My First Landing At Oshkosh Was In A Citabria In 1974... At Age 13 (8 Pix)

Here was the Oshkosh 74 campsite with the Citabria in the North 40

3-seat Citabria?

 With OSH14 being just weeks away now, I got to thinking about the first time I made a landing at Oshkosh. I guess I dream about the past since once again I won't be flying into Oshkosh... it'll all be ground-bound again this time around. Nothing wrong with driving in, but of course it's always better to be able to fly in. While things are indeed better for me now than most of the last 5 years, I still seem to have crazy strong headwinds in my life. No matter what direction I go, strong winds are on my nose. It gets tiring, the fuel burn is high, and the ground covered is greatly reduced. Oh well, this is my life.

 Back to that first OSH landing. It was Oshkosh 1974, I was just 13 years old, and I made a nice wheel landing on runway 27. If I remember correctly there was a little light rain at the time, and I know the tail was riding just a little lower than on most of my wheel landings. More on that in a minute. I was in the front seat of our still-smells-new 7KCAB Citabria, which we had picked up at the Bellanca factory in northwest Wisconsin earlier in the year. My dad had taught me early on to fly the Citabria out of the Elgin Illinois airport. The north/south runway there was very narrow and there always seemed to be a crosswind. And I learned in the winter. It was a perfect place to learn to fly a taildragger! By Oshkosh time, still 13, I was quite proficient with the airplane and felt comfortable flying it in various conditions.

 This trip to Oshkosh was a bit unusual. My dad was in the back seat for our flight from Elgin to Oshkosh, which was about an hour and a half long. But today, he was really in the middle seat. My dad had a habit of bending rules whenever it suited him, and for this trip, our Citabria was a 3-seater. My sorta girlfriend/neighbor Cindy, who was also 13, was riding in the baggage compartment along with a small tent and some basic Oshkosh supplies. I think we were still within the CG limits since she was probably only about 80 pounds, but I'm guessing the lack of a seat and seatbelt made this trip a little on the outside of the FAR's.

 Me at 13 with my sorta girlfriend/neighbor (Cindy) in the donut tent at Oshkosh 1974

 Since we had left Elgin with quite a bit of fuel onboard, and with Cindy in the baggage compartment, the airplane definitely was heavier on the tail. If I had been really thinking I would have added 5 mph to the approach speed to compensate, but I didn't. No worries tho, the tail was just a little low as I squeaked the mains on the nice big and very wide runway 27 at Oshkosh.

 I should probably mention that the view from the baggage area in a Citabria is fantastic. The large rear windows extend all the way to the back so Cindy had a great view for the ride. However, the trip back home a few days later was pretty bumpy and she wound up tossing her cookies. It wasn't a big mess tho and we continued on with her feeling better after the upchucking. She was a great friend back in those days and a real trooper for being willing to sit in the back seat of our 3-seat Citabria!

 Below are more pix I found from that Oshkosh 74 trip. There's some pretty cool stuff to see. And of course by now you should now that OSH14 will be the best Oshkosh ever... because the best Oshkosh ever is the one you are at right now! (previous best OSH ever posts: OSH09 / OSH10 / OSH11 / OSH12 / OSH13)

Oshkosh 1974 the day we arrived when I made my first landing at Wittman Field

First year for the War Aircraft Replicas (W.A.R.) and the VW powered FW190

Click to read more ...

Itty Bitty Jets... FLS Microjet (Neo BD-5J) VS SubSonex JSX-1 (Videos)

 It's a pretty universal dream: a tiny little jet that feels like it has become a part of you... you think it, and it does it... the perfect dream machine that'll do pretty much anything you can think of. If you really love flying and you haven't had that dream yet, I'm guessing it's just a matter of time. It's a dream first made real by Jim Bede back in mid 70's with the BD-5J: as in J for 'jet'. And now, just about 40 years later, we've got two recent videos worth watching of two airplanes that are born, to one degree or another, out of Bede's original dream machine.

The updated BD-5J concept from bd-micro: the FLS Microjet (photo: flsmicrojet.com)
 

 The FLS Microjet looks like a BD-5J, and mostly it is. But it's been updated, modified, and is actually available as a kit (with builder assistance) for $189,500 from bd-micro.com. The video above gives a very nice overview of the BD-5J and the updated FLS Microjet as presented by AOPA Pilot Magazine. Their full December 2012 article is here: Micro. Little jet, big impact. I very much enjoyed the article on FLS Microjet as well as the video above... especially the pic on the left side of the screen starting at 1:05. Yeah, that's a pic either me (as an 11 year old) or my dad took at the Bede factory in 1972 that shows both Burt Rutan and test pilot Les Berven (see the full post on AirPigz here). It was pretty cool to see the pic in that AOPA video, tho it would have been nice if they woulda asked instead of just lifting it from AirPigz.com. Oh well, welcome to the internets.

 And then we have the second video below from Sonex Aircraft and their sorta pre-prototype SubSonex itty bitty jet. The SubSonex JSX-1 uses the same PBS JT-100 turbine engine that powers the FLS Microjet and winds up having size and performance numbers that are remarkably similar. They have the same 416 pound empty weight, with the Microjet having a gross weight 10 pounds higher at 860 pounds. The Microjet has a slightly higher cruise speed (183mph) and a slightly higher Vne (288 mph). What you get in a big way with the Microjet is beauty. The SubSonex looks nice but it can't begin to compare with the flowing compound curves of the BD-5J / FLS Microjet. And you'd expect that cleaner look (and fully retractable landing gear on the Microjet) to yield higher speeds, but the SubSonex (with only a retractable nose gear) runs a very close second in this race. 

 You can learn much more about the SubSonex here on their Hornets' Nest SubSonex page (most recent update on the project posted today, 11-30-12), and also in this December 2012 AOPA Pilot Magazine article: Jet in a box.

SubSonex JSX-1 single seat jet from Sonex Aircraft  (photo: Sonex Aircraft)
 

 What remains to be seen is whether the SubSonex progresses to the point of actually becoming a kit aircraft, and if so, what kind of cash would a fella have to lay down to get one in the air. In theory, it's far simpler construction should make for a more affordable airplane that still brings some seriously large smiles to the guy with the side-stick controller in his right hand... but it's gonna be hard to see ANY airplane ever look as cool as the BD-5J / FLS Microjet!

A Challenge From Brazil - The Speedy Record Setting CEA-308

Record setting CEA-308: 223 mph on 80 hp   (photo: CEA308Record.wordpress.com)

(6 pix and 1 video)

Here's an article by my friend Elliot Seguin, a project engineer and flight test engineer at Scaled Composites. It's on the Brazilian CEA-308 aircraft and the world records it set in December 2010 in the class for internal combustion powered landplane with a takeoff weight of 661 pounds or less. The article was originally written for the Scaled employee newsletter.

 This good looking little airplane may be the most exciting thing to happen in record setting in the last few years. This one off homebuilt recently took the time to climb to 3000m as well as the 3km, 15km, and 100km speed records for its weight class. It was built by students of the Center for the study of Aeronautical Engineering at the Federal University of Minas Gerais in Belo Horizonte, Brazil, directed by Professor Paulo Iscold.

The CEA-308, Pilot Gúnar Armin, and Professor Paulo Iscold

 The design phase started in 1999 as Paulo’s undergraduate project. The construction of the design started in 2000 and used wood and steel for the fuselage with white foam formed in between bulkheads and stringers which was carved to shape and covered with fiberglass. The wing is built-up wood ribs and a wood spar; like the fuselage the spaces between the wood parts were filled with white foam which was carved to shape and covered with fiberglass.

Early CEA-308 2 cycle engine installation - records were set with the Jabiru engine

Click to read more ...

Burt Rutan And The Bede Aircraft Factory: 1972

Burt Rutan (middle) and the BD-5 at the Bede Aircraft Factory in 1972

 The aviation opportunities I had before I was even old enough to drive as a result of my dad's love for flying were pretty amazing. For example, to just scratch the surface, I was at the Reno Air Races 1968 thru 1970 (I was born in 1961), and at the last EAA Rockford fly-in in 1969 as well as the new Oshkosh location in 1970, and he taught me to fly at 13 in the brand new 1973 Citabria 7KCAB he bought... by the time I soloed in a glider on my 14th birthday, I had lived more aviation than most people get to in a lifetime. Thanks dad! He passed away January 10, 2009... please check out my tribute to Robert Clupper, my dad, and his amazing life in the sky.

 The whole BD-5 'Micro' revolution of the early 70's was a big part of my life as well. My dad had ordered kit #322 (out of 5,000+ that were eventually ordered) and we made several trips from Illinois to Newton, Kansas to check out the Bede Aircraft factory. The picture above is one my dad took on what might have been the first trip we had made there. It's pretty cool for a lot of reasons. It's cool because it shows the first of the all metal BD-5 prototypes (N501BD) with the newly configured 'stabilator' horizontal tail. The early V-tail proved to be nothing more than cool looking, and the subsequent change to the first generation 'standard' tail had also been full of complications. The solution was the larger, relocated 'flying tail'.

 The picture is also cool because the shorter guy on the right is Bede's new test pilot at the time, Les Berven. Les was not only sized very appropriately for the BD-5, but he was just crazy enough to be a good fit for the unusual 'Micro' flight test program. After the Bede years, Les went on to be the chief test pilot for the FAA's Northwest Mountain region. There, he flew Boeing aircraft during the certification process from the late 70's thru his retirement in 2001. Sadly, Les passed away shortly after retiring. This Seattle Times article on Les Berven gives some great info on his test pilot life.

 Lastly, and most notably, this is a cool pic because the guy in the middle, with the vertical striped shirt and biased striped tie, is Burt Rutan. When I look at the print date on the picture (July '72), it would appear that Burt had not been involved in the BD-5 program very long at this point. Burt's contribution to solving many of the 'issues' the BD-5 had was significant. Jim Bede has had some of the most unusual and potentially fantastic aviation ideas over the years, but there was often a gap between the genius of the ideas, and reality. It seems Burt's job at Bede Aircraft was to bridge that gap. Also, much of what Burt learned from the Bede years, both in aircraft design and business management, had a direct impact on the way he approached his own homebuilt aircraft business when he started the Rutan Aircraft Factory (which developed designs, but then only sold 'plans') in 1974.

 With Burt announcing that he will retire from being the Chief Technical Officer at Scaled Composites in April 2011, I thought this was a great time to start looking back at his most-amazing career in aviation. Watch for more little snippets of Burt's wild and interesting aircraft designs in the next few months. Also, you might want to check out this 2009 Air & Space interview with Burt Rutan - great stuff. 

 And hey, check out the pic below. Yep, that's me in the baseball cap at age 11, arms crossed and talking airplanes! The several trips we made to the Bede Aircraft factory thru the mid 70's gave me some fabulous exposure to this unique slice of aviation history. Check out some of my other BD-5 posts for a little more detail on one of the most interesting airplanes of all time.

Me in 1972 (11 yrs old) with one of the BD-5 prototypes at the Bede Aircraft factory

Raise Your Hand If You Like This 1974 BD-5 Promo Pic

(click pic to enlarge)

 I found this BD-5 promo pic in the Vol. 1 No. 3 edition of the 'BD News' publication put out in 1974. I've got a small stack of amazing Bede promo materials left over from the early 70's when my dad had purchased a BD-5 kit. He sold the kit before it was really even started and put a deposit down on two of the 'D' model airplanes, the ones that were supposed to be a factory built and ready-to-fly. Then shortly after, he traded one of the 'D' slots for an order on a BD-5 Jet. As it would turn out, none of these airplanes would ever be delivered... but at least I've got a stack of cool promo materials to show for all the excitement : )

 I thought this pic was particularly interesting. It shows Bede test pilot Les Berven cruising along at 90 mph with the canopy in the open position. It was actually the third in a series of pictures showing how easily the canopy could be opened in flight and how well the airplane flew with it there. The caption with this pic even mentioned; "At 90 mph the BD-5 feels only a slight draft from behind and even his baseball cap stays in place". It was a typical Bede promo that worked pretty well in stirring up more interest in the great looking machine.

 The BD-5 will always be a fascinating piece of aviation history. You can expect to see a lot more interesting pix and info that I pull out of those old promo materials in the next few months. And just to make it all feel kind of official, I'm adding a 'tag' for the BD-5 now as well. Maybe it will help inspire someone to truly make an 'electric' airplane like the BD-5 Micro was in 1971.

Back To The Future: The Quest For The Grand Slam Homebuilt

The EOS/001 experimental aircraft design at Oshkosh 1973 with the C-5A

 There's a pretty good chance you have no idea what this little experimental airplane is that's sitting on runway 18/36 at Oshkosh '73 under the wing of the huge Lockheed C-5A Galaxy.  This was just 2 years after the BD-5 had electrified Oshkosh, and this little single-seat airplane had come along to offer up some competition in the 2-stroke powered super-cool looking and cheap-to-build arena.  

 More on the airplane in a moment, but first it's interesting that this picture was taken right out on the runway.  If I remember correctly, there was no place to put the C-5A as this was long before AeroShell Square existed, so they left it on the runway, which was pretty cool because we were allowed out there in the evening to look things over.  For some reason, the little all white EOS/001 prototype had been positioned out there as well.  I was only 12 at the time, but I was very knowledgeable about what was going on in the homebuilt world, and we had a BD-5 kit sitting in the living room at home, so I was paying real close attention to what this EOS airplane was all about.

 I should probably clarify that the outer wing panels aren't installed on the airplane in this pic.  I'm not sure why they weren't on it, but I'm pretty sure they had been on it during the week sometime, but maybe they weren't.  I checked the Oshkosh365 online back issue archive of Sport Aviation earlier today (a fab perk of being an EAA member) and found a few articles on the EOS/001 from late 1972 and 1973.  From what I found, the airplane still hadn't flown when it was at Oshkosh in 73.  In fact, I can't find any record that the airplane ever did fly.  It's a bit of a mystery, and I'm hoping someone has some info on whatever happened to this great looking little airplane.  If you do, please let me know!

The sleek and simple EOS/001 homebuilt from the early 70's

 Here's the real point of all this: we need a 'grand slam' single-seat homebuilt airplane to emerge into the marketplace.  An airplane that can satisfy 4 major desires:

 1) affordable

 2) great performance but not excessively demanding to fly

 3) relatively and realistically easy to build

 4) electrifying looks

 These were the 4 big promises of the BD-5, tho I believe it was coloring outside the lines on some of the claims.  Then it left thousands of builders stranded without complete kits as the 70's progressed.  The EOS/001 actually looked like it was possibly better suited to fulfill those desires, but it disappeared pretty much without a trace.  The RV-3 had hit the scene around this time, and while it's a fantastic airplane, it's really more work and expense than what I think the mass market is looking for.  Then the Ultralight movement came along in the late 70's with the idea of inexpensive flying, but none of those airplane could ever offer the same kind of experience as a BD-5 or EOS.  There have been some other designs along the way over the years, but the definitive single-seat, affordable and easy to build 'electrifying' airplane still doesn't seem to exist.  Maybe I'm missing a great design... if so, please let me know.

 I am excited however at what Sonex has been working on to address much of what I'm talking about.  They are currently building the prototype Onex aircraft, a single-seat derivative of the popular Sonex airplanes.  I really like what the Sonex airplanes have to offer, but I know a lot of people wouldn't say they look 'electrifying'.  Regardless, the Onex definitely looks very interesting.  Hopefully we'll see what it really has to offer at Oshkosh 2010.  And you can be sure I'll be posting lots more about it soon.

 Ultimately I'm trying to stir up thought and discussion.  I even have my own design for an electrifying airplane that has recently fallen out of my head and onto paper, or at least onto the computer screen.  I've seen a lot of cool airplanes over the years, and I gotta say that what I've come up with is right at the top of the pile.  It's so good in fact that I'm not gonna share any details right now.  I'm trying to find other people who have real vision for filling this need in the experimental aircraft world, and then we'll see what comes next.

 Mostly I'm looking for people to talk back... please, say something : )

The First Electric Airplane - The BD-5 Micro At Oshkosh 1971!

Jim Bede and a big crowd with the prototype BD-5 at Oshkosh 1971

 C’mon, work with me here a little - I’m not talking about electric propulsion, we’re just starting to get that figured out… I’m talking about how the BD-5 Micro electrified the homebuilt airplane world in 1971 when it first showed up at Oshkosh.  It hadn’t even flown when it was on display that year, but as these pix show, interest was very high.  In fact, by the end of August 1971, 800 orders had been taken, and by the end of that year: 4,300!

 It’s pretty clear that today the experimental airplane movement is in pretty desperate need of an airplane to come along and stir the imagination like Bede’s little Micro did.  And let me be clear, whatever this new airplane is, it desperately needs to be wrapped in the truth.  Truth about performance, truth about ’build-ability’ and truth about how easy it is (or isn't), to fly.  I’ll admit I’m still a really big fan of the BD-5, but in those early years, the little red V-tail pusher didn’t really spend much time leaning up against the truth tree.

 These pictures from Oshkosh 1971 are a story all by themselves.  When I was trying to find a useable pic of the prototype V-tail BD-5 last year, I scoured the internet with very little success.  There just aren’t very many out there, and even fewer that are really good.  And then I was flipping thru an old photo album when my eyes almost fell out.  Turns out I've got my own pix, and they’re actually really good!  I’m pretty sure I’m even the one who took them, as a 10 year old! 

 So, today I ran these 3 thru Photoshop and got them looking remarkably crisp.  I hope you grasp some of the history that they display.

The 2-stroke snowmobile-style engine system revealed in the prototype BD-5

 The pic above is interesting because it shows the engine compartment with the cover off for all to see.  The BD-5 was ahead of its time on several accounts, and the idea of using a 2-stroke snowmobile-type engine was one of them.  Given all the complications that were to follow related to the engine systems alone, I’m surprised they were so willing to let it all be seen like this.  Maybe even Bede didn’t realize he was already in over his head.  It’s also cool to see that Bede (in the white shirt, sunglasses and EAA hat) was letting people try the Micro on for size.  You also get a really good look at the aluminum tube main spar for the wing.  Bede had used that feature on the BD-1 which later became the American Yankee.  He also incorporated it into all of his other designs as far as I know.

 This prototype BD-5 was actually an aluminum skeleton under-structure with fiberglass panels giving it the beautiful shape.  It wasn’t much later when all that was changed to an aluminum skin over more traditional formers and stringers.  The V-tail disappeared too.  In reality, pretty much everything changed before they really had a frozen, completely viable airframe design.

A crowd gathered to watch the BD-5 engine run!

 This pic above doesn’t really need much else said, it’s pretty much off-the-scale-cool seeing the prototype BD-5, with the V-tail, before it had flown, at Oshkosh 1971, with the engine running, and a crowd of eager onlookers of all ages.  Wow. 

 As I pointed out in my previous post about the BD-5 program, the BD-5 dream just couldn’t make the leap to reality, and thousands of people who thought they were gonna be screamin’ around the sky in a Micro never got to.  Some think that’s a good thing as the airplane also wasn’t the easiest to fly due to the side stick controller, the low seating position, and the relatively high performance.

 All this brings me back to the need for a really great, affordable, buildable, beautiful experimental airplane for the masses… an ‘electric’ airplane, tho it might not be electric powered.  I’ve got some ideas (don’t I always?) on how we might find that airplane.  I’m gonna think them thru a little more, and then I might toss my idea out there and see if anyone responds.  I’ll give you a little hint: I’ll be looking for a team.

BD-5 On A Stick - Best Wind Direction Indicator Ever!

BD-5 wind direction indicator at Mishawaka Pilots Club (3C1) in Elkhart, Indiana

This must be the best looking WDI ever!

 I made a late afternoon road trip about 35 miles from home today to check out an airplane (more on that another day) at the Mishawaka Pilots Club airport (3C1) located at the edge of Elkhart, Indiana.  I've known about this airport for at least 30 years but for some reason I hadn't ever been there before.  Now I know I should've done this a long time ago!  Wow, what a cool place... a beautiful clearing at the edge of the city with a 2,243' x 40' asphalt runway (3-21) and an awesome 3,140' x 100' grass runway (12-30).  It's also a very unique place because even tho it's a public use airport, it's really an aviation community, owned and operated by a group of pilot / shareholders.  You can learn more on the way that works at the Mishawaka Pilots Club 'about' page.  This place lives for 'sport aviation', which already makes it one of my favorite places ever : )

 So I get out of the car and with just a glimpse off in the distance I instantly realize that their wind direction indicator (WDI) out in the middle of the airport is a BD-5 on a stick!  I have some pretty sharp radar for that gorgeous BD-5 shape, and the fact that these guys are using one for the WDI told me straight up that this is an exceptionally cool airport.  I've had some pretty extensive exposure to Jim Bede's little airplane over the years, and my post 'Almost 40 Years Later The BD-5 Still Looks Hot!' from last year shows that I believe it's gotta be one of the 10 best looking airplanes ever. 

 I got permission to go get some up-close pix of the 'BD-5 on a stick' so I could share it with the world.  I was really pleased to see that it's in great shape, unlike just about every tetrahedron I ever saw on an airport that was usually heavily dented, rusty, and could be heard squealing as it turned from the other side of the airport.  Nope, this was by far the nicest WDI ever.  I guess it's actually very cool and kinda sad all at the same time.  Cool because it's so beautiful to look at and sad because this is just about the best thing you could do with the several thousand incomplete BD-5 kits scattered all over that are buried under 30+ years of dust.

 I'm just really glad to see that my new favorite airport in northern Indiana also has the coolest wind direction indicator in the world : )

 Close-up of the pivot for the BD-5 on a stick

There should be one of these at every airport!

OSH09 Will Be The Best Oshkosh Ever!

Follow @AirPigz on twitter for details on official AirPigz 'Pig-Ins': Fri 7-31-09 from 10:30pm to midnight, and on Sat 8-1-09 from 4-6pm at the PigPen (my campsite) at OSH 09

 No, it's not gonna be the best Oshkosh ever because the A380 will be on site, or because Sully will be speaking about landing an airliner in the Hudson.  It won't even be the best Oshkosh ever because VirginGalactic's WhiteKnightTwo will be on display, or because of the vast site improvements (including flush toilets!)... it'll be the best Oshkosh ever, for anyone who's there, because the best one is the one you are at right NOW!

 Oshkosh memories are great, and I have really been blessed with a lot of 'em.   Like when the first version of the BD-5 (with the V-Tail!) changed the homebuilt mindset in 1971... of when the Vari-Eze first appeared in 1975... of when Voyager flapped it's long skinny wings in 1984 (before flying around the world!)... of the first year Concorde arrived in 1985... of when the Russian AN-124 wowed us with its massive size and mission of friendship in 1989.  The list of fantastic and awesome memories is almost endless! 

 But, they're still just memories.  What you experience 'in the moment' is what really counts.  And with the start of EAA Oshkosh 2009 just a little over a week away, I gotta say, my excitement for world's greatest aviation event is really starting to percolate!

 This is the one event that you should really make sure you make room for in your summer schedule (hopefully you have!).  So, if you're fortunate enough to be able to attend Oshkosh this year, here's a couple items to keep in mind while planning your stay:

 First: The EAA Apps website is a fantastic tool that'll really help you to find when events of all kinds are taking place.  It's the best, and easiest way to be sure you see everything that you're interested in.  You can search any day for a variety of event types (attraction, forum, movie, speaker, evening program etc) and plan your stay to maximize your time there.  In fact, you'll never really know how much you could miss til you do some searching there!

Oshkosh 1971 and the very first (V-Tail) version of the BD-5

 Second: I'm gonna have two official AirPigz "Pig-In' gatherings at the PigPen (my campsite) in Camp Scholler.  The first one is on Friday night, 7-31-09 from 10:30pm til midnight, just after Sully speaks at the Theater in the Woods.

 The second one will take place on Saturday 8-1-09 from 4-6pm, before the Air Racer Movie is shown at the Theater in the Woods.

 These very informal gatherings are just a chance to meet up with people and talk airplanes. I'm gonna try to have some snacks on Friday, and if things go well, Saturday will include grilled hot dogs and some other goodies.  We'll also have the AirPigz "funny money"prizes at 5pm for anyone who won some prize money in either a 'Caption Contest' or a 'Name The Plane' game on twitter.  I'm definitely looking forward to meeting lots of people!  

 The best way to stay informed about further details on these gatherings, as well as exactly where the 'PigPen' will be located, is to follow me on twitter. Click @AirPigz and follow me now if you aren't already.

 Here's one last thing to keep in mind about Oshkosh.  The best part of the event is really the people.  People who are brought together by a common bond of a love for flying.  There honestly seems to be something special about people who love breaking the chains of gravity to be able to look down on God's amazing Creation from above.  So, while the airplanes make it cool, it's really the gentle, caring and adventurous spirit of the people at Oshkosh that make it so special.

 I hope you're able to make it there this year... and I hope you realize that it's the best Oshkosh ever!

Oshkosh 1985 and the very first arrival of Concorde!

Oshkosh 1989 and Soviet "Glasnost" with the AN-124

Almost 40 Years Later The BD-5 Still Looks Hot!

 I was a solid "A-" student in my school days, and I even got accepted to Purdue in engineering (but bailed at the last minute to become an airport bum instead).  But I did get one "D" in my 8th grade history class.  I bring this up cuz it strikes me funny that now that I'm an old crusty adult, I'm pretty much fascinated with most all things historical.

 Aviation history is right at the top of the list for sure, and that's where this info on Jim Bede's little BD-5 comes in.  This truly visionary designer with the revolutionary "micro" airplane exploded on the scene at Oshkosh in 1971.  The very first version had a fiberglass shell, and a really, really tiny "V" tail.  And check this out: here's an actual claim from a very early brochure... short wing version: max speed 215mph on 32HP, and 285mph on 70HP! 

 Almost everything about it was different, and it was clearly ahead of its time.  Those early claims included using a 2-stroke engine, a side-stick controller, length just over 13', "short wing" span of only 13.5' and an empty weight around 230lbs.  Its bolt-together primary structure (like the BD-4) was supposed to be easy to build by using just basic skills... oh, and it was supposed to be easy to fly too.  Of course. 

 Honestly, it all sounded too good to be true.  Unfortunately, much of it was.  But once they finally got the design figured out, and got past a really long list of set-backs, they did have an awesome looking airplane that had some pretty spectacular performance.  Even if it was now all aluminum with a mostly conventional tail and the short-wing version was considered essentially death-wishy.

Testing one of many early tail designs with a snazzy 'pickup' wind tunnel

  A young Burt Rutan working for Bede in 1972

   Probably somewhere around late 1971 my dad purchased kit #322 (out of about 5,000 eventually sold), and we lived the BD-5 culture for several years.  He sold his kit before ever getting starting on it to put deposits down on two of the planned fully built BD-5D ‘production' models.  And then later still, traded one of those slots for a BD-5J order.  And if you didn't know, that "J" stands for jet.  The 300mph and flies-thru-a-hangar in James Bond kind of jet!

 In fact, the jet version of the BD-5 is largely the only piece of success and reality that keeps Jim Bede's name from causing sulfur to shoot out of people's heads when he's mentioned.  The jet proved that the basic design ideas of the airplane where actually fabulous.  It was just that the propeller driven versions, and the huge task of building so many kits, presented too many obstacles to overcome at the time. 

 The strong headwinds that kept slowing the project down over the years finally took their toll.  Several significant design, engineering and manufacturing changes (and the money it took to implement them), along with supplier problems, and ongoing difficulties in getting a 2-stroke engine to function reliably finally beat the project down.  A lot of kits were delivered, but none of them were fully complete, leaving thousands of builders stranded.  The operation eventually shut down... before my dad's jet ever got built.

 While it's absolutely true that the BD-5 fell way short of the promises that had been made, it still turned out to be a unique and beautiful looking airplane that had better performance than anyone really thought possible. And ultimately, the jet version proved that Bede wasn't full of hot air (ok, maybe that he wasn't completely full of hot air!)

BD-5 Jet - about 200lbs of thrust and 300mph!

 I'm planning to cover many aspects of the program in future posts, but there are a couple interesting points to note now.  One is that the airplane really began the 'kit' airplane revolution and sparked huge interest in building your own airplane.  The ultimate failure to deliver tho gave the 'kit' airplane biz some bad public impressions that took years to rise above.  My podcast interview with John Monnett from Sonex covered a little of that.

 It's also pretty cool to note that Burt Rutan went to work for Bede in 1972 as the director of development. This was shortly before he would become very popular.  One of the pics above shows him working on the all aluminum version airplane with one of the several different horizontal tail designs that were tried.

 I remember on one of the trips my dad and I made to Newton, Kansas to the Bede factory back in the early 70's, there was this odd looking sorta delta wing airplane with a tail in the front that was pushed back in the corner of a hangar.  It was Rutan's VariViggen before the world knew who he was.  It was only a couple years later at Oshkosh 1975 when he really hit it big with the VariEze.  That airplane largely picked up on the dreams that Jim Bede had ignited in people, but hadn't fulfilled.

 The whole BD-5 story, along with a lot of what was going on in the homebuilt airplane world in the early 1970's is pretty fascinating.  I figure a good close look at the past is a great way to see where we're headed in the future and how we might get there!