NO147049B - USE OF STARTING AND LANDING OF AIRCRAFT - Google Patents

Description

The present invention relates to aviation equipment

and especially take-off and landing systems for aircraft.

There are known take-off and landing systems which include

different, functionally isolated systems, which together form a take-off and landing system and have different

equal functions at successive phases of the take-off or landing process. In this connection special mention must be made of locating and glide path transmitter systems, which indicate the course and glide path of the aircraft during landing, radio beacon systems, lighting systems which mark the runway, approach and "lead-in" flare systems, radio marker systems which indicate the moment an aircraft is directly above the middle and outer marker locator, and in the case of the instrument landing system (ILS) also directly above another middle marker locator, various ground-controlled approach systems and so on. All these systems are based on the use of electromagnetic radiation with radio frequency or visible range. In particular, the localizer and the glide path systems use radio waves of meter, decimeter or centimeter wavelengths. Such systems as approach and "lead-in" flares as well as runway marking systems are designed as visual aids, to help the pilot when he has to determine his aircraft's position in relation to the runway.

There are also known lighting systems that indicate the aircraft's glide slope and course. Such systems are often used when landing aircraft on aircraft carrier decks. Among these, a landing system is known which is designed as a mirror indicator and called "Deck Landing Mirror Sight" (DLMS).

Furthermore, there is a DLPS (Deck Landing Projector

Sight) landing system or the so-called projector approach indicator.

Despite the enormous differences, in terms of construction principle, purpose and execution, all these systems have in common that they use electromagnetic radiation as directed radiation, as any scattered radiation is considered disturbing noise.

Increasing flight safety is considered one of the main trends in flight progress, especially when it comes to the approach for landing and the landing itself.

The solution to this problem will make it possible to introduce more precise minimum landing requirements (the height at which decisions are made and visibility distance in the case of a runway). This can lead to a reduction in the aircraft's dead time, which is caused by bad weather conditions, and thus a more economical utilization especially for the private airlines.

This is why take-off and landing systems are constantly being improved, new systems are being developed and old ones are being improved in order to achieve greater reliability and a longer lifetime of the systems. The development and improvement of take-off and landing systems is characterized primarily by a tendency to improve the effectiveness of separate, functionally isolated systems that together form a system, as well as to provide new systems that enable automatic approach and landing until the aircraft touches the ground and runs on the runway. In addition, a number of different auxiliary and additional systems have been and are still being developed that serve to duplicate the systems that are in operation or for auxiliary functions to help the pilot during take-off and landing. Even the development of new sources of electromagnetic radiation, which show new properties, leads to the development of systems that duplicate existing, functionally isolated systems.

The development of lasers has thus in turn led to the development of a number of visual aid systems, which help the pilot determine the direction of the runway. In particular, there is a navigation system according to US patent 3,784,968 which is structurally designed as three rows of reflective mirrors, placed along straight lines leading to the runway, where laser beams are reflected from the mirrors. The system includes laser sources, vertical beam oscillators and a device for limiting the beam visibility. This system induces the effect of a beam traveling in the direction of the runway and helps the pilot to find this direction. The width of the approach zone is limited by the beams reflected from the screens, which are arranged to the left and right of the runway and narrows as an aircraft approaches the runway.

But, as was pointed out at the 7th Air Navigation Conference in Montreal in April 1972, none of the existing landing systems, including ILS, will be able in the near future to fulfill the requirements placed on such systems, as the transfer to stricter minimum requirements by landing requires greater accuracy and a wider spectrum of functional characteristics than the ILS system. The development of new types of aircraft is then also taken into account.

The 7th Air Navigation Conference discussed the current situation and promoted an ICAO program for the development of a new approach/landing system. Such a system must have far greater possibilities and, first and foremost, a high degree of accuracy. It is sufficient to say that the permitted height deviation at the threshold of the runway must not exceed 1.2 m and is reduced to the beginning of the flattening just before landing. In addition, the system must include steering along the runway, thereby providing an acceptable landing accuracy.

This decision, which was taken by the 7th Air Navigation Conference, is due to the fact that the systems in use have a number of disadvantages, of which the low degree of sensitivity is one of the biggest, and consequently gives a low degree of accuracy for flight and a narrow functional area. Although the accuracy of the localization and glideslope systems, which are most often satisfactory and in terms of accuracy far superior to beacon systems with the same purpose, they make it difficult to navigate an aircraft, as there is no reliable visual information, regarding the aircraft's room conditions. In recent years, however, certain precautions have been taken. In particular, television systems have been used which enable the pilot to see the runway in low visibility, or systems which project the instrument information onto the windscreen etc.

A holographic landing indicator (cf. US patent 3,583,784) can serve as an example. Here, an image of the runway is played in front of the pilot, so that he gets an idea of the aircraft in the relevant situation in relation to the runway at a given moment.

The use of a large number of different, functionally isolated systems, which make up a take-off and landing system, has led to the development of a whole set of different instruments which are mounted on board the aircraft. The pilot should follow the indications on a large number of instruments during landing and at the same time observe the situation outside the aircraft. This causes severe psychological stress, makes flying difficult and entails additional factors that can lead to accidents, as the switch from instrument to visual flight and observation of the space outside requires a period of 3-5 seconds. for visual adaptation and identification of objects on the ground.

It must be emphasized that in the development of different, functionally isolated systems which together form a take-off and landing system, emphasis has been placed on the development of systems for landing aircraft. This is due to the fact that the landing is undoubtedly more complicated and that the number of plane accidents and plane crashes is decidedly higher at landing than at take-off. However, the development of fast and especially supersonic aircraft has raised problems in connection with safety at take-off, especially in difficult weather conditions.

The availability of multiple take-off and landing systems with a large number of different, functionally isolated systems has resulted in the development of several landing techniques. The number of starting methods is far less.

The procedure for taking off and landing aircraft depends on the nature of the take-off and landing system. The landing techniques comprise a number of consecutive operations and consist of bringing an aircraft into the coverage area of a take-off and landing system for an airport, the aircraft's descent along a calculated runway, flattening, landing and driving on the ground.

If the take-off and landing system at an airport includes a locator and glide path transmitting system, the actual landing process starts the moment the aircraft's onboard equipment makes contact with the localizer and glide path transmitting system.

A calculated runway for a localizer and glideslope transmitter system is the line of intersection between the course plane and the glideslope plane for an aircraft created by a localizer or a glideslope transmitter. These planes are usually equisignal zones or in some cases zones of modulation-frequency-minimum radiation. The aircraft's deviation from the equisignal zone for a localizer is determined by the localizer receiver, while deviation from the equisignal zone for a glideslope transmission is determined by the glideslope receiver, while deviation from the equisignal zone for a glideslope transmission is determined by the glideslope receiver. Two radio beacon landing systems are generally used in civil aviation: the international ILS system (instrument landing system) and a landing system used by airports in the Soviet Union (CII 50). The difference between these two systems lies in the characteristics of the radio beacon radiation.

If an aerodrome is not equipped with a localizer and glider transmission system, an aircraft is moved on a glide path by determining the distance to the runway threshold and the altitude, as well as the moment when the overflight of the radio marker flares takes place. The course is controlled with a "tracking hominig beacon" and a magnetic compass.

When the aircraft approaches the runway threshold, it is navigated, starting from the destination altitude, visually using visual markers and at night using beacons,

which are arranged on the ground along the edges of the runway and at the approaches to the runway. The aircraft is usually leveled manually by visual orientation at runway references. The aircraft then takes the ground and performs the ground run.

With automatic landing, the entire landing process until the end of the ground run is carried out completely automatically. The existing automatic landing systems are, however, far from perfect and do not satisfy the safety requirements.

The take-off technique consists of driving, take-off and climb and is usually carried out manually, because no take-off system has been developed so far, apart from beacons and runway lights.

Landing systems for aircraft carriers are usually of a combined type and include locator and glide plane transmission systems and light course indicator and glide path indication systems for achieving greater landing safety. In addition, various control and support systems are used to increase landing safety.

Among the radio landing systems for aircraft carriers, e.g. The A-Sean system developed by the Flazesean Company, the AN/SN-42 system that operates in three modes: on command, semi-automatic and fully automatic, as well as the All Weather Carrier Landing System (ACLS) system and the like.

Modern landing systems for aircraft carriers usually work automatically both in the phase when an aircraft is to be brought onto a calculated runway and in the landing phase itself, until the aircraft makes contact with the landing deck. Visual systems are used for control and for manual landing in the event of a failure of the automatic equipment.

The development of take-off and landing systems composed of functionally isolated, systems that have a diversity of functions in the take-off and landing of aircraft, is not the result of a unified attempt to solve the problem of safe and reliable landing, but the product of a development over time, as the systems have gradually been improved, supplemented with others, duplicated and so on. The result of this long-term improvement process is that the information about an aircraft's spatial conditions, emitted by various isolated systems, includes a number of different types of signals, such as e.g. output of pointers or the like from instruments that are part of localization and glider transmission systems, light signals from flare systems, especially approach and "Tead-in" flare systems, acoustic signals indicating flight over radio marker beacons, etc. This access to a large number of functional, in olated systems has led to attempts to cancel out deficiencies in one component system by using others. This applies, for example, to for light-locator GS systems supplementing radio-locator GS systems to offset their most serious disadvantage, which is that visual observation of the calculated runway is impossible.

Practically all existing take-off and landing systems are deficient, because they do not produce clearly marked runway boundaries in space, and because they do not indicate any extension of the runway, which would make landing far easier. Auxiliary flares that mark the runway boundaries, as well as approach and "lead-in" flares serve this purpose to some extent, but such equipment is located at the airport in a different plane than the glideslope plane. This places great demands on the pilot's orientation ability in space. Systems that evoke light-glide-plane trajectories based on light-beam dynamics provide fuzzy boundaries of the glide-slope plane, being marked by spotlight beam bundles. Due to their distinctive features, especially their strong divergence, the boundaries are blurred.

The list of similar disadvantages of conventional take-off and landing systems could be extended, but this will hardly be necessary, as many of the disadvantages are obvious and were emphasized in the documents from the 7th Air Navigation Conference which resulted in the submission of a draft ICAO program for development of new landing systems.

The problem in connection with the development of a take-off and landing system that satisfies the requirements of modern aviation and the requirements that will appear in the future development of aviation can only be solved on an all-encompassing level and must utilize new principles for system design, which differ from the traditional ones, whose potential possibilities have already been exhausted. It must be taken into account that a pilot must be provided with reliable information about the aircraft's spatial conditions on the departure path and the aircraft's deviation from the calculated take-off path.

On the basis of what has been said above, it is an aim of the present invention to provide a radically new take-off and landing system without the use of additional, functionally isolated systems and based on the spread of electro-magnetic radiation in the atmosphere, as it directly electro-magnetic radiation is the energy-carrying element.

According to the invention, a system is therefore provided for use during the take-off and landing of aircraft, with the transmission of data regarding the direction of the runway and the glide path to the pilot by means of a transmitter on the runway which sends out at least one electromagnetic control beam, the system being characterized by the steering beam has a divergence of no greater than 5° and wavelengths that lie within atmospheric windows and that a receiver on board the aircraft is arranged to receive a symbol of a specific shape, and where the receiver has equipment to calculate the magnitude and direction of the aircraft's deviation from the course and glide path following the shape distortion of the symbol, since the shape of the symbol is determined by the steering beam as perceived by the receiver, and information about course and glide path is taken from the background projection of the steering beam by the projection direction of each point thereof coinciding with the connecting line between this point of the steering beam and the receiver on board the aircraft.

An important factor in connection with the present invention, compared to previously known systems, lies in the provision of a symbol with a special design by means of electromagnetic rays, and the reception of the ray, with associated radiation or dispersion. Electromagnetic radiation sources placed at an airport will provide directed references in the room that can be detected visually or recorded using instruments as a result of the energy contrast against the background. The shimmering of the beam in space is due to the dispersion of the electromagnetic energy towards molecules and aerosols in the atmosphere and actually consists of a chaotic change of direction for the electromagnetic radiation in the atmosphere, as directed radiation serves as an energy transport element. When an aircraft deviates laterally from the beam, this will be observed as a result of the spread, and the observations are in the form of a straight line, i.e. a symbol consisting of several linear elements due to the presence of several beams. The relative positions of these elements determine the position of the aircraft in relation to the runway. When the aircraft is in the estimated or calculated trajectory, the symbol provided by the electromagnetic rays will assume a particular form depending on the number of rays and their location. The optimal arrangement of radiation sources on the aircraft platform provides a symbol that is simple and easily recognizable. The specific distortion of the symbol will be a measure of the aircraft's deviation from the correct path and will provide information to the pilot at all times during take-off and landing.

The installation of the new system at an airport will make it possible to take off and land even under very poor meteorological conditions (visibility), which will naturally significantly increase flight regularity, freight capacity, fuel economy, etc. The system can be set up relatively quickly on a any space. The system has high sensitivity and reliability and provides the pilot with all the navigation data necessary during take-off or landing. The new system is fully compatible with any radio-landing system and can operate without additional lighting equipment. The system can be used visually without auxiliary equipment on board the aircraft. The costs of installing the system and using the system are less than the costs of known automatic landing systems, etc., while increasing safety because earlier and constant visual contact with the ground can be achieved.

From DE-B 11 17 180 a system is known which includes the use of an impulse-modulated transmitter on the ground and a receiver on board the aircraft. The transmitter delivers a directional diagram that scans with different frequencies in the vertical plane. The system

gives the pilot information about the glide angle, without solving the full-scale landing problem, and the known system can therefore

only used in combination with other land systems. DE-B 12

87 936 relates to a device for guiding an aircraft up to

a specific landing point. A receiver on board the aircraft receives signals from sources located along the runway and beyond

it. These signals provide information about the calculated path,

and a calculator on board the plane will constantly calculate the plane's deviation from the calculated path. In the known system, the aircraft will be constantly illuminated with electromagnetic energy beams,

while, on the other hand, according to the present invention, the pilot observes a symbol provided by the rays as a result of the scattering effect, i.e. that when the aircraft is out of the direct irradiation, the pilot will change the position of the aircraft taking into account the distortion.

US-PS 2 536 112 describes a landing system where a pair of electromagnetic radiation sources placed on opposite sides of the runway's central line is used, one of said sources providing a horizontal equisignal zone, while the other source provides the vertical zone. Where the zones cross each other you get the runway. Here, too, it applies that, in contrast to what is the case with the present invention, the aircraft is constantly exposed to direct radiation, where the scattering is perceived as an unwanted background. The symbols that provide the pilot with all the necessary data for take-off and landing are not displayed, and there are no references that form a landing corridor, whereby take-off and landing can be made easier for the pilot.

US-PS 2 165 25 6 describes a radio signal system where several beams determine the aircraft's course or path. The aircraft constantly follows the beam during landing, i.e. the pilot is constantly exposed to the direct radiation. A modified version of the known landing system involves one of the radio beams sending out modulated signals in such a way that they limit a calculated path on four sides, with equal beam intensity along the thrust line. During the landing with this known system, the pilot will control the aircraft and at all times ensure that he is within the limits of the directional diagram formed by the four rays, i.e. that he is within the zone of' direct irradiation of different intensity, a factor that represents a disadvantage in terms of accuracy and reliability during landing. Formally speaking, a landing corridor is formed with the jets, but

no quantitative data is provided with respect to the aircraft's deviation from the calculated runway. It will therefore be impossible in practice to determine the moment when one crosses the runway's side limits.

The new system has no such disadvantages. The main difference between the invention and the system known from US-PS 2 165 256 is that the scattered electromagnetic radiation is used instead of the directed radiation. When utilizing the invention, the flight takes place taking into account the symbol provided in space by the electromagnetic rays. In addition, a corridor provided by the electric beams will have clear boundaries that are perceived by the pilot as a result of the operated distortion of the symbol.

In all versions, the new take-off and landing system will provide quantitative information on the degree of deviation and the direction of the deviation from the calculated landing path, and you thus have a system that is superior to the known landing systems in terms of accuracy. This effect is achieved by orienting the aircraft along the references received as a result of the scattering effect and radiation in the atmosphere.

US-PS 2 989 727 describes a land system where light signals are sent out in the form of synchronous flashes. The radiation sources are arranged in pairs on opposite sides of the runway. The rays are sent out at an angle to the horizon, so that they do not cross. The pilot makes a visual observation of the flashes and will always be in the directed beam zone.

An aircraft's position in space is determined from the intensity of the flashes.

In the visual implementation of the present invention, the pilot will observe the scattered radiation from directed references, and perceive this as a symbol and try to get the symbol into a particular form.

US-PS 2 756 407 relates to a system for determining the distance between the end of the runway and the lower cloud point where the aircraft is expected. This distance is reported to the pilot, as all measurements and calculations are designed in accordance with trigenometric formulas. The pilot does not see any figures, because he is in the clouds or at a greater distance from the runway. In reality, it is therefore a matter of spotlight technology, where the control tower comes into the picture. Incidentally, this known system is completely unusable in poor visibility, when the pilot has no visual contact with the ground.

US-PS 2,441,877 describes a beam control system. It involves a couple of light sources that are placed one above the other, with focusing lenses. The rays are directed at the aircraft, and the pilot will always be in the direct irradiation zone, and the deviation from the runway is determined from changes in the color of the two sources. Such a system naturally has several disadvantages, such as low energy density in the beam, large beam cross-sections, and difficult orientation in, for example, fog. No accurate quantitative estimation of the deviation from the calculated trajectory is obtained.

US-PS 3 401 389 describes a land system where directed electromagnetic beams are used, where one beam is scanned in a cone shape. Such a system will not provide a specific symbolic sign that contains all the necessary navigation data.

The system according to the invention can advantageously be designed so that the transmitter, if the system comprises one source of electromagnetic radiation, is arranged on the center line of the runway, and that the control beam is oriented in the heading plane which runs vertically through said center line. Later, it can also advantageously be arranged on one side of the runway's centerline and with the guide beam oriented in the glide path to indicate this.

When the symbol is evoked by at least two control beams, these indicate a take-off or landing corridor. If a second source of electromagnetic radiation is available, this can be arranged on one side of the runway centreline, so that the control beam limits the take-off and landing corridor from that side.

If a second source of electromagnetic radiation is available, this can be arranged on the same center line of the runway as the first source, at a certain distance from it, and the two guide beams can limit the corridor from above and below.

The second source can advantageously be arranged on a side boundary of the runway, so that the steering beam indicates said boundary. Appropriately, the steering beam from the second source is oriented

in the sliding slope and indicates this.

The sources can advantageously be arranged on either side of the runway center line and form a main source pair. The control beams from them must be oriented in a common glide path, this indicates and limits the take-off and landing corridor from both sides,

while the symbol produced by the rays, when an aircraft is in the glide path in which the rays are oriented, has a special form of two horizontal lines extending along a line. If at least one additional pair of sources is available, all sources are placed, arranged in pairs, on opposite sides of the runway centerline. Their beams also limit the corridor and are oriented in pairs in their own glide paths, while the symbol evoked by the beams has the special form of diverging slant lines, when an aircraft is in the calculated take-off and landing flight path. Advantageously, all said glide paths, drawn up by said pair of beam bundles from the sources, can

/

be parallel.

The sources, which are arranged in pairs, can advantageously be symmetrical about the center line of the runway, as the symbol has a specific form of diverging slanted lines with an angle of inclination to the horizon that is the same for each pair, when an aircraft is in the calculated path. The paired sources can advantageously be arranged on the lateral boundaries of the runway, as their beam bundles also indicate the width of the runway.

If a third source is available, it can be located on any side of the runway centerline, with the beam path from it oriented in and indicating the glide path.

A source and its guide beam may be oriented in the heading plane and indicate the course of the calculated flight path, while the symbol produced by the combination of the beam from the said sources has a specific shape of divergent oblique plane plus a vertical line, when an aircraft is in the calculated path .

The ray bundle from the source can run under the glide slope drawn up by the rays from the main source pair, while the symbol produced by these rays has a definite form of two horizontal lines running along a straight line,

and a vertical line, so that the general symbol shape is T-shaped, when an aircraft is in the calculated path when taking off or landing.

The beams from two sources can advantageously be oriented

in the heading plane and indicate the calculated flight path and limit the corridor from above and below, the sources themselves being arranged on either side of the glide path produced by the rays from the main pair of sources, while the symbol produced by the combination of the rays from all sources has the special form of two horizontal and two vertical lines that intersect, so that the symbol forms a "+", when an aircraft is in the calculated path.

At least one additional pair of sources can advantageously be arranged in the immediate vicinity of the end of the runway, with a source on either side of the center line, on the lateral boundaries of the runway, while the rays are directed parallel to the surface of the runway along its lateral boundaries and indicate the lateral boundaries, whereby the symbol produced by these rays when an aircraft is on the runway, it has the definite shape of two horizontal lines.

At least one additional source may be arranged in the immediate vicinity of the end of the runway, on its centerline, the beam from the source being oriented in the plane of course and extending parallel to the surface of the runway to indicate said centerline, while the symbol produced by the beam when an aircraft is located in the course plane, it has the special shape of a straight line.

At least one additional pair of sources may be arranged on the runway, the intersection of the sources' rays indicating a marker point. The aforementioned additional sources can be arranged for the runway, symmetrically about its centreline. The marker point can advantageously be the point for beginning flattening or the point that indicates a specific distance to the runway.

For the start of an aircraft, the sources can advantageously be arranged at the end of the runway, in the area of the "lift-off" point for the aircraft, as the beams indicate the course and glide path of the calculated take-off flight path.

For landing, the sources can be arranged at the beginning of the runway, with their rays indicating the course and in the glide path of the calculated landing runway.

When the calculated take-off or landing runway is a broken line, at least one auxiliary source is arranged in front of the runway, so that the beam from it evokes a symbol and thus indicates the course and glide path for at least one branch of the calculated landing runway, as the glide path of this border has a different angle than the orientation angle of the rays from the sources arranged at the beginning of the runway. When several auxiliary sources are arranged, the arrangement of these sources is advantageously similar to that which applies to the sources arranged at the beginning of the runway.

When an aircraft carrier's deck is the runway, advantageously the rays from at least one source which is arranged on this can also indicate the movement of the deck in the area where the source is placed. If said source is arranged on the center line of the tire, in the immediate vicinity of the "touch-down" zone, the beam from it can additionally indicate the movement of the tire in the area of said zone.

The second source can be arranged at the aft end of the deck,

as the beam from it also indicates the movement of the stern edge.

The main pair of sources can be arranged on opposite side borders of the deck, in the immediate vicinity of the calculated "touch-down" zone for the aircraft, as the rays from them additionally indicate the deck's roll and linear movements in said zone and the glide path induced by these rays.

Advantageously, the sources in said second pair can be installed on the deck on opposite side boundaries, between the aft edge and the main pair of sources. Their rays also indicate the front boundary of the "touch-down" zone and its movements where the sources are located, and can, in combination with the main source pair's rays, indicate angular movements in the longitudinal direction of the tire.

Advantageously, a third source pair of sources can be arranged

on the deck, on its opposite borders, on the other side of the main pair of sources in relation to other pairs of sources, their rays indicating in addition the farthest limit of the "touch-down" zone as well as the movements of the deck in the places where the source is arranged, and in combination with the rays from the other pairs indicate longitudinal angular movements of the tire.

The beam from the source arranged on the aft edge of the deck can additionally indicate the movement of the aft edge and, in combination with the rays from the main pair of sources, indicate longitudinal angular movements of the deck.

Advantageously, the sources can be mounted on gyro-stabilized platforms.

A plurality of sources can be arranged in an optional location

on the runway, as the rays from them supplement the symbol and also indicate the take-off and landing corridor.

A plurality of sources can be arranged on each side of the runway, as the rays from them can additionally indicate the boundaries of the runway.

When the calculated take-off and landing flight path is a curved line, the sources are advantageously equipped with a device for turning the beam, so that these rays indicate the aircraft's course and glide path at each point in time and in this way draw up the calculated take-off and landing runway.

The extra sources that form the marker point can be equipped with means for turning the beam in the direction of landing, so that the speed of movement of the marker point in space is in accordance with the fixed landing speed of the aircraft and that the special symbol shape that appears from the beams from

these extra sources are kept constant.

At least one source can advantageously be equipped with an organ

for turning the beam so that it describes a closed, conical surface that produces a symbol that looks like a turning, straight line.

The beam from the source can revolve uniformly around an axis which at any time coincides with the calculated take-off and landing flight path, so that the beam describes a closed, conical surface that forms the take-off or landing corridor, and that the symbol evoked by the beam , when an end vessel is in the calculated path, it has the special shape of a straight line turning at a constant speed. The rays from the additional sources arranged in the immediate vicinity of the end of the runway,

on its centreline, may revolve around an axis which is parallel to the surface of the runways and lies in the course plane.

The closed, conical surfaces produced by the rotating jets from the sources can intersect and form an equisignal zone which at each point in time coincides with the calculated take-off and landing flight path.

The beam from at least one source may have a wavelength that differs from the wavelengths of the beams from other sources. The beam from the source which is arranged on the center line of the runway can be oriented in the course plane and have a wavelength that differs from the wavelengths of the sources which are arranged in pairs.

The rays from the extra sources may have a wavelength that differs from the wavelength of the rays from other sources.

Laser sources can advantageously be used as sources of electromagnetic radiation.

The directed, extended references can be induced by electromagnetic rays with a wavelength that lies in the visible spectrum. At least one source may be equipped with a modulator.

The following terms will hereinafter be used in the description: A take-off and landing platform is a prepared space for the take-off and landing of aircraft, on the ground or on board a ship or on part of a water surface. In special cases, the take-off and landing platform can be a runway for an airport, as well as a take-off or landing deck on

a ship. The take-off and landing platform forms part of an aircraft platform.

An aircraft platform is an area that includes the take-off and landing platform, as well as the nearby "take off termination area" and safety strips on the sides. An aircraft platform is part of an airport. In special cases, an air platform is an airstrip for an airport on the ground with a width of not less than 150 m on each side of the taxiway

the center line of the track.

Directed, extended references are a system of material points or bodies that form a contrast against the surrounding background<n>Peh and are organized as extended, directed planar or three-dimensional shapes with small dimensions. Example-

ler on straight, extended references are found in the form of markings on motorways or runways, curbs along motorways and so on. Directed, extended refer-

can be designed as a system of separate, luminous points such as flares that indicate the lateral boundaries of a runway or the center line of the runway, etc.

Electromagnetic beam bundles with a divergence that does not exceed 5° and energy contrast in the selected wavelength against the surrounding background are used in connection with the invention as directed, extended references. A beam's cross-section should be such that, when an aircraft is on the calculated take-off or landing path, the beam is perceived at an angle that does not exceed 10° to ensure the necessary accuracy and sensitivity of the system. The best results can be achieved, however, if the cross-section of the beam allows registration at an angle that does not exceed 1 - 2°.

The energy contrast is derived from the ratio of the energy density in scattered electromagnetic radiation as a result of the propagation of direct electromagnetic radiation in the atmosphere which causes the beam, exceeds the energy density in the background and is achieved by the appropriate strength of the direct electromagnetic radiation which causes the beam.

The wavelength of the electromagnetic radiation should be chosen so that it lies within so-called atmospheric windows. Under these conditions, direct radiation weakens and is almost completely converted into scattered radiation. The scattering occurs on air molecules, so-called Rayleigh scattering, as well as on aerosols present in the atmosphere, so-called Mie scattering. As a result of scattering, the energy contrast in the beam will become apparent against the surrounding background, and this scattered radiation can be registered by a receiver, if it deviates to the side of the beam.

If the wavelength of the electromagnetic radiation is selected within the visible electromagnetic radiation scale, the beam becomes visible. The receiver can therefore be a human eye and the take-off and landing system that makes use of such beam bundles then becomes a visual system.

Glide slope for an aircraft take-off or landing during take-off or approach for landing. In this case, the term "gliding ramp" shall, in contrast to the usual term, also include a runway, so that the terminology is uniform. Words such as "take off" or "landing" are added to clarify which glide path is intended, e.g. an aircraft's "takeoff glideslope".

Calculated glideslope is a glideslope for a particular airport, which ensures the required obstacle clearance limit.

Glide slope plane is a plane that is at right angles to the course plane and includes the calculated glide path.

An electromagnetic radiation source is a device for emitting or reflecting an electromagnetic beam, designed as a mirror, a reflective surface, antenna etc. or a generator such as lasers or spotlights.

Electromagnetic beam bundles are beam bundles with a divergence that does not exceed 5°. However, the best results can be obtained with a beam divergence not exceeding 5<1> - 10'. The absolute smallest divergence of an electromagnetic beam corresponds to the natural bending divergence, the magnitude of which is proportional to the wavelength of the radiation and inversely proportional to the outlet opening from a generator or transmitting antenna. When an electromagnetic radiation bundle does not meet these requirements, the electromagnetic radiation sources are provided with collimators. Beam bundles can be collimated by all known methods and with various aids, such as lenses, mirrors, reflectors or cavities, as well as in the electromagnetic generator itself, which

by laser.

The beginning of the take-off and landing platform is the boundary of the platform, from which an aircraft starts its take-off or landing route. It is often referred to as "edge" or "threshold".

The end of the take-off and landing platform is the boundary, opposite the beginning, which limits the platform towards which an aircraft is moved over the take-off or landing stretch.

In the following, the invention will be described in detail with reference to special embodiments shown in the drawing, where: Fig. 1 shows an embodiment of the take-off and landing system according to the invention, with an electromagnetic radiation source, which is arranged on an aircraft platform,

fig. 2 shows an embodiment of the take-off and landing system according to the invention, with an electromagnetic radiation source, arranged on the center line of the take-off and landing platform, with the beam of radiation oriented in a course plane,

fig. 3 is a table of the distortions of a particular symbol shape produced by the beam from the electromagnetic radiation source for the system of FIG. 1

for different aircraft positions in relation to a calculated take-off or landing runway,

fig. 4 shows an embodiment of the take-off and landing system according to the invention with an electromagnetic radiation source arranged on one side of the center line of a take-off and landing platform,

fig. 5 shows an embodiment of the take-off and landing system with two electromagnetic radiation sources, one of which is arranged on the center line of a take-off and landing platform with the beam beam oriented in the heading plane and the other is arranged on one side of the center line with the beam beam oriented in the glide slope plane,

fig. 6 shows an embodiment of the take-off and landing platform with two electromagnetic radiation sources, one of which is arranged on the center line of the take-off and landing platform and the other is arranged on one side of the center line, on the side border of the platform,

fig. 7 is a table of distortions of a particular symbol form caused by the beam bundles from the electromagnetic radiation sources for the take-off and landing system according to fig. 5 and 6 for different aircraft positions in relation to the calculated take-off or landing path,

fig. 8 shows an embodiment of the take-off and landing system with two electromagnetic radiation sources, arranged on the center line of the take-off and landing platform and with the beam beams oriented in the course plane,

fig. 9 is a table of distortions of a particular symbol form caused by the beam bundles from the electromagnetic radiation sources for the take-off and landing system according to Fig. 8 for different aircraft positions in relation to the take-off and landing runway,

fig. 10 shows an embodiment of the take-off and landing system with a main pair of electromagnetic radiation sources, arranged on the take-off and landing platform, with the beam bundles oriented in a common glide plane,

fig. 11 shows an embodiment of the take-off and landing system with a main pair of electromagnetic radiation sources arranged on the lateral boundaries of a take-off and landing platform'

fig. 12 is a table of the distortion of a particular symbol shape formed by the beam bundles from the electromagnetic radiation sources for the take-off and landing system according to fig. 10 and 11 for different aircraft positions in relation to a calculated take-off and landing path,

fig. 13 shows an embodiment of the take-off and landing system according to the invention with two pairs of electromagnetic radiation sources, arranged on a take-off and landing platform, on both sides of its centreline, with the beam bundles oriented in pairs in glide planes which are different for each pair,

fig. 14 shows an embodiment of the take-off and landing system according to the invention with two pairs of electromagnetic radiation sources arranged on the side boundaries of a take-off and landing platform, two on each side,

fig. 15 is a table of the distortions of a particular symbol shape caused by the beam bundles from the electromagnetic radiation sources for the take-off and landing system according to fig. 13

and 14 for different aircraft positions in relation to a calculated take-off or landing runway,

fig. 16 shows an embodiment of the take-off and landing system according to the invention with three pairs of electromagnetic radiation sources, arranged on a take-off and landing platform on either side of its center line, the beam bundles being oriented in pairs in glide planes that vary for each pair,

fig. 17 shows an embodiment of the take-off and landing system according to the invention with three pairs of electromagnetic radiation sources, arranged on the side boundaries of a take-off and landing platform, three on each side,

fig. 18 is a table showing distortions of a particular symbol form caused by the beam bundles from the electromagnetic radiation sources for the take-off and landing system according to fig. 16 and 17 for different aircraft positions in relation to a calculated take-off or landing runway,

fig. 19 shows an embodiment of the take-off and landing system according to the invention with the main pair of electromagnetic radiation sources arranged on either side of a take-off and landing platform's center line and a third source arranged on the center line,

fig. 20 shows an embodiment of the take-off and landing system according to the invention with two pairs of electromagnetic radiation sources arranged in pairs on either side of a take-off and landing platform's center line and a fifth source, arranged on the center line,

fig. 21 shows an embodiment of the take-off and landing system according to the invention with three electromagnetic radiation sources. two of which are arranged in a pair and placed on opposite boundaries of the take-off and landing platform, with the beam bundles oriented in a common glide slope plane, and the third source arranged below the glide slope plane,

fig. 22 is a table showing distortions of a particular symbol shape, produced by the beam bundles from the electromagnetic radiation sources for the take-off and landing system according to fig. 21 at different aircraft positions in relation to a calculated take-off and landing runway,

fig. 2 3 shows an embodiment of the take-off and landing system according to the invention with four electromagnetics

radiation sources, two of which are arranged in pairs and placed on opposite side boundaries of a take-off and landing platform, with the beam bundles oriented in a common glide plane, while two other sources are arranged on the center line of the take-off and landing platform, with the beam bundles arranged so that one runs under and the other above the slip plane,

fig. 24 shows an embodiment of the take-off and landing system according to the invention with a pair of additional electromagnetic radiation sources, arranged on an aircraft platform in the immediate vicinity of the end of the take-off and landing platform (the electromagnetic radiation sources comprise a course and glide slope group which is not shown),

fig. 25 is a table of distortions of a particular symbol shape produced by the beam bundles from an additional pair of electromagnetic radiation sources for the take-off and landing system of FIG. 24 at different aircraft positions in relation to the surface of the take-off and landing platform,

fig. 26 shows an embodiment of the take-off and landing system according to the invention with an additional electromagnetic radiation source arranged on the aircraft platform in the immediate vicinity of the end of the take-off and landing platform (electromagnetic radiation sources comprising a course-

and sliding slope group is not shown),

fig. 27 is a table of distortions of a particular symbol shape produced by the beam from an additional electromagnetic radiation source for the take-off and landing system of FIG. 26 at different aircraft positions in relation to the surface of the take-off and landing platform,

fig. 28 shows an embodiment of the take-off and landing system according to the invention with a pair of additional electromagnetic radiation sources and a further additional source, arranged on an aircraft platform in the immediate vicinity of the end of the take-off and landing platform (electromagnetic radiation sources comprising a heading and a glide slope group are not shown),

fig. 29 is a table of distortions of a particular symbol form produced by the beam bundles from the additional electro-

magnetic radiation sources for the take-off and landing system according to fig. 28 at different aircraft positions in relation to the surface of the take-off and landing platform,

fig. 30 shows an embodiment of the take-off and landing system according to the invention with a further pair of other symmetrically arranged electromagnetic radiation sources, arranged on an aircraft platform, whose beam bundles indicate a marker point (sources comprising a course and a glide slope group and a landing light group are not shown) ,

fig. 31 shows an embodiment of a take-off and landing system similar to that shown in fig. 30, where the electromagnetic radiation sources are symmetrically arranged,

fig. 32 is a table of distortions of a particular symbol shape induced by the beam bundles from other additional sources for the take-off and landing system of FIG. 30 and 31 at different aircraft positions in relation to the marker point, in case the beam bundles from these sources do not intersect the glide slope plane,

fig. 33 is a table of distortions of a particular symbol shape produced by the beam bundles of other additional sources for the take-off and landing system of FIG. 30 and 31 at different aircraft positions relative to the marker point, if these beam bundles intersect the glide slope plane,

fig. 34 shows an embodiment of the take-off and landing system in the landing version, comprising all three groups of electromagnetic radiation sources, a heading and glide slope group, a landing flare group and a marking group according to the invention,

fig. 35 shows an embodiment according to the invention of the take-off and landing system in the landing version, comprising two groups of sources, a course and glide slope group and a landing flare group,

fig. 36 shows an embodiment of the landing system with three electromagnetic radiation sources, arranged at the beginning of the take-off and landing platform and three auxiliary sources, arranged in front of the take-off and landing platform,

fig. 37 shows an embodiment of the take-off and landing system according to the invention which comprises an electromagnetic radiation source, arranged on the landing deck of an aircraft carrier

in the immediate vicinity of an intended landing zone,

fig. 38 shows an embodiment of the take-off and landing system, which comprises two electromagnetic radiation sources, one of which is arranged on the landing deck of an aircraft carrier in the immediate vicinity of a calculated landing zone and the other on the aft edge,

fig. 39 shows an embodiment of the take-off and landing system according to the invention, which comprises two sources arranged on the landing deck of an aircraft carrier on the side boundaries, symmetrically about the center line of the deck, in the immediate vicinity of a calculated landing zone,

fig. 40 shows an embodiment of the take-off and landing system according to the invention which comprises three pairs of springs arranged on the landing deck of an aircraft carrier, on the deck's side borders, in pairs, symmetrically about the deck's centreline,

fig. 41 shows an embodiment of the take-off and landing system according to the invention, which comprises a pair of sources arranged on the landing deck of an aircraft carrier in the immediate vicinity of a calculated landing zone and a third source arranged on the aft edge,

fig. 42 shows an embodiment of the take-off and landing system comprising all three source groups, arranged on the landing deck of an aircraft carrier,

fig. 43 shows an embodiment comprising two pairs of sources provided with beam-bundle turning means,

fig. 44 shows an embodiment with three sources provided with beam-bundle-draining means,

fig. 45 shows an embodiment with a source arranged on an aircraft platform and provided with a means for turning the beam beam,

fig. 46 shows an embodiment with a source arranged on the center line of a take-off and landing platform and provided with means for turning the beam beam,

fig. 47 is a table of distortion of a particular symbol form produced by the beam from the source according to the embodiment shown in fig. 46 at different aircraft positions in relation to a calculated take-off and landing path,

fig. 48 shows an embodiment of the system in the initial version with two sources which are provided with means for

rotation of the beam bundles, one source being arranged in the immediate vicinity of the "lift-off" point and the other being arranged on an aircraft platform in the immediate vicinity of the end of the take-off and landing platform,

fig. 49 shows an embodiment of the system in the landing version, comprising two sources equipped with means for turning the beam beams, one source being arranged at the beginning of a take-off and landing platform and the other on a flight platform, in the immediate vicinity of the end of the take-off and landing platform,

fig. 50 shows an embodiment of the take-off and landing system comprising three sources provided with means for rotating the beam bundles,

fig. 51 shows the take-off and landing system according to fig. 21,

fig. 52 reproduces the symbol produced by the electromagnetic radiation sources which are arranged as indicated in fig. 34.

The proposed take-off and landing system consists of directed, extended references, the number of which may vary and depends on the functional requirements placed on the system. Beams of electromagnetic radiation with low divergence and a wavelength that lies within an atmospheric window are used as such directed, extended references. The wavelengths of the electromagnetic radiation are chosen so that they are suitable for the purpose of a system and the requirements placed on it. It is used e.g. electromagnetic beams of super high frequency or extremely high frequency bands as directed, extended references for the arrangement of non-visual instrument systems, where the sources of electromagnetic radiation are beam antennas or lasers. Electromagnetic radiation with a wavelength in the near or far infrared spectrum can be used, as well as in the ^ part of the radiation spectrum. Thus, for visual take-off and landing systems, electromagnetic beam bundles with little divergence in the optical band are used as directed, extended references, whereby the electromagnetic radiation sources, e.g. are spotlights or lasers.

When choosing the wavelength of the electromagnetic radiation, it is extremely important that the chosen wavelength corresponds to an atmospheric window. Such a choice enables a significant increase in the effect of the take-off and landing system's operation at the expense of reduced absorption of electromagnetic energy in the atmosphere. It is common knowledge that the atmosphere has a number of windows in different frequency bands of the electromagnetic radiation spectrum. There are thus several atmospheric windows within the centimeter and millimeter bands of this spectrum with a wave-

length of 3000 - 3500 ym, as well as in 1000-2000 ym, where the absorption of energy by air molecules and by water aerosols is negligible in relation to the total amount of "scattered energy.

Another example is multiple atmospheric windows in the far infrared region of the electromagnetic radiation spectrum with a waveband of 10 to 15 ounce, as well as multiple atmospheric windows' in the near infrared region from 1 to 6 µm. Certain lasers operate at wavelengths that correspond to these atmospheric windows, e.g. CC^ molecule lasers which produce electromagnetic radiation at a wavelength of 10.6 ym, or CO molecule lasers with a wavelength of 5.1 ym, which can also be used as electromagnetic radiation sources for producing directed, extended references.

There is a wide atmospheric window within a wavelength range from 0.2 to 0.8-1 ym, where the absorption is not greater than &-12% of the total dilution of the electromagnetic radiation. It is a so-called optical band. Various searchlight systems, such as lasers, which produce electromagnetic radiation of a specific color can be used as electromagnetic radiation sources to form directional, extended references.

Finally, there are several atmospheric windows, where the absorption is minimal, in the ultraviolet region of the electromagnetic radiation spectrum with a wavelength from 0.32 to 0.4 um, as well as in the region of the radiation with great penetrating power.

If monochromatic electromagnetic radiation is used to produce directional, extended references when choosing a wavelength, due consideration should be given to the fine structure of the atmospheric windows, as it may turn out that the chosen wavelength does not suit atmospheric windows, and electromagnetic radiation with the chosen wavelength may be subject to strong air absorption. If the electromagnetic radiation falls within the strong absorption band, that is, outside the atmospheric window, the wavelength should be changed somewhat, so that a minimal air absorption of the radiation can be achieved. Examples of monochromatic radiation sources are sources of radio-frequency radiation, like many lasers, e.g. a helium-neon gas laser that generates at a frequency with a wavelength of 0.6328 um.

Certain electromagnetic radiation sources generate at several wavelengths, some of which fall within atmospheric windows, while others lie outside, in wavelength ranges where the electromagnetic radiation is absorbed by the atmosphere. An example of sources that generate electromagnetic radiation with several wavelengths at the same time are spotlights that produce white light, like some lasers.

In some cases, directed, extended references can be evoked by a combination of several wavelengths of electromagnetic radiation for adaptation to requirements placed on the take-off and landing system. A visual take-off and landing system that should also work reliably in dense fog, can e.g. include a combination of infrared, electromagnetic radiation, e.g. radiation with a wavelength of 10 16 µm or 5.1 µm, with an electromagnetic, optical radiation, e.g. with a wavelength of 0.6328 um, produced by a helium-neon gas laser or of 0.57 um produced by an aragon laser.

Such a combination of electromagnetic radiation with different wavelengths makes it possible to burn a channel in the fog using the infrared radiation and send optical radiation along this channel to ensure visual registration of the directed, extended references.

Directed extended references can be observed or recorded by instruments as a result of the energy contrast between a directed extended reference and the ambient background. The beam will glow or sparkle. It has already been mentioned that such radiation or glimmering is due to the spread of electromagnetic energy on molecules and aerosols in the atmosphere and consists of a chaotic change in direction of the propagation of the electromagnetic radiation.

ing, when this passes through the atmosphere. Jet-

the bundle acts in this case as an energy carrier. When an aircraft deviates to the side, the beam is perceived as a straight line, whose beam position with regard to the plane of the course, which suggests the vertical position, depends on the position of the aircraft in relation to the beam. The straight line evokes a symbol. When there are several beam bundles, the symbol includes several rectilinear^ elements, whose relative position is an unambiguous indication of the aircraft's position in space. When an aircraft is on a calculated take-off and landing path, the symbol produced by the beams has a specific shape, depending on the number of electromagnetic beams and their relative positions. An optimal arrangement of the electromagnetic sources on the runway produces a symbol of the beam bundles that is distinguished by a simple shape that can be easily remembered.

The symbol is thus an aid for the take-off and landing of an aircraft and the degree of the symbol's distortion is a measure of the aircraft's deviation from the calculated take-off and landing path, while straight, extended references, evoked by electromagnetic beam bundles, serve to design the symbol on the instruments .

As previously mentioned, directed, extended references are evoked by the electromagnetic radiation bundles from sources which may consist of different kinds of organs, e.g. reflective surfaces, mirrors, antennas or generators, such as spotlights or lasers.

The generator which induces electromagnetic radiation can be arranged directly on the flight or take-off and landing platform at the starting point for a directed, extended reference or at another point on the flight platform. In this case, the beam of radiation from the generator will fall on a reflecting surface and, by reflection from there, will be straightened in space to perform the function of a directed, extended reference fyar.

Different sources are used in dependent

heat of the electromagnetic radiation's wavelength.

As mentioned, beam antennas with a beam divergence as low as 1.5 -2° can act as such sources in the super high frequency (centimeter frequency) and in the extremely high frequency band. In the near and far infra-

red ribbons, it can e.g. lasers are used as radiation sources, e.g. CC>2 gas-molecule lasers with a wave

length of 10.6 ym, CO molecule lasers with a wave

length of 5.1 ym or "solid state laser" lasers, e.g. "neodymium-doped" lasers, with a wavelength of

l.06 ym. Gas molecule lasers are characterized by high efficiency, which reaches 40%.

Electromagnetic radiation sources in the optical

bands can be formed by spotlights that emit white light or are equipped with filters, which remove a specific part of the spectrum, as well as by lasers. Laser sources can e.g. consists of aragon lasers, which produce green light on certain lines, krypton lasers which produce red light, as well as the previously mentioned helium-neon lasers. IN

-band, traditional sources of gamma rays can be used, e.g. radioactive materials, like^

lasers that are under development.

The above-mentioned examples show that the proposed take-off and landing system can include various organs that produce beam bundles as sources of electromagnetic radiation, including radio antennas, searchlights, lasers, etc.

Lasers as sources of electromagnetic radiation simplify the problem of providing electromagnetic beam bundles with little divergence, as the strong directivity factor is not achieved by means of collimators, e.g. objectives, but are developed inside the laser cavity. Moreover, lasers enable the production of beam bundles with a very high electromagnetic energy density, a density that exceeds tens of watts per second. cm 2 beam area. Currently, lasers operate at different wavelengths of electromagnetic radiation, from the millimeter wave band to the gamma band.

An embodiment of the invention, where lasers are used as electromagnetic radiation sources in the visual part of the radiation spectrum, will be described in the following. However, this does not mean that any of the known electromagnetic radiation sources, including those mentioned, cannot be used separately or in combination, as discussed in more detail below.

Electromagnetic radiation sources are usually arranged on the aircraft platform and especially on the take-off and landing platform at locations determined by the functional requirements placed on the take-off and landing system.

If the take-off and landing system includes a source, 1 (fig. 1), this is arranged somewhere on an aircraft platform 2 which includes a take-off and landing platform 3,

and the source beam 4 indicates the course and glide slope of a take-off or landing runway W for an aircraft A. The arrow L indicates the direction of landing, while the arrow F indicates the direction of take-off. The letters SS denote the center line of the take-off and landing platform. The symbol produced by the beam 4 has a shape which depends on the position of the source 1 on the aircraft platform 2 and which is distorted by the deviation of the aircraft A from the calculated take-off and landing path W. The determined shape of the symbol and its distortion at different deviations of the aircraft A from the calculated take-off or landing path W shall be discussed in more detail below in connection with special embodiments of the take-off and landing system.

The electromagnetic radiation source 1 (Fig. 1) can

in accordance with an embodiment of the take-off and landing system is arranged on the take-off and landing platform 3

which forms part of the aircraft platform 2. If this is the only electromagnetic radiation source 1, it is appropriate to arrange it on the center line of the platform 3 and to orient the radiation beam 4 from it out into space, so that it indicates the course and glide path for the calculated take-off and runway W and lies in course plane C.

The table (Fig. 3) of distortions of the particular symbol shape induced by a projection 5 of the electromagnetic beam 4 at different positions of the aircraft A (Fig. 2) in relation to the calculated take-off and landing path W is shown as an illustrative and simple example of how one can use this distortion to determine the direction and degree of aircraft

the fabric's A deviation from the calculated take-off and landing

path W. The projection 5 is formed by projecting the electromagnetic beam 4 in accordance with the rules of "affine projective geometry" projection geometry onto a sensitive surface for a receiver for electromagnetic radiation carried on board the aircraft A, or on the pilot's eye. The pilot perceives this projection 5 of beam-

bundle 4 against the sky background during take-off of aircraft A and against the background of aircraft platform 2 during landing.

This table indicates schematically the relative position of the aircraft A and the projection 5 of the electromagnetic beam 4, which forms the symbol in accordance,

with the take-off and landing system according to fig. 2. This projection 5 is a straight line. In the table in fig. 3, the following positions are indicated: I - the aircraft is located exactly on the glide path for the calculated take-off and landing path

II the aircraft is above the glide slope for the calculated take-off and landing path,

III the aircraft is located below the glide slope for the calculated take-off and landing path

c the aircraft is exactly on course

for the calculated runway,

1 the aircraft is to the left of the course

of the calculated take-off and landing runway,

r the aircraft is to the right of the course

of the calculated take-off or landing path.

The distorted shape of the symbol, which corresponds to a specific position of the aircraft A in relation to the calculated runway W, is enclosed in a square,

whose coordinates are determined by a letter, which indicates a be-

tuned position of the aircraft A in relation to the course of the calculated take-off or landing path W and a numerical sign indicating a specific position of the aircraft A in relation to the glide slope plane of the calculated take-off and landing path. For example will "cl" correspond to aircraft A being located exactly on the course and glide slope of the calculated runway, while "rlll" indicates that aircraft A is to the right of the course and below the glide slope of the calculated runway.

The symbol evoked by beam 4 (fig.3)

the projection 5 of this beam bundle, which looks like a straight line, is reduced to a dot when the aircraft A (fig.

2) is located on the W course and glide slope of the calculated runway, which corresponds to route cl in the table of distortions of the symbol form. This means that A in this case is located directly in the electromagnetic beam 4. Such a symbol form, which looks like a dot, is the specific form for the execution of the system, where the source 1 is arranged as shown in fig. 2. The distortion of the special symbol shape, which is formed by the projection 5 of the electromagnetic beam 4 at different deviations of A from the calculated path W is determined by an inclination angle

of the projection 5 of the beam 4 in relation to a vertical 6. In this case, it is as if the projection 5 of the beam 4 revolved around a point 7 which denotes the point in space towards which the beam 4 is directed during the start of A or the point from which the beam 4 leaves the source 1 during landing. When the aircraft takes off, it leaves source 1 behind and the source cannot be seen by the pilot or registered by the electronic radiation receiver on board the aircraft, if this is only capable of registering radiation sent "forward". If the electronic radiation receiver is arranged so that it registers radiation behind the aircraft A, 7 denotes the point from which the beam of radiation 4 leaves the source 1.

If the aircraft takes off or lands using the take-off and landing system according to fig. 2 and deviates from the glide slope plane of the calculated take-off and landing path W, but keeps the course in plane C, the symbol shape corresponding to route cl will be distorted and the projection 5 of the electromagnetic beam bundle 4 coincides with the vertical 6 and is directed down from point 7, which corresponds to route ell, or up-

over from 6, which corresponds to route cIII. Such distortions of the special symbol form correspond to aircraft

the deviations of the fabric A from the glide plane of the path W up-

or downwards. The aircraft's position is designated as A in this and subsequent figures and tables.

If A deviates from the course of the calculated path W, the determined symbol shape will be distorted and the projection 5 of the beam 4, which is at right angles to the vertical 6, will be directed to the right of point 7, which corresponds to route II or to the left of point 7, which corresponds to route ride. Such distortions of the determined symbol shape correspond to the aircraft's deviation from the course of the calculated path W towards the west or right. It will be obvious that the projection 5 of the beam 4 from point 7 is at all times turned in the opposite direction to A's position, when A deviates from the calculated path W.

The distortion of the special symbol form is therefore a sign of the size and direction of the aircraft's deviation from the calculated path W, which is the basis for the proposed take-off and landing system and the basic principle for the structure of the system.

If the projection 5 of the beam 4 is directed downwards and to the right of point 7 (route III in fig. 3), this means that A has deviated upwards and to the left of the path W etc,

This principle is further utilized to determine

measurement of the aircraft's A position on the calculated take-off and landing path W by distorting the specific symbol form which is evoked by several beam bundles from electromagnetic radiation sources.

In another embodiment of the take-off and landing system, the source 1 (Fig. 4) can be arranged on the flight platform on one side of the take-off and landing platform 3's center line SS, and with the beam beam oriented in a glide slope

the plane G. The source 1 can be arranged on one side of the center line SS, both on the platform 3 (shown in Fig. 4 with a solid line) and outside the platform 3 (shown in Fig. 4 with a dotted line

line)• The arrow indicates the direction in which the source 1 can be moved.

Here £jg in the following, the beam bundles from the electromagnetic radiation sources which are arranged on one side of the center line SS for a platform 3 can both be directed parallel to the course plane C and form a small angle with this plane. The angle can reach up to several angular minutes or even amount to 1-5°.

According to the principle used for preparing the table 3 of distortions of the symbol form, the special symbol form, produced by the projection of the electromagnetic beam bundle 4, will be arranged as in fig. 4, when A is on the calculated path W, appear as a straight line, at right angles to the vertical. This means that this straight line is horizontal and the angle corresponds to 90°.

When the aircraft A deviates from the calculated path W, the symbol shape is distorted and the angle is changed, reduced or increased depending on A's deviation from the path W. The distortions of the symbol shape caused by the electromagnetic beam 4, at the take-off or landing of A according to the take-off and landing system as shown in fig. 4, is not shown in the figures.

When several sources of electromagnetic radiation are available, these sources can be divided into groups according to their function: course and glide slope group, landing flare group and marker group.

The course and glide slope group is formed by the sources

with beam bundles, which indicate the course and glide slope of the calculated take-off and landing path, form a symbol and draw up a take-off and landing corridor, where the calculated take-off and landing path is arranged and the movement of an aircraft is ensured. Such a corridor extends the take-off and landing platform by making it possible for the pilot to navigate the aircraft in relation to the limits of the take-off and landing corridor, so that the aircraft's position corresponds to the optimal position with respect to the calculated take-off and landing path.

If the take-off and landing system thus comprises two electromagnetic radiation sources (fig. 5) and the first source 1 is arranged on the center line SS of the platform 3, with the beam of radiation oriented in the course plane C, a second source 8 can be arranged on one side of the center line SS, so that the beam bundle 9 in combination with the beam bundle 4 from the first source 1 limits a take-off and landing corridor K.

The source 8 can be arranged on one side of the platform 3 centerline SS at an optional location of the flight platform 2.

Fig. 5 shows the position of this source 8 on the flight platform 2, outside the take-off and landing platform 3, by the dashed line, while the fully extended line shows a special embodiment of the take-off and landing system, where the second source 8 is arranged on the start- and the landing platform 2 to the right of the course plane C, seen in the landing direction (arrow L), and the beam bundle 9 limits the take-off and landing corridor K from the right and is oriented in the glide slope plane G.

The source 1 can also be placed at different points

on the center line SS of platform 3, on or off platform 2. The dashed line suggests a possible position of this source on the take-off and landing platform, while the solid line shows a particular embodiment of the proposed system, where source 1 is arranged so that its beam 4 is below the slip plane G. The arrows indicate the possible movement of sources 1 and 8.

The beam 4 from source 1 lies below the slip plane G and limits the corridor K from below.

It should be noted that when the first source 1 is placed

on the center line SS and the second source 8 is located to the side of this center line of the platform 3, the second source 8 can be placed on the other side of the center line, while the beam bundle 4 from the first source 1 can run above or below the sliding slope plane G or in plane G. Source 8 (Fig. 6)

can e.g. be placed on the actual side boundary 10 of the platform 3. The beam bundle 9 will in this case indicate this boundary. In all these cases, the calculated take-off and landing path W is the intersection of course plane C and glide slope plane G.

The table of distortions of the special symbol shape (Fig. 7) formed by the extension 5 of the beam 4 and an extension II of the electromagnetic beam

9 at different positions of the aircraft A (fig. 5 and 6) in relation to the calculated take-off and landing path W, is carried out similarly to the table in fig. 3. The symbol produced by the extensions 5 and 11 of the electromagnetic beam bundles 4 and 9 looks like two straight lines. When the aircraft A (fig. 5 and 6) is on the heading and glide slope plane for the calculated take-off and landing runway W,

the first (5) is directed downwards from point 7 in the opposite direction to the aircraft A and coincides with the vertical 6, while the second extension II is directed to the right of a point 12 in the opposite direction to the position of the aircraft A and at right angles to the vertical 6 This form of the symbol is the special form of landing using the take-off and landing system according to fig. 5 and 6 and corresponds to route cl in the table in fig. 7.

When take-off takes place according to this take-off and landing system, the extension II of the beam bundle 9 will be to the right of, but still perpendicular to, the vertical 6.

Item 12 is similar to Item 7. It should be noted that any further such items will have exactly the same function as Item 7 and in a similar manner.

If A during take-off or landing using the system as shown in fig. 5 and 6, deviates from the glide slope plane of the calculated path W, but is located in the course plane C, the special symbol shape corresponding to route cl will be distorted. When A is above the glide slope plane for the calculated take-off and landing path, the extension II of the beam bundle 9 will be downwards and to the right of point 12, which corresponds to route ell. If A is below the glide slope plane of the track W, it will be upright and to the right of point 12 (cIII and cV).

Compared to table 3, the following additional information has been used in table 7: IV - the aircraft is located under the take-off or landing corridor,

t the aircraft is located to the right of the take-off or landing corridor.

The extension 5 of the beam bundle 4 will, regardless of the position of the aircraft A in course plane C, coincide with the vertical 6 and is directed downwards from point 7, when A is located above or below the glide slope plane for the trajectory W (ell and cIII). It is directed in the opposite direction (cIV) when A is located

itself under the electromagnetic beam beam 4 (fig. 5

and 6).

The change in direction of the extension 5 of the beam bundle 4 suggests that A is located below the take-off or landing corridor K, but still in the course plane C (cIV).

If A deviates from the course of the calculated path W, but remains in the glide slope plane G, the determined symbol form corresponding to route cl will be distorted. If A is located to the left of the path W (route II), the extension 5 of the beam 4 is directed to the right and downwards from point 7 and if A is located to the right of the course W of the path and to the right of the corridor K, the extension 5 is to left and the ninth direction from this point (routes fl and ti) .

The extension II of the beam bundle 9 remains horizontal regardless of A's position in the glide plane G, i.e.

it runs perpendicular to the vertical 6 and is directed from left to right from point 12, when A is to the left or to the right (routes II and ri) of the course of the calculated runway, and it changes to the opposite direction, when A is located to the right of the take-off or landing corridor (route ten).

Such a change of direction of the extension II of the beam bundle 9 shows that A is located to the right of the take-off or landing corridor K (figs. 5 and 6), but remains in the glide slope plane G (ti in fig. 7).

If the source 8 (fig. 6) is arranged directly on the side boundary 10 of the platform 3, the change of direction of the extension II of the beam bundle 9 (fig. 7) to the opposite direction will indicate that A is located to the right of this side boundary 10 and outside the starting and landing platform 3.

If A deviates from both the course and the glide slope plane for the calculated path W, the symbol shape will be distorted, as each position of A in relation to the path W has a corresponding direction of the extensions 5 and II of the beam bundles 4 and 9 as a result. The table (fig. 7) of distortions of the symbol form shows this.

The arrangement of the source 8 (Fig. 6) on the side boundary 10 of the take-off and landing platform 3 leaves the symbol form unchanged in principle and requires no detailed description.

When A starts using the take-off and landing system according to fig. 5 and 6, the distortions of the symbol form will be the same as indicated in the table in fig. 7, with the only difference being that this symbol is a mirror image in that the vertical passes through point 7.

The position of A relative to the runway W can be determined by the distortions of the particular symbol shape using the above principle, as can the direction of the trajectory correction of A.

Another embodiment (fig. 8) of the take-off and landing system comprises two electromagnetic radiation sources. The first source I is arranged on the center line SS of the platform 3 with the beam bundle oriented in course plane C and the second source 8 is arranged on the same center line, at a certain distance from the first source, so that the beam bundle 9 in combination with the beam bundle 4 limits the take-off or landing corridor K Fig. 8 shows a special embodiment of the system, where the second source 8 is arranged in front of the first source I, seen in the direction of landing (arrow L), and the beam from it is also oriented in course plane C, although the two beam beams do not cross each other. The calculated take-off or landing path W is located between these beam bundles 4

and 9 and they limit the take-off or landing corridor K from below and above.

The dashed line shows other alternative placements of the sources 1 and 8 on the center line SS of the platform 3. In this case, the source 8 can also be placed on the flight platform 2, on the extension of the center line S S of the platform 3. The arrows suggest possible changes of these sources 1 and 8.

It should be noted that other options for placing the second source 8 on the platform centerline SS are possible. The source 8 can be placed behind the first source 1 and the beam bundles 4 and 9 can cross each other.

The table of distortions of the special symbol shape (fig. 9) which is induced by the extension 5 of the beam beam 4 and the extension II of the beam beam 9 at different positions of the aircraft A (fig. 8), with a view to the calculated take-off or landing path W, is carried out similarly to the tables in fig. 3 and 7. The special symbol form for the position of the aircraft on the path W is as previously given in route cl and consists of two extensions 5 and II of the beam bundles 4 and 9, arranged vertically and continuously in opposite directions from points 7 and 12. If A under take-off or landing according to the above-mentioned embodiment of the take-off and landing system as shown in fig. 8, deviates from the glide slope plane, but still stays within the course plane C, the determined symbol shape is not distorted. It is only when A comes above or below the take-off or landing corridor K that one of the extensions 5 or 11 of the beam bundles 4 or 9 changes direction to the opposite one, which coincides with the vertical 6. This corresponds to routes cV or cIV in the table in fig . 9.

The table in fig. 9 includes the following additional designation compared to figures 3 and 7: V the aircraft is located above the starting or

the landing corridor.

If A deviates from its course, but is still in the glide slope plane of the calculated take-off or landing path W, the symbol shape is distorted, and when A is to the left of the course (route II), one of the extensions II is directed to the right and down from point 12 and the other extension 5 to the right and upwards from point 7. If A is to the right of the course (route ri), the extensions 5 and II will take a position symmetrical to the vertical 6.

If A is to the left of the track's W course (this corresponds to the 1 squares in Fig. 9) and deviates from the track's slip plane, the symbol shape is distorted, so that when A is above the slip plane, the angles ^ and

(0 2 smaller (routes III and IV) than the angles { p^ and when A is in the slip plane of the path W (route II). They become larger when A is below the slip plane of the path W (routes 1III and 1IV).

It will be obvious that the symbol in this case is distorted, since the projections 5 and II of the beam bundles 4 and 9 are symmetrical with respect to the straight line that is perpendicular to the vertical 6, when A is located in the glide slope plane of the path y, so that this symmetry is destroyed when A is located above or below the slip plane of the path W.

If A is located to the right of the track's W course (this corresponds to the r squares in fig. 9) and deviates from the track's W slip plane, the symbol shape is symmetrical to the above with respect to the vertical 6.

As previously mentioned, A's position in relation to the path W as well as the path correction can be determined using the above-mentioned principle by distorting the determined symbol shape.

If the system includes two electromagnetic radiation sources arranged on one side of the take-off and landing platform centerline, the radiation beam of one source is oriented in its own slip plane and indicates this. The second source can be arranged on the same side of the center line or on the opposite side and the beam from this source is oriented in its own slip plane and indicates this plane. In combination, both beam bundles will limit the take-off and landing corridor from the sides.

Finally, the sliding slope planes can coincide.

An embodiment of the proposed system, where the radiation sources are arranged on either side of the center line SS and the beam bundles are oriented in a common sliding slope plane is shown in fig. 10.

A first source I is arranged on one side of the center line SS of the platform 3, while a second source 8 is arranged on the other side of the center line SS. The beam bundles 4 and 9 are oriented in a sliding inclined plane G and indicate this plane G. The sources 1 and 8 form the main source pair. The beam bundles 4 and 9 from the sources I and 8 limit a take-off or landing corridor K from both sides. A calculated take-off or landing path W is the intersection between a course plane C and the glide slope plane G and lies within the corridor K.

The sources I and 8 can be arranged on opposite sides of the center line SS at any point of an aircraft platform 2.

Fig. 10 shows the position of these sources I and 8 on the platform 2, outside the platform 3 with a dashed line, and a special embodiment, where the sources I and 8 are arranged

net directly on platform 3 with a fully extended line.

There may be other alternatives for placing the sources I and 8, e.g. when these sources are arranged symmetrically with respect to the center line SS or on the side boundaries 10 and 10' (fig. II) of the platform 3, where the beam bundles

4 and 9 indicate these side limits.

However, it should be noted that one of the sources, e.g. I, can be arranged directly on platform 3, and another outside this platform, but on platform 2.

The beam bundles 4 and 9 from the sources I and 8, which are arranged on one side of the center line SS of the platform 3, can both be directed parallel to the course plane V and form an acute angle to this plane. This angle can amount to several minutes of angle up to 1-5°. Such an orientation of the beam bundles 4 and 9 at acute angles to the course plane C makes it possible to make the take-off and landing corridor variable, especially wider as the distance from the platform 3 increases.

The table of distortions of the particular symbol shape (Fig. 12) produced by the projections 5 and II of the beam bundles 4 and 9 at different positions of A

(fig. 10 and II) with a view to the track W has been prepared in the same way as the previously mentioned tables (fig. 3, 7 and 9).

For convenience, fig. 12 the distortions of the special symbol shape by symmetrical placement of the sources 1 and 8 with respect to the center line SS.

The special symbol shape for A's position on the pitch

W is, as before, reproduced in square cl and consists of the projections 5 and II of the beam bundles 4 and 9 perpendicular to the vertical 6 and proceeding from random points 7 and 12

in opposite directions, which means that the symbol has the form of two horizontal lines arranged in a straight line.

If A takes off or lands using the above embodiments of the system in fig. 10 and 11 and deviates from the glide slope plane, but still stays within the course plane C, the symbol shape will be distorted, so that the projections 5 and II, when A is above the glide slope plane W of the path (route ell in fig. 12), are directed downwards and to right respectively downwards and to the left of the random points 7 and 12. When A is under the path W, the projections 5 and II are directed upwards and to the right respectively upwards and to the left of the random points 7 and 12 (route cIII). In this case, the projections 5 and II of the beam bundles 4 and 9 are symmetrically arranged to the vertical 6.

If A deviates from the path's W course, but remains in the glide slope plane G, the symbol shape (route cl) is not distorted. Only when A leaves the corridor - to the left (route ml) or to the right (route ti), one of the projections II or 5

of ray bundles 9 and 4 change direction to the opposite but remain horizontal.

The table according to fig. 12 includes a designation in addition to those shown in previously mentioned tables.

m the aircraft is located to the left of the take-off and landing corridor.

If the sources I and 8 (Fig. 11) are arranged on the side boundaries 10 and 10' of the platform 3, such a direction reversal of the projections II and 5 of the beam bundles 9 and 4 will indicate that A is located to the left or to the right of the side boundary 10' or 10 and beyond the platform's 3 boundaries.

If A deviates from the course, e.g. by being above the glide slope plane for path W (routes II), the symbol shape will be distorted as in the table in fig. 12. The shape of the symbol is also distorted, when A deviates from the course, as it is located below the glide slope plane of the track W (routes III). In both cases, the symmetry of the projections 5 and II to the vertical 6 is broken.

In connection with the above-mentioned tables 2, 3, 7, 9 and 11, some common features of the symbol distortions must be pointed out in order to further simplify the distortion tables.

As can be seen from the tables (fig. 2, 3, 7, 9 and 12), the situation is such that when the beam bundle 4 (fig. 2, 5, 6 and 8) is oriented in the course plane C, a change of A's position with respect to the glide slope plane of the path W, if A is still in course plane C, do not include a change in the position of the projection 5 of the beam 4, except when A leaves the boundaries of the corridor K. In this case, the projection of 4 changes direction to that opposite.

The change of A's position in the heading plane will therefore not include any angular rotation of the projection 5 of the beam bundle 4 which is located in the same heading plane. In this case, the projection 5 will at all times coincide with the vertical 6.

The relationship is largely the same if A changes position in relation to the path W without leaving the glide plane G. In this case, the projections II (Fig. 7) and 5 and II (Fig. 12) of the atral bundles 9 (Figs. 5 and 6 ), as well as of 4 and 9 (Figs. 10 and 11) do not change their horizontal position, perpendicular to the vertical 6. Only when A leaves the corridor K, they will change direction to the opposite one (route ten in Fig. 7 and ml , 11 in Fig. 12).

When A deviates from both the course and glide slope plane for W at the same time, the position of the projections 5 or 11 of the beam bundles 4 or 9 will change, which includes two rotations about the random points 7 or 12, one rotation as a result of A's change of position in relation to the course and a rotation as a result of the change in position in relation to the slip plane of the track W.

We will now look at several embodiments of the proposed take-off and landing system, when this includes several pairs of electromagnetic radiation sources.

If the system comprises two source pairs (Fig. 13) are

the sources I and 8 which make up the main pair of sources, placed on either side of a platform 3 center line SS, with the beam bundles 4 and 9 directed in each their own sliding slope plane G^. Two other sources 13 and 14 are likewise placed on opposite sides of SS with the beam bundles 15 and 16 directed in a separate glide plane G2. The beam bundles 4, 9, 16 and 15 from sources 1, 8 and 13 limit a corridor K from all sides.

The sources 1 and 8, 13 and 14, which are arranged on one of the sides for the center line SS of the platform 3, can be placed in an optional place on the platform 2.

Fig. 13 shows the position of these sources on the platform 2, outside the platform 3 with a dashed line and a special embodiment, where the sources 1, 8, 13 and 14 are arranged on the platform 3, with a fully extended line. There are other options for placing the sources.

Some sources can e.g. be arranged on the platform 3, while others are arranged outside this, on the platform 2, or the sources 1 and 8, 13 and 14 can be arranged in pairs symmetrically to the center line SS of the platform 3. In another embodiment (Fig. 14), the sources 1, 8, 13 and 14 are arranged on the platform's 3 side boundaries 10', 10.

In this case, the beam bundles 4,9,15 and 16 from these sources 1,8,13 and 14 will pull up the side boundaries 10 and 10' of the platform 3. In some embodiments, the glide planes G, and G_ can be parallel. These alternative embodiments are not shown, as they have no appreciable influence on the special symbol shape induced by the electromagnetic beam bundles and on the distortions of this special symbol shape, caused by deviations of the aircraft A from the calculated take-off and landing path W.

For the sake of simplicity, it is assumed that the path W for the embodiment as shown in fig. 13 and 14 are arranged between the glide planes G^ and G2, at an equal distance from each of them and situated in the course plane. In principle, however, this path W can be determined randomly and even lie in plane G^ or G2.

The specific symbol form given when A is on the calculated take-off or landing path is, as previously reproduced in route cl, and is formed by four projections 5, II, 17 and 18 of the beam bundles 4, 9, 15 and 16. The projections are symmetrical in pairs, both to the vertical 6 and to the horizontal, i.e. the line that is perpendicular to the vertical 6 (here and in the following, the horizontal is not reproduced. The projections 5, II, 17 and 18 of the beam bundles 4,9,15 and 16, diverge in a fan-like manner from point A which indicates the position of aircraft A starting from random points 7, 12, 19 and 2o.

When A deviates (Figs. 13 and 14) from the course and glide plane of the bani W, the distortion of the particular shape of the symbol produced by the projections 4,11,17 and 18 can be determined according to the above rules. A schematic illustration of this is reproduced in the table of distortions in fig. 15. The distortions of the symbol shape indicate the direction and magnitude of the corrections of an actual flight path for A.

Another embodiment of the proposed start-

and landing system with several pairs of electromagnetic radiation sources is shown in fig. 16, where three pairs of sources are arranged.

The sources 1 and 8 form the main source pair and are arranged on either side of the platform 3 centerline SS and their beam bundles 4 and 9 are oriented in a separate sliding slope plane G^.

Two sources 13 and 14 constitute a second pair of sources and are likewise arranged on either side of the platform 3 center line SS and their beam bundles 15 and 16 are oriented in a separate glide plane G,,.

Finally, two further sources 21 and 22 form a third pair of sources and are arranged like the previously mentioned pair of sources on opposite sides of SS, with the beam bundles 23 and 24 oriented in a separate glide slope plane G^. The sliding planes G2°^ G3 are arranged on either side of plane G^ for the main source pair.

The beam bundles 15 and 16 from the sources 13 and 14 limit a corridor K from above, while the beam bundles 23 and 24 from the sources 21 and 22 limit the corridor K from below. Corridor K is limited on the one hand by beam bundles 4, 15 and 23 from sources 1, 13 and 21 and on the other hand by beam bundles 9, 16 and 24 from sources 8, 14 and 22. Sources 1, 13 and 21 which are arranged on one side of the SS and the sources 8, 14 and 22 which are arranged on the other side of the SS for platform 3 may be arranged at optional locations on platform 2.

Fig. 16 shows the position of these sources on platform 2 outside the boundaries of platform 3 by dashed lines and a special embodiment, where these sources 1, 13, 21 and 8, 14 and 22 are arranged on platform 3, with a fully extended line. The arrows indicate previously possible changes of these sources.

There are two other options, where the sources are differently placed, e.g. some sources can be arranged on platform 3, while others are outside, on the flight platform 2, or the sources can be arranged symmetrically to the center line SS of platform 3. In another embodiment (Fig. 17), the sources 1, 13, 21 and 8, 14, 22 are arranged on the respective side boundaries 10 and 10' of the platform 3. In this case, the beam bundles 4, 15, 23 and 9, 16, 24 additionally indicate the side limits 10 and 10' for platform 3.

In a further embodiment, the sliding inclined planes G^, G2 and G3 can run parallel.

As regards the beam bundles 4, 14 and 2 3 from the sources

1. , so that the corridor K is extended by the distance from platform 3. The angles between these beam bundles and course plane C can correspond to several minutes of angle and even several degrees of angle.

All these varying embodiments are not shown, as they have no appreciable influence on the particular shape of the symbol formed by the beam bundles from the electromagnetic radiation sources, and on the distortions of the particular symbol shape as a result of A deviating from the path W.

In the embodiments shown in fig. 16 and 17 the intersection between glide slope plane G^ and course plane C.

The special symbol shape (fig. 18) that occurs when A is on the path W (figs. 16 and 17) is, as before, reproduced in square cl and here consists of 6 projections 5,11, 17,18,25 and 26 of the beam bundles 4,9,15,16,23 and 24, arranged symmetrically both to the vertical 6 and the horizontal, i.e. the line that runs perpendicular to the vertical 6. These projections diverge fan-like from point A

in accordance with A's position, starting from random points 7, 12, 19, 20, 27 and 28. As A is on the path W, and in the glide plane G^, the projections 5 and II of the beam bundles 9 and 4 appear horizontal

lines that extend along a straight line. The projections 17 and 18 of the beam bundles 15 and 16 are directed upwards and in different directions. The projection 17 of the ray bundle 15

is thus directed upwards and to the right, while the projection 18

of the beam bundle 16 is directed upwards and to the left. The difference between the angle --f 3°9 lf 4 is 360°, i.e. that the angles are equal, seen in different directions, one in the negative and one in the positive direction.

The projections 25 and 26 of the beam bundles 23 and 24 proceed completely analogously to those mentioned above, with the only difference being that they are directed downwards and in opposite directions.

If an aircraft takes off or lands using the above embodiment of the system (Figs. 16 and 17) and deviates from the glide slope plane of the trajectory W, but is still in the heading plane C, the determined symbol shape (route cl in Fig. 18) is distorted, so that the symmetry about the horizontal is destroyed, while the symmetry in relation to the vertical 6, i.e. the relationship to the direction of deviation of A from the path W (route c) is maintained.

If A takes off or lands and deviates from the course of trajectory W, but is still in glide slope plane G^, the special symbol shape (route cl in Fig. 18) will be distorted, so that the symmetry about the vertical 6 is destroyed, while the symmetry about the horizontal is maintained ( In squares).

If A simultaneously deviates from the track's slip plane and course, the symbol shape will be distorted, so that there is neither symmetry about the vertical 6 nor about the horizontal. This appears from the table in fig. 18.

Changes in the direction of certain projections can help determine whether A is outside the boundaries of corridor K. Another simple rule can be used here.

It is illustrated in fig. 18. If all projections 5, 11, 17, 18, 25 and 26 of the beam bundles 4, 9, 15, 16, 23 and 24 proceed predominantly in the same direction, e.g. to the left and downwards (route tV) from the random points 7,12,19,20,27 and 28, this means that A is on the opposite side of the corridor, to the right and above this corridor K in the above example, etc.

If the sources 1,8,13,14,21 and 22 in this case are arranged on the side boundaries 10, 10' of the platform 3, as shown in fig. 17, deviation of A from corridor K to the right or to the left will mean that A is respectively to the left or to the right of platform 3.

The proposed take-off and landing system may have other embodiments. It can e.g. apart from one or more pairs of electromagnetic sources further comprise a source which is placed as shown in fig. 2, i.e. on the center line of platform 3.

An example of this embodiment is a system (Fig. 19), which comprises two sources 1 and 8 which make up the main source pair and are arranged on either side of the center line SS of the platform 3, with the beam bundles 4 and 9 oriented in a glide plane G, and a third source 29 arranged on the center line SS of the platform 3, with the beam bundle 30 oriented in a course plane C. The source 29 can be arranged at an optional location of the center line SS or in front of the platform 3, on the extension of the center line SS, with the beam bundle 30 situated below or above the slip plane G or crossing this plane G. The solid line indicates the location of the source 29 with the beam bundle oriented above plane G, while the dashed line indicates an alternative location of the source 29, when the beam beam 30 is below plane G. The arrows show possible changes of all three sources 1, 8 and 29.

Another embodiment of the system (Fig. 20) includes e.g. five sources of electromagnetic radiation. An example is described here, where two sources 1 and 8 make up the main source pair and are arranged on either side of the platform 3's center line SS, on the platform's side boundaries 10,10', with the beam bundles 4 and 9 oriented in a separate glide plane G^. Two other sources 13 and 14 constitute a second pair of sources and are likewise arranged on either side of the platform 3 centerline SS on the platform's borders, with the beams 15 and 16 oriented in a separate glide slope plane G2> Finally, a fifth source 29 is arranged on the platform 3 centerline SS, with the beam beam oriented in a heading plane C. The source 29 may be located anywhere on SS, such as in front of platform 3, on the extension of SS, and the beam beam 30 may be located above the glide slope plane and G^ (indicated by the fully extended line in Fig. .20), below planes G^ and G^ or crossing these planes. The arrows indicate the directions for possible changes of the source 29 location.

In other embodiments of the proposed system, this can e.g. include seven sources in the form of three source-

pair arranged as in fig. 16 and a seventh source arranged on the platform 3 center line SS, etc. These embodiments are not shown.

The special symbol form which is induced by the beam bundles from the electromagnetic radiation sources, as well as the distortions of this symbol form at different deviations from the path W in the above-mentioned embodiments according to fig. 19 and 20 are not shown.

Fig. 21 shows an embodiment of the system according to fig. 19, where the sources 1 and 8 are arranged on the side boundaries 10 and 10' of the platform 3 and the source 29 is arranged on the center line SS of the platform 3, so that the beam bundle 30 is located below the sliding slope plane G which is induced by the beam bundles 4 and 9 from the sources 1 and 8 .

The beam bundles 4,9,30 from the sources. 1, 8 and 29 can be parallel directed or form a corridor K that expands with the distance from platform 3.

In this case, the beam bundles 4 and 9 can form an acute angle with course plane C, in the order of a few minutes of angle and up to 1-5°, and the beam bundle 30 from the source 29 can be directed at the same angle towards plane G.

The corridor K is surrounded by the beam bundles 4,9 and 30 from the sources 1, 8 and 29, the beam bundles 4 and 9 forming the side boundaries of the corridor K and at the same time indicating the boundaries 10,10'

of the platform 3, while the third beam bundle 30 limits the corridor from below.

The special symbol form (route cl in fig. 22) when A is on the calculated path W (fig. 21), consists of three projections 5, 11 and 31, which act as two horizontal and one vertical line. The projections 5 and II are arranged horizontally along a straight line, while the projection 31 from the beam bundle 30 is vertically directed and coincides with the vertical 6, so that the symbol shape is a T. This symbol shape is symmetrical about the vertical 6.

If an aircraft takes off or lands using the system according to fig. 21 and deviates from the glide slope plane of the trajectory W, but is still in the course plane C, the symbol shape will be distorted, and the projections 5 and II will deviate from the horizontal direction and face each other from the random points 7 and 12 (routes c in Fig. 22) . The vertical position of the projection 31 of the beam 30 is maintained, and only when A is under the corridor K (route cIV), the projection 31 shifts to the opposite direction.

If an aircraft takes off or lands and deviates from the course of the calculated path W, but still remains in the glide slope plane G, the symbol shape will be distorted, so that the projection 31 of the beam bundle 30 deviates from the vertical 6 and revolves around the random point 32 (route I). The horizontal position of the projections 5 and II is maintained, and only when A is to the left (route ml) or to the right (route ti) of the corridor K, one of the projections II or 5 will shift to the opposite direction.

The distortions of the symbol shape at other deviations of A from the calculated path W are shown in fig. 22. The fact that A is outside the boundaries of corridor K can be determined using the simple rule discussed above. According to this rule, A is in the opposite direction to corridor K in relation to a common direction, where all projections 5, II and 31 proceed. When e.g. all projections in route tIV are directed upwards and to the left, this means that A is below and to the right of path W.

The symbol (Fig. 22) formed by the three beam bundles 4,9 and 30 has a shape that is asymmetrical with respect to the horizontal, which makes it easier to determine the "up/down" directions, because each embodiment indicates a particular device of the beam bundle 30 with regard to plane G. In the embodiment according to fig. 21, this beam bundle is at all times below plane G and projection 31 is always below projections 5 and II.

In another embodiment of the system (fig. 23), there are four sources of electromagnetic radiation. Two of them, 1 and 8, form the main pair of sources and are arranged on either side of the platform 3 center line SS, while two others, 29 and 33, are arranged on the center line SS on either side of a sliding inclined plane G. The beam bundles 4 and 9 from I and 8 are oriented in the glide slope plane G and indicate this plane, while the beam bundles 30 and 34 from the sources 29 and 33 are oriented in a heading plane C and indicate the course of the calculated take-off or landing path W.

The beam bundles 4 and 9 limit the corridor K from the sides and the beam bundles 30 and 34 limit it from below and above, respectively. As previously mentioned, the sources I and 8 can be arranged both on an aircraft platform 2 and on the take-off and landing platform 3. Fig. 23 shows a position of these sources I and 8 on the side boundaries 10 and 10' of the platform 3.

The special symbol form which is evoked by the projections of the beam bundles 1,8,30 and 34 looks like two horizontal and two vertical lines that go into each other and can be easily obtained by placing the symbol form according to fig. 9 above the symbol form according to fig. 12 (routes cl). Generally, the symbol looks like a "+". Distortions of the symbol form can easily be seen by placing the respective squares according to fig. 9 and 12 on each other. Because this is so simple, no table of the symbol form and its distortions in a system according to fig. 23.

The above-mentioned embodiments of the proposed take-off and landing system comprise electromagnetic radiation sources which functionally form a heading and a glide slope group. The beam bundles from these sources form a symbol with a specific shape and form a take-off or landing corridor, in which the runway is located. The distortions of the special symbol form indicate that an aircraft deviates from the calculated course and glide slope, as well as that it is outside the corridor's boundaries. The fact that it is outside the corridor's boundaries appears from a predominantly orientation of the projection in a common direction, which means that A is on the opposite side of the corridor (see figs. 15, 18 and 22).

This symbol, which is formed by electromagnetic beam bundles, also allows the registration of an aircraft's bank and the degree of this bank. An aircraft's roll can be determined by the symbol turning as a whole, without distortion

ning of the symbol form, about an axis that passes through point A, which corresponds to the position of the aircraft (fig. 12, 15, 18

and 22). The symbol rotates in the opposite direction of the aircraft's roll.

In reality, the symbol remains stationary, while the aircraft banks, but on board this is perceived as a turning of the symbol.

The heeling is perceived much easier and stronger,

when the symbol form includes horizontal projections, such as '

indicates the horizon line (fig.12,18 and 22.)

It should be noted that no localizer and glide slope communication system that is common today, including the instrument landing system, includes this feature. As a result of the system's design, no information is provided about aircraft roll. To determine such bank, the pilot must resort to instruments, especially the gyro-horizon.

The take-off and landing corridor, which is induced by the beam bundles from the electromagnetic radiation sources for course

and the sliding slope groups, have an additional important func-

tion which considerably facilitates the flight. This is because the initial

and the landing corridor as well as extending the take-off and landing platform, so that the pilot can control the aircraft with

eyes on this corridor, so that the conditions for maximum security are respected. This can be done very easily, if the system consists of collimated beam bundles of electromag-

netic radiation within the optical band. In this to-

trap, the pilot is able to see the boundaries of the take-off and landing corridor due to stereoscopic vision effects. The beam bundles visible in space play the role of approach and "lead-in" flares, which are usually arranged on the ground as an extension of a runway, but play this role more effectively as they progress in space. This peculiarity of the take-off and landing corridor is particularly valuable

full for landing on an aircraft carrier deck, which will be discussed in more detail later, as in this case no analogy can be drawn with ground approach and "lead-in" flares.

The above-mentioned embodiments of the proposed take-off and landing system cannot in any way be said to be exhaustive of the diversity of possible alternatives. The mentioned electromagnetic radiation sources, arranged on the take-off and landing platform, can be supplemented with any number of sources, which may necessary for the provision of more complicated symbols and a sharper limitation of a take-off and landing corridor.

The proposed take-off and landing system has other embodiments, where the side boundaries and center line of the take-off and landing platform are indicated by the beam bundles from the electromagnetic radiation sources installed on the side boundaries and center line of this platform, especially for this purpose. These sources make up the landing flare group and serve to orientate an airship with a view to the side boundaries and center line of a take-off landing platform in the final landing phase, immediately before landing, during the landing itself and during take-off, as well as during climb.

In the description of the system which is equipped with additional electromagnetic radiation sources that make up the landing flare group, the sources that make up the heading and glide slope group are omitted, so that the figures become more clear.

With the proposed take-off and landing system (Fig. 24) there are a pair of additional sources 35, which are installed on an aircraft platform 2 in the immediate vicinity of the end of the platform 3, on either side of the center line SS, on the extension of the side boundaries 10 and 10 ' for the platform 3. The beam bundles 36 from the sources 35 are directed parallel to the surface of the take-off and landing platform 3, along the side boundaries 10 and 10'.

The beam bundles 36 from the sources 35 should be directed so that they are at the same level as a receiver of electromagnetic radiation on board the aircraft or at the same level as the pilot's eyes. If the wavelength of the electromagnetic radiation used for the beam bundles 36 lies in the invisible band, the symbol formed by the beam bundles 36 will only be perceived by special receivers on board the aircraft, and the system becomes purely instrumental. If, on the other hand, the wavelength is chosen within the visible band of the electromagnetic radiation spectrum, the beam bundles 36 can be perceived visually. However, it should also be noted that radiation in the visible band can also be recorded instrumentally, so that the system can be done both visually and instrumentally.

The special symbol form (fig. 25), which is registered, when an aircraft A is on the surface of the starting

and the landing platform 3, is as previously shown in route cl and is formed by projections 37 of the electromagnetic beam bundles 36, which appear as two horizontal lines at a 90° angle to the vertical 6.

In contrast to the previously mentioned examples,

"I" stands here for the position of the aircraft A on the surface of the platform 3 (fig. 24) and "II" denotes its position above

for the surface of the platform 3.

When an airship is on the right (route ride)

or left (square il) of the platform center line SS, the symbol shape is not distorted.

If an aircraft takes off or lands and finds

above the platform's 3 surface, but in course

planet C, the symbol form is distorted, but remains sym-

risk about the vertical 6 (square ell).

If A is at the same time to the left or to the right of the course plane C, the symmetry of the symbol shape will

is led to be destroyed. The fact that A is outside the boundaries 10 or 10' of the platform 3 can be determined by a common orientation of the projections 37 starting from random points 38 (the routes to and mil). This orientation of the projections 37 is characteristic of deviations of A in the opposite direction from the common direction of the projections 37.

In principle, other devices can be thought of

source 35, e.g. at the beginning of the take-off and landing platform. In this case, A moves along the beam bundle 36, and not against it, as in fig. 24.

Another embodiment (fig. 26) of the take-off and landing platform's design comprises an additional source 39 on

an aircraft platform 2 in the immediate vicinity of the end of platform 3, on the latter's centerline SS. A beam bundle 40

from the source 39 is directed parallel to the surface of the platform 3, lies in the course plane C and indicates the center line SS of the platform 3.

The distortions of the special symbol form which are induced by a projection of the beam bundle 40 starting from a random point 42 are shown in fig. 27. The table in fig. 2 7 is simple and schematic and needs no further explanation. It should be noted, however, that if the beam 40 of the source 39 is below the level of an airborne receiver of electromagnetic radiation or the pilot's eyes, the symbol produced by the beam, when A is on the platform 3 surface, on the platform centerline SS, will appear as indicated in route etc.

A further embodiment of the system (Fig. 28) comprises three electromagnetic radiation sources, which form the landing flare group, two (25) sources being arranged on an aircraft platform 2 in the immediate vicinity of the end of the platform, on either side of the center line SS, on the side boundaries 10, 10', while a third source (39) is arranged on the plane platform form 2 in the immediate vicinity of the end of the platform 3 on its center line SS. The beam bundles 36 and 40 from these sources 35 and 39 are directed parallel to the surface of the take-off and landing platform 3. The beam bundles 36 from the sources 35 are directed along the side boundaries 10 and 10' of the flat form 3, while the beam bundle 40 from the source 39 is directed along center line SS. v

The symbol evoked by the beam bundles 36 and

40, is reproduced in fig. 29. It is simple and easy to remember as a combination of the symbols from fig. 25 and 27.

In some cases, the additional indication of the take-off and landing platform boundaries may require the installation of an optional number of sources along the platform sides. This can be due to an uneven surface of a take-off and landing platform or multiple taxiways at an airport. In such cases, the beam bundles act as additional indications of the boundaries of the take-off and landing platform. If the surface of a platform e.g. first has a steady rise and then proceeds down a distance, so that the end of the platform cannot be seen from the beginning of the platform, an additional pair of sources is installed on the lateral boundaries of the platform at its highest point, so that the beam bundles from this pair of sources act as additional indications of the lateral boundaries of the platform .

It must be emphasized that the aforementioned source group, which makes up the landing light group, can be installed in combination with any of the above-mentioned take-off and landing systems such as is shown in fig. 1,2,4,5,6,8,10,11,13, 14, 16, 17,19,20,21,23".

The beam bundles from the electromagnetic radiation sources that make up the landing flare group produce a symbol similar to that produced by the beam bundles from the sources that make up the course and glide slope group. This will make it far easier to control an aircraft using a take-off and landing system, when the system is visual,

and it will simplify the airborne receivers, when the system is instrumental, so that an uncomplicated and reliable equipment can be developed for operation during all phases of take-off or landing. The mentioned system also remains the same for both take-off and landing.

The proposed take-off and landing system may, as previously mentioned, comprise a further source group, which constitutes a group of marker sources. The intersections of the sources' radiation bundles indicate different marker points, e.g. the point of start of leveling off or the point that indicates a specific distance to the take-off and landing platform. Such a determined distance can be the distance to one of the "homing" stations, e.g. inner, middle or outer marker locator.

Similar to the figures showing the take-off and landing systems comprising the landing flares, the figures only show the sources with beam bundles indicating marker points, so that the figures become clearer.

A pair of additional sources 43 (Fig. 30) are installed on an aircraft platform 2 and the beam bundles 44 are oriented so that they intersect at a certain distance in space and form a marker point 45.

This point can be arranged both in the course plane C and close to this plane, as well as on the path W.

An embodiment with a symmetrical placement of these sources 43 is shown in fig. 31. The marker point 45 in this case indicates the determined distance to a "homing" station 46 and is arranged somewhat lower than the calculated path W in the course plane C.

The particular symbol produced by the projectors of the beam bundles 44 from the sources 43 can have two different forms. If the sources 43 are arranged below the glide slope plane G (fig. 31) and the beam bundles 44 do not intersect this plane G, the special symbol form, shown in fig. 32 in route VII, formed by two projections 47 of the beam bundles 44 starting from random points 48 and directed vertically downwards.

The following designations are used in fig. 32 :

VI A is located beyond the distance to marker point 45 which indicates the determined distance, e.g. the point of beginning flattening of A or the point which designated one of the "homing" stations;

VII A is at the specified distance from the take-off and landing platform corresponding to the point of initial flattening or to the moment A is over one of the "homing" stations;

VIII A is closer to the runway than the marker point.

If an aircraft is beyond the distance to marker point 45, the distortion of the symbol shape will appear as in square VI in fig. 32. The projections 47 of the beam bundles 44 intersect.

If A is closer to the take-off and landing platform than marker point 45, the projections 47 diverge without intersecting (route VIII in Fig. 32).

If the beam bundles 44 from the sources 43 intersect the glide slope plane G, the special symbol form (Fig. 32) is different (route VII). In this case, the symbol is formed by the two projections 47 of the beam bundles 44 starting from the random points 48 and directed horizontally towards each other. If the proposed take-off and landing system is visual, the pilot can see from a brief glimpse that he is passing the marker point.

The distortions of the special symbol form, when A is further away or closer to the platform than marker point 45, are reproduced in squares VI and VIII.

If the system uses electromagnetic radiation in the visual band, the pilot can see the intersection point in space and assess, on the basis of the symbol's distortion, how far he is from the point, which makes the navigation of the aircraft significantly easier.<*>

The symbol produced by the beam bundles for the marker group is similar to that produced by the beam bundles for the previously mentioned groups. When the system is instrumental, the same equipment on board the aircraft can be used to register the symbol. This facilitates the automatic landing process and constitutes a significant advantage over conventional systems.

The marker key group makes it possible to specify different marker points, which cannot be specified in any other way, e.g. in inaccessible mountain areas and over the sea, when it comes to landing on an aircraft carrier deck.

Marker points are usually used for landing the aircraft, but can also be used for distance monitoring at take-off.

A marker source array can be installed in combination with any of the take-off and landing systems discussed above which include the heading and glideslope array and the landing flare array.

Fig. 34 shows an example of an embodiment of the take-off and landing system which includes all three source groups, i.e. the course and glide slope group according to fig. 21, the landing flare group according to fig. 24 and the marker group according to fig. 31. Fig. 34 shows two marker points 45.

One of them, which is located closer to the take-off and landing platform, is the point of the beginning of the flattening and the other point 45 indicates the specific distance to the "homing" station 46. All these source groups and the symbol evoked by the beam bundles for each group are previously discussed in detail. The symbol produced by the beam bundles in accordance with FIG. 34, constitutes a whole of the symbols which are evoked by the beam bundles from each source group separately.

If the system is visual, i.e. electromagnetic radiation is used in the visual band, the beam bundles from the sources in the different groups can have different colours.

The beam bundles 4 and 9 (Fig. 34) can thus e.g. be red and helium-neon lasers can be used as sources I and 8, while the beam 30 is green, the source being an aragon laser. Finally, the beam bundles 36 can be dark red, the sources 35 being krypton lasers and the beam bundles 44, which indicate the marker points 45, can be orange or yellow, the sources 43 being lasers that generate in the orange or yellow range. For the sake of simplicity, however, it is assumed here that all beam bundles have the same colour, e.g. red or orange, produced by a type of laser used as electromagnetic radiation sources.

To increase the system's range in dense fog, all or some beam bundles can be produced from a combination of several wavelengths. The beam bundles 4, 9 and 40 (Fig. 34) can e.g. is designed by a combination of electromagnetic radiation in the visible and infrared spectrum. In this case, the infrared radiation forms a channel in the fog and creates conditions for sending visible radiation, so that stricter take-off and landing minimum requirements can be met.

The use of airborne receivers operating in the visible band makes it possible to display the distortion of the particular symbol form on an instrument in the cockpit, as well as to design automatic equipment. In this case, the system becomes instrumental and at the same time visual.

The visual embodiment of the proposed

system, however, even without installed equipment on board the aircraft, is a reliable instrumental means that ensures manual take-off and landing. The instrument which ensures great accuracy of the determination of the aircraft's position in space with regard to the trajectory W, is the symbol that is evoked in space by visible electromagnetic radiation bundles. The proposed system has a very high degree of precision

when it comes to determining the aircraft's deviations from the calculated take-off or landing path, a precision that surpasses the conventional radio-locator and glide-

inclined plane transfer systems, in some cases as much as a hundred or even a thousand times. The degree of distortion of the determined symbol form enables the determination of an aircraft's deviation from the path W within the range of a few centimeters.

Therefore, even the visual embodiment of

the proposed system is considered an instrumental means with a very high degree of precision. It must again be emphasized that in this case no equipment has been installed on board the aircraft.

Two examples of the placement of the electromagnetic radiation sources, which form the course and glide slope group, according to the proposed system, on an aircraft platform are shown. In the take-off version of the system, the sources are arranged near the aircraft's "lift-off" points and in the landing version, the sources are placed in the immediate vicinity of the beginning of the take-off and landing platform. As mentioned above, the arrow L in all discussed figures indicates the direction of the aircraft A landing and the arrow F indicates the take-off direction. None of these figures indicate the exact position of the sources on the center line SS, but it should be noted that in the take-off version they should be placed close to " the lift-off" point and in the landing verse the ion at the beginning of the take-off and landing platform.

The start version of the proposed system is illustrated in fig. 35, where the letter V denotes the "lift-off" point for the aircraft A. The letter W in this case denotes a calculated take-off path, K stands for a take-off corridor. The glide slope plane G is in this case the plane of the starting track.

The beam bundles 4,9,30 from sources 1,8 and 29 indicate the heading and glide slope plane for the calculated take-off trajectory W.

The landing version of the proposed system is illustrated in fig. 34. The beam bundles 4,9 and 30 in this case indicate the heading and glide slope plane for a runway W

and a corridor K, formed by these beam bundles, is the landing corridor.

In order to reduce the landing distance and reduce noise in the airport area during landing, as well as to ensure the landing of VTOL aircraft and helicopters, the calculated runway can be executed as a broken line comprising separate branches, which have different slopes in relation to the horizon. The glide slope planes for each branch of the runway, indicated by the beam bundles from the sources, are directed at different angles to the horizon. Such a path can e.g.

have a curve.

Fig. 36 shows an example of an embodiment of the system which ensures landing along a concave, calculated runway with a curve. Three sources 1,8,29 are installed on a flight platform 2, in the immediate vicinity of the start of the platform 3, and three auxiliary sources 1', 8' and 29' are arranged in front of the take-off and landing platform. Auxiliary keys 1', 8' and 29.' are in this example arranged as sources 1,9 and 29.

For reasons of clarity, the figure only shows the sources that make up the course and glide slope group.

\ The beam bundles 4 and 9 from the sources 1 and 8 are oriented in a sliding slope plane G, while the beam bundles 4' and 9' from the sources 1' and 8' are oriented in another sliding slope plane G4, which is inclined at a greater angle to plane G. Plan G4 and G intersect. The calculated landing path is the intersection between glide slope planes G and G^ and a heading plane C. This path consists of two branches, of which branch W2 is inclined at a greater angle to the surface of the platform 3 than branch W^.

The special symbol shape produced by the projections of the beam bundles 4, 9 and 30 and 4', 9' and 30', as well as the distortion of this special shape at different deviations from the calculated runway's two branches W2 and is reproduced in fig. 22.

It should be noted that the auxiliary sources installed on an aircraft platform in front of the take-off and landing platform can be arranged in a different way, in contrast to the sources arranged in the immediate vicinity of the beginning of the take-off and landing platform. Furthermore, the number of these sources may vary. The source, which is arranged in the immediate vicinity of the beginning of the runway, can e.g. be arranged as in fig. 5, 15 or 20, while the auxiliary sources arranged in front of the take-off and landing platform can be arranged as in fig. 2, 11, 17 or 21. In this case, the symbol shape will change when the aircraft passes from one branch of the path to another.

The proposed take-off and landing system can, in an optional embodiment, be installed on aircraft platforms for various airports, water surfaces or landing decks on ships. Depending on the functional requirements of a system installed on a take-off and landing platform constituting the deck of a ship, one or more sources are placed so that their beam bundles form a symbol and indicate the course and glide slope plane of a calculated take-off and landing runway and provides additional information about the tire's movements, not only at the time of installation, but in general. The principles for symbol development and determination of an aircraft's position with a view to a calculated take-off and landing path on the basis of the distortion of the symbol shape are discussed in detail above.

The figures discussed below only show the sources that make up the course and glide plane group and explanations are given in the following about additional information about ship deck movements, which emerges with the help of the beam bundles from the sources that make up the course and glide plane group. Only at the end follows a detailed description of an embodiment of a take-off and landing system installed on the deck of a ship.

Here, the main emphasis is placed on carrying out a landing on a ship's landing deck, as this process is the most complicated and critical.

If the take-off and landing system is designed as in fig. 2, a source 1 (Fig. 37) is installed on the center line SS of the landing deck 3 of a ship 49, in the immediate vicinity of a calculated "touchdown" zone 50 for an aircraft A on the deck 3 surface. A beam 4 from the source 1 indicates movements of the deck in the "touchdown" zone 50 due to rolling and pitching and other ship movements due to rough seas. If the source 1 is installed on a gyro-stabilized platform 51, angular movements of the beam 4, caused by angular movements of the ship's hull 49 and the deck 3 as a result of rolling, yawing, etc. are eliminated, but not the linear movements of the beam bundle 4, which are caused by these movements of the hull. As such movements are the most dangerous during the landing of an aircraft A on deck 3, due to differences in the position of the calculated runway W, the availability of information free of redundant data will be of great help, when it comes to navigating A with great safety during landing.

The information about the linear movements of the ship

49 landing deck 3 in the immediate vicinity of the calculated "touchdown" zone 50 for A, is perceived by means of the distortions of the symbol shape. The calculated landing path W and the beam bundle 4 change position in relation to A as a result of linear movements of the landing deck 3, which can be regarded as a change of A in relation to the calculated path W, when this is stationary. In this case, the symbol form, as shown in fig. 3 for this design example of the proposed system, is distorted by deviations of A

from the calculated path W and by changes in W's position in space. The distortion of the special symbol shape here indicates the size and direction of A's deviation from the calculated path, as well as the direction of correction for the navigation path in question. The movements of ski ice 49

deck 3 are periodic oscillations with a period of several seconds and can be registered by periodic distortions of the symbol shape, which makes the landing process easier, especially in the last phase, immediately before A comes into contact with deck 3.

The proposed system which is arranged on the take-off and landing platform, which is here covered 3 by a ship 49 (fig.

38) can be carried out in other forms, e.g. the one shown in fig. 8. In this case, a first source 1 is installed on the center line SS of the tire 3, in the immediate vicinity of a calculated "touchdown" zone 50 on the tire surface. Another source 8 is arranged on an aft edge 52 of the landing deck 3. A beam 4 from the source 1 indicates the movements of the landing deck 3 in zone 50, while a beam 9 from the source 8 indicates the movements of the aft edge 52 of the landing deck 3. The reason for these movements is discussed above. It should be noted, however, that the movements of the stern edge 52 are considerably greater than the movements of the deck in the immediate vicinity of zone 50, because the stern edge 52 is considerably further from the ship's center of gravity. It is common knowledge that angular motion

see takes place around the center of gravity of a system, especially a ship.

During the landing, A flies over the stern edge 52 of the landing deck 3 and for safety reasons it is necessary to know how the stern edge 52 moves. The beam bundles 4 and 9 from the sources 1 and 8 will also, while moving together in space, serve as an indication of the inclination of the landing deck 3 along the centerline SS, i.e. they indicate angular movements of the deck 3 in the longitudinal direction.

The sources 1 and 8 can be installed on gyro-stabilized platforms 51, which eliminates angular movements of the beam bundles 4 and 9 in space.

Information about linear movements of the landing deck 3 surface on the ship 49, in the immediate vicinity of the "touchdown" zone 50 on the deck 3, as well as of the stern edge 52, is perceived on board A by distortions of the symbol shape. Such distortions of the symbol form according to fig. 9 makes it possible to determine the size and direction of A's deviation from the calculated take-off and landing path, while A is moving in the air.

In this case, a projection 11 of the beam bundle 9 changes its position within the structure of the symbol shape to a greater extent than the projection 5 of the beam bundle 4. This change characterizes the movements of the aft edge 52. Distortions of the symbol shape will also suggest a change of a landing corridor K in the air. The position of A in relation to the calculated path W and the landing corridor K is determined exactly as previously discussed.

The proposed system, which is installed on a ship's 49 deck 3 (fig. 39), can be arranged as in fig. 11. In this case, the sources 1 and 8 form the main source pair and are arranged on opposite side boundaries 10, 10' of the landing deck 3

in the immediate vicinity of zone 50 for A on the landing deck. • The beam bundles 4 and 9 from these sources 1 and 8 are, as previously mentioned, oriented in the common glide slope plane G. They

indicates the course and glide slope plane of the calculated runway W and also movements of the landing deck 3 in zone 50.

Movements of the landing deck 3, which are caused by instability of the ship 49 in rough seas, cause movements of the sources 1 and 8 on the deck 3. As previously mentioned, angular movements of the sources 1 and 8 and the beam bundles 4 and 9 are eliminated if the sources are mounted on gyro- stabilized platforms 51, but linear movements of the sources 1 and 8, which correspond to that of the deck 3 in the places where the sources are arranged, will continue. Linear movements of the sources 1 and 8 result in linear displacements in the air of the beam bundles 4 and 9. Because the source 8, which is arranged on the landing deck's

3 outer side boundary 10', is further away from the ship's center of gravity than the source 1, linear movements of this source 8, caused by rolling, will be greater than the movements of the source 1. Consequently, the displacement of the beam 9

in the air greater than that of the beam 4. Fig. 39 shows the displacement of the beam 9 with a dashed line and a random zone 53, where the beam 9 moves parallel to itself. Likewise, a random zone 54 is seen, before which the beam bundle 4 from source 1 is also moved parallel to itself. The parallelism of the beam bundles 4 and 9 movements is due to gyro stabilization. As the beam bundles 4

and 9 indicates the sliding slope plane, a displacement will indicate displacement of the sliding slope plane and, in particular, an angular displacement will indicate tilting of the landing deck 3 at the points where the sources 1 and 8 are arranged. The table of distortions of the symbol form for this embodiment (Fig. 39) with sources 1 and 8 is illustrated in Fig. 12.

As mentioned, the movements of the landing deck (fig.

39) eventually result in displacement of the calculated runway W in the air. Changes of A relative to path W cause distortions of the symbol shape, which indicate the magnitude and direction of the deviation. In view of the tilting of the landing deck 3 causing different linear movements of the sources 1 and 8, the symbol produced by the beam bundles 4 and 9 from the sources 1 and 8 will rotate in an angle as a whole. Such rotations of the symbol indicate the tilting of the landing deck 3 in the immediate vicinity of the "touchdown" zone for A on the landing deck 3 and the magnitude of this tilting.

Other embodiments of the proposed take-off and landing system can be arranged on a take-off and landing platform which is covered on a ship, e.g. the embodiment shown in fig. 14. In this case, the sources consist of the main pair of sources, which are arranged on opposite borders of the landing deck, in the immediate vicinity of the aircraft's "touchdown" zone on the landing deck, while two other sources, which make up the second pair, are also arranged on opposite borders of the landing deck , between the trailing edge and the main source pair. The beam bundles from the second pair indicate the nearest limit of the "touchdown" zone on the landing deck. This embodiment is not shown, because it is so simple that it can be understood from fig. 14.

It should be noted that fig. 14 illustrates an example of arrangement of the sources, where the second pair is arranged behind the main pair. In contrast, their position on a ship's landing deck would be reversed. The distortions of the symbol shape, caused by the deviation of an aircraft from a calculated runway, correspond to those shown in fig. 15. As mentioned above, the angular rotation of the symbol as a whole suggests the heeling of the landing deck. In view of the fact that the second source pair is further from the ship's center of gravity than the main pair, the displacement of the beam bundles from this pair has a greater amplitude than that which applies to the beam bundles from the main source pair. This leads to distortions of the symbol. As mentioned, the landing deck movements are in reality periodic oscillations with a frequency of several seconds, so that the symbol shape is periodically distorted, representing the movements of a ship's landing deck.

Another embodiment (fig. 40) of the proposed system, installed on a ship's 49 landing deck 3, comprises sources arranged as shown in fig. 17. In this case, the main source pair 1 and 8 are arranged on opposite borders 10 and 10' of the landing deck 3, in the immediate vicinity of the "touchdown" zone 50 for A on the landing deck 3. The sources 13 and 14 constitute the second source pair and are likewise arranged on the side borders 10 and 10' for the landing deck between the stern end 52 and the main pair of sources 1 and 8, and finally the sources 21 and 22, which make up the third source pair, are arranged on the side boundaries 10 and 10' of the landing deck 3, in the same way as the sources of the other pairs, on the other side of sources 1 and 8 relative to 13 and 14. Beams 15 and 16 from sources 13 and 14 indicate the nearest boundary of the "touchdown" zone 50 and beam beams 23 and 24 from sources 21 and 22 indicate the farthest boundary of " touchdown" zone 50 for an aircraft

cloth A on deck 3.

With reference to fig. 17, the embodiment is different from that shown in fig. 40, in that the position of the sources 13 and 14 has been replaced by the position of the sources 21 and 22.

Movements of the landing deck 3, caused by the instability of the ship in the sea, cause movement of all sources mounted on the deck 3. If all sources are mounted on gyro-stabilized platforms 51, each pair, e.g. 4 dg 9, in this case only give information about the landing deck 3 heeling, as discussed earlier.

As all sources are arranged at different distances from the ship's 49 center of gravity, i.e. the sources 13,1 and 21 along the side boundary 10 and the sources 14,8 and 22 along the opposite side boundary 10' of the deck 3, the beam bundles 15,4, 23 and 16, 9.24 for each group indicate angular movements in the longitudinal direction of the boundaries 10 and 10' and together they will indicate the landing deck's 3 angular movements in the longitudinal direction.

A similar device is discussed above in connection with fig. 38.

The table of distortions of the symbol form for the embodiment according to fig. 40, is reproduced in fig. 18 and previously mentioned. Movements of the landing deck and the sources on the deck cause periodic distortions of the symbol shape, suggesting the roll and longitudinal angular movements of the landing deck.

A further embodiment (Fig. 47) of the proposed system arranged on a ship's 49 landing deck 3 om-

grasps sources arranged as in fig. 21.

The sources 1 and 8 are placed on opposite boundaries 10 and 10' of the deck 3, in the immediate vicinity of the "touchdown" zone 50 for an aircraft A on the landing deck, as illustrated in fig. 39. The third source 29 is arranged on the aft edge 52 of the landing deck 3 on the deck centerline SS, with the beam beam 30 directed in course plane C. The sources 1, 8 and 29 can be mounted on gyro-stabilized platforms 51.

The beam bundles 4 and 9 from the sources 1 and 8 provide information about the heeling of the landing deck 3, as discussed above, while the beam bundle 30 from the source 29 indicates up-and-down movements of the landing deck 3 aft edge 52 and in combination with the beam bundles 4 and 9 indicates angular movements in the longitudinal direction of the tire 3.

These movements are perceived on board A as periodic distortions of the symbol form as shown in fig. 22.

In fig. 42 shows an embodiment of the system which comprises the sources for the course and glide slope group, the landing flare group and the marker group. The sources 1, 8 and 29 which form the course and glide slope group are arranged as shown in fig. 41. The beam bundles 4,9,30 indicate the same information as discussed above, i.e. an aircraft's A deviation from the calculated take-off and landing path W. These sources are mounted on gyro-stabilized platforms 51.

The sources 35 and 39, which form the landing flare group, are arranged at the end of the landing deck 3 on the opposite side of the stern edge 52. The beam bundles 36 from the source 35 are directed along the side boundaries 10 and 10' of the deck 3 and indicate these boundaries, while the beam bundle 40 from the source 39 is directed along the tire's 3 center line SS and indicates this line. All requirements for the installation of these sources 35 and 39, as well as for the orientation of their beam bundles 36 and 40, are discussed above. Sources 35 and 39 are mounted directly on the landing deck without gyro-stabilized platforms. In this case, the beam bundles 36 and 40 will remain stationary relative to the landing deck and indicate all movements of the deck 3.

These movements of the landing deck 3 are perceived on board A as distortions of the symbol shape as shown in fig. 29. The periodic distortion indicates the movements of the landing deck 3, its roll and angular movements in the longitudinal direction.

The sources 43 which form the marker group are arranged

on the lateral boundaries 10, 10' of the landing deck 3. In the example shown, two of them (43) are arranged in close proximity to the sources 1 and 8, and their beam bundles 44 intersect and indicate the point 45 of incipient flattening. Two other sources 43 are arranged specifically on the trailing edge 52 of the landing deck 3. Their beam bundles 40 intersect and indicate point 45, which shows the specific distance to the trailing edge 52 which is the beginning of the landing deck 3. In this case, point 45, which is evoked by the beam bundles 44

from the sources 4 3 on the aft edge 52 of the deck 3, further from the aft edge of the landing deck than the flattening initiation point 45, produced by the beam bundles 44 from the sources 43 which are arranged in the immediate vicinity of the sources 1 and 8. The sources 43 are also mounted on gyro-stabilized platforms 51.

The beam bundles from the sources will together form a symbol, which consists of three simple symbols, produced by each individual source group. Their special form has been discussed earlier, as has the information provided by the distortion of these special symbol forms.

It should be noted that the mentioned sources can be arranged

in another way, e.g. the sources 43 with the bundles 44, which at the crossing point indicate the starting point 45 for flattening, can be arranged both behind and in front of the sources 1 and 8, especially on the stern edge 52. Moreover, the sources for the marker group, like the sources 1 and 8, can be arranged on deck structures on the ship 49 or directly on the landing deck.

It should again be emphasized that the proposed take-off and landing system solves a number of problems when landing an aircraft on the landing deck on board a ship, which it is impossible to solve using traditional principles, and the system eliminates many disadvantages inherent in the conventional landing systems.

First of all, the landing corridor, which is formed, will

of the beam bundles from the sources in the course and glide slope group,

extend the take-off and landing platform, in this case the ship's landing deck, and flying in this corridor increases landing safety.

If the electromagnetic radiation that induces the beam bundles forming directed, extended references,

is selected in the visible spectrum, the beam bundles become visible and perform the function of the approach and "lead-in" flares,

since such flares cannot possibly be installed under such conditions. No known system has such potentials. Visible beam bundles are arranged in space close to an aircraft and surround it from all sides, so that the pilot's safety is increased.

The proposed take-off and landing system provides great precision and makes it easy to detect movements of a landing deck with an accuracy of a few centimeters and - which is particularly important - to see these movements, both angular and linear movements.

Due to the peculiarities of human vision, the pilot is able to observe not only the movements themselves, but also the tendency of these movements, i.e. it becomes very easy to predict the next movement, prepare for them and maneuver accordingly.

Also enables the design of certain points

in space, which are marker points, a very high degree of precision, as they give the pilot the determined distance to the beginning of the landing deck, as well as the starting point of flattening.

As approach to a marker point is determined by the distortions of the symbol shape, it is not only the moment A reaches the specified distance that can be seen, but also the approach to a particular marker point. Finally, the approach to a certain distance can be visually monitored by a visual system and the pilot can prepare in advance for certain operations, e.g. beginning of flattening immediately before landing.

This effect cannot be provided by any existing system, which is a further important advantage of the proposed system.

Finally, the symbol structure as a whole provides a possible

called for simple automation of the landing process in its entirety.

Beam bundles of electromagnetic radiation indicate, in the mentioned embodiments of the take-off and landing system, the course and glide slope plane for a calculated take-off or landing path, which for simplicity is shown as a straight line. As mentioned, the calculated runway is usually not straight, but broken to shorten the landing distance and is composed of several branches. In fig. 36 shows an embodiment with such a calculated runway.

The take-off or landing distance can also be reduced by taking off or landing along a curved path. A curved calculated take-off or landing path can be indicated by changing the slope of the path induced by electromagnetic beam bundles in relation to the horizon.

The embodiment shown in fig. 43, applies to take-off or landing along a curved runway. The sources 1, 8, 13 and 14 are installed as in the embodiment according to fig. 14 and equipped with a device 55 for turning the beam bundles 4,9,15 and 16. Possible outer positions of the bundles 4,9,15 and 16 are indicated by dashed lines, while the solid line indicates an intermediate position of these bundles 4,9 ,15 and 16.

The organ 55 for turning the bundles 4,9,15 and 16 can synchronously change the position of the bundles in space. In this case, the position of bundles 4 and 9 in the sliding slope path G^ is maintained, as is the position of bundles 15 and 16 in plane G2>

and these planes G^ and G^ continuously change their inclination in relation to the horizon. Planes G^ and G^ are steepest when A is far away from platform 3 and flattest when A is close to platform 3. The instantaneous position of the calculated runway W at any time coincides with the curved runway W. In fig. 43, the instantaneous position of path W is shown by two dash-dotted lines.

An optional device can be used as member 55 for rotating a beam bundle, e.g. reflective surfaces, mirrors, prisms etc., which change position and turn the beam bundles to draw up the calculated take-off and landing path by specifying its course and glide slope at all times.

The shape of the symbol, as well as its distortion, corresponds to fig. 15. Deviations of A from the calculated path W are determined by distortions of the symbol form, as indicated above.

In fig. 44 shows a further embodiment of the proposed take-off and landing system, where consideration has been given to the fact that aircraft take off and land along a curved path. The sources 1, 8 and 29 are installed exactly as in fig. 21, and equipped with means 55 for turning the beam bundles 4, 9 and 30. Accordingly, the beam bundles 4 and 9

from the sources 1 and 8 turn, maintaining their position in the glide slope plane G and at any time indicate a new position of this plane G. The beam bundle 30 from source 29 turns in the course plane C. In combination, the beam bundles 4,9 and 30 indicate at any time both heading and glide slope for an aircraft, so that they follow the calculated take-off and landing path W.

The particular symbol form, as well as the distortions thereof, appear as indicated in fig. 22. Deviations on A's part from the calculated path W result in distortions of the symbol form, as discussed above.

Not only the sources in the heading and glideslope group may be equipped with means for rotating their beam bundles to, as above mentioned, indicate the heading and glideslope of A at any instant and plot the curved calculated take-off or landing path W, but also the other, additional sources that make up the marker group, may be so equipped. Such a marker source group is shown in fig. 30 and 31. The beam bundles 44 from the sources 43 form the point of intersection 45, the so-called marker point, located in course plane C on a certain avatand and indicates this distance. Each source 43

is provided with a beam-bundle turning means. When rotating the beam bundles 44, point 45, which indicates the determined distance, will begin to move in the air to thereby indicate different distances for each individual time. This embodiment of the proposed system is not shown, because it is very simple, but it will be easy to understand, since only the beam turning means 55 of FIG. 43 and 44

is arranged in addition to the above-mentioned embodiment according to fig. 30 and 31. The beam bundles 4 4 from the sources 4 3 are rotated

vertically, so that point 45 is at any time at the same distance from the calculated runway W

in the course plane C. When the calculated runway W is a straight line, e.g. as shown in fig. 21 or 34, the marker point 45 is moved in a plane which runs parallel to the sliding slope plane G.

The particular symbol shape produced by the beam bundles 44 from the sources 43 and the distortions of this shape are described in detail above and shown in fig. 32 and 33. The rotation speed of the beam bundles 44 is fixed in advance, so that the marker point 45 is moved at a fixed speed corresponding to the speed of movement of A along the calculated runway W, the wind component not being taken into account.

When A is moved along the calculated path W at a fixed speed, the wind component being taken into account, and if the glideslope speed corresponds to the speed of movement of the marker point 45 in the air, the special symbol shape produced by the beam bundles 44 will remain unchanged during the entire movement of the aircraft A along the path W.

If A's speed of movement along path W is less than the speed of movement of point 45 in the air, the special symbol shape will be distorted and appear as in square VI in fig. 32 or 33..

If the speed of movement of A along path W is greater than the speed of movement of point 45, the special symbol shape will be as shown in square VIII in the same figures.

The above-mentioned method of arrangement, when it comes to marker sources in combination with course and glide slope sources, e.g. the system according to fig. 21, do as shown in fig. 34, it is possible to navigate A along the course and glideslope plane of a calculated runway using the symbol generated by the beam bundles from the sources in the course and glide plane group and to set the speed of A using the symbol from the beam bundles from the sources in the marker group.

In this case, the proposed take-off and landing system provides the pilot with comprehensive information about aircraft

the fabric's condition in the air and also indicates deviations in

the aircraft's A speed from the fixed landing speed, taking due account of the wind speed.

No known, modern landing system can provide this. This feature of the proposed system enables a strong reduction in the number of instruments required for orientation

ing for the pilot In effect, the number of required instruments is reduced to one, which reproduces the information about the distortions of the special symbol shape evoked by the beam bundles for the heading and glideslope group and from the marker source group. If the system is made visible,

the pilot receives visual information by observing the space outside.

The examples of other embodiments of the proposed take-off and landing system, which ensure take-off and landing along a curved path, can be multiplied.

There are other methods of provision

of a symbol which ensures the determination of an aircraft's condition in relation to a calculated take-off or landing

lane, e.g. symbols that can be called kinematic in contrast to those discussed above, which can be called static symbols.

An example of a proposed take-off and landing system that evokes a kinematic symbol is shown in fig. 45.

An electromagnetic radiation source I is arranged

like the source I according to fig. 1, but differs from the latter in that it is equipped with a device 56 for turning the beam 4. As a result, the beam 4 will describe a predetermined, conical surface 57 and produce a symbol, which looks like a rotating , straight line. The predetermined, conical surface can be closed, as in fig. 45, or open, when the beam bundle 4 is moved back, or it can in some cases be a plane.

In fig. 46 comprises the embodiment of the proposed system the source I, arranged as in fig. 2 and out-

controlled with a device 56 for turning the beam bundle 4. Accordingly, the beam bundle 4 describes a predetermined,

conical surface 57. In this embodiment, the surface 57 is closed

and shaped like a circular cone. The axis of rotation of the beam bundle 4 coincides at all times with the calculated take-off and landing path W, which may be curved. In fig. 46, the path W is a straight line.

The rotating beam bundle 4 simultaneously forms the take-off or landing corridor K, in which the calculated path W lies.

The device 56 for rotation of the beam bundle 4 can be

consist of different devices, in principle the same kind of devices as for rotating the beam bundle, e.g. reflecting surfaces, mirrors, prisms, etc., which rotate the beam by changing position, so that the beam describes the conical surface 57.

The body 56 can rotate the beam bundle 4 and rotate it

in the vertical plane G, so that the axis of rotation coincides with the calculated path W at all times.

The symbol produced by the beam 4 has a specific shape of a rotating, straight line, as shown in fig. 47. The special symbol form is, as before, reproduced in square cl. It is produced by the rotating projection 5 of the electromagnetic beam 4, and appears as a straight line rotating at a constant angular velocity. The rotation is performed about a random point 7, which coincides with point A, which indicates the position of the aircraft A. The arrow S shows the direction of rotation of the ray bundle 4 projection 5.

In fig. 47, the same designations as in fig. 3.

If A deviates from the calculated path W and is to the left of the course, but remains in the glide slope plane G, the symbol shape is distorted and appears as a straight line rotating at a variable angular velocity. These distortions of the symbol form can be found in route II (fig. 47). The angular rotation speed of the projection 5 about the random point 7 is minimal when the beam 4 is at the maximum distance from A, and it increases as the beam 4 approaches A. If A leaves the boundaries of the corridor K formed by the rotating beam 4, the symbol form becomes for-

inverted to such an extent that the projection of the beam 4 begins to make swinging movements instead of rotating (e.g.

square ml in fig. 47), while it remains in the opposite direction to A's deviation from the calculated take-off and landing path.

The table in fig. 47 clearly shows how the symbol is distorted depending on the direction and degree of A's deviation from the path W. It will therefore hardly require further discussion.

It is easy to determine the direction and degree of A's deviation from the path W and to determine the correction direction of the current navigation path by changing the angular rotation speed of the projection 5.

In fig. 48 is the embodiment of the proposed take-off and landing system, which evokes a rotating symbol, rendered as a take-off system.

The source I is arranged on the center line SS of the platform 3 and equipped with a device 56 for rotating the beam beam 4. The axis of rotation of the beam beam 4 coincides at all times with the calculated starting path W. The source I is arranged in the immediate vicinity of the "lift-off" the point V for an aircraft A.

Another source 39 is arranged at the end of the platform 3 on the center line SS and likewise provided with a device 56 for rotating the beam bundle 40. The beam bundle 40 rotates about an axis 58, which is parallel to the surface of the platform 3, i.e. parallel to its center line SS . As a result of this rotation, two conical surfaces 57 are formed, one produced by the beam bundle 4 and the other by the beam bundle 40. These conical surfaces 57 form the starting corridor K.

In fig. 49, the system is shown as a landing system with a rotating symbol.

The source I is arranged on the center line, at the beginning of the platform 3 and provided with a means 56 for turning the beam beam 4. The axis of rotation of 4 coincides at all times with the corrected runway W. The second additional source 39 is arranged at the end of the platform 3, on its center line and equipped with a device 56 for turning the beam bundle 40. The axis of rotation 58 of the beam bundle 40 is parallel to the platform 3 center line SS. Two conical surfaces 57 are produced by the beam bundles 4 and 40 to form the corridor K. The symbol shape produced by the projections of each beam bundle 4 and 40 from the sources 1 and 39, as well as the distortions of this shape, are shown in fig. 47 and described in detail above. Deviations of A from the calculated path W can be determined by means of the distortions of the symbol shape, which are induced by the projection of 4, while deviations from the center line SS of the platform 3 can be determined by means of the distortions of the symbol shape induced by the projection of 40 from the source 39 which is arranged at the end of platform 3.

If the proposed take-off and landing system comprises several electromagnetic radiation sources and these are provided with rotating bodies, the conical surfaces formed by the rotating beam bundles will be able to intersect to form an equisignal zone that coincides with the calculated path W.

In fig. 50, the embodiment of the system comprises three sources 1, 8 and 29, arranged as in the system according to fig. 21. All these sources are equipped with means 56 for turning the beam bundles 4, 9 and 30. These beam bundles will follow-

lig rotate and form the conical surfaces 57 which intersect and form an equisignal zone 59 (shown shaded in fig. 50). The calculated take-off or landing path W is in the equisignal zone 59.

In addition to the sources according to fig. 50, which make up the heading and glide slope group, include sources forming the landing flare group, whose beam bundle indicates the centerline and boundaries of the take-off and landing platform, as well as sources for the marker group. This is discussed above. In fig. 50, the latter sources are not shown for reasons of overview.

The particular symbol form which is evoked by the projections of the beam bundles 4, 9 and 30 is more complicated than the symbol form according to fig. 22, which applies to the system according to fig. 21.

However, this symbol form is not difficult to imagine, if one simply puts the symbol forms according to fig. 22 on the symbol forms according to fig. 47. In this case, the projections 5, 11 and 31 (fig. 22) of the beam bundles 4, 10 and 30 will also rotate according to what is indicated in the table in fig. 47.

The above symbol, which is conventionally called kinematic and is evoked by projections of rotating beam beams, provides the pilot with accurate and reliable information about the aircraft's conditions with respect to a calculated take-off or landing path. Take-off and landing systems comprising electromagnetic radiation sources, equipped with means for rotating the beam beams, make it possible to develop a "simple automatic take-off and landing system for aircraft. The automation is simple, because a kinematic symbol carries more information about an aircraft's deviations from a calculated runway. This extra information is derived and expressed in terms of variations of the angular rotation rate of projections of beam bundles forming a symbol. If the wavelength of the radiation is in the optical spectrum, the system also becomes visual. As it is electromagnetic beam bundles, they ensure the development of a highly accurate take-off and landing system that surpasses the precision of the known localizer and glider transmission systems a hundredfold.

If the proposed take-off and landing system includes complete sets of sources for all groups, i.e. the course and glide slope group, the landing flare group and the marker group, the beam bundles from the sources in the course and glide slope group may have a different wavelength than the beam bundles from the other groups, such that the automatic equipment can be simplified and become more reliable. A multi-channel receiving equipment is installed on board an aircraft, with each channel intended for a separate source group, so that the equipment gains greater immunity against mutual interference, as a result of radiation influence from one source group on other groups.

If the chosen radiation wavelength lies in the optical spectrum, another and very important problem is solved. This is the problem with visual surveillance

of the aircraft's conditions during take-off or landing. If the take-off or landing is carried out automatically, the pilot can follow the operation of the automatic equipment by observing variations of the symbol shape, which are produced by the beam beams, and the pilot can quickly break into the process in the event of a major error in the automatic control,

or he can even suddenly switch to manual navigation in the event of a possible failure of the automatic equipment. This enables a decisive increase in the reliability and safety of take-off and landing, a sharp decrease in the number of aircraft accidents, and it ensures a reliable stand-by for the system by involving the pilot in the navigation, as the reliability of a crew according to American data is 10 to 100 times greater than a single radio command channel S. This applies all the more, as the system maintains its extraordinary accuracy even during manual navigation.

If the beam bundles 44 (Figs. 30 and 31) from the source 43 which make up the marker group form a number of marker points, each of which indicates a certain distance to the take-off and landing platform, and these beam bundles are produced by electromagnetic radiation in the visible spectrum, the marker- the points 45 visible in space at a considerable distance and the pilot can observe the process as his aircraft approaches these points 45 and prepare for certain operations. Observation of the flattening start point 45 gives e.g. a precise indication of a point in space, where the pilot should flatten the aircraft and switch to level flight.

As mentioned, in order to increase the system's coverage area under conditions with reduced visibility in fog, electromagnetic radiation must be chosen which produces beam bundles with little divergence in the far and near infrared bands.

In particular, the sources can be roolecular C^ lasers

which generates in the wavelength 10.6 ym. Infrared radiation converts air humidity from droplets to steam, burns channels in the fog and in this way removes the limit for the total extension of the beam. In this case, the system's coverage area is increased many times over. Such sources should primarily be installed for drawing up the calculated runway, i.e. they should be used as sources in the course and glide slope group. With regard to fig. 34 should e.g. sources 1,8 and 29 are such sources. If the electromagnetic radiation bundles in this case, as previously mentioned, are a combination of electromagnetic radiation with wave

lengths in the infrared band and the visual spectrum, the system becomes visual. The infrared radiation burns through the fog and forms a channel, in which the visible beam is directed.

The proposed take-off and landing system's accuracy and coverage area also depend on the directivity of the electromagnetic beam bundles. The narrowness and the coverage area increase with the ability to direct the beam bundles, which produce straight, extended references. The system's coverage area increases with the ability to direct the beam bundles, primarily as a result of the increase in the distance from the take-off and landing platform to the point where the beam bundles overlap.

Because of their divergence, electromagnetic beam bundles will gradually get larger in diameter with greater distance from the source, and at a certain distance the diameters become so large that they overlap.

If electromagnetic beam bundles with a divergence of approx. 5° is used, the distance to the overlap point is thus in the order of 1 km and increases steeply when the divergence is reduced. Such distances can reach 200 km with a beam divergence of five arc minutes.

With the increased ability to direct the electro-magnetic beam bundles, the energy density of the electromagnetic radiation in the beam bundle also increases and consequently the density of scattered energy also increases. This makes it possible to use less sensitive receivers on board the aircraft and facilitates the separation of useful signals from the surrounding background. The accuracy of the system also increases with the increase in the ability to direct electromagnetic beams as a result of the reduction of the cross-section of directed stretched references produced by these beams.

As mentioned, the ability of the electromagnetic beam bundles to provide direction can be achieved either by using sources that produce beam bundles with little divergence, e.g. lasers, or using different collimators, e.g. lenses, mirrors, etc.

The ability of the electromagnetic beam bundles to provide direction depends on the wavelength and increases with reduced wavelength. Therefore, the thinnest beam bundles are produced by sources in the gamma spectrum, primarily gamma-ray masers.

Laser and maser-produced beam bundles are best suited in connection with the above-mentioned requirements. The divergence of laser and maser beams amounts to several minutes of angle and in many cases approaches the natural diffraction divergence. Moreover, laser (maser) beam bundles exhibit high density of electromagnetic energy, which no other electromagnetic source can produce. Finally, lasers (masers) usually generate in a narrow electromagnetic spectrum, which makes the choice of a wavelength that lies within an atmospheric window easier. Lasers (masers) operate at one or more wavelengths and laser (maser) emission has an extremely high spectral density which facilitates the isolation of a useful signal from the surrounding background.

The registration of directed, extended references

against the ambient background is eased, when the electromagnetic beam bundles that evoke the references can be modulated. For this purpose, the electromagnetic radiation sources are equipped with modulators. These modulators can either be arranged for all sources, which are covered by the take-off and landing system or for the sources in a group, e.g. the course and glide slope or marker group, or for certain sources in a group, e.g. the main source pair, according to the embodiments discussed above.

Modulation of electromagnetic radiation can be either a frequency or amplitude modulation. When the proposed system is performed visually, the modulation can consist of periodically switching off a beam bundle, so that it periodically disappears completely.

Such flashing of a beam bundle with a specific frequency will significantly facilitate the visual scanning and recording of visual beam bundles, because the flashing attracts the pilot's attention.

The flashing frequency in the order of I Hz increases the pilot's confidence in a safe take-off or landing due to its calming effect on the pilot.

Faster frequency or blinking creates anxiety, while a slower frequency is distressing.

Variations in the time interval between the flashes can serve to send different information to the aircraft, e.g. an airport code, magnetic landing course, etc.

All embodiments of the proposed take-off and landing system are based, as mentioned, on a new principle, which differs from the basic principles of all conventional systems, including the radio localizer and glider transmitter systems.

This principle consists in the utilization of directed, extended references produced by electromagnetic radiation bundles with little divergence, which should primarily form a symbol of a special form, which is registered on board an aircraft as a result of the spread of the electromagnetic radiation energy in the atmosphere.

The above shows that the known and usually used methods for take-off and landing cannot ensure the take-off or landing process with the help of the proposed system, and a new, simple and reliable method must therefore be developed which covers the entire take-off and landing process in all phases.

The take-off or landing process by means of the proposed system begins, regardless of which embodiment is chosen, with the cet moment, when an aircraft comes within the coverage area of the extended, directed references that are evoked by the beam bundles from the electromagnetic radiation sources, and with the registration of these references and of a symbol form that is formed.

Such an entry into the coverage area of the directed, extended references, i.e. of the take-off and landing system, is necessary for both take-off and landing. At take-off, this entry into the coverage area consists of the aircraft being taxied to the departure line on a take-off and landing platform, then the registration of the symbol produced by the beam bundles from additional sources, which are arranged at the end of the take-off and landing platform in accordance with the system according to fig. 24,26,28 and 35.

If, in this case, the wavelength of the electromagnetic radiation, which produces the beam, is selected in the visible spectrum, the pilot will be able to see the beam beams that draw up the side boundaries 10 and 10' or the center line SS of the platform 3 and navigate A so that it is located itself on the center line of the platform. In this case, assume the symbols, which are formed by the beam bundles 36 and 40

from the additional sources 35 and 39, arranged as in fig. 24, 26 or 28, a special form. From this moment, A is ready for take-off using the proposed take-off and landing system.

On landing, A is navigated into the coverage area of the proposed system by one of the known methods for navigating an aircraft to a landing course at a specific level using known aids for short-range navigation. The aircraft can e.g. is led out from the rectangular course, or directly by signals from the airport's "homing" radio stations, radar or by ground control, etc. When the aircraft is brought to a landing course at a certain height level and at a certain distance from the take-off and landing platform, it comes within the coverage area of the course and glide slope group sources, which are arranged according to one of the system's embodiments. The airborne receiving equipment registers the system and a symbol is generated on the instrument. This is one of the symbols discussed above with a shape determined by the source arrangement on the aircraft platform. If the wavelength of the electromagnetic radiation that produces the beams is selected in the visible spectrum, the pilot can see the beams and the symbol. From this moment the aircraft is ready for landing using the proposed system.

It should once again be noted that the system can be designed as a landing system and as a take-off system.

In the following, the proposed take-off and landing system is only referred to as "the system", which means both versions, although one must remember the difference in the source arrangement of the two versions.

What has been said above indicates that the introduction of an aircraft within the coverage area of the directed, extended references has much in common with landing and take-off. However, this process is undoubtedly more complicated and requires greater skill and effort for landing.

If the proposed system includes a source (e.g. source I in Fig. 2), whose beam 4 evokes a symbol and indicates the course and glide slope of the calculated take-off and landing path W, the introduction of A in this beam's take-off coverage area consists in that A reaches the "lift-off" point V, as the source I is installed in the immediate vicinity of this point. This happens, as A travels from the starting line, where A starts moving, to the "lift-off" point V, where A reaches "lift-off" speed. When A reaches point V, it enters the coverage area of a directed, extended reference.

Taxiing on the take-off and landing platform takes place in this case using commonly used, known airport equipment, e.g. the airport's flare equipment. However, it should be remembered that registration of a directed, extended reference either takes place at the departure line or during the approach to "lift-off" point V.

When the aircraft A approaches the "lift-off" point (this point is shown in fig. 35, which illustrates an embodiment of the proposed system in the form of a starting system), the symbol (fig. 3) produced by the beam beam 4 will gradually assume the specific form (route cl), which means that A is on the calculated starting path W.

If an aircraft lands using a system that includes a source, e.g. as in fig. 2, the magnitude and direction of a possible deviation from the course and glide slope of the calculated landing path, after registration of the beam from this source, will be determined by the distortions of the special symbol shape evoked by 4 in fig. 3. If the symbol in this case e.g. has the shape shown in box ll, this means that A is to the left of and below the calculated runway. In order to bring A onto the calculated runway, it is necessary to maneuver in the air in such a way that the aircraft is moved up and to the right, so that the symbol regains its correct shape. This maneuver can be considered completed when the symbol has taken on the form shown in square cl.

When the symbol has regained its correct form, A is navigated by strictly maintaining this symbol form.

In this case, A flies along the calculated runway. W by following the course and glide slope accurately.

If the proposed system includes two or more sources, some, as mentioned, make up the course and glide slope group (Figs. 4,5,6,8,10,11,13,14,16,17,19,20,21 and 23 ), and the second landing flare group (figs. 24, 26 and 28) and marker group (figs. 30 and 31).

We will now first look at the navigation of an aircraft using the course and glide slope group alone. This is justified, as an aircraft is not usually navigated using all source groups at the same time.

If the proposed system comprises two or more electromagnetic radiation groups, the radiation bundles from these groups, as mentioned, form a take-off or landing corridor by delimiting it from different sides (e.g. fig. 8,10,11,13,14,16 ,17,19,20,21 and 22).

In this case, before the aircraft is navigated along the calculated take-off or landing path, it will be necessary to determine the size and direction of the aircraft's deviation from the corridor by means of distortions of the symbol shape, maneuver so that one enters the corridor and then correct the aircraft's path , so that the symbol takes on the specific shape, and then navigates the aircraft along the path W by creating and maintaining the special symbol shape .

If an aircraft e.g. starts using the proposed system in the form of a starting system as indicated in fig. 14, 17 or 21, the distorted symbol form during take-off will first correspond to route cV (fig. 15 and 18) when A is on the platform 3 center line SS, outside the start corridor W or to route iV or rV, if A is on the left respectively to the right of the platform 3 center line SS and outside the start corridor K. When A approaches the "lift-off" point V, it is first brought into the start corridor K (routes II in fig. 15, 18 and 22) and then approaches the "lift-off" point V. If A enters the start corridor K by a movement to the left of the platform 3 centerline SS, the distortion corresponds to route ill, if A is moved to the right of the centerline, the distortion corresponds to route ril. Corrections to A's trajectory consist in bringing the symbol to the particular shape corresponding to route cl. At the same moment, A's trajectory coincides with the calculated starting trajectory and A starts climbing along this calculated starting trajectory.

If A lands using the same system (fig. 14, 17, 21), the introduction of A into the landing corridor K is carried out in a similar way, using the distortions of the special symbol form according to fig. 15,18 and 22, and when the special symbol form is achieved, A begins to descend

ning along the calculated runway W. We start from an example, where the distortions of the symbol form correspond to route mlV. In this case, A is to the left of and below the landing corridor K. A maneuver is performed to bring A into the landing corridor K, whereby A begins a movement upwards and to the right. The symbol gradually assumes the shape corresponding to route iLLL, which means that A is below the glide slope plane and to the left of the calculated runway course. Then the symbol shape gradually approaches the shape in the cl route and A approaches the calculated runway W.

When A is navigated along the path W, any deviations from this path are likewise determined by means of distortions of the determined symbol form.

Different embodiments of the proposed system provide symbols of different shapes, depending on the arrangement of the sources on platform 2.

Certain embodiments of the proposed system include sources arranged on the platform 3 centerline SS (fig. 2,5,6,8,19,20,21,23). Other embodiments do not include any such sources, but make use of sources arranged on both sides of the center line SS (figs. 10, 13 and 16), randomly and symmetrically about this center line SS (figs. 11, 14, 17). There are embodiments where sources are arranged on the center line of the platform 3 and other sources are symmetrically arranged on opposite sides of this center line SS (fig. 20, 21 and 23).

If the system is covered by one of several sources 1,8 or 29 (Fig. 2,5,6,8 or 21) arranged on the center line SS of platform 3, the beam bundles 4,9 or 30 from these sources 1,8 or 29 will induce projections which in turn evoke symbol components which are arranged vertically, when A is in the course plane C (e.g. projections 5 in fig. 3,7 or 9 or projection 31 in fig. 22). In this case, when A deviates from course C, these symbol components will deviate from the vertical and form a certain angle with the vertical (e.g. route II or ri in fig. 3,7, 9,22).

Deviations of a symbol's vertical component from the vertical position are a simple and straightforward indication not only that A deviates from the track's W course, but also of the direction and size of this deviation. The respective tables of deviations of the special symbol forms provide a good illustration of this.

If a symbol of the beam bundles 4, 9, 15, 16, 23, 24 (Fig. 10, 11, 13, 14, 16, 17) is produced from the sources 1, 8, 13, 14, 21, 22, which are arranged symmetrical about the platform's 3 center line SS, deviations of A will cause the symmetry in the special symbol shape to be destroyed, e.g. fig. 12, 15,18 (routes II, ri, III, lill, rlll).

To return A to the path's W course, the vertical position of the symbol components must be restored.

When A deviates from the slip plane of the path w, these deviations are also determined on the basis of distortions of the symbol form. There are thus two ways of detecting these deviations.

If the proposed system includes one or more sources with beam bundles that are oriented in the glide slope plane, e.g. the systems according to fig. 2,4,5,6,7,10,11,13,14,16,17, 19,20,21,23), where the projections evoke horizontal symbol components, any deviation on A's side from the track's W slip plane will result in these components deviate from the horizontal direction and form a certain vin-

cool with this one. This is also clearly illustrated in the respective tables of distortions of special symbol forms (fig. 3,7,12,18,22).

Another method for determining an aircraft's A deviation from the glide slope plane for the calculated take-off or landing path W is used, when the beam bundles from the sources in the proposed system form a symmetrical shape. These embodiments are shown in fig. 8, 14, 17 and 23.

In such cases, the symmetry of the special symbol shape about the horizontal is destroyed, when A deviates from the W sliding plane of the track (fig. 9, 15, 18).

It is necessary to restore either the horizontal position of these components or the symmetry of the symbol, in order for A to be brought into the glide plane of the path W.

As previously mentioned, the beam bundles from the sources draw up different boundaries of the take-off or landing corridor K, e.g. the side borders, upper and lower border. If A steps over the boundaries of the corridor K, the symbol formed by the beam bundles will be distorted so that the projections assume a common direction. For example, the projections 5,11,17,18,25,26 (Fig. 18) and the projections 5,11,31 (Fig. 22) in route tIV will be directed to the left and up from their random points 7,12, 19,20,27,28 and 7,12,32. This means that A is outside the corridor K, to the right and below the corridor, and the task is now to return to the corridor. The procedure for returning to corridor K is described in detail above.

If A is in the course plane C and deviates from the course's W glide plane, e.g. downward, and crossing the lower limit of the corridor K, the projection 31 (Fig. 22) of the beam bundle 30 (Fig. 21) will shift to the opposite position, but still remain vertical. This moment indicates that A crosses the lower limit of the corridor K. Projections 5 or 11

(fig. 22) change their positions to the opposite ones in the same way, when A passes (fig. 21) the right or left side-

border of corridor K, but still remains in the course plane.

If the beam bundles 4,9,15,16 (Fig. 14) from the sources 1,8,13 and 14 or the bundles 4 and 9 (Fig. 23) from the sources I

and 8 in this case indicates the lateral boundaries 10 and 10' of platform 3, a deviation of A beyond the lateral boundaries of corridor K will simultaneously indicate that A is outside the lateral boundaries 10 and 10' of platform 3. If A's path in this case is not corrected, A will miss platform 3 and a safe landing is not ensured.

The fact that A is approaching the limits of the corridor K can be detected by means of the direction and degree of distortion of the particular symbol shape, e.g. indicates the tables in fig. 15,18,22 it is clear that the squares 1 correspond to A being located closer to the left side border of corridor K. The squares r, on the other hand, indicate that A is closer to the right side of the corridor.

If the proposed system includes the landing flare group of sources (Figs. 24,26,28) in addition to the course and glide plane source group (Figs, 1,2,4,5,6,8,10,11,13,14,16 ,17,19, 20,21,23), the beam bundles from these sources and the symbol evoked by them will ensure the entire starting process from the beginning of the start to "lift-off", as well as the entire landing process's last phase, immediately before A goes down on the platform 3 surface and the subsequent landing phase.

As mentioned above, the start phase for A begins at the moment the beam bundles 36 and/or 40 (Fig. 24,26,28) from the extra sources 35 and/or 39 are registered.

When there are only beam bundles 36 (Fig. 24), the course for A is maintained by means of the symmetry in the symbol (Fig. 25) induced by 36. The receiver of electromagnetic radiation is installed on board the aircraft, so that it is located somewhat higher than the beam bundles 36 orientation plan. In this case, the special symbol form of fig. 25, in route cl, distorted and similar to the one found in ell. Deviation from course plane C is then perceived as destruction of symmetry (III or ril). A is driven to the start along the center line SS of the platform 3, up to the "lift-off" point by maintaining the symbol symmetry about the vertical 6. After A has left the surface of the platform 3, the further start phase is carried out using the beam bundles from the sources for the course and glide slope group, e.g. when using the system according to fig. 14 or 23 by means of the symbol evoked by the ray bundles. Over a certain period of time, the beam bundles 36 from the extra sources 35 can be used.

If there is only one source 39 (fig. 26) in the group of additional sources, the start is carried out by the special symbol form which is evoked by the beam bundle 39 according to fig. 2 7 in route cl is maintained and by this beam bundle 39 being kept in the course plane.

If the sources 35 and 39 are available simultaneously (Fig. 28), the start is effected by means of distortions of the special symbol shape induced by the beam bundles 36 and 40 shown in line 11 in Fig. 29.

During a certain period of time, after A has released the surface of platform 3, the symbol evoked by 36 and 40 can be used for orientation.

When A lands using the symbol, induced by the beam bundles from the sources according to one of the embodiments of the course and the glide plane group, e.g. the system according to fig. 17 or 21, the beam bundles 36 and/or 40 (Figs. 24, 26, 28) from the additional sources 35 and/or 39 are detected and the pilot is able to navigate A using the symbol formed by 36 and/or 40.

Navigation using the symbol of 36 and/or 40, however, begins after overflying the initial leveling point, from which A's course is leveled. In this case, A is navigated towards the surface of the platform 3 by means of the symbol form's creation in the direction of the particular form (fig. 25,27,29). When the symbol takes on the special shape, A will take the ground on platform 3.

Landing is carried out in the same way as take-off. Deviations from the course are determined on the basis of distortions of the vertical component of the symbol caused by the projections 41 (Fig. 27, 29) of the beam bundle 40 (Fig. 26, 28) from the vertical position or on the basis of disturbance of the symmetry of the symbol which is evoked by the projections 37

(fig. 25, 29) of the beam bundle 36 (fig. 24, 28).

If A rolls during take-off or landing, this roll appears as a rotation of the symbol as a whole. In this case, the symbol revolves around point A (fig. 7,9,12,15, 18,22,25,27,29).

The shape of a symbol revolving around point A is not shown, as it is easy to imagine. During such a rotation, the horizontal symbol components, e.g. projections 5 and 11 in fig. 12,18,22 of the beam bundles 4 and 9 in fig. 10,11,16,17,19,21 appear to deviate from the horizontal when observed. In reality, these projections maintain their horizontal direction and the pitching aircraft A performs a turn in the air. For restoration, the control bodies in A must be operated so that the projections 5 and 11 of 4 and 9 come into a horizontal position. As mentioned above, this feature of the proposed system will significantly facilitate the navigation process, especially when the system is visual, as the symbol evokes a cross line. It is essential that the distance to the platform is entered during landing. It is conventionally determined using radar from the moment of overflight

ning of radio markers on the ground takes place. In the proposed system, the determined range to platform 3 (Figs. 30 and 31) is determined by passing marker points 45, produced by the beam beam 44. These marker points 45 indicate the distance to the outer, middle and inner marker locators, as well as the starting point for flattening.

During landing, A passes these points in turn and the moment of passage is determined each time by distortion of the special symbol shape, depending on the orientation of the beam bundle 44 (fig. 32 and 33). The moment the specified distance is reached occurs when the symbol assumes the special form (route VII). If the system is visual, the pilot is able to observe each marker point even from a long distance, as well as the entire approach process to this point. The proposed system ensures very high accuracy of the distance determination, with a clearance that does not exceed 10-15 m. This is particularly valuable for determining the beginning of the flattening, as it makes it possible to lead the aircraft to the starting point of flattening with one

accuracy of 0.5 - lm in height and 10-15 m in distance.

If an aircraft A lands using the proposed system and the beam bundles from the system's sources form a broken path consisting of several path branches, the aircraft is first guided along a branch of the landing path with the glide slope plane fixed at an angle, by maintaining the special symbol form which is produced by beam bundles for additional sources that indicate the heading and glide plane for the track branch in question. The aircraft is then navigated along the next runway branch with

a glide plane at a different angle, by again maintaining the special symbol form evoked by the beam bundles for the next additional sources, etc. The aircraft is thus navigated in turn along different branches of the runway and is finally navigated+- along the last branch according to the particular symbol form formed by the beam bundles from the sources installed at the beginning of the take-off and landing platform, after which the descent along the glide plane is completed and the landing is completed. The clearance of the broken runway is maintained equally in all phases. When e.g. the system according to fig. 36 is used, where the beam bundles 4,9,30,4<1>,9',30' indicate the calculated runway W with a curve, A is first navigated along the steeper branch W2 by maintaining the special symbol shape, induced by the beam bundles 4 ', 9' and 30'., whereupon A gradually transitions to a flatter branch W, of the path, likewise by maintaining the particular symbol shape produced by the beam bundles 49 and 30. Since the sources 1', 8' and 29' in the embodiment according to fig. 36 is arranged similarly to the sources 1, 8 and 29, the special symbol form has the same appearance for both branches of the calculated path in fig. 2.

When A is navigated along the steeper branch W2, the symbol evoked by 4', 9' and 30' is held in the position shown in line cl in fig. 22 . Then, as A approaches the second branch W1 of the path, it is navigated by means of the symbol evoked by 4, 9 and 30, likewise by maintaining the symbol form as shown in route cl in fig. 22.

When one moves to navigating A along the flatter branch W^, one leaves the symbol of 4', 9' and 30', and A is now navigated by the symbol of 4, 9 and 30.

Each phase of the procedure which ensures the take-off and landing of A using an optional embodiment of the proposed system is dealt with in detail above.

In the following, a brief overview of the sequence of all phases is given.

The starting process for A by means of an optional embodiment of the proposed system implemented as a starting system consists, as mentioned above, in bringing A within the coverage area of extended, directed references, produced by the beam bundles 36 and/or 40 from the additional sources 35 and/ or 49, such as is arranged as in fig. 24,26,28. Then A performs its take-off phase to the "lift-off" point V, where A achieves the set "lift-off" speed and moves,

itself along the calculated starting path W by ascending along the path indicated by the beam bundles from the sources in the course and glide plane group, arranged as in one of the embodiments, e.g.

in fig. 17,21 or 25. In all phases the pilot maintains the special symbol form of fig. 29, 18 and 22.

The landing process is completely similar to the reverse order of the phases.

First, A is brought into the coverage area of directed, extended references, produced by the beam bundles from the sources in the course and glide plane group, arranged in one of the embodiments of the system (Fig. 2,4,5,6,8,10,11,13 ,14,16,17,19,20, 21,23,24) then the direction and size of A's deviation from the corridor K is determined using the distortions of the symbol worms (fig.3,7,9,12,15, 18,22). A is entered into the corridor and descent begins while maintaining the special symbol shape that corresponds to A being on the calculated path W, , by navigating A along the path W. The moment when it passes within the specified distance from the platform 3 is determined from the marker points 45, which are produced by the beam bundles 44 (fig. 30 and 31), e.g. the distance to the outer, middle and inner marker locator, while A approaches the starting point of flattening, also indicated by marker point 45. The moment of passing over a marker point is determined by obtaining a certain symbol shape of the beam bundles 44 in fig. 32 or 33. Then A is flattened and navigated using the symbol shape of the beam bundles 36 and/or 40 from the additional sources 35 and/or 39 in fig. 25,27,29. When the symbol assumes the special shape, A makes contact with the platform's 3 surface. The landing ends by maintaining the special symbol form (fig. 25,27,29).

As indicated above, the basic principle for navigating A using the proposed symbol is that the particular symbol shape is maintained. All deviations of A from the calculated take-off and landing path W are eliminated, if distortions of the special symbol shape are corrected.

The proposed system can, as mentioned, be used to carry out the landing of aircraft A on deck 3 of a ship 49. In this case (Figs. 37,38,39,40,41,42) the sources" are arranged on the ship's 49 landing deck 3. When installed on the landing deck 3, the system conveys additional information about the angular and linear movements of the deck 3, caused by rough seas, in addition to the information about A's position in space, as discussed above. This information manifests itself as periodic distortion of the specific symbol shape, which is induced by the beam bundles from the sources on the surface of the landing deck 3 on the ship 49. Periodic distortions of the determined symbol shape indicate periodic deviations of A from the calculated landing path W, oscillating in space about the mid-position. All possible movements of the landing deck 3

is described above.

Not only linear movements of the landing deck 3 at the places where the sources are placed, but also angular movements of this deck 3 can be easily determined by means of distortions of the specific symbol shape. Linear movements of the tire can be recorded by means of distortions of the symbol shape, which are induced by the beam bundles from the sources in any of the systems according to fig. 37,38,39,40,41,42. The tilting of the landing deck can be easily detected by observing the periodic rotation of the symbols, caused by the beam bundles from the sources arranged as shown in fig. 39,40,

42 and 41. The components of this symbol produced by the beam bundles 4 and 9 from the sources 1 and 8 deviate periodically from the horizontal direction. Longitudinal angular movements of the tire 3 can be easily registered by periodic repetitions of distortions of symbol components, such as e.g. is produced by the beam bundles 4 and 9 from the sources 1 and 8, arranged as in fig. 38 or of the beam bundles 23,4,15 and 24,9,16 from the sources 21,1,13 and 22,8,14, arranged as shown in fig. 40, As the aforementioned examples show, these sources are installed on deck 3 along the center line SS or parallel to it.

These periodic movements of the landing deck usually have a smaller amplitude than the dimensions of the landing corridor K and A therefore flies during landing within this corridor.

Particular attention should be paid to the peculiarities of take-off or landing using the embodiments of the proposed system (Fig. 44), which ensure take-off or landing along a curved path W, as well as embodiments of the proposed system (Figs. 45,46,48, 49,50) where a kinematic symbol is evoked.

When using the embodiment according to fig. 44 which ensures take-off or landing along a curved path W, the take-off or landing method remains unchanged, since the pilot does not see the rotation of the beam bundles 4,9 and 30 from the sources 1,8 and 29, but on board A only perceives the distortion of the special symbol form (fig. 22) evoked by these ray bundles (4,9 and 30). It is his task to maintain the symbol shape (route cl in Fig. 22) and A will then automatically fly in the curved path W, the shape of which is determined by the system.

If another embodiment of the system is used, which includes the marker sources 43 (fig. 30, 31), where the beam bundles are rotated to move the marker point in space at a fixed speed corresponding to A's speed of movement along the calculated runway W, A is navigated along the path W at a speed which ensures a constantly maintained symbol shape, produced by the beam bundles 44.

If the symbol is distorted and assumes the form shown in box VI, this means that A's speed has become lower than the fixed speed for A along the path W.

If the symbol is distorted and assumes the form shown in square VIII, this means that A's movement speed has become greater than determined. The speed is corrected by means of the distortions of the symbol shape, so that the specific shape is maintained. In this case, A has the fixed speed.

In an embodiment of the proposed system, (Figs. 45,46,48,49 and 50) which evokes a kinematic symbol, no additional operational phases are required and the above-mentioned phases and the above-mentioned phases remain in principle the same. The basic task still consists in maintaining a special symbolic form, albeit of a different type (fig. 47). The features of this form are described in detail above.

As mentioned, the beam bundles from the electromagnetic radiation sources can be induced by electromagnetic radiation with different wavelengths, as well as provided with modulators. These features of the proposed system leave the procedure for take-off and landing unaffected. They do, however, make it possible for the pilot to orient himself using the proposed system.

Visual embodiments of the proposed system should be particularly emphasized. In these cases, all navigation phases are carried out visually.

The proposed take-off and landing system is designed as a unified system that does not require additional or auxiliary systems. It ensures all take-off and landing phases. The system not only makes it possible to navigate an aircraft along the calculated take-off or landing path and maintain course and glide plane, but also to perform "take off" and landing runs on the ground, as well as determine the fixed distance to the take-off and landing platform. The same instruments are used during all take-off and landing stages. One such instrument is the symbol of a certain shape, which is evoked by electromagnetic beam bundles.

The symbol of an embodiment in the proposed system has in principle the same appearance, whether it is produced by the heading and glide plane sources, the landing flare sources or the marker sources. This makes it possible to use a single orientation principle in all take-off and landing phases and entails a fundamental difference compared to known systems.

First of all, the extremely high precision and easy navigation ensured by the proposed system must be emphasized. As previously mentioned, all embodiments of the system ensure registration of the aircraft's A deviation from the calculated take-off and landing path W within a few centimeters, as well as that A is brought to the starting point of flattening with an accuracy of 0.1-1 m in height and 10-15 m in distance. No conventional landing system, nor the international ILS system, can do this. In particular, the proposed system is 100 to 1000 times more accurate than any of the known systems.

Moreover, such an accuracy of the proposed system is far greater than the requirements for permitted vertical deviation in the area of the runway threshold, as established in the draft ICAO program for the development of a new landing system.

The proposed take-off and landing system can be done purely instrumentally or visually by choosing suitable electromagnetic radiation sources. Even when visual, the proposed system remains a reliable instrumental organ, ensuring navigation of an aircraft with a set precision. In this case, no additional equipment is installed on board the aircraft.

It is well known that experts attach great importance to visual landing systems. French and US specialists thus believe that the problem in connection with landing in all kinds of weather does not necessarily exclude the pilot from participating in the control of the aircraft, as the reliability of the crew is 10 to 100 times higher than the reliability of a radio channel.

It should be remembered that the aircraft, even with a visual system, may have suitable receiving equipment and possibilities for automatics with great accuracy. In this case, the pilot receives reliable signals to control the automatic operation and can switch over to manual navigation at any desired time.

The advantages of visual embodiments of the proposed system are obvious, because the system in this case becomes more reliable, as switching from instrument flight to visual navigation and observation of outer space requires a period of 3-5 sec. for visual adaptation and identification of objects on the ground. A modern aircraft moves over a distance of 150 to 200 m during this time interval. The period becomes longer during night landings.

The proposed system also designates a take-off or landing corridor, which is formed by electromagnetic beam bundles, which in visual embodiments act as approach and "lead-in" flares and create advantageous conditions for the pilot's orientation in space. This advantage of the system becomes even more reliable on board a ship, when no other means of producing approach and "lead-in" flares can be used at sea.

The possibility of designing marker points at sea is also undoubtedly an advantage of the system.

Embodiments of the proposed system, adapted for installation on the landing deck of an aircraft carrier ensure reliable information about linear and angular movements of the landing deck in rough seas, which no other known radio system can provide.

The proposed take-off and landing system also makes it possible to indicate the horizon for a landing aircraft and determine the aircraft's roll, which no known radio system can do either.

The photograph in fig. 51 shows the arrangement of the proposed system at an airport and gives an idea of what a take-off or landing corridor indicated by electromagnetic beam beams looks like. The photograph illustrates the embodiment according to fig. 21. In the photograph, all beam bundles are directed upwards, which means that the point from which the photograph was taken is below the corridor formed by the electromagnetic beam bundles. This photograph corresponds to route viv in fig. 2 2 with the only difference that the beam bundle 30 (Fig. 21) from the source 29, which is arranged on the center line SS of the platform 3, consists of two

parallel bundles of rays, one of which is reversed.

The photograph in fig. 52 shows a symbol generated by electromagnetic beam beams from the embodiment of fig. 34. The picture was taken from the cockpit of an aircraft during ^anding using the proposed system, at a distance of 9 km. from the take-off and landing platform.

The proposed system enables the use of a reliable and simple method for navigating an aircraft along the calculated take-off and landing path, which consists exclusively in continuously maintaining the special symbol form, so that the aircraft thereby navigates along the calculated take-off or landing path. This procedure is the same for all branches of this runway, a feature that no other conventionally used procedure for take-off or landing exhibits.

It can thus safely be said that the proposed take-off and landing system not only meets the basic requirements of the draft ICAO program for the development of a new landing system, but exceeds these requirements.

The principle advantage of the proposed system lies in its ability to solve the starting problem. Moreover, an appropriate choice of electromagnetic radiation sources can make the system both visual and instrumental.

Finally, it should be noted that the proposed take-off and landing system, which includes lasers as sources of electromagnetic radiation, can be installed at an airport within 2-3 hours and be ready for use immediately afterwards.

Claims (56)

1. System for use during the take-off and landing of aircraft, with the transmission of data regarding the direction of the runway and the glide path to the pilot by means of a transmitter on the runway which emits at least one electromagnetic control beam, characterized in that the control beam has a divergence of no greater than 5° and wavelengths that lie within atmospheric windows and that a receiver on board the aircraft is arranged to receive a symbol with a specific shape, and where the receiver has equipment to calculate the magnitude and direction of the aircraft's deviation from the course and glide path following the shape distortion of the symbol, as the shape of the symbol is determined by the steering beam as perceived by the receiver, and information about course and glide path is taken from the steering beam's background projection by the projection direction of each point thereof coinciding with the connecting line between this point of the steering beam and the receiver on board the aircraft. 2. System according to claim 1, characterized in that the transmitter, if the system comprises one source of electromagnetic radiation, is arranged on the center line of the runway, and that the control beam is oriented in the course plane which runs vertically through said center line. 3. System according to claim 1, characterized in that the transmitter, when the system comprises one source of electromagnetic radiation, is arranged on one side of the center line of the runway and with the guide beam oriented in the glide path to indicate this. 4. System according to claim 1, characterized in that if the symbol is evoked by at least two control beams, these indicate a take-off or landing corridor. 5. System according to claim 2, 4 or 3, 4, characterized in that if a second source of electromagnetic radiation is available, this is arranged on one side of the runway center line, so that the control beam limits the take-off and landing corridor from that side. 6. System according to claim 2 or 4, characterized in that if a second source of electromagnetic radiation is available, this is arranged on the same center line of the runway as the first-mentioned source, at a certain distance from this, and the two guide beams limit the corridor from above and below. 7. System according to claim 5, characterized in that the second source is arranged on a side boundary of the runway and that the steering beam from it indicates said boundary. 8. System according to claim 7, characterized in that the control beam from the second source is oriented in the glide path and indicates this. 9. System according to claims 3 and 5, characterized in that the sources are arranged on either side of the runway's centerline, and constitute a main pair of sources, and that the control beams from them are oriented in a common glide path, this indicates and limits the take-off and landing corridor from both sides , while the symbol produced by the rays, when an aircraft is in the glide path in which the rays are oriented, has a special form of two horizontal lines extending along a line. 10. System according to claim 9, characterized in that if at least one further pair of sources is available, all sources are placed, arranged in pairs, on either side of the runway's centerline, and that their rays also limit the corridor and are oriented in pairs in their own glide paths, while the symbol produced by the rays has the special form of diverging slant lines, when< an aircraft is in the calculated take-off and landing flight path. 11. System according to claim 10, characterized in that all said slide paths, pulled up by said pair of beam bundles from the sources, are parallel. 12. System according to one of claims 9-11, characterized in that the sources, which are arranged in pairs, are symmetrical about the center line of the runway and that the symbol has a specific form of diverging slanted lines with an angle of inclination to the horizon that is the same for each pair, when an aircraft is in the calculated path. 13. System according to claims 9-12, characterized in that the sources, which are arranged in pairs, are arranged on the lateral boundaries of the runway and that their beam bundles also indicate the width of this. 14. System according to claim 5, characterized in that if a third source is available, this is arranged on an optional side of the runway center line and that the beam beam from it is oriented in the glide path and indicates this. 15. System according to claims 9-12 and 2, characterized in that a source and its steering beam are oriented in the heading plane and indicate the heading for the calculated flight path, while the symbol produced by the combination of the beam from the aforementioned sources has a specific form of divergent inclined plane plus a vertical line, when an aircraft is in the calculated path. 16. System according to claim 15 and claim 2, 9, 12 or 13, characterized in that the beam bundle from the source runs under the sliding slope that is drawn up by the beams from the main source pair, while the symbol that is evoked by these beams has a specific form of two horizontal lines that run along a straight line, and a vertical line, so that the general symbol shape is T-shaped, when an aircraft is in the calculated path when taking off or landing. 17. System according to claims 9 and 6, characterized in that the rays from two sources are oriented in the course plane and indicate the calculated flight path and limit the corridor from above and below, the sources themselves being arranged on opposite sides of the glide path produced by the rays from the main pair of sources, while the symbol produced by the combination of the rays from all sources has the special shape of two horizontal and two vertical lines that run into each other, so that the symbol forms a "+", when an aircraft is in the calculated path. 18. System according to one of claims 1-17, characterized in that at least one additional pair of sources is arranged in the immediate vicinity of the end of the runway, with a source on each side of the center line, on the lateral boundaries of the runway, while the beams are directed parallel to the runway's surface along its lateral boundaries and indicates the lateral boundaries, whereby the symbol produced by these rays when an aircraft is on the runway, has the definite form of two horizontal lines. 19. System according to one of claims 1-18, characterized in that at least one additional source is arranged in the immediate vicinity of the end of the runway, on its center line, the beam from the source being oriented in the course plane and extending parallel to the surface of the runway to indicate said center line, while the symbol produced by the beam when an aircraft is in the course plane has the special shape of a straight line. 20. System according to one of claims 1-19, characterized in that at least one additional pair of sources is arranged on the runway, and that the intersection of the sources' rays indicates a marker point. 21. System according to claims 18 and 20, characterized in that said additional sources are arranged on the runway, symmetrically about its centreline. 22. System according to claims 20 and 21, characterized in that the marker point is the point for beginning flattening. 23. System according to claims 20 and 21, characterized in that the marker point is the point which indicates a specific distance to the runway. 24. System according to one of claims 1-17, characterized in that for the start of an aircraft, the sources are arranged at the end of the runway, in the area of the "lift-off" point for the aircraft, the beams indicating the course and glide path for the calculated start -airfield. 25. System according to one of the claims 1-17, characterized in that for landing the sources are arranged at the beginning of the runway, as their rays indicate the course and glide path for the calculated landing runway. 26. System according to claim 25, characterized in that when the calculated take-off or landing flight path is a broken line, at least one auxiliary source is placed in front of the runway, so that the beam from it evokes a symbol and thus indicates the course and glide path for in it at least one branch of the calculated land-flight path, the glide path of this boundary having a different angle than the orientation angle of the rays from the sources arranged at the beginning of the runway. 27. System according to claim 26, characterized in that when several auxiliary sources are arranged, the arrangement of these sources is similar to that which applies to the sources arranged at the beginning of the runway. 28. System according to claim 1, characterized in that when an aircraft carrier's deck is the runway, the rays from at least one source which is arranged on this, additionally indicate the movements of the deck in the area where the source is placed. 29. System according to claim 28 and 2, characterized in that said source is arranged on the center line of the tire, in the immediate vicinity of the "touchdown" zone and that the beam from it also indicates the movements of the tire in the area of said zone. 30. System according to claims 29 and 6, characterized in that the second source is arranged on the aft end of the deck and that the beam from it additionally indicates the movements of the aft edge. 31. System according to claims 28 and 9, characterized in that the main source pair is arranged on opposite side borders of the deck, in the immediate vicinity of the calculated "touchdown" zone for the aircraft and that the beams from them also indicate the roll and linear movements of the deck in the said zone and the glide path induced by these beams. 32. System according to claims 31 and 10, characterized in that the sources in said second pair are installed on the deck on opposite side boundaries, between the aft edge and the main pair of sources, and their rays also indicate the front boundary of the "touchdown" zone and its movements where the sources are placed, and in combination with the main source pair's rays indicate angular movements in the longitudinal direction of the tire. 33:.: System according to claims 32 and 10, characterized in that the sources of the third source pair are arranged on the deck, on its opposite borders, on the other side of the main pair of sources in relation to other pairs of sources, their rays indicating in addition the farthest limit of the "touchdown" zone as well as the movements of the tire in the places where the sources are arranged, and in combination with the rays from the other pairs indicate longitudinal angular movements of the tire. 34. System according to claims 31 and 2, characterized in that the beam from the source is arranged on the aft edge of the deck, in addition indicates the movements of the trailing edge and in combination with the rays from the main pair of sources indicates longitudinal angular movements of the deck. 35. System according to one of claims 1-34, characterized in that the sources are mounted on gyro-stabilized platforms. 36. System according to one of the preceding claims, characterized in that a plurality of sources are arranged at an optional location on the runway and that the rays from them supplement the symbol and additionally indicate the take-off and landing corridor. 37. System according to claim 18, characterized in that a plurality of sources are arranged on each side of the runway and that the rays from them also indicate the boundaries of the runway. 38. System according to one of claims 1-37, characterized in that when the calculated take-off and landing flight path is a curved line, the sources are equipped with a device for turning the beams, so that these beams at any time indicate the aircraft's course and glide slope and in this way draws up the calculated take-off and landing flight path. 39. System according to claims 20 and 21, characterized in that the extra sources forming the marker point are equipped with means for turning the beams in the direction of landing, so that the movement speed of the marker point in space is in accordance with the fixed landing speed of the aircraft and that the special symbol form that is evoked of the rays from these extra sources is kept constant. 40. System according to one of claims 1-38, characterized in that at least one source is equipped with a device for rotating the beam, so that it describes a closed, conical surface and produces a symbol that looks like a rotating, straight line. 41. System according to claim 40 and claim 2, characterized in that the beam from the source rotates evenly around an axis which at all times coincides with the calculated take-off and landing flight path, so that the beam describes a closed, conical surface which forms the start- or the landing corridor, and that the symbol produced by the beam, when an aircraft is in the calculated path, has the particular shape of a straight line rotating at a constant speed. 42. System according to claim 41 and claim 19, characterized in that the rays from the additional sources which are arranged in the immediate vicinity of the end of the runway, on its centreline, revolve around an axis which is parallel to the surface of the runway and lies in the course plane. 43. System according to claim 40 as well as claims 9, 10, 11, 12, 13, 15 and 38, characterized in that the closed, conical surfaces produced by the rotating jets from the sources intersect and form an equisignal zone which at any time coincides with the calculated take-off and landing flight path. 44. System according to one of claims 4-43, characterized in that the beam from at least one source has a wavelength that differs from the wavelengths of the beams from other sources. 45. System according to claims 44 and 45, characterized in that the beam from the source which is arranged on the center line of the runway is oriented in the heading plane and has a wavelength that differs from the wavelengths of the sources which are arranged in pairs. 46. System according to claim 44 and claim 18, characterized in that the rays from the extra sources have a wavelength that differs from the wavelength of the rays from other sources. 47. System according to claim 44 and claim 19, characterized in that the rays from the extra sources have a wavelength that differs from the wavelengths of the rays from all other sources. 48. System according to claim 44 and claims 20-22, characterized in that the rays from the other pairs have a wavelength that differs from the wavelengths for all other sources. 49. System according to claim 44 and claims 26 and 27, characterized in that the rays from the extra sources have a wavelength that differs from the wavelengths from all other sources. 50. System according to one of the preceding claims, characterized in that laser sources are used as sources of electromagnetic radiation. 51. System according to one of the preceding claims, characterized in that the directed, extended references are induced by electromagnetic rays with a wavelength that lies in the visible spectrum. 52. System according to one of the preceding claims, characterized in that at least one source is equipped with a modulator. 53. System according to claim 52 and one of claims 10-17, characterized in that the sources in the main pair are equipped with a modulator. 54. System according to claims 52 and 19, characterized in that at least one additional source is equipped with a modulator. 55. System according to claim 52 and 18, 20, 21, 22, 23, characterized in that at least one additional source pair is equipped with a modulator. 56. System according to claims 52 and 26, 27, characterized in that at least one auxiliary source is equipped with a modulator.