According to the official statistics, the reasons of the majority of air incidents which have happened to state aircraft are caused by displays of so-called human factor of the aviation specialists participating in flights operation, as a rule, by negative displays of personal factor of the flight crew during preparation and performance of the flight task. At the same time, the record of “human factor” effect on the security of the aviation system is fragmentary and doesn’t have systematic basis nowadays. This is the factor which prevents the application of systematic approach to the problem of human factor impact on flight safety. In this regard, in order to reduce the impact of personal factor on the safety of the upcoming flight it is necessary to estimate it in terms of quantity. The solution of this task will require defining a number of the most essential personal safety indicators of the pilot, before the upcoming flight and determine the amount of each specific one. But the indicators of pilot’s personal factor potential threat to the safety of the upcoming flight are among the causal phenomena, which signs are not amenable to accurate quantitative estimation. Therefore, the greatest difficulty is in determination of the weight fraction of each hazard indicator according to “personal factor” of the pilot. In order to find solution to this problem, it is necessary to have an evaluation mechanism which will allow to assess the degree of influence of the phenomena on the object of their impact, the signs, which cannot be accurately quantified. Due to the lack of assessment tools known to the authors, which fully meet the stated requirements and allow to solve the problem, the authors developed a new method which enables to quantify the impact of the related phenomena on the subject of the study that do not have numerical expressions.

Wireless networks based on the principle and technology of Wireless Avionics Intra-Communications (WAIC), that is, wireless avionics or wireless onboard intercom are becoming increasingly widespread on modern aircraft. The development and deployment of WAIC on board is a complex task, as its solution is directly related to ensuring safety of flights. It requires preliminary careful scientific analysis. The article defines three stages of the implementation of such systems. At the first stage (it is already going on) there are WAIC on board of the aircraft, carrying out new functions that are new in comparison with traditional networks, for example, the functions of providing passengers with Internet access. At the second stage (this stage has also already begun), the WAIC is being deployed on board of the aircraft, carrying out the already existing functions of traditional on-board networks along with them. For example, the maintenance functions. At the third stage (it is still ahead), WAIC performs functions, completely or partially replacing traditional wired networks. For example, performing the flight control function without wires (FBW). We could see approximately the same process when electric-distance systems were installed on the aircraft instead of traditional mechanical ones. The parameters of XY prospective networks of more than ten aircraft systems have been determined basing on the analysis of onboard equipment systems, in terms of the possibility and expediency of using WAIC in them. The most promising systems for the use of WAIC are the fuel system, fire equipment and gears. Further research calls for the development of wireless sensors with autonomous power supply, information concentrators, appropriate computer software, assessing the impact of wireless information transmission on reliability, fault tolerance and fail-safety of the systems where such information is transmitted and adjacent aircraft systems.

The article deals with the fuel planning problems for flights planned via standard arrival routes (STAR), with delay legs. Implementation of new standard arrival routes based on area navigation principles leads to increasing airspace capacity and reducing workload for both flight crews and air traffic controllers. More and more air navigation service providers implement modern STARs which include delay legs as their components. Delay legs are being used as modern alternative to delay actions performed with short time holding patterns or radar vectoring procedures. But, new STAR types’ implementation without changing fuel planning procedures has led to fuel consumption increase. The nature of problem is shown in the article with reference to recently designed, published and implemented Pulkovo airport new standard arrival routes with delay legs. The calculations made with the use of automated flight planning systems and shown extra fuel consumption are given. Contributing negative factors are described. Suggested methods of solving the problems allow avoiding extra fuel consumption and reducing pollution. The procedure for using the new approach to planning and performing flight via STARs with delay legs is described. Implementation of the new approach in arrival trajectory design, flight planning and flight performance via standard arrival routes with delay legs is actual for the existing arrival routes and the routes being projected.

During the operation of such machines as aviation engines and land based gas turbines, the obligatory vibration monitoring is carried out which is focused on the prevention of their possible damages and destructions during the work on resonant modes or because of material fatigue. Nowadays, as a rule, the standard or additional equipment is used for such control which includes as a component various types of one-axial vibration gauges. In most cases, the control is carried out continuously, and the frequency of registration can differ from several values for a flight to several values in a second. The data received during routine vibration monitoring is peak values of vibrations. They are diagnosed, using the pre-start control and some ways of fit and the tendency of changes of vibration during the operation. Microelectromechanical systems gaining now the increasing distribution (MEMS), as a rule, allow to obtain the data about vibro-acceleration without giving data about the frequency vibration characteristics. But also the regular equipment of vibrational control used during the operation of considered machines does not give data about the frequency vibration characteristics. However, microelectromechanical devices allow to obtain the data with the essential higher frequency of sample rate (in tens and hundreds times) in comparison with mass equipment used now for control, and to carry out the simultaneous control of vibration on three axes using one gauge. Apart from the vibration peak value the position relative to a reference point is fixed. Does the information received according to mentioned above features have better diagnostic potential? Will the array dimension received during data verification be an obstacle to the operational processing? Materials of the present article are an attempt to give answers to these questions and to make representation about possibility and features of an estimation of a technical state of machines by the results of processing of time series vibro-accelerations received with the use of such processing microelectromechanical systems. It is represented that the way of data processing of vibrating monitoring considered in the article at sufficient simplicity of realization allows to solve the problem of an estimation of a technical state of monitoring item.

The article is devoted to the analysis of inaccuracies in the terminology and in the description of safety management procedures associated with both shortcomings in the documents of the International Civil Aviation Organization (ICAO) and incorrect, and sometimes simply erroneous translation of certain provisions of the documents from English into Russian. As well known, all ICAO documents are originally written in English and correct translation is extremely important for their adequate understanding and application in practice. This is especially important for Russian airlines, as methodological developments on the implementation of safety management systems (SMS) at the state level are not enough. Experience in the development and implementation of SMS in airlines shows that due to inaccuracies in ICAO documents there are additional difficulties. Accordingly, there is a broad and often subjective interpretation of a number of ICAO Rube provisions in airlines, which leads to a conflict of priorities and irrational use of resources of airline and other aviation enterprises. The article notes with a demonstration of specific examples that in each new ICAO document in Russian the names of components and elements of the conceptual framework (structure) of the SMS of the service provider change, although in the original English version these names are constant since 2006.
The main methodological difficulties in the development and implementation of the SMS by service providers are associated with risk management, and it is in this part that the greatest number of inaccuracies in the documents is observed. It is shown, in particular, that the term "Risk Factor" appeared in the ICAO SMM due to the erroneous translation into Russian of the English term "Safety Risk", and its use in parallel with the term "Hazard" in high-level documents (the Air Code of the Russian Federation, article 24.1 and in the Decree of the Russian Federation Government from 18.11.2014 No 1215) introduces additional confusion at the level of air enterprises in the understanding of risk management within the technocratic concept of risk.

This paper presents the developed algorithm for numerical grid deformation for solving the problems of modeling the flow around the helicopter main rotor in the horizontal flight mode with allowance for flapping movements and cyclic changes in the angle of the blade installation. In general, this algorithm can be applied to simulate the aerodynamics of solid bodies deviating from its initial position at angles up to 90 degrees in the vertical and horizontal planes relative to the origin point, and also performing a rotational motion at an angle up to 90 degrees around the axis through the center of coordinates and the body mass center. The first part provides a brief overview of the existing methods of the computational grid deformation for solving various problems of numerical simulation. These include methods for rebuilding the grid, moving grids and "Chimera" grids. The second part describes the algorithms for allocating of grid deformation and for finding the final coordinate of the computational grid nodes in the presence of a predetermined blade control law. The equations of the deformation zones shape in numerical grid are given. The influence of variables on zones sizes is shown. The third part presents the results of methodological calculations confirming the performance and limitations when choosing mesh deformation zones. The influence of the size and shape of the deformation zones of the numerical grid on the quality of the mesh elements is also shown. This work is methodical in nature and is a preliminary stage in the numerical modeling of the flow around the helicopter main rotor taking into account the automatic main rotor balancing and blades flapping.

A steady growth of aviation transportation (4-5% per year) causes excessive saturation at numerous major airports. As a result, many flights are delayed. One of the ways to deal with this growing problem is to transfer regional propeller aircraft maintenance to suburban airports. It will require both a modernization of local airports and the design of a new generation of regional aircraft with short takeoff and landing (STOL). The aircraft ability to operate from short runways depends not only on wing unit loading and on high-lift capacities but also it is determined by the control surfaces efficiency. The latter often becomes one of the major reasons for limitation of the amount of lift used in STOL configuration. Thus, the successful application of high-lift devices stipulates the necessity for both the efficiency increasing of existing aircraft control surfaces and the development of some alternative form of lateral control not requiring a significant wingspan proportion. The forms of a lateral control, this article considers, include the interceptor, drooped ailerons, ailerons fitted with mini-flap and one of the alternative forms which uses differential flap section deflection. Several mini-flaps with a various chord are also considered to increase the available rudder yawing moment. The efficiency of the above-mentioned control surfaces has been studied in TsAGI low speed wind tunnel on a model of a twin-engine light aircraft with an enhanced level of lifting capacity on take-off and landing configurations. The tests were conducted at a Reynolds number of 1.0×10⁶ and Mach number of 0.15.

In order to simulate the process of design development in full on computer models, including virtual tests of the synthetic aperture radar on an air carrier in model media, the study develops a structural scheme of the conceptual design of the synthetic aperture radar on an air carrier. The scheme is invariant with respect to the type of an air carrier with a synthetic aperture radar: an aircraft, a helicopter, an unmanned aerial vehicle and similar ones: an air carrier "enters" it by only an automatic control system, a model of trajectory instabilities and a spectrum of frequencies of elastic oscillations of its design. To perform a computer simulation of radar systems with full polarization sensing, a model of a matrix cross-correlation function of probing and reflected vector signals is proposed. As a model of the scattering object, a set of independent point reflectors distributed over space and generally having different rates of motion is accepted. The reflected signal is a sum of elementary signals, their form completely repeats the shape of the emitted signal, and the amplitude, the phase and polarization are respectively determined by the coordinate, velocity and polarization parameters of elementary reflectors forming a spatially extended object. Taking into account the developed models for the formation of the vector sounding signal and the matrix response function of the distributed radar object, a block-diagram of the model of the matrix cross-correlation function of the emitted and reflected vector signals is proposed. A block-diagram is the basis for the development of an algorithm and a program for computer modeling of the primary signal processing in a radar station with full polarization sensing.

The article considers the use of three multi-agent methods for optimizing structural elements of aircraft. The research describes strategies for finding solutions to multi-agent metaheuristic algorithms, such as: fish school search, krill herd, and imperialist competition algorithm. The work of these methods is based on the processes occurring in an environment that features many agents. Agents have the opportunity to exchange information in order to find a solution to the problem. These methods allow you to find an approximate solution, but, nevertheless, with great success are used in practice. In this regard, the described metaheuristic algorithms were applied to the optimization problems of structural elements of aircraft such as: welded beam, high pressure vessel, gearbox and tension spring. The article adduces the formulation of these problems: the objective function, a set of constraints and a set of admissible solutions are indicated, recommendations on the choice of parameters of the methods used are given. To solve the problems of optimizing the elements of aircraft construction, a set of software elements was formed in the development environment of Microsoft Visual Studio in C #. This complex of programs allows you to solve the given problems by each of the described multi-agent methods. The software allows you to select a method, a task and select the method parameters and the penalty function coefficients in the best possible way. The results of the solution were compared with each other and with the well- known solution. According to the numerical results of solving these tasks, we can conclude that the algorithmic and software created allow us to find a solution close to the exact one in a reasonable time.