Carrying out search and rescue operations (SAR) in a unified system of aerospace search and rescue (ASR) is not only related to the use of on-duty search and rescue (OSR) aircraft, but also with the need to attract additional forces and assets, including non-regular aircraft. At the same time, the cost of carrying out the SAR is significantly increased during prolonged searches. The article presents a problem solution for reducing the cost of conducting prolonged SAR by the method of expedient use of aircraft in compliance with the necessary system requirements. Studies of last years in this field have hardly considered the specifics of conducting searches in this context. For this purpose, an analysis of the current conditions for the implementation of the SAR is carried out and key options for the use of aircraft are considered. It has been revealed that the amount of the search work is much greater than the amount of evacuation work. Therefore, the main charge of financial resources for the use of aviation in the SAR falls to the search phase. A rationale for the use of light aircraft in the search phase is suggested, for example, to replace some regular (on duty) Мi-8 helicopters instead of the Мi-2, the search capabilities of which are almost identical. The peculiarity of the application is the possibility of carrying out flights by the guidance method. As an example, an SAR with a prolonged phase was considered, in which it was theoretically possible to reduce costs by 8.3%. The proposed method provides a basis for a rethinking of the aircraft modern equipment for the SAR of the regional search and rescue bases in favor of small and less heavy lifting when carrying out prolonged SAR. At the same time, the economy of financial resources is ensured, taking into account the observance of the necessary requirements of the ASR system regarding its effective functioning as a whole. 

The article deals with the development of visual-cognitive component in interaction of the air traffic service specialist with the colour-graphic interface (of the information environment for monitoring the dynamic air situation) of a typical automated air traffic control system. Some weak points were found through monitoring of the air traffic controller interaction with information environment of interface. Elimination of the revealed drawbacks contributes to the most rational functional condition of air traffic control system. It becomes extremely important in high workload periods and especially in the situations of sharp urgency, e.g. in a shortterm conflicts, in hazardous meteorological conditions, in unforeseen or emergency situations in flight etc. The way of optimization of the air traffic control in the automated system is examined by applying visually-cognitive aids (tools) of user interaction available nowadays with the colour-graphic interface of the information environment. In a sense, we can talk about developing a cognitive support system for making rational decisions to identify potentially conflict situations and to counteract latent type of such situations. The development of decision support tools of rational orientation requires an analysis of the activity of the decision-maker, taking into account his personal factor, where the joint explication of the personal factor with information provision is appropriate. In this connection, the key priority is the development of information provision with colour-chromatic supplement of labels and aircraft marks. It results in information reduction to the minimum necessary and sufficient for making a decision on a rational basis. Application effect of the developed visual-cognitive solutions in the real route air traffic controllers test group is presented.

The X-ray screening systems operators’ professional training is based on the CBT (computer-based training) principle, which has algorithms of adaptive training. These algorithms in existing computer simulators include feedback mechanisms on the basis of trainability exponents – such as the frequency of detecting dangerous objects, the frequency of false alarms and detection time. Further enhancement of the operators’ simulator training effectiveness is associated with the integration of psychophysiological mechanisms providing monitoring of their functional state. Based on the analysis of the particularities of x-ray screening systems operators’ professional training associated with the formation of competences in dangerous objects visual search, the most perspective method is the Eye tracking technology. Domestic and foreign studies of the eye movements characteristics while solving professional tasks in training process are actively developed in various areas. There are no studies of visual search peculiarities in domestic practice in contrast to exterior studies. This research is aimed at considering the usage of Eye tracking technology in the training of x-ray screening systems operators. As the result of the experimental research with the use of mobile eye-tracker Sensomotoric Instruments Eye Tracking Glasses 2.0 the statistical data of eye movement parameters of two groups of subjects with different levels of training have been received. The application of cluster and discriminant analyses methods allowed to identify General classes of these parameters, as well as to obtain the discriminants functions for each group under examination. The theoretical significance of the peculiarities of the operators’ eye movement studies is to identify the patterns of prohibited items visual search. The practical importance of implementation of Eye tracking technology and statistical analysis methods is to increase the reliability of assessment the level of formed competence of x-ray screening systems’ operators in visual search, as well as to develop the potential system of operators’ state monitoring and assessing their visual fatigue.

The problem of accurate navigation support for landing systems is of great importance in our time in connection with the constantly increasing intensity of air traffic in major airports. At present, there is a trend towards a transition to navigational identification of aircraft by satellite radio navigation systems. Currently, two global navigation satellite systems, composed of navigational spacecraft – the Russian GLONASS system and the USA GPS system – operate in full. Moreover, to provide the necessary accuracy of positioning and data integrity the additional means are used – differential corrections. The article gives evidence of increasing the accuracy of positioning using the GBAS system. It is shown that the positioning with using GBAS ensures data integrity, corresponding to the category of «critical data» in accordance with ICAO requirements. The technical advantages of the Russian GBAS station are given. A comparative analysis of GBAS and the ILS landing system has been carried out. The article proves the urgency of the functional augmentation development of multi-frequency multi-system terrestrial systems. To calculate the characteristics of the maintenance continuity of the GBAS system, the complex technical systems effectiveness method of evaluation was used. Numerical data are presented on the probability of solving the navigation problem in the differential mode for the nominal mode. The calculation of the maintenance continuity characteristics of the GBAS system based on the complex technical systems effectiveness method of evaluation was carried out. The advantages of using the mobile version of the GBAS LKKS-A-2000 station are substantiated to provide the helicopters with an instrument approach for landing on unprepared sites. The figure shows the implementation of coordinates estimation errors in the differential mode in solving the navigation problem using 5 navigation satellites of the GPS system. The figure shows the implementation of estimation errors for the same record in using all visible and navigational satellites. The figure shows the number of visible navigation satellites.

Human error is considered to be a cause or one of the main factors in most accidents. Errors are not a certain type of deviation in behaviour; they are a natural product of all human efforts. Errors must be accepted as a normal component of any system, in which humans and technology interact. In aviation for decades since 1960-ies the share of the human factor (HF) from the total number of aviation accident reasons is estimated by the constant growth from 40–50 to 80–90% [1]. This figure refers generally to the certified flight personnel of commercial aviation. Taking into account flights of General aviation (GA), maintenance, air traffic control, transport infrastructure, the overall share of the HF is over 90%. The subject content of HF focuses on the study of man in various conditions and relations to natural habitat and anthropogenic activities. The HF concept is aimed at finding the reasons for unsatisfactory activity and is understood as a field of methods development to optimize safety. In the understanding of human activities inaccuracy is the history of feelings and ideas about responsibility and free will. Erroneous human actions are the result of many simultaneous and asynchronous processes of air transport subjects and the social environment. The study of the nature of erroneous actions leads to conclusions about the deep origin in the human mentality structures of intentions, opinions and expression of the will. Consequence evaluation takes place during changing environment and individual consciousness. The results are often perceived as not corresponding to the original intentions. The human factor acquires special relevance at introduction of the navigation based on characteristics (PBN). Airline companies and services of Air Traffic Control (ATC) face serious problems while implementing the international standards on human factor.

The necessity to improve assessment of aviation security screeners’ competence has been analyzed. Computer based training systems have been widely used in the process of screeners’ training and evaluating the results of training. The main advantage of similar systems application is the possibility of adaptation to the individual screeners’ requirements by changing the level of training task complexity. The efficiency of applying these systems is proved by foreign researches. To assess the results of screeners’ activity the dangerous image projection data is also used. The analysis of modern approaches to assess the screeners’ activity efficiency showed that they do not completely take into account x-ray image complexity factors affecting the results of screeners’ activity monitoring. There have been presented and tested A. Birnbaum two-parameter model, which is used to assess the screeners’ proficiency competence by means of testing. According to International Civil Aviation Organization recommendations the x-ray image data base has been formed; it includes four blocks of prohibited items. Within the suggested model the probability of detecting prohibited items by aviation security screeners is considered as functions of such parameters as the difference between level of qualification and level of x-ray images complexity, and also between the aviation security screeners’ structure of their professional knowledge. The solution of the task to search A. Birnbaum model parameters values by using maximum likelihood method have been offered. Within the model the qualification level characteristic functions, which describe multi-complexity level of x-ray image interpretation competency of the aviation security screener, were generated and explored. Complex criterion to assess the level of the aviation security screener qualification is offered and tested. The suggested criterion allows to evaluate aviation security screeners’ competency taking into account not only the average level of qualification, but its possible variance. The suggested criterion may be used while selecting and certificating the screeners when the requirement to detect at least 95% prohibited items is applied.

The air transport infrastructure objects security is the state level problem as the part of national and public security of the country. One of the directions in this field is the vulnerability assessment procedure for transport infrastructure objects and on the basis of this procedure the elaboration of ensuring their safety recommendations takes place. The mathematical substantiation of recommendations and their possible implementation is an important part of the marked problem. The possibility of mathematical model of counteraction application, which assesses the offender’s potential and the security’s potential based on evaluative dimensions of the offender and the security system, is under consideration. Assume as a basis the mathematical description model of interaction nature between defender-offender system components, the model known as the competition predator-prey model with quantitative qualitative characteristic parameters of the two systems is taken. The model is modified classical model of Lotka-Volterra competition, which allows us to estimate changes in the danger level formation with reference to the transport infrastructure object and the object security level. The analysis of possible model states is made. The control parameters of the model are described. The mathematical apparatus, which is able to evaluate the danger level, the level of transport infrastructure objects protection, to reveal parameters reducing security system potential and to perform the control parameters data is given. The presented mathematical model identifies the parameters which reduce the security system potential and controls these parameters. The management can be carried out for the purpose of system transfer from one steady state to another, preservation of its operability, increase of its operation cycle and compliance to modern safety requirements. The system of Defender-offender equations correct usage allows us to justify the configurable security system of transport infrastructure objects on the basis of the specified security level.

The article deals with the introduction of numerical indicators for the notions "the air transport accessibility" and "the transport discrimination of the population" as applied to the local (suburban) traffic. Due to significant financial cost of air service, the local airlines are essential only in those regions of the Russian Federation, where the low-cost ground traffic is impossible. Thereby, the air transport accessibility should be considered as paired accessibility "the regional center - the capital of the constituent of the Russian Federation". This fact imposes restrictions on those indicators that can be applied to the relevant numerical estimates. A technique has been developed for numerical estimation of transport accessibility and transport discrimination of the population using the notions "transport accessibility levels" and "minimum social transport standard". The results of calculations with a software package based on geoinformation system are presented. It is shown that when using only the ground transport, the capital transport accessibility level of the constituent of the Russian Federation exceeds four hours for residents including more than 450 municipal and urban districts in 50 constituents of the Russian Federation. The most of these territorial entities belong to the hard-to-reach territories of Northwestern, Ural, Siberian and Far Eastern Federal Districts of Russia. The total population of these entities is about 15 million people, which is more than 10% of the total population of Russia. The existing local airlines can solve the transportation problems in local traffic for about 5 million people. To ensure four-hour level of transport accessibility for the rest of the population, it is necessary to organize at least 300 local airlines in the constituents of the Russian Federation.

Currently, two-shell paragliders (TSP) find a sufficiently wide application, including the solution of transport problems. A two-shell paraglider is a soft wing, the form of which is supported by the high-speed pressure in the stream and it is a complex aeroelastic system. To determine the aerodynamic characteristics of such system the use of nonlinear aerodynamics and nonlinear theory of elasticity methods is required, it causes the significant computational difficulties. This paper studies the aerodynamic characteristics of various steady-state shapes of gliding parachutes, the calculation-experimental method of their calculation is proposed. It is shown that the replacement of the volumetric profile of TSP median surface allows to receive the results which correctly reflect the qualitative effects of stalled and attached flows. It leads to the assumption that such replacement was possible for obtaining data about the main patterns of parachute finite wings span flow. The aerodynamic characteristics data of TSP steady-state shapes allow to identify the regularities of their changes depending on parachute cutting shape, the deformations of its surface caused by the incoming flow or control actions. To solve the problem of gliding parachute stall, with a stream of air, the discrete vortex method with closed frameworks is used. This method allows to calculate the aerodynamic characteristics of parachutes. The middle surface airflow of TSP steady-state shape with the flow of an ideal incompressible fluid is examined. The parachute fabric permeability is not considered because the upper and lower TSP cloth is either made of low permeable or impermeable fabric. The stalled aerodynamic coefficients are determined by time averaging after calculations up to its larger values. The results of the calculations are given. The possibility of application the proposed methodology for calculation of TSP aerodynamic characteristics in the range of angles of attack to 10° and over 20° for the simplified calculation scheme with accuracy 10% is shown. At the same time, it is revealed that with the increase of soft wing elongation, it is important to consider its main surface curvature for more precise aerodynamic characteristics definition. The proposed methodology can be used for rapid assessments of aerodynamic forces at the design stage and in planning tube experiment. The obtained results can be useful in TSP design during the performance of the tube experiments.

The problem of the unfavorable weather conditions impact on aircraft, including electric discharges on aircraft, continues to be relevant. For the successful implementation of flights, aviation as a type of transport should ensure safety, regularity and economy of air transportation. The aerial meteorology always takes an active part in above problems solution, since flight safety depends on timely prediction of unfavorable weather conditions. Modern airfield and aircraft equipment, as well as a new meteorological technique, helped to improve flight safety and reduce the number of accidents associated with adverse weather conditions, but this did not solve all the problems of civil aviation meteorological support. This problem is especially acute in small airports, where there are often no means of meteorological support and warnings about dangerous weather phenomena or they are insufficient. The article analyzes various unfavorable weather conditions, their influence on aircraft, provides statistics related to unfavorable weather conditions of aviation accidents, and shows the proportion of meteorological conditions among the factors affecting safety. Particular attention is paid to the problem of electric discharges to aircraft. The consequences of electric discharges on aircraft, as well as weather conditions contributing to electric discharges, are analyzed. In order to improve flight safety at local airports, it is proposed to create mobile units for collecting, processing and transmitting meteorological information that is territorially spread over the aerodrome zone; it allows to create mobile meteorological radar network. The structural scheme of the deployment of the mobile network for meteorological radars is given.

Basis of market of national consumption is presently formed by non-redundant products. Reliability of these devices is wholly determined by the level of failure-free operation of their constituents. With the industrial products of the non-domestic use redundancy both in the repaired and non-repaired equipment is used on different levels: redundancy at the level of components, blocks and units on the whole, and also at the level of elements (deep fractional redundancy).To make a forecast on the share of products that fail during operation, one can know the probability of failure-free operation of the product for a certain time. The article gives the indicator of the probability of failure-free operation of the product – a quantifiable estimated value, which is calculated as the ratio of the undisclosed number of products to their total number. The graph characterizing the changes in the probability of failure-free operation of the products is given. It is assumed that the probability of failure-free operation of articles varies exponentially. The construction of an economic model based on the category of fail-safe products is considered. This model is built taking into account the condition that the product guarantees issued by the manufacturer should be correlated with the number of possible failures of the products during this time. The conclusion is made that the product reliability category is the only category of risk assessment of the manufacturer on the market when issuing guarantees for its products. The assumption is made that the price of improving the reliability can be different and depends on many circumstances, but always increase of the product reliability is associated with an increase of its cost. The problem is solved, due to the fact that some of the products supplied by the manufacturer to the market will fail. Thus, it is necessary to know the proportion of failed products, which is determined by the quality of manufacture and reliability of the product put in the process of its design and production. The graph of the dependence of the total costs for the production and operation of innovative products on the probability of their trouble-free operation is given. The main advantages of the proposed economic model are formulated.

In the context of the predicted growth in air transportation, the additional attention will be paid to the organization of the competitive maintenance and repair operations for the commercial airplanes. The implementation of new technological processes for airframe repairs and the application of modern information technologies during the development of the repair procedures can be a significant advantage in the expanding market of post-production support of the commercial air fleet. Airframe adhesive repairs allow using lifting abilities of the materials more intensively, but application of the adhesive joints technology requires more complicated strength calculation procedure. It is advisable to utilize the modern finite element software packages to perform the reliable calculation. The capabilities of these software packages allow obtaining adequate computational results for adhesive repair joint parameters subjected to cyclic loads. This paper is concentrated on application of the finite element methods to simulate the crack growth in isotropic material and on methods for accelerated calculation of the mechanical response of cracked structures. Crack growth simulation is performed based on XFEM methods where the created finite element model is complemented with asymptotic imitation function of crack tip and with discontinuous jump function across the crack surfaces. Fatigue properties of the repair joint are modelled in accordance with direct cyclic approach, where a Fourier series approximation with time integration of the nonlinear material behavior is applied. After that, the result of integration at each point of the load history is used for the prediction of the material fatigue properties degradation at the next step of computation; this allows us to evaluate the material damage growth rate. Based on calculation results, a conclusion was made that the received numerical data match the full-scale test results; the time spent for calculation with the usage of accelerated computational methods was evaluated.

This paper presents a modification of the Luus-Jaakola global optimization method, which belongs to the class of metaheuristic algorithms. A hybrid method is suggested, using a combination of random search methods: Luus-Jaakola method, adaptive random search method and best trial method. The obtained method is applied to the optimization of parameters of different engineering systems. This class of problems appears during the design of aerospace and aeronautical structures; its goal is the cost or weight minimization of the construction. These problems belong to the class of constrained global optimization problems, where the level surface of the objective function has uneven relief and there is a large number of variables. This means that the classical optimization methods prove to be inefficient and these problems should be solved using metaheuristic optimization methods, which provide sufficient accuracy at reasonable operating time. In this paper, the constrained global optimization problem is solved using the penalty method. Thus, the problem of exterior penalty function optimization is considered, where the penalty coefficients are chosen in such a way as to avoid the violation of the constraints. Two applied problems are considered in the paper: the determination of the high-pressure vessel parameters and the anti rattle spring parameters determination. Using the suggested algorithm, a software complex was developed, which allows us to solve engineering optimization problems. The results obtained using the suggested methods were compared with the results obtained using the non-modified Luus-Jaakola method in order to demonstrate the efficiency of the suggested hybrid random search method.

Популярное в математике понятие интегрируемости дифференциальных уравнений (и столь же разнообразно трактуемое) тесно связано с существованием симметрий и законов сохранения. Все известные интегрируемые дифференциальные уравнения обладают бесконечными сериями симметрий и (или) законов сохранения. Однако также имеется целый ряд уравнений, важных для приложений, но имеющих крайне скудный запас симметрий или законов сохранения. Попытки расширить понятия симметрии и закона сохранения предпринимались разными авторами, и на эту тему имеется обширная литература. В данной статье представлен следующий результат. Если ℓ-нормальная система дифференциальных уравнений в частных производных имеет когомологически нетривиальный закон сохранения, то этот закон сохранения порождает бесконечную серию нелокальных законов сохранения. Этот факт обобщает аналогичный результат статьи автора для дифференциальных уравнений (не систем). Результат получен в рамках геометрической теории дифференциальных уравнений в частных производных. Согласно геометрическому подходу, многообразие, снабженное конечномерным распределением, удовлетворяющим условиям интегрируемости Фробениуса, называется диффеотопом (diffiety), если локально оно имеет вид бесконечно продолженного уравнения Ɛ^∞. Диффеотопы являются объектами категории дифференциальных уравнений, введенной А.М. Виноградовым. Под симметриями уравнения понимают преобразования (конечные или инфинитизимальные) бесконечного продолжения уравнения, которые сохраняют распределение Картана, а под законами сохранения – (n-1)-e классы когомологий горизонтального комплекса де Рама уравнения, где n – число независимых переменных уравнения. Накрытием называется эпиморфизм  τ:Ɛ⟶ Ɛ^∞ в категории дифференциальных уравнений, порождающий изоморфизм распределений. Симметрии и законы сохранения диффеотопа ࣟƐ называются нелокальными симметриями и законами сохранения уравнения ࣟƐ  Выбор подходящего накрытия позволяет получать новые (нелокальные) симметрии и законы сохранения исследуемого уравнения. В работе приведена конструкция одного накрытия и доказано существование бесконечных серий нелокальных законов сохранения у широкого класса систем дифференциальных уравнений в частных производных.

системы дифференциальных уравнений в частных производных; накрытия дифференциальных уравнений; нелокальные симметрии и законы сохранения

The notion of integrability of differential equations is closely connected with the existence of symmetries and conservation laws. All known integrable differential equations have infinite series of symmetries and (or) conservation laws. However, there is also a number of equations that are important for applications, but with an extremely scarce stock of symmetries or conservation laws. Attempts to extend the concepts of symmetry and conservation law were made by different authors. This article presents the following result. If a ℓ-normal system of partial differential equations has a cohomologically nontrivial conservation law, then this conservation law generates an infinite series of non-local conservation laws. This fact generalizes the analogous result of the author for differential equations (not systems). The result is obtained within the framework of geometrical theory of partial differential equations (PDE). A manifold supplied with an infinite-dimensional distribution satisfying the Frobenius complete integrability condition is called a diffiety, if it is locally in the form of  Ɛ^∞. Diffieties are objects of the category of differential equations introduced by A.M. Vinogradov. Symmetries of PDE are transformations (finite or infinitesimal) of the infinite prolongation  Ɛ^∞ preserving the Cartan distribution, while conservation laws are (n-1)-cohomology classes of the horizontal de Rham cohomology. If a covering τ:Ɛ⟶ Ɛ^∞ is given, then symmetries and conservation laws of the diffiety Ɛ are called nonlocal symmetries and conservation laws of the equation Ɛ .In appropriate coverings one can get new (nonlocal) symmetries and conservation laws for an equation under consideration. In this paper we investigate one covering and prove the existence of infinite series of nonlocal conservation laws.

The reflected field calculation from the object can be described with the set of point reflectors with the coordinates in electromagnetic wave plane of incidence corresponding to two-dimensional grid nodes with rather small-sized step. At the same time, the single scattering model which does not consider the re-reflection and point elements cross impact is used in the reflected field calculations. The rapid direct and inverse transformation algorithm is used. The numerical solution algorithms of the direct and inverse scattering problems on the object are offered. The method uses the ray representations scattering fields which are based on the Huygens-Fresnel principle. The graphic diagram of the reciprocal object positioning and the observation plane from the reflected electromagnetic field object is represented. The double reflecting Gaussian surface is graphically figured. The figures of the module and the complex amplitude electric field strength of the reflected wave from a double Gaussian surface argument are provided. To shape the surface of the unknown object the recovery shape algorithm is used, by means of reflected wave phase. This algorithm is based on finding the complex matrix elements in dependence on absolute phase, which is proportional to the appropriate point object distance.

Often, the monitoring systems solution of remote sensing problems, recognition (classification, discrimination) of radar objects using radio polarimetry methods is required in real time mode with the display of the current information on the radar monitor. Monitoring systems can be either stationary (more often terrestrial) or mobile (based on various transport vehicles). When designing such systems, along with ensuring the required speed and performance of the computer, it is also important to ensure the unification of the units and assemblies, the reduction of weight and size characteristics, simplification of the tuning, increase of the operational reliability. In this case, the use of blocks of digital information processing is required. When digitally processing polarized signals, it is necessary to convert the input analog signal to digital form, i.e. to sampled by time and frequency and perform level quantization. The peculiarities of the discretization of the radar polarized signal over time are considered in the article. Analytical expressions for the input polarized signal are derived with considering the geometric parameters of the polarization ellipse. Formulas are given for the in-phase and quadrature components of the polarized signal, for a complex signal envelope. It is alleged that quadrature processing of the polarized signal leads to a decrease in the requirements for analog-to-digital conversion chips due to a significant reduction in the sampling frequency. After the transformations presented in the article, electronic components, which are already in production by Russian companies in the radio electronic industry, can be used in monitoring systems. The transformations of a polarized signal in the time domain described in the article lead to certain transformations in the frequency domain. We are talking about converting the two-side signal spectrum into a one-side spectrum with its transfer to the video frequency region. Such a conversion helps to reduce the sampling rate from gigahertz to megahertz. Analytic expressions in the time domain are accompanied in the article by a graphic interpretation of the signal spectra in the frequency domain. A scheme for demodulating the in-phase and quadrature components of the polarized signal is given. Functional features of filtering units in the scheme are described, the attention of the designers of the digital signal processing systems to the requirements of the Kotel'nikov's sampling theorem is emphasized.