Bear Aircraft
360-hp radial airplane FAQs Merchandise Gallery News Contact
Bear 360


Performance Flight Test Options Gallery Brochure
 
 


Introducing the Bear 360
The Bear 360 is truly an aircraft in a class of its own. It is the only new manufacture, all metal, high-performance, 360 HP radial M-14P powered, tandem seating, Warbird styled aircraft on the market today.

Created by the American-Russian international design team that includes Russia’s most prestigious aircraft designer, Sergey Yakovlev, and America’s most experienced combat fighter pilot and world champion air racer, Skip Holm, the Bear 360 represents an exciting breakthrough in high performance aircraft design and manufacture.

 

The Bear 360 is a high performance two seat all metal low wing monoplane reminiscent of classic World War II aircraft like the Bearcat, Hellcat, Yak and other radial powered aircraft of this era, with a blistering 210 knot cross country performance* (based on the 420 hp optional M14), exemplary aerobatic capability and excellent formation handling characteristics.

The United States and Russia represented by two of the most formidable aircraft manufacturers of our age, joined forces to collaborate on the design and manufacture of this outstanding sport aircraft, the Bear 360.

 

Sergey Yakovlev, through his experience and Russian heritage with the famous Yakovlev Design Bureau, developed the Bear 360 in the tradition of military specifications, quality design and a historical set of standards.  Sergey Yakovlev, chief designer of the Yakovlev-Bear design team, designed the Bear 360 to meet stringent FAR Part 23 requirements as well as full Russian Military Specifications. Furthermore, with over 1,000 hours of wind tunnel and load testing to destruction, the Bear 360 has also undergone extensive flight-testing to US military standards in the expert hands of test pilot Skip Holm. With this dossier, the Bear 360 has been issued FAA approval. 

 

These design standards encompassed requirements for excellent takeoff, landing, and in-flight handling characteristics; coupled with outstanding aerobatic and formation handling capabilities for air show and racing operations. Additionally, the requirements also specified having a 210 knot cross-country capability plus low costs for ownership and maintenance. The result is the amazing Bear 360.

 

The Bear 360 reflects the world-class experience that Sergey Yakovlev and Skip Holm bring to this exciting new breed of high performance aircraft.

 

Bear 360 Aircraft Description
The Bear 360 has a sleek and aggressive profile. It is the modern reincarnation of the mighty American and Russian warbirds of World War II such as the Bearcat, Hellcat, and Yak. If your heart beats a little faster every time you see a Warbird and hear the throaty roar of a mighty radial engine—this is the aircraft you’ve always wanted.
           
Aircraft
The Bear 360 aircraft is a high performance all metal low wing monoplane. Its large two place tandem seated cockpit has ample visibility and dual flight controls. Instrumentation in the front cockpit is current US technology avionics, including GPS. Sold in the experimental category, the Bear 360 meets specifications for this type of FAA aircraft category and is a fully documented FAR Part 23 engineered aircraft. It has undergone over 1000 hours of wind tunnel testing in a certified testing tunnel.  It has been load tested to destruction in a certified structural testing facility. It has been flight-tested to US military aircraft industry and FAA industry standards by a US test pilot.
           
Engine & Propeller
The Bear 360 is powered by the Vedeneyev M-14P, 360 horsepower, supercharged, air-cooled, reciprocating nine-cylinder radial engine. The M-14P is becoming commonplace in the US and is currently being used on numerous aircraft sold in the Bear aircraftUSA, such as the Sukhoi SU-26, SU-29, Yakovlev Yak-12, Yak-18, Yak 50, Yak 52, Yak 55 series aircraft, American manufactured aircraft such as the Pitts Spider and various agricultural aircraft and kit aircraft. The M-14P is supercharged and will maintain sea level power to 7,500 ft altitude. Engine controls are simplified through fuel scheduling hardware so that the pilot operates only the throttle and RPM controls. Engine starting is electric.
           
Vedeneyev dictates the M-14P’s TBO in terms of cycles, which is a common practice in Russia and Eastern Block countries. In the West and Europe’s JAR it has certified the engine for a 1500 TBO. Bear Aircraft maintain a fully stocked parts and maintenance department for the M-14P and Bear 360.

 

The Bear 360 has a three bladed hydraulically controlled constant speed MT Propeller that has been engineered and certified to meet FAA specifications.
           
Wing
The Bear 360 wing has a NASA 63-215 root and 63-412-tip laminar flow airfoil selected to provide low drag, good low speed handling characteristics and excellent stability to high angles of attack. Lateral stability has been demonstrated in the full wind tunnel to 30 degrees angle of attack with flaps full up or full down. The wing is constructed around a massive single piece tapered main spar with stressed aluminum flush riveted skin over conventional stamped aluminum ribs. Wing dihedral is 5.0 degrees. Fuel is contained entirely in the wing structure and no bladders or individual tanks are used except the center sump tank, which feeds the engine (An auxiliary external centerline fuel tank is also available on all aircraft). The landing gear system attaches to the main spar and its surrounding structure. The wing is attached to the fuselage as a single piece structure and the four attach points are precision machined so there is no special rigging required for wing removal/replacement.
           
Flight Controls
The Bear 360 flight control surfaces are all-metal construction and mass balanced so that there is no possibility of aero elastic instability throughout the approved flight envelope. Flight control actuation is through torque and push - pull tube assemblies; no cables are used. Trim on all three axis is electric.  Controlled with standard individual push-pull controls.

 

Fuselage
The Bear 360 fuselage is semi-monocoque, all metal, flush riveted construction. The cockpit area offers excellent visibility for both occupants and accommodates 96% of pilot sizes. The cockpit width at the sliding rails is 25.5 inches. The windscreen is heavy 3/8ths polycarbonate for safety, and the canopy is a large unobstructed bubble offering maximum ground and in flight visibility for both occupants. The canopy slides aft, operated by a hand crank, which is very similar to that of a P51 Mustang. Furthermore, the canopy may be left partially open during start, taxi, takeoff/landing and pattern operating speeds.

 

Landing Gear
The landing gear is conventional, retractable, including the tail wheel. The main gear track is 9.3 feet affording excellent stability and handling in ground maneuvering and good controllability on takeoff and landing, including crosswind operations. The main gear struts are oleo-pneumatic accommodating 8.00X10 inch tires. The brakes are of US manufacture employing two actuation cylinders per brake rotor.


The tail wheel is steerable and pivots through 360 degrees for ground handling/towing. The landing gear retraction and extension is hydraulically operated. An electro-hydraulic pump of US manufacture provides hydraulic pressure. Emergency landing gear extension is by means of a pneumatic charged unlock of the over-center locking mechanism and blow down system. The landing gear system normal operating pressure is nominally 800 PSI.


Electrical System
The Bear 360 electrical system is 28 volts and is charged by a 35 amp B&C Specialties SK35 engine driven alternator, and a 24 VDC battery.


Fuel System
The fuel system consists of three wing fuel reservoirs, an engine driven fuel pump, and an emergency electrical fuel boost pump. Wet wings accommodate 37 US gallons each and the sump/feeder tank in the bottom center of the wing holds the remaining 2 gallons of the fuel system, for a total of 76 gallons. For normal operations the fuel boost pump is not required as the engine driven mechanical fuel pump provides both the suction to pull fuel from the sump tank as well as pressure for normal fuel scheduling throughout the engine operating range. The fuel boost pump provides full normal engine operation for starting, takeoff and landing. Additionally, an optional removable 22 US gallon centerline mounted external tank, similar to a WWII drop tank design, is available for all aircraft.  This external tank fuel is delivered via an electric fuel pump.


Flaps & Speed Brake
The flaps are electrically actuated, via an electric flap switch and can be manually stopped at any flap position.  This 3-position flap switch commands flaps in these positions: flaps up, flaps stopped, or flaps lowering. An electrically actuated speed brake is mounted near the aerodynamic center of the aircraft between the flaps. The speed brake can be employed throughout the entire aircraft flight envelope with minimal change to steady state trim settings. The speed brake can also be employed as a flap for landing.

 
Baggage Compartment
The cross country baggage compartment or equipment bay is 4.2 cubic feet and is designed to carry airline carry-on-baggage for both pilots. It will accommodate up to two roll-around travel bags and two hang-up bags or equivalent in equipment and is limited to a maximum of 65 pounds.

 

Aircraft Performance (Wind Tunnel + Flight Test Verified)

The performance data shown below is from extensive wind tunnel and flight testing.

Gross weight 2760 LBS
Empty weigh 1860 LBS
Fuel capacity 76 GAL
Horsepower  360 HP / 420 HP (Optional)
Length 23.25 FT
Wingspan 23.10 FT
Wing area 93 SQ FT
Wing loading (at gross) 29.7 LBS/SQ FT
Take off roll at sea level (Std day) 825 FT
Take off roll over 50 Ft obstacle 1050 FT
Landing at sea level (Std day) 825 FT
Landing over 50 Ft obstacle 1100 FT
S L rate of climb 1850 FPM
Vne 280 KIAS
Vd 310 KIAS
Max cruise (at Sea Level) 250 KIAS
75% cruise (at Sea Level)  210 KIAS
Stall (clean) Vsi 78 KIAS
Stall (landing configurations) Vso 70 KIAS
Max range @ SL (20 Min reserve) 890 NM
Max roll rate 180 Degrees/Second
Max ‘G’ +6, -3
Fuel 100 Low Lead Av Gas, 91 Octane with NO Ethanol

           
Test Flight Report
The Bear 360 has been tested more thoroughly than any other experimental aircraft in its class in history. The aircraft was wind tunneled for over 1000 hours and structurally tested to destruction. Moreover, Skip Holm, one of the foremost test pilots in the world, conducted the flight-testing. Additionally, the aircraft was thoroughly engineered to both FAR23 and military standards, which is uncommon among home-built or kit aircraft.

 

Leaping Into the Air Like a Homesick Navy Cat
Skip performed a thorough pre-flight inspection, started the throaty M-14P radial engine and taxied to runway 06 at California City. After a careful run-up, Skip took the active. Advancing the throttle, the Bear 360 accelerated down the runway as if on a rail—the aircraft seemed perfectly stable and controllable on the runway. Skip and the Bear roared past the photo crew and lifted off the runway after an amazing 3500 foot take off run. The Bear leaped into the air like a homesick Navy cat.

 

Taking positive control of the Bear 360, Skip hauled through a crisp one mile 90 – 270 and brought the aircraft to a perfect landing on runway 24. As he taxied past the anxious crew, Skip’s grin was visible from a mile away and he provided an enthusiastic thumbs up. Back in the chocks, the Bear growled at idle as if it were ready for another pass down the runway.

Skip had became accustomed to making high speed runs with the tail in the air, as is common in a Mustang, so it was no surprise that the Bear 360 also responded like a Mustang throughout the takeoff, cleanup and climb out. “One of the best first flights ever”.

 

More Stable than a P-51 Mustang, Excellent Control Response
After a full power advance, the Bear hurdled into the air after an 800-900 foot run and Skip actually raised the all-retractable conventional landing gear. The Bear accelerated and climbed to a higher than pattern altitude. It looked rock solid to all the fortunate observers on the ground. On a wide downwind, Skip powered on, making a calculated adjustment of power to verify or correlate power, stability, and control. On the ground, the crew waited anxiously, hoping that Skip would push up the power and make a fast inverted pass down the runway. On the other hand, Skip Holm is the finest test pilot in the world and would never push the envelope so quickly. He responded on the radio that all was correlating exceedingly well, pausing from his intense workload to say things like. “Stable, very stable, good control response,” just as measured in more than 1000 hours of Yakovlev wind tunnel time. One observer asked. “Does he really get paid to do this?”

 

Flight—Data & Engineering
Flights were directed toward handling qualities, stall investigation, system operation, and stability & control. All aspects of these flights were satisfactory, with excellent ratings on all aspects of flight parameters or system operation. Overall, Bear 360 handling is excellent, ground and airborne.  The airplane is very stable and yet extremely responsive. It demonstrated both static and dynamic Harper Cooper ratings of 1 or 2 in all the speed regimes flown.

 

Flights consisted of takeoffs with zero flaps and 15-degree flaps. Landings with 15 degree flaps and 35 degree full flaps. Gear retractions and extensions.  Clean and dirty stall examinations of 15 degree flaps and 35 degree full flaps, as well as extensive engine/systems management.

 

Ground Handling
Ground handling is excellent for a tail-dragger. Ground control is easily manageable for taxi tasks, for takeoff heading control in the initial tail down portion and for the tail up acceleration takeoff task. When compared with other Warbird tail-draggers such as the T-6, P-51, Bearcat, Spitfire, Corsair, or Sea Fury; the Bear 360 exhibits the same basic characteristics and requires the same basic controls to accomplish the takeoff task. However, there are two important characteristics that distinguish the Bear 360 from other tail-draggers:

Aircraft reaction to a control input is crisper, especially in directional control.

Tail-dragger aircraft typical handling quality concerns, such as visibility, control on the ground, control in the “wheel landing” attitude, and cross-wind control, are less noticeable, less derogatory than most of these other warbirds and considerably easier than the Pitts or Christian Eagle.

 

The outstanding ground handling characteristics make the Bear 360 an excellent aircraft for dual-control tail-dragger type training or currency requirements for tail-dragger aircraft.

 

In the Air
Airborne, the aircraft handles very well, is stable, very responsive, and demonstrates both static and dynamic Harper Cooper ratings of 1 or 2 in its speed regime, from slow to max speed.

 

Bear flyingA stall investigation was accomplished at 1G, clean. The aircraft exhibited noticeable buffet 6 knots above the stall, and stalled at 81 KTS.  The engineering estimation at stall altitude was 78 KTS at an empty weight of 1878 pounds plus fuel, whereas the prototype was 1901 empty plus fuel/PAX on board. The stall was straightforward, stalled with a mild buffet, and did not have any tendency to snap like a P51.

 

The right wing stalled first (due to power - left rotating engine), and with a slight relaxation of the stick, the stall recovery was crisp, with excellent control authority.

 

Handling qualities were excellent, with control harmony and control authority very good. All controls exhibit negligible dead band, good slope, and smooth mixing for excellent control harmony, all due to good engineering and push rod flight control systems. Stability and control tests showed deadbeat in all axes for all speeds.  Negotiable roll due to rudder, adverse yaw or roll coupling.   Similar conclusions were observed and recorded for Dutch roll, phugoid and static stability.
  
On Landing
Landing control was as expected, excellent. This task was considered to have been an easy accomplishment. Touchdowns are smooth, with bounce tendencies almost zero, that is, tendencies to bounce like a P51 being essentially nil.  Normal pilot techniques work easily for any small bounces that can still occur. However, power has to be maintained until round out in the flare, as once power is pulled off, the prop effect is substantial and the aircraft will loose speed immediately.  Once on the ground roll, the power pull-off is very noticeable and the rollout is subsequently short.  Rollout including tail down was easily accomplished, with no noticeable washout of directional control during tail lowering, which is common on many tail-dragger type aircraft that do not have as large a proportional vertical as the Bear 360.

 

A Smooth, Stable, Pilot-friendly Performer
The performance was excellent, and the stability characteristics were exceptional. The aircraft proved to be very pilot-friendly. The Bear 360 stalled as predicted, straightforward with a crisp recovery. The landing was uneventful, and the rollout, including tail down, was easily accomplished, with no noticeable washout of directional control. 
After flights, Skip reported, “Stable, better than a P-51.” Our response, “Looked stable as a F-105 with eight 750’s at 490 knots. Excellent control response.”

Final Assessment
The Bear 360 showed outstanding performance, excellent stability and exceptional ground handling qualities.

Options
Options listed below represent four different configurations including:
Ready to Fly (RTF)
Warbird Edition
Skip Holm Signature Series
Almost Ready to Fly (ARF)

Standard Equipment List (Ready to Fly (RTF) Bear 360 and Warbird Edition)

M-14P 360 hp Vedeneyev power plant, including accessories and manuals

MT-Propeller
Avionics:
  -Garmin GTN750 GPS/Nav/Com/Audio Panel
-Dynon Skyview 10” EFIS D1000 w/Transponder and w/2 Axis Autopilot
-Electronics International MVP-50 9 Cylinder engine monitor
-2 ¼” backup instruments (Airspeed, T&B and Altimeter)
Hydraulic braking system
Wheel assemblies and Goodyear RIB TLS 16-4.4 6 Tires
Retractable landing gear
Steerable tail wheel
Electrical system:
  -B & C Specialties SK35 Sukhoi 35 Amp Alternator
-B & C Specialties LR-3B/28 Regulator
-B & C Specialties high torque lightweight starter
-Electrically actuated flaps and speed brake
-LED Strobe system
-LED Landing light
Hydraulic System
  -Electro-hydro pump Landing gear extension and retraction system
-Emergency gear extension system
Dual flight controls
  Military stick grips with three-axis electrical trim system
Autopilot disconnect, and other customer adjustable features.
Mass balanced flight controls
Push-Pull tube assembly flight control actuation
Construction
  -Aerospace grade aluminum, chemically etched skins (thicker than on P51’s).
-
Titanium firewall
-Flush riveted treated skin.
-Cargo compartment for 65lbs. of luggage.
-Engineered to US - FAR23 – Standard Configuration
Two tone Leather interior standard
Aircraft flight and technical manuals
M-14P Engine and MT Propeller Manuals
Available colors
 

With a few exceptions we will paint your aircraft in almost any single stage solid color you like. All you have to do is provide the paint code.

 

Skip Holm Signature Series
The Skip Holm Signature series is the luxury variant of the Bear 360. It includes your choice of a wide range of high-end avionics, autopilot, fully customized paint, plus well-appointed cabin amenities such as plush, hand-tooled, leather seating and panels. In short, everything you would ever want on a high-performance, luxury class aircraft you’ll find in the Skip Holm Signature Series. Custom built to exacting specifications by the Yakovlev factory. Contact Bear Aircraft for features and pricing of the Skip Holm Signature Series.

Almost Ready to Fly (ARF) Aircraft
Same as the RTF aircraft, except Engine, Propeller, Avionics, Interior and Paint are not included.  However, Cockpit, Engine Firewall, Landing Gear and Landing Gear Wheel Wells are painted in 5th generation grey during assembly of the ARF aircraft.  If buyer provides engine and propeller to the factory, these will be installed without charge.

Optional Equipment List

M-14-Exp by Barrett Precision Engines

Glass cockpit
FW190 Fighter Canopy (click for a view)
Canopy Tinting
Auxiliary 22 gallon Centerline Fuel Tank
Extended Wing Tips
Spinner-Afterbody - Oversized Race version
Avionics Upgrades - based on customer requirements
Custom leather interior with full sound proofing package
Dog fighting package (shoot your friends down on the weekend!)
Camera installation


Pricing
Warbird Edition—Ready to Fly, Experimental Exhibition: $310,000

Skip Holm Signature Series—Call for detailed specifications, options and pricing.

ARF—(Almost Ready to Fly) Does not include: Engine, propeller, avionics, interior or paint. Cockpit, engine, landing gear and wheel wells are painted in 5th generation fighter grey. $185,000

 

Production Schedule
The Bear is currently under production in Orenburg, Russia. After the completion of a purchase agreement, the estimated time of delivery is four months for the RTF or ARF aircraft to arrive in the United States. Time to complete a RTF aircraft after arrival in the US is another month.  The ARF will be delivered immediately upon arrival in the US.

 

Parts and Service
Maintenance and common service replacement parts will be available for immediate shipment from Bear Aircraft within a day of request. Major components such as wings and more complex requests will have longer lead times.

 

The Bear can be serviced by most competent FBO’s and A&P’s.

 

Schedule a Demo Flights and Purchase a Bear 360
Bear Aircraft LLC is currently accepting reservations for demonstration flights rides. All flights will take place at Shafter, CA (KMIT) – 2.5 hours (drive) north of LAX.

 

Contact us today to schedule a demonstration flight in the most thrilling aircraft in its class. You might even have the opportunity to fly with a legend, CEO and chief test pilot, Skip Holm.

 

Tail-dragger experience is not required. The flight controls are large, with a long moment arm, which makes the aircraft very responsive in flight, and very controllable for all ground handling. This is an ideal aircraft to get tail wheel experience.

 

All demonstration flights and training will be conducted by Bear Aircraft. Cost for a demonstration flight is $500. This fee is payable at the time a reservation is made. The price of the demonstration flight can be applied towards the purchase of the aircraft.

 

The demonstration flight lasts approximately half an hour and covers the following:
-Ground briefing, Start, Taxi
-Take Off, Climb profile
-Handling Qualities, Stability & Control Characteristics
-Damping, Trimability, Controllability, Sideslips
-Departure Resistance, Approach to Stall, Stalls
-Performance characteristics
-Aerobatics incliuding Aileron roll, Lazy 8, Cloverleaf and Barrel roll
-Landing

 

We are currently accepting purchase orders for the Bear 360. Please contact Bear Aircraft LLC for details.








Copyright © 2009 Bear Aircraft LLC. All rights reserved.
Bear 360
Investor Relations
Press and Media
Management
Links