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T H E B D - 5 B U L L E T I N A quarterly publication by and for BD-5 enthusiasts

January-June 2001Issue 27-28

Inside this Issue

1 • Expo 2001 Announced

• Call For Authors

• Combined Issues

3 • BD-5 Expo 2001

Information

4 • Ft Worth Meacham (FTW)

Airport Diagram

5 • A Critique of the BD-5

Concept, Part II

9 • Super BD-5? Jim Bede

Considering Updating the

BD-5 Design

10 • BD-5 Electrical System

Guidelines

14 • EM Aviation’s Riteangle III

AOA System Enters

Production

15 • Vendor Listing

• Expo Registration (BC)

The BD-5 Bulletin

Official Publication the BD-5 Network

Juan Jimenez, Director & Editor

Rich Perkins, Founder

PO Box 155293

Ft Worth TX 76155-0293

Flybd5@hotmail.com

Expo 2001:October 27-28,Meacham Field,Fort Worth, Texas!A final decision has been made as tothe location of the BD-5 Expo 2001.Because of the great time we hadholding the 2000 Expo at theVintage Flying Museum in FortWorth, Texas, this year we’re goingto do an encore at the same facility!So, if you missed Chuckie the B-17GPathfinder, Jim Bede’s jokes and theexcellent BBQ dinner, here’s yourchance to make up for it! If youwant to see what it’s about, read on!

We have reached an agreement withthe Vintage Flying Museum at FortWorth's Meacham InternationalAirport (FTW) as the location forthis year's Expo. The facility islocated at the south end of the field,which in itself lies approximately 20minutes west of DFW airport.

The museum has a huge hangarfacility, and in it they have somefantastic examples of all kinds ofaircraft, from ultralight surveillancebirds to the famous B-17G, namedafter Chuckie Hospers, wife of DocHospers, founders of the museum.

An information sheet accompaniesthis edition of the Bulletin. In it youwill find how to get to Meacham,where to stay and what we’ll do.This year there will be a registrationfee of $40 for the Expo if paid inadvance, $45 at the entrance (1/2price for kids under 16). It will beused to cover the organizationalexpenses of the Expo, as well asprovide the Museum with an

appropriate compensation for theuse of their facilities in the form of adonation. We will also be providingcoffee and snacks during theactivities, and a Saturday eveningTexas-style BBQ, all included in theprice.

All in all we hope to provide you avery interesting and exciting Expo.See you there and don't forget toRSVP using the form on the lastpage of this issue of the Bulletin.

Call for AuthorsDo you enjoy writing and passingon information for the enjoyment ofothers? Do you have a personalcomputer or typewriter? If so, here'syour chance to gain notoriety andfame in the BD-5 community.

The Bulletin needs authors to writearticles about subjects related to theBD-5. Some ideas: construction tips,avionics, electrical systems, flighttest reports, historical tidbits andjust about anything else you canthink of.

Interested? Email Juan Jimenez atflybd5@hotmail.com or mail yourmanuscript to the address listed onthe bottom left hand corner of thispage. You do the writing and Juanwill take care of the editing!

Combined IssuesYou will notice that this issue isnumbered 27 and 28. We havecombined much material into oneissue in order to catch up from theissue 26 delay. However, this issuecounts as one issue for subscriptionpurposes.

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BD-5 Expo 2001Information!

The dates for the BD-5 Expo 2001will be October 27 and 28, 2001. Thelocation of the Expo will be theVintage Flying Museum, which islocated off the southeast side ofMeacham Airport (FTW) in FortWorth, Texas. This location isperfect for us because it is huge,centrally located and accessible bothto GA aircraft and close toDallas/Fort Worth InternationalAirport.

There will be a registration feewhich will include:

- Entrance to the MuseumFacilities and Expo areas.

- Attendance at all the SpeakerEvents and exhibits.

- Coffee, donuts and snacksduring the day.

- A Texas-style BBQ dinner earlySaturday evening.

The Vintage Flying Museum ishome to an outstanding collection ofwarbirds and other types of aircraft,including Chuckie, an airworthy B-17G in excellent condition. Aportion of the proceeds from theExpo will be donated to themuseum in exchange for the use oftheir facilities.

The closest major airport is Dallas-Fort Worth International Airport(DFW), which is located only a fewmiles from Meacham Field. If youare flying to the Expo in your ownaircraft, Meacham has excellentrunways and facilities, including anumber of prestigious FBO's, andthe control tower is staffed 24 hoursa day. Detailed information aboutMeacham Field can be obtained onthe Internet at:http://www.meacham.com

There are literally dozens of hotelsand motels within a 5 mile radius ofMeacham Field. The rates are allreasonable. Some of the facilities inthe area:

- Fairfield Inn, 3701 NE Loop820, Fort Worth, TX, (817) 232-5700, 3.6 mi. (Rates includebreakfast) This is where mostpeople stayed last year!

- Hampton Inn, 4681 Gemini Pl,Fort Worth, TX, (817) 625-5327 ,2.2 mi.

- Holiday Inn, 2540 MeachamBlvd, Fort Worth, TX, (817) 625-9911, 2.2 mi.

- Hilton, 4400 North Fwy, FortWorth, TX, (817) 222-0222, 2.3mi.

- La Quinta Inn, 4700 NorthFwy, Fort Worth, TX, (817) 222-2888, 2.4 mi.

- Comfort Inn, 4850 North FwyFort Worth, TX, (817) 834-8001,2.4 mi.

- Best Western Inn, 6700 FossilBluff Dr, Fort Worth, TX, (817)847-8484, 3.0 mi.

- Studioplus, 3261 NE Loop 820,Fort Worth, TX, (817) 232-1622,3.1 mi.

- Residence Inn, 5801 SandshellDr, Fort Worth, TX, (817) 439-1300, 3.1 mi.

- Courtyard By Marriott, 3751 NELoop 820, Fort Worth, TX, (817)847-0044, 3.6 mi.

Most of these motels/hotels shouldbe able to provide you withtransportation to Meacham Field.Some have shuttle service to andfrom DFW Airport, but I suggest

you rent a car if you want to betransportation-independent.

On the next page you will find anairport diagram of Meacham Field.Find the beginning of Rwy 34R atthe bottom of the diagram. To theright of it there is an area identifiedas "Parking Area" in front oftaxiway "A". The building in blackwithin the parking area is themuseum's hangar facilities. Therewill be plenty of parking spacealong the south side of the largehangar. Please do not block thehangar doors.

At the time the Bulletin wasproduced, the tentative speaker listis as follows:

- James Bede, Bede Corp.

- Corky Fornof, "Octopussy" BD-5J Stunt Pilot

- Gerry Kauth, BD-5 DriveSystem Builder

- Rich Perkins, Founder, BD-5Network and BD-5 Bulletin

To RSVP fill out, clip and mail thecoupon on the last page of theBulletin with your payment to theaddress on the coupon. The pre-registration fee is $40 per person,$20 for children under 16. This feeincludes the Expo presentations,coffee, snacks and sodas and theTexas-style BBQ on Saturdayafternoon.

If you are planning on bringing anaircraft to the Expo, regardless ofwhether or not it is a BD-5, or if youare planning to exhibit a product orproducts, there will be no entrancefee, only a $10 fee to cover the costof the dinner. However, you mustlet me know prior to October 1st sothat I can plan ahead for yourarrival.

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A Critique of theBD-5 Concept: Part IIBy Seth B. Anderson, EAA's SportAviation Magazine, September 1986pps. 43-47, Reprinted with permission.

Handling Qualities and OperatingProblems

Next, what is the BD-5 really like tooperate and fly? Does it requireexceptional skill to safely operatethis aircraft which appears to beshort-coupled, oversensitive in pitchand difficult to land because you aresitting only 12 inches from theground? Basically, the answer is no,although the BD-5 concept has somepeculiarities which requireattention. Some feeling for thisreasoning can be obtained by goingalong for a typical flight. Mycomments are based on three flightsin the BD-5J at Newton, Kansas, andover 50 hours in my BD-5B based atWatsonville, California.

First, do you have your crash helmeton? I’m a firm believer in headprotection and would never fly inany small cockpit where your headis close to the canopy, particularly inhigh performance aircraft. After aroutine ground preflight check, theBD-5B aircraft is pushed to alocation where a short taxi run canbe made to the active runway. Notonly does this provide some neededexercise (the aircraft only weighs500 lbs.), but it is necessary tominimize engine running time onthe ground because of coolingconstraints. For a normaltemperature (75 degrees F) day myaircraft has only five minutes fromengine startup until coolanttemperatures approach 200 degreesF – an arbitrary maximum limit forstarting the takeoff run. Groundcooling can be a problem for any

pusher configuration becauseairflow from the propeller isminimal. Pusher designs with air-cooled engines may be moreforgiving because they don’t havecoolant to eject. In addition, on myaircraft, a large torque load isapplied immediately to the engineon startup because a high pitch(48x77) propeller is used. A coolingfan would ease this operationalproblem but was not used becauseof the added weight and reducedcooling duct efficiency. Acontrollable pitch propeller wouldalso alleviate the ground coolingproblem because less torque isrequired in the low pitch setting todevelop thrust for taxiing. However,available models would add almost25 lbs and cost almost as much asthe original BD-5 kit. At the outset,ground cooling on my BD-5B mayappear a formidable operationalproblem, but in fact, it is only aslight inconvenience. If incomingtraffic unduly delays takeoff, theengine can be shut off whichremoves the propeller torque loadand the engine immediately starts tocool by convection and radiation.

Directional control when taxiing isdifficult for the BD-5 configurationdue to the free castering nose wheelsteering, narrow gear and lowrudder effectiveness (no slipstream).Compared to the BD-5J, theweathercock tendency isaccentuated in my aircraft by theaddition of a ventral fin (tailskid)and large side force associated withthe high pitch propeller. Asuccessful operational technique tostart taxiing in a strong crosswind isnot to fight the weathercocktendency but rather help the aircraftaround into the wind and use thebuilt-up rotational energy to rotatethe aircraft through approximately300 degrees heading change. Poweris added for forward motion as the

aircraft rotates toward the intendedtaxi direction.

Take-off techniques are somewhatdifferent compared to aconventional GA aircraft (Cessna150, etc.) First, because of the lowseat height, apparent speed isaccentuated and you think you’regoing 100 mph when the airspeedindicator shows 50 mph. Second, theside stick controller requiresadaptation time – what positionshould it be held during the takeoffrun – neutral, yes, but where’sneutral? One of the basic problemsof the BD-5 is rotating for takeoff ata reasonable speed. The problem isaccentuated at forward CG locationsand by the relatively high thrust line(about the vertical CG). In addition,or all pushers there is a lack ofslipstream to increase pitch controleffectiveness. The side stickcontroller should be held in anassumed neutral position with arelaxed grip until takeoff speed(roughly 70 mph) is reached. Earlyapplication of nose-up control is notdesirable since the added drag willincrease the takeoff run appreciably.In assessing takeoff progress, Iconcentrate on watching airspeed,manifold pressure and engine RPM.If I see 40” Hg and 4,000 RPM andthe engine sounds OK – I go forliftoff. With ½ flap deflection andmid-CG location, only a modest pullforce is needed to rotate for liftoff.Immediately after liftoff, brakes areapplied, gear retracted and enginepower is reduced to 30” Hg.Although other Honda-poweredBD-5’s have used as much as 60” Hgand 6,000 RPM for takeoff. (whichessentially doubles the HP), but Ifeel more relaxed with lower powerknowing that the engine and drivesystem are operating only slightlyabove their nominal design limits.Incidentally, I found the BD-5Jtakeoff performance to be

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objectionably poor with takeoff runsnear 3,000 feet because of the lowT/W (about 0.2) available. Evenwith a very high pitch propeller, myTurbo Honda configuration isairborne in about 1,200 feet.Although initial acceleration is low,a marked increase in thrust can befelt at about 40 MPH when the propblade unstalls.

Pitch controllability of the BD-5 is asafety of flight concern if power islost during the takeoff run because apitch trim change can place theaircraft in close proximity to stallingAOA. This nose-up trim changewith power reduction occurs for anyaircraft (pusher or tractor) if thethrust line is above the vertical CG.The trim changes associated withgradual power changes arenegligible in the BD-5 requiring onlymodest forces to maintain a givenattitude. A sudden thrust changedue to a failure in the drive systemor engine stoppage is more seriousbecause of the rapid pitch dynamics,characteristic of this short-coupled(low inertia) configuration. Thepilot’s response is basically notquick enough to prevent a rapidincrease in AOA and loss of flightpath control can occur if the pilotsfails to maintain a safe stall margin.[Ed.: All BD-5 pilots should be veryaware of this behavior and bementally prepared to compensatefor power loss on every takeoff.Remember, always fly the aircraftfirst and then troubleshoot theproblem.] During one of my earlyhigh speed taxi runs, the aircraftwas lifted off and leveled out atabout 5 feet of altitude. Power wasreduced to idle to land, however,the engine stopped and sureenough, even though I wasprepared (mentally) for the pitchchange, the aircraft achieved analtitude of about 10 feet in a semi-stalled wing-rocking position.

Fortunately, lateral command in myaircraft was adequate to make a safetouchdown.

What about Pilot-InducedOscillation (PIO) tendenciesassociated in part with adaptation tothe use of the side controller? Aswith several well-known USmilitary jets, PIO is forever lurkingin the background when highfrequency pitch response is basic tothe aircraft design. Throw in someundesirable mechanical controlcharacteristics such as high friction,free motion in the control linkage,low pitch static stability (rearwardCG position) – and a roller coasterride could be experienced on yourfirst liftoff. I had “flown” the BD-5simulator in my pre-flight checkoutfor the BD-5 jet flights and feltcomfortable with the side stickcontroller after about 10 seconds ofpitch control inputs. Even so, Iencountered a slight PIO when Ifirst flew the BD-5J. The PIOproblem can be “triggered” byholding the controller too tightlywhen pulling the gear lever back(approx. 20 lbs of pull) for gearretraction. Not a serious problem ifyou merely relax your stick gripmomentarily – after all, it is the pilotwho is inadvertently causing theoscillation to persist.

Pausing a moment to commentabout the side arm controller usedin the BD-5 – it is excellent. PIOtendencies are non-existent on myBD-5B. The well-harmonized pitch-roll response is a positive featurethat deserves honorable mention forthe BD-5 designers. The crispresponse and light forces are suchthat all one essentially has to do is“think” about initiating a turnmaneuver and it happens essentiallywith no apparent controldisplacement. Combine this with thegood forward visibility (no

propeller disc) and you feel like a jetfighter pilot.

As you explore the aircraft’scapabilities in climb-out and up-and-away flight, one quicklyperceives that although the aircraftis very responsive to pitch controlinputs, it is also well damped; infact, almost deadbeat (a calculateddamping ration of about 0.7). Thephugoid motion is only lightlydamped but easily controlled sincethe period is over 30 sec. Stick freestatic stability (stick force variationwith airspeed) is positive and quitesatisfactory. Even though only a fewpounds of stick force is needed tochange airspeed over +/- 25 mph,precise control of airspeed ispossible. Stick fixed stability(elevator position variations withairspeed) is also positive, but givesthe impression of being neutral inthat airspeed can be changed withno perceptible side stick controllerdisplacement. In a sense, these“force” stick controllercharacteristics are similar to thatused on the General Dynamics F-16A fighter.

A word of caution regarding flyingthe BD-5 with even small amountsof negative stability – it could becatastrophic! Although many typesof aircraft have been flownsuccessfully with negative pitchstability, exceptional pilot skill isrequired and the oscillatory period(time to double pitch attitude) mustbe relatively long. The BD-5 wouldbe essentially uncontrollable ifflown at negative static marginsbecause its short period frequencyresponse and small “apparent mass”make it too responsive. Even withthe CG located within the nominallimits, adding a VOR antenna nearthe nose of the fuselage willdeteriorate pitch stability to anunstable mode. In the same note, a

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high pitch propeller greatlyimproves static stability because ofthe added side force. At the sameCG position, the BD-5J is less stablethan the BD-5B.

Pitch trim changes due to gear offlap actuation are relatively small inan aerodynamic but not in a pilot-effort sense. The cleverly designedgear actuation system is completelymechanical, requiring the pilot touse the inertia of the gear to counterthe aerodynamic loads. However, toassure full extension or retraction,the gear handle must be movedbriskly, requiring an initial“breakaway” force of 20 to 25 lbs.This gear actuation technique,although acceptable, is different andrequires some experience to feelcomfortable.

Maneuvering flight characteristicsare excellent because of the quickresponse and low stick forcesrequired. The aircraft is stablethroughout the load factor rangewith increasing pull forces requiredto increase G in the linearrelationship. These carefreemaneuvering characteristics werenot completely without fault,however, as noted in the followingincident. During a photo flight, Iwas overtaking the photo aircraft (aCessna 175) at a high rate of closure.I elected to reposition and reducespeed by executing a quick 360degree turn. I banked sharply andabruptly applied back pressure –instantly all reality with the outsideworld disappeared and I “woke up”in a slightly banked, nose downattitude. I glanced at the G-meterwhich indicated slightly over 3 G’s. Ithought, “What’s going on here… Iknow I’m getting old, but…” Therewas no narrowing of field of vision,no gray-out – just instant loss ofconsciousness. The next day, anarticle in Aviation Week discussed a

new phenomenon known as GLC(loss of consciousness due to G)which had been experienced byfighter pilots in highlymaneuverable aircraft such as theMcDonnell Douglas F-15 and theGeneral Dynamics F-16. The loss ofconsciousness was attributed to therapid G onset without cues such asout-out or blackout which occurwhen G’s are applied slowly. Thenext week I flew the BD-5 in turningmaneuvers and noted that I couldgo to about 3.5 G’s before somenarrowing of vision occurred. Inthese turns I tightened my stomachmuscles and applied the G loadgradually. However, when G’s wereapplied rapidly, GLC effects set inas previously noted. Apparently theBD-5 with its inherent quick pitchresponse and low stick forcegradient (approx. 2 lbs/G) wascapable of simulating a basicproblem encountered with somedigitally controlled fly-by-wirefighter aircraft. I wondered if someof the unexplained stall/spin BD-5accidents could have resulted inpart from the GLC phenomenon. Iwouldn’t suggest increasing thestick force gradient, but rather warnother “ordinary” BD-5 pilots of thisphenomenon.

Lateral/directional stability andcontrol characteristics of the BD-5are straightforward with nosurprises. Due to the short taillength and highly swept verticalsurface (low lift curve slope),directional stability and control arerelatively low. Excess aileronauthority is always available insideslip even at maximum rudderdeflection which in effect could limitcrosswind operation. Oscillations ofthe Dutch Roll mode were slightlydamped with yawing motionpredominating in the BD-5J. Theselateral/directional oscillations aremost bothersome in landing

approach in gusty air. The very lightrudder forces make it difficult todamp the rough-air-induced yawoscillations. A noticeableimprovement in Dutch Rolldamping was noted with my BD-5due to the addition of the ventral finand a large side force associatedwith the high pitch propeller.

The spiral mode showed neutralstability (satisfactory behavior) overthe speed range. Checking spiralstability in the BD-5 (as in allaircraft) requires proper trimcharacteristics, i.e. the aircraft flownwings level with controls free. Rightwing heaviness was quite noticeablein early flights with my aircraft eventhough I had built the wings, tailand fuselage with hard tooling.Bending the ground adjustableaileron trim tab helped some but notenough at the higher airspeeds.When a six-inch yaw yarn wasplaced on the windshield, anappreciable sideslip was noticeableover the speed range. Symmetrywas restored by bending the trailingedge of the rudder slightly and thewing heaviness problemsdisappeared. The aileron trim tabwash was reset to zero deflection.Apparently, the vertical fin wasslightly misaligned. [Ed.: This isone of the reasons why I continueto insist that builders use third-party jig alignment and drillingservices.]

Roll control characteristics aresatisfactory with the side controller.Only light forces are required overthe speed range and controlharmony (deflections and forcesbetween pitch and roll) areconsidered excellent. Adverse yawis noticeable only at low airspeeds.Abrupt coordinated (ball-in-center)rolls are somewhat difficult toexecute due to a tendency to applytoo much rudder because of the

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light rudder forces. At high speeds(above 200 MPH IAS) a reduction ofaileron control effectiveness is quitenoticeable due to twist of thealuminum torque tubes which linkthe controller to the ailerons.

The low drag of the BD-5 becomesapparent in attempting to slowdown for the landing pattern. Manypeople have the impression that theBD-5, being small and compact,would glide like the proverbial brickif power were lost. Quite theopposite – in the cruiseconfiguration Lift/Drag (L/D) isrelatively high (about 15) [Ed.: Thismeans that the aircraft will glide 15feet of horizontal distance forevery foot of vertical altitude, butthis applies only to the BD-5B withthe 21 foot wingspan.] Power-offlandings are relatively easy to makeonce the pilot has learned to judgethe effects of gear and flap positionon the flight path angle. In the BD-5J, a thrust attenuator is needed toget to gear-down speeds. Little trimchange results and this in-flight“thrust reverser” providesadditional flight path control. It isvery important, however, toreposition it for forward flight whenstarting down for the landingapproach, otherwise excessive sinkrates would occur. Increasing enginepower to reduce sink rate (anintuitive pilot reaction) would, infact, only increase rate of descentand give the pilot the impressionthat he had lost engine power.Approach speed on finals for theBD-5B is 80 MPH and touchdownabout 70 MPH. Landing approachand touchdown are not difficult toexecute in either the BD-5J or BD-5Bafter you have conditioned yourselfto the pitch response and closeproximity of the ground attouchdown. Too high an airspeed(nose-low touchdowns) can causethe nose wheel to retract

unintentionally if the ground dragforces are large. Taxiing in with theBD-5B is different, it is necessary totaxi in at relatively high speeds (upto 40 MPH) when conditions permit,to provide cooling flow through theradiator. Otherwise the engine mayhave to be shut down to avoidexcessive coolant temperatures.

Stall Warning and StallCharacteristics

This area is undoubtedly the mostimportant from a safety standpointfor this aircraft concept and a morelengthy discussion is appropriate.Many BD-5 aircraft builders maynot be aware that over 80% of theaccidents that have occurred withthe BD-5 are due to stall/spin. NTSBrecords show that the typical BD-5stall/spin situation occurs at too lowan altitude for recovery. Thesituation arises insidiously, the pilotdoes not expect to stall andseriously lacks proficiency forexecuting an optimum recoverytechnique. Although the BD-5 mayappear to have a docile stall, thereare fundamental reasons why it maybe less forgiving when flight pathcontrol is lost in high AOA flight. Aclearer understanding of the stallcharacteristics of the BD-5 can resultin safer operation.

The BD-5 wing utilizes a NACAlaminar flow airfoil section varyingfrom 64.212 at the root to 64.218 atthe wingtip. No twist (washout) isincorporated since the thickersection at the tip nominally stalls ata higher AOA than the root, thusproviding unstalled airflow over theoutboard portion of the wing whenseparation has started inboard. Aspreviously noted, this airfoil seriesincurs a fundamental reduction inCLmax when Reynolds number (Re) isless than 3 X 108. The small wingchord of the BD-5 results in an Re of

about 0.9 x 105 at landing speeds.This scale effect is not in itself aserious deficiency, resulting in onlya modest (5-7 MPH) increase intakeoff and landing speeds. What isimportant are some adversecharacteristics of the wing flowbehavior at high AOA which arediscussed next.

BD-5J Stall Characteristics

First, flying the BD-5J at high AOAis reviewed and then my BD-5B,which has a modified airfoil. Stallwarning in the form of buffeting orshaking of the aircraft and/orcontrols some 3 to 15 MPH prior tostall departure has long remainedthe preferred cue for maneuveringsafely near stall. The pilot prefersthe warning to be consistent andrepeatable in straight ormaneuvering flight regardless ofconfiguration (gear/flaps up ordown). The BD-5J possessed anacceptable degree of tactile (buffet)warning in slow approaches to stallas a result of inherent inboard flowseparation. In rapid G onsetmaneuvers, however, the warningwas more subtle and occurred tooclose to departure from controlledflight to be acceptable.

Stall departure was characterized bytransient lateral (wing rock)oscillations at approximately 80knots in the clean (flaps and gearup) configuration. The lateraloscillations increased in magnitudeand were more difficult to controlwith rudder and aileron as the stickwas brought to the full aft position.There was no “G break” evident,and airspeed increased 10 to 15knots. With the stick held full aft,the aircraft eventually departedabruptly, rolling to an inverted,nose-low attitude. With flap andgear down, the dynamic rolloscillatory behavior was still present

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although considerably less inmagnitude. This would be expectedsince pitch control power wasavailable to obtain high AOA due tothe increased nose down pitch trimmoments associated with the gearand flap extension.

In maneuvering flight stalls (pullups or turns), stall warning wasessentially non-existent and the roll-off became very abrupt and violent.In a 3 G turn, the aircraft “snapped”360 degrees very smartly at stall.Two points were of interest: (1) nostall warning by buffet or shake ofthe aircraft was evident, (2) stallspeeds were appreciably lower, and(3) stall behavior was improved. Theonly stall warning evident, flapseither up or down, was a mild wingrock or rolling oscillation which Iconsider only marginally acceptable.Increasing AOA resulted inincreased amplitude roll oscillationsalthough bank attitude neverexceeded +/- 30 degrees. It wasalways possible to keep the wingslevel with use of ailerons alone withstick full aft. Observation of tufts onthe wing showed an initial trailingedge separation at the mid-semispan, progressing forward quicklyto leading edge separation in thisunprotected area (original airfoil).Flow outboard, ahead of theailerons, remained smooth(unseparated) up to the highestAOA tested (stick full aft). Ingeneral, stall behavior with flapsdown was milder since, aspreviously noted, available pitchcontrol power limited the ability toattain high AOA.

Stall recoveries were examined indetail on the BD-5B with themodified wing to compare with the“accelerated” stall problempreviously noted with the BD-5Jequipped with the normal wing.Similar trends were evident in that a

relatively large increase in airspeedwas required to avoid secondarystall during recovery. A closerexamination of the stall andrecovery characteristics was made tosimulate the scenario for a typicalstall/spin accident. At a safealtitude (over 5,000 feet AGL) withflap (1/2 down) and gear down, theaircraft was slowed down in a mildleft bank simulating turning ontobase for final approach. At the stall,the aircraft rolled mildly to the leftor right at about 65 MPH. Forrecovery, back pressure was relaxedto reduce AOA, nose down attitudeincreased to approximately 80 MPH.Since a steeper than desired nosedown attitude existed, backpressure was increased somewhatabruptly to return to a desired (lesssteep) approach flight path angle.Sure enough, a secondaryaccelerated stall (higher airspeed)occurred with a much larger roll offand nose down. The pilot’s view ofthe ground approaching rapidlyprovokes a less patient attitudeabout waiting until airspeed buildsup and another accelerated stall canset the scene for the classicstall/spin accident where there isnot enough altitude for recovery.

Is this all-too-familiar stall/spinscenario worse for the BD-5concept? Not necessarily, but theremay be extenuating circumstanceswhich require understanding. Forstall recovery, most pilots are taughtto add power and bring the nosedown to level flight. These actionswhich help reattach airflow on thewing deserve closer scrutiny for theBD-5. First, with the pusher design,wing flow reattachment is not aidedto any degree by increases in enginepower since slipstream effects onthe flow over the wing areessentially nonexistent. Second, withthe laminar flow airflow used on theBD-5, and by operating at low Re,

stall occurs from the wing leadingedge. This results in a relativelylarge hysteresis loop in AOA forflow reattachment. Compared to theAOA for initial flow breakaway, theAOA for flow reattachment must bedecreased at least 5-7 degrees. Thiseffect is accentuated if the builderahs not been careful to avoid creasesin the airfoil nose radius duringhandling and attachment of thewing skin to the nose ribs. Third, ifengine failure has occurred, theaircraft must be accelerated bydiving more steeply towards theground to increase airspeed (andthereby reduce AOA). This wouldalso be true for a conventionalaircraft, but (and I am admittedlyguessing at this point) the BD-5 pilothas a much clearer, unobstructedview of the approaching groundwhich may affect his timing andjudgment for proper stall recoveryin this high stress situation.Essentially, the average pilot maynot have the patience to wait forenough increase in airspeed (lowAOA) to provide a safe stall marginand the appreciation of the need toexecute a gradual pitch change toavoid a secondary stall.

In Summary

What can be done to improve safetyin high AOA operation for the BD-5concept? First, the pilot mustrecognize when a potentiallydangerous stall situation can occur,such as engine loss during takeoff.This is particularly important for thelow-time pilot who has not flown awide variety of aircraft and is in theinitial checkout phase of the aircraft.Second, a clearer understanding ofthe causes of the problem shouldhelp improve stall recoverytechniques with particular emphasison the need for large increases inairspeed and gradual (low Gacceleration) nose up flight path

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angle changes. Further, exposure tothese stall characteristics at a safealtitude can be very educational. Idoubt that many pilots practice thisabused stall scenario. The additionof an AOA meter mounted next tothe airspeed indicator on my aircraftis a great help in avoidingsecondary stalls. Reducing theestablished aft stick travel value andfavoring a more forward CGlocation will indirectly improvesafety by restricting high AOApenetration without undulycompromising pitch control powerfor takeoff or landing. Finally, airfoilmodifications can be made toalleviate the tendency for leadingedge flow separations. Some BD-5builders have utilized the NASALS0413 (GAW) airfoil which alsoimproved max lift at low Re and afavorable (trailing edge) stallseparation pattern. It should berecognized that the GAW airfoilwith the cusped trailing edge willreduce cruise performance on theBD-5 because it is optimized for arelatively high cruise CL.

Modification of the airfoil aspreviously discussed will not onlyimprove stall behavior but also spincharacteristics. Extensive NASA-Langley stall/spin tests of a GAaircraft using leading edgeprotection similar to thatincorporated on my BD-5B providedimproved spin resistance. It wasfound, however, that autorotationcharacteristics were better whenusing only outboard protectioncompared to various full spanleading edge modifications. Furtherwork is planned for my aircraft topromote improved stall warning. Asmall leading edge stall stripinboard at the wing-fuselage filletshould provide ample buffetwarning.

Concluding Remarks

Although the BD-5 design fell shortof meeting many of its originaldesign goals, it should be givencredit for ushering in a new wave ofpopularity for homebuilts. Its sleekaerodynamic design is unique eventoday and is admired in the air andon the ground by the casualobserver or the jet-set crew. It is notdifficult to fly nor are there unsafeor hazardous characteristics forproperly trained and adequatelybriefed pilots. Its short-coupledappearance is deceiving. Althoughvery responsive in pitch and roll,adequate aerodynamic dampingallows hands-off flying throughoutthe envelope. The cockpitarrangement and excellent controlharmony provided by the side-stickcontroller enhance the pure joy ofmaneuvering flight. Someday, anideal engine will become available(perhaps the Rotary Vee) and theBD-5 aircraft will realize its fullpotential.

Bede ConsideringUpdating BD-5Design, Producing“Super BD-5”From Aero-News Network, May 28,2001, Reprinted with Permission

James Bede, the well-known aircraftdesigner who some thirty years agorocked the general aviation worldwith the introduction of the BedeAircraft BD-5 single seat, highperformance, homebuilt aircraft kit,is considering reviving the BD-5design under the designation of"Super BD-5".

In an exclusive interview withANN, Bede stated that the reason hehas decided to take this step is

because he has spent considerabletime in past years reconsidering thedesign and "such things ascomplexity of fabrication and thedifficulty of assembly, too manyparts in a small compact area, andeven the cramped cabin size." Bedeadded that he has not made a finaldecision on this, but he has foundenough areas where the original BD-5 design could be improved that hehas at least made up his mind thatthe project could be worthwhile.

"The BD-5 is a thirty year-old designbut is even more modern than mostof the new aircraft." said Bede. "I dowant to emphasize that I have notmade a firm decision to proceed andeven after I do, it will take a whilebefore we will see some of themflying, but frankly I am very excitedabout the new concept."

Asked by ANN how he is going todeal with the issue of the manypeople who lost deposits on theoriginal BD-5 kits and the BD-5Dcertified aircraft, Bede respondedthat "There were really very few BD-5 customers who were upset,the vast majority were disappointedthat they didn't get an airplane butunderstood that we gave it the besttry. The worse comments wouldcome from people who had nothingto do with the BD-5 program, butget enjoyment out of kickingsomeone when they are down. Butfor my old customers I havesomething in mind, that will be totheir benefit."

As to specifically what he had inmind, Bede would not comment,but he did say that he still has acomplete list of all the original BD-5customers, and added that "they arethe only ones whose gripes meansomething to me."

Bede has established a point ofcollection of information on the

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Internet for anyone who wants tocomment on the subject with ideason how to improve the BD-5and what they like and don't likeabout it. The URL for the surveyform is:http://www.bd5.com/superbd5.htm…and is open to anyone who wantsto participate in the process.

BD-5 ElectricalSystem GuidelinesBy Juan Jiménez

The purpose of this article is to givethe BD-5 builder a set of basicguidelines for the design andinstallation of an electrical system inyour aircraft. The informationpresented here is based on thedesign of the electrical system onmy BD-5, N522PR, my experience asan electrical and avionics linetechnician in the Marine Corps, aswell as on Aircraft ElectricalSystems – Single and Twin Engineby J.E. Bygate, Jeppesen SandersonTraining Products, ISBN 0-89100-357-6. I highly recommend this bookfor anyone who wants tounderstand how aircraft electricalsystems work. Another excellentresource for aircraft electrical workis http://www.aeroelectric.com.

As I said, this article is meant topresent guidelines only and shouldnot be interpreted as professionaladvice. The intention is to give youa good foundation, not to provideyou with blueprints. If you chooseto design and build your aircraft’selectrical system, consult with alocal avionics shop to, at the veryleast, have an expert review yourdesign and installation of thevarious components. If you’re notsure of what you’re doing, let anexpert do the work.

Every aircraft electrical system hasthree basic components:

• A primary power source (abattery)

• An engine-driven powergenerating device(generator or alternator)

• An electrical distributionsystem

The purpose of the battery mayseem obvious, but just in case… thebattery’s purpose is not only toprovide power to start the engine(assuming your engine has astarter), but also to provide enoughpower to operate your aircraft’selectrical system (either fully orpartially) for a period of timefollowing an electrical powergeneration failure.

In order to select a battery for yourBD-5 you need to take intoconsideration several factors.

The first one is going to require adecision on your part as to howcomplex an electrical system youwant to have on your aircraft. If allyou’re going to need to do isprovide power for your handheldradio and perhaps a transponderand encoder in the absence ofengine-generated power, you’llhave different requirements thananother builder who wishes to havea more complete system withexterior and interior lighting, morecomplex avionics and perhaps someelectrically driven flightinstruments.

Once you have made a decision onwhat electrical systems you wouldlike to have in your aircraft, it istime to add up the numbers – thepower consumption numbers, thatis. The output capacity of anelectrical power generating device is

measured in amperes. Eachelectrically operated device that youwant to put into your aircraft willhave an electrical powerconsumption rating. For example,the small Terra TRT-250D digitaltransponder consumes some 0.75amps. Their TX-760D digital comm,on the other hand, consumes nearly3.25 amps when transmitting. Otherdevices such as a fan and a strobelight system may consume muchmore power. Add up all thenumbers and make sure you don’tmiss any systems. The result will tellyou how many amperes yourgenerator or alternator mustproduce in order to operate all yoursystems. Compare this number tothe power rating of the generator oralternator on your engine. If thetotal amps required exceeds 80% ofthe generating capacity of yourengine, you’re either going to haveto bring down your expectations anotch, or find out if the enginemanufacturer makes a largergenerator for your engine. If thetotal does not exceed 80%, then youget to move on to the next step.

But before we do that, some advice.Remember that the cardinal rule forBD-5 construction is to build light.Jim Bede himself reinforced this factduring the Expo 2000 at Fort Worth,Texas. Just because you can put fiftypounds of avionics and electricalsystems on the airplane doesn’tmean you should. The way I see it,an ideal BD-5 avionics and electricalsystem should provide you with justenough instrumentation andcommunications capability to getyourself safely on the ground if yourun into problems in the air. If youinadvertently find yourself in theclouds, you should have enoughavionics and instruments to safelyget back to VFR conditions. Trustme when I say that you won’t bedoing instrument approaches to

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minimums in a BD-5. It’s just notbuilt for that kind of flying, and ifthat’s the kind of flying you want todo, you need to be looking at someother aircraft.

That said, let’s move on. The nextstep is to find a battery that willwork for your electrical design. Theidea here is to provide crankingpower to the starter (if installed),and electrical power to your aircraftin case you suffer a power loss inyour aircraft. If your engine doesn’thave a starter or generator, then theidea is to provide enough power tooperate whatever electrical systemsare installed in your aircraft duringyour flight. You also have to find abattery that will fit in your aircraftand will not weigh so much that itwill throw your CG outside of theapproved CG range.

You also want to give yourselfenough margin of safety to getyourself either to your destinationor to the nearest airport in the eventof electrical generating failure. Thisdoesn’t mean that you shouldexpect to be able to operate all youravionics and electric systems for theremainder of the duration of theflight. You should provide yourselfwith enough margin to operate yourminimally required systems. Thisusually means that you should beable to operate the radio and anyengine and flight instruments thatrequire electricity from the batteryto do their job. If the failure happensat night, you should be able tooperate the radio, perhaps someinternal lighting and, during finalapproach and landing, a landinglight.

The same calculations should beapplied to battery power as for thegenerator. Add up the powerrequirements of the minimumelectrical system items that you will

use in the event of a power failure.You should give yourself a marginof safety here as well. The larger themargin (within weight and sizerestrictions), the more time you’ll beable to use the battery if thegenerator fails.

The battery has to be mountedsomewhere in the aircraft, and most–5 builders place it under the glareshield, behind the instrument panel.The battery will also constitute asignificant percentage of theaircraft’s empty weight, so you willprobably want to get the smallestbattery that will fit your aircraft’selectrical requirements.

On my aircraft, the battery ismounted on a custom battery shelfinstalled behind the instrumentpanel as far forward as possible,directly over the nose gear box. Mybattery is a sealed Powersonic 27amp model. Because it is sealed, Idon’t have a drain from the tray tothe outside of the aircraft, but ifyou’re going to use a lead acid orother battery with openings toservice the battery fluids, you’ll alsoneed to install a drain to make surethat any battery acid that spills outof the battery will be safely drainedout of the aircraft. The tray shouldhave some way to secure thebattery; in my case there is a strapthat is secured over the battery tokeep it from going anywhere on itsown.

Assuming that you have found asuitable battery for your aircraft,how do you get the juice from thebattery to the rest of the aircraft?

You now need to put together abattery control circuit which willallow you to bring the electricalpower from the battery to a place inthe aircraft from which you candistribute it to the electrical systemand devices. A basic battery control

circuit is composed of the followingcomponents:

• The battery.

• A battery relay, which isnothing more than anelectromagnetic switchwhich connects thebattery output to the“busbar” when therelay’s contacts close.

• A battery master switchthat controls the relay.

• An ammeter, which isan instrument thatshowed how muchcurrent (amps) is beingdrawn by the systemfrom the battery.

• The electrical busbar, aconvenient point towhich all the electricalloads are connected.

The battery negative terminal isobviously connected to the aircraftframe. Select a location with goodcontact to the bare metal of thefuselage. We will discuss wiringrequirements a little further on inthis article. The positive terminal onthe battery is connected to the “B”terminal of the battery relay.

The output side of the relay islocated in terminal “B1”. The powerwill run from there to one side ofthe ammeter, and then exit out theother side to the “busbar”. Anotherconnection will run from the same“B1” terminal on the battery relay tothe input terminal of the starterrelay, if your aircraft is equippedwith an engine starter.

You’re probably asking yourself“Why a relay? Why not a switch?”The simple explanation is that if youdo that a single wire would becarrying the full current from the

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battery to the busbar. You wouldneed to have a very large switch tobe able to handle that much current,and it would probably have to be anexpensive switched circuit breakerthat would take up significant spaceon either the instrument panel or thesecondary side panels. Instead ofdoing that, you use a relay, whichcan be mounted anywhere behindthe panel, and use a smaller switchand wiring to implement sort of a“remote control” for the batterypower. The relay handles thecurrent just fine, and you don’t needanywhere near as large a switch.

Getting back to the engine starter, ifyou do have one of those veryuseful gizmos, its wiring is basicallya copy of the battery relay wiring.As I said before, power is taken offthe same battery relay “B1” contact

that goes to the ammeter. This isconnected to the starter relay’s “B”terminal. The output comes out ofthe “B1” terminal of the starter relayand to one of the starter inputterminals. The other terminal on thestarter is connected to frameground. To operate the starter relay(and hence the starter), you willneed to take power from the busbarto a circuit breaker rated for themaximum power draw of thestarter, and from there to the starterswitch, then connect the other sideof the starter switch to the “S”terminal on the relay. The switchwill then act as the “remote control”for the starter relay.

Now, we’ve covered the basics of asystem that doesn’t have agenerator. But what if your aircraft’sengine does have a generator?

The addition of a generator meansyou need to add two components tothe design and change another one.The generator should have threeoutputs; a frame ground, a fieldterminal usually marked “F” and agenerator output terminal usuallymarked “A”. You will also need toinstall a voltage regulator to controlthe output voltage of the generator,and change the battery switch to abattery/generator switch (singlepole, single throw to double pole,single throw). Note that somegenerators have voltage regulatorsbuilt-in. In this case you will notneed an external voltage regulator.

The voltage regulator has fourterminals, the generator terminal,the field terminal, the batteryterminal and a frame groundterminal. The frame ground on the

Figure 1

Basic electricalcontrol circuit

schematic.

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generator is connected to theairframe. The field terminal on thegenerator is connected to one of theinputs on the battery master switch,and the output side is connected tothe field terminal on the voltageregulator. The frame groundterminal on the voltage regulator isconnected to the airframe. Finally,the battery terminal on the regulatoris connected to the busbar through acircuit breaker rated for themaximum current that the generatoris rated to produce.

Figure 1 depicts the schematic forthe system I’ve just described.

At this point you’ll have a systemthat gets power to a single point inthe aircraft, the busbar. A busbar isnothing more than a conductive barwith screw terminals where you canattach wires with suitableterminations and run them to theplaces where the power is needed,i.e. your radio, transponder,indicators, instruments, etc. Younow have to install a distributionsystem, which usually has thefollowing components:

• The busbar itself.

• Circuit breakers or fuses toprotect the individualcomponents attached to thedistribution system.

• Control switches to turnsystems on and off.

• The wiring to take thepower to the systems.

• The electrically poweredcomponents themselves!

The busbar is a very simple device.It usually has screws to which youcan attach ring terminals on the endof electrical wire, and each set ofscrews go into a conductive piece ofmetal that evenly distributes power

from the generator or battery to theindividual electrical components.

Circuit breakers are installed toprotect the individual circuits to thecomponents, as well as thecomponents themselves. We Imentioned fuses because they can intheory be used as well, but thermalMil-Spec circuit breakers shouldalways be used on aircraft. There arevarious types of breakers available,some push/pull, others have a capthat pops out when the currentthrough the breaker exceeds thebreaker’s maximum capacity.Personally, I prefer the breakers thatcan be pulled out to cut the powerto an individual system, becausethey allow me to turn off aparticular circuit if I think it isgiving me problems.

Circuit breakers should be installedin a place on the cockpit where theycan be easily accessible. You don’twant to hide them because thatmakes it more difficult to reset themin flight.

Selection of circuit breaker ratingsdepends on the circuit they areprotecting. If it’s something like aTerra TRT-250D digital transponder,a ¾ amp breaker will do, since thatis the maximum power draw forthat unit. However, a Terra TX-760Ddigital comm radio draws 3.25amps, so you’ll need the next highervalue of breaker, a 4 amp unit.

Selecting what type wire to use for aparticular circuit is also a verycritical subject. Always use Mil-Specinsulated (Tefzel coated orotherwise) wire for aircraft electricalsystems. On a BD-5 you should nothave to use shielded wire unlessyou are wiring some sensor near theengine or something like a smokegenerating system in the tailcompartment, where the wire has to

travel through the enginecompartment and into the cockpit.

The selection of wire gauge dependson what load the wire will carry.Going back to our electrons as watermolecules analogy, the morepressure (current) moving through awire, the thicker the wire needs tobe. Wire is classified by its AWG(gauge) number, with the highestused on aircraft electrical systemsbeing 22 AWG (thinnest) and thelowest being 2 or 00 AWG (thickest).Primary loads such as the battery,battery relay, starter relay andstarter require the thickest wirebecause of the high current to thoseparts of the system.

The main power feed wiring to thebusbar usually carries some 30 ampsof current. These wires should bebetween 10 and 6 AWG. The samegoes for the main generator outputto the busbar. Generator fieldwiring only carries 2 to 2.5 amps, so20 AWG will do nicely.

The wiring from the battery masterswitch, generator master switch andstarter switch to their respectiverelays only needs to be 20 or 18AWG because they only carry smallcurrents to activate the coils of therelay and close them. The sameapplies to the wiring from thebusbar to the individual systems.

This article only scratches thesurface of aircraft electrical systems.For more information, see FAAAdvisory Circular 43.13-1b. Thisvery comprehensive documentexplains the FAA-acceptedprocedures and methods to installand service electrical systems in anaircraft. Finally, please, followJuan’s Golden Rule. When in doubt,ask. There is no such thing as astupid question.

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EM Aviation’sRiteAngle III AOASystem EntersProductionEmphasis remains on providing safetyof flight and reliability

EM Aviation LLC has completeddesign work and put intoproduction their new RiteAngle IIIangle-of-attack (AOA) system forexperimental and ultralight aircraft.This third generation system utilizesstate-of-the-art digital technology inthe control box, and continues to usethe reliable LED indicatortechnology that was first introducedinto the product line in 1992. A newmachined stainless steel vane andpotentiometer rated for two millioncycles are also part of the newsystem.

The RiteAngle system is the oldestAOA system specifically producedfor sport aircraft and the first to useLED technology, according to Mr.Elbie Mendenhall, President of EMAviation and a 25,000-hour airlinecaptain who recently retired fromAmerican Airlines. The originalsystem, using a vane, potentiometerand a meter to display the AOA,was designed in er1967 and testedon a Super Cub. Since then it hasbeen continuously upgraded, withthe RiteAngle III as the latestversion of the product.

Installation of the system isstraightforward, and involvesplacement of the display indicatoron the panel, the processor unitwhich is normally placed behind thepanel and the vane assembly, forwhich various installation adaptersare available. On aircraft equippedwith flaps and/or retractablelanding gear, flap position sensor

and landing gear position warningoptions are available. Of the unitsthat have been sold, approximately97% have been installed onexperimentals and some 3% havebeen installed in what Mendenhallrefers to as “true” ultralights.

Mendenhall has also been workingwith several kit manufacturers --such as BD Micro Technologies ofSiletz, Oregon, manufacturers of theFLS-5 series of kit planes – toprovide them with custom-designedRiteAngle III installations in orderto enhance the safety of theirfinished products. One of the mostinteresting features of the unit isthat it can be interfaced into theaudio system of the aircraft. It thenprovides you with audible spokenprompts for various conditions,such as if you forget to lower yourlanding gear. It also understandswhen the flaps are extended and, ifprogrammed correctly, will adjustits indications to take flap extensioninto account. Some flightadjustments must also be made, buteverything is done with a smallprogramming control which isdisconnected and stored once thesystem is programmed.

The RiteAngle III AOA systemretails for $295 for the basic system.In addition, you must select theappropriate mounting system –wing vane with or withoutcombined pitot tube, jury strut orfuselage mounts – and the landinggear and/or flap options, ifnecessary. The typical system for acomplex aircraft runs around $400total, including shipping.

For more information, call (360) 260-0772 .

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BD-5 Vendor ListThe following vendors provideparts, services and kits for BD-5builders. We list them here inalphabetical order, for yourreference.

Alturair1405 N Johnson AveEl Cajon CA 92020-1630Ph: 619-440-5531Fax: 619-442-0481Email: alturair@alturdyne.comWeb: http://www.alturair.comContact: Paul RossBD-5 kits, parts, builder services,engines (rotary engine indevelopment).

BD-Micro Technologies1260 Wade RdSiletz OR 97380Ph: 541-444-1343Email: sales@bd-micro.comWeb: http://www.bd-micro.comContact: Edward KarnesFLS-5 kits (recip, turboprop, jet),parts, builder services, engines (2-stroke, turboprop).

Gerald "Jerry" Kauth9810 State Ave #9Marysville WA 98270Ph: 360-435-8109Drive system sales and upgrades,landing gear parts and assemblyservices.

Robenalt Engraving1423 BroadwayBurlingame CA 94010-2082Ph & FAX: 415-348-6262Contact: Stanley RobenaltCustom instrument panels,engraved placards.

Seneca Light AircraftSystems5479 E Cty Rd 38Tiffin OH 44883Ph: 419-585-7002Fax: 419-585-6004Contact: Matt DandarHirth aircraft engine sales.

MiscellaneousSuppliersThe following vendors carryinventories of all types of aviationgoods, tools and other items whichyou may need during your projectto finish a BD-5.

Aircraft Spruce &Specialty East900 S. Pine Hill RoadGriffin, Georgia 30223Ph: 770-228-3901Fax: 770-229-2329Order Dept: 877-4-SPRUCECustomer Service: 800-443-1448Email: east@aircraft-spruce.comweb: http://www.aircraft-spruce.comGeneral aviation parts, supplies,tools.

Aircraft Spruce &Specialty West225 Airport CircleCorona, California 91720Ph: 909-372-9555Fax: 909-372-0555Order Dept.: 877-4-SPRUCECustomer Service: 800-861-3192Email: info@aircraft-spruce.comweb: http://www.aircraft-spruce.comGeneral aviation parts, avionics,supplies, tools, instruments.

Aircraft Tool Supply Co.P.O. Box 3701000 Old U.S. 23Oscoda MI 48750Toll Free: 800-248-0638Ph: 517-739-1447Fax: 517-739-1448Email: info@aircraft-tool.comWeb: http://www.aircraft-tool.comAviation tools and supplies.

The Wag-Aero Group1216 North RoadLyons WI 53148Ph: 262-763-9586Fax: 262-763-7595Order Line: 800-558-6868wagaero-sales@wagaero.comWeb: http://www.wagaero.comGeneral aviation supplies, avionics,instruments, parts.

Wicks Aircraft Company410 Pine StreetHighland, IL 62249Orders: 800-221-9425Help Line: 618-654-7447Fax: 618-654-6253Email: info@wicksaircaft.comWeb: http://www.wicksaircraft.comAviation supplies, avionics,instruments, parts.

Is your company or servicemissing from this list?

Write or email us and letus know!

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The BD-5 Newsletter

Official Publication the BD-5 Network

PO Box 155293

Ft Worth TX 76155-0293

USA

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subscription. If it says NONE, it's time to

renew! Electronic subscriptions will note

remaining issues in body of mail.

The BD-5 Bulletin is published quarterly. Domestic US and Canadian subscriptions are priced at $25/yr, internationalsubscriptions are US$40/yr, and must be paid with US funds payable at a US bank or postal money order payable in USDollars. Electronic subscriptions are US$15/year, and delivery is made in Adobe Acrobat format through Electronic Mail.Subscription payments can also be made through PayPal on the Internet (HTTP://WWW.PAYPAL.COM). All subscriptionfunds must be made payable to JUAN JIMENEZ, PO Box 155293, Ft Worth TX 76155-0293, USA. To contact us by email,write to FLYBD5@HOTMAIL.COM or visit the BD-5 Web Site at HTTP://WWW.BD5.COM

EXPO REGISTRATION FORM - CUT HERE AND MAIL

� Yes, sign me up for the BD-5 Expo 2001 @ Meacham International Airport, Ft Worth, TX, Oct 27-28 2001

� $40/pp Registration enclosed ($45 at the door), check/money order US Funds� I will send payment via PayPalChildren under 16 are $20/pp. Registration fee includes entrance, speakers, donuts, snacks and Texas BBQ Dinner!

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Address _____________________________________________________________________________________________

City ______________________________________ State _____________ Zip ____________________________________

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� I will bring a BD-5 to the Expo,� Kit� In progress� Finished but not flying� It Flies, Darn it!

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� I will bring another type of aircraft: ________________________________� Experimental� CertifiedYou will be responsible for your own insurance!

Mail to: JUAN JIMENEZ, BD-5 EXPO 2001 REGISTRATION., PO BOX 155293, FT WORTH TX 76155-0293