RU2494932C1 - Method of aircraft landing optical path formation - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to rotorcraft, namely, to aircraft landing lighting support equipment. Proposed method comprises application of one light radiator for forming of three landing path sections. Note here that at initial landing step, clod breaking section is formed. For this said radiator is turned relative to horizon so that light beam deflection from horizon plane equals cloud breaking angle θ_br for given weather conditions to fix light radiator at this position. Then, landing path glide slope section is formed. For this, light radiator is turned so that its light beam deflection angle equals required glide slope angle θ _br for given type of aircraft to fix light radiator in this position. Now, leveling start height is determined to vary light beam angular orientation relative to horizon plane so that light beam deflection therefrom is aligned with leveling section selected path inclination.

EFFECT: higher safety of landing.

4 cl, 3 dwg

Description

The invention relates to the field of aviation technology, in particular, to lighting equipment for ensuring the landing of aircraft (LA) at any time of the day on the runway (runway), including on field and unequipped areas, on non-categorized airfields, etc. .

There is a method of forming a landing trajectory using light rays, including installing several light sources near the runway and giving them an angular orientation that ensures equality of the angle between the axis of the light beam forming the landing path and the horizon plane to the desired slope angle of the glide path. This method is described in “Appendix 14. Aerodromes” to the “Convention on International Civil Aviation”, fifth edition. July 2009. The application of this method provides the formation of a glide path section stationary in space of the landing path of the aircraft. The formation of the trajectory portion of the most critical and difficult landing stage (alignment trajectory portion) the known method does not provide, which reduces the safety of landing aircraft.

Known methods of forming an optical landing trajectory, in which the formation of its three sections, described in patent US 2996947, publ. 08/22/1961, as well as in patent US 4196346, publ. 04/01/1980. According to these methods, three light emitters of different colors are installed near the runway, at different distances from its end and along its axis, give them a different angular orientation relative to the horizon so that the angles of the three sections of the landing path formed by the light rays are equal to the cloud penetration angle, respectively , the angle of inclination of the glide path, the angle of inclination of the alignment path at a point above the end of the runway, and then all three emitters are fixed in this position. The disadvantages of such known methods include, first of all, the impossibility of promptly changing the configuration of the landing trajectory in relation to the type of aircraft approaching the landing, as well as changing weather conditions, it is also not possible to form the alignment trajectory from the leveling start point to the touch point of the landing strip aircraft. In addition, when approaching along a landing path formed by such known methods when changing a section (when changing a predetermined angle of inclination of the trajectory), it is possible due to the inertia of the aircraft to decrease in height, which can also lead to a decrease in flight safety.

There are other known methods of forming the optical landing path of aircraft, which use several light sources described, for example, in AS SU 1828036 A1, in patents RU 69018 U1, RU 2369532 C2, RU 2317233 C2, RU 2234440 C2, US 3509524 A1, in application US 2011/0121997 A1, in the book "Laser navigation devices", Zuev V.E., Fadeev V . I., M., Radio and Communications, 1987, etc.

In all such known methods of forming optical landing paths of aircraft, several light emitters are used, which are installed at different angles to the plane of the runway, each of which forms its own section of the landing path. In this case, the formed landing trajectory is a broken line. A significant drawback of all such known methods using several light emitters is the need for additional measures to ensure the transition of the aircraft from one section of the landing path to another, because with such a transition, there will always be “transient processes", which are manifested in rolls along the roll and yaw, dips in height. These transients are generated by the dynamic delay in the control system circuits and the pilot reaction time (with manual control). Such phenomena also occur during landing approaches using existing radio engineering landing equipment, for example, when switching from a calculated return path to an aerodrome to a radio glide path, when switching from a cruising flight altitude to a flight at a circle height, as well as in other cases.

The invention is aimed at improving the flight safety of aircraft by increasing the safety of their landing, including in conditions of insufficient visibility or insufficient illumination of the runway, with insufficient number of visual landmarks in the runway area, in difficult weather conditions, as well as in cases when it is necessary to carry out high-precision landing Aircraft at a given point, for example, at aerodromes with short runways, in the presence of objects in the approach zone, in the presence of a complex terrain in the aerodrome zone.

This technical result is achieved due to the fact that the proposed method of forming an optical landing path of the aircraft involves using one light emitter to form three sections of the landing path corresponding to the three stages of landing of the aircraft, while at the initial stage of landing they form a portion of the path of penetration of clouds, for this the light emitter is deployed relative to the horizon plane so that the angle of deviation of its light beam from the plane the horizon velocity was equal to the cloud penetration angle θ _pr required for current weather conditions, and the light emitter is fixed in this position, when the aircraft reaches a height corresponding to the lower cloud edge, a glide path of the landing path is formed, for this the light emitter is rotated so that the deviation angle its light beam from the horizontal plane is the desired type for the aircraft glide slope angle θ _ch, emitter and fixed in this position, then Depending on the current weather conditions in the area of the aerodrome, the type of the alignment area for the landing path is selected, depending on the type of aircraft, the height of the leveling start is determined, and when the aircraft reaches a certain height, the alignments begin to change the angular orientation of the light beam of the emitter relative to the horizon so that the deviation angle the light beam of the emitter from the horizon plane at each selected point in time coincided with the angle of inclination of the selected path alignment area. In this case, the light emitter is placed at a point located at a distance from the end of the runway and at a distance from the longitudinal axis of the runway, while the angle between the longitudinal axis of the runway and the axis of the radiation pattern of the light emitter in the horizontal plane is determined depending on the width of the radiation pattern of the light emitter and is equal to her half. The light emitter can be placed stationary or with the ability to move around the airfield on the vehicle. It is advisable to use a laser source as a light emitter.

The invention is illustrated by graphic materials, where figure 1 shows the landing trajectory of the aircraft, including the area of penetration of clouds I, glide path II, alignment III. In Fig. 1, characteristic points of this trajectory are indicated: 1 - the beginning point of the descent, 2 - the beginning point of the descent along the glide path, 3 - the beginning point of the leveling, 4 - the landing point. Figure 2 shows a diagram of a uniaxial wheel module, which can be used as a compact mobile carrier of a light emitter. Figure 3 shows in plan the layout of the light emitter relative to the runway, taking into account the direction of the aircraft landing.

The proposed method of forming an optical landing trajectory is as follows. A light emitter is placed near the runway. In this case, the point (location) of the light emitter relative to the runway is determined depending on the location of the calculated touch point of the aircraft LA (landing point of landing), which is determined by the available landing distance (see section 5.2. Appendix 14 of the Airfield to the “Convention on International Civil Aviation”. Edition 5, July 2009), i.e. the geometric dimensions of the runway, while the angle between the axis of the radiation pattern of the light emitter and the axis of the runway is determined by the width of the radiation pattern of the light emitter in the horizontal plane and is equal to half of it. For a light emitter with a beam width of 5 ° in the horizontal plane, the installation locations of the light emitter relative to the runway with different available landing distance lengths were determined (see Table). In this case, the angle between the axis of the runway and the optical axis of the emitter should be 2.5 °.

Table Parameter The length of the landing distance L, m Runway width, m L≤800 800≤L <1200 1200≤L <2400 L≥2400 40 60 70 80 The distance from the end of the runway, m 650 750 800 950 The distance from the axis of the runway, m thirty 40 40 45

The experiments showed that it is advisable to place the light emitter depending on the length of the available landing distance at a point located at a distance of 600-1000 m from the end of the runway and at a distance of 25-50 m from its axis.

At the initial stage of planting, a cloud penetration path is formed. For this, the optical emitter is rotated relative to the horizon plane so that the angle of deviation of its light beam from this plane is equal to the cloud penetration angle θ _pr required for current weather conditions, then the optical emitter is fixed in this position.

Information about the type of aircraft and the current altitude h at which the aircraft is located at each set point in time can be transmitted both from the aircraft to the ground landing equipment and obtained, determined, by the known navigation aids of the ground landing equipment, which are widely used in known methods of providing aircraft landing, including the formation of its landing trajectory, see, for example, “Section 2. Operational restrictions” of the Flight Operations Manual (RLE) (bibliographic data must be specified: year public tions - necessarily the place of publication, preferably).

When the aircraft reaches a height corresponding to the lower edge of cloudiness, a glide path section of the landing path is formed using a light emitter. For this, the light emitter is rotated relative to the horizon plane so that the angle of deviation of its light beam from this plane is equal to the glide path angle θ _gl for the type of aircraft required and the light emitter is fixed in this position. At the same time, the pilot, observing, receives visual information about the position in space of the glide path of the landing trajectory.

пропорциональна его текущей высоте h. Текущее значение высоты в этом случае определяется соотношением $$h=h_0{e}^{-\frac{\dot{h}}{h}t}$$

(h₀ - высота начала выравнивания), а значение угла наклона траектории выравнивания θ изменяется по закону $$\theta ={\theta }_{гл}{e}^{-\frac{\dot{h}}{h}t}$$

.Depending on the current weather conditions in the area of the airfield on the ground, the type of alignment trajectory (rigid or flexible) and its configuration (circular arc, exponent, parabola, etc.) are selected. One of the alignment trajectories, providing, in particular, comfortable conditions for aircraft landing, as is known, is the exponential alignment trajectory. Such a trajectory takes place when, at each moment of time, the vertical velocity of the aircraft decreases $$\dot{h}$$

proportional to its current height h. The current height in this case is determined by the ratio $$h=h_0{e}^{-\frac{\dot{h}}{h}t}$$

(h ₀ is the height of the alignment start), and the value of the angle of inclination of the alignment path θ changes according to the law $$\theta ={\theta }_{gl}{e}^{-\frac{\dot{h}}{h}t}$$

.

. Эти параметры траектории выравнивания приводятся, например, в «Разделе 2. Общие эксплуатационные ограничения» Руководства по летной эксплуатации (РЛЭ) воздушных судов (см., например, Самолет ТУ-204-300. Руководство по летной эксплуатации. 74.008.0000000 РЛЭ, Книга 1, 2005 г.; Самолет Ил-96-300. Руководство по летной эксплуатации. Книга 1, 1992 г., и др.).Based on information about the type of aircraft from the database stored in the ground landing equipment, the alignment path parameters required for this type of aircraft are selected: landing speed V; permissible normal overload Δn _{y max} ; permissible vertical landing speed $$\dot{h}$$

. These alignment path parameters are given, for example, in Section 2. General Operational Limitations of the Aircraft Flight Operation Manual (RLE) (see, for example, TU-204-300 Aircraft. Flight Operation Manual. 74.008.0000000 RLE, Book 1, 2005; Il-96-300 aircraft. Flight operation manual. Book 1, 1992, etc.).

Then determine the required height of the beginning of the alignment h ₀ . As you know, for example, for an exponential alignment path, this height is defined as follows:

$$h_0=\frac{V^2{\theta }_{gl}^2}{g\Delta n_{y\max }}$$

, который известен, например, из книги С.А. Белогородского, Автоматизация управления посадкой самолета, М., Транспорт, 1972 г.When the approaching aircraft reaches the height of the leveling start, i.e. when h = h ₀ , they stop angular stabilization of the light emitter at a given angle θ _hl and begin to change the angular orientation of its light beam relative to the horizon plane to form the selected alignment path. In this case, the angle of deviation of the light beam of the emitter from the horizon plane at each given time will coincide with the angle of inclination of the selected alignment path. In particular, for an exponential alignment path, the light beam of the emitter is deployed relative to the horizon plane according to the law $$\theta ={\theta }_{gl}{e}^{-\frac{\dot{h}}{h}t}$$

, which is known, for example, from the book S.A. Belogorodskogo, Automation of aircraft landing control, M., Transport, 1972

As a light emitter, a compact mobile laser three-color navigation system based on pulsed semiconductor lasers with electronic pumping can be used, developed at the Gamma Scientific Production Enterprise and described, for example, in the article by I. Olikhov, L. Kosovsky of “Mobile Laser Three-Color Navigation System. Reliability in extreme situations ”, published in the journal“ Electronics - Science, Technology, Business ”No. 3, 1999. This laser emitter is characterized by compact size, low weight, low power consumption, and high stability of radiation characteristics. Moreover, the average range of stable observation of radiation is: at night (visibility range 10 km) - 15 km; on a sunny day with haze (visibility range of 8 km) - 6 km; in the afternoon with snow (visibility range 1.5-2 km) - 2.5 km.

To move and install the light emitter, its turns necessary for the implementation of the proposed method, a compact mobile carrier can be used - a uniaxial wheel module, schematically shown in figure 2, which shows the platform 5, pivotally mounted on the axis 6 of the wheelset 7. As shown in figure 2, the platform 5 includes two parts located at a distance from each other and parallel to each other and to the axis 6 of the wheelset 7: 8 — lower, and 9 — upper, both parts 8 and 9 being rigidly connected to each other by means of struts 10. Place for times escheniya light emitter provided on the upper portion 9 of the platform 5 (Figure 2 is not shown). Moreover, the center of mass of the CM platform 5 is located above the axis 6 of the wheelset 7, mainly in the geometric center of the upper part 9 of the platform 5. Both wheels of the wheelset 7 are leading, and the platform 5 is rotated in the horizontal plane by controlling the difference in their rotation speeds by drive motors 11, 12, which through the gears rotate the wheels of the wheelset 7 and thereby provide the required direction and speed of the locomotion movements of the module on the surface of the airfield.

On the lower part 8 of the platform 5 there is a power two-stage gyroscope 13 with a torque sensor 14, which provides control of the angular orientation of the platform 5 around the axis 6 of the wheelset 7. On the upper part 9 of the platform 5, a balancing weight 15 with a drive motor 16 is placed to parry disturbing moments applied to platform 5, by moving the balancing weight 15 in the plane of the upper part 9 of the platform 5.

Also on the platform 5 there is a measuring system (not shown in FIG. 2) that provides the determination of the parameters of the angular and locomotion movement of the module and contains a horizon sensor, wheel speed sensors, and, for example, magnetometric sensors, as One of the ways to output the light beam of the light emitter to the start point of the formation of the landing path and give it the desired orientation in azimuth relative to the horizontal plane of the runway (2.5 °) is to use an electromagnetic orientation and navigation system with a short radius of action. So, an electromagnetic field emitter of a given configuration (not shown in the figures) having three antennas can be installed near the runway, and an electromagnetic radiation receiver in the form of three corresponding magnetometers is installed on the platform 5 to measure the components of the electromagnetic field of this emitter. Based on the processing of the measurements of the magnetometers, the distance to the emitter of the electromagnetic field, as well as its mutual orientation with the receiver, is calculated. This method is known in the art and is described, for example, in the following information sources: Plekhanov V.E., Short-range electromagnetic orientation and navigation system for precision landing of unmanned aerial vehicles, Avionics of Russia, Encyclopedic Handbook, 1999; Plekhanov V.E., Tyuvin A.V., Feshenko S.V., Chernomorsky A.I., Functional Algorithms for the Integrated Measuring System for Orientation and Navigation of a Uniaxial Wheel Transport Platform, Aerospace Instrumentation, 2006, No. 1.

The control of the angular position of the platform 5 of the module and its stabilization relative to the horizon plane around the axis 6 of the wheelset 7 are carried out in the General case based on the combined use of inertial, gravitational and gyroscopic methods of orientation control.

When using the inertial method, coarse stabilization of the module platform 5 is carried out in the horizontal plane due to the moment of inertia forces relative to the axis 6 of the wheelset 7, which occurs when the accelerated motion of the center of mass of the platform 5 is controlled. This control is carried out by applying the corresponding voltages to the drive motors 11 and 12 of the wheels couples 7.

When using the gravitational control method, there is a fundamental possibility of both stabilizing the platform 5 in the horizon plane and controlling its angular orientation relative to the horizon plane. Moreover, in the equilibrium position at a given angle of deviation from the horizontal plane, the resultant of the gravity of the platform 5 and the balancing weight 15 passes through the axis 6 of the wheelset 7. The actuating element in this control method is the balancing weight 15, and its movement is controlled as a function of the parameters of the angular movement platforms 5.

The method of gyroscopic control and stabilization is implemented in the same way as in the well-known uniaxial gyroscopic stabilizers described, for example, in the book of Repnikov A.V., Sachkova G.P., Chernomorsky A.I. “Gyroscopic systems”, M., Mechanical Engineering, 1983. Using this method, it is possible to stabilize the platform 5 in the horizon plane and to control its angular orientation relative to this plane. When the platform 5 is stabilized, the disturbing moments relative to the axis 6 of the wheel pair 7 are parried out by the gyroscopic moment, as well as by the moment of gravity when the balancing weight 15 is moved by signals, in particular from the precession angle sensor of the power gyroscope. The control of the balancing weight 15 in this case is necessary to ensure power unloading of the gyroscope. In fact, the module is a special type of gyroscopic stabilizer with the pendulum of the upper part 9 of platform 5, an additional feature of which is that the balancing weight 15 is a power element in its unloading circuit, while in traditional gyroscopic stabilizers this element is an electric machine type torque sensor . In addition, the balancing weight 15 serves as the Executive element of the automatic balancing system of the platform 5 of the module. In the control mode of the angular orientation of the module platform 5, a control signal is supplied to the gyroscope moment sensor while moving the balancing weight 15 to compensate for the moment of gravity arising from the change in the angular position of the platform 5. Thus, there is a complex application of gyroscopic and gravitational methods of controlling the angular orientation and stabilization platform 5 module.

To implement the proposed method for the formation of three parts of the landing path in a uniaxial wheel module, a set of characteristic driving modes is provided:

- movement at a constant speed and platform 5 stabilized in the horizon plane with low (at the level of units of degrees) accuracy - to ensure the movement of the light emitter in the runway area;

- U-turns around the vertical axis (azimuth U-turns) for a finite time - to solve the problem of orientation of the light emitter in azimuth;

- the parking mode of stabilization of the light emitter at a given angle of inclination of the glide path in the range of 2 ° -20 ° with average (at the level of tens of arc minutes) accuracy - to ensure the formation of the cloud penetration area and the glide path of the landing path;

- the parking mode for controlling the angular position of the light emitter relative to the horizon plane according to a given law with high (at the level of units of angular minutes) accuracy to ensure the formation of the alignment area of the landing path.

следует формировать управляющий ток датчика момента гироскопа в виде: $$i_{ДМп}=\frac{H{\dot{\alpha }}_{п}}{K_{ДМ}}$$

, где H - кинетический момент силового гироскопа, K_ДМ - коэффициент датчика момента. При этом применительно к экспоненциальной траектории выравнивания управляющий момент, приложенный к оси прецессии гироскопа со стороны датчика момента, равен: $$i_{ДМп}{K}_{ДМ}=-\frac{\dot{h}}{h}H{\theta }_{гл}{e}^{-\frac{\dot{h}}{h}t}$$

.The angular position of the emitter relative to the horizon plane in the uniaxial wheel module is controlled by the precession motion of the power gyroscope together with the platform 5. In this case, the balancing weight 15 and the gyroscope moment sensor are the executive elements of the platform's angular orientation control loop relative to the horizon plane. To ensure the rotation of the platform 5 together with the emitter relative to the horizon plane during alignment with the program angle $${\alpha }_P={\theta }_{gl}{e}^{-\frac{\dot{h}}{h}t}$$

the control current of the gyroscope torque sensor should be formed in the form: $$i_{DMP}=\frac{H{\dot{\alpha }}_P}{K_{DM}}$$

where H is the kinetic moment of the power gyroscope, K _DM is the coefficient of the torque sensor. In this case, with respect to the exponential alignment path, the control moment applied to the gyroscope precession axis from the moment sensor side is: $$i_{DMP}{K}_{DM}=-\frac{\dot{h}}{h}H{\theta }_{gl}{e}^{-\frac{\dot{h}}{h}t}$$

.

(J_c - момент инерции платформы 5 модуля с установленным на ней излучателем). Для парирования этих возмущающих моментов необходимо осуществлять синхронное с поворотом платформы 5 смещение балансировочного груза 15 из положения равновесия по закону: $$p_{п}=\frac{J_{с}{\ddot{\alpha }}_{п}-mgl\sin {\alpha }_{п}}{m_{p}g\cos {\alpha }_{п}}$$

.Under the influence of this moment, the gyroscope 13 will begin to precess, dragging along the platform 5 of the module with the emitter installed on it. At the same time, disturbing moments will be applied to the platform 5 around the axis 6 of the wheelset 7 wheels: the moment of gravity of the platform 5 mglsinα _p and the inertial moment generated by the accelerated movement of the platform 5 around the axis 6 of the wheelset wheels $$7J_{\mathrm{from}}{\ddot{\alpha }}_P$$

(J _c is the moment of inertia of the platform 5 of the module with the emitter installed on it). To parry these disturbing moments, it is necessary to carry out the offset of the balancing load 15 from the equilibrium position in accordance with the law: $$p_P=\frac{J_{\mathrm{from}}{\ddot{\alpha }}_P-mgl\sin {\alpha }_P}{m_{p}g\cos {\alpha }_P}$$

.

For an exponential alignment path, the programmed movement of the balancing weight 15 should be carried out according to the law:

. $$p_P=\frac{J_c\left[{\theta }_{gl}{\left(\frac{\dot{h}}{h}\right)}^2{e}^{-\frac{\dot{h}}{h}t}\right]-mgl\sin \left\{{\theta }_{gl}{e}^{-\frac{\dot{h}}{h}t}\right\}}{m_{p}g\cos \left\{{\theta }_{gl}{e}^{-\frac{\dot{h}}{h}t}\right\}}.$$

.

It should be noted that any other vehicle than the one described above can be used to move the light emitter along the field of the aerodrome.

In addition, to implement the proposed method, the light emitter can be installed without using means of moving it along the field of the aerodrome, including the uniaxial wheel module described above, i.e. stationary, but at the same time stationary means of its installation should provide the same movements of its light beam, which are described above.

The use of a mobile carrier for its installation on the field of the aerodrome allows the aircraft to land on non-equipped aerodromes, for example, in an emergency landing.

And the use in the proposed method of a single light emitter, through which the entire landing path of the aircraft is formed by controlling its angular position, gives the pilot the opportunity to obtain information about the position of the landing path from the moment of the start of the descent from the cruising height until the aircraft touches the runway surface, i.e. prior to its landing, which allows to significantly get rid of the so-called "failures" and "throws" of the aircraft, which accompany the known methods using several light emitters when moving from one section of the landing path to another, which, accordingly, increases the flight safety of the aircraft.

It should also be noted that providing the pilot with the opportunity to observe all three sections of the landing trajectory before touching the aircraft wheels on the solid surface of the landing strip allows you to control the process of landing along the specified path manually. It is possible to ensure that the aircraft is landing according to the proposed method and in automatic mode, however, for this the aircraft must be equipped with appropriate tools similar to the known means currently used to provide automatic landing of aircraft, using landing paths generated by known methods.

The proposed method can be used at aerodromes both autonomously and in conjunction with other known methods, for example, radio engineering, microwave, etc. Autonomous use of it is advisable at unequipped and poorly equipped aerodromes, as well as at aerodromes of small aviation. Its joint use provides the pilot with additional information about the position in space of the optimal landing path, i.e. supplementing the known method, for example, radio engineering, in areas inaccessible to it, for example, when the reduction along the radio glide path is carried out only up to a height of 60 meters, and then in manual mode without any external information. Such information allows the pilot to provide the proposed method. So, when descending to a height of 60 meters, the pilot uses information from known radio-technical landing equipment (for example, ILS - Instrumental Landing System), and starting from a height of 60 meters and until the aircraft touches the surface of the runway, it uses information from the light emitter according to the proposed method. This joint use of the proposed method with the known, on the one hand, increases the safety of landing aircraft, and on the other hand, allows you to increase the category of the airfield.

Thus, the invention is characterized by a combination of features, each of which performs its function, provides a technical result, which consists in improving the safety of landing, including in conditions of insufficient visibility or insufficient illumination of the runway, with insufficient number of visual landmarks in the runway area, in difficult weather conditions, as well as in cases when it is necessary to carry out high-precision aircraft landing at a given point, for example, at aerodromes with short runways, if there are objects in the approach zone and landing, in the presence of a complex terrain in the area of the aerodrome.

Claims (4)

1. A method of forming an optical landing path of an aircraft, comprising using one light emitter to form three sections of the landing path corresponding to the three stages of landing of the aircraft, while at the initial stage of landing they form a portion of the path of penetration of clouds, for this the light emitter is deployed relative to the horizon plane so so that the angle of deviation of its light beam from the horizon plane is equal to the angle required for the current weather conditions robivaniya cloud θ _ave, and fix the light emitter in this position, when the aircraft height corresponding to the lower edge of the cloud formed glide path portion of the landing trajectory, this light emitter is rotated so that the angle of deviation of its light beam from the horizontal plane is the desired for a given type of aircraft, the glide path angle θ _gl , and the emitter is fixed in this position, then depending on the current weather conditions in the area of the aerodrome, type y the level of alignment of the landing trajectory, depending on the type of aircraft, determines the height of the beginning of leveling, and when the aircraft reaches a certain height, leveling begin to change the angular orientation of the light beam of the emitter relative to the horizon plane so that the angle of deviation of the light beam of the emitter from the horizon plane to each selected the moment of time coincided with the angle of inclination of the selected trajectory of the alignment section. 2. The method of forming an optical landing path of an aircraft according to claim 1, characterized in that the light emitter is placed at a point located at a given distance from the end of the runway and at a given distance from the longitudinal axis of the runway, with the angle between the longitudinal axis of the runway and the axis of the radiation pattern of the light emitter in the horizontal plane is determined depending on the width of the radiation pattern of the light emitter and is equal to its half. 3. The method of forming an optical landing path of an aircraft according to claim 1, characterized in that the light emitter is placed stationary or with the possibility of moving on a vehicle. 4. The method of forming the optical landing path of the aircraft according to claim 1, characterized in that the light emitter is a laser radiation source.

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