A short take-off and landing control device for a tiltrotor aircraft

Abstract

The application discloses a short take-off and landing control device for a tilt-rotor aircraft. The device comprises a memory, a main processor, a communication interface and a power supply interface; the main processor comprises a flight planning module for obtaining the maximum available commercial load before the aircraft performs a flight task; an automatic take-off and landing module for processing data received from the outside and then sending control instructions to actuators in real time to control the aircraft rudder, the power system tilt angle and the power system output, thereby controlling the aircraft to realize short take-off and landing; a manual take-off and landing module mainly used for analyzing the control actions of the pilot on the aircraft after the aircraft enters the short take-off or short landing flight stage and converting the control actions into real-time control instructions of the actuators. The control device provided by the application can give the tilt-rotor aircraft the ability to maximize the adjustment of commercial load combined with the hardware conditions of the actual runway; the control device provided by the application can give the aircraft a wider use scenario and reduce the use restrictions.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more particularly to a short takeoff and landing control device for tiltrotor aircraft. Background Technology

[0002] Currently, vertical takeoff and landing (VTOL) aircraft are subject to significant limitations in takeoff weight and altitude due to the power output of their propulsion systems.

[0003] Vertical takeoff and landing (VTOL) aircraft power systems provide approximately 1G of thrust, while conventional fixed-wing aircraft power systems only require about 1 / 3G of thrust. VTOL aircraft require approximately 2 / 3G more thrust than conventional fixed-wing aircraft, and this additional output capacity of the power and energy systems leads to an increase in system weight. While maintaining cruise capability, VTOL aircraft have a natural disadvantage in terms of commercial payload compared to conventional fixed-wing aircraft, and the cost of increasing maximum takeoff weight is greater. Changes in takeoff and landing altitude directly affect air density. At high altitudes, the reduced air density directly decreases the thrust provided by the power system, thus reducing the maximum takeoff weight, further compressing the commercial payload, and lowering commercial value.

[0004] Based on this, a short takeoff and landing control method was designed for tiltrotor vertical takeoff and landing aircraft to increase the short takeoff and landing capability. Summary of the Invention

[0005] This invention provides a short takeoff and landing control device for tiltrotor aircraft, comprising an outer shell and internal hardware. The internal hardware includes a memory, a main processor, a communication interface, and a power supply interface. The components communicate and transmit data via a communication bus. The memory stores data received from the outside by the control device, as well as basic characteristic parameters and limitations required for aircraft control. The main processor processes and calculates control strategies. The communication interface converts received data into data readable by the main processor or converts data to be sent by the main processor into a corresponding format for the receiving end. The power supply interface receives external power to the control device.

[0006] The main processor includes a flight planning module, an automatic takeoff and landing module, and a manual takeoff and landing module;

[0007] The flight planning module is used to determine the maximum available payload before an aircraft performs a flight mission;

[0008] The automatic takeoff and landing module is used to process data received from the outside and then send control commands to the actuators in real time to control the aircraft's control surfaces, power system tilt angles and power system output, thereby controlling the aircraft to achieve short takeoff and landing.

[0009] The manual takeoff and landing module is mainly used to analyze the pilot's control actions on the aircraft and convert them into real-time control commands for the actuators after the aircraft enters the short takeoff or short landing flight phase.

[0010] As described above, a short takeoff and landing control device for a tiltrotor aircraft includes a wing, fuselage, horizontal stabilizer, vertical stabilizer, landing gear, and struts; the wing includes a main wing and two side winglets; the horizontal stabilizer includes a horizontal stabilizer and two side nacelles; at low angles of attack, the tiltrotor aircraft uses tilting winglets to increase lift, reduce takeoff speed, shorten takeoff time, and reduce takeoff distance; when the winglets are tilted, the overall drag increases, the braking deceleration increases, the braking time is shortened, and the landing distance is reduced.

[0011] As described above, a short takeoff and landing control device for tiltrotor aircraft includes a flight planning module that receives input takeoff and landing distance limits and takeoff and landing altitude information before the aircraft mission begins. Based on the input information and the aircraft's basic characteristic parameters stored in the memory, the module calculates the aircraft's maximum takeoff weight and landing weight, obtains the minimum value by comparison, and then outputs a recommended maximum payload.

[0012] As described above, a short takeoff and landing control device for tiltrotor aircraft includes input information such as distance limits for takeoff and landing, altitude for takeoff and landing, and empty weight of the aircraft; the memory stores basic aerodynamic characteristic parameters including aerodynamic characteristic parameters, power system characteristics, and kinematic parameter limits of the aircraft; the calculated aircraft data includes the maximum takeoff and landing weight of the aircraft, and provides a suggested maximum payload.

[0013] The short takeoff and landing control device for tiltrotor aircraft described above includes a flight planning module that specifically comprises the following steps:

[0014] Step 31: Iterate through the aircraft tilt angles, and based on the known available thrust of the power system and the angle of attack of the takeoff and landing aircraft, calculate the component of the lift force of the power system during takeoff / landing based on trigonometric relationships;

[0015] Step 32: Based on the power system output capacity, aircraft empty weight, and aircraft aerodynamic characteristics, obtain the horizontal acceleration / deceleration of the aircraft at each airspeed using the dynamic equilibrium equations.

[0016] Step 33: Based on the length limitations of the takeoff and landing area and the relationship between airspeed and aircraft acceleration / deceleration, use the integration principle to obtain the aircraft's takeoff / touch-off airspeed;

[0017] Step 34: After knowing the aircraft's takeoff / landing airspeed and the lift components generated by the power system when the aircraft takes off / lands at various tilt angles, calculate the aircraft's aerodynamic lift using aerodynamic calculation formulas, and then sum them up to obtain the takeoff / landing weight.

[0018] Step 35: Return to steps 32-34 and iterate until the deviation between the new takeoff / landing weight and the previously calculated weight is less than a certain set value, at which point the iteration terminates;

[0019] Step 36: Subtract the aircraft's empty weight from the greater of the theoretical takeoff weight and landing weight to obtain the recommended payload, and provide this information to the user.

[0020] As described above, a short takeoff and landing control device for a tiltrotor aircraft includes an automatic takeoff and landing module for automatic control of the aircraft after it enters the short takeoff or short landing flight phase.

[0021] The short takeoff and landing control device for tiltrotor aircraft described above includes the following steps performed by the automatic takeoff and landing module:

[0022] Step 41: Select the tilt angle under the optimal strategy based on the optimization principle, and display the range of available tilt angles and the optimal tilt angle selected in automatic take-off and landing mode to the driver;

[0023] Step 42: Receive the pilot's confirmation command, and calculate the forces and moments in each direction based on the automatically generated aircraft motion expectation and aircraft model through dynamic equilibrium equations;

[0024] Step 43: Combining the calculated forces and torques, the aircraft attitude, speed, and position information collected by sensors, and the power system model, calculate the control commands for each actuator.

[0025] As described above, a short takeoff and landing control device for tiltrotor aircraft includes a manual takeoff and landing module that parses the pilot's real-time control commands, calculates and outputs control commands to the actuators, thereby controlling the actuators.

[0026] The short takeoff and landing control device for tiltrotor aircraft described above includes the following steps performed by the manual takeoff and landing module:

[0027] Step 51: Select the tilt angle under the optimal strategy based on the optimization principle, and display the available tilt angle range and the optimal tilt angle selected in manual take-off and landing mode to the driver;

[0028] Step 52: Receive the pilot's control commands, process them to obtain the desired aircraft motion commands, and calculate the forces and moments in each direction based on the aircraft body model.

[0029] Step 53: Combining the calculated forces and torques, the aircraft attitude, speed, and position information collected by sensors, and the power system model, calculate the control commands for each actuator.

[0030] The short takeoff and landing control device for tiltrotor aircraft described above includes externally received data such as control mode input commands, flight mode input commands, aircraft takeoff and landing weights, aircraft desired takeoff and landing distances, and current aircraft kinematic parameters; wherein the current aircraft kinematic parameters include position, speed, acceleration, angular velocity, angular acceleration, attitude, and heading.

[0031] The beneficial effects achieved by this invention are as follows:

[0032] (1) The control device provided by the present invention can give tiltrotor aircraft the ability to adjust commercial loads in combination with the hardware conditions of the actual runway.

[0033] (2) The control device provided by the present invention can give aircraft a wider range of use scenarios and reduce usage restrictions. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0035] Figure 1 This is a schematic diagram of a tiltrotor aircraft provided in an embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of a short takeoff and landing control device for a tiltrotor aircraft provided in an embodiment of the present invention;

[0037] Figure 3 This is the operation flowchart for the flight planning module;

[0038] Figure 4 This is the operation flowchart for the automatic take-off and landing module;

[0039] Figure 5 This is the operation flowchart for the manual take-off and landing module;

[0040] Figure 6 This is a simulation analysis diagram of the roll angle increase at low angle of attack.

[0041] Figure 7 This is a simulation analysis result diagram of the tilt angle increase.

[0042] Figure 8This is a chart showing the relationship between tilt angle and takeoff weight calculation. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0044] Example 1

[0045] Embodiment 1 of the present invention provides a short takeoff and landing control device for tiltrotor aircraft, such as Figure 1 As shown, the tiltrotor aircraft includes: a wing 1, a fuselage 2, a horizontal stabilizer 3, a vertical stabilizer 4, landing gear 5, and struts 6. The wing 1 includes a main wing 11 and two side winglets 12. The side winglets 12 are connected to the main wing 11 via a first tilt axis, and the side winglets 12 can rotate around the first tilt axis. The horizontal stabilizer 3 includes a horizontal stabilizer 31 and two side nacelles 32. The nacelles 32 are connected to the horizontal stabilizer 31 via a second tilt axis, and the nacelles 32 can rotate around the second tilt axis. Left and right struts 6 are respectively installed on the leading side of the left and right wings of the main wing 11. Power systems are installed at the ends of the struts 6, on the side winglets 12, and on the side nacelles 32. The power systems installed on the side winglets 12 and the side nacelles 32 change their thrust direction as the side winglets 12 and the side nacelles 32 tilt. At low angles of attack, tiltrotor aircraft benefit from the lift-enhancing effect of tiltlets, which helps to further reduce takeoff speed, shorten takeoff time, and reduce takeoff distance. When the tiltlets are tilted, the overall drag of the aircraft is significantly increased, which effectively increases braking deceleration, shortens braking time, and reduces landing distance.

[0046] This invention requires the propulsion system to tilt at a certain angle to provide lift in the form of a component force. Thus, with the same aircraft weight, only a lower flight speed is needed to provide aerodynamic lift to balance the overall aircraft weight. Lower takeoff / landing speeds mean shorter acceleration / deceleration times, thereby shortening takeoff / landing distances. As takeoff and landing altitudes increase, air density decreases. Assuming the takeoff / landing speeds remain the same, the overall aerodynamic lift will decrease. At this point, by changing the tilt angle to supplement lift in the form of a component force, the same takeoff weight can be achieved for takeoffs and landings at different altitudes.

[0047] like Figure 2As shown, the short takeoff and landing control device for the tiltrotor aircraft is installed inside the tiltrotor aircraft. The control device includes an outer shell and internal hardware. The outer shell protects the internal hardware for normal operation. The internal hardware includes a memory 21, a main processor 22, a communication interface 23, and a power supply interface 24. The components communicate and transmit data with each other via a communication bus. The memory 21 is used to store data received by the control device from the outside, as well as the basic characteristic parameters and limitations required for aircraft control. The main processor 22 is used to process and calculate the control strategy. The communication interface 23 is used to convert the received data into data that can be read by the main processor 22 or to convert the data to be sent by the main processor 22 into the corresponding form of data at the receiving end. The power supply interface 24 is used to receive power from the outside to the control device.

[0048] The main processor 22 specifically includes: a flight planning module 221, an automatic takeoff and landing module 222, and a manual takeoff and landing module 223. Among them:

[0049] Flight planning module 221 is used to obtain the maximum available payload before the aircraft performs a flight mission. Before the mission begins, it receives input information such as takeoff and landing distance limits and takeoff and landing altitude. Based on the input information and the basic characteristic parameters of the aircraft stored in memory 21, it calculates the maximum takeoff weight and landing weight of the aircraft, obtains the minimum value by comparison, and then outputs the recommended maximum payload for the mission manager.

[0050] The input information includes, but is not limited to, distance restrictions for takeoff and landing, altitude for takeoff and landing, and empty weight of the aircraft; the basic aviation characteristic parameters stored in the memory include, but are not limited to, aerodynamic characteristic parameters, characteristics of the aircraft power system, and kinematic parameter restrictions of the aircraft; the calculated aircraft data includes the maximum takeoff and landing weight of the aircraft and provides a suggested maximum payload.

[0051] Specifically, such as Figure 3 As shown, the flight planning module 221 specifically includes the following steps:

[0052] Step 31: Iterate through the aircraft tilt angles, and based on the known available thrust of the power system and the angle of attack of the takeoff and landing aircraft, calculate the component of the lift force of the power system during takeoff / landing based on trigonometric relationships;

[0053] Step 32: Based on the power system output capacity, aircraft empty weight, and aircraft aerodynamic characteristics, obtain the horizontal acceleration / deceleration of the aircraft at each airspeed using the dynamic equilibrium equations.

[0054] Step 33: Based on the length limitations of the takeoff and landing area and the relationship between airspeed and aircraft acceleration / deceleration, use the integration principle to obtain the aircraft's takeoff / touch-off airspeed;

[0055] Step 34: After knowing the aircraft's takeoff / landing airspeed and the lift components generated by the power system when the aircraft takes off / lands at various tilt angles, calculate the aircraft's aerodynamic lift using aerodynamic calculation formulas, and then sum them up to obtain the takeoff / landing weight.

[0056] Step 35: Return to steps 32-34 and iterate until the deviation between the new takeoff / landing weight and the previously calculated weight is less than a certain set value, at which point the iteration terminates;

[0057] Since the weight of the aircraft affects the acceleration (deceleration) of the aircraft obtained through the dynamic equilibrium equation, the obtained "takeoff / landing weight" will be substituted into step 32 to solve again, and steps 33 and 34 will be executed to obtain the new takeoff / landing weight. This process is repeated until the deviation between the new "takeoff / landing weight" and the previously calculated weight is less than a certain set value (e.g., 1%), at which point the iteration terminates.

[0058] Step 36: Subtract the aircraft's empty weight from the greater of the theoretical takeoff weight and landing weight to obtain the recommended payload, and provide this information to the user.

[0059] After completing flight mission preparations, switch the aircraft control mode to automatic or manual mode before takeoff, triggering the automatic takeoff and landing module 222 or the manual takeoff and landing module 223.

[0060] The automatic takeoff and landing module 222 processes data received from external sources and then sends control commands to the actuators in real time to control the aircraft's control surfaces, power system tilt angles, and power system output, thereby enabling the aircraft to achieve short takeoff and landing. The automatic takeoff and landing module 222 is primarily used for automatic control of the aircraft by the control unit after the aircraft enters the short takeoff or short landing flight phase. The data received from external sources includes, but is not limited to, control mode input commands, flight mode input commands, aircraft takeoff and landing weights, desired takeoff and landing distances, and current kinematic parameters, such as position, speed, acceleration, angular velocity, angular acceleration, attitude, and heading.

[0061] Specifically, such as Figure 4 As shown, the automatic take-off and landing module 222 performs the following steps:

[0062] Step 41: Select the tilt angle under the optimal strategy based on the optimization principle, and display the range of available tilt angles and the optimal tilt angle selected in automatic take-off and landing mode to the driver;

[0063] Optimization criteria include, for example, "judging the smoothness of the aircraft's motion state throughout the control process by the continuity of the aircraft's acceleration (deceleration)," "judging passenger comfort by the absolute value of the aircraft's acceleration (deceleration)," and "judging the most energy-efficient method by the energy consumption of the aircraft throughout its motion." Several or all of these criteria can be selected for weighted calculation to obtain the optimal strategy. At this point, the pilot confirms the recommended strategy or adjusts the tilt angle within the range, and then inputs a confirmation command.

[0064] Step 42: Receive the pilot's confirmation command, and calculate the forces and moments in each direction based on the automatically generated aircraft motion expectation and aircraft model through dynamic equilibrium equations;

[0065] Step 43: Combining the calculated forces and torques, the aircraft attitude, speed, position and other information collected by the sensors, and the power system model, calculate the control commands for each actuator.

[0066] The manual takeoff and landing module 223 is mainly used to analyze the pilot's control actions on the aircraft and convert them into real-time control commands for the actuators after the aircraft enters the short takeoff or short landing flight phase. Specifically, the manual takeoff and landing module 223 analyzes the pilot's real-time control commands, calculates and outputs control commands for the actuators, thereby realizing control of the actuators.

[0067] Specifically, such as Figure 5 As shown, the manual lifting module 223 performs the following steps:

[0068] Step 51: Select the tilt angle under the optimal strategy based on the optimization principle, and display the available tilt angle range and the optimal tilt angle selected in manual take-off and landing mode to the driver;

[0069] After obtaining the available tilt angle range, the results are displayed to the pilot, who then inputs control commands to the aircraft through the flight control system.

[0070] Step 52: Receive the pilot's control commands, process them to obtain the desired aircraft motion commands, and calculate the forces and moments in each direction based on the aircraft body model.

[0071] Step 53: Combining the calculated forces and torques, the aircraft attitude, speed, position and other information collected by sensors, and the power system model, calculate the control commands for each actuator.

[0072] Figure 6 The simulation analysis diagram shows the lift increase at low angle of attack. The winglet can achieve lift increase at low angle of attack by changing the tilt angle. When the aircraft takes off on a runway, the angle of attack is relatively low, and the lift coefficient increases significantly with the increase of the winglet tilt angle. This can further reduce the takeoff speed and thus achieve a shorter takeoff distance.

[0073] Figure 7 The simulation analysis results of the tilt angle increase show that the winglet's drag coefficient increases with the tilt angle, especially at higher tilt angles. During takeoff and landing, the significant increase in drag can effectively increase braking deceleration and shorten braking time, thus achieving a shorter landing distance.

[0074] Figure 8 The diagram shows the effect of tilt angle on takeoff weight. With a fixed runway length, adjusting the tilt angle appropriately can effectively increase takeoff weight.

[0075] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solution of the present invention should be included within the scope of protection of the present invention.

Claims

1. A short takeoff and landing control device for tiltrotor aircraft, characterized in that, It includes an outer shell and internal hardware. The internal hardware includes a memory, a main processor, a communication interface, and a power supply interface. The components communicate and transmit data with each other via a communication bus. The memory is used to store data received by the control device from the outside, as well as the basic characteristic parameters and limitations required for aircraft control. The main processor is used to process and calculate control strategies. The communication interface is used to convert received data into data that can be read by the main processor or to convert data to be sent by the main processor into the corresponding form of data at the receiving end. The power supply interface is used to receive power from the outside to the control device. The main processor includes a flight planning module, an automatic takeoff and landing module, and a manual takeoff and landing module; The flight planning module is used to determine the maximum available payload before an aircraft performs a flight mission; The automatic takeoff and landing module is used to process data received from the outside and then send control commands to the actuators in real time to control the aircraft's control surfaces, power system tilt angles and power system output, thereby controlling the aircraft to achieve short takeoff and landing. The manual takeoff and landing module is mainly used to analyze the pilot's control actions on the aircraft and convert them into real-time control commands for the actuators after the aircraft enters the short takeoff or short landing flight phase. The flight planning module includes the following steps: Step 31: Iterate through the aircraft tilt angles, and based on the known available thrust of the power system and the angle of attack of the takeoff and landing aircraft, calculate the component of the lift force of the power system during takeoff / landing based on trigonometric relationships; Step 32: Based on the power system output capacity, aircraft empty weight, and aircraft aerodynamic characteristics, obtain the horizontal acceleration / deceleration of the aircraft at each airspeed using the dynamic equilibrium equations. Step 33: Based on the length limitations of the takeoff and landing area and the relationship between airspeed and aircraft acceleration / deceleration, use the integration principle to obtain the aircraft's takeoff / touch-off airspeed; Step 34: After knowing the aircraft's takeoff / landing airspeed and the lift components generated by the power system when the aircraft takes off / lands at various tilt angles, calculate the aircraft's aerodynamic lift using aerodynamic calculation formulas, and then sum them up to obtain the takeoff / landing weight. Step 35: Return to steps 32-34 and iterate until the deviation between the new takeoff / landing weight and the previously calculated weight is less than a certain set value, at which point the iteration terminates; Step 36: Subtract the aircraft's empty weight from the greater of the theoretical takeoff weight and landing weight to obtain the recommended payload, and provide this information to the user.

2. The short takeoff and landing control device for a tiltrotor aircraft as described in claim 1, characterized in that, The tiltrotor aircraft includes wings, fuselage, horizontal stabilizer, vertical stabilizer, landing gear, and struts; the wings include the main wing and two winglets; the horizontal stabilizer includes a horizontal stabilizer and two nacelles; at low angles of attack, the tiltrotor aircraft uses tiltlets to increase lift, reduce takeoff speed, shorten takeoff time, and reduce takeoff distance; when the winglets are tilted, the overall drag increases, the braking deceleration increases, the braking time is shortened, and the landing distance is reduced.

3. The short takeoff and landing control device for a tiltrotor aircraft as described in claim 1, characterized in that, The flight planning module receives input takeoff and landing distance limits and takeoff and landing altitude information before the aircraft mission begins. Based on the input information and the aircraft's basic characteristic parameters stored in the memory, it calculates the aircraft's maximum takeoff weight and landing weight, obtains the minimum value by comparison, and then outputs a recommended maximum payload.

4. The short takeoff and landing control device for a tiltrotor aircraft as described in claim 3, characterized in that, The input information includes distance restrictions for takeoff and landing, altitude for takeoff and landing, and empty weight of the aircraft; the basic aviation characteristic parameters stored in the memory include aerodynamic characteristic parameters, power system characteristics, and kinematic parameter restrictions of the aircraft; the calculated aircraft data includes the maximum takeoff and landing weight of the aircraft and provides a suggested maximum payload.

5. A short takeoff and landing control device for a tiltrotor aircraft as described in claim 1, characterized in that, The automatic takeoff and landing module is used by the control unit to automatically control the aircraft after the aircraft enters the short takeoff or short landing flight phase.

6. A short takeoff and landing control device for a tiltrotor aircraft as described in claim 5, characterized in that, The automatic take-off and landing module performs the following steps: Step 41: Select the tilt angle under the optimal strategy based on the optimization principle, and display the range of available tilt angles and the optimal tilt angle selected in automatic take-off and landing mode to the driver; Step 42: Receive the pilot's confirmation command, and calculate the forces and moments in each direction based on the automatically generated aircraft motion expectation and aircraft model through dynamic equilibrium equations; Step 43: Combining the calculated forces and torques, the aircraft attitude, speed, and position information collected by sensors, and the power system model, calculate the control commands for each actuator.

7. A short takeoff and landing control device for a tiltrotor aircraft as described in claim 1, characterized in that, The manual lifting module parses the driver's real-time control commands, calculates and outputs control commands to the actuators, thereby controlling the actuators.

8. A short takeoff and landing control device for a tiltrotor aircraft as described in claim 7, characterized in that, The manual lifting module performs the following steps: Step 51: Select the tilt angle under the optimal strategy based on the optimization principle, and display the available tilt angle range and the optimal tilt angle selected in manual take-off and landing mode to the driver; Step 52: Receive the pilot's control commands, process them to obtain the desired aircraft motion commands, and calculate the forces and moments in each direction based on the aircraft body model. Step 53: Combining the calculated forces and torques, the aircraft attitude, speed, and position information collected by sensors, and the power system model, calculate the control commands for each actuator.

9. A short takeoff and landing control device for a tiltrotor aircraft as described in any one of claims 5-8, characterized in that, The data received from the outside includes control mode input commands, flight mode input commands, aircraft takeoff and landing weight, aircraft expected takeoff and landing distance, and aircraft current kinematic parameters; among which, the aircraft current kinematic parameters include position, speed, acceleration, angular velocity, angular acceleration, attitude, and heading.

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