This article is about establishing a common transition altitude over all territory of Russian Federation. The main objective is to prove the necessity of a common transition altitude in Russian airspace and to define, which variant of transition altitude (low, medium, high) is the most suitable to be implemented in Russia. ICAO and IFALPA points of view, data and experience from different states and regions all over the world were examined in order to show all the advantages and disadvantages of different approaches towards common transition altitude. The research showed that the most appropriate common transition altitude in Russia will be 10000 feet (3050 meters), it will cover almost all the international aerodromes and regions in the country. Only several exceptions are needed in mountainous areas. This article can be used to further study of the possibility of implementation of common transition altitude, because it can’t take into consideration all the local features of all the FIRs (Flight Information Regions) in Russia. The conclusion is establishing a common transition altitude over such a big part of the world as Russian Federation will lead to improvement of the flight safety, harmonization with ICAO and IFALPA policies and flexibility in airspace design.

This article gives a brief description of the interferometric SAR mode. It gives a description and the main characteristics of some airborne interferometric SAR systems. It`s also shows possible ways of development of airborne interferometic radars in the near future. Compared to the interferometric systems of the Earth remote sensing space-based, airborne ISAR have higher precision of measurement of height and detail RI. At the same time, ISAR airborne have several disadvantages such as the need of accurate correction of the flight path of the aircraft, which entails the need to install onboard precision inertial systems and GPS receivers, and the application of complex algorithms for trajectory control; less coverage to the areas in the mapping, time limited and local character of the use, which leads to higher dimensions.

The article describes the concept of area navigation, its application in practice, as well as the advantages of area navigation over traditional. The introduction of area navigation in the airspace of the Republic of Uzbekistan will increase its capacity, reduce the workload of air traffic controllers, as well as increase the amount of aeronautical charges for foreign aircrafts. The project of the use of area navigation in the Republic of Uzbekistan is in the stage of analysis and development, but its advantages are obvious. Only one air route is being considered currently.

The problem of optimal correction of the scheduled time of take-off and landing aircraft using a single runway (RW), in conditions of high air traffic intensity at which the probability of a conflict between the takeoff and landing reaches a critical value.The efficient approach that allows to solve the problem of safety effectively using the method of "penalty" functions given the additional loss of fuel in case of delays of departure and arrival is proposed.The advantages of the suboptimal solution compared to accept today as a "team" solution to the conflict of the departure and arrival aerodrome is shown.

Model of priority service of aerodrome operations is analyzed. The assumption of the legality of replacing the random variable queue length at its most probable value is used. The model is characterized in that the take-off and landing are described not by means of only safety priorities, but by technical and flight characteristics as well. Evaluations of the service waiting time of service and the probability of failure (or re-service) were obtained.ICAO experts have put forward the concept of "System Wide Information Management" and "Collaborative Air Traffic Management", which require for their introduction of new instruments operational management decision making for air traffic services. It should provide participants with the joint organization of new software for rapid analysis of computer results. One of the possible directions of such support is discussed in this article.Analysis of the two priority model shows that the efficiency of priority service is reduced in the case of a large spread of values of average request processing time. As a result of the loss probability for both types of requests become comparable or even approximately equal.Experiment with the five priority flows confirms the order of request losses in accordance with an increase of flow index, identified by formulas for an arbitrary number of input streams. The tendency of the values for the partial converging efficiency criterion of service can only be observed in non-real case where the values of the average service time varies several hundred times. Moreover, this effect can easily be compensated by a slight increase in volume of storage buffer. It becomes obvious that the best conditions for the maintenance of the flow of requests are provided in the case of approximate equality of the average processing times; that is, when all the coefficients of the sequence tend to a single value.The obtained formulas have a sufficient degree of generality and can be used to analyze the priority system in a wide range of data acquisition and processing tasks.

The methodology of helicopter competitiveness evaluation based on statistical data on volume of sales dynamics in money terms and performance of helicopter modifications has been developed. Competitiveness factor calculated as linear convolution of sum of production of helicopter parameters weight numbers determined on the basis of correlation between the helicopter parameters and annual helicopter sales in money terms and its normalized values have been introduced. The methodology can be applied on the helicopter external design phase and while taking a decision about a helicopter purchase. The results of numerical computations are given to demonstrate the methodology.

The effect of a pseudolite (PL) signal on quality of functioning of the GLONASS/GPS receivers of satellite navigation has been researched and experimental confirmation of near-far effect developing with the help of NI GPS Simulation Toolkit hardware and software has been obtained. An algorithm of an optimal power control has been obtained. PL based on the evaluation of the signal delay time in data transfer line has been synthesized. The analysis of the simulation results showed that the implementation of the proposed optimal control algorithm allows eliminating the effect “near-far” developing and ensuring simultaneous reception of signals of GLONASS/GPS satellite and PL.

Based on the comparative analysis of the known methods of noise suppression the ratios for the angular measurements are obtained. A mathematical model experiment to estimate the dependence of measurement error on the relative position of interference source and useful signal has been conducted. The modified method of interference compensation is tested experimentally. The analysis of obtained angular measurements for the considered methods shows that the modified method of compensation allows obtaining more precise estimates. The analyzed methodsallow considerably eliminating the useful signal from the antenna additional channel which reduces errors of angular misalignment.To determine the degree of the radar error analytically is not always possible, and in future comparison of the effectiveness of various methods of interference compensation will be expected to conduct by means of mathematical model-ing of radar closed contour.

The article presents the results of calculation and a comparative estimation of the perspective and operating airspace use planning system for aircraft of the state aviation in Moscow CFPU on the basis of statistical data for 2010-2014. In the article the peculiarities of the existing system of planning of air space use are emphasized. According to the calculations it has a three to four-fold reserve under ideal conditions of its functioning and may accept plenty of applications for airspace use for some time. However, its detailed consideration shows that it is at the limit of state aviation flights capabilities. It can be noted that the number of state aviation flights has not reached its peak yet and in 2014 it even decreased by 8 % compared to 2013.

The paper proposes an algorithm for recognizing ATC controller’s messages using method of contextual analysis of phraseology elements based on the application of phraseological patterns. A practical example of phraseological patterns for comprehensive recognition of ATC controller’s instruction is given, when a limited set of words included in this in- struction is known in advance. It is proved that the use of the recognition method with contextual analysis of the ATC phra- seology elements in conjunction with the recognition carried out by using software library intended for the universal recog- nition of the speech stream, will allow to increase the accuracy of the latter, while maintaining performance at a level suffi- cient to apply this method in control systems and real-time control. According to experts, the accuracy increase when using this method can be up to 30 %.

The article presents the analysis results of the production processes aimed at service production. The main features of service production are described and the terms of service production are formulated. It has been demonstrated, that airports can be considered as a service production enterprise. The specific features of the production peculiar to airports are noted. The production process at the airport is associated with the need to fulfill certain processes in real time, the presenceof random factors affecting the process (weather conditions, schedule changes, etc.), special safety requirements, which lead to increase of the role of production informatization.

The article presents the attitude to the organization of continuous predictive control of approach safety under the hypothesis about the optimal behavior while eliminating dangerous situations. The task solution of the optimal control and monitoring based on dynamic programming as well as a computer modeling procedure of the present process has been given. Computer modeling showed that under an inactive or delayed control the risk function increases considerably. Some attention was drawn to the problem of the correct choice of the threshold for the risk function, using the results of computer simulation for this purpose. The solution of the problem was obtained under the assumptions of stationary optimal control and simplified flight dynamics.

The article deals with the problems of advanced safe use of new technology light sources for air transport. New proposals for the use of point light-emitting diodes (LEDs) in aircraft cabins are given. The advantages of energy efficiency of LEDs and production costs are emphasized. The results of the study on the effect of LED electronic lighting system on human vision and health are analyzed. The requirements of international and domestic regulatory documents on the use of new technology light sources and risk regulation of light-biological danger are analyzed. Recommendations for practical application of light sources for aircraft cabin lighting are given.

The paper deals with problem of air passengers’ non-verbal signs identification while ensuring aviation security. The danger is not only the passengers intentionally preparing acts of unlawful interference in civil aviation, but also unbalanced passengers with increased anxiety. The non-verbal signs of both passenger categories are frequently identical. Safety control on the ground and in the air depends on the timely transfer in information about potentially dangerous passengers from aviation security profilers to flight attendants.

The article discusses the possibility of applying the entropy-probabilistic model of the operator x-ray television introscope in the algorithm of the computer simulator in order to increase the effectiveness of professional training of employees of the aviation security service employees. The model is based on a stochastic representation of the system “operator” in the form of multi-dimensional random vector, each component of which is a random continuous value, describing the probability of dangerous goods detection forbidden for transportation by air transport. The main advantages of the proposed approach are as follows:ease of implementation and interpretation of the operator entropy model;entropy model, realized in specific algorithm, is applicable for diagnostic tasks and stochastic system “operator” control and also for effective management in the learning process.

The article considers quality impact influence of surface on aircraft take-off. It considers the IL-114 takeoff with all the operating engines. The goal of this research is to conduct calculating experiment to determine quality influence of surface on alteration of IL-114 takeoff characteristics during operation. Researches were carried out using the system of mathematical modeling of a flight dynamics. The main part of the system is a unit for calculating increments of aerodynamic coefficients caused with changing of technical condition of the surface of the airframe (roughness, waviness, available protruding elements on the airframe surface, etc.) and residual deformation of the wing, fuselage, vertical and horizontal tail, as well as the difference between the rods symmetrically operating engines. In order to compute loss of rod and an increase in engine fuel consumption due to engine operation time during operation, an integral factor of thrust loss and increase in fuel consumption coefficient were introduced. Research proved that the individual characteristics of the aircraft, due to loss of engine power and increase in drag do not affect the assigned level of flight safety. The plane has a considerable reserve as for unsafe takeoff speed and the full gradient of climb, that ensures safety of operation.

It is known that when the aircraft is moving the pressure on the runway and taxiway surfaces does not remain constant. One of the factors influencing starting aircraft rolling-off the runway is the low friction coefficient. The article analyses theoretical and experimental ways of defining the friction coefficient and it suggests a mathematical model taking into account the main factors influencing its magnitude. The wheel hydroplaning is the most unfavorable case of aircraft landing that takes place on wet and slush covered runways with longitudinal and lateral adherence decreasing practically to zero. It was discovered in the research that the dynamic wheel hydroplaning is mostly affected by the following factors: the depth of the slush, its density, pressure in the wheels, degree of protector wear as well as the structure of runway surface. When modeling it is important to get to a true description of pneumatics as increase of damping speed reveals relaxation rubber properties where deformation changing is lagging behind load changing (it is necessary to take into account the non-liner and hysteresis properties). The article offers a method of assessing of the above mentioned phenomena on the basis of studying the interaction of undercarriage pneumatics with the runway surface with the help of using the system of mathematical modeling of aircraft flight dynamics. The article suggests methods of analytic describing aircraft moving on landing on the runway covered with slush.

The article describes the possibility of implementing the open source CFD software package OpenFOAM for aerodynamic characteristics calculation of aircraft taking into account the local turbulence flows. Computational simulation methods of turbulent flows were reviewed and it was recommended to use eddy-resolving approaches and to carry out the analysis of numerical schemes and constants of subgrid model for computational calculation of large scale vortex. The article contains recommendations how to use different turbulence models for numerical simulation of unsteady vortex flows. The analysis of numerical schemes was carried out by solving the problem of homogeneous isotopic turbulence decay on the bases of software package OpenFOAM and RANS-LES approach implementation. The method of combined implementation of RANS-LES approaches with the use of zonal RANS-LES methods were described and implemented in OpenFOAM software package. As an example of the hybrid RANS-LES approach the task of simulation flow field around an aircraft with airbrake at subsonic speed (50 m/s) has been tested. Flow structure has been obtained and compared with experimental data and other simulation methods.

The article describes the method of calculation of the moments about the hinge axis of the main rotor hub from the action of aerodynamic and inertial forces generated on the blade. The assumptions were taken that the blades are absolutely rigid and have a rectangular shape in plan view. Flapping motion of blade is described accurately up to the first harmonic of the Fourier series, inductive speed is considered to be uniformly distributed over the rotor disk.The aerodynamic component of hinge moment is numerical integration of running forces on blade radius taking into account aerodynamic characteristics of the profiles received according to wind tunnel tests at different angles of attack and Mach numbers. The moment from elastic forces is determined for the main rotor hub with the lamellar torsion bar. On the basis of the hinge moments values data loads on rotorcraft rotating ring, arising at different azimuthal location of the rotating main rotor blades are calculated.The calculations executed on the example of Mi-34 helicopter main rotor have shown that average loads in one revolution in the channel of collective pitch control increase in a control path at flying speed. At the same time loads in the channel of longitudinal control make up to 80 % of loads in the channel of collective pitch control, and in the channel oflateral control - to 40 % that will well be coordinated with the provided data of flight tests.

Results of numerical simulation of flow and calculation of aerodynamic characteristics of an airship with and without rotating propellers during motion through the atmospheric jet streams of various types are presented. Research was carried out during motion of the airship for constant angle of attack а = 0…30°, as well as angle characterizing the position of the airship relatively the axis of the jet flow in the horizontal plane, В = 0…175°, velocity of translational motion of airship V = 18.056 m/s, velocity of the jet area with constant velocity Um = 10.67 m/s, propeller revolutions - n = 3000 rev/min, Reynolds number Re = 5.3×106. It was found that while airship passing the jet stream, the absolute values of the coefficients of aerodynamic forces and moments of the airship, both without and as well as with rotating propellers depend considerably on the position of the airship in the jet stream and type of jet stream, the angles а and В, and are several times higher than the coefficient values for the airship, located in the space free of the jet stream. It is demonstratedthat during the airship’s motion through transverse stream its influence on the aerodynamic characteristics of the airship with propellers is more considerable than during motion through updraft.

The article aims at analyzing the current and future trends in usage of Unmanned Aerial Vehicles (UAV) in general aviation (branches of economy). The main goal of the analysis is to determine the branches of economy, in which the usage of UAVs would be the most beneficial in the near- to mid-term future. The main requirements and restrictions of usage of the aircraft in general aviation were used as a basis for determining the types of operations, in which the usage of UAVs will be the most rational and effective. The effectiveness evaluation was based on the developed method, involving evaluation of the following factors such as: advantages of usage of manned aircraft, advantages of usage of unmanned aircraft, problems associated with the usage of manned aircraft, problems associated with the usage of unmanned aircraft. After evaluation of the mentioned aspects above the safety, operational productivity and ecological indicators were evaluated. These qualitative assessments allowed identifying the branches of economy, where the usage of UAVs could potentially be the most advantageous. The article also discusses the possible strategies of UAVs development for general aviation. The so-called “mixed” strategy of UAV development is identified as the best in the current situation. This strategy combines the conversion of the existing military UAVs with the purpose of fitting them in to civilian use with the parallel development of brand new UAVs, which would be designed for operation in branches of economy right from the beginning (from scratch).

Fan-in-fin system can be used as single-rotor helicopter fenestrons propulsion system of low-speed airplanes and dirigibles as well as vehicles with remote control.The article suggests way to continue the author’s research in the field of fan-in-fin system aerodynamics.It also offers a method of aerodynamic characteristics of “fan-in-fin” (fenestron) system with cylindrical diffuser of limited length in flow regime under zero angle of attack calculation. The article gives some formula to calculate the flow velocity through the disk area which decrease with the increase of the defusser and air speed.Correlation between fan thrust power and ring thrust on these regimes and momentum drag are found. Momentum drag is high enough, this fact leads to back deviation of total aerodynamic force system. This angle increases with increase of the diffuser length and at medium speed it can reach 30°.Certainty of suggested algorithms is proved by comparison with experiments for helicopter fenestron and unmanned air vehicle by tests in wind tunnel of MAI.

The article considers the adequacy of a mathematical model of Mi-8MTV helicopter dynamics with an external load in terms of controllability, based on comparison of data obtained from computational experiments and flight testing. The results of evaluation of the Mi-8MTV helicopter mathematical model are presented along with evaluation of the joint mathematical models of helicopter dynamics and dynamics of the external load. Data from flight tests without external load, as well as conclusions made based on flight test results for a helicopter with external load were used as data on the behavior of the real object. The article provides the main results of computational experiments and flight tests. The data is presented in form of the following dependencies: time change of pitch angle and bank angle at a predefined control input; increase of attitude rate of the helicopter; deflection of load in the pitch plane; variations of cable pull force. Based on the analysis of the results of computational experiments a positive conclusion was reached on the adequacy of the mathematical model of dynamics of the Mi-8MTV helicopter with external load in regard to input control reaction. The software based on the model was recognized as a suitable instrument for studying helicopter controllability.

The article deals with the questions of mathematical modeling of compressible jet outflow from model nozzle and jet impingiment on flat plate at various values of n. pisoCentralFoam solver which is based on the Kurganov-Tadmor hybrid numerical scheme, PISO algorithm and finite volume method, is used for the solution of this problem. The model, based on unsteady Reynolds equation and K-omega SST turbulence model with boundary functions is used for compressible jet calculation. The problem definition for calculation of jet impingiment on flat plate is given. The simulation domainwas selected as a rectangle. Only a half of the nozzle was considered for simplification. The mixed boundary condition for pressure setting in case of free jet was used on the outlet of simulation domain. The special condition for the pressure with table data, allowed to increase the value of pressure gradually, was used on the inlet of simulation domain. The value of the jet pressure degree was selected as n = 2.5 and n = 5.0. The results of distribution of the velocity magnitude, field pressure, upon symmetry axes were received. The simulations were done with grids 100 000-500 000 cells. The average value of y+ was equal to 270. The calculations were done for the end time Tend = 0.01 s. Comparison of the results of pressure distribution calculation based on nozzle length on different grids with the results of the experiment is carried out. The coincidence to engineering accuracy of 5 % is received.

This article deals with a set of stands made in NIMK TSAGI for testing and creating the air cushion chassis for the aircraft and vehicles. It allows to fully embrace the process of developing and constructing the air cushion chassis for aircraft and solve problems relating to peculiarities of such aircraft on the takeoff, landing and movement in the elementary prepared and unprepared soil runways, flat terrain and water areas. The complex includes: the experimental installation to study aeroelasticity phenomena of the chassis in the extending and retracting process with simulation of aircraft and ekranoplane takeoff and landing modes in the air flow, including the wind tunnels; the experimental stand with vertical screen for testing of ekranoplane models in T-5 wind tunnel of NIMC TsAGI, permitting to simultaneously vary the model’s position relatively to the screen, roll, pitch (angle of attack), and banking; mobile experimental stand with contact crawler gear, for experimental determination and comparative evaluation of the chassis with different patterns of formation and air cushion fences for all-year-round testing in natural conditions at elementary-prepared and unprepared sites and water areas. Based on mathematical simulation of flow past in the wind tunnel the possibility of use booth stand with vertical screen and experimental installation to study aeroelasticity phenomena of the chassis for experimental studies, respectively, by definition of the aerodynamic characteristics of forces and moments of the air cushion aircraft and ekranoplanes models and the research of phenomena of aeroelasticity of flexible fencing is substantiated.

The article deals with methods of forecasting the level of aviation safety operation of aircraft systems on the basis of methods of evaluation the risks of negative situations as a consequence of a functional loss of initial properties of the system with critical violations of standard modes of the aircraft. Mathematical Models of Risks as a Danger Measure of Discrete Random Events in Aviation Systems are presented. Technological Schemes and Structure of Risk Control Procedures without the Probability are illustrated as Methods of Risk Management System in Civil Aviation. The assessment of the level of safety and quality and management of aircraft, made not only from the standpoint of reliability (quality and consumer properties), but also from the position of ICAO on the basis of a risk-based approach. According to ICAO, the security assessment is performed by comparing the calculated risk with an acceptable level. The approach justifies the use of qualitative evaluation techniques safety in the forms of proactive forecasted and predictive risk management adverse impacts to aviation operations of various kinds, including the space sector and nuclear energy. However, for the events such as accidents and disasters, accidents with the aircraft, fighters in a training flight, during the preparation of the pilots on the training aircraft, etc. there is no required statistics. Density of probability distribution (p. d. f.) of these events are only hypothetical, unknown with "hard tails" that completely eliminates the application of methods of confidence intervals in the traditional approaches to the assessment of safety in the form of the probability analysis.

Тhe possibilities of increasing the effectiveness of management of safety of regular aircraft operations on the basis of systematic approach, under normal operating conditions are considered. These new opportunities within the airline are based on Flight Safety Management System integration with quality management system. So far, however, these possibilities are practically not implemented due to the limited application of statistical methods. A necessary condition for the implementation of the proposed approach is the use of statistical flight data results of the quality control flight. The properties and peculiarities of application of statistical indicators of flight parameters during the monitoring of flight data are analyzed. It is shown that the main statistical indicators of the controlled process are averages and variations. The features of the application of theoretical models of mathematical statistics in the analysis of flight information are indicated. It is noted that in practice the theoretical models often do not fit into the framework of its application because of the violation of the initial assumptions. Recommendations are given for the integrated use of statistical indicators of the current quality control of flights. Ultimately, the article concludes that the capabilities of the proposed approach allows on the basis of knowledge about the dynamics of statistical indicators of controlled flight process to identify hazards and develop safety indicators for the new information based on data flight operation aircraft.

The goal of this article is to discuss the problem of theoretical justification of practical recommendations to seaplane crews. These recommendations are aimed at increasing flight safety (Be-200 as an example). In the article the authors consider the method of evaluation of wave-profile for Be-200 flight safety at take off and on landing and during water maneuvering. The article deals with operational limits at take off and landing on rough surface of the sea.The increase of a wave length causes the overloading and instability while take off rolling or rollout. It is proved that when the ratio is (1.15-1.20) a wave length and a body of a plane, the stability may be unbalanced to such an extent that overloads and rebounds will be of maximum values according to aircraft operational conditions.The article deals with peculiarities of flight with landing on the rough sea. Besides the authors consider the peculiarities of flights with sea landing on the long waves of ripple. The article also deals with the factors needed to be taken into consideration when choosing take off and landing direction. The rules of pilot’s evaluation of the sea roughness from the board of the plane are given in the article.

In this article the comparative economic-mathematical analysis of size of profit per a flight hour on use at the aviation-chemical works (ACW) of two types of super light aircraft X-32 “Bekas” and a glider MD-50S which are widely used when cultivating farmland nowadays. The list of indicators which are used while carrying out the comparative technical and economic analysis of considered ultralights is given at the beginning of the article. Further their numerical values necessary for computations are given. The mathematical formula for calculation with use of the given data of profit on carrying out ACW with use of the considered models of the aircraft equipment is presented. Values of profit are calculated by means of the tabular Microsoft Excel editor for various values of cultivated farmland length and distance of approach from airfield to the cultivated plot. The applied values of cultivated farmland length lie in the range from 0.5 to 10 kilometers, and approach distances vary from 0.5 to 2 kilometers respectively. Calculations are executed for each of two compared ultralights and results are given in a tabular form respectively. On the basis of the analysis of the obtained tabular data conclusions are drawn under what values of input and variables in the form of farmland length and distance of approach profit margin for each of two ultralights will be larger or smaller in comparison with each other. In the final part of article total conclusions about the most preferable ultralight of two compared for operation in fields of various configuration during ACW are drawn. At the end recommendations to the aviation enterprises about application of the most expedient option of ultralight for obtaining bigger profit margin on carrying out ACW.

The article considers the elaboration of the problem of optimal algorithm synthesis of complex signal processing of satellite GLONASS/GPS systems navigation relayed from the Board of the upper-air radiosonde and the output data upper-air radar to determine the spatial coordinates of upper-air radiosonde. The upper-air sounding is performed with the help of technical means of radio sounding system of atmosphere, including the upper-air radiosonde, manufactured in free flight, and ground supporting equipment, which includes devices for signal processing of upper-air radiosonde and preparation of the operational upper-air messages. The peculiarity of atmosphere radio sounding of domestic system is the measurement with method of radar slant range to upper-air radiosonde, the viewing angles of the antenna upper-air radar to determine azimuth and elevation of upper-air radiosonde. The disadvantage of the radar method of radiosonde support is the relatively low accuracy of determining the coordinates of the radiosonde and the possible disruption of automatic tracking in angular coordinates. Satellite navigation system based on the microwave sensors has clear advantages in terms of efficiency, size, mobility, and use on mobile objects, however, with significant drawbacks associated primarily with the geometric factor and the error propagation of the navigation signal. The article presents a mathematical model useful incoherent GLONASS/GPS signals, relayed by the upper-air radiosonde, and interference on the input receiver ground point for complex information processing, and mathematical models of output data in upper-air radars.