Blogs of the pilots of civil aviation LJ. Flying man, ordinary

Here, somehow Alexander started a "funny topic": http://arabskiy-pilot.livejournal.com/18415.html
I don't even love stories on the topic "How we are almost wrong", but since the Arabas commander said "necessary", then it is necessary. Yalla ... (went in Arabic). I started writing an answer to his post, but it turned out to be long, and I need to feed my LJ, so I stand here.
Next will be "Many Bukaf" and the Strash-sh-shn ...

The second half of the 90s, summer. Aeroklub. Planer L-13 "Blat". Beautiful and interesting flights. By that time, I was already a athlete of the 3rd year, something already knew how and knew, and of course without "feathers from the fifth point" was not necessary.
This summer with gasoline has become very bad, and the authorities decided to "raise" two athletes in one glider to avoid unnecessary attacks of aircraft-towighters in one glider - one flies first, then the second one. For the same reason, the lack of gasoline bosses covered flights along the routes (to avoid not planned landings on the site and flights of towing plants for glider), eventually flew by the language of Kulp-Paso-86 (course of educational flight training of planer aviation and sports organizations ) UPR. 36 "Warning in the area of \u200b\u200bthe airfield." The duration of the exercise is 2 hours, and taking into account the fact that the exercise is a paired, then for all 4 hours, and in fact a whole flyer, our glider. That day I settled in the back of the cab, my friend (and to school across the work and everything else) Leshka in the front.
The weather on that day happened "bombing" - almost windless, blue sky, uniform heap with the lower edge for two kilometers. This is the case when on the glider, without any motor, using the rising air flows, we did not tighten the height. And even on the contrary - we rather were its excess, because if you fly off the route, and in one area slowly and calmly, then we were already bored ...
The most interesting way for us to spend the reserve of height and at the same time to warm up a pilot. True, by that time, most of our gliders were hardly older than ourselves, and therefore strongly strain the matches of the pilot was dumbed, but "hunting will be in the forest." Of all the "complex" figures, there were only a corkscrew, which we at the beginning of the season were repeated with the instructors, and then of course and repeatedly alone. We persuaded the same instructors (easily, honestly) and then twisted loops, corks, and even the bell - everything that spinning in the "vertical" plane flarely performed well. But naturally, due to the glider wing, the transverse rotation was given to him much worse, and the same "barrels", ordinary for airline pilot, we practically did not see.
And so twisting all the rest, one of us recalls about the "barrel" - and do not twist us? - Come on !!! Before the barrel we are advised (if you knew youth ...), how can we be tightened to it. It seems someone once seen her with the instructor, someone heard someone from someone. We decide that it will take a speed of 160 km / h and everything will be necessary for "spinning".
- Go!
Rights Leshka, he is familiar from the front cab. Handle from yourself - nose down, speeding speed. On yourself - horizon. "Boom ..." - the handle goes until it stops in the board. First, everything goes well ... But as the roll of the glider's nose starts to fall. Apparently Leshka is trying to hold it up "giving" the opposite pedal or something else went in our aerodynamics, but by the time when we find ourselves in an inverted flight, the rotation stops at all. The picture that I remember forever: We are in an inverted position, while the nose of the glider is aimed strongly to the ground, and the speed is rapidly growing. And the green field and fishing rabbits next to him, who are under us, but at that moment it seems to us that they are above us, and quickly fall into the cabins. Leshka shouted ahead of something very not censorship, for me it worked better than any signalkor of critical modes. It became clear that the "cheer" the barrel will not succeed, so it was necessary to get out to another way. Honestly, probably the most correct would be to give a handle from ourselves, go into the horizon in an inverted flight, extinguish the speed, and then think about how to turn back, but at that moment I just pulled the handle at myself. The glider willingly continued to lower the nose and now it has already become like a conclusion from the loop. The only thing that the speed was already extended - initially the blown in the RLE was recorded the maximum speed of 262km / h, then in the Union in order to preserve the matchmaking, it was limited to 180km / h. We already acted in 260 ... Airflow, usually flowing a glider with a small and smooth noise, simply rooted, in our backs, something loudly grunted and shook. Fortunately, I had enough mind not to pull too much, and fortunately, Czech comrades built "Blat" firmly. Note at the bottom point, the height of 600 meters, we jumped back up, smashes speed. Taking into account the fact that we started twist from 1500 meters, and the blick for the corkscrew is losing no more than 150 meters, then the loss of the height turned out simply huge - 900 meters per ten seconds (good we had enough mind to start "twist" this is a matter of stock, because That officially the bottom limit of the pilot was considered 600 meters of height ...). After we have already quarrels both - not that we scolded someone, but emotions were flooded. But we flew now smoothly smoothly, listening to the slightest screenshots of the glider design behind the back. Then, calming down slightly and examined, we reported on the end of the task and the entrance to the circle. Someone the picker on the radio - "something you quickly, donate? "But we were somehow not to jokes. For a little bit more and ...
Well, of course, we later examined the glider, they were shaking and jerked for different parts.
And not immediately, but after a couple of weeks, we told about the incident of our instructor. The strongest moment of debrofing - "What did I say to your mothers?" Skal in the soul for a long time ...

The next time it happened to clearly go around the edge after a couple of years. At that moment I was still flying in the AeroClub, but by the second pilot on the An-28. This aircraft was used in our various IPOSTES - I have been thrown from him and parachutists, and in all sorts of aerosloube needs in Ukraine flew, and VIP-ov was carried out (everything honestly legally - the airline was registered in the aeroslobe and we flew under her call sign and civil rules). And he was actively used in different indicative flights, with the elements of the highest pilot, performed on it (barrel, corkscrew coup) were very impressive.
And here is another "big showing", something like on May 9th, with the maximum number of aerocluban equipment and the influx of viewers on Earth. Two An-28 in one of the main roles, while the flight program provides for a pair of a pair with a single engine off, and after the start of them, the passage in the oncoming courses with the execution of the barrels after the discrepancy, and then the joint flight with the Yak-52 group.
I'm in the cockpit with the chief - the club chief. He is a good pilot, the champion of the Union on Planer Sport, naturally a lot of flying and aerobatics and including the An-28. But, as it happens with the chefs, administrative affairs take too much time and even in the air, the questions of "management of entrusted farm" are not always released. It brought us very much this time.
The program was arranged tight enough. Whatever the audience did not miss the pauses between our arrivals filled some of the piloters on the Yak-55 and the Yak-52 group. We "passed" with the turned off engines, gone "in the zone" behind the back of the audience to run them. While I am engaged in manipulating the launch of the Chef turns the devices and watches the situation. At the "Arena", Yak-55 worked his complex and moved to the side, but he took the wrong zone - too close to the place of show. My commander interferes with:
- Drop, prevent !!!
The 55th falls off, the group of 52nd finishes its work, now our turn on the occasion to the counter courses and barrels after the discrepancy. At this moment, I have already launched the engine, I repeat the commander. It lines the modes of engines, but I see that he is still looking at Yaki, than our own flight.
-102th is ready to respond to the second An-28.
-101th ready, come in!
The commander sharply shifts the plane to the opposite roll, starts at sunset. But apparently because of the 55th-standing 55th 52nd, the same shifted its place, we have to disperse with them, the commander is again distracted by the instructions. And we look forward to the tribunes than the second aircraft. Already have changed the headlights, the commanders exchanged confirmations "Watching", but we obviously jump forward, because the second An-28 still finishes the odion. My commander makes something like snake, but it is no longer anywhere, the engines on the take-off, nose down - pass and overclocking on the barrel. We dreamed almost away from the center, now you need to "twist". The beginning of the barrel, in general, the transport, An-28 is very similar to the glider - the acceleration of speed and "zadry pitch", and that and the other takes a certain time. Since we were already aside from the show center, the commander is in a hurry. I note to myself that at the time of the start of rotation we still lacked a couple of tens of kilometers per hour and pitch instead of the usual "over 40 *" turned out "just 30 *. The start of rotation goes as usual, but with the growth of the roll, the nose of the aircraft begins to go out. An inverted position in which the aircraft usually turns out to be about horizontal flight, we are already going down with the nose. And in the process of the second part of the rotation, it descends all lower. To the roll 90 * we already dive with the pitch for ... to be honest, then FIG knows what there was a pitch, we fall the wing down nafig !!!
In the forest behind the airfield, a sanatorium began to be built in Soviet times. We managed to drive out a multi-storey box of the main building and a pair of buildings down next, but then the money ended and these gray ghosts were stuck for many years unfinished from the pine forest. So, at that moment, our trajectory confidently stumbled into one of these boxes.
In the usual time, the duties of the second pilot at the showrooms included various auxiliary actions on the commander command (flaps-headlamp control systems, etc.) and gently hold on to the management of "just in case" (the second pilots trained to "twist" the same The most that commanders in the process of training training and rates in the zone, higher from the Earth). But today I happened to trample actively:
- Output!!! - sharply hoarse voice snapped the chief on SPU. We now together twisted the steering wheel and dragged themselves, actually overlooking the full-time limiters. Time was stretched, although the world was smeared on the green ribbon outside the speed and intimacy of the Earth. The aircraft reluctantly came out of the roll, reheated the trajectory, swept over the tops of the pines, fortunately past the upper floors of the sanatorium, pulled into a set.
Short after-thought "Here's damn, still a little bit !!!" Interrupted the voice of the commander:
- All-all, let go!
Apparently I still tightly kept the steering wheel, preventing him from piloting.
The remaining part of the program was sluggish, did not quite hit the 120 meters a piece of asphalt, where they usually sat down at show to demonstrate a short landing, but that day all this seemed like these trifles.
Called-turned off, usually the chef quickly left the cabin, hurrying to engage in the following cases, but that day he was delayed. I sat down a little looking at anywhere, tightening the wet gloves, then turned to me:
- Sorry, could kill ...
And the joke of the RP on the analysis, by the way the USSR champion of the Higher pilot, Viktor Mikhailovich Solovyov:
- Mikhalych, you are the next time more close, and then I have already closed my eyes ...

And if you looked back, it was a couple of situations a little different kind, when not my life was dangerous, but the lives of other people who depend on me. As for me, it is even worse!
The first case, forcing her hair on the back of the back, was when I was still in student years, flying on the glider, at the same time I worked as a Wilga aircraft technician B-35 (yellow cheerful plane for "lifting" gliders and any other small supersatries).

On May 9, the traditional "show" on May 9, my plane "worked" in full: I dragged the flag on the opening-closing, tuskled the glider in the process, at the end, flew from a dozen flights to the "subtills". In the evening, a strong thunderstorm with wind and shower broke out. On May 10, the entire airlub was a weekend, but not me, for it turned out that my plane "works" under the shooting of a movie.
I dragged on the wet and empty airfield, swearing and fucking ...
Not early morning, but at the Aeroklubov airfield there is absolutely no one else, except the aunty of the guard. The wet grass, from which legs instantly wet, taking into account the fact that after the thunderstorms sharply got cold, and I did not take into account and dressed only in Hebeish Combus, it is unpleasant to bury. The only pleasant news of the day - the pilot should fly Anatoly Alexandrovich Ruzhansky, very respected and adored by us, young, and yesterday, putting me the task, he hinted that I would probably have a fly to fly. But while he did not step, I cook the plane.
At the piston aircraft, a pre-flight preparation is a long and dirty event (low bow to technicians who do this all life and in any weather!). I remove the clamps, the lower engine hoods, unscrew the oil tubes of the lower cylinders, draining the oil, scrolling the screw, twist and control the oil plugs back, check the oil level. Finally, everything is ready for launch and testing.
I climb into the cool, but at least a mad cabin, traditionally inspecting, shouting: "From the screw !!!". By pressing the start button, the motor does not hurry shudder, sneezes, turn on the magneto, shaking the syringe fuel - cold start ... Fortunately, compared to the "my" second aircraft, this much newer and in the cold starts easier. The engine grabs, the motor is having fun, begins to grailt. He warms, he warmer and I, just from the front bulkhead, sushy wet legs. And while the essence - yes, I decide to check the steers (honestly now I'm not even sure whether such a check is included in pre-flight training Technician, it's rather the lightest part, but nevertheless). And this is where it happens.
Moving the control knob to myself, from myself - order. Left - order. Right - the handle comes to a completely rejected position and ... it is encouraged there. All my attempts to extract it from this strange position. At itself, she moves, there is no dash !!!
Yesterday's active flight flashed in my head, my signatures in the onboard journal of the aircraft - "Food, ready for the flight" and the possible consequences of the management of control in the extreme position ... shock was so serious that I continued the engine testing, with the thought "could not be , some kind of nonsense, the clamp did not remove or hit something during yesterday's thunderstorms.
Having finished the trial schedule, I got out of the cockpit. The ailerons and "stood" with scissors, there was nothing outsider around them ...
I do not want to ship by technical details, therefore it was shorter, since it was approximately written in the "Prerequisites Investigation Act": Starting with ... A series of aircraft in-35 manufacturer (PZL, Poland), made changes to the design of the trim. Instead of the head of the sheets "in the nahby" initially used, the "Shake-B-joint" scheme was applied. In the end parts of the wing subjected to flight cycles, greater alternate loads and relative movements, such a structure has lost hermeticity, which led to a significant amount of moisture on the fixing knot for the rocking of the ailerons to the rib number ..., its corrosion and subsequent destruction.

P.s Another "bulk", already from the driver's series. Again the same Aeroclub, late fall, deaf evening. On the An-28 we tried from the next VIP flight. Profit is darkened, so Zhulians sit down in the Kiev airport, and then the chef threw up to the Aeroklub where the car was in the parking lot.
At the airfield is empty, in the grandmother of God, the dandelion - the vehicle learned the car of the boss, went out on the porch of the waggered, washed her hand. I waved back and swept to the car in the parking lot.
In the morning, they flew still on the autumn - it was dry and no hopeless. In the evening the weather spoiled, snow went, and when I arrived at the parking lot, the "nine" was a big snowdrift. Having tried to fuck at least a little window and found out that the snow began with rain and glass was frozen completely.
"Okay, I'm started, I will warm up, and there they will move the glass."
The car stands the feed to the asphalt roadway, laminated per day, a couple of meters must be slipped on a snowy virgin, under which the wet earth. Went the engine, has witnessed heating on the glass. The rear window of "nine" heats up with electricity, it is cool (almost like aircraft poster), but it takes time on the cold, and it's cold, dark and in general I want to go home.
"I will start to go so, and there will refuse ...".
I'm trying to see what's behind there, but since the rain was also with the wind, then the mirrors are also nearly visible. "Yes, that there may be, darkness and chores!"
I give the car a little forward, whatever it would warm up on the pure trail under the wheels, sticking the rear transmission, let go of the grip, the brake and ...
The car is quite expected to break off, breaks through the snow. I unscrew the steering wheel that would fit into a rut on the road. Side vision notice how very close to the door and the mirror rushes something big and dark. Turning around and stopping in the light of headlights, I find a silhouette of grandmother's grandmother.
While I was torn and warm in the car, she came out of the wagon and became accustomed behind, nor as not waiting for my such sharp start.
- Granny, what are you?!
"Yes, I see something for a long time you don't go, I thought - let him go, see."
I suddenly gets so hot that you have to throw the flight jacket ...

The conclusion is comic: do not go, do not dance, do not stand and do not jump, where there is a leadership or twisted "roll" !!! (Roll - Barrel in Anglitsky).
The conclusion is serious: when Comrade Commander Arabas has been taught this topic, then I objected that this is not the best that you can remember. But his thought was such that this experience should be divided, which would not be as follows. I would love to believe that this would help someone. Good luck to us all !!!

Together with the pilots of the airline S7, I arrived at Domodedovo Airport, a medical commission was held, a pre-flight briefing, met the flight attendants, received permission to fly, rolled on a minibus to the plane, conducted his inspection, launched the engines and ... did not fly anywhere. However, the whole process of preparing for the flight I photographed ...

Pilots enter the office through a separate entrance to the airport. Just like everyone else, they pass full inspection:

1.

The airport is divided into 2 zones: clean and dirty. A pure zone is a zone inside the airport, which can be accessed by only passing. The rest of the building is called a dirty zone:

2.

Immediately after inspection, the entire crew passes the Medical Commission:

3.

Here the pilots receive the flight task where all the other flight marks will be made. The medical examination can be passed no earlier than 2 hours before departure and no later than an hour. The doctor measures pressure and pulse. Looks at the pilot and assesses his condition. In the event of suspicions, additional tests can be carried out:

4.

In the next room, older flight attendants receive first aid kits. After the flight, they give them back. The contents of the aidhechkop are constantly updated, and the special doctor ensures that all drugs are with a non-stable date of fitness:

5.

After a medical examination, pilots go down on one floor down and enter the room for briefings:

6.

At the end of the hall, in the window, the second pilot receives the aircraft documentation in the suitcase of impressive sizes. He always carries an assistant commander. Peculiar grandfather:

7.

In the middle of the room is a big table, followed by pilots. Learn the route documents, an appointment airport schemes, check the weather summary on the route, choose optimal route, determine the amount of the required fuel, choose a spare airfield, etc.:

8.

9.

10.

Here you also receive data on weather at all parts of the flight, speed and direction of wind at altitudes, possible turbulence. The entire route is divided into sites, and pilots know the expected turbulence strength on each of them:

11.

The S7 airline in the briefing room has a separate table with computers, where the aircraft commander (KVC) can see additional information On the flight:

12.

If the commander has doubts about weather conditions, it can consult a duty meteorologist:

13.

The dispatcher in the center of the assistant commander fills and rents a sheet with flight information. This information is made here as the flight number, direction, onboard room, the weight of the exhaust aircraft (Sun), the total refueling, fuel on the taxiing, fuel to take off, fuel to the flight, flight time and the number of chairs. According to this information, it is determined where the aircraft will have a mass center:

14.

15.

After graduating from the preparation of the KVC, it raises an older airborne and conducts instruction for him:

16.

The philosophy of Airbus is that the crew should not be chuck. Therefore, every time the FAC and the second pilot is different. Also with flight attendants. An explanation of this philosophy is either on the first page with comments to this). They get acquainted with each other already in the rest room in front of the flight:

17.

Here, the eldest flight attendant conducts an instruction for the crew:

18.

After graduating from the preparation, the pilot approaches the dispatcher and informs him that he made the decision to fly:

19.

The pilots go to the aircraft on a special minibus. By the way, for the airline, each such trip costs 1000 rubles:

20.

On the territory of Perron, all people must move in green vests. Pilots are no exception:

21.

There is no ignition key in the plane, and it is turned on with the button. Primary system testing is carried out:

22.

The second pilot conducts an external inspection of the aircraft. Checks the lack of checks "Remove Before Flight" on the front chassis rack, "because when it is presented the chassis will not be removed:

23.

Visually examines the nose of the aircraft for damage:

24.

Checks the state of the sensors. In no case should not be ignition:

25.

The technical door should be tightly closed:

26.

Visually examines the shovel of the engine:

27.

If they are ignicied, then the technician is caused and it heats them:

28.

29.

The filling hatch (black hole in the middle of the wing) should be tightly closed:

Inspecting the mechanization of the wing and dischargers of static electricity (sticks sticking out of the wing):

31.

How to become a pilot?

• How easy you get a pilot in the airline after training?
• It all depends on the current need for the pilots market, including in your hometown. Schools do not send to work, but airlines can invite graduates - this practice existed during recent years. My advice is not worth it in your hometown, if you have the opportunity to get it somewhere. Although in Kamchatka. It is very important to gain experience and fall.

• True, from people who dream of becoming pilots, very few people seeking their dreams?
• Let's look out on the other side. Is it true that most pilots become such of those who did not dream about it? I think that in the second version of those who fell into aviation without a dream, an insignificant amount. Of course, not everyone who dreamed in childhood to be a pilot, this dream implemented. Very often just lacking decisiveness.
• Where to learn quickly and efficiently? And is it worth working to start a flight attendant?
• For example, in OXFORD AVIATION ACADEMY. Work by the flight attendant no preferences except experience with people and some understanding about the aircraft and safety of flights will not give.
• How to become a fleet of the aircraft commander?
• Remove on the pilot, pass the stage of the second pilot and be worthy of entering the captains.
• What are health restrictions for training on a commercial pilot on the Boeing, Airbus aircraft and to work in S7 Airlines?
• These restrictions are registered in the FAP MO GA-2002. This is a fairly voluminous document, it can be found on the Internet. IN civil aviation Enjoy them.
• Is there a chance to get to S7 Airlines, having a CPL license and 150 hours on your hands + me?
• Currently, the airline has passed the course for the work of graduates of flight educational institutions Russian Federation. If you are such, then you can qualify for training .. If the vacancy is open, fill out the questionnaire and send it to us.
• I dream to tie your life with aviation, but there are small obstacles: I have myopia, -1.5 / -1.75. Do I have any chances to go through VLAK?
• All requirements for medical indicators, the procedure for medical vessels are indicated in the federal aviation regulations for medical support, Order No. 50 (FAP MOGA 50). Requirements have been updated, have become softer towards candidates for training as a pilot. Since I don't remember him, I do not remember it (I do not need it), I recommend not to be lazy, find this document on the network - you will find answers to all questions regarding the passage of doctors.
• How best to go to the pilot: in a branch after the 9th grade or to the institute after the 11th? What is the difference?
• At the institutes on pilots do not train. There are colleges - higher or middle, there is a university in St. Petersburg. There are training centers that at your expense will prepare you on the pilot (but traditionally russian airlines give preference to graduates of government agencies). I do not know how now, but when I studied, even for admission to the secondary flight school, a complete school education was required - after the 9th grade did not come.

About aircraft

• Why do I need FMC? Why drive the route there and fly on it, if all the way all the routes are in the flight all over the route give dispatchers of zones in which the flight takes place, that is, and so "lead" to the board to the destination?
• Airplanes fly along the routes. Accordingly, the data of these routes are recorded in FMC, and the plane fulfills flights. In addition to the navigation function, the FMC is able to carry out a lot of things: to withstand the predetermined height, set profiles and reduce, count the speed of take-off and landing, predict fuel consumption, calculate the optimal height and flight speed and other.
  The dispatcher, of course, does not provide non-stop instructions to each aircraft, its main task is to make sure that they fly according to the right tracks. Sometimes the dispatcher gives you the instructions to withstand one or another course (if required by the situation) or fly to a specific point on the route, bypassing the previous ones.
• They say the fundamental difference between the Soviet passenger aircraft (the best in the world) and Western are the actions of the variometer. Can I learn about the device in detail? His functions during take-off, flight on a given echelon and landing?
• Sorry, but I smiled. The variometer shows the rate of change of flight height 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 foreign ones.

• Always dreamed of getting into the cabin of pilots. How can I do the dream, to whom to contact to be allowed into the cockpit of pilots during the flight?
• During the flight, a stranger is forbidden to be a stranger in the cockpit. However, after the flight is fulfilled, there are no restrictions on this subject and, if you are lucky and the door to the cockpit of pilots during the disembarking of passengers will be open, you can try to ask for a look at the "Holy Saints". Especially high chances of the friendly crew when flying on foreign airlines - Russian, unfortunately, not so open. But we work on it.
• Rus on the Airbus-321 is located on the side of the pilot and is an uncomply handle. Is it more difficult to manage with it than with a full-size steering wheel?
• I flew on the A-320 only on the simulator. I like the concept itself, it is convenient. After all, on the A-320, the pilot controls non-steering surfaces directly, but sets the trajectories for the computer, that is, he does not need to constantly turn the sideline, holding the roll or pitch. From this point of view, the Sitestik is the most. Although "Boeing" considers otherwise, leaving the steering wheel on their superiorities in-777 and B-787, having similar to the A-320 management principle.
• Where in the plane transport dogs?
• Dogs are transported in the luggage compartment. I recommend carefully examine 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 perfectly done work.

About work

• What does the pilot feel when the plane breaks away from the ground?
• I will not exaggerate, there are really no special feelings at the time of separation from the ground. But after the landing - there is, especially after some complicated flight. A lot of adrenaline appears in the blood, and you experience a kind of euphoria from perfectly done work.
• Are there any features from different sides of the same type?
• I will say so. At "Boeing-737", on which I had a chance to fly, individual features of little. But the "Tu-154" - yes, everyone wants to possess its individual temper.
• I wonder if women pilots are in Russian civil aviation?
• Not much as I would like, but every year they are becoming more and more. Two girls operate in our airline.

• Tell me about the preparation of pilots at the S7 Airlines training center. Does the retraining happen to whom it is taught and reappear on what basis and what is the cost?
• The training center offers its services to any airline who wants to conduct one or another type of training under which there is a license. Options are different. Either training is carried out by teachers and instructors of the center, or the airline can rent classes and simulators. The ultimate cost of one or another course depends on this. Actually, if we are talking about a learning contract (for example, reappection on B-737) with some airline and the center, the input requirements determines not the center, but the airline.

The most favorite airport is Barnaul. This is my hometown. Like to fly to Tivat, Split and Chambery - there are airports in very beautiful places.

• Is it cold to pilots in the cockpit during the flight?
• Sometimes it is even very hot. Even if the cabin is cool. Not all flights are a light walk.
• Why is it in front of the flight "Attention to the staff: doors to the position ..." - what is it?
• This is a mandatory procedure. The team gives a senior flight attendant. After it, the conductors responsible for their emergency exits, prepare a system of emergency release of traps to possible use - if equipped with evacuation, it is enough to open the door and the ladder will fall out, inflated before the adoption of the necessary form. These systems are managed by a cabin crew, that is, conductors. Work occurs directly on the doors, the pilots from the cabin cannot do it.
• Can the passenger independently open the door in flight? What will happen then?
• In flight, the passenger will not be able to open the door. This will prevent the pressure drop: the air presses the door from the inside and is physically impossible to rip it.

The excitement, of course, is present - the air control is not cycling in the forest.

About personal

• How do you relax between flights?
• Before and after the night flight, I try to sleep.
• How does your wife relate to your work?
• My wife is just a find for the pilot. I was very lucky with her.
• What is your favorite departure and arrival airport?
• The most beloved, probably, it's still Barnaul - because it is my hometown. Only for this reason I will always put it in the first place. And so I really like to fly to Ulan-Ude - I am a fan of Buryat cuisine, Tivat, Split and Chambery - the last three airports are in very beautiful places.
• On which plane I would like to fly?
• Of all the modern liners, I especially look at B-777.
• When you fly a passenger, do you experience feelings like the driver who goes in front of a passenger seat?
• I practically do not pay attention to the work of pilots, but I am very interested to watch the work of flight attendants. In general, I try to fall asleep to fly faster.
• What did you see the most beautiful there in the sky?
• The most beautiful in the sky is night cities under the night thunderstorms.
• What do you feel when taken over and landing? Worry?
• Flight pleasure. The excitement, of course, is present - still the control of the aircraft is not a bike ride through the forest.
• What exams did you hand over when admitted?
• I did not pass the exams, as I graduated from school with a gold medal.
• Where can I get acquainted with the pilots?
• In the airoport.

We are waiting for new questions from you. On the most interesting of them, Denis Okan will answer personally. New questions and answers will be published on this page.

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I, as promised, lay out the final post about the most interesting authors of LJ. And he is dedicated to highly specialized topics, namely aviation, and everything is connected with it. Why exactly this topic? If, for example, take nature, rarely, who can resist the magnitude of mountain arrays and oceans. So in the technique. Elegant multicolored handsome planes, both in the sky and on Earth, always attracted and attribute enthusiastic views of people. This topic has not bypassed me. I fond of airplanes and aircraft for a long time, and leads separate in my own blog.

Bloggers for whom the airport is the second house, in LiveJournal dozens. And among them there are real pro, leading very and very interesting blogs. In her first post, as part of # 5, I already mentioned Alexandra Chebana alexcheban. And today will introduce the rest of interesting authors. Of course, people about whom I will tell below, know each other perfectly well, are friends and are professional colleagues. But the rest of the authors and readers of LJ may open for themselves new faces and a stunning, exciting world of civil and military aviation.

First place I will put the inimitable Marina Lytseva fotografersha. - Professional aviation photographer, the author of dozens just gorgeous posts, whether it is a report with a aviation holiday, a major air show, or from the side of the new model of the airliner.

02. Marina.

Separate publications and selection of Marina recommended for viewing:

Aviator - Sergey Martirosyan aviator_ru. Also known to many. No one will present it better than he himself: " My love for aviation began a long time ago, but to manifest itself actively started when I started making notes, and keep pleasant moments and images in photos. I have a large archive of personal aviation photographs that I did at airports, in flight or just like that, as well as on various airsow.

08. Sergey.

My friends call me Aviator, I can't pass by the take-off plane or look into the sky, noticing the inversion trail of the aircraft or admiring the man with a handsome plane in the parking lot at the airport. Climbing the aircraft, I feel like at home, saying the flight attendants "Hello Hostess", and after completion, always enjoyable for me, the flight "Thanks for the work" crew. Sky, plane, Runway - This is all that makes life for me. "

10. Airbus A350-1000 is a coax-capacity of the entire A350 family, a length of 74 meters long and a maximum capacity of 440 passengers.

11. Airbus A350-900 has a distinctive carbon livery, which symbolizes hi-tech on the use of composite materials in the construction of the aircraft (more than 50%).

FROM Julia Loris relax_action. I am well a familiar personally, thanks to the first official spotting in our Kaliningrad Khrabrovo Airport. Julia amazing soul man! It is not only interesting to shoot airplanes, but also talk for many topics. Julia is not only a wonderful photographer and spotter, but also a professional designer.

13. Julia in Kaliningrad Herborevo.

Thanks to Yule, very many spotters of our country have in collections unique aviation key chains, branded T-shirts and security vests. Julia is also the author of such a wonderful "branded" event, like ". The term "Substitution" term "Substitution", thanks to him, acquired new faces.

Creative work by the designer directly affects the photographs of Julia, making them bright, unusual, as well as removed from non-standard angles.

Another remarkable Master Avia-Spotting - diman7777 . Dmitriy lives in southern Germany, almost on the border with Switzerland, and thanks to him we can enjoy great colorful reports from the best airports Germany, and the rest of Europe. Not so long ago, Dmitry visited, very beloved by me, Fuerteventura island on Canary Islands And, thanks to good traffic, he brought tens of wonderful pictures from there, with whom I recommend to get acquainted with mandatory.

Completes the top five Maxim Golbraycht max_Sky. From Omsk, in which there is a unique airport "Omsk-Central", located in the urban art. Maxim is not only an active participant in many official points in various Russian cities, but also author-compiler, unique in its kind, LJ spotter catalog SPOTTERs from Russia and CIS countries. If you suddenly did not have enough, described by me five air bloggers, you, thanks to Maxim, can always get acquainted with several dozens of similar authors.

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In the early 90s had happiness to work in Nigeria, flying in the local airline on the Tu-134 rented from our airline. Now, after almost 20 years, it can already be accustomed to the civilization to civilization, this may seem like a link, but then it was a breakthrough to another life and invaluable flight experience, not to mention the order of magnitude greater compared to at the time of the birthday salary. And so that the picture "happiness" was complete, I will say that I spent in Nigeria honeymoon... No, I'm not a fan of exotic - I just got married, finally, for the second time in the break between African business trips, and I just did not have any options for half a year. Such is the exclusive Honeymoon. Who is in the Seychelles who are in Paris, but we, what is there - in Nigeria ...
The plane, by the way, is really one of those who flew there. We almost all overwhelmed them to Syktyvkar from the interflug after the combination of Germany. Even the color, mostly remained the same. Only the company name, flag and registration have changed.

One of the stories from there:

The airplanes were usually driving in Nigeria on the route Syktyvkar-Sheremetyevo-Prague-Casablanca-B Amaco Kano. In Casablanca with pleasure spent the night, and the next morning was 4-hour, maximum range, throwing through the desert. And here is one of the crews, consisting of a flight chief, a young second pilot, flying the abroad for the first time, who regrets abroad and, thank God, veteran of these flights - Bordenenik, started for adventures. Through Europe flew like oil. By arrival in Casablanca, the navigator told the borosine, how much it is necessary to fill Kerosene on the flight to Bamako. And this figure is one and a half less than normal refueling. The bornemaker was surprised, but did not delve into the subtleties of the calculation and flooded, just in case, as usual, full tanks. Here it is necessary to clarify: on the Tu-134 fuel system and its indication was invented, it was probably to complicate life as much as possible. The pilots were interspersed in its subtleties usually when passing the tests and immediately forgotten until the next time. Only borders knew the real refueling. They also exhibited the amount of filled fuel on the "clock" - a flow meter with a dial similar to the clock, which, as the fuel consumption, won the testimony back. Its indication was and a hens is clear. The other device, the actual fuel meer, showed the actual fuel in the tanks, but its testimony was available only to the most gifted pilots.

So, our bornemochnik put the fuel calculated on the "clock", and they flew into the unknown. Further from the words of the second pilot: when we were in the midst of the desert, the navigator suddenly lit (before that, it was not seen in smoking on board) ... I began to count something again, I began to count again, I was once again lit, I got courage and confessed that the fuel did us Not enough ... He, it turns out, when calculating forgot, it deals with sea miles, not kilometers (all his previous international experience was in flights to Bulgaria and, accordingly, calculations in kilometers). Mile is a length of a kilometer, roughly speaking, twice. Accordingly, fuel. When recalculating it turned out that it should end, at best, when entering the landing. Silent scene. Curtain ... All with a cold then approximately one thought: "E. Your mother !!! " And, before our eyes, the painting of the Tu-134 fragments among the vegans. At the second pilot, an additional thought: "What do you kill? For the first time, abroad, and still did not have time ... ". The commander from the hopelessness still embarrass the fuelometer selector, in which he still did not understand anyway, and asked for a cigarette (I never smoked before it) ... Thoughts about inevitable, though posthumous, shame, alive, alive on the discretions, telegrams Measures to prevent such incidents hanging in all navigable countries. And journalists will not even write that the crew took the aircraft from residential buildings for the complete absence of these in the estimated location of the fall.

The bornemaker gave them for another ten minutes to enjoy the feelings of an imminent end and with the words "your fuel ended, now we fly on mine" put "clock" on the actual number in the tanks ...

In general, borders and flights - people are sometimes peculiar. Pilots are often underestimated. Well, they sometimes meet the refined reciprocity. Another example of my current airlines:

The plane landed not on the aerodrome ... rarely, but it happens. I do not remember the reason (usually configured near the airfields with similar WFP configurations), but it's not about it. In the investigation, savory circumstances were found out: the commander, the real Ass Hole, in flight was very rude to the flight engineer and, in the end, ordered him to shut up and speak only if he hesitated him. Arabs this, alas, in the order of things. Okay, how to say, but the malice is, naturally, I looked. The case was revenged turned up in a couple of hours. After landing, the commander, when to his horror, realized that they sat down there, took himself in hand and told the flight manager to contact the company's management center and report this unpleasant incident. The trouble is for a minute, in debiting as a punishment from a lot of work for several years. "And I already said, I told the flight engineer, - when we were still on the landing straight ..."