<pic: top photo, BD-6; bottom photo, BD-5J prototype>
<Caption: Top: BD-6 - NEW from Bede is the high-wing, single-place BD-6. The build-it-yourself BD-6 offers the advantages of simplified construction and absolute economy of purchase and operation. Bottom: BD-5J - This shot upward almost gives the appearance of flight, although test flying of the jet version has not begun. The same clean lines are evident with absence of the propeller emphasizing this appearance.>
We're announcing a couple of new products this summer which are a spin-off from current development programs -- the BD-5 Jet and the BD-6.
Yes, we said the BD-5J -- the first truly personal jet offered to general aviation.
And -- the BD-6 -- a single place high-wing homebuilt which is the baby sister to the highly successful BD-4.
Both aircraft will make their official public appearance at Oshkosh during the big EAA meeting.
The BD-5J will be in the $20,000 to $25,000 price range with performance specs in the T-33 area. She's basically a BD-5 with intermediate wings -- 17 feet (all wet) -- same control systems and landing gear system. Performance-wise the BD-5 will cruise at 325 MPH; is fully IFR equipped with a 2 hour (30 min. reserve) range. Climb is in the area of 3,000 FPM with a service ceiling over 25,000 feet. The engine is a French-designed, U.S. built jet which has been flying in some European powered gliders. At sea level, the engine develops 200 lbs. of thrust.
No marketing plans are announced on the jet at this time and will be reviewed later.
On the BD-6 -- she's a budget airplane with estimated material packages in the $1,900 to $2,100 price range. But more on that later, also.
Estimated service ceiling is 14,000 feet with a cruise speed of approximately 140 MPH and a 900 FPM rate of climb. The BD-6 will be powered by a Hirth engine -- same as the BD-5's.
The BD-6 is a conventional appearing airplane -- a scaled-down BD-4 with high wing, tri-gear with the engine up front. The rugged gear will permit rough field operation.
The interior is especially spacious -- with a large baggage area and plenty of leg and headroom. The BD-6 also features a new side-stick control, introduced in the BD-5. The BD-6 is small -- she'll easily fit under the wing of a Cessna 172.
Ground and flight testing is underway in both aircraft with priority given to the current BD-5 programs.
Both the BD-5J and BD-6 were the fallout of other primary programs and in many cases -- completed during spare time by members of the Bede design and shop teams.
<pics: cockpit and engine compartment views of the BD-5>
<Captions: Left - Close-up of the BD-5J cockpit shows a new line of two-inch instruments which permit the installation of a full panel and IFR equipment in this compact personal jet. With the exception of the side ducts, 17-foot wings and above all -- no prop, the BD-5J keeps the familiar outline of the BD-5. In the $20,000 to $25,000 price range, the BD-5J performance is in the T-33 range. Right - Here's a closer view of the engine and modifications made to the standard BD-5 fuselage panels for the jet air intakes. Right behind the pilot is a 17 gal. fuel tank. Also, notice the gadget on the tailcone -- we call it the Bede "Attenumentor." Because of the thrust levels and low drag design -- the BD-5J will still move out at 160 MPH in idle -- the "Attenumentor" augments the thrust and at the same time provides about 10% reverse thrust.
The last couple of months have been very productive from a flight test standpoint. We have 35 hours on N502BD, which includes envelope expansion out to 4 G's and 200 MPH IAS, aggravated stalls, a climb to 12,000 ft. (ROC was still 300 FPM at 690 lbs.), aerobatics -- including loops, aileron rolls, barrel rolls, 4-point rolls and short duration inverted flight (5-10 seconds), and this was all with the long wings! The excellent visibility and controllability makes the BD-5 a most pleasant aerobatic airplane.
It also seems to like high speeds -- at 200 MPH IAS at 6,500 ft., there is still very little wind noise and there are no air leaks around the canopy. During this speed run (about 250 MPH ground speed) observers on the ground swore it looked supersonic!
<pic: N502BD in flight, no caption>
The stall characteristics are also good. Buffet occurs about 3-4 MPH before the stall break, and if the stick is held back at the break, the aircraft will simply stall and recover, stall and recover alternately with heavy buffet and no tendency to roll off. In fact, the stalls with sideslip showed that you have to have at least one ball sideslip before the airplane will roll off in that direction. Recovery from any stall is immediate with relaxation of back pressure. In fact the stabilator is so powerful you can to go negative G at the break if you want.
The airplane can be slipped with any combination of gear and flaps at full rudder deflection with no bad characteristics. In fact, with the long wings, the rudder power is just enough. Although there is plenty of rudder for crosswind landings, slips and limited aerobatics, there may not be enough to spin the airplane. The maximum rudder requirement occurs with gear down, full flaps and maximum aileron deflection at 70 MPH IAS. It takes full rudder for coordination at this condition. The same rudder will, of course, be more powerful with the short wings.
The Walbro carburetor with the correct calibration seems to be very insensitive to altitude changes. From Newton (1500 ft. MSL) to 12,000 ft. required about 1/16 in. leaner on the mixture control to maintain the same EGT. For normal cross-countries you wouldn't even have to change it.
We flew for the FAA last week and got an exhibition license including approval for low altitude aerobatics. Our first public demonstration will be at Reading, Pennsylvania, and then various other places this summer.
We got some of the BD-5 and DC-3 placards mixed up the other day, and now there's a sign in the BD-5 cockpit that says "Lavatory not to be occupied during takeoff and landing," and the DC-3 has one that says "Warning: This aircraft is amateur built..."
<pics: Dr. John Crowe getting a BD-5 pin from Greg Reddick, BD-5 sales; Engine test stand; Lloyd Brekke from Bede reviewing a RayJay turbo installation on BD-4 with Joe Schif from Hirth Engines; Les Berven entering cockpit of N502BD for another test flight>
<Caption: Top Title: SHOTS AROUND THE PLANT; top: A frequent visitor is Dr. John Crowe (right), of Cape Girardeau, Missouri, one of our most enthusiastic builders. Greg Reddick, BD-5 sales, presents Dr. Crowe with a BD-5 pin. Bottom left: While 502 runs its flight tests, the engine and drive system perform in this special mockup. Belt life, critical temperatures, carb adjustment, exhaust, intake and cooling systems, all get their checks in this stand. The test stand, on many occasions, runs continuously all day, with only short stops for fuel.; Bottom right, above: Lloyd Brekke, Bede Flight Test Center Shop Foreman, (left), reviews a RayJay turbo installation on his personal BD-4, with Joe Schif, one of the principals from Hirth Motors. Joe, his father Curt Schif, general manager, and Wolfgang Bierkant, chief engineer, recently spent several days with us on engine discussions and flight evaluations.; Bottom right, below: Les Berven, in full flight gear, prepared to get in another flight with 502. However, in recent flights, Les has given up the hard hat in favor of a soft cap. Sez he can see more.>
During the past couple of months a number of BD-5 newsletters have been popping up in various sections of the country.
While we appreciate the interest, please be advised that they are not official spokesmen for Bede Aircraft and that we do not acknowledge the information presented.
In the event a question may arise on any information presented in these newsletters or club bulletins, please check with your nearest BD-5 dealer -- he has the straight information or can get it from the factory.
We've had a few instances where BD-5 customers acted on stories in these newsletters and were disappointed because the factory had no knowledge of the information or it was not in keeping with established company policy.
Always check with your dealer first -- if there's a question.
The Oregon 5-ers have been formed in Portland and is soliciting BD-5 builders to join this new association.
Those builders in the Portland area can contact: Oregon 5-ers, Clifford H. Moulton, Correspondent, 12310 NW Maple Hill Ln., Portland, OR 97229, (503) 644-4889
Anyone else out there??? We'd be happy to list the club to help in your membership drive. Drop us a note.
Air Progress magazine has offered all BD-5 builders an enthusiasts a special introductory subscription offer at $4.00 for 12 great issues.
Special subscription cards are being packed with material kits and plans. The regular 12-month price on this magazine devoted to the full world of aviation is $6.00, compared with $9.00 at newsstand prices.
In case you may have missed one of the special forms -- drop us a note and we'll get one to you.
<cartoon; caption: Don Peterson (No. 1115), of Long Beach, California, dropped this original cartoon on us to share with newsletter readers. This is Don't suggestion for a BD-5 Stand Up mod.>
Please do not write or call in about missing material if the packing list in the carton checks out with the contents of that package.
We are aware there are a few pieces of materials called out in the plans that are backordered. Rest assured that this material will be included in a later package.
The General Aviation Manufacturer's Association (GAMA) recently turned down a membership request submitted by Bede Aircraft, Inc.
According to a brochure titled "The GAMA Story" the organization has been "devoted to one goal: creation of a better climate for the growth of general aviation."
The company's membership request was rejected by GAMA because it doesn't build certified aircraft. The company never pretended to sell aircraft but presented itself as a supplier of aircraft materials for the homebuilt and sport aviation enthusiast -- whom it feels is a very important segment of General Aviation.
Apparently GAMA has determined that general aviation is represented only by a special segment of the aircraft and supply market and that the whole area of sport and homebuilts are not really considered in the same class.
We submit that there is much more to general aviation than what appears to be confined within the limits of GAMA's vision.
With legislation, regulations and the host of other problems constantly facing the flying public -- no one single representative voice emerges to protect general aviation's interests. Bede Aircraft feels it is an important part of this exciting market and desires to play more than just the role of a supplier.
To this end we pledge ourselves and our energies to work with such organizations as EAA and AOPA, which hold the pulse of the general aviation market.
The GAMA brochure closes "By helping to create one united voice for all of aviation, attention is called to general aviation as an integral part of our total air transportation system."
We agree that a united voice is needed but the manufacturer's organization apparently feels it has enough voice and doesn't need the many thousands represented by sport and homebuilt aviation.
<pics: Under the general caption "Bede Builders At Work" are eight pictures of built small wing parts, one builder's solution to a space problem -- building the a/c in a mobile home with a special wing jig, an illustrated description of one way to transfer patterns from plans to materials. Next page has six pictures, one of a high school student project to build a BD-5, and a number of pictures from Bede Aircraft showing press activities around the BD-5>
<This page only lists those dealers not included in Information Memo No. 14. For the rest of the list, please refer to the end of that document.>
Micro Sport, Paul F. Saltzman, Jr., Hwy 69N, Mt. Vernon, IN 47620
Richard E. Romine, 8 Clayton Pl., Ridgefield, CT 06877; Phone (914) 462-7200
Bede Aero Sport, Inc., Pal Waukee Airport, Chicago, IL
Terry R. Fowler, Bede Aerocrafts, Inc., PO Box 867, Friendswood, TX 77546; Phone (713) 482-1938
Last Update: 5/28/97
Web Author: Juan Jiménez
Copyright © 1997 by Juan Jiménez - ALL RIGHTS RESERVED