THE BD-5 BULLETIN A quarterly publication by and for BD-5 enthusiasts

the left hand corner of this page. Bulletin #23 Well You do the writing and Juan will Received! take care of the editing! It has now been two weeks since I Nosegear Parts completed the task of photocopying, stapling, tabbing, labeling and Located applying postage to some 857 issues April-June 2000 Issue 24 of the Bulletin, including 49 mailed Last month we talked about a to Canada and 68 others to various problem that is common to Gerdes countries around the world. nosegear struts that are not cleaned on a regular basis. Judging from the comments I've received, I think it is safe to describe Specifically, we talked about the the rebirth of the Bulletin as an degradation of the teflon disk, Inside this Issue unqualified success. spring and ball bearing that make up the centering mechanism of the · Bulletin #23 Welcomed! As you can see, this issue is greatly nosewheel castering system. We · Call for Authors expanded. Some of the material that thought that parts could not be 1 · Nosegear Parts Located you will see here is available on the located. Well, we were wrong. · Lester Berven's BD-5 web site, such as Les Berven's flight 2 Flight Test Program test report to the Society of Test Paul Ross of Alturdyne wrote to us Report Pilots. We have also included great in March and deservedly chided us · Alturair Introduces Spun news about the BD-5's main landing for not checking with him first. Sure 7 Aluminum Main Gear Legs gear, and a complete transcript of enough, Paul has the necessary parts the US Patent award to Jim Bede for kit. The cost? A whopping three · US Patent # 3,991,487, the Truck-A-Plane design in 1976. dollars and fifty cents. Call Paul at The Truck-A-Plane Enjoy! 619-449-1570, fax at 619-442-0841 8 or email him at any time at · BD-5 Vendor Listing Call for Authors [email protected] to get 19 · Misc Vendor Listing your kit. Do you enjoy writing and passing on · Late Breaking News On a personal note, as Editor and information for the enjoyment of Director of the Bulletin I am thrilled 20 others? Do you have a personal to finally have a direct line of computer? If so, here's your chance communication to Alturair. I have to gain notoriety and fame in the never really had a lot of contact with BD-5 community. Paul, whose company has been around since 1976, supplying BD-5 The Bulletin needs authors to write owners and builders with parts and articles about subjects related to the services. I am very happy that this BD-5. Some ideas: construction situation has now changed, The BD-5 Bulletin tips, avionics, electrical systems, Official Publication the BD-5 Network flight test reports, historical tidbits There's more about Alturair in this Juan Jimenez, Director & Editor and just about anything else you can edition of the Bulletin, including an Rich Perkins, Founder think of. PO Box 155293 important announcement about a Ft Worth TX 76155-0293 Interested? Email Juan Jimenez at new upgrade for the BD-5's landing gear design. Read on! [email protected] [email protected] or mail your manuscript to the address listed on ...... April - June 2000 Both a long wing (21.5 ft. span) and 5, N501BD, was being built at this a short wing (14.3 ft. span) are time. Because of the limited BD-5 Flight available. manpower available and the Test Program difficulty of making modifications to The BD-5 was first conceived in 1967 the fiberglass BD-5, Jim decided to Report as an ultralight, self-launched glider, stop development and testing of the but in searching for an acceptable fiberglass prototype and concentrate By Lester H. Berven, Chief Test Pilot, powerplant, it was found that the Bede Aircraft Inc. on getting N501BD in the air. It was high power to weight ratio of the also at this time that he decided to snowmobile type 2-cycle engine (Originally Published in the Journal of add some more manpower, and he would allow a very efficient powered the Society Of Experimental Test hired Burt Rutan as Director of aircraft and development was Pilots) Development and myself as Test channeled along these lines. Pilot in early 1972. Introduction Development Flight Tests The first all metal prototype, The BD-5 is an amateur-built N50lBD, differed from ship #1 not The first prototype BD-5, N500BD general aviation aircraft which only in the fuselage design but it was built in 1970. The fuselage was represents a new concept in sport also had an all-flying stabilator, an bolted aluminum angle framework aviation. The aircraft is purchased as American made Kiekhaefer 440cc covered with a molded fiberglass a complete materials package and is snowmobile engine, electrically shell. The wing structure was an assembled entirely by the retractable landing gear, and a aluminum tube-spar with aluminum owner/pilot. variable speed drive system. ribs and wing skins. This aircraft Upon completion, the BD-5 is had the original V-tail and was The cooling system for this engine licensed by the FAA in the powered by a 36 BHP Polaris installation was two NACA flush Experimental-Amateur Built snowmobile engine. scoops (one on each side of the Category. It is restricted to a local fuselage) from which the cooling air This fiberglass V-tailed prototype area defined in the aircraft operating was ducted down over the cylinder was first flown in September 1971 by limitations until it has flown 75 fins and out the rear of the fuselage Jim Bede. It made a total of 2 hours, at which time the local area in an exhaust/ejector duct. flights, both in ground effect just restriction is removed, and it is above the runway. These two flights operated in accordance with FAR 91 The initial ground testing of this for homebuilts. showed a serious deficiency in both aircraft began in May 1972 with an directional and longitudinal stability evaluation of engine starting and The BD-5 is basically a single-place, and control and a redesign of the tail cooling characteristics and with low low wing monoplane pusher with was begun immediately. speed taxi tests. These tests showed several unique design that the engine cooling was marginal The next configuration tried was a characteristics. It has removable on the ground and that the rudder swept conventional vertical fin with wings with a constant diameter tube was effective for taxiing above 25 a highly swept (60 degrees at the spar which fits over the center mph IAS and that the ailerons were L.E.) stabilizer/elevator. High-speed section, a two cylinder, two cycle, noticeable above 20 mph IAS. taxi tests with this configuration dual ignition, internally mounted showed very limited elevator power mid-engine which drives the High speed taxi tests were begun on for rotation and a large trim change wooden, fixed pitch prop through a 31 May and control effectiveness was with power due to the induced flow Gilmore belt reduction drive system evaluated in 5 mph increments up to from the propeller. with a 1.6 ratio. It has manually 80 mph IAS. We found, as before, that the ailerons and rudder were retractable landing gear, and a Because of the great interest in the combination push-rod/cable control very effective, but that the stabilator BD-5 and the large number of orders was not powerful enough to lift the system which is actuated with a side he was receiving, Jim had previously stick on the right console. nose, even at 80 mph (cg was 24% decided to pay for the tooling mac). necessary to produce a metal fuselage, and the first all-metal BD- 2 ...... The BD-5 Bulletin We then reballasted the aircraft to I pulled the power back to slow The new stabilator was ready for test 27% cg and tried it again. This time I down to a previously flyable air- on 8 July 1972. To check the stick could rotate by accelerating to 70, speed. As the airspeed decreased, free stability of the stabilator, we pulling the power back to idle and the controllability improved and I disconnected and locked the anti- applying full aft stick. Once the nose made a reasonably normal landing servo tab, and at 40 mph IAS came up I could add full power and in the remaining runway. After measured the stick force at full aft hold it there. By using this much discussion and more ground stick. This technique indicated a technique, I got the airspeed up to tests we decided the problem could very slightly stable tail, which was 80 mph IAS, made the first liftoff, have been caused by having the right where we wanted it. High flew down the runway at a height of aerodynamic center of the stabilator speed taxi tests showed a power-on about 5 feet and landed after about forward of the pivot. rotation speed of 50 mph IAS, and a 10 second flight. Both trim and power-off of 40 mph at a cg of 25% controllability seemed acceptable at Calculation showed it to be right on, mac. Once the nose-wheel was off, I 80 mph. but with the highly swept stabilator could hold it off down to 30 mph. the inflow from the prop would have Before the next flight, the main gear moved the center of pressure The next flight, on 11 July 1972, was was moved forward one inch and the inboard, and therefore forward. We the first real flight of the BD-5, when cg was moved aft to 28% in an effort then changed the stabilator it flew away from the runway for the to lower the rotation speeds. geometry to increase the area 15% first time. Acceleration to 80 and and moved the pivot one inch lift-off were normal. I held the The next flight was made on 7 June forward to eliminate the possibility aircraft level and let it accelerate to 1972 at a gross weight of 690 lb. of any instability. 100 mph while I made some quick Some more high speed taxi tests stability checks and leaned the showed that the power-off rotation With the new stabilator, the next mixture slightly. speeds had been lowered to 65 mph taxi tests showed that the rotation but that it was still impossible to speeds had not improved, and that Everything appeared normal, so I rotate power-on. Using the old with full aft stick, the stretch in the raised the nose to hold 100 mph. "throttle back to rotate" trick I longitudinal control system would Initial rate of climb was about 600 accelerated to 75 mph and lifted off allow the stabilator to back off a full fpm, with gear down and gw 700 lb. for an intended flight around the 10 degrees from its static maximum Cylinder head temperature at lift-off pattern. of 15 degrees. This control system was about 380 degrees F (450 deflection plus an aerodynamically degrees F is redline). Passing the Acceleration to 80 mph was normal unstable stabilator was undoubtedly end of the runway at 500 feet, CHT and I added a little back pressure to the problem on the second flight. was 440 degrees F and increasing, begin a gentle climb. The nose so I started a left turn back to key pitched up about twice as much as I Because of these problems and the position, still climbing. wanted so I added forward pressure, fact that the stabilator with a sweep with no effect. I pushed even of 60 degrees was only giving us a As I turned downwind, CHT was 550 harder, and the nose came back to CLmax of 0.6, we decided to degrees so I leveled off at 800 ft., where I wanted it. I was then at 95 completely redesign the longitudinal throttled back and adjusted the mph IAS and about 20 feet above control system. We changed the mixture to cool down the engine. the runway. stabilator to an unswept trapezoidal Half throttle gave about 100 mph planform with a thicker airfoil IAS but the CHT stayed at 550 At this point the nose began an section, 20% more area, and a larger degrees so I decided to return for uncommanded pitch down and it anti-servo tab. landing. took considerable aft stick for recovery. This was followed During this period of redesign, the As I turned base, I pulled the immediately by a more violent pitch Kiekhaefer 440 cc engine was throttle back to idle and set up a 500 up to about 2g and a pitch down to replaced with a Hirth 650 cc and a fpm descent at 100 mph. About slightly negative g. At this point I series of airframe/engine halfway across base leg just to keep decided that this wasn't a very good integration tests were run. it interesting, the cockpit started to day for the first flight around the fill with smoke, so I lowered the pattern...... 3 April - June 2000 nose to increase R/D and turned designed by Burt Rutan which is aerobatic accelerations do not feed final. very simple and surprisingly back into the controls, and fatigue is accurate. Stick position is read off a reduced on long flights. The smoke was getting worse and I flexible tape threaded through the wasn't coming down very fast, so at top of the stick. Admittedly the I really believe the side stick is the about 100 feet and just off the end of system isn't very sophisticated, but optimum system for very small the runway, I shut the engine down it does allow us to see the variation aircraft, and I don't think the BD-5 and turned off the master switch, in significant stability parameters would be a success without it. neither of which seemed to affect with cg position, which is all we Our early tests with N501BD did airspeed, R/D or the amount of wanted anyway. smoke. show that the stick force per G was Flying Qualities too light -- only about 0.75 lb/G. On Touchdown was at about 80 mph the next several flights we increased and the smoke was really bad. As Both the looks and the performance both the deflection and area of the soon as I lowered the nosewheel at of the BD-5 are excellent, but the stabilator anti-servo tab and arrived about 60 mph, I opened the canopy thing that really makes this little at our present optimum value of to clear out the cockpit and did our airplane great is the flying qualities. about 3 lb/g. first high speed canopy opening Almost invariably the first question tests. At 50-60 mph the canopy everyone asks is "Isn't that fast little Now, that may sound a little light, floated directly overhead and could short-coupled airplane going to be but it fits perfectly from a control be pushed back to full open with awful sensitive and hard to fly?" harmony standpoint, and it is purely very little force on it. wrist action. In fact, after about 30 The answer is absolutely not! It was minutes of aerobatics it feels like it I taxied up to the hangar and recognized in the early design stages may be too much. This does bring reported the smoke, but nothing that very small airplanes are up an interesting point, however; if could be found. It turned out that sometime overly sensitive and have you raise your forearm off the the smoke was exhaust recirculating low control forces, and that was the armrest, the longitudinal control into the cockpit which we fixed by major factor in choosing a wrist dynamics change considerably, and installing a fresh air vent and sealing controlled side-stick for the the stick force per G becomes too the firewall better. Ground tests longitudinal and lateral control. light for an inexperienced pilot, who showed that the cooling problem would then be easily capable of was a lack of adequate air exit at the By decreasing the pilot's force overstressing the aircraft. exhaust ejector and we wound up an capability to that available from his adjustable cowl flap on the bottom wrist, the aircraft and pilot forces I'm not sure what the solution to of the fuselage. With this fix we are matched; and although the stick that situation is, other than possibly started flying the aircraft regularly forces are very light, they feel some kind of forearm restraint. The and were able to get the first flying absolutely normal. There is no results of our longitudinal static qualities data on the next several tendency toward P10 or stability tests are shown in figure 1 flights. overcontrolling in any flight for two CG positions. Stick forces condition we've investigated so far, and deflections are both stable as far Instrumentation and we've been to 240 mph IAS and back as 27.5% MAC. Maneuvering 5 g's, including most normal stick forces so far have set the aft CG Before I describe the results of the aerobatics. limit at 28.5% which gives a 1.5 lb/G flying qualities tests, I'd like to show gradient. you our instrumentation system. I've found the same thing the Air For documentary shots, roll rate, Force studies on the side stick show; At normal CG (25%) the and dynamic stability data we use an that compared to the center stick, longitudinal short period is over-the-shoulder super-8 movie the side stick offers more precise deadbeat at all speeds. The phugoid, camera, some film from which you control, a more natural seated however, has a period of only 15 have already seen. position, more useable instrument seconds and is neutral to very panel space and more natural slightly damped. This is probably For stick force and position data we control movements. With both due to the fixed pitch prop/high have a homebuilt force grip forearms supported, turbulence or thrust line combination, which 4 ...... The BD-5 Bulletin causes an unstable pitching moment sideslip. Up to a full ball sideslip, the I continued to lean until the mixture with speed changes. aircraft will still break straight was full out, with no apparent effect. ahead, and recovery is immediate if I was then about 300 feet over the This theory is supported by the jet you relax any back pressure. end of the runway with no rate of BD-5 which has a much more well climb. I made a left turn to line up damped phugoid. The not-so-good part is that the stall on a convenient road and lost about speeds are significantly higher than 150 feet in the turn. Thinking I had Lateral/Directional Stability we had expected. Data show a possibly leaned the mixture too maximum lift coefficient of only 1.06 much, I tried richening it slightly, Lateral directional stability is good, clean and 1.45 with full flaps. This whereupon the engine quit with positive dihedral effect and works out to gross weight stall completely. light but well harmonized rudder speeds of 72 mph clean and 61 with forces. At 120 mph IAS a full rudder flaps for the long wing and 86 mph I dumped the nose to maintain as sideslip requires about 15 degrees of clean and 74 dirty with the short much airspeed as possible and put bank for straight flight. Full rudder wings. the flaps down as I flared. It was at sideslips are possible from 120 mph this point I discovered that the short IAS down to stall with no adverse We feel this poor CLmax is due to a wing BD-5 at 720 pounds and a rate characteristics in either CR or PA combination of low Reynolds of descent would not flare configuration. Rudder fixed, the number, laminar separation and a completely, even starting at best rate directional short period has a relatively large tail download (15% of climb speed (105 mph IAS). frequency of about 0.8 cps and a of gw). damping ratio of about 0.5. I touched down on the road at about Current Flight Tests 85 mph and an 800 fpm descent, There is no tendency toward dutch folded the main gear aft and ran off roll and spiral stability is neutral to We managed to get 33 flights and 25 the left side of the road down into a very slightly stable. Adverse yaw is hours on N501BD and were able to 10 foot ditch, up the other side and quite low at cruise speed, and at complete most of our flying qualities came to a stop in a small cloud of approach speed, a rudder fixed roll optimization. Both systems and dust. at about 30 degrees/sec will result in performance were non- about a one-ball sideslip on the slip representative, so the best we have The airplane was in surprisingly indicator. there is preliminary data. good shape. The major damage was to the leading edges of the wings, As a result, rudder/aileron In those 33 flights we had two wrinkled fuselage bottom, and coordination is very easy and makes inflight engine seizures due to lack collapsed landing gear. The only it a pleasant airplane to fly. of adequate cooling and wound up injury sustained was to a field Maximum roll rates are about 120 cooling the engine from a scoop on mouse I mashed at the bottom of the degrees/sec with the long wings, and the bottom of the fuselage. It seems ditch. 200 degrees/sec with the short that the airflow has to go from the wings. Rudder power is s6mewhat exhaust side of the cylinders to the Examination of the engine showed limited with the long wing and intake side, or you get hot spots that the mixture control cable had below 80 mph it takes full rudder for around the exhaust ports. broken on the take-off roll and I was coordinating a full deflection aileron unable to compensate for the richer roll. The last flight of N501BD occurred condition of the engine at higher on 8 Oct 1972 and was the fourth speed. It appeared that it would take Stalls flight with the short wings. Take-off about a month to fix the aircraft. was normal up until I started Since we had all the aerodynamic Stall testing has uncovered two leaning the mixture at about 50 data on ship 2 we needed, and all significant features-one good, and feet. The engine didn't respond the systems were non- one bad. The good part is the stall normally and sounded richer as representative, it was decided to characteristics. There is a very speed increased and unloaded the repair it only for looks as a display definite buffet 3 to 5 mph before the prop. and press on with the next airplane, break, and no tendency to roll off N502BD. until you have a moderate amount of ...... 5 April - June 2000 N502BD differs from N501BD in Rate of climb at S.L. and 660 lbs. is First flight of the jet was made on 20 that it has manually retractable 900 fpm with a fixed pitch cruise July 1973 and lasted 30 minutes. landing gear, plain flaps, longer gear prop at a best rate of climb speed of The jet has all the same outstanding struts, an integral blower fan to cool l00 mph. The short wing BD-5 with flying qualities of the prop BD-5 the engine. It also has a fixed ratio the same horsepower is about 15 drive system with a toothed belt, mph faster and has 2/3 the climb and a new carburetor, calibrated for rate. Take-off distance with the the prop load, so that there is no cruise prop is about 1800 feet for longer any requirement to change the long wing and 2500 feet for the the mixture with throttle setting and short wing. These should be airspeed. Finally, it has a dual improved considerably when we get ignition engine with a capacitor- our CLmax up to a better value. discharge ignition system. BD-5J The first flight of ship #3 was made on 26 March 1973 and the flight During our development program program has proceeded with very we came across a little turbojet few problems since then. The new engine that seemed to be just made Always triple-check all manual landing gear works very for the BD-5, so we built another measurements. Better to triple check than double build. well-gear up or gear down takes airframe and installed this about half a second with very little Turbomecca Microturbo TRS-18 with a very smooth reliable jet pitch trim change. engine. engine and I doubt if there has ever The landing gear lever moves nine It has 200 lb. thrust, and electron-ic been an airplane that's more fun to inches and it requires only 10 lb. to fuel control with automatic starting fly. actuate it. We have a total of about and was designed to operate from a Stall speeds at 800 lb. are 76 knots 60 hours on N502BD now and have plenum chamber inlet. To get clean and 65 knots with flaps. Take- completed most of our systems and enough fuel capacity (50 gallons) we off and landing distances are 1200 flying qualities testing. increased the gross weight of the aircraft to 950 lbs. and made an and 800 feet, respectively. Initial Since N502BD's performance is intermediate length (17 feet) fully rate of climb at 130 KIAS is 1600 more representative of the final wet wing. To take the higher gross fpm and in our present configuration, we've attempted to weight landing loads, we also went configuration the service ceiling is get some more accurate to oil/air struts all around which 26,000 feet. performance estimates. However, we've tested to a 10 fps touch-down Because the oleo gear struts are we have yet to get our gear doors to at 900 lb. significantly different from the fiber- work properly, and we're flying glass ones, we are unable so far to without a nose gear door and the completely retract the gear. So we main gear doors stuck open about not only don't have gear doors, but an inch to an inch and a half above the main gear hangs down a little 140 mph IAS. over 3 inches. In this configuration The maximum power available from maximum speed at S.L. is 200 KIAS, our present 650 cc engine is 50 BHP decreasing to 130 KIAS, (185 KTAS) at sea level and 6300 engine rpm at 20,000 feet. because of our non-optimized Right now the performance is less exhaust system. With that than we'd hoped for but by cleaning configuration, the present long wing up the gear and improving the BD-5 will indicate 154 mph at full engine thrust output we should have throttle and 7500 feet, (175 mph a pretty good performing airplane. TAS) and about 180 mph at S.L.

6 ...... The BD-5 Bulletin

Conclusion

So far in our BD-5 test program we've opened up the airframe envelope to 220 KIAS and 5g and have completed our aerodynamic optimization except for cleaning up the landing gear and improving our CLmax. The remaining systems tests are engine power and cooling optimization and drive system development to decrease weight and improve the soaring capability.

The major flight tests remaining are the envelope expansion out to a Vdive of 300 mph and the spin tests. Our present schedule calls for completion of both of these during this fall, and well in advance of any of our customer's first flights.

...... 7 April - June 2000 Alturair to Offer Spun-Aluminum Main Gear Legs

As we mentioned at the beginning of the Bulletin, we have some very exciting news from Paul Ross, president of Alturair.

As you all know, the main gear legs of the BD-5 are made out of thick fiberglass sheets, which are cut and formed to become components LG- 93, -94, -156 and -157. Two pieces make up each leg.

The way the raw fiberglass pieces that come with the kit is critical because of the stress that these pieces will take during landing. In fact, it is recommended that you send the raw fiberglass to an experienced shop in order for them to be cut correctly the first time.

Moreover, replacement fiberglass to make gear legs is extremely expensive.

What Alturair has done is to produce the first spun-aluminum gear legs for the BD-5! The kit replaces the fiberglass pieces, and also replaces the castings at the bottom of the legs, above the brakes, and we all know how these castings are prone to breaking.

The kit, according to Paul Ross of Alturair, is very easy to install. The result is a much sturdier main landing gear, no gear droop and better resistance to damage from hard landings. At press time, the kit was to be unveiled April 8 at the Bill Martin has been a busy beaver these past few months, racking up the hours Sun-N-Fun show at a show special on his N501WM. These photos were taken about three weeks before we went to price of $300. Normal retail price print,"at about 2000 ft AGL, 125 mph indicated in formation with an H35 had not yet been established. Bonanza," says Bill, whose test pilot was flying the BD-5. The photo with gear down is what it looked like when Bill first caught up with the BD after takeoff.

8 ...... The BD-5 Bulletin the boom relative to the truck are movement of said aircraft relative to US Patent 3,991,487: limited. said boom means.

The Bede Truck-A-Plane Inventors: Bede; James R. (c/o 2. The training assembly according (Ed: I have received several requests Bede Aircraft, Inc., P.O. Box 706, to claim 1, wherein said means in the past few months to run the Newton, KS 67114) limiting pivotal movement of said complete text and drawings for boom means includes means to Appl. No.: 654984 James Bede's Truck-A-Plane, the control the rate of pivotal movement of said boom means about said only training device that has ever Filed: February 3, 1976 been available to teach a pilot how vertical boom axis. to "fly" a BD-5. With ranges of Claims 3. The training assembly according motion limited to 10 degrees or so, it to claim 2, and means biasing said was never very realistic, but pilots 1. A flight training assembly boom means to pivot about said who have "flown" it tell me that it comprising a winged aircraft having horizontal boom axis in the does a great job of teaching people pilot operable flight controls, a direction to assist lift of said aircraft how to land a BD-5. From the annals ground supported vehicle behind relative to ground. of history of the US Patent Office, I said aircraft with respect to the direction of flight thereof, said have located the full patent text and 4. The training assembly according vehicle being movable along the drawings. I have edited the headers to claim 3, wherein said biasing ground at a speed to achieve lift of slightly for publication - the actual means includes spring means. text of the patent said aircraft, boom means, means is presented intact. Enjoy!)

United States Patent 3,991,487 Bede November 16, 1976 Flight training assembly

5. The training assembly according Abstract mounting said boom means on said to claim 1, wherein said universal vehicle for pivotal movement joint means is spherical bearing A flight training assembly is relative to said vehicle about a means including a spherical bearing disclosed comprising an airplane horizontal boom axis extending member and spherical bearing having pilot operable flight controls, laterally of said vehicle and about a support means, a shaft supporting a truck for propelling the airplane at vertical boom axis, universal joint said spherical bearing member at a speed sufficient to achieve lift of means pivotally interconnecting said the center of gravity of said aircraft, the airplane, and a boom structure aircraft with said boom means said spherical bearing support interconnecting the airplane and substantially at the center of gravity means being fixed on said boom truck. One end of the boom is of said aircraft, said universal joint means, and said means to limit interconnected with the truck for means supporting said aircraft for pivotal movement of said aircraft pivotal movement relative thereto pivotal movement relative to said including resilient pad means on about horizontal and vertical axes, boom means about a first horizontal said shaft and engaged by said and the other end of the boom is aircraft axis extending laterally of bearing support means in response interconnected with the airplane at said aircraft, a second horizontal to pivotal movements of said aircraft the center of gravity thereof by aircraft axis extending longitudinally relative to said boom means about means of a spherical bearing of said aircraft and a vertical aircraft said second horizontal aircraft axis assembly. Pivotal movements of the axis, and means limiting pivotal and about said vertical aircraft axis. airplane relative to the boom and of movement of said boom means relative to said vehicle and pivotal ...... 9 April - June 2000 6. The training assembly according said aircraft and supporting said said vertical boom axis, each of said to claim 5, wherein said means to aircraft for universal pivotal devices having a first end limit pivotal movement of said movement relative to said boom interconnected with said frame aircraft further includes means to about a first horizontal aircraft axis means and a second end limit pivotal movements of said extending laterally of said aircraft, a interconnected with said boom, and aircraft relative to said boom means second horizontal aircraft axis each of said motion damping devices about said first horizontal aircraft extending longitudinally of said being operable to damp and limit axis. aircraft and a vertical aircraft axis, pivotal movement of said boom means to limit said pivotal about said vertical boom axis. 7. The training assembly according movement of said boom relative to to claim 6, and means releaseably said vehicle about said horizontal 14. The training assembly according connecting said resilient pad means and vertical boom axes, and means to claim 13, and spring means on on said shaft for adjusting the to limit said universal pivotal laterally opposite sides of said position of said pad means toward movement of said aircraft relative to vertical boom axis biasing said boom and away from said bearing support said boom about said first and about said vertical boom axis toward means. second horizontal aircraft axes and a laterally central position with about said vertical aircraft axis. respect to said vehicle. 8. The training assembly according to claim 7, wherein said means 10. The training assembly according 15. The training assembly according limiting pivotal movement of said to claim 9, and further including to claim 14, and means biasing said boom means relative to said vehicle spring means biasing said boom boom to pivot about said horizontal includes means to control the rate of laterally about said vertical boom boom axis in the direction to assist pivotal movement of said boom axis toward a central position with lift of said aircraft relative to means about said vertical boom axis, respect to the laterally opposite ground. and means biasing said boom means sides of said vehicle. to pivot about said horizontal boom 16. The training assembly according axis in the direction to assist lift of 11. The training assembly according to claim 9, wherein said means said aircraft relative to ground. to claim 9, and means including interconnecting said second end of spring means biasing said boom to said boom with said aircraft includes 9. A flight training assembly pivot about said horizontal boom a horizontal shaft fixed to and comprising, a winged aircraft having axis in the direction to assist lift of extending across said aircraft and pilot operable flight controls, a said aircraft relative to ground. through said center of gravity, a wheeled motor driven vehicle spherical bearing member on said including frame means and having 12. The training assembly according shaft at said center of gravity, and operator controlled steering and to claim 9, wherein said means to bearing block means fixed on said speed control means, a boom having limit pivotal movement about said second end of said boom and a first end, means interconnecting horizontal and vertical boom axes supporting said spherical bearing said first boom end and said frame includes bumper means mounted on member. means for pivotal movement of said said front end of said frame means boom relative to said vehicle about a and arm means mounted on said 17. The training assembly according horizontal boom axis extending boom and pivotal therewith about to claim 16, wherein said means to laterally of said vehicle and about a said horizontal boom axis, said limit said universal pivotal vertical boom axis, said boom bumper means and arm means movement of said aircraft includes extending forwardly from said being cooperatively positioned to resilient pad means positioned on vehicle and beneath said aircraft in limit upward movement of said said shaft to engage said bearing the direction from the tail of said aircraft relative to ground. block means in response to pivotal aircraft toward the nose thereof, movements of said aircraft relative said boom having a second end 13. The training assembly according to said boom about said second extending upwardly into said to claim 12, wherein said means to horizontal aircraft axis and about aircraft, means interconnecting said limit pivotal movement about said said vertical aircraft axis. second end of said boom with said horizontal and vertical boom axes 18. The training assembly according aircraft at the center of gravity of further includes motion damping devices on laterally opposite sides of to claim 17, wherein said pad means 10 ...... The BD-5 Bulletin is releaseably mounted on said shaft Another disadvantage in student connection with pilot training for adjustment towar and away from training methods heretofore techniques. The training assembly of said bearing block means. employed is that flying, and the present invention is comprised especially take-offs and landings, are of a winged aircraft having pilot 19. The training assembly according restricted to good weather operable flight controls, a ground to claim 17, wherein said means to conditions. Accordingly, the student supported vehicle for propelling the limit said universal pivotal pilot is not likely to have any aircraft at a speed sufficient to movement of said aircraft further appreciable exposure during his achieve lift thereof, and a boom includes means to limit pivotal training to adverse conditions such interconnecting the vehicle and movements of said aircraft relative as a strong cross wind. aircraft. The boom has one end to said boom about said first interconnected with the vehicle for horizontal aircraft axis. If such conditions exist at an airport, pivotal movement about horizontal traffic is directed to the runway most and vertical axes, and the other end Description favoring the direction of wind. Still of the boom is interconnected with further, the student pilot is not This invention relates to the art of the aircraft at the center of gravity exposed to the effect of changing the educational devices and, more thereof such that the aircraft is center of gravity of a plane, such as universally pivotal relative to the particularly, to airplane flight by passenger and/or baggage training aids. boom. loading. It is difficult, but possible, The present invention finds to put a payload on an aircraft which Preferably, the ground supported particular utility in teaching a causes the center of gravity to shift vehicle is a truck or the like student pilot the techniques of beyond a specific boundary relative positioned behind the aircraft, taking-off and landing winged to the center of gravity when the whereby the aircraft is pushed in the aircraft. Take-offs and landings are aircraft is not loaded. Pilots are direction of flight thereof. In use, a probably the most critical trained to be aware of this person such as a student pilot sits in maneuvers in connection with possibility, but very few have any the cockpit of the aircraft, and the flying, and proper judgment and idea of the consequence of such a truck driver accelerates the truck to coordination on the part of the pilot shift in the center of gravity and the a speed sufficient to achieve lift of is required to minimize the effects thereof on control of the the aircraft. The student pilot aircraft. likelihood of an accident during operates the flight controls so as to take-off and landing maneuvers. achieve a take-off during In addition to actual in-flight acceleration of the truck and landing There are, of course, aircraft that are training, there are of course used primarily for training student during deceleration thereof. The electronic flight simulators that have pilots, and these trainers do teach training assembly can be used on an been developed primarily for the student all of the basic airport runway or the like and, military and commercial airline use. information required to pilot an depending on the length thereof, the These simulators are extremely airplane. However, due to the cost of student pilot can also manipulate expensive and, moreover, only the flight controls in the aircraft to operation only the minimum simulate various effects on an required time is devoted to the many perform other maneuvers while the aircraft. Accordingly, the student maneuvers to be learned, including aircraft remains airborne. In this pilot is still aware that he is not take-offs and landings. While it is respect, the universal joint actually flying, whereby the recognized that more training in the connection between the aircraft and capabilities of such simulators is boom allows the student pilot to techniques of taking-off and landing limited. an airplane would be desirable, the exercise pitch, roll or banking, and yaw movements of the aircraft. cost of merely taking-off, circling the In accordance with the present Pivotal movement of the boom field and landing is prohibitive. invention, a training assembly is relative to the truck about the Moreover, very little of the total time provided which overcomes the vertical pivot axis enables the required to take-off, circle and land disadvantages referred to student pilot to achieve movement can be devoted to take-off and hereinabove, and others, and of the plane laterally with respect to landing skills. provides training capabilities the path of movement of the truck, heretofore unattainable in and pivotal movement of the boom ...... 11 April - June 2000 about the horizontal axis allows the aircraft on the forward end of the maneuvering of the aircraft and, student pilot to maneuver in boom, whereby the aircraft can be without exposure to dangerous elevation. made to fly at relatively low speeds. circumstances, experience the The ability to fly at low speed can be feeling of actually flying the aircraft. Preferably, pitch movement of the further increased by removing the boom upwardly relative to the truck power plant from the aircraft to Accordingly, it is an outstanding about the horizontal pivotal axis is reduce the weight thereof. The object of the present invention to limited as is yaw movement of the power plant is not employed during provide a flight training assembly boom laterally of the truck about the flight training and, accordingly, is including a pilotable winged aircraft vertical pivot axis. Likewise, it is preferably removed. The location of attached to a ground supported preferred to provide limits with the universal joint is then at the drive vehicle and in which the regard to the pitch, roll and yaw center of gravity of the aircraft aircraft is maneuverable relative to movements of the aircraft relative without the power plant. the ground and to the drive vehicle. to the boom. Such limits avoid the The training assembly of the present Another object is the provision of a possibility of the student pilot invention also enables a student flight training device of the maneuvering the aircraft so as to pilot to practice taxiing operations foregoing character which enables a cause damage thereto or to the and lateral movement of the aircraft trainee to experience in-flight boom and truck, and to avoid along the ground during taxiing. It maneuvering of the aircraft under movement of the aircraft into a will be appreciated too that the cost conditions of maximum safety. position which might cause lateral of operating the training assembly is Still another object is the provision tilting of the drive vehicle or considerably less than the cost of of a flight training assembly of the instability in the control thereof. flying a plane and that, in a given foregoing character which enables a period of operation, training time is In accordance with another aspect of trainee to take-off and land the maximized. Moreover, maneuvers the present invention, pivotal aircraft and to maneuver the aircraft including taking-off and landing can movement of the aircraft relative to in pitch, roll and yaw directions be practiced safely, and training the boom can be limited so that between a take-off and landing. under undesirable weather and load certain flight maneuvers are locked conditions can be achieved to give out with respect to student pilot A further object is the provision of a the student pilot experience with actuation of the flight controls. flight training assembly of the regard to the feel of such conditions. Accordingly, movement of the foregoing character which enables a In this respect, for example, the aircraft can be restricted, for trainee to experience training assembly can be operated example, to pitching movements maneuverability of the aircraft on a runway where a strong cross until the student pilot gains under adverse weather and/or load wind condition exists, thus to enable experience with regard to conditions. the student to become proficient in controlling such movements. After maneuvering the aircraft under such Still a further object is the provision the student becomes proficient in conditions. As another example, of a flight training assembly of the this control mode, the aircraft can weight can be added to the aircraft foregoing character in which be permitted to roll or bank and to reduce the stability thereof in the movement of the aircraft by the then, eventually, to yaw. Therefore, pitch direction, whereby the student trainee is constrained within the student pilot gains experience pilot can experience the loss of predetermined limits to avoid with regard to the maneuvers one at stability under such conditions. movement of the aircraft into an a time. It is obvious that this Other destabilizing effects can also undesirable attitude relative to the provides a training capability which be introduced into the aircraft to ground and/or the drive vehicle. is impossible to achieve in flight expose the student pilot to flying training in a self-propelled aircraft. conditions that could never be Another object is the provision of a flight training assembly of the In accordance with another aspect of experienced on a normal training foregoing character which is the invention, the beam is biased to aircraft because of the danger that economical to construct and operate pivot upwardly relative to the truck would exist. Under all of these and which maximizes the useful about the horizontal pivot axis. This normal and abnormal conditions, in effect reduces the weight of the the student pilot can control 12 ...... The BD-5 Bulletin training time during a given period mounted on the outer end of a boom 24 having its opposite ends welded of operation. B for universal pivotal movement of to brackets 18. the aircraft relative to the boom The foregoing objects, and others, about the center of gravity F of the A pair of L-shaped plate members will in part be obvious and in part aircraft. 26 are welded to the upper and pointed out more fully hereinafter in lower ends of vertical members 20 conjunction with the description of a In the embodiment shown, vehicle A so that one of the legs of each of the preferred embodiment of the is a pick-up type truck which, as is plates 26 extends horizontally and invention illustrated in the well known, includes an under forwardly from members 20. The accompanying drawings in which: carriage or frame. Such a frame latter legs are provided with includes or may be provided with a vertically aligned openings FIG. 1 is a side elevation view of a cross member 10 to support the therethrough, laterally centrally flight training assembly constructed corresponding end of boom B. It will thereof, and a sleeve 28 is aligned in accordance with the present be appreciated that the truck has with the openings through the legs invention; driver controlled steering and speed and has its opposite ends welded to control mechanisms, not illustrated. the legs. The corresponding end of FIG. 2 is a plan view of the assembly Any suitable boom structure can be boom B is provided with upper and illustrated in FIG. 1; employed and, as shown, the lower cross plates 30 which are FIG. 3 is an enlarged plan view preferred structure includes welded to the tubular members af showing the joint structure between elongated metal tubes or rods 12 the boom. Hinge arms 32 are welded the boom and truck of the assembly; which are spaced apart and to cross members 30 laterally interconnected by tubular cross centrally thereof and extend FIG. 4 is a sectional elevation view members welded thereto to provide rearwardly therefrom into overlying of the joint assembly taken along a rigid, open and light weight boom relationship with the forwardly line 4--4 in FIG. 3; structure. extending legs of members 26. Hing arms 32 are provided with openings FIG. 5 is a plan view in section of the Any suitable structure can be aligned with the openings through universal joint between the boom employed for mounting the boom on members 26 and sleeve 28, and a and aircraft taken along line 5--5 in the front end of the truck for pivotal pivot pin component 34 extends FIG. 1; movement about horizontal and through the aligned openings as vertical axes. In the embodiment shown. It will be appreciated, FIG. 6 is a sectional elevation view disclosed, as best seen in FIGS. 3 therefore, that the axis of pivot pin of the universal joint taken along and 4, the mounting structure 22 defines horizontal pivot axis D line 6--6 in FIG. 2; and, includes a pair of angle iron and the axis of pin 34 defines members 14 having inner ends vertical pivot axis E. FIG. 7 is a front elevation view of the secured to vehicle frame component universal joint. 10 such as by welding and having Preferably, upward pitch movement Referring now in greater detail to outer ends spaced forwardly of the of boom B about axis D is limited to the drawings wherein the showings vehicle. An angle iron cross member control the extent to which the are for the purpose of illustrating a 16 extends laterally between aircraft can be elevated relative to preferred embodiment of the members 14 at the outer ends ground. For this purpose, upright invention only and not for the thereof and is welded thereto. A pair members 20 are provided with stop purpose of limiting the invention, of support brackets 18 are welded to members 36 which are welded the flight training assembly, as seen cross member 16, and a pair of thereto and extend rearwardly in FIGS. 1 and 2, is comprised of a vertical angle iron members 20 are therefrom toward truck A. Further, a ground supported vehicle A, a boom pivotally interconnected at their cross member 38 is welded to angle B, and a winged aircraft C. As lower ends with brackets 18 by iron members 14 so as to be in the described more fully hereinafter, means of a pivot pin component 22. path of movement of stop members boom B is mounted on the front of Pin component 22 extends through 36 in response to upward pitch vehicle A for pivotal movement aligned openings in brackets 18 and movement of the boom. Preferably, about a horizontal axis D and a members 20 and through a sleeve a pad 40 of rubber or the like is vertical axis E, and aircraft C is provided between stop members 36 ...... 13 April - June 2000 and cross member 38 to cushion the conjunction with or as a component arrangements other than that shown stopping movement of the boom part of components 44. can be employed to achieve a force when the desired limit of movement to counteract the weight of the is reached. With further regard to boom B, it is boom. desirable to minimize the effective It is also desirable to limit yaw weight of the boom in order to Any suitable winged aircraft can be movement of boom B in laterally reduce the effective load to be lifted employed in the training assembly opposite directions about axis E and by aircraft C during use of the of the present invention and, in the relative to center line G of the truck. assembly. In the embodiment embodiment shown, the aircraft is a For this purpose, a pair of support shown, as best seen in FIGS. 1 and 2, light weight, single seat plane of the arms 42 are welded to angle iron the effective weight of the boom is pusher type having a power plant members 14 and 16 to extend reduced by means of a lift assisting behind the cockpit and a propeller at laterally outwardly and forwardly arrangement including a plurality of the tail of the plane. In order to thereof. The outer ends of arms 42 spring components 50. Springs 50 minimize the weight of the plane, are interconnected with boom B by have corresponding ends secured in the power plant is removed, means of corresponding movement a fixed position relative to truck A, whereby center of gravity F is the limiting and damping components and the opposite ends of the springs center of gravity for the plane 44 having opposite ends pivotally are interconnected with the boom without the power plant. Although interconnected one with arm 42 and and are displaceable relative to the not shown in detail, it will be the other with a cross member 46 fixed ends. More particularly, a appreciated that the plane includes welded to the boom. The structure of suitable spring frame 52 is mounted pilot operable flight controls for devices 44 is not pertinent to the on the truck in a fixed position operating wing, stabilizer and present invention, and any suitable relative thereto and includes a cross rudder flaps to achieve maneuvering device can be employed for limiting member 54 provided with a plurality of the plane in flight. pivotal movement of boom B toward of apertures to receive the ends of the corresponding arm 42 and, springs 50. The opposite ends of As mentioned hereinabove, the preferably, cushioning such springs 50 are interengaged with plane is mounted on the forward movement. Pneumatic or hydraulic apertures in a cross bar 56, and the end of boom B by a universal joint shock absorber type devices would latter cross bar is connected by a assembly so that the plane is capable be suitable for the intended purpose. cable arrangement 58 with boom B of pitch, roll and yaw movements at a location spaced forwardly of relative to the boom. The structure Further in accordance with the pivot axis D. Further, cable 58 is of the forward end of the boom and preferred embodiment, it is spaced above horizontal axis D by a universal joint construction for the desirable to provide for boom B to means of a support bridge 60 which, latter purpose is shown in FIGS. 5-7 be biased toward a center position in the embodiment shown, includes of the drawing. In this respect, the with respect to center line G of the a pair of legs 62 welded at their forward end of the boom is provided truck. As shown in FIG. 3, this is lower ends to boom B and with metal side plates 66 which are achieved by a tension spring 48 interconnected by a plurality of welded to boom tubes 12 and are between each arm 42 and the cross members 64 which are laterally spaced apart to receive an corresponding side of boom B. Upon vertically spaced apart from one inverted L-shaped metal arm 68 movement of boom B in either another. Cable 58 extends across which is mounted between the direction about axis E, one of the and rests on a given one of the cross plates such as by means of a springs 48 is tensioned and thus members, and the forward ends of plurality of nut and bolt assemblies tends to return the boom toward a the cable are suitably attached to the 70. Arm 68 extends upwardly into position in alignment with center boom. It will be appreciated that the aircraft through a suitable line G of the truck. It will be cable 58 is adapted to be associated opening in the bottom of the appreciated that many with a selected one of the cross fuselage thereof. The free end of arm arrangements for achieving members 64, thus to vary the lifting 68 extends forwardly and supports a centering of the boom can be effect of springs 50 on boom B. Any spherical bearing block assembly devised. For example, centering number of cross members can be comprised of bearing block springs could be employed in provided for this purpose. Moreover, members 72 and 74 which are it will be appreciated that interconnected by suitable nut and 14 ...... The BD-5 Bulletin bolt assemblies 76. bearing block movement in the yaw and roll head of pin 102, in the embodiment member 72 can be integral with arm directions is limited by means of a shown, is circular and the diameter 68 or can be a separate component pair of resilient pad assemblies 92 thereof and the height of window welded or otherwise mounted on the mounted on rod 82 on laterally 104 are designed to permit the free end of arm 68. opposite sides of bearing block desired extent of pitch movement of members 72 and 74. Each pad aircraft C in opposite directions The inner surfaces of bearing block assembly 92 includes a circular disc relative to center of gravity F. When members 72 and 74 are provided 94 of resilient material such as the nose of the aircraft is pitched with recesses cooperatively defining rubber suitably secured to a metal downwardly pin 102 engages the a spherical cavity 78 which receives backup plate 96 which is integral lower edge of window 104 to stop and pivotally supports a spherical with or attached to a hub 98. Rod 82 the pitch movement, and when the bearing member 80. Bearing extends through the pad assembly, nose of the aircraft is pitched member 80 is apertured to receive a and the latter is axially slidable upwardly pin 102 engages the top rod 82, and the bearing member is relative to the rod to adjust the edge of window 104 to stop the latter securely mounted on the rod in any distance between the pad assembly pitch motion. suitable manner to prevent both and the adjacent side of bearing rotational and axial displacement of block members 72 and 74. A set It will be appreciated from the the bearing member relative to the screw 100 or the like can be foregoing description that pivotal rod. The ends of rod 82 are welded employed to lock the pad assembly movement of aircraft C relative to to support plates 84 which in turn in a desired position. It will be seen, boom B can be limited to just pitch are mounted on frame components therefore, that by spacing each pad movements by positioning pad 86 of the aircraft on laterally assembly from the corresponding assemblies 92 in abutment with the opposite sides thereof. Preferably, side of bearing block members 72 opposite sides of bearing block the rod and plates are removably and 74, aircraft C can pivot relative members 72 and 74. This locks out mounted on the frame components to boom B in the yaw and roll roll and yaw movements and thus such as by nut and bolt assemblies directions to the extent determined enables the student pilot to 88. by such spacing. When the aircraft experience and become familiarized approaches the desired extent of with control of the aircraft in the Rod 82 extends horizontally in the movement in these directions, pitch direction only. When the direction between the opposite sides resilient discs 94 engage the student becomes proficient in this of aircraft C, and the axis of the rod corresponding side of the bearing control mode, the pad assemblies passes through the center of gravity block assembly to cushion and stop can be moved outwardly from the F of the aircraft. Further, spherical the movement. bearing block members to release bearing member 80 is centrally the aircraft for movement in the roll located in the direction between the Movement of aircraft C in the pitch and yaw directions. If desired, opposite sides of the aircraft, direction relative to boom B is circular pin 102 can be replaced by a whereby the center of the spherical limited, in the embodiments shown, pin having a width corresponding to bearing member coincides with by a stop pin 102 mounted on the distance between the sides of center of gravity F. The laterally spherical bearing member 80 and a window 104 and a height less than opposite sides of bearing block window or opening 104 provided in the distance between the top and members 72 and 74 are provided bearing block member 74. The axis bottom edges of the window. The with openings 90 coaxial with rod of pin 102 is on a radial line through side edges of the latter pin would be 82 and of a diameter sufficiently the center of spherical member 80, rounded at a radius of curvature large to permit the desired pivotal and the pin is threaded into a recess corresponding to the distance movement of bearing member 80 in member 80 so as to be removable between the axis of pin 102 and the relative to the boom. therefrom. Window 104 is of square side edges of window 104. This pin or rectangular contour and has a and window configuration would As mentioned hereinabove, pivotal width in the direction between the permit movement of the aircraft in movement of the aircraft in the sides of bearing block member 74 the pitch and roll directions, but pitch, roll and yaw directions sufficient to permit the desired would preclude movement in the relative to boom B is limited. In the movement of aircraft C in the yaw yaw direction. Rolling movement embodiment shown, pivotal direction relative to boom B. The would be limited by pad assemblies ...... 15 April - June 2000 92 in the manner described movement in connection with the herein shown can be devised to hereinabove. Accordingly, the preferred embodiment. achieve the desired mounting of the student pilot can now experience boom on the drive vehicle for pivotal and become familiar with control of In use, the truck driver operates the movement about horizontal and the aircraft in two modes of truck to move the aircraft into a vertical axes. Likewise, many movement. After the student desired position on a practice arrangements other than that herein becomes proficient in these control runway. During such movement, the illustrated and described can be modes, pin 102 can be again student pilot controls movement of devised and employed for achieving employed in conjunction with the aircraft along the ground and universal pivotal movement of the bearing member 80, whereby the thus gains experience in taxiing the aircraft relative to the forward end student pilot is now able to aircraft. When in position on the of the boom, and many experience control of the aircraft in runway, the driver accelerates the arrangements can be devised for all three modes of movement. truck and, when the ground speed is achieving limited pivotal movement sufficient, the student pilot operates of the aircraft relative to the boom The extent to which aircraft C is the flight controls of the aircraft to and of the boom relative to the drive permitted to pivot in the pitch, roll achieve a take-off. Following the vehicle. The arrangements herein and yaw directions relative to boom take-off the student pilot can illustrated and described in this B can of course be varied as can the exercise those controls of movement respect are merely illustrative of extent to which boom B is permitted of the aircraft which have been made operable arrangements for the to pivot in the yaw and pitch available to him. When the truck intended purpose. Accordingly, as directions relative to truck A. approaches the end of the runway many embodiments of the present Preferably, the limits are such as to the driver decelerates the truck and invention can be made and as many enable the student pilot to practice the student pilot operates the flight changes can be made in the take-offs and landings and other controls to land the aircraft. Of embodiment herein illustrated and maneuvers of the aircraft with the considerable advantage in use of the described, it is to be distinctly degree of freedom he would have in training assembly is the fact that a understood that the foregoing a normal aircraft flight, but within flight instructor can ride in the truck descriptive matter is to be limits of aircraft movement which and communicate instructions to the interpreted merely as illustrative of make it virtually impossible to cause student pilot through a the present invention and not as a any uncontrolled situation which communication system between the limitation. might result in damage to the truck and aircraft. aircraft, boom or truck. It has been * * * * * found that these desirable results While considerable emphasis has can be achieved with the following been placed herein on certain Very Last Minute News! movement limitations: aircraft pitch structural components of the BD-5B Sets World Record! up 15.degree. from horizontal and preferred flight training assembly, it We have just been told by pitch down 10.degree. relative to will be appreciated that many Herwig Bielig of Austria that Horst Malligas has once again horizontal; aircraft roll 10.degree. modifications can be made in the preferred embodiment without brought the FAI Class C1a/0 right and left and yaw 10.degree. world speed record to the BD-5 departing from the principles of the right and left; boom yaw 10.degree. community! His Rotax 618 UL- right or left of the center line of the present invention. In this respect, equipped BD-5B (apparently not truck and boom pitch upwardly for example, a ground supported using the A-wing this time) was approximately 25.degree. relative to drive vehicle other than a pickup clocked at 351.39 km/h or horizontal. In the embodiment truck could readily be employed to 189.735 knots with pilot Peter herein illustrated and described, the propell the aircraft, and the aircraft Schleichenberger (132.2 lbs) at the controls. The new record was truck is a commercially available could be other than the particular plane herein identified. Moreover, set back in September but it took truck, the boom is approximately 18 the FAI six months to issue the any suitable boom structure can be feet long, and the aircraft is a BD-5 certification. single seat aircraft manufactured by employed, and many structural Bede Aircraft, Inc. of Newton, arrangements other than that Congratulations, Horst! Kansas. The movement limitations refer to maximum degrees of 16 ...... The BD-5 Bulletin

...... 17 April - June 2000

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...... 19 April - June 2000 BD-5 Vendor List Seneca Light Aircraft Aircraft Tool Supply Co. Systems P.O. Box 370 The following vendors provide parts, 5479 E Cty Rd 38 1000 Old U.S. 23 services and kits for BD-5 builders. Tiffin OH 44883 Oscoda MI 48750 We list them here in alphabetical Ph: 419-585-7002 Ph: 800-248-0638 order, for your reference. Fax: 419-585-6004 Telephone: 517-739-1447 Contact: Matt Dandar Fax: 517-739-1448 Alturair Hirth aircraft engine sales. Email: [email protected] Web: http://www.aircraft-tool.com 1405 N Johnson Ave Aviation tools and supplies. El Cajon CA 92020-1630 Miscellaneous Ph: 619-440-5531 Fax: 619-442-0481 Suppliers The Wag-Aero Group Email: [email protected] 1216 North Road Contact: Paul Ross The following vendors carry Lyons WI 53148 BD-5 kits, parts, builder services, inventories of all types of aviation Ph: 262-763-9586 engines (rotary engine in goods, tools and other items which Fax: 262-763-7595 development). you may need during your project to finish a BD-5. Order Line: 800-558-6868 [email protected] BD-Micro Technologies Web: http://www.wagaero.com Aircraft Spruce & General aviation supplies, avionics, 1260 Wade Rd Specialty East instruments, parts. Siletz OR 97380 Ph & FAX: 541-444-1343 900 S. Pine Hill Road Email: [email protected] Griffin, Georgia 30223 Is your company or service Contact: Edward "Skeeter" Karnes Ph: 770-228-3901 missing from this list? FLS-5 kits (recip, turboprop, jet), Fax: 770-229-2329 parts, builder services, engines (2- Order Dept: 877-4-SPRUCE Write or email us and let stroke, turboprop). Customer Service: 800-443-1448 Email: [email protected] us know! web: http://www.aircraft-spruce.com Gerald "Jerry" Kauth General aviation parts, supplies, 9810 State Ave #9 tools. Have You Finished The R-8 Rudder Marysville WA 98270 Aircraft Spruce & Ph: 360-435-8109 Bracket Mod On Drive system sales and upgrades, Specialty West Your BD-5? landing gear parts and assembly 225 Airport Circle services. Corona, California 91720 This Modification Ph: 909-372-9555 Is A Mandatory Safety Of Flight Robenalt Engraving Fax: 909-372-0555 Order Dept.: 877-4-SPRUCE Item! 1423 Broadway Customer Service: 800-861-3192 Burlingame CA 94010-2082 Email: [email protected] Contact Your Ph & FAX: 415-348-6262 web: http://www.aircraft-spruce.com Favorite BD-5 Contact: Stanley Robenalt General aviation parts, avionics, Supplier For Custom instrument panels, supplies, tools, instruments. More engraved placards. Information.

20 ...... The BD-5 Bulletin

The BD-5 Newsletter Official Publication the BD-5 Network PO Box 155293 Ft Worth TX 76155-0293 USA

Mailing label indicates remaining issues on 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, international subscriptions are US$40/yr, and must be paid with US funds payable at a US bank or postal money order payable in US Dollars. Electronic subscriptions are US$15/year, and delivery is made in Adobe Acrobat format through Electronic Mail. All subscription funds must be made payable to JUAN JIMENEZ, PO Box 155293, Ft Worth TX 76155-0293, USA. To contact us by email, write to [email protected] or visit the BD-5 Web Site at http://www.bd5.com

Late Breaking News! US Govt Awards Free GPS Upgrades Worldwide!

As we went to print, we were advised of some great news for GPS owners. The U.S. government has decided to give the entire planet a free GPS upgrade by removing the Selective Availability (SA) block. This blocking prevented GPS units to pinpoint their locations up to ten times more accurately. The removal of SA became effective on May 1, 2000.

The Interagency GPS Executive Board has published the announcement, along with supporting documents and graphs, on its web site, located at HTTP://WWW.IGEB.GOV.

Dr. Dennis G. Milbert, Chief Geodesist at the National Geodetic Survey, explains in one of the documents available on the web site that to understand the implications of the removal of SA from the worldwide GPS network, you must “…consider a football stadium. With SA activated, you really only know if you are on the field or in the stands at that football stadium; with SA switched off, you know which yard marker you are standing on.”

As part of the announcement, President Bill Clinton’s statement reads: “The decision to discontinue SA is the latest measure in an on-going effort to make GPS more responsive to civil and commercial users worldwide. Last year, Vice President Gore announced our plans to modernize GPS by adding two new civilian signals to enhance the civil and commercial service. This initiative is on-track and the budget further advances modernization by incorporating some of the new features on up to eighteen additional satellites that are already awaiting launch or are in production. We will continue to provide all of these capabilities to worldwide users free of charge.“ Enjoy your free GPS upgrade, folks!

...... 21 January - March 2000

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