What tasks do the co-pilots of the aircraft perform and how much do they earn. Emergency landing: why you need a co-pilot

Andrey Gromozdin

Airline pilot Azur Air. He flies on Boeing 757 and Boeing 767. Graduated from Sasovskoye flight school and Ulyanovsk Higher Aviation School.

What do you do in your work?

From the age of five I had a dream to become a pilot. And a big civil aircraft. I dreamed of flying on the Il-86, lifting 300 people into the sky. The second part of this dream came true: our Boeing 767s have 336 seats. But he did not have time to fly on the first Soviet airbus: his flying age was over.

But first there was a long study: I ​​graduated from the Sasovo Flight School, and then the Ulyanovsk Higher Aviation School.

Heaven inspires!

Now I have access to two types of aircraft - Boeing 757 and Boeing 767 - and deliver passengers to different parts of the world.

Are there female pilots?

Yes. Although it was quite difficult for women to break into this profession. There was some kind of chauvinistic approach, but now the situation is changing for the better.

In our country, the percentage of female pilots is much less than in the world, but almost all large companies have them. I know, for example, that a female commander flies in Aeroflot, and there is a female pilot in UTair.

Is it difficult for a pilot to get a job today?

Today is very difficult. In aviation, as in other areas, everything develops along a sinusoid. Three or four years ago there was a shortage of pilots: a school graduate could easily find a job and could make a dizzyingly fast career, it was not the companies who chose the pilots, but the pilots chose the company.

Today, the situation is reversed, and the number of vacancies in the market tends to zero. Cadets, dismissed and reduced, agree to almost any flight work, so as not to lose their qualifications. After all, six months after the break, the pilot needs additional checks, after a year - training, and after five, everything needs to be done again.

What qualities should a pilot have?

The most important thing is the desire for continuous improvement and continuous desire.

The profession is very dynamic. Everything is developing rapidly: from technology, flight rules, working methods and ending with documents regulating flights. It is worth relaxing a little, and you already fall out of the contour of modern aviation.

The rest of the qualities, I think, are clear from the content of the profession: this is technical literacy, and stress resistance, and the ability to work in a team, and knowledge of foreign languages.

Are Russian pilots in demand on the world market?

Now there is a huge demand for pilots in the world, especially in Asia. There, aviation is on the rise: so many planes are being purchased that they simply do not have time to train their pilots. It would seem, why don't those who cannot get a job here go there?

But there are also enough difficulties abroad. For example, in China there are very strict medical criteria, in other countries there may be local specifics in the performance of flights and selection, which is not easy to understand. Also, not everyone is ready to leave or work on a rotational basis, spending a week at home a month, or even less.

Nevertheless, quite a lot of our pilots work abroad - from co-pilots to instructors.

Do pilots have any professional fears?

There is a saying:

There are no brave old pilots.

Everyone has fear. But the pilot is a professional, to cope with stress and direct adrenaline in a constructive way. The passenger may become stupor or hysterical, and the pilot in any non-standard situation must make rational decisions in order to safely deliver passengers from point A to point B.

This is the notorious human factor. And most of the time it has a positive effect. Otherwise, the pilots would have been replaced by robots a long time ago. Thanks to the human factor in the face of designers, testers, engineers, ground personnel, flight attendants and pilots, millions of passengers daily safely and comfortably reach their destinations.

How do air crashes and other tragic incidents affect the psychological state of pilots?

From a purely human point of view, it can be difficult. But we are trying to abstract. After all, if you take to heart every accident that you see on the road, then it’s better not to drive a car either.

In aviation, every, even the smallest incident becomes the subject of a detailed analysis. This is a daily painstaking work to improve security. air transport. The results of this work are evident. If even 40-50 years ago a plane crash was an ordinary event, today each such case is an extraordinary event, which is dedicated to the front pages of newspapers and main news releases.

Therefore, no matter what, aviation is the safest and fastest way to travel in space. Unfortunately, it is impossible to reduce the risks in the operation of technical means to zero. Because you can’t foresee everything in advance, but environment sometimes unpredictable.

The astronauts watch the "White Sun of the Desert" before the flight. And what rituals and superstitions do pilots have?

Many pilots are superstitious. Everyone has their own superstitions. For example, you can’t file anything before a flight, you can’t say in advance “We will arrive there at such and such a time” (“We are planning ...”), you need to go around the plane only clockwise, and so on. On this, as well as on professional folklore, one can defend a dissertation.

But the most common superstition is that pilots do not like to say the word "last". Use any euphemisms - "extreme", "final", but not "last". It stuck to me too - I try not to use this word in relation to work. But in ordinary life, I struggle with myself and calmly say, “Who is the last in line?” or "Last day of the week."

What does your workplace look like?

Like that.

With the departure of the flight engineer, two pilots remained in the flight deck. More precisely, as we joke, five: two live and three autopilots. Pilots take off manually, and at a predetermined altitude, they turn on the autopilot, which performs all the work to further stabilize the flight and complete the route program at flight level. Then, at the stage of approach or descent (as is customary in which company), the pilot turns off the autopilot and takes control again.

At the stage of the cross-country flight, the duties between the pilots are distributed as follows. Before the flight, it is determined who will be the pilot and who will be the monitor.

• The pilot (pilot flying) controls all flight parameters, watches the instruments, is ready at any time to intervene in control and switch to manual piloting. In this case, all the rough work is done by automation. For example, we have a whole server rack with a bunch of specialized computers under the cab. They perform the work of a navigator and flight engineer, leaving the pilots only in control.
• The monitoring pilot (pilot monitoring) conducts radio communications, fills out paperwork and also monitors the instruments.

Both pilots have almost the same qualifications, because, apart from the two of them, no one will help them in the cockpit. The only difference is that the commander has more responsibility and the last word in decision-making. The interaction between pilots is the cornerstone of flight safety, there is a whole science about this - Crew Resource Management (CRM).

Previously, the so-called fixed crew technology operated, when its composition did not change. People constantly flew together and, naturally, had to know and understand each other well. There was even such a concept - "crew flight".

Now there are completely different operating technologies (SOP), and the planes are designed in such a way that it does not matter who is sitting next to them: a man or a woman, a Russian, a Chinese or an Arab. The main thing is to strictly follow the technology. Everything, down to standard phrases, is strictly formalized.

In most companies, there is a constant rotation of the crew. With whom you will fly tomorrow, sometimes depends on the computer that plans the work schedule of the crews.

What gadgets do pilots use?

For a pilot, a fairly standard gadget is the iPad. Typically iPad Air 2 and up. This is due to the fact that aviation software vendors are focused on OS X.

The tablet is issued by the company. For him in the cockpit there is a special certified mount, which allows you to use it during the entire flight. On the tablet, only what you need for work: maps, software for calculations, a library. Nothing extra. We cannot take and put something or remove it. This is done by the administrator, who has all the settings in his hands.

So I carry another iPad with me for personal use. Someone prefers a laptop, while someone manages only a phone. This is to read or watch something, and also to keep in touch with the house. There is no other way to communicate with loved ones on a business trip, except via the Internet.

Is there a place for paper in your work?

Yes, and a lot: Flight Computing (CFP), Weather Briefing (actual weather and forecasts), Weather Charts, Crew Urgent Messages (NOTAMs), Payroll Documents (Loading Sheets, Passenger List, Cargo Information) , additional documents. A pack comes out a kilogram and a half.

Companies are gradually moving to paperless technologies, but this process is very slow, because in aviation everything must be repeatedly checked and duplicated.

For example, the navigational calculation (it is called CFP) today is performed on a computer using special software, but during the flight we note in its paper version whether what the computer calculated corresponds to the actual indicators. If there are discrepancies, additional control is needed. As I mentioned above, the monitoring pilot does the paperwork.

How do you organize your time?

It all depends on the season and the airline. Less work in winter, more in summer. In addition, each company flies certain distances, and a schedule is built from this.

Large aircraft such as the Boeing 777 and Boeing 767 usually operate long flights. For example, you fly from Moscow to the Dominican Republic for 12 hours, where you hand over the plane to another crew. They fly back to Moscow, and you have one or three days of rest. And so in a circle. This is called a "relay".

You can fly to the "ring". This is when you fly out of one city, then visit several others, then return. For example, Yekaterinburg - Phuket - Novosibirsk - Cam Ranh - Vladivostok - Bangkok - Moscow.

If we talk about small-capacity aircraft, then there pilots go to work almost every day, performing short turning flights. There are very few business trips, all flights start and end at home.

What does the crew do during inter-flight rest?

Who than: someone sleeps off, someone watches TV, someone goes to or to the pool. The presence of a gym, by the way, is very important for us when choosing a hotel.

If we are on the relay race, then a lot depends on the company's policy and the situation in the host country. If she is happy, then you can go to the beach or go shopping. If you have time, visit local attractions. But you can not drink alcohol and engage in some kind of extreme recreation.

Have you ever encountered hooliganism on board?

"Hooligan" on board always occurs for one reason - alcohol. As we fly by tourist destinations encountered this quite often. There were even cases when brawlers had to be tied up. At the same time, flight attendants or other passengers had to calm down those who had drunk.

Pilots are prohibited from leaving the cockpit in any abnormal situation.

Now, due to the tightening of responsibility and thanks to public publicity, there are less and less incidents of hooliganism on board. But in any case, I would not advise anyone to drink on board. The flight itself is a load on the body (the air is dry, the pressure is low), you should not dehydrate and load yourself even more. Upon arrival, you will be able to catch up in a comfortable environment and without administrative and criminal consequences.

How do you deal with jet lag?

It is a little easier for us than, for example, for passengers. You arrive so tired that you just have to go to bed and go to bed.

It is more difficult to force yourself to rest before the flight, especially if before that you spent some time in the “day - awake, night - sleep” mode. Just lie down and fall asleep during the day is very difficult. After all, as you know, it accumulates, but rest, unfortunately, does not. It is impossible to sleep for the future, but you can get tired with a large margin.

It is more difficult not with a change in sleep patterns, but with a torn nutrition schedule. Sleep is rebuilt quite quickly, but the stomach is much slower. Therefore, at night, it happens that you are incredibly hungry, and vice versa, delicacies during the day do not cause any enthusiasm.

What is in your bag?

I have three bags.

One is small. I use it on round trips. There are several pens, markers, a ruler, everything Required documents, iPad, signal vest, thermos mug and dryers. They help me fight sleep. Someone carries seeds for this, someone - a manual expander, I have drying.

If this is a “relay race” for a day or two, then a small suitcase with two compartments is flying with me: for papers and for myself necessary clothing(in what to go out for dinner and to the sea). If the business trip is long or through different climatic zones(there are flights from minus 35 to plus 35), then my “reversal” bag rides on top of a suitcase, which already has everything - from thermal underwear to light slippers.

What is the place of sport in your life?

Pilots annually pass VLEK - a medical-flight expert commission. It's a fairly rigorous medical check-up: five key specialists plus a cardiogram, tests, and tests. After 40 years, additional studies are carried out, and after 55 pilots are generally examined in a hospital.

To pass VLEK, you need to keep yourself in shape. In addition, after flights, when you sometimes sit for 12 hours in a row, the body simply requires physical activity. Unfortunately, it is not possible to do team sports. For example, I love hockey, but who needs a player who is constantly on business trips? Therefore, I do fitness: jogging, swimming, if there are no other possibilities - charging with an electronic trainer in the room.

Do you have a pre-trip health check?

In Russia, this anachronism still remains, although this has long been absent all over the world.

For some reason, we think that without this, everyone will start flying drunk or under drugs. But the pilots civil aviation they perfectly understand the degree of their responsibility, and no one wants to part with the profession.

Is it true that…

1. Is it better not to drink coffee and tea on board, since the water in the plane is of poor quality and stuffed with chemicals?

The water is really not the same as on earth. First, due to the low pressure, it boils at a lower temperature. But it is never brought to boiling water for safety reasons. It is unlikely that you will like it if a neighbor accidentally spills boiling water on you.

Secondly, taste perception high altitude a person is completely different. Salts and acids are perceived differently. That is why many people like to drink tomato juice on the plane. Its perception almost does not change compared to the earth, but the taste of tea or coffee may seem wrong.

As for the purity of the water on board, this is strictly monitored. Tanks for it are regularly washed, and refueling is carried out by a special machine under the close supervision of engineers.

2. Do pilots and passengers have different meals?

As a rule, yes. Moreover, the commander and the co-pilot also have different food. Again, all for security reasons. It is impossible to allow both pilots to get indigestion or some kind of food allergy after eating the same thing.

But don't worry, in terms of quality and content, pilots' food is about the same as passengers'. The same fish, chicken, meat.

3. If the “fasten seat belts” light is on for a long time during a calm flight, did the pilot simply forget to turn it off?

Sometimes it happens. But rarely. The conductors are constantly in the cabin, they will definitely notice this and ask what's the matter.

Another thing is that pilots know in advance when the turbulence will begin (the zones of possible turbulence are indicated on our special maps), and they can turn on the light in advance, 10–20 minutes in advance, to protect passengers.

4. Can a flight attendant enter the cockpit only with a special password?

Yes. Moreover, only the senior flight attendant can enter. Before each flight, the procedure for entering the cabin is agreed. We won't let you in without a prearranged signal.

In addition, the cabin is equipped with video surveillance so that we can immediately understand who entered and with what.

5. Does a pilot always have to be dressed in uniform?

Yes and no. Yes, if you are flying with passengers. And here everything is pretty strict. For example, in one of the companies in which I worked, they were severely fined for not wearing a cap. Made a detour of the plane without a cap - minus 25% of the salary.

No, if the flight is ferry. Then you can fly in ordinary civilian clothes.

In addition, certain requirements for appearance establish airports. For example, in Bangkok, a pilot without a uniform will not be allowed to board the plane, no matter what documents you show.

There was even a funny incident. One of the pilots did not bring the uniform from the laundry on time. What to do? Do not wait until it is washed and stroked, disrupting the flight. First, one pilot had to go on board, take off the uniform, and hand it over to the pilot. He changed clothes, and then they let him in too.

6. Pilots do not hear the applause of passengers?

We have an armored door to the cockpit, you can hardly hear anything through it. Usually, the conductors tell later that the passengers clapped and conveyed gratitude. (By the way, if you liked the flight, write a few words about it in the review sheet or on the company's website. Those who tried for you will be pleased.)

I myself heard applause twice. Once there was a plane full of children - the most grateful passengers. And the second, when we flew to Bulgaria and spent two hours in the waiting area due to bad weather. Sat down from the second call, at the first the fog has not yet completely dispersed. Naturally, the passengers clapped and shouted in such a way that it was audible even through our armored door.

7. Do pilots constantly have affairs with flight attendants?

Don't know. I do not like it when they delve into my personal life, and I do not climb to others.

My wife is a flight attendant. We met at the "relay", and the relationship began on the ground. But not at once. The schedule interfered: then she flew away, then I. Then they met.

Lifehacking by Andrey Gromozdin

1. Arrive at the airport with a comfortable time margin. Most companies, including charter companies, allow electronic registration from home. All you have to do is check in your luggage and go through security. For a person to arrive in three hours and get tired even before he gets on the plane, it is only beneficial for duty-free shops and restaurants.
2. When passing pre-flight screening put everything out of your pockets in a bag in advance. This will significantly speed up the process and will allow you not to run later in search of a phone or a boarding pass left at the screening.
3. Drink on board if possible. The air in the aircraft is dry and deliberately not humidified so that moisture does not harm the structure of the aircraft. So the more you drink, the better. So don't let yourself dry up!
4. During a long flight, do micro-gymnastics. Let the joints, especially the joints of the legs, move a little so that the blood does not stagnate.

But the most important advice to readers - always enjoy the flight.

There is some magic in this, when your body is transferred from one end of the world to another in some 8-10 hours at extraordinary speeds.

Even 100-150 years ago, this was unimaginable. Therefore, do not treat flights as something everyday (even if you fly a lot) - have fun!

What is the difference between the first pilot and the second? Is turbulence dangerous and does the pilot sleep on the flight? Is it possible for an outsider to get into the cockpit and how are the “big shots” met on board?

About this and much more - in a frank interview with the pilot of "My Planet".

Bond. James Bond

What is the difference between the first pilot and the second? One sits on the left, the other on the right. Well, of course, one is more experienced than the other. Every second pilot is a potential captain. True, not everyone becomes a captain. You need to have certain qualities. For example, a person can fly perfectly, but he is not ready to fly on his own, because the captain must make some decisions every second. Someone can develop this, someone was given it from birth, and some will never be able to become the first pilot.

All pilots have a mandatory aviation safety course, There are mandatory self-defense trainings. All flight personnel regularly undergo year-round training for 16 hours a year of simulator sessions. The training session lasts four hours (once a quarter), where first the pilot remembers all the emergency features that may occur during the flight in the refresh mode, and then performs the check exercise (checking how you deal with an emergency situation).

In Russia, a pilot must fly 80 hours a month, at the same time, 900 hours per year according to the extended sanitary standard is our maximum. We have the ability to choose the direction of flight, but basically we do not use it. The direction of the flight for each composition is handled by the planning department. It is clear that the 737th Boeing will not put you on a flight to Miami. Now computer technology is engaged in the distribution of flights. All pilots are “thrown” into the base, and further work and individual schedules are optimized. The study schedule, your planned vacation, the weekend you booked in advance are taken into account. We have benefits for the flight, it's called a "pass". For 10% of the ticket price, I can fly to any place where my airline flies. Each company has its own special bonuses for the pilot. There are tickets for the miles you have flown.

A pilot retires when his flight time is 6000, 7000 hours. The pension is 12,500 rubles, this is not a secret. There were cases when people retired at 32

I, like James Bond, have two passports with already issued visas to the European Union, USA, China, England. This is my civil passport, exactly the same as any person, I just have two of them. The fact is that the number of seals and pilot visas cannot fit into one passport. In fact, such a document can be made by any person who flies more than eight to ten times a month. When I fly as part of the crew, we are stamped not in the passport, but in the document of the flight task. I can stay in some countries without a visa for up to four days. To Europe, for example, all flights are reversal, that is, you do not get off the plane and they put a stamp on your general declaration.

The average salary is about 300,000 rubles. This is subject to a flight time of 80 hours, that is, this is not a fixed figure. The salary is piecework and is correlated with flight time: if you have flown 30 hours, you will receive 60,000 rubles, if you have flown 70 hours, you will receive 200,000 rubles, if you have flown 81 hours, you will receive an average of 320,000 rubles. We consider this now without holidays, without days off. In a month we generally have four, maximum six days off. The work of the pilot involves an irregular work schedule. You have to be ready for this.

The pilot retires when his flight time is 6000, 7000 hours. The pension is 12,500 rubles, this is not a secret. There were cases when people retired at the age of 32.

On board

I always put my mobile on airplane mode when I sit in the pilot's seat. The phone is completely discharged during the flight, because it is constantly looking for a network. Plus, diversion of the pilot's attention at a certain stage is strictly prohibited. You can take off, and someone will call you - you can’t do that.

Russian airlines have in-flight meals almost everywhere. Moreover, it is separate: one meal for the captain, another for the co-pilot. But you can't order special meals for yourself. That is, if you are a vegan, then eat your rice, and give the cutlet to the co-pilot. Kosher meals are only available on departure from Tel Aviv.

Medical examination is not carried out in all countries. US and European pilots are not even aware of the existence of medical restrictions. But in China, there are breathalyzers for pilots in the briefing rooms.

There are no restrictions on the amount of caffeine consumed on board, at least drink Red Bull all the way. Our pulse is checked only at Russian airports. In general, medical examinations are not carried out in all countries. US and European pilots are not even aware of the existence of medical restrictions. But in China, there are breathalyzers for pilots in the briefing rooms, for example. Everywhere is different, but I have never met a person in a state of intoxication inside the cabin.

You can't sleep in the cabin but there are reinforced crews. When necessary - in case long flight, for example, - a double crew is put on a flight and a replacement takes place at the time of rest. Some aircraft have equipped extra berths in the cockpit, but this is rare.

We have an obligation to cancel a flight if you feel unwell. Every airport has a reserve crew that can fly for you. There is nothing strange or terrible in this, but it is still nonsense and an emergency situation. You must make this decision and not go on a flight sick. On this occasion, there are delays in departure, but, as a rule, the problem is solved within an hour.

The basic principle of crew operation is called crosscheck. when one checks the other. That is why there are always two pilots on board. During training sessions, we perform decision-making exercises in case of loss of consciousness of the co-pilot.

Turbulence is essentially a bad road when smooth asphalt ends and potholes begin. I wouldn't say it is great danger, but the recent case with Aeroflot proved that there are exceptions. (Three dozen passengers of the Moscow-Bangkok flight were injured due to the fact that the Boeing-777 got into " air pocket». Official name phenomena - "clear sky turbulence". — Approx. Ed.) However, at the stage of pre-flight preparation, we use the most advanced tools that help at any time not only find out what the weather is like at the destination airport, but also what dangers may arise along the entire route. Including analyze the presence of turbulence at any heights using the program on the tablet. In addition, each pilot is given a set of complete meteorological information.

Coastal regions have features associated with the ornithological support of the aerodrome. In Sheremetyevo, for example, if you drive past the GOS NII stop, you can hear the heart-rending cries of a hawk or a kite that scare away birds. There are also stuffed animals that stand in the field, distracting the birds from runway. (“Moya Planet” learned about the everyday life of the ornithological service of Domodedovo Airport and met some of the feathered employees.)

Secrets: about love, rhetoric and "big shots"

Nobody forbids us to have novels with colleagues. Full of married couples who met on board. You can fly with your spouse on the same flight.

The pilot does not hear how they clap passengers upon boarding. At this stage, the pilot still continues to fly the aircraft, he has something to do at this time.

We have a special course which we hold for young commanders. It's called "The Rhetoric of Speech". They correct speech and teach precisely, clearly and at the same tempo, regardless of the circumstances and how excited or excited you are, to speak calmly and clearly. This is a very important part of the flight. All our vocabulary and set of phrases on board are strictly regulated. English pronunciation also put, there is a certain criterion for the level of knowledge in English. For Russian pilots, the level should be maximum - the fifth (advanced. - Approx. ed.). The level of technology for conducting radiotelephone communications is assessed, the possibility of talking on abstract topics is considered and emergencies. All technical literature is in English.

There are special lists that the company makes, with the names of the "big shots" on board. We are informed about it. If the Minister of Transport or the Chairman of the State Duma flies, they will tell me for sure. This is done in order to put a more experienced commander on the flight. Sometimes you have to get out of the cab and personally greet the person.

Considered a bad omen put on a new shirt before the flight. Buttons must not be sewn on before or during the flight. Sewing up your pants and taking pictures before a flight is also considered bad luck.

Usually, when conducting a radio exchange with the dispatcher we wish them a quiet shift, and they in return give us a soft landing.

Competition? I cannot say that in Russia there is competition between women and men within my profession. It's exotic. Here in world practice it is very a large number of female pilots. For example, the chief pilot Boeing- woman. I know that women fly in Aeroflot as captains. (To 18 questions of My Planet, Aeroflot airline pilot.) I have no prejudices, but, in my opinion, this is not a women's profession. From a health standpoint, of course. This is a constant burden on the body.

The profession of a pilot, unfortunately, is dying. Drones will replace us in 20-30 years, this is one hundred percent

I have no right to escort anyone to the cockpit from family members, a fan, a child, even a colleague, if he is not included in the flight task. During the flight - definitely not. After we have arrived, I can get out of the cabin and talk to the person. This whole procedure of restrictions was more loyal before the events of 9/11. IN Russian history there was a case when the captain's child was at the helm, turned off the autopilot and there was a disaster. After this incident, unauthorized persons were banned from entering the cockpit. Now for this there is an opportunity to visit different training centers.

We are forbidden a lot. You can't leave the cab for more than five minutes. I will not reveal all the secrets of how we go to the toilet cabin, but this is also done in a special way. Crew members are not allowed to smoke in the cockpit. But, by the way, many passengers already know the technology of smoking in a shared toilet - through a hole in the sink, where the air is sucked out. (For other secrets, see My Planet.)

What's the strangest thing I've seen in the sky? A halo is an optical thing, the reflection of the sun on clouds. (Read about). Very beautiful. In fact, sometimes the plane behaves in a very mystical way, so I always stroke it before the flight. I communicate with him and always go on board in a good mood.

The profession of a pilot, unfortunately, is dying. In 20-30 years we will be replaced by drones, this is one hundred percent.

Continuing the series anonymous interviews we recorded.

Business FM asked these questions to experts after media reports that the assistant captain of the An-148 that crashed in the suburbs had no specialized education

At the crash site of the An-148 aircraft in the Moscow region. Photo: Sergei Karpukhin/Reuters

Against the backdrop of media reports that the assistant captain of the An-148 that crashed in the Moscow region did not have a specialized education, the Business FM editors found out what functions the co-pilot performs on the flight, how much these pilots earn and what they must do before getting into in the cockpit of an aircraft carrying passengers.

For starters, the co-pilot of the crashed An-148 Sergey Gambaryan had a specialized education. He graduated from the Leningrad Aviation Technical School with a degree in Air Transportation Management, the Moscow State Technical University of Civil Aviation with a degree in Management, and the St. Petersburg State Civil Aviation University with a degree in Air Navigation.

Skeptics point out that all this is not directly related to the control of the aircraft. This is true, but Gambaryan completed a retraining course under the Commercial Aviation Pilots program, which, according to experts, is absolutely normal. Officially becoming a pilot, albeit a second one, Gambaryan got the opportunity to perform all the functions of an aircraft captain. These are the rules, says pilot Andrey Lamanov.

Andrey Lamanov pilot “From the very beginning of his appearance at his workplace, he pilots and has the right to do everything. For example, if the co-pilot takes off, it turns out that he is actively piloting the plane. That is, it performs all the functions of a commander. And the commander controls the whole thing.

However, the responsibility lies entirely with the captain. The PIC is responsible for any correct and incorrect decisions, both his own and the co-pilot's. That is why the PIC's salaries are higher by 20-30, and sometimes by 50%. It all depends on the airline. Also, each company decides for itself when the co-pilot can be promoted to PIC. Pilot Saratov Airlines» Sergei Gambaryan had a total flying time of 812 hours. According to CEO of Infomost Boris Rybak, based on sanitary standards, it turns out that he flew for about a year:

— The co-pilot has 812 flying hours. It turns out that he flew somewhere for a year?

- According to the sannorm - yes.

- And, in fact, the error of the co-pilot, as well as the PIC, are equivalent?

- Well, yes. The chairs are absolutely identical.

As for the remuneration of pilots, the highest income in Russian civil aviation belongs to the PIC of long-haul Boeing and Airbus Aeroflot - 650 thousand rubles a month. As they write on the Avia.ru forum, the company had to increase the amount by almost 200 thousand due to the fact that pilots are fleeing to the Asian market, where salaries are higher and do not depend on bonuses, but are directly related to the flight.

According to some reports, in China, the PIC can receive more than 2 million rubles a month. Pilots of American carriers earn a little less, in Europe they can count on about 900 thousand rubles, but this is before taxation. That is, it turns out a third less on the hands.

I was clearing my notes and found a draft comment on the topic "How to be a good co-pilot...". Since the question is periodically raised and there was something else to add, I added it and throw it here:

Do you know when it came to understanding what a good Co-Pilot should be like? After entering the Commanders.
And yet, when I thought whether or not to agree to transfer to another Company, big ship, but also to return from the left seat to the right one, the advice of my Instructor helped me a lot: "Don't worry too much. You will now be a very good co-pilot. Competent, understanding exactly when and what to do, and how to help and play along with the right moment to the Commander.
After some tinkering in new Company and Plane, these words really began to come true. This experience may be useful to someone else, so I share it:

Total Good Co-Pilot:

1. He clearly understands that in a modern cockpit, in general, two equivalent pilots work. Yes, in military aviation the co-pilot is very correctly called "Assistant Commander", which means that in terms of general duties, the co-pilot works "for the Commander". Yes, the Commander has a little more right to make quick (for example, aborted takeoff) and final decisions (for example, after a long discussion of all the pros and cons, in the end he announces which spare we will go to). But in principle, both pilots bear the same responsibility for the safe outcome of the flight, and therefore they should be prepared, try and think in approximately the same way.

2. The co-pilot must be able to work with any Commanders. In principle, you can adapt to any Commander, know what and when to say. With a strong one, you can simply observe, learn from him to be strong. Follow the "weak" one, prompt it in time, but do not crush it, so as not to "lose" it completely. Uncertain to support. With a "good guy" (this often happens when you fly with friends) you need to clearly distinguish - on the ground we are friends, but here we work and one of us is the Commander, someone is his Assistant.
If it is impossible to work with the Commander in principle (obvious universal bugs or very weak knowledge and skills), then the flight management of your Company should be notified about this. Do not feel guilty about thinking that you are pawning it! You just save him and your entire Company.
And what definitely should not be arranged in the cockpit is the competition - I was the first or better to say it, did it. We work as a Crew and we have the same result for all. And not a personal victory at the finish line.

3. It is much easier for a competent co-pilot to work with any Commanders. Knowledge is power, and your strong Commander will immediately feel it, respect it, or at least not "press" you once again. Your knowledge will simply help the weak. In order to "know" you need to read-think-discuss. Knowing everything from memory is naturally not possible and not necessary. For good second the pilot must at any time of the day or night, in any condition, know and understand what and why (!!!): SOP, Limitations, Memory Items. It is required to be well versed in the company's Operation manual ???, because in fact most of the "flight decisions" are made according to it. And of course, all other parts of FCOM, FCTM, etc. - our best friends, at least you need to know the basics and understand what and where you can quickly find. Read them in each flight for a few - a couple of points, slowly and thinking.

4. In addition to the knowledge itself, understand what and when to use and give out from them. Learn, because this also does not come to everyone at once. All of us different people, we have a slightly different reaction and speed of thinking. Except for obviously critical situations, try not to get ahead of the Commander, adapt, if necessary, to his speed of work. Even if it seems to you that you have an obvious and good solution, wait a while before putting it forward. It is quite possible that you have not yet taken everything into account and the situation is not as simple as it seems. Yes, and the Commander may not be immediately ready for your good decision, so it's better to wait until he asks you. If everything shows that he forgot about you and is not going to contact you, then offer him your help: "Commander, what do you think about ...." or "Maybe we should try to do ..."
To explain how to proceed, a phrase from one of the Instructors helped me a lot when I got used to my "new-old" role of the co-pilot (this also required some effort):
"Consider that we have already introduced you to the Instructor, so as long as it is safe, then you let the Commander make mistakes himself, and then, if necessary, then prompt ..."

5. Everyone is wrong. Therefore, on top of all documents, your flight duties: firstly, during the flight, carefully monitor the situation yourself, do not allow it to go beyond safe limits (in principle, every pilot should do this at all times). Secondly, if the Commander makes a mistake, then in flight you must find a way to correct this mistake together. And only thirdly, only later, on earth, it is possible (and even necessary) to discuss mistakes. Of course, this should be done very politely, preferably with confirmation from the manual or other documents opened right there. And do not think that you are just spoiling your Colleague's mood and life. And understand, and explain to him that you are trying to help him - that's why you are his Assistant!

6. Be honest, first of all with yourself. Do not look for childish excuses-excuses "I knew, but forgot", "I thought, but did not say", "I did, but it did not work out", etc. Honesty greatly simplifies human relations, including in the cockpit. If you don’t remember something, something doesn’t work out very well for you in flights, in the end you just didn’t get enough sleep and don’t feel well - tell your cockpit colleague about this, help yourself and him !!!
And calmly, without unnecessary and personal emotions, react to comments on the case (especially if they are on the case) and even the decisions of your Colleague, even if you don’t like them. As long as it's safe, the final decision is up to the Man on the Left. Your time to decide and be responsible for your aircraft will come!

7. But at the same time, with all due respect to the Commander, always remember - you have full right To be youreself. I'm not talking about everyday issues - how I sit, eat, what I do in free time. But even with the most competent and experienced Commander, you have the right to fly "your way", as long as it is safe and complies with company documents. Although, of course, it is good manners to inform your colleague in advance, if possible, what you are going to do for his psychological comfort. And for the exchange of experience and opinions to discuss after.
An example of such a situation is the detour of a thunderstorm, which is clearly in the middle of the track. A typical mistake of a piloting co-pilot is thinking "what does the Commander want, what would I bypass?" And it would be more correct: "I think to bypass on the right, the course is removal .... What do you think about this, Commander?"

7. Flight safety is paramount. It doesn't matter which of you is older, younger, cooler, more experienced. It is important what is right and safe, and what is not. And if the situation becomes unsafe, then it's your responsibility. "Warn - Suggest - Intervene" - "Ask - Suggest - Insist"

All calm and peaceful skies!

P.S. I was thinking about this topic sitting one warm autumn day and looking at this landscape:

This is Japan, the country of the samurai. Strong-willed and patient people.
The job of a Co-Pilot is hard work. Sometimes it is even harder than the Commander, because he can adjust the situation to a greater extent for himself, and the Second Pilot always needs to adjust himself. But the strong in spirit and patient will be able to get through it. What would later become a good Commander.

On Thursday, June 18, a Boeing 777 of the American airline Continental Airlines was flying from Brussels to New York. There were 247 passengers on board, RIA Novosti reports with reference to the US Federal Aviation Administration.

When the liner had already covered almost half of the way and was over Atlantic Ocean, the 61-year-old crew commander suddenly became ill with a heart, and he lost consciousness right at the helm.

The co-pilot took control of the aircraft. The crew members found out that there was a cardiologist among the passengers on board. He was invited to the cabin, according to Komsomolskaya Pravda. The medic tried to resuscitate the crew commander, used a defibrillator, but all efforts were in vain.

In his opinion, it was impossible to save the pilot. The co-pilot made the decision to make an emergency landing of the aircraft. He informed the airport controllers of Newark (New Jersey) about the incident.

A representative of Continental Airlines confirmed that the plane landed successfully at the airport around 20.00 Moscow time. There was no panic among the passengers, they, apparently, did not know about the tragedy that broke out in the cockpit. They were alerted only by a large number of police officers and ambulances meeting the Boeing-777 at runway. But the passengers learned about the death of the pilot only from the newspapers.

The airline said in a statement that the crew leader died due to natural causes, presumably as a result of acute heart failure. There is no data on whether he complained of feeling unwell before the flight.

The 61-year-old veteran has reportedly been with the airline for over thirty years and was considered an experienced pilot.

Note that the American Continental Airlines is among the five major airlines world and is considered one of the most reliable. Its liners operate flights on more than 230 routes in the USA, Canada, Latin and South America, countries Caribbean.

Similar emergencies in the air are quite rare. However, in April of this year US state Florida due to the death of a pilot in the air, an emergency landing had to be made by a passenger of a small twin-engine aircraft Beechcraft King Air.

According to Vesti, the pilot died shortly after the Beechcraft King Air took off from the airfield in Marco Island, Florida.

The pilot also felt bad with his heart, but before losing consciousness, he managed to turn on the autopilot, so the plane did not fall, but continued to climb.

There were four passengers on board: a husband and wife and their two minor daughters. For a while they did not even suspect what was happening, and found that the pilot was dead when the plane was at an altitude of about three thousand meters.

The 56-year-old head of the family, as it turned out, had experience in piloting a single-engine aircraft. He radioed the Marco Island controllers, reported the coordinates and received detailed instructions.

From the nearest airspace all other aircraft were withdrawn, and the passenger successfully, on the first attempt, landed the ship in international airport Fort Myers in the same state of Florida. Extreme flight lasted only 30 minutes.

Last year passenger liner A-320 airline " british airways”, carrying 156 passengers, made an emergency landing at Istanbul International Airport (Turkey).

The liner operated a flight from Manchester to Paphos (Cyprus). When he flew over the territory of Turkey, the co-pilot - 43-year-old Michael Warren - had a heart attack. Since there was hope to save him, the crew members requested a landing in Istanbul. The airbus landed successfully.

An ambulance was called to the ladder health care. However, by then the co-pilot was already dead. According to representatives of the airline, passengers were out of danger during the entire flight. On the same day they were sent by the same plane to Paphos.

According to experts, landing a plane without a crew commander is quite problematic, but in the case of the Boeing-777 of Continental Airlines, there were no overlaps. Quite successfully coped with the task and passenger Beechcraft King Air.

The problem here is different. We are talking about the health status of pilots performing international flights and take responsibility for the lives of passengers. After all, they all seem to be required to go through medical control immediately before the flight. Nevertheless, in all of the above cases, the pilots' hearts failed.