The improvement in the effectiveness of airfield operation largely depends on the problem solving quality on the interaction boundaries of different technological sections. One of such hotspots is the use of the same runway by inbound and outbound aircraft. At certain intensity of outbound and inbound air traffic flow the conflict of aircraft interests appears, where it may be quite difficult to sort out priorities even for experienced controllers, in consequence of which mistakes in decision-making unavoidably appear.
In this work the task of response correction of landing and takeoff time of the aircraft using the same RW, in condition of the conflict of interests “arrival – departure” at the increased operating intensity is formulated. The choice of optimal solution is made taking into account mutual interests without the complete sorting and the evaluation of all solutions.
Accordingly, the genetic algorithm, which offers a simple and effective approach to optimal control problem solution by providing flight safety at an acceptably high level, is proposed. The estimation of additional aviation fuel consumption is used as optimal choice evaluation criterion.
The advantages of the genetic algorithm application at decision-making in comparison with today’s “team” solution of the conflict “departure – arrival” in the airfield area are shown.

The article presents the algorithm of safe flying around obstacles when making en route flight of manned and unmanned aircraft. The analysis of obstacles in the path of the aircraft is carried out. It is shown that the application of neural networks for this problem solving allows to increase the control system performance and total flight safety. It is proved by modelling. The multilayer network consistent distribution is proposed to be used as neural network structure. In this work a neural network with three layers is used. To solve the problem the aircraft movement in plan is considered. It is important to have data on the Z coordinates of the obstacles vertices. Finally the number of neural network inputs was determined to be four. The number of alternatives, determining the number of neural network outputs is respectively five. As the continuing  of the aircraft flight along the original route is possible, as a result, a training sample is in the form of a chart. After training the neural network simulations of its work were made. Obstacles have been formed in advance.

Great interest in using unmanned aerial vehicles has recently been shown, both from economic entities, and from national security, defense and law enforcement agencies. However, for using UAV for the civil purposes there is now a number of problems which are connected with the use of airspace and without solving them it is impossible to use the UAV fully. It should be noted that the level of flight safety, both for regular aircraft, and for the UAV, has the primary value. It is necessary to use modern methods of data processing and to have an opportunity to quickly and effectively control the current flight safety level. For this purpose the fullest information on the current movement of aircraft and unmanned aerial vehicles, and also on the structure of the used airspace has to be used. The problem of procedures and maneuvers development that resolve potential traffic conflict including the UAV, is extremely important for air traffic safety especially in the vicinity of the destination or landing aerodrome. The possibility of creation of an algorithm of dynamic turn formation and the choice of a trajectory on approach of unmanned aerial vehicles is considered in this article. The technology of automatic dependent surveillance broadcast was used when collecting statistical data. Implementation of the landing algorithm is executed based on the criteria of ensuring efficiency and flight safety. The developed software provides the use only of open data on the aircraft movement in terminal airspace. The suggested algorithm can be adapted for air traffic management of the UAV in any selected airspace.

Progress in the aircraft engine construction is determined by the increase of operation parameters of gas turbine engines, which is inevitably accompanied by an increase of operating temperatures and load for the vital elements of the turbine hot ducts. Furthermore, the requirements for reliability of the engine in general are also increasing. Achievement of these requirements is determined by the performance of the materials turbine blades are made of and is made possible by the application of high-heat Nickel alloys in combination with combined heat-shielding coatings.
This article dwells on the problem of assessing the impact of non-stationary thermal effects on the temperature distribution in a multilayer heatproof coating. With the aim of assessing the working capacity of heatproof coatings we propose a method of calculating the temperature field for the blade profile and the coating
depth, based on the solution of the basic one-dimensional differential equation of heat conduction.
This method allows us to assess the performance of heatproof coating and also gives us an opportunity to choose a combination of heatproof coating layers for the specific operating conditions of a gas turbine engine’s blades.
In addition, using the proposed method it is possible to evaluate the effect of non-stationary heat flux on the structure of high-temperature alloy of the engine’s turbine blades and, therefore, to evaluate the capacity with the given coating. At temperatures of 1150–1200 °C and higher in heat-resistant Nickel alloys there starts a coagulation process of the main reinforcing coherent particle phase on the basis of the intermetallic compound, long plates with wavy shapes are formed instead of the cuboids, a formation of topologically close-packed phases which are needle-like compositions happens. These processes lead to a significant deterioration of the strength characteristics of heat-resistant alloys. Making calculations according to the proposed method it is possible to predict the performance of turbine blades, having the information about the intensity of phase transformations in the alloy and the temperature transitions in the process of gas turbine engine functioning (using the data of the on-board parameters monitoring and recording systems).

This article is devoted to studying of fault diagnosis of an aircraft control surfaces using fault models to identify specific causes. Such failures as jamming, vibration, extreme run out and performance decrease are covered.
It is proved that in case of an actuator failure or flight control structural damage, the aircraft performance decreases significantly. Commercial aircraft frequently appear in the areas of military conflicts and terrorist activity, where the risk of shooting attack is high, for example in Syria, Iraq, South Sudan etc. Accordingly, it is necessary to create and assess the fault model to identify the flight control failures.
The research results demonstrate that the adequate fault model is the first step towards the managing the challenges of loss of aircraft controllability. This model is also an element of adaptive failure-resistant management model.
The research considers the relationship between the parameters of an i th state of a control surface and its angular rate, also parameters classification associated with specific control surfaces in order to avoid conflict/inconsistency in the determination of a faulty control surface and its condition.
The results of the method obtained in this article can be used in the design of an aircraft automated control system for timely identification of fault/failure of a specific control surface, that would contribute to an effective role aimed at increasing the survivability of an aircraft and increasing the acceptable level of safety due to loss of control.

This article is about air traffic flow organization, ICAO regulations describe the organizing of traffic flow as one of the purposes of air traffic control, but they don’t state exactly at what point the flow has to be organized and metered. The flight phase, where air traffic controller interferes with his instructions in order to begin organizing of all aircraft landing at a certain airport depends on the actual traffic volume per hour, airspace capacity and design.
The example of air traffic situation in Moscow Domodedovo airport is described in the article, with runway 32 right in use, no significant weather, real usage of STARs, considering all the ICAO and Russian Federation regulations regarding speed control with the restrictions mentioned in AIP of Moscow Domodedovo. The purpose of the experiment is to prove the need of metering the air traffic flow on the entry points in Moscow TMA, because in case of unorganized air traffic flow approach controllers will have additional unnecessary workload.
The conducted calculations show, that only 3 aircraft entering TMA on the same distance from initial approach point can be handled using only speed control and existing standard arrival procedures, in all other cases vectoring or holding areas should be used.
In order to avoid such situations and increase the number of the aircraft that can be handled by the approach controller with less instructions, all the traffic arriving on the TMA entry point has to be metered by area control centre, because the air traffic control unit has much more space and time for long term speed control modifications, e.g. ±0,02 Mach.
In conclusion a simple rule comes to mind – the bigger inbound traffic is, the earlier one has to organize it, in order to do it speed control, radar vectors, miles-in-trail can be used. Also new equipment and technology can help air traffic controller with this task, e.g. AMAN (arrival manager), in addition to this, the experience of London Heathrow airport, which increases the AMAN horizon from 150 nm to 600 nm, has to be studied by all concerned air traffic providers.

This article discusses various options for air traffic management at low flight intensity airports and airports located remotely in the North, where air traffic control service is not necessary.
There are some examples of already implemented concepts in foreign countries: such as remote control tower, which allows to control air traffic, being at a considerable distance from the airport. Such a remote control tower is already put into operation at the Örnsköldsvik airport (Sweden). The prospects of this system development in other countries are observed in this article. A remote control tower will also appear in the United States in the nearest future. Also the paper considers the pros and cons of this system and its effect on flight safety.
Moreover, there are given the examples of using non-towered and uncontrolled airports, where air traffic control service is not provided. This kind of airports is partly used in the USA and in New Zealand. The article describes flight procedures in the area of uncontrolled airports, including visual flight rules and instrument flight rules.
We also analyze the possibilities of remote control towers and uncontrolled airports adaptation in the Russian Federation. It is a very important problem for Russia because most airports do not provide more than 10 movements per day. But air traffic control service exists in all airports.

In connection with the increasing complexity of aircraft navigation support, with growing demands placed on them, it is increasingly necessary to develop integrated navigation data processing system by solving synthesis problems based on optimal filtering methods. One of the promising ways to improve aircraft navigation support is to create an integrated navigation system (INS). In this work the triadic structure of a promising integrated navigation system based on inertial and satellite technologies is proposed. Combining nautical meters as part of the triad concept allows the flexible use of various navigation data processing algorithms and trajectory optimization ones at different stages of flight. Based on optimal filtering theory methods the integrated navigation data processing algorithm, which is an extended Kalman filter, is synthesized. A distinctive feature of the algorithm is that the variables of the state vector which are to be measured, are the errors in the determination of appropriate navigation and timing parameters. Priori information about the dynamics of errors is more reliably known than the one about aircraft motion variables. It is shown that the use of the proposed navigation system as a navigation aid for problem solving of highly accurate aircraft position indication satisfies the requirements for navigation and timing data accuracy. The imitating statistical modeling of optimal filtering algorithm of the triad integrated system is carried out. The accuracy characteristics of subsystems for different operating configurations of the constellation are given. Analysis of the results of the accuracy characteristics study of INS in various operating conditions has showed that the positioning accuracy in the navigation computer is up to date satellite navigation receivers.

The article introduces the general solution – to regulate air traffic flow through the implementation of a set of operational procedures and automated processes for tactical airspace planning and collaborative decision-making (AMAN, DMAN, CDM, A-CDM).
The specific solution – to unite all airport operators in gross productivity is suggested. It gives them a single image of the air and ground space and the decision-making effectiveness.
The acceptance rate of loaded aerodromes depends on the ability of ATS units at these aerodromes providing approach, arrival and departure for the required airspace capacity of the aerodrome area.
The basis of module is a manual procedure, in which the air traffic controller arranges departures or arrivals in real time. Furthermore, there are problems that lead to sub-optimal control decisions especially in taxi procedures planning for departure and holding arrival/departure.
According to the experience of airports workload in Europe, the optimal decision-making is successful implementation of new operational procedures and automated processes for tactical airspace planning and collaborative decisionmaking (AMAN, DMAN, CDM, A-CDM).
Arrival Manager (AMANs) systems are primarily designed to provide automated sequencing support for the ATCOs handling traffic arriving at an airport, continuously calculating arrival sequences and times for flights, taking into account the locally defined landing rate, the required spacing for flights arriving to the runway. AMAN system can be an integral part of the A-CDM process for interested operators. Departure Manager (DMAN) is a planning system to improve departure flows at airports.
Nowadays, the information on airport operations and aircraft readiness is used partly when ATMF is planning the traffic flow throughout the entire ATM system. The most important decision is the information exchange between the interested operators who are criticized for achieving performance indicators for the busiest airports.
Airport Collaborative Decision Making (A-CDM) and Collaborative Decision Making (CDM) both contribute to solve all these problems.

The main types of coordinate systems, used for air navigation tasks solving that are connected with aeronautical flight control and landing provisioning are examined in the article. The basic requirements for the coordinate system choice as well as the conflicts that appear while choosing are stated.
Local coordinate systems have been studied: orthogonal, cylindrical and spherical. Advantages and disadvantages of these coordinate systems, the navigation processes at which their application is rational are mentioned. Direct and backward coordinate transformations between local coordinate systems have been shown.
Essential distinctive features of global coordinate systems' appliance connected with the Earth's model figure choosing and its mathematical description problems are shown. Basic information about the global ellipsoids and its parameters is presented. The concepts of geoid, geoid wave and reference-ellipsoid have been studied. The necessity of transitioning to the global ellipsoid and global reference systems as well as the stages of such transitioning are shown. Information about the ITRS and ITRF is given. Differences in determining the objects space coordinates in these reference systems are described. Differences in ПЗ-90 and СК-2011 application areas and their prototypes WGS-84 and NAD-83 ones are specified.
The peculiarities of global geodesic and geospheric (orthodromic) coordinate systems are examined as well as their advantages and disadvantages. Direct and backward coordinate transitions for global coordinate systems and the expressions which set the connection between geocentric and topocentric coordinate systems are illustrated.

The general development principles of the civil aviation air navigation systems for the next years according to the concept of International Civil Aviation Organization (IСAO) CNS/ATM are stated in the article. It was reflected in the Global air navigation plan of IСAO accepted in 2013. The author considered the structure of block modernization of aviation system directed to optimization according to four main characteristics, such as: operations at the airports; systems and data interoperable on a global scale; optimum capacity and flexible flight routes, and also effective trajectories of flight. At the same time the main attention in the plan is paid to questions of the performance based navigation (PBN), the basic theses of which lean on four main units that make the concept of PBN. The possible ways of the specified blocks implementation taking into account features of the Russian Federation airspace use are considered in this paper. On the basis of the carried-out analysis conclusions are drawn on gradual transition from the RNAV navigation specifications to the RNP specifications, on increase in accuracy of navigation by modernization of ground radio navigational aids, both on a flight route and airspace of airfield area, on need of continuing the development of inexact calling schemes, using GNSS, with the subsequent transition to schemes of exact landing approaches by means of functional additions to GLONASS – GBAS and SBAS, also on the need of opportunities research in the domestic system SBAS (SDKM) for the increase in accuracy of navigation at various stages of flight. At the same time, standard instrument routes of arrival and departure (SID/STAR) have to be carried out in the mode of constant climb or continuous descent.

Nowadays, it does make sense to use demonstration flights in the area of air traffic control in various air situations. The questions of computer air plot simulation are considered. For the simulation of processes and systems the technology of simulation modeling is used. It is a formal description of the functioning logic. In addition, there is computation of multifactor experiments.
The picture of the aircraft is a conventional figure of the aircraft, the longitudinal axis position of which corresponds to its course. It can be on different or same routes. Changing of flight position appears according to the program using computer timer. For each aircraft, you enter its speed value. The controller can perform vectoring with the new course for changing the trajectory of the flight. The program has both automatic and manual modes. Mathematical modeling of flight, during the transition to a new course, does not relate to the characteristics of the specific type of aircraft. For example, there is the effectiveness of object-oriented program of air situation with one or more aircraft for training purposes. The aircraft forms on arbitrary sections of the route. The program determines for each aircraft the place of its initial installation and calculates the current distance to the next waypoint. The interval towards the waypoint determines the timeof automatic course changing to a value corresponding to the new route. It’s recommended to use Delphi programming system.
The object-oriented programming system is effective for the task. It shows that the data display and appropriate software are sufficient funds for the visualization of the air plot at different stages of studying.

The growth in demand for air transportation services is steadily ahead of the capacity of carriers. The most advanced aviation empires set a goal to triple the capacity of the current air traffic management system by the mid-twenties. The technical basis for such achievements is equipping all aircraft with automatic dependent surveillance broadcast systems, which provides both control over the parameters of their movement anywhere in the world, and reliable mutual exchange of verified information on the air picture and forecasts of its development between all pilots and ground services.
The concepts of collaborative decision-making on air traffic flows management and System Wide Information Management, suggested by ICAO experts, have proclaimed the idea of the flight information availability as a means of increasing the intensity of flights, not only for considering, but also for making changes in it by all the participants of the process of organizing and servicing the flows – analysts, meteorologists, planners, air traffic controllers, pilots (in the part relating to their area). The technology of specialists’ cooperation is proposed. It allows to make sensible decisions on servicing aircraft flows for the whole depth of their flights (both on routes and along free trajectories) when changing the conditions for performing flights.
The task is to develop software procedures for computer support of new concepts that ensure the integrity of aeronautical data used by all the participants in the operational organization of flows. All the interconnected elements of air traffic management (personnel and equipment) may distort the system public information with the known probability of cooperation outcomes. The article proposes a three-level algorithm for neutralizing data mismatch in the elements of a distributed network of process participants ground and on-board computing facilities, allowing in the actual time to maintain consistency of information about the current air situation and its development prospects. An optimal strategy for the algorithm application has been constructed (by the criterion of computational resource expenses).

One of the drawbacks of airborne interferometric synthetic aperture radar is a relatively narrow swath compared to analogous space based systems. Increasing the swath with side view of the interferometer can be possible by increasing the flight altitude and angle of sight. At the same time the height measurement accuracy decreases due to slant range distance increase. Another possible way of swath increasing is using sector scan. The efficiency of sector scan using in interferometric synthetic aperture radar is analyzed in this paper. The mathematical model and geometry of height measurement at a sector scan have been discussed. There was made an analysis of the effect of terrain height and observation angle on received signal phase changing. Observation angle changing is shown to contribute to the phase changing. Potential height accuracy measurement was calculated. The calculation results show that increasing the observation angle reduces height accuracy measurement. The maximum accuracy decrease is obtained at the observation angle of 90°. Despite height accuracy measurement decrease applying the sector scan allow to expand the swath. The accuracy decrease can be limited by selecting optimal parameters of scanning.

The article covers the following issues: the development and practical application of airborne electro-optic systems in the civil aviation aircraft. They provide flight visual information for the pilot day and night in visual and instrument weather conditions. The legal documents establishing the requirements for the application of this type of electro-optic systems in aircraft are presented. The classification of airborne electro-optic systems, commonly named as electronic visualization systems is analyzed. The ways of implementing the recommendations in their construction are considered. There have been analyzed the possibilities of systems of different classes: enhanced vision systems (EVS), synthetic vision systems (SVS), combine vision systems (CVS) and on-board vision systems with advanced visualization features, Enhanced Flight Vision Systems (EFVS). It is determined that nowadays EVS systems are considered to be the potential application systems. In order to analyze the possibilities of practical application of such systems in the issues of flight safety at low altitude and landing, flight experiments of the system installed on a light helicopter were conducted. The research introduces the results of flight experiments on the practical work of television and infrared (IR) viewing channels of a promising typical system in simple and complex observation conditions. Based on the results of flight experiments, a conclusion can be made about the relevance of practical application of electronic visualization systems on board the aircraft to ensure flight safety. It is determined that the systems can be used in flight both for land observation tasks and ensuring a safe flight. When flying the helicopter at low altitude and landing procedures the pilot should use visual information from the rear hemisphere of the lower tail unit by electro-optical visualization system. It was elicited that in the infrared (IR) channel and the fast rotation of visualization system camera located there is a corresponding delay of vision direction and the actual direction of flight. The vision is blurred. In the mode of the infrared spectrum information there appears a filtering problem of interference caused by helicopter engine exhaust gases and snow in the sector of observation. It makes it more difficult to obtain the benefits of visualization systems vision in adverse weather conditions. The conclusions indicated that perspective visualization systems for IR channels require additional use of methods and algorithms to ensure high-definition vision.

Ten years experience of the development of domestic airports sanitary protection zones projects in civil aviation based on Sanitary Regulations and Norms 2.2.1/2.1.1.1200-03 requirements is analyzed, the reasons of loss of quality of project works and delaying of coordination terms at the last stage of the development are established. It is shown that among the main reasons for current negative situation with projects development and coordination are: absence of a check algorithm of settlement borders of areas and contours of aviation noise with the use of natural researches methods in Sanitary Regulations and Norms 2.2.1/2.1.1.1200-03; absence of methods of amendment in projects and regulations of establishment of the airport sanitary protection zones final dimensions. Examples of oversized and undersized noise areas and ones of the polluting substances dispersion as well as the reasons of local authorities’ interests in it are given.
Conceptional strategies which should be used in the edition of a new Russian conservancy normative document regulating the development of projects on sanitary protection areas. New document will allow to consider various factors of negative environmental impact of the airports, airfields, helicopter aerodromes and landing grounds activities.
It is offered to introduce the concept of "aviation noise set index operational card", which will solve the legitimation problem of the aviation noise account in the State Immovable Property Cadaster. Suggestions on equivalent and maximum level magnitude of the sound made at the residential territory of cities and urban-type settlements by flights and aircraft ground operation are given.
Standards are supposed to be harmonized with similar international rules and have to provide zone gradation by 5 dBA.
Suggestions on the considerations of the revealed deficiencies are made, requirements to project sections structure of sanitary protection zones are formulated, proposals on the establishment of aviation noise hygienic standards on the airports aerodrome environs are offered.

The development of the global civil aviation is provided on the basis of the ICAO Communication and Surveillance/Air Traffic Management Concept, which has determined the basic strategy for further commercial flight management effectiveness improvement. On the basis of this concept a Global Air Navigation Plan has been developed by ICAO recently. The core strategies of CNS/ATM concept were specified and combined into so-called blocks. Thus the term Global Aviation System block upgrade has been introduced. At the same time, GANP states that the introduction of new procedures and flight management systems will inevitably affect flight safety. Accordingly, there is a task of flight safety management level maintaining, or even increasing within the Global Air Navigation Plan implementation. Various air navigational aids play a significant role in the process as they are directly associated with the new systems and structures introduction.
This breeds the new global challenge of flight safety management level change assessment during the introduction of new procedures and systems connected with the use of both navigational aids and instruments. Some aspects of this problem solution are covered in the article.

The notion of “the concept on assumed risk” that took over from the outdated concept of absolute security is analyzed, the increasing significance of operating risk assessment at the present stage is noted. Some basic risk assessment techniques are considered. Matrix technique of risk assessment is considered more thoroughly, and it may be used in risk assessment of airlines in the context of labour protection management system.
The ability to correctly assess risks and develop appropriate precautionary measures will allow airlines to avoid incidents leading to drastic consequences for staff, as well as to direct and indirect costs for the enterprise among which there could be singled out both direct property damage and loss of profit and expenses connected to incident investigation, penalty and compensation payment, loss of business reputation and so on. To reduce the rate of accidents and to develop safe activities skills for airlines staff a risk assessment chart is supposed to be implemented, which will be an efficient accidents prevention involving the staff in the process and making them follow safe working conditions.
Process risk assessment is an integral part of assessment of the whole enterprise activity and work efficiency of a department and particular workers evaluation system. Labour protection activity should be based on risk identification and its control. Risk assessment is a keystone of labour protection activity planning.