KR101887955B1 - Standard flight data method for aircraft management - Google Patents

Abstract

The present invention relates to an aircraft management method, and more particularly, to a method and apparatus for generating standard air data based on arbitrary flight data and replacing the generated air data with air data where data loss occurs, And more particularly, to an aircraft management method capable of smoothly analyzing an operation change of an aircraft, a maintenance cycle, and an inspection / repair method.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

The present invention relates to a method for generating and applying standard flight data for aircraft life management, and more particularly, to a method and apparatus for calculating standard flight data based on existing flight data, The present invention relates to an aircraft management method using standard flight data, which can analyze operational changes, maintenance cycles, and inspection / repair methods of an aircraft by applying standard flight data.

In general, the aircraft measures the flight data through the flight data acquisition equipment during the aircraft operation period and evaluates the life cycle of the aircraft and the maintenance cycle by using the life management program to manage the systematic and efficient service life of the aircraft.

In detail, the individual aircraft tracking program using the actual flight data of the aircraft predicts the crack growth rate of the major gas area of the aircraft and the growth time to the limit cracks, and changes the operation of the aircraft, Repair methods, and so on.

Conventionally, in order to analyze operation change, maintenance cycle and inspection / repair method of an aircraft by an individual aircraft tracking program, it is necessary to acquire flight data using a flight data recorder. However, If the data is lost due to a fault and the flight data is not stored smoothly or the abnormal flight data is stored due to noise, the reliability of the condition analysis of the aircraft is deteriorated due to lack of data due to lack of data. .

Therefore, it is possible to generate standard flight data that can replace lost or abnormally stored flight data, and analyze the operation change, maintenance cycle, and inspection / repair method of the aircraft using the generated standard flight data. There is a need for an aircraft management method.

Patent Document 1) Korean Patent Laid-Open Publication No. 1998-0063113 (Name: Method of Analysis of Flight Data for Management of Gas Longevity of Aircraft, Disclosure Date: 2000.07.25)

SUMMARY OF THE INVENTION It is an object of the present invention to provide standard flight data which can not be stored in flight data acquisition equipment or replace flight data stored abnormally due to noise, At the same time, it is an object of the present invention to provide an aircraft management method capable of managing the lifetime of an aircraft using standard flight data that replaces measured flight data and lost flight data.

According to an aspect of the present invention, there is provided an aircraft management method including: acquiring a flight data (S100) in which the flight data acquisition device acquires flight data; A data segment separation step (S200) in which the acquired flight data is divided into a plurality of flight data acquisition segments in the flight data acquisition device; A step (S300) of applying standard flight data in which the standard flight data is applied to the interval in which the data loss is detected in the data interval separated in the data interval separation step (S200) in the flight data acquisition device; And an aircraft management step (S400) in which a computer, in which the individual aircraft tracking program is executed, receives flight data to which standard flight data is applied from the flight data acquisition equipment and manages the life span and the inspection period of the aircraft (S400) In the separation step S200, the flight data is divided into the flight section data A and the landing interval data B, and in the step S300 of applying the standard flight data, the flight section data classified in the data section separation step S200 (A) and landing interval data (B), and the standard flight data applied to the flight interval data (A) is a standard flight data which is based on the flight mission, flight time, Data is applied and the standard flight data applied to the landing interval data (B) is based on the sink rate and the average avail- able time of the post-mission landing maneuver The created standard flight data is applied and the landing interval data B is divided into re-entering area landing data B-1 and complete landing interval data B-2.

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In addition, the flight interval standard flight data C applied in the step S300 of applying the standard flight data is characterized by having the same flight mission as the flight interval data A in which the loss is recognized.

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In addition, the landing interval data B is divided into re-landing interval landing data B-1 and complete landing interval data B-2.

Further, the aircraft management method may further include a step of acquiring a standard flight data (S500), and the step (S500) of acquiring the standard flight data may include acquiring flight data Acquiring step S510; A valid flight data selection step (S520) of validating flight data among the flight data obtained and acquired in the flight data acquisition step (S510) in the flight data acquisition device; A standard flight data generation step S530 in which the valid flight data selected in the valid flight data selection step S520 is classified to generate flight section standard flight data and landing section standard flight data in the flight data acquisition device .

According to the present invention, the standard flight data generation method of the present invention can replace similar standard flight data even if an error occurs in the flight data acquisition device or the flight data is lost due to external noise, And the reliability of management is maximized.

In addition, the obtained flight data is classified into flight section and landing section, and standard flight data corresponding to the flight section data and the landing section flight data are generated and applied, thus making it possible to utilize the actual flight data as much as possible.

In addition, it is advantageous to maximize the reliability of the standard flight data by detecting and using only valid flight data in the process of generating standard flight data.

1 is a flowchart showing an aircraft management method using standard data according to the present invention.
FIG. 2 is a conceptual view showing subdivision of aircraft flight data according to the present invention and application of standard data to subdivided flight data. FIG.
FIG. 3 is a diagram illustrating a group of standard flight data created by using the standard data generation method applied to the aircraft management method of the present invention.
FIG. 4 is a diagram illustrating a group of standard flight data of a landing section created by using the standard data generation method applied to the aircraft management method of the present invention.
5 is a flowchart showing a method of generating standard data applied to an aircraft management method according to the present invention.

Hereinafter, the aircraft management technique using the standard data as described above will be described.

1, an aircraft management method according to the present invention includes a flight data acquisition step (S100) of acquiring flight data using a flight data recorder (S100), a step of acquiring flight data (S300) of applying standard flight data to a segment in which a data loss is detected in a data interval separated in the data interval separating step (S200), and a standard flight data applying step And an aircraft management step (S400) for managing the lifetime and the inspection cycle of the aircraft using the flight data to which the standard flight data is applied.

In detail, management of an aircraft is accomplished by applying actual flight data on an individual aircraft tracking program on a computer in which an individual aircraft tracking program is executed, Based on the actual flight data measured on the flight data acquisition equipment, the individual aircraft tracking program can be used to determine the crack growth rates, critical cracks And the time it takes for the aircraft to grow to a certain point in time, and periodically divides the operation change of the aircraft, the maintenance cycle, and the inspection / repair method.

In this case, if the flight data can not be obtained due to a defect of the unexpected flight data acquisition equipment, or if the abnormal flight data is stored due to the noise, it is difficult to manage the aircraft accurately due to insufficient flight data to be input to the individual flight tracking program. In the application of the standard flight data (S300), the standard flight data was applied to the flight sections where the flight data could not be acquired, thereby solving the problem that the flight management was difficult due to insufficient flight data.

The flight data obtained in the flight data acquisition step S100 may be divided into a plurality of flight section data A and a plurality of landing interval data B in the data section separation step S200, The data can also be subdivided into a plurality of flight section standard flight data C and a plurality of landing section standard flight data D to replace flight section data A and landing section data B that have not been measured or have failed .

In detail, the flight data of the aircraft may include a flight section A1 and a landing section B1 for carrying out the mission as shown in FIG. 2, and a re-departure section B2 for the landing section B1, And the complete landing interval B3 may correspond to the standard flight data so that the flight interval standard flight data C and the re-departure interval standard flight data D-1 and the full landing interval standard flight data D-2).

In FIG. 2, the flight section A1, the re-emergence section B2 and the complete landing section B3 are formed once in the operation of the aircraft, but each section may be formed a plurality of times according to the mission of the aircraft And it is needless to say that the flight interval standard flight data C and the landing interval standard flight data D can also be subdivided correspondingly.

In other words, it improves the reliability of aircraft management by segmenting standard flight data corresponding to segmented flight sections.

Referring to FIG. 3, the method of managing an aircraft according to the present invention includes the steps of applying the standard flight data (S300) to a plurality of flight section standard flight data groups 10 grouped based on the flight mission, flight time, (C), and apply it to the flight section data (A) in which the loss is grasped.

In detail, since the actual flight data for each target is different from each other, standard flight data is formed based on a specific classification standard that is representative in the flight interval standard flight data generation, and the flight interval data (A) And to apply the standard flight data (C) to the lost flight interval data (A) having the same flight mission and the same flight time and peak load coefficient values as the identified flight.

The standard flight data (C) of the flight section is divided into 6 types according to the flight mission, 6 corresponding to the flight time, and there are 5 kinds of the load factors corresponding to the direction of the load The standard flight data C divided into 180 flight segments can be gathered to form a standard flight data group 10 of one flight segment.

Also, as shown in FIG. 4, the landing period standard flight data D is classified into 13 types based on the landing sink value, and one standard flight data group 20 is formed can do.

That is, when data of a certain section constituting the flight section data A separated in the data section separating step S200 is necessary, in the application of the standard flight data S300, corresponding in the flight section standard flight data C group And if data of a certain section constituting the landing interval data B separated in the data section separation step S200 is required, the landing section standard flight data (step S300) is applied in the standard flight data application step S300 D) group by selecting the corresponding data.

In this case, it is recommended that the standard flight data (C) of the replaced flight section be selected based on the mission number, flight time, and peak load coefficient values appearing at the respective sites, and the alternative landing section standard flight data (D) It is recommended to apply the data corresponding to the missing re-origination section landing data (B-2) and the complete landing section data (B-3) based on the average time taken for mission after landing maneuver.

In addition, the aircraft management method of the present invention may further include a standard flight data acquiring step (S500) for acquiring standard flight data that replaces unmeasured or abnormally measured flight data.

5, the standard flight data acquisition step S500 includes a flight data acquisition step S510 for acquiring a flight data recorder (FDR) required for generating standard flight data, and a flight data acquisition step S510 for acquiring a flight data recorder A valid flight data selection step (S520) of selecting valid flight data among the data obtained by digitizing the acquired flight data; and a step of classifying the valid flight data selected in the valid flight data selection step (S520) And a standard flight data generation step (S530) of generating landing interval standard flight data.

In more detail, the flight data acquisition step S510 acquires and dataizes the flight data, and the effective flight data selection step S520 is a step of acquiring the flight data obtained by the acquisition of the flight data (S510) (S521) for generating ASIP (Flight Data for Aircraft Structure Integrity Program) after converting the flight data through the ASIP (Flight Data) A validation step S522 of selecting valid flight data through the data management (Data Management), a valid flight data transfer step S523 of classifying the ASIP flight data and the validated flight data using the numerical analysis program In step S530, the valid data selected in the valid data selection step S520 is subjected to numerical analysis. (Matlab) to calculate the ratio of the flight time to the total flight time in Sothi and the total flight time in Sothi, and at the same time, to calculate the average travel time in Sothi landing area after generating the flight log.

In this case, the standard data forming step S530 includes a flight log generating step S530-1 of automatically inputting the valid flight data selected in the valid flight data selecting step S520 into the numerical analysis program to generate a flight log, And the valid flight data selected in the valid flight data selection step (S520) are analyzed using a numerical analysis program, and the flight log data stored in the flight data storage section The classification step S530-4 of classifying the flight data by performing a numerical analysis on the data obtained in the calculation step 530-3 for calculating the ratio of the flight time to the total time required for the total time per target , The average time required for the landing time per target is calculated using the flight data classified in the classification step (S530-4), the landing interval file is manually selected by the operator, The standard flight data forming step S531 of generating a flight data and the flight data classified in the classifying step S530-4 are used to calculate the time required for the flight of the Soeti flight and the damage value of the flight section of the sootyuna (S532) of generating a flight interval standard flight data by generating the flight interval standard flight data by substituting the calculated travel time of the per-flights flight section and the damage value of the flight interval per target into the numerical analysis program.

The standard flight data forming step S532 includes a flight interval standard flight data damage value analysis step S532-1 for calculating an average value of damage values of the standard flight data of the flight section using the formed flight section standard flight data C, And replacing the damaged flight section standard flight data replacement step (S532-2), which replaces the standard flight data with the standard flight data, in the presence of the standard flight data nonexistent item after calculating the average flight data damage value average of the flight section .

In addition, the flight data generated in the landing section standard flight data forming step S531 and the flight section standard flight data forming step S532 are retrieved through the ORACLE database and then determined as standard flight data to be actually applied using the IAT program It is of course possible to further include the standard flight data determination step S540.

In addition, since the damage values of the per-flights flight section calculated in the flight section standard flight data forming step (S532) may be different even if the same flight mission, flight time, and peak load coefficient values are used, It is recommended to use the flight data closest to the average value of the taxa as the standard flight data of the taxa of the taxa. The calculation of the damage value is based on the strain (strain) of the RP (Reference Point) It is recommended to use the following equation (1) to combine the peak value and the valley value of the values, and it is recommended to use the rain-flow counting algorithm for the number of occurrences of peaks and valleys.

Equation (1)

S: Stress stress, R: Stress ratio stress ratio, RP: Reference point gauge mounting position, E: Young's modulus elastic modulus)

The technical idea should not be interpreted as being limited to the above-described embodiment of the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. Accordingly, such modifications and changes are within the scope of protection of the present invention as long as it is obvious to those skilled in the art.

A: Flight interval data
B: Landing interval data
A1: Transition section
B1: Landing section
B2: Re-entry section
B3: Full landing section
B-1: Landing data
B-2: Full landing interval data
C: Standard flight data
D: Landing section standard flight data
D-1: Standard flight data for the re-launch interval.
D-2: Full landing interval standard flight data.
S100: Flight data acquisition phase
S200: Data segment separation step
S300: Steps for applying standard flight data
S400: Aircraft management step
S500: Standard flight data acquisition phase
S510: Flight data acquisition step
S520: Valid flight data selection step
S530: Standard flight data generation step

Claims (7)

A flight data acquisition step (S100) in which the flight data acquisition equipment acquires the flight data;
A data segment separation step (S200) in which the acquired flight data is divided into a plurality of flight data acquisition segments in the flight data acquisition device;
A step (S300) of applying standard flight data in which the standard flight data is applied to the interval in which the data loss is detected in the data interval separated in the data interval separation step (S200) in the flight data acquisition device; And
And an aircraft management step (S400) in which a computer on which the individual aircraft tracking program is executed receives flight data to which standard flight data is applied from the flight data acquisition equipment and manages the life span and the inspection period of the aircraft ,
In the data section separation step S200, the flight data is divided into flight section data A and landing section data B,
In the step S300 of applying the standard flight data, different standard flight data are applied to the flight section data A and the landing interval data B separated in the data section separation step S200,
Standard flight data applied to the flight interval data (A) is based on standard flight data prepared based on the flight mission, flight time, and peak load coefficient values,
The standard flight data applied to the landing interval data (B) is based on the standard flight data prepared based on the sink rate and the average avail- able time of the landing maneuver after the mission,
Wherein the landing interval data (B) is divided into re-departure section landing data (B-1) and complete landing section data (B-2).
delete delete The method according to claim 1,
Wherein the standard flight data (C) of the flight section applied in the step (S300) of applying the standard flight data has the same flight mission as the flight section data (A) of which the loss is grasped.
delete The method according to claim 1,
The standard flight data to be applied to the flight section data (A) is divided into six types according to the flight mission, six corresponding to the flight time, and five types corresponding to the direction in which the load is applied , And the flight interval standard flight data (C) classified into a total of 180 categories are gathered to form one flight interval standard flight data group (10).
The method according to claim 1,
The aircraft management method includes:
A flight data acquisition step (S510) in which the flight data acquisition device acquires flight data necessary for generating standard flight data;
A valid flight data selection step (S520) of validating flight data among the flight data obtained and acquired in the flight data acquisition step (S510) in the flight data acquisition device;
A standard flight data generation step S530 in which the valid flight data selected in the valid flight data selection step S520 is classified to generate flight section standard flight data and landing section standard flight data in the flight data acquisition device (S500) of acquiring the standard flight data.

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