An aircraft flight post-flight state comprehensive analysis method

Abstract

The application belongs to the technical field of aircraft management, and particularly relates to a kind of aircraft flight state comprehensive analysis method after flight. The method synchronously records flight state, control and rudder deflection angle data after engine starting, and stops after landing and shutting down. Flight duration, fuel consumption and specific fuel consumption are automatically calculated, take-off process is identified, and whether pull rod is too early and pitch angle is too large is determined. The value range of each parameter in the air flight stage is counted, and the overrun of parameters such as angle of attack and overload is monitored and the overrun amount is recorded. The landing process is identified, and heavy landing is judged according to the normal overload threshold. After the pilot triggers the soft switch of the cockpit multifunction display screen, only in the engine shutdown state, a comprehensive analysis page including flight time, fuel state, take-off and landing analysis, parameter range, overrun record and vertical / horizontal profile is displayed. The application can realize instant verification after flight, and provide data support for pilots to optimize flight action.

Description

Technical Field

[0001] This application belongs to the field of aircraft management technology, specifically relating to a comprehensive analysis method for the flight status of an aircraft after flight. Background Technology

[0002] During flight, pilots perform complex maneuvers and endure extended flight times. After flight, they cannot immediately access onboard equipment to assess the flight status and whether their maneuvers met expectations. However, from a pilot's perspective, the ability to conveniently display flight status and maneuvers via onboard equipment after flight would provide a deeper understanding of the flight's circumstances, offering data support for improving flight maneuvers—a crucial factor.

[0003] Currently, aircraft typically have flight parameter recording equipment that records and stores a large amount of aircraft data in real time during flight. After the flight mission, the aircraft data needs to be read through ground-based specialized equipment and software to plot time-domain curves of the selected data. Furthermore, this data recording is primarily for system fault diagnosis and accident analysis, and does not provide a comprehensive analysis and display of the flight status from the pilot's perspective.

[0004] It can be seen that current aircraft do not have the function of comprehensive analysis and display of flight status after flight. Pilots cannot immediately check the flight status they are concerned about after flight (after the engine is shut down), which makes it inconvenient for pilots to check the flight process and improve flight actions. Summary of the Invention

[0005] To address the aforementioned problems, this application provides a comprehensive analysis method for the post-flight state of an aircraft, mainly including:

[0006] Step S1: Start recording aircraft flight status data, flight control data, and control surface deflection data after the engine starts, and stop recording after the aircraft lands and the engine is shut down.

[0007] Step S2: During the data recording process, calculate and record the flight time and fuel status simultaneously;

[0008] Step S3: During the data recording process, identify the takeoff and takeoff process and collect key takeoff flight parameters. When the indicated airspeed corresponding to the stick control is less than the takeoff wheel lift speed minus the first margin under that weight, it is determined that the stick control was pulled too early and recorded. When the maximum pitch angle during the takeoff and takeoff process is greater than the tail pitch angle minus the second margin, it is determined that the takeoff pitch angle is too large and recorded.

[0009] Step S4: During the data recording process, calculate and record the range of flight parameters, the range of control stick and pedal displacement, and the range of control surface deflection during the flight process. Calculate the minimum and maximum values ​​of flight status parameters within the range from engine start-up to engine shutdown.

[0010] Step S5: During the data recording process, the flight parameters in the air are judged and the status is recorded. When a certain flight parameter is greater than the threshold value, the time of exceeding the limit is recorded and the amount of exceeding the limit is calculated.

[0011] Step S6: During the data recording process, identify the landing and touchdown process and collect key landing flight parameters. When the maximum normal overload during landing and touchdown is greater than the normal overload threshold for the aircraft's hard landing, it is judged as a hard landing and recorded.

[0012] Step S7: In response to the pilot's triggering operation of the flight status comprehensive analysis and display soft switch on the aircraft cockpit multi-function display screen, after the engine is shut down, the flight status comprehensive analysis page is displayed. The flight status comprehensive analysis page includes flight time, fuel status, comprehensive analysis of takeoff and takeoff process, comprehensive analysis of in-flight process, comprehensive analysis of landing and touchdown process, and vertical and horizontal profile displays.

[0013] Preferably, in step S2, the flight time and fuel status include: flight start time, flight end time, initial fuel weight, fuel consumption weight, and fuel consumption rate; wherein the fuel consumption weight is the difference between the initial fuel weight and the remaining fuel weight, the fuel consumption rate is the ratio of the fuel consumption weight to the flight duration, and the flight duration is the difference between the flight end time and the flight start time.

[0014] Preferably, in step S3, the takeoff process refers to the time period from when the indicated airspeed is greater than the aircraft decision speed until the main landing gear is no longer under load. The key takeoff flight parameters collected during this time period include the maximum stick displacement, maximum pitch angle, indicated airspeed, and maximum elevator deflection.

[0015] Preferably, in step S4, the flight parameters during the flight process include angle of attack, sideslip angle, normal overload, pitch angle, roll angle, indicated airspeed, and Mach number.

[0016] Preferably, in step S5, the excess amount refers to the difference between the maximum value of the flight parameter and the corresponding threshold value within a specified time range before and after the excess time.

[0017] Preferably, in step S6, the landing process refers to the time period when the radio altitude is below the threshold and the main wheel load is not borne. The key landing flight parameters collected include the maximum stick displacement, the maximum pitch angle, the landing airspeed, and the maximum normal overload during landing.

[0018] This application improves the ease with which pilots can immediately review the flight process after landing and engine shutdown, providing a data basis for improving flight control. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the analysis page layout of a preferred embodiment of the comprehensive analysis method for the flight status of an aircraft after flight, as described in this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0021] This application provides a comprehensive analysis method for the flight status of an aircraft after flight, mainly including:

[0022] Step S1: Start recording aircraft flight status data, flight control data, and control surface deflection data after the engine starts, and stop recording after the aircraft lands and the engine is shut down.

[0023] Step S2: During the data recording process, calculate and record the flight time and fuel status simultaneously;

[0024] Step S3: During the data recording process, identify the takeoff and takeoff process and collect key takeoff flight parameters. When the indicated airspeed corresponding to the stick control is less than the takeoff wheel lift speed minus the first margin under that weight, it is determined that the stick control was pulled too early and recorded. When the maximum pitch angle during the takeoff and takeoff process is greater than the tail pitch angle minus the second margin, it is determined that the takeoff pitch angle is too large and recorded.

[0025] Step S4: During the data recording process, calculate and record the range of flight parameters, the range of control stick and pedal displacement, and the range of control surface deflection during the flight process. Calculate the minimum and maximum values ​​of flight status parameters within the range from engine start-up to engine shutdown.

[0026] Step S5: During the data recording process, the flight parameters in the air are judged and the status is recorded. When a certain flight parameter is greater than the threshold value, the time of exceeding the limit is recorded and the amount of exceeding the limit is calculated.

[0027] Step S6: During the data recording process, identify the landing and touchdown process and collect key landing flight parameters. When the maximum normal overload during landing and touchdown is greater than the normal overload threshold for the aircraft's hard landing, it is judged as a hard landing and recorded.

[0028] Step S7: In response to the pilot's triggering operation of the flight status comprehensive analysis and display soft switch on the aircraft cockpit multi-function display screen, after the engine is shut down, the flight status comprehensive analysis page is displayed. The flight status comprehensive analysis page includes flight time, fuel status, comprehensive analysis of takeoff and takeoff process, comprehensive analysis of in-flight process, comprehensive analysis of landing and touchdown process, and vertical and horizontal profile displays.

[0029] This application specifies the entire time period for recording flight parameters in step S1, with data acquisition and calculation performed by the aircraft management system. Modern advanced aircraft all possess an aircraft management system, which integrates the status information of various airborne systems, coordinates hardware resources such as computers and buses, and enhances comprehensive management capabilities for overall aircraft performance. The aircraft management system receives data from the flight control system, atmospheric system, inertial navigation system, landing gear system, and fuel system. The aircraft management system begins recording aircraft flight status data, flight control data, and control surface deflection data after engine startup and continues recording until the aircraft lands and the engines are shut off. Flight status data includes angle of attack, sideslip angle, pitch angle, roll angle, normal overload, indicated airspeed, Mach number, barometric altitude, radio altitude, time, fuel weight, main wheel load, longitude, and latitude; flight control data includes longitudinal and lateral displacement of the control stick, and rudder pedal displacement; control surface deflection data includes elevator deflection, left aileron deflection, right aileron deflection, and rudder deflection.

[0030] Steps S2-S6 provide the specific parameters for the data record.

[0031] In step S2, during the data recording process, flight time and fuel status are recorded and calculated. In some optional embodiments, in step S2, flight time and fuel status include: flight start time, flight end time, initial fuel weight, fuel consumption weight, and fuel consumption rate; wherein the fuel consumption weight is the difference between the initial fuel weight and the remaining fuel weight, the fuel consumption rate is the ratio of the fuel consumption weight to the flight duration, and the flight duration is the difference between the flight end time and the flight start time.

[0032] Step S3 is used to determine the takeoff and takeoff process and record key takeoff flight parameters. In some optional embodiments, in step S3, the takeoff and takeoff process refers to the time period from when the indicated airspeed is greater than the aircraft's decision speed until the main landing gear is no longer under load. The key takeoff flight parameters collected during this time period include the maximum stick displacement, maximum pitch angle, indicated airspeed, and maximum elevator deflection.

[0033] It should be noted that the decision-making speed varies depending on the aircraft and its weight during this step.

[0034] Based on the collected data, it is determined whether the takeoff control action of pulling back the control stick and lifting the nose wheel was premature. For example, in a specific calculation, if the indicated airspeed is less than the takeoff wheel lift speed VR minus 10 km / h for that weight, it is determined that the control stick pull was premature and recorded. The takeoff wheel lift speed VR varies for different aircraft and different weights. For example, if the VR for this takeoff weight is 260 km / h, and the indicated airspeed is less than 250 km / h, then the takeoff control stick pull is recorded as premature.

[0035] Furthermore, based on the collected data, it is determined whether the pitch angle during takeoff is too large. For example, in a specific calculation, if the maximum pitch angle is greater than the tail-touching pitch angle minus 3°, it is determined that the takeoff pitch angle is too large and recorded. Different aircraft have different tail-touching pitch angles. For example, if the takeoff tail-touching pitch angle is 15°, and the maximum pitch angle is greater than or equal to 12°, then the takeoff pitch angle is recorded as too large.

[0036] Step S4 is used to monitor the flight parameters and control parameters of the aircraft in flight. In some optional embodiments, in step S5, the flight parameters during flight include angle of attack, sideslip angle, normal overload, pitch angle, roll angle, indicated airspeed, and Mach number; the control parameters include longitudinal displacement of the control stick, lateral displacement of the control stick, and rudder displacement; and the control surface deflections include elevator deflection, left aileron deflection, right aileron deflection, and rudder deflection. For example, if the minimum angle of attack during the period from engine start to engine shutdown is -3° and the maximum angle of attack is 8°, then the range of angle of attack during flight is -3° to 8°.

[0037] Step S5 is used to determine and record the flight parameters exceeding the limit during the flight process. Different aircraft have different threshold values ​​for exceeding the flight parameters. When a certain flight parameter exceeds the threshold value, the time of exceeding the limit is recorded and the amount of exceeding the limit is calculated.

[0038] In some alternative implementations, in step S5, the excess amount refers to the difference between the maximum value of the flight parameter and the corresponding threshold value within a specified time range before and after the excess time.

[0039] In this embodiment, the specified time range before and after can be 5 seconds before and after. For example, if the angle of attack warning threshold is 15°, and the aircraft angle of attack is greater than 15° at a flight time of 1 hour 15 minutes 40 seconds, then the time of angle of attack exceeding the limit is recorded as 1 hour 15 minutes 40 seconds. Furthermore, the maximum angle of attack within the time period from 1 hour 15 minutes 35 seconds to 1 hour 15 minutes 45 seconds is calculated. Assuming the maximum value is 17.5°, then the angle of attack exceeding the limit is 17.5° minus 15°, which is 2.5°.

[0040] Step S6 is used to record parameters of the landing process. In some optional embodiments, in step S6, the landing process refers to the time period when the radio altitude is below the threshold and the main wheel load is not carried. The key landing flight parameters collected include the maximum stick displacement, the maximum pitch angle, the landing airspeed, and the maximum normal overload of the landing.

[0041] In this embodiment, the threshold is set to 20m. Therefore, when the radio altitude is less than 20m and the main landing gear is not carrying any load, the process until the main landing gear is carrying the load constitutes the landing process. When the maximum normal overload exceeds the aircraft's hard landing normal overload threshold, it is determined to be a hard landing and recorded. Different aircraft have different hard landing normal overload thresholds. For example, the aircraft hard landing normal overload judgment threshold is 1.4. If the maximum normal overload is greater than or equal to 1.4, then a hard landing is recorded.

[0042] Finally, in step S7, a comprehensive flight status analysis is performed. Aircraft cockpit instrument displays typically include electronic flight instrument system displays and multifunction displays. A soft switch, specifically a "Comprehensive Flight Status Analysis and Display" soft switch, is added to the multifunction display. When this switch is triggered, the multifunction display will show the comprehensive flight status analysis page, with the specific layout as follows: Figure 1 As shown. The comprehensive flight status analysis page includes flight time, fuel status, comprehensive analysis of takeoff and liftoff, comprehensive analysis of in-flight flight, comprehensive analysis of landing and touchdown, vertical profile, and horizontal profile. The fuel status section of the comprehensive flight status analysis page includes: remaining fuel, fuel consumption, and fuel consumption rate; the comprehensive takeoff and liftoff analysis includes stick displacement, wheel lift-off speed, takeoff pitch angle, maximum elevator deflection, whether the stick was pulled back too early, and whether the takeoff pitch angle was too large; the comprehensive in-flight flight analysis includes angle of attack range, sideslip angle range, pitch angle range, roll angle range, normal overload range, indicated airspeed range, Mach number range, and the limits and times these parameters exceed. It also includes the longitudinal displacement range of the control stick, the lateral displacement range of the control stick, the rudder pedal displacement range, the elevator deflection range, the left aileron deflection range, the right aileron deflection range, and the rudder deflection range; the comprehensive landing and touchdown analysis includes stick displacement, touchdown speed, touchdown pitch angle, touchdown normal overload, and whether a hard landing occurred. The aircraft management system sends data to the flight status analysis page only after the engine is shut down.

[0043] After the "Flight Status Integrated Analysis and Display" soft switch is triggered, if the engine is not shut down, the Flight Status Integrated Analysis page will display "In flight, flight status cannot be integrated. Please click to view after the flight ends." In addition to displaying the data recorded and analyzed in the aforementioned steps, the Flight Status Integrated Analysis page can also draw vertical profiles based on recorded pressure altitude and time, and horizontal profiles based on recorded longitude and latitude, such as... Figure 1 As described in the right-hand section.

[0044] This application realizes the function of comprehensive analysis and display of the flight status after the aircraft takes off. It does not require additional aircraft hardware and can be implemented directly through software. It allows the pilot to check the flight process immediately after landing and shutting down the engine, providing a data basis for improving flight maneuvers.

[0045] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for comprehensive analysis of post-flight flight conditions of an aircraft, characterized in that, include: Step S1: Start recording aircraft flight status data, flight control data, and control surface deflection data after the engine starts, and stop recording after the aircraft lands and the engine is shut down. Step S2: During the data recording process, calculate and record the flight time and fuel status simultaneously; Step S3: During the data recording process, identify the takeoff and takeoff process and collect key takeoff flight parameters. When the indicated airspeed corresponding to the stick control is less than the takeoff wheel lift speed minus the first margin under that weight, it is determined that the stick control was pulled too early and recorded. When the maximum pitch angle during the takeoff and takeoff process is greater than the tail pitch angle minus the second margin, it is determined that the takeoff pitch angle is too large and recorded. Step S4: During the data recording process, calculate and record the range of flight parameters, the range of control stick and pedal displacement, and the range of control surface deflection during the flight process. Calculate the minimum and maximum values ​​of flight status parameters within the range from engine start-up to engine shutdown. Step S5: During the data recording process, the flight parameters in the air are judged and the status is recorded. When a certain flight parameter is greater than the threshold value, the time of exceeding the limit is recorded and the amount of exceeding the limit is calculated. Step S6: During the data recording process, identify the landing and touchdown process and collect key landing flight parameters. When the maximum normal overload during landing and touchdown is greater than the normal overload threshold for the aircraft's hard landing, it is judged as a hard landing and recorded. Step S7: In response to the pilot's triggering operation of the flight status comprehensive analysis and display soft switch on the aircraft cockpit multi-function display screen, after the engine is shut down, the flight status comprehensive analysis page is displayed. The flight status comprehensive analysis page includes flight time, fuel status, comprehensive analysis of takeoff and takeoff process, comprehensive analysis of in-flight process, comprehensive analysis of landing and touchdown process, and vertical and horizontal profile displays.

2. The comprehensive analysis method for post-flight flight status of an aircraft according to claim 1, characterized in that, In step S2, the flight time and fuel status include: flight start time, flight end time, initial fuel weight, fuel consumption weight, and fuel consumption rate; wherein the fuel consumption weight is the difference between the initial fuel weight and the remaining fuel weight, the fuel consumption rate is the ratio of the fuel consumption weight to the flight duration, and the flight duration is the difference between the flight end time and the flight start time.

3. The comprehensive analysis method for post-flight flight status of an aircraft according to claim 1, characterized in that, In step S3, the takeoff process refers to the time period from when the indicated airspeed is greater than the aircraft's decision speed until the main landing gear is no longer under load. The key takeoff flight parameters collected during this time period include the maximum stick displacement, maximum pitch angle, indicated airspeed, and maximum elevator deflection.

4. The method for comprehensive analysis of aircraft flight status after flight according to claim 1, characterized in that, In step S4, the flight parameters during the in-flight process include angle of attack, sideslip angle, normal overload, pitch angle, roll angle, indicated airspeed, and Mach number.

5. The method for comprehensive analysis of aircraft flight status after flight according to claim 1, characterized in that, In step S5, the excess amount refers to the difference between the maximum value of the flight parameter and the corresponding threshold value within a specified time range before and after the excess time.

6. The method for comprehensive analysis of aircraft flight status after flight according to claim 1, characterized in that, In step S6, the landing process refers to the time period when the radio altitude is below the threshold and the main wheel load is not borne. The key landing flight parameters collected include the maximum stick displacement, the maximum pitch angle, the landing airspeed, and the maximum normal overload during landing.

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