The article presents the results of the "risk pyramids" analysis of commercial aviation for their adequacy to the current state of the aviation transport system of Russia. The necessity of annual updating of "risk pyramids" is shown, as the aviation transport system (ATS) of Russia is dynamic and the ATS state changes faster than the accident rate statistical indicators characterizing this state. The method of linear weighted moving average for the synthesis and annual correction of the "risk pyramids" parameters with an optimized averaging coefficient – 7 years is substantiated and proposed. The optimization of the averaging coefficient is performed by the criterion of the minimum mismatch between the averaged values of the "risk pyramids" parameters and the current (annual) values determined by the statistical data of an aviation events. The general and private "risk pyramids" of commercial aviation of Russia synthesized by results of the statistical factorial analysis of aviation events for 2009–2016 are presented. The synthesis of "risk pyramids" is made in accordance with the classification of aviation events in the civil aviation of Russia, separately by causative factors: "Human", "Aircraft", "Environment". The parameters of the "risk pyramids" reflect the conditional probability of an aviation event of great severity (for example, a catastrophe), if there were aviation events of less severity (for example, incidents).  The parameters of the presented pyramids are intended for inclusion into the algorithms of indirect estimation of probability of aviation accidents for any airline and any period of flight work (from a month or more).

The article considers the software of optimization technology allowing to enhance the work of the aerospace search and rescue system in terms of making decisions on the use of aircraft. Due to the fact that at the moment the scientifically based principles of making operational decisions for optimal distribution and attraction of aircraft to search and rescue are not completely developed, especially with the use of automated processes, such decisions are made on the basis of the personal experience of the head of search and rescue (HSR). The article provides an analysis of domestic developments in the field of information and technical support for search and rescue (SAR), an algorithm for decision-making based on factors influencing the choice of search and rescue forces and assets. Software implemented on the visual programming tool Visual Basic for Applications is presented; it provides the mathematical model of the aircraft optimization for: the minimum expenditure of funds based on the theory of linear programming, the minimum examination time of given area and the probability of failure-free operation with a forecast of meteorological conditions for three days. The results of calculations are presented in the form of recommendations with graph-analytic explanations for each block of optimization to reflect the full "picture" of the forecasted search and rescue operation (SAR). The realized integrated approach in the software is able to provide unified recommendations for the RPFS not only during operational planning, but also in the organization of transport tasks, monitoring and delivery of humanitarian cargo. This allows the governing bodies to give the best recommendations (on the basis of the "efficiency-quality-economical efficiency" principle) and, if necessary, to formulate scientifically based offers on the use of forces and assets in the aerospace search and rescue system

In developing and implementing the safety management System (SMS), which is mandatory in accordance with ICAO SARPs and the requirements of the air legislation of the Russian Federation, civil aviation aerodrome operators face methodological problems mainly in two components of the SMS – risk management and calculation of the safety performance indicators. To solve these problems, the article proposes to use a new approach for risk management in the airlines, developed by the Airline Risk Management Solution Group (ARMS). When adapting the method to the activities of the airport operator, the specifics of aviation events at the airport are taken into account. Manifestations of hazard factors in the form of events and deviations from the norms are proposed to be structured in accordance with the classification of activities in ground handling according to ISAGO Manual. A method for calculating and monitoring the safety performance indicator for the airport operator having extremely rare aviation events is proposed. The advantages of the ARMS approach in the implementation of the main prognostic part of the risk assessment, which directly considers the ability of the system to counteract the dangerous situation under the influence of hazards are shown. A threelevel scheme of safety management at the airport is proposed. The method proposed in the article was used as a basis for SMS implemented at two international aerodromes of the Russian Federation.

The article presents the main provisions of the digital passenger identification concept based on the use of blockchain technology. It is summarized that the introduction of secure biometric identification of passengers at the airport will reduce the time and financial costs associated with the inspection and going through the passport and customs control. The problematic aspects of the current legislation of the Russian Federation regulating the application of this technology are analyzed. The technology Smart Path, developed by SITA is considered. The essence of this technology is the use of biometric data as a single identification taken at each stage of the journey. The possibilities of using blockchain technology as the basis of passenger identification before the departure are analyzed, while the blockchain technology eliminates the need for centralized processing and storage of personal data of air passengers. A computer science dealing with the chain of blocks based on the cryptosystem ensures the confidentiality of data and the absence of the possibility of information leakage or misuse. It is specially noted that the technology of cryptographic protection of air passengers biometric data will become an obstacle to using personal information for illegal purposes, and the capabilities of blockchain technology will allow cross-border data exchange during international flights. It is concluded that with the use of this technology, there will be no need to maintain the staff of workers responsible for document verification and control over the identification of passengers. All these functions will be replaced by a distributed database, which cannot be destroyed or hacked. On the basis of the study, it is proposed to amend the current legislation regulating the procedure for collecting and processing the personal data of airline passengers.

The formalized parameters of bird hazard assessment at the aerodrome are presented. The size of total biomass of all birds that are in a zone of aircraft movement reflects the aggregate characteristic of ornithological hazard. This is a dynamic parameter, its dimensionality is kg/hour‧km2. The size of biomass is differentiated on high-altitude layers and the directions of its movement. In addition, it is necessary to estimate activity of each bird species at the aerodrome as component parts of bird hazard. Its dimensionality is individuals/hour‧km2. One more parameter of aerodrome bird hazard in the assessment process of activity of each bird species is the behavior pattern of birds in aerodrome airspace. This parameter will allow to reveal the sources of bird arrivals at the airfield and to detect the causes of it. Assessment of this share is necessary to choose the effective measures to decrease bird strike risk. The birds recording technique at airfield has been designed to obtain quantitative values of main parameters of bird hazard. The birds recording is carried out from the observation points located on the opposite sides of the runway. The birds recording technique is based on visual detection of birds, identification of species, sex and age determination, expert estimate of altitude and direction of their movement. Except the flying birds, the foraging and resting birds on the ground are also considered. The contribution of these birds to the aggregate value of ornithological hazard is bigger than overflying birds. The birds recording technique is described in detail. The norms and frequency of birds recording to obtain data on daily and seasonal dynamics of aerodrome bird hazard are substantiated. The algorithm of processing the results of birds recording and calculation of the main parameters value of bird hazard is stated. Gradations of bird hazard and relevant measures to decrease quantity of birds at airfield are proposed.

The article presents the results of the blades vibration studies, where the blades are rigidly fixed to the disk of the high-pressure compressor of the auxiliary power unit (APU). The task of the study is set because of the destruction of the blades cascade, which led to the APU failure. The designated APU resource was not provided. Destruction of compressor blades occurred since the introduction of gas turbine engines, but it was not always possible to comprehensively investigate the problem and completely prevent the destruction of compressor blades. Analysis of fatigue failure statistics led to the conclusion that all the blades, regardless of their size and material are destroyed in certain areas on the back, edges and tip. The relative coordinates of the crack location are approximately the same. This indicates the availability of common patterns of the blades dynamic loading and the resulting tension in them with resonance vibrations. Moreover, the availability of operational damage on the blades does not affect these patterns. However, these patterns are not fully applicable to the blades represented in this study (wide-chord, with variable thickness from the leading to the trailing edge), but they have some similarities. The study of the forms spectrum and the blade frequency vibration is the first step in solving the problem of the blades destruction. Every detail has an infinite number of frequency characteristics that form the spectrum. Each frequency of natural oscillations corresponds to its own form of vibration. The form of the vibrations is determined by the pattern of alternating displacements or deflections and the position of the nodal lines. In nodal lines the displacements are infinitely small and considered null. The displacements of the vibrating sections on different sides of the nodal lines are in antiphase. The combination of the vibration shapes forms a variety of shapes. In this study, a sand method for determining the spectrum of vibration frequencies was used. This experiment will allow to define the sectors of defects occurrence with the subsequent development of fatigue cracks and to define real dynamic loading of the given blades design.

Designing a modern flight vehicle is associated with the need to solve many scientific and technical problems. These tasks include the prevention of insecure self-oscillations in flight, taking into account the elasticity of the structure. These problems relate to dynamic aeroelasticity, a science that examines the interaction of an elastic structure (at its oscillation) with an air flow. Maneuverable unmanned aerial vehicles (UAVs) are considered. Since UAVs are essentially not used without an automatic control system (ACS), its presence must be taken into account when considering the vibrations of an elastic structure in flight. The influence of the elasticity of UAV design on the operation of ACS in flight is manifested in the possibility of self-oscillations in the loop "elastic UAV – ACS". Self-oscillations lead to disruption of normal operation of the onboard equipment or its failure. The complexity of the problem requires its consideration at almost all stages of UAV’s development, including the creation of a prototype and testing. The computational and experimental studies of the characteristics of elastic oscillations in the UAV flight of the cross-shaped scheme are considered. The features of these UAVs (options with a modular design, the nonlinearity of the airframe, rudders, ACS, and others) due to a significant amount of testing that is the basis for the calculations. Electric actuators have a small continuous operation time, and resource use, there are gearboxes with a large gear ratio and backlashes. This determines the dependence of the rotation rigidity of the rudders on the amplitude and frequency, as well as a significant increase in the total moments of inertia. The technique of bench experiment with obtaining data to assess the boundaries of the flutter and the boundaries of the stability of the loop "elastic UAV – ACS" is given. The questions of improvement of the stabilization system of UAV required for the study of its stability at frequencies of elastic oscillations are considered, as well as the evaluation of the limiting cycles of self-oscillations is given.

An airborne aircraft forms a wake vortex behind itself dangerous for other entering it aircraft both piloted and unmanned. Wake vortex intensity depends on parameters of the aircraft creating it, so the greater the aircraft mass is, the higher its impact on other aircraft is. It is not possible to register visually the wake vortex, since in fact it is invisible. Introduction of wide-body aircraft like A380 into service leads to the revision of separation rules with the aim to increase admissible distance between aircraft. There is a quite demonstrative case when Challenger 604 got into the wake vortex after A380: though separation rules at the altitude were observed, Challenger performed an out-of-control rotating descent from the altitude of 10000 m to 3000 m. At present, in spite of multi-year research there are no real verified suggestions on wake vortex safety of aircraft flights. The paper presents the methodological basis and design concepts of an onboard early warning system of a pilot about entering wake vortices from another aircraft. The main task of the proposed system is to reveal wake vortices according to pressure decrease in their cores; to do it we perform on-line measuring of pressure in front of an aircraft. Measurements are done by a standard onboard air data system and an onboard inertial satellite system in order to control the consistency of “barometric” altitude readings and those of altitude defined by an inertial satellite system. The value of wake vortices rarefaction measured by an onboard air data system allows estimating the influence degree of wake vortices on the aircraft roll moment with the help of a special hardware and software complex and to determine the necessity to change the flight mode. It is proposed to use a missile bench for the dimensioning wake vortices on aircraft models in order to test computational methods of wake vortices dimensioning

The task solution of optimizing the parameters for an unmanned high-altitude airship and its power system in order to obtain the maximum of air standing patrol duration over a given geographic point requires an effective comparative analysis of the applicability of solar insolation as the main energy source for a power plant under various altitude, latitudinal, seasonal and wind conditions. The availability of a large number of input parameters for designing such a vehicle leads to the conclusion that it is necessary to use the universal specific energy characteristics of a high-altitude airship and its power plant to simplify the analysis and evaluation of technical solutions effectiveness. The main factor determining the power consumption of the power plant is wind flow speed in a given air standing patrol area. It is also known that solar energy is the most affordable source for long-term energy supply. In most cases, the analysis of solutions is reduced to assessing the ratio between the impact of two natural phenomena, solar energy and wind energy, on the high-altitude airship, for this purpose a simplified model of an airship was designed, which can also be applied to a solar energy airplane. In this work, the value of the available and required power per unit of the aircraft mass is selected as the main performance criteria. The available power is determined for any geographical point with the parameters of latitude, altitude and season (day of the year). The required power is determined by the flight altitude, speed and wind direction. Comparing the values of specific characteristics in space-time coordinates, it is possible to perform an effective analysis of the excess or shortage of available solar energy at a given geographical air standing patrol zone, for different altitudes and days of the year. Using the parameters related to aircraft take-off mass, we are also able to define the required dimensionality of the aircraft to carry out continuous aircraft air standing patrol at a given space point.

The paper outlines the main problems and perspectives of methods development for regulation and finding compliance of aircraft during the type design maintainability certification. Mentioned requirements and methods relevance are related to the fact that aircraft continuing airworthiness at the operational stage is possible only with a reasonable combination of the maintenance documentation instructions for continuing airworthiness of a type design and the required level of its maintainability, which both meet the minimum requirements of airworthiness standards. Deficiencies in those requirements and means of compliance have notable influence on the safety and effectiveness of air transportation. Main ICAO standards and international practice of regulation and evaluation of aircraft maintainability and instructions for continuing airworthiness are briefly analyzed. On the base of aircraft maintenance requirements analysis recommendations proposed aimed to further develop regulations and means of compliance for a type design maintainability certification. For solving this problem there is a need to implement certain scientific and practical developments in the domain of integrated logistic support as a technology which integrates the reliability, maintainability and other technical operating capabilities activities for a newly-designed aircraft in order to create its effective maintenance system.  The kinds of requirements within the aviation regulations and means of compliance for them are recommended, which have to be corrected and developed, as well as directions of works necessary for that, including implementation of computer modelling and prototypes testing for showing compliance of aircraft with the maintainability certification requirements. It is shown a need for implementation of the scientific and practical results of research in integrated logistic support domain which allow for interconnect of the reliability and maintainability activities within a new aircraft design in order to integrate systematically reliability requirements with the necessary maintenance action in support of reliability and with the required for those maintenance works level of type design maintainability.