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Presentation to the MacDonald College

 

We had some troubles. The BKB would not even leave the ground on initial car tows. Lowering the position of the tow hook solved that. Bumping along the runway, we quickly decided that the elevons unlike the conventional ailerons must be mass balanced. At the first aerotow take-off, the evening sun was glaring blindingly at the end of the runway. In the middle of the take-off, the canop y suddenly decided not to go with us. This disturbance resulted in a severe wallop against the runway, damage to the nacelle, my back, and my pride.

 

After repairs were done, Dave Marsden, glider and an ex-F-86 pilot, volunteered to carry on with testing. He flew very impressively in spite of the glider's sensitivity in pitch and continuing trimming difficulty. Here I quote some impressions from his report to the D.O.T.:

 

"After a considerable amount of ground testing, using car tows, and some minor modifications, the BKB-1 took to the air on its first aerotow on the 10th of October, 1959. During the following weekends up until the 15th of November, 10 flights were made for a total of 4 hrs. 15' in the air.

 

The BKB-1 handled well in the air both on tow and in free flight. First impressions were of sensitive, rapid response to elevator control and surprising distances covered due to good penetration.

 

Gentle turns were attempted first, then the steeper ones. Good, co-ordinated turns could be made but strong rudder control was required to overcome adverse yaw. Ground tests had shown the directional control, by means of wing tip drag rudders, to be excellent.

 

The ailerons were made to continue the wing airfoil section including the reflex training edge. This acted as a fixed trim tab which gave a rather unpleasant nose down stick force which could not be trimmed out.

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