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

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 →

Smokey Bearhawk

Source: 2003-Q1 Beartracks, by Pat Fagan

This is the story of “Smokey Bearhawk,” Pat and Carol Fagan’s homebuilt project.

For as long as I can remember, I have wanted to build an airplane. A strange desire perhaps, since I never really messed with model planes as a kid. Plastic model planes never had enough parts for my tastes, so I always built model cars. The few flyable models I built never flew very well, which doesn’t bode well for this endeavor. No manufactured airplanes ever caught my fancy.
Pat's Seats
Carol and I spent years trying to figure out what kind of flying we really wanted to do, which is ultimately what determines what type of airplane to build. It was during my years flying air tankers that I realized I didn’t really like flying as a means of getting from point A to point B so much. What was fun was flying low and sight seeing.

The last major decision was whether to build from plans, or from a kit. With all of my “extensive” model experience I always assumed I would have to build from a kit, but the more I thought about it, the more I came to the conclusion that my burning desire was to BUILD an airplane, not ASSEMBLE one. Flying the finished product was a very secondary concern at this time. I really wanted to build, no matter how long it might take, and I figured it could take 10 years. I was concerned that assembling the plane in a year or two could leave the need to build unfulfilled.

This lead to the criteria for our plane:

  • High wing, for sightseeing,
  • Taildragger, just because we both always liked them,
  • Four seats, so that neither of us had to stay at home if we took passengers
  • Control sticks, instead of a wheel, and
  • Can be built from plans.

In 1996 we went to Oshkosh for the first time to “shop” for an airplane to build. While there, I attended a seminar on choosing a homebuilt aircraft. From that seminar I added one more criteria to my list: The design had to have at least 6 aircraft built and flying as a testament to the validity of the design. I saw the Bearhawk at Oshkosh that year, but didn’t really consider it since only the prototype was flying.
Smokey Bearhawk
After Oshkosh, the Bearhawk kept drawing me back for its looks and utility, but there was always that nagging “only one flying” problem. It wasn’t until I discovered, at my local EAA meeting, that another member, Russ Erb, was building one that I finally decided that there was enough support available for me to dive in too. I sent away for the plans and received plan set number 232 in November 1996.

I bought my first roll of aluminum and started pounding out ribs in February 1997. I had prepared myself for the possibility that the project could take 10 years. That was the estimate I gave people so that they wouldn’t keep bugging me about “is it done yet?” In reality, I hoped it would take only five years. I also expected that at some point, I would get tired of it and work on something else for a while. To my great surprise, that never happened.

Every little milestone led to another aspect of the project that I just had to try. When I finally finished all the aluminum wing parts, I just had to start with the steel parts. Once all the wing parts were done I had to dive into their assembly. Once the wings were finished, I couldn’t wait to start on the tail feathers. This led to the fuselage, then the engine, then covering, and the electrical, etc etc. I was totally hooked. By the time the fifth year passed I couldn’t stop, even though I desperately wanted to. I wanted to get back to doing some of the things I usually do, travels with Carol, hiking, maintenance on the house and cars, but I couldn’t tear myself away from the plane. After all, “it’s almost done, just a little more and it will be finished.” I have since learned what every builder knows, “it’s never done.”

Six years and 4200 hours later, I made that first flight. I have long since gotten over the need to build and airplane. Now I just want to fly it. People ask me, “knowing what I know now, would I do it again?” Continue reading →

Builder Updates from Early 2003

Source: 2003-Q1 Beartracks
Mike- A quick short update- Bearhawk is finish painted- now installing instruments and controls. Cowling and windshield will be installed after inspection. Should complete and paint wings by this spring and start ground testing after completing seats. I am moving into a new hangar (15 miles away from Port Angeles). I bought an I-Mac and am learning how to use it (watch for email!) Beyond that nothing much happening. Keep up the good work, Mike and Bob- we enjoy the newsletter and look forward to next October’s Bearhawk Fly-In. We’ll be sending in photos of the Bearhawk soon. Great to be getting the POH etc, the information is needed for flight testing. We’ll be talking to you soon. Congrats on your certification Mike, it’s been a long haul. Best regards to you both.
Jack Piggot, Dan Donovan- #347- Sequim, Washington
Jack and Dan, Thanks for the kind words and I’ll be looking for that email. If everything you have going on is “nothing much” I would hate to see you when you are busy! ~Mike

Mike, G’Day!- 337 Progressing well. Fuselage is now 99% finished. Wings finished and awaiting fuel leak test (wet wing) then painting before the end of summer. Soon we’ll be starting on the engine, IO-540 low time. We’ll be going through it, I have some components overhauled (fuel injection, etc). It’s starting to get exciting now that we can see the project sitting up in the hangar- hopefully ready to fly mid-late 2003. All the best!
Warren Hutson- #337- Crookwell Australia

Mike- I received my plans #522 in October 2001 and have enjoyed reading the back issues of Beartracks. I have just started to make ribs after a lot of reading and prep construction. Looks like a fun project so far! First time builder!
Eric Bartlett- #522- London, Ontario Canada

Bob and Mike- This is just a short note to let you guys in on my progress. I’ve bought a piece of wood (Jatoba, about 2.5 times harder than oak) for the form block for the ribs. I will begin the process of beating out the ribs as soon as I can get my other project out of the garage in a couple of weeks. This is a great project to be involved with because of the simplicity of the design and people like Russ, Planter Bob, Dell, and the older group members who so willingly share their technical observations with those of us who are just getting started on this journey. Thanks again for this aircraft!
Charles Breen- #572- San Antonio, TX

Charles, if you think they like to share technical information with you on-line, wait until you see the non-technical info they put in print in the “extra issue” with this newsletter. ~Mike

Bob- Something for the newsletter. How about some threaded steel or tubing in the top of the cabin at the ends of the spar carry-thru tubing to accept 4 I-bolts to pick up the aircraft for putting on floats?
Dan Riffee- #267- Elizabeth, WV
Float Hoist
Dan- looks good to us- having never worked with floats we are not too sure of what is needed when lifting the airframe to attach floats. We are looking forward to seeing the first Bearhawk on floats. ~Mike ~Bob

Bob and Mike, Here are a few pictures of what’s going on in Callahan. Top skin went pretty well. Next week the bottom goes on. I’m going to make the changes in the newsletter that I can, new top hats, -4 rivets in the .032 skin, etc. Things are going great, just a little slower than I would like. Hope to be well on my way on the second wing by Sun-N-Fun. Hope to see you both there!
Ernie Green- #049- Callahan FL
Ernie Green Update
Ernie- Always great to hear from you- looking forward to seeing you at Sun-N-Fun. Hopefully the weather will be perfect this year. Keep those photos coming. ~Mike

The two photos below are from Wayne Estment in South Africa. Bob has experienced a sharp increase in plans sales to South Africa. Seems that there is a lot of Bearhawk activity in the region. We also have reports that a Bearhawk is nearing completion. Hope to have some photos soon.

South Africa

South Africa

Pat Fagan Final Assembly

Source: 2002-Q4 Beartracks, Pat Fagan
Pat Fagan Final Assembly
Pat Fagan in Pearblossom CA has assembled his Bearhawk and is awaiting final inspection before flight testing. He sent in a couple of photos of the delivery and assembly at his airport. Pat has promised to send in more photos of the assembled aircraft and a write-up of his first flight experience for the next issue of Beartracks.
Pat Fagan Wing Transport

Tom Yeomans’s Bearhawk

Source: 2002-Q3 Beartracks, Tom Yeomans, #75, Edgewood NM
yeoman1
Hi Bob and Mike, here are a few pictures of the auto-powered unfinished Bearhawk.

The first flight of no. 75 was June 26th, 2002. I don’t have a lot to talk about as far as the flight characteristics of the aircraft itself at this time. Control time spent in the air has been very straightforward with no bad habits to report. The first flights have been short due to engine concerns. During the first flights I was able to do some adjusting of the control systems to get all of the cabling adjusted correctly. The aircraft has a short takeoff run, likes to climb, and a straight rollout in a three-point landing.

The engine is a Ford Duratec 3.0 24-valve engine I have converted myself. I am using a 2:1 belt reduction, electromotive aftermarket ignition/fuel injection, stock Ford injectors, starter, induction, and alternator. Most of the time spent so far has been dedicated to cooling, ignition, and a few mechanical items that do not reflect on the aircraft design at all. I knew going into the auto conversion that I would need to do some changing. I elected to not do an exterior finish until I had all the bugs worked out with the engine. The first flights had the engine sounding good and the RPMs seemed good. During the fifth flight I had an ignition misfire that had me digging into the problem quickly after the flight (I did finish a normal flight). The exhaust was looking very rich and the fuel burn was very low (sounds confusing). No guess at the real horsepower, but can’t be much. I did get a new chip for the onboard computer and offline software.
Yeoman Bearhawk Engine
I have the cooling system temps running under 200 degrees during climb now and the ignition system is very close to a final dial in. I have a little more testing on the ground to do but should be back in the air early September. The fuel burn is now in the 8-GPH range according to the software.

Lessons learned here are, if you want to get in the air faster, talk to Bob about one of his engines, or if you want an auto system without tinkering with your own conversion, look at one of the companies that have lots in the air already. Hope everyone has a great finish to the year and many get their projects flying soon.

Yeoman Bearhawk Panel

Yeoman Bearhawk

Wing Strut End Interference with Wing Skin

Source: 2002-Q3 Beartracks, Tim Babcock, #361, Edmonton AB
Hi Mike, just some news from the north. #361 is progressing nicely. Wings are almost done and I have purchased my O-540 Lycoming with accessories and a constant speed prop. I have all the wheels and brakes, etc. I should be able to start on the fuselage later this summer. I ran into a problem on the wing strut attach fittings. On drawing #15 the strut end at the wing fitting shows a 9/16″ radius from the C/L of a 3/8″ hole. That is fine. On drawing #15a (supplied with the new strut material ordered from Bob) this same area shows a 3/4″ radius from the C/L 3/8″ hole. This fitting hits the bottom of the wing before it can reach line up with the holes in the attach bars. I made a set of attach bars a little longer to allow the holes to line up. I will adjust the strut to make the dihedral work out. I haven’t noticed anything in the newsletters regarding this problem. If you can check that would be great. I don’t think changing the radius on the aluminum bar is a good option.

Mike replies: I checked with Bob and he has suggested builders fabricate piece to drawing and check for fit. If needed, up to 1/16″ of material can be removed on a flat to allow for no interference with wing skin. As with any plans-built there will be slight variances between each builder’s parts. Bob has designed plenty of extra strength in the airplane just for such occurrences.

Tim Weaver Builder Update

Source: 2002-Q3 Beartracks
Hello Bob and Mike, after 20+ years of dreaming and searching through the haystack of plans-built aircraft I have landed on the perfect match (or needle). As you can see from the photos I am thoroughly enjoying the process of building the Bearhawk. I began in January of this year and now have assembled the pictured parts plus I have begun to rivet the rear spars.
Tim Weaver's Progress
Bob, I have prayed very much about deciding to build an airplane. The Lord seemed to guide me to the Bearhawk. When I received the plans and newsletter, I was blessed by the symbol of Christian faith, the fish, at the top of the first issues of Beartracks. Also, Bob, your blessing of “God Speed and Quality First” below the Bearhawk photo put a tailwind to my decision. My desire is to carry the message that God has placed in my heart to many people. I see the Bearhawk as a useful tool in this mission. May God richly bless you.
Tim Weaver's Progress
Bob’s Reply: Praise the Lord Jesus for our many blessings, let us keep praising and worshiping our Savior, striving to tell others the good news.