On 09/11/2008, David wrote:
I tried to post this to the group, but since I received no comments,
I suspect my e-mail may have been lost the ciberspace. So, just in case,
I thought I'd send it to you to be sure you receive the notice that
another Bearhawk has flown. I flew another hour today, and I was even
more impressed. I hope it will be the airplane I have always wanted so I
won't have to build-rebuild something else. It is really impressive.
Today at 9000 it was indicating 105 mph and climbing 700 feet/min. At
10,000 feet 20 inches mp and 2400 rpm it had an average GPS speed from 4
headings of 140 mph. Not bad for a low compression 0-360.
Below is the message I tried to send to the group after the first
I did the initial test flight today on my Bearhawk today. I have
attached a couple of photos taxing out and back after the flight. Too
bad the takeoff and climb photos were really out of focus (my wife was
very disappointed in her camera work). All went well with only a couple
of small problems. I have changed the breather line location because it
was apparently in a negative pressure area and was sucking out a some
oil. To measure empty weight, I had added 8 quarts of oil, and Lycomings
I've flown always dump some oil when full, so this may have contributed.
I also found a loose exhaust bracket that needed tightening. There was
no wing heavy issue, but I may have to add a rudder tab. I need more
tests flights to be sure.
The airplane has Bob's experimental 0-360 with angle valve cylinders,
low compression pistons (I can burn 82 octane fuel), and a McCauley
constant speed prop . The field elevation at Double Eagle Airport
(Albuquerque) is 5800 feet (density altitude was 7200 feet), and the
0-360 Bearhawk did just fine. I had close to 50 gal of fuel. The engine
has channel chrome cylinders, so at this altitude I'm running it open
throttle (I believe I had 22 inches) with 2700 rpm to break in the
cylinders. At 8300 feet, GPS speeds ranged between 143 and 150 mph. I
should pick up a bit more speed after I make and install landing gear
leg and lift strut fairings. Our field elevation is higher than most
builders, so if the few 0-360 builders are interested, I will provide
more performance information as test flights continue.
Let me know if there is any other information that would be of interest.
On 09/11/2008, David wrote:
I'd like to have
the 40 hours flow off in time to fly to Copperstate. Although everything
looks good now, something may come up to prevent flying off the required
40 hours in couple of months.
The dark area on the side of the cowl is a polished aluminum scoop (I
like to pound aluminum) as the air intake for the oil filter. I've
attached a photo. I used Van's RV10 oil cooler mounted on the firewall
which has a scat tube large enough that prevents taking air off the back
of the baffling. So far, the engine is running cool, so it seems to be
I flew again today, and it seems the airplane gets better every
flight. It is rock solid and enjoyable to fly. After 3.8 hours, I can't
find anything I don't like. I did some slow flight today with up to four
notches of flaps and it feels totally solid even below 50 mph - I guess
I've already heard that from other builders who have flown, and it is
certainly true. What I found today that I really liked was the
performance that Bob talks about with power set at 1900 rpm and 19
inches MP. It is very smooth, a lot quieter, and simply feels great. I
think most of my flying will be full power for takeoff, and then loafing
along at 1900 rpm. If Bob flies all the way to Alaska with this power
setting, it should work fine for most of my flying.
Thanks for all of your kind comments.
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