BEARHAWK LSA NOT YOUR FATHER’S

Lsa

by Chuck Berthe

When I last took a look at the Bearhawk LSA, the prototype was flying, plans were available for scratch building, and kits were beginning to ship. Nevertheless, designer Bob Barrows was still finding ways to improve the design. Performance was good with a 65 hp Continental engine, but he knew it was inevitable that some builders would ask for a larger powerplant. (Imagine that!) Anticipating their requests, he was already working on a modified Continental C85-8 engine that produces a little over 100 hp, (Barrows estimates 105 hp, but it’s never been dyno tested.)

With the new engine installed and a McCauley 74-inch diameter, 41-inch propeller on the nose, it seemed like the perfect time to flight-test the Bearhawk LSA. I contacted Barrows, and we agreed to meet at Virginia Tech Airport in Blacksburg, Virginia, which has both a paved and turf runway.

It’s

All in the Cards

In the FBO pilot-briefing area, Barrows and I discussed the test card for the evaluation flights. For the first flight, I asked Barrows to demonstrate a takeoff and landing from the front seat, and I would do the climb, cruise, stall, and flying qualities evaluations from the rear. For the second flight, we would switch seats and I would conduct the takeoff and landing, stability, and flying qualities evaluations from the front (while Barrows clenched his teeth in the rear). Barrows agreed, so we walked out to take a good look at his most recent design.

Like at First Sight

At first glance, the Bearhawk LSA looks like a typical rag-wing taildragger. But closer inspection reveals it actually has a fabric-covered tail and fuselage, with metal wings.

There certainly is something different about the wings; they don’t have the expected Piper, Aeronca, etc. leading edge and cross section. Barrows said they were Riblett 30-613.5 airfoils, with a maximum thickness at 30 percent chord, 6 percent camber, and a maximum thickness of 13.5 percent. I wondered what affect the airfoil would have, but I should have figured it long fuselage connected to a large tail almost guarantees good longitudinal and directional stability, and an ample CG range.

The horizontal stabilizer is a bit unusual for this class of aircraft. Rather than the simple slab used on similar designs, it has a symmetrical airfoil cross-section for increased pitch control.

Both landing gear systems were designed by Barrows. The tailwheel is a full-swivel/ steerable arrangement, and the mains are scaled-down spring/hydraulic shock units that have been proven in rough-terrain environments on the previous Bearhawks. The main wheels, hydraulic disc brakes and tires were obtained from Matco. Cockpit entry required a small step for Barrows and a giant leap for me. I think a step would have been nice. [An optional step is now available.] out. The Bearhawk Patrol has the same airfoil with a 4 percent camber, which gives it an exceptional cruise speed.

The 34-foot wingspan and sizeable fabric-covered ailerons near the wing tips suggested we’d see some adverse yaw. But the large vertical stab and rudder indicated it had been anticipated.

The flapless wings were covered with 0.016-inch 2024-T3 aluminum skin. Barrows indicated, however, that production aircraft will have 0.020-inch wing skins to provide better airfoil continuity and ease of construction.

The overall lines are aerodynamically pleasing, and the 21-inch tires give the Bearhawk LSA a semi-tundra look. The

The functional cockpit felt roomier than a Cub or Champ, with a normal size pilot seat in front, with fore and aft adjustment capability, and a wide rear seat (Champ or PA-12 like) with quite adequate legroom at both locations. Cockpit visibility is good from either seat, with excellent visibility over the nose from the front.

Flight controls consist of stick and rudder, front and rear, with toe brakes provided for the front seat, which is the solo pilot position. The ailerons and rudders are cable controlled, and the elevator is controlled by pushrods. A single pitch trim control is located overhead and is reachable from the front and rear seats. There was

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