The paper presents a method for plotting an avoidance route around a dynamically changing thunderstorm area, based on the use of a weighted dynamic graph with a fixed set of nodes and a changing set of edges. The proposed approach allows for accounting for the spatiotemporal variability of thunderstorm cells and also contributes to reducing the computational complexity of the planning task and enhancing the safety of the avoidance route when predictive information on the development of thunderstorm cells in the very short term is available. The results of developing a route optimization algorithm based on a visibility graph, which ensures a reduction in route length without loss of avoidance correctness, are also presented. A statistical analysis was conducted, confirming the method effectiveness and the comparability of its results with the baseline approach at lower computational costs. The practical significance of the work lies in the possibility of integrating the developed method into intelligent decision support systems and automated flight trajectory planning systems for circumventing hazardous weather phenomena, which can contribute to enhanced flight safety and efficiency.
This article presents a concept for an automated airworthiness management system (AAMXS) that integrates elements of artificial intelligence (AI). The aim of this work is to develop an architectural approach that ensures end-to-end processing of operational data (telemetry, ERP, OEM) to formulate well-founded recommendations for maintenance while maintaining the key role and responsibility of engineering personnel. The methodology is based on the multi-level architecture principle, that includes a heterogeneous data collection layer, an analytical core based on the ensemble of models (LSTM networks, Cox survival analysis, Weibull distribution), and a decision support layer with mandatory human control through the Human Verification Gateway mechanism. As a result, a system concept is proposed, aimed at implementing predictive analytics to assess the risk of critical component failures and to optimize maintenance schedules using integer programming methods. The key principle is the subordinate role of AI, acting as an analysis tool rather than an autonomous decision-maker, which meets the requirements of the regulatory framework. The main conclusion is that the proposed conceptual approach creates a theoretical basis for the transition from scheduled to predictive-optimized maintenance, potentially contributing to improving aircraft operational readiness through proactive work planning. The concept provides for integration with digital twins and regulatory documentation, forming a guideline for the development of service-oriented maintenance models in aviation.
Aviation disaster statistics indicate that it often takes a long time to locate aircraft crash sites. Individual disaster sites remain unidentified. Moreover, not all disasters with a long time to detect crash sites occur above the water surface. Many such disasters occur above the earth’s surface. The difficulty of searching for aircraft crash sites and aircraft debris in this case is due to the large area of probable aircraft crash sites, the impossibility of examining the entire area by walking groups of people, the relatively high speed and altitude of the search aircraft, the small size of aircraft debris, and the concealment of disaster sites by vegetation or precipitation. In recent years, the radar method of searching for aircraft debris has been considered as one of the promising methods. However, the dimensions of a radar station capable of detecting high-contrast aircraft debris from the heights at which manned search aircraft are currently flying are not acceptable for putting such a station on board an aircraft at the current level of technology development. Acceptable dimensions of such a radar are achieved by lowering the flight altitude, which is impossible for manned aircraft due to the difficulty of ensuring an acceptable level of flight safety at low altitudes. At the same time, the rapid development of unmanned aerial vehicles (UAVs), the emergence of a compact target load in the form of optical and thermal range cameras, and small radars opens up opportunities to create specialized search UAVs that, according to the authors, can dramatically reduce the time it takes to detect aircraft crash sites. The presented review article analyzes the statistics of aviation accidents over the past ten years. The aviation disasters that have occurred are divided by type of terrain, as well as by the duration of search activities to identify crash sites. The factors that make it difficult to find crash sites and aircraft debris are highlighted. The prospects and problems of using UAVs in search operations are analyzed. The prospects and the possibility of creating mobile search unmanned aircraft systems based on heterogeneous UAVs and mobile drone ports are shown. As one of the problems that need to be solved on the way to creating these search UAS, the problem of synthesizing the control of a group of UAVs is identified, providing a survey of a given search area while avoiding obstacles in the path of the UAV flight.
Due to the growth of the unmanned aerial vehicle (UAV) market and the specific tasks they perform, the design of convertible aircraft, such as convertiplanes, is becoming increasingly relevant. These aircraft combine the advantages of helicopters and airplanes: they can take off and land vertically from unprepared surfaces and have higher cruising speeds and ranges than helicopters. The key problem of convertiplane aircraft is transient modes, characterized by complex unsteady aerodynamics and an abrupt change in the dynamic properties of the device. This paper presents a comparative analysis of two kinematic configurations of the aircraft: tilt-wing and tilt-rotor. The primary focus of the study is on the transitional flight modes, during which the aircraft transitions from vertical flight in helicopter mode to horizontal flight in airplane mode. The goal of the study is to quantify the effect of the type of kinematic scheme on the integrated aerodynamic characteristics of an aircraft. To achieve this goal, a 3D model of the aircraft was developed, based on the Bell Eagle Eye prototype. The simulation was carried out in the Ansys Fluent software package based on the solution of nonstationary Reynolds equations (URANS) using the Spalart–Allmaras turbulence model. A number of rotation angles of the power plant were calculated for each kinematic scheme. (0°, 30°, 60°, 90°). The flight speed and rotational speed of the propellers for each design case were selected iteratively to ensure a uniform horizontal flight (equal to zero the sum of the forces acting on the aircraft). The flight speed and rotor speed for each case were iteratively selected to ensure the condition of steady horizontal flight (the sum of forces acting on the aircraft equals zero). The numerical modeling characteristics resulted in obtaining the required power and torque at the rotor shaft, flight speed. It was concluded that the configuration with a fixed wing demonstrates a higher flight speed (22 m/s compared to 10 m/s at a 30° angle) and a more favorable ratio of required power to flight speed compared to the rotary-wing layout.
Currently, thermal barrier coatings (TBCs) are used on the turbine blades of gas turbine engines (GTEs) in order to reduce the gas temperature on the blade material, which improves the performance and efficiency of the turbine blades. The authors have accumulated experimental data that allow them to obtain TBCs of the required microstructure and composition on the turbine blade using electron beam physical vapor deposition (EB-PVD). The TBCs protect the metal base of the GTE blades from the hightemperature effects of the gas flow. The article discusses a new approach to the technological process of applying a heat-resistant coating using the electron-beam method. The experience of applying thermal protection coatings by electron beam evaporation and condensation in a vacuum show that the thickness of the ceramic pillars and their orientation relative to the turbine blade have a significant impact on the performance of such a coating, as well as on the thermal conductivity and heat resistance of the coating. In this article, the process of electron beam evaporation and condensation in a vacuum is examined from the perspective of a methodology adapted to the process of applying thermal protection coatings, the thickness of the coating, the materials chosen for the coating, and the desired microstructure of the coating. The presented work focuses on the ability to control the concentration of the vapor flow on the deposited parts in order to reduce the coating formation time and the consumption of the evaporated material. The article discusses the features of coating thickness and microstructure formation, depending on the substrate position relative to the crucible. A method for coating formation is proposed, which allows to increase the density of the steam flow on the blade and increase the material utilization rate. Experimental studies of the influence of the angle of steam incidence on the turbine blade on its density during condensation on the part are presented.
Scientific and methodological research by leading scientists in the field of aircraft operational efficiency management has developed a comprehensive approach to determining the quantitative parameters of operational and technical characteristics. Significant accumulated experience in continuing airworthiness allows not only to define but also to objectively evaluate and confirm operational and technical characteristics at all stages of the aircraft lifecycle, creating a unified methodological framework. The developed model is based on an analysis of the aircraft operational cycle, which consists of the flight duration according to a typical profile and the ground stay duration. Key interrelated parameters for design and planning are the estimated annual flight time, defined by industry standards, and the serviceability factor. It has been established that with increasing flight duration and annual flight time, the number of operational cycles decreases, which objectively leads to an increase in the required ground stay duration to fulfill the plan. The practical value of this work lies in the calculation results obtained, which allowed for standardizing the values of ground parking duration and the possible number of operating cycles for various aircraft classes: from local airliners to long-haul aircraft. A methodology for graphical and analytical determination of the minimum required aircraft availability factor for achieving a specified annual flight time is presented. This allows for the identification of critical combinations of parameters when plan fulfillment becomes impossible without changing operating conditions. The presented methodology goes beyond a formal description of the relationships and provides a practical tool for designing new aircraft with optimized characteristics, for planning airline production activities, and for the operational management of maintenance processes. The main result is the ability to quantitatively substantiate management decisions aimed at improving the efficiency of technical operations and reducing labor and material costs for airlines.
Unmanned aerial vehicles (UAVs) are rapidly gaining popularity and are widely used across various fields, including military, civilian, and research domains. Special attention is paid to the development of systems and means for UAV complexes, since these are key components for the effective use and integration of UAVs into air transport sectors when solving a wide range of tasks. An important trend in the development of helicopter-type unmanned aerial vehicles (helicopter-type UAVs) is the approach to forming their rational fleet. The relevance of this approach is determined by the need to develop a methodology for forming a fleet of helicopter-type UAVs for joint use with manned helicopters and heterogeneous robotic systems in order to solve a large number of tasks. A fleet is understood as the aggregate of single-purpose and multi-purpose helicopter-type UAVs intended to solve a specified list and volume of tasks. The methodology for forming a fleet of helicopter-type UAVs includes: problem statement; formalization of its description; determination of an area of acceptable solutions; and the development of particular methods. The implementation of particular methods involves: reducing the initial set of solutions; developing special methods and techniques for composing a fleet from single-purpose and multi-purpose helicopter-type UAVs; and evaluating the formed fleets to ensure a given level of task-solving effectiveness while minimizing cost. To assess the effectiveness of tasks execution by helicopter-type UAVs, a multicriteria optimization method is applied to the configurations of each type of single-purpose and multi-purpose helicopter-type UAV. When determining the cost of helicopter-type UAVs, the method of summing the cost of a single-unit single-purpose helicopter-type UAV and the additional cost of equipment for a multi-purpose helicopter-type UAV is used. Taking into account the large dimensionality of the problem, a hardware-software complex for automated calculation of helicopter-type UAV fleet variants has been developed to evaluate fleet options.
The article analyzes the structure and effectiveness of state regulation in air transport concerning the development of regional air transport systems in the Russian Federation. The definition of the system is proposed from the standpoint of the process approach, which allows considering the regional air transport system as interconnected processes of air transport enterprises that ensure the implementation of a set of strategic and tactical tasks of the region in logistics and economics. Since the strategic development of a region requires state involvement, and drawing on international experience, the article provides an overview of the tools and methods of state regulation of air transport systems. In Russia, it is essential to develop the state policy for maintaining and advancing the transport industry, which would also stimulate the mobility of the regional population. The study identifies the primary powers and instruments of state regulatory entities in aviation activities and examines the extension of the legislative framework to the segments of the air transport system. A comprehensive analysis of problematic issues in regulating aviation activities within regional air transport systems is conducted. A scheme of the mechanism for state regulation of the integrated functional territory of the air transport system is developed. Possible directions for the development of regulatory instruments, considering the dynamics of the external environment, are outlined. Given the lack of a comprehensive legislative framework and unified approaches to the formation of air transport clusters, the paper proposes a concept for establishing effective interaction between regional industry enterprises, based on legally established cooperation between airports, airlines, and aircraft repair enterprises in servicing air transportation technological processes. Finally, a formula for calculating the effectiveness of applying the mechanism for forming integrated functional zones through aviation mobility is presented to evaluate the proposed cluster system for enterprise placement.
This paper presents the methodological foundations for solving the problem of flight safety for tactical and operational aviation aircraft under the influence of coherent vortex structures in the atmosphere during the most critical flight phases: takeoff and landing at joint-use airfields (including group operations or operations from mountainous airfield), in-flight refueling, and group flight. The solution to this problem can be based on the following specific tasks: the formation of coherent vortex structures, their influence on aircraft aerodynamics, and the application of theoretical methods for assessing flight safety. The concepts of aircraft aerodynamic properties and the “Aircraft Aerodynamic Properties – Coherent Vortex Structures – Flight Safety” system are introduced. The performance indicators of the system’s components and their interrelationships within the system are specified. It is stated that the qualitative and quantitative values of these indicators are the basis for determining the conditions to ensure flight safety at an acceptable level. It has been proved that critical characteristics for tactical and operational aviation aircraft are the dependencies of the available intervention time and the roll moment reserve coefficient obtained under the influence of coherent vortex structures.
Humanitarian demining is a pressing issue today. This paper examines various technical means used in engineer reconnaissance to detect mines and substantiates the need for radar support for humanitarian engineer reconnaissance. An airborne engineer reconnaissance radar system based on a side-looking P-band radar, intended for deployment on unmanned aerial vehicles, is proposed as the main information link. The physical principles of radar image formation using aperture synthesis are described. The application of the radar relief function in describing the radio-reflective properties of a surface and the use of the superposition principle in radar signal processing are demonstrated. The main mathematical expressions used in calculating radar images of a surface using the aperture synthesis method are presented, consisting of the application of correlation signal processing independently by the coordinates of the ground and slant ranges. The features of using the decimeter range of electromagnetic waves in constructing radar images for the purpose of detecting mines on various underlying surfaces are analyzed and a comparison with the centimeter range is made. The demonstrated advantages include a significant increase in the contrast of metal objects against the background of reflection from the underlying surface and an increase in the penetration depth into the underlying surface. Disadvantages are also identified, including increased requirements for the stability of the flight of the carrier, the need to increase the size of the aperture to achieve comparable detail and take into account the migration of range channels. The software architecture is demonstrated, comprising an onboard unit for acquiring radar images and a graphical interface for a ground-based automated operator-decipherer workstation for solving the problem of mine detection during humanitarian demining. A sample system and the results of its testing on various carriers, including quadcopter and vertical takeoff and landing (VTOL) unmanned aerial vehicles, are presented.
The pace of change in unmanned aviation is so rapid that the latest developments in this field become obsolete before they have passed the stage of technical design. This fate is most likely to befall the work currently being carried out in the Russian Federation on the development of unmanned air traffic control systems within the framework of the National Technology Initiative and other government programs, as they are aimed at the logistics of deliveries of relatively large (of kilograms) cargoes. However, the main challenge for unmanned aviation today is that drone delivery of small online purchases is the near future of mass retail, more than 50 percent of which is already online. This means billions of aerial deliveries per year using small drones flying on arbitrary, unpredictable trajectories, unguided by operators, with conflicts involving tens or hundreds of delivery drones. This perspective is out of step with current developments and requires new conceptual solutions. The paper suggests the main theses of the concept of unmanned air traffic control, taking into account the modern realities of the digital society. The algorithmic basis for automatic conflict resolution of small drones is formed – based on linear programming mathematical apparatus for optimal solution of the problem of safe passage of drones in areas of mass conflict.
The development of mathematical models of the combat functioning of army aviation aircraft complexes is the most important task in the field of researching the prospects for the development of aviation technology and substantiating requirements for it. One of the main requirements for these models is their objectivity and adequacy to the real combat process, which is achieved by choosing the appropriate mathematical apparatus and clarifying the content of designed combat tasks when studying the experience of modern wars and armed conflicts. The paper proposes a statistical model for the combat functioning of the system of aircraft complexes of the army aviation (SAC AA) while performing a typical calculated strike mission – the destruction of a single small-sized mobile ground target. A distinctive feature of the developed model is that it takes into account the specifics of helicopter combat use under current conditions (operations within battle helicopter groups, flights at extremely low altitudes, carrying out missions amidst intense enemy air defense counteraction), as well as random elements within the scope of the considered task. A description of the procedure for statistical modeling of the combat functioning of the SAC AA during execution of this calculated task is provided. The result of the modeling was an assessment of the probability of a random event – execution of a calculated task with a given accuracy and reliability by the SAC AA. Expressions for calculating indicators of combat effectiveness and combat properties of SAC AA based on modeling results are proposed. Based on the method of limit points, the adequacy of the developed model has been verified. Using the proposed model, studies have been conducted on the influence of the values of the helicopter technical specifications and their air weaponry complexes on changes in the combat effectiveness and combat properties of SAC AA while executing the calculated task. The developed model can be used to construct a system of combat functioning models for the army aviation airborne complexes, taking into account the contemporary concept of application, thus enabling further investigations aimed at substantiating the tactical and technical requirements for modern military helicopters in shaping their technical design features.
A coaxial main rotor (MR), consisting of upper (UR) and lower (LR) rotors with a spacing of planes and a different direction of rotation, has a number of advantages in aerodynamic characteristics compared to an equivalent single rotor of the same radius, having a double number of blades and solidity. The equivalent MR model is often used in approximate methods of aerodynamic calculation. In this case, the features of the coaxial MR are taken into account using special corrections. This requires data on the coaxial and equivalent MR aerodynamic characteristics in various operating modes. The article is dedicated to comparative study of the coaxial and equivalent MR aerodynamic characteristics. The Ka-226 helicopter coaxial MR is considered. The research was performed on the basis of the free vortex wake model of a rotor. The modes of hovering and forward flight in the speed range of V = 0–60 m/s were considered. The calculations were performed taking into account the rotor trim and compensation of aerodynamic loads occurring on the helicopter airframe, assumed to be the same for both rotors. It was found that the required power of a coaxial MR at hovering (V = 0) is 6% less than that of an equivalent MR with equal thrust. At V = 20 m/s, the advantage of the coaxial MR reaches 8%, and then gradually decreases. At V > 60 m/s, the required power of the coaxial and equivalent MR, all other things being equal, does not differ. The results obtained complement the available information on the features of the coaxial and equivalent MR aerodynamics and can also be used to refine approximate methods for calculating flight performance and flight dynamics models of coaxial helicopters using the equivalent MR model.
This paper considers the main issues related to the training of specialists for civil aviation at the higher educational institutions of Russia, which are caused by the reorganization of the national education system. Based on an analysis of the scientific publications and discussions among professionals regarding contemporary higher education, contradictions in the stated priorities and disagreements on the sequence of solutions to the tasks set for higher education institutions have been revealed. It has been established that there is a lack of substantiated criteria for assessing the quality of the educational process and training of specialists. An urgent need has been formulated to regulate the role of the state in evaluating the state of education as a whole and educational institutions in particular, in terms of its legal and supervisory functions. The example of Moscow State Technical University of Civil Aviation (MSTU CA) illustrates the specifics of sectoral professional training, which uniqueness, resilience to new challenges and success are confirmed by half a century of high competitiveness of its graduates in the Russian and international labor markets, thus maintaining their attractiveness for applicants. In light of the initiative announced by the Ministry of Education and Science at the beginning of 2025 to build a new model of higher education, factors that hinder the development of the sectoral education system have been identified, along with conceptual approaches to overcome them. Furthermore, the feasibility of maintaining the civil aviation training system within the structure of Rosaviatsia has been substantiated, which will ensure: the integrity of the educational-production vertical; compliance of the educational process with ICAO international standards; continuity and high quality of aviation personnel training; and fulfillment of the state tasks in the field of aviation mobility and flight safety.
This work is devoted to the development of an innovative algorithm for creating adaptive simulator scenarios for training air traffic control (ATC) officers using dynamic complexity. The relevance of the study is caused by the rapid increase in air traffic intensity, which requires fundamentally new approaches to training of specialists. Traditional simulator training methods based on the manual creation of a scenario by an instructor do not take into account the individual characteristics of students, which reduces effectiveness of the learning process and can lead to cognitive overload. The main goal of this research is to create an intelligent system capable of automatically adapting the complexity of exercises in real time, taking into account the current skill level, decision-making speed, error rate and the psychophysiological state of the controller. The paper offers an integrated approach combining the analysis of professional competencies, modeling cognitive load generation of training situations. Special attention is paid to the balance between the gradual complication of tasks and the prevention of stress overload. The research methodology includes the development of a mathematical model for assessing the student’s level, an algorithm for dynamically adjusting scenario parameters (e.g., number of aircraft, weather conditions, emergency situations) and a feedback system. The developed system allows you to create personalized training programs that are as close as possible to real working conditions, but with a controlled level of complexity. The practical significance of this work lies in the possibility of implementing the proposed solutions into existing training complexes, which will contribute to improving the quality of ATC training and as a result, air traffic safety. The scientific novelty is confirmed by the author’s developments in the field of students adaptive learning and the integration of biometric indicators into exercise generation process. The prospects of further research are related to the expansion of the base of training scenario database, the introduction of virtual reality technologies and the development of intelligent systems for analyzing learners’ actions based on machine learning methods. The proposed approach can also be adapted for other high-responsibility professions requiring quick decision-making in stressful conditions.
This paper studies the problem of automatic detection of stable vortex wake generated by fixed-wing aircraft using airflow skew vectors measurements. A methodological approach is proposed that enables the effective application of gradient optimization methods to solve this problem. To smooth the objective function, a modification of the classical Rankine vortex model is developed. Constraints are introduced that significantly reduce the search space and eliminate the periodicity problem. It is further demonstrated that excluding data with low skew levels allows to obtain a unimodal objective function, thereby increasing the reliability of the search. Experiments conducted in a wind tunnel confirmed the effectiveness of the proposed algorithm: in all test scenarios the presence of a vortex wake was successfully detected for various wing configurations. The obtained results can be used to improve fuel efficiency in formation flight and for the development of onboard monitoring systems for vortex structures.
Jet engines are subject to various damaging factors, among which operational ones are dominant throughout their life cycles. At the same time, the dominant share of deteriorations specific to compressor components occurs in the fan module of modern turbofan engines: bends, cracks as well as dents on fan blades and distortions of tip section. Repairing these defects, according to operations and maintenance documentation, usually requires removal of material that primarily carries the applied loads. Rotor blades of booster stages and the high-pressure compressor (HPC) are also susceptible to the same types of mechanical damage, albeit to a lesser extent. At the same time wide chord fan blades are becoming increasingly common. Evaluation of rotorblade operational capability is based on strength criteria. This article presents the principles and results of complex research – not previously reported in works – on how defect rectification affects stress distribution in compressor rotor blades of three specific sizes (“classic” fan blades, wide-chord fan blades, booster-stage and first-stage HPC blades). To solve the stated problem, 3Dmodels of compressor rotor blades were developed using CAD software Kompas-3D integrated with the structural analysis module APMFEM for mass-produced aviation engines of the CFM56 family. The validity and adequacy of the modeling principles and blade parameters were verified by estimating the natural frequencies of compressor-blade vibrations in the CAD environment and by experimental assessment using the resonance method. The paper makes it possible to understand the degree to which damage rectification in various areas of compressor blades of three specific sizes and in perspective wide-chord fan blades impacts operational capability in practical terms.
The range of subsonic speeds is considered. The research of interference of the front and rear load-bearing surfaces is focused on the assessment of two factors: the degree of lift increasing of the wing-canard system due to the positive canard surface lift force and the role of this force in the total normal force. The discrete vortex method is used. The analysis is carried out for the wing and the canard surface of a rectangular shape. The pitch of the span division is assumed to be the same for the canard surface and wing. This allows us to avoid distortion of the results obtained. All wing and tail panels are considered as a unified vortex system, and the position of the calculated points is determined in a single reference plane. The vertical displacement of the vortex descending from the canard surface relative to the wing is taken into account. A single system of equations is formed. The difference in the angles of attack of the canard surface and wing is taken into account. The distribution of the lift load along the wingspan is analyzed. The values of the coefficients of lift force for the isolated wing and for the wing, taking into account interference with the canard surface, are determined. This is reflected both in the magnitude of the lift force generated by the wing and in the wing’s contribution to the overall normal force of the wing-canard system. A strong influence of the relative wingspan of the empennage on the distribution of lift force over the wingspan is noted. At the same time, the aerodynamic layout acquires the characteristics of a “rotary wing” scheme. It has also been established that in all cases studied, the empennage makes a significant contribution to the total normal force.
The work is dedicated to numerical modeling of Kamov Ka-226 helicopter aerodynamics for isolated helicopter airframe and helicopter airframe with coaxial main rotor. The CFD (computational fluid dynamics) method based on the URANS approach (Unsteady Reynolds-averaged Navier-Stokes equations) based on the Ansys Fluent software has been used. The hybrid overset mesh contained from 45 (isolated airframe) to 58 (airframe/rotor combination) million cells. The isolated helicopter airframe aerodynamic characteristics have been investigated for various airframe configurations such as: isolated fuselage, fuselage + tail, fuselage + tail + rotor head and fuselage + tail + rotor hub + landing gear (full configuration). The range of pitch angles from −16 to +16° has been considered. The full airframe/rotor combination aerodynamics has been investigated for a flight speed of 30 m/s. Comparison of calculated aerodynamic characteristics of isolated fuselage and full airframe configuration with wind tunnel (WT) test data has showed a satisfactory match. The results of numerical modelling of helicopter airframe aerodynamics have demonstrated specific features, such as: presence of negative lift force on the helicopters fuselage in horizontal flight and formation of two powerful vortex bundles behind the fuselage that affecting the tail stabilizer. The results of numerical modelling of helicopter airframe/rotor combination have allowed evaluating the effect of main rotor wake on the helicopter airframe aerodynamics. The performed study demonstrates the wide possibilities of the URANS approach in solving the complex problems of optimizing helicopter aerodynamics, taking into account the interference of airframe, its individual parts and main rotor.
The article continues and develops the subject of the civil aviation engineering service in the 75th anniversary year of its existence, raised in the first article on this theme. It analyzes the activities of the aviation engineering service in the early post-Soviet period, when the main regulatory document was the fifth edition of the Manual on Technical Operation and Repair of Aviation Equipment (NTERAT GA-93). An analysis of the goals, objectives and functions of the aviation engineering service during this period, regulated by the manual, is carried out. It is shown how they changed and were supplemented in the process of accumulating experience until a coherent system of technical operation of aviation equipment was formed, including aviation personnel – the basis of the aviation engineering service until continuing airworthiness became its main task. The article analyzes the main documents of the International Civil Aviation Organization (ICAO), the American Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA) in historical and substantive aspects, shows the structure of domestic federal aviation regulations in their development in terms of continuing airworthiness. The problems that have arisen due to the loss of the normative and legal status of the terms “technical operation” and “aviation engineering service” are identified. The tasks that arise in this regard are formulated. It is proposed to change the list of aviation personnel by adding a specialist in continuing airworthiness management to it with the issuance of a certificate with the qualification category D with the privilege to prepare an airworthiness review certificate for an aircraft instance. The need to retain the names of specialties in the technical maintenance of aircraft and their components in the new federal educational standards, to fill the content of higher education curricula with coverage of the technically competent use of aviation equipment, including in flight, as well as the management of continuing airworthiness of aircraft and the suitability of their components for safe flight is substantiated.
