Source: 2003 Q4 Beartracks, by Greg King
The Bearhawk Patrol is a 2-place tandem sport-utility aircraft that is heavily influenced by the 4-place Bearhawk. it has the same wingspan – 33 feet – but slightly longer wings to make up for the narrower fuselage. The flaps are longer with the inboard ends now extending all the way to the fuselage to increase effectiveness. The tail is smaller because of a slightly smaller CG range and more effective airfoil-shaped horizontal stabilizer. Continue reading
AviPro – Bearhawk Kit Factory – Atlixco Mexico
Source: 2003 Q4 Beartracks, Mike Meador
Having worked the AviPro booth at Oshkosh last year I know that really good work is coming out of the Mexican plant. I was able to closely inspect the welding, riveting, an fabrication qualities of the kit components. I know that I could not do as good a job with my tools. It is one thing to be able to describe the product but to be able to actually go to the plant and observe the manufacturing and see the workers welding, riveting, and forming the Bearhawk is another thing all together. I had such an opportunity in November 2003.
Bob and I had flown the prototype to Texas to attend the ECI 60th anniversary celebration and made plans to visit the AviPro plant in Mexico later that week. We hitched a ride in a Turbo Aztec to the big airport in Puebla and drove into Atlixco to our accommodations. This area of Mexico is not a tourist destination. The only rule that applies is “Don’t get killed” – well, it’s not quite that bad but it’s not too far off.
I’m sure you all have visions of the WW2 films of what an aircraft plant should look like. AviPro is very small as aircraft plants go, and just because the ex-coffee plant that is now a Bearhawk plant looks nothing like our preconceived notions does not mean that the work that is coming out is not every bit as good as any plant in the world. I don’t think I have ever been in an environment where the workers are as dedicated and committed to producing a flawless product as these workers are. During my visit there were fuselages in several stages of completion, wings going together, gas tanks being welded, and parts being painted. I had a good look at the jigs and got to meet all the employees.
My personal concern before visiting the plant was the employees – I wondered if they had any notion that someday someone’s family was going to be depending on this or that part of the airplane to get them home safely. This is a very dedicated bunch of guys. They fully understand what they are doing and do it well. It would be impossible to set up this plant in the USA and get this quality with this may people involved and still make a profit. We are very lucky that the Bearhawk was so attractive to so many potential builders that someone was willing to take on the monumental task of manufacturing the Bearhawk as a kit. I hope to go back someday- it was a real experience and I am happy I had the chance to take this trip.
Late 2003 Builder Updates
Source: 2003 Q4 Beartracks, Mike Meador
Three New Bearhawks in the Air!
Wow, you guys have been busy! Texas, Florida, and South Africa all have new flying Bearhawks! Continue reading
Oshkosh Report 2003
Source: 2003 Q3 Beartracks by Mike Meador
It has been a while since I have written about any of our trips to Oshkosh but the 2003 event was special and so was our trip. I only had a couple of hops in the Patrol when we departed on this flight so I had a bit of an idea of what to expect during the first leg to Porter County, IN. our flight was comfortable and visibility was fantastic. One of the nicest aspects of the Patrol is the room that each passenger has. One of the drawbacks of all of this room is that you can’t cross your legs (a minor point but worth noting). We also carried up a significantly lighter load than we would normally take on our yearly visit to Oshkosh. No camping gear of any kind as we planned to stay in a motel at Brodhead and in the dorms at Oshkosh.
Our first stop was at Porter County, IN, mostly for us but for a little fuel too. While I was waiting inside the FBO I picked up a recent copy of GA News and was thumbing through it when I came to a startling image. On a totally black background there was a LARGE photo of the 260 Bearhawk zooming off the page (really nice photo) with the caption IS FLYING DANGEROUS? I thought for sure the article would start out “I know this pilot who flies an airplane with no radios and even hand-props it!” Turns out it was just a general article comparing flying with driving, or even stepping out of your front door. They were nice enough to color out Bob’s N-number but they left the Bearhawk logo on the side of the airplane, and it really stood out too.
We arrived at Brodhead with two Bearhawks already on the ground. Pat would show up about an hour later, all the way from California. We all managed to tie up together for a relaxing weekend. High winds kept the flying to a minimum, but there was plenty to do to keep us busy. This Bearhawk turnout is, so far, the biggest yet at a single fly-in. We are looking forward to having a day that we can reserve a row to handle everyone!
A couple of days later it was time to head to the big show! Pat was the only Bearhawk going so we flew up together. The ceiling was on the low side for most of the way up but it was more than adequate for our flight. About 10 miles south of Fisk (Oshkosh arrival point) the sky opened up and a beautiful day popped out in front of us – along with about 10 other planes that were making their way there at that moment. Just as soon as we were ready to get our runway assignment we were put in a holding pattern – dang Comanches! Anyway, two laps around the lake and soon we were on the ground at Oshkosh. As we were directed to our tie-down spot it became clear that we were not going to get a very good location. Don’t worry- Bob has a way with words and the next day we were in what can only be described as Premo-Uno location for the rest of the show.
You know that you have arrived at Oshkosh when you can’t get away from your airplane for any length of time. While there were only two Bearhawks at the show, there were Bearhawks everywhere! The photo to the left caught everyone off guard. Imagine, a Bearhawk selling insurance. We had a good time figuring out when the photo was taken – the very first EAA photo shoot of the prototype back in 1995.
Avi-Pro had a very nice booth set up with Pat Fagan’s airplane as the center piece and a kit on display. I spent as much time helping out as I could and Bob spent some time there too. I really have a new respect for people who work these booths – Man – that is too much like real work! You would have one interested person after another and sometimes you have to carry on a conversation with 3 or 4 people at a time and it would never end. Mark Goldberg spent all week there – 7 days- I spent one complete day there and was ready to re-negotiate my non-existent contract- brutal. I think Avi-Pro got a lot of good leads and sold a few kits, so it must have been a good show for them.
Booths get a lot more attention than we do sitting out on the flight line handing out our data sheets. Other vendors will visit you trying to sell you something. Even a representative from the Chinese government tried to get Mark to move the Bearhawk factory there! Not likely!
Overall it was a fine show and a great tribute to 100 years of powered flight. I really look forward to Oshkosh every year and I am a little disappointed when it is over. Maybe next year we can have as many Bearhawks there as we did at Brodhead.
Mid 2003 Builder Updates – Jack Piggot
Source: 2003 Q3 Beartracks, Mike Meador
Jack Piggot has finished his Bearhawk and is starting his flight test program. Consolidated letters from Jack:
Dear Bob and Mike, we are at the point of pre-airworthiness inspection. You are used to it by now, but the excitement of approaching first flight has me in a flurry of wanting to do everything at once, which is confusing. The first flight will be by a highly-qualified pilot, because my emotional state may not serve well if something went wrong. There is one more training flight in a high-powered (300hp) Cessna 182 to take (I already have some taildragger time in Alaska and here in Sequim). I am looking forward to a conversation with you, Bob, regarding the flight test program and what advice you may give. Congratulations on completion of the Patrol. I’m sure it will be a highly-successful design also. Maybe we’ll build one too!
I just received info from the engine builder that I might have a bad crank gear bolt in my engine. They are 90% sure that I don’t have it but that’s not good enough. I’m going to have to remove the rear accessory case to check. There goes the ball game for a couple of weeks, which means I won’t make it to the BBQ unless I go commercial. Another reason we should have got a “Bob” engine. I just had a thought- maybe you know a CFI that could teach me how to fly a Bearhawk. He/she would have to have access to one, and I’m sure there must be plenty of builders out there who need the transition training.
Well, at least we are in the same year! Documents are in, the DAR is ready, and so are we. The interim has been useful and educational. Now have two hours taxi time (includes swinging the compass). We built a heavy airplane at 1495 pounds so the pilot fat had to go (lost 25 pounds). The taxi time revealed a couple of loose fittings and a couple of bolts incorrectly installed. I’m inclined to shorten the sticks by a couple of inches, what do you think?
P.S. – I think you idea of a group trip to Alaska is great! Count me in. You may want to consider a return or maybe fly up the Oly Peninsula – Pt. Hardy – Terrence/Prince Rupert – Ketchikan – Juneau – Stika – Yakutat – Cordova – Chugach/Palmer. I have aviation friends all along the way. The Pt. Hardy friends might agree to accompany the group with their Goose on the 60 miles of open water to Bella Bella. There are some landable beaches along the way also, so if there is enough interest I’ll gather all the required information for you. The airplane doesn’t know the water is down there!
Jack- thanks for the update and the information. In some cases it is better to let someone else make the first flight and in others the builder is probably the best candidate – you know best the way to go with your airplane. A Bearhawk-qualified CFI does not exist yet, but it is something that should be available in the near future. As more Bearhawks are completed it is likely that a CFI will offer his/her services to the community. Bob does not recommend shortening the sticks, at least until you fly the airplane the way it is now. As long as the sticks are not interfering or interfered with they should be fine like they are. Your Alaska information has been printed and we’ll see what kind of response we get. The route you describe sounds very interesting and is definitely worth investigating. ~Mike
Bearhawks at Brodhead 2003
Source: 2003 Q3 Beartracks, by Mike Meador
Looks like something of a record, 3 Bearhawks and one Patrol at a single fly-in. We managed to park all 3 together at Brodhead for the weekend. The wind managed to keep the flying to a minimum but overall turnout was very good for this year’s event. Bob and I would later fly up with Pat in a very loose formation to Oshkosh.
Buick-Powered Bearhawk Completed by Ken and Gordon Wardstrom
Source: 2003 Q2 Beartracks, by Mike Meador
Another Bearhawk in the Air!
We put 1 hour on today and we did a few tests for RPM vs airspeed vs engine vacuum (auto version of manifold pressure).
All our initial flight test are being done with the 80-inch IVO prop fixed at 61 inches of pitch. We wanted to know what RPM and speed we would get at 6″ vacuum (24″ manifold pressure) and what speed and vacuum we would get at 3500 RPM and level flight. Results: 3500 RPM = 11″ vac. = 125 MPH. 4200 RPM = 6″ vac. = 143 MPH.
We are quite pleased with the initial results as it looks like we will be able to use the oxygen sensor system and the IVO prop constant speed system to establish some good economy cruise numbers in the future. We hope these numbers will also improve a little when we install the fairings.
Update from Tom Yeoman
Source: 2003 Q2 Beartracks, by Mike Meador
Let’s hear a little bit from Tom Yeoman about his Lycoming (formerly Ford) powered Bearhawk from the Bearhawk Yahoo group:
Hi Group, I just uploaded a few pics of my bird with its new paint and Bob’s O-360-exp engine. I am feeling much better with not worrying about anything I may have done with the Ford conversion that was in it. Continue reading
Welding Clamps
Source: 2003 Q1 Beartracks, by Varun Khanna
Varun didn’t supply much text with this nifty idea but it looks to be pretty self explanatory.
Alternator Information
Source: 2013-Q1 Beartracks, by Mike Meador
Back in the January 2001 issue of Beartracks I ran a photo of a neat little alternator from John Deere. I mentioned a website to get more information- that website is now defunct, so I will publish here the wiring diagrams to use this alternator. Continue reading