Progressive stage flight safety assessment method combined with pilot control skill influence

Abstract

The invention discloses an approach stage flight safety assessment method combined with pilot control skill influence, which comprises the following steps: in an aircraft approach stage, calculating an aircraft approach real-time trajectory according to a flight dynamics model; according to the real-time approaching track and the ideal approaching track of the airplane, acquiring the flight path deviation of the airplane; correcting the flight path deviation of the aircraft in real time by combining a pilot manipulated variable probability distribution model and a control matrix in a flight dynamics model; after the aircraft completes approaching, the landing deviation between the actual landing point and the ideal landing point of the aircraft is calculated, and whether the landing deviation exceeds the safety range or not is judged; if the safety range is exceeded, heavy flight is prompted; otherwise, landing is executed. The approach stage flight safety assessment method combining pilot control skill influence can provide reliable reference for aircraft approach stage flight safety risk assessment and pilot skill level assessment.

Description

Technical Field

[0001] The present invention relates to the technical field of flight evaluation, and particularly to an approach phase flight safety evaluation method considering the influence of pilot's manipulation skills. Background Art

[0002] The approach and landing of an aircraft are key phases that require special attention in flight safety. According to statistics, half of the flight accidents occur during the approach and landing phase. During the approach and landing process of an aircraft, affected by various factors such as the aircraft state, the pilot's skill level, and the airflow environment, the pilot needs to constantly adjust the aircraft attitude and flight path according to the aircraft's own state and environmental changes to ensure that the aircraft always remains on the correct glide path. The pilot's manipulation process is complex and frequent, and the time available for the pilot to handle special situations is extremely short. The pilot's skill level, flight experience, psychological factors, etc. may all affect flight safety.

[0003] Currently, the evaluation methods for flight safety risks in the approach phase can be mainly divided into two categories: one is to simulate the aircraft approach and landing process through simulation methods to analyze the influence of factors such as humans, machines, environment, and management on flight safety. The other evaluation method is to use reliability evaluation methods such as fault tree analysis, analytic hierarchy process, and fuzzy evaluation method to evaluate the flight safety risk by decomposing the approach process and dividing weights.

[0004] The research on human error in the approach phase of pilots mainly focuses on evaluation methods such as the analytic hierarchy process, and cannot accurately reflect the real-time influence of pilot's manipulation on the aircraft approach state. Therefore, how to provide an approach phase flight safety evaluation method considering the influence of human error to improve the accuracy of the evaluation results has become an urgent problem to be solved. Summary of the Invention

[0005] In view of this, the embodiments of the present invention provide an approach phase flight safety evaluation method considering the influence of pilot's manipulation skills to solve the problem that the accuracy of the approach phase flight safety evaluation method considering the influence of human error in the prior art is not high enough.

[0006] The embodiments of the present invention provide an approach phase flight safety evaluation method considering the influence of pilot's manipulation skills, including:

[0007] During the approach phase of the aircraft, calculate the real-time approach trajectory of the aircraft according to the flight dynamics model;

[0008] Obtain the flight path deviation of the aircraft according to the real-time approach trajectory of the aircraft and the ideal approach trajectory;

[0009] Combine the pilot's manipulation variable probability distribution model and the control matrix in the flight dynamics model to perform real-time correction on the flight path deviation of the aircraft;

[0010] After the aircraft completes the approach, calculate the landing deviation between the actual landing point and the ideal landing point of the aircraft, and determine whether the landing deviation exceeds the safety range;

[0011] If it exceeds the safety range, prompt for a re-flight; otherwise, execute the landing.

[0012] Optionally, the construction of the flight dynamics model includes:

[0013] Obtain the longitudinal motion equation of the aircraft's center of mass based on the aircraft state parameters; represent the approach process of the aircraft using the longitudinal motion equation of the aircraft's center of mass;

[0014] Based on the longitudinal motion equation of the aircraft's center of mass, obtain the state matrix and control matrix of the aircraft;

[0015] Among them, the aircraft state parameters include aircraft mass, flight speed, angle of attack, engine installation angle, speed inclination angle, engine thrust, aerodynamic drag, aerodynamic lift, gravitational acceleration, pitch moment of inertia, pitch angular velocity, aerodynamic pitch moment, and thrust eccentricity; the elements of the state matrix include changes in flight speed, changes in angle of attack, changes in pitch angular velocity, and changes in pitch angle; the elements of the control matrix include changes in throttle lever control and changes in control surface control.

[0016] Optionally, it also includes:

[0017] Obtain the probability distribution function of the pilot's control variable according to the pilot's skill level;

[0018] Combine the probability distribution function of the pilot's control variable with the control matrix;

[0019] During the aircraft approach process, based on the continuous control strategy, obtain the correction distribution centered on the pilot's control correction amount;

[0020] Among them, the pilot's control correction amount includes changes in throttle lever control and changes in control surface control.

[0021] Optionally, it also includes:

[0022] Obtain the influence of the landing platform on the flight safety deviation based on the longitudinal pitch motion equation and the heave equation of the flight deck.

[0023] Optionally, it also includes:

[0024] Set the aircraft approach altitude to 110m;

[0025] Set the initial deviation range of the approach altitude to 5 - 20m.

[0026] Optionally, it also includes:

[0027] Perform n simulation calculations on the aircraft approach process through the Monte Carlo simulation method;

[0028] Obtain the number of times N of the risk exceeding the approach safety range;

[0029] Obtain the safety risk probability η of the aircraft approach stage, η = N / n.

[0030] Optionally, the state matrix is:

[0031] X = [ΔV Δα Δq Δθ];

[0032] The control matrix is:

[0033] U—[Δδ P Δδe];

[0034] The state equation of the flight dynamics model is:

[0035]

[0036] where ΔV is the change in flight speed, Δα is the change in angle of attack, Δq is the change in pitch angular velocity, Δθ is the change in pitch angle, Δδ P is the change in throttle lever control, Δδ e is the change in control surface control; A and B are the coefficients of the state equation.

[0037] Optionally, the coefficient A is:

[0038]

[0039] The coefficient B is:

[0040]

[0041] where m is the mass of the aircraft, V is the flight speed, α is the angle of attack, σ is the engine installation angle, γ is the velocity inclination angle, P is the engine thrust, D is the aerodynamic drag, L is the aerodynamic lift, g is the acceleration due to gravity, q is the pitch angular velocity, M is the aerodynamic pitch moment, e is the thrust eccentricity, δ P is the throttle lever control amount, δ e is the control surface control amount, the subscript V represents the partial derivative with respect to the flight speed V, the subscript 0 represents the initial value at the start time of the approach stage, the subscript α represents the partial derivative with respect to the angle of attack α, and the subscript q represents the partial derivative with respect to the pitch angular velocity q.

[0042] Optionally, obtain the probability distribution function of the pilot's manipulation variable according to the pilot's skill level, including:

[0043] Evaluate the skill level based on the pilot's historical flight data;

[0044] Set the manipulation variable probability distribution Δδ1 corresponding to the skill level 1 to follow the distribution (Δδ1, 0.75);

[0045] Set the probability distribution Δδ2 of the control variable corresponding to skill level 2 to follow the distribution (Δδ2, 1);

[0046] Set the probability distribution Δδ3 of the control variable corresponding to skill level 3 to follow the distribution (Δδ3, 1.25);

[0047] Set the probability distribution Δδ4 of the control variable corresponding to skill level 4 to follow the distribution (Δδ4, 1.5).

[0048] Advantages of the present invention:

[0049] The embodiment of the present invention provides an approach phase flight safety assessment method considering the influence of pilot's control skills. Through Monte Carlo simulation method for risk simulation, the results show that the model proposed in this embodiment can effectively simulate the influence of different pilot skill levels and platform movements on the approach track deviation of the aircraft during the approach process. The Monte Carlo simulation results of the approach process risks for pilots with different skill levels show that the improvement of the pilot's approach flight skills significantly increases the approach success rate. When the standard deviation of the pilot's control variable probability distribution decreases from 1.5 to 0.75, the approach success rate increases from 67.36% to 99.69%. The research results prove that the approach phase flight safety assessment method considering the influence of pilot's control skills provided in this embodiment can provide a reliable reference for the flight safety risk assessment in the approach phase of the aircraft and the evaluation of the pilot's skill level. Description of the drawings

[0050] The features and advantages of the present invention will be more clearly understood by referring to the accompanying drawings. The drawings are schematic and should not be construed as any limitation to the present invention. In the drawings:

[0051] Figure 1 Shows the flow chart of an approach phase flight safety assessment method considering the influence of pilot's control skills in the embodiment of the present invention;

[0052] Figure 2 Shows the simulation process diagram of an approach phase flight safety assessment method considering the influence of pilot's control skills in the embodiment of the present invention;

[0053] Figure 3 Shows the influence of the pitch and heave of the flight deck with platform movement on the flight safety deviation;

[0054] Figure 4 Shows the simulation glide path altitude deviation correction process at different altitudes in the case of the approach initial altitude of the aircraft higher than the standard in the embodiment of the present invention;

[0055] Figure 5 Shows the influence of platform movement on the approach track of the aircraft;

[0056] Figure 6 Illustrates the influence of the pilot's skill level on the approach safety deviation in the embodiments of the present invention;

[0057] Figure 7 Illustrates the approach altitude deviation distribution under different pilot skill levels in the embodiments of the present invention. Detailed implementation manners

[0058] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0059] As Figure 1 shown, the embodiments of the present invention provide an approach phase flight safety assessment method considering the influence of the pilot's manipulation skills, including:

[0060] Step S10, during the approach phase of the aircraft, calculate the real-time trajectory of the aircraft approach according to the flight dynamics model.

[0061] Step S20, obtain the aircraft track deviation according to the real-time trajectory of the aircraft approach and the ideal approach trajectory.

[0062] Step S30, perform real-time correction on the aircraft track deviation by combining the pilot's manipulation variable probability distribution model and the control matrix in the flight dynamics model.

[0063] During the flight, the pilot adopts a continuous following manipulation strategy. According to the ideal glide path provided by the guidance system, the pilot manipulates the throttle opening and the rudder surface deflection angle to accurately correct the aircraft attitude and track in real time, and controls the aircraft to track the ideal glide path to complete the approach. In this embodiment, the pilot adopts a continuous control strategy to perform small deviation correction on the aircraft attitude and track through the throttle and the joystick. In order to evaluate the influence of the pilot's skill level on the safety of the approach process, a pilot's manipulation variable probability distribution model is introduced, and the manipulation correction error amount of the pilot's skill level during the aircraft approach process is converted into a probability distribution model.

[0064] In a specific embodiment, the pilot's manipulation variable probability distribution function is combined with the control matrix. During the approach process of the aircraft, based on the continuous control strategy, a correction distribution centered on the pilot's manipulation correction amount is obtained. Among them, the pilot's manipulation correction amount includes the control change amount of the throttle lever and the control change amount of the rudder surface.

[0065] In a specific implementation manner, the skill level of the pilot is evaluated based on the historical flight data. The manipulation variable probability distribution Δδ1 corresponding to skill level 1 follows the distribution (Δδ1, 0.75). The manipulation variable probability distribution Δδ2 corresponding to skill level 2 follows the distribution (Δδ2, 1). The manipulation variable probability distribution Δδ3 corresponding to skill level 3 follows the distribution (Δδ3, 1.25). The manipulation variable probability distribution Δδ4 corresponding to skill level 4 follows the distribution (Δδ4, 1.5).

[0066] Step S40: After the aircraft completes the approach, calculate the landing deviation between the actual landing point and the ideal landing point of the aircraft.

[0067] Determine whether the landing deviation exceeds the safe range. If it exceeds the safe range, prompt for a re-flight; otherwise, execute the landing.

[0068] As an optional implementation manner, the construction of the flight dynamics model in step S10 includes:[[]]

[0069] Obtain the longitudinal motion equation of the aircraft's center of mass based on the aircraft state parameters; represent the approach process of the aircraft using the longitudinal motion equation of the aircraft's center of mass.

[0070] Based on the longitudinal motion equation of the aircraft's center of mass, obtain the state matrix and control matrix of the aircraft.

[0071] Among them, the aircraft state parameters include the aircraft mass, flight speed, angle of attack, engine installation angle, speed inclination angle, engine thrust, aerodynamic drag, aerodynamic lift, gravitational acceleration, pitch moment of inertia, pitch angular velocity, aerodynamic pitch moment, and thrust eccentricity; the elements of the state matrix include the change in flight speed, change in angle of attack, change in pitch angular velocity, and change in pitch angle; the elements of the control matrix include the change in throttle lever control and the change in control surface control.

[0072] The flight dynamics model is a non-linear equation set containing 12 differential equations, and it is difficult to directly solve it. During the approach process of the aircraft, its flight speed, angle of attack, and glide angle remain basically unchanged. Therefore, to simplify the calculation model, the approach process of the aircraft can be represented by the longitudinal motion equation of the aircraft's center of mass, and its form is:[[]]

[0073]

[0074] In the formula, m is the aircraft mass, V is the flight speed, α is the angle of attack, σ is the engine installation angle, γ is the speed inclination angle, P is the engine thrust, D is the aerodynamic drag, L is the aerodynamic lift, g is the gravitational acceleration, q is the pitch angular velocity, M is the aerodynamic pitch moment, and e is the thrust eccentricity.

[0075] Let F t be the tangential force, Fn is the normal force, M s is the total pitching moment, then we have:

[0076]

[0077] Consider the following functional relationships:

[0078]

[0079] where S is the reference area, c is the reference length, h is the height, ρ is the air density, C D is the drag coefficient, C L is the lift coefficient, C M is the aerodynamic pitching moment coefficient, M a is the Mach number, Re is the Reynolds number, α is the angle of attack, δ P is the throttle lever control amount, δ e is the control amount of the control surface.

[0080] The linearized result of Equation (1) is:

[0081]

[0082] Convert Equation 4 to matrix form:

[0083]

[0084] where θ is the pitching angle.

[0085] The derivatives of the aerodynamic forces and moments appearing in Equation (5) need to be expressed in terms of dimensionless aerodynamic derivatives. The subscript V represents the partial derivative with respect to the flight speed V, the subscript 0 represents the initial value at the start time of the approach phase, the subscript α represents the partial derivative with respect to the angle of attack α, and the subscript q represents the partial derivative with respect to the pitching angular velocity q.

[0086] Let the state matrix be:

[0087] X = [ΔV Δα Δq Δθ] (6);

[0088] The control matrix is:

[0089] U = [Δδ P Δδe] (7);

[0090] Arrange Equation (5) into the standard form of the state equation:

[0091]

[0092] where ΔV is the change in flight speed, Δα is the change in angle of attack, Δq is the change in pitching angular velocity, Δθ is the change in pitching angle, Δδ Pis the change in throttle lever control, Δδ e is the change in control surface control; A and B are the coefficients of the state equation.

[0093] Based on the established pilot control model, the Monte Carlo simulation method is used to reconstruct the pilot's flight control process during the aircraft approach phase, realizing the quantitative evaluation of the impact of pilot control skills on flight safety risks. The Monte Carlo simulation method is a basic method for describing various random phenomena in the operation process of equipment, which can fully reflect the influence and role of random factors on the operation process of equipment. Therefore, it has an important position in the evaluation of equipment effectiveness. As Figure 2 shown, the flight safety risk assessment process based on Monte Carlo is as follows:

[0094] (1) Determine the initial state during the approach phase according to the characteristics of aircraft flight parameters, including aircraft mass, flight speed, pitch angle, angle of attack, glide angle, distance, altitude deviation, etc.

[0095] (2) Calculate the real-time trajectory of the aircraft approach by the aircraft flight dynamics model to obtain the real-time deviation of the aircraft track during the approach.

[0096] (3) The pilot control model adopts a continuous following strategy and introduces the influence of the pilot's flight skill level. The pilot's skill level is transformed into a probability function of flight control quantity, and a pilot control model is established. By controlling the throttle and rudder deflection to control the aircraft attitude and track, the approach deviation obtained in step (3) is corrected.

[0097] (4) Repeat steps (2) to (3) until the aircraft completes the approach.

[0098] (5) Calculate the deviation between the actual landing point of the aircraft and the ideal landing point, and determine whether the landing deviation exceeds the safety range.

[0099] (6) Conduct n simulations on the approach process and record the number of risk times N that exceed the approach safety range. Obtain the safety risk probability η = N / n of the aircraft approach phase.

[0100] The safety risk of aircraft approach and landing is the highest, and the risk during the approach and landing on the ship is even higher. Therefore, to verify the risk assessment method proposed in this embodiment, taking the approach and landing on the ship process as an example, the proposed flight safety risk assessment method for the approach phase is analyzed and verified. During the approach and landing on the ship process, to ensure that the aircraft accurately lands on the flight deck, the pilot needs to control the aircraft under the guidance of the landing aid system to keep it in the correct glide path. Different from the aircraft landing approach process, the approach and landing on the ship process will also be affected by various factors such as platform movement and ship wake. Therefore, this embodiment also considers the platform movement in the safety risk analysis of the approach process.

[0101] Table 1 Flight safety deviation levels during the approach phase

[0102] Deviation type Ideal deviation / m Allowable deviation / m Vertical height -0.37～0.37 -0.73～0.73 Horizontal position -6～6 -12～12 ;

[0103] To ensure flight safety, the risk assessment in the approach glide segment includes three indicators: altitude, alignment, and angle-of-attack deviation. Among them, the altitude deviation corresponds to the horizontal position deviation and vertical altitude deviation between the actual touchdown point of the aircraft and the ideal touchdown point. The alignment deviation corresponds to the lateral center deviation between the actual touchdown point and the ideal touchdown point. The safe touchdown deviation range in this embodiment is set as shown in Table 1.

[0104] The following example is used to verify an approach-phase flight safety assessment method considering the influence of pilot's manipulation skills provided in this embodiment:

[0105] Suppose the aircraft enters the approach glide path at a distance of 1800 m and an altitude of 110 m, and completes the approach under the guidance of the landing aid system. The initial approach parameters are shown in Table 2.

[0106] Table 2 Initial approach parameters

[0107]

[0108] In complex sea conditions, the aircraft carrier will rock up and down, back and forth with the waves. When the movement amplitude of the flight deck is large, it will have a serious impact on approach safety. Therefore, in complex sea conditions, the pilot needs to correct the safety deviation caused by the deck movement to ensure flight safety. To more accurately analyze the approach flight safety risk, this embodiment considers the influence of platform movement on flight safety risk.

[0109] The movement of the flight deck fluctuating with the waves is an irregular movement with three axes and six degrees of freedom, including rolling, pitching, yawing, swaying, heaving, and surging. Among them, the pitching and heaving movements of the flight deck have the greatest impact on the position deviation of the ideal touchdown point of the aircraft. Therefore, for the sake of simplifying the calculation, this embodiment only considers the influence of the pitching and heaving movements of the deck in the simulation calculation.

[0110] Flight deck pitching θ s and heaving H s The motion equations are shown in Eqs. (9) and (10).

[0111]

[0112] The influence of the platform movement on the flight safety deviation calculated from Eqs. (9) and (10) is as Figure 3 shown.

[0113] The flight dynamics model, pilot control model, and platform motion model proposed for the aircraft approach phase were programmed to implement the aircraft approach and landing process. To verify the reliability of the models proposed in this embodiment, the aircraft approach altitude was modified to 115 - 130 m, that is, the initial approach altitude deviation (the part higher than the standard approach altitude of 110 m) ΔH = 5 - 20 m. The correction process of the pilot control model for the aircraft flight path was simulated when the initial approach altitude of the aircraft was higher than the standard approach altitude at different heights.

[0114] The approach process was simulated and calculated, and the calculation results are as Figure 4 shown. Under the intervention of the pilot control model, the deviations of the aircraft flight path at different heights were quickly and stably corrected, indicating that the models adopted in this embodiment can effectively simulate the aircraft approach and landing process.

[0115] The platform motion model was imported into the aircraft approach model to simulate the influence of platform motion on the aircraft flight path in the marine environment. Substituting the platform motion equations (5) and (6) into the established aircraft approach model, the height deviation of the aircraft approach flight path was calculated as Figure 5 shown. The pitching and heaving motions of the flight deck had a significant impact on the aircraft approach flight path, but under the correction of the pilot control model, the flight path deviation was effectively controlled.

[0116] Table 3 Probability distribution of pilot control variables

[0117] Skill level Probability distribution of manipulated variable 1 <![CDATA[Δδ~(Δδ0,0.75)]]> 2 <![CDATA[Δδ~(Δδ0,1)]]> 3 <![CDATA[Δδ~(Δδ0,1.25)]]> 4 <![CDATA[Δδ~(Δδ0,1.5)]]> ;

[0118] During the approach phase of the aircraft, the pilot controls the attitude and flight path of the aircraft through the throttle and elevator to complete the approach and landing. During the approach process, the pilot needs to correct the aircraft attitude and flight path in real time. To improve the approach success rate and safety of the pilot, the pilot needs to conduct a large number of approach flight training sessions to improve the pilot's skills level during the approach phase. To evaluate the influence of different pilots' skills levels during the approach phase on flight safety, the probability distribution models of the throttle and control surface control variables of different pilots were used to simulate the control correction amounts of pilots with different skills levels during the aircraft approach process. Table 3 gives the probability distributions of the control variables for 4 different skills levels.

[0119] The probability distribution of the pilot control variables in Table 3 was introduced into the aircraft approach model, and the aircraft approach process was simulated and calculated. The calculation results are as Figure 6 shown. The pilot's skills level had a significant impact on the flight deviation, and the greater the height deviation of the aircraft flight path, the greater the impact of the pilot's skills level on the correction of the flight path deviation. This is mainly because the greater the height deviation of the aircraft flight path, the greater the control amounts of the throttle and control surfaces by the pilot, and the greater the resulting flight path correction error.

[0120] Using the Monte Carlo simulation method, the risks during the aircraft approach process were simulated 10,000 times, and according to the flight safety deviation levels in Table 1, the aircraft approach risk probabilities under 4 levels of pilot skills were obtained respectively. The distribution of the approach horizontal position deviation under different levels of pilot skills is as Figure 7 shown, and the risks of flight safety levels under different levels of pilot skills are shown in Table 4. Figure 7 As can be seen from and Table 4, when the standard deviation of the probability distribution of the pilot's control variables decreases from 1.5 to 0.75, the distribution of the approach horizontal position deviation of the pilot decreases significantly, indicating that the probability of the approach flight of a high-level pilot exceeding the safety risk range is significantly lower than that of a low-level pilot. The probability that the landing point is within the ideal range increases from 56.25% to 99.39%, and the approach success rate increases from 67.36% to 99.69%, indicating that the improvement of the control skills significantly increases the approach flight success rate and reduces the flight safety risk.

[0121] Table 4 Risks of flight safety levels under different levels of pilot skills

[0122]

[0123] In this embodiment, an aircraft approach phase flight dynamics model considering the pilot skill level and platform movement was established based on flight dynamics. The pilot's skill levels were described using the probability distribution of the pilot's control variables, and the Monte Carlo simulation method was used to perform risk simulation on the pilot's approach flight control process. The established aircraft approach model was verified, and the results show that the model proposed in this embodiment can effectively simulate the influence of different pilot skill levels and platform movement on the aircraft approach track deviation during the aircraft approach process. The Monte Carlo simulation results of the risks of pilots with different skill levels during the approach process show that the improvement of the pilot's approach flight skills significantly increases the approach success rate. When the standard deviation of the probability distribution of the pilot's control variables decreases from 1.5 to 0.75, the approach success rate increases from 67.36% to 99.69%. The research results can provide a reference for the flight safety risk assessment and pilot skill level evaluation during the aircraft approach phase.

[0124] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A flight safety assessment method for the approach phase considering the influence of pilot's operating skills, characterized in that, Including: During the aircraft approach phase, calculate the real-time trajectory of the aircraft approach according to the flight dynamics model; Obtain the aircraft track deviation based on the real-time trajectory of the aircraft approach and the ideal approach trajectory; Combined with the pilot's control variable probability distribution model and the control matrix in the flight dynamics model, perform real-time correction on the aircraft track deviation; When the aircraft completes the approach, calculate the landing deviation between the actual landing point and the ideal landing point of the aircraft, and determine whether the landing deviation exceeds the safety range; If it exceeds the safety range, prompt a re-flight; otherwise, execute the landing.

2. The approach phase flight safety assessment method considering the influence of pilot's operation skills according to claim 1, characterized in that, The construction of the flight dynamics model includes: Obtain the longitudinal motion equation of the aircraft's center of mass based on the aircraft state parameters; use the longitudinal motion equation of the aircraft's center of mass to represent the approach process of the aircraft; Based on the longitudinal motion equation of the aircraft's center of mass, obtain the state matrix and control matrix of the aircraft; Wherein, the aircraft state parameters include aircraft mass, flight speed, angle of attack, engine installation angle, speed inclination angle, engine thrust, aerodynamic drag, aerodynamic lift, gravitational acceleration, pitch moment of inertia, pitch angular velocity, aerodynamic pitch moment, and thrust eccentricity; the elements of the state matrix include changes in flight speed, changes in angle of attack, changes in pitch angular velocity, and changes in pitch angle; the elements of the control matrix include changes in throttle control and changes in control surface control.

3. The approach phase flight safety assessment method considering the influence of pilot's operation skills according to claim 2, characterized in that, Also including: Obtain the pilot's control variable probability distribution function according to the pilot's skill level; Combine the pilot's control variable probability distribution function with the control matrix; During the aircraft approach process, based on a continuous control strategy, obtain a correction distribution centered on the pilot's control correction amount; Wherein, the pilot's control correction amount includes the change in throttle control and the change in control surface control.

4. The approach phase flight safety assessment method considering the influence of pilot's operation skills according to claim 1, characterized in that Also including: Obtain the influence of the landing platform on the flight safety deviation based on the flight deck pitch motion equation and heave equation.

5. The approach phase flight safety assessment method considering the influence of pilot's manipulation skills according to claim 1, wherein Also including: Set the aircraft approach height to 110m; Set the initial deviation range of the approach height to 5 - 20m.

6. The approach phase flight safety assessment method considering the influence of pilot's operating skills according to claim 2, characterized in that Also including: Perform n simulation calculations on the aircraft approach process through the Monte Carlo simulation method; Obtain the number of risk times N exceeding the approach safety range; Obtain the safety risk probability η = N / n of the aircraft approach phase.

7. The approach phase flight safety assessment method considering the influence of pilot's operation skills according to claim 2, characterized in that The state matrix is: X = [ΔV Δα Δq Δθ]; The control matrix is: U = [Δδ P Δδe]; The state equation of the flight dynamics model is: where ΔV is the change in flight speed, Δα is the change in angle of attack, Δq is the change in pitch angular velocity, Δθ is the change in pitch angle, Δδ P is the change in throttle lever control, Δδ e is the change in control surface control; A and B are the coefficients of the state equation.

8. The approach phase flight safety assessment method considering the influence of pilot's manipulation skills according to claim 7, characterized in that The coefficient A is: The coefficient B is: where m is the mass of the aircraft, V is the flight speed, α is the angle of attack, σ is the engine installation angle, γ is the velocity inclination angle, P is the engine thrust, D is the aerodynamic drag, L is the aerodynamic lift, g is the acceleration due to gravity, q is the pitch angular velocity, M is the aerodynamic pitching moment, e is the thrust eccentricity, δ P is the throttle lever control amount, δ e is the control amount of the control surface. The subscript V represents the partial derivative with respect to the flight speed V, the subscript 0 represents the initial value at the start time of the approach phase, the subscript α represents the partial derivative with respect to the angle of attack α, and the subscript q represents the partial derivative with respect to the pitch angular velocity q.

9. The approach phase flight safety assessment method considering the influence of pilot's operating skills according to claim 3, characterized in that Obtaining the pilot's control variable probability distribution function according to the pilot's skill level includes: Evaluate the skill level according to the pilot's historical flight data; Set the control variable probability distribution Δδ1 corresponding to skill level 1 to follow the distribution (Δδ1, 0.75); Set the control variable probability distribution Δδ2 corresponding to skill level 2 to follow the distribution (Δδ2, 1); Set the control variable probability distribution Δδ3 corresponding to skill level 3 to follow the distribution (Δδ3, 1.25); Set the control variable probability distribution Δδ4 corresponding to skill level 4 to follow the distribution (Δδ4, 1.5).

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