Nowadays, educational institutions carrying out pilots’ training in the Russian Federation use completely new generation aircraft different with high degree of control automatisation (EFIS – Electronic Flight Instrument System). At the same time, the applied methods of flight training are based on studies carried out for aircraft with analog instruments, which does not allow to use new generation aircraft and simulators wide possibilities at  their full capacity. Therefore, there is a vital necessity of enhancing the method of pilots’ initial professional training that should contain teaching rational methods of distribution and switching visual attention. In 2017 in accordance with the Order of the Federal Air Transport Agency of the Russian Federation in the Ulyanovsk Institute of Civil Aviation a complex of research was carried out that allowed developing the method of initial pilots’ flight training on the aircraft equipped with EFIS. During the research, the oculometric research methods of cadets’ distribution and switching attention (the "eye-tracking" technology) were used, which allowed a deeper study of the piloting skills formation and their impact on pilot's operation with EFIS. To assess the effectiveness of the developed methods, two series of experiments involving cadets of Ulyanovsk Institute of Civil Aviation and its branch in Sasovo were conducted. Two types of simulators: L-410 and Diamond 40 NG were used for research purposes. In this article it is proposed to use the correlation coefficient and the Manhattan distance to assess the accuracy of maintaining flight parameters during cadet simulator training. According to the results of the first series of experiments, it was found out that the cadets under the experiment showed a lower level of flight training compared to the control group of cadets. However, after training the group under the experiment on the developed method, a level of flight preparation in the both groups became equal. Statistically significant differences of initial and final levels of flight training for the cadets of the experimental group were observed while cadets of a control group completed the series of experiments without any significant changes. The second series of experiments revealed that the lack of flight practice among the cadets of the experimental group did not prevent them from demonstrating a qualitative level of professional training when practicing on the flight simulator. Such a result was achieved due to the ground preparation of cadets on the developed method what, undoubtedly, indicates its effectiveness.

Due to the constantly increasing intensity of the air traffic flow, the capacity of a particular sector of airspace reaches its predetermined value. More than 60% of all air traffic of the Russian Federation falls on the Moscow airspace and its intensity is constantly growing. The effective organization of air traffic in an aviation hub control area depends on the ability of air traffic controllers to correctly align the order of arrival and departure of aircraft with the existing traffic intensity, prohibitions and restrictions, meteorological conditions and other factors. This article considers the problematic aspects of the coordination between ATC units, leading to delays in departing and approaching aircraft, affecting the safety, efficiency and regularity of air traffic. The rules of coordination between adjacent ATC sectors, providing aerodrome dispatching service in the Russian Federation are described. The description of the coordination process between the Ostafievo Airport ATCs and the controllers of adjacent dispatch centers is given. These adjacent ATCs are the following: the Vnukovo-Radar, the Domodedovo-Radar, the FIS Vnukovo-1 and the FIS Vnukovo-2, also the ATC Tower of the state aviation. The analysis of the existing technology of ATC coordination in one aviation hub is carried out. Recommendations for improving the effectiveness of the coordination system between ATC units are presented.

The article deals with the technique of constructing standard arrival routes using the CDO profile in the airspace of the "approach" zone with increased air traffic intensity. The methodology for calculating the effective values of airspace structure elements is based on the probabilistic characteristics of the arrival flow, on the basis of which the required working areas of the «trombone» and «point merge» are determined in an iterative way in order to maintain the CDO regime. As a result of the application of this technique, an exemplary structure is presented from three standard arrival routes for Sheremetyevo Airport, in which trombones are used on the final sections of the arrival route. The calculation of the probabilistic characteristics of the unimportant functioning of a «trombone» («point merge») is made proceeding from the Poisson law of the arrival flow of the aircraft for each route and the uniform distribution of the random value of the aircraft entry of all routes to an elementary common segment (l). A comparative evaluation of the efficiency of the “trombone” and “point merge” circuits on the working area is made on the basis of the characteristics of the aircraft traffic flow. An important result is obtained, mainly on the “trombone” type, not only on the efficiency of airspace use, but also on the integrity characteristics of the aircraft arrival required for CDO. The obtained results are confirmed by the simulation carried out under the conditions of the problem. In conclusion, the conditions for the practical provision of a constant reduction regime at CDO sections of the standard arrival routes are presented, which includes the exceedance of the calculated ATM, and measures are proposed to minimize the negative consequences from such disturbances of the incoming flow.

In the article the analysis of functioning a joint decision-making (A-CDM) system of Sheremetyevo Airport is presented during airport operation in a "rush hour". Domestic and international programs of air traffic management (ATM) development assume that the airports will be completely included into the air traffic management network as components of this network. Cooperative decision-making will be used to provide a "seamless" process of planning. This process will take place with participation of airspace users, suppliers of an air navigation service and airports (with use of the automated facilities of arrival, departure and traffic on airfield surface) for the benefit of sequence management to increase runway capacity. The runway equipment has to be modernized, separation standards among aircraft on arrival and departure should be reduced, modern navigation and traffic control on an airfield surface aids have to operate. The runway is referred to the resources which operate according to the principle of only one client service. Influence of weather conditions (the wet runway, severe wind, low visibility) determines the airfield capacity. Arrival and departure control allows optimizing aerodrome operation from the view of cost efficiency and ecology. The system of joint decision-making for an airport is a complex of the procedures aimed at increasing level of air traffic flows organization, airfield and airspace capacity through raising a level of event predictability and optimization of the resource use process. The system allows operating information to obtain the modified output data for decision-making. The main system objectives are to increase the level of temporary accuracy of an event emergence and also its predictability.

Advanced technologies in air traffic management assume the transition to flexible routing based on the use of the satellite navigation systems. However, the accuracy of these systems depends on the location of the navigation satellites in relation to the target object and will vary in the available airspace. Therefore, the designed optimal flight path of the aircraft should be built taking into account the accuracy of its keeping in the variable navigation-time field (accuracy field) of the satellite navigation system. The accuracy field of the satellite navigation systems can be characterized by the geometric factor (spatial, horizontal and vertical). The geometric factor of the satellite navigation system is determined by the relative position of the consumer and the satellites upon which the navigation problem is solved, and is a deterministic value. Due to the orbital motion of satellites and the movement of the consumer, the geometric factor will change in space and time. Knowing the laws of the satellites orbital motion it is possible to calculate the geometric factor for any point in the air space and for any moment of time according to the known almanac of the system. This allows predicting the expected accuracy of the navigation and time determination during the flight on a particular air route. Optimization methods based on the algorithms of A-star and Dijkstra graph theory are chosen for aircraft flight trajectories construction. Mathematical modeling is used for the optimal trajectory construction in the GLONASS dynamic accuracy fields with their various structures in static and dynamic problem setting.

The article deals with the multi-criteria task of routing and scheduling of unmanned and manned aircraft using the method of penalty functions. The authors describe the urgency of the problem being solved for the airline management under the conditions of the existing changes in the dynamic situation with a great variety of flight situations. A mathematical statement of the problem is formulated and a universal optimality criterion is proposed in the form of a sum of additive and multiplicative forms, including partial quality indicators. The search for optimal and rational solutions to the problem of optimal flight routing, taking into account the airline fleet resources, airspace users' offers, constant and variable restrictions, associated, for example, with unfavorable weather conditions, can be implemented using a one-criteria and multi-criteria approach, but as a result, it is proposed to use a genetic algorithm that has low computational complexity and offers as solutions ("ancestors"), close to the optimal and rational result.  With this approach, an "elite" is formed at the beginning of the algorithm, which allows the crossing operation to be performed at each step of the iteration (evolution). As a result, we get new "descendants", and by rearranging at least one item from one block to the next one, we can get a sufficiently large number of representatives, from which a new "elite" can be selected with the help of the criterion. The practice of using genetic algorithms has shown that along with the achievement of a global extremum with it, the process of substantial improvement of planning results is achieved in several evolution steps, and their number is clearly less than the number of steps when using numerical methods of parametric optimization.  The proposed approach will significantly improve the efficiency and quality of flight planning for the airline, taking into account the diversity of aircraft fleet, payload and environmental impact. This task is especially important under the conditions of joint management (CDM), where aeronautical data can be considered as additional criteria.

The article presents a methodology for determining the probability of aircraft information contacting airborne objects within flight test procedures. The methodology is based on the experimental-theoretical test method, based on the application of mathematical modeling. The technique differs from the known ones in that it uses modern information technologies, and the adopted mathematical model is implemented in the form of a computer program. In addition, detecting the given performance indicator in flight experiments is inappropriate because of significant resource costs. This technique is suitable for practical testing purposes and allows determining the aircraft efficiency index when searching air objects – the probability of an information contact with a typical air facility. The presented computer program provides the performance of calculations of the output index for different values and combinations of factors influencing the result. The simulation was performed and the probabilities of the aircraft information contact with typical airborne objects under given conditions were obtained. The results of the influence research on the probability of groups of factors outlet into information contact: the aircraft and the air object characteristics, the quality of the initial information about it, search conditions are presented. As a result of the work, the main regularities are established when solving the problem of the aircraft information contact with an air object. The computer program created within the methodology framework has a modern graphical interface and allows reducing the time spent by the researcher on the processing of test results. The developed technique allows performing a comparative assessment of the aircraft capabilities to detect airborne objects in tests.

To improve the quality of recognition of air objects, it is proposed to use a priori information contained in reference portraits, which are formed adaptively to the conditions of observation. A decisive rule is formulated on the assignment of the observed target to the k-th group under the assumption that the signal and background are normal stationary random processes with zero mean values and the covariance matrices of portraits are known. The quality criterion of recognition is proposed, the result of which implementation is a decision with a probability not below the required Ptr. The price for the implementation of this criterion is the decision content change. For the implementation of the radar recognition system (HRD) with structural-parametric adaptation of the radar it is proposed to introduce into the system a device of the quality and control forecast, which conducts the assessment (forecast) of the amount of information and change the decisive rule of the HRD system in accordance with the received assessment. An indicator of the amount of information extracted by the recognition system from the radar portrait (RLP) is introduced, which is thought as a measure of reducing uncertainty in the decision-making process on the target group with the help of the RLR system. It is shown that the amount of extracted information depends not only on the parameters of the RLP, but also on the algorithm of its processing. The potential amount of information about the goal of the k-th information group contained in the RLP is determined, the concept of a sufficiently informative portrait with the recognition of the goals of all groups is introduced. The concepts of differential and integral contrast are formalized in the case of arbitrarily correlated RLP. The introduced concepts of differential and integral contrasts for the special case of uncorrelated RLP are extended to the General case of arbitrarily correlated RLP.

Currently, in areas of large cities there is a steady trend towards an increase in the spatial density of telecommunications systems. Saturation of the radio spectrum with analogue and digital systems used to solve problems of radio communication and television allows on their basis improving the technologies for semi-active radar detecting and determining the coordinates of air objects. The introduction of radar surveillance using transmitters not intended for radar purpose is often called a semi-active radar using outside or “parasitic” emission sources. The advantages of the systems are the minimization of the deployment costs, low operational energy costs, a low probability of establishing distortions, stealth operation, environmental friendliness and lack of requirements for radio frequency resource allocation.  The relatively large elevations of the antennas of communication and television transmitters with the existing emitted power create favorable conditions for the detection of low altitude air objects. The digital signals of modern telecommunications systems have a spectrum width that provides acceptable resolution and accuracy for measuring the full range and angular coordinates. In general, a system of this type is a poly-static (multi-static) system consisting of one or more radiation sources and one or more receiving positions scattered in space. The promising task such systems solve along with airspace control is air traffic control. The article considers options for determining the rectangular coordinates of air objects in a system of bistatic radar stations using radio emission from external sources for target detection. The variants of the location of air objects with different composition of primary measurements of coordinates and a number of transmitting positions are considered. Analytical expressions are given for calculating the projections of the target velocity vector on the axis of the Cartesian coordinate system. The accuracy of airborne positioning for multi-static radar systems of this type is estimated.

Meteorological support of flights (MSF) of civil aviation (CA) is one of the types of support of flights and is carried out in order to ensure the safety, regularity and efficiency of flights by providing the required meteorological information to users of airspace, bodies engaged in air traffic management. The international and national regulation of the MSF CA is based on the recommendations of the World Meteorological Organization (WMO) and ICAO as well as the Federal Aviation Regulations and other regulatory and guidance documents. In the Russian Federation the MSF CA is performed by "Aviamettelekom of Roshydromet", which is a regional organization with a regional-distributed network of structural units including a head office and 15 branches. Aerodrome meteorological authorities conduct the direct meteorological support. At present, there are a number of problems in the MSF CA, that is availability of the regulatory acts and rules allowing the use by aviation consumers of meteorological information supplied outside the officially authorized providers of meteorological information; insufficient technical provision with modern meteorological equipment of aerodrome meteorological authorities; obsolescence of existing technical means to carry out meteorological observations and supply meteorological information; lack of qualified meteorologists; divisions redundancy of "Aviamettelekom of Roshydromet"; in a number of regions of the Russian Federation there is a lack of reliable methods for weather forecasts and hazardous weather phenomena for aviation; insufficient coverage of the country's territory with a network of meteorological radar and aerological stations. The main ways of improving the MSF CA must be guided in several directions simultaneously: improvement of the legislative and regulatory frameworks of the MSF CA; the development and introduction of modern technical means for carrying out meteorological observations and measurements; development and implementation of computer-aided forecasting on the basis of modern numerical methods and prediction techniques; the centralization of the forecasting processes and sharing weather data.

Estimates of the velocity of the chaotic medium motion using information of "narrow" spectral intervals of stationary random signals generated by the motion of such media on the sensors located at two points along the direction of medium motion are considered. The question about the physical meaning of the minimum spectral interval required for such measurements with a given accuracy is posed and discussed based on the main relations given in the article and formulated using the theory of homogeneous isotropic turbulence. It is shown, that within suggested relations the process of filtration may be described using a turbulent term and so the results of the filtration could be seen as a virtual turbulent dissipation. The latter allowed semiquantitatively describing the results of the numeric calculations presented in the article and forming the ways of the further development of the approach suggested which after appropriate updating might be called a "full filtered correlation analysis" (FFCA). In particular, a method of turbulent dissipation rate measurement by means of two (or more) filters with different bandpasses applied to signals in two points of cross-correlation measurements and an approach to the physically clear description of the optimal number of Fourier-terms in the representation of the signal passed the filter are outlined as well as the approach to a turbulence spectral shape evaluation. Apart from that, with the relations given in the article, the well-known fact that Doppler measurements are not applicable to the remote sensing with use of wideband signals as an information carrier as well as the reason why such measurements are applicable in the case of signals with narrow spectra receive its clear physical explanation. The latter allows forming the definition of a monochromatic signal as it is from the point of view of a cross-correlation analysis.

Meteorological support for aviation is an essential element of an integrated system for air traffic management as incorrect meteorological information about hazardous meteorological conditions has a significant impact on the level of flight safety and on all aspects of air traffic management. At present, a number of decisions have been taken at the state level in Russia, according to which a large-scale program is being implemented to develop the infrastructure of the Far North and the Arctic regions, the development of territories, the coast of the Northern Sea Route, and the development of mineral deposits. The climate of the Arctic is one of the severest on Earth. The instability of the meteorological situation is expressed in a sharp change in the wind direction and speed, a decrease in the height of the cloud cover, the rapid inflow of fog from the sea on the coast. Strong winds cause a snowstorm and drifting snow, in summer, under the influence of a powerful cyclone, a sudden increase in air temperature is possible. These natural factors together create adverse, at times extreme climatic conditions, which lead to the emergence of meteorological hazards dangerous to aviation. These phenomena are difficult to predict and significant in terms of impact. Making landing and takeoff in the Arctic, as a rule, is associated with an increased risk. This is due to the fact that temporary aerodromes and landing sites have minimal aerodrome equipment, meteorological provision is almost completely or partially not available, there are no statistical data on weather peculiarities at the place of take-off and landing. The problem of servicing landing sites is the use of outdated equipment, lack or inability of permanent maintenance staff residing in the area. Taking into account the above facts, for effective and safe use of aviation in the Arctic region, it is necessary to automate as much as possible the processes of obtaining, processing and reporting to the crews data on the meteorological situation in the area of the landing site and on the flight route. The article discusses the need to use automated systems for collecting, processing and transmitting meteorological information to inform crews of aircraft carrying out take-offs and landings in the areas of aircraft and helicopter landing areas of the Arctic zone about the state of the surface layer of the atmosphere and the altitudes where icing is possible.