FlyBoy1960

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

What's the chance if there was recoverable cash on board that the wreckage was possibly found, the cash taken by actors and they keep quiet for 40 years. This is the first time I heard there was cash on board and it would have predated plastic money

Where i am in SEQ, most are constant speed or IFA props.

On a standard glide path for a jet-powered passenger aircraft, the descent typically follows a 3-degree glide slope, which is a standard approach angle used at most airports worldwide. Calculating the Distance A 3-degree glide slope means the aircraft descends approximately 300 feet per nautical mile (nm). Given the altitude of 750 feet, the aircraft's horizontal distance from the airport can be calculated as: Distance=AltitudeDescent rate per nm=750300=2.5 nm.\text{Distance} = \frac{\text{Altitude}}{\text{Descent rate per nm}} = \frac{750}{300} = 2.5 \, \text{nm}.Distance=Descent rate per nmAltitude=300750=2.5nm. Conversion to Statute Miles 1 nautical mile is approximately 1.15 statute miles, so: Distance in statute miles=2.5×1.15≈2.88 miles.\text{Distance in statute miles} = 2.5 \times 1.15 \approx 2.88 \, \text{miles}.Distance in statute miles=2.5×1.15≈2.88miles. Conclusion At 750 feet altitude, a jet-powered passenger aircraft would typically be about 2.5 nautical miles (4.6 kilometers) or 2.88 statute miles from the airport, assuming a 3-degree glide path. So, nothing to see here.

Not at Heck Field i hope ! We, the originals, are getting sick of all this rubbish happening!

Good Luck ! Hope you get market acceptance.

and whats the problem with that ? Foreflight is really good (and similar)

Reminds me of a fairytale about "the sky is falling"

There you go, you learn every day !

How could the "72 year old" still be a captain for Qantas ? Way past retirement age ?

They didn't take it over, it just changed its name to represent the new types of aircraft available so they removed the word "ultralight" from their name and replaced it with aviation. There was and is such a stigma over the word ultralight. The media love to use that word to describe crazy people flying aircraft made from stuff you buy at Bunnings with a lawnmower engine on the front (or back). Anyway it was just an evolutional it wasn't a takeover or anything nefarious

it won't make any change to the volume of the intercom it will only adjust the volume of the sound you hear when you are talking. You could just get used to it and leave it as it is or change it about halfway and hope the other owner doesn't notice

it's going to relate back to the radio or Intercom that you have installed, this is what controls the side tone. Please give us more information about your particulate set up and we might be able to give you some direction, radio, intercom etc

if the volume seems low it has nothing to do with the headset itself. It is to do with the side tone from your radio or your Intercom. You should be able to adjust this and ideally you want to match it to the Intercom, the side tone and the received transmissions so that they are all balanced

The problem is there are very few forum menbers left here. ☹️

Reception is not an issue on any of the aerials, it is tuning for transmission only. Our old avionics technician at the flying club used to say all the time, "you can receive a signal on a wet piece of string" referring to the fact that you can receive just about anything in the air band using anything from a wet piece of string to a coathanger, reception is not the problem it is transmission. If the length is out for transmission you will have all sorts of problems. The very worst aerial he ever saw was the mobile one ground plane independent aerial. The one with a little rubber ducky on the bottom. He would hang up the phone if anyone called saying they had transmission problems and they were using that aerial.