Airport from a pilot's point of view. Flying man, ordinary Conquering the heavens and submitting to them
How rigorous is the medical examination for the crew? What is a flight mission? How is an aircraft checked? The other day I was lucky enough to visit places where ordinary visitors to Domodedovo airport usually fail to get and look at the process of preparing pilots and other crew members of S7 Airlines for the upcoming air travel.
1. Meet - from left to right the pilot " S7 Airlines Tatarov Maxim Vyacheslavovich, aircraft captain Omelyanenko Vladimir Nikolaevich and press secretary of the airline Anna Bazhina.
2. Airport personnel, just like passengers, undergo pre-flight screening, only in a separate room specially designated for this. We take off the cap and forward through the frame. Everything is as strict as for mere mortals.
3. If you are physically sick, and even more so mentally, you won’t get on the flight. Here, the pilots are waiting for a whole medical board of several doctors.
4. Who's next? Measurement of pressure and temperature is only part of the medical "check-up" before the rest of the pre-flight preparation can be done.
5. After that, the crew goes to a large room, called the "briefing room". Check-in for the flight takes place here, each pilot checks in at the electronic terminal by entering his ID and password.
6. The flight task is printed out, documents on board ( technical description aircraft of the previous team and technicians), all this is carefully studied and discussed.
7. The flight task also includes familiarization with the airports of departure, arrival and possible alternate airfields on the route.
8. This "bible" contains all the information about airfields and more.
9. To a person from the outside, all this seems incredibly complicated and confusing.
10. Just look at this card. The head will spin.
11. Also in the briefing room there is a meeting with the senior flight attendant (often these are acquaintances, since the crews are constantly changing). The chief flight attendant reports on the readiness for departure and the number of cabin crew on the flight.
12. When this whole story is over, we put on special vests and forward to the aircraft. Oh yes, how is the weather there? Previously, a summary (wind direction and strength, precipitation and thunderstorm risks) was received in private room. Now all the information is provided to the crews in the briefing room.
13. Here it is our handsome man - Airbus A-319, almost ready to go on flight 19 Moscow - St. Petersburg.
14. Let's take a closer look at him. Here is one of the engines.
15. Front chassis.
16. Place of attachment to the fuselage.
17. And this is what the insides of the rear chassis look like.
18. From this small window, a hellish stream of air - almost blew it away!
19.
20. When else will you take such a selfie!
21. Meanwhile, it would be nice to feed our liner.
22. Loading luggage.
23. Well, it's time to go inside. For bloggers, as well as for staff, the entrance to the TV ladder is on the side along a special ladder.
24. Teletrap control.
25. Well, well, everything is already in place.
26. The most interesting thing is, of course, the cockpit and cockpit.
27.
28.
29. Do you know how easy it is to distinguish an Airbus cockpit from a Boeing cockpit, for example?
30. Initially, the co-pilot inspects the aircraft, and the PIC prepares the cockpit. Then they change places. Systems are being prepared and checked, documents are being filled out, and the route and features of the departure and arrival airfields are once again checked.
31. Flight attendant S7.
32. And at the bottom, in the meantime, a tugboat had already taxied. This means that the liner is almost ready for takeoff.
33. We cling.
34. By the way, picking him up is not such an easy task as it seems at first glance.
35. That's it, you can move in the direction of the take-off.
36. Goodbye, dear friend. Although you look strict on the outside, you are kind on the inside. Hope we meet again.
37. Acceleration. Or right, it seems - run.
38.
39. Breakaway. Though English language in a sense, it is considered poorer, but in this case it sounds more interesting - Take off the ground.
40. Bye, green!
Like this. Many thanks to the guys from S7 and the airport management for an interesting event!
Then somehow Alexander started a "Funny topic": http://arabskiy-pilot.livejournal.com/18415.html
I'm not too fond of stories on the topic "how we almost got it wrong", but since the Commander of Arabas said "it's necessary", then it means it's necessary. Yalla... (Let's go in Arabic). I started writing an answer to his post, but it turned out to be a bit long, and I need to feed my LJ, so I'll post here.
Then there will be "a lot of bukaf" and scary-sh-shno ...
Second half of the 90s, summer. Aeroclub. Glider L-13 "Blanik". Beautiful and interesting flights. By that time I was already an athlete of the 3rd year, I already knew and knew something, and of course I couldn’t do without “feathers from the fifth point”.
That summer, gasoline became very bad, and in order to avoid unnecessary take-offs of towing aircraft, the authorities decided to "lift" two athletes in one glider - first one flies, then the second. For the same reason, the lack of gasoline, the authorities closed our flights along the routes (in order to avoid unplanned landings on the sites and flights of tugboats behind gliders), as a result, we flew in the language of KULP-PASO-86 (a flight training course for glider aviation sports organizations ) Ex. 36 "Soaring in the airfield area". The duration of the exercise is 2 hours, and taking into account the fact that the exercise is paired, then for all 4 hours, and in fact the whole flight day, the glider is ours. That day I settled in the back cabin, my friend (and colleague in study, work and everything else) Leshka in the front.
The weather that day happened "bomb" - almost windless, blue sky, uniform cumulus with a bottom edge of two kilometers. This is the case when on a glider, without any motor, using ascending air currents, we climbed without straining. And even vice versa - we rather had an excess of it, because if you fly not along the route, but in one area slowly and calmly, then we were already bored ...
The most "interesting" way for us to spend the headroom and at the same time stretch and have fun was aerobatics. True, by that time most of our gliders were almost older than ourselves, and therefore it was rather dumb to strain the materiel with aerobatics, but "hunting is worse than bondage." Of all the "complex" figures, only the corkscrew was obligatory, which we always repeated with the instructors at the beginning of the season, and then, of course, many times on our own. We persuaded the same instructors (easily, to be honest) and then we twisted loops, corkscrew flips and even a bell ourselves - everything that was spinning in the "vertical" plane Blahnik performed well. But naturally, due to the gliding span of the wing, the lateral rotations were given to it much worse, and we practically did not see the same "barrels" that are common for aircraft aerobatics.
And now, having twisted everything else, one of us remembers about the "barrel" - but shouldn't we twist it? - Let's!!! Before the barrel, we consult (if youth knew ...) how we can spin it. It seems that someone once saw her with an instructor, someone heard something from someone. We decide that to "spin" we need a speed of 160 km / h and everything will work out.
- Go!
Leshka is spinning, he is more used to it from the front cockpit. Handle from yourself - nose down, acceleration of speed. On itself - the horizon. "Boom ..." - the handle goes all the way to the side - we roll. At first everything goes well...but as the bank increases, the nose of the glider begins to sink. Apparently Leshka is trying to hold it up by "giving" the opposite pedal or something else that went wrong in our aerodynamics, but by the time we find ourselves in an inverted flight, the rotation stops completely. The picture that I remember forever: we are in an inverted position, while the nose of the glider is directed strongly to the ground, and our speed is rapidly increasing. And the green field and the forest next to it, which are under us, but at that moment it seems to us that they are above us, and quickly fall into our cabins. Lyoshka in front shouted something very obscene and obscene, for me it worked better than any critical mode signaling device. It became clear that we would no longer be able to “tighten” the barrel, so we had to get out in another way. To be honest, probably the most correct thing would be to give the stick away from me, go to the horizon in an inverted flight, turn off the speed, and then think about how to roll back, but at that moment I just pulled the stick towards me. The glider willingly continued to lower its nose, and now it has already become like a release from the loop. The only thing is that our speed was already prohibitive - initially Blanik's maximum speed was recorded in the RLE at 262 km / h, then in the Union, in order to preserve the materiel, it was limited to 180 km / h. We accelerated already over 260 ... The air stream, usually flowing around the glider with a slight and smooth noise, just roared, behind us something loudly crunched and crackled. Luckily I had the sense not to pull too hard on myself, and luckily the Czech comrades built the Blahnik solidly. Having noted a height of 600 meters at the bottom point, we jumped back up, smoothly reducing the speed. Taking into account the fact that we started spinning from 1500 meters, and Blahnik loses no more than 150 meters per turn of the corkscrew, the loss of height turned out to be simply huge - 900 meters in ten seconds that officially the lower limit of aerobatics was considered 600 meters in height ...). After that, we both swear - not that we would scold someone, but emotions flooded. But now we were flying smoothly, smoothly, listening to the slightest creaks of the glider structure behind us. Then, having calmed down a bit and looking around, we reported on the completion of the task and the entrance to the circle. Someone teased us on the radio - "Are you fast, seasick? "But somehow we were not in the mood for jokes. For a little more and ...
Well, of course, we then examined the glider for a long time, shaking and pulling on different parts.
And not immediately, but after a couple of weeks, we told our Instructor about the incident. The most powerful moment of the debriefing is "What would I say to your mothers?" sunk into my soul for a long time ...
The next time I had a chance to clearly go "on the edge" in a couple of years. At that moment I was still flying in the flying club, but already as a co-pilot on the An-28. This airplane was used by us in a variety of roles - we dropped paratroopers from it, and flew around Ukraine for all kinds of flying club needs, and drove VIPs (everything is honest and legal - an airline was registered in the flying club and we flew under its call sign and civil rules). And it was also actively used in various demonstration flights, and the elements of aerobatics performed on it (barrel, spin roll) were very impressive.
And here is another "big window dressing", something like May 9th, with the maximum amount of flying club equipment and the influx of spectators on the ground. Two An-28s in one of the main roles, while the flight program provides for flying in pairs with one engine turned off, and after their launch, passing on a collision course with rolls after the divergence, and then a joint flight with the Yak-52 group.
I'm in the cockpit with the Chief - Head of the Club. He is a good Pilot, Champion of the Union in gliding, of course, he flew a lot in aerobatics, including the An-28. But, as it happens with Chiefs, administrative matters take too much time, and even in the air, the issues of "management of the entrusted economy" are not always released. It really let us down this time.
The program was arranged quite tightly. So that the audience would not get bored, the pauses between our calls were filled by one of the aerobatic pilots on the Yak-55 and the Yak-52 group. We "passed" with the engines turned off, went "to the zone" behind the backs of the spectators to start them. While I'm doing launch manipulations, the Chief is turning turns and observing the situation. On the "arena" the Yak-55 worked out its complex and stepped aside, but occupied the wrong zone - too close to the show place. My Commander interferes with communication:
- Get out, you're interfering!
The 55th falls off, the group of 52nds finishes its work, now it's our turn to enter the oncoming courses and barrels after the divergence. At this point, my engine is already running, I report to the Commander. He's leveling out the engines, but I can see that he's still looking more at the Yaks than at our own flight.
-102nd is ready - the second An-28 is responding.
-101st is ready, let's go!
The commander sharply shifts the plane into the opposite roll, begins to approach. But apparently because of the close position of the 55th, the 52nd also shifted their place, we have to part with them, the Commander is again distracted by instructions. And we are closer to the stands than the second plane. The headlights were already on, the commanders exchanged confirmations “I am watching”, but we are clearly jumping forward, because the second An-28 is just finishing its turn. My Commander is doing something like a snake, but there is nowhere to go - engines on takeoff, nose down - passage and acceleration to the barrel. We diverge a little away from the center, now we need to "twist". The beginning of the barrel, on a general transport, An-28 is very similar to a glider - acceleration of speed and "pitch bully", and both take a certain time. Since we are already away from the center of the display, the Commander is in a hurry. I note to myself that at the moment the rotation began, we still lacked a couple of tens of kilometers per hour of speed and the pitch instead of the usual "for 40 *" turned out to be "a little over 30 *". The start of rotation proceeds as usual, but as the roll increases, the nose of the aircraft begins to burrow. The inverted position, in which the plane usually finds itself in approximately level flight, we are already passing with the nose very down. And in the process of the second part of the rotation, it falls lower and lower. To roll 90 * we are already diving with a pitch behind ... To be honest, who knows what the pitch was there, we are falling wing down nafig !!!
In the forest behind the airfield, back in Soviet times, they began to build a sanatorium. They managed to drive out the multi-storey box of the main building and a couple of lower buildings nearby, but then the money ran out and these gray ghosts stuck out of the pine forest unfinished for many years. So, at that moment, our trajectory confidently stuck into one of these boxes.
In normal times, the duties of the co-pilot at show-offs included various auxiliary actions at the command of the Commander (flaps-headlights-control of the systems, etc.) and gently hold on to the controls "just in case" (the co-pilots trained to "twist" everything the same the most that the Commanders in the process of training-preparation-overflights in the zone, higher from the ground). But today I still had a chance to pilot actively:
- Conclusion!!! - the Chief barked at the SPU in a sharply hoarse voice. Now the two of us were unscrewing the steering wheels and pulling ourselves, actually resting on the full stroke limiters. Time stretched out, although the world outside was smeared into a green ribbon from the speed and proximity of the earth. The plane reluctantly got out of the roll, reversed the trajectory, swept over the tops of the pines, fortunately past the upper floors of the sanatorium, pulled into a set.
A short after-thought "Here's a pancake, just a little more !!!" interrupted the Commander's voice:
- Everything, everything, let go!
Apparently I still firmly held the helm, preventing him from piloting.
We flew sluggishly for the rest of the program, not quite hitting the 120-meter piece of asphalt, where they usually landed at show-offs to demonstrate a short landing, but on that day all this already seemed like such trifles.
They taxied and turned off, usually the Chief left the cockpit rather quickly, in a hurry to do the following things, but that day he was delayed. He sat for a while looking into nowhere, pulling off his wet gloves, then turned to me:
- Sorry, you could have been killed ...
And the joke of the RP on the analysis, among other things, the Champion of the USSR in aerobatics, Viktor Mikhailovich Solovyov:
- Mikhalych, you should be more attentive next time, otherwise I have already closed my eyes ...
And if you look back, there were a couple of situations of a slightly different kind, when not my life was in danger, but the lives of other people who depended on me. I think it's even scarier!
The first case, which still makes the hair on the back of my head move, was when, as a student, while flying gliders, I simultaneously worked as a technician on the Wilga B-35 aircraft (a cheerful yellow aircraft for "lifting" gliders and all sorts of other small necessities).
On the traditional "show-off" on May 9, my Plane "worked out" to the fullest: dragged the flag to the opening and closing, dragged the glider in the process, and at the end flew about a dozen flights on "rides". In the evening, a severe thunderstorm broke out with wind and rain. On May 10, the entire flying club had a day off, but not for me, because it turned out that my plane was "working" for filming a movie.
I dragged myself to the wet and empty airfield, swearing and cursing...
Not early in the morning, but there was absolutely no one at the Aeroclub airfield, except for the caretaker's aunt. Wet grass, from which the legs instantly get wet, given that after the thunderstorm it became sharply colder, but I did not take this into account and was dressed only in a hebash jumpsuit, this unpleasantly invigorates. The only good news of the day is that Anatoly Alexandrovich Ruzhansky, very respected and adored by us young people, should fly as a pilot, and just yesterday, setting me a task, he hinted that I would probably break off flying too. But until he arrives, I'm preparing the plane.
On a piston aircraft, pre-flight preparation is a long and messy undertaking (low bow to the technicians who do this all their lives and in any weather!). I remove the clamps, the lower engine hoods, unscrew the oil plugs of the lower cylinders, drain the oil, turn the screw, tighten and lock the oil plugs back, check the oil level. Finally, everything is ready for launch and testing.
I climb into a cool, but at least windless cabin, traditionally look around, shout: "From the screw !!!". By pressing the start button, the engine shudders slowly, sneezes, turns on the magneto, pumps fuel with a syringe - a cold start ... Fortunately, compared to "my" second plane, this one is much newer and starts easier in the cold. The engine seizes, the motor sneezed, begins to rumble. It warms up, and I warm up, just from the front bulkhead, drying my wet feet. And while the bottom line is, I decide to check the rudders (to be honest, now I’m not even sure if such a check is included in the pre-flight preparation by a technician, it’s more of a pilot part, but nonetheless). And this is where THAT happens.
I move the control stick towards myself, away from myself - order. Left - order. To the right - the handle reaches a completely deflected position and ... wedged there tightly. All my attempts to extract her from this strange situation end in nothing. On itself, from itself, it moves, there is no roll !!!
Yesterday's active flights flashed through my head, my signatures are in logbook Aircraft - "serviceable, ready to fly" and possible consequences jamming of the control in the extreme position ... The shock was so serious that I continued to test the engine, with the thought "this cannot be, some kind of nonsense, I did not remove the clamp or something got in during yesterday's thunderstorm.
Having finished the testing schedule, I got out of the cab. The ailerons "stood" like scissors, there was nothing extraneous around them ...
I don’t want to load with technical details, therefore, it’s short, as it was approximately written in the “act of investigation of the background to the accident”: starting from ... the B-35 series of aircraft, the manufacturer (PZL, Poland) made changes to the skin design. Instead of the "overlapping" riveting of sheets, which was originally used, the "butt-to-butt" scheme was applied. In the end parts of the wing, which are subjected to large alternating loads and relative displacements in flight cycles, such a design lost its tightness as it wore out, which in turn led to the ingress of a significant amount of moisture into the attachment of the aileron linkage to the rib number ..., its corrosion and subsequent destruction.
P.S another "scarecrow", already from the driver's series. Again, the same flying club, late autumn, dead of evening. We stomped on the An-28 from the next VIP flight. We arrived after dark, so we landed at the Zhuliany airport in Kiev, and then the Chief drove us to the flying club where the car was parked.
The airfield was empty, the watchman recognized the Chief’s car as a grandmother, God’s dandelion, went out onto the porch of the gatehouse, waved her hand. I waved back and stomped to the car in the parking lot.
In the morning we flew out in autumn - it was dry and snowless. By evening, the weather turned bad, it began to snow, and when I arrived at the parking lot, the "Nine" was a large snowdrift. Having tried to rake at least a little of the window, I found out that the snow started with rain and the glass was completely frozen.
"Okay, I'll start, warm up, and then the windows will go away."
The car is stern to the asphalt path-exit, rolled in a day, a couple of meters you have to slip through the virgin snow, under which the wet earth. He started the engine, turned on the heating on the windows. The rear window of the "Nine" is heated by electricity, which is cool (almost like an aircraft POS), but in the cold it takes time, and it's cold, dark and generally you want to go home.
"I'll start to go like this, and it will freeze there ...".
I'm trying to see what's behind, but since the rain was also with the wind, the mirrors are also barely visible. "Yes, what can be there, darkness and coldness!"
I give the car a little forward in order to accelerate back along a clean track under the wheels, put in reverse gear, sharply release the clutch, gas and ...
The car quite expectedly takes off, breaks through the snow. I twist the steering wheel to fit into the rut on the road. Out of the corner of my eye I notice how very close to the door and the mirror something large and dark flies. Turning around and stopping in the headlights, I find the silhouette of the grandmother-watchman.
While I was fiddling and warming up in the car, she came up from the gatehouse and stood exactly behind, not expecting my such a sharp start.
- Grandma, what are you doing?!
- Yes, I see that you are not going for a long time, I thought - let me go out and see.
I suddenly get so hot that I have to take off my flight jacket...
The conclusion is comic: Do not sing, do not dance, do not stand and do not jump, where there is a leadership or a "roll" is twisted !!! (Roll is a barrel in English).
The conclusion is serious: when Comrade Commander Arabas brought up this topic, I objected that this was not the best thing to remember. But his thought was that this experience should be shared, so that later the next ones would not come across. I would really like to believe that this will help someone. Good luck to all of us!!!
How to become a pilot?
- How easy is it to get a job as a pilot in an airline after training?
- It all depends on the current need in the pilot market, including in your hometown. Schools do not send to work, but airlines can invite graduates - this practice existed for recent years. My advice - do not get hung up on your hometown, if there is an opportunity to find a job somewhere. At least in Kamchatka. It is very important to gain experience and plaque.
- Is it true that of the people who dream of becoming pilots, there are very few who achieve their dreams?
- Let's look from the other side. Is it true that the majority of pilots become those of those who did not dream about it? I think that in the second option, those who got into aviation without a dream are an insignificant number. Of course, not everyone who dreamed of being a pilot as a child realized this dream. Very often, there is simply not enough determination.
- Where to learn quickly and efficiently? And is it worth it to start working as a flight attendant?
- For example, at the Oxford Aviation Academy. Working as a flight attendant will not give you any preferences other than experience working with people and some understanding about the aircraft and flight safety.
- How can a flight attendant become an aircraft commander?
- Unlearn to be a pilot, pass the co-pilot stage and be worthy of entering the captaincy.
- What are the health restrictions for training as a commercial pilot on Boeing, Airbus aircraft and for working at S7 Airlines?
- These restrictions are prescribed in the FAP MO GA-2002. This is a fairly large document, it can be found on the Internet. They are used in civil aviation.
- Is there a chance to get into S7 Airlines with a CPL license and 150 hours + ME?
- Currently, the airline has adopted a course on hiring flight graduates. educational institutions Russian Federation. If you are such, then you can apply for training. If a vacancy is open, fill out the form and send it to us.
- I dream of connecting my life with aviation, but there are small obstacles: I have myopia, -1.5 / -1.75. Do I have any chances to pass VLEK?
- All requirements for medical indicators, the procedure for medical examinations are specified in the Federal Aviation Rules for Medical Support, Order No. 50 (FAP MOGA 50). The requirements have been updated, become more lenient in relation to candidates for training as a pilot. Since I don’t remember it by heart (I don’t need it), I recommend not being too lazy, finding this document on the Web - you will find answers to all questions regarding the passage of doctors in it.
- What is the best way to enter the pilot: to the branch after the 9th grade or to the institute after the 11th? What is the difference?
- Pilots are not trained in institutes. There are schools - higher or secondary, there is a university in St. Petersburg. There are training centers that will train you to be a pilot at your expense (but traditionally, Russian airlines give preference to graduates of state institutions). I don’t know how it is now, but when I was studying, even for admission to a secondary flight school, a completed school education- after the 9th grade did not act.
About aircraft
- Why is FMC needed? Why drive in a route there and fly along it, if all the same, all instructions in flight throughout the entire route are given by the controllers of the zones in which the flight takes place, that is, they “lead” the aircraft to the destination anyway?
- Planes fly on the tracks. Accordingly, the data of these routes are entered into the FMC, and the aircraft flies them. In addition to the navigation function, FMC can do a lot of things: maintain a given altitude, climb and descent profiles, calculate takeoff and landing speeds, predict fuel consumption, calculate the optimal altitude and flight speed, and so on.
The controller, of course, does not issue non-stop instructions to each aircraft, his main task is to make sure that they fly on the correct tracks. Sometimes the dispatcher instructs to maintain one or another course (if required by the situation) or fly to a certain point on the route, bypassing the previous ones. - They say that the fundamental difference between Soviet passenger aircraft (the best in the world) and Western ones is the operation of the variometer. Can I find out more about the device? Its functions during takeoff, flight at a given level and landing?
- Sorry, but I smiled. The variometer shows the rate of change in flight altitude in meters per second or feet per minute. There are different principles for measuring this speed, and they are used both on domestic aircraft and on foreign ones.
- Always dreamed of getting into the cockpit. How can a dream come true, who to contact to be allowed into the cockpit during the flight?
- During the flight, an unauthorized person is prohibited from being in the cockpit. However, after the flight, there are no restrictions in this regard, and if you are lucky and the door to the cockpit is open when disembarking passengers, you can try to ask to look into the “holy of holies”. Especially high are the chances for the goodwill of the crew when flying on foreign airlines - Russian ones, unfortunately, are not so open yet. But we are working on it.
- RUS on the Airbus-321 is located on the side of the pilot and is an unimpressive pen. Is it harder to control than a full size helm?
- I flew the A-320 only in the simulator. I like the concept itself, it's convenient. Indeed, on the A-320, the pilot does not control the steering surfaces directly, but sets the trajectories for the computer, that is, he does not need to constantly turn the sidestick while holding the roll or pitch. From this point of view, the sidestick is just right. Although Boeing thinks otherwise, leaving the steering wheels on their ultra-modern B-777 and B-787, which have a control principle similar to the A-320.
- Where are dogs transported on the plane?
- Dogs are transported in the luggage compartment. I recommend that you carefully study the rules for transporting animals, information can be found on the airline's website.
A lot of adrenaline appears in the blood, and you experience a kind of euphoria from a job well done
About work
- How does the pilot feel when the plane takes off from the ground?
- I will not exaggerate, there are really no special feelings at the moment of taking off from the ground. But after landing - there is, especially after some difficult flight. A lot of adrenaline appears in the blood, and you experience a kind of euphoria from a job well done.
- Are there any features of different boards of the same type?
- I will say this. On the Boeing 737s I have flown, there are few individual characteristics. But the Tu-154 - yes, everyone wants to have their own individual disposition.
- I wonder if there are female pilots in Russian civil aviation?
- Not as many as we would like, but every year there are more and more of them. Our airline employs two girls.
- Tell us about pilot training at the S7 Airlines training center. Does retraining take place, who is taught and retrained, on what basis and what is the cost?
- The training center offers its services to any airline that wants to conduct one or another type of training for which it has a license. The options are different. Either the training is conducted by teachers and instructors of the center, or the airline can rent classes and simulators. The final cost of this or that course depends on it. Actually, if we are talking about a training contract (for example, retraining on a B-737) with some airline and a center, then the input requirements are determined not by the center, but by the airline.
My favorite airport is Barnaul. This is my hometown. I like to fly to Tivat, Split and Chambery - the airports there are located in very beautiful places.
- Is it cold for pilots in the cockpit during the flight?
- Sometimes it is even very hot. Even if it's cold inside. Not all flights are a cakewalk.
- Why do they say “Attention to personnel: doors to position ...” before the flight - what is it?
- This is a mandatory procedure. The command is given by the senior flight attendant. After it, the conductors responsible for their emergency exits prepare the emergency ladder release system for possible use - if evacuation is necessary, it will be enough to open the door and the ladder will fall out, inflating to the required shape. These systems are under the control of the cabin crew, i.e. conductors. The work takes place directly on the doors, the pilots from the cockpit cannot do it.
- Can a passenger open the door on their own during the flight? What will happen then?
- In flight, the passenger will not be able to open the door. This will be prevented by a pressure drop: the air presses the door from the inside and it is physically impossible to overpower it.
The excitement, of course, is present - flying a plane is not riding a bicycle through the forest.
About personal
- How do you relax between flights?
- Before and after a night flight, I try to get enough sleep.
- How does your wife feel about your work?
- My wife is just a godsend for a pilot. I am very lucky to have her.
- What is your favorite departure and arrival airport?
- The most favorite, probably, is still Barnaul - because it is my hometown. For this reason alone, I will always put him first. And so I really like flying to Ulan-Ude - I'm a fan of Buryat cuisine, Tivat, Split and Chambery - the last three airports are in very beautiful places.
- What plane would you like to fly?
- Of all modern liners, I especially look at the B-777.
- When you fly as a passenger, do you experience the same feelings as a driver who rides in front in the passenger seat?
- I practically do not pay attention to the work of pilots, but it is very interesting for me to observe the work of flight attendants. In general, I try to fall asleep in order to fly faster.
- What did you see the most beautiful thing in the sky?
- The most beautiful thing in the sky is night cities under night thunderstorms.
- How do you feel when taking off and landing? Are you worried?
- The pleasure of flying. Excitement, of course, is present - after all, flying an airplane is not riding a bicycle through the forest.
- What exams did you pass when you entered?
- I didn't take my exams because I graduated from high school with a gold medal.
- Where can you meet pilots?
- In the airport.
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Ask a question to the flight instructor.
To the question of s7 airlines. I would like to know the opinion about them. given by the author catch a cold the best answer is Of the Russian carriers - my favorite airline. On domestic flights, I try to fly mainly with them, although recently increased fares make me look towards competitors. I personally know several employees of this airline, including two pilots. Find the denokan pilot-instructor blog - I think after reading it, the approach to flight safety in S7 will be clear to you.
Dmitry
(224367)
Both pilots I know are positive and at the same time very responsible people. How many flying hours they have - somehow I was not interested. For maintenance - S7 has its own service center. As far as I remember, it is certified for carrying out severe forms. If you are more interested, look at the S7 engineering website.
Answer from 22 answers[guru]
Hello! Here is a selection of topics with answers to your question: s7 airlines. I would like to know the opinion about them.
Answer from nipple[guru]
flies since 1992, one of the largest airlines in Russia. For 23 years, there have been three plane crashes, two of which are not the fault of the airline (the third is a plane that crashed in Irkutsk in 2006)
Answer from Varvara Orlova[guru]
Service is lousy, everything else is ok.
Answer from Jackdaw[guru]
I don’t know about domestic flights, international flights without any complaints .. To be honest, I have practically replaced my favorite Transs with S-7 now. I've never seen bad service before. In business, as elsewhere, they generally lick you from head to toe, in economy everything is quite comfortable and dignified.
How many times I flew - sorry, I always flew in, I laugh ...
As for reviews, think for yourself: do you often write gratitude for something ???
So don't worry, have a good flight to your princess!!!
Answer from I-beam[guru]
"I personally do not care that they do not feed, or they feed badly, or that the flight attendants are rude, rude."
But in vain. Basically, this is what distinguishes airlines. With safety, everything is the same for everyone, and does not depend on the airline. (unless, of course, we are talking about don’t understand which Somali airlines that fly on ancient maize - sarcasm)
Answer from Lily of the valley[guru]
I don’t fly on principle, since they were coffined from Irkutsk and accidents happened, without victims, though very regularly there, so even if they repaint in a zoo and start heat guns to shoot missiles, I won’t fly
Answer from Tumar[guru]
We fly with this airline all the time in our region. Normal aircraft Airbuses. As for eating on board, doesn't that matter. The airline is considered good in Russia
February 17, 2010
Together with the pilots of the S7 airline, I arrived at Domodedovo Airport, passed a medical examination, a pre-flight briefing, met the flight attendants, received permission to take off, took a minibus ride to the plane, examined it, started the engines and ... did not fly anywhere. However, I photographed the entire process of preparing for the flight ...
Pilots enter the office through a separate entrance in the terminal. Just like everyone else, they go through a full screening:
1.
The airport is divided into 2 zones: clean and dirty. A clear zone is an area within an airport that can only be accessed through security. The rest of the terminal building is called the dirty zone:
2.
Immediately after the inspection, the entire crew undergoes a medical commission:
3.
Here the pilots receive a flight task, where all other notes about the flight will be entered. You can pass the medical examination no earlier than 2 hours before departure and no later than one hour. The doctor measures blood pressure and pulse. He looks at the pilot and assesses his condition. If there is suspicion, they can additional tests:
4.
In the next room, senior flight attendants receive first-aid kits. After the flight, they hand them back. The contents of the first-aid kits are constantly updated, and a special doctor ensures that all medicines are with an unexpired expiration date:
5.
After the medical examination, the pilots go down one floor and enter the briefing room:
6.
At the end of the hall, in the window, the co-pilot receives the documentation for the aircraft in an impressive suitcase. It is always worn by the assistant commander. A kind of hazing:
7.
There is a large table in the middle of the room where the pilots prepare for the flight. They study route documents, schemes for entering the destination airport, check the weather report on the route, choose the best route, determine the amount of fuel needed, select an alternate airfield, etc.:
8.
9.
10.
Here they also receive weather data for all flight segments, wind speed and direction at altitudes, and possible turbulence. The entire route is divided into sections, and the pilots know in advance the expected strength of turbulence on each of them:
11.
S7 Airlines has a separate desk with computers in the briefing room, where the Aircraft Commander (PIC) can view Additional information about the flight:
12.
If the commander has doubts about the weather conditions, he can consult with the meteorologist on duty:
13.
At the balance controller, the assistant commander fills out and submits a sheet with information about the flight. This includes information such as flight number, direction, tail number, curb weight of the aircraft (AC), total refueling, taxi fuel, takeoff fuel, flight fuel, flight time and number of seats. This information determines where the aircraft's center of mass will be:
14.
15.
After completing the training, the PIC calls the chief flight attendant and instructs him:
16.
The philosophy of AIRBUS is that the crew should not be let down. Therefore, every time the PIC and the co-pilot are different. Same with flight attendants. An explanation of this philosophy is in or on the first page with comments on this). They get to know each other already in the rest room before the flight:
17.
Here the senior flight attendant instructs the crew:
18.
After completing the preparation, the pilot approaches the controller and informs him that he has decided to fly:
19.
Pilots go to the plane in a special minibus. By the way, for the airline, each such trip costs 1000 rubles:
20.
On the territory of the platform, all people must move in green vests. Pilots are no exception.
21.
There is no ignition key in the aircraft, and it is turned on with a button. An initial check of the system operation is carried out:
22.
The co-pilot conducts an external inspection of the aircraft. Checks for the absence of the check "Remove Before Flight" on the front landing gear, "because if it is present, the landing gear will not be removed:
23.
Visually inspect the nose of the aircraft for damage:
24.
Checks the status of the sensors. In no case should they be iced:
25.
The technical door must be tightly closed:
26.
Visually inspects the engine blades:
27.
If they are icy, then a technician is called and warms them up:
28.
29.
The filling hatch (black hole in the middle of the wing) must be tightly closed:
Examines the wing mechanization and static electricity dischargers (sticks sticking out of the wing):
31.