라비와 그리펜의 전자식 비행제어 시스템 개발을 도운 네덜란드 NLR
백선호 | 2008-01-02 15:27:00
조회 6114 | 추천 13 | 다운로드 0
http://www.nlr.nl/documents/Books/nlr50yofs.pdf 에 있는 네덜란드의 항공연구소 NLR이 2006년에 펴낸 문서 "50 YEARS OF RESEARCH FLIGHT SIMULATION IN THE NETHERLANDS - VIRTUAL FLIGHT INTO THE FUTURE"를 보면
이스라엘의 IAI가 라비를 개발하던 1980년대 중반에 네덜란드의 NLR과 계약을 맺고 NLR의 시뮬레이터를 써서 라비의 전자식 비행제어 시스템을 개발했고,
스웨덴의 사브는 1989년과 1993년에 그리펜 시제기를 1대씩 전자식 비행제어 시스템의 소프트웨어의 버그 때문에 날려먹은 다음에 네덜란드의 NLR과 계약하고 NLR의 시뮬레이터를 써서 버그를 찾아 고쳤다고 합니다.
NLR의 시뮬레이터는 네덜란드공군이 쓸 F-16A/B MLU를 록히드 마틴이 개발하고 검증할 때도 사용되었고 지금은 F-35에 쓸 시뮬레이터도 개발되고 있습니다.
네덜란드 자신은 전자식 비행제어를 적용한 전투기나 여객기를 만들지는 않지만 네덜란드는 세스나 사이테이션 비즈니스 제트기를 개조한 시험기를 써서 전자식 비행제어를 연구한 바 있습니다.
참고로 NLR은 독일의 항공연구소인 DLR과 함께 운영하는 풍동에서 F-35 모형과 중국의 새로운 ARJ-21 여객기 모형의 풍동 시험도 해주고 있습니다.
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요약 번역
IAI가 라비를 개발하던 1982년, IAI는 라비의 디지털 비행제어 시스템을 검증하려면 극히 발전된 연구 시뮬레이터를 써야함을 깨달았고, 미국, 유럽, 오스트렐리아의 시설들을 둘러보고는 네덜란드 NLR의 시설을 쓰기로 결정했다. 라비의 조종석을 그대로 재현하기 위해서 NLR은 시뮬레이터에 IAI의 사양에 따라서 만든 조종간을 붙였고, 시뮬레이터는 라비 시제기와 똑같은 비행 특성을 갖도록 만들어졌다. IAI와 NLR이 협력하던 1982년부터 1986년까지 시뮬레이터 연구로부터 얻은 피드백에 따라서 라비의 설계 변경이 이루어졌고, 하부 동체 핀의 길이를 늘리고 랜딩 기어 댐핑 시스템을 바꾸는 구조적인 변경도 이루어졌다.
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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1990년대 중반, NLR의 GFORCE 시뮬레이터는 JAS-39 그리펜 시제기 2대가 추락한 다음 사브가 그리펜의 핸들링 특성을 조사하는데 도움을 주었다. NLR은 비행제어 시스템의 수정을 도왔다.
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).
요약 번역
라비 프로젝트 때 NLR 기술자들이 디지털 비행제어 시스템에 대해서 얻은 지식은 사브 JAS-39 그리펜의 개발에 큰 도움이 되었다. 1989년 그리펜 시제기가 추락하자 사브는 왜 자신들의 고정 시뮬레이터가 시제기를 추락시킨 비행 특성을 재현할 수 없었나라는 질문에 직면했다. 이 질문에 대한 답은 NLR의 GFORCE 시뮬레이터가 제공했다. 수많은 시뮬레이터 비행을 거쳐 NLR의 전문가들은 난기류에 따른 갑작스러운 움직임이 생길 때 조종사의 대응 조작이 그리펜의 비행제어 시스템이 처리하기에 너무 빠르다는 것을 사브에게 확인시켜 주었다. NLR의 도움에 힘입어 사브는 그리펜의 비행제어 시스템의 소프트웨어를 성공적으로 다시 짤 수 있었다.
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.
이스라엘의 IAI가 라비를 개발하던 1980년대 중반에 네덜란드의 NLR과 계약을 맺고 NLR의 시뮬레이터를 써서 라비의 전자식 비행제어 시스템을 개발했고,
스웨덴의 사브는 1989년과 1993년에 그리펜 시제기를 1대씩 전자식 비행제어 시스템의 소프트웨어의 버그 때문에 날려먹은 다음에 네덜란드의 NLR과 계약하고 NLR의 시뮬레이터를 써서 버그를 찾아 고쳤다고 합니다.
NLR의 시뮬레이터는 네덜란드공군이 쓸 F-16A/B MLU를 록히드 마틴이 개발하고 검증할 때도 사용되었고 지금은 F-35에 쓸 시뮬레이터도 개발되고 있습니다.
네덜란드 자신은 전자식 비행제어를 적용한 전투기나 여객기를 만들지는 않지만 네덜란드는 세스나 사이테이션 비즈니스 제트기를 개조한 시험기를 써서 전자식 비행제어를 연구한 바 있습니다.
참고로 NLR은 독일의 항공연구소인 DLR과 함께 운영하는 풍동에서 F-35 모형과 중국의 새로운 ARJ-21 여객기 모형의 풍동 시험도 해주고 있습니다.
----------
요약 번역
IAI가 라비를 개발하던 1982년, IAI는 라비의 디지털 비행제어 시스템을 검증하려면 극히 발전된 연구 시뮬레이터를 써야함을 깨달았고, 미국, 유럽, 오스트렐리아의 시설들을 둘러보고는 네덜란드 NLR의 시설을 쓰기로 결정했다. 라비의 조종석을 그대로 재현하기 위해서 NLR은 시뮬레이터에 IAI의 사양에 따라서 만든 조종간을 붙였고, 시뮬레이터는 라비 시제기와 똑같은 비행 특성을 갖도록 만들어졌다. IAI와 NLR이 협력하던 1982년부터 1986년까지 시뮬레이터 연구로부터 얻은 피드백에 따라서 라비의 설계 변경이 이루어졌고, 하부 동체 핀의 길이를 늘리고 랜딩 기어 댐핑 시스템을 바꾸는 구조적인 변경도 이루어졌다.
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
----------
1990년대 중반, NLR의 GFORCE 시뮬레이터는 JAS-39 그리펜 시제기 2대가 추락한 다음 사브가 그리펜의 핸들링 특성을 조사하는데 도움을 주었다. NLR은 비행제어 시스템의 수정을 도왔다.
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).
요약 번역
라비 프로젝트 때 NLR 기술자들이 디지털 비행제어 시스템에 대해서 얻은 지식은 사브 JAS-39 그리펜의 개발에 큰 도움이 되었다. 1989년 그리펜 시제기가 추락하자 사브는 왜 자신들의 고정 시뮬레이터가 시제기를 추락시킨 비행 특성을 재현할 수 없었나라는 질문에 직면했다. 이 질문에 대한 답은 NLR의 GFORCE 시뮬레이터가 제공했다. 수많은 시뮬레이터 비행을 거쳐 NLR의 전문가들은 난기류에 따른 갑작스러운 움직임이 생길 때 조종사의 대응 조작이 그리펜의 비행제어 시스템이 처리하기에 너무 빠르다는 것을 사브에게 확인시켜 주었다. NLR의 도움에 힘입어 사브는 그리펜의 비행제어 시스템의 소프트웨어를 성공적으로 다시 짤 수 있었다.
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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댓글 [26]
백선호 | 2008-01-03 | 추천 0
YCW | 2008-01-02 | 추천 0
백선호 | 2008-01-02 | 추천 0
YCW | 2008-01-02 | 추천 0
결국 자국산 전투기라고 부를만한 것을 가질려면 스웨덴의 경우를 예로 든다면 공기역학적 형상 설계기술, 미션컴과 OFP, 비행제어 정도가 필요하다는 얘기네요..그만큼 핵심 기술이라는...
백선호 | 2008-01-02 | 추천 0
가마할아범 | 2008-01-02 | 추천 0
YCW | 2008-01-02 | 추천 0
그리고 비겐 전투기용 digital fly-by-wire도 구현 했습니다..<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>
제가 인용한 PDF파일을 보시면 YF-22도 나오구요. 유익한 정보가 많습니다...
날틀 | 2008-01-02 | 추천 0
YCW | 2008-01-02 | 추천 0
http://www.md.kth.se/RTC/SC3S/Presentation-Material/Torin-KTH%20safety%20course%20okt%202002.ppt#261,10,Forecasting
YCW | 2008-01-02 | 추천 0
http://www.springerlink.com/content/cd574k82tka8gebq/<br>
<br>
결국 그리펜의 FBW 소프트웨어는 스웨덴이 비겐을 개조하여 그리펜용으로 만든 것을 기본으로 했다는 것이군요..물론 미국의 Calspan사나 네델란드의 NLR사의 도움이 있었습니다만...
날틀 | 2008-01-02 | 추천 0
백선호 | 2008-01-02 | 추천 0
YCW | 2008-01-02 | 추천 0
YCW | 2008-01-02 | 추천 0
<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>
비행 제어 시스템의 경우 소프트웨어와 전체적인 시스템은 BAE가 했구요.
비행제어 컴퓨터는 록히드에서 가져다 했다고 합니다..
액츄에이터와 센서는 Saab에서 했구요..<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.
날틀 | 2008-01-02 | 추천 0
백선호 | 2008-01-02 | 추천 0
YCW | 2008-01-02 | 추천 0
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>
그러다가 개발 지연등으로 결국 94년경에는 BAE의 소프트웨어를 사용하게 된 것으로 보입니다...
백선호 | 2008-01-02 | 추천 0
백선호 | 2008-01-02 | 추천 0
<br><br>
[BASA 시범기사업 개시]<br>
우리 회사 BASA 시범기 형상준비팀의 역사적 Kick-off Meeting이 지난 4월27일 민항기조립동 2층 회의실에서 열렸다. BASA 시범기사업은 <font color="red">건설교통부 주관으로 미국 연방항공청(FAA)과 상호항공안전협정(BASA) 체결을 위한 인증 시범기(Shadow Project)를 개발하는 사업</font>으로, 우리나라의 항공 완제기 인증권 획득과 완제기 개발을 동시에 성사시키는 것이 목표다.<br>
BASA 시범기를 성공적으로 개발하면 우리나라의 민수 부품 위주 항공산업계를 완제기 생산 단계로 끌어올리는 등 엄청난 파급효과가 있다. 우리 회사는 이를 위해 건교부ㆍ항공우주연구원ㆍ국방과학연구소ㆍ서울대 등과 함께 공동 연구개발을 추진하고 있다. 한편 완제기 개발은 세계 민항기 시장 전망이 밝아 우리 회사는 물론 국가적으로도 지대한 관심이 쏠리고 있는 분야다.
maxi(김민석) | 2008-01-02 | 추천 0
maxi(김민석) | 2008-01-02 | 추천 0
백선호 | 2008-01-02 | 추천 0
가마할아범 | 2008-01-02 | 추천 0
밀메니아 | 2008-01-02 | 추천 0
비록 회전익이나 고정익에서도 적용되는 부분은 있을꺼라고 봅니다.<br>
언젠간 무기방에서 KHP의 당위성중 하나가 KFX 개발을 위한<br>
소프트웨어와 항전시스템이 포함되어 있다고 본적이 있습니다.<br>
(그렇다고 KHP 지지자는 아닙니다.)<br>
회전익에서 사용되는 기술이지만 개량한다면 고정익에서도 응용가능하지 않을까란<br>
조심스러운 추정을 해보네요.
백선호 | 2008-01-02 | 추천 0
가마할아범 | 2008-01-02 | 추천 0