RU2743602C2 - Eight-colour raster optical landing system - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aviation and namely to systems of optical landing of an aircraft. An eight-color raster optical landing system includes landing prohibition lights, a light intensity control unit, an inertial motion sensor, a pitch and roll stabilization platform, a radio channel unit, a power supply unit as well as glide path spotlights of red, blue, yellow, violet light sectors and flare spotlights of the left and right red lights grouped in two color segments as well as a combination of two color horizons of red, blue, yellow and violet spotlights which are fixed in the gliding plane near the runway but outside it symmetrically relative to the heading plane and which form eight sectors of illumination around and along the glide path by means of color-foreslope projectors. Moreover, when an aircraft is flying exactly along the glide path or with permissible deviation from the glide path and within the central transparent zone, in the center of which the glide path passes, a pilot does not see the color segments, and as deviation increases outside the central transparent zone, the brightness of the corresponding color segments increases proportionally from zero at the border between the central transparent zone and the inner edge of the illumination sector to the maximum value and then remains constant until the outer edge of the illumination sector. At the same time, outside the central transparent zone, depending on the direction of deviation of an aircraft relative to the glide path, a pilot observes the lights of the left color segment and/or the right color segment in certain color combinations. After the end of the glide path, the space under the flare path and up to the runway surface is filled with red lighting sectors from the color-segment flare spotlights, which are directed perpendicular to the runway and which form a tilted light chute, the bottom of which coincides with the flare path. Moreover, the light chute is perceived by the pilot as lateral illumination from both sides or from one of the sides with certain deviations from the flare path. At the same time, the pilot observes the spotlights of the color horizons, which are located in the planning plane but behind the color segments or on the same straight line with them. The spotlights of the color horizons form the left color horizon to the left of the left color segment and the right color horizon to the right of the right color segment. Each of the color horizons consists of four spotlights with red, blue, yellow or violet light sources in the sequence listed from the runway. Moreover, the distance between the spotlights of each color horizon is calculated taking into account the angular resolution of human vision. The color horizons are normally switched on at the command of permission to land the aircraft. However, if the runway is urgently closed, for example, by the ground controller of the landing gear, all unified slide projectors of the color horizons transmit the code of the reason for closing the runway in Morse code. The system also includes a combination of an alignment kit for a unified slide projector and its control units, complemented by binoculars.

EFFECT: invention solves the problem of avionics-independent direct visual informing the pilot from the runway about the deviation of the aircraft from the glide path or the flare path.

10 cl, 14 dwg

Description

The technical field to which the invention relates

The invention relates to the field of aviation, in particular to optical landing systems (OSB) of aircraft (LA), including amphibians, on the runway (runway) of a ground airfield, the deck of an aircraft carrier, a temporary emergency landing airfield, for example, a straight section of a highway , or on the surface of the reservoir.

State of the art

Existing instrumental approach systems are subdivided into radar landing systems (RSP), optical landing systems (OSP) and laser landing systems (LSP)

RSPs are capable of serving only one aircraft at a time on the glide path of descent (from the French glissade - "glide"). Any disturbance in the operation of the RSP, for example, under the influence of radio interference, can lead to a catastrophe. Failure of the RSP is caused by the reflection of waves from any closely located objects, for example, the reflection of the signal of the short-range navigation radio system (RSBN) from a helicopter flying near the airfield or from ground equipment, in particular, tractors.

The beams of the laser landing system (LSP) are directed from the runway towards the landing aircraft. For example, LSP "Glissada" (Zuev V.E., Fadeev V.Ya. Laser navigation devices. - M .: Radio and communication, 1987), includes several laser emitters, including course, glide path, marker and marking lateral boundaries Runway. The system uses the principle of projective geometry and the phenomenon of laser radiation scattering in the atmosphere, due to which the pilot visually perceives the combination of beams in the form of a symbol that determines the position of the aircraft relative to the landing trajectory and the touchdown point. But, high-intensity coherent laser radiation has a damaging effect on the pilot's vision.

Unlike RSP and LSP, optical landing systems (OSS) are not susceptible to interference, harmless, have high accuracy and allow simultaneous approach to the runway of an aircraft chain, which is economically and tactically beneficial.

It is known that the control of the drive and landing of the aircraft is carried out from the command and control center (CDC) by a group consisting of the flight director, the approach dispatcher, the close circle dispatcher and the landing dispatcher. The close circle controller ensures the aircraft divergence near the airfield. The approach controller provides separation (flight at different altitudes) of the aircraft in the approach zone, but outside the close circle. The landing dispatcher observes the aircraft in the moving target selection mode, in which all stationary objects are removed from the radar screen, and gives permission for landing.

Typically, aircraft 1 of FIG. 1 performs a runway landing in nine stages:

1. Separation in the close circle of the aerodrome. To prevent mid-air collisions, the close circle controller gives each aircraft an individual flight height, called circle height 2.

2. Exit to the point of the distant drive. The driving radio beacon 5 with a circular radiation pattern transmits its identification code in Morse code in the form of a sequence of several letters. According to GLONAS, GPS, radio navigation devices, altimeters and a radio compass, the aircraft flies up to the locator beacon 5 at point 3 of the glide path beginning, located approximately 4-10 km from the runway 4. Point 3 is controlled by the presence of vertical narrow-beam radio emission 6 of the distant marker radio beacon and according to a given altitude, for example, of the order of 200-400 m. Further, the course is held by localizer 7 located in the center of the runway end.

3. Flight on a theoretical glide path. Descent on a theoretical glide path of 9, which, as a rule, has a constant angle of inclination. The theoretical glide path is the intersection of the glide plane and the heading plane. The heading plane runs vertically along the runway axis. In Russia, the planning plane is tilted relative to the horizon plane by 2 degrees 40 minutes, but can reach 5 degrees. The International Civil Aviation Organization recommends a glide path angle of 3 ° (Appendix 10 to the 1944 Chicago Convention, Volume 1, Recommendation 3.1.5.1.2.1). Descending in the gliding plane, the pilot simultaneously keeps the aircraft in the directional plane. The rate of descent of the order of 3 meters per second usually remains constant. The RSP instruments show the pilot the characteristics of the aircraft's deviation from the glide path.

4. Relative decision height (DH). At point 10, in the vicinity of the near marker radio beacon 11, at an altitude of about 50 meters, when 1 km remains to the runway and about 13 seconds of flight, the aircraft commander decides to continue landing on runway 4 or refuse to land. From this moment, the approach phase ends and the actual landing begins. The aircraft continues to descend along the theoretical glide path 9.

5. Alignment on trajectory 12, which is necessary for a smooth transition to level flight. The theoretical glide path 9 ends at the start point of alignment 13. Usually, point 13 is located above the end of the runway start and is at a height of about 15 meters. An internal marker beacon 14 is sometimes installed at this location, which emits a third directional vertical signal.

Starting from the start point of leveling 13, the vertical descent rate gradually decreases to zero. The height is reduced to the holding height.

Depending on the conditions in the runway area, different types of alignment trajectory 12 are recommended, eg rigid or flexible, and their configurations, eg circular arc, exponential, parabola, oblique straight, etc. The most comfortable alignment trajectory is the exponential curve.

6. Endurance. The aircraft flies over the runway horizontally at a low altitude in the holding plane 15. Here the aircraft wings collide with a ground effect.

7. Parachuting. The aircraft rapidly descends along a double curve 16 from the holding plane 15 until the landing gear wheels touch the surface of the runway in the area of the touchdown mark 17, for example, in the form of a double crossbar or the letter T.

8. Retention. Run in a straight line 18 at a speed of about 300 km per hour on the runway with wind control. The beginning of the cleaning of the wing mechanization.

9. Active braking. Run along the line of speed reduction 19. Engaging reverse or dropping a brake parachute. Start of wheel braking.

The pilot, from the first day of his flight training, consciously and subconsciously visually observes the runway, evaluates visual perception and lands the aircraft using visual reference points.

The earlier the visual contact with the glide path optical beam and with the runway lights, the more time the pilot has to eliminate the approach errors. This is especially important for fast or heavy aircraft with high inertia and / or strong crosswinds.

In all known OSB, several emitters of narrowly directed light are used, which are installed at different angles to the gliding plane. This method is described in "Appendix 14. Aerodromes" to the "Convention on International Civil Aviation", Edition Five. July 2009.

Standard systems for visual glide slope indication include: T-VASIS, AT-VASIS, PAPI or APAPI.

The T-VASIS system consists of 20 white glide slopes in the form of rectangular hollow boxes with a lamp and a horizontal slit. The boxes are located symmetrically to the runway center line in the form of two flanking horizons, each of which consists of 4 glide slopes, and in the form of longitudinal lines dividing these horizons in half, each of which is formed by six lights.

The AT-VASIS system consists of ten glide slopes installed on one side of the runway in the form of a single flanking horizon formed by four lights and in the form of a longitudinal line dividing this horizon, which is formed by six lights.

Glide slopes are constructed and tilted so that, during an approach, the pilot:

a) being above the glide path, saw the flank horizon (s) white (s) and one, two or three “fly below” lights; the higher the pilot is above the glide path, the more he sees the “fly lower” lights;

b) while on the glide path, saw the flank horizon (s) white (s);

c) while below the glide path, saw the flanking horizon (s) and one, two or three “fly above” lights in white; the lower the pilot is under the glide path, the more he sees the “fly higher” lights; when the pilot is well below the glide path, he sees the flank horizon (s) and the three fly-above lights red.

The T-VASIS system is suitable for handling flights both during the day and at night. The visibility range of lights in clear weather during the day is up to 10 km and depends on the regulation of the intensity of the lights, at night the range is increased to 18-20 km.

From January 1, 2020, the use of the T-VASIS and AT-VASIS systems will cease.

The PAPI system consists of a flanking horizon of four multi-bulb (or twin single-bulb) lights with a sharp color transition, spaced at regular intervals. The system is located on the left side of the runway unless physically impossible.

The APAPI system consists of a flanking horizon containing two multi-lamp (or twin single-lamp) lights with a sharp color transition. The system is located on the left side of the runway unless physically impossible.

The PAPI flank horizon is manufactured and installed in such a way that, during the landing approach, the pilot:

a) while on or close to the glide path, saw two lights closer to the runway red and two lights further from the runway white;

b) seen above the glide path, seen one light closer to the runway in red and three lights farther from the runway white;

c) being even above the glide path - saw all the lights white;

d) while below the glide path, saw three lights closer to the runway in red and a light farther away from the runway white;

f) being even below the glide path - saw all the lights red.

The APAPI flank horizon is manufactured and installed in such a way that, during an approach, the pilot:

a) while on or close to the glide path, saw the light closer to the runway red and the light farther away from the runway white;

b) being above the glide path, saw both lights as white;

c) being below the glide path, saw both lights red.

The known glide path guidance system AES (Alignment of Elements Systems), which consists of three wooden panels, usually painted in black and white, or fluorescent orange. At night, the panels are illuminated with directional light. The panels are installed to the left of the runway. The visibility range is approximately 1.5 km.

Known three-color OSB "FLOLS" (Fresnel Lens Optical Landing System) (Basov YG Light signaling devices. - M .: Transport, 1993, p. 258) based on Fresnel lenses, the beam of which forms an optical glide path planning.

Optical module OSB "FLOLS" is composed of:

- lens column, which includes five lighting fixtures with lens blocks, located vertically one above the other;

- five red missed approach lights located vertically to the right and left of the lens column;

- twelve green base lights arranged in a line, six on each side of the lens column at the level of the third lens unit;

- two columns of red landing lights.

The lens unit has pitch and roll drives that allow you to build a landing line relative to the horizon. The selected angle of inclination of the landing system remains constant, despite the pitching and pitching of the aircraft carrier. The four upper lighting fixtures create four yellow spotlights, the fifth bottom spotlight is red. OSB has units for ensuring the operation of lights and stabilizing the lens column.

Usually, the pilot first approaches the landing visually, at the commands of the controller or by the indicator, and from a distance of 1.5 km begins to enter the optical path of the glide path. The principle of operation of "FLOLS" is similar to a rifle sight. The horizontal green lights serve as the aiming bar. The reticle slot is simulated by missing in the center of several green lights. And in the role of the front sight is a lens block called a "mitball" or a ball, which is visible to the pilot as if in front of the "aiming bar". For example, if the aircraft is flying above the optical glide path, the pilot sees a yellow meteball above the horizontal green lights. If the aircraft is flying exactly along the optical glide path, then the yellow "mitball" is visible at the level of the horizontal green lights. If lower, a yellow mitball is visible below the horizontal green lights. If the aircraft is flying below deck, the Meatball changes its color from yellow to red.

Known three-color OSB "Moon" ("Ship optical system for landing aircraft", Russian patent No. 2083443, publication date 10.07.97, having a prototype OSB "FLOLS"), which, like a large "traffic light" with horizontal light, allows pilots to visually determine the correctness approach and assess the aircraft's vertical position relative to the optical glide path. OSB is a system of lanterns with a small vertical beam opening angle. The OSB consists of horizontally positioned green lights that simulate the horizon and five vertically positioned directional lights: red pulse, yellow, green (center), red constant and red pulse. Having entered the glide path, the pilot determines the position of the aircraft by the color of the fire of the vertical block of the OSP observed by him:

- a red pulse light warns of an impact on the aircraft carrier's hull and obliges to refuse landing;

- yellow constant light provides a hook on the first cable of the aerofinisher;

- a green constant light guarantees landing at the calculated point, with a hook on the second or third cable;

- red constant light provides a hook on the fourth rope;

- red pulsed light warns of flight inadmissibly above deck and obliges to refuse landing.

The lights of the OSB "Luna" are confidently seen at a distance of 1.5-2 km.

At the request of the test pilots, mixed transition modes were introduced into the Luna-3 lantern system: yellow-green and red-green, since the color change from one to another occurred unexpectedly for the pilot and left little time to counter the aircraft's deviation from the glide path.

The features of landing on the deck of an aircraft carrier include a high descent rate and the absence of stages 12, 15, 16 and 18 of FIG. 1 proper landing. The aircraft, descending along a steep glide path, “falls” on the deck in a controlled manner and clings with a boom to the brake cable of the air arrestor.

The glide path to an aircraft carrier does not have a constant take-off and landing course. Any deviation from the plane of the heading leads to disaster. The deck at the edges of the runway is filled with airplanes, helicopters, containers with fuels and lubricants, ammunition, tractors and superstructures, which makes a slight deviation from the landing course extremely dangerous.

The first technical problem not solved in the OSB "FLOLS" and "Luna" is the lack of optical information about the aircraft deviation from the heading plane. With an azimuthal deviation from the glide path, the color of the light from the OSB does not change. The pilot visually, intuitively, by the markings on the deck and by the longitudinal lights of the runway, combines the “controlled fall” of the boom to the air arrestor cable with the plane of the directional plane and the markings of the runway axis. Rapid landing, strong gusts of wind from random directions, deck swing, as well as possible circulation of the aircraft carrier and great stress on the pilot can lead to dangerous deviations from the course. From a distance of 1-2 km and from an observation angle of 4 degrees from the ocean plane and against the background of ocean waves, the short center line of the runway is hardly distinguishable even in light fog or light rain. The pilot determines the heading plane intuitively rather than objectively.

The second technical problem, which is fundamentally not solved in the OSB "FLOLS" and "Luna" with precise movement along the glide path, is the unwanted partial blinding of the pilot by the oncoming yellow or green light. Partial glare makes it difficult for the pilot to see the runway markings.

The third technical problem of landing at ground airfields at the fifth stage of landing is the lack of objective information about an extremely dangerous deviation towards the ground from the alignment trajectory 12 of FIG. 1. The height relative to the plane of the runway is calculated by the aneroid altimeter, into which the runway height above sea level and data from the "meteo" about the atmospheric pressure in the terminal area are entered in advance. Due to the proximity to the surface of the earth (about 8-15 meters, this is the height of a five-story building), the high speed of the aircraft (with the size of a two-story house) and the poor controllability of the aircraft, a small error in height on the alignment trajectory can lead to the onset of force majeure.

At the most difficult and dangerous fifth stage of the landing, the aircraft is piloted "by eye". Due to the small distance between the human eyes, the pilot's volumetric vision is able to distinguish the distance to the object at a distance of no more than 20 meters. Over a long distance, the flight range and altitude are determined intuitively by assessing the perspective and angular dimensions of familiar objects, such as a person's height. Aircraft antenna fairing, as a rule, does not allow the pilot to estimate the vertical distance from the aircraft landing gear to the ground. As a result, at the critical fifth stage of the landing, in conditions of visual impairment and the threat of a collision with the runway, the pilot aligns the aircraft intuitively, using his accumulated flying experience and his hidden abilities.

The fourth, not fully resolved technical problem, remained a discrete change of light OSB with a vertical deviation from the glide path. Rough discreteness does not allow the pilot to adequately perceive or predict the degree of deviation from the glide path and smoothly return the aircraft to the theoretical glide path. Repeated and abrupt control of the gliding aircraft can reduce the speed below the critical speed, which sharply reduces the wing lift and the efficiency of the rudders. This usually ends up pitching and dropping.

Known optical slide projector, which is used to display images from a slide with a width of 35 or 60 mm on a projection screen. A slide projector contains a white light source (usually a halogen lamp), a condenser system, and a lens. The slide projector displays the slide image on the screen. The slide is fixed in a replaceable frame. Usually slide projectors are equipped with a zoom lens that resizes the image on the screen by changing the focal length.

It is known from color television that a monitor screen consists of pixels, each of which has an angular size less than the angular resolution of the human eye. The screen pixel of existing color television is made up of a set of red, green and blue micro-emitters. The radiation of the micro-emitters of the pixel merge and mix in the cone of the retina, so a person perceives the pixel as a single point with an additive color.

It is known that the angular resolution γ of human vision is equal to 1-2 minutes (about 0.02 ° -0.03 °), which corresponds to 30-60 cm at a distance of 1 km.

Known artillery compass, which has a level, a compass, goniometric circles for measuring the rotation of the optical sight horizontally and vertically. A permanent scale with risks and a lamp for illumination of the scale marks are fixed inside the optical sight. The position of the telescopic sight is determined by a compass, or a relative perceptible ground object with a known height, called a benchmark.

It is known from colometry that additive colors are synthesized in the following ways:

- orange color is obtained by mixing red light with yellow light;

- magenta is obtained by mixing red light with violet light;

- green is obtained by mixing blue light with yellow light;

- blue is obtained by mixing blue light with violet light;

- White is obtained by balanced mixing of opponent colors, for example, mixing red light with blue light, as well as mixing yellow light with violet light. Moreover, when several rays of white are superimposed, the brightness is summed up, but the "white" color is preserved.

In physics, electronics, the "duty cycle" (English duty cycle is a dimensionless quantity) is known, one of the classification features of pulse systems, which determines the ratio of the pulse duration to the repetition (repetition) period of pulses.

It is known that a quadcopter (from the English quadcopter - "helicopter with four propellers") is an unmanned aerial vehicle with four propellers, which is usually controlled from the ground by a remote control.

Reflectors are known - a reflector in the form of a flat set of rectangular tetrahedrons and a flicker - a product covered with a reflective film, for example, with small glass balls. A ray of light falling on the reflector is reflected strictly in the opposite direction.

The closest analogue in terms of the totality of essential features of the invention is OSB "Luna".

Disclosure of the essence of the invention

An eight-color raster optical landing system (hereinafter referred to as 8ROSP) (from German raster and Latin rastrum - rake) is a complex that includes the left color force (TsFl), the right color force (TsFp), the left color horizon (4Gl), the right color horizon (4Gp), USP alignment kit and USP control units, where tsvetoforss is a short name for the color shaper of light sectors.

The claimed invention solves the problem of avionics-independent direct visual informing the pilot from the runway about the aircraft deviation from the glide path or the alignment trajectory by creating around and along the glide path 9 of FIG. 1 of the four sectors of illumination of red, cyan, yellow and violet, as well as forming under the alignment path 12 of FIG. 1 light chute of red illumination, and in the color horizons, as you approach the runway, the number of lights and their color change.

Further, the designation of the sides is "to the left of the glide path", "to the right of the glide path", to the left of the runway, to the right of the runway, "color-force left", "right edge of the USP lighting sector", "alignment slide frame mark", etc. are considered in the coordinate system relative to the pilot in the aircraft, who plans on the glide path to the runway.

CFL and CFP are installed on easily breakable supports outside the runway, in the planning plane and symmetrically relative to the heading plane.

ZFl consists of a left three-color projection pixel (ZPPl) and a left alignment chute shaper (FZhVl).

The DSP consists of a three-color right projection pixel (ZPPp) and a right alignment chute shaper (FZhVp).

FIG. 2 shows the color zones that form the BDF and BDF around the theoretical glide path 9.

When deviating outside the central transparent zone (CPZ) 25 of FIG. 2, the light from the STD and / or STD is visible to the pilot throughout the theoretical glide path 9 of FIG. 1 from point 3 to point 13.

CPZ 25 has a rectangular shape with dimensions determined by the permissible deviations from the glide path. The center of the CPZ is penetrated by the theoretical glide path 9 of FIG. one.

On the entire area of the CPZ 25, there is no light from color forses. When the aircraft is exactly on the glide path or in the CPZ zone, the pilot's vision is protected from the distracting light of the STD and STD. The pilot is guided by the runway markings without light interference.

With a strong deviation of the aircraft from the CPZ beyond the eight warning zones 37 ... 44 Fig. 2, the pilot observes the following colors of color-forse lights:

- when the aircraft deviates horizontally to the left into zone 27:

- light from ZPPl: yellow; - light from STDs: no;

- when the aircraft deviates horizontally to the right into zone 28:

- light from ZPPl: no; - light from STDs: purple;

- when the aircraft deviates vertically upward into zone 29:

- light from ZPPl: blue; - light from STDs: blue;

- when the aircraft deviates vertically down to zone 30:

- light from ZPPl: red; - light from STDs: red,

- when the aircraft deviates diagonally to the left and up to zone 31:

- light from ZPPl: green light; - from STDs: blue;

- when the aircraft deviates diagonally to the right and up to zone 32:

- light from ZPPl: blue; - light from STDs: blue;

- when the aircraft deviates diagonally to the left and down to zone 33;

- from ZPPl: orange; - for STDs: red;

- when the aircraft deviates diagonally to the right and down to zone 34;

- light from ZPPl: red; - light from STDs: purple,

Orange, magenta and / or red will certainly warn the pilot of an impending collision with the ground or with the carrier's hull.

For a soft warning about exceeding the permissible deviation from the theoretical glide path, a perimeter of eight warning light zones 37, 38, 39, 40, 41, 42, 43 and 44 is formed directly around the CPZ 25, in which the brightness of light from the ZPP and ZPP changes along the radius from zero level at the border with the CPZ to the maximum level at the border with the corresponding zones 27, 28, 29, 30, 31, 32, 33 and 34. The change in brightness in the warning zones is provided by a neutral filter with decreasing transparency along the radius from the glide path, which is built into each USP STD and STD.

The color of the STD or STD in the warning zone matches the color of the corresponding zone of the same radial direction. Zones 37 ... 44 differ from the corresponding zones 27 ... 34 in reduced brightness, for example, in the center of the warning zones, the brightness is 50 percent and the color is as follows:

- when the aircraft deviates horizontally to the left to the center of zone 37:

- light from ZPPl: yellow; - light from STDs: no;

- when the aircraft deviates horizontally to the right to the center of zone 38:

- light from ZPPl: no; - light from STDs: purple;

- when the aircraft deviates vertically up to the center of zone 39:

- light from ZPPl: blue; - light from STDs: blue;

- when the aircraft deviates vertically down to the center of zone 40:

- light from ZPPl: red; - light from STDs: red;

- when the aircraft deviates diagonally to the left and up to the center of zone 41:

- light from ZPPl: green; - from STDs: blue;

- when the aircraft deviates diagonally to the right and up to the center of zone 42:

- light from ZPPl: blue; - light from STDs: blue;

- when the aircraft deviates diagonally to the left and down to the center of zone 43;

- from ZPPl: orange; - for STDs: red;

- when the aircraft deviates diagonally to the right and down to the center of zone 44;

- light from ZPPl: red; - STD light: purple.

FIG. 2 there are eight more areas in which their brightness smoothly change in the radial direction, and their color shades in the direction of the circle:

- when the aircraft deviates to the center of zone 45:

- light from ZPPl: green - blue; - light from STDs: blue;

- when the aircraft deviates to the center of zone 46:

- light from ZPPl: orange-red; - light from STDs: red;

- when the aircraft deviates to the center of zone 47:

- light from ZPPl: blue; - light from STDs: blue-blue;

- when the aircraft deviates to the center of zone 48:

- light from ZPPl: red; - light from STDs: purple-red;

- when the aircraft deviates to the center of zone 49:

- light from ZPPl: yellow-green; - light from STDs: blue;

- when the aircraft deviates to the center of zone 50:

- light from ZPPl: yellow; - light from STDs: blue-violet;

- when the aircraft deviates to the center of zone 51:

- light from ZPPl: orange-yellow; - light from STDs: red;

- when the aircraft deviates to the center of zone 52:

- light from ZPPl: red; - light from STDs: violet-purple.

When the atmosphere is smoky, fog or cloudy, due to the phenomenon of light scattering, in the center of the CPZ in the area of the theoretical glide path 9 Fig. 2 white light is formed. White light is synthesized as a result of white balance by mixing scattered opposing color rays from STDs and STDs. Moreover, with a smooth deviation from the glide path 9 to one of the sides of the CPZ, the white color smoothly changes to the color of the corresponding direction of deviation.

FZhVl and FZhVp tsvetoforssov are designed to prevent the extremely dangerous fall of the aircraft from the alignment trajectory 12 of Fig. 1 down to the concrete runway.

The radiation zone FZhVl and FZhVp - under the entire alignment trajectory from the start point of alignment 13 in Fig. 1 to the beginning of the holding plane 15 of FIG. one.

Light from FZhVl and FZhVp is directed across the runway. The angles of inclination of FZhVl and FZhVp ensure the formation of a light chute of constant red illumination, along the "bottom" of which the alignment trajectory 12 of FIG. 1. Moreover, red light forms the edges of the light chute and fills the space from the edges of the light chute to the surface of the runway.

When the aircraft deviates from the alignment trajectory 12 of FIG. one:

- down: the cockpit is illuminated from both sides by side red light;

- to the left: the cockpit is illuminated on the right by side red light from the FZhVp;

- to the right: the cockpit is illuminated to the left by a lateral red light from FZhVl.

Side red light is also observed on the white radome of the antenna, which is usually the nose of the aircraft.

A side red light warns of danger, but does not interfere with the observation of runway markings and lights.

The left color horizon (4Gl) and the right color horizon (4Gp) are necessary for the pilot to visually sense the horizon line, especially in low visibility conditions or in the mountains. The color horizons are located in the planning plane on the same straight line with the color forms, but on the outside of them.

The distances between the floodlights of each color horizon are calculated and set in such a way that as you descend along the glide path:

- outside the glide path and at point 3 of the beginning of the glide path 9 FIG. 1 each color horizon is observed as one white light. Moreover, the fire from 4Gl is visible to the left of the CFL, and the fire from 4Gp is visible to the right of the CFP.

- from the beginning of the 3rd glide path 9 fig. 1 and up to the middle of the glide path, each of the color horizons is visible in the form of two white lights, the angular distance between which gradually increases. Moreover, the white light farthest from the runway transmits the runway identification code in Morse code, and the white light closest to the runway is constantly on.

- starting from the middle of the glide path, the extreme white point is divided into a point of yellow and a point of violet light. The pilot can see the horizon line of three lights: a constantly emitting white light and synchronously flashing yellow and purple lights.

- starting from the decision height (DH) 10 of FIG. 1, the white light closest to the runway gradually divides into red and blue light. The pilot can see the horizon line of four lights:

- lights of red and blue light of constant glow;

- lights of yellow and violet light, which flash synchronously in Morse code.

The information received from the color forses and color horizons is sufficient to ensure the safe landing of an aircraft in the event of a complete failure of avionics and aerodrome electronic equipment.

Violations of the alignment or power supply of USP, for example, arising during a hurricane or a gust of wind from the mechanical impact of flying objects, as well as from sabotage-like actions, inevitably distorts the color information from color forses and color horizons. Therefore, the 8ROSP complex includes the USP adjustment kit and the USP control unit.

The set of adjustment of USP colorforses and color horizons is intended for correct optical orientation of all USPs. Adjustment of each USP is performed upon completion of installation and preliminary orientation of USP or periodically during routine maintenance. The USP alignment kit includes a quadrocopter with a retroreflector, a glide path-rectifying compass (BGV) and three alignment pads with cross marks to indicate the location of the BGV. BGV differs from the artillery compass in that the scale with the inflicted risks can be replaced in the optical sight in the field.

The raster zone scale of FIG. 3 BGV has risks in the form of a rectangular grid, which indicate the boundaries of color zones of deviation from the glide path. Color zones are indicated by the first letter of the corresponding colors, for example:

- red "K" - in zone 30, as well as in zone 40;

- orange "O" - in zone 33, as well as in zone 43;

- yellow "W" - in zone 27, as well as in zone 37;

- green "З" - in zone 31, as well as in zone 41;

- blue "G" - in zone 29, as well as in zone 39;

- blue "C" - in zone 32, as well as in zone 42;

- purple "F" - in zone 28, as well as in zone 38;

- purple "P" - in zone 34, as well as in zone 44;

The alignment area scale of FIG. 4 BGW has one curved line, reflecting the alignment trajectory, which takes into account the peculiarities of the alignment trajectory 12 of FIG. 1 specific aerodrome. For example, for an aircraft carrier, the alignment trajectory degenerates into a straight line with an inclination angle of 4 degrees. The letter "K" denotes the area of observation of red light from that part of the reflector, which is located below the alignment path.

The USP alignment control system includes:

- fixed on the body of each USP:

- through an additional fixation laser, for example, ultraviolet;

- installed outside the runway:

- shield with a luminescent coating made of soft magnetic material;

- a set of optical sensors, which are magnetically attached to a board with a luminescent coating;

- unit for analyzing signals from optical sensors;

- binoculars with 20x magnification.

The USP control unit is fixed on the body of each USP and is designed to predict the failure of the USP light source based on the analysis of several parameters.

Brief Description of Drawings

FIG. 1. Description of the stages of landing at a ground aerodrome, where: 1 - an aircraft (AC), 2 - separation in the aerodrome area at a circle height indicated by the controller, 3 - point of the glide path beginning, 4 - runway (runway), 5 - marker radio system of the drive (MRSP), consisting of a drive radio beacon with a circular radiation pattern and a long-range marker radio beacon (DMR) with a vertical radiation beam, 6 - vertical radiation of the DMR MRSP, 7 - localization radio beacon, 8 - horizontal radiation of a localizer, 9 - theoretical the glide path located at the intersection of the planning plane and the course plane, 10 - decision height (DH), 11 - near marker radio beacon with vertical direction of radiation, 12 - alignment trajectory, 13 - alignment start point, 14 - auxiliary marker radio beacon, 15 - plane holding, 16 - parachuting, 17 - landing sign on the runway, 18 - run along the runway, 19 - active braking area.

FIG. 2 Color zones around the glide path,

where 9 is the point of the theoretical glide path, 25 is the central transparent zone (CPZ), the color of the glow of the color forses, depending on the location of the aircraft in the zones of deviation from the CPZ:

- color of the constant brightness zone: 27 - yellow from STD, 28 - violet (from STD), 29 - blue (from STD and STD), 30 - red (from STD and STD), 31 - green (as a result of mixing yellow light from STD with blue light from STDs and STDs), 32 - blue (as a result of mixing violet light from STDs with blue light from STDs and STDs), 33 - orange (as a result of mixing yellow light from STDs with red light from STDs and STDs), 34 - purple (as a result of mixing violet light from STDs with red light from STDs and STDs);

- the color of the zone with warning brightness: (the brightness near the border with the CPZ is equal to zero and increases to the maximum as it approaches in the radial direction to the corresponding zones 27 ... 34): 37 - yellow, 38 - violet, 39 - blue, 40 - red, 41 - green, 42 - blue, 43 - orange, 44 - magenta,

- zones of variable shades of color and brightness:

- 45 - from blue-green to blue or green;

- 46 - from orange-red to red or orange;

- 47 - from blue-blue to light blue or blue;

- 48 - from reddish purple to red or purple;

- 49 - from yellow-green to yellow or green;

- 50 - from blue-violet to violet or blue;

- 51 - from orange-yellow to yellow or orange;

- 52 - from violet purple to violet or magenta.

FIG. 3. An example of a scale of raster zones of a glide path-rectifying compass (BGV), where the designations: K, O, Zh, Z, G, S, F, P are the abbreviation of the names, respectively, of red, orange, yellow, green, blue, blue, violet and magenta, 9 - theoretical glide path, 25 - central transparent zone (CPZ),

constant brightness zone color: 27 - yellow, 28 - violet, 29 - cyan, 30 - red, 31 - green, 32 - blue, 33 - orange, 34 - magenta,

color of the zone with warning brightness: 39 - cyan with decreasing brightness, 40 - red with decreasing brightness, 41 - green with decreasing brightness, 42 - blue with decreasing brightness, 43 - orange with decreasing brightness, 44 - magenta with decreasing brightness,

zones of variable shades of color and brightness: 45 - green-cyan, 46 - red-orange, 47 - blue-cyan, 48 - red-purple, 49 - yellow-green, 50 - blue-violet, 51 - orange-yellow, 52 - violet-purple.

FIG. 4. An example of a scale for the BGV alignment zone: FIG. 4A for alignment to the right of the runway, FIG. 4B for alignment on the left side of the runway, where the designations on the scale: К - abbreviation of the red name, Right - alignment mark for BGV installed to the right of the runway, Lev - alignment mark for BGV installed to the left of the runway, 9 - theoretical glide path, shown in FIG. 1, 12 show the alignment path shown in FIG. 1, 13 is the alignment start point shown in FIG. 1, 15 is the holding plane shown in FIG. one.

FIG. 5. Unified slide-overhead projector (USP), where 55 is a light-proof housing, 56 is a replaceable source of monochrome light of red, blue, yellow or violet color, 57 is a light condenser, 58 is a beam of parallel rays of the same brightness, 59 is a slide frame, 60 - opaque window of the frame-slide, 61 - zoom lens, 62 - frame, 63 - body lock with goniometric rotation circles in the vertical and horizontal planes, 130 - laser, for example, ultraviolet or infrared, 131 - additional lock, 132 - control unit USP, 134 - a beam of light entering for analysis in block 132, 135 - "front sight" of the laser, 136 - "aiming bar" of the laser.

FIG. 6. Frame-slide glide path, where 59 - frame-slide, 60 - opaque window of frame-slide, 65 - transparent window of frame-slide, 66 - border between transparent and opaque windows of frame-slide, 67 - installation position mark in USP with a yellow light source, 68 - alignment mark for the installation position in USP with a violet light source, 69 - alignment mark for the installation position in USP with a red light source, 70 - alignment mark for the installation position in USP with a blue light source, 72 - transparency coefficient graph according to section of the slide frame, 73 - polyline for changing transparency.

FIG. 7. Frame-slide alignment, with view A on the frame-slide on the right side and with view B on the frame-slide on the left side, 59 - frame-slide, 60 - opaque window of frame-slide, 65 - transparent window of frame-slide , 66 - the border between the transparent and opaque windows of the frame-slide, 75 - the positioning mark of the position in the FZhVp, 76 - the positioning mark of the position in the FZhVl applied to the same frame-slide, but from the opposite side.

FIG. 8. An example of the location of USP in the left and right color fonts, where 4 is the runway, 78 is the window of the yellow illumination sector to the left of the CPZ, 79 is the USP with a blue light source and a glide path frame in the Gg position, 80 is the USP with a red light source and a glide path frame-slide in position Kg, 81 - emission window of the violet illumination sector to the right of the CPZ, 82 - emission of the red illumination sector from the bottom of the alignment trajectory, formed through the alignment slide frame with the alignment mark Left, 83 - red illumination emission from the bottom of the trajectory alignment formed through the alignment frame-slide with the alignment mark Right, 85 - USP with a yellow light source and a glide slope frame in the ZhV position, 86 - USP with a violet light source and a glide slope frame in the Fv position, 88 - blue radiation window illumination sector from above from CPZ, 89 - window of emission of red illumination sector from below from CPZ, 90 - window of emission of blue illumination sector from above from CPR, 91 - the window of the red illumination sector from the bottom of the CPZ, 94 - the left alignment chute former (FZhVl), consisting of the USP with an alignment slide frame in the position of the VLev alignment mark, 95 - the right alignment chute former (FZhVp), consisting of the USP with the frame - alignment slide in the position of the alignment mark

FIG. 9. Shapes of heading rays from color forses, where 4 is the runway, 9 is the theoretical glide path, 13 is the starting point of alignment, 78 is the yellow vertical illumination sector, 85 is the USP left color form with a yellow light source and a glide path frame at the position of the alignment mark Zhv, 81 - violet vertical illumination sector, 86 - USP right color form with a violet light source and a glide path frame-slide in the position of the setting mark Fv.

FIG. 10. Forms of planning lighting sectors, where 4 - runway, 9 - theoretical glide path, 13 - start point of alignment, 79 - USP with a blue light source and a glide path frame-slide in the position of the setting mark Gg of the left and right color format, 80 - USP with red a light source and a glide path frame-slide at the position of the setting mark Kg of the left and right color form, 88 - the sector of blue lighting from the left color form, 89 - the red lighting sector from the left color form, 90 - the blue lighting sector from the right color form, 91 - sector illumination of red from the right color form, 92 - vertical of the beginning of alignment (VV).

FIG. 11. Shapes of alignment lighting sectors, where 4 - runway, 9 - theoretical glide path, 12 - alignment trajectory, 13 - alignment start point, 15 - holding plane, 82 - red lighting sector from FZhVl, 83 - red lighting sector from FZhVp , 92 - vertical alignment start (VBV), 94 - left alignment chute former (FZHVl) with a red light source and an alignment slide frame at the position of the VLevo alignment mark, 95 - right alignment chute former (FZHVp) with a red light source and a frame - the alignment slide in the position of the alignment mark VPrv, 96 - the area of red illumination, in which the pilot can see both alignment gutters.

FIG. 12. An example of the placement of a glide path-straightening compass (BGV) when adjusting the USP, where 4 is the runway (runway), 9 is the theoretical glide path located at the intersection of the planning plane and the directional plane, 12 is the alignment trajectory, 13 is the start point of alignment , 15 - holding plane, 16 - parachuting, 17 - landing site on the runway, 100 - location of the glide path-rectifying compass (BGV) with a raster zone scale Fig. 3 on the cross mark of the central alignment platform, 101 - the location of the BGV with the scale of the alignment zones (Fig.4A) on the cross mark of the right alignment platform, 102 - the location of the BGV with the scale of the alignment zones (Fig.4B) on the cross mark of the left adjustment platforms.

FIG. 13. An example of an aircraft flying through a layer of fog, where: 1 - aircraft (AC), 4 - runway (RWY), 9 - theoretical glide path of FIG. 1, 12 — alignment trajectory, 13 — alignment start point of FIG. 1, 25 - a layer of white fog, 96 - an area of continuous red light, 103 - a layer of fog or a cloud, 104 - a left color form, 105 - a right color form, 106 - a red fog layer, 107 - an orange fog layer, 108 - a layer yellow fog, 109 - green fog layer, 110 - blue fog layer, 111 - blue fog layer, 112 - purple fog layer, 113 - purple fog layer, 114 - border of red light shadow from ground objects, for example - towers, buildings, hills or trees.

FIG. 14. The location of the color horizons, where 3 is the starting point of the glide path of FIG. 1, 4 - runway (runway), 9 - theoretical glide path of Fig. 1, 10 - decision-making height (DH), 15 - starting point of the holding plane, 104 - left color-force, 105 - right color-force, 115 - left-color horizon (4Gl), 116 - right-color horizon (4Gl), 117 - USP of red light 4Gl , 118 - USP of blue light 4Gl, 119 - USP of yellow light 4Gl, 120 - USP of violet light 4Gl, 121 - USP of red light 4Gp, 122 - USP of blue light 4Gp, 123 - USP of yellow light 4Gp, 124 - USP of violet light 4Gp, 125 is the midpoint of the glide path.

Implementation of the invention

The basic element of 8ROSP is the unified slide projector (USP) of Fig. 5, which includes:

- light-tight housing 55, which shields side radiation;

- a source of monochromatic light 56 of red, blue, yellow or violet, for example, LED;

- condenser 57, which ensures the formation of a beam of parallel rays 58 of the same brightness;

- frame-slide 59, which with its opaque window 60 retains the rays of light;

- zoom lens 61, which sets the angle of divergence of light;

- frame 62, which is fixed on a brittle support or on a pitch and roll stabilized platform on an aircraft carrier outside the runway;

- body lock 63 with goniometric circles, which fixes the light-proof body 55 on the frame 62 and with the use of which the USP is adjusted.

Slide frame 59 of FIG. 5 has, for example, a flat square shape and is made from an opaque sheet material such as metal.

The glide slope frame is shown in FIG. 6. In the frame-slide 59 cut out a transparent window 65, for example, in the form of a half-disk. The border 66 between the transparent window 65 and the opaque window 60 of the slide frame extends in a straight line, for example, through the center of the slide frame and parallel to the side of the slide frame. Each side of the slide frame has, for example, setting marks: Zhv (Yellow glide slope) 67, Fw (Purple glide slope) 68, Kg (Red glide slope) 69, Gg (Blue glide slope) 70.

The alignment marks are used for the correct installation of the slide frame in USP. Along the border 66 on the side of the opaque window 60 of the slide frame, a neutral filter 75 is fixed, the transparency of which changes from one at the border with the transparent window 65 to zero near the border with the opaque window 60 of the slide frame. In the graph 72 of the transparency of the slide frame, the broken line 73 shows the change in the transparency of the slide frame along its section

The alignment slide frame of FIG. 7 is characterized in that the border 66 of the slide frame between the transparent window 65 and the opaque window 60 corresponds to the mirror profile of the alignment path 12 of FIG. 1, which, for an aerodrome, for example, has an exponential view or for an aircraft carrier the form of a straight line with a slope of 4 degrees .. Alignment mark VPRight (alignment right) 75 in Fig. 7A and mark VLev (alignment left) 76 in Fig. 7B, applied to the other side of the opaque window 60 of the frame-slide alignment are necessary for the correct installation of the frame-slide in USP. In this case, no ND filter is installed at boundary 66.

When assembling USP, the alignment mark of the slide frame is oriented uniformly, for example, vertically upward relative to the bed.

USP are grouped into two color fonts and two color horizons, which are installed in the planning plane symmetrically to the left and right of the runway 4 of Fig. 1, but on lines perpendicular to the runway axis.

FIG. 8 shows an example of the location of USP in the left (CFL) and right (CFp) color forses.

ZFl includes a left three-color projection pixel (ZPPl) and a left alignment gutter (FZVl).

ZPPl of the left ZFl are emitted by the lighting sectors:

- yellow light 78, which is directed vertically to the left of the CPZ;

- blue light 88, which is directed horizontally from the top of the CPZ;

- red light 89, which is directed horizontally from the bottom of the CPZ.

The DSP includes a right three-color projection pixel (ZPPp) and a right alignment gutter (FZhVp).

STDs of the right CFR are emitted by the lighting sectors:

- violet light 81, which is directed vertically to the right of the CPZ;

- blue light 90, which is directed horizontally from above from the CPZ;

- red light 91, which is directed horizontally from the bottom of the CPZ.

There are many light sources around airfields, especially on holidays such as New Years. There have been cases of hooliganism with laser pointers. To prevent the pilot's attention from switching to false lights, the light sources in six USP 79, 80, 85 and 86 of both three-color projection pixels synchronously change their intensity, for example, with a frequency of 5 Hz and a duty cycle of 75 percent.

FIG. 9 separately shows the directions and shapes of the lighting sectors, which prevent the aircraft from horizontal deviations from the heading plane. To the left of the glide path 9, the vertical sector of yellow illumination 78 with an intensity of 100 percent is formed by USP 85 of FIG. 8 left color force. To the right of the glide path 9, the vertical sector of violet illumination 81 with an intensity of 100 percent is formed by USP 86 of FIG. 8 right color form.

Between the lighting sectors 78 and 81 there is a vertical alignment of the permissible horizontal deviations from the glide path plane 9, in which the lighting sectors from USP 85 and 86 do not affect the pilot's eyes.

FIG. 10 separately shows the directions and shapes of the lighting sectors, which prevent the aircraft from vertical deviations from the gliding plane.

Above the glide path, horizontal sectors of blue illumination 88 with an intensity of 50 percent of USP 79 of the left color form and blue lighting 90 with an intensity of 50 percent of USP 79 of the right color form are formed. The total blue light intensity above the glide path is 100 percent.

Under the glide path, horizontal sectors of red illumination 89 with an intensity of 50 percent of the USP 80 of the left color form and red illumination 91 with an intensity of 50 percent of the USP 80 of the right color form are formed. The total red light intensity under the glide path is 100 percent.

Between the blue rays 88, 90 and the red rays 89, 91 there is a horizontal gate of permissible vertical deviations from the gliding plane, in which the illumination from two USP 79 and two USP 80 does not affect the pilot's eyes.

Moreover, the right (inner) edge of the blue illumination sector 88 and the right (inner) edge of the red illumination sector 89, as well as the left (inner) edge of the blue illumination sector 90 and the left (inner) edge of the red illumination sector 91 touch the same vertical origin aligning BBB 92 of FIG. 10, where BBB is a line that runs vertically through the alignment start point 13 of FIG. ten.

CPZ 25 fig. 2 is formed as a result of overlapping vertical and horizontal sections of the permissible deviations from the glide path. The theoretical glide path 9 of FIG. 2 is located in the center of the CPZ. CPV continues from the point of the beginning of the glide path 3 of FIG. 1 to the start point of alignment 13 of FIG. one.

FIG. 11, the directions and shapes of the red illumination sector 82 from FZhVl 94 of the left color form and the red illumination sector 83 from the FZhVp 95 right color form are shown separately.

FZhVl 94 fig. 8 and FIG. 11 is a USP with an inserted slide frame VLev of FIG. 7B, and FZhVp 95 Fig. 8 and FIG. 11 is USP with inserted slide frame VPR of FIG. 7A.

FZhVl and FZhVp are directed towards each other and turned upward at a positive angle relative to the plane of the runway.

FZhVl 94 in the space between the alignment trajectory 12 of FIG. 11, the surface of the runway 4 and under the right slope of the light chute forms the red light illumination sector 82 of FIG. eleven.

FZhVp 95 in the space between the alignment path 12 of FIG. 11, the surface of the runway 4 and under the left slope of the light chute forms the red light illumination sector 83 of FIG. eleven.

The intersection of the upper boundaries of the illumination sectors FZhVl and FZhVp coincides with the alignment trajectory 12 of FIG. 11 and FIG. 1. The lower edge of the emission illuminates the runway. The shapers of the alignment chute fill the space with their light in the area from the BW to the beginning of the holding plane 15.

As a result, under the alignment trajectory 12 and up to the runway surface, a light chute is formed, the slopes of which fall apart from the alignment trajectory and above. The shape of the light trough is defined by the alignment slide border 66 of FIG. 7 between an opaque window 60 and a transparent window 65.

When deviating downward from the alignment path into region 96 of FIG. 11, the pilot in the cockpit observes the red light from both color fonts with averted vision.

When deviating to the right from the alignment trajectory, the pilot in the aircraft cockpit observes red illumination 82 from the left FZhVl 94 with a peripheral vision.

When deviating to the left from the alignment trajectory, the pilot in the aircraft cockpit observes red illumination 83 from the right FZhVp 95 with averted vision.

It is most convenient to observe the reflective alignment chute shaper lights on the top of the white radome, usually mounted on the nose of the aircraft.

Before putting the 8ROSP into operation and periodically during operation, it is necessary to adjust the color forses. The purpose of the adjustment is to set the USP direction according to the raster zone scale in Fig. 3 or on the alignment zone scale of FIG. 4 BGV.

FIG. 12 shows the location of the BGV when adjusting the color forses. In the planning plane, on the runway center line at point 100, indicated by a cross mark, a BGV with a raster zone scale of FIG. 3, which is oriented according to the runway documentation. A quadrocopter with a retroreflector moves in a plane perpendicular to the theoretical glide path, for example, in the area of the near marker radio beacon 11 of FIG. 1. With proper alignment, the boundaries of the color zones on the retroreflector should match the marks marked on the raster zone scale in FIG. 3, regardless of the distance to the quadcopter.

On the mark-cross of the adjustment platform at point 101, the BGV is fixed with the scale of the alignment zone in Fig. 4A. Further, on the mark-cross of the adjustment platform at point 102, the BGV is fixed with the scale of the alignment zone in Fig. 4B. When lowering the drone below the risks of the alignment trajectory 12 of FIG. 4 reflector returns red light.

An example of an aircraft landing in conditions of fog and zero visibility of the ground surface is shown in Fig. 13. A layer of fog 103, spreading near the surface, hides the runway from the pilot. Color fills through the fog form colored synchronously blinking spots, in the center of which the CPZ 25 is located. As a result of the scattering of light and the addition of opponents. colors in the center of the CPR are synthesized white.

Prior to diving into fog, the pilot is guided by the red line 106 and the blue line 110, which lie in the plane of the heading plane, and the yellow line 108 and purple line 112, which lie in the gliding plane.

After diving into fog, the pilot is guided by the flashing fog color:

- white color 25, confirms the correct movement along the glide path;

- red 106 instructs the pilot to lift the aircraft up;

- blue color 110 instructs the pilot to lower the aircraft down;

- yellow 108 instructs the pilot to turn the aircraft to the right;

- purple color 112, instructs the pilot to turn the aircraft to the left;

- green color 109, instructs the pilot to turn the aircraft to the right and down;

- blue color 111, instructs the pilot to turn the aircraft to the left and down;

- orange color 107, instructs the pilot to turn the aircraft to the right and up;

- magenta color 113, instructs the pilot to turn the aircraft to the left and up;

Continuous red light 96 in FIG. 13 and FIG. 11 informs the pilot that the glide path has ended and instructs the pilot to urgently raise the aircraft up. There was a threat of a hard landing.

Curve 114 reflects the projection of shadows from objects protruding in front of the runway above the ground, such as towers, buildings, hills, tree crowns.

For correct orientation in space, it is important for the pilot to observe the imitation of the horizon line, especially in the mountains or in poor weather conditions. The horizon line is usually denoted by flank lights in the form of one or two straight lines perpendicular to the runway axis, each of which is formed by several lights, usually white or green.

Flank lights 8ROSP consist of the left (4Gl) color horizon 115 fig. 14, and the right color horizon (4Gp) 116. Color horizons are fixed above the ground of the airfield behind TsFl 104 and TsFl 105, but in the planning plane. USP without slide frames are installed symmetrically, for example, on the same line with the color forms in the following sequence from the runway: 4Gl includes USP of red 117, blue 118, yellow 119 and violet 120 light. and 4Gp includes USP red 121, blue 122, yellow 123 and violet 124 light. The intensity of light sources of all USP color horizons is 50 percent relative to the intensity of yellow or violet USP of three-color projection pixels.

Glide path 9 fig. 14 includes a glide slope start point 3, a glide slope midpoint 125, and a decision altitude (DH) point 10.

Distances between USP are calculated and set as follows:

- the closest to the USP red light colors 117 (or 121) are spaced from the 104 (or 105) colors at a distance, for example, more than 10 meters, excluding the influence of the light of the color horizon on the color of the color form;

- before the start of the glide path and at the beginning of the glide path 3, the pilot observes from the outside of the color forses one white light with an intensity of 200 percent, which are synthesized by closely spaced pairs of USP red 117 (or 121) and blue 118 (or 122) light, yellow 119 (or 123 ) and violet 120 (or 124) light.

Moreover, the distance between USP of blue light 118 (or 122) and USP of yellow 119 (or 123) is set based on the following definition: from point 3 of the beginning of the glide path, the angle between USP of blue light and USP of yellow light should be equal to the angular resolution of a person's vision y, for example, the distance between the specified USP is 2.5 m;

- on the segment of the glide path from point 3 to the middle of the glide path 125, each of the flank lights is gradually divided into two independent white lights. White light close to the color force with an intensity of 100 percent is synthesized by the opponent USPs of red 117 (or 121) and blue 118 (or 122) light, and the white light far from the color force with an intensity of 100 percent is synthesized by the opponent USPs of yellow 119 (or 123) and violet 120 ( or 124) light. Moreover, at the beginning of the separation of white lights, a green light appears for a short time between the white lights.

- starting from the middle of glide path 125, each white light farthest from the color force begins to gradually separate into separate yellow and violet lights with an intensity of 50 percent. The distance between USP of yellow 119 (or 123) light and USP of violet 120 (or 124) is set based on the following definition: at point 125, the angle between USP of yellow light and USP of violet light should be equal to the angular resolution of a person's vision y, for example, the distance between USP equals 1.25 m,

- starting from the decision point (DH) 10, each white light closest to the color force begins to gradually separate into separate red and blue lights with an intensity of 50 percent. The distance between USP of yellow 119 (or 123) light and USP of violet 120 (or 124) is set based on the following definition: from the decision height (DH) point of decision 10, the angle between USP of red light and USP of blue light should be equal to the angular resolution of a person's vision at , for example, the distance between USP is 0.625 m,

As a result, as the pilot approaches the runway, it is observed from each side of the runway:

- first colorforss and one white light,

- further colorforss and two white lights,

- further colorforss, white, yellow and purple lights,

- further tsvetoforss, red, blue, yellow and purple lights.

In particular, on the glide path from the decision height (DH) 10, throughout the alignment path 12 of FIG. 1 and before the beginning of the holding plane 15 by the pilot are observed to the left of the CFL 4Gl of violet, yellow, blue and red lights, as well as to the right of the CFp 4Gp of red, blue, yellow and violet lights, where the sequence of lights relative to the pilot is listed from left to right.

The USP adjustment kit includes:

- laser 130 of FIG. 5, for example, ultraviolet, of each USP of color forses and color horizons, which is fixed on the body 55 of FIG. 5 through the additional retainer 131 of FIG. five;

- an additional lock 131, which rotates the laser in the azimuth direction by 360 degrees and limited in the vertical direction;

- a shield with a luminescent coating made of a soft magnetic material (Shield), for example, galvanized iron, which is fixed vertically in any convenient place, for example, on the mast of a near marker radio beacon, on a flight control tower, but always outside the runway;

- binoculars;

- on the Shield, optical sensors are placed;

- each optical sensor is fixed on the Shield, for example with a magnet;

- the signals from the optical sensors enter the optical sensor signal analysis unit.

Upon completion of USP adjustment, the following actions are performed:

- the laser beam 130 is directed to the Shield;

- aiming the laser at the Shield is carried out using the front sight 135 and the aiming bar 136 of FIG. 5, and is also observed visually by the appearance of a luminescent spot;

- the direction of the laser is fixed by an additional lock 131 of FIG. five;

- an optical sensor, for example, with the applied name USP, is mechanically combined on the Shield with the corresponding luminescent spot from the laser beam;

- the magnet further holds the optical sensor on the Shield;

- 8ROSP is put into operation.

The USP adjustment kit functions as follows:

- in the normal state, the laser is constantly on;

- if the position of the USP body is violated, the laser beam is shifted away from the optical sensor, which changes the sensor signal;

- the USP control unit 132 analyzes the operability of the light source 56 of FIG. 5, for example, in terms of the incoming voltage, current consumption, temperature and brightness of the light beam 134 of FIG. 5. Identification of the approach to critical parameters allows predicting an increasing or catastrophic failure of the light source and timely maintenance;

- if the USP light source fails, the USP control unit 132 of FIG. 5 turns off the laser, which changes the signal of the optical sensor.

- the signal of the optical sensor also changes when the laser itself fails or its power supply is interrupted;

- in the absence of a signal from at least one of the sensors, the optical sensor signal analysis unit informs the flight dispatcher about a violation in the operation of the 8ROSP;

- misalignment can also be observed visually, for example, through binoculars, by the appearance of a spot of luminescent glow on the shield with a luminescent coating, excited by the laser beam, if it deviated beyond the surface of the optical sensor, which is convenient in the process of alignment or analyzing the operability of the 8ROSP system.

The implementation of 8ROSP in aviation is carried out in three stages:

- 8ROSP is installed on the runway as an independent backup landing system;

- as the pilots master, 8ROSP becomes the main one, and the landing systems used become spare;

- 8ROSP becomes the main, self-sufficient and only landing system. In case of failure of the GLONASS and GPS systems, it is enough to keep the MRSP 5 fig. one.

Claims (56)

1. An eight-color raster optical landing system (hereinafter referred to as 8ROSP), which includes landing prohibition lights, a light intensity control unit, an inertial ship quality sensor, a pitch and roll stabilization platform, a radio channel unit, a power supply unit characterized by a combination of red, blue glide path searchlights , yellow, violet sectors of illumination and spotlights of alignment of left and right red light, grouped into two color forms, as well as a combination of two color horizons of spotlights of red, blue, yellow and violet light, which are fixed in the gliding plane near the runway (runway), but outside of it, symmetrically relative to the directional plane, and which, with the glide path projectors of color forses, form eight sectors of illumination of the following colors around and along the glide path in the following directions from the glide path: - blue = top; - green = left and top; - blue = right and top; - yellow = left; central transparent zone (CPZ); - purple = right; - orange = left and bottom; - magenta = right and bottom; - red = bottom; moreover, when the aircraft (AC) is flying exactly along the glide path or with a permissible deviation from the glide path, but within the CPZ, in the center of which the glide slope passes, the pilot does not see the color forses, and with an increase in the deviation outside the CP, the brightness of the corresponding color forses increases proportionally from zero on the border between the CPZ and the inner edge of the illumination sector up to the maximum value and then remains constant to the outer edge of the illumination sector, while outside the CPZ, depending on the direction of the aircraft deviation relative to the glide path, the pilot observes the lights of the left ( CFp) in the following color combinations: - up: ZFl = blue, ZFp = blue; - up and to the left: ZFl = green, ZFp = blue; - up and to the right: CFL = blue, CFp = blue; - to the left: ZFl = yellow, ZFp = no light; - to the right: ZFl = no light, ZFp = violet; - down and to the left: CFL = orange, CFp = red; - down and to the right: ZFl = red, ZFp = purple; - down: CFL = red, CFp = red, but after the end of the glide path, the space under the alignment trajectory and to the runway surface is filled with red light sectors from the color-forss alignment spotlights, which are directed perpendicular to the runway and which form a light chute with an inclination, the bottom of which coincides with the alignment path, and the light chute is perceived by the pilot as side illumination from two sides or one of the sides with the following deviations from the alignment path: - there is no light from the CFL and CFP - the aircraft flies above the chute; - there is no light from the CFL, and the light is red from the CFL - the aircraft has deviated to the left; - the light is red from the CFL, but there is no light from the CFP - the aircraft deviated to the right; - the light is red from the CFL and the light is red from the CFP - the aircraft deviated downward, at the same time, the pilot observes the spotlights of the color horizons, which are located in the planning plane, but behind the color forms or on the same straight line with them, and form the left color horizon (4Gl) to the left of the CFL and the right color horizon (4Gp) to the right of the CFP, where each of the color horizons consists of four spotlights with light sources of red, blue, yellow or violet in the sequence listed from the runway, and the distance between the floodlights of each color horizon is calculated taking into account the angular resolution of human vision, in such a way that: - at the starting point of the glide path - each color horizon is visible as one white light with an intensity of 200 percent, spaced from the color form, but on the same line with the color form; - from the beginning of the glide path to its middle - each color horizon is visible as two white lights with an intensity of 100 percent, between which the angular distance gradually increases as the aircraft approaches the runway, and the white light closest to the runway glows constantly, and the white light farthest from the runway is transmitted by the alphabet Morse code subVI; - from the middle of the flight along the glide path and further - the distant white light of each color horizon is divided into a yellow light and a violet light with an intensity of 50 percent, between which the angular distance gradually increases as the aircraft approaches the runway; - from the point of decision height (DH) and further - the white light closest to the runway is divided into red and blue light with an intensity of 50 percent, between which the angular distance gradually increases as the aircraft approaches the runway, moreover, the color horizons are normally turned on at the command of permission to land the aircraft, but with an urgent closure of the runway, for example, by the ground controller of the landing gear, all unified slide projectors (USP) of the color horizons read synchronously transmit in Morse code the code of the reason for closing the runway, The 8ROSP complex also includes a combination of the USP alignment kit and USP control units, supplemented by binoculars. 2. 8ROSP according to claim 1, characterized in that for the purpose of directional light emission by color forms and color horizons in specified sectors of illumination, a USP is used as a spotlight, consisting of an opaque housing, the direction of which relative to the frame can be changed by a housing lock with goniometric rotation circles in vertical and horizontal planes, one of the sources of yellow, violet, red or blue light, for example, a replaceable LED, a USP control unit, a zoom lens that sets the beam opening angle, and a slide frame, which, for example, has alignment marks, and on the USP case the USP control unit and the laser from the USP adjustment kit are fixed, which is rotated relative to the USP body with the help of an additional fixator in azimuth by 360 degrees and limited in the vertical plane. 3.8ROSP on PP. 1, 2, characterized in that in order to form four sectors of illumination by color forms, which create eight colors of radiation around and along the glide path, the DFL includes a three-color projection pixel left (ZPPl), and the DFP includes a three-color projection pixel right (ZPP) where: - ZPPl consists of: - USP with a blue light source with an intensity of 50 percent and a glide slope frame with an alignment mark Gg, in which the horizontal illumination sector is directed above the CPZ, and the right (inner) edge of the illumination sector is aligned with the VV; - USP with a yellow light source with an intensity of 100 percent and a glide path frame-slide with an alignment mark Zhv, in which the vertical sector of illumination is directed to the left of the CPZ; - USP with a red light source with an intensity of 50 percent and a glide path frame-slide with an alignment mark Kg, in which the horizontal illumination sector is directed below the CPZ, and the right (inner) edge of the illumination sector is aligned with the VV; - STD consists of: - USP with a blue light source with an intensity of 50 percent and a glide slope frame with an alignment mark Гг, in which the horizontal illumination sector is directed above the CSP, and the left (inner) edge of the illumination sector is aligned with the VV; - USP with a violet light source with an intensity of 100 percent and a glide path frame-slide with an FV alignment mark, in which the vertical sector of illumination is directed to the right of the CPZ; - USP with a red light source with an intensity of 50 percent and a glide slope frame with an alignment mark Kg, in which the horizontal illumination sector is directed below the CPF, and the left (inner) edge of the illumination sector is aligned with the VV, where VV is a vertical line passing through the junction point of the end of the glide path and the beginning of the alignment trajectory, and at the point of intersection of the VNV with the glide path, the angle between any USPs of the three-color projection pixel should not exceed the angular resolution of the human eye, as a result of which the pilot can see the additive colors of the color forses as a result of the superposition of radiations from nearby USPs of different colors: - green color is synthesized by mixing yellow light with blue light; - orange color is synthesized by mixing yellow light with red light; - blue is synthesized by mixing violet light with blue light; - magenta is synthesized by mixing violet light with red light. 4.8ROSP according to PP. 1 and 2, characterized in that in order to change the brightness of the CFP and CFL, depending on the side and the magnitude of the aircraft deviation from the glide path, in each USP according to claim 2 of the projection pixels of the ZPP and ZPP according to paragraph 3, a glide path frame-slide is installed, which has the shape , for example, a square opaque plate, but with a transparent window, for example, in the form of a half disk, and the sides of the slide frame have alignment marks, for example, Kg (red horizontal), Гг (blue horizontal), Жв (yellow vertical) and Фв ( purple vertical), and on the border of the slide frame of the glide path between the transparent window and the opaque window of the square opaque plate, a neutral filter is fixed, for example, in the form of a long triangular prism with a face width equal, for example, to the thickness of the square opaque plate, but the transparency of which varies from one from the side of the transparent window to zero at the border with the opaque window. 5.8ROSP according to PP. 1 and 2, characterized in that in order to prevent a dangerous aircraft descent below the alignment trajectory, the left alignment trough (LFL) is included in the ZFl as a left alignment spotlight, consisting of a USP with a red light source and an inserted alignment slide frame with alignment marks Left, and as a right alignment spotlight, the right alignment gutter (FZhVp) is included in the CFP, consisting of a USP with a red light source and an inserted alignment slide frame with alignment marks Right, a constant (unblinking) red light from which is directed towards the runway , across the plane of the course, the radiation of which forms a light chute, where the alignment trajectory passes along the "bottom" of the light chute, and the light chute is set by the positive angle of inclination of FZhVl and FZhVp, the opening angle of the zoom lens and alignment slide frames, in which the border between the opaque window and a transparent window reflects the alignment trajectory, As a result, the space from the slope of the inclined skylight and the alignment path to the runway plane is filled with a solid red light. 6.8ROSP according to PP. 1 and 2, characterized in that in order to reliably visually distinguish the color-forsses by the pilot from the background of random ground lights and hooligan laser pointers, as well as with a small deviation from the CPF to facilitate the assessment of the color of low-intensity lights, the brightness of all USPs as part of the RFP and RFP is synchronous varies, for example, with a frequency of 5 Hz and a duty cycle of 75 percent. 7. 8ROSP according to claim 1, characterized in that for the purpose of the pilot's color assessment of the distance to the runway and the simultaneous observation of the horizon line as projectors of color horizons 4Gl and 4Gp, four USPs without frames-slides and with the intensity of light sources are fixed from the outside of the color-forsses 50 percent in the following sequence from the runway: USP for red light, USP for blue light, USP for yellow light and USP for violet light, and: - from the starting point of the glide path - the angle between the color force and the USP of the red light must be more than 2 * γ; - from the starting point of the glide path - the angle between USP of blue light and USP of yellow light is γ; - from the point of the middle of the glide path - the angle between USP of yellow light and USP of violet light is γ; - from the point of decision-making height (DH) - the angle between USP of red light and USP of blue light is γ, where γ is the angular resolution of the human eye, and individual switching on and off of any of the USP color horizons is carried out, for example, by cable, radio channel or infrared channel. 8. 8ROSP according to claim 1, characterized in that in order to ensure the alignment of color forses during their installation or routine maintenance, the complex contains an adjustment kit USP, consisting of a glide slope-leveling compass (BGV), in the optical sight of which the possibility of changing the raster zones scales and alignment zones of the corresponding runway, three alignment pads with cross marks to indicate the location of the BGV and a quadcopter with a reflector, which is launched near the glide path or in the area of the alignment light chute according to clause 5, with the use of which the color forses are adjusted by rotating the body of each USP in azimuth and (or) along the vertical angle with simultaneous observation on the surface of the retroreflector, through the optical sight of a fixed BGV, the boundaries of the color zones and their correspondence to the risks marked on the scale of the optical sight, and the BGV with a raster zone scale is installed on the cross mark of the central adjustment platform, and also follower but it is installed with a scale of alignment zones marked Lev or Right on the corresponding marks-crosses of the left or right alignment pads, and the direction of the optical sight is preset by goniometric circles, the level and the BGV compass or relative to the benchmark, in accordance with the technical data of the aerodrome, where the total area the surface of the retroreflector should be sufficient for visual observation of the boundary between the color zones of light illumination. 9. 8ROSP according to claim 1, characterized in that in order to prevent distortion of the color of the color form and color horizon in case of violation of the alignment of any of the USP or its power supply, the USP adjustment kit includes a shield with a luminescent coating, for example, from a soft magnetic material, optical sensors, a signal processing unit for optical sensors, a laser, for example, ultraviolet or infrared, which is fixed on the body of each USP with an additional lock and which, after the end of the USP alignment, is directed using a front sight and an aiming bar to a shield with a luminescent coating fixed outside the runway, and the laser beam excites a signal of the corresponding optical a sensor that can be moved and fixed, for example, using a magnet on a luminescent shield, information from which is sent to the optical sensor signal processing unit to generate a command for serviceability of the 8ROSP, or when at least one laser beam deviates from the optical sensor The glow spot of the luminescent coating of the shield is excited at the side of the optical sensor and the signal processing unit of the optical sensors generates a command to fail SPOC. 10.8ROSP according to PP. 1 and 9, characterized in that in order to determine the quality of the light source in each USP according to claim 2, a USP control unit is included, which, in case of a critical deviation of the parameters of the USP light source, for example, a decrease in its light intensity, turns off the laser according to claim 2 than in the optical sensor signal processing unit according to claim 9 triggers the generation of the SPOSP failure command.

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