RU2104229C1 - Aircraft in-flight fuelling system - Google Patents

Abstract

FIELD: aircraft in-flight fuelling systems. SUBSTANCE: system includes filling hose with drogue mounted on tanker aircraft, device for retraction and extension of hose, flying boom mounted on receiving aircraft, drogue and flying boom position sensors and device for determination of relative position of drogue and flying boom including computer. According to invention, system is provided with first and second receivers of satellite navigation system with its antennae, first and second VHF radio sets mounted on tanker aircraft and receiving aircraft, additional antenna of satellite navigation system mounted on drogue and switch. Output of first receiver of satellite navigation system is connected with input whose first VHF radio set and its input is connected with output of switch whose first and second inputs are connected to satellite navigation system antenna of first receiver and to additional antenna of satellite navigation system; first and second inputs of computer are connected with output of second receiver of satellite navigation system and output of second VHF radio set respectively; its output is connected with indicator found in cabin of receiving aircraft. EFFECT: enhanced efficiency. 2 cl, 3 dwg

Description

 The invention relates to aviation, and more specifically to equipment that provides fueling aircraft in flight, and can be used in the system of tanker aircraft and refueling aircraft in order to increase the efficiency of their use.

 Known device refueling in the air for aircraft Messerschmitt - Bolkow - BLOHM GMBH. (see French application N 2569652, CL B 64 D 39/00, 1986). The device comprises a fueling rod mounted on a tanker aircraft in the form of telescopic extendable pipes, a control panel for the filling rod, a sensor system and a computing device that determines the optimal parameters and adjusts the position of the rod by issuing commands to the actuators.

 In addition, there is a camera that allows you to observe the refueling process. The operator can control the cleaning - the release of the boom. Such a device, however, cannot provide a reliable connection with the receiving rod of a refueling aircraft and the safety of refueling, especially in bad weather conditions.

 Moreover, there are no devices that could provide the exit of the refueling aircraft to the meeting point, rapprochement and its docking with the tanker aircraft.

 Further development of the refueling system made by the aforementioned company is known (see German Application No. 3440812, class B 64 D 39/00, 1986). The refueling device is additionally equipped with a television receiver, which displays information issued by the radar, about the speed difference and the mutual removal of both aircraft. In addition, there are devices for transmitting wireless and optical information for the pilot of a refueling aircraft.

 However, such a system also does not provide reliable docking of a refueling aircraft. In addition, there are no devices that provide reliable access to the refueling site of the refueling aircraft.

 Known US patent N 5131438, CL. B 64 D 39/00 "Method and device for refueling an unmanned aircraft in flight."

 The device comprises on an unmanned aircraft a retractable filling hose equipped with a filling cone, a hose control device controlled from a tanker equipped with a filling rod. In addition, the device is equipped with transmitting means mounted on the tanker, and receiving means mounted on an unmanned aircraft, receiving signals from the transmitting means and a control device for controlling the hose. In this case, the receiving and transmitting means are made in the form of inductive self-excitation coils mounted on a cone and a fuel rod.

 Such a device does not solve the problems of aircraft exit to the meeting point and their rapprochement. In addition, the system creates great psychophysical loads on the pilot of the tanker, due to the lack of exact coordinates on the relative position of the cone and the rod, it acts only at a small distance between them, which reduces the reliability and safety of the refueling.

 Known "Microwave systems for meeting and refueling aircraft in the air" - US patent N 4763861, cl. B 64 D 39/00, 1987.

 The system is equipped with a microwave transmitter mounted on a tanker aircraft, which provides signals to the rear hemisphere up to 20 miles away.

The disadvantages of this system are:
- the system does not ensure the meeting of aircraft when they are removed from each other at a distance of more than 20 miles and when flying at heading courses;
- the system does not provide the pilot of the refueling aircraft with information about the relative approach speed of the aircraft, which greatly complicates the implementation of the docking stage.

 Known satellite navigation systems that allow accurate location of aircraft, ships and other vehicles. Such systems make it possible to solve the problems of vehicle navigation, including in areas not equipped with ground-based radio navigation aids. (see patents: US N 5099245, class G 01 S 5/14, NKI - 342/357, 1992; Germany N 4136136, class G 01 S 5/02, 1993.) However, the known satellite systems are not designed to solve refueling aircraft in the air.

 The closest analogue of the invention is the "In-flight fueling device" (see UK Patent N 223725, CL B 64 D 39/00, 1991).

 The device includes, mounted on a tanker aircraft, a filling hose with a cone, a control device for the release and cleaning of the filling hose and a filling rod mounted on the refueling aircraft. In addition, there is a cone position sensor and a fuel rod position sensor made in the form of light sources mounted on the cone and the fuel rod, respectively, and interacting with a receiving camera mounted on a tanker aircraft. The receiving chamber is connected to a calculator that determines the parameters of the relative position of the cone and the filling rod and generates a signal for the optimal position of the cone. Changing the position of the cone is achieved both with the help of a control device for the outlet-cleaning of the filling hose, and with the help of aerodynamic surfaces on the cone.

 The disadvantage of the refueling system described above is that the pilot of the refueling aircraft does not have accurate information about the relative position of the cone and the refueling rod, in particular, the relative approach speed, which is very important when performing the docking phase. In this case, the pilot has to control the aircraft according to visual information. In addition, the reliability of the system decreases in adverse weather conditions and in the dark.

 All this leads to an increase in the psychophysical load on the pilot, a decrease in the probability and safety of the docking and the entire refueling process. Moreover, it is obvious that in order to resolve issues of reaching the meeting and meeting places for aircraft, pilots of a tanker aircraft and a refueling aircraft can only rely on regular radio navigation aids that do not provide reliable information on the relative position of the aircraft, especially at distances over 300 km or oncoming courses do not solve the problem in the absence of ground-based radio navigation aids (for example, over the oceans, vast Arctic regions). This leads to an increase in the search and rapprochement times of aircraft, fuel overruns, and, ultimately, to a decrease in the efficiency of air refueling.

 The basis of this invention is the creation of an autonomous system for refueling aircraft with fuel in flight, which would provide for the search and meeting of aircraft at all courses and at a distance of at least 300 km, and in addition would ensure the efficient implementation of the stage of docking the cone of a tanker aircraft with a refueling aircraft rod by measuring and issuing to the pilot of the refueling aircraft information about the relative approach speed and the relative position of the cone relative to the boom.

 In addition, the refueling system should be quite simple to operate, have a minimum weight, ensure the safety of the refueling process with a minimum psychophysical load on the pilot.

 Moreover, the system must ensure that the refueling process is performed with minimal time to save fuel and increase the efficiency of refueling.

 According to the invention, the task is achieved in that in an aircraft fueling system in flight, including a fueling hose with a cone mounted on a tanker aircraft, a fueling hose outlet-cleaning device, a fueling rod mounted on the fueling aircraft, cone and fuel rod position sensors , means for determining the relative rapprochement speed and the relative position of the cone and the fuel rod containing the calculator, the first and second receivers of the satellite navigation system ( SNA) with SNA antennas, the first and second ultra-short-wave (VHF) radio stations installed respectively on a tanker aircraft and a refueling aircraft. In addition, the tanker aircraft is equipped with an additional SNA antenna mounted on a cone and a switch. In this case, the first SNA receiver is connected by its output to the output of the first VHF radio station, and by the input to the output of a switch, the first and second inputs of which are connected to the antenna of the first SNA receiver and an additional SNA antenna, the computer is connected by the first and second input of the second VHF radio station and the output of the second receiver SNA, and the output of the computer is connected to an indicator installed in the cockpit of a refueling aircraft.

 Moreover, it is advisable to carry out the system by connecting the output of the first VHF radio station with the control input of the switch and the control panel of the filling hose exhaust-cleaning device.

Using the proposed in-flight fueling system allows you to:
- to ensure a high probability of an exit of a tanker aircraft and a refueling aircraft to the meeting place in the absence of ground-based navigation aids,
- provide a high probability and reliability of aircraft docking,
- reduce the psychophysical load on the pilots.

 Figure 1 shows a block diagram of the equipment of an aircraft tanker; figure 2 is a block diagram of the equipment refueling aircraft; figure 3 - the interaction of the tanker aircraft and the refueling aircraft in the process of reaching the meeting point and the approach of the aircraft.

 An in-flight fueling system for an aircraft made in accordance with the invention includes equipment mounted on a tanker aircraft and equipment mounted on a refueling aircraft.

The equipment of the tanker aircraft 1 includes (see figure 1.):
refueling hose 2 with a cone 3, the outlet-cleaning device for the refueling hose 4, the first receiver of the SNA (satellite navigation system) 5, the first VHF radio station (ultra-short-wave range) 6, switch 7, the SNA antenna 8, the UKV-9 antenna of the first VHF radio station -9, additional antenna SNS-10.

Equipment refueling aircraft 19 includes (see figure 2, 3):
a filling rod 12, a second SNA receiver 13, a second VHF radio station 14, a computer 15, an indicator 16, a SNA antenna 17, a VHF antenna 18.

 The system uses well-known SNA receivers designed to receive information from satellites, process it, and determine vehicle coordinates and speeds.

 VHF radio stations of also known design, including a receiver, a transmitter and a VHF antenna connected to the antenna input by an antenna cable, are intended for receiving and transmitting digital and voice information.

 Switch 7 is an electromechanical device based on a relay, the control winding of which is connected to the control input of the switch, and two working contacts of the relay are connected respectively to the first and second input of the switch, and the relay output contact is the output of the switch (not shown).

The filling hose exhaust-cleaning device includes:
operator panel, hose winch with a drum, hose stacker, winch drive unit and emergency cutting device for the filling hose, automatic control unit for the process of exhausting, cleaning and supplying fuel, hydraulic, fuel systems, electrical equipment and alarm systems, cone lighting system, filling hose with cone ( not shown).

 The cone consists (not shown) of a spherical tip, the shank of which is mounted on a rod mounted on the filling hose, locks of the filling rod with control hydraulic cylinders, ensuring reliable connection of the filling rod of the refueling aircraft with the cone of the tanker aircraft, provided that the aircraft converges (relative speed) in a strictly specified range (0.4 - 0.8 m / s). Exiting the specified range can lead to the release of fuel from a tanker aircraft, i.e. to an emergency.

 The first SNA receiver 5 with its input is connected to the output of the switch 7, and the output is connected to the input of the first VHF radio 6 connected by the antenna output to the VHF antenna 9. The switch 7 is connected with its first input to the SNA antenna 8 of the first SNA receiver, and the second input to the additional antenna SNA 10 mounted on the cone 3. In this case, the antenna cable 11 is installed (see. Fig. 1) on the refueling hose 2, connected to the operator panel of the outlet-cleaning device of the filling hose 4, the output of which is connected to the second input of the switch 7. It is advisable to connect the output of the first VHF radio station to the control input of the switch and the alarm system of the operator panel.

 On a refueling aircraft 19, the outputs of the second VHF radio station 14 and the second SNA receiver 13 are connected to the inputs of the calculator 15, the first and second outputs of which are connected to the command input of the second VHF radio station 14 and indicator 16, respectively.

 The antenna input-output of the second VHF radio station is connected by an antenna cable to the VHF antenna 18 located on the outer surface of the tail unit. The second SNA receiver 13 is connected by an antenna cable to the SNA 17 antenna, which is located on the outer surface of the aircraft near the fuel rod 12 and is essentially a sensor of the position of the fuel rod 12 and the fuel aircraft.

 The position sensor of the cone 3 when measuring the relative position of the cone and the filling rod is an additional antenna SNA 10 mounted on the cone 3.

 The system operates as follows. When the tanker aircraft 1 is removed from the refueling aircraft 19 (see FIG. 3) at a distance of more than 3 km, the cone 3 with the hose 2 is located under the fuselage of the tanker aircraft and therefore the additional antenna of the SNA 10 does not receive signals from satellites 20. In this In this case, the first SNA 5 receiver is connected via a switch 7 to the SNA 8 antenna mounted on the fuselage of the aircraft.

 The first and second SNA receivers, through antennas 8 and 17, receive relevant information from satellites 20, based on which pseudorange and pseudo-speeds for each of the aircraft are calculated.

 The motion parameters of the tanker aircraft 1 (pseudorange and pseudo-speed) through the radio channel, including the first VHF 6 radio station with antenna 9 and the second VHF radio 14 with antenna 18, are input to the computer 15 simultaneously with the same parameters calculated by the second SNA 13 receiver installed on the refueling by plane 19.

 The calculator 15, processing information about the pseudorange and pseudo-speeds of the aircraft, calculates their relative coordinates (relative position) and speed (approach speed) and provides an indicator 16 installed in the cabin of the refueling aircraft 19.

,
где X_отн., Z_отн., Y_отн. - расстояние между самолетами по горизонтали, боковой и вертикальной координатах в метрах соответственно.In the process of rapprochement of aircraft in the computer 15 is a continuous comparison of the conditions:

,
where X _rel. , Z _rel. , Y _rel. - the distance between the aircraft horizontally, lateral and vertical coordinates in meters, respectively.

 When this condition is reached (i.e. when aircraft approach), the calculator generates a signal to release the filling hose with a cone. This signal of the second VHF radio station through the VHF antenna 18 is transmitted to the tanker aircraft 1, where it is received through the VHF antenna 9 by the first VHF radio station 6. At the output of which a control signal is generated to trigger switch 7 and to trigger an alarm on the operator panel of the filling hose exhaust-cleaning device 4. At the command of the operator, the filling hose with a cone is released.

 After releasing the hose with a cone, the first SNA 5 receiver starts working with an additional SNA 10 antenna, which receives signals from satellites 20.

 In this case, the calculator 15 calculates the relative position (relative coordinates) and the approach speed (relative speed) between the cone 3 and the fuel rod 12 of the refueling aircraft 19 and gives the pilot information on the indicator 16.

 Due to the presence on the screen of high-precision information about the relative position and speed of convergence of the cone and the rod, the pilot of the refueling aircraft controls the aircraft until the filling rod enters the cone and makes docking.

 The measurement of the relative coordinates and speeds between the refueling aircraft and the tanker aircraft is as follows.

The first SNA 5 receiver mounted on a tanker plane measures pseudorange D $\genfrac{}{}{0ex}{}{\text{m}}{\text{j}}$ from this aircraft to satellites 20. depending on the type of SNA receiver, pseudorange measurements can be performed by this receiver simultaneously from 12 satellites, i.e. in this case j = 1 -12.

In addition, the following information about their parameters is received from satellites to the SNA receiver:
X _j , Y _j , Z _j - satellite coordinates in a rectangular geocentric coordinate system XYZ;
θ _m , θ _az - elevation and azimuth angles defined in the coordinate system XYZ;
s / w - signal to noise ratio;
t _i - Moscow time;
j = 1 -12 - satellite numbers.

 The above information from the SNA receiver is fed to the input of the first VHF radio station installed on a tanker aircraft and transmitted via the transmitter to the refueling aircraft. This information is received by the second VHF radio station installed on a refueling aircraft and from the output of the receiver goes to a computer 15, which is installed on a refueling aircraft.

At the same time, i.e., at time t _{i, the} second SNA receiver installed on the refueling aircraft measures pseudorange D $\genfrac{}{}{0ex}{}{\text{s}}{\text{j}}$ from this aircraft to satellites. Also, the input of this receiver receives information about the coordinates of the satellites X _j , Y _j , Z _j , elevation and azimuth angles θ _m , θ _az , the signal-to-noise ratio (s / w), Moscow time t _i, and satellite numbers j.

 The specified information from the second receiver of the SNA is also supplied to the computer 15.

 In the calculator 15, first of all, the selection of satellites, i.e. common satellites are selected with which both SNA receivers operate simultaneously.

 After satellite selection, the coordinates of both aircraft are calculated in the OXYZ geocentric coordinate system.

,
где
X_jni, Y_jni, Z_jni -координаты спутников в геоцентрической системе координат, при этом индекс "jn" обозначает номера обоих спутников, а индекс "i" обозначает единое фиксированное время;
X $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ , Y $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ , Z $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ - координаты самолета-танкера в геоцентрической системе координат;
X $\genfrac{}{}{0ex}{}{\text{з}}{\text{i}}$ , Y $\genfrac{}{}{0ex}{}{\text{з}}{\text{i}}$ , Z $\genfrac{}{}{0ex}{}{\text{з}}{\text{i}}$ - координаты дозаправляющегося самолета в геоцентрической системе координат;
D $\genfrac{}{}{0ex}{}{\text{m}}{\text{jni}}$ , D $\genfrac{}{}{0ex}{}{\text{з}}{\text{jni}}$ - псевдодальности самолета-танкера и дозаправляющегося самолета, измеренные до общих спутников "jn".The calculation of the coordinates of the tanker aircraft X ^t , Y ^t , Z ^t and refueling aircraft X ^s , Y ^s , Z ^s is based on the expressions:

,
Where
X _jni , Y _jni , Z _{jni are the} coordinates of the satellites in the geocentric coordinate system, with the index "jn" denoting the numbers of both satellites, and the index "i" denoting a single fixed time;
X $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ , Y $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ , Z $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ - coordinates of the tanker aircraft in the geocentric coordinate system;
X $\genfrac{}{}{0ex}{}{\text{s}}{\text{i}}$ , Y $\genfrac{}{}{0ex}{}{\text{s}}{\text{i}}$ , Z $\genfrac{}{}{0ex}{}{\text{s}}{\text{i}}$ - coordinates of a refueling aircraft in a geocentric coordinate system;
D $\genfrac{}{}{0ex}{}{\text{m}}{\text{jni}}$ , D $\genfrac{}{}{0ex}{}{\text{s}}{\text{jni}}$ - pseudorange of tanker aircraft and refueling aircraft, measured to common satellites "jn".

,
где
ΔX_i, ΔY_i, ΔZ_i - разности геоцентрических координат.Based on expressions (1), the coordinates of the tanker aircraft X are determined $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ , Y $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ , Z $\genfrac{}{}{0ex}{}{\text{m}}{\text{i}}$ , and refueling aircraft X $\genfrac{}{}{0ex}{}{\text{s}}{\text{i}}$ , Y $\genfrac{}{}{0ex}{}{\text{s}}{\text{i}}$ , Z $\genfrac{}{}{0ex}{}{\text{s}}{\text{i}}$ in the geocentric coordinate system XYZ. Then the differences of these coordinates are determined:

,
Where
ΔX _i , ΔY _i , ΔZ _i are the differences of geocentric coordinates.

.In order to reduce methodological errors, the calculation of relative coordinates is performed in the orthodromic coordinate system
X ₀ Y ₀ Z ₀ , for which the following expressions are used:
(X $\genfrac{}{}{0ex}{}{\text{from}}{\text{0}}$ Y $\genfrac{}{}{0ex}{}{\text{from}}{\text{0}}$ Z $\genfrac{}{}{0ex}{}{\text{from}}{\text{0}}$ ) ^T = A • B • (ΔXΔYΔZ) ^T , (3),
Where

.

- геоцентрическая широта вертекса ортодромии;

- геоцентрическая ортодромическая широта и долгота самолета-танкера;
X $\genfrac{}{}{0ex}{}{\text{от}}{\text{0}}$ , Y $\genfrac{}{}{0ex}{}{\text{от}}{\text{0}}$ , Z $\genfrac{}{}{0ex}{}{\text{от}}{\text{0}}$ - - относительные координаты дозаправляющегося самолета в ортодромической системе координат X_оY_оZ_о.In the expressions (3) - (5), the following notation is used:
λ _op - reference longitude of the orthodrome;

- geocentric latitude of the vertex of the orthodrome;

- geocentric orthodromic latitude and longitude of the tanker aircraft;
X $\genfrac{}{}{0ex}{}{\text{from}}{\text{0}}$ , Y $\genfrac{}{}{0ex}{}{\text{from}}{\text{0}}$ , Z $\genfrac{}{}{0ex}{}{\text{from}}{\text{0}}$ - - the relative coordinates of the refueling aircraft in the orthodromic coordinate system X _o Y _o Z _o .

 The relative position of the refueling aircraft relative to the tanker aircraft is determined in the coordinate system associated with the tanker ground speed vector.

In this case, the coordinate system X $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ , Y $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ , Z $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ will have the following axis direction:
- axis OX $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ coincides with the path velocity vector V $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ and directed on the flight of a tanker aircraft;
- axis OY $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ - directed along the geocentric vertical, up;
- axis OZ $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ directed perpendicular to the OX plane $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ Y $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ and forms the right coordinate system.

System X Start $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ , Y $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ , Z $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ coincides with the antenna of the first SNA receiver mounted on the fuselage of a tanker aircraft when the aircraft are removed more than 3,000 m, and when removed less than 3,000 m, the origin of this coordinate system will be combined with the additional SNA antenna mounted on the cone 3.

.In this case, the relative horizontal coordinates will be determined based on the following expressions;

.

In the expressions (6) - (8), the following notation is used:
X $\genfrac{}{}{0ex}{}{\text{from}}{\text{P}}$ , Y $\genfrac{}{}{0ex}{}{\text{from}}{\text{P}}$ , Z $\genfrac{}{}{0ex}{}{\text{from}}{\text{P}}$ - - relative coordinates determining the mutual position of the refueling aircraft relative to the tanker aircraft in the X coordinate system $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ , Y $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ , Z $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ .

α $\genfrac{}{}{0ex}{}{\text{m}}{\text{P}}$ - the directional angle of the tanker aircraft, counted from the private orthodrome, counterclockwise.

Relative Velocity Algorithms V $\genfrac{}{}{0ex}{}{\text{from}}{\text{X}}$ , V $\genfrac{}{}{0ex}{}{\text{from}}{\text{Y}}$ , V $\genfrac{}{}{0ex}{}{\text{from}}{\text{Z}}$ are similar to algorithms for calculating relative coordinates, except that the measurement by the SNA receivers of pseudo-velocities is based on the Doppler frequency shift effect.

Thus, based on measurements by the SNA receivers of pseudo-ranges and pseudo-velocities in the calculator 15 installed on the refueling aircraft, the components of the state vector determining the relative position X are calculated $\genfrac{}{}{0ex}{}{\text{from}}{\text{P}}$ , Y $\genfrac{}{}{0ex}{}{\text{from}}{\text{P}}$ , Z $\genfrac{}{}{0ex}{}{\text{from}}{\text{P}}$ and relative speeds V $\genfrac{}{}{0ex}{}{\text{from}}{\text{X}}$ , V $\genfrac{}{}{0ex}{}{\text{from}}{\text{Y}}$ , V $\genfrac{}{}{0ex}{}{\text{from}}{\text{Z}}$ refueling aircraft relative to the tanker aircraft. This information is used to generate graphical and digital displays on the pilot display of a refueling aircraft.

In order to determine the accuracy characteristics of the proposed aircraft fueling system in flight, mobile tests were carried out that showed its high accuracy characteristics. So when moving away from each other moving at a distance of 50 m, the measurement errors of the proposed system amounted to:
- relative coordinates - 0.5 m (2σ);
- relative speeds - 0.003 m / s (2σ).

Thus, the application of the proposed aircraft fueling system in flight will allow the following:
- increase the safety of contacting at the docking stage;
- to provide search and meeting aircraft at all courses and at least 300 km distance;
- significantly reduce the psychophysical load of pilots;
- reduce refueling time and fuel consumption.

Claims (2)

 1. In-flight fueling system for an aircraft, including a cone-filled refueling hose mounted on a tanker aircraft, a hose-exhaust device, a refueling rod mounted on a refueling aircraft, cone and refueling position sensors, means for determining the relative position of the cone and refueling rod comprising a computer, characterized in that the system is equipped with first and second receivers of a satellite navigation system (SNA) with antennas of the SNA, the first and second ultra-short-wavelength radio stations range (VHF), respectively installed on a tanker aircraft and a refueling aircraft, an additional SNA antenna mounted on a cone, and a switch, while the first SNA receiver is connected by its output to the input of the first VHF radio station, and the input to the output of the switch, the first and second inputs which are connected to the SNA antenna of the first SNA receiver and to the additional SNA antenna, the computer is connected by the first and second inputs to the output of the second SNA receiver and the output of the second VHF radio station, respectively, and the output with the indicator, tanned in the cockpit of a fixed aircraft.  2. The system according to claim 1, characterized in that the output of the first VHF radio station is connected to the control input of the switch and the control panel of the hose exhaust-cleaning device.

Images