X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from relais.videotron.ca ([24.201.245.36] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4571605 for flyrotary@lancaironline.net; Mon, 08 Nov 2010 19:22:28 -0500 Received-SPF: pass receiver=logan.com; client-ip=24.201.245.36; envelope-from=lamber@videotron.ca MIME-version: 1.0 Content-type: multipart/alternative; boundary="Boundary_(ID_bE3FIUharINNBju6r7JV9w)" Received: from [127.0.0.1] ([74.56.197.125]) by VL-MR-MRZ20.ip.videotron.ca (Sun Java(tm) System Messaging Server 6.3-8.01 (built Dec 16 2008; 32bit)) with ESMTP id <0LBL00F6CD079J70@VL-MR-MRZ20.ip.videotron.ca> for flyrotary@lancaironline.net; Mon, 08 Nov 2010 19:21:44 -0500 (EST) Message-id: <4CD8941E.6080807@videotron.ca> Date: Mon, 08 Nov 2010 19:21:50 -0500 From: Raymond Lambert User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.9.2.12) Gecko/20101027 Lightning/1.0b2 Thunderbird/3.1.6 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Bear hawk dream airplane References: In-reply-to: This is a multi-part message in MIME format. --Boundary_(ID_bE3FIUharINNBju6r7JV9w) Content-type: text/plain; charset=ISO-8859-1; format=flowed Content-transfer-encoding: 7BIT You can all judge by yourself. When I read this, I thought that this guy exceeded his abilities and the airplane capabilities. ""The wind sock was sticking straight out 90 degrees to the runway, but taxing in I noticed the wind was gusting the sock 45 degrees either side of 90 as well. We hadn't been out of the planes more than 5 minutes before we realized we'd been a huge mistake stopping here. There were no facilities, not even an outhouse, so there was no way to escape the gale. We came to the realization that continuing our exploration or spending a night camping in these conditions was not palatable. We chose to go back to Tonopah . So now we were tasked with figuring out how to escape this place. We discussed departing across the ramp directly into the wind but with the gusty conditions, high field elevation and fence at the end of the ramp I didn't feel comfortable with the available room. I paced off a route facing the 45 degree gust from the northwest. It was marginally long enough but it would require exiting the ramp at an angle passing between two taxi markers, avoiding a large pothole and once again, a fence at the end. I then paced off a path into the 45 degree gust from the southwest. This route would allow a running start on the runway, turning to angle across the ramp. At the end of the ramp was a dirt road that started out aligned with the take off path but with a left hand dogleg about halfway to the ubiquitous fence. I wasn't crazy about any of these options but Bill liked the odds on the SW departure path. He went first and I watched him depart. Everything looked good until he missed the dogleg and ran off into the weeds. He did manage to miss the fence but it sure looked scary. I chose to depart on the runway, figuring that was the smart decision. I parked on the runway next to the wind sock, watching and waiting for the gust to swing my direction. When it did I slammed the throttle and, bending the stick into the wind, went tearing down the runway. Unfortunately, somewhere between going pretty fast and not fast enough a gust picked up my upwind wing beyond anything I could control. I muttered "Here we go" before I began sliding backwards off the runway into a dirt berm. The gear folded, the right wing stabbed into the ground and the full power propeller churned up a cloud of dust. 0-40 and back to 0 in less than a minute. Impressive."" Raymond Lambert On 11/8/2010 5:54 PM, Newton, Eric wrote: > > Now that's biggest load of bull I've ever read. I built and fly a > Bearhawk and have taken off and landed in all sorts of wind > conditions. BTW - I am a low time pilot (about 350 hours) and even a > lower time tail wheel pilot (about 150 hours) and have never had a > problem with my Bearhawk. I have landed and taken off in gusty > crosswinds of all sorts up to 20 knots and never a problem. Mine is > built exactly to the plans with no modifications. It is very > forgiving of the stupid stuff I've done to it and I've always had > plenty rudder authority and brakes to correct my sometimes less than > perfect landings. > Why is it that every time some jughead wraps his airplane up in a ball > or flips it over, he wants to immediately blame it on the airplane? I > am so sick of people not being able to admit they just plan ole > _screwed up_. > The Bearhawk is a good solid, honest airplane that does whatever is > asked of it. Just the fact that your "hangar landlord" was using "a > lot of fast stick and rudder work" tells me a lot about what his > problem might be. Get it lined up on final, at the proper speed, > proper attitude (the airplane and pilot) and then hold it there making > very small corrections as needed to keep it straight and lined up with > the runway. If you are jerking the controls around like an idiot, the > airplane is going to do exactly what you are telling it to do. > Bummer that people have to bad mouth a good airplane. What a bunch of > malarkey. > Eric Newton - Long Beach, MS > Bearhawk N57EN - "Miss'ippi Mudbug" > http://mybearhawk.com > From: Don Walker > Subject: Bear hawk dream airplane > Date: Mon, 08 Nov 2010 10:43:03 -0800 > To: flyrotary@lancaironline.net > > Message Header > > > Undecoded Message > > > Dustin, > My hanger landlord, a 20,000 hour ATP finished building a Bearhawk > with an 0-540 in it. He's a serial builder and it's a 10.5 out of 10. > According to him, the design has several serious flaws. He put it on > it's back in a moderate crosswind. Cost him 30 grand. After checking > out the problem he found: The landing gear from the factory are not > straight. He modified and straightened them. It needs Much more > engine offset. The tail is much too small. Factory support leaves > much to be desired and design deficiency problems are left to be > worked out by the builders. The company may be in financial trouble. > I have flown it in once with him since all the rework. Nice solid > airplane and not as heavy on the controls as many. I watched his > landing on a no wind day and he worked very hard with a lot of fast > stick and rudder work. He still won't fly it with moderate cross > winds. There is a Bearhawk builders group on Yahoo. Suggest you > spend a lot of time reading over the postings. Just a heads up. > > Don Walker > RV-8 Renesis > Flying and modifying > > > Subscribe: Feed > , > Digest > , > Index > . > Unsubscribe > > Mail to ListMaster > > > --Boundary_(ID_bE3FIUharINNBju6r7JV9w) Content-type: multipart/related; boundary="Boundary_(ID_/vi5pEqzEx3sd8AcXP0FNA)" --Boundary_(ID_/vi5pEqzEx3sd8AcXP0FNA) Content-type: text/html; charset=ISO-8859-1 Content-transfer-encoding: 7BIT You can all judge by yourself. When I read this, I thought that this guy exceeded his abilities and the airplane capabilities.

""The wind sock was
sticking straight out 90 degrees to the runway, but taxing in I noticed the wind was gusting the sock 45 degrees either side of 90
as well. We hadn’t been out of the planes more than 5 minutes before we realized we’d been a huge mistake stopping here.
There were no facilities, not even an outhouse, so there was no way to escape the gale. We came to the realization that continuing
our exploration or spending a night camping in these conditions was not palatable. We chose to go back to Tonopah .
So now we were tasked with figuring out how to escape this place. We
discussed departing across the ramp directly into the wind but with the gusty
conditions, high field elevation and fence at the end of the ramp I didn’t feel
comfortable with the available room. I paced off a route facing the 45 degree
gust from the northwest. It was marginally long enough but it would require
exiting the ramp at an angle passing between two taxi markers, avoiding a large
pothole and once again, a fence at the end. I then paced off a path into the 45
degree gust from the southwest. This route would allow a running start on the
runway, turning to angle across the ramp. At the end of the ramp was a dirt road
that started out aligned with the take off path but with a left hand dogleg about
halfway to the ubiquitous fence.
I wasn’t crazy about any of these options but Bill liked the odds on the
SW departure path. He went first and I watched him depart. Everything looked
good until he missed the dogleg and ran off into the weeds. He did manage to
miss the fence but it sure looked scary. I chose to depart on the runway, figuring
that was the smart decision. I parked on the runway next to the wind sock, watching and
waiting for the gust to swing my direction. When it did I slammed the throttle and, bending
the stick into the wind, went tearing down the runway. Unfortunately, somewhere between
going pretty fast and not fast enough a gust picked up my upwind wing beyond anything I
could control.
I muttered “Here we go” before I began sliding backwards off the runway into a
dirt berm. The gear folded, the right wing stabbed into the ground and the full power
propeller churned up a cloud of dust. 0-40 and back to 0 in less than a minute.
Impressive.""
Raymond Lambert

On 11/8/2010 5:54 PM, Newton, Eric wrote:
Blank

Now that's biggest load of bull I've ever read.  I built and fly a Bearhawk and have taken off and landed in all sorts of wind conditions.  BTW - I am a low time pilot (about 350 hours) and even a lower time tail wheel pilot (about 150 hours) and have never had a problem with my Bearhawk. I have landed and taken off in gusty crosswinds of all sorts up to 20 knots and never a problem.  Mine is built exactly to the plans with no modifications.  It is very forgiving of the stupid stuff I've done to it and I've always had plenty rudder authority and brakes to correct my sometimes less than perfect landings.
 
Why is it that every time some jughead wraps his airplane up in a ball or flips it over, he wants to immediately blame it on the airplane?  I am so sick of people not being able to admit they just plan ole screwed up. 
 
The Bearhawk is a good solid, honest airplane that does whatever is asked of it.  Just the fact that your "hangar landlord" was using "a lot of fast stick and rudder work" tells me a lot about what his problem might be.  Get it lined up on final, at the proper speed, proper attitude (the airplane and pilot) and then hold it there making very small corrections as needed to keep it straight and lined up with the runway.  If you are jerking the controls around like an idiot, the airplane is going to do exactly what you are telling it to do.
 
Bummer that people have to bad mouth a good airplane.  What a bunch of malarkey.
 
Eric Newton - Long Beach, MS
Bearhawk N57EN - "Miss'ippi Mudbug"
 
 
 
 
 
From: Don Walker <drwalker@gbis.com>
Subject: Bear hawk dream airplane
Date: Mon, 08 Nov 2010 10:43:03 -0800
To: flyrotary@lancaironline.net
Message Header

Undecoded Message
Dustin,
My hanger landlord, a 20,000 hour ATP finished building a Bearhawk with an 0-540 in it.  He's a serial builder and it's a 10.5 out of 10.  According to him, the design has several serious flaws.  He put it on it's back in a moderate crosswind.  Cost him 30 grand.  After checking out the problem he found:  The landing gear from the factory are not straight.  He modified and straightened them.  It needs Much more engine offset.  The tail is much too small.  Factory support leaves much to be desired and design deficiency problems are left to be worked out by the builders.  The company may be in financial trouble.  I have flown it in once with him since all the rework.  Nice solid airplane and not as heavy on the controls as many.  I watched his landing on a no wind day and he worked very hard with a lot of fast stick and rudder work.  He still won't fly it with moderate cross winds.  There is a Bearhawk builders group on Yahoo.  Suggest you spend a lot of time reading over the postings.  Just a heads up.

Don Walker
RV-8 Renesis
Flying and modifying

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