Flight Test Plan Establishment Method

Abstract

The present invention relates to a method for establishing a flight test plan for measuring the performance of equipment for an aircraft. In a method for establishing a flight test plan using a test aircraft and a single target aircraft, the control unit includes the steps of calculating a test speed based on the instrument speed and altitude of each aircraft, calculating the test time of the test flight segment and the transition flight segment based on the maximum distance and minimum distance, and calculating the flight distance based on the starting position, maneuver type, and relative relationship to calculate the ending position.

Description

Technology Field

[0001] The present invention relates to a method for establishing a flight test plan, and more specifically, to a method for establishing a flight test plan for measuring the performance of equipment for an aircraft. Background Technology

[0002] To verify aircraft equipment or systems in a real-world operating environment, flight tests simulating actual operating conditions are essential, and Flying Test Beds (FTBs) are widely used for this purpose. FTBs are effective for verifying equipment reliability because they can carry multiple test and measurement devices and allow for repetitive operation regardless of the platform. In particular, the simultaneous operation of a single Target (TGT) to interact with the test subject is a representative method, requiring precise control of the relative distance, speed, and direction between the two aircraft.

[0003] However, the planning of actual test flights faces several practical constraints. For example, domestic airspace overlaps with military training zones and civilian air routes, making it difficult to reliably secure test airspace, and available test time is also very limited. During testing, control measures must be taken to prevent external aircraft from entering the relevant airspace. Furthermore, particularly in the case of single target aircraft (TGT), test durations tend to be very short due to the limited fuel capacity and the need to repeatedly perform inefficient maneuvers (such as rapid acceleration and altitude changes). For these reasons, test plans must be precisely formulated to ensure they can be executed efficiently within the minimum possible time and space.

[0004] However, existing flight test planning largely relies on manual methods or simplified calculations, which leads to a high probability of errors in estimating distances between maneuvers, calculating relative velocities, and predicting exit positions, as well as requiring excessive time for planning. In particular, real-time response is difficult when variables arise during testing, such as weather changes or measurement issues. Furthermore, the lack of capabilities to calculate optimal paths between test runs or determine the suitability of exit positions within the airspace hinders overall test efficiency. Consequently, there is a continuously being raised need for more quantitative and automated test planning methods. The problem to be solved

[0005] Therefore, this embodiment has been devised to solve the problems described above and presents a method for establishing a flight test plan that can resolve the issues of inefficiency based on manual work and lack of feasibility due to constraints on test airspace and time when establishing a flight test plan using a test aircraft and a single target aircraft.

[0006] In addition, we present a flight test planning method capable of automatically establishing an optimal test plan executable within the test airspace by quantitatively calculating test speed, test time, and termination location for each maneuver. means of solving the problem

[0007] The present invention relates to a method for establishing a flight test plan using a test aircraft and a single target aircraft, wherein the control unit comprises a test speed calculation step in which the control unit receives the measured speed and altitude of the instrument panels of the test aircraft and the single target aircraft and calculates a test speed; a test time calculation step in which the control unit receives the maximum and minimum distances between the test aircraft and the single target aircraft and calculates the test time of the test aircraft, including a test flight segment and a transition flight segment, based on the calculated test speed; and an end position calculation step in which the control unit receives the test speed and test time calculated from the start positions of the test aircraft and the single target aircraft, calculates the flight distance, and calculates the flight distance according to the maneuver type and the relative relationship between the start positions of the test aircraft and the single target aircraft.

[0008] In addition, the test speed calculation step is characterized by calculating the actual flight speed of the test aircraft using the following Equation 1. TAS = IAS + 0.02 x IAS x Altitude / 1000 [Equation 1] Here, TAS is the actual flight speed, and IAS is the speed displayed on the instrument panel.

[0009] In addition, the test speed calculation step is characterized by summing the speed of the test aircraft and the speed of the single target aircraft in the Head-on type according to the test maneuver type, and calculating the test speed as the absolute value of the difference between the speeds of the test aircraft and the single target aircraft in the Tail-on type.

[0010] In addition, the turn flight is classified into one of Turn Out, Cross, No Turn, Half Turn, and Full Turn depending on the maneuver type, and the test time calculation step is characterized by calculating the flight time by including the pre-set turn flight time according to each maneuver type.

[0011] In addition, the above-mentioned transition flight is characterized by calculating the transition flight time based on the longer transition flight time between the test aircraft and the single target aircraft during any one of the maneuver types among No Turn, Half Turn, and Full Turn.

[0012] In addition, the above-mentioned end position calculation step is characterized by calculating the flight distance by adding the flight distances based on the relative starting positions of the test aircraft and the single target aircraft in the case of a Head-on maneuver or a Tail-on maneuver.

[0013] In addition, the above-mentioned end position calculation step is characterized by separately calculating the end positions of the test aircraft and the single target aircraft when the transition flight is a Turn Out, Cross, or Set Up maneuver, respectively, and adjusting the end position according to the rotation time or rotation angle for each maneuver type.

[0014] In addition, the above-mentioned end position calculation step is characterized by calculating individual flight distances according to independently set paths and speeds for the test aircraft and the single target aircraft when the transition flight is a Set Up maneuver, and calculating the end position by adding the flight distances according to the direction between the start position and the end position.

[0015] In addition, after the above-mentioned termination position calculation step, it further includes a test airspace suitability determination step for determining whether the calculated termination position is included within the boundaries of the test airspace.

[0016] In addition, the test airspace suitability determination step further includes a step of outputting a warning or performing recalculation by adjusting the start position if the end position exists outside the airspace.

[0017] In addition, following the test airspace suitability determination step, it further includes a total test time calculation step that calculates the total test time by accumulating and summing the time required for all test maneuvers. Effects of the invention

[0018] The present invention can significantly reduce calculation errors and time consumption associated with manual methods by mathematically calculating test speed, test time, start-up end position, etc., to generate an automated test plan.

[0019] In addition, by reflecting the size and boundary conditions of the test airspace, it is possible to automatically determine whether each test maneuver end location is included within the airspace, thereby allowing the selection of only feasible scenarios even in limited spaces.

[0020] In addition, by optimizing the path and speed during test maneuvers, unnecessary maneuvers and fuel consumption can be minimized, and it contributes to maximizing the test duration of single-target aircraft, which are particularly fuel-constrained.

[0021] In addition, when variables such as weather changes or changes in gas performance occur, test plans can be modified in real time or repeatedly generated simply by adjusting input values, offering excellent adaptability and scalability.

[0022] In addition, it can be easily optimized according to the test purpose, aircraft type, and maneuvering method, and can be widely utilized not only for military testing but also for civil aviation, aerial photography, and tourism flights. Brief explanation of the drawing

[0024] Figure 1 is a flowchart of the present invention. Figure 2 is an example of actual speed measurement. Figure 3 is an example of a Turn out maneuver and a Cross maneuver during a transition flight. Figure 4 is an example diagram of the Set Up operation. Figures 5 to 7 are example diagrams of each situation when calculating the position. Figure 8 is an example of a test planned using the conventional method. FIG. 9 is a first embodiment in which a test was planned using the proposed algorithm. FIG. 10 is a second embodiment in which a test was planned using the proposed algorithm. FIG. 11 is a third embodiment in which the test is planned by changing the test starting position of the test aircraft (FTB). FIG. 12 is a fourth embodiment including an over-airspace section. Specific details for implementing the invention

[0025] The present invention is capable of various modifications and may have various embodiments, and specific embodiments are illustrated in the drawings and described in detail. However, this is not intended to limit the invention to specific embodiments, and it should be understood that it includes all modifications that fall within the spirit and scope of the invention.

[0026] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by those skilled in the art to which this invention pertains.

[0027] Terms such as those defined in commonly used dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an ideal or overly formal sense unless explicitly defined in this application.

[0028] A method for establishing a flight test plan, which is an embodiment of the present invention, will be described in detail below with reference to the attached drawings.

[0029] FIG. 1 is a flowchart of the present invention. Referring to FIG. 1, in a method for establishing a flight test plan using a test aircraft and a single target aircraft, the control unit receives the measured speed and altitude of the instrument panels of the test aircraft and the single target aircraft and calculates the test speed; the control unit receives the maximum distance and minimum distance between the test aircraft and the single target aircraft and calculates the test time of the test aircraft including the test flight segment and the transition flight segment based on the calculated test speed; and the control unit receives the test speed and test time calculated from the starting position of the test aircraft and the single target aircraft and calculates the flight distance, and calculates the flight distance according to the maneuver type and the relative relationship between the starting position of the test aircraft and the single target aircraft.

[0030] After the end position calculation step, it further includes a test airspace suitability determination step to determine whether the calculated end position is included within the boundaries of the test airspace.

[0031] In addition, following the test airspace suitability determination stage, it further includes a total test time calculation stage that calculates the total test time by cumulatively summing the time required for all test maneuvers.

[0032] The test aircraft and single target aircraft include an airspeed meter for measuring speed, a GPS for measuring position, a computational unit for calculating multiple formulas, and a control unit for comprehensively receiving and processing information.

[0033] Flight performance testing involves the simultaneous flight of a test aircraft and a single target aircraft, simulating a test environment under relative maneuver conditions. Multiple aircraft equipment requires performance verification when operating against a counterpart or under conditions of relative motion. For example, radar, tracking sensors, navigation systems, and communication devices operate based on the distance, speed, and direction of other aircraft.

[0034] The test aircraft and a single target aircraft fly simultaneously, and the maximum and minimum distances between the test aircraft and the single target aircraft are pre-set. Performance testing is conducted within the set range.

[0035] The test speed calculation step calculates the test speeds of the test aircraft and the single target aircraft.

[0036] The test time calculation step calculates the test time of the test aircraft, including the test flight segment and the transition flight segment, based on the calculated test speed.

[0037] The end position calculation step calculates the flight distance based on the test speed and test time calculated from the start positions of the test aircraft and the single target aircraft, and calculates the flight distance according to the relative relationship between the maneuver type and the start position.

[0038] The test airspace suitability determination step reviews the feasibility of the proposed test plan in advance by automatically determining whether the calculated waypoint end falls within the predefined boundaries of the test airspace. The test airspace is defined by a range of location coordinates; if the waypoint end is located outside this range, a warning is issued, and iterative simulations can be performed by adjusting the FTB's starting point or modifying the operation.

[0039] The test airspace suitability determination step further includes a step of outputting a warning or performing recalculation by adjusting the start position if the end position exists outside the airspace.

[0040] The total test time calculation step calculates the total test time by accumulating and summing the time required for all test maneuvers. This allows for the comparison of the efficiency of each test plan scenario and enables the derivation of the optimal scenario within realistic constraints, such as fuel limits and airspace usage time restrictions.

[0041] Figure 2 is an example of actual speed measurement. The most important factor in establishing a flight test plan is the aircraft's speed. In the case of an aircraft, there is a difference between the speed displayed on the instrument panel (IAS, Indicated Air Speed) and the actual flight speed (TAS, True Air Speed). This is because as altitude increases, air pressure decreases and air resistance decreases, so the actual speed must be calculated taking altitude into account.

[0042] The test speed calculation step calculates the actual flight speed of the test aircraft using Equation 1 below.

[0043] TAS = IAS + 0.02 x IAS x Altitude / 1000 [Equation 1]

[0044] Here, IAS (Indicated Air Speed) is the actual flight speed, and TAS (True Air Speed) is the speed displayed on the instrument panel. Altitude is elevation.

[0045] During flight testing, aircraft fly under various conditions and can be divided into 'Test Runs,' which involve performing the test, and 'Turn Runs,' which involve moving to the next Test Run after completing the test. In this process, the previously calculated Actual Flight Speed ​​(TAS) is utilized to determine the required time and flight distance.

[0046] Referring to FIG. 2, the positional relationship between the test aircraft (100) and the single target aircraft (200) during a test run is broadly divided into head-on maneuvers and tail-on maneuvers.

[0047] In a head-on maneuver, the test aircraft and a single target aircraft are positioned on the same line and fly in opposite directions. During this maneuver, they fly while facing each other.

[0048] In a tail-on maneuver, the test aircraft and a single target aircraft are positioned on the same line and fly in the same direction. During this maneuver, the test aircraft is positioned behind the single target aircraft.

[0049] In the test speed calculation step, depending on the test maneuver type, the speed of the test aircraft and the speed of the single target are added in the head-on maneuver type, and the absolute value of the difference between the speeds of the test aircraft and the single target is calculated in the tail-on maneuver type.

[0050] Equation [2] below is a formula for calculating the relative speed during a head-on maneuver. Also, Equation [3] below is a formula for calculating the relative speed during a tail-on maneuver.

[0051] When ‘Head on’: Test Velocity = TAS(FTB) + TAS(TGT) [Equation 2]

[0052] When 'Tail on': Test Velocity = | TAS(FTB) - TAS(TGT) | [Equation 3]

[0053] Here, TAS (True Air Speed) is the actual flight speed. FTB is a test aircraft, and TGT is a single target aircraft.

[0054] After completing the test, a transition flight is conducted to move to the next test flight. The transition flight is classified into one of the following maneuvers: Turn Out, Cross, No Turn, Half Turn, and Full Turn, and is applied appropriately depending on the situation.

[0055] FIG. 3 is an example of a Turn Out maneuver and a Cross maneuver during a transition flight. Referring to FIG. 3, the Turn Out maneuver is a type of maneuver in which the test aircraft (100) and the single target aircraft (200) deviate from their original flight path after the test flight section ends and turn outward to enter the next test section. Afterward, they are realigned to the next test section through a test flight maneuver (Set Up), etc.

[0056] The Cross maneuver is a type of Turn Run in which the Test Flight Board (FTB) and the Single Target (TGT) fly in opposite directions after the test concludes to establish a position for entering the next test segment. Subsequently, they are realigned to the next test segment through maneuvers such as the Set Up maneuver.

[0057] The relative speed of the turn-out maneuver is defined as in [Equation 4], and the relative speed of the cross maneuver is defined as in [Equation 5].

[0058] "Turn out": Test Velocity = TAS(FTB) + TAS(TGT) [Equation 4]

[0059] "Cross" time: Test Velocity = TAS(FTB) + TAS(TGT) [Equation 5]

[0060] Here, TAS is the actual flight speed. FTB is a test aircraft, and TGT is a single target aircraft.

[0061] Figure 4 is an example of a Set Up maneuver. Referring to Figure 4, the Set Up maneuver is one of the Turn Run types, and is a maneuver method in which the test aircraft and a single target aircraft independently set their respective speeds and paths to align their positions so that they can enter the next Test Run.

[0062] The No Turn maneuver is a maneuver in which the test aircraft and a single target aircraft move to the next test position along a straight path without turning. It is applied when the starting point (WP Start) and the ending point (WP End) are located in the same direction and a separate change of direction is unnecessary.

[0063] A half turn is a maneuver in which a test aircraft and a single target aircraft perform a 180-degree turn and then move to the next test location. It is primarily used when the test end point is located in the opposite direction to the next test start point.

[0064] A full turn is a maneuver in which an aircraft performs a 360-degree rotation and then moves to the next test position. It is used when narrow-radius rotations are impossible due to the aircraft's characteristics, or when repositioning is required after a stationary rotation maneuver within the airspace.

[0065] Since the test preparation maneuver (Set Up) flies at its own speed, it is defined as [Equation 6] below.

[0066] "Set Up" Time: Test Velocity = TAS(FTB, TGT) [Equation 6]

[0067] Here, TAS is the actual flight speed. FTB is a test aircraft, and TGT is a single target aircraft.

[0068] The test time calculation step will be explained in detail below. The test time is calculated based on distance and speed, and is derived from the previously calculated test speed. The run times for the test run and turn run are calculated as follows:

[0069] Test Run time(min) = (Max range - min range) / Test Velocity x 60 [Equation 7]

[0070] Turn Run time(min)

[0071] Turn out: = Flight distance / Test Velocity x 60 + Turn Time [Equation 8]

[0072] Cross: = Flight distance / Test velocity x 60 + Turn Time / 2 [Equation 9]

[0073] Set Up :

[0074] · No Turning: = Set Up distance / TAS x 60 [Equation 10]

[0075] · Half Turning: = Set Up distance / TAS x 60 + Turn Time / 2 [Equation 11]

[0076] · Full Turning: = Set Up distance / TAS x 60 + Turn Time [Equation 12]

[0077] Here, TAS is the actual flight speed. FTB is a test aircraft, and TGT is a single target aircraft.

[0078] The test run time is calculated based on the difference between the maximum and minimum distance points where test maneuvers are performed within the test run. The maximum and minimum distance points are determined according to the aircraft's performance.

[0079] Turning flight requires a 180-degree or 360-degree turn depending on the direction of rotation. At this time, the required turning flight time is set differently for each aircraft. Accordingly, the turning flight time is calculated based on the longer turning flight time between the test aircraft and the single target aircraft during any one of the maneuver types among No Turn, Half Turn, and Full Turn.

[0080] Figures 5 through 7 are example diagrams of each situation when calculating the position. The termination position of the test aircraft and the single target after the test flight is an important factor in the design of the test airspace and the planning of the next test flight. To this end, the flight distances of the test aircraft and the single target for each test flight will be explained in detail.

[0081] FIG. 5 is an example of a Head-on maneuver and a Tail-on maneuver. Referring to FIG. 5, the step of calculating the end position is characterized by calculating the flight distance based on the relative starting positions of the test aircraft and the single target aircraft in the case of a Head-on maneuver or a Tail-on maneuver.

[0082] The flight distance for head-on and tail-on maneuvers is calculated using [Equation 13] below.

[0083] Flight distance(Test Run) = TAS x Test Run Time / 60 [Equation 13]

[0084] The end position (WP End) can be calculated based on the calculated flight distance. The formula below is a situational position calculation formula and is applied by adding or subtracting depending on the start position (WP Start).

[0085] WP End FTB / TGT of Test Run, when “Head on”

[0086] - WP Start FTB < TGT

[0087] = WP Start FTB + FTB flight distance [Equation 14]

[0088] = WP Start TGT - TGT flight distance [Equation 15]

[0089] - WP Start FTB > TGT time

[0090] = WP Start FTB - FTB flight distance [Equation 16]

[0091] = WP Start TGT + TGT flight distance [Equation 17]

[0092] WP End FTB / TGT of Test Run, when "Tail on"

[0093] WP Start FTB < TGT time

[0094] = WP Start FTB + FTB flight distance [Equation 18]

[0095] = WP Start TGT + TGT flight distance [Equation 19]

[0096] WP Start FTB > TGT time

[0097] = WP Start FTB - FTB flight distance [Equation 20]

[0098] = WP Start TGT - TGT flight distance [Equation 21]

[0099] Here, WP Start(Waypoint Start) is the starting position, and WP End(Waypoint End) is the ending position.

[0100] FIG. 6 is an example of a Turn Out maneuver and a Cross maneuver. Referring to FIG. 6, the end position calculation step is characterized by calculating the end positions of the test aircraft and the single target aircraft separately when the transition flight is a Turn Out maneuver, a Cross maneuver, or a Set Up maneuver, and adjusting the end position according to the turn time or turn angle for each maneuver type.

[0101] The flight distance for the Turn Out and Cross maneuvers is calculated using [Equation 22] and [Equation 23] below.

[0102] Flight distance (Turn Run)

[0103] - Formation: When “Turn out”, = TAS x (Turn Run time - Turn time) / 60 [Equation 22]

[0104] - Formation: When “Cross”, = TAS x (Turn Run time - Turn time / 2) / 60 [Equation 23]

[0105] The end position (WP End) can be calculated based on the calculated flight distance. The formula below is a situational position calculation formula and is applied by adding or subtracting depending on the start position (WP Start).

[0106] WP End FTB / TGT of Turn Run, when “Turn out”

[0107] - WP Start FTB < TGT

[0108] = WP Start FTB - FTB flight distance [Equation 24]

[0109] = WP Start TGT + TGT flight distance [Equation 25]

[0110] WP Start FTB > TGT time

[0111] = WP Start FTB + FTB flight distance [Equation 26]

[0112] = WP Start TGT - TGT flight distance [Equation 27]

[0113] WP End FTB / TGT of Turn Run, at "Cross"

[0114] - WP Start FTB < TGT

[0115] = WP Start FTB + FTB flight distance [Equation 28]

[0116] = WP Start TGT - TGT flight distance [Equation 29]

[0117] - WP Start FTB > TGT time

[0118] = WP Start FTB - FTB flight distance [Equation 30]

[0119] = WP Start TGT + TGT flight distance [Equation 31]

[0120] FIG. 7 is an example of a set-up maneuver. Referring to FIG. 7, the end position calculation step is characterized by calculating individual flight distances according to independently set paths and speeds for the test aircraft and a single target aircraft when the transition flight is a test flight (set-up) maneuver, and calculating the end position by adding the flight distances according to the direction between the start position and the end position.

[0121] The flight distance for the test preparation maneuver (Set Up) is calculated using [Equation 32] below.

[0122] Flight distance (Turn Run)

[0123] - Formation: During "Set Up". = Use FTB / TGT flight distance value [Equation 32]

[0124] WP End FTB / TGT of Turn Run, when “Set Up”

[0125] - When WP Start < WP End: WP Start + flight distance [Equation 33]

[0126] - When WP Start > WP End: WP Start - flight distance [Equation 34]

[0127] Below, we will explain how the time required for testing is reduced through examples applying the conventional method and the method of the present invention. In this case, the flight test was assumed to have been conducted six times in a head-on maneuver situation, with the maximum separation distance set to 60–120 NM and the minimum separation distance set to 10–30 NM.

[0128] Figure 8 is an example of a test planned using the conventional method. Hereinafter, distances are described in aviation units called NM, where 1 NM is 1.852 km. The method involves the test aircraft (FTB) moving to a fixed position and the TGT moving to a designated position for the test. Referring to Figure 8, the test run starting position (B1) of the test aircraft (FTB) is fixed at 130. The test run starting position (C1) of the single target aircraft (TGT) continuously changes to 10 NM, 30 NM, 60 NM, and 70 NM in accordance with the test separation distance and the starting position of the test aircraft (FTB).

[0129] The time required for the test aircraft (FTB) and the single target aircraft (TGT) to move in Turn Run in Fig. 8 is calculated as shown in Table 1 below.

[0130] FTB travel time TGT travel time Turn Run time Turn Run #1 16.8 minutes 15.4 minutes 16.8 minutes Turn Run #2 16.8 minutes 10.8 minutes 16.8 minutes Turn Run #3 12.5 minutes 17.7 minutes 17.7 minutes Turn Run #4 12.5 minutes 6.1 minutes 12.5 minutes Turn Run #5 11.4 minutes 9.6 minutes 11.4 minutes

[0131] In a Turn Run, if the travel times of the test aircraft (FTB) and the single target aircraft (TGT) are not the same, the time is calculated based on the one that arrives later, as both the test aircraft (FTB) and the single target aircraft (TGT) must arrive at the target location to perform the next test. The Turn Run Time is as shown in the table above. Therefore, the total test time (A1), including the time for entering and exiting the airspace, takes approximately 159 minutes.

[0132] FIG. 9 is a first embodiment in which a test is planned using the proposed algorithm. It is a method in which the test aircraft (FTB) and the single target aircraft (TGT) are planned to move flexibly in accordance with the existing method as much as possible. Referring to FIG. 9, the test run starting position (B2) of the test aircraft (FTB) is not fixed but changes flexibly.

[0133] There is an advantage in that the test aircraft (FTB) and the single target aircraft (TGT) move efficiently, reducing the preparation time for the next test flight. For example, it can be seen that the test run starting position (B2) of the test aircraft (FTB) changes to 130 NM, 115 NM, 110 NM, and 95 NM, and the test run starting position (C2) of the single target aircraft (TGT) changes to 10 NM, 15 NM, 30 NM, and 35 NM. Specifically, in the second test, the test aircraft travels a distance of 55 NM and the single target aircraft travels a distance of 25 NM in Fig. 8, and the test aircraft travels a distance of 40 NM and the single target aircraft travels a distance of 40 NM in Fig. 9. In the case where both arrive at the target position, there is an advantage in reducing test time because they arrive quickly in Fig. 9.

[0134] In addition, the total test time includes the time it takes for the test aircraft (FTB) to move from the location where the test ended to the return location '0'. In the conventional embodiment of FIG. 9, the test ends at a location of 105 NM, and the return runtime (D1) takes 18.8 minutes, while in embodiment 1, the test ends at a location of 70 NM, and the return runtime (D2) takes 12.5 minutes. At this time, the speed is calculated as the actual flight speed TAS.

[0135] The total test time (A2) of Example 1 takes approximately 136 minutes. It can be seen that the time has been reduced slightly to 85.5% compared to the conventional method.

[0136] FIG. 10 is a second embodiment in which a test was planned using the proposed algorithm. Referring to FIG. 10, the formation (F3) was set to a cross maneuver method instead of the conventional turn-out maneuver. When proceeding with a cross maneuver, it has the characteristic of being able to perform additional tests at close range between the test aircraft (FTB) and the single target aircraft (TGT). Compared to the conventional method, there is an advantage in that more data can be obtained in terms of test progress.

[0137] The total test time (A3) of Example 2 takes approximately 138 minutes. Even if the test is conducted with a cross maneuver instead of a turn-out maneuver, the total time required is similar to that of Example 1.

[0138] FIG. 11 is a third embodiment in which a test is planned by changing the test start position of the test aircraft (FTB). Referring to FIG. 11, when the test start position of the test aircraft (FTB) is planned to be 10 NM, the pre-prep time (G4) is reduced to 1.7 minutes. Even considering the return runtime (D4) according to the end position (E4), the total test time (A4) is 106 minutes. This is a significant reduction to 66.7% of the level of the existing time.

[0139] This shows that although there may be differences depending on the test configuration and the number of runs, the time required for flight testing can be significantly reduced through the method proposed in the patent.

[0140] FIG. 12 is a fourth embodiment including an airspace overflow section. Referring to FIG. 12, the present invention includes an airspace overflow section (H4) capable of determining whether a test is conducted within a designated airspace and which test has been conducted outside the airspace. The test must be conducted within a pre-authorized airspace (from 0 NM to 150 NM).

[0141] The Airspace Overrun (H4) is calculated by counting the number of tests (I1, I2, I3) and the number of tests in which the test aircraft (FTB) and single target aircraft (TGT) went out of the airspace. This has the advantage of allowing for the re-establishment of plans by identifying cases of airspace overrun in advance during the test planning phase.

[0142] The present invention is not limited to one embodiment and has a diverse scope of application. Furthermore, it is understood that various modifications are possible without departing from the essence of the invention as claimed in the claims. Explanation of the symbols

[0143] 100 : Test airplane 200 : Single target aircraft

Claims

Claim 1 A method for establishing a flight test plan using a test aircraft and a single target aircraft, wherein the control unit receives the measured speed and altitude from the instrument panels of the test aircraft and the single target aircraft and calculates the test speed in a test speed calculation step; the control unit receives the maximum and minimum distances between the test aircraft and the single target aircraft and calculates the test time of the test aircraft, including the test flight segment and the transition flight segment, based on the calculated test speed in a test time calculation step; the control unit receives the test speed and test time calculated from the starting positions of the test aircraft and the single target aircraft and calculates the flight distance, and calculates the flight distance according to the maneuver type and the relative relationship between the starting positions of the test aircraft and the single target aircraft in a test airspace suitability determination step that determines whether the calculated test airspace suitability step is included within the boundary of the test airspace, and wherein the test speed calculation step sums the speed of the test aircraft and the speed of the single target aircraft in a head-on maneuver type according to the test maneuver type, and in a tail-on maneuver type, the A method for establishing a flight test plan characterized by calculating the test speed as the absolute value of the difference in speed between the test aircraft and the single target aircraft. Claim 2 A method for establishing a flight test plan according to claim 1, wherein the test speed calculation step calculates the actual flight speed of the test aircraft through the following Equation 1. TAS = IAS + 0.02 x IAS x Altitude / 1000 [Equation 1] Here, IAS (Indicated Air Speed) is the actual flight speed, and TAS (True Air Speed) is the speed displayed on the instrument panel. Altitude is altitude. Claim 3 delete Claim 4 A method for establishing a flight test plan using a test aircraft and a single target aircraft comprises: a test speed calculation step in which a control unit receives the measured speed and altitude from the instrument panels of the test aircraft and the single target aircraft and calculates the test speed; a test time calculation step in which the control unit receives the maximum and minimum distances between the test aircraft and the single target aircraft and calculates the test time of the test aircraft, including the test flight segment and the transition flight segment, based on the calculated test speed; a test position calculation step in which the control unit receives the test speed and test time calculated from the starting positions of the test aircraft and the single target aircraft and calculates the flight distance, and calculates the flight distance according to the maneuver type and the relative relationship between the starting positions of the test aircraft and the single target aircraft; and a test airspace suitability determination step in which the calculated end position is determined to be included within the boundary of the test airspace, wherein the transition flight is one of a Turn Out, Cross, No Turn, Half Turn, and Full Turn depending on the maneuver type. A method for establishing a flight test plan characterized by being classified, and the test time calculation step calculating the flight time including a pre-set turn time according to each maneuver type. Claim 5 A method for establishing a flight test plan according to claim 4, wherein the conversion flight is calculated as the conversion flight time based on the longer conversion flight time between the test aircraft and the single target aircraft during any one of the maneuver types among the no-turn, half-turn, and full-turn maneuvers. Claim 6 A method for establishing a flight test plan using a test aircraft and a single target aircraft, wherein the control unit receives the measured speed and altitude of the instrument panels of the test aircraft and the single target aircraft and calculates the test speed in a test speed calculation step; the control unit receives the maximum and minimum distances between the test aircraft and the single target aircraft and calculates the test time of the test aircraft, including the test flight segment and the transition flight segment, based on the calculated test speed in a test time calculation step; the control unit receives the test speed and test time calculated from the starting positions of the test aircraft and the single target aircraft and calculates the flight distance, and calculates the flight distance according to the maneuver type and the relative relationship between the starting positions of the test aircraft and the single target aircraft in a termination position calculation step; and determines whether the calculated termination position is included within the boundary of the test airspace in a test airspace suitability determination step, wherein the termination position calculation step is characterized by calculating the flight distance by adding the flight distance based on the relative starting positions of the test aircraft and the single target aircraft in the case of a head-on maneuver or a tail-on maneuver. Method for establishing a flight test plan. Claim 7 A method for establishing a flight test plan according to claim 6, wherein the step of calculating the termination position calculates the termination positions of the test aircraft and the single target aircraft separately when the transition flight is any one of the Turn Out, Cross, and Set Up maneuvers, and the termination position is adjusted according to the turn time or turn angle for each maneuver type. Claim 8 A method for establishing a flight test plan according to claim 7, wherein the step of calculating the end position is characterized by calculating individual flight distances according to independently set paths and speeds for the test aircraft and a single target aircraft when the transition flight is a test flight test maneuver (Set Up), and calculating the end position by adding flight distances according to the direction between the start position and the end position. Claim 9 A method for establishing a flight test plan using a test aircraft and a single target aircraft, wherein the control unit receives the measured speed and altitude of the instrument panels of the test aircraft and the single target aircraft and calculates the test speed in a test speed calculation step; the control unit receives the maximum and minimum distances between the test aircraft and the single target aircraft and calculates the test time of the test aircraft, including the test flight segment and the transition flight segment, based on the calculated test speed in a test time calculation step; the control unit receives the test speed and test time calculated from the starting positions of the test aircraft and the single target aircraft and calculates the flight distance, and calculates the flight distance according to the maneuver type and the relative relationship between the starting positions of the test aircraft and the single target aircraft in a termination position calculation step; and determines whether the calculated termination position is included within the boundary of the test airspace, wherein the test airspace suitability determination step further includes a step of outputting a warning or adjusting the starting position and performing recalculation if the termination position exists outside the airspace. Claim 10 A method for establishing a flight test plan using a test aircraft and a single target aircraft, wherein the control unit receives the measured speed and altitude of the instrument panels of the test aircraft and the single target aircraft and calculates the test speed in a test speed calculation step; the control unit receives the maximum and minimum distances between the test aircraft and the single target aircraft and calculates the test time of the test aircraft, including the test flight segment and the transition flight segment, based on the calculated test speed in a test time calculation step; the control unit receives the test speed and test time calculated from the starting positions of the test aircraft and the single target aircraft and calculates the flight distance, and calculates the flight distance according to the maneuver type and the relative relationship between the starting positions of the test aircraft and the single target aircraft in a termination position calculation step; and determines whether the calculated termination position is included within the boundary of the test airspace, and further comprises a total test time calculation step after the test airspace suitability determination step, which calculates the total test time by accumulating and summing the time required for all test maneuvers.

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