Bearhawk Aircraft - flying approaches, aircraft modifications

I discuss:
STOL approaches
Position error
Engine cooling
EFIS warning/caution lights
Fuel flow matching the cylinders
Oil cooler butterfly valve
Check out my website bearhawkblog.com

[@Ko3n3k33]

So much great info, please keep them coming!!!

[@bearhawkblog3527]

Thanks.

[@robmcgechan4581]

Love the 540 engine. Bear hawk looks like a great machine. Well done mate👌

[@EricSimoneau]

A very informative video! Thanks for sharing.

[@plantpower3048]

Great video! its incredible we still haven't embraced Fadec fuel injected engines, such as the Ul520is....

[@bearhawkblog3527]

Yep it'd make life alot easier. One lever.

[@dougdrinkwater1119]

Awesome info👍

[@bearhawkblog3527]

Thanks Doug.

[@plantpower3048]

Any plans on modifying the flaps? for slotted flaps like the PSTOL? You probably lose elevator and rudder authority due to those big plain flaps that stop the airflow to the tail. You can also approach at a lesser AOA, etc.

[@bearhawkblog3527]

I've wondered about that. But probably not on this aircraft, mainly because I'm now flying it alot and wouldn't want the down time. Definitely having a lower body angle would be nice for visibility. Also at low speeds it tends to land tail first. Yesterday I fitted ABW 29" tires and that made a huge difference. Much nicer touchdowns, more prop clearance, easier to touch the mains first. Also because of the higher AOA the tail lifts much easier.
With mine because of the forward CG (8.2") the elevators tend to stall first (power off) and it makes it look like a very docile stall. Actually if you do a power on stall it gets to a ridiculously high pitch attitude, then drops like any other aircraft. On a normal approach, if I use about 50kts at 2100lbs, I can see my aim point easily over the nose, and stop in about 120m. So I'm just flying my approaches like that. All of our backcountry airstrips are 250-300m long typically. The big issue is more directional control.