Bede BD-5 - Knowledge (XXG)

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was much longer than quoted; original estimates from the company put it at 600 to 800 hours but users estimated it to be as much as 3,500 hours. Some of this was due to the need to fit their selected engine into an airframe designed for the Hirth, which was no longer available. Additionally, the construction techniques had improved somewhat since early Bede designs, but fastening the panels still required drilling, deburring, dimpling, drilling again and deburring again for each rivet. With the original mixed-construction design this would not have been as much of a task, but with the all-metal version this was extremely time-consuming. While Bede claimed the aircraft could be put together by anyone in a garage, builders generally agree that doing so without proper construction techniques could result in a potentially dangerous aircraft. One way to overcome that issue is to use a set of properly laid-out jigs to align and drill the pilot holes for the airframe, wings and other components. For all of these reasons, it was some time before completed BD-5s started to appear.

958: 494:). The latter, which Bede had developed with Hirth, was now considered the baseline engine for the aircraft; when equipped with the original 40 hp the aircraft proved to be underpowered. In a late 1973 newsletter to prospective owners, Bede suggested the 70 hp model and discouraged use of the smaller engines. Prices had risen throughout the 30 months since deposits were first taken. Originally priced at $ 1,799, the base price was raised to $ 2,599 with the 55 hp Hirth, and owners were offered a "trade up" for the difference in price if they had ordered the aircraft with the original 40 hp engine. 982: 461:, and few examples of such a design in the desired power class were available. Additionally, two-stroke engines are very smooth running at high RPM, but have real problems running smoothly at low RPM. Even after months of effort, the Hirth designs showed rough running and high minimum power outputs when idled. Two-strokes also have high fuel consumption, and it was expected that the larger engines would burn between 4.5 and 5.5 gallons per hour. 898: 281: 671: 26: 527: 679: 220:) engine allowed it to cruise at 200 mph with the 21 ft 6 in (6.55 m) "B" wing, and have 1,215 miles range. With the shorter "A" wing, 14 ft 3 in (4.34 m), it would be fully aerobatic and have a slightly higher top speed. Builders could optionally buy both wings, switching them in about 10 minutes. 627:, an airfoil designer who documented a procedure to apply a slight reprofile of the wing root airfoil, which softened the stall response of the aircraft without any significant performance degradation. The reprofile presents other unique problems, associated with the way it is applied to the wing upper surface, essentially glueing 783:

report assigned probable cause of the wreck to the incorrect installation of the right wing, which caused the flap on that wing to suddenly retract in flight and create a "split flap" condition. The aircraft rolled to the right and Manning was unable to recover in time. On May 1, 2013, Guido Gehrmann

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Bede Aircraft Company has since re-formed and has been working on several new designs. Before his death in 2015, Bede hinted at a two-seat tandem version of the aircraft, called the "Super BD-5", using a certified aircraft engine and a number of modifications and improvements, but nothing more than a

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Even when examples with the "B" wings were completed, the safety record did not improve greatly. Several crashes in the BD-5B were found to have taken place due to engine failure on takeoff, both due to the mix of "oddball" engines as well as endemic cooling problems. The reason this is such an issue

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at this point, work on the BD-5D continued for some time. The bankruptcy became official in 1979, by which point the BD-5 project was long dead. During the bankruptcy proceedings, it was learned that the money ostensibly being used to build kits was instead being spent on a variety of other projects.

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also covered the aircraft, although it listed the price at $ 2,965 with the 40 hp engine. The "miniature fighter" generated intense demand. As one author put it, "Even before the plane first left the ground, thoughts of flying the sleek, bullet-shaped aircraft with its pusher prop stimulated the

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were added to the wing in order to improve deceleration for landing. This was apparently the first application of spoilers on a light aircraft. The low drag implied excellent performance; with the 40 hp engine it was expected to reach "nearly" 200 miles per hour (320 km/h), while the larger

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record for the World's Smallest Jet for more than 25 years. Bishop originally garnered the record with one of his jets, and in November 2004, the record changed hands to Juan Jiménez, whose BD-5J weighed in at 358.8 lb (162.7 kg) empty, 80 lb (36 kg) lighter than Bishop's and the

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With the demise of the Bede Aircraft Company, the BD-5 entered a sort of limbo while builders completed their kits. The early safety problems and the challenge of adapting a suitable engine exacerbated delays. Over the next few years, however, solutions to most of these problems arrived in one form

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surrogate, with Bishop's Aerial Productions offering a version known as the Smart-1 (Small Manned Aerial Radar Target, Model 1). The radar return and general performance characteristics make it a useful aid in training defense tactics against non-stealth subsonic cruise missiles. On June 27, 2006,

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was caused by an incorrectly specified fuel flow sending unit which burst in mid-flight and caused fuel to be sprayed directly into the engine compartment. The fuel ignited when it came in contact with the hot components of the engine, forcing the pilot to trade speed for altitude, climb, and bail

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Many owners stored, abandoned, or sold their incomplete kits, but a few hundred diehard builders finished them with a variety of engines, with installations designed by third parties and former Bede Aircraft dealers. Having to hunt for an engine was only one problem. The time to build the aircraft

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By this point, it seemed the basic design was complete, and Bede turned his attention to other projects. One was the jet-powered BD-5J, which boosted performance to 305 knots (565 km/h; 351 mph). There was an attempt to sidestep the engine problem with the BD-5S glider (S for Sailplane),

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On February 24, 1971, the first $ 200 deposit to reserve a "place in line" to receive a kit was accepted, with the target shipping date being May 24, 1972. By August 1971, 800 deposits had been taken, even though the first BD-5 prototype had yet to complete high-speed taxi tests. By the end of the

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In the meantime, Bede came up with another novel solution to the problems of converting pilots to the new aircraft. They took an engine-less example and bolted it to the front of a pickup truck on a trapeze, attaching the pilot's throttle control to the truck's. Pilots could test fly the aircraft

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magazine to sarcastically note, "At last, a BD-5 with no engine problems." This glider version did not fly well and the project was scrapped. Some work on a BD-6 was also carried out, essentially a downsized BD-4 single-seater. There was some criticism that Bede should have attended to the basic

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Although Bede had suggested using the B wings, the earliest kits shipped only with the short "A" wings. All four examples completed with these wings crashed on their first flight, three on takeoff, one on landing. In three of the four crashes, the pilots were killed. Of the first 25 aircraft

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The BD-5 has a small, streamlined fuselage holding its semi-reclined pilot under a large canopy, with the engine installed in a compartment in the middle of the fuselage, and a propeller-driving engine – or jet engine in the BD-5J variant – mounted immediately to the rear of the cockpit. The

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By the middle of 1973 the basic design was complete and the tooling set up for production. Now over two and a half years after the deposits started being taken, the engines were the only part holding up deliveries, so Bede offered to ship the kit with the engine to follow. This was a fairly

350:, numerous small delays prevented it from flying until July 11, 1972. These flights demonstrated continued problems with the pitch stability; after briefly considering an all-flying stabilator, it was again redesigned with more area and less sweep, becoming much more conventional in layout. 309:

of the aircraft with the original V-tail was marginal at best and clearly needed a redesign. With the original fibreglass fuselage, this was a time-consuming process, so the decision was made to switch to an all-metal fuselage with the components incorporating compound curves produced using

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When 1974 came, engines were still not being delivered in sufficient numbers, although some started to arrive early that year. At that point, unexpectedly, Hirth went bankrupt after about 500 engines had shipped. Once again, the BD-5 lacked a suitable engine, but this time the search for a

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The biggest change, however, was the engine. The original plans to use a 40 hp model proved to be decidedly underpowered, although they were still offered for a time. It was the need for more power that would fit into the very small engine bay that demanded the use of a high-revving

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Serious work on the Micro started in 1970, with construction of the prototype starting in earnest late that year. While the BD-4 was fairly conventional looking, the Micro was a radical design. It is an extremely small one-seat design that looked more like a jet fighter than a typical

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as chief test pilot. They took over development, giving Bede more time to work on business issues. This was proving difficult enough, as Kiekhaefer and Bede could not reach an agreement about deliveries, forcing him to change to a similar 40 hp 440 cc (27 cu in)

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engine. Barlow intended to market conversion kits for BD-5 owners. The prototype, N360CB was first flown on 6 June 1980, with pilot Bill Skiliar at the controls. It flew poorly and was difficult to control. Later it was fitted with a 100 hp (75 kW; 100 PS)

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The problem of finding a suitable engine with 60–70 hp (45–52 kW; 61–71 PS) yet weighing under 100 lb (45 kg) was a serious problem in the 1970s, but today there are a number of off-the-shelf designs in this class. The widely available

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attractive option; it meant the builder could get to work and hopefully complete the airframe by the time the engine arrived, at that point expected in September 1973. Many builders took the company up on the offer, only to receive incomplete kits and plans.

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in producing the BD-5J commercially. A kit was shipped to Aeronca, but after assembling it, they declined -- reportedly because it had too many problems, and too much risk, and was too difficult to build -- and Aeronca returned the assembled craft to Bede.

124:-certified version. However, few of the kit versions were actually completed due to the company's bankruptcy in the mid-1970s, and none of the factory built "D" models were produced, as a result of the failure to find a reliable engine for the design. 736:

Bob Bishop purchased 20 BD-5J kits as soon as they had appeared, and many of the flying examples started life in this batch of 20. Versions from the original batch became a popular airshow fixture. Throughout the 1980s and until 1991,

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aircraft-grade aluminum alloy. These could be modified with relative ease during the testing cycle. It also made economic sense as the orders rolled in, the $ 30,000 in tooling would be spread over what was now a large order book.

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By the time the test program neared its conclusion, the aircraft had undergone major changes. One victim of the program was the shorter "A" wing, which calculations showed would only improve performance at speeds very close to

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In total, only a few hundred BD-5 kits were completed, although many of these are still airworthy today. The BD-5J version holds the record for the world's smallest jet aircraft, weighing only 358.8 lb (162.7 kg).

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due to changes in engine speed or load, which led to rough engine operation. In August, while Bede was demonstrating the BD-5 (N501BD) to the FAA in order to receive permission to fly at Oshkosh, the engine seized. On its

386:, the aircraft overran the runway, buckling the nose gear. Incorrect mixture was identified as the cause of a second wreck of N501BD, in September 1972, when the mixture control broke and Berven had to execute another 724:

design. The original Sermel engines were produced under license by Ames Industrial in the USA. The wing was modified to an "intermediate" size between the original A and B wings, with a 17 ft (5.2 m) span.

248:(16 km/L). With the wings removed, the aircraft could be packed into a small custom trailer, allowing it to be towed away by car for storage in a garage, and from there to any suitable flat area for takeoff. 815:

investigation determined the aircraft returned to land with more fuel than recommended for normal operations and the pilot failed to maintain speed, resulting in a stall and subsequent impact short of the runway.

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had the BD-5 on the cover, listing the price as $ 1,950. The associated article showed the construction of the original prototype, with numerous claims about how easy it was to construct. The August 1973 issue of

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in the landing gear area, it was planned that this would be removed in the kit versions, so construction would require no special tooling or skills. Even the cost of operation would be extremely low, offering

749:, but that contract has long expired and the aircraft was lost as a result of an engine compartment fire from which Bishop successfully bailed out. The aircraft also appeared in the opening sequence of the 428:

flew. From then on the test program seemed to go more smoothly, although this aircraft also suffered two dead stick landings, one from a pinched fuel line occurred while the plane was being observed by the

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while flying one of these aircraft, pilot Chuck Lischer, a highly experienced professional air show pilot, was killed when he crashed into trees on final approach to the Ocean City Municipal Airport in

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replacement ended with a Zenoah design from Japan. Development of this engine was lengthy, and in the end it would not be certified for export until 1978, although this was not anticipated at the time.

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BD-5 rather than move on to these other projects. Bede also decided to seek FAA certification of the BD-5D as a production aircraft and sell it complete, and began taking $ 600 deposits for this model.

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and pancaked into the ground, but was sufficiently intact to allow the cause of the fire to be determined relatively quickly. On June 16, 2006, while practicing for an air show at Carp Airport in

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means an engine failure immediately results in an unexpected (for most pilots) nose-up attitude change. Pilots who fail to fly the aircraft first and then attempt to restart the engine inevitably

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is a 65 hp (48 kW; 66 PS) engine weighing 80 lb (36 kg) in standard configuration, almost tailor-made for the BD-5. Other engines successfully used in BD-5s include the

620:) two-stroke two-cylinder, water-cooled engine holds the current FAI C-1a/0 class speed record (aircraft weighing under 660 lb (300 kg)) at 351 km/h (190 kn; 218 mph). 631:

to the aluminum skin and covering with fiberglass. Similarly, the small center-of-gravity range has since been addressed with 5.5–13 in (14–33 cm) stretch kits for the fuselage.

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combination of fighter-like looks and relatively low cost led to the BD-5 selling over 5,000 kits or plans, with approximately 12,000 orders being taken for a proposed factory-built,

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appeared in the early 1980s. Designer Carl D. Barlow of Option Air Reno mated a BD-5 fuselage with a twin-boom empennage and fitted it with a 200 hp (150 kW; 200 PS)

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Several companies were formed to help builders complete their kits, and many of the aftermarket modifications were worked into these services. As of 2015, BD-Micro Technologies of

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showed flow interference between the horizontal surfaces and the propeller, and the stabilizer was raised six inches to correct it, placing it about midway up the rear fuselage.

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had been patterned on the ASW 15 and had a more rounded, egg-like shaping at the front. While this work was in progress, Bede continued to experiment with modifications to the

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without danger – if a problem developed the driver of the truck simply hit the brakes. It was named the "Truck-a-Plane" and Jim Bede was awarded a US patent for the design.

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Bede published an information booklet about the BD-5 in November 1970. Several very positive magazine articles appeared at this point. The October 1971 issue of

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continues to offer kit building support, including new-build kits featuring (optionally) all of these modifications and powered by a 64 hp (48 kW)

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Piston-engined production kit with wingspan of 17 ft (5.2 m) and a gross weight of 660 lb (299 kg). Kits still available in 2011.

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and the span increased from 19 ft 6 in (5.94 m)to 26 ft 6 in (8.08 m) with increased fuel capacity, becoming the

567:. To make matters worse, a documented manufacturing error in some wing skins delivered to kit builders exacerbated the problem. A rather small 510:

After more than 5,100 kits had been delivered to prospective builders, the kits stopped shipping as well. Although the company was effectively

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dimensions had changed, the aircraft had new landing gear systems, and the tail was completely new. Estimated top speed was also reduced 10%.

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and it suddenly began exhibiting a serious vibration problem during taxi tests. Experts were called in, and a freewheel clutch and additional

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Additionally, some of the kits were shipped with missing parts, adding to the confusion. All of this led to a rash of kits being sold for

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By December 1971, the tooling for the new fuselage was in development. The aircraft now featured a longer, more pointed nose, whereas the

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Initially, all three Hirth engines were offered; builders could keep the 40 hp engine, or "trade up" to 55 hp or 70

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year, the company had taken over 4,300 orders, making it one of the most popular general aircraft projects in modern history.

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Main piston engined production kits with wings extended to 21 ft 6 in (6.55 m). Kits still available in 2011.

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Beginning in approximately 2004, the BD-5J has operated in the national security arena. The aircraft is certified by the

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only inches above the pilot's head. Behind the cockpit was a compartment housing a two-cylinder air-cooled 40

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Model produced in kit form by BD-Micro Technologies powered by a PBS TJ-100 engine. The 500 hour kit was sold for

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also offers extensive parts and construction assistance services, as well as kits for the BD-5B and BD-5G models.

1028: 697:(also known as the "Acrostar Jet"), a 300 mph (260 kn; 480 km/h) aircraft. The design used the 520: 2039: 698: 1286: 1273: 1059: 1042: 560: 2010: 842:

Short wingspan version, with 14 ft 3 in (4.34 m) wings tuned for high speeds and aerobatics.

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frame, reducing construction time to only a few hundred hours. Although the early designs required some

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While the new Hirth engine was being tested, Bede decided to create a variant of the BD-5 with a small

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engine. This was sixteen months after deposits had been taken, which led to some griping in the press.

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fatally crashed in his "Stinger Jet," one of the last BD-5Js to remain on the airshow circuit. The

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belt drive system to transfer power from the engine to the propeller shaft. This was removed from

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version with extended wingspan. Flight testing was disappointing and further work was abandoned.

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In addition to being easy to fly, the BD-5 was also intended to be easy to build and own. The

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design, then selecting a larger 55 hp 650 cc (40 cu in) Hirth, instead.

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or another. Many other changes have also been incorporated to improve the original design.

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Development of the "Micro" dates back as early as 1967, when Jim Bede was inspired by the

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aircraft, with the pilot sitting in a semi-reclined position under a large fighter-like

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Fricker, John (September 1973). "The Mighty Hirth; Out of the Snow and into the Blue".

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in this role, but it is not clear how this would have fit in the very small engine bay.

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was killed while attempting an emergency landing in his BD-5J which he flew as part of

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turbine powering a mechanically controlled variable-pitch propeller. Alturair, Inc. of

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The first example of the new fuselage arrived in March 1972, and was fitted with a new

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The program was now far too large for Bede to handle alone. In March 1972, he hired

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BD-5D (N535X) on static display at the McAllister Museum of Aviation in Yakima, WA.

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50% larger. A more worrying development was that the engines all had problems with

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prices, although this did allow the builders to complete kits at bargain prices.

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Many of these aircraft have since been involved in crashes. The loss of the

755: 701: 647: 639: 605: 585: 564: 539: 390:. This landing resulted in damage to all the gear and the fuselage as well. 374: 323: 158: 146: 25: 1104:

BD-5 on static display at the Oklahoma Science Museum in Oklahoma City, OK.

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completed, with both the "A" and "B" wings, 14 crashed with 9 fatalities.

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229 mph (369 km/h, 199 kn) at 2,285 m (7,497 ft)

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Bede established 27 dealers across North America to assist homebuilders.

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2-bladed, 3 ft 8 in (1.12 m) diameter fixed pitch, wooden

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on static display at various touring locations as part of Bond in Motion

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added to correct the problem, but it was not until March 26, 1973, that

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Guinness World Records, available online. Retrieved: February 19, 2012.

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935 mi (1,504 km, 812 nmi) optimum, with 30 min reserve

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As of 2002, there were an estimated 150 BD-5s in airworthy condition.

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or 65 hp (48 kW) Hirth 2706 two-stroke engine, and even the

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and introduced to the market primarily in kit form by the now-defunct

1267: 772: 188: 678: 2222:"Aircraft Exhibits | Wings Over the Rockies Air & Space Museum" 2036: 1771: 1472: 870:

engine with 247 lbf (1,100 N) thrust and 38.8 lb (17.6 kg) weight .

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to no longer accept deposits on aircraft for a period of 10 years.

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355 lb (161 kg) design, actual flying aircraft 230–260kg

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Prototype and initial kit production aircraft with short wingspan.

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forces were very low, but this was easily addressed by making the

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Weeghman, Richard B. "The Amazing BD-5: Sonofagun ... It Flies!"

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Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft

2419: 1979:"Loss of Control and Collision with Terrain, Bede BD-5J C-GBDV." 1889:"PBS TJ100 Turbojet Engines | Target drones & Gliders | PBS" 1680: 2480: 2410:

Noland, Dave. "The Agony and the Ecstasy of the BD-5 Builder."

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BD-5J on static display at the Sagebrush Cantina restaurant in

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range added to the problems of properly trimming the aircraft.

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35th The Society of Experimental Test Pilots (SETP) Symposium,

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imagination of nearly everyone who had heard of the program."

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BD-5J on static display at the Ernie Hall Aviation Museum in

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author, and another due to metal in a new engine's cylinder.

2144:"No. 10103. Option Air Reno Acapella 200-S (N455CB c/n 002)" 401:, and it ended testing after about 30 hours of flight time. 1829:

Vandermeullen, Richard. "2012 Kit Aircraft Buyer's Guide".

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Anderson, Seth. "A Critique of the BD-5 Concept: Part II."

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to head the flight test department, who was soon joined by

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BD-5 on static display at the Shannon Aviation Museum in

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would be ready in two months, they decided not to repair

1984:, Aviation Investigation Report A06O0141, June 16, 2006. 623:

Problems with the abrupt stall were mostly addressed by

1681:"A few words about third-party services for the BD-5." 1435: 1433: 1420: 1418: 1416: 1221:

232 mph (373 km/h, 201 kn) at sea level

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Several additional problems turned up during testing.

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For improved performance the aircraft featured both a

1791:, p. 96. WDLA UK, Lancaster UK, 2011. ISSN 1368-485X. 1403: 1401: 1399: 1397: 1395: 1393: 1391: 1389: 1387: 1385: 1383: 1381: 1379: 1377: 1375: 1373: 1371: 1369: 1367: 465:

with lengthened wings and no engine, which prompted

2638: 2617: 2531: 2515: 2400:"At Last...the Real 200-mph, 38-mpg, $ 2965, BD-5!" 1825: 1823: 1821: 1819: 1817: 90: 82: 77: 69: 57: 45: 37: 32: 18: 1546:"Propeller Drive Systems and Torsional Vibration". 1346: 1344: 938:, USA, where it is occasionally placed on display. 889:conversion by BD Micro Technologies, powered by a 449:and spoilers had also disappeared. The canopy and 412:ran into problems of its own. Early models used a 108:created in the late 1960s by US aircraft designer 1995:"Airshow pilot lost in Ottawa BD-5 jet accident." 1946:"The Aeronca Story: Birth of the Personal Plane," 1490:At Last...the Real 200-mph, 38-mpg, $ 2965, BD-5! 1233:55 mph (89 km/h, 48 kn) flaps down 2027:xcmag.com, May 2, 2013. Retrieved: June 9, 2013. 1772:"An Upper Surface Wing Re-Profile for the BD-5." 445:with the smaller wing was decidedly high. Split 1724:October 30, 2008. Retrieved: November 22, 2010. 662:preliminary design drawing was made available. 2467:National Air and Space Museum page on the BD-5 1245:1,919 ft/min (9.75 m/s) at sea level 2492: 2000:, June 16, 2006. Retrieved: November 7, 2009. 1127:Jane's All the World's Aircraft 1974-5, p.250 704:turbojet with 337 lb (1.5 kN) thrust and the 8: 1804:, page 101. Flying Pages Europe SARL, 2015. 1540: 1538: 2015:, July 22, 2006. Retrieved: March 16, 2014. 1789:World Directory of Leisure Aviation 2011-12 995:Wings Over the Rockies Air and Space Museum 987:Wings Over the Rockies Air and Space Museum 2499: 2485: 2477: 2448:. Rochester, Kent, UK: Grange Books 2005. 1626:"Flying the hot BD-5 tethered to a truck." 1521:Smithsonian National Air and Space Museum. 1074:BD-5J full size replica from the 007 film 741:flew two of them as the "Silver Bullets". 555:with the BD-5 is twofold – the high 15: 2375:Vol. 37, no. 3, transcribed at Airbum.com 2176:Smithsonian National Air and Space Museum 2059:, June 27, 2006. Retrieved: July 5, 2012. 2046:smart-1.us. Retrieved: November 22, 2010. 1802:World Directory of Light Aviation 2015-16 1675: 1673: 1843:"Super BD-5 preliminary design drawing." 1651:Bede Aircraft Inc. et al. 92 F.T.C. 449. 1548:bugatti100p.com. Retrieved June 9, 2013. 1450: 1448: 2381:Jane's All the World's Aircraft 1974-75 2166: 2164: 1719:"Flight Testing of Homebuilt Aircraft." 1659: 1657: 1596: 1594: 1506: 1504: 1340: 1303: 909:An unusual adaptation of the BD-5, the 824:lightest documented weight for a BD-5. 342:Aeromarine engine Bede had seen at the 73:~150 airworthy, ~30 flying (as of 2002) 2369:"Okay, BD-5 Customers, Start Smiling!" 2025:"Guido Gehrmann in fatal plane crash." 1601:"A Special Note to All BD-5 Builders." 1439: 1424: 1407: 708:-046 turbojet which produced 225 530:BD-5B powered by a Subaru EA-81 engine 2371:(early pilot report), November 1974, 1982:Transportation Safety Board of Canada 1911: 1909: 1883: 1881: 1852:bd5.com. Retrieved November 22, 2010. 1783:Bayerl, Robby and Martin Berkemeier 1703:"BD-5" The First Do-It-Yourself Jet." 1360:Guinness Record, World's Smallest Jet 781:Transportation Safety Board of Canada 7: 2081:. July 25, 2007. NTSB/20060717X00949 2079:National Transportation Safety Board 1954:American Aviation Historical Society 1717:Berthe, Chuck and Dick VanGrunsven. 854:Factory built versions of the BD-5B. 813:National Transportation Safety Board 2360:"BD-5J: The World's Smallest Jet." 1800:Tacke, Willi; Marino Boric; et al: 1255:Landing distance from 50 ft (15 m): 1019:Evergreen Aviation and Space Museum 961:BD-5B at Florida Air Museum in 2009 866:Jet powered version. Equipped with 796:United States Department of Defense 767:out. The aircraft then went into a 674:"Bud Light Jet" BD-5J at Fargo 1997 2682:1970s United States sport aircraft 2437:Weeghman, Richard B. "Microcosm." 1864:"Fly Like Bond In Octopussy's Jet" 1774:bd5.com. Retrieved: June 20, 2007. 1249:Take-off distance to 50 ft (15 m): 1165:47.4 sq ft (4.40 m) 1153:21 ft 6 in (6.55 m) 1147:13 ft 7 in (4.13 m) 596:(with and without turbocharging), 199:. Calculated drag was so low that 104:is a series of small, single-seat 14: 2113:"Master Aircraft Collection List" 2009:Cheney, Peter, "Fatal Attraction" 1683:bd5.com. Retrieved June 20, 2007. 1159:4 ft 2 in (1.28 m) 928:Experimental Aircraft Association 901:Barlow Acapella N455CB at Oshkosh 716:) thrust and which was used on a 2441:, Vol. 34, No. 2, February 1974. 2434:, Vol. 31, No. 4, October 1972. 2350:. Los Angeles: Pettersen, 1973. 2348:Air Progress Sport Aircraft 1973 1956:; also at the author's website: 1862:Ben Keeshin (December 2, 2014). 24: 2444:Winchester, Jim. "Bede BD-10." 2418:Olcott, John (September 1973). 2346:Aleith, Richard. "Bede BD-5." 1310:Some early articles, including 1097:BD-5J on static display at the 1058:BD-5J on static display at the 1048:BD-5T on static display at the 1027:BD-5J on static display at the 1017:BD-5B on static display at the 1003:BD-5B on static display at the 728:An effort was made to interest 506:Deliveries end, Bede bankruptcy 227:was constructed primarily from 2687:Single-engined pusher aircraft 1498:, August 1973, pp. 80–83, 122. 1087:BD-5 on static display at the 993:BD-5 on static display at the 985:BD-5 on static display at the 969:BD-5 on static display at the 1: 2398:Harvey, Frank (August 1973). 2364:, Vol. 1, No. 2, Summer 1993. 1761:Retrieved: November 22, 2010. 1739:Retrieved: November 22, 2010. 1665:EAA's Sport Aviation Magazine 1478:Retrieved: November 22, 2010. 1009:National Air and Space Museum 2702:Aircraft first flown in 1971 2383:. London: Jane's Yearbooks. 1667:, September 1986, pp. 43–47. 1276:– Single-place homebuilt jet 819:The BD-5J has also held the 745:also had a BD-5J called the 515:As a result, Bede entered a 2692:Single-engined jet aircraft 2426:. Vol. 93, no. 3. 2271:Pima Air & Space Museum 1099:Oregon Air and Space Museum 1005:Steven F. Udvar-Hazy Center 693:. The result was the sleek 2718: 2075:Aviation Accident Database 2379:Taylor, John W R (1974). 2293:"OHC Full Record Display" 2197:"1970 Bede BD-5 - N500BD" 1734:"Rotax aircraft engines." 1606:Retrieved: June 18, 2007. 1523:Retrieved: June 20, 2007. 1316:1600 cc Volkswagen engine 1200:, 70 hp (52 kW) 1186:659 lb (299 kg) 1041:. It is on loan from the 1029:Pima Air and Space Museum 114:Bede Aircraft Corporation 23: 2100:"Smallest jet aircraft." 1257:253 m (830 ft) 1251:226 m (741 ft) 604:. A BD-5A fitted with a 193:retractable landing gear 2297:Ohio History Connection 2247:www.evergreenmuseum.org 1969:Winchester 2005, p. 28. 1960:retrieved June 25, 2023 1350:Winchester 2005, p. 28. 1312:Science & Mechanics 1287:List of very light jets 1274:Sonex Aircraft SubSonex 1132:General characteristics 1060:Spirit of Flight Center 1043:Ohio History Connection 253:Science & Mechanics 2406:. pp. 80–83, 122. 2322:Hiller Aviation Museum 2148:1000aircraftphotos.com 1054:San Carlos, California 989: 962: 902: 686: 675: 531: 288: 132:Design and development 2472:BD Micro Technologies 2362:Airshow International 2318:"Aircraft on Display" 2119:. EAA. Archived from 1692:Davisson 1974, p. 25. 1631:, August 1974, p. 69. 1615:Weeghman 1974, p. 30. 1557:Weeghman 1972, p. 41. 1544:Hessenaur, Donald P. 1089:French Valley Airport 1070:Calabasas, California 984: 960: 900: 681: 673: 656:San Diego, California 529: 346:in 1971. Finished as 283: 2142:Visschedijk, Johan. 2123:on 17 September 2010 1641:Truck-A-Plane Patent 1588:, August 1974, p. 6. 1583:"Building the BD-5?" 1454:Aleith 1973, p. 128. 1093:Murrieta, California 575:Further developments 116:in the early 1970s. 1532:Noland 1973, p. 26. 1463:Noland 1974, p. 40. 1184:Max takeoff weight: 1023:McMinnville, Oregon 1013:Chantilly, Virginia 971:EAA Aviation Museum 953:Aircraft on display 893:gas turbine engine. 594:Honda EB1 & EB2 286:EAA Aviation Museum 195:in order to reduce 33:General information 2672:Homebuilt aircraft 2243:"General Aviation" 2042:2006-04-15 at the 1927:on August 10, 2022 1848:2004-03-28 at the 1754:2007-09-27 at the 1706:Popular Mechanics, 1516:2005-06-12 at the 990: 975:Oshkosh, Wisconsin 963: 936:Oshkosh, Wisconsin 903: 687: 676: 532: 297:Polaris Industries 289: 106:homebuilt aircraft 94:September 12, 1971 2697:Low-wing aircraft 2654: 2653: 2454:978-1-84013-809-2 2117:AirVenture Museum 2057:Aero-News Network 1874:on June 10, 2015. 1701:Mackerodt, Fred. 1268:Safran Microturbo 1120:Bede BD-5B, 70 hp 1101:in Eugene, Oregon 1050:Hiller Air Museum 932:Airventure Museum 652:Microturbo TRS 18 569:center of gravity 459:two-stroke engine 384:deadstick landing 180:driving a pusher 143:Schleicher ASW 15 137:The Micro concept 98: 97: 83:Introduction date 2709: 2501: 2494: 2487: 2478: 2427: 2407: 2394: 2367:Davisson, Budd. 2333: 2332: 2330: 2328: 2314: 2308: 2307: 2305: 2303: 2289: 2283: 2282: 2280: 2278: 2263: 2257: 2256: 2254: 2253: 2239: 2233: 2232: 2230: 2229: 2218: 2212: 2211: 2209: 2207: 2193: 2187: 2186: 2184: 2182: 2168: 2159: 2158: 2156: 2154: 2139: 2133: 2132: 2130: 2128: 2109: 2103: 2097: 2091: 2090: 2088: 2086: 2067: 2061: 2053: 2047: 2034: 2028: 2022: 2016: 2013:Globe & Mail 2007: 2001: 1991: 1985: 1976: 1970: 1967: 1961: 1952:Vol. 52, No. 2, 1943: 1937: 1936: 1934: 1932: 1923:. Archived from 1913: 1904: 1903: 1901: 1899: 1885: 1876: 1875: 1870:. Archived from 1859: 1853: 1840: 1834: 1827: 1812: 1798: 1792: 1781: 1775: 1770:Riblett, Harry. 1768: 1762: 1746: 1740: 1731: 1725: 1715: 1709: 1699: 1693: 1690: 1684: 1677: 1668: 1661: 1652: 1649: 1643: 1638: 1632: 1622: 1616: 1613: 1607: 1598: 1589: 1579: 1573: 1572: 1564: 1558: 1555: 1549: 1542: 1533: 1530: 1524: 1508: 1499: 1485: 1479: 1470: 1464: 1461: 1455: 1452: 1443: 1437: 1428: 1422: 1411: 1405: 1362: 1357: 1351: 1348: 1328: 1325: 1319: 1308: 1214: 1134: 1083:Shannon, Ireland 999:Denver, Colorado 948:189,500 in 2011. 906:Acapella 100/200 650:version using a 600:, AMW 225-3 and 474:Deliveries begin 155:general aviation 28: 16: 2717: 2716: 2712: 2711: 2710: 2708: 2707: 2706: 2657: 2656: 2655: 2650: 2634: 2613: 2527: 2511: 2505: 2463: 2458: 2417: 2404:Popular Science 2397: 2391: 2378: 2342: 2337: 2336: 2326: 2324: 2316: 2315: 2311: 2301: 2299: 2291: 2290: 2286: 2276: 2274: 2265: 2264: 2260: 2251: 2249: 2241: 2240: 2236: 2227: 2225: 2220: 2219: 2215: 2205: 2203: 2195: 2194: 2190: 2180: 2178: 2170: 2169: 2162: 2152: 2150: 2141: 2140: 2136: 2126: 2124: 2111: 2110: 2106: 2098: 2094: 2084: 2082: 2069: 2068: 2064: 2054: 2050: 2044:Wayback Machine 2035: 2031: 2023: 2019: 2008: 2004: 1993:Jiménez, Juan. 1992: 1988: 1977: 1973: 1968: 1964: 1944: 1940: 1930: 1928: 1917:"BD-5J - TJ100" 1915: 1914: 1907: 1897: 1895: 1887: 1886: 1879: 1861: 1860: 1856: 1850:Wayback Machine 1841: 1837: 1828: 1815: 1799: 1795: 1782: 1778: 1769: 1765: 1756:Wayback Machine 1747: 1743: 1732: 1728: 1716: 1712: 1700: 1696: 1691: 1687: 1678: 1671: 1662: 1655: 1650: 1646: 1639: 1635: 1629:Popular Science 1623: 1619: 1614: 1610: 1599: 1592: 1586:Popular Science 1580: 1576: 1566: 1565: 1561: 1556: 1552: 1543: 1536: 1531: 1527: 1518:Wayback Machine 1509: 1502: 1495:Popular Science 1486: 1482: 1471: 1467: 1462: 1458: 1453: 1446: 1438: 1431: 1423: 1414: 1406: 1365: 1358: 1354: 1349: 1342: 1337: 1332: 1331: 1326: 1322: 1309: 1305: 1300: 1295: 1264: 1210: 1130: 1122: 1117: 1111: 1033:Tucson, Arizona 955: 915:Lycoming IO-360 830: 773:Ottawa, Ontario 699:PBS Velká Bíteš 668: 577: 548: 508: 476: 440: 431:Popular Science 407: 344:Oshkosh Airshow 336: 291:The prototype, 278: 273: 259:Popular Science 247: 242:fuel efficiency 231:panels over an 139: 134: 102:Bede BD-5 Micro 65: 12: 11: 5: 2715: 2713: 2705: 2704: 2699: 2694: 2689: 2684: 2679: 2674: 2669: 2659: 2658: 2652: 2651: 2649: 2648: 2642: 2640: 2636: 2635: 2633: 2632: 2627: 2621: 2619: 2615: 2614: 2612: 2611: 2606: 2601: 2596: 2591: 2586: 2581: 2576: 2571: 2566: 2561: 2556: 2551: 2546: 2541: 2535: 2533: 2529: 2528: 2526: 2525: 2519: 2517: 2513: 2512: 2506: 2504: 2503: 2496: 2489: 2481: 2475: 2474: 2469: 2462: 2461:External links 2459: 2457: 2456: 2442: 2435: 2428: 2415: 2408: 2395: 2389: 2376: 2365: 2358: 2343: 2341: 2338: 2335: 2334: 2309: 2284: 2258: 2234: 2213: 2188: 2160: 2134: 2104: 2092: 2071:"BD-5J Mishap" 2062: 2048: 2029: 2017: 2002: 1986: 1971: 1962: 1938: 1905: 1877: 1854: 1835: 1813: 1793: 1776: 1763: 1741: 1726: 1710: 1708:December 1989. 1694: 1685: 1669: 1653: 1644: 1633: 1624:Kocivar, Ben. 1617: 1608: 1604:Bede Aircraft. 1590: 1581:Wirth, Wayne. 1574: 1559: 1550: 1534: 1525: 1500: 1487:Harvey, Frank. 1480: 1465: 1456: 1444: 1429: 1412: 1363: 1352: 1339: 1338: 1336: 1333: 1330: 1329: 1320: 1314:, mention the 1302: 1301: 1299: 1296: 1294: 1291: 1290: 1289: 1278: 1277: 1271: 1263: 1260: 1259: 1258: 1252: 1246: 1243:Rate of climb: 1240: 1234: 1228: 1222: 1219:Maximum speed: 1208: 1207: 1201: 1187: 1181: 1175: 1166: 1160: 1154: 1148: 1142: 1121: 1118: 1116: 1115:Specifications 1113: 1109: 1108: 1105: 1102: 1095: 1085: 1079: 1072: 1066: 1064:Erie, Colorado 1056: 1046: 1035: 1025: 1015: 1001: 979: 978: 954: 951: 950: 949: 942: 939: 924:Acapella 100-L 920:Lycoming O-235 911:Acapella 200-S 907: 895: 894: 883: 880: 874: 871: 864: 861: 858: 855: 852: 849: 846: 843: 840: 837: 834: 829: 826: 800:cruise missile 667: 664: 636:Siletz, Oregon 576: 573: 557:line of thrust 547: 544: 517:consent decree 507: 504: 475: 472: 438: 414:variable speed 406: 403: 388:forced landing 335: 332: 284:N500BD at the 277: 274: 272: 271:Flight testing 269: 245: 244:of 38 mpg 138: 135: 133: 130: 96: 95: 92: 88: 87: 84: 80: 79: 75: 74: 71: 67: 66: 61: 59: 55: 54: 49: 43: 42: 39: 35: 34: 30: 29: 21: 20: 13: 10: 9: 6: 4: 3: 2: 2714: 2703: 2700: 2698: 2695: 2693: 2690: 2688: 2685: 2683: 2680: 2678: 2675: 2673: 2670: 2668: 2667:Bede aircraft 2665: 2664: 2662: 2647: 2644: 2643: 2641: 2637: 2631: 2628: 2626: 2625:Bede Aircraft 2623: 2622: 2620: 2616: 2610: 2607: 2605: 2602: 2600: 2597: 2595: 2592: 2590: 2587: 2585: 2582: 2580: 2577: 2575: 2572: 2570: 2567: 2565: 2562: 2560: 2557: 2555: 2552: 2550: 2547: 2545: 2542: 2540: 2537: 2536: 2534: 2530: 2524: 2521: 2520: 2518: 2514: 2509: 2502: 2497: 2495: 2490: 2488: 2483: 2482: 2479: 2473: 2470: 2468: 2465: 2464: 2460: 2455: 2451: 2447: 2443: 2440: 2436: 2433: 2429: 2425: 2421: 2416: 2413: 2409: 2405: 2401: 2396: 2392: 2390:0-354-00502-2 2386: 2382: 2377: 2374: 2373:Air Progress, 2370: 2366: 2363: 2359: 2357: 2353: 2349: 2345: 2344: 2339: 2323: 2319: 2313: 2310: 2298: 2294: 2288: 2285: 2273:. Pimaair.org 2272: 2268: 2262: 2259: 2248: 2244: 2238: 2235: 2223: 2217: 2214: 2202: 2198: 2192: 2189: 2177: 2173: 2167: 2165: 2161: 2149: 2145: 2138: 2135: 2122: 2118: 2114: 2108: 2105: 2101: 2096: 2093: 2080: 2076: 2072: 2066: 2063: 2060: 2058: 2052: 2049: 2045: 2041: 2038: 2033: 2030: 2026: 2021: 2018: 2014: 2011: 2006: 2003: 1999: 1998:Aero-News.Net 1996: 1990: 1987: 1983: 1980: 1975: 1972: 1966: 1963: 1959: 1955: 1951: 1950:AAHS Journal, 1948:Summer 2007, 1947: 1942: 1939: 1926: 1922: 1918: 1912: 1910: 1906: 1894: 1890: 1884: 1882: 1878: 1873: 1869: 1865: 1858: 1855: 1851: 1847: 1844: 1839: 1836: 1832: 1826: 1824: 1822: 1820: 1818: 1814: 1811: 1807: 1803: 1797: 1794: 1790: 1786: 1780: 1777: 1773: 1767: 1764: 1760: 1757: 1753: 1750: 1745: 1742: 1738: 1735: 1730: 1727: 1723: 1720: 1714: 1711: 1707: 1704: 1698: 1695: 1689: 1686: 1682: 1676: 1674: 1670: 1666: 1660: 1658: 1654: 1648: 1645: 1642: 1637: 1634: 1630: 1627: 1621: 1618: 1612: 1609: 1605: 1602: 1597: 1595: 1591: 1587: 1584: 1578: 1575: 1570: 1563: 1560: 1554: 1551: 1547: 1541: 1539: 1535: 1529: 1526: 1522: 1519: 1515: 1512: 1511:"Bede BD-5B." 1507: 1505: 1501: 1497: 1496: 1492: 1491: 1484: 1481: 1477: 1474: 1469: 1466: 1460: 1457: 1451: 1449: 1445: 1442:, p. 81. 1441: 1436: 1434: 1430: 1427:, p. 80. 1426: 1421: 1419: 1417: 1413: 1409: 1404: 1402: 1400: 1398: 1396: 1394: 1392: 1390: 1388: 1386: 1384: 1382: 1380: 1378: 1376: 1374: 1372: 1370: 1368: 1364: 1361: 1356: 1353: 1347: 1345: 1341: 1334: 1324: 1321: 1317: 1313: 1307: 1304: 1297: 1292: 1288: 1285: 1284: 1283: 1282: 1281:Related lists 1275: 1272: 1269: 1266: 1265: 1261: 1256: 1253: 1250: 1247: 1244: 1241: 1238: 1235: 1232: 1229: 1226: 1225:Cruise speed: 1223: 1220: 1217: 1216: 1215: 1213: 1205: 1202: 1199: 1196:two-cylinder 1195: 1191: 1188: 1185: 1182: 1179: 1178:Empty weight: 1176: 1173: 1171: 1167: 1164: 1161: 1158: 1155: 1152: 1149: 1146: 1143: 1140: 1137: 1136: 1135: 1133: 1128: 1126: 1119: 1114: 1112: 1106: 1103: 1100: 1096: 1094: 1090: 1086: 1084: 1080: 1077: 1073: 1071: 1067: 1065: 1061: 1057: 1055: 1051: 1047: 1044: 1040: 1036: 1034: 1030: 1026: 1024: 1020: 1016: 1014: 1010: 1006: 1002: 1000: 996: 992: 991: 988: 983: 976: 972: 968: 967: 966: 959: 952: 947: 943: 940: 937: 933: 929: 925: 921: 916: 912: 908: 905: 904: 899: 892: 888: 884: 881: 878: 875: 872: 869: 865: 862: 859: 856: 853: 850: 847: 844: 841: 838: 835: 832: 831: 827: 825: 822: 817: 814: 810: 806: 801: 797: 792: 790: 787: 782: 778: 777:Scott Manning 774: 770: 765: 764:Bud Light Jet 760: 758: 757: 752: 748: 747:Bud Light Jet 744: 740: 734: 731: 726: 723: 719: 715: 711: 707: 706:Sermel TRS-18 703: 700: 696: 692: 685: 680: 672: 665: 663: 659: 657: 653: 649: 645: 641: 637: 632: 630: 626: 625:Harry Riblett 621: 619: 615: 611: 607: 603: 599: 595: 591: 587: 581: 574: 572: 570: 566: 562: 558: 552: 546:Flying starts 545: 543: 541: 536: 528: 524: 522: 518: 513: 505: 503: 499: 495: 493: 489: 485: 480: 473: 471: 468: 462: 460: 454: 452: 448: 444: 434: 432: 427: 423: 419: 415: 411: 404: 402: 400: 396: 391: 389: 385: 380: 376: 372: 367: 365: 364:Hirth Motoren 360: 356: 351: 349: 345: 341: 333: 331: 329: 325: 321: 316: 313: 308: 303: 301: 298: 294: 287: 282: 275: 270: 268: 264: 261: 260: 254: 249: 243: 238: 234: 230: 226: 221: 219: 215: 211: 206: 202: 198: 194: 190: 185: 183: 179: 178:piston engine 175: 171: 167: 163: 160: 156: 150: 148: 144: 136: 131: 129: 125: 123: 117: 115: 111: 107: 103: 93: 89: 85: 81: 76: 72: 68: 64: 60: 56: 53: 52:Bede Aviation 50: 48: 44: 40: 36: 31: 27: 22: 17: 2563: 2516:Hang gliders 2445: 2439:Air Progress 2438: 2432:Air Progress 2431: 2423: 2420:"Bede Fever" 2412:Air Progress 2411: 2403: 2380: 2372: 2361: 2347: 2340:Bibliography 2325:. 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