BD-5J N575J started life in 1986 as N110BH. Built by Allen Thompson in Kenosha, WI, and initially flown by John Duncan of Miami, FL, the airplane was subsequently sold to a gentleman in Opa Locka, FL, who suffered an off-airport landing resulting in substantial damage to the airplane but minimal injuries to the pilot. In 1997, Don Wall of Omaha, NE, purchased the airplane and began a 7-year rebuild project that culminated in successfully returning to flight in 2004 as N575J. The little jet was a regular fixture at the Bede Aero booth at Oshkosh but never flew again.

In 2021, Don donated the airplane to the Bede Family Foundation, a charitable 501 (c)(3) organization that was established in 2016 with the purpose of supporting youth in aviation. The donation carried with it a caveat that we bring the airplane back to flying status. After a two-year process of working through the FAA requirements for both aircraft inspection and pilot qualifications/licensing, in July 2023 I took the airplane back into the air to complete the Phase 1 flight testing.

Since that time it has been displayed and flown at airshows and fly-ins including the Stuart (FL) Airshow, Texas Gulf Coast Regional Airport Fly-In and the Sun ‘n Fun Aerospace Expo 2024. It will also be displayed and flown at EAA’s AirVenture Oshkosh 2024.

Special thanks go to Don Wall and Richard Olson for their beautiful rebuild work, Fred Wilcoxon for his assistance with aircraft maintenance and inspection following the jet’s 20-year hiatus from flight, BD-5J pilot and instructor Justin Lewis for his dedication to helping me reach the highest level of flight performance and to Experimental Aircraft Examiner Zach McNeill for the Letters of Authorization and final check ride.

—Brian Ingraham

Brian’s aviation career has spanned over 50 years and has been involved with the amateur-built industry since high school. He is a Commercial pilot with MEL/SEL/Helicopter/Instrument ratings and is one of very few pilots to have the BD-5J endorsement. He is also an A&P and DAR with no limitations.

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The airframe was constructed in our basement, slow build, with final assembly at the KEVU airport. It features a “tip up” canopy. Painting was accomplished with the help of my father-in-law at the age of 83.

The engine is a TITAN IOX-340 fuel injected model with dual EFII electronic ignition. The engine build was a “builder assist/observe” at the Continental San Antonio facility with Master builder “Lobby” as the assembly technician, and was accomplished in two and a half days including a 3-hour dyno test. Because the engine is totally dependent on electronic ignition, the engine has dual alternators and dual batteries for redundancy. The airplane has a fixed pitch 3 blade Catto composite prop.

The panel instrumentation features a Garmin G3X touch screen with a Garmin 307 autopilot and remote radio / transponder with ADS-B in and out capability and free weather aloft ability. A Garmin GS260 AOA display is mounted above the instrument panel. The Garmin transponder also has bluetooth connectivity to an iPad for additional map panel display. Electronics and wiring harness fabrication was provided by SteinAir. Independent of the G3X Touch–the panel also features a Garmin 696 unit for backup GPS navigation and redundant flight instrumentation.

A Sporty’s SP-400 handheld radio provides backup radio communication and VOR capability. Custom leather upholstery with memory foam was provided by Abby at Flightline Interiors.

Prior to the build process, I took an EAA sheet metal course at Oshkosh that was very helpful in fabrication fundamentals and prior to wiring the airplane I took an EAA electronic course in Boulder Colorado with instructor Kas Oberman who created the “Captain Sully on the Hudson” accident reenactment clip seen on national TV. Special thanks to my flight instructors Joe and Jo, and Kevin Rankin for flight instruction and assembly guidance. Additional special thanks to EAA technical instructor John Rice, AP mechanic Richard White, cross training instructor Bill Gill, Jay Pratt technical advisor, EAA Technical Advisor Gene Poynter, and fellow builder Ed Ensminger. Troubleshooting technical service for both the fuel injection and electronics involved the special services of Reno Air Racer Tom McNerney who is nothing short of incredible. Tom is my watchful guardian angel.

Foremost credit goes to my wife Deena for her patience and encouragement during this build process, my father Harold for eight years perseverance on this project before his death at age 99, and my father-in-law Charlie Roush for his painting talent at age 83. Charlie was an auto body man by training and this was to be his last big project before developing multiple myeloma.

The RV-9A with tail number N17PH flew for the first flight on January 1st, 2023 and has a total of 66 hours to date. Phil is EAA member 1086117 and Young Eagle’s Chairman of Chapter 1540. Phil also teaches Aviation merit badge through the Scouting program.

—Phil Poynter, Maryville, Missouri

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He built 95% of the project but due to Covid 19 he passed away so I, Martin Giraldo his son also a pilot and aviation lover, finished the project 2 years after his death. The airplane flew on December 21, 2023. We are based in Bogotá Colombia.

—Martin Giraldo, Bogotá, Colombia

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As always, deviating from the plans is what added so much time, but all the custom details are now a source of pride and satisfaction: The novel engine required a custom mount, firewall-forward design and cowling. Modified floatplane doors and landing gear step help with ingress and egress. Custom 4-point harnesses, BRS ballistic chute, IFR-capability with 2-axis autopilot, were all added for enhanced safety. With three seats, an incredible CG range, and 700 lb useful load, the Rebel is a workhorse of a plane, but not a speedster.

Initial airworthiness limitations were flown off without issue and I just love touring it through the Northeast. I’m so grateful for family’s support of my crazy hobby!

—Robert Schaum, Connecticut

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What do a Caudron C.635, a B-52, a Quicksilver MX, and Sonex 1520 have in common? Well, they are all airplanes, and they have either set a world or national Speed Over a Recognized Course record which is unique in setting a “first” in the annals of aviation historical records.

Ever since the first successful heavier than air flights by Otto Lilienthal at the end of the 19th century, and the Wright brothers powered flight success in 1903, aviation records have been made and broken. And thanks to the foresight of aviation pioneers such as the Wright Brothers, Glenn Curtiss, Wiley Post, Jimmy Doolittle, Charles Lindbergh, Amelia Earhart, Chuck Yeager, John Glenn and Dick Rutan, any licensed pilot (sorry students) who has an aircraft, and the persistence to search through the category of records available where they can compete is able to set a national or world record!

The National Aeronautic Association is the organization for the advancement of the art, sport, and science of aviation and space flight by fostering opportunities to participate fully in aviation activities and by promoting public understanding of the importance of aviation and space flight to the United States. Its forerunner was the Automobile Club of America, which counted some of America’s most influential people among its members—William K. Vanderbilt, Jr., Charles Glidden and Phillip T. Dodge to name a few. These men and several others decided to branch out into the fledgling field of aviation in 1905, founding the Aero Club of America.

NAA was incorporated in 1922 as the Aero Club’s successor and continued the original group’s mission of promoting aviation. The ACA and NAA issued all pilot licenses in the U.S. from 1905 until the Civil Aeronautics Act of 1926. Some of the nation’s most prestigious aviation awards are administered by NAA, including the Collier Trophy and the Wright Brothers Memorial Trophy. The Awards & Events department collects nominations and assembles committees to select winners of America’s most important aviation awards annually, presenting them at ceremonies and events throughout the year.

And this year the NAA is hosting the 117th Fédération Aéronautique Internationale General Conference in Dayton, Ohio, and the national Speed Over a Recognized Course certificates for Sonex 1520 were presented at the Opening Ceremony & Awards Dinner on October 25 of this year.

So what makes the records first mentioned unique?

It is interesting to note that the NAA website for Speed Over a Recognized Course starts in 1935 with Gaston Gentin & Andre Robert flying from Paris to Antananarivo at a speed of 94.39 mph, in a Caudron C.635; the first continental US flight in a B-52 in 1962 by Clyde Evely and crew from Seattle to Fort Worth at 552.5 mph; and the first US Microlight record in 1993 by Joseph Clinard from Centerville, Tennessee to Little Rock, Arkansas in a Quicksilver MX at 38.58 mph.

The records by Ben Poffenberger and me are the first dual-crew US National Records, (Pensacola, Florida to Pascagoula, Mississippi & Pascagoula, Mississippi to Pensacola, Florida), only the second US Microlight record in almost thirty years, and if Mr. Clinard did not build his Quicksilver, the first crew-built Microlight to set a U.S. record. I know the Europeans and other countries have many more records in the Microlight & Paramotor classes, but our hope is that our “Hundred Dollar Hamburger” record inspires other American aviators in this class take on the challenge to stand out from the more than 4,600 Speed Over a Recognized Course records! The airport cafe at Trent Lott International is excellent, and I would recommend it to anyone.

Although Ben was able to fly the Pensacola, FL to Pascagoula, MS leg at 110.58 mph, and I was only able to fly the return leg from Pascagoula to Pensacola at 107.13 mph, I’ve always known I’m a little slower than most, but it is not if you win, but do your best at something new & maybe a little uncustomary. We did fly the final descent into Pensacola at 147 kt (about 169 mph) so the controllers could squeeze us in-between the airliners and other traffic, great fun.

For more information on the NAA, and the various aviation records that are available, visit their site at: https://naa.aero. We wish to especially send a well-deserved Thank You to Mr. Art Greenfield, Director, Contest & Records at NAA for his patent assistance during our “Record Hamburger Run”.

—Lou Toth

Builder’s Log: https://eaabuilderslog.org/?s=ltoth

Sonex Builder News: https://www.sonexaircraft.com/toth-naa-record

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It is a completely self-designed 2-place, single front seat controls using traditional dimensional rules for gyroplanes. The engine is a Yamaha RX-1 with 142hp utilizing a Jenkins adapter to the Rotax E-box spinning a Powerfin prop. Tango Gyro supplied the tail surfaces, the rotor hub was sourced from Gyro-Tech of Poland with carbon composite blades from Rotor-Tech also from Poland. It has full instrumentation including ADS-B in/out and lighting for night VFR. My partner during this whole adventure is Jim “Thumper” Lauer and between us we have storied careers in the US Army.

During the design and building I obtained my Sport Pilot Gyro sign off from Henry Boger at AdventureAir LA in Chino, CA and continued to do my Commercial Gyroplane with Mike Trudell at Orbic Helicopters in Camarillo, CA while constantly learning along the way. Denis Shoemaker with GyroTechnic in Kasota, MN was also invaluable to my constant visits and questions.

I cannot stress enough the proper training I received during this whole adventure.
A very cautious & conservative flight testing will be completed in Spring 2024 after the Minnesota Winter releases its grip.

—Jeff Brenhaug, Minnesota

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To quote Howard Hughes in the movie The Rocketeer… ”The son of a b**** will fly!”

The stars finally aligned with the weather (and schedules) in western Nevada on the morning of April 8th, and the Dye/Hose eXenos took to the air for its first and second flights from Dayton Valley Airpark. Paul Dye flew both flights using the EAA Test Card #2 (suitably modified for an electric powerplant) and found the airplane to fly fine, with only a slightly heavy left wing and a stall speed right on the book value of 38 knots. The electric power system devised by Gabe DeVault worked flawlessly and Paul was able to manage temperatures of the motor, controller and battery to complete all the flight test objectives on the card. While the motor warms up quickly during takeoff and initial climb, the temperature are easily managed while maintaining a respectable positive rate of climb to pattern altitude.

The Xenos airframe (almost seven years in the building) performed admirably—as expected. While the long aluminum wings do flex enough to see a little oil canning on the upper surface in turns, they do what they are designed to do and generate gobs (a technical aeronautical term) of lift. Handling qualities are fine—in fact, the first thing that comes to mind is “it flies just like an airplane!” The landings were accomplished using half spoilers on final and a power-on approach but it should fly just fine in full glider mode when we get to that point in the test program.

Co-builder Louise Hose served as test conductor on the ground, making sure that all of the logistics were taken care of so that Paul could concentrate on flying. This included ground communications on a busy Saturday morning at the airpark where the first nice weather in months had a number of neighbors saddling up to go fly but all gave way to watch the long-term project (which many had helped with along the way) take to the air. She also handed out photo assignments to neighbors who wanted to be directly involved, and collected stills and video from long-time helpers Laura Starkey and Barry Wingate. She’ll be taking her turn in the cockpit as Phase I testing continues.

The eXenos is fairly unique in the homebuilding world, as not that many Xenos airframes have been built , and this is only the second one to fly with DeVault’s electric motor system. Sonex LLC has supported this project with a custom motor mount and technical support, as did MGL avionics, whose EFIS and radio grace the panel.

While nowhere near as sprightly in handling as the typical Sonex or RV, the eXenos goes where you want it to go and was stable in all axes. The airplane will use the EAA Test Flight Manual program through Phase I, and will soon have the appropriate Ops Limits allowing it to be signed out of Phase I when all task-based flight testing is complete.

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Some modifications include electric flaps, electric 2 axis trim, AeroVee Turbo, and full castoring tailwheel. The most enjoyable part for me personally was the paint application process. I used a small compressor, automotive paint and a cheap HVLP gun and it turned out great. The first flight was February 7, 2023 and went very well. I had been expecting to run into at least a few problems along the way, but everything up until this point has gone very well.

—Christopher Morris, Apopka, Florida

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—Peter Hoey
Doylestown, Pa

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