The article analyzes the flight safety management process. The structure of the flight safety management system and the subjectobject interaction which is in the base of this system functioning are shown. The necessity of aircraft intelligent on-board control systems development and implementation is proved. The tasks that such systems will allow to solve during the flight are outlined. Application prospects of the real and documented flight safety contours in the system of active flight safety management are considered. The possibility of active flight safety control based on the parametric control principle is shown. The necessity of flight safety management based on the event-based control principle with the use of documented flight safety contour is proved. The example which visually demonstrates the capabilities and prospects of event-based flight safety management has been considered. The necessity of a particular pilot psychical characteristics taking into account while forming the contour of documented flight safety is proved. For this purpose, the flight personnel mental state systematic monitoring with the aim of professional suitability indicator determination expediency is justified. The possibility of using the pilot’s personal database for documented safety contour formation of each specific flight is considered in order to take into account the features of a particular pilot in managing flight safety. This should be a self-learning system that operates on the basis of the neural networks application and allows you to take into account all the characteristic and temperament features of each pilot in person. It is proved that the possibility of the pilot’s mental state taking into account, expressed by the value of the professional suitability indicator, can be successfully implemented exactly in the event of flight safety management, which will lead to the security increase of the aviation system from exposure of hazardous factors during the flight mission.

The article analyzes the main information automated control systems for refueling complexes, based on this analysis, the problems of the airport ground handling functioning are identified, the main of which are the inefficiency of managing stochastic processes that occur in failure situations, as well as the lack of automated control systems for the level of purity of aviation fuel from mechanical impurities and water. The way to upgrade Groundstar Inform GmbH - a single integrated airport management system by increasing the capabilities of the system by adding new components is proposed. A solution to the problem of multi-resource planning of aircraft refueling in high-intensity flight conditions, including failure situations, based on intelligent simulation and resource management is proposed. As well as from the point of view of optimizing the solution of business process objectives the development of planning algorithms using the mathematical apparatus of fuzzy modeling and control, fuzzy sets and fuzzy logic underlying the intelligent modeling of processes is proposed. The concept of an adaptive information management system of technological processes of a refueling complex for monitoring the purity of jet fuel, based on dynamic on-line monitoring of the existence of mechanical impurities and water is introduced. The article examines the elements of creating a "Smart Refueling Complex", in which intelligent business processes are combined into one whole due to the use of "smart" operational processes and technological equipment. The introduction of digital technologies, "industry 4.0" tools and trends in automation, digitalization and digitalization of the modern aviation fuel supply for civil aviation is becoming the basis of the digital economy of civil aviation refueling complexes.

Aviation accidents of the category of controlled flight into terrain in world commercial aviation are included into three "killers" in aviation together with loss of control in flight (LOC-I) and runway excursions (RE). As a result of long-term research of this problem the methods of CFIT risk level reduction, pilot training and retraining programs were developed and put into practice. Also several generations of onboard ground proximity or obstacle warning systems were created (GPWS, EGPWS, TAWS), the disadvantage of which is a passive – advisory type of warnings. The conclusions of the commissions concerning the results of aviation accidents investigations indicate the cases of crew disregard of an alarm of a ground proximity warning system and possibility of a go-around procedure to make a missed approach. Despite the aviation community actions, accidents of this category continue to occur. Therefore, search of new methods and solutions of the controlled flight into terrain problem is necessary. One of the possible ways to resolve this problem is making proximity warning systems active and two-mode operative. The first one is some type of warning to the crew about approaching the boundaries of a safe maneuvering area during approach to land as well as the recommendations to avoid a glide path deviation. The second way is that if the crew members don`t take any actions with a warning on or crew actions are not effective enough, it is necessary to regain a glide slope with temporary pilot disengagement from a control loop.

At present the aviation fuel supply industry is characterized by complex technological processes, in which possible incidents and accidents can lead to economic and environmental losses. These processes require highly qualified and specially trained engineering and technical personnel. The rapid development of digital technologies and their implementation in the technological processes for ensuring flights of aircraft aviation fuel, such as continuous monitoring of fuel cleanliness, the quantity and consumption records of aircraft aviation fuel using automated systems, as well as the use of new equipment, such as mass meters, which are highly accurate. All this requires a new approach to the training of the refueling complexes personnel. In addition, the development of refueling complexes is on the way to optimize the operations. So, for example, the responsibilities of the aircraft refueling operator are also assigned to the driver of the refueling tanker. Currently, the technical facilities of the warehouse and refueling complex equipment used for aircraft refueling are included as part of the airport infrastructure in order to ensure the flights regularity. Application of the new equipment using digital technologies is associated with improving the quality of refueling operations at all stages of aviation fuel supply. To ensure effective management of aviation fuel supply processes at all stages, the organizational structure should be based not only on modern equipment of all parts of the technological chain of fuel preparation, but also on a closed automated control system based on the introduction of modern, intelligent control and measuring devices. In these conditions, the issue of training personnel of fueling complexes becomes relevant. The solution to this issue is in the development of automated training systems, that allow to accelerate staff training and reduce the cost of training. Therefore, the article discusses the structural and functional model of an automated training system (ATS) that combines disparate solutions and forms a new system for solving problems of training, certification and information support for personnel of aviation fuel supply organizations (AFSO). The proposed training system allows training not only for one workplace, but taking into account individual characteristics, for example, to prepare both the driver of the vehicle and the refueling operator in one person. The article describes the scenarios of the use of ATS subsystems developed in the work, which determine the basic functional composition. In conclusion, based on the developed scenarios for the use of subsystems, the developed structural and functional model of the ATS is presented, which provides solutions to the problems of maintaining the operation of the AFSO and supporting decision-making.

During the process of analyzing Russian and foreign studies in the field of multimodal cargo transportation, existing methods for improving the efficiency of the multimodal transport system are considered. Improving efficiency of multimodal transportation today is possible due to the optimization of the interaction system between the used modes of transport and transportation of goods. Cost reduction, optimization of cargo terminals, the formation and development of the transport corridors network also play an important role in improving this type of transportation. The use of the new capabilities of satellite navigation, as well as the importance of reducing the environmental load and fuel economy should not be underestimated. The minimization of risks throughout the field of multimodal transportation, the improvement of the legislative framework and document management processes are important. To solve these problems, experts propose methods for the operational management of cargo delivery and expedited transportation. Based on these methods, the place of transport logistics in the process of bringing goods to the consumer during multimodal transportation is determined. A methodology for designing a multimodal transport network has been developed, this methodology involves the formation and development of transport corridors, taking into account new conditions for the globalization of transportation. Researches on the organization of transportation using multimodal transport units and technologies (containers, contrailers, "running highway") have been conducted. Based on the theory of controlled networks and integer linear programming methods, the experts developed mathematical models for the distribution of cargo flows, the choice of the most favorable transportation routes, ideal loading of rolling stock, and transportation of goods using the best forwarding algorithm. Methods are proposed for assessing the maximum capacity of the transport network and predicting the interference of weather conditions in the process of goods transportation, based on the Ford-Fulkerson theorem on the maximum flow and minimum cross section and the use of the mathematical apparatus of Markov chains. As a result of the analysis, it was concluded that the lack of a universal methodology for managing multimodal transportation processes on the basis of a telecommunication platform requires the formulation and solution of the important scientific and practical problem - the development of popular organizational and management methods, technological solutions to ensure the effectiveness of multimodal transportation. The totality of the tasks to be solved in this case has important socio-economic significance for the Russian Federation.

The purpose of the article is to create a database of errors and to develop an algorithm for a situational decision-making model taking into account availability of potential errors of air traffic controllers and pilots. Air traffic controllers and pilots typical errors were compiled and analyzed, arrays of specialists errors were created, binary error relations based on methods of discrete mathematics were also compiled in this article. This decision is caused by the need to formalize the interaction of specialists, since each error of the air traffic controller can be compared with a certain set of pilot errors and vice versa. In case of further in-depth analysis, it is possible to expand the database by adding additional errors arrays of the adjacent point controller, aerodrome service, planning service, etc. The goal is formed after analyzing the features of simulator training in higher educational institutions. The peculiarity is the absence of hazardous factors during the simulator training. This training takes place according to the ideal model. Undoubtedly, this approach is aimed at developing the correct algorithm of actions in normal or abnormal flight conditions, but thus the trainee can’t work out the decision-making skills if there is an error in the ideal algorithm. At the same time, existing specialists face unintended errors every working day, so having experience in this field plays an important role in minimizing the impact of the human factor on flight safety. In our case, it is proposed to include such a dangerous factor as an unintentional error in the joint training program for air traffic controllers and pilots, which will improve the training quality of specialists.

A method of risk assessment of an aircraft on-board information system is being considered, which allows ensuring reliability and safety of such a complex system in operation. This technique implies application of combined mathematical tools to estimate the risks that complex systems/items are being exposed to. The existing risk assessment methods are not flexible enough to solve the complex task of enhancing comprehensive safety of an aircraft information system (AIS) due to difficulty in unifying the criteria for estimating the degree of hazard in reference to all safety concepts. Currently, risks severity and mechanism for the development of one undesirable event (risk event) into more complex forms during technical operation of an aircraft items/system are not being considered. However, the method proposed in this article intends to become a catalyst for generation of new criteria on a unified basis for estimating safety of such a technical complex system such as AIS, since it contains three-component risk parameters. I.e. the risk for threats from violators (cases of unlawful interference (UI)), vulnerabilities (functional hazards that contribute to UI and its development in a system) and loss (set of criteria that evaluates consequences of UI). As a result, these criteria and parameters of threecomponent safety will allow us to find a new approach to determining the complex risk to which important aircraft systems, such as on-board aircraft information systems, are exposed. This article presents a method for determining risk that takes into account the three-component safety concept. Together, these components will make it possible to evaluate technical systems hazard degree, taking into account their sophistication. The information provided in this paper by the authors is a scientific hypothesis designed to draw attention of the scientific community to the problem of lack of methods for evaluating multicomponent risks in such a system as AIS. The article presents the basic criteria for evaluating a complex three-component risk; they are not sufficient for the full formation of new criteria for evaluating the safety of a complex aircraft system/item and requires clarification of their parameters. Thus, this work is not absolute as a complete solution to the complex problem of enhancing comprehensive safety of AIS, but only offers a methodology for unifying the three safety components to evaluate complex risk.

The influence of reciprocal position of the upper rotor blades in respect to the lower rotor blades is characteristic for coaxial main rotor. It is established that the initial azimuth of the blade, for example, of the upper rotor’s which does not coincide with the initial azimuth of the lower rotor blades, affects the level of vibrations caused by the rotors thrust pulsations, the level of noise, generated mainly by coaxial rotor. This paper presents numerical studies which assess the effect of the initial azimuth of the upper rotor blades ("phasing") on the helicopter coaxial rotor thrust force pulsation. The research was carried out applying the calculation method based on the nonlinear vortex theory in a non-stationary formulation. The results of the helicopter coaxial rotor with different initial azimuths of the upper rotor blade relatively to the azimuth of the lower rotor blade flow around numerical simulation are presented. The influence of the blades "phasing" on the rotor thrust coefficient change and thrust force pulsation magnitude is shown. The flow of a six-bladed coaxial main rotor (two rotors with 3 blades) was simulated in the oblique flow mode at speeds of 51.25 m/s and 71.75 m/s at the rotor angles of attack– 5⁰ and – 12⁰, respectively. The change in the coefficient of the main rotor thrust per revolution at different values of "phasing" was studied. The coaxial rotor thrust coefficient is determined by summing the lower and upper rotors thrust coefficients respectively. Thus, at some "phasing" the thrust coefficient of the lower and upper rotors increase intensifies the thrust pulsations, and at others, the peaks of the upper and lower rotors pulsations are displaced and the total coaxial rotor thrust coefficient changes per one revolution with smaller amplitude. It is established what "phasing" produce the maximum values of thrust pulsation, and at which-a minimum of thrust pulsation.