203:. Given the engine's nominal 3,000 lbf (13 kN) thrust at sea level, the design was significantly overpowered, generally considered a major advantage for any aircraft. Performance estimates were extremely exciting; after a takeoff roll of only 850 ft (260 m) even at a fully fueled weight of 4,400 lb (2,000 kg), the aircraft would climb at 20,000 ft/min to a cruising altitude of 45,000 ft (14,000 m). At this altitude it would cruise at Mach 0.9 (520 ktas, 595 mph) and at full power would reach Mach 1.4. The high-altitude cruise allowed flights up to 2,000 miles (3,200 km).
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used, one on either side, to provide clean airflow. All of the controls were strictly mechanical, using pushrods. In order to deal with the increasing control stiffness with increased speed, the design initially specified two control sticks, a small side-stick with limited leverage for low speeds, and a full-sized one mounted in front of the seat with much more leverage for high speeds.
318:(NTSB) later concluded that Bede's fix was severely under-designed, and offered nowhere near the strength that had been calculated. Fox had not performed any testing to verify the redesign of the vertical stabilizer spars before continuing flight testing, instead relying upon the data provided by Bede.
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within limits, fuel capacity had to be cut dramatically to 263 gallons, reducing range from the original 2,000 miles (3,200 km) to 1,500, although it was never to demonstrate anything beyond about 500 miles (800 km). Speed was equally poor; even at full thrust the plane was barely able to
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The BD-5's failure was due largely to the unavailability of a suitable engine; during the BD-5's history one engine company after another either exited the engine business or went bankrupt. Bede started the new design by selecting a suitable commonly available engine and then designing the aircraft
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for the military market, terminating
Monitor's agreement due to a claimed failed payment. Oddly, Monitor purchased the original prototype, N2BD, at the same auction, although for reasons that are unclear it appears it was never moved. Neither company managed to find any interest in the design, and
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with just over 21 feet (6.4 m) of span and a leading-edge sweep of about 30 degrees. Cropped-delta elevators were also used, although featuring a much greater 50 degree leading sweep. The large canopy extended a fair distance above the fuselage midline, in relative terms, so twin rudders were
151:, forbidding him from accepting down payments for aircraft for a period of ten years. Bede worked on numerous other projects during this period with preliminary design begun by 1983 on a small jet. Within weeks of the agreement expiring in 1989, he announced plans for the BD-10J under the aegis of
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The first prototype, N2BD, was completed in 1991. The first damage occurred before the aircraft was completed. A newly minted A&P Licensed mechanic didn't follow the specifications for the static landing gear strut. He used thin walled aluminum pipe, which failed to hold the weight of the
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in July 1992. Early in testing it suffered more minor damage when the gear failed on landing, but the damage was repaired and it returned to flying. However, this aircraft was significantly heavier than originally intended, the empty weight ballooning from the design 1,600 to the prototype's
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Eventually 63 $ 10,000 deposits (45 in the United States) were placed for the kits. By 1994 three additional airframes were under construction, one by Mike Van
Wagenen of Nevada, another by Jim Priebe in Ohio, and the last by Frank Everett in California. However, during this period Chief
167:, widely used in a variety of military aircraft and virtually identical to its civilian counterpart, the General Electric CJ-610, available both in new-build and second-hand markets. Perhaps the best known military applications of the J85 are the twin-engined
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The aircraft was fairly conventional in construction terms, using aluminum sheeting for the majority of the airframe, and fiberglass for certain parts and fillets. The dry weight was only 1,600 lb (725 kg), about the same as light aircraft like the
285:(FAA) later ruled this was illegal, although after Van Wagenen had moved on from this concept, rendering the point moot. In December 1993 Van Wagenen took over the entire BD-10 project, intending to produce completed versions of the design under the name
314:, was completed and entered testing. Although it had been modified to incorporate the stronger tail of Bede's design, it broke up mid-air on 30 December 1994 when the vertical stabilizers failed due to a crossflow condition, killing Van Wagenen. The
250:, and overran the end of the runway while braking. It was later learned that the "canopy open" indicator light could be extinguished even if the locking lugs were not in place, requiring a minor redesign to prevent this from recurring.
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aircraft. This caused the twin booms to twist and the vertical stabilizers to be canted at different angles. This structural damage was never fixed and wasn't noticed unless looked head-on. The aircraft started testing at
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reported on it in its March 1995 issue, the weight was given as 2,410 lb (1,090 kg), although it is not clear if this represents a real change in weight, or alternately changes in the secondary equipment.
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to drum up business. During this flight the skinning on the vertical stabilizers demonstrated some wrinkling, indicating excessive flex. The problem was considered minor, and a stronger tail design was added.
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published a positive report on the aircraft in its June 1994 edition, although it noted some horizontal "snaking", not uncommon on an aircraft that is longer than it is wide. By the time
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On 27 August 1994, the prototype was on a demonstration flight from the factory when the canopy started to open during the takeoff roll. The pilot aborted the takeoff past V
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supersonic aircraft. After several years of testing and modifications, the project was taken over by investors in order to produce fully completed civilian and military
325:. It redesigned the horizontal and vertical surfaces for another prototype, N62PJ. This aircraft crashed on 4 August 1995 when one flap failed to retract following a
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444:: Jim Priebe's kit, sold to Monitor Jet, Was privately owned in Canada, now owned by the BD foundation. Unflyable but planned to be reassembled.
281:(or later Fox Aircraft) with the intention of helping kit builders complete their aircraft, by providing hangar space, tools, and guidance. The
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127:, but these projects were never realized. Five examples were built; three of these crashed, and the remaining two examples are unflyable.
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in the training role, but nothing ever came of this. The aircraft was even mentioned briefly during the
Canadian Parliamentary Debates.
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179:. The new BD-10J design bore a strong resemblance to the T-38/F-5, although it was much smaller and used only a single engine. The
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When a group of investors in Bede's company threatened to foreclose, Bede declared bankruptcy in 1997. The investors formed
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383:, still flying. It broke up in midair off the southern coast of California in 2003 after pilot Frank Everett had radioed a
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402:, which operates a number of jet aircraft. Monitor Jet's example remained in Canada, and eventually ended up in the
418:: original prototype, owned by Fuel Fresh in Nevada, unflyable. This original tail number has been reassigned to a
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352:, its pilot apparently not interested in flying it. There appears to have been some interest on the part of the
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Photo of original prototype aircraft, now owned by Fuel Fresh Inc in
Phoenix, displaying new tail number
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329:. The resulting accident killed the company president, Joseph Henderson, and Peregrine ceased to exist.
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735:"Canadian Aerospace Group and Sikorsky Aircraft Team in Portugal Military Bid." 13 December 1999.
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left the project. Work on the BD-10J project by Bede seems to have stopped at about this point.
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call in which he stated that the aircraft was "disintegrating". Everett did not survive.
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Aircraft
Flutter Analysis: an article on flutter analysis using the BD-10 as its model
630:"Some Assembly Required: this Model Airplane Seats two and is Designed for Mach 1.4."
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BD-5 Web Site: some material regarding the BD-10, including promotional movies
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Concept
Aircraft: Prototypes, X-Planes and Experimental Aircraft
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Concept
Aircraft: Prototypes, X-Planes and Experimental Aircraft
422:. Original prototype aircraft is currently assigned tail number
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Fox
Aircraft became the aircraft construction corporation under
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both companies disappeared, the lawsuit being dropped in 1998.
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175:, with the most familiar civilian application being the early
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which was developing the
Thermion (R) Anti-Icing Technology.
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New San Diego Company Acquires BD-10 at Bankruptcy Auction
348:. Monitor also purchased the single so-far completed kit,
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The resulting design featured a shoulder-mounted cropped-
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OFFICIAL REPORT (HANSARD) Wednesday, 24 September 1997
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The Bede BD-10 in its Peregrine Falcon livery, c. 2005
398:, when the company went bankrupt, and now belongs to
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2,250 lb (1,020 kg). In order to keep the
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Short promo blurb and video on the BedeCorp website
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Aircraft of comparable role, configuration, and era
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825:BD-10: excellent image of the prototype in flight
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379:This left only the second kit-built aircraft,
371:intended to produce completed versions as the
135:The genesis of the BD-10 came about after the
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565:1,550 mi (2,499 km, 1,350 nmi)
344:engine and sell it as a basic trainer as the
406:, with its JT-15D engine stored separately.
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694:NTSB report on the accident involving N2BD
463:BD-10 first prototype color scheme c. 1991
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115:'s attempt to introduce the world's first
559:593 mph (957 km/h, 515 kn)
332:In 1996 Bede sold the military rights to
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303:the Peregrine Falcon sales company and
299:In addition to Fox, the group included
163:around it. The selected engine was the
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663:"EAA 40th Annual Oshkosh convention".
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538:, 2,950 lbf (13.1 kN) thrust
340:, which intended to equip it with the
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795:. Kent, UK: Grange Books plc., 2005.
676:"BD-10 Flies like Civil 'Fighter'."
495:28 ft 10 in (8.794 m)
316:National Transportation Safety Board
30:The prototype Bede BD-10, circa 1994
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222:reach the transonic, at Mach 0.83.
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1053:1990s United States sport aircraft
678:Aviation Week and Space Technology
665:Aviation Week and Space Technology
501:21 ft 6 in (6.55 m)
356:as a replacement for its fleet of
233:Aviation Week and Space Technology
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725:NTSB report on the crash of N62PJ
577:30,000 ft/min (152 m/s)
507:8 ft 1 in (2.46 m)
777:NTSB report on the crash of N7FF
714:NTSB report on the crash of N9WZ
342:Pratt & Whitney Canada JT15D
24:
791:Winchester, Jim. "Bede BD-10."
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513:98 sq ft (9.1 m)
310:In 1994 Fox's first prototype,
297:Peregrine Flight International.
283:Federal Aviation Administration
277:Van Wagenen had already formed
139:project in the 1970s, when the
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571:45,000 ft (13,715 m)
450:: Frank Everett's kit, crashed
305:Aerospace Safety Technologies,
225:In 1994 N2BD was flown to the
187:were also offered as options.
58:Peregrine Flight International
1:
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525:4,430 lb (2,014 kg)
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1068:Aircraft first flown in 1992
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1058:Single-engined jet aircraft
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519:1,600 lb (725 kg)
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157:Spirit of St. Louis Airport
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438:: Peregrine's kit, crashed
432:: Peregrine's kit, crashed
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767:Retrieved: 13 June 2007.
739:Retrieved: 13 June 2007.
684:Retrieved: 13 June 2007.
667:, 17 August 1992, p. 56.
638:Retrieved: 13 June 2007.
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404:Toronto Aerospace Museum
185:Pratt & Whitney JT12
171:and the closely related
141:Federal Trade Commission
704:Winchester 2005, p. 28.
654:Winchester 2005, p. 29.
603:Viper Aircraft ViperJet
474:General characteristics
455:Specifications (BD-10J)
390:The original prototype
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131:Design and development
737:Portugal Military Bid
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272:
265:Continued development
44:Recreational aircraft
844:Article on crash of
354:Portuguese Air Force
165:General Electric J85
153:Bede Jet Corporation
54:Bede Jet Corporation
420:Dassault Falcon 900
396:Scottsdale, Arizona
173:F-5 Freedom Fighter
36:General information
1048:Homebuilt aircraft
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279:Fox 10 Corporation
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219:weight and balance
56:Fox 10 Corporation
1063:Mid-wing aircraft
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801:978-1-84013-809-2
759:Sweeny, Michael.
291:Peregrine Falcon.
125:training aircraft
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765:BD-10 Rights
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98:First flight
85:Number built
80:Experimental
50:Manufacturer
593:ATG Javelin
544:Performance
529:Powerplant:
489:1 passenger
334:Monitor Jet
101:8 July 1992
60:Monitor Jet
1037:Categories
611:References
511:Wing area:
373:PhoenixJet
358:Alpha Jets
289:and later
256:Test Pilot
207:Prototypes
201:Cessna 172
192:delta wing
169:T-38 Talon
109:Bede BD-10
994:Companies
499:Wingspan:
487:Capacity:
483:one pilot
369:San Diego
327:go-around
259:Skip Holm
155:, at the
137:Bede BD-5
117:kit-built
1022:Jim Bede
1006:BedeCorp
908:Aircraft
886:aircraft
582:See also
553:Mach 1.4
410:Examples
145:Jim Bede
113:Jim Bede
70:Jim Bede
65:Designer
505:Height:
493:Length:
301:Point 9
147:into a
93:History
1015:People
985:BD-22L
799:
563:Range:
536:CJ-610
442:N700JP
385:MAYDAY
350:N700JP
338:Canada
287:Fox-10
214:Mojave
77:Status
980:BD-18
975:BD-17
970:BD-14
965:BD-12
960:BD-10
920:XBD-2
846:N62PJ
837:N98MJ
682:BD-10
616:Notes
481:Crew:
436:N62PJ
424:N98MJ
19:BD-10
955:BD-8
950:BD-7
945:BD-6
940:BD-5
935:BD-4
930:BD-3
925:BD-2
915:BD-1
899:Wing
884:Bede
797:ISBN
632:Omni
531:1 ×
448:N7FF
430:N9WZ
416:N2BD
392:N2BD
381:N7FF
346:MJ-7
323:PJ-2
312:N9WZ
183:and
111:was
107:The
41:Type
367:in
336:of
1039::
763:.
643:^
623:^
159:.
876:e
869:t
862:v
839:.
803:.
426:.
248:r
88:5
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