After the BD-5 the Federal Trade Commission banned Bede from accepting aircraft kit investments for a period of 10 years. Shortly after the FTC Consent Decree expired in 1989, Bede revealed plans for a homebuilt tandem-seat supersonic jet, the Bede BD-10. The initial specs for the BD-10 were using a single General Electric J85 engine, the same model as used on the Learjet Model 23, Bede promised customers climb rates of over 12,000 feet per minute, a range of 2,000 miles at 590 mph and max ceiling of around 45,000 feet. Most of all, the BD-10 adverts promised supersonic speeds up to Mach 1.4.
When the BD-10 was announced, it was billed as the world’s first and only supersonic jet kit aircraft. Designed and promoted by Jim Bede, the BD-10 was touted as an everyman’s personal supersonic fighter that could fill the “need for speed” at a relatively low cost.
Construction of the BD-10 is made largely of state-of-the-art honeycomb sandwich aluminum and is designed with all the seriousness of today’s frontline fighter aircraft. The aircraft is complex in structure but not beyond the means of competent builders exhibiting the proper building skills. Build time is around 6,000 hours, and it does take a large amount of change, but in the grand scheme it is a lot less expensive to build and operate than most military surplus jets available to the serious GA pilot.
The prototype was completed in 1992 and began flight-testing. The enthusiasm for the project was huge, but flaws manifested themselves from the BD-10’s very first flight. This didn’t dampen the enthusiasm of aviation publications, and big-name aviation legends such as Bob Hoover and Gene Cernan were hired by the company to pitch the aircraft. But actual performance never matched the optimistic specs. As aircraft weight increased with each design change, range decreased. Even at full thrust, the aircraft couldn’t achieve a speed greater than Mach 0.83.
Bede became disenchanted with the project by 1993 as performance of the aircraft continued to disappoint. Mike Van Wagenen, a Vietnam-era fighter pilot and Bede’s primary business partner and inspiration for the BD-10, took the reins of the entire project and pressed ahead. Peregrine Flight International purchased the rights to BD-10 jet from Bede Jet Corporation in 1995, with the redesignated factory-production BD-10 used as the PJ-1 prototype.
The biggest red flag for the project was when wrinkling appeared on the aircraft’s vertical tail after performing demo flights at the 1994 Reno Air Races. The tail was beefed up, and the next prototype, dubbed the PJ-1, was quickly built based on the redesign, and Van Wagenen’s new company, Peregrine Flight International, was born. Rights to the BD-10 jet were purchased from the Bede Jet Corporation in 1995, with redesignated factory-production BD-10 used as PJ-1 prototype (first flown November 1994) and PJ-2 version for certification flying June 1995 with GE J85 as a home-builder kit.
The redesign wasn’t enough. While doing envelope expansion fight testing, on Dec. 30, 1994 (three months after the Reno structural damage), the PJ-1 experienced tail flutter and broke up in flight, killing Van Wagenen. Eight months later, his successor, Joseph Henderson, was killed in the second prototype in Minden, Nevada, when one flap failed to retract on an attempted go-around. After this crash, Peregrine ceased operations. In 1996, Bede sold BD-10 military rights to Monitor Jet in Canada, but the company test pilot refused to fly it, and the aircraft ended up in a museum and was never flown again.
Acquired by Fox Aircraft of Minden, but its president, too, was killed in a crash. In 1996 Monitor Jet Corp of Canada took over but, despite claim of 12 standing orders, no production was forthcoming.
The last kit-built variant of the BD-10 flew in 2003 but suffered an inflight breakup, killing its pilot, Frank Everett, off the coast of Southern California.
In all, five BD-10 variants were built, three crashed, killing each pilot, and two were relegated to static displays.
Later developed into the Vortex Aircraft Company Llc Phoenix Jet-TJ tandem two-seat military primary jet and electronic warfare trainer.
Engine: GE CJ610, 2950 lb thrust. Speed max: 926 mph. Cruise: 620 mph Range: 1840 sm. Stall: 85 mph ROC: 30,000 fpm. Take-off dist: 600 ft Landing dist: 1500 ft. Service ceiling: 45,000 ft Fuel cap: 263 USG. Weight empty: 1580 lbs Gross: 4140 lbs. Height: 8 ft Length: 28.9 ft. Wing span: 21.5 ft Wing area: 98 sq.ft. Seats: 2 Landing gear: retractable nose wheel.
This Bede BD-8 was purchased by Mike Huffman partially-completed following the Bede Aircraft bankruptcy auction in 1977. Huffman finished the aircraft in 1980 and flew it to Oshkosh. The single-place airplane was designed by Jim Bede for competition aerobatics, featuring a Lycoming I0-360 engine, constant-speed prop, sheet metal fuselage and tail group, composite wings, and composite spring main gear. The large, slab-sided aft fuselage was designed to enhance knife-edge performance. A unique feature of the design (though not incorporated on this aircraft) was that each half of the all-flying stabilator moved independently in concert with the ailerons – the idea was to provide better roll rates during vertical rolls.
This Bede creation is essentially a two- or four-seat version of the BD-5. Though the plans call for two Xenoah three-cylinder engines driving a common shaft, it is possible to fit the BD-7 with any engine from 100 to 200 hp. In any case, the powerplant(s) drives a variable-pitch pusher prop and is fed by wing tanks of either 50 or 80 gallons total capacity. As with the BD-5, the tricycle landing gear is fully retractable and the canopy-covered cabin is heated. The materials used in the construction of the BD-7 are the same as those used for its little brother.
Engines: two 70-90 hp Xenoahs. Gross Wt: 2000 lbs. Empty Wt: 960 lbs. Fuel capacity: 50-80 USG. Wingspan: 24’. Length: 20’6”. Top speed: 220 mph. Cruise speed: 210 mph. Stall: 65 mph. Climb rate: 1500 fpm. Ceiling: 25,000 ft. Takeoff run: 500 ft. Landing roll (50’): 700 ft. Range: 1000 sm.
Essentially a single-seat version of the BD-4, it incorporates the same ease of construction aimed at the novice builder while utilizing the same German-made Hirth engine originally used in the BD-5. This high-wing, all-metal ship seats one person in an en¬closed cockpit and stands on tricycle gear of the non-retractable type.
BD-4 Aircraft BD-6 Engine: Hirth, 60 hp HP range: 40-90 Speed max: 165 mph. Cruise: 148 mph Range: 650 sm. Stall: 51 mph. ROC: 1500 fpm Take-off dist: 700 ft Landing dist: 100 ft. Service ceiling: 21,000 ft Fuel cap: 20 USG Weight empty: 410 lbs. Gross: 675 lb Height: 6.2 ft Length: 15.6 ft. Wing span: 21.5 ft Wing area: 64 sq.ft Seats: 1. Landing gear: nose or tail wheel.
Bede Corp LLC BD-6 Engine: HKS 700E, 60 hp HP range: 50-80 Cruise: 140 mph Range: 980 sm. Stall: 51 mph. ROC: 1200 fpm Take-off dist: 450 ft Landing dist: 500 ft. Fuel cap: 20 USG Weight empty: 570 lbs. Gross: 800 lb Length: 19.3 ft. Wing span: 21.5 ft Wing area: 56 sq.ft Seats: 1. Cockpit width: 24 in Landing gear: nose or tail wheel.
The BD-5S is the sailplane version of the Bede BD-5 Micro single-seat light aircraft, and this engineless version made its first flight in 1975. It differs principally in having a wing span increased by 10ft 5in / 3.17 m, a revised cockpit layout and a redesigned undercarriage in which the backwards-retracting nosewheel of the BD-5 and BD-5J is replaced by a similarly retracting nose skid and the outwards retracting mainwheels are replaced by a pair of side by side twin mainwheels retracting into the fuselage. The main gear door opens forward and can also be used as an air brake. The rear-engined BD-5’s low-set tailplane and rear fuselage shape, with its fairing housing the propeller shaft (in the BD-5) or jet exhaust (in the jet-powered BD-5J), is retained.
The BD-5S, like the powered BD-5 variants, is designed to be suitable for amateur construction from plans and kits. Construction is all-metal and the low wings are attached to the fuselage simply by sliding the tubular spar on to the wing root section and securing it on each side by two bolts. The ailerons are conventional and the flaps extend almost the full trailing edge span and can be lowered through four positions to a maximum of 60°. The pilot is seated under a large detachable framed canopy. A feature is the side-mounted control stick.
BD-5S Span: 27 ft l0 in / 8.48 m Length: 13 ft 6.75 in / 4.13 m Wing area: 60 sq.ft / 5.57 sq.m Aspect ratio: 12.88 Wing section NACA 641212 Empty weight: 225 lb / 102 kg Max weight: 425 lb / 193 kg Max wing loading: 7.09 lb/sq ft / 34.65 kg/sq.m Min sinking speed: 0.95 m/sec / 3.12 ft/sec at 30 mph Max diving speed: 174 kt / 322 km/h) Stalling speed: 34 kt / 63 km/h Best glide ratio: 23:1 Water ballast: None
The BD-5 is a high performance single-place, low-wing, pusher-configuration sport plane. Design features include all-metal construction, mechanical retractable landing gear among the industry finest, detachable wings, and wrist action side stick control as in modern day fighter aircraft. Originally developed in the early 1970’s the aircraft was designed to day VFR requirements for use in sport and recreational flying, including limited aerobatic capability. Originally it was powered by a 40-hp Hirth snowmobile engine and was fitted with a wingspan of 14 feet. More recently the wingspan was stretched to 17 feet and the more powerful Xenoah three-cylinder two-stroke engine was installed. The pilot is seated under a transport canopy forward of the engine in a heated cockpit. The landing gear is fully retractable, and the entire fuselage/wing structure is constructed of light alloy materials.
Oshkosh 1973 was the year the BD.5 appeared and it provided a spectacular show in the hands of Les Bervan, Bede’s test pilot. It performed both in long and short winged versions and with a retracting gear. The jet powered BD-5J also made its first public appearance.
BD-5J
The BD 5J was powered by a 100 kg (202 lb) thrust Microturbo jet engine, spans 5.18 m (17 ft), and is fully aerobatic. After the collapse of Bede, the BD-5 became available as modified conversions such as the Alturair BD-5. BD-Micro Technologies, in late 1995, offered enhanced BD-5 kits. Enhanced BD-5 Kits are designed to be assembled in the shortest time with the least hassle. Components (Wings, Flaps, Ailerons, Vertical Stabilizer, Horizontal Stabilator, Rudder, Fuselage, Landing Gear, and Nose Gear Box) come predrilled on factory jigs. Machined, welded, and difficult to form parts are supplied. The .032” thickness wing skins with modified leading edge improves stall and slow flight control.
Flightline BD-5T Turboprop
The BD-5T Turboprop kit features everything except paint & avionics. With the standard components (Wings, Flaps, Ailerons, Vertical Stabilizer, Horizontal Stabilizers, Rudder, Fuselage and Landing Gear) pre-drilled on factory jigs, and machined, welded, and difficult to form parts are supplied. The BD-5T features a fuselage superstretch of 13.4 in and supplementary wingspar system, detachable wings and control system (20 minutes for assembly or removal), and detachable horizontal stabilizer. Power is from a Quantum H-95 turboshaft engine and Quantum III Propeller. The propeller is developed specifically for turbine engines, weighs 11 lbs including hub and 3 blades. The Quantum turboprop powerplant system (engine & propeller) was designed for the BD-5T. It is a constant speed, torque variable turboshaft engine based on Solar T-62 series components. Flightline Series® BD-5B kit features a complete airframe package- less engine, engine systems, paint & avionics. With the standard Wings, Flaps, Ailerons, Vertical Stabilizer, Horizontal Stabilizers, Rudder, Fuselage and Landing Gear) pre-drilled on factory jigs, and machined, welded, and difficult to form parts supplied, construction time is around 900-1000 hours. Assembled quickly and easily with common skills. Engines can be in the Hirth 2706, Xenoah range.
In 1992, Ed (“Skeeter”) and Richard Karnes started BD Micro Technologies Inc. (BMT), beginning a long journey to update the BD-5 with modern technology while using current building techniques. After many years of research and development, BMT has successfully incorporated many improved design features in an aircraft lineup called the “Flight Line Series” or “FLS” kits.
FLS safety advances include improved stall characteristics, increased pitch stability, reduced airframe fatigue, and modern technology integration focused on increasing systems reliability while reducing pilot workload. Lewis, who formed Lewis & Clark Performance LLC, collaborated with BMT to build the first complete FLS Microjet.
The Flightline Series BD-5J Microjet airframe kit features a complete airframe package requiring 600 to 800 hour construction time. Components (Wings, Flaps, Ailerons, Vertical Stabilizer, Horizontal Stabilizers, Rudder, Fuselage and Landing Gear) are pre-drilled on factory jigs and the fuselage preassembled to “On the Gear” stage. Machined, welded, and difficult to form parts are supplied. Parts are manufactured to aircraft industry standards. The Flightline Series BD-5J Microjet has FLS turbine structural airframe enhancements and a fuselage stretch, 5.2 in. (optional 13.5 in superstretch). The BD-5J has fuel quick disconnects, NACA jet engine intake scoops, Super Spar (supplementary wing spar system), Microjet disc brakes, a Hartwell canopy latch system, and a 5-point safety harness system. With adjustable seating and side stick control, the retractable landing gear cycles in one second. Detachable wings and control system takes 20 minutes for assembly or removal. The horizontal stabilizer is also detachable. The engine is also equipped with an attenuator designed to cut thrust.
BD-5J
Alturair produced a modification of the standard Bede BD-5 to accept an alternative engine.
William ‘Wild Bill’ Brooks Cornville (Arizona) BD-5J Trijet
Bill Brooks flew a BD-5B with a Solar T62, then modified it with 3 HJFS-100 55 Kp units (pod 2 and 1 in the fuselage) and a canard in the front. It is more than probable that he never flew in this configuration.
It was bought by Dave Dearing in 2004 who changed it to standard 5J (the wing is still that of a 5B). Engine side, Dave acquired a Christmas Penny NPT301.
EMG G8-2-130 powered BD-5
Leolan McRorey was the first owner of BD-5 to have equipped it with two Gluhareff EMG G8-2-130 pulse jets. These jets are mounted on a steel rod to each side of the rear fuselage. This configuration was chosen to create a separation between the motors and to avoid the propagation of sound waves.
The small size of the BD-5 managed to board 50 liters of propane in two tanks, a 20 and 30 liter.
Instead of installing a dual throttle, he decided to change the position of the two engines, close to the fuselage.
The BD-4 is a two/four seat utility aircraft designed by Jim Bede to be built by homebuilders with simple shop tools and no previous experience. The BD-4 was first introduced in 1968. Only the wings are constructed of fiberglass. Each wing panel is built around 24 glass fibre “panel ribs”, which are slid over a 6½” diameter extruded aluminium spar to which they are secured by epoxy resin and tube clamps. Each wing then slides for 12 inches over a smaller centre section tube. The fueselage is an all metal structure of bolted together design made of 2024-T3 formed angles. The skins are “Pop” riveted or bonded to the primary structure. The all metal empennage consists of a swept fin and rudder and an all moving tailplane. The main undercarriage legs are formed from 2024-T3 aluminium plate which rotates on a pivot point in the fuselage, shock absorption being rubber in compression. The nose wheel is non-steerable. Fuel is carried in the panel ribs, the normal capacity is 24 Imperial gallons in each wing. Engines from 108 to 200 h.p. have been fitted, giving up to 190 mph If built with a fuselage extension it’s a true 4-seater. Fuel tanks can be up to 80 USG (or even more). The BD-4B is a kit-built high-wing 2- or 4-place all metal cruiser that the builder can configure for either tricycle or tailwheel landing gear. The 2-place, 1550 lb. gross weight BD-4B is stressed for 9 Gs positive and negative. Designed for a range of Lycoming aircraft engines, specially designed parts and plans were available from BedeCorp, or some parts and materials could be purchased out of stock from aviation suppliers. Specified materials are stock items and sizes widely available in the US and Canada, and many other countries. Specially designed parts are limited, including the aluminum honeycomb-construction ribs and the tubular spar for the new all-metal wings. Although the BD-4B meets or exceeds the structural requirements for certified aircraft as specified in FAR – Part 23, it is not certified, and is intended for construction and operation only as an amateur-built airplane. The all-metal wings of the BD-4B with 0.50 inch metal honeycomb panels used to fabricate the ribs, which are bonded to the tubular spar with the same adhesive used in US military fighters, and then the metal skin is bonded to the edges of the ribs and rear spar. This design results in a “wet” wing, with lower drag than the original. The new wing is available in kit form from BedeCorp, or you can build it yourself with detailed instructions. The BD-4B has a bolt-together frame. This drastically cuts the need for welding, although some aircraft parts still require a skilled welder. The BD-4C is derived from the popular BD-4B. On the surface the changes look small, however, the effect is more than substantial. The cabin is 4 inches wider. This provides for more comfort in the cabin. The section after the cabin has been stretched 14 inches. This provides more space for the rear seats in both leg and hip room. The all-metal wings of the BD-4C is available in kit form from BedeCorp. The vertical and horizontal tails come bonded and ready to go at no extra charge. The BD-4C also meets or exceeds the structural requirements for certified aircraft as specified in FAR – Part 23, it is not certified, and is intended for construction and operation only as an amateur-built airplane. The BD-4C fuselage is an all-metal internally stressed design, with bonded .016 and .020 aluminum skin, blind-riveted load-carrying components. The wings are all-metal “wet” cantilever high wings with a 64-415 modified airfoil. The bonded wing skin is rivet-free except for the trailing edge spar. Ribs are one-half inch aluminum honeycomb. Flap deflection is 10, 20, and 30-degrees. Flaps and ailerons are designed to be interchangeable and are torque-tube controlled. Ready-to-mount 6.5-inch O.D. tubular main wing spars of 6061-T6 aluminum are sleeved for fast assembly to the fuselage spar. The three-piece spar assembles quickly, is light and strong and permits foldable wing option. The horizontal stabilator is an all-flying design with 2.5-inch OD 2024-T3 center spar, 63 009 airfoil. 36-inch chord, 88-inch span, and light aluminum honeycomb ribs. The preassembled fin, rudder and stabilator are bonded to ribs, and load-carrying components are blind-riveted The BD-4C can be built in either tricycle gear or tail-wheel configuration. Standard fuel capacity is 48 US gallons, using wing tanks in six between-the-ribs wing bays. However, it is possible to expand fuel capacity using as many as ten bays in 160-HP and-up configurations, giving the plane a nine-hour cruising range with a restricted cabin weight envelope.
The BD-2 was a specially built airplane to demonstrate and establish world distance records. It was developed by modifying a Schweizer 2-32. The wings were completely sealed to hold a large quantity of fuel. The wing tips were developed and two main fuselage tanks permitted a total fuel capacity of 565 gallons. The fuselage was designed to house a 210 hp Continental IO 360 engine.
Through the plane’s development, Jim Bede learned that if the BD-2 had enough range to fly around the world, the aircraft would only be required to carry 2.5 pounds of fuel for every pound of dry weight.
The BD-2 wingtips were an innovative idea of an extended, reverse tapered wingtip. Designed in both function and shape, the wingtips allowed the BD-2 to improved everything from the efficiency of its flight characteristics, range of the aircraft, and overall wing strength.
The BD-2 used a tricycle landing gear assembly that could be dropped once the aircraft was sufficiently airborne in order to reduce weight, and would land using a wooden skin fixed under the cockpit, and the engine shut off and propeller feathered. The aircraft included a 25 lt liquid oxygen container that provided 5 days-worth of breathable oxygen, radios, and a Bendix autopilot system. Jim Bede made the first and all flights of the BD-2 including two long-distance test flights.
The first flight lasted 31 hours and went from Wichita, Kansas to Baltimore, Maryland to Jacksonville, Florida to Miami, then across the Gulf of Mexico to Corpus Christi, Texas, and finally back to Wichita. The second test flight, which lasted 33 hours, started in Cleveland, Ohio and went to Wichita, Kansas, then off to Minneapolis, Minnesota to Green Bay, Wisconsin; across Lake Michigan to Toledo, Ohio; to both Buffalo and Elmira, New York and finally, returned to Cleveland, Ohio during the Labor Day air show at Cleveland’s Burke Lakefront Airport. On November 7, 1969, Bede took off from Port Columbus Airport in Ohio in an attempt to set a new closed course record, which is measured based on the total distance of completed laps. He departed at 8:58am Friday to fly to Kansas City, Missouri and back. After completing nine complete laps, at 3am Monday morning the BD-2 lost all electrical power, but was able to make one last radio message to Indianapolis Control Center. He was able to alert operations at Columbus Airport and his flight surgeon Dr. Charles Billings. Three others rendezvoused mid-air with Jim and guided him safely back to the Toledo Airport. At 7:01am Monday morning, he landed, his total time in the air at a total of 70 hours and 15 minutes. The BD-2, with its incredible means of flight, set three world records. First, was the longest solo flight. Second, a new closed course record for any category of propeller driven aircraft of 8974 miles. It broke a B-29 record set in August of 1947 by Lieut. Col. Lassiter. Lastly, it broke the record for a closed course for that weight category. Bede took off with 451 gallons, which was the same amount of gallons the used by Lindberg on the flight to Paris, and completed it with a 121 gallons remaining.
Engine: 1 × Continental IO-360C, 210 hp Wingspan: 63 ft 0 in (19.20 m) Wing area: 192 sq ft (17.8 sq.m) Aspect ratio: 20.7:1 Length: 27 ft 7 in (8.41 m) Empty weight: 1,725 lb (782 kg) Max takeoff weight: 5,600 lb (2,540 kg) Cruise speed MTOW: 156 mph (136 kn; 251 km/h) Cruise speed at 2,200 lb (998 kg): 108 mph (94 kn, 174 km/h) Never exceed speed: 194 mph (169 kn; 312 km/h) Stall speed: 62 mph (54 kn; 100 km/h) at 1,900 lb Range: 20,500 mi (17,814 nmi; 32,992 km) estimated, still air Endurance: 120 hr (estimated) Crew: 1
Jim Bede designed the BD-1 as a straightforward low wing, tricycle undercarriage, single-engined light aircraft seating two people in a side-by-side cockpit. This low cost trainer was intended to compete with the Cessna 150 and Piper Cherokee 140. Bede flew the prototype (N6248D) on 11th July, 1963.
By August 1964, Bede Aircraft reported more than 1000 orders had been placed for the BD-1 and envisioned building 20-30 planes a day.
During 1964, the American Aviation Corporation was formed to bring new life to the promising BD-1 design. The prototype AA-1 Yankee N888M first flew on March 2nd, 1967. The AA-1 was a little larger than the original BD-1 with a more powerful 115hp Lycoming 0-235-C2C engine.
The two-place BD-1 cost $2500 with a re-manufactured Continental A65.
Prototype Engine: Lycoming O-235. 108 hp Cruise: 150+ mph Stall: 54 mph Span: 23 ft Length: 18 ft 6 in Height: 9 ft 2.5 in
The original Bede Aviation Corporation was established 1960 in Kansas to develop an advanced STOL aircraft. An early type was the BD-1 that first flew 1963 and was later produced by others as Yankee Trainer and Traveler. Subsequent designs included BD-4 two/four-seat sporting monoplane of 1970s, and the BD-5 Micro single-seat pusher-engined monoplane and its turbojet-powered derivative as the BD-5J.
The BD-5 and BD-5J were heavily promoted, and the company accepted thousands of orders and deposits before the project ran out of money, causing customers to lose their deposits. As a result, the Federal Trade Commission banned Bede from accepting aircraft kit investments for a period of 10 years.
Following difficult period, company later reestablished as Bede Aircraft Corporation in Missouri, reviving BD-4 and BD-6 for sale in kits and plans forms. BD-12A of 1994 became tandem two-seat variant of BD-5, with larger four-seat BD-14A then put under development.
