RU2539039C1 - Method of preparation of take-off runway of flight basin of water aerodrome for take-off and water landing of hydro-airplane - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: during flight basin preparation of the water aerodrome position of the take-off runway is determined considering both wind direction and minimum wind wave at the water area. Air cushion vehicle (ACV) crew marks the take-off runway by means of floating navigation signs installation: marker, course beacon, ACV as sign of water landing zone. The path of the hydro-airplane movement over the water basin is inspected visually and using the radar and sonar. On ACV the glide path and course radio beacons are installed for the radio signals transmission and reception. Operators of the onshore hydroacoustic service ensure different types of underwater monitoring. On the floating navigation signs and onshore buildings of the water aerodrome the active radar beacons with round scatter diagram in upper hemisphere are installed, this ensures reemission in reverse direction of the received signals sent by radar, they are power amplified and are coherent to the probe radiation, resulting in increased own radar signature of the objects.

EFFECT: refined information on navigation state of the flight basin of the water aerodrome due to multiposition radar monitoring both from board of the hydro-airplane, and from the onshore support service, increased safety of take-off and landing at shallow water area.

4 cl, 9 dwg

Description

The invention relates to the field of amphibious transport and can be used to solve problems associated with improving the safety of the takeoff and landing operations of long-range amphibian aircraft by increasing the efficiency of multi-position radar monitoring of the surface of the water surface of the long-range hydro-aerodrome summer basin. The effectiveness of monitoring the water basin, in particular, the surface of the runway during irradiation using radar stations from both the seaplane and coastal posts, is achieved by placing active radar reflectors (ARLO) with a circular scatter chart in the upper hemisphere (both in elevation and azimuthal planes) on floating navigation signs: marker (two input, central and output, respectively - runway edges), heading beacon (runway axis), ship on air cushion (SVP) as a sign of the splash zone, as well as the coastal structures of the hydroaerodrome. ARLO provides re-emission in the opposite direction of the radar transmission signals that reached them, which are power-amplified and coherent with the probing radiation, which increases the intrinsic radar signature of these objects. In the upper hemisphere, ARLO has the shape of a second-order convex surface of revolution formed by the necessary number of active modules, each of which is a two-sided slotted weakly directional antenna of the three-centimeter wavelength range integrated with an amplifier (see Pat. No. 645496 of the Russian Federation, MKI HOZB 7/14. Generator microwave frequencies / Voloshchenko P.Yu., Voloshchenko Yu.P. (RF); TRTI (RF) .Mar 01.03.77; Reg. 08.23.93; Voloshchenko P.Yu., Voloshchenko Yu.P., Malyshev V. A. Microwave amplifier A.S. 882382 USSR, Declared 12/26/79, registered on 10/14/1993, Bull. 42. - 4 pp.), And the re-emission frequencies in the opposite directions of the power-amplified signals for all used ARLOs are different, which ensures “individual” radar recognition in the water area of the objects on which they are located - floating navigation signs: marker (runway edges) ), heading lighthouse (runway axis), SVP (splash zone sign), coastal structures of the hydroaerodrome. In active modules negatrons are used electronic devices with negative resistance, for example, avalanche-span diodes (LPD) (see Negatronika / A.P. Seryoznov, L.I. Stepanova, S.A. Garyainov, S.V. Gagin, O.P. Negodenko, N.A. Filinyuk, FD Kasimov, Novosibirsk: Science, Siberian Publishing Company of the Russian Academy of Sciences. 1995. 315 p.). The achieved increase in their own radar visibility of these objects is relevant when taking off and landing operations in conditions of limited visibility: low cloud cover, masking the effects of hydrometeors (products of condensation of water vapor in the atmosphere - rain, fog, snow, hail), night time, in the event of an emergency on board SVP, etc. Multi-position monitoring - radar and sonar of both the surface and underwater volume of the water basin of the hydroaerodrome summer basin will allow the coastal support service to have a sufficient amount of information in a timely manner (coordinates of coastal objects, floating markers, heading beacon and auxiliary hovercraft, parameters of re-emitted radio signals, etc. p.) on the condition of the runway (runway), on the basis of which either a different decision is made, reported via additional radio the channel to board the crews of both the hovercraft and the seaplane preparing for takeoff and landing operations.

The primary area of use is the system for ensuring the safe operation of the inland and offshore water transport system of Russia - natural and artificial reservoirs: rivers, lakes, reservoirs, and the sea shelf during oil and gas production, in particular to ensure the safety of take-off and landing of the seaplane in the water basin of the hydro-aerodrome during amphibious transport activities.

Well-known technologies for takeoff and landing operations at hydroaerodromes were developed for light-weight hydroplanes on floats. Moreover, to date, the control of the cleanliness of the water basin of the hydroaerodrome from dangerous objects for flooding (the presence of watercraft, ice floes, etc. in the water area of the hydroaerodrome) includes only a visual inspection from the side of the hydroplane before flooding, which significantly reduces the safety of takeoff and landing operations or leads to their cancellation in conditions of limited visibility, at night, etc.

As the first analogue, a method was selected that included operations to determine the position of the runway in the direction of the wind and the installation of floating marker marks in open sea areas (see. "Engineering and Aviation Service and Aircraft Operation", NN Andreev et al., M .: Publishing House of the VVIA named after Zhukovsky N.E., 1970, p.276-280), which however does not provide for the use of special watercraft for inspection, cleaning and the shallow part of the water area. The method does not carry out both sonar inspection of the underwater part of the runway and radar monitoring of the surface of the water area of the hydroairdrome summer basin for the purpose of timely detection, determination of coordinates and measurement of motion parameters that are dangerous for landing and take-off of floating objects, such as ice floes, control of the location of floating marker marks and auxiliary vessels in conditions of limited visibility: low cloud cover, masking the effect of hydrometeors (products of condensation of water vapor in the atmosphere Feret - rain, fog, snow, hail), night. The control of GDP from dangerous for flooding and take-off objects (floating and flooded) includes only a visual inspection of the surface of the water area, the results of which make a decision on its satisfactory navigational condition, which significantly reduces the safety of takeoff and landing operations or leads to their cancellation in conditions limited visibility. In the analogue, the inspection of the water area is carried out visually from a tugboat whose draft does not allow performing these works in shallow water, as a result of which this method does not provide the proper level of safety during seaplane maneuvers both in the displacement and planing modes in the water area of the hydroairdrome summer basin.

The reason that impedes the achievement of the claimed technical result is the lack of monitoring of the water basin of the hydroaerodrome, both sonar (underwater volume of the runway) and radar (surface volume of the runway) in order to quickly obtain the necessary information about its satisfactory navigation condition, which significantly reduces the safety of the takeoff and landing operations, and sometimes leads to the impossibility of their implementation in conditions of limited visibility: low cloudiness, masking the actions e hydrometeors (products of condensation of water vapor in the atmosphere - rain, fog, snow, hail), night time, etc.

Signs that coincide with the claimed method: determining the position of GDP in the direction of the wind, installing floating marker marks in the water area, conducting a visual inspection of the water surface.

As the second analogue, the method of preparing hydroaerodromes for takeoff and landing of seaplanes was selected (see RF patent No. 2093428, class B64F 1/00, publ. 10/20/1997), which consists in the fact that the direction of the wind is determined within the limits of the flight basin of the hydroaerodrome runway position, set floating marker signs (entrance, central and weekend) and a directional beacon, inspect and clean the seaplane moving path from foreign objects, select the location of the runway based on the minimality of the wind wave, and the installation of floating marker signs, heading beacon, inspection and cleaning of the seaplane's moving path is carried out using a special craft - an air cushion vessel (SVP). In analogy, the use of SVP allows a significant set of actions to be carried out: 1) passage from the parking place in front of the seaplane to the point of its take-off, as well as to the parking place after landing; 2) mooring or unmooring of the seaplane after its splashdown or before take-off; 3) seaplane towing in the water area; 4) ensuring the landing of the seaplane in conditions of poor visibility due to the placement and use of glidepath and directional radio beacons for the emission and reception of radio signals; 5) inspection of the seaplane moving along the water area using a sonar and radar located on the SVP, i.e. Along with the “traditional” visual inspection, to ensure the safety of maneuvering and collision avoidance, it was proposed indirectly, i.e. using appropriate instruments to detect, measure the coordinates and parameters of the movement of objects in both the underwater and surface parts of the runway, using the pulse method of determining the distance and the amplitude method of direction finding.

However, the active location equipment used - both hydro- and radar installed on the SVP, are single-position systems for determining the location of both underwater and surface objects, and therefore stringent requirements are imposed on the severity of the directional action and the level of the lateral field of the antennas of both devices. It should be noted that both the pulsed measurement of the distance to the target and the determination of the direction to the target by turning the main lobe of the antenna directivity in the direction-finding plane involve measurements in an unlimited environment, while it is necessary to reliably detect objects located near the extended “water- air ”of the examined underwater and surface volume of the runway, which will cause the appearance of masking reflections and indication of“ false ”targets on the displays, as a result of second analog operation - ehopoisk "dangerous" objects bead SVP in both environments - is ineffective.

In the air, the masking effect of surface distributed targets, which reduces the likelihood of detecting an object, consists in the formation of interference as a result of electromagnetic (EM) reflections from the sea surface, as well as from inhomogeneities in the atmosphere. At a sufficiently high intensity, such interference can significantly reduce the efficiency of radar stations or even completely eliminate the possibility of its effective operation. The signal from a surface target creates an intense luminous mark (background) on the radar screen, which prevents the observation of point targets located within this surface: ships, lighthouses, beacons, etc. A surface or ground target (for example, targets or a lighthouse) can be detected by the operator only if its signal is selected from the marks created by masking reflections from the background surrounding the target. The experimental data show that on the all-round viewing indicator it is possible to distinguish the mark from the reflecting area on which the point target is located, from the neighboring reflecting areas that do not have point targets, only when the contrast coefficient K = (σ _pc + σ _c ) / σ _pc will become more than 1.3, where σ _c , σ _pc are the effective scattering surfaces of point and surface targets. To improve the observability of point targets, it is necessary to reduce σ _pc , which can be achieved by narrowing the width of the main lobe in the antenna radiation pattern in the horizontal plane and reducing the pulse duration τ. (see. Anti-radar masking. Yu.G. Stepanov. - M.: Sov. radio, 1968, p. 68-71).

In the aquatic environment, the reasons for the low search efficiency from the board of a surface boat in shallow water conditions are analyzed from the experience of using an echo-sonar-sonar to detect underwater obstacles, determining their coordinates in shallow water at distances up to 50 meters, which is used for trawling from a board of a surface vessel for the purpose checking the cleanliness of ship passages and identifying underwater objects that are dangerous for navigation (see Short-range sonars. A.N. Yakovlev, G.P. Kablov. L .: Shipbuilding, 1983, p. 174-178). The occurrence of underwater objects that are dangerous for navigation is associated with the natural process of changing the channel, and also due to the possibility of the current pollution of waterways by random objects, for example, sunken logs, etc. The design of the piezoelectric echotral interference antenna provided the formation of an acoustic field with the following characteristics:

in the vertical plane - the width of the main lobe of the directivity characteristics at a level of 0.7 θ _0.7V = 2 °, the first side lobe in directions (± 3.5 °) from the acoustic axis with a level (-13.3 dB), the second side lobe in the directions (± 5.8 °) - with the level (- 17.8 dB), the third side lobe in the directions (± 8.2 °) - with the level (- 21 dB);

in the horizontal plane - the width of the main lobe of the directivity characteristics at the level of 0.7 θ _0.7B = 7.2 °, the first side lobe in directions (± 12 °) from the acoustic axis with a level (-13.3 dB), the second side lobe in the directions (± 20 °) - with the level (- 17.8 dB), the third side lobe in the directions (± 30 °) - with the level (- 21 dB).

With these parameters of the receiving-emitting antenna, the conclusions that the developers themselves draw are logical: “In conditions of limited depth in the river channel (~ 4 m) and the emitter deep (from 0.5 m to 2.4 m), the sound impulse could not go more than 30 m without experiencing reflections from the surface of the water or the bottom; in some cases, these reflections caused intense interference on the indicator. ... A small part of the sound impulses propagated with reflection from the water surface and from the bottom along the entire length, starting from the emitter itself. To eliminate the reverberation noise on the indicator, the start of the sweep was artificially delayed, although the possibility of detecting underwater obstacles in the radius around the vibrator of about 3 m was excluded. The image on the screen of the small obstacle indicator (echo from the buoy) caused the mark to triple due to the side lobes of the directivity of the vibrator ".

Further, it should be noted that the operation of the analogue - marking the runway within the flight basin of the hydroaerodrome - by installing floating navigation signs from the SVP board: marker (two input, central and output, respectively - the edges of the runway), heading beacon (runway axis), SVP as the sign of the splash zone, and the orientation of the SVP with the nose against the wind indicates the direction of the latter (the direction of approach to the runway for landing or take-off against the wind) is effective for the “traditional” visual inspection of the surface of the runway from the side of the seaplane splashdown only in conditions of sufficient atmospheric visibility, which significantly reduces the safety of takeoff and landing operations or leads to their cancellation in conditions of limited visibility: low cloudiness masking the effects of hydrometeors (products of condensation of water vapor in the atmosphere - rain, fog, snow, hail), night time etc. In these difficult weather conditions, a decision on the satisfactory navigational condition of the surface part of the runway should be made as a result of obtaining the necessary duplicate information based on the data of radar monitoring of the surface volume of the water area of the hydroairdrome summer basin both from the seaplane and from coastal support posts. In the analogue, it is not possible to obtain the necessary information about the satisfactory navigational condition of the underwater GDP volume due to the lack of underwater observation using the multi-position hydroacoustic system of near location.

Consider the issue of providing a seaplane splashdown in conditions of poor visibility due to the operations of an analogue - placing a glide path radio beacon on the SVP borg and installing it using an SVP on an independent craft of a course beacon. Course-glide path system, CGS (Instrument Landing System, ILS) - the most widely used radionavigation system for providing an approach for instrumentation in aviation, consists of two radio beacons - course (CRM) and glide path (GRM).

The KRM antenna system is a multi-element antenna array consisting of a linear row of directional antennas of a meter band with horizontal polarization. To expand the working sector of the beacon to angles (± 35 °), an additional antenna array is often used. The working frequency range of the SRM is (108 ÷ 112) MHz (a 40-channel grid of frequencies is used, where a specific GRM frequency is assigned to each SRM frequency). The timing antenna system is a grating of two horizontally polarized decimetric antennas spaced apart in height ("O" grating). The operating frequency range of the timing is (329 ÷ 335) MHz. At the aerodrome, the timing is placed from the side opposite to the building site and taxiways, at a distance of (120-180) m from the runway axis opposite the landing zone, but remotely from the runway threshold, and the SRM is located outside the runway at the extension of its center line, and the dimensions of the antenna CRM and timing lattices should be approximately: vertically up to 10 m, and horizontally up to 200 m, respectively, which is acceptable only for a "land" airfield, but not for a hydroaerodrome.

The reason that impedes the achievement of the claimed technical result is the lack of multi-position radar monitoring of the surface volume of the water area of the hydroairdrome summer basin both from the seaplane and from the shore posts of the support service, which reduces the safety of seaplane take-off and landing in conditions of suddenly occurring limited visibility: low cloud cover, masking effect of hydrometeors (products of condensation of water vapor in the atmosphere - rain, fog, snow, hail), night th time, etc., as well as the inability to obtain necessary information on the satisfactory condition of the underwater navigation of GDP due to a lack of underwater observations using sonar near the rocker locating system.

Signs that coincide with the claimed method: determining the position of GDP in the direction of the wind, installing floating marker signs (input, central and output) and a directional lighthouse in the water area, conducting a visual inspection of the water surface, determining the direction of the runway within the limits of the airfield’s summer pool, installation marker signs in the water area with the help of SVP, inspection and cleaning of the seaplane moving path from foreign objects with the help of SVP, selection of the runway location from the condition of the minimum available and the waters of the wind wave, the passage of the aircraft from the parking place in front of the seaplane to the point of its take-off, as well as to the parking place after landing, mooring or unmooring using the aircraft of the seaplane after it is brought down or before take-off, towing by the aircraft of the seaplane through the water area, providing using SVP splashdown of the seaplane in conditions of poor visibility due to the placement and use of glidepath and directional radio beacons for radiation and reception of radio signals, inspection of the seaplane's movement in the water area using g drolokatora and radar located on the SVP.

As a prototype, the selected “Method of preparing a hydro-airdrome flight pool for takeoff and landing of a seaplane” (see RF patent No. 2464205, class B64F 1/00, publ. 20.10.2012, Bull. No. 29), which consists in that the runway position is determined within the hydro-aerodrome flight pool both taking into account the direction of the wind and the condition of the minimum wind wave present in the water area, the SVP crew marks the runway by installing floating navigation signs: marker (two input, central and output, respectively, edges PP), heading beacon (axis of the runway), SVP as a sign of the splash zone, and the orientation of the SVP with the nose against the wind indicates the direction of the latter (the direction of approach to the runway for splashdown or take-off), during which it inspects the path visually, as well as using radar and sonar moving the seaplane over the water area, mooring, unmooring and towing the seaplane after it is brought down or before take-off, and also onboard the SVP places glide-slope and directional radio beacons for sending and receiving radio signals, providing their splashing of the seaplane in conditions of poor visibility. Moreover, in advance, in the process of preparing the flight pool, the crew of the hovercraft places at the bottom of the water area along the axes of four radial (shifted relative to each other by 45 °) runways receiving-emitting antenna devices of a hemispherical shape, providing quantized both in direction and in frequency coloring »Ultrasonic echo search of objects in the water volume in the regimes of circular or sector-wide viewing both in azimuthal and elevation planes. The bottom receiving-radiating antenna devices are connected by cable to the equipment of the coastal hydroacoustic service of the hydroaerodrome, which provides the generation of sounding excitation signals of the same type of pump transducers of parametric antennas, forming a hemispherical aperture of the receiving-radiating antenna device, processing and displaying information received in a wide frequency, but "individual" for each antenna device, range. The operators of the coastal hydroacoustic service carry out various types of underwater monitoring: ultrasonic sounding of the water volume of the runway corresponding to the available wind direction; current echo search on the perimeter of the hydro-aerodrome flight pool; passive monitoring of distant underwater conditions in the shelf zone adjacent to the water area of the hydroaerodrome, and the coastal sonar service can perform the above operations on an ongoing basis, regardless of weather conditions, time of day or year. The simultaneous use of adjacent hemispherical bottom antenna devices makes it possible to remotely obtain information on the state of the water volume (depth, direction and velocity of the flow of water masses), the air-water interface (the height, speed and direction of movement of wind waves, and the water- ice ”(ice thickness) at various points in the water basin. Based on the information on the underwater situation in the water area, the coastal sonar service of the hydroaerodrome accepts one or another in the relative runway action imparted by the air crew aboard as a hovercraft, performing the action described above, and seaplane preparing to perform landing action.

However, a significant part of the actions described above, which are aimed at improving the safety of take-off and landing operations in the water area of the hydroaerodrome flight basin, is carried out by using a multi-position hydroacoustic system for short-range underwater observation in the water volume of a runway whose physical characteristics (density, speed of sound, temperature, salinity, etc.) .d.) are sufficiently studied, stable in time and do not fluctuate suddenly in a significant range, which could lead to its inoperability, while the air state of a hydroaerodrome is much less predictable, subject to external diurnal, weather, and anthropogenic impacts, which can result in conditions of sudden onset of limited visibility: low cloud cover, masking the effect of hydrometeors (condensation products of water vapor in the atmosphere - rain, fog , snow, hail), night time, in case of emergency on board the SVP, etc. the impossibility of a “traditional” visual inspection of the navigational state of the surface volume of GDP from the seaplane, nullifying the effectiveness of the actions of the SVP crew in preparing the runway for takeoff and landing operations, which reduces their safety. Under these weather conditions, a decision on the satisfactory navigational condition of the surface part of the runway should be made as a result of obtaining the necessary duplicate information based on the data of radar monitoring of the surface volume of the water basin of the hydroairdrome both from the board of the seaplane and from the shore posts of the support service, which can be difficult in a number of reasons considered below.

1) In the air, the masking effect of surface distributed targets, which reduces the likelihood of detecting an object, consists in the formation of interference as a result of reflections of electromagnetic waves (EMW) from the sea surface, coastal strip, as well as from inhomogeneities in the atmosphere. At a sufficiently high intensity, such interference can significantly reduce the efficiency of the PJIC or even completely exclude the possibility of its application. For example, the masking effect of sea waves when detecting surface objects of a Don’s naval radar (τ = 1 μs, θ = 1 °; pulse repetition rate F _p = 800 Hz; antenna rotation speed Ω = 15 rpm; height h = 20 m ) is defined as follows. They are set by the values of the maximum probability of correct detection D = 0.9 and the probability of false alarm 10 ^-5 , the parameter σ _y = (- 15) dB (corresponding to a wave height of more than 2 m). Calculate: the number of integrable pulses n = 0.5 · θ · 10 ^-5 / Ω = 4 and the ratio (P _C / P _П ) _POR = 13 dB, according to the methodology described in the monograph (see. Anti-radar masking. Yu.G. Stepanov. - M .: Sov. Radio, 1968, p. 80). Substituting all the data into the expression for σ _C , the EPR value of the surface target σ _C > 12 dB = 16 m ^{2 is} obtained. Thus, the calculation shows that with sea waves of 4 points or more, using the Don’s ship radar with an antenna mounted at a height of 20 m, it is difficult to detect surface targets having an effective scattering surface against the background of reflections from sea waves ( EPR) less than 16 m ² : boats, boats, but not floating signs of a navigation stop. The condition for detecting a surface target against the background of interference from sea waves is that its EPR σ _c should be greater than the value determined by the ratio (see. Anti-radar masking. Yu.G. Stepanov. - M .: Sov. Radio, 1968, p. 79).

(P _C / P _P ) _pore σ _{y y} h

where P _C , P _P are the signal and noise scattering powers, σ _y is the effective scattering surface of 1 m ^{2 of the} sea surface, h is the height of the radar antenna, c is the speed of light, τ is the duration of the emitted pulse, θ is the width at level 0, 7 of the main lobe of the directivity characteristics of the radar antenna.

2) It should be noted that when surveying the sea surface, the intensity of the reflected radar signals is determined by distributed targets having different reflective properties. Modern ship radars make it possible to distinguish the outlines of contrasting (by the intensity of radar reflection) large objects (bridges, dams, etc.). With the help of radar reflectors (RLO), it is possible to improve the image of small navigational objects by changing the reflective properties of individual sections of the water surface, as well as to emphasize the contours of the coastline of water areas. The main goal, which is being pursued, is to increase the radar contrast of navigation objects on the radar screen from the level of the background surrounding them by changing the EPR of individual surface areas where such objects are located. In the international agreement on ensuring ship safety (SOLAS) there is a requirement to improve the radar recognition of water vehicles (TS) and navigation marks, which is currently being implemented by installing passive radar systems on them (see Komarov V.M., Zalichev N.N. Radar reflectors for collision avoidance systems for water vehicles // Foreign Radio Electronics - 1982. - No. 10. - P.40-52). Thus, a number of rules and standards developed by both national and international organizations (Offshore Racing Council, Royal Ocean Racing Club, British Marine Radar Reflector Performance Specification, 1977r., ISO 8729, 1987, Firdell 1988 International Radar Performance Standart), in accordance with which the following specific requirements are imposed on a radar designed for use in marine conditions:

- the presence of a large EPR (for example, in the 3 cm range the EPR should be more than 100 m ² ), which allows detecting reflectors even with strong (about 5-6 points) excitement;

- the presence of a smooth and even EPR diagram of the passive RLO in both the azimuthal and elevation planes, which allows maintaining the constancy of the EPR value of the reflector even under rolling conditions;

- installation of radar at sufficiently high altitudes, allowing ship radars to detect reflectors at ranges of 5-6 miles;

- providing a given reflectivity for any changes in the state of the sea, vibration, humidity, temperature and other influencing factors of the marine environment;

- light weight and dimensions, ease of installation and ease of maintenance, low price (see. Andreev A.Yu., Leontiev VV Radar reflectors and safety at sea // Shipbuilding abroad. - 1991. - No. 9. - S. 40-53).

The results of full-scale tests of radar visibility of passive RLOs - a 26-inch Luneberg lens (LL) and a block of angular reflectors mounted on sea buoys, were qualitatively assessed from the image on the radar screen. The radar has a signal frequency (9375 ± 30) MHz, an emitted pulse power of 10 kW (average power 0.64 W), a pulse repetition frequency of 800 Hz, a pulse duration of 0.08 μs, a receiver sensitivity of 95 dB, an antenna gain of 29.4 dB and the antenna installation height 3.1 m above sea level. The antenna radiation pattern width at half power level in two orthogonal planes was 0.8 ° × 15 °. Test results showed that radar reflectors increase the maximum detection range of buoys from 2.0 to 6.0 miles.

3) One of the new areas in the technology of solid-state microwave devices is the development of active antennas (AA), combining a passive emitter and an active device on electronic semiconductor devices in the form of a single module that receives and transmits radio waves, amplifies, converts or generates signals. An active antenna (LA) is a single structurally integral device in which the emitter plays the role of an element of the oscillating circuit connected to an electronic device. In the general case, an aircraft is a nonlinear system that, along with radiation characteristics (radiation pattern and directional coefficient, effective area, etc.), is described by parameters that take into account the presence of an active device (power consumed from power sources and radiation intensity at frequencies, dynamic range and gain area). To date, promising areas for the use of aircraft are:

equipping them with radar systems used to improve recognition on the radar screen of vehicles (for example, small and small tonnage vessels and aircraft), navigation signs (buoys, beacons, lighthouses), emergency rescue equipment (boats, types, vests), fishing nets, etc. D., the creation of amplifying transceiver or transmitting antennas of active radar reflectors (ARLO) allows, in comparison with passive radar, due to changes in the parameters of a semiconductor device, to regulate the characteristics of reflectors: increase the efficiency the effective scattering surface, modulate the reflected signal, expand the working frequency band, reduce weight and dimensions;

installation in RLOs that change the signal reflected from a moving or stationary object in order to make it difficult to identify or detect an object (for example, reducing the radar contrast of an object to the level of the surrounding background or creating an artificial “false” target on the radar screen with an intensity of the reflected signal exceeding the signal from the real object);

their placement in the on-board navigation and communication systems of aircraft, in the radio systems of mobile objects subjected to mechanical external influences; the use of AA allows to reduce the mass and overall dimensions of the emitters of moving objects, to preserve the mechanical strength of the hull structure and reduce the aerodynamic drag of the apparatus.

4) The almost rectilinear propagation of ultrashort waves used in radar, limits the effect of navigation PJICs to the visible horizon, and the terrain, the presence of "shading" extended objects, etc. does not allow to detect targets in the invisibility field, i.e. in the resulting region of radio shadow. Thus, having data on the location of lighthouses, directional signs on the ground, it is possible to calculate the boundaries of their detection zone using the well-known formula (see. Anti-location masking. Yu.G. Stepanov. - M.: Sov. Radio, 1968, p. 74)

, $$r=3,57(\sqrt{h}+\sqrt{H})$$

,

where r is the line of sight, km; h, H - radar antenna heights and the object, respectively, m.

 The location of navigational objects outside this zone cannot be detected by ship radars, whatever the tactical and technical data they have. In the conditions of a coastal hydroaerodrome, it is important to obtain duplicate information due to multi-position radar monitoring using high-positioned radar antennas both from the seaplane and from shore posts of the support service about the satisfactory navigation state of the surface volume of the military-industrial complex marked with floating navigation signs: marker (two input, central and days off, respectively - the edges of the runway), directional beacon (axis of the runway) and the SVP itself as a sign of the splashdown zone, which to increase danger of landing actions main amphibious aircraft must be equipped with active agents to increase their own radar visibility.

, где A - коэффициент, объединяющий параметры радиолокатора (см. Противолокационная маскировка. Ю.Г. Степанов. - М: Сов. радио, 1968, с.29). Поэтому основным методом увеличения дальности радиолокационного обнаружения навигационного объекта является повышение величины его ЭПР σ_Ц. Успешное решение этой задачи позволяет, кроме того, увеличить вероятность обнаружения цели и вероятность захвата ее системами навигационного наведения, работающих на радиолокационном принципе; допускает возможность уменьшения веса и габаритов, парусности используемого РЛО; снижает маскирующее действие гидрометеоров, отражений от береговой и морской поверхности. В настоящее время этот эффект достигается усложнением конструкции, увеличением геометрических размеров и высоты размещения РЛО в пространстве над навигационным объектом.5) If you do not take into account atmospheric absorption of electromagnetic (EM) energy, reflection from the sea and other limiting factors, then for free space the maximum range of the radar is determined by the formula $$r_{\max }=A\cdot \sqrt[\mathrm{four}]{{\sigma }_{\mathrm{Ts}}}$$

, where A is the coefficient combining the parameters of the radar (see. Anti-radar masking. Yu.G. Stepanov. - M: Sov. radio, 1968, p.29). Therefore, the main method for increasing the range of radar detection of a navigation object is to increase its EPR σ _{Ts. The} successful solution of this problem allows, in addition, to increase the probability of target detection and the likelihood of its capture by navigation guidance systems operating on the radar principle; allows the possibility of reducing weight and dimensions, windage used radar; reduces the masking effect of hydrometeors, reflections from coastal and sea surfaces. Currently, this effect is achieved by complicating the design, increasing the geometric dimensions and the height of the radar in the space above the navigation object.

6) Returning to the provision of a seaplane splashdown in conditions of poor visibility due to analog operations — placing a glide path radio beacon on board an SVP and installing a course beacon on an independent craft, it should be noted that in addition to the unacceptably large dimensions of antenna systems for marine conditions, complications will arise when the functioning of the glide path beacon (GRM). Its antenna system must form in space two radiation patterns simultaneously. The first diagram has in the elevation plane one wide lobe directed along the glide path plane, in which the carrier frequency is modulated in amplitude by the signal of the sum of frequencies of 90 Hz and 150 Hz. The second diagram has in the same plane two narrow antiphase lobes above and below the glide path plane, in which the radio frequency is amplitude-modulated by a frequency difference signal of 90 Hz and 150 Hz, and the carrier is suppressed. As a result of the addition, the signal is distributed in space in such a way that, when flying along the glide path, the modulation depth of the signals of 90 Hz and 150 Hz is the same, which means that the difference in modulation depths (RGM) is zero. When you deviate from the glide path plane, the modulation depth of the signal of one frequency increases and the other decreases, therefore, the RGM increases in the positive or negative direction. At the same time, the sum of the modulation depths (CGM) in the beacon coverage area is maintained at a constant level. On-board flight and navigation equipment of the aircraft measures the value of the RGM, determining the direction and angle of deviation from the plane of the glide path. The intersection of the heading plane and the glide path plane gives the glide path line. In the "land" version, the radiation pattern of the antenna system of the timing is formed as a result of reflection of radio waves from the earth's surface, therefore, special requirements are imposed on the cleanliness of the areas directly adjacent to the timing antenna system. To reduce the influence of irregularities of the underlying surface on the directivity pattern, and consequently the curvature of the glide path, an antenna array of 3 vertically spaced antennas (array "M") is used, which provides reduced radiation power at small angles to the horizontal, however due to uneven terrain and obstacles in the area of the CRM and the GRM, the real glide path is subject to curvature, the magnitude of which is normalized for each category of the landing system. In the “marine” version, an excited sea surface, the specific effective scattering surface (EPR) σ _{y of} which depends on the angle of inclination of the antenna rays, wavelength and polarization of radiation, the state of the sea and wind strength (see Antilocation masking.Yu.G. Stepanov, - M: Sov. radio, 1968, p. 79), which will lead to significant distortion of radiation patterns precisely in the elevation (vertical) plane, disrupting the operability of the device described above.

The reason that impedes the achievement of the claimed technical result is the lack of effective radar monitoring of the surface volume of the runway from the side of the hovercraft (SVP), on the basis of which it is concluded that its navigational condition is satisfactory, which reduces the safety of takeoff and landing operations under conditions of limited visibility: low cloud cover, masking the effect of hydrometeors (products of condensation of water vapor in the atmosphere - rain, fog m, snow, hail), night time, in the event of an emergency on board an SVP, etc., and makes it necessary to obtain duplicate information due to multi-position radar monitoring using radar stations from both the seaplane and coastal support service posts, moreover, both floating marker signs (entrance, central and weekend) and a heading beacon, and SVP, as well as shore facilities of a hydroaerodrome should be equipped with active means of increasing their own radar ty.

Signs that coincide with the claimed method: determining the position within the flight basin of the runway hydroaerodrome, taking into account the direction of the wind, and from the condition of minimality of the wind wave present in the water area, the SVP crew marks the runway by installing floating navigation signs: marker (two input, central and weekend, respectively - the edges of the runway), heading beacon (axis of the runway), SVP as a sign of the splash zone, and the orientation of the SVP with its nose against the wind indicates the direction of the latter (the direction of approach to the runway for landing or take-off), during which, visually, as well as using a radar and sonar, inspects the seaplane’s movement in the water area, moors, unscrews and tows the seaplane after it is brought down or before take-off, as well as on-board glide path and course beacons for sending and receiving radio signals, providing splashdown of the seaplane in conditions of poor visibility, and in advance, in the process of preparing the flight pool, the crew of the hovercraft At the bottom of the water area along the four radial axes (shifted relative to each other by 45 °), the runways receive hemispherical antenna devices that provide quantized both in direction and “frequency coloring” ultrasonic echo search of objects in the water volume in circular or sector-wide viewing modes as in the azimuthal and elevation planes. The bottom receiving-radiating antenna devices are connected by cable to the equipment of the coastal hydroacoustic service of the hydroaerodrome, which provides the generation of sounding excitation signals of the same type of pump transducers of parametric antennas, forming a hemispherical aperture of the receiving-radiating antenna device, processing and displaying information received in a wide frequency, but "individual" for each antenna device, range. The operators of the coastal hydroacoustic service carry out various types of underwater monitoring: ultrasonic sounding of the water volume of the runway corresponding to the available wind direction; current echo search on the perimeter of the hydro-aerodrome flight pool; passive monitoring of distant underwater conditions in the shelf zone adjacent to the water area of the hydroaerodrome, and the coastal sonar service can perform the above operations on an ongoing basis, regardless of weather conditions, time of day or year. The simultaneous use of adjacent hemispherical bottom antenna devices will make it possible to remotely obtain information on the state of the water volume (depth, direction and speed of the flow of water masses), the air-water interface (the height, speed and direction of movement of wind waves, and the water- ice "(ice thickness) at various points in the water basin. Based on the information on the underwater situation in the water area, the coastal hydroacoustic service of the hydroaerodrome accepts one or another the decision regarding take-off and landing operations, reported over the air to the crews of both the SVP carrying out the actions described above and the seaplane preparing for take-off and landing operations.

The objective of the invention is to increase the safety of take-off and landing operations in conditions of a sudden onset of limited visibility: low cloud cover, masking the effects of hydrometeors (condensation products of water vapor in the atmosphere - rain, fog, snow, hail), night time, in the event of an emergency on board the SVP and etc.

The task is ensured by an additional multi-position radar monitoring of the runway surface volume in the water aerodrome, based on which it is concluded that its navigational condition is satisfactory, both from the seaplane and from the coast posts of the support service, moreover, as floating navigation signs: marker (two input , central and output, respectively - the edges of the runway), heading beacon (axis of the runway), SVP as a sign of the splash zone, determining its given parameters, as well as coastal buildings and to increase their own radar visibility, equipped with radar with active modules on negatrons - solid state devices with avalanche-span diodes (LPD) (see US Pat. No. 645496 RF, MKI H03B 7/14. Microwave generator / Voloshchenko P.Yu. , Voloshchenko Yu.P. (RF); TRTI (RF), Application 01.03.77; Zareg. 08.23.93; Voloshchenko P.Yu. Study of modulation of the scattered field of a reflector with a horn antenna on an avalanche-span diode. Radio engineering and electronics. 1999, vol. 44. No. 4, p. 488-484), which provide directional re-emission in the opposite direction of the sending signals that are amplified in power and are coherent with the probe radiation.

The technical result of the invention is to obtain updated information about the navigational condition of the hydroairdrome flight pool, and in particular, the surface volume of the runway, due to multi-position radar monitoring both from the seaplane and from the shore support post, which increases the safety of take-off and landing operations in shallow water water areas.

The technical result is achieved by the fact that in the method of preparing the hydro-airdrome flight pool for take-off and landing of the seaplane, the position of the runway being determined within the hydro-airdrome flight pool both taking into account the direction of the wind and the minimality condition of the wind wave present in the water area, SVP crew marking the runway by installing floating navigation signs: marker (two input, central and output, respectively - the edges of the runway), directional beacon (axis of the runway), SVP as a sign aka the water splash zone, and the orientation of the SVP with its nose against the wind indicates the direction of the latter (the direction of approach to the runway for splashdown or take-off), during which it visually, as well as using the radar and sonar, inspects the seaplane’s movement in the water area, carries out mooring, mooring and towing of the seaplane after it is splashed down or before take-off, as well as on board the SVP, it places glide-slope and directional radio beacons for sending and receiving radio signals that ensure the seaplane is splashed into conditions poor visibility. Moreover, in advance, in the process of preparing the flight pool, the crew of the hovercraft places at the bottom of the water area along the axes of four radial (shifted relative to each other by 45 °) runways receiving-emitting antenna devices of a hemispherical shape, providing quantized both in direction and in frequency coloring »Ultrasonic echo search of objects in the water volume in the regimes of a circular or sector-by-field survey in both azimuthal and elevation planes; the bottom receiving-radiating antenna devices are connected by cable to the equipment of the coastal hydroacoustic service of the hydroaerodrome, providing the generation of sounding excitation signals of the same type of pump transducers of parametric antennas, forming a hemispherical aperture of the receiving-radiating antenna device, processing and displaying information received in a wide frequency, but "individual" for each antenna device, range, and coastal sonar operators carry out various monitoring rows underwater ultrasound sensing volume aqueous runway corresponding to the available wind direction; current echo search on the perimeter of the hydro-aerodrome flight pool; passive monitoring of distant underwater conditions in the shelf zone adjacent to the water area of the hydroaerodrome, and the coastal hydroacoustic service can perform the above operations on an ongoing basis, regardless of weather conditions, time of day or year: the simultaneous use of adjacent hemispherical bottom antenna devices will make it possible to obtain information remotely about the state of the water volume (depth, direction and speed of the flow of water masses), the air-water interface (height, s the speed and direction of movement of the wind waves, the water-ice interface (ice thickness) at various points in the water area of the flight pool .; based on the information on the underwater situation in the water area, the coastal hydroacoustic service of the hydroaerodrome makes a decision regarding take-off and landing operations , reported over the air to the crews of both the SVP, which carried out the above, and the seaplane preparing to perform takeoff and landing operations, the following operations are additionally introduced:

placement on floating navigational signs: marker (but two input, central and output, respectively - runway edges), heading beacon (runway axis), SVP as a sign of the splash zone, as well as coastal structures of the hydroaerodrome, active radar reflectors (ARLO) with a circular scatter chart in the upper hemisphere (both in the elevation and azimuthal planes), which provides re-emission in the opposite direction of the radar signals that reached them, which are amplified in power and are coherent with the sounding cure, i.e. leads to an increase in their own radar visibility of these objects;

in the upper hemisphere, ARLO has the form of a second-order convex surface of revolution formed by the necessary number of active modules, each of which is a two-sided slotted weakly directional antenna of the three-centimeter wavelength range integrated with an amplifier (see US Pat. No. 645496 RF, MKI H03B 7/14. Generator microwave frequencies / Voloshchenko P.Yu., Voloshchenko Yu.P. (RF); TRTI (RF) .Mar 01.03.77; Reg. 08.23.93; Voloshchenko P.Yu., Voloshchenko Yu.P., Malyshev V. A. Microwave amplifier A.S. 882382 USSR, Declared 12/26/79, registered on 10/14/1993, Bull. . - 4 s.), And the re-emission frequencies in the opposite directions of the power-amplified signals for all used ARLOs are different, which ensures “individual” radar recognition in the water area of the objects on which they are located - floating navigation signs: marker (runway edges), heading beacon (runway axis), SVP (splash zone sign), coastal structures of the hydroaerodrome;

the implementation by both coastal support operators and the seaplane crew of multi-position radar monitoring of the hydroairdrome summer basin, and in particular, assessment of the satisfactory navigation condition of the runway surface volume by the location of floating navigation signs: marker (two input, central and output, respectively, runway edges), heading beacon (runway axis), SVP as a sign of the splash zone, and the orientation of the SVP with its nose against the wind indicates its direction, i.e. runway approach direction for splashdown or take-off;

based on the information received about the navigational state of the surface of the GDP in conditions of limited visibility: low cloud cover, masking the effects of hydrometeors (products of condensation of water vapor in the atmosphere - rain, fog, snow, hail), night time, an emergency on board an SVP, etc. etc., the coastal service providing the hydroaerodrome makes one or another decision regarding take-off and landing operations, reported via an additional radio channel to board the crews as SVP, carrying out the actions described above Iya, and a seaplane preparing to perform takeoff and landing operations.

Figure 1 presents graphs of the dependence of the average levels of signals reflected from various sea targets and sea waves, from the observation range of their ship's radar; 1 - ship with a displacement of 10 thousand tons, 2 - ship with a displacement of 1 thousand tons, 3 - interference from sea waves coming from a range of up to 9 km, 4 - interference from sea waves coming from a range of up to 7 km, 5 - boat, 6 - buoy, 7 - level limiter;

figure 2 presents the average graph of the dependence of the median EPR value σ (m ² ) for surface vehicles on their length (m), where the vertical segments 8, 9, 10 correspond to the ranges of values obtained - for a bot with a length of 4 m with a radar detector (corner reflector with EPR 4 m ² ); boats; three vessels of various lengths (see V.M. Komarov et al. Radio engineering systems for collision avoidance when sailing in coastal waters and narrow fairways // Foreign Radio Electronics. - 1983. - No. 2. - P.72.);

кормовой ракурс,

носовой ракурс) от удаления r (в милях) его местоположения: 11 - без РЛО; 12 - с РЛО (уголковый отражатель с ЭПР 100 м²) (см. В.М. Комаров и др. Радиотехнические системы предупреждения столкновений при плавании в прибрежных водах и узких фарватерах // Зарубежная радиоэлектроника. - 1983. - №2. - С.72);figure 3 shows graphs of the dependence of the radar visibility of the fishing boat

feed angle

nasal angle) from the removal of r (in miles) of its location: 11 - without radar; 12 - with RLO (corner reflector with EPR 100 m ² ) (see V.M. Komarov et al. Radio-engineering systems for collision avoidance when swimming in coastal waters and narrow fairways // Foreign Radio Electronics. - 1983. - No. 2. - C .72);

figure 4 presents a design diagram (see Voloshchenko P.Yu. Study of modulation of the scattered field of a reflector with a horn antenna on an avalanche-span diode. Radio engineering and electronics. 1999, v. 44. No. 4, pp. 482-484) developed active module (13 - pyramidal horn antenna, 14 - waveguide amplifier on the LPD (ULPD) type 2A709, included in the "reflection" circuit, 15 - short-circuited (short circuit) segment of the waveguide),

figure 5 - external view of the amplifier on the LPD (ULPD) with a waveguide-strip resonator (16 - amplifier housing, which is a diode section, 17 - rectangular waveguide, 18 - LPD, 19 - tape strip conductor, 20 - coaxial throttle filter) (see Pat. No. 645496 of the Russian Federation, MKI NOZ V 7/14. Ultra-high frequency generator / Voloshchenko P.Yu., Voloshchenko Yu.P. (RF); TRTI (RF). Declaration 01.03.77; Reg. 23.08. 93)

figure 6 presents the monostatic scattering indicatrixes of the passive RLO and the active module, in the waveguide part of which there is an LPD operating in the amplifier mode (curve 21 - with a constant voltage of 83V and a power supply current of 160 mA LPS, curve 22 - with the off-line protector off),

Fig. 7 shows the dependences of the normalized power reflection coefficient Г _Р = 10 · log (Г _РМ (Л) / Г _РМ ) of the device under study on the wavelength L of normally incident oscillation: curve 23 - corresponds to the rated power supply of the ULPD, curve 24 is obtained for the off ULPD,

Fig. 8 a), b) shows both the ARLO design containing four active modules that are located in the azimuthal plane, and its multi-petal pattern of secondary reemission (12 maxima, of which 4 are the main ones, and curves 25 and 26 show the ULPD and off accordingly).

Development and economically sound operation of an amphibious transport system (see Sokolyansky V.P., Morozov V.P., Dolgopolov A.A., Zakharchenko Yu.A. Amphibious aircraft and transport equipment for hard-to-reach regions of Russia // Collection of reports of VII scientific Hydroaviation Salon-2008 conference, parts 10-17. - M .: TsAGI, 2008. - P. 96-101) requires the stability of the functioning of the network of hydroaerodromes based amphibious aircraft and transport equipment. Long-term basing on the territory of the hydroaerodrome makes it possible to carry out multi-position radar monitoring from the seaplane and from coastal posts of the surface volume of the water area of the hydroairdrome summer basin in addition to visual and radar inspection of the runway carried out from the SVP for the purpose of operational detection, determination of coordinates and motion parameters hazardous surface objects, as well as control of the location of navigational floating runways installed from the SVP for marking x signs: marker (two entrance, central and output, respectively - the edges of the runway), heading beacon (axis of the runway), SVP as a sign of the splash zone, and the orientation of the SVP with the nose against the wind indicates the direction of the latter (the direction of approach to the runway for landing or take-off) .

Implementation of the proposed approach provides the necessary real-time duplicate information on the satisfactory navigational condition of the surface of the marked GDP (length ~ 2500 m, width ~ 200 m) in the water area of the hydroaerodrome, which is relevant if the “traditional” visual inspection of the runway is ineffective, for example, before flooding seaplane in conditions of sudden onset of limited visibility: low cloud cover, masking the effect of hydrometeors (products of condensation of water vapor in the atmosphere - rain, fog, snow, hail), at night, in the event of an emergency on board the hovercraft, etc. For this purpose, it is necessary to place on floating navigational signs: marker (two entrance, central and output, respectively - runway edges), heading beacon (runway axis), SVP as a sign of the splash zone, which determine the necessary runway parameters, as well as active radar systems on the coastal structures of the hydroaerodrome reflectors (ARLO) with a circular scattering diagram in the upper hemisphere (both in the elevation and azimuthal planes), which ensures re-emission in the opposite direction of the radar signals that have reached them, which are amplified by power and coherence of the probe radiation, which will increase both the radar signature of said objects and their "individual" recognisability due to differences reverse reradiation Arlo frequencies at multiposition radar monitoring both bead hydroplane and shore posts to provide service. Based on the information received about the navigational state of the surface of the GDP in conditions of limited visibility, and also having data on hydroacoustic control of the water volume of the summer basin, the coastal hydroaerodrome support service makes one or another decision regarding take-off and landing operations, reported over the air to the crew as SVP , and a seaplane preparing to perform takeoff and landing operations. Note the advantages of the proposed option.

1) Consider the masking properties of reflections from the sea surface using an example of the nature of the dependence of the average levels of signals reflected from various sea targets and sea waves on the range of observation by a ship’s radar, which is shown in figure 1, where 1 is a ship with a displacement of 10 thousand tons , 2 - a ship with a displacement of 1 thousand tons, 3 - interference from sea waves coming from a range of up to 9 km, 4 - interference from sea waves coming from a range of up to 7 km, 5 - boat, 6 - buoy, 7 - level limiter (see. Anti-radar masking. Yu.G. Stepanov.- M: Sov. Radio, 1968, p. 75-80). It can be seen that for objects such as a boat and a buoy (comparable over the effective scattering surface (EPR) with those considered in the analogy of the SVP and floating marker marks), at ranges of only two miles the average levels of signals reflected from the boat and sea waves coming from a range up to 7 km are approximately the same, while at ranges of only 0.4 mile, the signal level from the buoy is comparable to masking noise, and at large distances for both objects, full masking is observed.

кормовой ракурс,

носовой ракурс) от удаления r (в милях) его местоположения: 11 - без РЛО; 12 - с РЛО (уголковый отражатель с ЭПР 100 м²). Из экспериментальных исследований радиолокационной заметности малоразмерных судов с РЛО и без них установлено, что размещение на рыболовецком боте на высоте 4 м РЛО (уголковый отражатель с ЭПР 4 м²) позволило повысить (примерно на порядок) его радиолокационную заметность и довести медианное значение ЭПР до 3-5 м². Дальность обнаружения рыболовецкого бота увеличивается за счет установки на нем РЛО (уголковый отражатель с ЭПР 100 м²) при длине ЭМВ Л=3,2 см облучающего сигнала. Следует учитывать, что существует обратная зависимость между размерами ТС и ЭПР РЛО: чем меньше судно, тем больше должна быть ЭПР пассивного РЛО. Наиболее жестко необходимость этого требования проявляется при установке РЛО на плавучих навигационных знаках, высота h которых меньше 4 м. Так, достижение распознаваемости одного порядка для плавучих навигационных знаков разных высот (h=2 м, 1,5 м) обеспечивается применением пассивных РЛО с существенно отличающейся ЭПР ~ 40 м², ~ 100 м² соответственно.2) An increase in the efficiency of the operations described above, regardless of atmospheric visibility conditions, can be achieved through the use of passive radar reflectors (RLOs) placed on small and small tonnage vessels, boats, in particular, SVPs and floating markers of navigational guards that have low intrinsic reflectivity, which ensures improving the safety of movement at sea, allowing them to be detected with a given reliability, to determine the coordinates and parameters of movement. Figure 2 presents the average graph of the dependence of the median EPR value σ (m ² ) for surface vehicles on their length (m), where the vertical segments 8, 9, 10 correspond to the ranges of values obtained - for a bot with a length of 4 m with a radar detector (corner reflector with EPR 4 m ² ); boats; three ships of various lengths (see V.M. Komarov et al. Radio engineering systems for collision avoidance when sailing in coastal waters and narrow fairways // Foreign Radio Electronics. - 1983. - No. 2. - P. 72.). In FIG. Figure 3 shows graphs of the dependence of the radar visibility of a fishing boat (

feed angle

nasal angle) from the removal of r (in miles) of its location: 11 - without radar; 12 - with RLO (corner reflector with EPR of 100 m ² ). From experimental studies of the radar visibility of small vessels with a radar detector and without them, it was found that placing on a fishing boat at a height of 4 m a radar detector (corner reflector with an ESR of 4 m ² ) made it possible to increase (by an order of magnitude) its radar visibility and bring the median ESR to 3 -5 m ² . The detection range of the fishing boat increases due to the installation of a radar detector on it (corner reflector with EPR 100 m ² ) with an EMW length L = 3.2 cm of the irradiating signal. It should be borne in mind that there is an inverse relationship between the dimensions of the vehicle and the radar ESR: the smaller the vessel, the greater the passive radar radar should be. The most stringent necessity of this requirement is manifested when installing radar on floating navigational signs whose height h is less than 4 m. Thus, the achievement of recognition of the same order for navigational navigational signs of different heights (h = 2 m, 1.5 m) is ensured by the use of passive radar with significantly different EPR ~ 40 m ² , ~ 100 m ^2, respectively.

It is proposed to use several designs for forming a circular scattering diagram of a passive RLO: corner reflectors combined in a single unit, a Luneberg lens (LL) - a ball of an inhomogeneous dielectric, the refractive index of which varies along the radius according to a certain law, as a result of which the flat front of the incident EMF is focused in point on its surface.

Consider some well-known messages about the characteristics of modern radar systems. For example, Victory Marine Fitting manufactures a cylindrical grating of 10 floors from Mobri MS7 two-sided corner reflectors, which have a diameter of 10 cm, a height of 80 cm, a mass of 1.2 kg, costing $ 64. The English company Firdell Multiflectors Ltd produces navigation signs with increased equivalent EPR type Blipper 210-7. They are multi-tiered gratings having a diameter of 24.5 cm, a height of 60 cm, a mass of 2.3 kg, and a cost of $ 82. Multi-element reflectors provide for a large area of backscattering angular overlap in a spatial angle of 360 ° in azimuth and about 30 ° in elevation. For floating buoys, such an angular overlap is sufficient. The edges of the corner reflectors must be oriented relative to each other strictly at 90 °. Deviation of more than 1.5 ° reduces its effectiveness by at least 25%. In addition, due to the interaction of individual corner reflectors in the resulting backscatter diagram, dips appear - "dead zones", which can cause a collision of water vehicles. To reduce the number of dips in the scattering diagram, an improved angular reflector is developed, consisting of 3 reflecting mutually orthogonal circular plates, the centers of which are located at one point. There are practically no dips in the scatter diagram of the reflector. The corner reflector is equipped with fastening elements that allow it to be placed both directly above the waterline and on superstructures. The recommended minimum height of its installation above the waterline is 1.83 m. This reflector is of sufficient strength and does not require maintenance, which allows it to be used not only on ships, but also on buoys. The main advantage of the corner reflector in comparison with other similar devices is the simplicity of the design.

3) Currently, a promising direction for the use of active antennas containing negatrons - electronic devices with negative resistance, such as avalanche-span diodes (LPD), is to equip them with radar systems used to improve recognition on the radar screen of vehicles (for example, small and small tonnage vessels) and aircraft), navigation signs (buoys, beacons, lighthouses), emergency rescue equipment (boats, rafts, vests), fishing nets, etc., as well as the creation of reinforcing transceivers or trans lev els antennas active radar reflectors (Arlo), which allows, in comparison with passive RLS, by changing the parameters of the semiconductor device to adjust the characteristics of the reflectors: increase the effective scattering surface, to modulate the reflected signal, to expand the working frequency band to reduce the weight and dimensions. The developed active module (see Fig. 4) consists of a pyramidal horn antenna 13, a waveguide amplifier 14 on an LPD (U LPD) type 2A709, turned on according to the “reflection” scheme using a short-circuited (short-circuit) segment 15 of the waveguide, the appearance of the amplifier on LPD with a waveguide-strip resonator (see Pat. No. 645496 of the Russian Federation, MKI NOZ V 7/14. Microwave generator / Voloshchenko P.Yu., Voloshchenko Yu.P. (RF); TRTI (RF). Application. 01.03. 77; Zareg. 23.08.93) is shown in FIG. 5. The housing 16 of the amplifier is a diode section with a hole 17 in the form of a rectangular waveguide, size (23 × 2) mm ² . One end of the waveguide is closed by a short-circuit plug, and the other is connected to the load. The diode 18 is placed under a curved strip strip conductor 19, in turn, mounted inside a rectangular waveguide. In the lower part of the housing there is a split socket - a collet, which makes spring contact with the heat transfer electrode of the LPD (not shown in Fig. 5). To prevent leakage of microwave power in the power supply circuit of the diode, a coaxial choke filter 20 is mounted with dielectric and ferroepoxy washers in the upper part of the housing. The thickness of the section and the smallest length of a segment of a rectangular waveguide is determined by the largest transverse dimensions of the diode and collet holder. Inductance introduced by the waveguide-strip resonator is connected in parallel with the diode capacitance. Stabilization of the operating mode of the circuit and tuning of the band of amplified frequencies is carried out by changing the geometric dimensions of the strip element, the lower end sections of which are plates of structural capacitors that provide a short circuit of microwave currents in the regenerated amplifier circuit. The connection of the diode with the load is regulated by a capacitor formed between the strip and the upper wide wall of the waveguide. The design of the amplifier allows the use of diodes with different parameters, adjusting the coefficient and gain band of the device in the entire frequency domain of the existence of dynamic negative conductivity of an LPD of this type without non-reciprocal decoupling elements. When measured in the waveguide path, the gain area of the amplifier used was 1.1 GHz; it has a resonant frequency response with the highest gain (12 ± 0.5) dB at an oscillation frequency of 10.55 GHz with a nominal power supply mode of the LPD: voltage of 83 V and current of 160 mA. The sizes of the mouth of the horn coincide with the dimensions of the cross section of the ULPD waveguide. The length of the mouthpiece from the opening to its neck is 6.25 L, the size of the mouth of the mouth is (3.28 × 2.8) L ² .

From the analysis of the monostatic scattering indicatrixes (MIR) of the passive RLO and the active module (Fig. 6), in the waveguide part of which there is an LPD operating in the amplifying mode (curve 21 - at a constant voltage of 83 V and a supply current of 160 mA LPS, curve 22 - at off ULPD) it follows: 1) the main lobe of the indicatrix near the vertex is symmetrical with respect to the axis φ = 0 ° in both modes, and the positions of the two minima closest to the MIR axis are ± 14 °; 2) the width of the main lobe of the active module with the LPD off at the level of (-3 dB) is 24 °, and at its minimums - 28 °; maximum level of side lobes (-10) dB; 3) the width of the main lobe of the active module with the included LPD in level (-3 dB) is 6 °, and at its minimums -28 °; maximum level of side lobes (-15) dB; 4) the width of the side lobes at the minimums in both operating modes is the same equal to 5 °; 5) an increase in the EPR of the active module by the gain of the ULPD, i.e. 12 dB, occurs near the direction of the main maximum; 6) for a fixed diode supply current and gain of the OLFD at the studied wavelength and EMF incidence angles other than normal (-12 ° ≤φ≤ + 12 °), the EPR value of the active module decreases from the maximum value to the EPR of the reflector in passive mode. Thus, the largest modulation amplitude of the scattered field of the active module is (+12 dB) with respect to the maximum EPR value of the reflector in the passive mode, and the modulation coefficient lies in the range from zero to unity within the main lobe of the MIR.

From the analysis of the dependences of the normalized power reflection coefficient Г _Р = 10 · log (Г _РМ (Л) / Г _РМ ) of the studied device (Fig. 7) on the wavelength L of normally incident oscillation (curve 23 - corresponds to the rated power supply of the ULPD, curve 24 is obtained for switched off OLPD) it follows: 1) using the curves it is possible to calculate the maximum, minimum value of the power factor of the reflector and the amplitude of the oscillations, its EPR when adjusting the power supply current of the LPD at different wavelengths of incident oscillations; 2) the band of amplified wavelengths of the active module lies in the interval (0.93-1.076) L; 3) the dependence of the graph difference Г = f (Л) has two maxima, the short-wave maximum of the difference in curves 1 and 2, equal to 12 dB, is observed at a wavelength of 0.945 L and corresponds to the center frequency of the resonance amplitude-frequency characteristic (AFC) of the ULFD. Thus, with the help of ULPD, it can create small areas of amplification or attenuation upon irradiation of EMR radar, the lengths of which fall outside the specified range. Measurement of the characteristics of the scattered field of the active horn reflector with ULPD and the passive horn reflector used in radar reflectors by foreign companies showed that the effective scattering surface of the active module near the direction of the main MIR maximum increases in accordance with the growth of the diode gain. This increases the detection range of navigational aids equipped with such reflectors, as it is proportional to the fourth root of the total EPR of the active antenna. By adjusting the power supply of the LPD, it is possible to carry out amplitude and phase modulation of the scattered field, which increases the information content of the reflected signal.

Fig. 8 a), b) shows both the ARLO design containing four active modules that are located in the azimuthal plane, and its multi-petal pattern of secondary re-emission (12 maxima, of which 4 are the main ones, and curves 25 and 26 show the ULPD and off accordingly). The considered ARLO is suitable for placing solid-state amplifiers of the microwave range at the focusing points of EM energy on the surface of the reflector and reflecting it from the metal parts of the structure, in particular, it is advisable to implement active modules on solid-state devices with avalanche-span diodes (LPS) - bipolar devices with dynamic negative microwave conductivity. LPD has an extended region of interaction between the charge carrier flow and the EM field and the largest working value of the electric field strength in the semiconductor volume, as a result of which they are the most powerful semiconductor devices of the three-centimeter wavelength range and the use of these diodes will improve the energy parameters of ARLO. For example, silicon type 2A709B LPD provides an output power of 0.5 W of the active device in the frequency range (9.0-9.7) GHz, and gallium arsenide type 3A739B LPD gives a power of 5 W in the range (9.2-10.3 ) GHz, LPDs have a relatively high constant supply voltage (LPD type 2A709B from 70 V to 130 V, and the diode 3A739B up to 50 V), which increases reliability and energy resistance, extends the dynamic range of active solid-state microwave devices with an excessive increase in the input signal power or change antenna operation mode.

The use of ARLO eliminates the need to install it at high altitudes, reduces the requirements for precision in manufacturing the design of the RLO, reduces weight and dimensions, windage and wind load of the reflector (see Voloshchenko P.Yu. Study of modulation of the scattered field of a reflector with a horn antenna on an avalanche-span diode Radio engineering and electronics. 1999, t.44. No. 4, p. 484-484), as well as the developed design allows you to create a new generation of modern radar, superior in their parameters to foreign analogues.

Equipping the necessary number of active modules used in the proposed ARLO method allows:

1) to control the density of the power flux and EPR of the sources of secondary radiation, which can be significantly higher (or less) than the density of the incident power,

2) to vary in the upper hemisphere the parameters of the circular scattering diagram (the shape and width of the main lobes, the relative level of the side maxima, the coefficient of directional action),

3) to increase the information content of the reflected signal,

4) expand the operating frequency range by compensating for microwave energy losses in the structure;

5) to simplify the design, reduce the height of the ARLO in space, dimensions and weight, windage and wind load.

In addition, the use of such an ARLO improves the tactical characteristics of navigation systems:

1) sews on the detection range on the circular visibility indicator of the radar station (radar) of the point objects of radar observation: small and small tonnage vessels and aircraft, navigation signs (buoys, beacons, targets, beacons) installed on narrow transport routes (for example, on landing strips airfields, piers, jetties, booms in port water areas, sea channels and river fairways), emergency rescue equipment (boats, rafts, logisticians), fencing networks of water areas and other surface and shore out, ground and air objects both in conditions of limited visibility (for example, in fog or at night), and when navigating in the winter season, when, due to ice conditions, floating navigational signs and orientation are removed in the bays of the seas and rivers hovercraft is possible only on coastal stationary hydrographic and space objects,

2) improves the observability and recognition of objects or elements of their structures by the operator on the radar screen,

3) increases noise immunity and reliability, accuracy of guidance and tracking of radar surveillance objects by automatic radio navigation collision avoidance systems,

4) reduces the masking effect of hydrometeors and reflections from coastal and sea surfaces.

Therefore, the relevance of the use of ARLO in the proposed method is due to the fact that it allows you to increase the number of measured parameters of the reflected electromagnetic waves, which is the carrier of information about the object of radar observation, and to improve the tactical and technical characteristics of the radio navigation systems of ships and aircraft.

Claims (4)

1. A method of preparing a hydro-airdrome summer pool for take-off and landing of a seaplane, which consists in determining the position of the runway within the hydro-airdrome summer basin, taking into account the direction of the wind and the minimality of the wind wave present in the water area, the SVP crew marks the runway by installation of floating navigation signs: marker (two input central and output, respectively - runway edges), heading beacon (runway axis), SVP as a sign of the splash zone, with the orientation of the The nose against the wind indicates the direction of the latter (the direction of approach to the runway for landing or take-off), during which it visually, as well as using the radar and sonar, inspects the seaplane's movement path through the water area, carries out the mooring, unmooring and towing of the seaplane after it is brought down or before take-off , and also on board the SVP places glide-slope and heading radio beacons for sending and receiving radio signals, providing splashdown of the seaplane in conditions of poor visibility, and in advance , in the process of preparing the flight pool, the hovercraft crew places on the bottom of the water area along the four radial axes (shifted relative to each other by 45 °) the runway receiving-emitting antenna devices of a hemispherical shape, providing ultrasonic echo search quantized both in direction and in “frequency coloring” objects in the water volume in the regimes of a circular or sectoral survey in both azimuthal and elevation planes; the bottom receiving-radiating antenna devices are connected by cable to the equipment of the coastal hydroacoustic service of the hydroaerodrome, providing the generation of sounding excitation signals of the same type of pump transducers of parametric antennas, forming a hemispherical aperture of the receiving-radiating antenna device, processing and displaying information received in a wide frequency, but "individual" for each antenna device, range, and coastal sonar operators carry out various monitoring rows underwater ultrasound sensing volume aqueous runway corresponding to the available wind direction; current echo search on the perimeter of the hydro-aerodrome flight pool; passive observation of distant underwater conditions in the shelf zone adjacent to the water area of the hydroaerodrome, and the coastal sonar service can perform the above operations on an ongoing basis, regardless of weather conditions, time of day or year; the simultaneous use of adjacent hemispherical bottom antenna devices makes it possible to remotely obtain information on the state of the water volume (depth, direction and speed of the flow of water masses), the air-water interface (height, speed and direction of movement of wind waves, the water-water interface ice "(ice thickness) at various points in the water basin; on the basis of the information obtained about the underwater situation in the water area, the coastal hydroacoustic service of the hydroaerodrome accepts one or another the decision regarding take-off and landing operations, reported by radio on board to the crews of both the SVP, which carried out the above, and the seaplane preparing for take-off and landing operations, characterized in that on the floating navigation signs: marker (two input, central and output accordingly, the edges of the runway), the directional beacon (axis of the runway), the SVP as a sign of the splash zone, as well as the coastal structures of the hydroaerodrome, place active radar reflectors (ARLO) with a circular scatter diagram in the upper half fere (both in the elevation and azimuthal planes), which provides re-emission in the opposite direction of the radar signals that reached them, which are amplified in power and are coherent with the probe radiation, i.e. leads to an increase in their own radar visibility of these objects. 2. The method according to claim 1, characterized in that in the upper hemisphere the ARLO has the form of a convex second-order rotation surface formed by the required number of active modules, each of which is a two-sided slotted weakly directional antenna of a three-centimeter wavelength range integrated with an amplifier, the frequencies being the reradiations in the opposite directions, amplified by the power of the signals for all used ARLOs, are different, which ensures "individual" radar recognition in the water objects on which they are placed, - floating navigation marks: marker (runway edge), the localizer (runway axis), the SVP (splashdown zone mark), coastal buildings gidroaerodroma. 3. The method according to claim 1, characterized in that both the coastal support service operators and the seaplane crew carry out multi-position radar monitoring of the hydroairdrome summer basin and, in particular, assess the satisfactory navigation state of the runway surface volume by location of floating navigation signs: marker (by two input, central and output, respectively - the edges of the runway), directional beacon (axis of the runway), SVP as a sign of the splash zone, and the orientation of the SVP with its nose against the wind indicates its direction s, ie, runway approach direction for splashdown or take-off. 4. The method according to claim 1, characterized in that on the basis of the received information about the navigational condition of the surface of the GDP in conditions of limited visibility, the coastal support service for the hydroaerodrome takes one or another decision regarding take-off and landing operations, reported via an additional radio channel to the crew as SVP carrying out the above actions, and a seaplane preparing to perform takeoff and landing operations.

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