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В данной статье рассмотрено применение беспилотных авиационных систем (БАС) подразделениями МЧС России, в ходе предупреждения и ликвидации чрезвычайных ситуаций (ЧС) природного характера. Выявлены достоинства и недостатки применения подразделений беспилотной авиации МЧС России, выработаны рекомендации организационного и технического характера для ее повышения при проведении мониторинга лесопожарной обстановки, воздушной разведки лесных и ландшафтных пожаров., The article discusses the use of unmanned aircraft systems (UAS) by units of the Ministry of Emergency Situations of Russia, during the prevention and liquidation of emergency situations (emergencies) of a natural nature. The advantages and disadvantages of the use of unmanned aviation units of the Ministry of Emergency Situations of Russia have been identified, recommendations of an organizational and technical nature have been developed to improve it when monitoring the forest fire situation, aerial reconnaissance of forest and landscape fires., Сибирский пожарно-спасательный вестник, Выпуск 1 (28) 2023, Pages 103-110

There are three main fuel brands for jet engines of civil aviation used: domestic TS-1 and RT and foreign, produced in relatively small volumes in Russia, JET A-1 (JET A-1). Since the end of the 2000s, foreign manufacturers have made claims to the quality of the mass-used domestic fuel brand TS-1, and these claims have not been specified. However, the service life of a number of foreign engines operating on TS-1 fuel has been reduced by 50%. This circumstance can be caused by both subjective reasons – commercial and political interests of equipment manufacturers, and the objective ones. The main objective reason may be that recently several Russian plants producing TS-1 fuel have begun to produce composite propellant under the same name, where products of secondary oil refining processes are added to the straight-run fractions. These fuels meet the requirements of the standard (GOST 10227-86), which does not contain an indicator that characterizes the anti-wear properties of jet fuels. In the standard for JET A-1 fuel, anti-wear properties are normalized, and they are also normalized in the standard for domestic fuels for supersonic aviation. The article presents comparative tests of anti-wear properties of samples of jet fuels used in the civil aviation. The article substantiates the relevance of the anti-wear properties indicator in the standard for domestic brands of jet fuels for subsonic aircraft introduction, as well as the comparative analysis of the anti-wear properties of fuels produced by various Russian oil refineries. Indicators and methods for assessing the anti-wear properties of aviation fuels can be different. As such an indicator, it is proposed to use the anti-wear properties indicator calculated after testing fuel samples on a four-ball friction machine.

The article provides a brief analysis of the problems of the existing flight safety management system in the state aviation of the Russian Federation, based on the lack of stable positive dynamics of accidents reduction. Brief conclusions from the analysis of the currently proposed scientific approaches for accidents reduction are given. The most significant practical results in the field of building a safety management system for a particular flight are considered. A new approach to the implementation of on-board flight safety management systems based on event management is proposed. The method of event-based safety management of a particular flight allows us to exclude the real time manifestation of known dangerous factors. To implement it, all processes related to known hazards are described in the form of events and assembled into complete groups of events. Control of the occurrence of the complete groups of events, their analysis and event management are carried out by event management models developed for each dangerous factor. When a certain number of events in one or several complete groups of events is reached, the aviation system protection algorithm, by preventing the occurrence of the remaining one or several events of the complete group, prevents erroneous actions of the crew, which prevents the occurrence of aviation incidents and accidents. As an example of the method implementation, the principle of forming an automated guided reactivity model of the event control contour for the dangerous factor "Violation of the Established Minimum Safe Parameters of the Aircraft Flight" in relation to an arbitrary maneuverable aircraft is considered in the article. The system, having registered the events that determine the group flight, is included into the analysis of dynamic elementary events determining the position of the wingman relating to the leading aircraft inside the event control contour in terms of range, angle of sight and altitude separation. When the parameters of one of the dynamic events approach the boundary of the event control contour, the system uses a recommendation or control action to set limits to the parameters not to go beyond the contour, which prevents the occurrence of erroneous actions of the crew.

The current Strategy of Innovative Development of the Russian Federation for the period up to 2020 and the Strategy of Scientific and Technological Development of the Russian Federation determine the goals, priorities and objectives of the state innovation policy and scientific and technological development of the country. A significant role is given to areas that allow us to obtain scientific and technical results that are the basis for increasing the innovative level of production and consolidating the country's position in the foreign market. Among the priority areas is the aviation industry, namely the sector of aircraft engine construction. The creation of aircraft engines is currently one of the most science-intensive and high-tech tasks of the domestic aircraft industry. However, the analysis of the current state of implementation of programms in this area shows that the problems of their functioning and development are not always solved taking into account a wide range of emerging risks, the negative impact of which can lead to significant financial losses. To develop effective methods for assessing and minimizing risks, it is necessary to first analyze and classify them. In the article, based on the analysis, a system of classification of risks arising during development aircraft engines. The results obtained will allow us to give a preliminary qualitative assessment of the negative events that occur at various stages of the development of aircraft engines.

The paper is devoted to the problems of civil pilots upset recovery training. This is quite a new problem, which occurred due to the change in civil aviation pilots training programs that became possible due to the high level of modern civil aircraft automation. The upset recovery training removal negatively affected the level of flight safety both in our country and all over the world. The paper presents legal documents for flight simulations certification. Types of aircraft for civil pilots initial training used all over the world are described too. The analysis of the new types of light training aircraft that can be used as a change in the civil aviation academies was conducted. Modern upset recovery training program and its blind spots were studied in this paper in details. The problems of modern studies in upset recovery in civil aviation are the central part of this work. The paper contains information about legislative framework obsolescence, and creation of a new type of aviation simulator, that can simulate upset recovery situations concept. Current legislative framework of aviation simulators licensing is analyzed in this paper in comparison with the best international practices, regulations and recommendations. Conducted analysis showed that current certification legislative framework became obsolete and needs a revision for maintaining high standards in flight safety. Recommendations connected with the change of initial training types of aircraft in civil aviation academies are given.

The article deals with the problems of perishable goods handling process at Russian airports on delivery in international supply chains (ISC). The investigation was carried out on the basis of operational analysis. The initial stage of the study, which was performed applying statistical analysis, revealed that the major category of perishable goods which establish air transportation demand into Russia is the fresh exotic fruits. The investigation was performed taking the mango supply chain as an example, due to its non-standard thermal and storage requirements. The second stage resulted in the perishable goods airport handling quality criteria set formation: the number of mandatory cargo while handling operations, the required time for these operations, the amount of paper work, the number of multi-temperature chambers at the airport and their area, ULD temperature storage system availability. The study revealed that about 90% of perishable goods, which are imported to Russia, are handled at the airports of Moscow aviation hub because other airports in Russia lack the temperature storage facilities infrastructure. This restriction raises the price of perishable goods logistics on the territory of the country considerably as well as reduces their quality. Four international airports of strategic importance outside the boarders of the central federal district which have the potential of forming central hubs for perishable goods handling as well as processing of transit and transfer flows were chosen in the context of this study. Among them are the airports of Novosibirsk, Vladivostok, Yekaterinburg and Krasnoyarsk. The airports of Moscow aviation hub were offered specialization on the subject of perishable goods export-import flow handling. The materials received from airlines, major cargo terminals at Russian airports, transport companies, specialized international air transport enterprises and logistics associations were exploited as the data for this study. The research registered that the deterrence to the speed of supply chain operation is the time of cargo ground service at Russian airports which considerably exceeds the cargo ground service time in the exporting country. The delays are connected with the poor development of perishable goods handling cargo terminals and also with loads of paper work because the system of electronic workflow and automated checking of markings doesn’t exist. The model of electronic workflow in the International Supply Chain which utilizes pre-flight and pre-loading preliminary information about the cargo was offered. Block Chain system for checking the correct presentation of documents at all stages of the supply chain was introduced which reduces the total time of cargo ground handling process.

Вирус COVID-19 распространился по всему миру, не признавая границ. Он затронул все отрасли, все секторы и все аспекты нашей жизни, повлек за собой разрушительные экономические и финансовые потери и значительную неопределенность, что, в свою очередь, оказало сильное негативное влияние на экономические показатели, а особенно на отрасль гражданской авиации. Скорость и глубина нарастания кризиса в гражданской авиации от глобальной нестабильности и напряженности в мировой экономике беспрецедентны. Все нарастающий кризис ударил по отрасли комплексно, что вызвало серьезные финансовые потери, были разрушены логистические цепочки и многолетние экономические связи, в результате чего на первый план вышли фундаментальные проблемы отрасли и российских компаний, которые, в свою очередь, могут привести к риску их банкротства. Целью данной статьи является исследование вопросов, связанных с повышением эффективности деятельности системы управления воздушным движением в условиях нарастающего кризиса, а также изучение внутренних процессов, связанных с сокращением персонала. Авторская гипотеза заключается в том, что сокращение высококвалифицированного персонала может в краткосрочный момент помочь стабилизировать финансово-экономическое состояние, в результате чего предприятие справится с кризисом, однако в дальнейшем будет испытывать только серьезные проблемы, как в области управления, так и в экономике, которые, в свою очередь, будут нарастать и усугубятся. Статья будет интересна широкому кругу читателей, студентам, аспирантам и преподавателям, а также менеджерам и экспертам, связанным с авиационной отраслью, в том числе членам различных профсоюзных организаций., The COVID-19 virus has spread all over the world, without recognizing borders. It affected all industries, all sectors and all aspects of our lives, entailed devastating economic and financial losses and significant uncertainty, which, in turn, had a strong negative impact on economic indicators, and especially on the civil aviation industry. The speed and depth of the growing crisis in civil aviation from global instability and tension in the global economy are unprecedented. The growing crisis hit the industry comprehensively, which caused serious financial losses, logistics chains and long-term economic ties were destroyed, as a result of which fundamental problems of the industry and Russian companies came to the fore, which in turn could lead to the risk of their bankruptcy. The purpose of this article is to study issues related to improving the efficiency of the air traffic control system in the conditions of an increasing crisis, as well as to study internal processes related to staff reduction. The authors’ hypothesis is that the reduction of highly qualified personnel can help to stabilize the financial and economic condition in the short term, as a result of which the company will cope with the crisis, but in the future it will experience only serious problems, both in the field of management and in the economy, which in turn will increase and worsen. The article will be of interest to a wide range of readers, students, graduate students and teachers, as well as managers and experts associated with the aviation industry., Бизнес. Образование. Право, Выпуск 2 (59) 2022

The article presents the experience of conducting sanitary aviation evacuation of a patient with a new COVID-19 infection using a transport isolation box It was noted that the evacuation of a COVID-19 patient with severe respiratory failure on artificial lung ventilation was carried out on an Il-76 MD military transport aircraft The article describes the method of preparing the patient for medical evacuation, the actions of medical personnel during critical situations, as well as the work of medical specialists in personal protective equipment for long – term (more than 7 hours) sanitary aviation evacuation © ARCDM Zashchita

In order to solve the set of acute problems and for transition to sustainable development of hunting economy of Russia it is necessary to increase the accuracy and objectivity of data on number of hunting animals. Existing methods of accounting are based on direct recounting or analysis of certain indirect evidence of their vital activity, and are mainly developed during the Soviet period of development of hunting science, i.e. are irrelevant. In this research, a descriptive analysis of existing (traditional) methods of accounting for hunting animals (aviation, ground accounting) was carried out. The results of the study have revealed the main advantages and limitations of traditional methods. Restrictions are most often associated with both "human factor"and theoretically and methodologically outdated databases. In order to eliminate existing shortcomings, fundamental innovations in the accounting of hunting animals are necessary. In current conditions, these are primarily digital technologies. The review deals with digital modifications to the main accounting methods, including the use of GPS systems, the use of camera traps and the equipping of aircraft with cameras. The method of improving standard air accounting has become one of the most demanded digital methods of accounting for hunting animals. Thus, the expensive traditional aviation has been replaced by unmanned aerial vehicles (aircraft-type drones, quadrocopters), which have lower flight costs and lack shortcomings of standard aircraft accounting (restriction of human eye viewing, unsuitable weather conditions, biological features of animals, etc.). These new improved methods allow to study hunting grounds and obtain reliable information on the state of forest resources.

Globalization of world markets, the formation of global supply chains, current economic trends allow us to count on further growth in world trade. The main challenge to the transport complex of the EAEU is the realization of the possibilities for reorienting part of the transported goods between the largest world markets for transportation through the territory of the EAEU. It should be noted that the attraction of transit freight traffic will remain relevant even with a decrease in world trade due to any economic changes, as it is not only about attracting additional freight traffic due to an increase in trade volumes, but also the redistribution of the structure of the existing freight traffic due to an increase in the share of the EAEU. All EAEU member states are interested in developing the transit transport market in Europe-Asia traffic and vice versa. Considering that almost all transit is container traffic, container rail transport will be mainly considered. The transportation of containers by road was not considered in the framework of the preparation of the report, due to the practical absence of such transportation across the Union from one external border to another. The existing container transportation by road is mainly a component of multimodal transportation, one of the links along with rail and water transportation. The task of the EAEU is to ensure an increase in transit traffic between the PRC and the EU, following the land route through the territory of the Union. The transit route from China to Europe through the Union has several advantages: it is faster than the sea route via the Suez Canal and cheaper than air transportation from China to Europe. Thus, there are all the prerequisites for the reorientation of part of the cargo flow to transportation through Eurasian transit corridors. The main share of container transportation in the world is in maritime transport. Due to its characteristics, maritime transport will continue to play a key role in the Europe-Asia transport market. However, there are two factors that are currently pushing for the diversification of communications and the opening of new land connections between Europe and Asia.

The majority of reasons for aviation accidents that occurred with the state aircraft in the Russian Federation are due to the flight personnel manifestations of the “personality factor” during the flight mission. However, the aviation system security record and evaluation of “personality factor” influence is carried out fragmentarily at present and does not have a systemic character. This is the factor that impedes the use of a systematic approach to the problem of the human factor influence on flight safety. In this regard, there is a need to quantify the "personality factor" impact on the safety of the upcoming flight in order to reduce this impact. The solution to this problem will require the determination of the most significant pilot’s upcoming flight “personality factor” safety indicators set and a substantial description of each specific indicator value. Due to the lack of the assessment mechanisms to solve this problem which are known to the authors the article substantiates the need to develop a tool for the quantitative assessment of potential threats impact associated with the social and psychophysiological restrictions of a human-operator on ergatic system safety controlled by this person. As a result of a personality-oriented approach to assessing the state of system security, implemented by means of using an integral indicator determining the total threats magnitude of a particular human operator personality factor to the ergatic system state the total human operator hazard indicator, and developing criteria for ergatic system safety this indicator influence degree; a universal tool for assessing the influence of the personality factor on ergatic system safety has been obtained. This tool is called the “The ergatic system personality factor formalizing method". The obtained method allows us to develop a methodology for assessing the influence of the operator’s personality factor which is applicable to any ergatic system, including the system of “crew – aircraft”.

The article describes the process of collaborative management at airports A-CDM in dynamically changing conditions of the productive process, defined as the occurrence of emergency situations capable of altering the planned actions. In real operation, in this case, a large number of possible solutions for each emergency situation appears, the lower the level of recording for these options, the more their number. This paper focuses on external factors that significantly affect the activities of airlines and airports and to the relevant management retaliation formalized in the form of five points. The relevance of the choice is dictated by the presence of conflicting interests of stakeholders. Objective explanation in favor of a decision based on the minimization of the total losses from the outbreak of emergencies would significantly strengthen the position of each participant in the process. The authors have introduced a number of mathematical notations and assumptions, a list of which can be supplemented. Dynamic priorities for each participant in the process are formulated. The tool for optimization of joint decision-making is the genetic algorithm, which allows for a smaller number of iterations in the real time to get suboptimal decision that meets the requirements of the participants in the process. As an example, the article describes a situation that may occur in a real-world production. Based on the multiplicative form a dynamic priority for delayed flights is assigned, taking into account the conflicting interests of the participants in the process, private ranking criteria for flights during each step of the rescheduling are formed, a genetic algorithm is applied. As a result, a specific decision of the emergency situation, arising spontaneously from the impact of external factors is obtained. This mathematical apparatus has prospects of introduction into the productive process as any emergency can be built into the solving algorithm and taken into account.

The article analyzes the existing problems that impede the effective safety management of the flights of the air forces of the Armed Forces of the Russian Federation. As a result, this analysis revealed the contradiction between the need to build a safety management system and the lack of effective mechanisms for assessing the state of the aviation system and taking into account the influence of the human factor of aviation professionals on flight safety. The contradiction identified the need for developing a set of methods to estimate the actual state of the aviation system protection from the effects of threats associated with the human factor of flight personnel. A methodological apparatus was developed for assessing the security status of an aviation system against hazardous factors, which is based on applying a personality-oriented approach to assessing and managing the state of an aviation system. The method of assessing the state of flight safety allows you to quantify the state of protection of the crew-aircraft system from the impact of hazards caused by the personal factor of a particular pilot before the flight and to assess in near real-time the state of protection of the crew-aircraft system during the flight. The method of assessing the state of safety in aviation formation allows you to assess the status of safety during the organization and conduct of flights, taking into account the influence of the human factor of flight personnel in near real time.

Modern trends of civil aviation development indicate the need to improve fuel efficiency and environmental friendliness of the utilized fuels. The use of conventional jet fuel is meeting to a lesser degree the promising requirements concerning environmental friendliness at a constantly rising price for it. Apart from that, oil reserves are limited. According to many experts, the solution to the growing problems with oil fuels can be application of alternative types of aviation fuel. A number of companies around the world, together with aircraft manufacturers under the significant state support, are actively developing new types of fuel. At the moment the most widespread biofuels consisting of bioethanol are obtained from various plant and animal sources. Alternative fuels should not be inferior to petroleum fuels in its operational properties. A possible transition to them should not require significant costs for the modernization of aircraft and facilities of ground aviation fuel supply. Therefore, an urgent task is to compare the main indicators of the quality of oil fuels, biofuels and their mixtures to assess the possibility of using biofuels on aircraft. A comparative analysis was carried out on some quality indicators. Afterwards the comments were given on the impact of changes of these quality indicators on the performance properties of the fuels. It is shown that according to some quality indicators, biofuels under research have the advantages over oil ones. The relevance of comprehensive study of the performance properties of biofuels is obvious. The improvement of oil fuels and their comprehensive study have been under way for more than 60 years. Biofuels are just beginning their life, so it is reasonable to conduct thorough research on their use in aviation.

Strong explosive eruptions of volcanoes are the most dangerous for aircraft because they can produce in a few hours or days to the atmosphere and the stratosphere till several cubic kilometers of volcanic ash and aerosols. Ash plumes and the clouds, depending on the power of the eruption, the strength and wind speed, can travel thousands of kilometers from the volcano for several days, remaining hazardous to aircraft, as the melting temperature of small particles of ash below the operating temperature of jet engines.There are 30 active volcanoes in the Kamchatka, and several of them are continuously active. Scientists of KVERT monitor Kamchatkan volcanoes since 1993. In 2020, four of these volcanoes (Sheveluch, Klyuchevskoy, Bezymianny, and Karymsky) had strong and moderate explosive eruptions.The eruptive activity of Sheveluch volcano began since 1980 (growth of the lava dome) and it is continuing at present. In 2020, strong explosions sent ash up to 7-10 km a.s.l. on 08 April, and 22 and 29 December. Ash from explosions rose up to 5-6 km a.s.l. on 13 June, and 24 December. Ash plumes extended more 625 km mainly to the south-east of the volcano. A form of resuspended ash was observed on 20 April, 28 June, 24 August, and 07-10 October: ash plumes extended for 310 km to the northeast and southeast of the volcano. Activity of Sheveluch was dangerous to international and local aviation.Two moderate explosive-effusive eruptions of Klyuchevskoy volcano occurred in 2020: first from 01 November 2019 till 03 July 2020, and second from 30 September, it is continuing in 2021. Explosions sent ash up to 7 km a.s.l., gas-steam plumes containing some amount of ash extended for 465 km to the different directions of the volcano. The lava flows moved along Apakhonchichsky and Kozyrevsky chutes. Activity of the volcano was dangerous to local aviation.The strong explosive eruption of Bezymianny volcano occurred on 21 October: explosions sent ash up to 11 km a.s.l., the large ash cloud was located over Klyuchevskoy group of volcanoes long time and later drifted up to1200 km to the southeast of the volcano. Activity of the volcano was dangerous to international and local aviation.Eruptive activity of Karymsky volcano was uneven in 2020: ash explosions were observed from one (June) to seven (October) days a month, for five months the volcano was quiet. Explosions rose ash up to 8 km a.s.l. (08 November), ash plumes and clouds drifted for 380 km to the different directions of the volcano. The eruptive volcanic activity was observed in April, May, June, July, October, November, and December. Activity of Karymsky was dangerous to international and local aviation.

Current trends of civil aviation development show a significant increase in the number of aircraft with aircraft piston engines. The Ministry of Transport of the Russian Federation is preparing a draft order on amendments to the Federal aviation rules for the preparation and performance of flights in civil aviation (FAP-128), which stipulate for simplified procedures of paid excursion flights implementation for light and ultralight aircraft and helicopters. It is obvious that this circumstance will significantly affect the expansion of the fleet of these aircraft. Accordingly, the state of piston engines operating on aviation gasoline value questions are becoming increasingly relevant. The current problems of aviation engines diagnostics by metal contents in oils are observed in the article. Their bugs, possible ways of solving this problems and bugs, actual developments in this direction are shown. The application examples of early diagnostic methods using the automated diagnostic complex “Prisma” are shown. The oil samples taken from An-2 aircraft АШ-62ИР piston engine analyses results attract the most interest. They show that with proper training of personnel the valuable information coming from the oil samples can be a source of important conclusions not only in aircraft engines accessories and assemblies state value, but also others systems, and also conclusions about the quality of fuel and lubricants used. Estimating the residual life method of the engine at various stages of its operating time on the metal content in the oils and the procedure for oil selecting, allowing to obtain reliable results, are suggested.

The state of the runway (RWY) under operating conditions, due to the possibility of formation of a layer of water, ice, slush, snow, decreases the friction coefficient of the aircraft landing gear to RWY, and may cause the aviation events. In addition, the condition of taxiways and airport runway affects the taxiing time of aircraft, which during high-traffic hours can lead to additional flight delays. To study the effect of friction coefficient on the runway occupancy time the methodology of collecting statistical data about the time of different types of aircraft spent on runway at various values of the friction coefficient is offered. The method is based on a full-scale experiment. To conduct the experiment as the object of analysis the process of moving the aircraft from the holding position up to reaching the height of 200 meters at Vnukovo airport was chosen. Since the observer cannot control the parameters affecting the object of study during the flight, the friction coefficient is recorded as an input parameter during the experiment and as the response – the time of moving aircraft from holding position up to reaching the height 200 meters after take-off on standard departure procedure. As a result of the experiment, according to the obtained data, a graph of Ttot versus friction coefficient was designed. The greatest influence of the friction coefficient is observed when taxiing from the holding position on runway to line-up position.

According to the official statistics, the reasons of the majority of air incidents which have happened to state aircraft are caused by displays of so-called human factor of the aviation specialists participating in flights operation, as a rule, by negative displays of personal factor of the flight crew during preparation and performance of the flight task. At the same time, the record of “human factor” effect on the security of the aviation system is fragmentary and doesn’t have systematic basis nowadays. This is the factor which prevents the application of systematic approach to the problem of human factor impact on flight safety. In this regard, in order to reduce the impact of personal factor on the safety of the upcoming flight it is necessary to estimate it in terms of quantity. The solution of this task will require defining a number of the most essential personal safety indicators of the pilot, before the upcoming flight and determine the amount of each specific one. But the indicators of pilot’s personal factor potential threat to the safety of the upcoming flight are among the causal phenomena, which signs are not amenable to accurate quantitative estimation. Therefore, the greatest difficulty is in determination of the weight fraction of each hazard indicator according to “personal factor” of the pilot. In order to find solution to this problem, it is necessary to have an evaluation mechanism which will allow to assess the degree of influence of the phenomena on the object of their impact, the signs, which cannot be accurately quantified. Due to the lack of assessment tools known to the authors, which fully meet the stated requirements and allow to solve the problem, the authors developed a new method which enables to quantify the impact of the related phenomena on the subject of the study that do not have numerical expressions.

The relevance of the evaluation of the technical and economic efficiency of aircraft engines and one of its main indicators – direct operating costs has been noted in the article. Their place in ensuring the competitiveness of aircraft in the relevant sectors of the market has been established. One of the main indicators of the efficiency of aviation equipment is its technical and economic evaluation. Tough competition, existing, at present between foreign players in the aircraft industry and difficulties of maintaining their positions to Russian aircraft manufacturers have been designated. The features of existing foreign and domestic methods and approaches to the economic evaluation of aircraft engines have been noted, and their comparative analysis has been carried out. Problematic issues when considering the efficiency of the aircraft as a whole and the difficulties of technical and economic assessment of the aircraft engine as a subsystem of the aircraft have been revealed. The need has been indicated to take into account the condition under which, if we consider the aircraft as a whole, the efficiency of its operation is mainly determined by the perfection of the engines of the power plant. It has been noticed, that the engine can act on the market as an independent product, having a market price. But, at the same time, it is necessary to take into account that the aircraft engine is a subsystem of the aircraft, therefore, it follows to carry out its technical and economic assessment, taking into account, if possible, the characteristics of the aircraft and the characteristics of its operation, which is a difficult task and this is a necessary procedure in case of economic evaluation. The need for careful selection of performance indicators, contributing to a reliable assessment of the competitiveness of the proposed product has been designated. At the same time, it is necessary to adhere to a certain framework, namely when comparing competing engines, the technical and economic evaluation of aircraft engines should be carried out under the same conditions regarding the operation and maintenance of the aircraft as a whole. Moreover, engines should have similar indicators: dimensionality, installation on a plane of the same class, etc.

The study of the methods revealed their advantages and disadvantages for further synthesis and optimization. The main task was to improve the most suitable method, which will have the maximum number of affecting factors. The experimental method is highly accurate, but it requires high costs to work on analogues for each specific type of fasteners. The calculated method based on a single experiment allows to determine time standards for various fasteners. The given method does not require high costs for experiments, but like the experimental method, does not take into account performance degradation with continuous operation time. This leads to serious errors in obtaining time standards for a large number of fasteners. The article shows the optimized model of calculated method, based on a linear approximation of dependence of the number of fasteners replacements (removals/installations) on time at multiple intervals. The optimized model allows to obtain time standards of typical fasteners replacement with different geometric characteristic taking into account performance degradation over time. Several experiments on the aircraft were conducted for testing the improved calculated method. On the basis of the experimental data the researchers built graphs of the number of fasteners replacements (removal/installation) on time with different geometric characteristics taking into account performance degradation over time. The data obtained is advisable to use for calculation maintainability factors on aircraft design stages. Program realization of these methods and systematization of the received time standards allow to improve maintainability, due optimization number and position of airframe fasteners and systems units and aviation equipment for the aircraft being designed and modernized. Application of the automated systems of design and analysis will contribute to labor input decrease at the aircraft maintainability analysis.

Indicators of prime cost and profitability of passenger traffic on the example of statistics of American Airlines, Delta Airlines and United Airlines. Initial information for researches is accepted according to the financial and statistical analysis of airlines of the. Indicators of cost of transportations and profitability during noticeable reduction of prices of aviation fuel in 2014-2016 are compared. The main attention is paid to the analysis of fleet (park) of planes and changesin separate items of expenditure. The algorithm of calculation of cost of transportations on types of planes according to the statistical account is offered. In calculations it is considered that in air-transport branch of the USA statistical account of factor flight cost on the aerial vehicle types is kept. The share of factor flight cost makes to 50%. Indirect expenses are distributed by a settlement way. Prime cost a chair kilometer on straight lines and indirect items of expenditure of narrow-body planes 737-800/900 and A319/320/321 at range of 2000 km makes from 8,8 to 11 cents. On the ranges, over 2000 km, prime cost decreases to 7,7–8,3 cents.Prime cost a chair kilometer of planes 757-200/300, and widebody 767-300, 777-300, A330-200/300 at range of 3000–5000 km by calculation makes 6,8–7,8 cents for a chair km. Prime cost at ranges over 6000 km makes a chair kilometer of widebody planes 777-200/300, 787-800/900, A330-200/300 from 6,0 to 6,7 cent for a chair km

The present day globalization in economy is closely connected with the development of air transport-one of the fastest growing sectors of economy, which provides long-distance transport, primarily to passengers. The mobility of population has increased and as a consequence the single transport space has been formed. After the crisis of 2015–2016 the economy of civil aviation is characterized by the rapid growth, increased passenger turnover, a high percentage of seat occupancy and the change in the structure of the air transportation market. The state of the air transportation market is characterized by globalization, deregulation, information and privatization. The services which air companies offer to the market are related to a high-tech product. At the same time, modern conditions require airlines to take measures to improve their performance, taking into account the internal and external factors affecting this business, as well as a set of incentive measures for workers in this industry. Thus, the article discusses the process of industry deregulation, gives several examples of market functioning models, highlights their main characteristics and shows options for making managerial decisions. Efficiency evaluation is a prerequisite condition for the implementation of airline development strategies. The principles of market economy required the restructuring of relations in distributive system and material incentive. In this regard, we summarize the experience of several labor remuneration decisions, as an integral part of airline management. The article gives an overview of the modern air transportation market characteristics, identifies the problems and prospects for its development. The relevance of the article is stipulated by the expanded presence of airlines in the world market and, as a consequence, by the necessity to investigate the up-to-date trends in market development, exposure the main factors that affect the competitiveness of air companies. The article is of interest for aviation experts as well as for readers who are keen on aircraft.

The modern conditions caused by an unstable geopolitical and economic situation in the country and the world stimulate carrying out researches in the field of ensuring economic security of the enterprises of high-tech industries, such as aviation, defensive industry, space branch. Studying of the matter will allow developing the effective mechanism of ensuring economic security of the enterprise taking into account specifics of activity of the enterprises of high-tech industries, in the conditions of uncertainty. In the article the problems of current state of economic security at the enterprises of aviation industry have considered. The relevance of this research is confirmed by the fact, that in the conditions of active integration between the enterprises within the country and also within interstate cooperation on a number of aviation projects, development of communications between the enterprises bears in itself the certain risks having significant effect on a condition of economic security of the enterprises in general and implementation of aviation projects in particular. In such conditions the enterprises need to manage economic security. In this research the problem of management of safety has offered to be solved in a uniform risk management system of the enterprises of aviation industry. The article substantiates the role and place of risk management in the procedure of ensuring economic security and stable sustainable development of the enterprise, taking into account the specifics of risk management of aviation enterprises. Solving the problem of economic security at the enterprise level is a priority, especially when you consider that this level of security is currently the least studied methodologically. Risk management is an integral part of ensuring the safety of the enterprise, the main task of which is to ensure the predictability of the predicted results.

This article considers the issue of commemoration of the French-Russian interaction during World War I and the Revolution and its description in Russian historiography. The author supposes that the study of issues of the French-Russian cooperation between 1914 and 1918 corresponds to the current public agenda and contemporary tendencies in historiography. These tendencies strive to overcome the “oblivion of World War I” and the ideological concepts of Soviet researchers in this field. At the same time, the cooperation between the two countries during World War I provides valuable examples of effective interaction that may become an integral part of the Russian politics of memory. More particularly, it means the activity of the French military mission in Russia and its local services, i.e. artillery, transport, and aviation missions. On the other hand, a comprehensive analysis of the activities of the French military mission could enrich the existing knowledge of the economic, social, and political conditions of the late Russian Empire and clarify certain subjects related to the activities of Bolsheviks in Russia. The author raises a question regarding the role of the professional community in opposing the mythology of public authorities and maintaining the conditions for a thorough exploration of the past. In order to reconstruct the activities of the French services between 1914 and 1918, the author refers to documents of the Historical Service of the French Ministry of Defence and public speeches of Russian politicians and public figures; additionally, the author considers historiography as a source representing “professional memory”. The methodology of the research is based on the concepts of memorial culture and historical politics of A. Assmann, which considers historiography a special form of historical memory.