Historia BKB


Then in 1963, a disturbing letter arrived from Fred Bodek in Barbados shortly after Kasper had sent Al Wilson to Canada to pick up the plane. The letter described an article in the Boeing News. Despite the international interest surrounding Brochocki and the BKB, the Boeing news had carried a story of Kasper and "his" glider, the BKB-1, (technically he did own it). The article, entitled Employee's Glider Can't Fly- But It Does, has Kasper claiming, "My design is so stable, it can become boring to fly". He then proceeds to explain how he conceived of and developed the design over many years through some process of observing nature. No credit was given to his former partners. He didn't even mention their names. Brochocki and Bodek were not amused, but then, the Boeing News was just an employees' paper, and perhaps Kasper had just been carried away in his enthusiasm. After all, the work of the BKB and its designer and the partnership that produced it were already well-documented in respected publications, and Stefan had Kasper's signature regarding the matter. Stefan's interest was now consumed by sailboat design.


During this time Kasper and test pilot , Al Wilson, continued to fly the aircraft in Seattle. They made some adjustments to position of controls, reduced the hinge moment of the rudder to reduce pedal forces, and made the seat position adjustable.


Kasper was a gifted pilot who did some incredible (perhaps foolhardy?) aerobatic flying in the BKB and, if indeed the BKB did exhibit controllable tumbling as he claimed, then it is to his credit that he was able to discover that. It is all the more incredible that he was able to licence it for aerobatics. The BKB was not designed for aerobatics. You may recall that Stefan's original objective was to design an aircraft that was stable in flight. Since aircraft as a rule are not known to recover from a tumble and the ensuing stall, he had striven to avoid the possibility of tumbling in his design. Aircraft must be built to withstand much stronger forces to be licenced for aerobatics (at least in Canada this is true), and the BKB was not designed for this category of flight. It appears that by making stability the first priority, the BKB became sufficiently stable to recover from a tumble, (if indeed it did tumble).