 204 mph), 13.8 gph. About 30 miles west of Baton Rouge there was a large north-south rip in the cloud cover and we used this opening to descend back down to 1500 ft for the duration. Winds were 20 gusting to 30 mostly down the runway. Dave earned his keep, got us down and to the FBO for overnight parking. We hoped it would be overnight parking, secured 3AP, unloaded our gear into the “Lavender Limo” and headed for hotel and dinner. The wind howled throughout the night.
Leg 2 “ We will send a tug and a fire truck! ” Baton Rouge, LA to Pensacola, FL
Sunday morning started with low scattered clouds and winds of about 15 to 20 kts, an improvement. Weather looked like we might make it to the Orlando area but there were indications of possible thunderstorm on the gulf side of the state. Dave headed off to flight plan and I performed loadmaster duties. Baggage and gear was consolidated as much as possible and located as far forward as possible. I was a happy loadmaster, the baggage area was empty of any significant weight and I still had a place to sit.
Dave returned from flight planning, preflighted and we were ready to roll. Runup produced a huge mag drop that he was unable to clear and necessitated and trip back to the ramp. Fortunately the engine analyzer and mag check painted a very clear picture of what was not happening in the front left cylinder. As soon as we repositioned to the tie down area I got to play un-loadmaster as the toolbox was located under the pilot seat. First in, last out. Problem was an oil varnished bottom plug. Easy fix. Reloaded, perfect runup. Wheels up to Sun and Fun.
East bound turn and a quick climb to 3500ft and we are on the way. The clouds had dissipated by now visibility was 15 to 20 miles and the AZ boys enjoyed the green scenery. Rear seat room is good, inclusive of all the baggage. I had plenty of space and seating position / leg room was great. Al is long legged and well over 6 ft, his seat positioned well back to clear the stick, I had an easy 4 inches of knee room. Visibility forward and to the sides is good, side window sight line is about mid window and did not feel scrunched up against the headliner.
Ailerons and flaps were all rigged neutral and did not seem to be floated due to air loads or reflexed up. The elevator counterbalance was in line with horizontal stabilizer. Dave mentioned a noticeable increase in pitch stability with the CG moved forward. That was a good thing because today’s challenge was turbulence. I spent a lot of time looking out at the green feeling like a chameleon.
As Pensacola neared we moved down to about 1500ft and began diligent monitoring for antennas and mega antennas. Density altitude is a concern out west, antenna are a different breed. Arriving at Pensacola the initial plan was a grass runway airport north of town. Two approaches and two aborts had us heading for Pensacola Regional. Cleared for landing on 26, 150 X 7000, Dave was facing shifting crosswinds at 45 to 60 degrees, gusts to 35kts. The turbulence was no better but at least there was a much larger target to work with. Dave rolled to final, set landing attitude and drove close formation down the runway not allowing any drift or unwanted motion. Suddenly the cockpit was filled with a blaring klaxon horn and a controller announcing low level wind shear alert. Power up, we are out of there. Second setup is made long to land at the intersection of the crossing runway, out of the trees wind shadow, less turbulence, more x-wind.
Dave repeated the previous performance and got us safely on the ground. The wind was so strong the only allowable ground maneuver was weather vane. Shut down, deplaned, manually pushed back off the active
area. Tower was kind enough to send a tug to pull us the mile to the FBO. The tug came with its own crash rescue escort / windbreak. Several data points here, single puck brakes are not powerful enough to taxi in extreme wind conditions. If you need multiple puck brakes maybe tied down is a good option? The Bearhawk can handle more crosswind than most pilots are capable of. Pilot technique is the limiting factor. No matter how you spin the E6B we were looking a solid 30 kts 90 deg xwind component. Secured the plane, headed to Pensacola.

Leg # 3 Pensacola, FL to South Lakeland, FL “Does the engine always stop when landing on grass?”
After a two day “adventure” it was great awakening to a calm day with glassy water on the bay. Off to the airport Al and I got the plane loaded and unchained, Dave did the weather and preflight check and looks like a great day to fly, finally.
Dave taxied to the active and we are second to depart, first behind a B-757. We had a front seat view of a classic textbook example of wake turbulence vortex. As the 757 rotated about midfield a pair of tip vortices exploded on each side of the runway. The point of rotation was at the crossing runway construction zone and any dirt or sand was liberated from earth and sent flying, rotating like a pair of horizontal dust devils. Want us to wait three minutes? No problem. After watching the wake turbulence drift south of the runway we were cleared for takeoff Weather was great, light winds, no turbulence, 40 miles visibility.
Looking down on the coastal area there was lots of evidence of the previous day’s ugly weather. The beach areas and intercoastal waterway were all a muddy brown, not the scenery the Chamber of Commerce endorses. Arrival and landing at Kissimmee were uneventful and we headed over to the Bearhawk Bar-B-Que. Jim Clevenger had his Bearhawk parked on the grass outside the hanger. Two Bearhawks, one piece of grass, 1100 miles behind us.
Dave and I loaded up to reposition 303AP to South Lakeland where it would be used during the week for demonstration flights. Takeoff from Kissimmee was at a greatly reduced weight, min fuel, no baggage or promotional literature, two pilots. Throttle in, three count we are airborne, head off south, level at 1000 ft. South Lakeland is a fly-in community airport about 55 miles south of Kissimmee. As we approached South Lakeland I flew and Dave investigated the options to find a convenient area for conducting demo flights.
Arriving at the field we flew one parallel pass checking the condition of the grass runway, entered downwind for left traffic 32 and landed. Touchdown was smooth, grass is sweet. During roll out we are looking for an area to transition the drainage culvert parallel to the runway allowing access to the parking area. The crossover is discovered about midfield and a right turn gets us across the culvert.
Landing on grass is a much more tranquil experience than rumbling asphalt. It is real quiet when you realize the propeller is not turning, nor the engine running.
Taking a moment to appreciate the silence and give thanks for being firmly on the ground we begin to assess the situation. Logical methodical thinking works much better without an extra double shot of adrenaline. First, we are at 110 feet msl and not going one foot lower, forward speed zero. Can’t get hurt here. Mixture rich, mags both, fuel on left tank, fuel showing in left sight glass, about where it was at Kissimmee, fuel pressure zero, fuel showing in right sight glass. Fuel computer/totalizer and flight times indicate there should be fuel, and there is.
Reviewing configuration prior to event, fuel on left, left traffic, left turns, left wing down, decelerating on runway, right turn off active. Most logical conclusion is that in a low fuel condition the left tank unported allowing air in the fuel line. With the fuel selector on Left and the fuel moved away from the left wing root no fuel could feed from the left tank. The right tank is isolated and off, fuel at the right root is prevented from feeding the engine.Time to hit the starter, 5 blades, the Lycoming lives, oil pressure, fuel pressure. Taxi to parking. Secure the aircraft. We’re here, complete with data point. Spent a few days contemplating the event and fuel system. Several items come in to play, regulations, operational concerns, technological information, personal preferences, technical needs. There is not one correct answer or perfect installation; many certified aircraft have tank takeoff and landing limitations with restriction on slips in landing configuration. Some of these restrictions may have roots in fuel delivery. There are some items that builders can do to minimize delivery issues and ensure accurate presentation of fuel quantity, like increasing the resolution of the markings as the tank level gets lower. Let’s get some dialog going on this so we can all understand the fuel system. Keep in mind, the next step after low fuel is no fuel.
Preventative action might be to have a little more fuel on board than minimum requirements. 30 minutes reserve for VFR when arriving at destination is only about 7 gallons, 3.5 gallons per side. Had situations at the field precluded a landing we would have been hard pressed to get to another airport and land in 15 min. Maybe that last fill up was a gallon or two short?
Leg 4 South Lakeland, FL To Austin, TX AKA; “ Were on our way home, were going home, all in one day”
The week has ended, Sun and Fun is rolling up the welcome mat; it’s time to head home. Al went home via scheduled airlines so the trip home was Dave and me. Loaded, preflighted and out of South Lakeland first thing in the morning, CAVU day ahead. Flight course was Panama City, Pensacola, Mobile, Opelousas, Austin. Winds aloft did not favor high altitude cruise so we hung low and headed west.
The return trip legs fit mostly in the category of, uneventful, capable, informational. Lots of little details go unnoticed until reflecting. Landing gear, shocks, springs all a non event, loaded gross, or light, howling X wind, no wind, grass or pavement the gear just quietly did the job. 303AP has the “Bob Wheel” manufactured by Scott Weinberg no issues, made a strong statement by handling everything asked of it.
Handling evaluation consists mostly of, trim and monitor, stick forces are light and balanced requiring only a light damping contact. 303AP has the trim located overhead with a rotating handle like a Piper Apache or TriPacer. I was contemplating a floor location rather than overhead but I quite like the overhead and did not find any trim sensitivity issues. Pitch forces are light compared with production aircraft but easy to adapt to. There has been commentary about adverse yaw and rudder required to maintain a coordinated turn. Yes, rudder is required, it is the heaviest of the controls with the highest breakout force. At first I thought it a bit odd the stick forces were so delightful and the rudder was “club foot”. After a bit of time I came to like the arrangement and here is why. The rudder breakout force and pressure is a function of speed. The higher the speed the more force required. The rudder is very powerful and at cruise there is no need to have a boot full of rudder shoved in to do anything, so there is a tactile reminder that says your moving fast. At cruise the nose stays planted in yaw I saw no tendency to hunt. As speed slows the rudder pressures relax and there is plenty of rudder authority at lighter pressures to accomplish the task.
I want to thank the collective group at Avipro, Budd, Mark, Dave, Jim for making this adventure possible and Mr. Bob Barrows for designing the Bearhawk in the first place. They are all gracious hosts and are justifiably proud of their product and its performance. These guys support the entire activity, plans or kits, building or flying questions you will get knowledgeable, factual answers. The Bearhawk is as advertised, lots of room, solid performance, no apologies. As many of you know I am a scratch builder, hallucinating that I might be seeing light at the end of the tunnel. I do not represent a future kit sale or revenue stream and Avipro made it possible for me to experience the aircraft in a real world operating environment so that I might determine final configuration of my Bearhawk. Hopefully you have benefited from experiences from this trip.