On 4/6/2020 1:03 PM, Dr. Feng Hsu via KRnet wrote:
Not sure if this problem existed only in the KR2S design or in the KR2
design as well? How would you fix the issue without spending too much time
& efforts on tearing apart the skin of the stub wings completely?
I was able to disassemble N40WS and transplant the root spars to my
Taylor-mono buy removing appox. 15"? on each side to next vertical and if
I was to guess on place of structure failure it would be inboard of the
WAF. I don't see the boat verticals giving up.
On Mon, Apr 6, 2020 at 4:33 PM Fles
On 4/6/2020 5:35 PM, Flesner via KRnet wrote:
A photo shows the covers and the 4 small screws that secure them to
the top of the wing. They have survived 200 mph on at least one
occasion.
https://www.dropbox.com/s/ymnjv4pe66sjmpr/IMG_20200403_125055185.jpg?dl=0
+
Dr. Hsu wrote:
> Also, assuming we use tapes to cover up the opening at the KR2 wing
> joints, would it be a big safety hazard if the type gets blown off
> somehow during a cruise speed beyond 150mph, perhaps?
Larry has a good solution to that. Another one is to duct tape the
joint (as a relea
On 4/6/2020 1:03 PM, Dr. Feng Hsu via KRnet wrote:
Also, I have been thinking of the best or easiest way to make something to
cover up the ugly opens on both sides of the KR2 wing joints or attachment
area? Of course, without using tapes or anything hard to remove...?!
+
Good to hear that's a none issue for the KR2 safety! Even if it is not the
strongest section on the airframe, I too, don't see much of the torsional
stresses potentially harmful to the skin of the stub wings, except when we
step on it with a hard bottom shoes
Also, assuming we use tapes to cov
I wrote:
> Call me skeptical of thisvery skeptical. Torsional failure of the
> SKIN between front and aft spars in the stub wing area? Really? So
> what?
And the whole premise of the KR is that the load bearing structure of
the KR is the spruce and plywoodthe fiberglass skins are just
Colin Hale wrote:
> > But it wasn't the spars or longerons or wing attachment brackets,
the weakest part of the aircraft or the part with the lowest safety
margin was the top skin section between the front and rear spar on the
stub wings. The one layer of glass leaves that area susceptible to
t;
> To: KRnet
> Cc: "Dr. Feng Hsu" , "colin hales"
>
> Subject: Re: KR> Stress Calculations.
>
> Thank you CH for your critical safety information regarding the KR2
> structural design margin issues. Yes, I have been thinking of the strength
>
Thank you CH for your critical safety information regarding the KR2
structural design margin issues. Yes, I have been thinking of the strength
on that exact spot/area of the stub wing and have been very reluctant to
kneel or step on it whenever needed to get in & out of the cockpit I
used my fi
With respect to the strength of the KR2 and KR2S, we had a stress analyst carry
out in depth calculations on the whole airframe many years ago.
The stress analyst's report is intellectual property, but I'm sure by now the
gent who paid for the calculations shouldn't mind if I release the informa
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