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Ernst L. Kramar Pioneer Award 1964

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Ernst L. Kramar Pioneer Award 1964 Ernst L. Kramar Pioneer Award 1964 The Awards Committee of the IEEE Professional Technical Group on Aero- space and Navigational Electronics has named Ernst Ludwig Kramar as recipient of its annual Pioneer Award The naming of Dr. Kramar is principally in recognition of his technical contributions to development of instrument landing systems (ILS). The award is also a tribute to his inventiveness as applied to many other areas of radio navigation, including the Sonne (Consol) system and various types of radio ranges and direction finders. The state of perfection of present ILS is due to the contributions of many persons and organizations in various countries, dating back to the 1920's. Two important landmarks are due to concepts credited largely to him. One was the development of the first ILS operating completely at VHF; known as the "Lorenz System," it was the first ILS to be installed in numbers for opera- tional service at airports. The other was his later proposal for a way to replace the early constant-intensity type of glide path with an equisignal type, straight- line glide path. Details on the life and work of Dr. Kramar are given in the accompanying biographical sketch. D. G. C. LUCK, Chairman PTGANE Awards Committee PTGANE Pioneer Award Winner (With Historical Sidelights on ILS and Sonne) E RNST LUDWIG KRAMAR (SM'61) was born through development, to the stage of practical equip- on June 15, 1902, in the town of Kladno, near ment serving aviation on a wide scale. These involve Prague (at the time, Austria). He has been a Ger- contributions to instrument landing systems (ILS) and man citizen since 1932. He is a graduate in electrical to Sonne (later known as Consol). engineering of the German Technical University in As regards ILS, the first proposals of the basic prin- Prague, which he attended from 1920 to 1925. In 1927 ciples which underlie that system and a variety of other he received the Dr.-ing. (Doctor of Engineering) degree navigation aids are in German patents issued in 1907 from the Technical University of Dresden, Germany. In and 1916 to Otto Scheller, an engineer with the Lorenz that year he started his professional career by joining the firm [1], [2]. Prior to that time, the principles of radio firm of C. Lorenz. He has continued his association with direction finding had been known and applied. Em- that firm (now 'known as Standard Elektrik Lorenz, and ployment of a directional, rotatable loop antenna at the since 1930 a nmember company of the International receiving end, on a vehicle, permits determination of Telephone and Telegraph Corporation) to the present the direction (relative bearing) to a distant transmitter. day. Scheller showed the way to a reverse process, using di- Starting as a radio development engineer, Dr. Kra- rectional radio transmitters at a ground site, operating mar's first activity was in design of synchronized broad- under an ingeniously simple and effective control cycle. cast station transmitters. In 1930 he began to work in His method, in contrast to direction finding, generated radio navigation, the field which has been his specialty one or more fixed radio paths for vehicles to follow, a ever since, and to which he has contributed prolifically. sort of invisible but easily recognized "white line along More than 80 patents are credited to him, as well as the center of the road." several dozen papers published in German and in other- Scheller's patent of 1907 shows two pairs of spaced language technical journals. From 1934 to 1939 he was antenna arrays. Each generates a "figure-of-eight" or Head of the Radio Navigation Division of Lorenz, work- two-lobed directional radiation pattern; the two pat- ing mainly on landing systems and direction finders. terns are at right angles to each other. The respective In 1939 he extended his interest to long distance radio arrays are keyed in alternation, one with Morse dots, navigation aids. During the period 1945 to 1949 Dr. the other with dashes. Along the four directions coin- Kramar performed, on behalf of Lorenz, technical ciding w ith the intersections of the complementary services for the American Military Government in lobes, the dot and dash signals received in alternation Germany. His position, since 1953, is that of Director of are of equal intensity. A steady tone is therefore heard, Development of Radio Aids to Navigation at Lorenz. indicating that the vehicle is on course, or "on the Since 1955 he has been concentrating on the application beam." If the observer hears dots or dashes, the ve- of FM and Doppler techniques to wide baseline, high hicle is to one side or the other of the beam, and he precision radio beacons and direction finders. knows which. This is the by-now familiar and funda- Some of Dr. Kramar's early contributions fore- mental crossed-lobe equisignal technique. The vehicle shadowed later developments in radio beacons of the requires only a normal communications receiver and rotating antenna, phase comparison and talking beacon headphones or loudspeaker to obtain guidance. types. Among his achievements are two nmajor ones The Scheller proposal of 1907 antedated the era of which were closely guided by him from invention, air transportation; its first experimental trials were for marine applications [3], [4]. In the post-World War The biographical-historical sketch on the Pioineer Award againi has I period, air transport began to develop, bringing up a been prepared for the PTGANE Awards Committee by its Secretary- Historian, Robert I. Colin, of ITT Federal Laboratories, Nutley, requirement for a system providing guidance to air- N. J. The Editor craft under conditions of poor or no visibility. In 1920 81 82 IEEE TRANSACTIONS ON AEROSPACE AND NAVIGATIONAL ELECTRONICS June the Scheller principle was independently reconceived At 'present, of course, VHF is the main reliance for air by P. D. Lowell of the U. S. Bureau of Standards [3], coirmunications, and also for air navigation service. [5]. In the period 1920-1930 considerable effort was One of the important early steps forward, in respect to expended to exploit the principle practically. This ef- the latter, was undertaken by Dr. Kramar in 1932, fort was initiated by Engel and Dunmore of the Bureau when he started to develop a localizer that would oper- staff, and was pursued by the U. S. Army Air Service ate at VHF, as part of an ILS that was based generally and by the U. S. Department of Commerce [5]-[8]. on the Bureau of Standards principles. He retained the The very successful outcome was the familiar four- constant intensity principle for the glide path; localizer course aural radio range system, operating at mf (200- and glide path beams were produced from a common 400 kc). These were installed by the hundreds in the antenna system operating at 33 M\lc [12]. period 1930 to 1950, providing aviation with the first Dr. Kramar's VHF localizer is described in a German large-scale facilities for systematic airways navigation, (and U. S.) patent filed by him in 1932 [13]. A radiator and, as a corollary, for systematic air traffic control. consisting of a vertical dipole is fed continuously with Quite naturally, it also occurred to the Bureau of tone-modulated energy. On each side of it, a few feet Standards engineers that the Scheller-Lowell principle away, there is a passive vertical element that becomes might have application to another navigational facility effective as a reflector when it is keyed suitably by a required to permit safe all-weather operations. This relay. The radiation pattern formed by the radiator to- requirement, and a critical one, is for a radio aid to gether with the one or the other reflector is elliptical, landing, or at least to close approach to the runway. with its long axis aligned with the runway direction. Guidance is needed in azimuth ("localizer") and in The two reflectors are keyed into effectiveness alter- elevation ("glide path"). While only two, relatively nately, one with dots, the other with interlocked dashes. short, radio paths are required from a landing beacon, The intersection of the two alternately generated these must be very sharp and precise. mirror-image patterns establishes the equisignal local- Diamond and Dunmore of the Bureau of Standards izer course, indicated aurally on the airplane by the started the pioneering work on ILS, which began in the usual continuous tone. The airborne receiver was also late 1920's. For azimuth guidance they used essentially provided with a device that displayed the signals a radio-range type installation operating at mf. i\Iorse visually on a meter [4], [12]. code keying was employed at first, then replaced by a Dr. Kramar's prototype ILS was installed at Ber- system of modulating the complementary lobes with lin airport in 1932 and demonstrations took place dur- simultaneous but distinctive tones, to permit a visual ing 1933. Production followed, and in the period 1933- meter-type indication of the equisignal condition on 1938 approximately 35 installations were made at air- board the aircraft. -Marker beacons were added to fur- ports in various parts of the world, 14 of them in Ger- nish some indication of progress along the course. W;ith many. Known as the "Lorenz Sy7stem," it is regarded as respect to vertical guidance, there appeared (Up to the the first ILS to operate completely at VHF (although time of a 1937 proposal by Dr. Kramar) to be no feas- not at the higher frequencies standardized later), and as ible way of applying the equisignal technique. Early the first to be put into service on a wide scale.
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