S7 Airlines - an hour before the flight. Pilot Andrei Dundacch: I have the best view from the window of the airline S7 Pilot Maslyakova Alexey Vladislavovich

Back in kindergarten on the question: "What do you give for a birthday?" I answered: "Airplane!" Becoming older, began to go to the aircraft model, where first collected air coils, and then the first gliders and cord models with engines. I myself am from the family of doctors: Father Surgeon, Mom Psychotherapist. All my childhood was associated with medicine - my father even took me to operations, but I was not interested. I realized this, my father told me that it was better not to be a doctor in general than mediocre.

I ranked school with initial flight training in Yeisk, where in addition to the main items, the aerodynamics and the design of the aircraft were taught. In the 10th grade already flew to Yak-52. The school taught me to independently life and, of course, gave good physical fitness: Even Loping - a swing that the vestibular apparatus train - taught to twist.

The only difficulty in the plan of physical education, with which I encountered later, already in the military aviation school, became skiing. I was born and grew up in the Crimea - you know how to eat there. But I went out of the situation: detasply skis, threw them on my back and fled. And he came, by the way, not the last. Physical education teacher, somehow seeing this, said: "I don't put you twice just because you reach the finish." True, then I brought to ski.

After the school, I served eight years in transport aviation, and then decided that it was time to change something, came to Moscow and passed retraining on the pilot passenger aircraft. And in 2007 he began working at S7 Airlines, which at the same time completed a large-scale rebranding - at the same time the recognizable color of the aircraft appeared.

About technology in aviation

Our airline is actively introducing modern technologies, which is very convenient and passengers, and airline employees. For passengers, it is, first of all, service: ticket booking and check-in for flights are possible on the website or in a mobile application. You can even find out in advance who will be your neighbor in the chair!

And for us, this is primarily the AIMS system - a program that helps plan and optimize the work of the airline as a whole. It allows you to keep track of the turnover of flights, optimally plan crews, take into account working time. Previously, we could only find out the schedule the next day. For example, to fly tomorrow, we called the duty officer, he told us when and where. Now the system allows you to learn the composition of the crew, your plan for a month, taking into account the weekend, vacation and study. You can even follow the end of the deadlines of your certificates, and depending on this, it is planned to study in the system.

In our airline, when planning work in the first place is safety, and then the economy. The pilot on the standards can fly no more than 90 hours a month, and the system is clearly followed by this. Everything is taken into account: night and day flights, the number of landings, etc. A significant advantage of the introduction of modern technologies to our airline is the ability to get away from paper carriers. Now S7 Airlines airplanes are equipped with tablets with programs for calculating the run-up characteristics and all kinds of cards. What had previously had to wear in a separate suitcase now there are in in electronic format. But there are a number of documents that still fly in "solid" copies, in particular, certificates. When the inspection comes, especially abroad, they are simply delighted with the fact that we have everything clearly on the list - please, here in Russian, here in English ...

About autopilot, aviation complex and flight illness

Previously flew crews from five to seven people. Imagine how many people? Because the control system itself was extremely complex, and each performed its function. In modern aircraft in the cabin two people. And now we are in help and autopilot, and computers that count the data behind the navigator, and the autotraaster system operating beyond the flight engineer. On the one hand, the burden on the crew increased, on the other, the automation definitely removes a number of tasks from us. Now because of automation, the aircraft would correctly call the aviation complex.

During work in S7 Airlines, in addition to the great experience of piloting civilian aircraft, I purchased, in my opinion, quite valuable quality - "flight displays": the ability to foresee the situation and calculate not one, but several options for action. This is exactly with experience comes. For example, just go to work, and on the way you begin to think about the upcoming flight: analyze weather, remember the features of the destination airport. This is very important for the pilot. Our work involves greater responsibility - for itself, for the crew, for passengers, for the plane, for the image of the airline. But it is compensated by moral satisfaction from work. I am a happy person - I am happy to go to work, I will be happy to go home with pleasure.

About passengers and good tone rules

I like our passengers. They always thank the crew for the flight, with understanding relate to different circumstances - it really touches. For example, in winter, a small zamanka often occurs in front of the takeoff. In such cases, I always explain to passengers the reason for the delay of the flight and the importance of anti-icing processing. By the way, on the part of this procedure looks as if the plane watered "Phantha".

For pilots, the rule of good tone is to greet the dispatchers in the language of the country in which you fly. There are features here. For example, I'm leaving to Frankfurt, I say "Gutentag". But the Bavarians may not answer such a greeting, but if they say "Gruss Goth", they will definitely say hello to you. In Düsseldorf, there is one dispatcher who tries to say the "happy path" in Russian. He has it so badly, but I am very pleased.

About the preparation of the aircraft to departure, safety and reserve crew

The preparation of the aircraft to the flight is a whole process that is strictly regulated and carefully worked out. In addition to technical services, we look at the board and we: first the second pilot outside, and I inside, then we change places and passes the secondary inspection of the board. The same procedure and after flight flight. No exceptions, even with reversal flights. The main responsibility of the stewardess is not to disseminate food, but to ensure the safety of passengers in the cabin. They even when conducting instructions before taking off, watch the passengers and evaluate the situation in the cabin.

Security is ensured by regular training of crew members and certification. In fact, we learn all your life. Every six months in the training center there is a seasonal training. Now Spring-summer has passed, which includes a list of questions that we need for summer navigation. For example, wind shifts, the use of locator, bypassing thunderstorm clouds.

Once a year, the entire flight crew passes the extensive medical commission, once every six months - less tough, but the same mandatory. And, of course, directly medical examination before departure. In fact, if you feel bad, it is better to call and say: "I can't, got sick." The reserve crew of the airline is always on duty, which is located in a hotel near the airport and at any time is ready to start performing flight.

About attitude to the plane

A few years ago I was one of the first pilots who managed just received from the factory aircraft - Then new Airbus A320 appeared in the airline park. In S7 Airlines a very young park, we regularly receive new aircraft. Fly on a new liner is very nice - the atmosphere of novelty is felt in everything. Feels can be compared with when you sit in just a purchased car from the cabin, only the scale is completely different.

Although not quite correctly talking about the "New" or "old" plane. If in the airline competently built the system of service of sides with compliance with all technical regulations, and the main thing is strict control over their implementation, then they are ten, and in fifteen years will be both new and comply with all flight safety requirements.

In general, much depends on personal attitude to the aircraft. Here is my instructor I told me: "You sat down in the cockpit, and now you are the owner here, you need to treat everything carefully. The next crew will come and it will be nice to him that everything is clean and neat. Still, this is our workplace. "

About family, hobbies and best view from the window

With my wife, we met on specialized courses of English language. She is also a pilot, only I piloting Airbus, and my wife is Boeing. She is one of the first women in the country who learned to fly on these aircraft, and she was then 25 years old. Before that, she worked as a stewardess.

IN free time I collect airplanes model. I have a son, it is also interesting for him, but it turns out so far is bad - for a seven-year-old child is too thin work. I charge him something easier, for example, to push the item, and he is offended: "I want to glue anything."

I do not know if a son becomes a pilot. He wants, but that is, of course, an immature decision. Although with interest to Merit my and my mother's cap.

There are no random people in aviation, because it is necessary to love her. If only came to earn money - you will not last long.

In general, I love to joke that I have a better view from the window in the office. Especially when in the direction of Yerevan you can fly and the Elbrus is visible in front.

How strict medical examination is the crew? What is a flight task? How is the aircraft check? The other day I was lucky to visit where it is usually unable to penetrate the usual visitors to Domodedovo Airport and take a look at the process of preparing pilots and other crew members "S7 Airlines" to the upcoming air travel.

1. Meet - From left to right Pilot " S7 Airlines."Tatars Maxim Vyacheslavovich, Captain of the aircraft Omeleiannenko Vladimir Nikolaevich and the spokesman for the airline Anna Bazhin.

2. Airport staff just like passengers passes presuming inspection, only in a special place specifically reserved for this. Remove the cap and forward through the framework. Everything is also strictly as for ordinary mortals.

3. If you are physically sick, and even more so, mentally - you will not get to the flight. Here the pilots are waiting for a whole medical system from several doctors.

4. Who next? Measurement of pressure and temperature is only part of the medical "Check-APA" before it is possible to do the rest of the suggestion.

5. After that, the crew is directed to a large room, called "Briefing". Here comes Chekin on the flight, each pilot is charged on the electronic terminal, entering your ID and password.

6. The flight task is printed, on board documents (technical description of the aircraft of the previous team and technicians), all this is closely studied and discussed.

7. The flight task also includes acquaintance with airports of departure, arrival and possible spare airfields on the way.

8. This "Bible" contains all information about airfields and not only.

9. A person from the side of all this seems incredibly complex and confusing.

10. You just take a look at this card. Head will be spinning.

11. Also in the briefing room there is a meeting with a senior flight attendant (often it is acquainted, as the crews are constantly changing). The senior flight attendant reports about readiness for the departure and number of a catering crew on the flight.

12. When all this story is finished, we put on special vests and forward - to aircraft. Oh, yes, how is the weather there? Previously, the summary (direction and strength of the wind, precipitation and risks of the thunderstorm) were obtained in a separate room. Now all information is provided by crews in a briefing.

13. So it is our handsome man - Airbus A-319, almost ready to go to the flight 19 Moscow - St. Petersburg.

14. We will look closer to him. Here is one of the engines.

15. Front chassis.

16. Fastening place to the fuselage.

17. And here is the insides of the rear chassis.

18. From this small window, the hell's air flow - almost blew!

19.

20. When you still do a similar selfie!

21. Meanwhile, our liner would be nice.

22. We download luggage.

23. Well, it's time to climb inside. For bloggers, as well as for staff, entering the teleterap from the side of a special ladder.

24. Teleterap control.

25. So-so, everything is already on the ground.

26. The most interesting thing is, of course, Cabin pilots and cockpit.

27.

28.

29. Do you know how to easily distinguish the Eirbas Cabin from Boeing Cabin, for example?

30. Initially, the board examines the second pilot, and the FCC prepares the cabin. Next, they change places. Systems are being prepared and checked, documents are filled out, the route and features of the airfields of departure and arrival are again checked.

31. Flight attendant S7.

32. And at the bottom of the time the tug has already twisted. This means that the liner is almost ready for takeoff.

33. We cling.

34. By the way, it's not such a simple task, as it seems at first glance.

35. Well, everything can be moved towards the terminal.

36. Goodbye, dear friend. At the sight of you, though strict, but kind in. I hope you want it yet.

37. Overclocking. Or correctly, it seems - running.

38.

39. Target. Although English in some sense is considered the poorer, but in this case it sounds more interesting - Take Off The Ground.

40. So far, green!

Like this. Many thanks to the guys from the S7 and the leadership of the airport for an interesting event!

Euromag magazine talked to the S7 Airlines Airlines Airbus A320 pilot, Andrei Mabo and found out what is necessary in order to become a pilot, how is the preparation of flights and turn off the pilots themselves.
- Andrei, when and how do you understand what you want to become a pilot?
- In early childhood, I looked at my grandfather-pilot, who worked in Vnukovo. He first was a pilot-bomber, then moved to civil aviation.
My father is a designer in the aerospace industry - also to some extent played a role in choosing. So for years to 7 I have formed an accurate idea of \u200b\u200bmy future profession. Subsequently, I entered the Yeisk flight specials school at the age of 14, then there was a Balashov military school, the service in the Russian Air Force, and then, 10 years ago, came to work at S7 Airlines.
In general, the dynastinity in our profession is really present. Very often, pilots come from aviation families. To become a pilot, you still need a certain state of the soul. There are no random people among us if they fall - then during the year they leave. This is too hard work, it needs to truly love it.
- What is this condition of the soul?
- The pilots compare it with childhood disease - if it got sick once, then forever (laughs). This is love for the sky, airplanes, lifestyle in general.
Personally, I, coming to work, catch myself thinking that I really get great pleasure from her.
- What are the requirements for pilots?
- First of all, it is, of course, the state of health. Any young man coming to the flight school, takes first time a rather serious medical examination and psychological examination.
Also, the flight school when receiving makes serious requirements for general subjects. Well, certain aspirations are also necessary.
- Tell us what are the actions of a graduate of the flight school?
- After graduation, he comes to the airline and undergoes retraining on the aircraft of this airline. In S7, it takes about six months. The training includes theoretical part, simulators, groundwork with instructors, intern flights and exam.
After that, he already comes out as a working second pilot. In our airline, the pilot immediately sits down for Airbus 319 and 320, after 500 hours of flights, this is about 8-9 months, it is undergoing the airbus 321 piloting preparation is a more complex and heavy machine.
- How often do you fly?
- Private pilot usually flies about five days a week. Personally, I make about 3-4 flights, as I still teach at the airline's training center. The pilot rate is 80 flight hours per month, 800 per year. Maximum - 90 hours per month.
- Do you have any divisions on international and domestic flights?
- Yes of course. When the pilot come to work in the airline, it flies on domestic flights. After successful flights with instructors and the passage of qualifying checks, it passes special preparation and receives admission to international flights.
- How is the flight schedule make up? Can you make wishes?
- There is a special crew planning department, which constitutes a schedule. Of course, pilots can leave their wishes by flights. That is, of course, not so much that I want to go there. But if there is a reason for the flight to a certain place, then the department will take into account. For example, if a family flies on vacation, on the sea, and the pilot himself wants to complete this flight, so why not?
In most cases, these applications are taken into account. The pilots also have the opportunity to order a weekend in advance. We have a special program in which we can send an application for certain dates for a month.
The same speech with holidays. Pilots leave their wishes on vacations in the same program. We have 70 days of vacation per year, of which 50 we can choose in preferred dates. And 20 days of the airline provides flight composition as needed: that is, in winter, the workload is lower - so the vacation will give with a greater hunt.
Vacation is usually planned in September-October for the future calendar year. In fact, it is very convenient, for example, I planned my June vacation in January, when everything was much cheaper.
- Does Pilots preferences in buying tickets?
- Yes, we have corporate tickets with a preferential price. Once a year I can take tickets for myself, wives and children with a guaranteed place. Also, my family, my parents and parents of his wife can take tickets without a guarantee of the place, that is, by availability. If there are free places - they will be taken to the flight. The cost of such tickets, of course, is significantly lower than the usual.
- Are you left in other cities or immediately fly back?
- There are so-called relay flights when pilots fulfill the flight and stay in the city until the next flight, usually it is from one to three days. We have these flights to Bratsk, Ulan-Ude and Alicante. But a greater number of reversal flights - when we arrive in the city and in 40-50 minutes later we fly back.
- What are usually engaged in free time with relay?
- in Alicante, for example, excellent beachesEven in winter there can be a pleasant time under the sun. Beautiful cityYou can take a walk. When my children were born, I loved to sleep more (smiles).

An article from the corporate newspaper S7 2009.

Perm School: Make Flight Pleasant

Two and a half years ago (the end of 2006), a flight unit in Perm was created as part of S7. Today it is one of the four regional airline squadrines. We were asked to tell about the current work of the Perm pilots of the commander of the squadron of Yuri Gennadevich Panova.

Yuri Gennadevich, can we talk about the peculiarities of the Perm flight school?

Yes, their features were in every major unit civil aviation. The own history of aviation in Perm begins with the first basic aircraft that appeared in 1940. There were two airfield in the city, one (Baharevka, now closed) - for local lines where An-2 and helicopters flew, and the second, built in the mid-1960s - Large Savino with An-24 and Il-18. The mass development of transportation began with the advent of the basic Tu-134 and Tu-154B in the late 1970s - early 1980s. Flight schedule included the whole country: Khabarovsk, Tashkent, Sochi, Leningrad, Kaliningrad, Kiev, etc. An-24 was mostly flying to the Urals and the Tyumen North, cargo An-26 performed custom flights also throughout the USSR, from Komsomolsk-on-Amur to Grodno.
As in other major airlords of the MGA, the pilots gradually climbed the career ladder, starting from the first independent flights to the An-2 in Baharevka, then at the An-24/26 already at the Big Airport and then, having gained experience, came to Tupolev.

I myself came to Bolshaya Savino by the second pilot An-24 in 1980 and passed the same way. Already at the An-24, the senior comrades were vaccinated by our experience, acquainted with their approaches to flight work. Since then, I have clearly learned that piloting should be a maximum smooth, invisible for passengers. Technique always allows you to do, if necessary, energetic maneuvers. She is designed for it and pilots know it. But in the cabin, passengers are sitting, which may not understand sharp rolls or reductions and simply get frightened. Here we were taught - not to scare the passengers with their lichen skills. Of course, if everything is in order in flight. If the meteorological conditions or other reasons put their operational tasks, then the task is to fly safely, using all the possibilities and technology, and flight composition.
In 1992, we began preparation for flights on international lines and next year the first flights abroad were opened from Perm. These were popular tourist destinations, as well as custom flights in various countries. There were several basins: An-26 flew in England and Iran, Tu-134 - in Emirates and Nigeria. In the flight detachment was his teacher of English. Therefore, later, by the time of reappection on Western liners in S7 we had sufficient and versatile experience for mastering new techniques.
In 1996, the Perm airline began to exploit the new Tu-204-100. These were the first aircraft in the series "-100", the time was difficult, so we had to face the questions of the aircraft certification, in their own expense. We mastered the liner. They flew on it mostly, charters, from Moscow (Vnukovo) and Perm. But the state-owned enterprise could not take on all expenses and we were forced to give both planes. Moreover, one (RA-64017), as is known - in "Siberia", where he then seen several years. At the same time, in the late 1990s, the first Perm pilots were transferred to Siberia.

How was the transition process to Western techniques?

Our flight detachment was created as part of S7 in December 2006. Already then in Perm flew green Boeing 737-500, and we were asked to retracted on this type of aircraft. The selection of pilots was already initially held with this sight. The first group of Perm pilots with Tu-154 and Tu-134 went to retrain in Denver in January 2007. In total, seven of our crews visited the United States, and in the summer they began independent flights as second pilots. There were plans for entering commanders, but it was already clear that S7 will fly further to A319. Therefore, in the fall began a new reappection - on Airbus. The main foreign part this time was carried out in certified centers in Tunisia and Jordan. I reincounded in Tunisia. In America, Boeing did not hit, since at first there were a lot of organizational work in the detachment.
In 2008, started flying to A319. Moreover, training immediately conducted on the entire model range, so we are not difficult to pilot today and new A320. Interestingly, many pilots for the first time in their many years of practice sat down at the steering wheel of new aircraft. This is a very interesting feeling, here and self-esteem, and pride for the company.
We had great help in the process of forming a detachment and reappecification, we were given a colleague from the Moscow flight detachment No. 4 and the Directorate of Flight Standards. We directly communicated with the leadership, and our "Base" in Domodedovo was a squadron No. 4 under the command of Mansur Badrakova. Also, thank you very much I want to tell the S7 Training instructors, where we passed the primary training on Western technique.
Today in the state of the Perm squadron 11 kVC, 10 second pilots and four people of the command-flight composition. All fly to Airbus. Literally in May, we celebrated the first independent flights of five second pilots, which in the winter managed to vote on the A319.

What is the geography of flights of Perm pilots in 2009?

In connection with the output of the Tu-154 last year, today we carry out flights only on one route - three times a day to Moscow. There are no basic ones yet, but we hope for it next year. Passengers and, of course, we are all employees of the S7 branch, waiting for the resumption of flights on historical lines from our millionaire city.
Since the three flights on the day we miss us, then we often fly on business trips. It looks like this. In the morning we fly to Moscow, from there we immediately carry out a daily short flight, for example, in Rostov or St. Petersburg, overnight in Moscow. The next day is the flight of medium duration - let's say, to Germany or New Urengoy. Then again the night in Moscow and in the morning - the reverse flight home to Perm. We also took another chain to the Far East. From Moscow, we fly to Novosibirsk, there is a rest, then carry out the flight to Yuzhno-Sakhalinsk through Khabarovsk, two days of the relay on Sakhalin - and back to Novosibirsk through Vladivostok. Another rest and return to Moscow - Perm.
Thanks to such schemes, we have a monthly raid for each pilot is about 80 hours, that is, we are barely wearing sannorm.

Will the perm masses a new A320 simulator?

Yes, I just searched myself for the first time. Excellent preparation tool! The feeling of flight is complete, ranging from overloads at the "maneuvers in the air" and to the "touch of the strip". Compared with Tu-154 simulators, on which we trained earlier, it is absolutely different levels. Here we will be twice a year and, I am sure that such modern technique will significantly increase the professionalism of our guys.

Passengers love when pilots are published during a flight with them. What is the relation to this issue in Perm?

This is really a subtle moment. When the passengers hear the cheerful confident voice of the commander, they calm down and the flight is moved much more comfortable. We paid attention to this factor in the early 2000s. Already then, on all Flights of the Perm Airlines, our pilots began to communicate with the salon. It was one of our differences in a competitive struggle.
Naturally, this practice now continues. In advance on Earth, negotiate with the flight attendants, who and when what information is voiced to not repeats. We go to the connection three times - welcome passengers on Earth before the launch of the engines, in flight on Echelon we are talking about flight and conditions at the destination and say goodbye after installing the aircraft in the parking lot. I hope passengers are satisfied.

How do you see the development of a squadron in the future?

Now all airlines are not very rainbow times, for obvious reasons. Perm is a major millionic city and there are its passengers. And we have an excellent back - a professional team, new, one of the world's best planes in your class, and the desire to fly. Therefore, of course, we hope to expand the geography of our "home" flights. In the meantime, we have a stable work at home and in demand on other S7 lines.

Pure sky of your squadron, Yuri Gennadevich!

Previous plot on the history of Perm Aviation and S7 -

I do not remember when I sang some kind of diffilage, so perceive the text like what I really saw and appreciated.

So today about S7.

After an airfield practice (which I described here), we moved to the passage of ground preparation for real, flighting flights in the crew. Ground preparation includes learning / repetition and passing a heap of different disciplines and requirements.

On the first day we did not study anything, and ran through the floors with a bunch of papers to arrange in S7 as second pilots. On the second day, that is, the day before yesterday, we began to prepare for the delivery of various tests, getting acquainted with the authorities and colleagues running into a squadron on affairs.

I was determined in the 4th squadron, I hope it will be the complete opposite of the 4th dispatching shift, in which I had a "dust" to work up to my native shift number 1. The squadron team in the first two days was not and first I will introduce him to his deputy:

Well, Yuri, tell, who are you in the life of Vasya , Where was born where he studied, etc.
- finished Uva Ga, in the specialty Avia Distribution, worked in Moscow, on the "approach", then returned to the pilot ...
- On the way?
- Well yes.
- And this is not you by chance "Astalavista"?
- Well, I...

What I really liked - the attitude towards people. To anyone I came to, on various issues, everything is responsible for all questions, and most generally smile openly and have a conversation on the conversations distracted from the case, and this is not distracting people from their work. And in general it is very noticeable that the pilots appreciate the airline and relate to them with respect. And from many people, not pilots, I heard approval type: Well, you are, pilots, the most important of us, you earn money ... well, and so on. Pleasantly. Human Resources of the MC AUWD need to take a couple of lessons, because there sometimes the attitude towards people is quite rude, spoil the dispatcher the mood right before working shift? Yes Easy! Of course, a lot of good, good and responsive people work a lot to MC AWD, but still have something to strive for.

For three days now, Pilots with phrases are suitable for me: "Yura?", "Hello, I always read your LiveJournal, very interesting" "Hi Yura, I wrote to you in LJ" ... well, and so Dalle. Pretty manner! :)))

Study continues, today they passed a test on the system of echelonation in China. Then we took questions to prepare for a test for admission to the flight for a borgon

While I really like everything. S7 is a very decent and advanced airline. The safety issues of the transportation are in the very first place and the readiness of the pilot readiness for the flights is very and very scrupulous. I am very glad that I managed to get a set in S7, I hope that our acquaintance will grow into good and long friendship.

Fly by S7 aircraft and somehow cross in the sky over Maaaaskva and not only. :)