Airplane, method of collecting flight test data, and computer readable medium

Abstract

The invention relates to an aircraft, a method of collecting flight test data, and a computer readable medium. A quantitative flight test data collection system is configured to acquire, during a flight test operation of an aircraft, one or more feedback signals indicative of a state of the aircraft from one or more flight data sensors, from a flight control system, or from both. The quantitative flight test data collection system is configured to generate, based at least in part on the feedback signals, one or more signals associated with a flight test maneuver. The quantitative flight test data collection system is configured to provide the one or more signals as input to the flight control system to cause one or more control laws of the flight control system to generate control signals to cause the aircraft to operate in accordance with the flight test maneuver.

Description

Technical Field

[0001] This disclosure generally relates to systems and methods for facilitating the collection of flight test data. Background Technology

[0002] During flight testing, an aircraft may fly in ways different from normal flight operations. For example, some maneuvers during flight testing are designed to gather information about how the aircraft performs near the boundaries of its flight envelope. Flight testing is used to collect both qualitative and quantitative information.

[0003] Qualitative flight test data is typically provided by pilots or other crew members and includes information such as how difficult it is to fly the aircraft under specific conditions, as described by the crew. For example, a pilot might describe whether performing a particular maneuver requires unusual strength or physical endurance. As another example, a pilot might describe whether performing a particular maneuver is technically difficult due to the required precision control or lack of feedback.

[0004] In contrast, quantitative flight test data includes measurements from sensors (typically on the aircraft). Some quantitative flight test data can be used to generate or update quantitative aircraft performance models. One challenge in quantitative aircraft performance modeling is collecting quantitative data under very unusual or extreme flight conditions. Performing flight test maneuvers to collect this data can be extremely difficult.

[0005] For example, aircraft with enhanced fly-by-wire flight control can automate certain functions that make it difficult to perform specific and prescribed flight test maneuvers in the presence of enhancements and automation. Therefore, completing test maneuvers may require bypassing or disabling such flight control functions, or even bypassing or disabling most enhancements and / or automation. To highlight this distinction, operations performed by an aircraft with its full range of onboard enhancements and / or automation are referred to herein as full-enhancement mode, and operations performed by an aircraft with some of its enhancements and / or automation capabilities bypassed or disabled are referred to herein as degraded-enhancement mode.

[0006] Collecting quantitative flight test data typically requires the aircraft to operate in a degraded enhanced mode, disabling some active protective aspects of the flight control rules for the purpose of data collection. However, flying under such conditions is more difficult (e.g., higher workload reduces situational awareness, may require more piloting skills, and sometimes more physical strength and / or endurance). Pilots have human limits in aspects such as strength, endurance, precision, and attention. Therefore, some maneuvers have a lower chance of being successfully executed, and even if they are successfully executed, these maneuvers impose a significant physical burden on the pilot executing them or reduce safety margins. Summary of the Invention

[0007] According to one embodiment of this disclosure, an aircraft includes one or more flight data sensors, one or more control surfaces, one or more actuators coupled to the control surfaces, and a quantitative flight test data collection system. The quantitative flight test data collection system is communicatively coupled to a flight control system and the flight data sensors. The quantitative flight test data collection system is configured to acquire one or more feedback signals indicative of the aircraft's state from the one or more flight data sensors, the flight control system, or both during flight test operations of the aircraft. The quantitative flight test data collection system is also configured to generate one or more signals associated with flight test maneuvers, at least in part, based on the feedback signals. The quantitative flight test data collection system is further configured to provide one or more signals as inputs to the flight control system, causing one or more control rules of the flight control system to generate control signals for one or more actuators, thereby enabling the aircraft to operate according to the flight test maneuvers.

[0008] According to another embodiment of this disclosure, a method includes activating a quantitative flight test data collection system associated with a flight test maneuver during a flight test operation of an aircraft. The method further includes acquiring one or more feedback signals from one or more flight data sensors of the aircraft via one or more processors associated with the quantitative flight test data collection system, wherein the one or more feedback signals indicate the state of the aircraft. The method further includes generating one or more signals associated with the flight test maneuver via the one or more processors. The method also includes providing the one or more signals as inputs to the aircraft's flight control system to cause one or more control rules of the flight control system to generate control signals, thereby causing the aircraft to operate according to the flight test maneuver.

[0009] According to another embodiment of this disclosure, a non-transitory computer-readable medium stores instructions executable by one or more processors to cause the processors to initiate a quantitative flight test data collection system associated with a flight test maneuver during a flight test operation of an aircraft. The instructions can be further executed to cause the one or more processors to acquire one or more feedback signals from one or more flight data sensors of the aircraft, wherein the one or more feedback signals indicate the state of the aircraft. The instructions can also be executed to cause the one or more processors to generate one or more signals associated with the flight test maneuver. The instructions can be further executed to cause the one or more processors to provide one or more signals as inputs to the aircraft's flight control system, causing one or more control rules of the flight control system to generate control signals, thereby causing the aircraft to operate according to the flight test maneuver.

[0010] The features, functions, and advantages described herein can be implemented independently in various embodiments or in combination in other embodiments, further details of which can be found in the following description and figures. Attached Figure Description

[0011] Figure 1 This is a diagram showing an aircraft including a system for collecting flight test data.

[0012] Figure 2 yes Figure 1 A diagram illustrating a specific example of a system used to collect flight test data.

[0013] Figure 3 yes Figure 1 A diagram illustrating a specific example of a system used to collect flight test data.

[0014] Figure 4 This is a flowchart illustrating an example of a method for collecting flight test data.

[0015] Figure 5 It shows Figure 1 A flowchart illustrating an example of an aircraft's lifecycle.

[0016] Figure 6 yes Figure 1 A block diagram showing a specific example of an aircraft.

[0017] Figure 7 This is a block diagram of a computing environment according to the present disclosure, which includes computing devices configured to support aspects of computer-implemented methods and computer-executable program instructions (or code). Detailed Implementation

[0018] As mentioned above, flight test maneuvers can be extremely difficult to perform, leading to inefficiencies, reduced data quality, and increased risk. Flight control protections built into control rules can further complicate matters and prohibit certain maneuvers. Due to the human limitations of pilots, some flight test maneuvers have a low chance of being successfully executed, which may require multiple attempts, each of which can place a significant physical burden on the pilot performing them.

[0019] Control rules do not have such precision, tolerance, or force limits, but if automation fails, the pilot still needs to take over piloting. Furthermore, for some flight test maneuvers, it is important for the pilot to control the collection of qualitative information. In such cases, automation can be used to assist the pilot, such as by providing envelope protection, tactile cues, or maneuver guidance.

[0020] An example of a flight test maneuver used to collect quantitative aerodynamic data for simulation modeling is called a stabilizer-elevator exchange (SET) maneuver. This SET maneuver involves a folding-knife maneuver of the horizontal stabilizer and elevator (e.g., pitching one control surface upwards and the other downwards). Note that for ease of reference in this document, "horizontal stabilizer" may also be simply referred to as "stabilizer." During fully automated mode operation of the flight control computer on some fly-by-wire aircraft, the pilot does not have direct control of the horizontal stabilizer in the air. Therefore, when a pilot performs a SET maneuver, the flight control is modified or switched to degraded automation mode. Degraded automation mode is a degraded aircraft state in which many or all of the fully automated mode control rules of the flight control computer are bypassed, resulting in the loss of protective features provided by the control rules. Typically, alternative control rules are used in degraded automation mode. These alternative control rules are usually simpler and more robust than the fully automated mode control rules, and therefore incorporate fewer protective features and enhancements. Alternatively, the control rule mode may be modified to remove specific protections or functions, thereby achieving the control state required to perform the test maneuver. Therefore, aircraft operating in modified control rule mode or degraded automation mode may have different handling qualities than those present in fully automated mode.

[0021] Furthermore, performing a SET maneuver can be strenuous for the pilot. For example, during a SET maneuver, a folding operation is performed in small deflection steps in both directions. In either direction, as the horizontal stabilizer moves further away from its nominal trim position via the trim switch, the elevator is also deflected to maintain zero overall pitch moment on the aircraft, thus continuing level flight. Elevator deflection is controlled by the pilot using the control stick. The total duration of a SET maneuver can reach several minutes, subjecting the pilot to significant control stick forces for extended periods, which can be very tiring.

[0022] Other examples of quantitative flight test maneuvers include Flight Load Survey (FLS) maneuvers used to collect load data. One example of an FLS maneuver is the Normal Load Factor (Nz) pull-up and push-down maneuver. The Nz pull-up and push-down maneuver is performed by scanning the aircraft's Nz between the lower and upper limits of the target. During the Nz scan, the aircraft remains within its speed and altitude tolerances and the Nz limit. Exceeding the Nz limit may require terminating the flight test until the aircraft can be inspected.

[0023] The Nz pull-up and push-down maneuvers can be described in three phases: a setup phase, a scan phase, and a recovery phase. The scan phase includes the pull-up and push-down maneuvers. During the pull-up maneuver, the aircraft pitches upward, increasing positive Nz as the wings generate greater lift to overcome gravity, thus collecting positive external load data. During the push-down maneuver, the aircraft pitches downward, decreasing Nz or creating negative Nz as lift decreases relative to the aircraft's weight, thus collecting negative external load data. These maneuvers collect structural load data as part of the process of validating the aircraft's external load model.

[0024] Most of the time is spent in the setup and recovery phases, while the scan phase takes only about five (5) seconds. When performed by a pilot, Nz pull-up and push-down maneuvers are essentially performed in an open loop because there is not enough time for the pilot to receive feedback from the aircraft response and make corrections. Furthermore, corrections often degrade data quality to unacceptable levels because a constant rate of change of Nz is highly expected during the Nz scan. Therefore, these maneuvers are extensively practiced in ground simulations, and then pilots typically make additional adjustments on actual flight test aircraft to address different test conditions, inaccurate modeling, and other aerodynamic and atmospheric uncertainties. This is a time-consuming and inefficient process that often requires multiple attempts and sometimes spans multiple flight test days.

[0025] This disclosure includes a quantitative flight test data collection system configured to address these and similar problems for this type of maneuver or other maneuvers. The quantitative flight test data collection system is configured to operate in a closed-loop manner with one or more control rules to dynamically modify one or more states of the aircraft, thereby generating quantitative flight test data across a series of states. The quantitative flight test data collection system is communicatively coupled to the flight control system. The quantitative flight test data collection system provides input to the control rules (in a fully automated mode) to enable the execution of quantitative flight test maneuvers (such as, but not limited to, the SET maneuver and FLS maneuver described in detail herein). This eliminates the undesirable characteristics of performing qualitative flight test maneuvers in alternative or degraded control rule modes (such as degraded automation mode) and reduces pilot workload. Furthermore, the quantitative flight test data collection system enables the collection of more reliable quantitative flight test data and can reduce the time spent on flight testing.

[0026] The accompanying drawings and the following description illustrate specific exemplary embodiments. It should be understood that those skilled in the art will be able to design various arrangements, although not explicitly described or shown herein, that embody the principles described herein and are included within the scope of the claims following this description. Furthermore, any examples described herein are intended to aid in understanding the principles of this disclosure and are not to be construed as limiting. Therefore, this disclosure is not limited to the specific embodiments or examples described below, but is defined by the claims and their equivalents.

[0027] Detailed embodiments are described herein with reference to the accompanying drawings. Throughout the description, common features are indicated by common reference numerals.

[0028] As used herein, different terms are used only for the purpose of describing particular embodiments and are not intended to be limiting. For example, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to also include the plural forms. Furthermore, some features described herein are singular in some embodiments and plural in others. For illustration, Figure 1 It is described that includes one or more actuators 118 ( Figure 1 The term "actuator 118" is used in the context of system 102, indicating that in some embodiments, system 102 includes a single actuator 118, and in other embodiments, system 102 includes multiple actuators 118. For ease of reference herein, this feature is generally introduced as "one or more" and may subsequently be referred to in the singular or optional plural (as generally indicated by "(s)"), unless an aspect relating to multiple such features is described.

[0029] The terms “comprise,” “comprises,” and “comprising” are used interchangeably with “include,” “includes,” or “including.” Furthermore, the term “wherein” is used interchangeably with the term “where.” As used herein, “exemplary” indicates an example, implementation, and / or aspect and should not be construed as limiting or indicating a preference or preferred implementation. As used herein, ordinal terms used to modify elements (such as structures, components, operations, etc.) (e.g., “first,” “second,” “third,” etc.) do not themselves indicate any priority or order of that element relative to another element, but merely distinguish that element from another element having the same name (other than the use of ordinal terms). As used herein, the term “set” refers to a grouping of one or more elements, and the term “multiple” refers to multiple elements.

[0030] As used herein, the terms “generate,” “calculate,” “use,” “select,” “access,” and “determine” are interchangeable unless the context otherwise indicates. For example, “generating,” “calculating,” or “determining” a parameter (or signal) can refer to actively generating, calculating, or determining the parameter (or signal) or can refer to using, selecting, or accessing a parameter (or signal) that has already been generated, such as through another component or device. As used herein, “coupled” can include “communication coupling,” “electrical coupling,” or “physical coupling,” and can also (or alternatively) include any combination thereof. Two devices (or components) can be coupled directly or indirectly (e.g., communication coupling, electrical coupling, or physical coupling) via one or more other devices, components, wires, buses, networks (e.g., wired networks, wireless networks, or combinations thereof). As an illustrative, non-limiting example, two electrically coupled devices (or components) can be included in the same or different devices and can be connected via electronics, one or more connectors, or inductive coupling. In some implementations, two devices (or components) that are communicatively coupled (e.g., electrically coupled) can directly or indirectly send and receive electrical signals (digital or analog signals), for example, via one or more wires, buses, networks, etc. As used herein, "directly coupled" is used to describe two devices coupled (e.g., communicatively coupled, electrically coupled, or physically coupled) without intermediate components.

[0031] Figure 1 This diagram illustrates an aircraft 100 including a system 102 for collecting flight test data. System 102 includes a quantitative flight test data collection system 108 communicatively coupled to a flight control system 112 and one or more flight data sensors 104. The aircraft 100 also includes one or more crew input devices 122 and one or more actuators 118 communicatively coupled to the flight control system 112. Each actuator 118 is also coupled to one or more control surfaces 120 of the aircraft 100. Figure 1 Specific examples of the control surfaces 120 highlighted in the image include the horizontal stabilizer 140 and the elevator 142.

[0032] In some embodiments, the quantitative flight test data collection system 108 may include or be integrated within one or more route-changeable units (LRUs). In some embodiments, the quantitative flight test data collection system 108 includes instructions executable by one or more processors. In such embodiments, the quantitative flight test data collection system 108 may be integrated into an LRU that is at least partially the same as the flight control system 112. In other embodiments, the quantitative flight test data collection system 108 and the flight control system 112 are integrated into different LRUs.

[0033] The flight control system 112 and some or all of the flight data sensors 104 may be included in the normal operating equipment of the aircraft 100. For example, after the flight test is completed, some or all of the flight control system 112 and flight data sensors 104 may remain on the aircraft 100; while the quantitative flight test data collection system 108 may be removed from the aircraft 100 or otherwise deactivated.

[0034] In a particular aspect, the aircraft 100 has a fly-by-wire configuration. In this configuration, crew input 124, received via crew input device 122, is provided as one or more signals to the flight control system 112. The flight control system 112 includes one or more control rules 114 that manipulate the control surface 120 using the crew input 124 and sensor data 106 from some or all of the flight data sensors 104. Therefore, in the fully automated mode of the flight control system 112, the pilot or other crew members (e.g., a flight test crew) do not typically directly manipulate the position of the control surface 120. Instead, the flight control system 112 generates one or more control signals 116 based on the crew input 124 and other information (e.g., the state of the aircraft 100 as represented by the sensor data 106), which are provided to the actuator 118 to move the control surface 120. One or more signals 110 may be transmitted as analog or discrete signals. Discrete signals may include digital signals or pulse-width modulated signals. Similarly, control signals 116 may include analog or discrete signals. Compared to configurations where the pilot has more direct control over the position of the control surfaces 120, fly-by-wire configurations reduce pilot workload, enable the implementation of safety restrictions, and promote improved aircraft handling qualities.

[0035] When the flight control system 112 operates in fully automated mode or degraded automated mode (e.g., using alternative control rules), the quantitative flight test data collection system 108 is configured to facilitate the collection of quantitative flight test data 128. For example, during a flight test operation of the aircraft 100, the quantitative flight test data collection system 108 acquires one or more feedback signals indicating the state of the aircraft 100. In some examples, some feedback signals provided to the quantitative flight test data collection system 108 are also provided to the flight control system 112. The feedback signals may include, for example, at least a portion of sensor data 106 from flight data sensor 104, feedback signals from the flight control system 112, or both. The quantitative flight test data collection system 108 is configured to generate one or more signals 110 associated with the flight test maneuver. The signals 110 are at least partially based on the feedback signals. For example, the signals 110 may be based on the current position of the control surface 120, atmospheric data, internal data, control signals output by the flight control system 112 (e.g., one or more of control signals 116), etc.

[0036] The quantitative flight test data collection system 108 is configured to provide signal 110 as input to the flight control system 112. In response to signal 110, one or more control rules 114 of the flight control system 112 generate control signals 116 for one or more actuators 118 to cause the aircraft 100 to operate according to a flight test maneuver. For example, as described in more detail below, signal 110 may cause control rule 114 to generate control signal 116 to perform a SET maneuver or an FLS maneuver.

[0037] In some embodiments, the quantitative flight test data collection system 108 is configured to collect at least a portion of the quantitative flight test data 128 during the execution of a flight test maneuver. For example, the quantitative flight test data collection system 108 may store at least a portion of the sensor data 106 as quantitative flight test data 128 at a memory 126.

[0038] In some implementations, the quantitative flight test data collection system 108 is also configured to initiate a recovery phase of the flight test maneuver in response to the detection of a flight test endpoint condition. For example, the quantitative flight test data collection system 108 may be configured to detect the flight test endpoint condition in response to receiving sensor data 106 associated with a test objective. The test objective may include a specific aircraft state, the duration of the flight test maneuver, or other factors. As another example, the quantitative flight test data collection system 108 may be configured to detect the flight test endpoint condition in response to receiving sensor data 106 associated with safety restrictions. For illustration, safety restrictions may include or correspond to restrictions imposed by control rule 114 or the quantitative flight test data collection system 108. Examples of safety restrictions include altitude restrictions, speed restrictions, acceleration restrictions, attitude restrictions, etc.

[0039] As another example, the quantitative flight test data collection system 108 can be configured to detect flight test endpoint conditions in response to receiving sensor data 106 associated with an aircraft system malfunction. For illustration, if the sensor data 106 includes an indication of an engine malfunction, actuator malfunction, sensor malfunction, or a malfunction associated with another system of the aircraft 100, then the flight test endpoint conditions can be met.

[0040] In some embodiments, the quantitative flight test data collection system 108 may be configured to detect flight test endpoint conditions in response to receiving a crew input 124 via one of the crew input devices 122 during the execution of a flight test maneuver. For example, a crew member (e.g., a pilot) may initiate a flight test maneuver via the crew input 124, and thereafter, the system 102 may automatically execute the flight test maneuver. In this example, the receipt of an additional crew input 124 is used as an indication to abort the flight test maneuver. As another example, the quantitative flight test data collection system 108 may be configured to detect flight test endpoint conditions in response to receiving a crew input 124 via a specific one of the crew input devices 122, rather than other crew input devices in the crew input devices 122. For illustration, a crew input 124 received via the control stick of the aircraft 100 may terminate the execution of a flight test maneuver.

[0041] Therefore, the quantitative flight test data collection system 108 enables the automated (or semi-automated) execution of various flight test maneuvers. Furthermore, the quantitative flight test data collection system is integrated with the normal flight control system 112 of the aircraft 100, which allows the application of control rules 114 in fully automated or degraded automated modes (e.g., degraded mode or using modified control rules) during the execution of flight test maneuvers. The automated aspect of flight test maneuvers using control rules 114 protects the aircraft 100 (by allowing safety restrictions to be implemented by control rules 114) and reduces pilot workload. Moreover, the quantitative flight test data collection system 108 can generally execute difficult flight test maneuvers with greater precision than a pilot, resulting in more reliable quantitative flight test data 128 and reducing the time and number of flights required to generate quantitative flight test data 128.

[0042] Figure 2 It shows Figure 1 Example of system 102. Figure 2 In the specific example shown, system 102 includes references Figure 1 The described components include a quantitative flight test data collection system 108, control rules 114, actuators 118, control surfaces 120, and flight data sensors 104. Other components may also exist. Figure 1 Other features or components of the aircraft 100; however, such features or components are from Figure 2 The text is omitted here only to highlight certain aspects of system 102 in a specific example.

[0043] exist Figure 2 In the example, system 102 is configured to collect quantitative flight test data during the execution of a SET maneuver (e.g., Figure 1Quantitative flight test data 128). In this example, the quantitative flight test data collection system 108 is configured to initiate or control at least a portion of the performance of the SET maneuver based on feedback signals (e.g., from flight data sensor 104) indicating the aircraft's speed, pitch rate, other aircraft conditions, or combinations thereof. Figure 2 In this context, the flight data sensor 104 includes at least an elevator position sensor 222 (“ELEV POSN sensor”), a horizontal stabilizer position sensor 224 (“STAB POSN sensor”), a pitch rate sensor 226, and a calibration airspeed sensor 228 (“VCAS sensor”). Therefore, the sensor data 106 includes elevator position 232 (“ELEV POSN”), horizontal stabilizer position 234 (“STAB POSN”), pitch rate 236, and calibration airspeed 238 (“VCAS”).

[0044] In addition, Figure 2 In the example, control rule 114 is configured to generate control signal 116, which includes at least a horizontal stabilizer control signal 212 (“STAB CTRL”) and an elevator control signal 214 (“ELEV CTRL”). The horizontal stabilizer control signal 212 is provided to actuator 118 to move the horizontal stabilizer 140 of the aircraft 100. Similarly, the elevator control signal 214 is provided to actuator 118 to move the elevator 142 of the aircraft 100.

[0045] In some implementations, control rule 114 may also be configured to generate a normal mode (e.g., fully automated mode) access signal 216 (“NORM MODE ENG”). In such an implementation, the normal mode access signal 216 may be provided to the quantitative flight test data collection system 108 to disengage the quantitative flight test data collection system 108. For example, control rule 114 may provide the normal mode access signal 216 to the quantitative flight test data collection system 108 in response to the detection of a fault condition or safety restriction. When the quantitative flight test data collection system 108 is disengaged, control of the aircraft 100 returns to the pilot or an automated flight system (e.g., an autopilot system).

[0046] In the specific example shown, the quantitative flight test data collection system 108 is configured to provide signal 110 to control rule 114 to initiate and / or control the execution of the SET maneuver. For example, if the SET maneuver is fully automated, signal 110 may include SET access command 210. Additionally or alternatively, signal 110 may include a specific horizontal stabilizer position command.

[0047] The quantitative flight test data collection system 108 or control rule 114 may disengage in response to receiving a normal mode access signal 216, in response to receiving a crew input 124, or in response to detecting a flight test endpoint condition (e.g., issuing a SET disengagement command as one of signals 110). In the case of a SET maneuver, an example of a flight test endpoint condition could be a blowdown condition detected by the blowdown detector 230. A blowdown is a condition where the deflection of one or both elevators 142 has reached a point where the actuator hinge torque capability cannot overcome any additional increase in aerodynamic load. In other words, the elevators 142 cannot effectively deflect further, and the aircraft 100 has reached the limit of control authority in that direction. The blowdown detector 230 may generate a blowdown condition signal 240 indicating a detected blowdown condition or a predetermined threshold (beyond which a blowdown becomes possible). Figure 2 In the example shown, the bleed detector 230 can compare the elevator position 232 with the elevator position as commanded by the elevator control signal 214. In a specific aspect, the bleed detector 230 can detect a bleed condition by comparing the elevator position 232 (e.g., the measured position of elevator 142) with the elevator control signal 214 (e.g., the commanded position of elevator 142). For example, the bleed detector 230 can determine the error between the elevator position 232 and the elevator control signal 214. This error can be high-pass filtered to ignore any persistent low-frequency deviations that may exist in the error signal and to highlight any high-frequency spikes in the error, which can indicate the occurrence of a bleed.

[0048] Another example of a flight test endpoint condition for a SET maneuver could be the detection of a horizontal stabilizer position 234 indicating that the horizontal stabilizer position meets a stabilizer limit or a stabilizer position target. For example, the SET maneuver can be terminated (and the recovery phase initiated) when the horizontal stabilizer position reaches the movement limit or the flight test target. In some cases, either the movement limit or the flight test target can be reached before reaching the release condition.

[0049] Before performing the SET maneuver, the horizontal stabilizer 140 and elevator 142 can be oriented at their respective trim positions. To initiate the SET maneuver, the quantitative flight test data collection system 108 sends a SET access command 210. In response to the SET access command 210 (and possibly, an additional signal 110 from the quantitative flight test data collection system 108), control rule 114, operating in fully automated mode, sends a horizontal stabilizer control signal 212 to the actuator 118 associated with the horizontal stabilizer 140. The horizontal stabilizer control signal 212 causes the horizontal stabilizer 140 to move in a first direction away from the trim position. Furthermore, control rule 114 generates an elevator control signal 214 to move the elevator 142 in a second direction opposite to the first direction (e.g., to eliminate any pitch disturbances caused by the movement of the horizontal stabilizer 140). For example, if the horizontal stabilizer 140 moves to a positive angle relative to a reference position, the elevator 142 moves to a negative angle relative to the reference position. Typically, the movement of elevator 142 is sufficient to counteract the effect on the pitch angle of aircraft 100 caused by the change in position of horizontal stabilizer 140. That is, despite the movement of horizontal stabilizer 140, the elevator movement still maintains the aircraft 100 in a straight 1g flight.

[0050] The SET maneuver is performed by incremental movement of the horizontal stabilizer 140 and the elevator 142 in their respective directions. The amount of stabilizer angle offset for each incremental step can be relatively large at the start of the SET maneuver and can subsequently decrease as the horizontal stabilizer 140 and the elevator 142 approach a venting condition or after a predetermined threshold (beyond which venting becomes possible).

[0051] The SET maneuver continues until a flight test endpoint condition is detected. As mentioned above, the flight test endpoint condition may include a fault condition or safety limitation, which is independent of the specific flight test maneuver being performed. However, ideally, the SET maneuver continues until a flight test endpoint condition associated with the SET maneuver is detected. Typically, the flight test endpoint condition for a SET maneuver is the detection that a discharge condition has been reached.

[0052] After elevator 142 reaches a release condition due to movement of horizontal stabilizer 140 in a first direction and elevator 142 in a second direction opposite to the first direction, the SET maneuver can be repeated with movement of horizontal stabilizer 140 in the second direction and elevator 142 in the first direction. Similarly, horizontal stabilizer 140 and elevator 142 move incrementally, and the amount of movement with each increment can decrease as the release condition approaches (or after reaching a certain threshold). The SET maneuver continues again until the flight test endpoint condition is detected.

[0053] After detecting the end-of-flight test condition, the quantitative flight test data collection system 108 or the flight control system 112 can initiate a recovery phase to return the aircraft 100 to normal operation (e.g., in the case of a SET maneuver, to the trim positions of the horizontal stabilizer 140 and elevator 142 prior to the execution of the SET maneuver). For example, the quantitative flight test data collection system 108 can command the horizontal stabilizer 140 to move toward their trim positions. In this example, although the horizontal stabilizer 140 moves, control rule 114 causes the elevator 142 to move to maintain a level 1g flight. Control of the aircraft 100 can then be returned to the pilot or flight automation system.

[0054] By using the quantitative flight test data collection system 108, various challenges of performing SET maneuvers under manual control in degraded automation mode can be mitigated. For example, when approaching a release condition, a pilot manually controlling elevator 142 in degraded automation mode would maintain a stick force of up to 100 pounds. This large force might need to be maintained or even increased for a relatively long period of time (e.g., more than two minutes) to safely approach the release condition. If the stick were to be released during a SET maneuver (e.g., if the pilot's hand slips due to sweat or fatigue), the aircraft 100 could experience considerable trouble. This challenge of manually performing SET maneuvers is avoided by using the quantitative flight test data collection system 108. Furthermore, by collecting quantitative flight test data 128 in fully automated mode, the safety constraints imposed by control rules 114 are maintained.

[0055] Figure 3 It shows Figure 1 Another example of system 102. In Figure 3 In the specific example shown, system 102 includes a reference Figure 1 The described components include a quantitative flight test data collection system 108, control rules 114, actuators 118, control surfaces 120, and flight data sensors 104. Other components may also exist. Figure 1 Other features or components of the aircraft 100; however, from Figure 3 These features or components are omitted here only to highlight certain aspects of system 102 in a specific example. For illustration, Figure 3 System 102 may also include reference Figure 2 Each of the components and features described.

[0056] exist Figure 3 In the example, system 102 is configured to collect quantitative flight test data during the execution of Flight Load Survey (FLS) maneuvers (such as normal load factor (Nz) pull-up and push-down maneuvers). Figure 1Quantitative flight test data 128). In this example, the flight data sensor 104 includes at least one or more inertial sensors 322 and one or more atmospheric data sensors 324. Therefore, in Figure 3 In this context, sensor data 106 includes inertial data 332 and atmospheric data 334. Examples of inertial sensors 322 include accelerometers, gyroscopes, etc. Examples of atmospheric data sensors 324 include pitot tubes, barometric orifices, angle-of-attack sensors, atmospheric temperature sensors, etc. Inertial data 332 can indicate Nz (e.g., the vertical component of the g-load), other components of the g-load, the rate of change of the g-load, etc.

[0057] exist Figure 3 In one example, control rule 114 is configured to generate control signal 116, which includes at least elevator control signal 312 (“ELEV CTRL”). In some examples, elevator control signal 312 is provided to actuator 118 to move one or more control surfaces 120 of aircraft 100, such as elevator 142. In some embodiments, control rule 114 may also be configured to generate, as shown in reference... Figure 2 The described normal mode access signal 216 (“NORM MODEENG”).

[0058] In the specific example shown, the quantitative flight test data collection system 108 is configured to provide a signal 110 to control rule 114 to initiate and / or control the execution of Nz pull-up and push-down (roller coaster) maneuvers. For example, signal 110 may include FLS signal 310 (Flight Load Survey Signal). FLS signal 310 can cause aircraft 100 to fly according to Nz pull-up and push-down maneuvers.

[0059] Nz pull-up and push-down maneuvers are performed by smoothly scanning Nz from the lower limit target to the upper limit target. During the Nz scan, the aircraft remains within speed and altitude tolerances and Nz limits. Exceeding the Nz limits may require terminating the flight test until the aircraft can be inspected. Nz pull-up and push-down maneuvers can be described as having three phases: a setup phase, a scan phase, and a recovery phase. The majority of time is spent in the setup and recovery phases, while the scan phase takes only about 5 seconds. When performed by a pilot, Nz pull-up and push-down maneuvers are essentially performed in an open loop, as there is insufficient time for the pilot to receive feedback from the aircraft response and make corrections. Therefore, these maneuvers are extensively practiced in ground simulations, and then pilots typically make additional adjustments on actual flight test aircraft to address different test conditions, inaccurate modeling, and other aerodynamic and atmospheric uncertainties. This is a time-consuming and inefficient process that often requires multiple attempts, sometimes spanning multiple flight test days.

[0060] Using the quantitative flight test data collection system 108 to control maneuvers can make them more repeatable and effective. For example, the quantitative flight test data collection system 108 can be configured to provide a joystick input (e.g., FLS signal 310) that provides a target Nz curve. Due to the mathematical definition of control rule 114, the precise elevator control signal 312 generated by control rule 114 for a specific FLS signal 310 is known. Therefore, based on control rule 114, the designer can determine the relationship between the steady-state joystick input (e.g., FLS signal 310) and the steady-state Nz output of the aircraft 100.

[0061] As a first approach, simple steady-state relationships can be used to determine step joystick inputs of magnitude set to achieve the desired Nz target, regardless of transient responses such as the duration of a scan and the trajectory of the Nz response between scan targets. Modeling has shown that even this simple method used to determine joystick inputs to perform Nz pull-up and push-down maneuvers can enable successful maneuver execution.

[0062] If the quantitative flight test data collection system 108 is configured to use the simple step-control stick input described above, the pilot manually sets the aircraft configuration and speed to conditions that allow maneuvers to be performed while maintaining the desired speed range. This increases the likelihood of successful flight test maneuvers, reducing costs, flight time, and pilot stress. Furthermore, when controlled by the quantitative flight test data collection system 108, Nz pull-up and push-down maneuvers are more repeatable, thus enabling the generation of more robust quantitative flight test data 128.

[0063] The simple step-stick input described above can be improved by using ramp-stick input instead of step-stick input. While step-stick input will result in a constant Nz for the aircraft, pull-up and push-down maneuver intentions generate a constant Nz rate during the scan phase. A constant Nz rate can be achieved (or nearly achieved) by using at least a portion of the ramp-stick input for maneuvering.

[0064] Additionally or alternatively, joystick inputs can be shaped to counteract or reduce short-period dynamics that tend to be opposite to the linear g-rate. Inverse short-period dynamics can be applied to achieve or approximate a linear g-rate. Modeling has shown that shaping joystick inputs in this way improves the linearity of the Nz response, which in turn improves data quality.

[0065] Using the quantitative flight test data collection system 108 to control the performance of maneuvers can also enable other modifications to generate high-quality data. For example, one way to improve data quality is to perform Nz scans as slowly as possible while still remaining within speed and altitude tolerances. However, there is a trade-off between reducing speed variations and increasing scan duration. By using the quantitative flight test data collection system 108, test designers can specify a target g-rate, and the system can determine the shaped joystick inputs (e.g., FLS signal 310) for performing maneuvers to achieve the target g-rate. Maneuver executions can also be reliably repeated for different test conditions by parameterizing the entire joystick input profile. When the joystick input profile is parameterized, the overall shape can be shared across all test conditions, and only the amplitude and duration of each phase can be varied, thus enabling the generation of comparable data for different test conditions.

[0066] exist Figure 3 In the example shown, the Nz pull-up and push-down maneuvers can be controlled by the quantitative flight test data collection system 108. For example, the quantitative flight test data collection system 108 can use atmospheric data 334 and inertial data 332 to calculate the joystick input (e.g., FLS signal 310) to perform the maneuver. The joystick input can include step joystick input, ramp joystick input, or shaped joystick input as described above.

[0067] Compared to manually performing maneuvers, using the quantitative flight test data collection system 108 to automatically perform Nz pull-up and push-down maneuvers can also reduce the flight time required for each maneuver.

[0068] Furthermore, using the quantitative flight test data collection system 108 to automatically perform Nz pull-up and push-down maneuvers may be safer, because the quantitative flight test data collection system 108 can monitor Nz during the maneuver (via inertial data 332) and can generate the FLS signal 310 in part based on the actual Nz experienced by the aircraft 100. By monitoring Nz in real time, the quantitative flight test data collection system 108 can disconnect or reconnect the aircraft 100 if a possible Nz excess is detected or if other conditions indicate that the maneuver is unlikely to be successful.

[0069] Furthermore, by allowing the fully automated mode control rule 114 to perform the recovery operation without any special input, the recovery of aircraft 100 from maneuvers can be shortened (compared to manual control) and simplified. In some embodiments, the quantitative flight test data collection system 108 can initiate the recovery phase in response to the detection of a flight test endpoint, in response to an indication of a fault associated with an aircraft system, or in response to crew input 124. The flight test endpoint can indicate the successful completion of the Nz pull-up and push-down maneuvers or indicate that the execution of the maneuver is unlikely to yield useful data. As an example, the flight test endpoint can be detected based on determining that the inertial data 332 indicates that the Nz target has been reached. As another example, the flight test endpoint can be detected based on determining that the difference between the rate of change of the aircraft's g-load and the expected rate of change of the aircraft's g-load meets the g-load rate deviation limit.

[0070] Figure 4 This is a flowchart illustrating an example of a method 400 for collecting flight test data. Method 400 can be... Figures 1 to 3 The quantitative flight test data collection system 108 performs any of the following operations. The quantitative flight test data collection system 108 may be integrated into or embodied in one or more LRUs. For example, an LRU may include one or more processors and a memory storing instructions that can be executed by the processor to initiate, execute, or control the operation of method 400.

[0071] Method 400 includes, at block 402, activating a quantitative flight test data collection system associated with a flight test maneuver during a flight test operation of the aircraft. For example, during a flight test operation of the aircraft 100, it can be activated in response to crew input 124. Figures 1 to 3 The quantitative flight test data collection system 108 is one of the following. The quantitative flight test data collection system 108 can be configured to operate in a closed-loop manner with one or more control rules (e.g., control rule 114) to dynamically modify one or more states of the aircraft 100, thereby generating quantitative flight test data 128 in a series of states.

[0072] Method 400 includes, at block 404, acquiring one or more feedback signals from one or more flight data sensors of the aircraft via one or more processors associated with the quantitative flight test data acquisition system. In some examples, at least one of the one or more feedback signals is provided as input to both the one or more processors associated with the quantitative flight test data acquisition system and the control rules of the flight control system.

[0073] Feedback signals indicate the aircraft's status. For example, feedback signals may include or correspond to... Figures 1 to 3The feedback signal may be sensor data 106 from any of the following. For illustration, the feedback signal may indicate elevator position 232, horizontal stabilizer position 234, aircraft pitch rate 236, airspeed of aircraft 100 (e.g., calibrated airspeed 238), inertial data 332 associated with aircraft 100 (e.g., g-load or a specific component of g-load, such as Nz), other atmospheric data associated with aircraft 100 (e.g., atmospheric data 334), other aircraft state information, or combinations thereof. In some cases, the feedback signal may also include signals from control rule 114 (e.g., horizontal stabilizer control signal 212 or elevator control signal 214) or information at least partially based on signals from control rule 114 (e.g., indication of venting status, such as venting status signal 240).

[0074] Method 400 includes, at block 406, generating one or more signals associated with a flight test maneuver via one or more processors, and at block 408, providing the one or more signals as inputs to the aircraft's flight control system to cause one or more control rules of the flight control system to generate control signals, thereby causing the aircraft to operate according to the flight test maneuver. For example, a quantitative flight test data collection system 108 may generate signal 110, examples of which include, but are not limited to, […]. Figure 2 SET access command 210 and Figure 3 The FLS signal 310.

[0075] In some embodiments, method 400 further includes collecting quantitative flight test data 128 during the execution of a flight test maneuver. In some such embodiments, a model associated with the aircraft can be generated or updated based on the quantitative flight test data 128.

[0076] In some implementations, method 400 includes a recovery phase of initiating a flight test maneuver in response to detecting a flight test endpoint condition. The detection of the flight test endpoint condition may be in response to receiving sensor data associated with a test objective, receiving sensor data associated with safety limits, or receiving sensor data associated with an aircraft system malfunction. As an example, when the flight test maneuver includes or corresponds to a stabilizer-elevator switch maneuver, method 400 may include a recovery phase of initiating the flight test maneuver in response to detecting an elevator venting condition, in response to determining that the stabilizer position meets a stabilizer limit, or in response to determining that the stabilizer position meets a stabilizer position target. As another example, when the flight test maneuver includes or corresponds to an Nz pull-up and push-down maneuver, method 400 may include a recovery phase of initiating the flight test maneuver in response to determining that the aircraft's normal load factor meets a normal load factor target or in response to determining that the difference between the rate of change of the aircraft's g-load and the expected rate of change of the aircraft's g-load meets a g-load rate deviation limit.

[0077] In some embodiments, method 400 further includes disengaging the quantitative flight test data collection system in response to detecting the receipt of input via the crew input device. For example, during automatically executed flight test maneuvers, Figures 1 to 3 The quantitative flight test data collection system 108 of any of them can disengage in response to crew input 124.

[0078] Figure 5 It shows including Figure 1 A flowchart of the aircraft lifecycle for the quantitative flight test data collection system 108 and / or other components of system 102. For example, the aircraft may correspond to... Figure 1 The plane 100.

[0079] During pre-production, exemplary method 500 includes, at 502, an aircraft (such as reference) Figure 6 The aircraft 600 described is subject to specification and design. During the specification and design of the aircraft, method 500 may include the specification and design of the quantitative flight test data collection system 108. At 504, method 500 includes material procurement, which may include procuring materials for the quantitative flight test data collection system 108.

[0080] During production, method 500 includes, at 506, the manufacturing of parts and sub-assemblies, and at 508, the system integration of the aircraft. For example, method 500 may include the manufacturing of parts and sub-assemblies for the quantitative flight test data collection system 108 and the system integration of the quantitative flight test data collection system 108. At 510, method 500 includes the certification and delivery of the aircraft, and at 512, bringing the aircraft into service. Aircraft testing during the certification and delivery phase may include the quantitative flight test data collection system 108, which can be used to collect quantitative flight test data. When used by the customer, routine maintenance and overhauls (which may also include modifications, reconfigurations, refurbishments, etc.) may be scheduled for the aircraft. At 514, method 500 includes performing maintenance and overhauls on the aircraft, which may include performing maintenance and overhauls. For example, the quantitative flight test data collection system 108 may be used to collect quantitative flight test data for maintenance or overhauls.

[0081] Each process of Method 500 may be performed or implemented by a system integrator, a third party, and / or an operator (e.g., a customer). For the purposes of this specification, a system integrator may include, but is not limited to, any number of aircraft manufacturers and main system subcontractors; a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, etc.

[0082] Figure 6 This is a block diagram illustrating a specific example of Aircraft 600. Aircraft 600 is... Figure 1 An example of an aircraft 100. Figure 6 In the example, aircraft 600 includes a fuselage 602 and an interior 604 having multiple systems 610. Examples of the multiple systems 610 include one or more of a propulsion system 612, an electrical system 614, an environmental system 616, and a hydraulic system 618. Figure 6 System 610 also includes Figure 1 System 102. For illustration, system 610 includes Figure 1 The system includes a quantitative flight test data collection system 108 and a flight control system 112. Any number of other systems may also be included.

[0083] Figure 7 According to the block diagram of the computing environment 700 disclosed herein, the computing environment includes computing device 710 configured to support aspects of computer-implemented methods and computer-executable program instructions (or code). For example, computing device 710 or portions thereof is configured to execute instructions to initiate, execute, or control references. Figures 1 to 6 One or more operations.

[0084] The computing device 710 includes one or more processors 720. The processors 720 are configured to communicate with system memory 730, one or more storage devices 740, one or more input / output interfaces 750, one or more communication interfaces 760, or any combination thereof. System memory 730 includes volatile memory devices (e.g., random access memory (RAM) devices), non-volatile memory devices (e.g., read-only memory (ROM) devices, programmable read-only memory, and flash memory), or both. System memory 730 stores operating system 732, which may include a basic input / output system for booting computing device 710 and a complete operating system enabling computing device 710 to interact with users, other programs, and other devices. System memory 730 stores program data 736 (system data), such as quantitative flight test data 128.

[0085] System memory 730 includes one or more applications 734 (e.g., instruction sets) executable by processor 720. As an example, one or more applications 734 include those executable by processor 720 to initiate, control, or execute references. Figures 1 to 6 Instructions for one or more operations. For illustration, one or more applications 734 include instructions that can be executed by processor 720 to initiate, control, or perform one or more operations as described with reference to the quantitative flight test data collection system 108.

[0086] In a particular embodiment, system memory 730 includes a non-transitory computer-readable medium storing instructions that, when executed by processor 720, cause processor 720 to initiate, execute, or control operations to perform one or more flight test maneuvers. The operations include initiating a quantitative flight test data collection system associated with the flight test maneuver during a flight test operation of the aircraft; acquiring one or more feedback signals from one or more flight data sensors of the aircraft via one or more processors associated with the quantitative flight test data collection system, wherein the one or more feedback signals indicate the state of the aircraft; generating one or more signals associated with the flight test maneuver via one or more processors; and providing the one or more signals as inputs to the aircraft's flight control system to cause one or more control rules of the flight control system to generate control signals, thereby causing the aircraft to operate according to the flight test maneuver.

[0087] One or more storage devices 740 include non-volatile storage devices, such as disks, optical disks, or flash memory devices. In a particular example, storage device 740 includes both removable and non-removable memory devices. Storage device 740 is configured to store an operating system, images of the operating system, applications (e.g., one or more of applications 734), and program data (e.g., program data 736). In a particular aspect, system memory 730, storage device 740, or both include tangible computer-readable media. In a particular aspect, one or more of storage devices 740 are external to computing device 710.

[0088] One or more input / output interfaces 750 enable computing device 710 to communicate with one or more input / output devices 770 to facilitate user interaction. For example, one or more input / output interfaces 750 may include a display interface, an input interface, or both. For example, input / output interface 750 is adapted to receive input from a user, input from another computing device, or a combination thereof. In some embodiments, input / output interface 750 conforms to one or more standard interface protocols, including serial interfaces (e.g., Universal Serial Bus (USB) interfaces or Institute of Electrical and Electronics Engineers (IEEE) interface standards), parallel interfaces, display adapters, audio adapters, or custom interfaces (“IEEE” is a registered trademark of the Institute of Electrical and Electronics Engineers, Piscataway, New Jersey, USA). In some embodiments, input / output device 770 includes one or more user interface devices and displays, including combinations of buttons, keyboards, pointing devices, displays, speakers, microphones, touchscreens, and other devices.

[0089] The processor 720 is configured to communicate with the device or controller 780 via one or more communication interfaces 760. For example, the one or more communication interfaces 760 may include a network interface. The device or controller 780 may include, for example, a flight control system 112, one or more other devices, or any combination thereof.

[0090] In some implementations, a non-transitory computer-readable medium stores instructions that, when executed by one or more processors, cause one or more processors to initiate, perform, or control operations to perform some or all of the functions described above. For example, instructions that can be executed to implement Figures 1 to 7 One or more of the operations or methods. In some implementations, Figures 1 to 7 One or more of the operations or methods may be implemented by one or more processors executing instructions (e.g., one or more central processing units (CPUs), one or more graphics processing units (GPUs), one or more digital signal processors (DSPs)), by dedicated hardware circuitry, or any combination thereof.

[0091] Specific aspects of this disclosure are described in the following set of relevant examples:

[0092] According to Example 1, an aircraft includes one or more flight data sensors; one or more control surfaces; one or more actuators coupled to the control surfaces; and a quantitative flight test data collection system communicatively coupled to the flight control system and the flight data sensors. The quantitative flight test data collection system is configured to acquire one or more feedback signals indicative of the aircraft's state from the one or more flight data sensors, the flight control system, or both, during flight test operations of the aircraft. The quantitative flight test data collection system is configured to generate one or more signals associated with flight test maneuvers, at least in part, based on the feedback signals. The quantitative flight test data collection system is configured to provide one or more signals as inputs to the flight control system, causing one or more control rules of the flight control system to generate control signals for the one or more actuators, thereby enabling the aircraft to operate according to the flight test maneuvers.

[0093] Example 2 includes the aircraft of Example 1, wherein the quantitative flight test data collection system is further configured to collect quantitative flight test data during the execution of flight test maneuvers.

[0094] Example 3 includes the aircraft of Example 1 or Example 2, wherein at least one feedback signal provided to the quantitative flight test data collection system is also provided to the flight control system.

[0095] Example 4 includes an aircraft of any of Examples 1 to 3, wherein the quantitative flight test data collection system is further configured to initiate a recovery phase of the flight test maneuver in response to the detection of a flight test endpoint condition.

[0096] Example 5 includes the aircraft of Example 4, wherein the quantitative flight test data collection system is configured to detect the flight test endpoint condition in response to receiving sensor data associated with the test objective.

[0097] Example 6 includes the aircraft of Example 4 or Example 5, wherein the quantitative flight test data collection system is configured to detect flight test endpoint conditions in response to receiving sensor data associated with safety limits.

[0098] Example 7 includes an aircraft of any of Examples 4 to 6, wherein the quantitative flight test data collection system is configured to detect flight test endpoint conditions in response to receiving sensor data associated with aircraft system failures.

[0099] Example 8 includes an aircraft of any of Examples 1 to 7, wherein the quantitative flight test data collection system is configured to disengage in response to the detection of reception of input via a crew input device.

[0100] Example 9 includes an aircraft of any of Examples 1 to 8, wherein the flight test maneuver includes or corresponds to a stabilizer-elevator switch maneuver.

[0101] Example 10 includes the aircraft of Example 9, wherein the quantitative flight test data collection system is further configured to initiate a recovery phase of the flight test maneuver in response to the detection of an elevator bleed condition.

[0102] Example 11 includes the aircraft of Example 9 or Example 10, wherein the quantitative flight test data collection system is further configured to initiate a recovery phase of the flight test maneuver in response to determining that the stabilizer position satisfies the stabilizer limit.

[0103] Example 12 includes an aircraft of any of Examples 9 to 11, wherein the quantitative flight test data collection system is further configured to initiate a recovery phase of the flight test maneuver in response to determining that the stabilizer position meets a stabilizer position target.

[0104] Example 13 includes an aircraft of any one of Examples 9 to 12, wherein: one or more signals include a stabilizer command guiding the movement of the aircraft's horizontal stabilizer; one or more control signals include a horizontal stabilizer signal based on the stabilizer command and an elevator signal generated by one or more control rules to eliminate pitch disturbances caused by the stabilizer command; and one or more feedback signals indicate the aircraft's speed, the aircraft's pitch rate, or both.

[0105] Example 14 includes an aircraft of any of Examples 1 to 8, wherein the flight test maneuver includes or corresponds to a pull-up and push-down maneuver of the Flight Load Survey (FLS) normal load factor (Nz).

[0106] Example 15 includes the aircraft of Example 14, wherein the quantitative flight test data collection system is further configured to initiate a recovery phase of the flight test maneuver in response to determining that the normal load factor of the aircraft meets the normal load factor target.

[0107] Example 16 includes the aircraft of Example 14 or Example 15, wherein the quantitative flight test data collection system is further configured to initiate a recovery phase of the flight test maneuver in response to determining that the difference between the rate of change of the aircraft's g-load and the expected rate of change of the aircraft's g-load meets the g-load rate deviation limit.

[0108] Example 17 includes an aircraft of any one of Examples 14 to 16, wherein: one or more signals include one or more elevator commands; one or more control signals include one or more control surface signals for changing the pitch of the aircraft; and one or more feedback signals indicate atmospheric data measurement information of the aircraft, inertial measurement information of the aircraft, or a combination of both.

[0109] According to Example 18, a method includes activating a quantitative flight test data collection system associated with a flight test maneuver during a flight test operation of an aircraft. The method further includes acquiring one or more feedback signals from one or more flight data sensors of the aircraft via one or more processors associated with the quantitative flight test data collection system, wherein the one or more feedback signals indicate the state of the aircraft. The method also includes generating one or more signals associated with the flight test maneuver via the one or more processors, and providing the one or more signals as inputs to the aircraft's flight control system to cause one or more control rules of the flight control system to generate control signals, thereby causing the aircraft to operate according to the flight test maneuver.

[0110] Example 19 includes the method of Example 18, and also includes collecting quantitative flight test data during the execution of flight test maneuvers.

[0111] Example 20 includes the method of Example 19, and also includes generating or updating an aircraft-associated model based on quantitative flight test data.

[0112] Example 21 includes a method of any one of Examples 18 to 20, wherein at least one of one or more feedback signals is provided as input to both the control rules of one or more processors and the flight control system associated with the quantitative flight test data collection system.

[0113] Example 22 includes the method of any one of Examples 18 to 21, and further includes a recovery phase of initiating a flight test maneuver by one or more processors in response to detecting a flight test endpoint condition.

[0114] Example 23 includes the method of Example 22, wherein the endpoint condition of the flight test is detected in response to receiving sensor data associated with the test target.

[0115] Example 24 includes the method of Example 22 or Example 23, wherein a flight test endpoint condition is detected in response to receiving sensor data associated with safety limits.

[0116] Example 25 includes the method of any of Examples 22 to 24, wherein a flight test endpoint condition is detected in response to receiving sensor data associated with an aircraft system failure.

[0117] Example 26 includes the method of any one of Examples 18 to 25, and further includes disengaging the quantitative flight test data collection system in response to the detection of reception of input via the crew input device.

[0118] Example 27 includes the method of any one of Examples 18 to 26, wherein the quantitative flight test data collection system is configured to work in a closed-loop manner with one or more control rules to dynamically modify one or more states of the aircraft, thereby generating quantitative flight test data over a series of states.

[0119] Example 28 includes the method of any one of Examples 18 to 27, wherein the flight test maneuver includes or corresponds to a stabilizer-elevator switch maneuver.

[0120] Example 29 includes the method of Example 28, and further includes a recovery phase of initiating a flight test maneuver via one or more processors in response to detecting an elevator bleed condition.

[0121] Example 30 includes the method of Example 28, and further includes a recovery phase by which a flight test maneuver is initiated in response to determining that the stabilizer position satisfies the stabilizer limit by one or more processors.

[0122] Example 31 includes the method of Example 28, and further includes a recovery phase by which a flight test maneuver is initiated in response to determining that the stabilizer position satisfies a stabilizer position target via one or more processors.

[0123] Example 32 includes a method of any one of Examples 28 to 31, wherein: one or more signals include a stabilizer command guiding the movement of the horizontal stabilizer of the aircraft; one or more control signals include a horizontal stabilizer signal based on the stabilizer command and an elevator signal generated by one or more control rules to eliminate pitch disturbances caused by the stabilizer command; and one or more feedback signals indicate the aircraft's speed, the aircraft's pitch rate, or both.

[0124] Example 33 includes the method of any one of Examples 18 to 27, wherein the flight test maneuver includes or corresponds to a pull-up and push-down maneuver of the Flight Load Survey (FLS) normal load factor (Nz).

[0125] Example 34 includes the method of Example 33, and further includes a recovery phase of a flight test maneuver initiated by one or more processors in response to determining that the normal load factor of the aircraft satisfies the normal load factor target.

[0126] Example 35 includes the method of Example 33, and further includes a recovery phase of a flight test maneuver initiated by one or more processors in response to determining that the difference between the rate of change of the aircraft's g-load and the expected rate of change of the aircraft's g-load meets the g-load rate deviation limit.

[0127] Example 36 includes the method of any one of Examples 33 to 35, wherein: one or more signals include one or more elevator commands; one or more control signals include one or more control surface signals for changing the pitch of the aircraft; and one or more feedback signals indicate atmospheric data measurement information of the aircraft, inertial measurement information of the aircraft, or a combination of both.

[0128] According to Example 37, a non-transitory computer-readable medium stores instructions that can be executed by one or more processors to cause the processors to initiate a quantitative flight test data collection system associated with a flight test maneuver during a flight test operation of an aircraft. The instructions can be executed to cause the processor to acquire one or more feedback signals from one or more flight data sensors of the aircraft, wherein the one or more feedback signals indicate the state of the aircraft. The instructions can be executed to cause the processor to generate one or more signals associated with the flight test maneuver. The instructions can be executed to cause the processor to provide one or more signals as inputs to the aircraft's flight control system, causing one or more control rules of the flight control system to generate control signals, thereby causing the aircraft to operate according to the flight test maneuver.

[0129] Example 38 includes the non-transitory computer-readable medium of Example 37, wherein instructions are further executable to cause one or more processors to collect quantitative flight test data during the execution of a flight test maneuver.

[0130] Example 39 includes a non-transitory computer-readable medium of Example 37 or Example 38, wherein instructions are further executable to cause one or more processors to initiate a recovery phase of a flight test maneuver in response to the detection of a flight test endpoint condition.

[0131] Example 40 includes the non-transitory computer-readable medium of Example 39, wherein instructions are further executable to cause one or more processors to detect flight test endpoint conditions in response to receiving sensor data associated with the test target.

[0132] Example 41 includes a non-transient computer-readable medium of Example 39 or Example 40, wherein instructions are further executable to cause one or more processors to detect flight test endpoint conditions in response to receiving sensor data associated with safety limits.

[0133] Example 42 includes a non-transitory computer-readable medium of any of Examples 39 to 41, wherein instructions are further executable to cause one or more processors to detect flight test endpoint conditions in response to receiving sensor data associated with an aircraft system failure.

[0134] Example 43 includes a non-transitory computer-readable medium of any of Examples 37 to 42, wherein instructions are further executable to cause one or more processors to disengage a quantitative flight test data collection system in response to the detection of reception of input via a crew input device.

[0135] Example 44 includes a non-transitory computer-readable medium of any of Examples 37 to 43, wherein a quantitative flight test data collection system is configured to operate in a closed-loop manner with one or more control rules to dynamically modify one or more states of an aircraft, thereby generating quantitative flight test data over a series of states.

[0136] Example 45 includes a non-transitory computer-readable medium of any of Examples 37 to 44, wherein the flight test maneuver includes or corresponds to a stabilizer-elevator switch maneuver.

[0137] Example 46 includes the non-transitory computer-readable medium of Example 45, wherein instructions are further executable to cause one or more processors to initiate a recovery phase of a flight test maneuver in response to the detection of an elevator bleed condition.

[0138] Example 47 includes a non-transitory computer-readable medium of Example 45 or Example 46, wherein instructions are further executable to cause one or more processors to initiate a recovery phase of a flight test maneuver in response to determining that the stabilizer position satisfies the stabilizer limit.

[0139] Example 48 includes a non-transitory computer-readable medium of any of Examples 45 to 47, wherein instructions are further executable to cause one or more processors to initiate a recovery phase of a flight test maneuver in response to determining that the stabilizer position satisfies a stabilizer position target.

[0140] Example 49 includes a non-transient computer-readable medium of any of Examples 45 to 48, wherein: one or more signals include a stabilizer command guiding the movement of the horizontal stabilizer of an aircraft; one or more control signals include a horizontal stabilizer signal based on the stabilizer command and an elevator signal generated by one or more control rules to eliminate pitch disturbances caused by the stabilizer command; and one or more feedback signals indicate the aircraft's speed, the aircraft's pitch rate, or both.

[0141] Example 50 includes a non-transitory computer-readable medium of any of Examples 37 to 44, wherein the flight test maneuver includes or corresponds to a Flight Load Survey (FLS) normal load factor (Nz) pull-up and push-down maneuver.

[0142] Example 51 includes the non-transitory computer-readable medium of Example 50, wherein instructions are further executable to cause one or more processors to initiate a recovery phase of a flight test maneuver in response to determining that the normal load factor of the aircraft satisfies the normal load factor target.

[0143] Example 52 includes a non-transitory computer-readable medium of Example 50 or Example 51, wherein instructions are further executable to cause one or more processors to initiate a recovery phase of a flight test maneuver in response to determining that the difference between the rate of change of the aircraft's g-load and the expected rate of change of the aircraft's g-load meets the g-load rate deviation limit.

[0144] Example 53 includes a non-transitory computer-readable medium of any of Examples 50 to 52, wherein: one or more signals include one or more elevator commands; one or more control signals include one or more control surface signals for changing the pitch of the aircraft; and one or more feedback signals indicate atmospheric data measurement information of the aircraft, inertial measurement information of the aircraft, or a combination of both.

[0145] The examples described herein are intended to provide a general understanding of the structure of different embodiments. These descriptions are not intended to constitute a complete description of all elements and features of devices and systems utilizing the structures or methods described herein. Many other embodiments will be apparent to those skilled in the art upon reading this disclosure. Other embodiments may be utilized and derived from this disclosure, allowing for structural and logical substitutions and changes without departing from the scope of this disclosure. For example, method operations may be performed in a different order than those shown in the figures, or one or more method operations may be omitted. Therefore, this disclosure and the accompanying drawings are to be considered illustrative rather than restrictive.

[0146] Furthermore, while specific examples have been shown and described herein, it should be understood that any subsequent arrangements designed to achieve the same or similar results may replace the specific embodiments shown. This disclosure is intended to cover any and all subsequent adaptations or variations of different embodiments. After reading this description, combinations of the above embodiments, as well as other embodiments not specifically described herein, will be apparent to those skilled in the art.

[0147] The abstract submitted with respect to this disclosure should be understood as not intended to interpret or limit the scope or meaning of the claims. Furthermore, in the foregoing specific embodiments, different features may be combined together or described in a single embodiment for the purpose of simplification. The foregoing examples are illustrative but not limiting of this disclosure. It should also be understood that many modifications and variations are possible based on the principles of this disclosure. As reflected in the following claims, the claimed subject matter may involve fewer features than all features of any of the disclosed examples. Therefore, the scope of this disclosure is defined by the appended claims and their equivalents.

Claims

1. An aircraft comprising: One or more flight data sensors; One or more control surfaces; One or more actuators are coupled to the one or more control surfaces; as well as A quantitative flight test data collection system, communicatively coupled to the flight control system and the flight data sensors, wherein the quantitative flight test data collection system is configured to: One or more feedback signals indicative of the state of the aircraft are obtained from the one or more flight data sensors, the flight control system, or both. One or more signals associated with the flight test maneuver are generated, at least in part, based on the one or more feedback signals; as well as The one or more signals are provided as inputs to the flight control system, causing one or more control rules of the flight control system to generate control signals for the one or more actuators, thereby enabling the aircraft to operate according to the flight test maneuver.

2. The aircraft according to claim 1, wherein, The quantitative flight test data collection system is further configured to collect quantitative flight test data during the execution of the flight test maneuver.

3. The aircraft according to claim 1, wherein, At least one feedback signal provided to the quantitative flight test data collection system is also provided to the flight control system.

4. The aircraft according to claim 1, wherein, The quantitative flight test data collection system is further configured to initiate the recovery phase of the flight test maneuver in response to the detection of flight test endpoint conditions.

5. The aircraft according to claim 4, wherein, The quantitative flight test data collection system is configured to detect the flight test endpoint conditions in response to receiving sensor data associated with the test target.

6. The aircraft according to claim 4, wherein, The quantitative flight test data collection system is configured to detect the flight test endpoint conditions in response to receiving sensor data associated with safety limits.

7. The aircraft according to claim 4, wherein, The quantitative flight test data collection system is configured to detect the flight test endpoint conditions in response to receiving sensor data associated with aircraft system malfunctions.

8. The aircraft according to claim 1, wherein, The quantitative flight test data collection system is configured to disengage in response to the detection of input received via the crew input device.

9. The aircraft according to claim 1, wherein, The flight test maneuver includes or corresponds to the stabilizer-elevator switch maneuver, and wherein: The one or more signals include a stabilizer command that guides the movement of the aircraft's horizontal stabilizer; One or more control signals include a horizontal stabilizer signal based on the stabilizer command, and an elevator signal generated by the one or more control rules to eliminate pitch disturbances caused by the stabilizer command; and The one or more feedback signals indicate the aircraft's speed, the aircraft's pitch rate, or both.

10. The aircraft according to claim 1, wherein, The flight test maneuvers include or correspond to the pull-up and push-down maneuvers of the flight load investigation normal load factor, and wherein: The one or more signals include one or more elevator commands; One or more control signals include one or more control surface signals for changing the pitch of the aircraft; and The one or more feedback signals indicate the aircraft's atmospheric data measurement information, the aircraft's inertial measurement information, or a combination of both.

11. A method for collecting flight test data, comprising: During the aircraft's flight test operations, a quantitative flight test data collection system associated with the flight test maneuvers is activated; One or more feedback signals are acquired from one or more flight data sensors of the aircraft by one or more processors associated with the quantitative flight test data collection system, wherein the one or more feedback signals indicate the state of the aircraft; One or more signals associated with the flight test maneuver are generated by one or more processors; and The one or more signals are provided as input to the flight control system of the aircraft, so that one or more control rules of the flight control system generate control signals, thereby causing the aircraft to operate according to the flight test maneuver.

12. The method of claim 11, further comprising: Quantitative flight test data are collected during the execution of the aforementioned flight test maneuver.

13. The method of claim 12, further comprising: The model associated with the aircraft is generated or updated based on the quantitative flight test data.

14. The method according to claim 11, wherein, At least one of the one or more feedback signals is provided as input to both the one or more processors associated with the quantitative flight test data collection system and one or more control rules of the flight control system.

15. The method of claim 11, further comprising: The recovery phase of the flight test maneuver is initiated by the one or more processors in response to the detection of the flight test endpoint condition.

16. The method of claim 11, further comprising: The quantitative flight test data collection system is disconnected in response to the detection of input received via the crew input device.

17. The method according to claim 11, wherein, The quantitative flight test data collection system is configured to operate in a closed-loop manner in conjunction with one or more control rules to dynamically modify one or more states of the aircraft, thereby generating quantitative flight test data in a series of states.

18. The method according to claim 11, wherein, The flight test maneuvers include or correspond to the pull-up and push-down maneuvers of the flight load investigation normal load factor.

19. The method of claim 18, further comprising: The recovery phase of the flight test maneuver is initiated by the one or more processors in response to determining that the normal load factor of the aircraft meets the normal load factor target.

20. A non-transitory computer-readable medium storing instructions executable by one or more processors to cause the processors to: Initiate the quantitative flight test data collection system associated with the flight test maneuver; One or more feedback signals are acquired from one or more flight data sensors of the aircraft, wherein, The one or more feedback signals indicate the status of the aircraft; Generate one or more signals associated with the flight test maneuver; as well as The one or more signals are provided as input to the flight control system of the aircraft, so that one or more control rules of the flight control system generate control signals, thereby causing the aircraft to operate according to the flight test maneuver.

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