http://www.nlr.nl/documents/Books/nlr50yofs.pdf ¿¡ ÀÖ´Â ³×´ú¶õµåÀÇ Ç×°ø¿¬±¸¼Ò NLRÀÌ 2006³â¿¡ Æì³½ ¹®¼ "50 YEARS OF RESEARCH FLIGHT SIMULATION IN THE NETHERLANDS - VIRTUAL FLIGHT INTO THE FUTURE"¸¦ º¸¸é
À̽º¶ó¿¤ÀÇ IAI°¡ ¶óºñ¸¦ °³¹ßÇÏ´ø 1980³â´ë Á߹ݿ¡ ³×´ú¶õµåÀÇ NLR°ú °è¾àÀ» ¸Î°í NLRÀÇ ½Ã¹Ä·¹ÀÌÅ͸¦ ½á¼ ¶óºñÀÇ ÀüÀÚ½Ä ºñÇàÁ¦¾î ½Ã½ºÅÛÀ» °³¹ßÇß°í,
½º¿þµ§ÀÇ »çºê´Â 1989³â°ú 1993³â¿¡ ±×¸®Ææ ½ÃÁ¦±â¸¦ 1´ë¾¿ ÀüÀÚ½Ä ºñÇàÁ¦¾î ½Ã½ºÅÛÀÇ ¼ÒÇÁÆ®¿þ¾îÀÇ ¹ö±× ¶§¹®¿¡ ³¯·Á¸ÔÀº ´ÙÀ½¿¡ ³×´ú¶õµåÀÇ NLR°ú °è¾àÇÏ°í NLRÀÇ ½Ã¹Ä·¹ÀÌÅ͸¦ ½á¼ ¹ö±×¸¦ ã¾Æ °íÃÆ´Ù°í ÇÕ´Ï´Ù.
NLRÀÇ ½Ã¹Ä·¹ÀÌÅÍ´Â ³×´ú¶õµå°ø±ºÀÌ ¾µ F-16A/B MLU¸¦ ·ÏÈ÷µå ¸¶Æ¾ÀÌ °³¹ßÇÏ°í °ËÁõÇÒ ¶§µµ »ç¿ëµÇ¾ú°í Áö±ÝÀº F-35¿¡ ¾µ ½Ã¹Ä·¹ÀÌÅ͵µ °³¹ßµÇ°í ÀÖ½À´Ï´Ù.
³×´ú¶õµå ÀÚ½ÅÀº ÀüÀÚ½Ä ºñÇàÁ¦¾î¸¦ Àû¿ëÇÑ ÀüÅõ±â³ª ¿©°´±â¸¦ ¸¸µéÁö´Â ¾ÊÁö¸¸ ³×´ú¶õµå´Â ¼¼½º³ª »çÀÌÅ×ÀÌ¼Ç ºñÁî´Ï½º Á¦Æ®±â¸¦ °³Á¶ÇÑ ½ÃÇè±â¸¦ ½á¼ ÀüÀÚ½Ä ºñÇàÁ¦¾î¸¦ ¿¬±¸ÇÑ ¹Ù ÀÖ½À´Ï´Ù.
Âü°í·Î NLRÀº µ¶ÀÏÀÇ Ç×°ø¿¬±¸¼ÒÀÎ DLR°ú ÇÔ²² ¿î¿µÇϴ dzµ¿¿¡¼ F-35 ¸ðÇü°ú Áß±¹ÀÇ »õ·Î¿î ARJ-21 ¿©°´±â ¸ðÇüÀÇ Ç³µ¿ ½ÃÇèµµ ÇØÁÖ°í ÀÖ½À´Ï´Ù.
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IAI°¡ ¶óºñ¸¦ °³¹ßÇÏ´ø 1982³â, IAI´Â ¶óºñÀÇ µðÁöÅÐ ºñÇàÁ¦¾î ½Ã½ºÅÛÀ» °ËÁõÇÏ·Á¸é ±ØÈ÷ ¹ßÀüµÈ ¿¬±¸ ½Ã¹Ä·¹ÀÌÅ͸¦ ½á¾ßÇÔÀ» ±ú´Þ¾Ò°í, ¹Ì±¹, À¯·´, ¿À½ºÆ®·¼¸®¾ÆÀÇ ½Ã¼³µéÀ» µÑ·¯º¸°í´Â ³×´ú¶õµå NLRÀÇ ½Ã¼³À» ¾²±â·Î °áÁ¤Çß´Ù. ¶óºñÀÇ Á¶Á¾¼®À» ±×´ë·Î ÀçÇöÇϱâ À§Çؼ NLRÀº ½Ã¹Ä·¹ÀÌÅÍ¿¡ IAIÀÇ »ç¾ç¿¡ µû¶ó¼ ¸¸µç Á¶Á¾°£À» ºÙ¿´°í, ½Ã¹Ä·¹ÀÌÅÍ´Â ¶óºñ ½ÃÁ¦±â¿Í ¶È°°Àº ºñÇà Ư¼ºÀ» °®µµ·Ï ¸¸µé¾îÁ³´Ù. IAI¿Í NLRÀÌ Çù·ÂÇÏ´ø 1982³âºÎÅÍ 1986³â±îÁö ½Ã¹Ä·¹ÀÌÅÍ ¿¬±¸·ÎºÎÅÍ ¾òÀº Çǵå¹é¿¡ µû¶ó¼ ¶óºñÀÇ ¼³°è º¯°æÀÌ ÀÌ·ç¾îÁ³°í, ÇϺΠµ¿Ã¼ ÇÉÀÇ ±æÀ̸¦ ´Ã¸®°í ·£µù ±â¾î ´ïÇÎ ½Ã½ºÅÛÀ» ¹Ù²Ù´Â ±¸Á¶ÀûÀÎ º¯°æµµ ÀÌ·ç¾îÁ³´Ù.
When Israel Aircraft Industries (IAI) began developing the Lavi multi-role fighter aircraft in 1982, they soon realised that they were going to need the use of an extremely advanced research simulator to help them prove its highly advanced Digital Flight Control System (DFCS). IAI looked for a facility that could match the sort of leading-edge technology they were developing for the aircraft. Having assessed what was available in the US, Europe and Australia, they decided that the most appropriate facility was NLR in Amsterdam. NLR could offer them the right level of expertise together with a high fidelity moving-based simulator platform. In order to ensure that the simulator cockpit truly resembled the Lavi's, NLR designed a control stick to IAI's specifications and the simulator was fitted out with the same flying characteristics as the prototypes. So much so, that IAI's chief test pilot remarked with amazement: "The simulator flew in exactly the same way as the actual aircraft!" One of Lavi's key features was the sophistication of the cockpit, which was designed according to the requirements laid down by Israel's combat pilots. It was essential that the pilot should be able to engage the enemy, in the air or on the ground, without being distracted by having to monitor the aircraf t's subsystems. During the time the two companies collaborated on the project (1982 - 1986) a number of design changes were implemented as a direct result of the feedback obtained from the simulator research. Structural changes were also made to the aircraft including an extended under- fuselage fin and alterations to the landing gear damping system. Although the Lavi project was
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1990³â´ë Áß¹Ý, NLRÀÇ GFORCE ½Ã¹Ä·¹ÀÌÅÍ´Â JAS-39 ±×¸®Ææ ½ÃÁ¦±â 2´ë°¡ Ã߶ôÇÑ ´ÙÀ½ »çºê°¡ ±×¸®ÆæÀÇ Çڵ鸵 Ư¼ºÀ» Á¶»çÇϴµ¥ µµ¿òÀ» ÁÖ¾ú´Ù. NLRÀº ºñÇàÁ¦¾î ½Ã½ºÅÛÀÇ ¼öÁ¤À» µµ¿Ô´Ù.
In the mid 1990s, GFORCE was able to assist Saab Aerospace of Sweden with their investigations into the handling qualities of the JAS 39 Gripen fourth-generation fighter following two separate prototype crashes. NLR helped to fix the flight control system (see box story on next page).
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¶óºñ ÇÁ·ÎÁ§Æ® ¶§ NLR ±â¼úÀÚµéÀÌ µðÁöÅÐ ºñÇàÁ¦¾î ½Ã½ºÅÛ¿¡ ´ëÇؼ ¾òÀº Áö½ÄÀº »çºê JAS-39 ±×¸®ÆæÀÇ °³¹ß¿¡ Å« µµ¿òÀÌ µÇ¾ú´Ù. 1989³â ±×¸®Ææ ½ÃÁ¦±â°¡ Ã߶ôÇÏÀÚ »çºê´Â ¿Ö ÀڽŵéÀÇ °íÁ¤ ½Ã¹Ä·¹ÀÌÅÍ°¡ ½ÃÁ¦±â¸¦ Ã߶ô½ÃŲ ºñÇà Ư¼ºÀ» ÀçÇöÇÒ ¼ö ¾ø¾ú³ª¶ó´Â Áú¹®¿¡ Á÷¸éÇß´Ù. ÀÌ Áú¹®¿¡ ´ëÇÑ ´äÀº NLRÀÇ GFORCE ½Ã¹Ä·¹ÀÌÅÍ°¡ Á¦°øÇß´Ù. ¼ö¸¹Àº ½Ã¹Ä·¹ÀÌÅÍ ºñÇàÀ» °ÅÃÄ NLRÀÇ Àü¹®°¡µéÀº ³±â·ù¿¡ µû¸¥ °©ÀÛ½º·¯¿î ¿òÁ÷ÀÓÀÌ »ý±æ ¶§ Á¶Á¾»çÀÇ ´ëÀÀ Á¶ÀÛÀÌ ±×¸®ÆæÀÇ ºñÇàÁ¦¾î ½Ã½ºÅÛÀÌ Ã³¸®Çϱ⿡ ³Ê¹« ºü¸£´Ù´Â °ÍÀ» »çºê¿¡°Ô È®ÀνÃÄÑ ÁÖ¾ú´Ù. NLRÀÇ µµ¿ò¿¡ ÈûÀÔ¾î »çºê´Â ±×¸®ÆæÀÇ ºñÇàÁ¦¾î ½Ã½ºÅÛÀÇ ¼ÒÇÁÆ®¿þ¾î¸¦ ¼º°øÀûÀ¸·Î ´Ù½Ã © ¼ö ÀÖ¾ú´Ù.
The knowledge gained on Digital Flight Computer Systems by NLR technicians during the Lavi project was to prove extremely valuable for the development of another multi-role fighter, the Saab JAS 39 Gripen. Following the crash of the prototype Gripen in 1989, Saab was faced with a difficult question. Why was their fixed-base simulator not able to reproduce the flying characteristics which led to the loss of the aircraft? The answer to this question was supplied by NLR's GFORCE simulator. It was because the test pilot was not flying the prototype aircraft in the same way as he was flying Saab's simulator.
GFORCE, with its moving-platform, capable of combining six different movement types (six degrees of freedom) was reconfigured to replicate the Gripen to create the level of realism required for this type of investigation. Saab even supplied their mini side-stick for added authenticity. Following exhaustive research flights the NLR experts were able to confirm to Saab that when the aircraft experienced sudden movements due to wind turbulence, the pilot's corrective steering was too quick for the aircraft Flight Control System. The Gripen was experiencing Pilot Induced Oscillation (PIO). In the same way as a car loses control when the driver overcompensates whilst steering violently out of a turn, the pilot's rapid steering from side to side was misinterpreted by the flight control system, resulting in loss of control. With the help of NLR, Saab was able to successfully reprogramme the flight control system to compensate.
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°á±¹ ÀÚ±¹»ê ÀüÅõ±â¶ó°í ºÎ¸¦¸¸ÇÑ °ÍÀ» °¡Áú·Á¸é ½º¿þµ§ÀÇ °æ¿ì¸¦ ¿¹·Î µç´Ù¸é °ø±â¿ªÇÐÀû Çü»ó ¼³°è±â¼ú, ¹Ì¼ÇÄÄ°ú OFP, ºñÇàÁ¦¾î Á¤µµ°¡ ÇÊ¿äÇÏ´Ù´Â ¾ê±â³×¿ä..±×¸¸Å ÇÙ½É ±â¼úÀ̶ó´Â...
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±×¸®°í ºñ°Õ ÀüÅõ±â¿ë digital fly-by-wireµµ ±¸Çö Çß½À´Ï´Ù..<br>
<br>
http://ftp.rta.nato.int/public//PubFulltext/RTO/TR/RTO-TR-029/TR-029-$$ALL.pdf<br>
<br>
This discussion is from Kullberg and Elcrona, with additional comment.<br>
Prior to commencing on the JAS-39 project, SAAB¡¯s experience of the PIO phenomenon had commenced
with the J-35 Draken aircraft. This aircraft had high stick sensitivity combined with a linear gearing of the
stick to elevon. Following the PIO, the solution devised was to add a non-linear gearing and improve the
stability augmentation of the system.<br>
For the next aircraft project, the AJ-37 Viggen, significant work was performed on the handling qualities
and resistance to PIO, based upon new information received during the 1960s from Ashkenas, McRuer and
A¡¯Harrah. By 1963, Sweden had developed its own specification for flight control system design and for
handling qualities. The latest versions of this AJ-37 aircraft have a digital flight control system. The AJ-37
Viggen has never experienced a problem with PIO in its service to date.<br>
The JAS-39 flight control system originated from demonstration work performed by SAAB on a FBW
AJ-37 Viggen aircraft. This aircraft had been flown with instability levels of up to 4% chord at low Mach
Number. This was the limit for this aircraft. Although this aircraft was reported to have experienced Level 2
or 3 handling, due to excessive time delays within the flight control system, it never experienced rate
limiting or PIO. On this basis, it was deemed that there was sufficient knowledge and confidence to proceed
with the JAS-39 aircraft project, and the JAS-39 specification was written around this experience, with a
demanding handling qualities requirement. {Comment: At this point, the process as stated seems like the
ideal way to develop a flight control system design specification, i.e. using results from a technology
demonstrator and rigorous analysis}.<br>
Á¦°¡ ÀοëÇÑ PDFÆÄÀÏÀ» º¸½Ã¸é YF-22µµ ³ª¿À±¸¿ä. À¯ÀÍÇÑ Á¤º¸°¡ ¸¹½À´Ï´Ù...
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http://www.md.kth.se/RTC/SC3S/Presentation-Material/Torin-KTH%20safety%20course%20okt%202002.ppt#261,10,Forecasting
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http://www.springerlink.com/content/cd574k82tka8gebq/<br>
<br>
°á±¹ ±×¸®ÆæÀÇ FBW ¼ÒÇÁÆ®¿þ¾î´Â ½º¿þµ§ÀÌ ºñ°ÕÀ» °³Á¶ÇÏ¿© ±×¸®Ææ¿ëÀ¸·Î ¸¸µç °ÍÀ» ±âº»À¸·Î Çß´Ù´Â °ÍÀ̱º¿ä..¹°·Ð ¹Ì±¹ÀÇ Calspan»ç³ª ³×µ¨¶õµåÀÇ NLR»çÀÇ µµ¿òÀÌ ÀÖ¾ú½À´Ï´Ù¸¸...
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<br>
JAS 39 Gripen - an overview: Industrial partners<br>
...<br>
Presentation and recording systems, genaral and weapons computers, flight control actuators and air data sensors: Ericsson Saab Avionics<br>
Flight control system: Lockheed Martin, USA<br>
............................................<br>
<br>
http://www.baesystems.com/Newsroom/NewsReleases/2003/press_22092003.html<br>
<br>
22 Sep 2003 <br>
<br>
Bae provides fly-by-wire systems for military aircraft including the RAH-66 Comanche,
C-17 Globemaster III, F/A-18 Hornet, and JAS 39 Gripen, and also for the Boeing 777 commercial jet.<br>
<br>
ºñÇà Á¦¾î ½Ã½ºÅÛÀÇ °æ¿ì ¼ÒÇÁÆ®¿þ¾î¿Í ÀüüÀûÀÎ ½Ã½ºÅÛÀº BAE°¡ Çß±¸¿ä.
ºñÇàÁ¦¾î ÄÄÇ»ÅÍ´Â ·ÏÈ÷µå¿¡¼ °¡Á®´Ù Çß´Ù°í ÇÕ´Ï´Ù..
¾×Ãò¿¡ÀÌÅÍ¿Í ¼¾¼´Â Saab¿¡¼ Çß±¸¿ä..<br>
The Flygvapnet is currently taking deliveries of Batch 2 Gripens, which feature a new Sundstrand APU, replacing the older Microturbo APU, which was too noisy and not reliable enough; a new Lockheed Martin flight control system computer, replacing a Lear-Siegler unit; a Kaiser HUD, replacing the Hughes-built HUD; and a new display processor.
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http://www.aeroflight.co.uk/types/sweden/saab/jas_39/gripen.htm<br>
<br>
Development of the Flight Control System (FCS) proved problematic and caused delays in finalising the assembly of the first aircraft. <br>
Finally, on 26 April 1987, JAS 39-1 was rolled out at Linkoping. <br>
The first flight was achieved on 9 December 1988, but a major setback occurred not long afterwards. <br>
Following the sixth flight of JAS 39-1 on 2 February 1989, the aircraft veered off the runway and cartwheeled - fortunately the pilot was unhurt. <br>
The cause was found to be flaws in the pitch control routine of the FCS. Calspan in the USA used a modified T-33 to prove the required software corrections. <br>
After 15 months delay, the second prototype JAS 39-2 flew on 4 May 1990 with the new FCS software. <br>
Three more prototypes followed, the fifth and last flying on 23 October 1991. <br>
Flight testing showed drag to be 10% lower than predicted, and airfield performance was better than specified. <br>
In June 1992 the follow-on contract for Batch 2 aircraft was approved.<br>
The four prototypes were joined by the first production Gripen (39-101) on 4 March 1993, upon its maiden flight. <br>
The second production aircraft was delivered to the FMV for service testing on 8 June 1993. <br>
However, the Gripen's problems were not over, and on 18 August 1993, 39-102 crashed during an air display over Stockholm after the pilot had lost control and ejected. <br>
A further revision of the FCS software was required, and this caused flight testing to be suspended until 29 December 1993 when the necessary software updates were available.<br>
±×·¯´Ù°¡ °³¹ß Áö¿¬µîÀ¸·Î °á±¹ 94³â°æ¿¡´Â BAEÀÇ ¼ÒÇÁÆ®¿þ¾î¸¦ »ç¿ëÇÏ°Ô µÈ °ÍÀ¸·Î º¸ÀÔ´Ï´Ù...
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[BASA ½Ã¹ü±â»ç¾÷ °³½Ã]<br>
¿ì¸® ȸ»ç BASA ½Ã¹ü±â Çü»óÁغñÆÀÀÇ ¿ª»çÀû Kick-off MeetingÀÌ Áö³ 4¿ù27ÀÏ ¹ÎÇ×±âÁ¶¸³µ¿ 2Ãþ ȸÀǽǿ¡¼ ¿·È´Ù. BASA ½Ã¹ü±â»ç¾÷Àº <font color="red">°Ç¼³±³ÅëºÎ ÁÖ°üÀ¸·Î ¹Ì±¹ ¿¬¹æÇ×°øû(FAA)°ú »óÈ£Ç×°ø¾ÈÀüÇùÁ¤(BASA) ü°áÀ» À§ÇÑ ÀÎÁõ ½Ã¹ü±â(Shadow Project)¸¦ °³¹ßÇÏ´Â »ç¾÷</font>À¸·Î, ¿ì¸®³ª¶óÀÇ Ç×°ø ¿ÏÁ¦±â ÀÎÁõ±Ç ȹµæ°ú ¿ÏÁ¦±â °³¹ßÀ» µ¿½Ã¿¡ ¼º»ç½ÃÅ°´Â °ÍÀÌ ¸ñÇ¥´Ù.<br>
BASA ½Ã¹ü±â¸¦ ¼º°øÀûÀ¸·Î °³¹ßÇÏ¸é ¿ì¸®³ª¶óÀÇ ¹Î¼ö ºÎÇ° À§ÁÖ Ç×°ø»ê¾÷°è¸¦ ¿ÏÁ¦±â »ý»ê ´Ü°è·Î ²ø¾î¿Ã¸®´Â µî ¾öû³ ÆıÞÈ¿°ú°¡ ÀÖ´Ù. ¿ì¸® ȸ»ç´Â À̸¦ À§ÇØ °Ç±³ºÎ¤ýÇ×°ø¿ìÁÖ¿¬±¸¿ø¤ý±¹¹æ°úÇבּ¸¼Ò¤ý¼¿ï´ë µî°ú ÇÔ²² °øµ¿ ¿¬±¸°³¹ßÀ» ÃßÁøÇÏ°í ÀÖ´Ù. ÇÑÆí ¿ÏÁ¦±â °³¹ßÀº ¼¼°è ¹ÎÇױ⠽ÃÀå Àü¸ÁÀÌ ¹à¾Æ ¿ì¸® ȸ»ç´Â ¹°·Ð ±¹°¡ÀûÀ¸·Îµµ Áö´ëÇÑ °ü½ÉÀÌ ½ò¸®°í ÀÖ´Â ºÐ¾ß´Ù.
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