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Jet Shark
Jet Shark
© Gryf design

When 300km/hour is not enough, there are some ideas to create jet-powered aircraft using Shark design, so You could fly 400-500 km/hour according to used engine.

Price-induction jet looks nice for that purposes : 
At Take Off Power, you can get up to 255daN, consuming 80kg/h of fuel for the DGEN 380 and 330daN with 100kg/h fuel consumption for the DGEN 390.

www.price-induction.com

of course - this kind of aircraft cannot be called Ultralight, although its empty weight could be  very similar

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Gryfair.cz GRYF magazine Articles Certification proofs of MD3 Rider
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Certification proofs of MD3 Rider Print E-mail
Written by Jaroslav Dostál   
Tuesday, 24 February 2009 19:18

To collect all results from Certification proces of MD3 Rider, here is summarized all news information including some details :

24 February 2004 - MD3 Rider first flight

First prototype of aircraft MD3 Rider was test flown by Radek Škvařil in airport Kunovice. That time aircraft with basic color only tested take-off and landings on snowed airstrip and landing with landing light – until sunset. That evening some Champagne bottles were opened in airport club. Great!

29 August 2004 - front undercarriage and engine mounting tested

003 was strength tested in test bed for ultimate loads:
- front undercarriage (rear, front, side loads, and combinations)
- engine mounting (front, down, moment and combination)
All these loads was created by stretchers and measured by dynamometer with computerized output. Result - OK

29 September 2004 - horizontal tail strength tested

Horizontal tail of 003 (elevator, stabilizer, combination) was strength tested in test bed for ultimate loads according to Czech UL2/2 and Germany LTF requirements. All these loads was created by sand bags, checked by digital loads measurement. Deformation were measured by standard gauges. Result - OK, no permanent deformation after ultimate loads.

10 October 2004 - rear fuselage test

003 was strength tested in test bed for next loads according to Czech UL2/2 and Germany LTF requirements:
- Rear fuselage test for ultimate torsion
- Rear fuselage test for max. operating side loads

All these loads was created by sand bags, checked by digital loads measurement. Side forces were created by sand bags, hanged on cables , created needed forces through scale-beam system and pulleys, bracked on side test bed beams. Deformation were measured by standard gauges. Result - OK, no continuing deformation even after ultimate loads.

12 October 2004 - final rear fuselage strength test

003 was strength tested in test bed for ultimate loads according to Czech UL2/2 and Germany LTF requirements:
- Rear fuselage test for ultimate combination loads
- Rear fuselage test for ultimate symmetrical loads
All these loads was created in test bed by sand bags, checked by digital loads measurement. Side forces were created by sand bags, hanged on cables, created needed forces through scale-beam system and pulleys, bracketed on side test bed beams. Deformation were measured by standard gauges. Result - OK, no continuing deformation till max. operational loads. Continuing deformation after 100% of ultimate loads were in “measurement mistake” range - and in fuselage rear cone only. Maximal load was symmetrical, so we continued in loads increasing and finalized by 103%. We will increase strength by reinforcing of fuselage rear strength system to 120% for next serial production. In the same time we have aircraft empennages calculated for VD 300 km/hour, to have possibility to increase speeds in next aircraft models.

22 November 2004 - RIDER drop test

MD3 Rider drop test was done according to regulation loads from Czech UL2/2 and Germany LTF requirements. After it was approved for 480kg weight without any deformations, we repeat it from bigger height, equivalent weight increasing to 120%. After that some small cracs on the right composite undercarriage leg were recognized. Undercarriage was not destroyed (functioned) and any deformation in the airframe was done. This result can be used as positive result for US Sport Pilot of some other regulation bigger maximum take-off weight needs (Canadian requirements etc).

Fuselage cage stressmen and FEM specialist Ruda Böhm, checking undercarriage leg after drop test adequate to 600kg aircraft ultimate loads - small cracs not visible from the first look.

18 April 2005 - wing negative load strength test

Rider 003 wing was tested for ultimate negative loads. After 150% load = 577,6 kg wing structure returned back without any permanent deformation.

LAA technique Jiří Vychopeň, Marián Mečiar and stressmen Mira Warchil try negative wing loads using truly natural way.



27 April 2005 - wing strength test with LAA asistance

Rider 003 wing was tested for ultimate positive loads - positive gust by Vc. These proofs were done with assistance of administration and technicians of LAA (Amateur Aircraft Association of Czech Republic), GRYF stressmens and producer. After 150% load = 1180 kg wing structure returned back without any really measurable permanent deformation.



Josef Robota - MERLIN sro (MD3 wing producer), Václav Chvála - LAA main inspector of ULL, Jaro Dostál, Petr Chvojka - LAA main inspector of technic and service, Ludvík Bedřich - main stressmen of MD3, Marián Mečiar - director of MD3 Rider producer and Jiří Vychopeř - LAA technician and MD3 wing stressmen.

Seven of brave ones - represent 3g load of wing. Do You see some deformation ?

29 April 2005 - Final wing strength test 126% above ultimate loads

During weekend we approved ultimate loads for ailerons and flaps till 120% above ultimate loads. Both were approving ultimate loads without any permanent deformation. Finally we tested positive loads on wing, increasing loads till structural crash. This test approved loads increasing adequate increasiong of maximum take-off weight above 600 kg. Altough of that, critical part will be for next serial production reinforced. Finishing of that proofs MD3 Rider has all strength proofs needed for its certification according to Czech and Germany requirements finished.



30 May 2006 - Technical Commision of LAA accepted certification of MD3 Rider

Technical Commision of LAA met in Hluk. The feature of meeting was to judge certification documents of MD3 Rider declared to LAA whole process of design, strength and aerodynamic verification. Shown MD3 Rider with 80HP engine has measured empty weight 286,8 kg (basic standard weight with electric driven flaps, VSI , transceiver ICOM A200 and intercom, fuel pressure indicator, board clock and heating).

As a result of the meeting Technical Commision of LAA confirmed Rider certification for 80HP engine.

Because GRYF aircraft actually does not have some aircraft with 100HP engine for finishing of test flights with both engines, flight tests for more powerfull aircraft are still not finished , but confirmation of other documents for that is approved.

14 June 2006 - Finishing of certification flights with 100 HP Rotax

Today certification flights with 100HP engine Rotax 912S was succesfully finished by LAA test pilot Radek Škvařil - including milestone of that program - test of VDF speed, done for possible flutter recognizing. By words of test pilot, aircraft was in speed 280 km/hour (300 indicated) "like concrete one" and 100HP gave to that aircraft exclusive climbing characteristics.

16 June 2006 - MD3 Rider type certificated by LAA

Type certificate is registered in LAA CR (Light Aircraft Association of Czech Republic) under registration sign:

ULL-02/2006


All these LAA certification works was done not only to confirm European ultralight standards, but with focus to confirm its ability to be full SLSA product in USA

all strength proofs and calculation was done with 120% higher safety factor , and after MTOW limit of LSA was confirmed to 600kg, increased to this limit, when was needed. With all changes, new planes are produced with identical parts for both versions, only front undercarriage leg has to be hardened and there is used main composite leg Comlet in harder version

All with empty weight under 300kg, with BRS under 310kg


SPLOG ByDanJohnson : SportRider Wins SLSA Approval

The newest Light-Sport Aircraft to earn its SLSA certificate is the SportRider from Italy, sold by AveoUSA.

After a short lull in new approvals, the first to announce winning FAA’s blessing after AirVenture Oshkosh 2005 is Flyitalia SportRider. Designed by Jaro Dostal, the same man who created the comfortable SkyBoy, SportRider is built by Gryf Air of the Czech Republic and handled by FlyItalia. Following EAA’s big show this year, I got several emails from pilots asking about this handsome aircraft with its flowing lines and 46-inch-wide cockpit. You can see my early report in the August 2005 Kitplanes magazine and I hope to do a pilot report this fall, perhaps on one of the EAA Sport Pilot Tours where you can also go for a demo flight.

07 April 2008

MD3 Rider is again FAA SLSA Certified with new producer and new USA dealer - Space Coast Aviation Services . 07 April 2008 SCAS test flew third MD3 Rider arriving to USA, first American aircraft fully assembled in Flyitalia production facilities at Dovera, Italy.

Thanks of small wing area, although enough for start and landigs under 100m, (see : Action shots of the MD3 Rider at Sun n Fun 2008 ) after test flights in USA , MTOW had to be reduced according to LSA rules - for correct stall speed without flaps - to smaller value.

interested ?

to buy, fly or try to be MD3 Rider dealer call This e-mail address is being protected from spambots. You need JavaScript enabled to view it

for USA call This e-mail address is being protected from spambots. You need JavaScript enabled to view it - Space Coast Aviation Services

and if You want some service of Czech build planes or to ask about help with purchase of used planes in Czech, You can contact original MD3 Rider producer This e-mail address is being protected from spambots. You need JavaScript enabled to view it