The landing of the aircraft has always been the most challenging and dangerous stage of the flight. In order to make a safe landing, the aircraft (A/C) requires reducing the vertical (at the stage of flare-out) and horizontal (prior to touchdown) components of the aircraft's flight speed vector, which in turn reduces the capabilities to increase lift and limits the crew's ability to perform maneuvers. At the same time, during landing the crew must align the aircraft with the runway (RW) and make a touchdown, subsequent A/C landing roll and stop within a rather limited area, which eventually and particularly, under the effect of contributing adverse factors (piloting errors, wind shear, icing, engine failure, aquaplaning, etc.) can cause the aircraft to overshoot and overrun the RW. Currently, as the analysis of aviation accidents statistics shows, the issue of preventing and alerting aircraft overrun is quite relevant. The search for a solution, in terms of preventing aircraft overrunning the runway (RW), is conducted as at the level of aviation authorities as among aircraft manufacturers, operators. Within the framework of this review, an attempt is made to identify and analyze the key factors affecting the dynamics of aircraft motion during landing, using information about aviation accidents that have occurred over the past few years. Notably, such aspects as a human factor and technical features of the operation of modern jet aircraft, influencing the A/C landing roll, are considered. In addition, special attention is paid to consider the methods of prevention and warning of A/C overrun with highlighting the approaches of passive and active protection. Within the framework of the analysis of active protection techniques, the principles of on-board avionic systems operation of the most major aircraft manufacturers, such as Boeing and Airbus, are considered. As an example of the passive protection, the experience of using special energy-absorbing destructible blocks installed next to the runway threshold, is analyzed.

Modern domestic and international standards, regulators of the aviation fuel industry, considering the negative impact of the presence of mechanical impurities and water in aviation fuel on the performance and life cycle of aircraft engines, fuel metering equipment, fuel systems of aircraft (A/C), as a threat factor for flight safety, impose high requirements for the purity of aviation fuel while operating aeronautical equipment. At the same time, the causes and sources of water content in jet fuel are a source of economic losses, the most important criterion for the success of the Aerodrome Fueling Complex business. The article considers the task of developing reliable and automated methods as well as technologies for controlling these contaminants, for example for determining water content in aviation fuel when refueling aircraft, and the necessity to minimize an effect of a human factor. The automation of aviation fuel quality monitoring processes, the transition from discrete control methods to continuous ones, from static control methods to dynamic ones (in-line), from indirect methods to direct ones are becoming relevant. The possibilities of end-to-end accounting and analysis of aviation fuel purity parameters at all stages of the aviation fuel life cycle are shown. The article considers the methods and conducts the analysis of known techniques and devices used to determine, measure and indicate actual water content, presence of dissolved, free and total water in jet fuel. The technical solution of continuous automated control of the actual water content level of the jet fuel flow in the processes of aviation fuel supply and aircraft refueling in an information system that provides on-line monitoring and dynamic measurement of the quantitative content of dissolved and free water in the jet fuel flow, is presented. The technical solution for the continuous determination of the quantitative water content in the jet fuel stream is proposed. At the same time, the solution of the problem of monitoring water content in jet fuel is combined with the technological process to control the purification of jet fuel from water. The paper represents an adaptive information management system for continuous monitoring of the water content level of the jet fuel flow, which will allow specialist to substantially increase a level of automatization of aircraft aviation fuel supply technological processes, decrease a negative impact of a human factor, increase economic effectiveness of the aviation fuel supply complex. The system is designed to carry out continuous, automated control (monitoring) of water content in the jet fuel flow at all the stages of the jet fuel movement: receiving, storing and delivering jet fuel and refueling aircraft, in particular fuel and lubricants warehouses (fuel and lubricants), refueling complexes and pre-apron filling points. It can also be used in the fuel system of the aircraft, as a system to prevent water content in the jet fuel. The integration of automation tools will enable us to improve the quality of management of aviation fuel supply and aircraft refueling to ensure timely operational decision based on real data in real time mode, provided the proposed system integration into the airport system for operational data exchange.

Over the past decade more than 70% of all the aviation events have occurred due to the impact of a human factor, meanwhile the reduction of all emergencies should be ensured maintaining the neuro-mental health of aviation personnel. One of the possible functional disorders in the state of the human body is fatigue, which is studied in detail by the International Civil Aviation Organization specialists and described in the publications of the supervision manual over the use of fatigue control mechanisms. Fatigue can result from the long-term work of aviation specialists, whose activities, as a rule, are associated with the use of digital information displays. Within the framework of professional competence, these displays, being a valuable resource, allow aviation staff to perform their duties competently. Nevertheless, displays, distinguishing in various characteristics such as a type of matrix, resolution and the screen diagonal, exert varied influence on the aviation specialist’s working capacity and fatigue formation. Empirical data in the form of average values of the test execution quality, depending on the type of display and its appropriate characteristics, were obtained by means of the software application developed by our team in the C# language in the Unity3D environment and the methodology to assess the reaction rates after a series of experiments. This allowed us to draw up a conclusion that the use of LCD screens with an IPS matrix and a larger screen diagonal is preferable. However, it is worth paying attention to the cutting-edge LED displays, which are characterized by brighter and more saturated colors of the image, in comparison with the mentioned LCD screens, which can be applicable for the specific tasks of aviation personnel.

Further improvement of the methodology of maintenance and repair of aviation equipment is possible only if modern non-deformational technologies are widely used to increase and restore the durability of their structural elements, for example, such as processing with pulsating subsonic air flows – gas pulse processing. This article presents the results of the methodology development for using the technologies to increase the durability of the aircraft engine and landing gear system components subject to fatigue destruction, having a significant impact on flight safety, by using a promising technology to enhance the reliability of the parts based on processing by non-stationary subsonic air flows, the results of the development of methods, aimed at improving the efficiency and safety of air transportation by increasing the reliability and service life of structural elements of aircraft, equipment and mechanisms, optimizing the timing of inspections and repairs using the technology to increase and restore the durability by processing with pulsating subsonic gas flows. The results of the research aimed at optimizing the maintenance and repair of aircraft through the use of gas-pulse processing of their structural elements, as well as algorithms for processing cracks in the aircraft structural element in order to prevent its further spread, restoring the mechanical properties of the aircraft structural element that decreased as a result of the impact of non-stationary air flows during operation and processing areas with increased location density in order to prevent the formation of cracks. The results of the development of a methodology for the use of non-deformational strengthening technologies, especially based on pulsating subsonic air flows (gas pulse treatment) in the process of aircraft maintenance and optimization of diagnostics of aviation equipment, considering the influence of media, including non-stationary air flows on the material properties of structural elements.

The article defines the dominant position of general aviation to ensure passenger transportation, to render the sanitary aviation and the Ministry of Emergencies services, taking into consideration the natural and climatic conditions of the Russian Federation Eastern Arctic. It analyzes the current state of the transport system of this territory, which is characterized by the railway communication lack, available roads for only seasonal purpose – winter roads, and the key role of water transport in the organization of freight transport based on the complex long-term (more than one year) multimodal delivery schemes, extremely high cost of regional and local air transportation. The purpose of the study is to analyze the state of the general aviation system in the Eastern Arctic of Russia and identify the factors, constraining its development, and to formulate proposals for their elimination. The article examines the state of the operating airport network, route network and operators’ fleet of aircraft – in service which render services to these territories. The limited airport network does not provide aviation accessibility to each settlement of the Arctic zone and causes transport discrimination. The lack of scheduled flights in local communication leads to increased waiting time for transportation and reduces demand. The outdated general aviation fleet with low economic efficiency is outcompeted by the helicopter service. The cost of a helicopter flight hour in the Arctic is 500–650 thousand rubles. The article considers the legal restrictions, that are associated with overstated requirements for companies and aviation enterprises serving the general aviation activities and hinder the development of local air transportation in the Arctic zone. Based on the analysis of foreign experience, the areas of focus to improve the Russian legislation, regulating the general aviation activities, which will allow us to reduce the costs to maintain the airport network, thereby stimulating its expansion for the purpose of increasing the level of transport accessibility to remote settlements of the Arctic zone, are proposed. The proposed measures to improve the air transport system in the Arctic zone are aimed to achieve the formulated targets.

Currently, much emphasis is given to the environmental problems. This article is not an exception. It is devoted to the issue of propagation and interaction of vortex and condensation trails that form behind aircraft when flying in the atmosphere, depending on its state. A vortex trail is an area of disturbed air flow behind an aircraft formed as a result of its motion. A condensation trail is a product of the aviation fuel combustion in the engine and represents condensed moisture in the form of ice crystals, which is generated under certain ambient conditions. As the numerous studies and observations have shown, condensation trails can affect the heat exchange processes in the atmosphere, contributing to the greenhouse effect, deteriorate the environment. It is especially relevant for the area where numerous transitional airways pass. Therefore, it is essential to understand behind what aircraft type the condensation trail, interacting with the vortex one, dissipates in the atmosphere, and the substances composing the condensation trail lose their concentration. And on the contrary, behind what aircraft type the condensation trail does not dissipate for a long term, and the substances, composing the contrail, retain concentration for a long time. It should also be noted that the contrail, while interacting with the vortex wake, can reveal its structure and visualize the processes of propagation and attenuation of the vortex wake. This paper uses a special computational software application, based on the discrete vortex method, to study the interaction of condensation and vortex trails. It considers the flight weight, aircraft speed and altitude, its in-flight configuration, atmospheric conditions, axial velocity in the vortex core and some other factors, when calculating the vortex wake performance. This complex passed the required testing and state registration. Several procedures were executed to validate and verify the developed complex, confirming its program efficiency and the reliability of the results obtained. The Airbus A320 and A380 were selected as the research object of this article. The flight mode and atmospheric conditions are similar for all aircraft. The results obtained allow us to understand how atmospheric conditions affect the propagation of contrails behind aircraft of different classes, provided their interaction with vortex trails.