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WO1987007030A1 - Systeme avance d'atterrissage aux instruments - Google Patents

Systeme avance d'atterrissage aux instruments Download PDF

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Publication number
WO1987007030A1
WO1987007030A1 PCT/US1987/001087 US8701087W WO8707030A1 WO 1987007030 A1 WO1987007030 A1 WO 1987007030A1 US 8701087 W US8701087 W US 8701087W WO 8707030 A1 WO8707030 A1 WO 8707030A1
Authority
WO
WIPO (PCT)
Prior art keywords
ground
aircraft
installation
time
signals
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1987/001087
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English (en)
Inventor
John P. Chishol
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sundstrand Data Control Inc
Original Assignee
Sundstrand Data Control Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sundstrand Data Control Inc filed Critical Sundstrand Data Control Inc
Publication of WO1987007030A1 publication Critical patent/WO1987007030A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S11/00—Systems for determining distance or velocity not using reflection or reradiation
    • G01S11/02—Systems for determining distance or velocity not using reflection or reradiation using radio waves
    • G01S11/08—Systems for determining distance or velocity not using reflection or reradiation using radio waves using synchronised clocks
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S1/00—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith
    • G01S1/02—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith using radio waves
    • G01S1/08—Systems for determining direction or position line
    • G01S1/10—Systems for determining direction or position line using amplitude comparison of signals transmitted sequentially from antennas or antenna systems having differently-oriented overlapping directivity characteristics, e.g. equi-signal A-N type
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/13—Receivers
    • G01S19/14—Receivers specially adapted for specific applications
    • G01S19/15—Aircraft landing systems

Definitions

  • This invention relates to an advanced instrument landing system, and more particularly relates to
  • the improvement also provides, to the aircraft, a precision range to the ground station.
  • uni ⁇ ue identification and signal exchanges between approaching aircraft and a particular ground installation are established by uniquely assigning different frequencies out of a band of frequencies to each of the various installations, and tuning the airborne units to the frequency of the selected installation.
  • the FAA MLS system has 200 separate frequency channels assigned for its use in the band of 5000 to 5250 MHz.
  • the ILS system has some 40 channels in paired bands allocated to its use in the vicinity of 100 and 300 MHz. Therefore, an adequate number of separately indentifiable channels for a sinqle frequency landing system can be inferred as being between 40 and 200 channels.
  • Range data has at least three major uses:
  • range to touchdown is generally provided by marker beacons on the ground at established distances from touchdown. These beacons radiate vertical fan shapped-beams throuqh which the approaching aircraft passes. The range information thus acquired in the aircraft is used for pilot alertinq and for "course softening" purposes.
  • a Precision DME (usually referred to as PDME) is employed.
  • the PDME is similar to the conventional DME, but uses faster rise time pulses to obtain higher precision.
  • This PDME system imposes on aircraft, which have to use it in order to obtain a required very precise measurement of range, the additional burden of having installeld on board appropriate PDME airborne equipment.
  • Another technique for obtaining precision range in a landing system is provided by the teaching of my U.S. patent 4,429,312. Range is measured in this disclosure by having the weather radar interrogate the landing system ground installation and trigger the transmission of pulsed angular guidance signals. These pulsed replies are synchronous with the weather radar interrogations and are range tracked in a conventional manner to provide precision range in the aircraft. Range measurements of higher precision can be obtained by the use of fast rise time pulses.
  • the clocked station technique In addition to the two techniques discussed above for obtaining range (i.e., the aircraft passing over marker beacons and the measurement of the time elapsed between an aircraft's transmission of an interrogation and the aircraft's reception of a reply from a transponder located at the landing system) , there is the clocked station technique. That technique may be practiced using high precision clocks and low precision clocks. For example, equipment in one participating unit, such as a ground or airborne station, transmits a signal at a known time in an established very precise clock system. Equipment in a second unit, such as an aircraft, measures the time of reception of that transmitted siqnal in the same established clock system; by knowing the time at which the signal was transmitted, the propagation time between the two stations and thus the distance can be computed.
  • equipment in one participating unit such as a ground or airborne station
  • Equipment in a second unit such as an aircraft, measures the time of reception of that transmitted siqnal in the same established clock system; by knowing the time at which the signal
  • Another means for establishinq a common clock time is for each participant to carry low-cost clocks of nominal stability and to periodically synchronize those clocks to a common time reference.
  • Such synchronization of low-cost clocks may be established by an initial conventional two-way ranging process that determines the ranges between participants and thereafter uses measured range data, by an exchange between participants of relative clock times.
  • the low-cost clocks of each participant are synchronized to a clock in one selected aircraft out of all participating aircraft.
  • This synchronization process is then repeated at periodic intervals, which intervals occur frequently enough to maintain the common time base to adequate accuracy.
  • a variation of this method of synchronizing all clocks to a clock in a selected unit j is to synchronize all clocks to an "average value" of all the clock times that exist when the clock synchronization process is initiated.
  • this "local" synchronization process requires a precision ranging and a data exchange or communications system, including transmitters and receivers in each participating unit.
  • a requirement for clock synchronization equipment, in all aircraft, is undesirable in many applications, (i.e., cost, weight and complexity.
  • One advantage of using a common clock system is that identity may be established by the use of "time slotting".
  • time slotting In this time slotting concept, each of the participants is assigned a specific clock time at which to radiate, which time repeats at specified intervals. For example, a specific participant, such as No. 3, might radiate on the third second of every minute. Associated with this radiation at a specific time is a subsequent time interval or time slot, during which no other participant can radiate.
  • This use of an established clock time and an associated time slot, by the participant to which it is assigned, permits reception of that transmission by other participants to be used to establish the identity of the sender of that transmission (i.e., any transmission received during that time interval must be from the participant assigned to transmit in that time slot) .
  • This use of an assigned time slot or time period to provide a protected identity system can be viewed as being similar to the use of a distinctive frequency for identity, which frequency cannot be used by another station in a specific geographic area.
  • a landing system does not inherently require the use of multiple different frequencies since operation at all installation sites is usually performed on a single frequency.
  • Single-frequency operation is an advantage because, if the actual landing guidance system can always operate on the same frequency for different sites, great simplification in terms of airborne equipment complexity and cost is possible.
  • the airborne receiver can be a fixed-frequency device.
  • a landing system comprising a
  • each installation is provided with a GPS receiver that produces a trigger signal representative of GPS system time, a ground installation which radiates a sequence of transmissions which include precision guidance information
  • the trigger signal from the GPS receiver at the ground installation is further processed to provide, at a specific time assigned to a specific ground installation, a second trigger or actuation signal.
  • the ground installation in response to the actuation signal, radiates the aircraft guidance signals.
  • the trigger signal from the airborne GPS receiver is further processed to provide, at a specific time (i.e., corresponding to the selection of a specific ground station from which it is desired to receive landing guidance, and a time interval or slot during which signals can be usefully received from such selected ground stations), a signal for actuating the processor to permit such processor to generate landing guidance information.
  • a specific time i.e., corresponding to the selection of a specific ground station from which it is desired to receive landing guidance, and a time interval or slot during which signals can be usefully received from such selected ground stations
  • This technique of using GPS clock time which clock time is available at no incremental cost to a GPS receiver, thus provides positive identity of a selected low-cost single frequency landing system ground station.
  • the sequence of signals radiated from the ground installation includes a ranging reference signal.
  • ranging reference signals, and associated guidance pulses will be synchronously repetitive as received in the aircraft, with respect to the GPS clock time trigger signals generated in the aircraft.
  • the time at which the ranging reference siqnal is received in the aircraft can thus be measured by conventional synchronous range tracking circuits, and the distance between the aircraft and the ground installation can thus be precisely calculated.
  • GPS clock time provides precision range data to a selected low-cost single frequency ground station.
  • FIG. 1 is a block diagram of the advanced landing system that is the subject of the present invention.
  • the patented system provides a ground based precision landing guidance installation which radiates localizer and glideslope guidance beams from separate 30 antennas which are directed along the approach path toward a landing aircraft, and which are received in the aircraft and processed to recover signals which provide landing indications to the pilot.
  • the ground based system can either be trigqered to generate replies in synchronization to some reference signal, as for example in synchronization to signals received from a weather radar, or can be free running and simply received and used by an approaching aircraft.
  • the former type of system is the system to which the present improvements are directed and therefore the free runninq mode of operation of the landing system will not be further discussed.
  • the landing system there illustrated includes a ground installation and an airborne installation.
  • the ground installation includes, for lateral aircraft guidance, two directive antennas 21 and 22 having precision guidance localizer antenna beam patterns 23 and 24, with cross-sections marked B and C.
  • the ground installation also includes a non-directive antenna 5 delivering an omni-pattern 25.
  • These antennas 5, 21 and 22 are connected by a switch 26 and cable 27 to a radar transmitter 32.
  • Timing and switching circuitry 29 controls the switch 26 and initiates the outputs of the transmitter 32.
  • the directive antenna patterns of two paired glideslope antennas ⁇ 33 and 34 are aligned and partially overlapped respectively above and below a predetermined glideslope (usually 3 degrees) , so that for aircraft approaching precisely along the glideslope, the signal intensities received in the aircraft from these paired antennas 33 and 34 will be equal.
  • the ground installation further includes two directive antennas 33
  • These two antennas 33 and 34 are likewise connected to the transmitter 32 through the antenna switch 26.
  • the paired beam patterns of the antennas 23 and 24 for lateral guidance overlap so that they provide equal intensity signals along the extended centerline CL of the runway. Thus, if the signal intensities of both antennas are equal, as received in the airborne vehicle, it must be laterally located over the centerline of the runway.
  • the airborne installation of the system according to that patent is shown in the right in FIG. 1, and includes a radar receiver 8 and an antenna 3.
  • the radar receiver 8 is connected to a range gate and navigation processor 15 which provides range data to a range readout 18 and to a course deviation indicator 20 connected the-reto.
  • a transmission from the ground installation is initiated by sending a trigger signal T2 to the timing and switching circuitry 29.
  • This transmission includes a sequence of multiple successively delivered siqnals.
  • the timing and switching circuitry 29 delivers, through the omni antenna 5, a coded pulse group reference signal A from the transmitter 32.
  • the strength of the reference signal is used to set the gain of the aircraft receiver 8 so as to keep the airborne receiver operating within a linear portion of its response characteristic.
  • the switch 26 then steps sequentially to connect the transmitter 32 in turn to each of the four directive antennas 21, 22, 33 and 34 to deliver transmissions, including right and left paired localizer pulses, and up and down paired glideslope pulses.
  • Adjustable attenuators 44 serve to balance the antenna drives so that the guidance signals are all of equal amplitude when the aircraft is exactly on course for landing, as explained in my U.S. patent 4,429,312.
  • the sequence of these four quidance signals is predetermined and fixed so that the aircraft can identify the signals by their order in the sequence.
  • the pulses radiated in these precision guidance beams B, C, D and E in FIG. 1, plus the reference signal group A from the o ni antenna, are received at the airborne antenna 3, and delivered by the receiver 8 to a processor 15 in the aircraft.
  • the processor 15 is programmed to use the reference signal A to determine range and to display it at the range readout 18, and to use the precision landing signals B, C, D and E to create and deliver to the course deviation indicator 20 output signals which show the position of the aircraft with respect to the desired approach path.
  • the ground installation of FIG. 1 is provided with a GPS receiver/computer 60, a GPS antenna 62 connected to the receiver, and a Time Slot Selector 64.
  • the GPS receiver/computer 60 provides precision geographic position using the GPS or NAVSTAR Satellite system 66.
  • the ground installation need only be provided with a receiver suitable for providing an output signal Tl representative of GPS system time. The availability of such receivers is becominq all the more commonplace. A relatively current description of available equipment is provided in the November 4, 1985 edition of Aviation Week & Space Technology, "Global Positioning Develops As Civil Navigation System", page 58.
  • the Time Slot Selector 64 uses the GPS system time output signal Tl to develop a trigger signal T2 for the timing and switching means 29.
  • Each ground installation would have a unique time slot or channel assigned so that it's transmissions are differentiated from those of surrounding or nearby ground stations.
  • This trigger signal T2 is delivered by the Time Slot Selector 64 at specific GPS clock times assigned to that specific ground station for purposes of uniquely identifying that ground station.
  • the number of times per second that the trigger signal T2 must be generated depends on the rate at which guidance signals are required by the aircraft in order to have adequate guidance loop stability. A nominal value is twenty times a second.
  • the timing and switching circuitry 29 sets the switch 26 to the correct position, provides delays, and drives the transmitter 32 to deliver the omni encoded reference signal A followed by the two sets of paired directive signals B and C, and D and E.
  • an aircraft need only be provided with a simple GPS receiver/computer which provides an output signal Tl representative of GPS system time.
  • This receiver 68 is also provided with a suitable antenna 70 and the output of the receiver is connected to a time slot selector 72.
  • the Time Slot Selector 72 is tunable to whatever channel the pilot desires in order to receive a selected ground installation which, in accordance with the drawing, is the channel corresponding to the ground installation of FIG. 1.
  • the Time Slot Selector 64 is tuned to the ground station of interest, the synchronous guidance signals returned from the ground installation through the aircraft antenna 3 and aircraft receiver 8 become isolated by the time slot gating process and thus become identifiable as returns of interest to that aircraft, as distinguished from same-freouency synchronous landinq guidance signals from other ground installations in the vicinity transmitting at the same frequency.
  • the range gate and navigation processor 15 can easily calculate the ranqe between the aircraft and the ground installation. This ranqe may be displayed on a diqital readout 18 in the cockpit of the aircraft. If the GPS receiver/computer installed in the aircraft is a "full computer", an output signal PA can be obtained which is representative of the aircraft's geographic position relative to the surface of the earth. Since the ground installation of interest is fixed on the earth, the position of the ground installation PG can be used, together with the aircraft position. signal PA, to obtain a direct readout of the range 18' between the aircraft and the ground installation. This readout may also be used as a cross reference or check on the range readout 18 obtained by measuring the time between the transmission and the receipt of signals at the aircraft.
  • the timing accuracy of the GPS clock time trigger signal Tl is limited by the GPS circular error probability (CEP).
  • CEP GPS circular error probability
  • Conventional P-Code and C/A code CEP's are expected to be 10 to 50 meters. Differential P-Code and differential C/A CEP accuracy is typically from 2 to 6 meters.
  • the GPS CEP and hence GPS clock errors due to unknown propagation delays at both the ground and airborne installations should be the same, assuming the use of similar GPS constellations, the range obtained by measuring the difference or interval between the GPS clock time at which landing guidance signals are transmitted from the ground and the GPS clock time at which they are received in the air (i.e., clocked range measurement) would have these unknown errors eliminated. Therefore, the clocked range measurement accuracy should coincide with differential GPS position accuracy (i.e., better than conve'ntional) . In other words, we have the surprising result that the use of clocked GPS time for channelization results in a range-to-touchdown measurement approaching that of differential GPS, while using only a conventional GPS receiver.
  • the number of stations that can be uniquely and usefully identified by this use of GPS clock time and associated time slotting technique may be determined by considering the following: (1) No two ground stations should radiate close enough together in time such that signals from one ground station can possibly arrive at an aircraft and be detectable and, hence, potentially generate siqnals falsely usable to
  • each ground station should, preferably, radiate 20 guidance pulse groups per second to maintain guidance loop stability. This then means that each ground station must
  • each second 20 x 500 microseconds, or 10,000 microseconds, during which no other qround station in the noted 80 mile proximity can radiate. This 10,000 microseconds, or 0.01 seconds total time interval, must therefore be allocated to each ground station per
  • the airborne navigation processor 15 may be provided with a relatively narrow range gate for trackinq all ground installation response signals, including the omni signals A and the paired directive signals B and C, and D and E from the ground installation.
  • the directive signals would be processed to give precision guidance to the pilot, using the visual course deviation indicator display 20.
  • other same-frequency signals from the selected landing installation or other landing installations in the vicinity may fall within the range gate. The effect of these same-frequency signals will be minor, if averaged with the desired signals from the selected ground installation, since they occur relatively infrequently and are not synchronous to GPS time.

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  • Engineering & Computer Science (AREA)
  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)
  • Traffic Control Systems (AREA)
  • Fish Paste Products (AREA)
  • Spray Control Apparatus (AREA)
  • Forklifts And Lifting Vehicles (AREA)

Abstract

Un système d'atterrissage d'une aéronef utilise une installation au sol et une installation à bord synchronisées en temps GPS (Système Global de Localisation). Spécifiquement, l'installation au sol comprend un émetteur au sol (32) qui transmet la séquence de signaux (A, B, C, D) qui fournissent à l'aéronef des informations précises de guidage. Une installation à bord de l'aéronef comprend un radiorécepteur (8) et un processeur (15) pour recevoir et traiter les signaux de guidage transmis et pour fournir des indications (18, 20) qui aident le pilote lors de l'atterrissage de l'aéronef. Un récepteur GPS à bord (68) et au sol (60) produit des signaux représentant le temps GPS, et un sélecteur de canaux (72) à bord de l'aéronef actionne le processeur, en synchronisant son fonctionnement avec celui de l'émetteur de l'installation au sol. Des informations sur les distances sont obtenues en mesurant le temps écoulé entre la transmission d'une référence par l'installation au sol et sa réception par l'installation à bord.
PCT/US1987/001087 1986-05-15 1987-05-13 Systeme avance d'atterrissage aux instruments Ceased WO1987007030A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US86366286A 1986-05-15 1986-05-15
US863,662 1986-05-15

Publications (1)

Publication Number Publication Date
WO1987007030A1 true WO1987007030A1 (fr) 1987-11-19

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ID=25341527

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Application Number Title Priority Date Filing Date
PCT/US1987/001087 Ceased WO1987007030A1 (fr) 1986-05-15 1987-05-13 Systeme avance d'atterrissage aux instruments

Country Status (6)

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CN (1) CN1009964B (fr)
AU (1) AU600740B2 (fr)
CA (1) CA1296794C (fr)
IL (1) IL82496A0 (fr)
WO (1) WO1987007030A1 (fr)
ZA (1) ZA873358B (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0283353A1 (fr) * 1987-02-27 1988-09-21 Lmt Radio Professionnelle Système d'aide à l'atterrissage mettant en oeuvre des satellites de navigation
FR2626677A1 (fr) * 1988-02-01 1989-08-04 Thomson Csf Systeme de radionavigation
EP0588598A1 (fr) * 1992-09-15 1994-03-23 Navsys Corporation Système GPS précis de guidage d'avion pour l'approche et l'atterrissage
WO1995026510A1 (fr) * 1994-03-25 1995-10-05 Qualcomm Incorporated Methode de determination d'une position et son utilisation dans un systeme cellulaire analogique
CN101927834A (zh) * 2010-08-19 2010-12-29 中国航空工业第六一八研究所 一种飞机三余度自动着舰导引信号管理方法

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4635064A (en) * 1985-04-04 1987-01-06 Sundstrand Data Control, Inc. Microwave landing system
US4680587A (en) * 1985-08-14 1987-07-14 Sundstrand Data Control, Inc. Instrument landing system
CN104406605B (zh) * 2014-10-13 2017-06-06 中国电子科技集团公司第十研究所 机载多导航源综合导航仿真系统
CN104332073A (zh) * 2014-10-27 2015-02-04 重庆布伦坦茨航空技术进出口有限公司 智能空中交通管制系统
CN108725819A (zh) * 2017-04-14 2018-11-02 刘明成 座标式航母舰载飞机降落导航技术
CN113465603B (zh) * 2021-05-31 2023-05-16 西南电子技术研究所（中国电子科技集团公司第十研究所） 塔康导航自动选台方法

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US3412399A (en) * 1966-12-29 1968-11-19 John P. Chisholm Mobile unit ranging system
US3434140A (en) * 1966-10-26 1969-03-18 John P Chisholm Matrix navigation system
US3566404A (en) * 1968-12-16 1971-02-23 Trw Inc Vehicle collision avoidance system
US3634862A (en) * 1969-05-19 1972-01-11 Westinghouse Electric Corp Precision approach and landing system
US4429312A (en) * 1981-07-24 1984-01-31 Chisholm John P Independent landing monitoring system
US4445118A (en) * 1981-05-22 1984-04-24 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Navigation system and method

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Publication number Priority date Publication date Assignee Title
US4680587A (en) * 1985-08-14 1987-07-14 Sundstrand Data Control, Inc. Instrument landing system

Patent Citations (6)

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US3434140A (en) * 1966-10-26 1969-03-18 John P Chisholm Matrix navigation system
US3412399A (en) * 1966-12-29 1968-11-19 John P. Chisholm Mobile unit ranging system
US3566404A (en) * 1968-12-16 1971-02-23 Trw Inc Vehicle collision avoidance system
US3634862A (en) * 1969-05-19 1972-01-11 Westinghouse Electric Corp Precision approach and landing system
US4445118A (en) * 1981-05-22 1984-04-24 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Navigation system and method
US4429312A (en) * 1981-07-24 1984-01-31 Chisholm John P Independent landing monitoring system

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0283353A1 (fr) * 1987-02-27 1988-09-21 Lmt Radio Professionnelle Système d'aide à l'atterrissage mettant en oeuvre des satellites de navigation
FR2626677A1 (fr) * 1988-02-01 1989-08-04 Thomson Csf Systeme de radionavigation
EP0327447A1 (fr) * 1988-02-01 1989-08-09 Thomson-Csf Système de radionavigation
US5132695A (en) * 1988-02-01 1992-07-21 Thomson Csf Radio navigation system
EP0588598A1 (fr) * 1992-09-15 1994-03-23 Navsys Corporation Système GPS précis de guidage d'avion pour l'approche et l'atterrissage
WO1995026510A1 (fr) * 1994-03-25 1995-10-05 Qualcomm Incorporated Methode de determination d'une position et son utilisation dans un systeme cellulaire analogique
CN101927834A (zh) * 2010-08-19 2010-12-29 中国航空工业第六一八研究所 一种飞机三余度自动着舰导引信号管理方法
CN101927834B (zh) * 2010-08-19 2012-09-05 中国航空工业第六一八研究所 一种飞机三余度自动着舰导引信号管理方法

Also Published As

Publication number Publication date
ZA873358B (en) 1987-11-03
IL82496A0 (en) 1987-11-30
AU7694387A (en) 1987-12-01
CN1009964B (zh) 1990-10-10
CN87104303A (zh) 1988-03-02
CA1296794C (fr) 1992-03-03
AU600740B2 (en) 1990-08-23

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