FlyBoy1960

Thats called a fighter jet.

I also think it is a great question regardless of the age that somebody asked it. unfortunately we are stuck with VHF for now. At best air to air 150 miles or less. UHF on the other hand can do 2 or 3 times this distance and still be crystal clear but then it doesn't fade away it just disappears instantly as you go further. Why do VHF radios cost so much ? it's because they are using 1950s technology and a lot of the parts are impossible to find and must now be specially made to keep production going of the radios. Add to this the cost of certification and probably the biggest cost is they are getting made in the dozens and not the tens of thousands like consumer transceivers. If someone came up with an order for 200,000 air band VHF radios I am sure the price would come down but I was looking at the serial numbers for Becker a little while ago and they only seem to be making about 1000 per year at the absolute most. I know XCOM did 6,000 in 8 years so it gives you an idea of the low numbers

the problem is that VHF is an analog transmission format and to identify aircraft details would require a digital transmission format. You would not be able to transmit or receive the information on a VHF radio

People here are trying to help you but instead you get all defensive and start throwing back abuse. I have reluctantly corrected your misinformation several times including going to great lengths to pull out information which I have forwarded that completely negates what you have said. I don't do it to belittle you, I don't even know you, I do it to try and keep other aviators safe. ARO went to the trouble of looking at the covering system website, that took a lot of time and effort to reply to you. What information he found directly from the website is different to what you have been saying and he has pointed it out. There is no need to go ballistic at him. If a product is made by a manufacturer and it has installation instructions then you are required to follow those instructions for your aircraft to remain airworthy. You as an individual do not have the skills or experience to decide otherwise. If the manufacturer declares a 10 year inspection then you have to comply with those instructions for your aircraft to remain airworthy. All of your excuses in different directions do nothing for your credibility as an aviator, in fact they do the opposite and show just how inexperienced and lacking knowledge about aviation really is. I was studying yesterday for my beyond visual line of sight drone course and I must pull up the notes that came from the human factors. There were 4 types of conditions that would affect pilots and you are definitely number one. That was the pilot who said they knew everything, they had survived so far, they were better than everybody else, they didn't need anybody telling them what to do, and the rules don't apply. When we were going through the human factors training it made me directly think of you at the time. Just saying.

Sure, I am just copying and pasting from my aviation reference material so I don't pretend to be an expert just somebody who understands more than I should and has easy reference to it. The Bernoulli Principle in Aviation When you think about how an airplane stays in the sky, the Bernoulli principle is a big part of the answer. Named after Daniel Bernoulli, who figured this out way back in the 1700s, it’s a concept about how air (or any fluid) moves and creates pressure. Here’s how it all works: Faster-moving air creates lower pressure. In aviation, this comes into play with the shape of the airplane’s wings, or the airfoil. Wings are designed so that the top surface is curved more than the bottom. When the airplane moves forward, the air traveling over the top of the wing has to move faster to "catch up" with the air traveling below. Since the air on top is moving faster, it creates less pressure compared to the slower air underneath the wing. This difference in pressure is what gives you lift. The higher pressure under the wing literally pushes the wing (and the plane) upward. The wing essentially "floats" on this pressure difference, like how a beach ball can sit on a stream of water from a hose. How This Works in Real Life Pilots don’t need to do a lot of math to understand Bernoulli; you see it every time you take off. When you add power and the plane accelerates down the runway, the air starts moving faster over the wings. At a certain speed (called the stall speed), the pressure difference becomes strong enough to lift the plane into the air. It’s also why an airplane’s angle of attack (the angle the wing makes with the oncoming air) is so important. The more you tilt the wing, the bigger the pressure difference—up to a point. If you tilt too much, the airflow can’t stay smooth over the wing, and you lose lift (that’s called a stall). A Quick Reality Check The Bernoulli principle isn’t the only thing creating lift. There’s also something called Newton’s third law: for every action, there’s an equal and opposite reaction. That plays a part too—air gets deflected downward by the wing, and the reaction pushes the wing up. So, lift is really a combination of Bernoulli and Newton working together. But when it comes to explaining why wings work in a simple way, Bernoulli gives you the big picture: fast air = low pressure, slow air = high pressure, and the difference lifts the plane. This is why proper wing design and airflow are such a big deal in aviation. It’s also why things like frost or damage on a wing are dangerous—they mess up the airflow and ruin the lift that Bernoulli and Newton worked so hard to give us!

My good friend, let's correct you again (I really do hate being the bad cop in this thread) The claim that the trailing edge of a fabric-covered wing is under the most aerodynamic (lifting) stress is not correct. Here's why: Stress Distribution in an Airfoil: Lift Generation: Lift is primarily generated by the pressure differential between the upper and lower surfaces of the wing. The maximum aerodynamic stress occurs near the forward third of the wing, typically around the leading edge to the quarter-chord point, due to the high-pressure gradients and airflow acceleration over the surface. This region is where the airfoil experiences the highest bending and torsional loads due to lift forces. Trailing Edge: The trailing edge plays a crucial role in defining the airflow's exit path and reducing drag by allowing a smooth flow separation. However, it experiences much lower aerodynamic loads compared to the leading edge or the main body of the wing. Structurally, the trailing edge is usually designed to withstand tension from the fabric but not the primary lifting stresses. Fabric-Covered Wings: In fabric-covered wings, the fabric itself handles aerodynamic pressures, but the internal spar and rib structure bears the majority of the load. The trailing edge of such wings often incorporates a thin and flexible structure (like wire or wood) that holds the fabric taut but isn't designed for significant load-bearing. Structural Stress: From a structural engineering perspective, most load-induced stresses on a wing occur at: The spars (especially the main spar near the leading edge). The rib connections, which maintain the airfoil's shape. The trailing edge is structurally important but not under "most stress" during lift generation. Conclusion: The statement that the trailing edge is under the most aerodynamic stress is incorrect. The leading edge and the forward part of the wing's chord experience the highest aerodynamic and structural stresses. ---------------------------------------------------------------------------------------------- Let me follow this up with some references which may allow you to learn more about your aircraft, its design and performance. Here are a few authoritative references to support stress distribution in wings and the role of different parts of an airfoil: Aerodynamics and Stress Distribution: "Fundamentals of Aerodynamics" by John D. Anderson This textbook explains the physics of lift and pressure distribution over an airfoil. It specifically describes how maximum lift-related stress occurs near the leading edge and quarter-chord point, not the trailing edge. Relevant Section: Pressure distribution and aerodynamic loads on an airfoil. "Aircraft Structures" by David J. Peery A classic reference on how aerodynamic forces are distributed across wing structures and the role of spars, ribs, and trailing edges. Relevant Topic: Stress distribution in wings and structural design for load-bearing. NASA Glenn Research Center - Airfoil Pressure Distribution NASA provides detailed resources on airfoil aerodynamics, including pressure distribution diagrams that show how lift-related stresses are concentrated towards the leading edge. Website: NASA Aerodynamics Resources "Theory of Wing Sections" by Ira H. Abbott and Albert E. Von Doenhoff Another key text in aerodynamics that details how aerodynamic stresses vary across an airfoil and provides pressure distribution graphs for different airfoil designs. Relevant Sections: Airfoil pressure distribution and structural implications. Fabric-Covered Wing Design: Federal Aviation Administration (FAA) Advisory Circular AC 43.13-1B This document contains guidelines for the construction and maintenance of fabric-covered wings, discussing how spars and ribs bear the main structural loads, while the trailing edge provides shape and minimal structural support. Website: FAA AC 43.13-1B "Structural and Stress Analysis" by T.H.G. Megson Provides a comprehensive look at structural stress distribution in aerospace structures, including how loads are transmitted through spars and ribs in traditional and fabric-covered wings. Relevant Sections: Structural analysis of airframes. The National Soaring Museum - Sailplane Wing Design Articles on vintage and fabric-covered sailplane wings that explain the structural role of the trailing edge compared to spars and leading edges. Website: National Soaring Museum Citation: "According to John D. Anderson in Fundamentals of Aerodynamics, the highest aerodynamic stresses occur near the leading edge and quarter-chord point of a wing due to pressure differentials, not at the trailing edge." "The FAA's Advisory Circular AC 43.13-1B explains that in fabric-covered wings, the primary load is borne by the spars and ribs, while the trailing edge provides shape and minimal load-bearing support." Let me know if you'd like more information ? I rest my case.

NO, the area of the most lifting is the CENTER of PRESSURE and this moves with the angle of attack and is usally above and foreard of the C of G. Your ignorance and denial is concerning to say the least. I dont want to be rude but your a danger to yourself, and others who fly with you, and people on the ground.

Doesnt say ANYTHING about factory built or kit built. It says ALL Aircraft ! Except those in Australia i guess !

At its deepest it only ever gets to just over the wheels in the very worst spots. More than 50% of the hangars never get water in yhem, its only the ones at the lowest points, so this is not the problem. The problem is condensation inside the wing drops down and runs to the trailing edge causing them all to rot out. This is why the manufacturer has the 10 year inspection period, they believe after building and maintaining dozens that they have a pretty idea of what is required to keep the aircraft safe. Regardless of what the owner thinks he can do with the 19 registered aircraft he is incorrect. You must still follow the manufacturer's guidelines to the letter. If an aircraft is built following a certified or accepted design then you must follow the maintenance schedule regardless of the registration category. Mr Skippy needs to check this with Darren Barnfield because I don't know how many times we have been told this in different seminars he has presented. If you build the aircraft to your own design and register it in the 19 category then you can set your own maintenance and flight test and flight performance schedules and limitations. The aircraft is built from a kit based on a known design which has the documentation and certification then you must follow those documents. End of story. no one is bashing Mr Skippy, we just don't understand why you don't know this and why you are encouraging others reading this thread who may not have the same level of experience to break the law and remove safety from what is a reasonably good design with a good safety record

Dont get defensive, if it says 10 years in the manuals then its 10 years, egardless of what YOU think. I didnt say you had no experience with the model ? I do remember 3 being rebuilt because of wing problems and water. I said nothing about damaged aircraft ? I didnt say anything about maintenance. I did say if its in the manual as a 10 year service ten it needs to be done. Dont argue with me, argue with the manufacturer. I never said anything about the manufacturer not being helpfull. I think your off on a drunken rant or something ?

But how many level 2's would really know what they are looking at/for when it comes to these things but are still allowed to do inspections ?

it sounds like you are making excuses because it is wood ? If the manufacturer has a requirement for a 10 year inspection then that should be complied with regardless of the registration category. You have to expect that the factory knows best based on the materials they are using, that wood type, the glues etc. I remember at our airport probably 4 or 5 years ago Malcolm Aldridge had to pull several apart and replace the trailing edge of the wing because water had gotten in and rotted the trailing edge near where it meets the fuselage. If the factory have this is a requirement then it should be complied with otherwise in the event of an accident you would be a negligent party and in a worst-case scenario where you crashed into a school bus, life wouldn't be worth living

Wooden wings and fabric covering are the only downside. But for the asking price still good value. Are they still in business in CZ ?

Those that may recall the lengthy manhunt for the fugitive Malcolm Naden and know the area will understand why it took so long to nab him. And they only found him by using technology like trail cameras, infrared cameras etc. Disregarding the fact that he was a criminal on the run, I have to admire his ability to survive for so long in one of the harshest environments out there, I would have lasted coming up to the 2nd hour