Reducing the durability cost of an aircraft product is an issue either addressed at the design stage or causing significant design modifications. Turbine preheating of a gas turbine engine (GTE) allows for the thermal stress of the rotor blades (RB) to be reduced at the engine start without making design changes, but only by implementing the engine heating technology into the operational process. Values of thermal stresses on rotor blades of a high-pressure turbine of a bypass turbofan engine (TFE) with and without heating allow us to determine the change in the total HPT RB damage rate. In the concept of preheating a GTE prior to the start in order to comply with the preheating technology, it is necessary to know the duration within which the RB will heat up to the required temperature. Thus, the research objective, presented in the paper, is to empirically determine the HPT RB heating time, using thermocouples and pyrometers on a full-scale body depending on the methods of air supply for heating and rotor spinning. A distinctive feature of this work is the application of the empirical approach to determine HPT RB heating time to evaluate the feasibility of the GTE preheating technology application prior to the start and the selection of the most efficient heating method according to the duration criterion. Several methods of engine heating prior to the start, using different sets of equipment and the method of supplying hot air to the turbine, were considered. The results of RB heating time measurements made it possible to establish the method of heating with minimal time expenditure prior to the engine start.

The purpose of the process safety management system is to identify hazard factors and develop a set of methods to prevent injuries at an airline, occupational illness, material costs in case of damage to property and the environment. The analysis of the structure of occupational pathology depending on the factors of the production environment and the working process for the period 2013–2022 shows that the percentage of diseases associated with the impact of production physical factors for this period remains at the same level. This fact, in turn, confirms the relevance of the chosen study. Analysis and identification of the current production situation is necessary to assess the impact of adverse production factors. In this study, a new approach to the mathematical model for a process safety management system is implemented. Mathematical modeling allows a deeper understanding of the nature of certain phenomena and to obtain information about the real situation, which in turn stimulates the development of new scientific problems and methods of solving them, and is also the basis for choosing specific solutions for the implementation of certain projects. The successful implementation of strategies in order to create a process safety system for a flexible monitoring and management structure depends on how effective its functional structure is; this provision is explained by the fundamental nature of the tasks that are solved at the management stage. The article discusses the theoretical statements concerning mathematical modeling. When creating the model, the apparatus of abstract algebra-set theory – was used. The model developed in the course of the study makes it possible to introduce a model of the process safety management system into the activities of aviation enterprises.

The problems of the North–South Transport Corridor development are directly interrelated with the integration of the regional infrastructure of the countries participating in this project. The importance of this corridor currently affects not only the economic sphere, but also the geopolitics of the world community as a whole, as the power balancing issues in the world economy are engaged. Based on the results of the statistical data study from open sources, the analysis of extensive periodical literature, the pros and cons of the North–South Multimodal Transport Corridor (MTC) project are substantiated, and the promising ways of implementing and improving its effectiveness are identified. Political pressure on a number of participating countries and an asymmetry of interests are highlighted as factors that hinder the active implementation of the project (the most interested participants are Iran and Russia, other parties may have negative geopolitical and economic consequences from participating in the project). There are major challenges concerning the infrastructure development and the insufficient degree of harmonization of the institutional conditions within which the transport corridor operates. On the other hand, the greatest advantages of the North–South Transport Corridor are reducing dependence on other transport routes, including those passing through competitive countries, increasing national security and sovereignty of Russia, consolidating Eurasian integration, improving foreign policy links with the countries in Asia and Africa. In order to maximize the potential of the North–South MTC and increase its competitiveness in comparison with other transport hubs, the following ways are proposed: 1. One-time solution to a set of tasks: modernization of infrastructure, primarily, port infrastructure in Russia, railway infrastructure in Iran; full digitalization of the transport and logistics sphere in all the participating countries; harmonization of institutional conditions for the project implementation in the domain of legislation, customs procedures, business processes, management. 2. More active use of free economic zones and special economic zones. 3. Formation of a special supranational organizational structure that will directly deal with the development of the North– South International Transport Corridor.

To study the problem of rough landings and aircraft runway excursions, a 22-item questionnaire, related to the subject under consideration, was drawn up for pilots. The questionnaire mainly focused on aircraft veering off. The range of issues covered different aspects of the problem, including: pilots' perception and a comparative evaluation of various risk factors; personal experience of landings with prerequisites for a runway excursion; decision-making for the go-around procedure; attitude to the airline policy regarding the landing quality assessment; reliability of information reported to the crew about weather and runway conditions; quality of simulator training for flights in terms of crosswind and slippery runways; modern aircraft systems to prevent a runway excursion, etc. More than 50 civil aviation pilots of different age, experience, including aircraft captains and co-pilots were interviewed. The survey was conducted remotely and anonymously. The processing of the questionnaires included a detailed analysis of the answers to each question. If a question was not answered or if there was some reasonable doubt as to its correctness, the questionnaire was excluded from consideration. The results of questionnaire processing for the entire group and for individual categories (young/experienced, captains/co-pilots, turboprop/turbojet aircraft) were presented and analyzed in this paper.

The article presents the results of work involved with developing a full-scale simulator for research into determining the structure and parameters of the control system for unmanned aerial copter-type vehicles with a powerplant comprising electric motors with fixed-pitch propellers. The features of the engineering implementation of the simulator, taking into account the prospects for its development in terms of greater maneuverability (pitch, roll and yaw), are presented. The implemented principle of the Simulink integration – a model of the control object, a controller based on the Arduino platform, a gyroscope-accelerometer to organize feedbacks for the purpose of forming algorithms of the automatic and positional (manual) pitch angle control, manual motor revs control is described. The analysis of the full-scale simulation results in terms of the quality of transients and power costs for various settings of the PID-regulator, which provides generating a signal of electric motor revolutions, is presented. It is concluded that it is feasible to create and use an experimental base to justify the use of adaptive control algorithms for unmanned aerial copter-type vehicles with elements of artificial intelligence to ensure the required flying characteristics in a wide range of properties of control objects.

Recently, aircraft engine manufacturers have shown increased interest in developing hybrid powerplants, which are a combination of gas turbine engines (GTE) with electric motor-generators. The use of the hybrid powerplant makes it possible to increase the fuel efficiency of an airplane, as well as to create new configurations with improved aerodynamic and thrust characteristics. The fuel efficiency improvement is achieved as a result of optimizing the powerplant operation mode to meet the cruising flight requirements, compensating insufficient power during the takeoff and go-around procedures by activating battery-powered electric motors. The creation of new configurations with improved performance can be ensured due to the synergetic effect of the propeller-airframe interaction. Successful flight tests of the hybrid powerplant prototypes in light aircraft configurations allow us to rely on their possible application in the future regarding the projects of new propeller-driven aircraft. The potential benefits of using new powerplants on local airlines can lead to both fuel savings and carbon emission reduction. Short-term maintaining a safe flight mode is also practical in case of one engine failure when using multiple power sources. The power, generated by an electric generator connected to the running engine, can be used both for the electric motor drive of the tip propellers and for rotating the thrust producer of the failed engine. The paper presents the study results of the critical engine failure effect on the aerodynamic performance of the light transport aircraft model obtained as under available electrical transmission as under non-available one between a running and a failed engine. Experimental studies were carried out in a low-speed wind tunnel T-102 TsAGI. The simulation of the electric transmission operation was carried out by setting the operation mode of two power-plant simulators corresponding to the half value of the load factor of one engine propeller B_o in the take-off mode.