Taxiing controller. “I see, I hear, I control”, or everything about the profession of an air traffic controller

On a day that comes once every 4 years - February 29 - we managed to get into the most important strategic facility, where security is provided an order of magnitude more seriously than at the airport: even paranoid people in the USA do not have such inspections at the entrance!

Meet the Moscow Center for Automated Air Traffic Control. This is where the controllers sit, controlling all the aircraft over the most active part of the European territory of Russia in terms of traffic. In the west, the center’s area of responsibility is limited to Ukraine and Belarus, in the north - by the territories of St. Petersburg and Vologda dispatchers, and in the south and east - by Rostov and Kazan dispatchers. 58-59% of all Russian traffic is right here: hypercentralization in our country is observed in all industries, and, despite the trends towards, it continues to grow in the Moscow region.

At the same time, Moscow airports are now hindering each other’s development. For example, the same thing, next to which the dispatch center is located, could serve 10 times more passengers (we are talking about the terminals themselves), but here Moscow is all around and effective schemes for using airspace are difficult to implement (and even the lanes intersect, that is, it is difficult to work maybe only one). The opening (Zhukovsky) will change little: there will be very little traffic there and this airfield is mainly used for experimental aviation, plus you can only enter from one side - on the other (course 123), again, Moscow and the airport will be in the air " intersections." Ostafyevo is also too close: in general, the further the airport is from Moscow, the better, but the development of airports or Tver remains in the plans for now.

TERKAS - developed in the 1970s, began operation in 1981.

The control center was opened in 1981. The USSR did not have modern equipment at that time and therefore, as usually happens, they called in the Varangians - in the sense, they bought the TERKAS system from the Swedish company Stansaab (later it became known as Datasaab, and then was bought by Ericsson). There was a whole story connected with this purchase: some of the system components were American-made, and the Swedes were unable to obtain export licenses for them (restrictions on the export of dual-use products in relation to Russia are still in effect in the United States). And then the Swedes relabeled these components and smuggled them to Moscow through Soviet diplomats. This was later revealed, and in 1984 Ericsson agreed to pay a fine of more than $3 million for violating export patents.

Now the warm lamp “TERKAS” is used for training dispatchers, and in the very center new equipment of Russian production, developed by the St. Petersburg VNIIRA Institute, is being launched. While debugging and development is taking place, the start of work is scheduled for April.

Professional Responsibilities

In order for pilots to safely take off and land the plane at the point of arrival, the aviation dispatcher must act clearly and correctly. And for this he must know well:

air navigation;
How do phenomena in the Earth’s atmosphere affect aviation, i.e. aviation meteorology;
instructions and rules on the distribution of aircraft relative to each other in order to avoid their collision.

An air traffic controller is able to control all stages of aircraft movement: takeoff, landing, taxiing, and movement of the aircraft at different altitudes.

Control and management of air transport is carried out by monitoring the situation in the airspace using a special monitor, more precisely four monitors and an observation window, to observe the real situation in the air and at the airfield.

Human lives depend on the attention and speed of reaction to air traffic controller situations, so people in this profession simply have no room for error. All their activities are aimed at ensuring that such errors in flight control do not occur.

What determines the salary of an air transport dispatcher?

Specialists who have high physical and emotional endurance can perform the work of an air traffic controller efficiently. In order to obtain permission to work, an employee must have a diploma of higher specialized education. He will not be hired without a conclusion from a medical expert commission on his professional suitability.

In addition, an air traffic controller needs to have a good knowledge of English in accordance with international standards. Increasing your English language proficiency can lead to a salary increase of up to 50%.

Additional bonuses

The working conditions of an air traffic controller are difficult. The dispatch service operates around the clock without breaks or weekends. That’s why I work as air transport management specialists in shifts.

A typical schedule is a shift from 14.00 to 22.00, rest at the dispensary, the next shift is 8.00 to 14.30. Debriefing and study of flight documentation from 14.30 to 16.30. Night duty from 21.30 to 8.30. Every two hours of work are alternated with a 20-minute break, but if high-intensity work is done, 10-minute breaks are taken every hour. Three days off between shifts. An air traffic controller's working time per week is no more than 36 hours.

Airlines provide additional benefit programs and bonuses to employees ensuring flight safety, for example:

young professionals can count on monetary compensation for the down payment to purchase an apartment; the amount of compensation in some airlines can reach 1.9 million rubles;
one-time financial assistance is provided to young specialists who start working at the airline;
specialists who do not have their own housing are entitled to 50% compensation for rental housing;
after five years of work, you are given the right to fly once a year to anywhere in the world for free;
tickets for spouses and children traveling with their parents-air traffic controllers will cost them half the price;
there is the possibility of free access to sports and gyms, swimming pools;
free trips to sanatoriums and health centers are provided annually;
annual paid leave 67 days.

How much does an air traffic controller earn in Russia?

Air traffic controller salaries fluctuate from 90 to 270 thousand rubles per month. An analysis of vacancies for specialists in this profile showed that companies organizing air services are willing to pay from 75 to 250 thousand rubles per month.

The average salary is 110 thousand rubles. This is significantly higher than the salary of specialists in other professions. Moreover, it is planned to increase the salary of air traffic controllers in 2017 by 25-30%.

In Moscow

Moscow air traffic controllers earn 60 – 250 thousand rubles per month, which averages 90 thousand rubles. and significantly exceeds the average salary in Russia and in most other regions of the country.

In St. Petersburg

The salary of air traffic controllers in the northern capital is relatively small. On average they earn per month 35 thousand rubles., maximum salary - 65 thousand rubles.

In other regions of Russia

The level of salaries for air traffic controllers in the regions of Russia is as follows.

In Saratov and Voronezh, the average monthly salary is 22-60 thousand rubles,
in Novosibirsk – 24-49 thousand rubles,
in Magadan and Vladivostok - 60 thousand rubles,
in Samara – 21-53 thousand rubles.

That is, there is no significant difference in the remuneration of air traffic controllers across different regions of Russia.

Air traffic controller salary abroad

The incomes of aviation dispatchers in Europe are significantly higher than those of their Russian colleagues.

Highest incomes in Germany and UK – 7 thousand euros(420 thousand rubles).
Air traffic controllers in France earn a month - 6.5 thousand euros(390 thousand rubles).
But earnings in Latvia and Poland are more modest than in Russia, in total 100 – 75 thousand rubles. respectively.
US air traffic controllers can be called the record holders for income; their monthly income is 8 thousand dollars(480 thousand rubles).

Retirement

One of the most important advantages of the profession is the right to early retirement. Male air traffic controllers can apply for a pension from the age of 50, and women from the age of 45, provided they have worked in the air transport flight control service for at least 12.5 years.

Pensions for air traffic controllers are low; the national average monthly pension is about 20 thousand rubles. Air traffic controllers who have earned a pension in the North can count on 25 thousand per month.

When an air traffic control service employee is decommissioned for health reasons before retirement age, compensation in the amount of 6 average monthly wages is due.

Compared to workers in other professions, aeronautical specialists receive a decent salary for their hard work. Specialists in this area are in demand in the modern labor market. Air traffic controllers are trained by civilian universities - civil aviation institutes in Moscow and Ulyanovsk and higher military schools in Krasnodar and Yeysk.

“Every year in Russia the number of air transportations is growing, both on domestic and international routes. New destinations are opening, and foreign airlines continue to expand into the country's airports. People are used to flying: business trips, business trips, vacations - flights have long become something commonplace. However, few of the passengers boarding the aircraft think about who actually controls this huge flow of arriving and departing aircraft and how this mechanism, which is in continuous motion, is controlled. Today we’ll talk about this in a little more detail using the example of the Domodedovo ATS Center, which is a structural subdivision of the Moscow ATC Center…” says Armen Gasparyan

(Total 27 photos)

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

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

4. After the aircraft is prepared for flight, the crew of the aircraft must obtain permission for this flight from the airfield control tower controller. Next, a few minutes before departure, the crew requests permission from the taxi controller to start the engines and, after receiving it, begins preparations for takeoff. The taxi controller also reports the route to the runway and authorizes taxiing to the so-called pre-launch - a place on the taxiway immediately in front of the runway.

5. After the crew’s report on the pre-launch, the taxi controller transfers the aircraft to the control of the launch controller, who authorizes the executive take-off, that is, taxiing directly onto the runway and alignment along its centerline, reports the conditions for takeoff, and after the crew’s report of readiness, authorizes takeoff .

6. After takeoff, the aircraft comes under the control of the Moscow Air Control Center (MADC). It is sequentially served by controllers: circle and lower approach, who 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 (AMZ), and, finally, the controllers of the District Control Center (RCC), who service the aircraft at the flight level.

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

8. Today, at Domodedovo Airport there are two parallel runways with headings 14L/32R and 14R/32L; the Heading and Glideslope System (CGS) operates in all four directions, allowing aircraft with the appropriate equipment on board to automate the landing process as much as possible and ensure flight safety at ICAO category III-A meteorological minimum (with vertical visibility up to 15 meters and horizontal visibility up to 200 meters).

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

10. For the effective operation of the two existing strips, it is necessary to commission another locator, 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 locator 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 level.

11. There are plans for the construction of 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.

12. Now the airport schedule is designed in such a way that from 7 to 23 hours at least 40 takeoff and landing operations are performed every hour in order to distribute the load as evenly as possible over time. Over the next year, with the introduction of a new airspace structure at the Moscow Airport, with both runways operating, Domodedovo Airport will be able to provide a capacity of up to 90 takeoff and landing operations per hour. In 2013, the peak load was 59 operations per hour.

13. In general, airport capacity is even higher than the approach can provide. This is also due to the fact that previously the distribution of flights between cost center airports 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.

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

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

16. In the calm working atmosphere that reigns in the treatment room of the Internal Affairs Directorate, it is difficult to believe that the people behind the controls are representatives of one of the most stressful and responsible professions!

17. 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 simultaneously). The dispatcher's work schedule should not exceed 36 hours per week. Dispatchers go on shift according to a schedule: day, morning, night. When leaving for a shift, a 15-minute briefing is carried out, another 15 minutes are spent on reception/handover of duty. After two hours of work, there is a 20-minute break, and at high intensity, close to the airport’s capacity, a 10-minute break after each hour of work. After night duty, three days off are provided. Vacation is 28 main days and 39 additional for harmful working conditions, which ultimately amounts to 67 days.

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

19. Each dispatcher undergoes a medical examination every two years, and every three years is required to receive a certificate of English language proficiency in ICAO category IV. Dispatchers retire at age 50, but this does not mean that the employee must quit right away. If the medical board allows it, and it is almost the same for dispatchers as for pilots of civil ships, then people continue to work. The main criterion in this case is health.

20. At the time of shooting, runway 14L was controlled by one dispatcher, and the adjacent one (14R) was controlled by two. At this time, planned work was being carried out at the end of runway 14L, and landings were not carried out on it; accordingly, the load was less. While runway 14R worked for both takeoff and landing, and was served by two dispatchers: a control dispatcher (works directly with aircraft crews - conducts radio communications) and a support dispatcher (controls traffic, ensures interaction with other services, maintains a takeoff log). landings and assists control, including operation of runway lighting equipment). The distribution of employees is handled by the senior dispatcher, guided by the current situation.

21. 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). 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 strip. The lighting intensity is selected based on the minimum meteorological visibility. If visibility at at least one of the points is less than 600 meters, the dispatcher informs the crew of its values at all three points. If visibility is in the range from 600 to 2000 meters, only one value is reported (in the landing zone). If 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.

22. In general, over time, the work of a dispatcher, having passed the stage of aircraft control, was transformed rather into service. Today, the main task of air traffic controllers is to provide crews with aeronautical and meteorological information, as well as to prevent dangerous approaches.

23. To maintain a safe interval, the vectoring method is used (to a greater extent during landing approach). Vectoring - providing navigation guidance to aircraft by instructing crews on certain courses based on the use of radar data. The main difference between the vectoring stage and other stages of the flight is that the dispatcher takes responsibility for navigation in this case. Vectoring ends either with a clear indication to the crew of the need to continue navigation using their own means, or by putting them on a course that will allow them to independently (using the technical means of the approach system, for example, KGS) bring the aircraft to the pre-landing straight line, or by entering the visual maneuvering zone. This is accomplished by changes in either course or speed.

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

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

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

27. Well, there’s no need to even talk about the magnificent views from the control tower, especially at sunset, it’s enough to see it once - there really is a place for the eye to rest.

We 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 the head of the traffic service of the Domodedovo ATS Center, Viktor Aleksandrovich Sitnikov, for a very informative and interesting story about the work of dispatchers!

Every year in Russia the number of air transportations is growing, both on domestic and international routes. New destinations are opening, and foreign airlines continue to expand into the country's airports. People are used to flying: business trips, business trips, vacations - flights have long become something commonplace. However, few of the passengers boarding the aircraft think about who actually controls this huge flow of arriving and departing aircraft, and how this huge mechanism in constant motion is controlled.
1.

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

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

Everything that happens on the airfield of the airfield occurs only under the control and on the commands of dispatchers. This applies not only to aircraft pilots, but also to ground technical services. True, for passengers all this remains completely unnoticeable throughout the entire time they are within the walls of the airport terminal complex and on board the aircraft...
3.

After the aircraft is prepared for flight, the crew of the aircraft must obtain permission for this flight from the airfield control tower. Next, a few minutes before departure, the crew requests permission from the taxi controller to start the engines and, after receiving it, begins preparations for takeoff. The taxi controller also reports the route to the runway and allows taxiing to the so-called pre-launch - a place on the taxiway directly in front of the runway...
4.

After the crew’s report on the pre-launch, the taxi controller transfers the aircraft to the control of the launch controller, who authorizes the executive launch, that is, taxiing directly onto the runway and aligning along its centerline, reports the conditions for takeoff, and after the crew’s report of readiness, authorizes takeoff. ..
5.

After takeoff, the plane comes under the control of the Moscow Air Control Center (MADC). It is sequentially served by controllers: circle and lower approach, who 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 (AMZ), and, finally, the controllers of the District Control Center (RCC), who service the aircraft at the flight level...
6.

Let's talk a little more in detail 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 approach, as well as the maneuvering area (runway and taxiways) ...
7.

Today, Domodedovo Airport has two parallel runways with headings 14L/32R and 14R/32L; the Heading-Glideslope System (CGS) operates in all four directions, allowing aircraft with the appropriate equipment on board to automate the landing process as much as possible and ensure flight safety at a meteorological minimum of ICAO category III-A (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 are operating, 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 a gap between aircraft, while when landing on runways 14, the space for maneuver is limited by Moscow (flights over which are prohibited below 8000 meters), as well as Vnukovo and Ramenskoye...
9.

For the effective operation of the two existing lanes, it is necessary to commission another locator, which has already been built on the territory of the airport, but is not yet 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 locator 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 level...
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 from 7 to 23 hours at least 40 takeoff and landing operations are performed every hour in order to distribute the load as evenly as possible over time. Over the next year, with the introduction of a new airspace structure at the Moscow Airport, with both runways operating, Domodedovo Airport will be able to provide a capacity of up to 90 takeoff and landing operations per hour. In 2013, the peak load was 59 operations per hour...
12.

Overall, the airport's capacity is even higher than the approach can provide. This is also due to the fact that previously 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 - the southern and southeastern directions, Domodedovo - the eastern...
13.

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

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

In the calm working atmosphere that reigns in the treatment room of the Internal Affairs Directorate, it is difficult to believe that the people behind the controls 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 a schedule: day, morning, night. When leaving for a shift, a 15-minute briefing is carried out, another 15 minutes are spent on reception/handover of duty.

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

Over the course of several years of work on the tower at Domodedovo, the charming Natalya managed to experience many difficult situations - such is the job of a dispatcher. But thoughts about 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. Previously, girls were hired as air traffic controllers with great reluctance, but today the situation has leveled out. Young specialists are in great demand today and such a problem no longer exists...
18.

Each dispatcher undergoes a medical examination every two years, and every three years is required to receive a certificate of English language proficiency in ICAO Category IV. Dispatchers retire at age 50, but this does not mean that the employee must quit right away. If the medical board allows it, and for dispatchers it is almost the same as for civil pilots, then people continue to work. The main criterion in this case is health...
19.

At the time of filming, runway 14L was controlled by one controller, and the adjacent one (14R) was controlled by two. At this time, planned work was being carried out at the end of runway 14L, and landings were not carried out on it; accordingly, the load was less. While runway 14R worked for both takeoff and landing, and was served by two dispatchers: a control dispatcher (works directly with aircraft crews - conducts radio communications) and a support dispatcher (controls traffic, ensures interaction with other services, keeps a log of takeoffs / landings and assists management including work with runway lighting equipment). The distribution of employees is handled by the senior dispatcher, guided by the current situation...
20.

The electrical service engineer on duty checks the runway lighting equipment (we hope that we will be able to get to know the operation of this equipment more closely next time).
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 strip. The lighting intensity is selected based on the minimum meteorological visibility.

If visibility at at least one of the points is less than 600 meters, the dispatcher informs the crew of its values at all three points. If visibility is in the range from 600 to 2000 meters, only one value is reported (in the landing zone). If 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 a dispatcher, having passed the stage of controlling aircraft, was transformed rather into service. Nowadays, the main task of air traffic controllers is to provide crews with aeronautical and meteorological information, as well as to prevent dangerous approaches...
22.

To maintain a safe interval, the vectoring method is used (to a greater extent during landing approach). Vectoring - providing navigation guidance to aircraft by instructing crews on certain courses based on the use of radar data. The main difference between the vectoring stage and other stages of the flight is that the dispatcher takes responsibility for navigation in this case.

Vectoring ends either with a clear indication to the crew of the need to continue navigation using their own means, or by putting them on a course that will allow them to independently (using the technical means of the approach system, for example, KGS) bring the aircraft to the pre-landing straight line, or by entering the visual maneuvering zone. This is accomplished by changes in either course or speed...
23.

If there is a threat of reducing the safe interval on the pre-landing direct line, the controller can give the aircraft a command to go around. 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 could be the presence of obstacles on the runway. In all other cases, the decision to go around is made by the aircraft commander...
24.

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

These are just the general basics of air traffic control at an airport; in 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 subject to one general requirement - ensuring order and safety of aircraft flights. Fulfilling precisely this global task, together with the work of other services, is the key to a pleasant flight for the passenger...
26.

Well, there’s no need to even talk about the magnificent views from the control tower and especially during sunset hours, it’s enough to see it once - there really is a place for the eye to rest...
27.

We 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 the head of the traffic service of the Domodedovo ATS Center, Viktor Aleksandrovich Sitnikov, for a very informative and interesting story about the work of dispatchers!

Taken from tankasan in Domodedovo - tower...

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Professions are taught in only seven educational institutions.

On October 20, 1961, the International Federation of Aircraft Dispatchers' Associations was founded in Amsterdam, the Netherlands. The date is considered the day of the establishment of International Air Traffic Controller Day - a professional holiday that is celebrated on the anniversary of the creation of the organization.

Russians increasingly prefer airplanes to other modes of transport: it is rightfully considered the fastest and most convenient way of transportation. However, most people know little about the people who ensure flight safety, initiate takeoffs, allow landings and coordinate the movement of aircraft in the air. Who are air traffic controllers, what specialties exist in this profession and how to become a “360” air traffic controller was told by Sergei Pogrebnov, Deputy General Director of the Federal State Unitary Enterprise (FSUE) State Corporation for Air Traffic Management in the Russian Federation.

- Who is an air traffic controller?

An air traffic controller is a conductor who controls the 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 condensation trails of airplanes. An air traffic controller is a pilot who directs aircraft to a safe route into 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 aircraft crews about the situation along the flight route and at airfields, provides meteorological information, and maintains radio contact with pilots in accordance with the rules and phraseology of radio exchange. For example, communications with aircraft of foreign airlines are conducted exclusively in English. The air traffic controller also enters the necessary data into automated air traffic control systems to assess the air situation. His 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 situation in the air and special flight cases by ensuring safe intervals of longitudinal, vertical and lateral separation. Other functions of the air traffic controller are route straightening, controlling the movement of aircraft with low fuel remaining, and creating safe intervals between aircraft. He also monitors the operation of radio equipment and communications, directs aircraft to alternate airfields if necessary, and provides assistance to crews when aircraft encounter weather conditions that are dangerous for flights - thunderstorm fronts, cyclones. In addition, air traffic controllers coordinate the organization of search and rescue operations that involve aviation. As the famous saying goes, “God created air traffic controllers so that pilots could have their heroes too.”

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 airfields have their own air navigation services that operate within the framework of the Unified Air Traffic Management System (US ATM) existing in our country, but are not part of 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 consists of seventeen branches located throughout the country. Russian airspace is currently distributed between sixteen of them (with the exception of the areas 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 called “air traders.”

- What types of air traffic controllers are there?

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

The taxi controller controls the movement of aircraft and airfield services around the airfield. It is he who authorizes the start of the aircraft’s engines, directs the movement along the taxiways and gives the command to taxi to the preliminary start in front of the runway. Launch and landing controllers control take-off and landing aircraft on the runway, give the command to take an executive start and begin takeoff, and allow landing.

The circle controller issues clearances for the approach to the arriving aircraft and instructions for the initial climb to the departing aircraft. The approach controller determines the sequence of approach and is engaged in constructing the necessary separation intervals during landing and takeoff. The above-mentioned dispatchers, as a rule, work directly at the airport at the control tower.

The dispatcher of the regional center controls the movement of aircraft within the boundaries established for him in the horizontal plane, both along 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 at the local airlines point, local control center, and information dispatchers. They direct flights and provide aircraft with flight information away from major air hubs and busy routes.

- What is the organizational vertical of air traffic controllers?

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

- What criteria are used to select dispatchers?

Firstly, the air traffic controller is subject to very strict health requirements. It should not be worse than that of a civil aviation pilot. Secondly, the dispatcher must be responsible, stress-resistant, restrained, and 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 mind, be able to count quickly and well, and keep a lot of numbers and other information in his memory. Figuratively speaking, the work of an air traffic controller is similar to playing chess under conditions of constant pressure and periodic 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 under the jurisdiction of the Federal Air Transport Agency. These are the St. Petersburg State University of Civil Aviation, the Moscow State Technical University of Civil Aviation (CA) and the Ulyanovsk Higher Aviation School (Institute), as well as the Aviation Transport College of St. Petersburg University, the Krasnoyarsk branch of St. Petersburg University, Rylsk Aviation Technical College ( branch of the Moscow University of Civil Aviation) and 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 FSUE “State ATM Corporation”, is engaged in training and advanced training of dispatchers.

Training for 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). Advanced training - 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 and ensuring flight safety; air traffic services rules; federal rules for the use of airspace; flight operations manuals; dispatcher operating technologies, rules and phraseology of radio communication; aviation meteorology; aerodynamics and flight performance of aircraft; aeronautical and navigational, radio and lighting support for flights; types of aviation telecommunications; professionally oriented English; basics of labor legislation; labor protection and fire safety rules.