• 제어로봇시스템학회논문지
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• 제14권12호
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• pp.1244-1252
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• 2008

This paper presents the analysis results obtained by the flight test of reconfiguration flight control system for an aircraft. The reconfiguration flight control system was designed by using control allocation scheme that automatically distributes the demanded control moments determined by control law to each actual control surface. In this paper, some control allocation algorithms for reconfiguration control of general aircraft with redundant control surfaces are summarized and their performance evaluation results through nonlinear simulation and Hardware-In-the-Loop-Simulation (HILS) test are shown. Also, Unmanned Aerial Vehicle (UAV) system adopted as a platform for the flight test of reconfiguration flight controller and the implementation procedure of reconfiguration flight controller into real-time UAV system were introduced. Finally, flight test results were analyzed.

• 한국정밀공학회지
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• 제33권10호
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• pp.781-787
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• 2016

We introduce FEST (Flight Environment Simulation Test) procedures for precise guided missiles to reliably improve systems. Flight vibration specification was established based on power spectral density curves calculated from flight test data of a high speed precise guided missile. A FEST pre-profile was developed according to flight vibration specification and delivered to a precise guided missile assembly. Vibration responses were measured by installing accelerometers on electronic components vulnerable to dynamic forces. The FEST profile was adjusted by comparing the vibration responses and the flight vibration specification. Subsequently, the FEST profile was repeatedly modified through trial and error, because the responses were similar to the flight environment. The modified FEST profile enabled performance testing of assembled precise guided missiles under simulated flight conditions on the ground, where unexpected errors could be corrected before the flight tests, leading to cost and risk reduction in the development of the precise guided missile system.

• 한국항공운항학회지
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• 제14권2호
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• pp.9-16
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• 2006

FAA AC120-40B Level D flight dynamics model for T-50 Full Mission Trainer was successfully developed. Since AC120-40B Level D requires the quantitative validation tests for simulation model compared with flight test data, T-50 flight test data for each validation test item was gathered, and also automatic test environments which include AFT (Automatic Fidelity Tester) and STA (Simulation Test Analyzer) were developed. The final test results after the iterative test-tuning processes were all within the tolerances specified in AC120-40B Level D. Qualification Test Guide, QTG contains the detail test processes and results.

• 한국시뮬레이션학회논문지
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• 제27권1호
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• pp.111-117
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• 2018

영상탐색기가 적용된 유도무기체계의 경우 영상 추적 성능이 체계 성능에 큰 영향을 미치기 때문에 유도탄 비행 중 강인한 영상 추적 성능을 확보하는 것이 필수적이다. 유도탄의 실사격 비행시험이 실제 영상 추적 성능을 확인하기 위한 가장 확실한 방법이나, 실사격 시험만으로 영상 추적기법을 실험 및 수정/보완할 경우 매우 큰 비용 손실이 발생하게 된다. 따라서 영상탐색기를 유도탄 비행 궤적을 모의할 수 있는 비행체에 탑재 후 추적 성능을 시험하는 탑재비행시험(CFT; Captive Flight Test)을 수행하게 된다. 하지만 탐색기를 탑재하는 항공기가 유도탄의 완벽한 거동을 모의하는 것은 불가능하기 때문에 탑재 비행시험만으로 체계 성능을 확인할 수는 없다. 본 논문에서는 기존 영상추적기법 단독 성능 확인에만 한정되어 있던 탑재비행시험 영상을 통합비행 시뮬레이션에 적용하여 체계 성능 확인이 가능하도록 한 기법 연구 결과에 대하여 기술하였다. 이 연구는 탑재비행시험 영상의 활용도를 증대시킬 뿐만 아니라, 기존 합성영상 기반의 통합비행 시뮬레이션 기법의 사실성을 보완할 수 있어 다양한 측면에서 체계 성능 검증을 가능하게 하였다.

• 한국항공우주학회지
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• 제37권4호
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• pp.406-412
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• 2009

헬리콥터 시뮬레이터용 비행 시뮬레이션 모델은 비행 성능과 조종특성에 직접적인 영향을 주는 핵심 모델 중 하나로서, 헬리콥터 설계/제작사로부터 원천 자료 및 모델을 확보하여 개발하는 것이 일반적이다. 본 연구에서는 일반적인 개발 방식과는 다르게 헬리콥터 운용/정비 관련 가용한 자원을 활용하여 기본 모델을 구성하고 이를 비행시험 결과와 비교 튜닝하여 검증하는 방법을 채택하였다. 즉, 대상 헬리콥터인 KA-32T의 제작사로부터 헬리콥터 데이터를 확보할 수 없는 현실을 감안하여 정비교범, 비행교범, 해석, 실측, 논문 등을 기준으로 비행 시뮬레이션 기본 모델을 개발하였다. 이후 기준 데이터 획득을 위해 KA-32T를 대상으로 비행시험을 수행하였으며, 시뮬레이션 결과를 획득된 비행시험 결과와 비교 튜닝하여, 개발된 비행 시뮬레이션 모델이 FAA AC120-63 Level C 규격에 적합한 충실도를 보유함을 검증하였다.

• 항공우주시스템공학회지
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• 제14권2호
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• pp.12-19
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• 2020

In Korea, the regulation is MOLIT Notice 2018-290, Guidance for Approval of Synthetic Flight Trainer as Flight Simulator and Flight Training Device. The FAA (Federal Aviation Administration) categorizes FSTD (Flight Simulation Training Device) into FFS (Full Flight Simulator) and FTD (Flight Training Device), according to its level. Additional categories for regulation are airplane and helicopter, depending on the type of aircraft. In this study, the objective tests for the handling quality of the FAA and Korean regulations were compared and analyzed. In QPS (Qualification Performance Standard), related test titles, flight conditions, and tolerance limits were analyzed for the handling quality. Based on this study, recommendations on amendments to the regulation was presented.

• 제어로봇시스템학회논문지
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• 제11권3호
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• pp.214-221
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• 2005

For decades, airships have being developed in Europe (especially German) and America. Airships are planning to be used for advertisements and airliners as well. In Korea, KARI (Korea Aerospace Research Institute) is developing stratospheric communication airship and the similar research is carried out in Japan. Among them, Zeppelin of German has the cutting-edge airship technology with Zeppelin NT. In this paper, the flight performance and stability were evaluated by comparing mathematical theory and the real test. The stability was examined through dynamic modeling and assured by designing controllers at each flight mode. Elevator angle, rudder angle, magnitude of thrust and tilting angle of thrust vector were used as control inputs. Moreover, after measuring the airship velocity, flight direction, magnitude and direction of the wind, attitude angles and trajectories of the airship at each flight mode, the results were compared with the simulation. To get the reasonable data, low-pass filter and band-stop filter were designed to get rid of the sensor noise and engine vibration. The test was accomplished at cruise mode, turning mode, and deceleration. To conclude, with comparing the simulation data and flight test data, it could be known that the dynamic model used in this paper was reasonable.

• 제어로봇시스템학회:학술대회논문집
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• 제어로봇시스템학회 1997년도 한국자동제어학술회의논문집; 한국전력공사 서울연수원; 17-18 Oct. 1997
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• pp.1659-1662
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• 1997

The objective of this paper is to estimate the aerodynamic derivatives of a single turbo-prop aircraft at a specified flight condition for the best deduction of the dynamic characteristics using modified maximum likelihood estimation method whcih is known to be unbiased, efficient, and consistent. The flight test data necessary to the estimation of aerodynamic derivatives is obtained by implementing the six degree of freedom nonlinear flight simulation to consider the effects of several control input types, control deflection amplitudes, and intensity of turbulence. The simulated data is added with the measurement noise, which is regarded as the actual flight test data.

• 한국항공우주학회지
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• 제41권1호
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• pp.10-16
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• 2013

본 논문에서는 풍동 실험을 통해 취득한 소음측정 결과에서 실제 비행에 기체에서 발생되는 소음을 예측하는 과정에 대하여 다루었으며 정지된 소음원을 비행하는 것과 같은 상태로 시뮬레이션 할 수 있는 방법에 대하여 소개하고 실험을 통하여 검증하였다. 또한 국제민간항공기구(이하 ICAO)에서 규정한 절차에 따라 틸트로터 항공기 및 무인항공기의 환경소음을 평가할 수 있는 방안을 제시하였다. 제시한 평가 방안을 검증하기 위해서 풍동실험과 비행시험에 대한 소음실험 시뮬레이션 프로그램을 구성하였으며 7kg급 무인항공기를 통한 풍동 실험 및 비행 실험을 수행하였으며 풍동 실험 결과로부터 비행 상태의 소음예측이 가능하다는 것을 확인 할 수 있었다.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2003년도 추계학술대회
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• pp.1045-1050
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• 2003

In this study, to investigate the effects of omitting low-amplitude cycles from a flight-simulation loading, crack growth tests are conducted on 2124-T851 aluminum alloy specimens. Three test spectra are generated by omitting small load ranges as counted by the rain-flow count method. The crack growth test results are compared with the data obtained from the flight-simulation loading. The experimental results show that omission of the load ranges below 5% of the maximum load does not significantly affect crack growth behavior, because these are below the initial stress intensity factor range. However, in the case of omitting the load ranges below 15% of the maximum load, crack growth rates decrease, and therefore crack growth curve deviates from the crack growth data under the flight-simulation loading. To optimize the load range that can be omitted, crack growth curves are simulated by the stochastic crack growth model. The prediction shows that the omission level can be extended to 8% of the maximum load and test time can be reduced by 59%.