Question:
Does anyone know or heard of the aircraft MD3-160? Is it still produced and flown?
Answers:
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The MD3-160 Aerotiga is a light, all metal, fixed wheels, primary training aircraft, originally designed in 1983 by the swiss firm Datwyler for license production abroad. About 20 were built in Malaysia during the early 1990s for this country's airforce. It remains the sole military user of the type.Later, a joint American-Malaysian venture was set, with the US Florida based firm Aero Associates and Malaysian SME. The aim was to target the light aircraft training/recreation market in north america. Production should've taken place in Tallahassee, Florida. It didn't meet much success, partially because of delays in production. As for 1999, the joint venture had orders for some 18. But as for today, I could only find one aircraft - N160MD - registered in the US.
As for production nowadays: SME's site says that the company does maintenance jobs for the MD3, but it doesn't say they still manufacture them and it seems that indeed they don't. I guess SME will still build you one, if you'd ask them politely.
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Specifications:
Accommodation: 2, side by side.
Engine: Textron-Lycoming O-320, 160 hp
Span: 10.0 meters
Length: 7.1 m
Height: 2.92 m
Empty: 640 kg
Max: 840 kg
Vne: 320 km/h
Vc: 228 km/h
Range: 1090 km
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A photo: http://www.futura-dtp.dk/flysiden/fly/di...
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A copy of the type certificate data sheet:
http://www.airweb.faa.gov/regulatory_and...
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The MD3-160 Aerotiga is a light, all metal, fixed wheels, primary training aircraft, originally designed in 1983 by the swiss firm Datwyler for license production abroad. About 20 were built in Malaysia during the early 1990s for this country's airforce. It remains the sole military user of the type.what is the fastest fighter aircraft in the world?
ABSTRACT
This paper presents a case study on the dynamic stability of the MD3-160 aircraft’s wing model in steady flow by using computer program. The main objective of this paper is to demonstrate and study the principles of flutter. The influence of a wide range of parameters such as different structural and aerodynamic changes on flutter speed has been investigated. In this paper, we consider a rigid wing model of MD3-160 aircraft from SME AVIATION SDN.BHD. being mounted on elastic supports and subjected to a steady, incompressible flow.
NOTATION
adistance from aerodynamic reference to elastic
axis
clwing lift coefficient
cz translational damping coefficient
crotational damping coefficient
gacceleration due to gravity
Iwing mass moment of inertia
kztranslational spring stiffness
krotational spring stiffness
L wing lift
mwing mass
Swing area
ttime
Ufree stream velocity
U’resultant flow velocity
vvertical flow (wing) velocity
v =
zvertical amplitude
true angle of attack
0static angle of attack
induced angle of attack
air density
angular wing velocity
=
first derivative with respect to time
second derivative with respect to time
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INTRODUCTION:
In any aircraft flight, the structure will deform appreciably under aerodynamic loads. This deformation will produce the change of aerodynamic loads and finally lead to flutter. Flutter can be defined as self-excited oscillations in flight whereby energy is absorbed from the airstream. Flutter very often depends on the structural and
aerodynamic properties, it is therefore important to investigate the influence of changes to an aircraft, especially on its flutter speed. The main objective of this article is to present an approach that provides an electronic learning environment to study a wide variety of configurations for a given problem in wing dynamic response especially in the case of wing flutter. In this paper we focus on the dynamic response of a rigid-wing model in steady freestream. The wing is mounted on translational and rotational elastic supports. Consider a simplified wing model of the translational and rotational dynamic response of a rigid-wing model of MD3-160 mounted on elastic supports and subjected to a steady flow The present work is based on the verification of results obtained by F.Finaish and A.P.Johnston[1].
Governing equations:
A simplified MD3-160 aircraft wing model mounted on translational and rotational elastic supports is shown in figure 1.
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U k
U kz
v
Figure 1
It is assumed that the wing is supported by translational and rotational springs of spring constants kz and k respectively and the cross-section of the wing is considered to be a thin symmetric airfoil. The airfoil makes an angle o with the horizontal line initially. Since the wing is supported so its motions are constrained to only rotation and vertical bending about the axis of supported point. Let the flow velocity be U , so the wing angle of attack is
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= 0 - = 0 – tan-1 [v/ U ] ---------(1)
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where v is the vertical flow velocity due to the vertical motion. Let U’ be the resultant velocity.
U’¬ = (U2 + v2)
The wing lift normal to the U’ direction is given by
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L = (U2 + v2) Scl -------------(2)
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Where is the air density, S is the wing projected area, and c1 is the wing coefficient of lift, according to thin airfoil theory cl can be approximated to as follow:
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cl = 2 -------------(3)
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In this case we assume that the airfoil is thin and symmetric with an infinite aspect ratio and that the wing angle of attack is below the stall angle condition by taking the range of between –12 to 12 degrees. Beyond this range the wing is assumed to be stalled, so c1 is equal to zero. Another assumption is to approximate the airfoil pitching moment coefficient as zero. With these assumptions, we can derive the equations of motion as follows:
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-----------(4)
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Using equation (2) and using cos () = U/(U2 + v2), equations (4) become
-------(5)
To integrate the governing differential equations, the Runge-Kutta-Fehlberg Method is used The two second order governing differential equations (5) can be rewritten as four first order differential equations which lead to
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In this example, the wing is assumed to be a thin symmetric airfoil with infinite aspect ratio, with a wing projected area S of 15m2¬, wing mass m of 150kg and wing mass moment of inertia I of 50kgm2 is subjected to a steady flow with arbitrary velocity U ranging from 0 to 61.73m/s(maximum cruising speed for MD3-160) at maximum altitude of 10,000 ft. The governing equations then are advanced forward in a time step of 0.01s, which is satisfactory and accurate enough for our present research purpose¬.
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RESULTS
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i) Flow velocity = 40m/s, vertical stiffness = 20kN/m, vertical damping = 300N/m/sec, angular stiffness = 15kNm/rad, angular damping = 500Nm/rad/s
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ii) Flow velocity = 40m/s, vertical stiffness = 20kN/m, vertical damping = 300N/m/sec, angular stiffness = 15kNm/rad, angular damping = 480Nm/rad/s
iii) Flow velocity = 40m/s, vertical stiffness = 20kN/m, vertical damping = 300N/m/sec, angular stiffness = 15kNm/rad, angular damping = 450Nm/rad/s
CONCLUSIONS
These results provide a general view of the dynamic response with respect to a wide range of parameters. One can observe the behavior of the system response by changing one parameter and keeping the rest fixed, by varying this parameter, one can examine the behavior of the desired system and analyze whether the system is stable or not. Therefore one will be able to determine the critical value under certain condition.
In our case, we choose the variation of structural damping while other parameters being fixed. First of all, we fixed the system at constant speed of 40m/s with an
initial angle of attack 100 and the distance between aerodynamic center with the elastic axis is 0.05m. In the first case as illustrated, by choosing the values of vertical stiffness, damping, torsional stiffness and its damping equal to 20k N/m, 300 N/m/s, 15k Nm/rad, 500 Nm/rad/s respectively, its dynamic response converge to a equilibrium condition. So, this shows that the system is stable. In other words, this means if one is to design a MD3-160 aircraft wing which is to fly at 40m/s (144km/h) the above parameters will provide a stable response.
Next step is to change the value of angular damping. We set the new value as 480 Nm/rad/s. From the figure, we can observe that by decreasing the angular damping of the structure, the system is tending to diverge
more until some critical value, the whole system will diverge infinitely and flutter occurs. Therefore, one can be able to choose the minimum value of structural damping at certain flight condition, consequently, we are minimizing the expenditures, material used and the weight of the system, since reducing structural damping indirectly reduces the weight of the wing.
Of course one has the interest on investigating what is the maximum speed sustainable for a certain fixed value if structural properties. In this case, the speed is increasing while the rest of the parameters are being fixed as constant.
Thus, in the flutter control process and design, this program gives an invaluable preliminary result on the early stage of wing design.
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REFERENCES:
1.F.Finaish and A.P.Johnston “Dynamic response of an elastically supported wing model in steady flow:numerical experiment for undergraduates”, International Journal of Mechanical Engineering Education Vol.20 No1.
2.“Introduction To The Study Of Aircraft Vibration And Flutter” by Scanlin and Rosenbaum.
3.“Applied Numerical Analysis” by Gerald and Wheatley 5th edition.
4.“Theory of Vibration with Application 4th edition” by William T.Thomson.
5.“Fundamentals of Aircraft Structural Analysis” by Howard D.Curtis.
6.Karl Nickel Michael Wholfahrt “Tailless Aircraft in Theory and Practice”, AIAA Education Series.
7.K.Y.Fung and T.H.Shieh “Modeling, Analysis, and Prediction of Flutter at Transonic Speeds”, AIAA Journal. Vol.31, No.1, January 1993.
8.G.Karpuzian “Nonclassical Effects on Divergence and Flutter of Anisotropic Swept Aircraft wings, AIAA Journal. Vol.34, No. 4, April 1996.
9.E.H.Mathews “A Windtunnel Model To Demonstrate The Principles Of flutter”, International Journal of Mechanical Engineering Education Vol. 15,1987-88.
10.The Art and Science of C by Eric S.Roberts, Addison-Wesley Publishing Company, 1995.
11.Program Design for Engineers by Jeri R.Hanly, Elliot B.Koffman and Joan C.Horvath, Addison-Wesley Publishing Company, 1995.
12.“Mechanics of Materials”, 3th edition by Gere and Timoshenko, 1990.
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