GE90 Makes The Old JT9D Look Like A Toy!

 This video isn't new, but it's from the History Channel and very well done.  It's simply stunning to see how large and powerful the GE90 engine really is - with a world record setting thrust of 127,900 pounds during testing!  The max "rated" thrust is 115,000 pounds.

 It's also cool to see some great images of the intensive testing that they put these engines thru.  It would be interesting to know if this engine would have survived the massive bird ingestion that Cactus 1549 had.  After seeing this vid, I think it might have kept right on running.

 When the 747 first arrived on the scene in 1970 with the Pratt & Whitney JT9 engines (43,500 pounds of thrust), everyone was in awe at how big these new engines were.  And now, the view in this vid of the GE 747 testbed aircraft with one GE90 and three engines similar in size to the old JT9 is almost comical to see.  What a difference!

 The GE90 has been in service on 777's now since 1995, but  despite its amazing performance, you don't really hear a lot about it these days.  Kinda proves that it's not only huge, but reliable too.  Well done!

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

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

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

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

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

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

  A young Burt Rutan working for Bede in 1972

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

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

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

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

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

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

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

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

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

Some RC Flyers Must Have Dual-Core Brains!

 I've got a pretty good brain, it even scored at a level 20 years younger than my age on this brain test that's been floating around the net for a while.  But I really struggle sometimes to understand how some of these RC guys can do the things they do.

 This video isn't new, but I regularly dig pretty deep into the dark and crusty corners of YouTube and I hadn't seen this one yet, so it's likely new to you as well.  The camera work is also really well done here, which is a big plus.

 This is a pretty huge RC model with some stunning performance.  And yes, we should spend a moment or two marveling at how well the engine runs during this demo, and how responsive the transmitter, receiver and all the servos function.

 But I just can't get over how much practice, effort and skill is required to fly a model airplane of this size, and at this level.  Who are these people and where do they get the dual-core processor brain to do this kind of stuff?!  Enjoy. 

Caption Contest #12 - Birth Of A Winner!

 I didn't really expect so many great caption responses from this pic, but I sure got 'em.  And when the voting was over, twitter follower @atp4tr had clearly been chosen as the winner - good job!

 That adds another $20 AirPigz funny money to his winnings now, which is beginning to add up these days!

 The Stipa-Caproni is one odd looking airplane to say the least.  Didn't fly any better than it looks either, but you just gotta love the people with enough courage to try every idea that runs thru their head!

 Next Caption Contest hits the streets Monday morning March 23, 2009 - don't miss it.

April 2009 Sport Aviation Cover Story - Mike Logback's Tailwind

 I really like fast, efficient airplanes... and I also like the ones that are really slow and poky too, you know, for just pure flying joy.  Ok, and I like the ones in the middle as well!  Here's one I like on the fast, efficient side: a Wittman Tailwind W-10 built by Mike Logback from Kansas, and you might already know that it's the cover story for the April 2009 issue of Sport Aviation magazine.

 You probably also know by now that I really like the Waiex from Sonex Aircraft, and now you know I like the Tailwind.  So, do I just have a strange desire for airplanes with sharp edges, or it is something about Oshkosh connections?  Truth is I really like airplanes that are affordable.  I even bought Tailwind plans several years back (set #1080) in the hope that someday I'll have one of my own. 

 I've got the plans for a few other airplanes too, so you just never know what I'll eventually get flying.  But after seeing this cutie, I'm wishing I had a Tailwind just waiting on me to pull it out of a hangar.

 The W-10 Tailwinds are the most recent version that Steve Wittman drew up several years back.  It's a little longer than the early ones, and has some larger tail surfaces too.  And with the added wing tip extensions, you get a very stable slow flying machine that's pretty good at chewing up the horizon too.

 Mike's airplane was built from plans for around $20,000 and will cruise at 180mph.  It's simple and straight forward, nothing fancy, and that's they way to get some great performance.  Simplicate and add more lightness as Bill Stout used to say!

 

Check out the Yahoo Tailwind forum to learn more about this slick little airplane!

  So, I'm excited about this sweet looking airplane, but I also have a second point I'd like to make.  If you have any interest in building an airplane, or are in the process now, whether from plans or a kit, you need to be an EAA member.  This isn't some paid promo for the EAA, it's just me telling you about an incredible resource to airplane builders: the Sport Aviation archives.

 Not quite a year ago, the EAA archived over 50 years of the Sport Aviation magazine, from 1953 thru 2006.  It's available online in pdf form, and it's free if you're an EAA member.

 I joined the EAA when I was just 9 years old in 1970 (#57138, and my dad was #1146!) and I learned more about airplane design, building and flying from reading Sport Aviation than I did any other source.  To have access to those searchable archives now is simply outstanding!

 So, not only does your EAA membership get the you the current issue of Sport Aviation sent to you each month, but one of the greatest knowledge resources to the homebuilder is yours now too.  There are lots of other benefits of being a member as well, but you don't have to look any further to make this a no-brainer.

 I've got a feeling that there are some really cool and big things about to happen in the homebuilt airplane world, even as we face down these tough economic times (or maybe specifically because of these times).  I think looking at building your own makes more sense now than ever.

 It's time to start getting revved up about Sun-N-Fun and Oshkosh... spring flying fever is beginning to take hold.  Hmmm, I sure wish I had a speedy little Tailwind to go tear up the sky with!

Army's New T-11... The Square Parachute That's Kinda Round Too

 The old T-10 static line parachute used by the Army soldier hadn't really changed much since it was first used in the 1950's.  A totally new concept in parachute design has been tested as a replacement.  The unusually shaped T-11, which appears to have been in development for several years is finally ready to be put into service in 2009.

 Looking a lot like a freaky UFO, the T-11 is a little heavier overall, but it offers a much more comfortable harness, a lower opening shock, significantly reduce rate of descent, far less oscillation, and a much lower rate of malfunction.  In case you don't know much about parachutes, those are all really good things!  Want more info?  Watch this vid too. 

The Red Baron Draws Enthusiastic Response At Reel Stuff Film Fest

 It was only a couple weeks before the 2nd annual Reel Stuff Film Fest took place that I found out about it... but the concept of an aviation film fest interested me enough to spend 3-1/2 hours on the road (each way) to Dayton Ohio on Sunday March 15th to check it out.  I'm glad that I did. 

 The U.S. premier of the German made film about WWI flying ace Manfred von Richthofen, 'The Red Baron' was all it took to get me to chase down a little white-line fever.

 There were 13 films in all, tho I was only able to make it for one.  But it was well worth the trip.  I'll be planning to take in most, or even all of the festival next year.

 The event is operated by the National Aviation Hall of Fame, and all of the proceeds go to support the NAHF learning center in Dayton.  The festival director indicated that the 2009 event was a success, with increased attendance over the first year, and there will definitely be an event in 2010.

 A little over 400 people gathered for 'The Red Baron' screening.  This is definitely a niche festival that's still in its early years, so you don't have huge crowds in attendance yet.  However, this is exactly the kind of event that people interested in aviation should be supporting.  I hope we all see the value in it and get behind it.

 The location for the screenings on Saturday and Sunday was the Dayton Convention Center downtown. The facilities were very nice, but the screen for ‘The Red Baron' was a little smaller than you find in your typical mega-plex. 

 The facility did make for attractive and comfortable surroundings tho. And, once the movie started, the size of the screen was quickly forgotten as the action pulled you in.

 The large area outside of the auditorium included a vendor with airplane models as well as several other tables set up with info related to the festival.  It all felt well organized and under control.

 The audience pic is from about 20 minutes before the 'The Red Baron' started, and while the seating did fill in more, there were still plenty of seats left over... you should have been there!

'The Red Baron' writer/director Nikolai Mullerschon answering 
questions from the audience right after the screening

Nikolai Mullerschon signing a large Red Baron poster that had been purchased

 The one part of the event that I had hoped would really make it special was the question and answer time with the film presenter, right after the screening.  As it turned out, this was the standout element of the day.

 Nikolai Mullerschon, the writer and director of 'The Red Baron' answered about 15 questions from members of the audience.  All of the questions were well thought out and relevant, and the answers were very interesting to hear.

 The movie itself was well done too. I'd probably give it 3 stars out of 4. While there are quite a bit of flying scenes in the film, it's interesting that there wasn't any real flying done at all.  There were a lot of 1:1 scale models used for close ups with the pilots, and then all of the inflight work was CGI, or computer generated imagery.

 The CGI was among the best I've ever seen in a movie.  But I have a hyper-critical eye when it comes to these things, and I sometimes found control surfaces slightly out of place or a maneuver that didn't quite look right.  But don't misunderstand, it was extremely impressive what was accomplished.

 The movie might be making it to U.S. theaters sometime here in the future. Nikolai indicated that talks are underway right now.  I hope it does,  this is definitely an aviation movie that every pilot should see.

 My experience at the Reel Stuff Film Festival was a really good one.  I've got a feeling that they have a solid concept going and that the future will be good to them.  But the bottom line is that they need people like you and me to support their efforts any way we can!

'Caption Contest' #12 With New RulesEnds Tuesday 3-17-09 At 9PM EDT

Here's the deal: a lot more people have been playing the game, and sometimes we get way too many submissions to make the poll process work very well.  Plus, it's a little time consuming to try and read 20 or more choices to vote on.

 So, to make it easier, you can now submit up to 3 captions, but when the game ends Tuesday at 9pm EDT, I'll then pick what I think are the 5 best captions, and then put up a poll for YOU to choose the winner.

 I think it'll make it easier and more fun for you all, plus this way I'll get to do a little more than just work, work, work - I'll get to participate too by whittling it down to just 5 choices.

 The Rules:

1) Max of 3 submissions per person

2) Submissions go in 'comments'

3) Game ends Tuesday at 9pm EDT

4) Keep it clean! 

 Then, I'll pick the top 5 submissions and put them in a poll for you to choose the winner.  Anyone who wants to cast their vote will be able to after the poll goes up around an hour after the 9pm Tuesday submission deadline.

 We'll vote for 24 hours, til 9pm EDT on Wednesday.  The winner will be posted Thursday morning and will win $20 in AirPigz funny money.  I hope you like the changes... have fun!

Caption Contest #11 Back to Back Wins For @tendancer!

 AirPigz twitter follower @tendancer has snagged back to back wins in the Caption Contest - good job!  Another $20 in AirPigz funny money has been earned.

 If we don't get a new winner in the next game though, I promise there'll be a complete investigation into poll-hacking or some other elaborate, unscrupulous plan to sway the votes of innocent people (just kidding).

 I've got some ideas on how to streamline the voting process and make it all a lot easier, though it'll probably involve me having to make some judgment calls to reduce the number of submissions up for vote.  If that happens to upset you, I humbly ask you to get over it : )

 Game #12 sprouts Monday morning March 16 with several rule updates... watch out!

Never Get Tired Of Watching This Vid