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Is it necessary for a civil aviation pilot to know English. Pilots of civil aviation: training, features of the profession and duties. Fighter piloting

The profession of a pilot is very complex by its very nature. It requires great endurance and emotional stress. There are flights that last almost 14 hours, and all this time the pilot should not be distracted from work - he needs to observe the instruments, check their serviceability. What does it take to become a passenger plane pilot and how to become a civil aviation pilot in Russia - this is of interest to many who are in love with the sky.

The pilots themselves say that in itself it is a very beautiful work. However, it is also dangerous, although it is not officially recognized as such. Indeed, during the flight, various emergency situations can arise - from engine failure to a terrorist attack on board. A pilot must be prepared for any of these situations and know what to do and how to do it. And how to become a civilian pilot in Russia?

In general, the pilot must not only control the aircraft during the flight, but also prepare for the flight, inspect the aircraft before departure, and be able to manage the crew of the liner.

The most important thing is to ensure the safety of each and every individual passenger on board. This is a huge responsibility that falls on the shoulders of the pilot, especially the PIC.

What is needed for this?

First of all, of course, very good health. Pilots regularly undergo honey. commission, as well as before the flight they are examined by a doctor.

Excellent vision and hearing, an excellent eye, impeccable mental health, a good vestibular apparatus - this is not yet a complete list of health requirements for pilots.

The job of a pilot is complex and stressful.

Work experience, availability of certificates, permits and a diploma of graduation from a flight school, as well as good knowledge of English, also play an important role in the development of a future pilot.

As for the FAC, they also need to be a Personality with a capital letter. After all, it is they who make all the major decisions regarding the flight and during emergency situations.

You have to be constantly focused and attentive. The slightest mistake can cost the lives of not only the pilots themselves, but also all passengers on board.

Where in Russia are they trained to become a civil aviation pilot?

There are only a few educational institutions in Russia where future pilots are trained. It's quite difficult to get there. To do this, you must have excellent health (before admission, you must pass a medical commission) and pass exams in basic technical disciplines.

At the same time, if during training, health deteriorates (at least in one indicator), then they can be removed from training.

Ulyanovsk Higher Aviation School and St. Petersburg Academy of Civil Aviation- these are the best flying schools where they study for 5 years.

Omsk LT College of Civil Aviation, Sasovo Flight School of Civil Aviation, Krasnokutsk Flight School and Buguruslan Flight School - a list of other educational institutions where training lasts 3 years.

It is even more difficult not to enter there, how much to graduate. After all, theory is one thing, and quite another thing is to be in a real cockpit.

After graduating from college/academy

When a future pilot graduates from him only 150 flight hours. This is very small, because to become a pilot of a passenger airliner, you need at least 4,000 flight hours.

At the moment in Russia there is a huge problem in order to accumulate the required number of hours. The Soviet Union had a well-established system for training pilots of passenger liners.

Initially, they worked on forest protection or other similar aircraft. Then they transferred to domestic airlines and the last stage was international flights.

Pilots learn throughout their lives.

Now this system no longer works. For this reason, airlines have to hire pilots with a minimum set of flight hours. It is sad, but it is directly reflected in the level of flight service.

Some of the pilots go abroad and gain experience there, working as a pilot for small companies or as an instructor. For example, in the USA such work allows you to earn money.

On the contrary, in Russia nothing is paid for it. Also individual companies have their own flight schools, training in which makes it easier to find a job.

In addition, you must have a special license as a line pilot or commercial pilot. To get them, you must graduate from an academy or college. It's kind of like a driver's license that allows you to fly a plane.

Plus, pilots have categories - 1, 2 and 3. Respectively, To get the first category, you need to unlearn 2 and 3. And in general, throughout their careers, pilots take various advanced training courses. And this means that pilots need to learn constantly.

How to get a job with a major airline?

As noted above, for this, first of all must have a large number of flying hours and a commercial or line pilot license.

To get a job in a good airline, a pilot must have a certain number of hours.

Of course, each individual airline has its own requirements for candidates. For example, how to become an Aeroflot pilot from scratch?

To do this, you must have for each aircraft model at least 500 flight hours, and he must also know English at level 4 on the ICAO scale. It is an international organization under the UN. It is she who sets the rules and regulations for civil aviation around the world.

Education must be higher or secondary with the title of pilot. A break in work should not exceed 5 years, and you already know about the presence of a line pilot certificate.

What is required to get a job as a flight attendant and what their salary is indicated and

The profession of a pilot attracts and interests many. After all, there is a certain romance in these takeoffs and landings, command of an aircraft, in the sky and clouds. And besides, pilots make very good money. According to statistics, their profession is in first place in the TOP of the highest paid jobs. Naturally, many people have a question: how to become a civil aviation pilot.

According to experts, in any case, you can become a pilot only if you have a flight certificate in your hands. Without him, no one will be allowed to take the helm. To date, there are three types of such access rights to the sky:

Private pilot
Commercial Pilot
Linear

The assignment of each of the categories occurs gradually and necessarily one after another. It is impossible to jump over several steps at once. In addition, pilots are also divided into categories of 1,2 and 3. The first one here is the highest. To get it, you must first get the second and third. Accordingly, it will be necessary to master advanced training courses, etc.

Piloting training today is carried out in:

flight schools
Civil Aviation Academy
Flying clubs of a commercial nature

The first two options involve more serious training, so they produce more reliable professionals who later become civil aviation pilots. Commercial clubs mainly train amateur pilots who are available to fly small craft and just for their own pleasure. Such courses cannot be classified as serious educational programs.

What is required for admission to an educational institution

Many universities that teach pilots have budget places. And this means that those who really want it have a chance to do so. The rest will study on a paid basis, and the price tag for such studies is quite high. But it is important to remember that there is a strict selection process in such educational institutions. So, for example, even before all the entrance examinations, the applicant will have to undergo a rigorous medical examination and pass the necessary standards. Among the main examinations, the work of the following body systems is checked:

Cardiovascular
Respiratory
vestibular apparatus
vision

In addition, the student, and in the future the pilot, should not suffer from drops in blood pressure. The same commission will be held in each year of study. And then, when the student has already got a job, such checks will suit him before each flight. After all, he is responsible for the lives of hundreds of people, so he cannot afford any deviations.

What programs are studied

Pilot training, for example, in Russia, is in the following specialties:

The capabilities of the aircraft during its operation
Theoretical and practical classes on liner control
Working with maps and routing
Aerodynamics
Meteorology
Engine Design Fundamentals
Conducting skydiving
Providing first aid and acquiring the necessary medical skills
Language upgrades

A prerequisite is a certain number of hours of practicing the acquired knowledge on special simulators and in simulators that fully reflect the real cockpit. They take on a wide variety of situations.

What types of liners can be trained

Today in Russia they are trained to be pilots of various types of civil aircraft, both Russian and foreign. This is due to the fact that the Russian aviation industry has many different foreign aircraft in its arsenal. Under them, special simulators and simulators are used. Teachers pay special attention to technical characteristics and features.

Later, pilots have to regularly retrain and build up their professional experience in order to be able to develop with the industry and choose modern ships.

How to get a job

Question: how to become a pilot is quite difficult. After all, a graduate, even if he is a red diploma student and a gold medalist in one person, is unlikely to be immediately taken on as a full-fledged pilot on a flight. He definitely needs to practice. After training, such a graduate will have the title of commercial pilot. In a crew of more than one person, he can only fly as an assistant or co-pilot.

A pilot is hired by an airline according to the following scheme:

He must have a completed education and a flight certificate in his hands. Such a document also has its own category - for civil aviation pilots, the categories of a commercial pilot or a linear pilot are required
The results of the passed medical examination
Successful delivery of material, both oral and written
The number of required number of flights - the pilot receives them for controlling the aircraft in different conditions (after graduation, the student has only 150 hours, to obtain the category of a line pilot, 4,000 hours of practical flight are needed)

You can get the category of a line pilot only if you have an impressive flight experience both as a commercial pilot and as a commander. In this case, he has a chance to get a job in a large airline without any problems.

Choosing the profession of a pilot is a worthy choice. After all, pilots help people quickly get to their desired destination. At the same time, the work is so nervous and difficult - after all, the pilot has a huge number of human lives behind his back, and he has no right to make a mistake. If he does them, the result can be. And this is all constant nervous strain. Plus, pilots are affected by pressure drops, which also negatively affects their health. And all these factors should be taken into account before deciding to become a civil aviation pilot.

Civil aviation is a unified and standardized area of human activity. National and international flights are carried out according to the same rules.

Civil aviation pilot training systems practically do not differ between countries. If there is a desire and free funds, anyone can learn to fly an airplane and become a certified amateur pilot.

Pilot training: types

Training programs and skills requirements vary depending on which aircraft and for what purpose the person is going to fly.

In total, there are 3 types of licenses for operating a civil aircraft (in Russia - certificates).

Table 1. Types of piloting licenses.

Type of certificate	Analogue of the license in the USA and Europe	What does it entitle
PPS - Private Pilot License	PPL - private pilot license	management of private small aircraft, without making a profit
SKP - Commercial Pilot License	CPL - commercial pilot license	piloting commercial aircraft (cargo and passenger with a number of restrictions)
SLP - Line Pilot License	ATPL – airline transport pilot license	to control an air vehicle operating line flights (mass passenger transportation, including as a first pilot)

Recreational pilots have the opportunity to obtain a Private Pilot License (PPL).

Where do you learn to fly an airplane?

In Russia, aviation training centers are engaged in training and issuing certificates. As a rule, there are such centers in every region, and in some, for example, in the Moscow region, there is not even one.

Training time - from 6 months. In principle, you can learn to fly faster. But flight schools have their own standards, which do not allow, for example, to fly more than 3 hours a day.

Flight practice is often limited to 1-1.5 hours. However, they do not fly every day. Plus - theoretical lectures.

In flight schools in the USA and Europe, if desired, you can study for 6 months. There are intensive courses in which the full curriculum can be mastered in 3-6 weeks. On an intensive course, they fly daily for 3-6 hours. It is believed that daily practice allows you to learn to fly faster and more efficiently.

How is the flight training going?

In order to learn how to fly, you need to master two courses: theory and practice.

Thematic courses are taught in specialized training centers. Some information can be gleaned from textbooks. Features of the device of the aircraft, its flight characteristics are contained in the operational manual.

Theoretical course for pilots

The pilot must learn the following theoretical aspects:

elements of aerodynamics;
device and design features of the aircraft;
operation of onboard equipment;
aviation meteorology;
aircraft navigation;
training in pilot-controller slang.

What a person who takes the course should know and what skills should he/she learn:

know the basics of aircraft control;
know the characteristics and operating limitations of a particular aircraft type;
be able to calculate the center of gravity of the aircraft;
be able to calculate the effect of loading on flight characteristics;
have route planning skills;
have an understanding of the principles of control of probabilistic threats and human errors;
have an idea about the algorithm of actions in an emergency;
understand and analyze meteorological reports;
be able to use aeronautical charts;
know aviation codes and abbreviations;
have the ability to communicate with dispatchers.

In fact, all of the above is not as difficult as it might seem at first glance. Despite the fact that the course is theoretical, the information given on it is purely practical.

All this knowledge and skills are tied to a specific aircraft. Those. theory is given in a limited and dosed way, without loading students with unnecessary information.

The essence of theoretical studies is not that a person knows everything about aerodynamics at the level of an engineering university, but that he has basic information that will make the behavior of an aircraft understandable to him in certain conditions.

Practical course for pilots

Practical classes are held in parallel with the theoretical course. On the first sorties, the aircraft is controlled by an instructor, the student observes and acts as a co-pilot. At a certain flight time, the instructor and the future pilot change places. At this stage, the student assumes the function of the aircraft commander, and the instructor prompts, corrects, and insures him against wrong actions.

In addition to flying during the daytime, it is necessary to learn how to fly at night, according to instruments, in the absence of visual references, to be able to overcome a long flight with several landings.

Table 2. Flying Requirements for Beginner Recreational Pilots in Various Countries

standard	Requirements in different countries
standard	Russia		Europe
Minimum total flight hours	40	40
with an instructor independently along the route
Number of flight hours by instrument	1	3
Hours of night flights	3	3
Number of takeoffs and landings at night	5	10, 1 night flight at a distance of at least 185 km
One long route with the number of landings / takeoffs at various airfields	270 km., 2 at 2 airfields	278 km., 3 on 3 airfields	2 at 2 airfields

As can be seen from the table above, flight training requirements for pilots in the United States are more stringent: they involve a greater number of flights at night, including one long, 3-hour flight in the absence of visual references, and the passage of one route with 3 takeoffs / landings on different airfields.

It should be noted that the flight requirements given are the minimum. Nothing prevents schools from increasing the duration of training, including flight practice, if there are reasons for this (for example, due to the fact that a person is slowly mastering the technique).

In particular, some American flight schools offer intensive three-week pilot training courses with 60 flight hours. At the same time, every week there are 20 hours in the air, which, with daily flights, averages 3 hours a day.

Upon completion of training, pilots pass a theoretical exam and make a test flight. If the results are satisfactory, the aviation training center issues a Private Pilot License to the applicant.

What does a Private Pilot License entitle you to?

A licensed private pilot has the right to:

Fly within the borders of the country that issued the certificate on a certain type of aircraft (the one on which the training took place).
Quickly retrain for flying on other types of aircraft.
Having confirmed the Certificate abroad (by passing the exams without training), you can get a license for the right to pilot in any chosen country.

All civil aviation licenses issued in the world are standardized by the International Civil Aviation Organization (ICAO). This means that they are international driving licenses for private jets.

How much does it cost to learn to fly an airplane?

The cost of training depends on the aviation school, the type of aircraft used. In Russia, you can learn how to fly an airplane for $7,000-$8,000 thousand (500 thousand rubles).

Cheaper schools operate in the US and Europe. However, travel, living expenses, a visa, and a mandatory language exam will bring the total cost of education closer to $8,000-$10,000, and possibly more.

At the same time, American education is traditionally considered the best. At least from an organizational point of view.

What if I want to fly big planes?

You can learn commercial or linear piloting in Russia at specialized higher educational institutions after completing a full 5-year course.

In Europe and in the USA, this is easier. For 8 months you can get a commercial pilot license. For 12 months - become a real pilot of a linear flight with the right to control large passenger liners. The cost of such courses is from $50,000.

Every day I receive a lot of letters in the mail with the same question: "how can I become a pilot at 35 (36, 42, 54 ...).?"
as far as possible, I try to answer everyone or give links and contacts of those people who have already gone this way.
Here is another example of how dreams are achieved:

Original taken from fokindima in Aerodrome flights (Base Flight)

A brief historical background on how in this life there is a place for a dream to come true:

August 2011 - a thought, an idea, a DREAM was born in my head!!! I clearly remember where, when and how it was, and from memory it will never go away!

From August 2011 to August 2012, I surfed the Internet, forums, LiveJournal of active pilots and pilot students (it was the understanding of the complexity, at that time, of searching for bits of information about studies and possible options for studying to become a pilot that prompted me to conduct this LiveJournal and, if possible, describe in detail what is happening on my path - for those who follow and as a token of gratitude to those who helped me in realizing my dream with their help, texts, photos, comments, advice) in the search for information.

On March 17, 2012, he posted on LiveJournal the first one-sentence entry “How to become a pilot at 32?” (the correct answer, in relation to me, as it turned out, was simple - “at 32 there’s no way, but by 34 you can have time”)

On May 20, 2012, he took the first step - he flew to Barcelona to pass the European Aviation Medical Commission and get acquainted with two flight schools in Catalonia

On September 11, 2012, he took the second step - he flew to New York to begin his studies as a commercial pilot at the AcePilot Inc. school. in Pennsylvania, USA

On October 09, 2012 he made his first independent (solo) flight

November 20, 2012 became a Private Pilot (Amateur Pilot)

December 31, 2012 received IFR approval (for instrument flight in adverse weather conditions)

February 28, 2013 became Commercial Pilot SE (Commercial pilot of a single-engine land aircraft)

March 01, 2013 became Commercial Pilot ME (Commercial pilot of a multi-engine land aircraft)

From March to September 2013 spent on: passing VLEK, enrolling in the 1st year of the correspondence department of the second higher education at St. Petersburg State University of Civil Aviation at the Faculty of Flight Operation of Civil Aircraft, studying Russian FAPs and the theory of Soviet textbooks, passing English to the IV level of ICAO, passing various courses and obtaining permits, pilot validation, constant job searches and interviews and endless study, study, study ...

In September 2013, he successfully passed the professional selection in Airlines "Moskovia" and from October 28, 2013 began his studies at the Training Center SuperJet International in Zhukovsky by plane Sukhoi Superjet 100(RRJ-95B) .

On December 19, I passed the exam on the FFS simulator and successfully completed my studies, having received a type rating. Before receiving the RRJ-95B pilot's certificate, there was one step left - airfield flights.

On January 15, 2014 at 10.53 am Moscow time, I took off a Sukhoi Superjet 100 (RRJ-95B) jet passenger aircraft from runway 32L of Domodedovo Airport (UUDD) and headed for Zhukovsky Airport (Ramenskoye - UUBW) to perform training airfield flights.

DREAM COME TRUE!!!

And now about the flight itself. Its goal is to acquaint the pilot with a real aircraft (although once again I note that there is practically no difference between flying on an FFS and on a “live” aircraft), to see how he is ready to transfer the acquired skills on the simulator to the cockpit, is able to fly in real airspace and just get used to (or "feel" it) the aircraft.
The departure of the first group was scheduled for Monday, 01/13/14. 4 pilots were supposed to fly, I was in reserve. We arrived at Domodedovo at 8 am, but the road "there" clearly spoke of the illusory chances of flying off today. It was snowing, visibility was very poor, and the edge of the clouds hung low above the ground. For the first time in our lives, we passed through the service entrance of Domodedovo "For Crews"

We stood near the checkpoint, waited about an hour for the weather to improve, but in the end, since the weather in Domodedovo was below the required minimum for departure and the Ramenskoye airport (UUBW) in Zhukovsky was closed due to bad weather, the instructors made the final decision "We do not fly." Since airfield flights consist for the most part of visual flights around the airfield, appropriate weather is needed - visibility of at least 2000 meters and cloudiness (vertically to the bottom of the clouds at least 150 meters, horizontally - at least 1000 meters).

On Tuesday, January 14, 2014, I was told that I could not come to Domodedovo, because all those who arrived on Monday are alive and well, and on Tuesday they should arrive in full force. As a result, the guys successfully flew off and I began to look forward to Wednesday, 15.01. On Tuesday evening, the exact list of 4 pilots who will fly on Wednesday became known.

On the morning of January 15, 2014, I woke up at 5:45. Left Khimki at 6.45. At 8.00 I was in Domodedovo. At 8.30 gathering. All pilots have arrived. Very experienced instructor pilots were supposed to fly with us as instructors. SuperJet International - Kurov Andrey Vasilievich who is also a test pilot CJSC Sukhoi Civil Aircraft, and Kirpichenko Oleg Georgievich. The instructors have arrived. We went through security control (checked the pilots, the presence of us in the mission for the flight, personal search), then we went through a medical examination (they measured the pulse and wrote down the full name and a / c, pulse, date of the last flight in some journal), went to the briefing rum. There, PICs and co-pilots prepare for the flight - they watch weather reports, NOTAMs, study their flight plans for the upcoming flight, receive collections of aviation charts and diagrams, balance and load calculations for the flight, hold briefings with senior flight attendants.

The instructors received the necessary documentation from the dispatchers and let us familiarize ourselves with it. What he noted - loading fuel almost "to the brim" - 12200 kg. Otherwise, nothing particularly remarkable. After reviewing the documents, we waited for the Ramenskoye airport to approve our flight and went to the platform. The weather was frosty - about -10. Immediately after leaving the building there is a parking lot for minibuses that take pilots to planes that are not at the gates with "sleeves", but in open parking lots (like our plane). The driver took us to our handsome c with registration number RA-89021 "Yuri Sheffer" (board Airlines "Moskovia").

First of all, the instructors showed us how to conduct an external visual inspection of the aircraft, what to pay attention to when doing so.

After that, we boarded, and the instructors took the plane from the mechanics for the flight. We determined the order (I asked to fly first, because it gave a chance to take off from Domodedovo), said goodbye to the mechanics, closed, took our seats and began to prepare the plane for flight. We prepared the cockpit, FMS, listened to the current weather, the instructor gave a briefing, requested permission to fly, then a request for towing, towing to stand 20 to start the engines (aircraft from their stands are first towed to specially marked places on the airfield map where they are allowed to start engines, and from where they will then start moving along the taxiways under their own power), starting the engines at stand 20, taxi request to RWY 32 left, taxiing. On taxiing, before the last taxiway, the escort car left us and the instructor handed over control of the aircraft to me, after which I taxied to the runway. At the end of the taxiing, the dispatcher gave us permission to take an executive start and take off at a heading of 316, climb to 900 meters. After reading the before take-off checklist, I taxied to the runway in the center, took out the ores for 50%, received the instructor's confirmation of the stabilization of the speed, released the brakes, set the takeoff mode and we started the takeoff run:

- Take Off, Time(Pilot Flying command to initiate takeoff and to set the Pilot Non-Flying timing)
- Thrust set(confirmation by PNF that the engines are in takeoff mode)
- Flight Director, Take Off(PF reads current FMA status on display)
- Checked!(PNF confirmation)
- one hundred(PNF command to reach 100 knots)
- Checked!(PF confirmation)
- V1 Rotate(PNF command to reach speed V1 and almost immediately command to start take-off from the runway)
And I began to take off the nose landing gear from the runway, the plane confidently took off from the runway and began to climb. The ground below us went lower and lower. We retracted the landing gear, I turned on the autopilot, climbed to the allowed altitude, turned on the autothrottle and, having accelerated the speed, we retracted the flaps, after which we received the dispatcher's permission to go on course to Zhukovsky.

I made my first takeoff on a Sukhoi Superjet 100 jetfrom Domodedovo airport!
The clock was 10.53 (6.53 UTC) - 01/15/2014

I will make a small comment about seating in the cockpit during training flights. On the left, in the position of the PIC, one instructor is sitting (in our flight, Andrey Vasilievich Kurov was sitting on the left), on the right, in the position of the co-pilot - a trainee pilot, in the middle / behind, in the position of the “observer”, the second instructor is sitting (he helps to follow the first instructor for radio communications, as well as very carefully following the entire flight, the actions of the trainee pilot, if necessary, commenting on them or issuing recommendations). The instructor on the left - conducts all radio communications, gives instructions to the trainee pilot, on landing changes the configuration of the aircraft before the next takeoff, monitors the actions of the trainee pilot, conducts a briefing of each lap, in which he reminds of the task and its features on each lap.

In total, the trainee pilot needs to fly 8 laps.

First lap - instrumental approach on autopilot with autothrottle on ILS with touchdown. After touchdown, on the run, the trainee pilot keeps the rolling aircraft on the runway centerline, and the instructor changes the flap configuration from landing to takeoff, sets the desired value for the horizontal stabilizer and gives the “Ready” command, which is an instruction for the trainee pilot to give takeoff mode and start takeoff. With this landing, the pilot does not use the brakes, reverse and speed break (air brake).
The second lap is an instrumental approach in manual ILS mode on directors (i.e. without autopilot and autothrottle, but the directors' bars show “where” to fly to the pilot), with VLOOKUP (decision-making height) - going around.

The remaining six laps are all visual and only “on hand” (without autopilot and autothrottle). Circle flying at an altitude of 600 or 300 meters. The last 2 laps - with an imitation of engine 1 failure (but the engine does not turn off at the same time, but simply the engine of this engine is put on "idle gas", the trainee pilot controls the engine of the "serviceable" engine). In these 6 laps, two landings are made to a complete stop (including on the last lap - to change the trainee pilot), one go-around and 3 touch-n-gos.

My part of the flight took place with heavy traffic of the military, the Ministry of Emergency Situations and flight test pilots CJSC GSS next, new, side Sukhoi Superjet 100. Therefore, I was lucky to fly for a long time - the entire flight lasted an hour and a half (instead of the usual 50-60 minutes) - I had to “cut” circles of 360 degrees in the region of 3 turns (sometimes several circles in a row), sometimes “lengthen” the downwind to miss the next incoming to land on board, but I was only happy about it! When else will you be so lucky to fly visually and on your hands? As a result, I flew off my “norm” and went to the salon to rest (again, a rare opportunity to fly in luxurious business class seats!) And watch what was happening out the window.

During the flight of the third trainee pilot, the Ramenskoye airfield was closed for half an hour for test flights, and we had to sit down to wait. After the opening, the third pilot flew his program, but the fourth one did not have enough fuel for its complete “departure” and he managed to make only 4 laps out of 8. There were 2.5 tons of fuel left, but it is not known how long we would have to wait for landing at Domodedovo even after changing on the runway trainee pilot to instructor, we headed for DMD. Kirpichenko Oleg Georgievich “carried” us to Domodedovo and we sat down almost “right off the bat” without any waiting areas and long arrival schemes. There are still more than 2 tons of fuel left and, in principle, it could be enough “to spare” for 4 laps, but because the risk in aviation is unacceptable, so the fourth pilot will have to fly his 4 laps next time. The entire flight took about 5.5 hours (they took off at almost 11 am, landed around 5 pm, plus stood in Ramenskoye for half an hour).

We landed on the runway, taxied to the parking lot, waited for the towing by a tractor to the parking lot, the instructors completed all the necessary procedures after the flight and handed over the plane to the technicians. After that, a minibus was called, which brought us back to the terminal. While waiting for the driver, I managed to take photos with the instructors:

Photo with Andrey Kurov

Photo fromKirpichenko Oleg Georgievich

At the air traffic control office they handed over the suitcase with aeronautical manuals and at about 17.50 we all went home.
Now we have to wait until SuperJet International will issue all the necessary documents and issue a certificate of mastered aircraft type. Then it will be approved by the Federal Air Transport Agency and you can expect your observation flights (most likely there should be six of them). In the meantime, study, study, study! J

P.S. Thanks a lot:
P.P.S. Don't give up on your dreams and they can come true!

P.P.P.S. Moskovia Airlines flies

Thanks to Mikhail Polyakov ( michaeldec ) for providing photos of our airfield flights!

P.S.
And once again I apologize for the delay in posting in the diary. Really not enough time! Today I am already in Phuket, in five hours I will fly home, and then ... And then I don’t know yet.

Since childhood, many boys have been worried about the question of how to become a pilot, because this is a purely “male” and very romantic profession. With age, many forget about it and change their interests, but there are those who remain true to the goal to the end, since becoming an airplane pilot- it is their lifelong dream.

In order to obtain a license, you will need:

complete a special course;
undergo a very serious medical examination;
pass the written exam.

Next, you should receive a certificate that the training was successfully completed, “fly” hours (a commercial pilot must have at least 250 hours in the asset) and receive a document certifying that you have been qualified as a “pilot”.

Pilot Preparatory Program

The most successful in mastering the profession are those who really “sick with heaven” and do not think of life on earth, are not afraid of obstacles and will not “break down” in the first few years, which will be hellishly difficult.

But dreams are dreams, and first you need to graduate from a regular school or gymnasium, and it is desirable to have good grades in the school certificate, since poor students and triple students are rarely accepted into such institutions, realizing that they do not have enough perseverance and patience. By the way, you'll have to "push" into English- its knowledge is one of the main conditions for the admission of an applicant or student to a university or course.

Since becoming an aircraft pilot is quite difficult, and the profession itself is quite specific, it is better to take the first lessons at the age of 16. This will help you understand if the specialty is right for you or not, since theory and practice are different from each other. If your desire only grew stronger- look for funds to pay for flying school.

You can study to become a commercial or private airline pilot in parallel with your studies at another university or work. A professional pilot cannot afford such a “luxury”, he must devote all his time to this profession, since the training will be more intense, deep and long. A separate decision will require the question of how to become a military pilot, since one cannot do without military service.

flight training

Firstly, you can get the basic skills of a specialty in the army, where the training program will also include a practical part. But, please note that this option was the most correct 10-12 years ago, since today many airlines are trying to hire pilots with civilian rather than military flight experience, due to the serious differences between these types of flights.

Secondly, you can take qualification courses to obtain a certificate of apprentice pilot. In order to enroll in a course, you will need to pass a medical examination, carried out within the framework of the appropriate established form, that you do not have physical limitations that could prevent you from studying and further work "at height". Medical examination is paid, so check its cost in your region.
Thirdly, you need to enroll in a flight school or courses in a pilot training program, where there are practical tasks, in order to fly 250 hours. The cost of education depends on the level and reputation of the educational institution or courses, but varies between $ 8,000-20,000. The rest of the costs will depend on the qualifications you need.

At the end of the training, you will need to pass an exam in the form of a test of 100 questions and a control flight, which will be conducted by certified examiners. The task includes drawing up a flight plan and its implementation.

Flight experience

To obtain a commercial pilot certificate, as already mentioned, 250 flying hours will be required, but to get a job they will not be enough, a minimum of 500 hours will be required. You can “fly in” them, having entered the work of an instructor, find a place in small agricultural aviation, tourist aircraft, etc.

Don't forget about qualification grades, getting them in different areas:

By the way, from time to time you will need to update the medical certificate.

How to get a job

It is better to submit the first application to regional airlines, where the competition for vacant positions is minimal, since the schedule is very tight, and wages, compared to "big" aviation, are low. But do not worry, your task now is to move up the corporate ladder, earning a promotion and a good work schedule with your experience.

After 5-7 years, you can look for a more promising job, but do not hesitate, because the state of health and age in this profession are more important than anywhere else. There may be a “black streak” in work, as the demand for pilots either falls or rises, depending on the season and the state of the economy as a whole. Therefore, during the period of "stagnation" one can try to obtain a commander's certificate, which is the highest qualification level for a commercial pilot. In order to qualify for the position, you will need to fly 250 hours as a commander, as well as have 1,500 hours as a pilot.