A wing from 1974 is made up of an aerial wing of inflatable material (Patent issued 1974). Partly inflated by lighter than air gas and the rest inflated by air during flight. Shroud lines are used to suspend a person beneath the aerofoil during flight. At least one was completed.

The Wing reportedly was apparently still in existence in 2009.

The Bede XBD-2 was an experimental short takeoff and landing (STOL) aircraft, with structural use of glass-fibre and aluminium honeycomb, a suction boundary layer control (BLC) system and fuselage-mounted twin engines driving a pusher configuration, shrouded single propeller. The Bede XBD-2 was developed through a design study with the Department of Aerodynamics at the University of Maryland.

The boundary layer was controlled with a suction system via 160,0000 upper wing and aileron surface holes, with diameters ranging from 0.020 to 0.029 in (0.51 – 0.74 mm). Aluminium honeycombs were used throughout the fuselage as structural elements. The XBD-2 was powered by a pair of piston engines mounted inside the fuselage, driving a single pusher configuration propeller.

The wing of the XBD-2 had an aspect ratio of 9 and 5° of dihedral. It was built around an aluminium box spar, was aluminium skinned and carried sealed all-metal ailerons. A 14 in (356 mm) Joy blower pulled air through the pinholes in the surfaces, venting it in the fuselage to cool the engines. Sealed flaps smoothly changed the wing camber and increased its area by about 15% when extended.

Apart from its use of aluminium honeycomb, the front part of the flat-sided fuselage was conventional, with a cabin with space to seat four, though mostly filled with instrumentation. Aft, two 145 hp (108 kW) Continental O-300 engines were mounted one above the other. They drove the rear propeller shaft through ten V-belts via Sprag clutches to avoid engine speed synchronisation problems. The rear fuselage tapered to a vertical wedge with the propeller shaft emerging at its top. The circular shroud was attached to the fuselage by the fixed triangular fin mounted on the top of the fuselage, the triangular tailplane and a short boom at the bottom. The propeller rotated close to the shroud’s leading edge; the shroud was intended partly to reduce propeller tip losses and also to act in the place of conventional stabilizing surfaces. The fin resumed above the shroud and carried the top of a high aspect ratio rudder behind the shroud’s trailing edge, its bottom end attached to the tailboom, with a midpoint cutout to allow for elevator movement. The elevator was supported by tailplane extensions beyond the shroud, similar to that of the fin.

Structurally, the shroud was a glass-fibre shell surrounding an aluminium spar and filled with polyurethane foam. The control surfaces were conventionally constructed from aluminium sheet. The XBD-2 had a fixed tricycle undercarriage, with wheels enclosed in fairings. The main legs were glass-fibre cantilevers, unusual at the time.

After the XBD-2 first flew on 26 July 1961 it was flight tested and slightly modified to simplify future production. It was intended to lead to the BD-3, which would have been a six-seater with bigger engines, more use of honeycomb panels, retracting undercarriage and a laminar flow wing, but this was not built.

The sole XBD-2 is mounted on outdoor display at the entrance to Manitowoc County Airport.

Engines: 2 × Continental O-300-A, 145 hp (108 kW) each
Propeller: Hartzell constant speed
Wingspan: 37 ft 6 in (11.42 m)
Wing area: 150.0 sq ft (13.94 sq.m)
Airfoil: Göttingen 549
Length: 23 ft 8 in (7.22 m)
Height: 12 ft 5 in (3.78 m)
Max takeoff weight: 3,300 lb (1,497 kg)
Maximum speed: 204 mph (328 km/h, 177 kn) at sea level
Cruise speed: 179 mph (288 km/h, 156 kn) maximum at 65% power at 9,000ft (2,740 m)
Stall speed: 42 mph (68 km/h, 36 kn) with BLC.
Stall speed: Without BLC 64 mph (57 kn;106 km/h)
Service ceiling: 21,000 ft (6,400 m)
Rate of climb: 1,050 ft/min (5.3 m/s)
Take-off run: less than 300 ft (90 m)
Take-off distance to clear 50 ft (15.25 m): under 500 ft (152 m)
Landing distance from 50 ft (15.25 m): under 500 ft (152 m)
Seats: 4

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.

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.

Variation:
Ward Super BD-4

Gallery

BD-4C
2 Place
Engine: Lycoming 108HP
Wing Span: 25.58 ft
Wing Area: 102.33 sq.ft
Wing Cord: 48 in
Aspect Ratio: 6.40 to 1
Length Overall: 21.38 ft
Height Overall: 7.23 ft
Width Wings Folded: 7.2 ft
Horizontal Tail Span: 7.3 ft
Aileron Area: 3.5 ft
Flap Area: 8.0 ft
Vertical Stabilizer Area: 12.0 sq.ft
Horizontal Tail Area: 21.3 sq.ft
Cabin Width: 42 in
Cabin Length: 89 in
Cabin Height: 41 in
Flap Span: 71% of span
Fuel Capacity: 51 to 80 USG
Aileron Deflection: Up 25 deg
Aileron Deflection: Down 6 deg
Elevator Deflection: Up 15 deg
Elevator Deflection: Down 6 deg
Servo Tab Up: 18 deg
Servo Tab Down: 10 deg
Rudder Left & Right: 25 deg
Flap Deflection: 10, 20, 30 degGross Weight: 1600 lbs.
Empty Weight: 960 lbs.
Useful Load: 640 lbs.
Wing Loading: 15.15
Power Loading: 14.35
Max. Speed @ Sea Level: 156 mph
Cruise Speed –75% power: 145 mph
Cruise Speed –65% power: 136 mph
Stall Speed Flaps Down: 54 mph
Stall Speed Flaps Up: 58 mph
Rate of Climb –Max.: 900 fpm
Take Off Run: 650 ft
Take Off to 50’ Obstacle: 1200 ft
Landing Roll: 500 ft
Maximum Range with 45 min Res: 900 miles

BD-4C
4 Place
Engine: Lycoming O-320, 150HP
Wing Span: 25.58 ft
Wing Area: 102.33 sq.ft
Wing Cord: 48 in
Aspect Ratio: 6.40 to 1
Length Overall: 21.38 ft
Height Overall: 7.23 ft
Width Wings Folded: 7.2 ft
Horizontal Tail Span: 7.3 ft
Aileron Area: 3.5 ft
Flap Area: 8.0 ft
Vertical Stabilizer Area: 12.0 sq.ft
Horizontal Tail Area: 21.3 sq.ft
Cabin Width: 42 in
Cabin Length: 89 in
Cabin Height: 41 in
Flap Span: 71% of span
Fuel Capacity: 51 to 80 USG
Aileron Deflection: Up 25 deg
Aileron Deflection: Down 6 deg
Elevator Deflection: Up 15 deg
Elevator Deflection: Down 6 deg
Servo Tab Up: 18 deg
Servo Tab Down: 10 deg
Rudder Left & Right: 25 deg
Flap Deflection: 10, 20, 30 degGross Weight: 2000 lbs.
Empty Weight: 1010 lbs.
Useful Load: 990 lbs.
Wing Loading: 17.59
Power Loading: 12.00
Max. Speed @ Sea Level: 172 mph
Cruise Speed –75% power: 165 mph
Cruise Speed –65% power: 155 mph
Stall Speed Flaps Down: 58 mph
Stall Speed Flaps Up: 63 mph
Rate of Climb –Max.: 1250 fpm
Take Off Run: 650 ft
Take Off to 50’ Obstacle: 1100 ft
Landing Roll: 600 ft
Maximum Range with 45 min Res: 900 miles

BD-4
Engine: Lycoming IO-360, 180 hp.
Speed max: 206 mph.
Cruise: 192 mph
Range: 782 sm.
Stall: 56 mph
ROC: 1800 fpm.
Take-off dist: 450 ft
Landing dist: 500 ft.
Service ceiling: 23,000 ft
Fuel cap: 50 USG.
Weight empty: 1140 lbs
Gross: 2500 lbs.
Height: 7.53 ft
Length: 21.5 ft.
Wing span: 25 ft
Wing area: 102 sq.ft.
Seats: 4
Landing gear: nose wheel.

BD-4C
4 Place
Engine: Lycoming 180HP
Wing Span: 25.58 ft
Wing Area: 102.33 sq.ft
Wing Cord: 48 in
Aspect Ratio: 6.40 to 1
Length Overall: 21.38 ft
Height Overall: 7.23 ft
Width Wings Folded: 7.2 ft
Horizontal Tail Span: 7.3 ft
Aileron Area: 3.5 ft
Flap Area: 8.0 ft
Vertical Stabilizer Area: 12.0 sq.ft
Horizontal Tail Area: 21.3 sq.ft
Cabin Width: 42 in
Cabin Length: 89 in
Cabin Height: 41 in
Flap Span: 71% of span
Fuel Capacity: 51 to 80 USG
Aileron Deflection: Up 25 deg
Aileron Deflection: Down 6 deg
Elevator Deflection: Up 15 deg
Elevator Deflection: Down 6 deg
Servo Tab Up: 18 deg
Servo Tab Down: 10 deg
Rudder Left & Right: 25 deg
Flap Deflection: 10, 20, 30 degGross Weight: 2000 lbs.
Empty Weight: 1080 lbs.
Useful Load: 920 lbs.
Wing Loading: 19.06
Power Loading: 10.83
Max. Speed @ Sea Level: 183 mph
Cruise Speed –75% power: 174 mph
Cruise Speed –65% power: 169 mph
Stall Speed Flaps Down: 61 mph
Stall Speed Flaps Up: 65 mph
Rate of Climb –Max.: 1400 fpm
Take Off Run: 600 ft
Take Off to 50’ Obstacle: 1000 ft
Landing Roll: 600 ft
Maximum Range with 45 min Res: 900 miles

BD-4C
4 Place
Engine: Lycoming 200HP
Wing Span: 25.58 ft
Wing Area: 102.33 sq.ft
Wing Cord: 48 in
Aspect Ratio: 6.40 to 1
Length Overall: 21.38 ft
Height Overall: 7.23 ft
Width Wings Folded: 7.2 ft
Horizontal Tail Span: 7.3 ft
Aileron Area: 3.5 ft
Flap Area: 8.0 ft
Vertical Stabilizer Area: 12.0 sq.ft
Horizontal Tail Area: 21.3 sq.ft
Cabin Width: 42 in
Cabin Length: 89 in
Cabin Height: 41 in
Flap Span: 71% of span
Fuel Capacity: 51 to 80 USG
Aileron Deflection: Up 25 deg
Aileron Deflection: Down 6 deg
Elevator Deflection: Up 15 deg
Elevator Deflection: Down 6 deg
Servo Tab Up: 18 deg
Servo Tab Down: 10 deg
Rudder Left & Right: 25 deg
Flap Deflection: 10, 20, 30 degGross Weight: 2000 lbs.
Cockpit width: 46 in
Empty Weight: 1125 lbs.
Useful Load: 875 lbs.
Wing Loading: 19.06
Power Loading: 10.00
Max. Speed @ Sea Level: 203 mph
Cruise Speed –75% power: 192 mph
Cruise Speed –65% power: 180 mph
Stall Speed Flaps Down: 61 mph
Stall Speed Flaps Up: 65 mph
Rate of Climb –Max.: 1700 fpm
Take Off Run: 600 ft
Take Off to 50’ Obstacle: 750 ft
Landing Roll: 600 ft
Maximum Range with 45 min Res: 900 miles

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