The article is dedicated to the 100th anniversary of the birth of a distinguished scholar, Doctor of Technical Sciences, Professor, Honored Master of Sciences and Engineering of the RSFSR, Laureate of the Lenin Prize – Vladimir Fedorovich Roshchin, who headed the Aerodynamics and Flight Dynamics Chair of the Moscow Institute of Civil Aviation Engineers (MICAE, the Moscow State Technical University of Civil Aviation at the present time) in the 70s. The certain biographical details about the researcher and his career highlights are given. The synergy of V.F. Roshchin as a student of the Moscow Aviation Institute with S.P. Korolev was of utmost significance. S.P. Korolev became not only a Director of Diploma for the graduate, but also a Mentor, a vivid personality who developed the area of expertise, influenced the evolvement of intellectual assets and the formation of a young professional, taught the proficiency of cooperation in a team of supporters. Thanks to his great abilities, Vladimir Fedorovich, among the best graduates of the Moscow Aviation Institute, was personally employed by S.P. Korolev, who headed EDB-1. Thus, he started his career in the innovative and developing branch of aerospace technology. Having climbed a career ladder from an engineer to a head of the research-engineering section, Vladimir Fedorovich was engaged in theoretical and experimental research of aerogasdynamic, thermophysical and ballistic problems of the head parts of rockets and launched space vehicles. The scientist achieved the National Awards for the launch operations of the first manned spacecraft "Vostok-1" with the cosmonaut Yu.A. Gagarin, the study of the shape and rotor recovery landing system of the Soyuz spacecraft and a series of other contributions. The article mentions the scientist’s engagement with the unique cooperative scientific projects, particularly with joint authors from the Central Aerohydrodynamic Institute named after Professor N.E. Zhukovsky (TsAGI) to design an unconventional craft "Vertostat". This paper emphasizes the timespan of V.F. Roshchin, associated with work in MICAE (MSTUCA), his teaching, scientific, management activities. The personal qualities of the talented scientist such as bright individuality, broad education, phenomenal professional memory, undoubted erudition, valuable management skills, genuine commitment to science, independence of views, absolute honesty and integrity are noted. It is highlighted that V.F. Roshchin found his true vocation, fostered graduates and followers.

Since 2011 worldwide, and since 2014 in Russia, a trend has revealed a steady increase in the number of aviation events caused by a collision between birds and civil aircraft. The article presents the results of the bird aircraft strike hazard (BASH) analysis in commercial aviation in Russia and proposes a methodological approach to the quantitative risk assessment caused by bird strikes. The process of the quantitative assessment of the risk level resulted from bird strikes, implemented within the framework of the UTair Aviation Safety Management System on the results of 2021, is described. The estimation of the probability is provided for aviation events of all the possible severity levels: an aircraft incident, serious accident, major accident, fatal accident. In the empirically obtained formulas for the indirect probability estimation of aircraft occurrences, the conditional probability of aviation events of greater severity was used, if events of lower severity took place, in accordance with the ratios in the previously obtained “risk pyramid” of commercial aviation in Russia. Solving the problem of quantifying the risk level contributes to increasing the assessment reliability due to the transition from a three-level risk ranking (“acceptable”, “tolerable”, “unacceptable”) to a twenty-five-level ranking and makes it possible to evaluate the effectiveness of corrective actions aimed at reducing risk by comparing the quantitively assessed level of residual risk with the original one; to optimize risk management according to the effectiveness criterion of corrective actions according to the criterion “increment in the risk level/cost”, to identify high-risk aerodromes in advance and plan unscheduled checks of ornithological aerodrome support; to develop and implement preventive corrective measures to improve ornithological support at high-risk aerodromes; to update periodically the recommendations to flight personnel in the event of a bird strike and a threat of collision (especially during takeoff and landing). The proposed methodological approach ensures the functioning of the risk management loop in the flight safety management system of any aircraft operator when performing a monthly risk analysis associated with seasonal and regional BASH in Russia.

The organization of safe and efficient transportation of goods and passengers by air requires the rationalization of the air traffic control system. It is from the operating results of this system that all the qualitative characteristics of the transportation process depend on. At the same time, a special role in this system is given to the control unit inclusive of one or more air traffic control specialists, whose main professional duty is to control air traffic within their area of responsibility based on continuous monitoring of the air situation. As part of this activity, controllers daily make important decisions, the correctness of which directly affects the integrity of aircraft, crews, and passengers. The stated above causes the crucial significance of high-quality training of air traffic control specialists, encompassing the development of skills and abilities, based on specialized training complexes. Therefore, within the framework of this article, an analysis of modern simulators for training controllers was carried out, which made it possible to emphasize their identical structural elements. Additionally, the weaknesses of modern simulator training were identified, associated with the significant labor costs for instructors and the obvious deficiency of reserves for expanding the typical composition of risk events. With reference to the stated above, the key characteristics of an optimally built training complex were worked out, based on the use of modern decision-making support systems in the process of air traffic control specialists training. Adaptation of these models and algorithms will automate the instructor’s position and ensure the dynamism of the system in the field of replenishment of possible air traffic options.

The article examines a method of obtaining the required initial data for adequate mathematical modelling of nonstationary processes in the Mi-8MTV helicopter computer and flight simulators. The principle of the method is as follows: the video fixation of non-stationary modes of the power plant operation in a real flight and the computation of the obtained dependencies according to the known formulas of mechanics, aerodynamics, the theory of gas turbine aircraft engines, etc. are analysed. Moreover, by juxtaposing the computed dependencies and the obtained video fixation, the parameter values, that determine the helicopter power plant behaviour (the inertia moment of the helicopter main rotor system, etc.) in the non-stationary modes, are found. These parameters allow us to solve the problem by modelling a complete picture of the helicopter power plant behaviour in abnormal and emergency situations, under which, it is impossible to formulate an objective verdict without violating flight safety requirements. Given the circumstances, the feasibility of an advantageous and reliable solution to the problem is considered using mathematical modelling of the transient power plant operation modes both in non-stationary conditions and in abnormal and emergency situations. A simulation of these scenarios and responsive actions is carried out using helicopter simulators. In a real flight, a helicopter crew monitors the functional systems status and the development of abnormal and emergency situations relying on readings from dial instruments, digital indicators, annunciators, and other computer-aided facilities in the cockpit, not only by the parameter values, but also by dynamics of their variation in flight. Within this timespan, the pilot must assess an abnormal situation and decide on required actions.

With the publication of this article, the authors continue their research into the interaction of vortex and condensation trails behind aircraft, which has begun in the previously published articles in the Civil Aviation High Technologies of the Moscow State Technical University of Civil Aviation. This paper presents the investigation results of the influence of engine displacement along the A320 aircraft wing on the development and propagation of a contrail. It should be clear that a contrail is a product of aviation fuel combustion in the engine and represents condensed moisture in the form of ice crystals, which is formed under certain conditions of the atmosphere. As numerous studies and observations have shown, contrails can affect the heat exchange processes in the atmosphere and deteriorate the environment contributing to the greenhouse effect. This is especially true for the areas where numerous airways pass. It was noted that inboard engine displacement or, vice versa, outboard affects the development and propagation of a contrail. Therefore, when forming the aerodynamic configuration of the future aircraft, designers should take this aspect into account. The fact is that a wake vortex, which is formed behind the aircraft, impacts the contrail in different ways, depending on the engine proximity to the vortices, trailing from the airframe. Let us point out that a wake vortex is the area of the disturbed airflow behind the aircraft, generated as a result of its movement. A contrail, interacting with a vortex one, dissipates in the atmosphere, and the substances, composing a contrail, lose their concentration. It is also significant that a contrail, interacting with a wake vortex, can reveal its structure and visualize the wake vortex propagation and decay processes. In this paper, a special computational software application, based on the discrete vortex method, was used to study the influence of engine displacement along the A320 aircraft wing on the development and propagation of a contrail. When calculating the characteristics of a wake vortex, it takes into consideration the aircraft weight, speed and altitude, flight configuration, ambient conditions, axial velocity in the vortex core and some other factors. This complex passed the required testing and the state registration. A variety of activities was undertaken to validate and verify the developed complex, confirming the operability of its programs and the reliability of the results obtained. The results obtained allow us to understand how engine displacement along the A320 aircraft wing influences the contrail development and propagation.

There is a tight connection between the Pre-Design (development of requirements for the designed airplane) and Conceptual Design stages while creating a new aircraft. Taking this connection into account would result in the design of more optimal aircraft that would have the appropriate advantage during operation. Previously when the ability to take such interconnections into the account was lacking the designers were forced to allocate certain reserves in the project based on previous design experience. The advancement of design, modeling and manufacturing methods allowed transitioning from allocating these reserves as means for possible error compensation to their planning or management. In particular, such planned reserves should be allocated in wing and landing gear at the Conceptual Design stage for the creation of passenger airplane families. The values of these reserves should be substantiated based on the evaluation of future functioning of the whole created airplane family within the airline fleet. This requires solving a problem of Pre-Design and requirements creation. Thus, the reserves become new design variables. The values of these new variables should be optimized together with the values of the existing “traditional” variables during airplane design. A model, which takes management of the aforementioned reserves into the account during airplane design, was constructed. The presented model is intended for usage within the framework of the models, which solve the problem of creation of a passenger airplane fleet at Pre-Design stage with taking the presence of an airplane family within this fleet into the account as well as optimization of this passenger airplane family. The model calculation results were verified for the trunk-route passenger airplanes of all main types with taking the existence of the appropriate families into the account. During verification the wing of each considered passenger airplane was sized for the appropriate family version with the maximum take-off weight. After that this wing was “fixed” and processed as initial data for the family version, statistics on which was used for checking the model calculation results. The verification demonstrated good correlation between the model calculation results and the available statistics. It also showed that the presented model can be used for the design of individual trunk-route passenger airplanes and families of all main types (short-, medium- and long-range).

The functioning of modern digital communication systems tends to occur in a complex interference environment. The communication system is affected by various types of jamming: both natural noises associated with the conditions of radio waves propagation, and artificial interference concerned with electromagnetic compatibility of radio equipment, characteristics of communication channels, etc. Applied issues of enhancing digital communication systems interference insusceptibility are quite relevant at the present time. Concurrently, it is advisable to achieve an increase in interference insusceptibility by rational methods that do not require a significant increase in the emitted signals energy. The techniques based on the use of algorithms for processing special types of signals are the most promising to this date. Radio specialists address the methods for digital processing of polarization-manipulated signals which, while maintaining the communication system carrying capacity, allow us to obtain an essential gain in the parameters of the communication system interference insusceptibility. At the same time, a successful combination of these methods with the already known techniques of digital signal processing is noted. This article considers the multi-position method of quadrature amplitude-polarization manipulation (M-QAPM), where the number of positions M = 2⁷ = 128 (128-QAPM). The modulation symbol at 128-QAPM consists of a 7-bit digital code. The purpose of this article is to describe analytically the method of 128-position quadrature amplitude-polarization manipulation when transmitting 7-bit binary modulation symbols over a communication channel. During mathematical modeling, a signal constellation was formed and visualized. The structural diagram of the modulator was given. The practical significance of the given paper lies in the fact that quadrature amplitude-polarization manipulation can be considered as a universal type of digital modulation, which can be applied instead of the currently known quadrature types of manipulation.

Due to the increasing use of outer space, the issue of space debris disposal (SD) is becoming an urgent problem. Of the known disposal methods (using a solar sail, atmospheric resistance, electrodynamic cable system, laser, ion flow, gravitational cleaner, contact method), the article focuses on the method of burning up space debris in the Earth’s atmosphere by engaging it with a special device for collecting SD and impulse emitting by a debris collector to deorbit with certain parameters. Based on the methodologies of computing the trajectories of the object descent via the extra-atmospheric and atmospheric areas, as well as heat calculation, a mathematical model was developed in the Mathcad system to calculate the timespan required for the complete destruction of SD in the Earth's atmosphere. A comparative analysis was carried out on the accumulated heat flux, as well as on the duration and altitude at which SD, containing aluminum or refractory metals such as titanium and tungsten, will burn up. The altitudes optimal for burning up SD were determined and evaluated. They are acceptable according to the criterion of public safety. The conducted computational experiment revealed that SD made of an aluminum alloy weighing 10 kg burns up at an altitude of 94.9 km, a 17 kg titanium piece burns at an altitude of 94.7 km, a 73 kg tungsten piece does at an altitude of 97.7 km. Thus, this model allows us to classify the existing SD objects into those that can burn up in the atmosphere before reaching a given altitude (not reaching the Earth’s surface), and those that require the employment of other methods to clean space from debris.