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Is the profession of a military air traffic controller dangerous? The technology of the dispatcher of the Dispatch Center of the Circle

Professions are taught only in seven educational institutions.

On October 20, 1961, the International Federation of Air Traffic Controllers Associations was founded in Amsterdam (Netherlands). The date is considered the day of the establishment of the International Day of the Air Traffic Controller - a professional holiday, which is celebrated on the anniversary of the establishment of the organization.

Russians increasingly prefer airplanes to other modes of transport: it is rightfully considered the fastest and most convenient way to travel. However, most people know little about the people who ensure flight safety, start take-offs, clear landings and coordinate the movement of aircraft in the air. Who are air traffic controllers, what are the specialties in this profession and how to become a 360 air traffic controller?

- Who is an air traffic controller?

An air traffic controller is a conductor who controls a celestial orchestra of roaring aircraft turbines. An air traffic controller is an artist who paints his paintings on the blue canvas of the sky with the contrails of aircraft. An air traffic controller is a pilot who indicates to aircraft a safe route to the harbor. But if you adhere to the letter of the air law, this is a specialist who controls air traffic from the ground. Its main function is to ensure the safe, orderly and regular movement of aircraft within its assigned area of ​​responsibility.

The air traffic controller informs the aircraft crews about the situation along the flight route and at aerodromes, provides meteorological information, maintains radio contact with the pilots in accordance with the rules and phraseology of the radio exchange. For example, communication with aircraft of foreign airlines is carried out exclusively in English. The air traffic controller also enters the necessary data into the automated air traffic control systems to assess the air situation. Its motto is "I see, I hear, I control."

It is the air traffic controller who takes measures to maintain safety in the event of a difficult air situation and special flight situations by providing safe intervals of longitudinal, vertical and lateral separation. Other functions of the air traffic controller are route straightening, aircraft traffic control with a small amount of fuel remaining, and creation of safe intervals between aircraft. He also exercises control over the operation of radio equipment and communications, directs aircraft to alternate airfields, if necessary, assists crews when aircraft enter dangerous weather conditions for flights - thunderstorms, cyclones. In addition, air traffic controllers coordinate the organization of search and rescue operations in which aviation is involved. As the famous saying goes, “God created air traffic controllers so that pilots would also have their heroes.”

Most Russian air traffic controllers are employees of the national air navigation service provider - FSUE State Corporation for Air Traffic Management in the Russian Federation. However, some airports and aerodromes have their own air navigation services operating within the framework of the Unified Air Traffic Management System (EU ATM) existing in our country, but not included in the structure of the state corporation. The unit of the General Directorate of the State ATM Corporation - the Main Center of the EU ATM coordinates and plans the work of all air traffic controllers. The structure of the Enterprise is made up of seventeen branches located throughout the country. Between sixteen of them, Russian airspace is currently distributed (with the exception of the zones of the above-mentioned airports / airfields that have their own air navigation services).

For the provision of air navigation services by the enterprise, a fee is collected from airspace users. This is why air traffic controllers are sometimes referred to as "air traders".

- What are air traffic controllers?

There are several specialties in the air traffic controller profession. The dispatcher of the airfield control center draws up a daily flight plan, coordinates its implementation with other services, with his colleagues from other airports. The dispatcher of the departure service point Delivery issues permission to fly along the route declared in the submitted plan, based on information prepared in advance by the controller of the airfield control tower.

The taxi controller controls the movement of aircraft and aerodrome services on the territory of the aerodrome. It is he who allows the aircraft engines to start, directs the movement along the taxiways and gives the command to taxi to a preliminary start in front of the runway (runway). Launch and landing controllers direct the take-off and landing aircraft on the runway, give the command to take a line start and start take-off, and allow landing.

The circuit controller issues approach clearances for arriving aircraft and initial climb instructions for departing aircraft. The approach controller determines the sequence of landing approaches, builds the necessary separation intervals during landing and takeoff. The above dispatchers, as a rule, work directly at the airport at the control tower.

The dispatcher of the district center controls the movement of the aircraft within the boundaries established for him in the horizontal plane both along the air routes passing through his area of ​​responsibility, and outside these routes. His workplace is in the mission control center (MCC).

There are also dispatchers of the point of local air lines, local control center, dispatchers-informers. They direct flights and provide aircraft with flight information away from major air hubs and heavy traffic routes.

- What is the organizational vertical of air traffic controllers?

Intern; dispatcher of the first, second, third classes; senior dispatcher, dispatcher-instructor; flight director; head of the enterprise, its division, air navigation service of the airport / aerodrome.

- What are the criteria for the selection of dispatchers?

Firstly, very strict requirements are imposed on the air traffic controller for health reasons. It should not be worse than the pilot's civil aviation. Secondly, the dispatcher must be responsible, stress-resistant, restrained, physically developed. He must be able to concentrate on work, he must have a good reaction, an excellent memory. Thirdly, the dispatcher must have a mathematical mindset, be able to count quickly and well, keep a lot of numbers and other information in memory. Figuratively speaking, the work of an air traffic controller is similar to playing chess under conditions of constant pressure and occasional time pressure. This work is very difficult and extremely responsible. However, it often pays very well.

Air traffic controllers are trained in three higher and four secondary educational institutions subordinate to the Federal Air Transport Agency. These are the St. Petersburg State University of Civil Aviation, the Moscow State Technical University of Civil Aviation (GA) and the Ulyanovsk Higher Aviation School (Institute), as well as the Aviation and Transport College of St. Petersburg University, the Krasnoyarsk branch of St. Petersburg University, the Rylsk Aviation Technical College ( branch of the Moscow State University of Civil Aviation) and the Omsk Flight Technical College (branch of the Ulyanovsk School). In addition, the non-profit educational institution of additional professional education "Institute of Air Navigation", which is a "subsidiary" structure of the Federal State Unitary Enterprise "State ATM Corporation", is engaged in the training and advanced training of air traffic controllers.

Training in a profession takes three to four years in secondary specialized educational institutions. In universities - five years. After training and internship, the dispatcher receives a certificate, which must be confirmed every two or three years (depending on the class). Professional development - every three years.

The air traffic controller must know: Air Code of the Russian Federation; laws and other regulatory legal acts of the Russian Federation on the development of air transport; regulatory and methodological documents regulating the organization of the use of airspace, ensuring flight safety; air traffic service rules; federal rules for the use of airspace; flight operations manuals; dispatcher work technologies, rules and phraseology of radio traffic; aviation meteorology; aerodynamics and flight performance of aircraft; aeronautical and navigational, radio engineering and lighting support for flights; types of aviation telecommunications; professionally oriented English; fundamentals of labor legislation; rules on labor protection and fire safety.

Marina Lystseva writes: The last extra day of winter turned out to be surprisingly eventful. The State Air Traffic Management Corporation (ATC) organized an excursion for a group of bloggers to its closed facilities, including the control tower of Vnukovo Airport.

However, first things first.

At the end of last year, the State ATM Corporation took an important step in information development and became more open to you and me. The pages of the corporation in social networks have been updated, special content has been developed, which is aimed at attracting the attention of not only specialists, but also a wide audience.

Through social networks, the State ATC shares the most up-to-date information about its activities, and also lifts the curtain "invisible" to the eyes of most ordinary people. Thus, the ATC expects to popularize the activities of one of the largest and most important enterprises in Russia.

The old and new buildings of the MCC are located in the village of Vnukovo, literally a stone's throw from the private sector.

First of all, we visited the branch of the MC AUVD of the FSUE State ATM Corporation, where Alexander Povaliy, Deputy Director for ATM, who has been working here for 40 years, spoke about the specifics of the work of air traffic controllers and engineers.

The Moscow Center began its work in 1981.
Its tasks include servicing air traffic in the Moscow air zone, on and off the routes within the Moscow ATM zone, in which there are 4 air hubs and 70 airfields.

The work of the dispatcher is difficult, but interesting. Such specialists are trained, for example, at the St. Petersburg State University of Civil Aviation, the Moscow State Technical University of Civil Aviation, the Ulyanovsk Institute of Civil Aviation named after Chief Marshal of Aviation B.P. Bugaev and other educational institutions. In the process of work, dispatchers undergo internal training in the company's own training centers, improve their skills, and periodically confirm work permits.

Both during and after their studies, students undergo internships at the enterprise. After graduating from high school, they train for at least 6 months.

The profession is prestigious and highly paid: the average salary, for example, in the branch of the MC AUVD is 180 thousand rubles.
Paid vacation is 67 working days.

After three years, the employee is entitled to a 50% discount on a ticket in any direction, and after 7 years of work in one place, he receives a 100% discount for himself and 50% for one family member.

At the same time, employees have an extended corporate package: each dispatcher is provided with breakfast, lunch, and dinner. For night shifts - tonic drinks, tea and coffee. By the way, money is not needed in the canteen - all amounts are debited from the individual chip on the pass.

There is a gym and a tennis court on the territory of the enterprise, which employees can use after hours.
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Dispatch simulator at the MCC.

Dispatchers are trained on TERKAS (TERCAS), created by the Swedes and introduced in our country in 1981.
But in the new MCC it will no longer be there, there is completely new modern equipment.

ACC controllers (district control center) manage air traffic both on airways - specially allocated sections of airspace limited in width and height - and during off-piste flights from the lower safe level to the practical flight ceiling of the aircraft.

Here, the controller controls air traffic using a set of tools: radar processing, multi-radar and planned information.
And on the tower there is direct visual contact with the aircraft, we will go there later.

The length of air routes in the Moscow EU ATM zone is about 30,000 kilometers, of which 25,000 are open for international flights. Direct air traffic control is carried out by 530 controllers, of which two-thirds are 1st class.

Air traffic services directly at aerodromes and for flights below the lower flight level are supported by eight ATS centers and three branches of ATS centers:
- Vnukovo police department center;
- Domodedovo police department center;
- Sheremetyevo police department center;
- Belgorod police department center;
- Voronezh police department center;
- Nizhny Novgorod ATS Center;
- Kaluga police department center;
- Tver police department center;
- Lipetsk branch of the Voronezh COVD;
- Yaroslavl branch of the Tver TsOVD;
- Oryol branch of the Kaluga TsOVD.

The new MCC has not yet had a single journalist or blogger, so we are the first!
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Although the windows of private houses rest directly on the MCC, nothing can be seen from the outside because of the tinted windows.

The control room is still working in test mode.

Commissioning of the new automated system is planned for this year.

Round warm lamp screens are being replaced by familiar monitors.

The branch "MC AUVD" of the Federal State Unitary Enterprise "State ATM Corporation" provides air traffic services (ATS) over an area of ​​more than 730 thousand square kilometers.

At the end of the tour, we finally got to the most interesting.
The tower, also known as KDP Vnukovo, was built 10 years ago, its height is 40 meters.

On the ground floor there is a simulator on which you can simulate any situation in any weather conditions.
The visualization on the screen is exactly the same as on the top floor in reality.

The composition of the shift at the MCC is eight people, and at the KDP tower - twelve.

Did you know that the priority in the radio exchange by language belongs to the pilot?
We were told that when English became compulsory on the radio in the 1990s, students were given a 50% salary supplement to encourage language learning.
Now knowledge of English at a very high level is a mandatory requirement for dispatchers.

We study materiel:
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Information is displayed on the monitors; air situation, planned information, location information, so that the dispatcher understands who is flying where; there are monitors from which the lighting equipment is controlled; additional equipment associated with airfield radars; as well as information about the readiness for the flight.
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Permission to perform a flight is issued by delivery - a point that provides the crew with meteorological, planning and permitting documentation.

Then the aircraft goes to the taxi controller and he controls it in the maneuvering zone up to the runway. Then the aircraft service is transferred to another body - the launch controller (LDP), which actually allows the take-off and controls it up to a height of 200 meters.

After that, the aircraft goes to the circle controller, where instrumental maintenance is taking place (this is where the warm lamp round monitors are). And so on - approach, rc, the plane descends and in reverse order everything is the same, only at the final stage the landing control tower is already working.

The dispatchers usually also have the best view of the airport.

And so the day flew by unnoticed in the company of dispatchers, the beginning of communication is necessary, I hope now we will meet more often!


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      Air traffic control services are carried out at the Krug control tower.

      At the Krug control tower, the following tasks of servicing aerodrome traffic and air traffic of stages of controlled flights, which are associated with arrival and departure, are solved:

      1. collision avoidance between aircraft;

        accelerating and maintaining an orderly flow of air traffic;

        providing advice and information necessary to ensure the safe and efficient operation of flights;

        notification of relevant organizations of aircraft in need of assistance from search and rescue services, and providing such organizations with the necessary assistance.

      This technology was developed on the basis of the Air Code of the Russian Federation, FP "IVP of the Russian Federation", FAR of flights in the airspace of the Russian Federation, FAR "Preparation and execution of flights in the Civil Aviation of the Russian Federation", FAP "Air traffic in the Russian Federation", FAP "Implementation of radio communications in the airspace of the Russian Federation" with taking into account local conditions and local features of air traffic services, IPP and ANP of Yemelyanovo and Cheremshanka aerodromes, in the development of the provisions of the User Manual of the ATC ATC ALFA and determines the list of mandatory basic actions of the ATC controller in the performance of his official duties during the period of duty.

      The DPC controller reports directly to the ADC flight director (ATC RP), senior ADC controller.

      The dispatcher of the DPK is operationally subordinate to the dispatchers of the ADP and PDSR.

      The circuit controller carries out ATS in the area of ​​aerodromes within the established boundaries (boundaries) using the available RTOP facilities and aeronautical telecommunications, EVS reports, interacting with the controllers of the DPP, VSD, PDSR, VVDS, MDP, (when performing joint flights with the Ministry of Emergency Situations RP) and services, providing flights.

      Functional duties of the traffic controller in the implementation of ATS:

    implementation of ATS and continuous analysis of air and weather conditions;

    radio communication with aircraft crews;

    identification of conflict situations and ensuring compliance with the established separation intervals between aircraft;

    coordination and coordination of air traffic with adjacent control points;

    performs data entry into ATC ATC "Alpha".

    control of compliance of the data contained in incoming messages with the data available in the planning subsystem of the ATC ATC "Alpha";

    exchanging information with all interested authorities in accordance with the Reporting Table and the Airport Intra-Airport Information Table.

      Permanent restrictions, warnings and instructions.

      1. Aircraft flights of all types are organized in the area of ​​airfields under IFR and VFR. The intervals for approaching the airfields "Emelyanovo" and "Cheremshanka" are set as one runway (the runways are considered dependent). Flight altitude in a circle (all flights are carried out according to the runway pressure of the Yemelyanovo airport):

    VFR - 200 m for the runway of the Emelyanovo airport;

    TFR - 200 m for the runway a / dCheremshanka;

    BCP - road Emelyanovo MK-108 - 600 m, MK-288 - 600 m. road Cheremshanka MK-108 - 600 m, MK-288 - 500 m.

        In the area of ​​responsibility of the air traffic control controller there are zones of restrictions for aircraft flights:

    Zone UNR1163 - 560730s 0921706v, 560736s 0921800v, ​​560806s 0921754v, 560754s 0921706v, 560730s 0921706v. (KRUTOKACHINSKY) The height of restrictions from the ground to the AGL height is 800m.

    Zone UNR1174 - 555718s 0925218v, 555736s 0925554v, 555712s 0925430v, 555718s 0925218v. (TORGASHINSKOE). Height restrictions from ground to AGL height 750m.

    Zone UNR1175 – 555500s 0931024v, 555512s 0931054v, 555500s 0931106v, 555448s 0931042v, 555500s 0931024v.

    The UNR1213- 555700C zone 0923700V, 554100C 0924500V, 554100C 0925700V, 554300C 0930400V, 554700C 0930400V, 555000C 0930100V, 555700C 0924600V, 555700C 0923700V. (Reserve "Stolby"). Height restrictions from ground to AGL height 500m.

    Zone UNR1178 - designed for exercises and live artillery firing. Граница проходит по точкам с географическими координатами: 561800с 0924200в, 561800с 0924900в, 561900с 0925700в, 561700с 0925800в, 561400с 0925800в, 561400с 0925100в, 561300с 0924500в, 561500с 0924300в, 561800с 0924200в, (полигон ТАСКИНО). Height restrictions from the ground to FL 200 (6100m). The height of the flight path of shells and mines reaches 5000m. Conducting exercises and firing is possible only if there is continuous two-way communication between the RPA (controller) and the head of the exercises, firing, as well as in the absence of aircraft in the 30-80gr sector. at a distance of 15 km to 30 km. and in agreement with the EU ATM RC.

        Upon receipt of a message about the release of a sharsonde, the dispatcher is obliged to inform the EMU:

    about the time of release;

    about the expected displacement (according to the scheme);

        When a message is received from the aircraft on receipt of the recommendation of the onboard collision avoidance system (TCAS) to resolve the threat of collision (RA), the air traffic controller should not attempt to change the flight path of the aircraft until the EMU informs about the resolution of the conflict situation. Once an aircraft ceases to comply with an ATC clearance or instruction due to an RA, or the pilot reports an RA, the air traffic controller is relieved of the task of providing separation between that aircraft and other aircraft directly affected by the maneuver initiated in accordance with the RA. The air traffic controller is again tasked with ensuring the separation of all affected aircraft when:

    the controller confirms receipt from the EMU of a report that his aircraft is again flying in accordance with the current clearance, or

    The controller acknowledges the EMU's confirmation of the report that his aircraft is resuming the current clearance and issues an alternative clearance, which is acknowledged by the EMU.

        When the ground proximity warning system (FPOS) is triggered, the controller must:

    take urgent measures to ensure safe intervals between aircraft,

    report and receive instructions from the ADC RP (senior dispatcher); Note: When FPOS is triggered in the PKS mode (potential conflict situation), the controller is obliged to analyze the cause of the PKS occurrence and take the necessary actions to ensure safe intervals, by issuing appropriate instructions to the crew (crews), to strengthen control over the conflicting aircraft until the PKS activation stops. When FPOS is triggered in the CS mode (conflict situation), the controller is obliged to urgently take measures to prevent a conflict situation, followed by a report from the ADC RP

      The lap controller, in case of deterioration of his health, must inform the ADC RP (senior ADC controller), who is obliged to provide a substitution.

Every year in Russia the number of air transportation is growing, both on domestic and international lines. New directions are opening, the country's airports continue to be developed by foreign airlines. People are accustomed to flying: business trips, business trips, vacations - flights have long become something commonplace. However, few of the passengers climbing the ladder on board the aircraft think about who actually manages all this huge flow of arriving and departing aircraft, and how this huge and constantly moving mechanism is controlled.
1.

Today we will talk about this in a little more detail using the example of the Domodedovo ATC Center, which is a structural subdivision of the Moscow ATC Center.


The functions of the center include ensuring the safety, regularity and economy of aircraft flights in the area of ​​the Domodedovo airfield. Air traffic control in the area of ​​​​the Domodedovo airfield is carried out using the TOWER technology (Tower - Command and Control Center) in two languages: Russian and English ...
2.

Everything that happens on the airfield of the airfield takes place only under the control and on the commands of the air traffic controllers. This applies not only to aircraft pilots, but also to ground technical services. True, for passengers, all this remains completely invisible throughout the entire time of their stay within the walls of the air terminal complex and on board the aircraft ...
3.

After the aircraft is prepared for flight, the aircraft crew must obtain permission for this flight from the airfield control tower controller. Further, already a few minutes before departure, the crew asks the taxi controller for permission to start the engines and, after receiving it, begins preparations for take-off. The taxi controller also reports the route to the runway (runway) and allows taxiing to the so-called preliminary start - a place on the taxiway immediately in front of the runway ...
4.

After the crew report that the pre-launch is taken, the taxi controller transfers the aircraft to the control of the launch controller, who authorizes the take-off, that is, taxiing directly onto the runway and aligning along its center line, reports the conditions for take-off, and after the crew reports readiness, allows take-off. ..
5.

After takeoff, the aircraft passes under the control of the Moscow air hub control center (MADC). It is sequentially serviced by controllers: circle and lower approach, which can make adjustments to the established procedure for entering the airway; then the upper approach, controlling the aircraft until it reaches the prescribed flight level and exits the Moscow air zone (MVZ), and, finally, the controllers of the Area Dispatch Center (ACC), who serve the aircraft at the flight level ...
6.

Let's talk a little more about the work of launch controllers, whose area of ​​responsibility includes the airspace, which includes the sectors of climb after takeoff and the final stage of the landing approach, as well as the maneuvering area (runway and taxiways) ...
7.

To date, two parallel runways with courses 14L / 32R and 14R / 32L are operating at Domodedovo Airport, the Course-Glideslope System (KGS) operates in all four directions, which allows aircraft with the appropriate equipment on board to automate the landing process as much as possible and ensure flight safety at meteorological minimum III-A category ICAO (with vertical visibility up to 15 meters and horizontal visibility up to 200 meters) ...
8.

At the same time, as a rule, only two courses operate, which are mainly determined by the direction of the wind. But course 32 is considered a priority, because. when landing on runways 32L and 32R, it is easier to create an interval between aircraft, while when landing on the 14th runway, the space for maneuver is limited by Moscow (flights above which are prohibited below 8000 meters), as well as Vnukovo and Ramenskoye ...
9.

For the effective operation of the two existing lanes, one more locator will have to be put into operation, which has already been built on the territory of the airport, but has not yet been interfaced with the existing TERCAS air traffic control system (TERCAS - Terminal and En-Route Control Automated System). Three radars: one each in Domodedovo, Vnukovo and Sheremetyevo - provide full coverage of the cost center, the new radar will significantly improve the operation of existing systems and cover the range from the ground to a height of 500 meters at the most accurate possible levels ...
10.

There are plans to build a third runway; an area of ​​9,550 hectares has already been reserved for future construction. Also, in connection with the expansion and increase in the number of lanes, it is planned to build a new control tower up to 100 meters high...
11.

Now the airport schedule is designed in such a way that at least 40 take-off and landing operations are performed every hour from 07:00 to 23:00 in order to distribute the load over time as evenly as possible. Over the next year, with the introduction of a new airspace structure in the cost center, with both lanes operating, Domodedovo Airport will be able to provide a throughput capacity of up to 90 takeoffs and landings per hour. In 2013, the peak load was 59 operations per hour...
12.

In general, the capacity of the airport is even higher than the approach can provide. This is also due to the fact that earlier the distribution of flights between the airports of the cost center was determined mainly taking into account the geographical principle: Sheremetyevo served the northern and northwestern directions and all international flights, Vnukovo served the southern and southeastern directions, Domodedovo served the eastern ...
13.

At present, in the conditions of competition between airports, the geographical principle of the distribution of aircraft flows is no longer the key one, which, along with a ban on flights over Moscow, in turn increases the load on the cost center...
14.

The height of the existing tower is 42 meters, almost the entire territory of the airport is visible from it. An overview of those sections of the runway that are closed by structures is provided with the help of video cameras ...
15.

In a calm working atmosphere prevailing in the ATC procedure room, it is hard to believe that the people behind the consoles are representatives of one of the most stressful and responsible professions!
16.

Dispatchers have 6 shifts, each with 10 people: a flight director, a senior dispatcher and 8 dispatchers (this is a payroll, in fact 6-7 people work at the same time). The dispatcher's work schedule should not exceed 36 hours per week. Dispatchers go on shift according to the schedule: day, morning, night. When leaving for a shift, a 15-minute briefing is carried out, another 15 minutes are spent on the acceptance / delivery of duty.

After two hours of work, a 20-minute break is required, and at high intensity close to the airport's capacity, a 10-minute break after each hour of work. After the night shift, three days off are provided. Vacation is 28 basic days and 39 additional days for harmful working conditions, which is a total of 67 days ...
17.

Charming Natalya for several years of work on the tower in Domodedovo managed to visit many difficult situations - such is the job of a dispatcher. But the thought of changing jobs never arose. Even in her youth, she chose this profession for herself, and it could hardly have been otherwise when the whole family worked at the airport. Girls in air traffic controllers used to be taken with great reluctance, but today the situation has leveled off. Young specialists are in great demand today and this problem no longer exists ...
18.

Each dispatcher passes a medical examination every two years, and every three years is required to receive a certificate for possession English language category IV ICAO. Dispatchers retire at the age of 50, but this does not mean that the employee should immediately quit. If the medical board allows, and it is almost the same for air traffic controllers as for pilots of civilian ships, then people continue to work. The main criterion in this case is health ...
19.

At the time of the survey, lane 14L was controlled by one controller, and the neighboring one (14R) was controlled by two. At that time, scheduled work was carried out at the end of runway 14L, and landing on it was not carried out, respectively, and the load was less. Whereas runway 14R worked both for takeoff and landing, and it was served by two controllers: a control controller (works directly with aircraft crews - conducts radio exchange) and a support controller (controls traffic, provides interaction with other services, maintains a takeoff / landings and assists management including work with runway lighting equipment). The senior dispatcher is responsible for the distribution of employees, guided by the current situation ...
20.

The duty engineer of the electrical service checks the runway lighting equipment (we hope that we will be able to get to know the operation of this equipment better next time).
The runway lights are manually adjusted by the controller depending on meteorological visibility. The weather display shows visibility at three points: at the beginning, in the middle and at the end of the runway. The illumination intensity is selected according to the minimum meteorological visibility.

If the visibility at least at one of the points is less than 600 meters, the dispatcher informs the crew of its values ​​at all three points. If visibility is between 600 and 2000 meters, only one value is reported (in the touchdown zone). If the visibility is more than 2000 meters, its value is not reported at all. Crews receive all meteorological information, including visibility, from an automatic informant (ATIS - Automatic Terminal Information Service). At the request of the aircraft crew, the intensity of the runway lights can be changed ...
21.

In general, over time, the work of the controller, having passed the stage of aircraft control, has been transformed more into a service. Nowadays, the main task of air traffic controllers is to provide crews with aeronautical and meteorological information, as well as the prevention of dangerous encounters ...
22.

To maintain a safe interval, the vectoring method is used (to a greater extent during landing approach). Vectoring is the provision of aircraft navigation guidance by indicating certain courses to crews based on the use of radar data. The main difference between the vectoring phase and other flight phases is that the responsibility for navigation in this case is assumed by the controller.

Vectoring ends either with a clear indication to the crew of the need to continue navigation using their own means, or by bringing to a course that will allow them to independently (using the technical means of the landing approach system, for example, CGS) bring the aircraft to the landing straight, or by entering the visual maneuvering zone. This is done by changing either course or speed ...
23.

If there is a threat of a reduction in the safety interval on the pre-landing direct line, the controller can give the aircraft a go-around command. An interval of 5 kilometers is considered safe, and for a heavy aircraft (more than 136 tons) - 10 kilometers. The second possible reason for the go-around command may be the presence of obstacles on the runway. In all other cases, the decision to go around is made by the pilot-in-command...
24.

The head of the traffic service of the Domodedovo ATC center, Viktor Aleksandrovich Sitnikov, demonstrates a visual diagram, looking at which one can assess the degree of orderliness of air traffic. For comparison, on the left chart, the green and red stripes indicate the daily trajectories of takeoffs and landings of aircraft at London Heathrow Airport, and on the chart on the right, the areas of overflight by aircraft of the Moscow air zone are colored in blue ...
25.

These are just the general basics of air traffic control at the airport, within the framework of one story it is impossible to cover all the features of this complex and multi-level system. But the main thing is that everything in it is subordinated to one general requirement- Ensuring the order and safety of aircraft flights. The fulfillment of this particular global task, together with the work of other services, is the key to a pleasant flight for the passenger...
26.

Well, about the magnificent views from the control tower, and especially at sunset, you don’t even need to talk, it’s enough to see once - there really is where the eye can rest ...
27.

We would like to thank the press center of the Moscow Air Traffic Control Center and the press service of Domodedovo Airport for organizing this event and facilitating the photography.
Special thanks to Viktor Alexandrovich Sitnikov, head of the traffic service of the Domodedovo ATS Center, for a very informative and interesting story about the work of dispatchers!

Taken from tankasan tower in Domodedovo...

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Can you track up to 20 moving objects at the same time?
Do you have the ability to see and evaluate the interaction of objects in three-dimensional space?
Will you be able to make one right decision in 25 seconds and manage to give commands to emergency services?
Do you have at least ICAO level 4 aviation English?
You are not subject to stress and external noise and light influences?
Are you in perfect health?
Do you have a fast reaction time?
Can you work in a team?

If you answer “no” to at least one of these questions, this profession is not for you. The Moscow Center for Automated Air Traffic Control (MC AUVD) employs people who not only meet all the requirements listed above, but also have individual, unique professional skills, without whose control not a single aircraft will take to the skies today ...

So what calls people to this complex and responsible profession, the price of a mistake in which is extremely high? Is there a share of romance in this aviation specialty, love for the sky, for aviation, or is everything decided by a fairly high, by today's standards, salary and prestige?

Let's try to figure it out, and the deputy director of the MC AUVD Alexander Povaliy will help us with this. Alexander Pavlovich has worked at the center for more than 40 years...

And it all started back in 1981 ... Then Moscow air traffic controllers began to master the TERCAS system, which was new for that time. The Swedish equipment was installed in the newly built technological building of the MC AUVD. This system is still in use today, along with two redundant modern monitors. In a separate simulator class, equipment similar to the main equipment is installed, on which both the dispatchers themselves and the trainees train ...

Workplaces are quite comfortable even today, despite the past years and the commissioning of new systems and equipment. The warm light of a large round screen, black matte skin panels - everything is set up so that the dispatcher is completely immersed in the space he controls, without being distracted by external noise and irritants. It is believed that an experienced dispatcher already sees a picture in his head, which will be displayed on the monitor only after a few minutes. All his commands are mentally prepared in advance and are only waiting for the issuance. But this is in a normal, calm environment. And if suddenly an emergency situation on board or the weather begins to surprise - the load increases significantly ... Therefore, the time spent at the monitor (screen) is strictly limited and after a couple of hours the dispatcher gives up his place to a colleague, and he goes to the rest room for 20 minutes ...

Structurally, the center is divided into two large components: ADC - aerodrome control center and ADC - area control center. ADC manages air traffic in the areas of airfields and approach zones (a space with a radius of 100 km from Moscow). ADC has 9 sectors (4 directions), which have both geographical boundaries and altitude division. The lower approach sector is from 1800 to 3600 meters, the upper approach sector is already higher. Each sector has its own radio frequency (VHF range). In the areas of airfields, the aircraft are transferred under the control of the Krug controller. His area of ​​​​responsibility is almost immediately after the plane takes off from the ground, and during the landing approach - until the fourth turn ...

ACC manages air traffic on air routes (23 sectors, 530 controllers). There are usually no sharp maneuvers on the echelons, so everything is calmer and the size of the sectors is correspondingly larger than in the ADC. Sectors are divided only by geographical principle without height division. The ACC sectors border with the same sectors of other ATC centers of the country and neighboring states: St. Petersburg, Rostov, Samara, Ukraine and others. Each dispatcher has access to his sector, which he regularly confirms. To work in another sector, a separate internship and training is required, followed by certification and obtaining the appropriate permit (there is a salary supplement for each additional sector)

In 2007, due to the transition to a new ATC system, it was decided to build a new Air Traffic Control Center. The equipment of the center and the software were entrusted to the Almaz-Antey Air Defense Concern ...

The new building is beautiful and spacious. The eye is pleased with a pleasant combination of colors and finishes. Lots of glass and sky blue...

The air traffic controller controls the aircraft throughout the entire flight period - from starting the engines and taxiing out of the parking lot and ending with the arrival of the aircraft at the parking lot after the pilot has landed. Its main function is to ensure the safe, orderly and regular movement of aircraft within its assigned area of ​​responsibility. Taking into account the specifics and distribution of controlled areas and objects, an algorithm for working in the new traffic control center was created. The location of the workplaces of air traffic controllers corresponds to the geographical directions of the approaches. Additional sectors are responsible for going beyond the zones. Reserve sectors are also equipped with identical equipment, which will be required after the transition to the new airspace. Separately equipped places for senior controllers and controllers-operators and the flight director. All are gathered in a single room, but spatially somewhat separated from each other ...

Konstantin Oleinik, head of the ADC (regional dispatch center), spoke in detail not only about the general tasks and structure of the new center, but also about the specific equipment of the air traffic controller workplace. First of all, of course, these are large modern monitors with anti-glare coating, which provide information about the movement of aircraft, the meteorological situation and many additional parameters necessary to obtain a complete picture of the air situation in the control zone. Additional monitors are responsible for the main and backup radio communications with both the aircraft in the air and with ground services and controllers of neighboring areas. Another additional monitor is reserved for auxiliary information ...

Now the system is working in test mode without radio communications, but with the real situation in the control zones. Testing is carried out by the dispatchers themselves, who alternately take a shift at a new center during their duty. The engineering staff is simultaneously debugging equipment ...

One of the important factors in ensuring convenience in the workplace is its ergonomics. For example, chairs, in addition to the basic requirements for them in maximum convenience and comfort, must also be strong enough, with a metal base that can withstand constant many hours of stress ...

In the hall there is always the same-smooth soft lighting at any time of the day and optimal climatic conditions are maintained regardless of the time of year. Commissioning of the new automated system is planned for this year, so dispatchers need to get used to their new jobs. It is the air traffic controller who takes measures to maintain safety in the event of a difficult air situation and special flight situations by providing safe intervals of longitudinal, vertical and lateral separation. Behind the outward calmness lies a huge inner tension and responsibility, which are the higher, the more complex the sky is - in such a boundless, huge and at the same time so cramped .... These “invisible people” are the hope of all those who are currently in the cockpits, at the helms or sidesticks of their ships. They trust and believe that in any situation they will be helped and prompted, they will do everything possible to safely return to earth ...

But what if the soul demands to see the planes not in the form of symbols on monitors, but really, with your own eyes, to hear the sound of their engines, a rapid takeoff and a soft landing? And here is the solution. But for this we have to move here, to the control tower of the airfield ...

The tower, or rather the Vnukovo air traffic service center (ATS VTs), is a branch of the ATMS MC ...

Oleg Viktorovich Fedoseev, the head of the traffic service of the VTs ATS, began his story about the Vnukovo control tower with a simulator to simulate a real airfield situation. It is used to train the dispatcher from the workplace from which he will have to work in the future. The equipment installed here is similar to the one on the tower. It is possible to simulate any situations, both weather and technological ones, in order to work out a clear and well-coordinated algorithm of the air traffic controller’s action…

The professional skills of tower controllers are very different from those of their counterparts in the ATC center. The picture here is rather two-dimensional, but it also requires increased attention. At the same time, dozens of pieces of equipment, aircraft, service personnel move across the field. Incoming aircraft “hang” in the sky and take-off boards soar, there is movement along taxiways, constant requests for engine starts follow ...

At the same time, the dispatcher has to keep a huge amount of information in his head (it doesn’t matter whether it’s an apron, taxiing or starting) - to analyze and predict the development of the situation, to know all the designations of taxiways and main tracks, parking numbers, weather conditions, friction coefficient, repair work areas and all kinds of restrictions and prohibitions . Be ready and instantly respond to any emergency situation on the field - whether it is an aircraft leaving the runway, or a fox suddenly appearing on the field from a nearby copse ...

Control over the movement of everything that can move on the platform is carried out simultaneously both on monitors and visually - the terminal building is clearly visible from a height of 40 meters ...

Quite recently, the next stage of the integrated system for monitoring the position of aircraft and special equipment on the platform CrossPoint using the GLONASS satellite navigation system was introduced at the airport. During the next stage of implementation, the equipment of all airport apron equipment was completed - more than 800 units. The basic function of the CrossPoint system is to display the actual position of aircraft, both in parking lots and in the process of taxiing along the airfield, as well as special equipment on the apron, with the preservation of historical information about all movements for several months ...

It’s good when the weather allows you to visually see the approach, but it also happens that you have to wait for the moment of landing only according to the report of the crew, wait and hope that the pilot will cope, which means that, for his part, the dispatcher did everything correctly and accurately, did everything that depended on him. At such moments, the nerves are strained to the limit, and the sense of responsibility is aggravated as much as possible ...

The tower offers a view of the entire airfield. Those sectors that for some reason fall into the “dead zones” are equipped with special additional video surveillance cameras. The controller must see and control every meter of the airfield. Additional radars track the coordinates of landing and taking off aircraft until they are transferred to the circle controllers ...

Sports are given a special place in the MC AUVD. It has its own football and hockey teams. Sections for volleyball, arm wrestling, tennis, etc…

The corridor between the buildings is occupied by photographs on the "Wall of History" - a chronicle of front-line, labor and sports exploits of the workers of the center. There is something to remember and something to be proud of for new generations. For the most part, people come to work at the center consciously and for a long time, as a rule, as long as their health and age allow, so there is practically no staff turnover. Despite all the difficulties and difficulties, a colossal nervous load and the constant need to improve personal skills and qualifications, the profession of an air traffic controller becomes the main and beloved for him for life ...

So what is it like to be an air traffic controller? What makes young people consciously choose this particular path to aviation, because the competition for training in the specialty of air traffic control is always quite high ...
Difficult? - Yes very!
Responsibly? - Probably too much!
Hard? - And how! The profession of an air traffic controller occupies one of the first places in terms of psycho-emotional stress on the human body. But the feeling that it depends on you, your team, exactly how the planes fly, at what height, with what course and speed. Understanding that it is you, and no one else, helps them see and interact with each other, share this endless sky, feel free, easy and, most importantly, SAFE in it, as if in a vast ocean. Isn't this the very romance of the profession, for the sake of which a person goes to all these hardships and trials ... Everyone who is somehow connected with aviation has “his own” sky. For air traffic controllers, it’s like this - a lifetime ...