FIRST FLIGHT or BKB-1 FLYING WING
by F. A. Geraldsen
                    BACKGROUND

The pilot had approximately five hundred hours of flying time but
only twenty-seven hours in gliders including the ASK-7, ASK-l3 and
the Schweizer 2-22 and 1-26 sailplanes.

The BKB-1 gliding wing has been much discussed by the local "glider
guiders", with the bulk of this discussion being of the negative
nature; consequently, this pilot made it a point to gain as much of
both sides of the argument as possible. All facts in and weighed,
he decided there was more mass scare psychology than was perhaps
warranted. With this decision,, the next move was to gain all possible knowledge of the BICB flight characteristics.

It soon became apparent that the primary problem would be that of
mentally deactivating the ailerons and be prepared for very sensitive
controls.
After deciding to fly the BKB gliding wing and obtaining an offer
to do so, approximately nine months elapsed before weather and other
circumstances permitted the flight.
on the morning of May 10, 1969 everything was ready for this first
flight except the weather. By noon the clouds began to break and
the ceiling became unlimited. with the encouraging words from bystanders to the effect " Don't fly it, its a deadly machine", the
first flight was launched.

FIRST FLIGHT

completing the usual preliminaries and giving the request "to take-off",
the take-off roll began toward the north with a cross wind from the
west north west of approximately 5 miles per hour. Either the release
of the left wing included an up moment or the wind induced a_left
wing high movement which was noticed Just before the right wing tip
skid touched the ground. A slight over correction with left rudder
induced roll beyond wings level which counter-acted again by right
rudder to wings level. After this, roll was minimal. Lift off was
intentionally induced early in the take-off roll by back pressure
on the stick. The sailplane moved readily to about 5 or 6 feet alti-
tude before climb was terminated by forward-stick. The sailplane
was then permitted to settle gently until the wheel contacted the
ground. After this point, climb out was quite steady for a first
flight in any standard sailplane.

Tow continued to 3,000 feet before release. After release all normal
get acquainted manuevers were accomplished with these observations:

1. Stall straight ahead - very stable with no tendency to drop
off on a wing.

2. Stall in a left turn - very stable with no tendency to drop
off on a wing - responded immediately to right rudder and forward
stick to full level flight recovery.

3. Stall in a right turn - very stable with no tendency to
drop off on a wing - responded immediately to right or left rudder
and/or forward stick. Recovery was very comfortable.

4. Ninety degree turns were practiced to prepare for the
first landing approach. It was very easy to make precise turns and
roll out on a heading aligned with a road below.

5. Aileron only rolls -the ailerons rolled the sailplane;
however, an adverse yew was induce. This yaw effect was quite notice-
able but not at all alarming.

6. Coordinated roll- as a result of the yaw observed by the
aileron only roll, a coordinated roll attempt was made. It was found
that a smooth coordinated roll can be accomplished with the sailplane
maintained on centerline. The control movement required is very much
the same as that for any other airplane. The only difference is a
very slight difference in timing the rudder action to maintain the
sailplane centerline on a given point.

7. Gliding straight and level - was a new experience in speed
control. The BKB-1 always returned to 53+1 miles per hour after
being deflected to a greater or smaller angle of attack by the pilot
or by a gust of air then allowed to fly hands off.

8. Gliding in a thermal - was again a new experience. Once
an angle of bank was established then hands and feet removed from the
controls, the BKB-1 would continue to orbit in the same altitude
until again changed to a new altitude.

9. Glide angle - quite flat. The flight pattern was consider - ably lower for the BKB-1 than for the ASK-13. Approach altitude
control was adequate using both rudders for drag.

10. Approach and landing - quite easy. The BKB-1 controls
easily in the pattern and during landing. An approach of 60 MPH and
both rudders for drag were adequate for a touch-down and 1anding in
about half the distance that-being used by ASK-13 that day.

In summary, the first flight was a pleasant experience. There are
a few recommendations regarding first flights in the BKB-1 and they
are as follows:

1. The pilot should become quite familiar with the peculiarities
of airplane response to control movement. In particular, the pilot
should understand the desirability to : (a) exclude aileron movement
from control action during initial flight; (b) use minimal control
action to avoid over-control during initial flight (c) understand
the response that can be expected from rudder control. None of these
control functions are drastically different; rather, it is more a
matter degree of differences. The degree of differences can be compreased
to transition from a Schweizer 2-22 to a Schweizer 1-26 sailpalne.

2. The pilot should have practiced and be able to consistantly
negotiate landings in the ASK-13 or equivalent using no
or minimal spoilers ( not over 1/4 deployed).

3. The pilot should be relaxed, not tense or scared prior to
take-off. This is true for any airplane or sailplane; consequently,
it should not restrict an abnormal number of pilots.

4. The pilot who makes a practice of overworking the controls,
using excessive or unnecessary control movement should not fly the
BKB-1 solo the first time. An extremely tense or scared pilot who
tends to over control in every day flying certainly should not fly
the BKB-1 solo the first time.

All pilots who qualify under items 1, 2 and 3 above are certainly
missing a pleasant experience.