The upcoming transition to a new generation of the elements in the ATC system - AZN-B - has set a number of tasks related to confirming the integrity of the data received, and determining their accuracy characteristics. Radar surveillance systems which are used up to now have established a good reputation and the matter of succession is naturally associated with the comparison of these two recording systems data. Discrepancies (differences) in the AZN-B registrations and radar data are an additional source of information related to reliability and accuracy of their measurements. The problem lies in the method of information extraction. The article analyzes the stable features of discrepancy distribution (histograms) probability obtained in the "Air Navigation Research and Development Institute" branch of GosNII GA by analyzing the observations of aircraft operations in Moscow region. The presence of asymmetry in these histograms is supposed to be interpreted as the presence of uncompensated latency in the transmission of data from AZN-B, which is typical for a certain portion of aircraft in the airspace of Russia. The emphasis on the "territorial affiliation" of the effect is due to the fact that we don’t have any information about the works abroad devoted to the phenomenon under discussion. In accordance with the hypothesis stated, a mathematical model of the measurement procedure with the following parameters to be estimated was constructed: the average value of the uncompensated delay and the expected share of aircraft, characterized by this defect. The values of the sought-for parameters were discovered according to the condition of minimum "distance" between the experimental histogram and the corresponding model analytical dependence. The estimates made revealed that about 30% of the aircraft, out of the total observed number, report their coordinates with an additional error of 75 m. at an average.

The causes of most accidents are due to the manifestations of the personal factor of the flight crew during flight operations. In view of this, the question arises - why do the same well-known dangerous factors, based on the psychophysiological features and limitations inherent in a particular individual piloting the aircraft, continue to affect flight safety in the most negative way. This is explained by the fact that during the entire period of aviation development, the tasks of accidents prevention were solved, and the tasks of the particular flight safety and managing the safety of a particular flight were not given due attention. During the creation of the fundamentals of a modern flight safety system, the primary object of impact is to determine the primary aviation system, the main elements of which are a particular pilot and a particular aircraft on which he performs the flight. With such a prioritization of flight safety issues, the identity of a particular pilot as a central element of a manned aviation system prevails. In this case, it becomes obvious the need for a systematic consideration of the personal qualities of a given pilot, capable of affecting flight safety - what is called the "personal factor" in the language of aviation specialists. The "personal factor" is in fact an integral part of the "human factor", so the real opportunity to control the human factor of the flight crew of aviation units will appear subject to the control of the "personal factor" of each particular pilot. To do this the personality-oriented approach in assessing and managing the state of the aviation system is required.

According to the requirements of the international and state regulatory documents, all aircraft operators (AC) must have implemented and constantly evolving safety management systems (SMS). The functions of the SMS can be divided into two control profiles: flight safety assurance (FSA) and risk management (RM). If the procedures for the FSA control profile can be considered studied and implemented under operating conditions, the RM profile needs its terms to be definite as well as unambiguous and it also needs the scientific and methodological provision of mandatory procedures common to all aircraft operators. In order to avoid ambiguities in the presentation and implementation of the RM process, this article provides the basic standard definitions used in the presented methodology for quantitative risk assessment. The methodology envisages estimating the probability of an aviation event of a certain type (severity) in two ways: either through the statistical probability (frequency) of this type of events after the fact (if the events took place in the estimated period); or through the calculated statistical probability of an event of a less serious type and the conditional probability of the progress of a more serious event. In the formulas given for calculating the probabilities, a previously developed method of indirect estimation of the probability of accidents was used and the ratios of the number of events of different types of severity for each group of causal factors updated to the new statistics: "Human factor", "AC" and "Environment". In order to quantify the level of risk, an updated risk assessment matrix has been proposed and approved in the UTair airline SMS based on the ICAO matrix adapted to control risk management for the FSA. The methodology ensures the fulfillment of the requirements of the Government Decree dated November 18, 2014 No. 1215 by all aircraft operators, its scope can be extended to the SMS of all aviation service providers, taking into account the relevant specifics of the services provided.

Aviation is one of the leading industries in developed countries. The development of aviation is directly related to the strategic interests of any state. The development of market relations in this area presupposes the development and improvement of the methods of stimulating labor, the remuneration of employees of airlines, primarily of the flight crew. The airlines efficiency is largely dependent on the policies in the field of remuneration. Wages are an important incentive for the effective work of the airline, but at present the methods of remuneration of flight personnel in many companies do not fully meet present-day requirements. The article sets out major forms and systems of remuneration of flight personnel. Need to improve the wage system and to stimulate flight personnel has been emphasized. The author offers practical solutions to upgrade this system.

The article considers the technique of designing a "rudder - drive" system aimed at ensuring safety from flutter of the flight control that is the aerodynamic rudder and the "rudder-drive" system stability. The rudder flutter represents a dynamic form of aeroelastic stability loss; the potential possibility of oscillation onset in the "rudder - drive" system is associated with the aeroelastic interaction of the control surface and drive in flight. The implementation of these requirements when designing a maneuverable unmanned aerial vehicle (UAV) is an important condition for the UAV creation that is safe from aeroelastic phenomena. An important stage of designing the aeroelastic "rudder - drive" system is the coordinated choice of the subsystems parameters: a rudder and a drive meeting the requirement of the designed system stability. To solve this problem, an iterative method based on the use of the linearized or nonlinear models of the "rudder-drive" system stability research developed by the authors is proposed. According to this method, the problem solution of the rudder - drive subsystems parameters coordination supposes several stages. Initially the analysis of the "rudder - drive" system stability is carried out. In case of its instability (or lack of necessary stability reserves), the effective measures to ensure the designed system stability are developed. Depending on the selected measures the new tasks of designing the rudder-drive subsystems where the limits imposed by the requirement of the system stability are additionally taken into account. Presenting the methodology basics of designing the aeroelastic "rudder-drive" system is accompanied by the example of coordination of the aerodynamic rudder, the electrical and mechanical type drive parameters in which stability of the aeroelastic system is provided by means of the correction of the rudder design characteristics.

Modem and perspective tasks of robotics with control from artificial intelligence systems require the use of small-sized measuring devices. In this case, the intensively developed quantum sensors and quantum computers have good prospects. Their main advantage is the ability to successfully process the data of random processes with decomposition of complex functions into simple multipliers, as well as their small size and the ability to transmit data over long distances without wires. Data transmitted over quantum communication lines cannot be copied or intercepted, which is very useful for remote control of complex technical systems. Based on the results of the probabilistic noisy data analysis quantum computer can quickly develop an assessment of the complex system technical condition. At the same time, there is no need to go through all the possible solutions to the evaluation problem with a huge amount of input data, some of which can sometimes be undefined. The main problem in the research of quantum processes is that researchers study the processes occurring in materials, but they do not indicate the ways in which quantum sensors and quantum computers are used in practical applications. This article explains how to form a measurement channel that will be compatible with a quantum computer, how to organize the input of information about the measured physical quantity into a quantum computer using a quantum sensor. The main objective was to bring the results of basic research in the field of quantum computing closer to their application in applied tasks. It is shown how the quantum processes can be shifted to the field of physical quantities technical measurements used in the automatic diagnosis of the technical state of complex systems. In the process of obtaining the results of the study, the deduction method of conclusions within the framework of a systematic approach to the development of technical systems elements was used. The result is a description of the processes in the quantum measuring channel, which is used to enter diagnostic data in a quantum computer. The study main conclusions breed the idea that quantum sensors implemented in the form of a modified diamond crystal are well described by the theory of measuring transducers with frequency output and can be used in diagnostic computers.

One of the damage factors of the outer elements of aircraft structures by lightning strike is its electromechanical effect. The most typical and diverse types of damage caused by lightning to the fittings of the aircraft skin were discovered in December 2017 in the state of Louisiana (USA) after the lightning strike to the B-52 bomber during landing. On the ground the crew found the man-sized gash in the tail unit. Similar incidents took place with a number of Russian aircraft too. Researches, conducted at the Chair of Physics of Moscow State Technical University of Civil Aviation by a group of specialists in the field of lightning protection of aircraft, allow to explain the mechanism of this kind of damage with a high degree of reliability. This mechanism is of a complex nature. The Electromechanical effect of lightning on the conductive skin, due to the interaction of the lightning current spreading along the skin with the magnetic field created by it, is essential as well as the pinch pressure in the discharge channel. Loading of a conductive plating is caused by ponderomotive forces in the skin and inside the channel of the lightning discharge. Coming to the edge of the trim panel stresses wave from such loads, coupled with the impact of lightning born of the shock acoustic waves, adding up to the operational, staffing loading, can overload as at the contour of the trim panel, weakened by holes for fastening elements, and at the fastening elements too (rivets, screws). The calculation of the intensity of the stresses in the skin due to ponderomotor forces in the area of the rivet connection showed that only if the amplitude of the lightning current exceeds 100 kA, supercritical stresses can take place - as normal stresses in the skin along the rivet row and tangential stresses in the narrow part of the rivet flange. Since the statistics claims that the probability of the aircraft high-current lightning strike is negligible, it is obvious that these additional factors were active in the B-52 case. In the photo of the damaged part of the tail unit of the aircraft, both types of structural damage are clearly visible: the separation of one edge of the panel from the stringer along the rivet row (the flange remains in the place) and the damage of the other edge along the rivets with the flange.

Cases of failure (shutdown) of all the main engines of a multi-engine powerplant in flight, unfortunately, occur both in Russia and abroad. The causes of such situations may be, for example, a flying in volcanic ash cloud, as in the case of the incident with Boeing 747 over the island of Java in 1982, or the cessation of fuel supply, as in the cases of an emergency landing of Boeing 767-233 in 1983 on an unused military airfield Gimlii and Tupolev-204 in Omsk in 2002. At the same time, in the management documentation, the crew’s actions for this case are either not prescribed at all, or spelt out so concisely that they do not imply a specific list of actions, or, in other words, they require the crew to search for the necessary aircraft control actions within the circumstances of time shortage and increased stress levels. The proposed article reveals the content of the methodology that provides for the withdrawal of an aircraft with an inoperative power plant in a safe landing environment at every airfield with an outer marker. A distinctive feature of the considered approach is the absence of the need to bind the parameters of aircraft movement to explicitly stated landmarks. In addition, this approach is simple to implement and at the present stage of development of automatic control systems may well be implemented on board an aircraft in an automatic or director mode. The minimum information required for the calculation of the landing approach is limited to three parameters: the minimum drag airspeed in the landing configuration, the height of the flight over an outer marker before the landing and the height loss on turn spiral on the prelanding manoeuvre. The content of the method in the article is illustrated by the results of the calculation of landing in case of failure of both engines of the power plant for the prospective domestic short-medium-range aircraft MS-21.

When using remote radiophysical methods in problems of monitoring the environment, the central place belongs to solving problems of determining its electrophysical characteristics, i.e. dielectric permittivity e, conductivity c (complex permittivity ek). The complex dielectric permittivity e, determined in one way or another, serves as the basis for determining the physical characteristics of the medium under study: temperature, humidity, salinity, hardness, etc. The method for remote determination of complex dielectric permittivity is proposed based on relative amplitude-phase relations in the radar receiver channels (orthogonal in polarization) (we call it determination of the polarization phasor). Knowledge of the polarization phasor makes it possible to determine uniquely both the permittivity and the conductivity of the surface under investigation. The latter is presented in the form of a series of universal graphs which allow one to directly interpret the physical characteristics of surfaces. It shows how the polarization phasor is placed on the KLL-sphere. In addition, the trajectory of the phaser on this sphere is investigated in the case when the physical characteristics of the investigated surface change. The random nature of local changes in the electrophysical properties of the surface under study leads to random fluctuations of the polarization phasor. The paper contains a two-dimensional density distribution of the permittivity and conductivity, as well as the corresponding one-dimensional densities. A graphic illustration of the relations obtained is given.