Currently, due to the increasing complexity of navigation support for aircraft (A/C), with the growth of requirements for them, it is increasingly necessary to develop systems for integrated processing of navigation information. The facilities for radio engineering flights support and aeronautical telecommunications are the main source of collecting processing and presenting information about the air situation to the traffic control staff. They are also used to solve the number of navigation problems. At the same time, the level of flight safety, along with the capacity of air traffic control zones depending on the decision of the ATC unit, is largely specified by the reliability of the various input information provided. At another point, most sophisticated digital tools for radio engineering flights support and aeronautical telecommunications at the output of the receiving-analyzing route have a decision or threshold circuit, the actuation of which, as a result of exposure to a mixture of noise and interference signals, reduces the reliability of information due to bursts of signal distribution, provided that impulse interference affecting the equipment and mush of receivers are not correlated. The work provides an estimate of the average amount of signal bursts at the output of the decision circuit taking into consideration the analysis of the probabilistic characteristics of the signals under consideration. For noises subject to the Rayleigh distribution and narrow-band impulse interference with a zero-mean value, the mathematical expectations of the average response time and the average number of positive bursts of the estimated process are found. The case of interfacing two airway surveillance radars “Skala-M” and “ATCR-22”, which have virtually identical operating characteristics, is analyzed. The dependence of the burst duration is calculated for the situation when the “Skala-M” radar is a source of unintended EMI for the “ATCR-22” radar.

The paper considers the method for determining of aircraft landing performance, the basic of which is landing roll depending on the type and tire inflation pressure, runway surface condition, aircraft weight, availability of brake parachutes. The given results are received by the simulation modeling of aircraft spatial movement on a landing mode. The model of aircraft dynamics includes modules of aircraft movement kinematic parameters calculation, engine thrust, landing gear ground reaction, retarding force in wheel brakes and brake parachutes. Adequacy and reliability of the designed model of aircraft movement is confirmed by comparison of values of movement kinematic parameters obtained as a result of simulation modeling, and the parameters received from a real flight of the maneuverable aircraft. The designed simulation model allows us to analyze change of aircraft movement kinematic parameters, defining its flight mode. By the results of the conducted study, it has been defined that halving of normal operational pressure in MLG wheels decreases aircraft landing roll by over forty per cent. Installation of КТ-163D wheels instead of КТ-251А reduces landing roll by approximately a factor of one and a half times, use of brake parachutes reduces aircraft landing roll almost twice at landing on an icy runway. The introduced method is recommended to be used while studying aircraft landing performance during its design or modernization. It is also suggested to integrate the designed method for determining landing performance as a part of on-board information and control system with the view of immediate aircraft landing performance determination in real-time operation in specific flight conditions.

The article solves the problem of determining the probabilistic characteristics of the STARs legs which specify a sequencing technique of “point merge” and “trombone”-type considering the intensity of the air traffic flow and the formation of a queue. This task is closely related to the airspace efficiency, as well as to the limit values of flight safety performance. An application of the queueing system makes it possible to optimize the elements of the airspace structure on an objective basis, and in the event of considering the inverse problem to establish limit values for the air traffic flow characteristics. The characteristics of the “point merge” and “trombone”-type schemes become of prime importance in the air hub, where several airfields function of each other in a relatively small volume of airspace – as it happens in the Moscow air hub, so it is the given hub that is taken as a practical example. In this problem the basic model is the queueing system with limited-size queues where the optimal number of service channels in a stationary air traffic flow is determined in a probabilistic way. The stated model encapsulates the essence of the “trombone” or “point merge”-type scheme, where the number of service channels corresponds to the number of flight levels on the arc of the “point merge” or on the horizontal flight segment of the “trombone”. Now, the number of such flight levels, as a rule, corresponds to the number of standard arrival routes involved in the formation of a “trombone” (“point merge”), which, from a practical point of view, is excessive. The task of using the mathematical apparatus of the queueing system is to determine the optimal number of flight levels – service channels of the model while establishing the required probability of its failure. As a mathematical model of the queueing system, the “trombone”-type scheme is used, and in the mentioned above example, the structure of the airspace is presented using the “point merge”-type scheme as a regulator of the aircraft sequence for landing. All the computations are performed for the certain intensity of air traffic flow for a specified airfield, considering the full-scale application of continuous descent operations and continuous climb operations (CDO, CCO). As a result of solving the problem, the value for the optimal number of flight levels on the “trombone” or “point merge”-type scheme was obtained, and the dependence of the number of service channels (flight levels on the “trombone” or “point merge”) on the value of the given probability of the queueing system failure was shown. The proposed approach to the airspace structure formation has prospects for implementation.

After analyzing the global causes of the radical changes in transport mobility that occurred earlier, the goal was set up to extract current trends that may affect the change in passenger mobility principles. The study revealed that theoretically the transport process can be divided into passive and active phases, and descriptions of the components of these processes were given. It was noted that the modern concept of the transport Mobility-as-a-Service (MaaS) is characterized by such elements as safety, comfort, time, information and cost. The description of the elements, including operational, transport and environmental safety, accessibility and quality of the transport process, was given. The guidelines to ensure new mobility were established, such as the electrification of transport, including the distribution of electric buses, the implementation of artificial intelligence and the Internet of Things tools into the process of managing passenger transport by means of telematics systems, the advancement of unmanned vehicles. In terms of new mobility by using the concepts of abandoning to use personal transport in favor of public transport, developing a unified system for planning routes and purchase of tickets, the trend of redistributing loads on public transport in the context of new MaaS was described. This system implies the use of not only mass and main modes of transport, but also all the available vehicles for transporting passengers in the process of multimodal transportation. The idea of abandoning to use personal transport in favor of public transport was described, and the main tools for stimulating such a choice were stated. The signs of “smooth” and “seamless” transportation were described. In order to achieve this goal, the methods of collecting, analyzing and synthesizing information were employed. The outcome of work was understanding and characterizing of the format in which changes can occur within the framework of the new MaaS, which can contribute to illustrating a concept of passenger mobility in the foreseeable future.

The phenomenon of a single-rotor helicopter entering an unintended left rotation with the further development of an uncontrolled turn periodically arises while operating this type of helicopter, both in Russia and abroad. This phenomenon can lead to serious aviation incidents and even disasters. Currently, there is no unambiguous justification for the phenomenon of "uncontrolled" U-turn and the causes of occurrence, since the operating conditions of the tail rotor (TR), especially at low-speed modes, depend on many factors. These factors include, firstly, wind direction and speed, T/R “vortex ring", as well as the impact of the main rotor vortex trace. One of the explanations for this phenomenon lies in the special specifics of the yaw trim of a singlerotor helicopter, which is provided by the tail rotor. These papers emphasize that the change in wind speed and direction which affects the helicopter, and the TR is the main cause of the unintentional left turn. Currently, there are no tools and methods for determining the wind effect on the TR in order to develop a warning signal for a pilot about a change in the nature of the TR flow and an alert about the occurrence of uncontrolled rotation. This paper proposes the system for measuring the TR air flow using a special sensor that allows us to measure the inductive air flow velocity of a small value in an aerodynamic way without additional various electronic transformations that are inherent in conventional Pitot tube probes. The use of such a measurement system makes it possible to identify the probability of a dangerous situation, to inform the pilot and help him take the proper actions.

During training sessions in an aviation university, it is advisable to demonstrate samples of aeronautical equipment, individual elements of systems and units or to use some specialized stands and posters. However, when conducting classes online, not all these materials can be used, since it is not always accomplishable to demonstrate them in dynamics and thereby to ensure the students’ complete understanding of the object being studied. The article deals with the issue of enhancing visibility and efficiency of training pilot trainees by using software applications during the educational process, which simulate the operation of the Central Data System, information from which is displayed in the real aircraft in the form of frames on multipurpose displays in the cockpit. Working with the developed program allows student pilots to gain the required practical skills while interacting with the avionics suite. In order to implement the simulation program of the Central Data System operation into the educational process, I-frames, shown on the DA-42T aircraft multipurpose displays, were reproduced. The content of the developed frames completely repeats the DA-42T aircraft indication, which contributes to improving the quality of training and honing practical skills for aircraft operation. The structure and the procedure of designing the program to simulate the Central Data System operation are described. The selection of software for the development of the Central Data System simulation program is substantiated. The feasibility of integrating the developed program into the flight simulator is described. The applicability of using the software program for distance training of aviation specialists, as well as of the implementation of the results obtained into the educational process of aviation universities is provided.

The problem of revising the computational dynamic scheme of an unmanned aerial vehicle (UAV), based on the results of ground-based modal test operations, in order to study the UAV flutter and to assess the aeroelastic stability of an UAV with an automatic control system (ACS), is considered. It is noted that at the design stage, when there is no UAV prototype or its units yet, the determination of modal characteristics, specifically natural frequencies, modes and generalized masses, is carried out using the computational dynamic scheme developed according to the design documentation. However, the similar computations, performed even with the use of modern finite-element software systems, do not give sufficiently precise values of the parameters of the UAV design elastic-mass schematization. In this regard, it is relevant and important to specify the parameters of the design schematization in conformity with data of ground test operations for UAV prototypes. The provisions, allowing us to achieve satisfactory results when revising the UAV computational dynamic scheme, are made. The criteria of revising are considered. The features of revising the computational dynamic scheme, while studying the flutter and aeroelastic stability of the ACS-fitted UAV, are presented. It is noted that along with the provisions that are universal for dynamic aeroelasticity problems, specifically for flutter, and related to compensating of natural frequencies, modes and coefficients of structural damping for the UAV model according to the results of ground modal tests. In the problems of aeroelastic stability study of the UAV equipped with the ACS, it is also crucial to correct the UAV body transfer function from the section, corresponding to the axis of controls rotation, to the section where ACS sensors are installed. This is because the UAV hull is an integral part of the UAV stabilization loop and significantly affects its stability margin. The example of revising the computational dynamic scheme of a maneuverable cruciform UAV is given.