Pilot civil aviation- a very responsible and courageous person. He is responsible for the life and health of all people on board. He must be able to make instant decisions and lead the crew. Strong physical and emotional health is a prerequisite for his work.
Aviators' income in Russia
The earnings of civil aviation pilots depend on the company in which they work. A professional in a major metropolitan airline earns up to 500 thousand rubles ($ 8824).
The company, average in terms of traffic, pays pilots up to 150 thousand rubles. ($ 2647).
In a small regional airline, pilot salaries are up to 100 thousand rubles. ($ 1765).
- Tyumen region - 215 ($ 3794);
- Primorsky Territory - 150 ($ 2647);
- Magadan region - 130 ($ 2294);
- Moscow region - 55 ($ 971);
- Khabarovsk region – 51 ($900);
- Leningrad region. - 40 ($ 706).
In the cities of Russia, the revenue looks like this (in thousand rubles):
- Moscow - 305 ($ 5383);
- Voronezh - 274 ($ 4827);
- Kazan - 195 ($ 3441).
In small or regional airlines, specialists earn (in thousand rubles):
- S7 Airlines - 350 ($ 6177);
- UTair - 150 ($ 2000);
- "Russia" - 120 ($ 2118).
In order to receive such a salary, a pilot needs to fly a certain number of hours. The sanitary standard for flights is from 75 to 90 hours. After every eight hours of flight, the pilot must rest for at least 16 hours.
Small regional airlines do not have a strong flight load or it is seasonal.
Only 20-50 flight hours are recruited per month, which are paid cheaper than in the capital, so the salary can be as little as 50 - 70 thousand ($ 897 - 1235).
Arrived at the Airport
The administration of this largest airline in Russia decided to interest young pilots in the prospects of working on the most modern airliners with income, reaching European standards.
Now they invite to work those who collaborated with the company at least three years ago.
In this case, a one-time premium is paid in the amount of 650 thousand rubles ($ 11472) KVS and 350 thousand.- the second pilot.
Salary for the crew commander - 470 thousand rubles. ($ 8295).
Considering that within a month it must fly at least 85 hours, an hour of flight costs 3412 rubles. ($ 60).
The co-pilot receives a salary of 350 thousand rubles. ($ 6,000), and the instructor - 500 thousand ($ 8,824).
Income abroad
Of all Russian airlines, in one Aeroflot, salaries are approaching European ones.
Pilots' income from the world's largest air carriers:
- United Airlines - $ 27,000;
- American Airlines - $ 25,000;
- Delta Air Lines - $ 24,500;
- China Southern - $ 27,500;
- Chengdu Airlines - $ 25,000;
- Lufthansa - $ 24,000;
- Air France - $ 22,000;
- Hawaiian Airlines - $ 19,500;
- Alaska Airlines - $ 19400;
- Finnair - $ 4600;
- Jet Blue - $ 7000
American airlines pay $ 250 / hour, the flight rate is 65 hours.
In China, for one hour of flights, they pay up to $ 500, while you need to fly only 50 hours a month.
The average pilot salary is $ 170,000 a year, but Boeing pilots are paid $ 250,000 a year.
Revenue of military aviators
Military pilots earn twice as much as infantrymen.
The salary depends on the length of service, military rank and position held.
The regular income of an aviation major is 50,000 rubles. ($ 897).
The allowances for flights are added to it in approximately the same amount. For service in foreign contingents, pilots receive an additional payment of up to 80 thousand ($ 1412), as a result, they earn 180 - 200 thousand rubles. ($ 3250-3530).
Military aircraft perform the following tasks:
- reconnaissance of enemy territory;
- bombardment of ground targets;
- air battles with enemy aircraft.
The monetary allowance depends on the class of the pilot:
- III - can fly in daylight and in good weather;
- II - has a permit for daytime flights in difficult weather conditions;
- I - flies in any weather and time of day.
In addition to the main income, military pilots are entitled to benefits:
- Providing improved nutrition.
- Priority receipt of budget housing.
- Retirement after 20 years of service.
- Fast career growth.
- Full satisfaction from the state.
In Syria
The print publication Fontanka rejects the accusation of publishing the personal data of Major Filippov, who died in a battle with militants in Syria. It reports that access to this information is poorly classified. The journalists found that knowing the personal number and date of birth of a soldier, you can find out the amount of his income.
After deducting taxes, Roman Filippov received a monetary allowance of 100 thousand rubles. ($ 1700).
According to journalists, this deprives the pilots of the opportunity to disguise themselves as logisticians in order not to become a victim of torture.
Officers serving as fighter pilots in Syria earn 400 thousand rubles ($ 7059) per month... For privates, a supplement of $ 43 is provided, and for officers - $ 62. per day.
Upon the occurrence of an insured event, pilots are paid for obtaining disability:
- Group I - 1,750,000 rubles. ($ 30885);
- Group II - 1,160,000 rubles. ($ 20472);
- III group - 584 338 rubles. ($ 10313).
Close relatives of the deceased pilot are paid a one-time aid in the amount of 2,340,000 rubles. ($ 41298). The organization of the funeral is at the expense of the RF Ministry of Defense.
United States Air Force revenues
American Army pilots earn depending on the length of service and rank received.
For a year of service, junior officers and enlisted personnel receive:
- E-1 - Private - $ 18803;
- E-2 - crew member - $ 21080;
- E-3 - First Class Pilot - $ 24985.
The monetary allowance of a lieutenant colonel reaches $ 106,520, a colonel - $ 133,140, and a brigade commander - $ 151,285 per year. Fighter pilot receives his salary 35 - 100 thousand dollars, depending on the class and time in flight.
Profits from testing new vehicles
The tester tests aircraft for design bureaus, aircraft building plants and the Ministry of Defense of the Russian Federation. He earns from 100 to 150 thousand rubles ($ 1765 - 2647) per month.
The main factor in the salary is the workload of the pilot; other criteria are also taken into account:
- the number of hours in flight;
- airmanship;
- knowledge of the structure of the aircraft.
The tester participates in the creation of new aircraft modifications at all stages, from design to commissioning.
His experience is very important for designers who create agile and easy-to-use models.
The minimum salary for a test pilot is 40,000 rubles. ($ 706). Maximum - 350,000 rubles. ($ 6177).
They work in civil and military aviation, with the appropriate technology.
Remuneration for their labor in the CIS countries and abroad:
- Ukraine - up to UAH 96 thousand ($ 3586);
- Belarus - up to 8130 BYN rub. ($ 4086);
- Kazakhstan - up to 751 thousand tenge ($ 2328);
- America - $ 201 thousand;
- England - $ 122 thousand;
- DPRK - $ 255 thousand
Test pilot performs:
- Complex of flight tests of an aircraft.
- Practicing emergency situations and ways of getting out of them.
- Testing of all types of weapons installed on the aircraft.
- A set of tests for state certification.
- Quality control of serial modifications.
- Flight personnel training to manage new equipment.
The job requires a lot of courage and self-control.
Sitting at the helm of a new aircraft, the pilot does not know if he will return alive after these tests.
IN USSR
In the Soviet Union, a military pilot was paid 270 rubles for testing a new aircraft, regardless of the number of flights.
If he climbed into the sky 100 times, then the payment for each flight corresponded to 2 rubles. 70 kopecks.
For this money, the tester could have lunch 2 - 3 times in the factory canteen.
In the 70s of the last century, military pilots received a monetary allowance (in rubles):
- Crew navigator on SU-2 - 170;
- Flight navigator - 180;
- Squadron navigator - 190;
- Crew commander SU-24 - 180;
- MI8 - 135.
The battalion fighter pilot with the rank of lieutenant, in 1985, received 292 rubles. By the end of 1991, the commander of the MI-8/24 flight was earning 680 rubles.
Vacancies
JSCNPK « PANKH» in Krasnodar, offers a job for a test pilot of at least 2nd class with work experience of at least five years.
Salary - 23,940 rubles. ($ 423).
Sports club "Oberon" in the city of Kurtamysh, Kurgan region. is looking for an employee to fill the vacant PIC position of the MI-2 helicopter to carry out ground handling of aviation equipment and survey of territories from the air.
Salary - 90,000 rubles. ($ 1588).
How much does a pilot of Aeroflot of Russia / USA and other countries earn?
3.7 (73.33%) voted 3The Wright brothers are considered to be the founders of modern type (heavier than air) manned aviation. Even the 100th anniversary of aviation was celebrated in 2003 - the anniversary of their first flight. Nobody belittles the merits of these engineers.
Still, a manned vehicle heavier than air first took off from the ground two decades earlier. Mozhaisky's plane did not receive practical use, and his biography was short-lived. But he was the first.
Odyssey of an inventor
Creation Russian aircraft surrounded by large quantity historical mysteries, myths, inaccuracies and unresolved issues. Both objective historical realities and the peculiarities of thinking of domestic bureaucrats are to blame for this.
Sailor with a dream of wings
It is clear that the development engineer was not an aircraft designer - there was no such profession in his time. His biography was quite usual for a conscious poor nobleman. Alexander Fedorovich Mozhaisky (1825-1890) was a naval officer, rose to the rank of Rear Admiral. Navy officers were often well trained in engineering and capable of complex calculations.
In 1850-1855, the young sailor took part in a long voyage to Japan, and even survived a shipwreck there. There is reason to believe that he became the author of the project of the first ship in Japan equipped with a keel.
Then he took part in the Khiva campaign, as a result of which he compiled a description of the Amu Darya and The aral sea.
Mozhaisky also happened to serve on the frigate "Thundering", on which members of the royal family moved.
The inventor had already served the rank of Rear Admiral "in civilian life" - he had to leave military service after the defeat in the Crimean War. He held administrative positions, first in the Vologda, and then in the Podolsk province.
In the latter, bad fame was entrenched for him, including because of aviation experiments. The peasants considered it "blasphemy." Aleksandr Fedorovich also worked at the St. Petersburg Shipping Company, where he mastered the principles of operation of steam engines well.
Objective difficulties
In 1856, a young naval lieutenant became interested in the aerodynamics of the flight of birds and began to calculate the specific loads on their wings. Later he experimented a lot with kites and studied the properties of propellers.
There is evidence that the researcher himself several times flew into the air on a kite of his own design.
The results of these studies turned Mozhaisky into the inventor of the world's first airplane. Although the only "field test" of the sample was to be considered unsuccessful, many of Mozhaisky's ideas were successfully developed by other developers.
In his work, the inventor had to contend with serious adverse circumstances. In the second half of the century, there was no theory of aerodynamics (it was later). There were no materials that combined strength and lightness (aluminum at that time was classified as a precious metal). The choice of engines was also small - a steam engine, and nothing more.
The idea of creating an aircraft with the ability to control and heavier than air has already gained popularity. Proposals on this part were put forward even before Mozhaisky, including in Russia. But then the design of an ornithopter seemed more attractive, that is, a machine flapping its wings in a bird's likeness.
Taking into account these objective difficulties, Mozhaisky's achievements cause even more respect.
Problems of a different nature
But there were other obstacles as well. First of all, the construction of the plane cost money, and Mozhaisky had few of them. He was wealthy enough, but not rich. He managed to get money from various state commissions, but not always when he asked for it, and always less than was required. It also happened that he was advised to do something else (including an ornithopter!)
To a large extent, the first aircraft was built at the expense of the designer himself. This also explains the modest success - Mozhaisky could not afford everything necessary equipment and assistants.
The path to the first flight
The history of the creation of the first aircraft is replete with "white spots". There are many inaccuracies and discrepancies in it. But there are also facts that have been established with certainty. Many of them are associated with the circumstances of the struggle of the inventor with the bureaucracy.
Overcoming bureaucratic obstacles
In 1872, the aircraft designer completed the calculations of lift and drag for various conditions. They were based on his work with the flight of birds. These studies led him to the idea of an "airborne projectile", that is, an aircraft close to modern type, not an ornithopter.
In 1876, the inventor applied with his project to the Ministry of War for funding. He originally intended to make his creation a military one - it was envisaged to install a sight for bombing on it. The war with the Turks was approaching (1877-1878), the time was well chosen. The ministry approved the project, but instead of the requested 19 thousand, only three were allocated.
The aircraft designer continued to work anyway, and after 2 years he presented to the commission (already of a different composition) a model of the future aircraft. He was ready to move on to making a sample capable of carrying a person, but this required funds. The commission refused, giving advice on the ornithopter.
Without giving up, the engineer secured himself a small sum of 2,500 rubles and the right to an overseas business trip, which gave him the opportunity to order engines in England according to his own projects. He paid extra for other materials and equipment out of his own pocket. In 1881, everything needed was purchased. Mozhaisky again asked the ministry for financial assistance (5 thousand) for the implementation of the work, but this time the request was “turned down” by the tsar personally.
Flight Riddles
But further riddles begin. Everyone agrees that a full-fledged sample of A.F. Mozhaisky's aircraft with a man on board was tested. But even the date of this test is in doubt. The day is officially called 20 July.
But the years for different specialists for some reason differ - from 1882 to 1885.
A report dated 1884 refers to previous successful tests of the "model." Therefore, if necessary, to give an exact answer to the question of when the airplane was invented, it will be necessary to name the year 1878. Then Mozhaisky received a "privilege" (patent) for his invention. But the design of 1881 was somewhat different from the declared one.
The test results are also described differently. According to the most popular version, the world's first plane nevertheless took off from the ground, accelerating on a wooden track with a slight slope, and then fell onto the wing due to a pilot error. But there is also an opinion that the takeoff did not happen at all, and the plane collapsed during the takeoff run.
No one doubts that the inventor himself did not try to fly.
It is understandable - the age is not flying. The first Russian pilot was a mechanic, assistant to Mozhaisky. It is known that he received non-dangerous injuries in the accident, but it is not certain what his name was. Many historians call the name N. Golubev. But others are sure that there was no person with such a surname in Mozhaisky's circle.
Specifications
The world's first aircraft was stored in improper conditions for a long time. After the death of its creator, it was completely dismantled. In practical terms, it was not used, and its specifications restored from Mozhaisky's documents and eyewitness accounts.
Basic indicators
The Mozhaisky aircraft should be classified as a fuselage propeller monoplane. To create it, wood, lacquered silk fabric, wire were used. The engines were manufactured in England. Russia itself has not released enough good cars, and the designer rejected the American model.
According to research by technical historians, the aircraft had the following indicators:
- Height - 7.5 m;
- Length - 25 m;
- Wing area - 329 sq.m;
- Wingspan - 23.2 m;
- Maximum takeoff weight- 1266 kg;
- Speed (calculated) - 40 km / h;
- Number of screws - 3 (2 on the wings, 1 on the nose);
- Number of engines - 2;
- The total power of the engines is 30 hp. (20 + 10)
The aircraft had horizontal and vertical control. In the course of work, changes were made to the design. So, according to the project, all the screws were supposed to be of the same size, but the researchers found that in the final version the front screw was made larger than the other two. The engines were displaced and the aircraft got a weighted nose.
The pilot had at his disposal two rudders, an inclinometer, an altimeter, and a compass.
The creator called his brainchild "Firebird".
Modern check
In Soviet times, several prominent specialists in the field of aviation (V.F.Bolkhovitinov, B.N. Yuryev, V.B.Shavrov, etc.) carried out research on the Mozhaisky project in order to check the possibility of its implementation.
Scientists have expressed various considerations. Many assumed that with steam engines the plane had no chance of taking off at all. But the main point of view was that it was possible, and even a stabilized horizontal flight was possible. But this required additional conditions:
- Inclined runway;
- Engine afterburner at the start;
- Headwind at the time of takeoff.
Most experts agreed that with the available power of the machines, the chances of a stabilized flight for the aircraft were small.
Obviously, the inventor also understood this. Soon after testing, he tried to order more powerful engines. Lack of money prevented.
Real results
Despite the modest results of the Firebird flight, A.F. Mozhaisky's contribution to the development of aviation is great. Many of his ideas were then applied to more successful designs.
- The engineer calculated the formulas for aviation: the ratio of drag and lift;
- In the course of his work, Mozhaisky proposed the first attempts to formulate the laws of aerodynamics;
- He used pull and push screws; nowadays, most propeller driven aircraft use pulling structures;
- The inventor was the first to propose a fuselage type of aircraft, which turned out to be the most promising;
- Mozhaisky developed the theory of vertical and horizontal control. He was the first to put forward the idea of ailerons (controlling moving parts of the wings);
- The fuselage of the plane was made in the form of a boat, and the inventor himself claimed that his creation should float. Thus, the Russian engineer should be considered the father of "flying boats".
At that time, the development of Mozhaisky did not receive wide publicity. As a result, for a long time the balloonists died due to the lack of control systems (this is how the famous inventor Otto Lilienthal crashed). And the Wright brothers had to "reinvent the wheel" anew.
They did it in more favorable conditions, which is why they got the best result. At the same time, the brothers did not take into account some of the details that were interesting to Mozhaisky - there were no ailerons in their designs.
In books and films
But later the inventor was given his due. His name was given to the village in Vologda region where he once lived. The St. Petersburg Military Space Academy bears his name.
Mozhaisky himself and his plane even turned into heroes of films and literary works.
In 1950, the poet S. Vasiliev wrote a poem about the testing of the first aircraft and its designer. In the same year, director V.I. Pudovkin portrayed the test scene of Mozhaisky's plane in his film about Zhukovsky.
Modern literature has turned "The Firebird" into a hero of fantastic works.
In 2013, the book of the Belarusian writer A.E. Matvienko "Airplanes over Mukden" (genre alternative history). In it, the fate of the invention was more favorable. And in 2016, the cult V. Pelevin released the "Lamp of Methuselah", which also depicts the invention of the first aircraft in a fantastic form.
Russia is not the homeland of elephants, and you shouldn't attribute all the world's inventions to the Russians. They really did enough. Including invented the plane.
Video
Due to the imperfection of the salary system, the Russian Air Force began to lose young personnel. As a source in the Air Force told Izvestia, out of 80 young pilots who entered the Air Force combat units last year, almost 60 have already begun the procedure for dismissal, without having served in the army for a year. If the situation does not change, by 2015 the army will have lost almost 70% of combat pilots.
The pilots themselves explain that they were deceived with money and deprived of the opportunity to fly.
Last year, when we graduated, we were promised that from January 1, 2012 we will receive 100 thousand rubles each. In reality, they received about 60 thousand rubles. And now we have also changed the flight rate: now, if we don’t fly 100 hours, we will receive 37 thousand in our hands. dismissal.
He explained that 70% of a combat pilot's salary is a bonus "for special conditions service "and the award" for the conscientious and effective performance of official duties. " They are credited only to those who have fulfilled the established rate of flying hours per year. And from January 1, 2012, this norm was 100 hours per year for front-line aviation pilots. This is exactly how much needs to be spent in the air by everyone who flies on combat "dryers" and "MiGs" - Su-27, MiG-29, MiG-31, etc.
At the same time, if the pilots of transport aircraft flying 2-3 hours in one flight are not difficult to meet the norm (for the Il-76, Tu-154 and other transport aircraft the norm is 140-150 hours, this is 50-60 flights), then the pilots - fighters who spend only 20-30 minutes in the air per flight, in order to fly 100 hours, they need to make 200 flights.
The commander of one of the long-range bombers' squadrons explained to Izvestia that it had been the practice to keep youngsters out of the Air Force since the difficult 1990s, when there was not enough fuel and serviceable aircraft (often the regiment had no more than 2-3 serviceable aircraft). Now, due to the shortage of young people, the aces earn money.
Due to the freed up hours, senior pilots receive additional flying time, pass the qualification requirements for "pilot-sniper", "pilot-instructor", etc. and, accordingly, their monetary allowance is growing significantly, - explained the interlocutor of Izvestia.
According to him, in February 2012, on the only Russian aircraft carrier, Admiral Kuznetsov, the flight hours reserved for young naval pilots were rewritten to the commanders of the 279th separate air regiment. Because of this, the young did not receive admission to independent flights and, upon returning to the port, were transferred from the naval aviation.
And this happens everywhere, - said the source of Izvestia.
Not only have they canceled free travel to the place of our vacation (with the exception of remote regions) and reduced medical services for family members, since the end of last year they stopped issuing flight uniforms - overalls, jackets, boots. You have to buy for your own money. All this can be tolerated only if the salary is high, - explained the squadron commander.
At the same time, in civilian airlines, pilots are waiting for 240 thousand rubles a month (for the assistant commander of the ship, who has just started flying), free medical care, free flights to any destination, including abroad, preferential mortgage loans and other bonuses.
The only way young pilots can retire from the army is to become unhealthy. In this case, they must be transferred to ground work, and the pilot has the right to refuse it. Now only in one of the branches of the Third Central Military Clinical Hospital named after Vishnevsky, 28 young lieutenants did not pass the air flight commissions (VLC).
In total, since the beginning of the year, the VLK has not passed through the country about 300 military pilots, navigators and other aircraft crew members. About 60 of them are military pilots produced in 2010-2011. For comparison: last year 75 people did not pass the VLK, of which there were only seven young lieutenants.
In addition, due to age and health conditions, approximately 15 experienced pilots are written off each year. In 2015, about 350 pilots will have to leave the helm due to reaching the 25-year service life limit.
At the same time, until 2003, the flight schools graduated only 100 pilots, and since 2003 they have graduated on average about 270 specialists, of which only 80 sit at the helm. The rest are appointed to the positions of navigators, airborne operators, etc. It will take about two years of additional training to teach them how to fly an airplane on their own.
Aviation technician - a specialist in ground handling of aviation equipment - airplanes, helicopters, etc., who has a valid certificate of an aviation technician.
Aviation technicians are a whole structure in aviation, with their own educational institutions, a complex system, and not very rewarding work. On average, an hour of an airplane flight requires 30-50 man-hours of ground personnel. On passenger aircraft, labor costs are significantly less than in military aviation.
Classification
When servicing domestic aircraft in Russia, aircraft are subdivided into specialists in LA&D and AiREO. When servicing foreign equipment, the division is based on tolerances. In the military aviation of the Russian Federation, aviation technicians are divided into specialists in aircraft and engine, in aviation weapons, in aviation equipment, in radio-electronic equipment.
To become an aviation technician, it is enough to have a secondary specialized education received in any aviation school. Higher aviation technical education allows you to become an engineer in this field.
Until recently, in the RF Armed Forces, aviation technicians were trained in secondary and higher military educational institutions, with the assignment of the rank of "lieutenant", and in the schools of technicians, with the assignment of the rank of "ensign". As a rule, all young professionals initially work as aeronautical technicians, direct service aircraft... In the future, engineering education allows him to occupy leadership positions in the structure of the aviation engineering service.
To obtain a permit for servicing Western-made aircraft, it is necessary to know the methods of work when servicing Western equipment, the requirements for personnel, the division of personnel with the assignment of appropriate powers.
Personnel categories and responsibilities
- The mechanic responsible for the operational maintenance certification.
- Category B - Technician responsible for operational maintenance certification:
- B1 - mechanic,
- B2 - Aviation Electronics Specialist;
- Category C - Engineer responsible for basic maintenance certification;
- Category BS1 - support personnel B1 and B2 - basic maintenance support personnel;
- Category D - Technician responsible for certification of NDT specialists.
Rights
For the personnel responsible for certification, the following pre-emptive rights are established:
- Category A - The mechanic responsible for the operational maintenance certification is entitled to:
- Perform day-to-day operational maintenance and sign related documents;
- to certify the work performed. Including W-check or similar actions and easy troubleshooting only when done in-house
- Perform typical tasks resolved after appropriate targeted training is performed by the mechanic responsible for the operational maintenance certification to issue an Aircraft Maintenance Certificate in accordance with EASA-145.A.50 as part of less significant scheduled operational maintenance, including the weekly inspection required in the maintenance program approved by the operators, as well as easy remedial action, which includes the following:
- wheel change
- replacement of brake systems.
- replacement of rescue equipment.
- replacement of ovens, boilers and devices for preparing drinks.
- replacement of the internal and external lighting system, incandescent lamps and fluorescent lamps.
- replacement of windscreen wiper blades.
- replacement of seats for passengers and service personnel, as well as seat belts.
- closure of fairings and repair of quick access viewing panels.
- replacement of components of the toilet system, except for valves.
- simple repair and replacement of the doors of the inner compartments and cabinets, except for the doors that form part of the pressure structure.
- simple repair and replacement of the doors of the upper compartments for storage and interior equipment.
- replacement of static wicks.
- replacement of main, emergency batteries and batteries of auxiliary power units of aircraft.
- replacement of components of the flight radio music system, except for the hands-free system.
- daily lubrication and replenishment of all system fluids and gases.
- deactivation of subsystems and aircraft components only according to the operator's minimum equipment list, when such deactivation is agreed with EASA as a simple task.
Permitted specific tasks are stipulated by the Document giving the right to certification.
- Category B - The technician responsible for the operational maintenance certification is entitled to:
- issue a Certificate for operational maintenance of aircraft structures, power supplies, mechanical and electrical systems, or aviation electronics and electrical systems;
- certify work done by others;
- Category BS1, BS2 - Support Personnel - BS1 and BS2 support personnel involved in basic maintenance are responsible for completing all relevant tasks and / or checks and certification according to the established standard before the personnel responsible for Category C certification issues a certificate. to carry out maintenance.
- Category C - The engineer responsible for basic maintenance certification is entitled to:
- issue a Maintenance Certificate after basic aircraft maintenance.
- Category D1 - Technician responsible for NDT certification is entitled to:
- perform non-destructive testing of aircraft / components
- to certify the work performed by a non-destructive testing technician
- issue an EASA Form 1 after aircraft / component maintenance using non-destructive testing.
In military aviation
Chassis bulkhead by CD specialists
The engineering and technical staff of the RF Armed Forces aviation is divided into two main categories. The first category is the maintenance personnel of the aviation squadrons, who perform the forms and types of preparation of aircraft for flights and combat use. As a rule, there are: preliminary preparation, pre-flight preparation, preparation for re-flight, post-flight preparation. Also, ITS AE performs periodic and control inspections, storage works and park days. The second category of ITS performs heavy forms of maintenance in the technical and operational part of the AT - routine maintenance, which is carried out according to calendar dates or aircraft flight, as well as replacement of aircraft engines and operational repair of onboard equipment. The TECh specialists have permits for all types of preparation and work on the AT, the AE specialists do not have permits for periodic maintenance of the AT and repair work. Units engaged in the maintenance and preparation of aviation weapons are also staffed with aviation specialists.
Maintenance of the tail gearbox of the Mi-8 helicopter
In military aviation, a group ITS staff structure has been adopted, with a narrow specialization. For example, specialists in radio electronic equipment in a long-range bomber regiment can be divided into groups for the operation of radio equipment, communications and radio navigation equipment, guidance equipment, and electronic warfare equipment. In TECh, as a rule, group specialists have an even narrower specialization.
Without exception, all work on aircraft are produced according to the developed and approved route-technological maps, in accordance with the Regulations for the technical operation of this type of aircraft. All technical personnel have access to the list of maintenance points, in accordance with their position. Each performer of work is necessarily supervised by a senior technician of the group, a senior engineer, a team leader or an engineer by profession. The most difficult work is performed personally by the team leaders and engineers. For all the work performed, appropriate entries are made in the documentation and the signatures of the contractor and the supervisor are put.
Each aircraft is assigned a technical crew headed by a senior aircraft technician. This official is actually responsible for the technical condition of the entrusted aircraft, personally performs a large amount of work and controls all technical personnel working on the aircraft, maintains the operational documentation of this aircraft. The senior technician of the plane launches into flight and meets his aircraft... This is probably the most responsible and troublesome position in the military aviation. In the course of the reform of the RF Armed Forces, better known as the "new look of the army", the position of the senior aircraft technician was renamed to "engineer of the aviation complex", but the essence and scope of work did not change from the name change.
Work in AE and TEC differs in terms of volume. In AE, the peak of loads on the technical staff falls on the production of flights. ITS AE can leave for the airfield five hours before the departure of the weather scout, and with an eight-hour flight shift, the working day of technicians usually lasts 16-18 hours without a break, often more. In the absence of flights, the load on the AE ITS sharply decreases.
In TECh, as a rule, an eight-hour working day, but the personnel work in accordance with the schedule of routine maintenance, almost daily on aircraft. Also, TECh specialists are involved to assist the technical staff of the AE in flight operations, in the elimination of complex failures on aircraft and in the maintenance of special automobile equipment BATO.
It should be noted that the nature and volume of work, and especially labor costs, vary greatly by specialty. The hardest, dirtiest, most demanding job is for the aircraft and engine specialists, and to a lesser extent for the electricians. All other aviation professionals can be considered the aviation intelligentsia.
Features of the work of military aircraft
Unlike civil aviation specialists, military specialists of the IAS have irregular working hours and, in addition to daily work with entrusted aircraft, "serve the Motherland", that is, they are built several times a day, pass tests in physical, OPM, special, technical, command training ; carry the load of the garrison and guard services, internal and economic garrison work. In particular, the standard and most common outfit of military aircraft is on duty at the parking lot of a unit, that is, a squadron. Almost every two or three days, each "technician" of the airbase enters the daily squad of the DSP for the protection and defense of the airfield, aviation equipment and support facilities, armed with a pistol and carries round-the-clock protection of the materiel assigned to the unit and the designated sector of the airfield.
Well, according to the established tradition, the entire personnel of the airbase on Saturdays is involved in park-and-business days, to clean airfield parking lots, secured territory, courtyards, streets and garbage dumps in the military town.
So, choosing the profession of a military aircraft technician, a person must be ready to spend 20 years of life at the airfield, practically around the clock, seven days a week, and a squadron will become his family.
Unfortunately, in the Air Forces of the USSR and the Russian Federation, the number of technical personnel has always been clearly insufficient, and this is with the chronic actual understaffing of the IAS staff. In the future, several campaigns were carried out to reduce The armed forces, in aviation, this mainly affected the technical staff. As a result of this mess, according to some reports, the maintenance of aircraft in the Russian aviation today is about 5% of what is supposed to be, and the aircraft fly exclusively due to the constructive multiple safety margin, "on parole and on one wing."
Traditions
Traditionally, aircraft and engine specialists are jokingly referred to as "elephants" or "oil tanks." AO and REO specialists are called "monkeys". In the Air Force, all weapons specialists, regardless of specialization, are affectionately called names - "aggressors", "gunsmiths", "bombheads", "guns". Everyone knows that "the plane is attached to the cannon with two bolts!" Specialists in CD - "Social Democrats", "Social Democrats" or "Maslopuzye". Specialists in radio electronic equipment - "radio operators". Specialists in JSC - "soldering irons", "electricians", "aoshniks", "instrumentists".
Specialists of TECh are called "miners", respectively, TECh - "mine" or "depot". , not subject to restoration - planes fly "on paper".
The relationship in a techie environment is very peculiar. Suffice it to say that "aviation is supported by rivets and the rise ... kah". In some shelves, a traditional Saturday booze ends with a traditional Saturday massacre.
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