The article considers the option of organizing joint processing of radar information in a multistatic rangefinder - doppler radar system. The least-squares method is used to obtain analytical expressions for oblique ranges and radial velocities of targets during joint processing of range-finding measurements of various types. The obtained expressions for inclined ranges have some similarities with the secondary processing of radar information, with the only difference being that the weighting coefficients for the evaluated parameters are updated in the case of successive measurements as data are received, and in the case of joint processing, they depend on the number of positions and the number of measurements. It is shown that the joint processing of measurements of the inclined range, the sum of the distances, the radial velocity and the rate of change of the total range allows to increase the accuracy of measuring the location of an air object and the projections of its velocity vector on the axis of a rectangular coordinate system. The physical basis for increasing the accuracy of positioning is to use redundant measurements by processing the total ranges. The considered option of processing redundant measurements in a multistatic radar system does not require time to accumulate data, and the task of increasing accuracy is solved in one measurement cycle. The potential accuracy of determining the location of an air object for different values of the standard errors of the determination of rangefinding parameters in a multistatic radar system at various distances between positions has been calculated. For an arbitrary trajectory of an air object, simulation-statistical modeling was performed, which allows to obtain the mean square errors of determining the location and velocity vector of the air object. A gain is shown in the accuracy of determining the location and velocity vector of an air object in comparison with traditional algorithms for determining coordinates in long-range multistatic radar systems.

In conditions of strengthening the informational component of aviation activity, the task of ensuring aviation cybersecurity becomes extremely urgent. Currently, a regulatory framework is being developed that regulates activities in this area, both on the part of the International Civil Aviation Organization and at the Russian Federation level. In the complex of aviation cybersecurity threats, which include deliberate attacks, errors of third-party companies, system errors, natural phenomena, the human factor occupies an important place. In this work, this negative phenomenon is considered from the point of view of the aviation personnel vulnerability to social engineering attacks. Such type of attack by an attacker involves a set of applied psychological and analytical techniques that facilitate the receipt of confidential information or the violation of information security rules by legitimate company employees. The existing approach to building a profile of user vulnerabilities to social engineering attacks involves a series of psychological tests, the results of which are used to predict the user vulnerability through its psychological characteristics. In this work a slightly different task is posed, the main idea is to restore the vulnerability profile of aviation personnel from activity data in a social network. This is due to the fact that studying the user profile of a social network will more quickly solve the problem of choosing the most vulnerable employee for a particular type of social engineering attack and introduce preventive measures. The research was conducted on the basis of JSC «Surgut International Airport». 36 aviation security inspectors were selected as the respondents. Empirical data have been obtained including profiles of social network user profiles and a number of psychological tests. Using factor analysis the problem of reducing dimensionality and choosing the most informative indicators characterizing the activity of a social network user has been solved. A discriminant model that allows predicting the vulnerability profile of personnel according to the social network has been developed. Possible types of social engineering attacks on aviation personnel are presented.

Aviation accidents related to unintentional rotation may periodically occur while flying single-rotor helicopters. On-time and correct actions may help the pilot to find the way out of this hazardous situation. But it is also important to understand the situation which contributes to the unanticipated yaw occurrence, and whether there are any factors which can stop the pilot from preventing such unintentional rotation, in order to avoid these conditions. Literature analysis shows that researchers studying this phenomenon don’t have the shared vision on unanticipated yaw occurrence conditions. In regards to this fact the decision to carry out a series of wind tunnel experiments using helicopter model and propeller was taken. The main object of research was a radio-controlled model of the Blade 130 x helicopter, mounted on a platform rotating around a vertical axis, which was installed on a vertical strut. Research-laboratory aerodynamic complex belonging to the Aerodynamics, Design and Aircraft Strength Chair of Moscow State Technical University of Civil Aviation was used to generate airflow. A set of dynamic experiments was carried out to determine the conditions contributing to unanticipated yaw occurrence. The analysis of the experiments has shown that there is a range of sliding angles at a certain speed of the incoming air flow which makes the helicopter yaw balancing impossible, and if the helicopter occasionally gets into this range, it inevitably leads to the unintended rotation of the helicopter on the yaw occurrence. Helicopter yaw trim inability occurs at negative sideslip angles because of tail rotor thrust decrease due to the incoming airflow blowing which decreases the blades angles of attack and worsens helicopter airframe aerodynamic moment that coincides in direction with main rotor torque if helicopter airframe possesses directional stability. In these conditions the required tail rotor pitch is greater than the available pitch so the pilot is not able to counteract the initiated unanticipated yaw rotation of the helicopter that has begun. The possibility of helicopter unanticipated yaw rotation caused by the impact of the main rotor on the tail rotor was not experimentally confirmed. It was impossible to create the conditions of unanticipated yaw occurrence during the experiments because of the tail rotor vortex ring state.

The functioning of various systems (in particular technical objects, living cells, the atmosphere and the ocean, etc.) is determined by the course of physical and physico-chemical processes in them. In order to model physicochemical processes in the general case, the authors previously developed a potential-flow method based on an experimental study (on the results of system tests) of the properties of substances and processes. In the general case, from these experimental data, many possible values of these properties are obtained. Knowing these properties of substances and processes, the initial state of the system, external influences on it (or the set of possible values of these quantities), we can analyze the dynamics of physicochemical processes in this system, and from it the dynamics of the characteristics of this system that have practical meaning. Thus, from the system of equations of this method, a relationship is obtained between the unobservable characteristics of these systems with the observed characteristics of the systems and laboratory systems under consideration (in which the properties of substances and processes in the system under study are experimentally studied). As the potential flow equations describing the physicochemical processes are generally quite complicated for analytical transformations, the aforementioned relationship must be obtained by numerical methods. The present work is devoted to the use of deep learning as a universal approximator for obtaining the described connection between the characteristics of arbitrary systems. These models are trained on the dynamics of the characteristics of the systems under consideration, obtained from potential-flow equations of physicochemical processes in them for different values of the parameters that determine the properties of substances and processes in these systems, their initial states, and external influences.

The key features of the regulatory requirements for the fatigue life valuation of composite laminates were presented. With allowance for those requirements and through the use of the well-known patterns of residual strength degradation and stiffness degradation of layered composite materials over the course of fatigue cumulation, the fundamental principles of the methodology of substantive fatigue life valuation were created. They, in particular, can be used for the lower and upper wing paneling of the transport category of aircraft. It was indicated that it’s worth making the substantive valuation at the project definition stage of an aircraft, when the key parameters of the laminates are being determined: the type of layered composite materials, parameters of their placement, selection of analytical stresses, etc. As a conditional sample of the substantive fatigue life valuation of carbon fiber laminate, was presented to use as the AS4-PW 10/80/10 (8,84 mm thick) used in the capacity of the upper wing paneling of the transport aviation planes. The types of valuations were performed as follows: fatigue life prediction for the samples with free holes; fatigue life prediction for the samples with scarcely visible shock damages; fatigue life prediction for the samples with scarcely visible shock damages prior to reaching the standard residual strength degradation level; fatigue life prediction for the samples with scarcely visible shock damages prior to reaching the standard residual stiffness degradation level. The above valuations exposed significant distinctions between the received values for the different samples depending on the used prediction method. The analysis of the received values revealed the necessity of making the same substantive estimates for determination of the fatigue life valuation of composite components of aero structures with acceptable accuracy.

This article explores Blockchain Technology, and how it can be used in the context of information exchange between stakeholders in international supply chains and networks involving air transport. The article reviews the global experience with this technology of iconic companies (Maersk, Lufthansa, Walmart, Unilever, Nestle, Samsung, British Airways) in logistics and supply chain management. It highlights the features of international chains using air transport, which predominantly consist of two categories of goods: goods with high added value (electronic devices and their components, fashion industry products, jewelry) and goods with strict delivery time requirements (pharmaceuticals, live animals, perishable products, e-commerce products and mail). The study shows that perishable goods have great potential for increasing airline cargo turnover. However, at present, there is no single universal tool for managing their supply chains since the tools used (ERP, SRM, TMS, WMS) do not provide complete transparency of information exchange between all stakeholders. The most problematic stage in the delivery to control steps in the delivery of perishable goods by air occur on the ground, while goods are being handled at the airport of departure and the airport of destination. Difficulties arise while checking the correctness of paperwork, labeling and information authenticity about the product origin. The article suggests using block chain blockchain technology in combination with IoT and smart-contract technologies for SCM of perishable products using air transport. The use of this technology allows to reduce the time of document verification procedures. Customs clearance and phytosanitary control could be vastly improved. Overall tracking and monitoring of a product from the moment of its production to the destination simplifies the identification of any counterfeits, improves the quality of food safety control. A greater level of control becomes possible in logistics operations, to determine liability in possible delivery conditions’ violations cases. Overall optimization of the logistic processes, automatization of the execution of verified financial transactions can be achieved. The use of these technologies in combination with innovative technologies for food quality control will significantly reduce logistics costs in the supply chains of perishable products.

It is known that for metal components of aircraft structures, "equivalent stress" is one of the most important parameters used to assess the fatigue damage resistance of a structural element for a given program of its fatigue tests. The method and the procedure for estimating the values of this parameter for metal elements of aircraft structures are presented It is noted that for aircraft structural elements made of polymer composite materials, neither the concept of the "equivalent stress" parameter nor the methods for calculating estimates of the values of this parameter are currently defined in domestic and foreign studies of the fatigue strength of such elements. In order to achieve particular progress in the considered area, the definition of the "equivalent stress" parameter of fatigue test programs for composite aircraft structural elements is proposed. For the case of uniaxial tension-compression load of laminates from layered composites representing the upper and lower panels of composite wings of transport category aircraft, a method for calculating the estimation of this parameter is proposed. It is shown that using the "equivalent stress" parameter, the following main tasks can be solved: assessment of the damage resistance of a structural element with a given program of its fatigue tests; comparison of damages resistance of various programs, calculation of equivalents between the programs; calculation of fatigue life of layered composites samples and elements using the fatigue curve under regular load. It is noted that the fundamental meaning of the proposed method for calculating the equivalent stresses and equivalents of fatigue test programs is the use of a special hypothesis of a fatigue damage accumulation rule. An example of calculating the equivalent stresses and equivalents of various modifications of the quasi-random program for CFRP T300/5208 [45/0/-45/90] 2s samples of fiber-carbon composite with the open hole is presented. The fatigue life of these samples under load with the considered modifications was calculated using the obtained values of equivalent stresses and equivalents. Good agreement between the calculated results and experimental data is shown.