Post Numéro: 4 de Prosper Vandenbroucke 11 Fév 2015, 13:00
Bonjour Pierre,
Je me doute que tu connais l'adresse du site, seulement la façon dont tu l'avais indiqué ne fonctionne pas, c'est le pourquoi que je me suis permis de mettre le lien au grand complet.
Voici une vidéo qui explique le système FIDO, c'est un système nos seulement employé par temps de brouillard mais également de nuit.
[youtube]https://www.youtube.com/watch?v=gAIjxaJ2_Ag[/youtube]
Voici l'extrait d'un texte que je viens de trouver dans un fichier en Pdf:
Airfield Lighting and Traffic Control In order to keep a logical progression this section will describe the various facilities required for a bomber station by working from the airstrip out and starting with the lighting systems used on those airstrips. In 1939, Bomber Command had no airstrip lighting and did not foresee a need for more than a rudimentary system. Following the initial losses inflicted by the German defenders over the North Sea and the need to change from day to night operations lighting became an urgent requirement. As the war continued and the complexity and size of Bomber Command’s operations increased, the complexity and size of the aerodrome lighting systems increased as well. The vital importance of effective aerodrome lighting and control systems came from the need to prevent the unnecessary loss of valuable aircraft due to such simple accidents as running off the taxiway into soft wet earth. Within Bomber Command, Harris estimated that the wastage rate of aircraft within the boundaries of its own airfields was as high as one aircraft damaged per 227 flying hours. Airfield accidents were so bad that by March 1942, the Air Ministry standardised airfield markings and lighting, local landing and taxiing procedures and the creation of a central air traffic control organisation under the control of Bomber Command. At the beginning of 1942, the intended increase in the operational intensity proposed by Harris was under threat from the simple fact that it took one Higham, (Bases of Air Superiority, p.50) . Harris states that this was due to the primary consideration given to safety and the poor lighting and radio communications available to pilots. By 1944, the timing for landing an aircraft had dropped by 66 percent to two minutes, which was essential if the large number of aircraft being despatched were to land and accidents on and near the airfields kept to manageable levels. Harris contends that without these improvements in lighting and air traffic control the bomber offensive ‘could never have achieved the scale it did’. When the war started in 1939 the RAF used a ‘primitive form of flare path, composed of small battery fed electric lamps laid out on the grass by hand’. This early flare path could be ‘supplemented in poor visibility by paraffin flares of the road-mender variety’. A massive and clumsy floodlight was also available for use. By May 1944, 95 percent of all Bomber Command airfields were equipped with Drem Mark II airfield lighting, 75 percent had sodium funnels, 71 percent had SANDRA searchlights, 52 percent had sodium flarepaths and 45 percent had SBA and contact lighting. The effort required to quickly assimilate the lessons of war operations and to design, engineer, 114 Harris, Despatch, p.186 115 Harris, Despatch, p.185 116 Harris, Despatch, p.186 117 Harris, Despatch, p.186 118 Harris, Despatch, p.186 119 Harris, Despatch, p.186. This was a cone of search lights shone by the Army Anti-Aircraft defences over an airfield to guide in returning aircraft. 120 Harris, Despatch, p.186 manufacture and install these lighting systems in less than four and a half years was a remarkable achievement and it produced a remarkable system which is still the standard today. Similarly, the ‘Hooded’ contact lighting system that replaced the battery-operated contact lighting remains the track lighting system used at airports today. This type of lighting works off mains electricity and the cables to supply this electricity had to be buried under the existing pavement. This was one other reason why so much existing pavement had to be lifted and replaced during the war and this modification added to the cost of building airstrips and paved areas. All 131 Bomber Command airfields had Hooded Contact Lighting installed before the end of the war in 1945. The contact lighting system consisted of individual hooded lights placed every 61m on the airstrip itself and every 91m on taxiways and boundary roads. In 1941, a new form of guidance lighting, the Mark I and Mark II Drem systems came into operational use at 80 Bomber Command stations124. The Mark II Drem system comprised landing strip contact lights, outer circuit lights, funnel 121 Higham, Bases of Air Strategy, p.50 122 Sharp, Shaw and Dunlop, Airport Engineering, p.113 123 Drem lighting consisted of dim lights aligned with the curving approach to a landing strip that allowed pilots to make safer approaches at night. The system was named after Drem Aerodrome in East Lothian, where 602 Squadron developed it. See J. Tully-Jackson and Ian Brown, ‘Drem Aerodrome’, http://www.eastlothianatwar.co.uk/ Drem.htm, 28th February, 2004 124 Higham, Bases of Air Strategy, p. 51 lights, totem poles, Glim and floodlights, fog funnels125, angle of approach indicators, taxying track lights, dispersal signs and portable Glim lights etc., all controlled from the Watch Office of a station126. A further 21 Bomber Command stations received the MK III Drem system in order to limit the number of aircraft being damaged by running off the taxiways and hard standing onto soft ground. The Mark III system provided different lighting on the inside and outside of tracks, illuminated dispersal signs, and closer spacing of lights on curves. With the arrival of the USAAF arrival ID beacons flashing a two letter code and radio beacons were then needed so returning aircraft could identify their group and home airfields127. All of these lighting systems developed for use on RAF airfields, particularly Bomber Command’s airfields, became the standard lighting system for post-war airfields all over the world128. The importance of effective lighting to bomber operations cannot be overemphasised. Amongst the problems facing Bomber Command were flying congestion and aircraft accidents on or in the immediate vicinity of airfields. Good lighting and traffic control systems were vital to limit the impact of this congestion on operations129. Surprisingly, the underlying cause of these problems. The fog dispersal systems operated by burning oil and a single dispersal system burned several tons of oil per minute. See Memo from Prime Minister to CAS dated 7 Oct 43, reproduced in Sir W. Churchill, Closing the Ring, History of the Second World War Vol IV, p.517 126 Harris, Despatch, p.153; Sharp, Shaw and Dunlop, Airport Engineering, pp. 110-115; Higham, Bases of Air Strategy, p.51 and Froesch and Prokpsch, Airport Planning, pp. 140-150 127 Higham, Bases of Air Strategy, p.50 128 Froesch and W. Prokpsch, Airport Planning, pp. 140-150 129 Harris, Despatch, pp. 156-157 was a lack of space. There were not enough suitable locations for bomber airfields in the British Isles leading to a concentration of such stations in South Yorkshire, Lincolnshire, Huntingdonshire, Cambridge and Norfolkhttp://ses.library.usyd.edu.au/bitstrea ... 2whole.pdfIl y a encore d'autres liens mais peut-être te sont-ils connu?
http://www.airfieldinformationexchange. ... t-1/page36http://www.snipview.com/q/Fog%20Investi ... 0Operationhttp://www.49squadron.co.uk/documents/fidohttp://en.wikipedia.org/wiki/Fog_Invest ... _OperationEt voici pour finir une photo:
Bien amicalement
Prosper
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