Guerrillas of small aviation “The main task of the regulatory authorities is to treat the pilot in the same way as a pilot treats an airplane: if it takes off, land it at any cost. How much does a private jet cost? Where to store a plane?
December 22nd, 2013 , 06:21 pm
Not far from the Smyshlyaevka airfield, in Samara, there is a training site of the Samara State Aerospace University (formerly KuAI). It is here that aviation students see in practice how an airplane works. An aviation “anatomical theater” was set up here for future aircraft designers. 
My guide and I (I’ll introduce him at the end of the post) took a quick look at the exhibition. Runaway because I was late, and the sun sets quickly and inexorably in November.
1. Il 14. According to NATO classification, it is named Crate - “Cage”. Developed in the late 40s of the last century to replace the obsolete Li-2 and Il-12. In 1953, the aircraft went into production. It was produced under license in Czechoslovakia and the German Democratic Republic.
2. The photo shows the export modification of the Il-14m. Board number 06150. It was on this machine that Sergei Pavlovich Korolev flew.
Il-14m was delivered to 31 countries and was designed for 24 passengers. 119 vehicles were exported. In total, about 3,500 cars were produced in all countries. 
3. Li-2. Soviet military transport aircraft, created on the licensed basis of the Douglas DC-3. Tupolev participated in the purchase of a license for the DC-3, and production was carried out at plant No. 84 in Khimki near Moscow. Myasishchev set up production, and when he was imprisoned, Anatoly Senkov continued the work. It was produced in the civilian modification PS-84 (passenger aircraft of plant No. 84) since 1940, production was established in Kazan at plant 124. In 1942, Lisunov developed a military transport modification of the PS-84, which received the name Li-2. 
4. From 1942 to 1945, 2258 Li-2s were produced in Tashkent. The aircraft was widely used during the Great Patriotic War, mainly as a bomber, but the transport and landing component of this machine was not forgotten. Many partisan detachments were waiting for the arrival of the Li-2. 
5. An 14 "Pchelka" bot number 81556. According to NATO classification Clod - "Lump". (This is where NATO specialists constantly get such names?) The car was developed to replace the An-2, but in fact it could not replace the old hard worker. 
6. The Bee was used mainly by the USSR Air Force as a communications aircraft. The plane was very unpretentious both in operation and in piloting. A total of 340 vehicles were produced. 
7. L 410 UVP (short take-off and landing) Czech-made aircraft. It took off in 1969. Immediately received an unofficial name - "Cheburashka" 
8. At the beginning it was equipped with 2 Pratt & Whitney RT6A-27 theater engines (2 x 715 hp). Since 1979, the aircraft has been modernized into a UVP modification. This aircraft differed from previous versions by its elongated fuselage, increased dimensions of the wing and vertical tail, the use of spoilers and the installation of a Walter M 601 V turboprop engine (2 x 730 hp). 
9. The aircraft was widely used on local airlines. The L-410 was used to train pilots in both civilian and military long-range and military transport aviation schools. 
10. Over the entire period, almost 900 cars were delivered to us. Currently, the Let Kunovice (Aircraft Industries) enterprise, which produces the L-410, belongs to the Ural Mining and Metallurgical Company. 
11. Tu-144 Board number 77108. The plane is a legend. Dream airplane. A time machine that overtakes the sun. 
12. The Tu-144 was not just a supersonic aircraft, it was a symbol of another victory of socialism over capitalism. And although the Concorde (British-French Supersonic) was shown to the public at the end of 1967, and ours was still being assembled at the factory, it was the Tu-144 that was the first to take off. The USSR won the supersonic civil aviation competition, and in terms of capacity it was 50 people ahead of the Concorde. 
13. This was preceded by a “strict” instruction from the Politburo of the CPSU Central Committee - “... the plane must take off before the end of 1968.” The Tu-144 took off from the ground on December 31, 1968, right after lunch. Yes, it’s not like building Olympic facilities in Sochi - and you won’t be able to delay it or stop it))) 
14. On June 5, 1969, the plane became the first passenger airliner in history to break the sound barrier. This happened at an altitude of 11 kilometers. A year later, at an altitude of 16 kilometers, the Tu-144 surpassed Mach 2, reaching 2,150 kilometers per hour. The outer skin heated up to 160 degrees Celsius. 
15. The Tupolev airliner was the smartest aircraft of that time. The electronics could independently complete the entire flight cycle from takeoff to landing and remembered 100 routes. The pilots praised the aircraft for the convenience of its control systems. The Concorde's avionics were capricious and were often "brought to life" immediately before the flight. 
16. Both aircraft - Tu-144 and Concorde - were killed by the economy. They were probably ahead of their time... 
17. The hard-working An-12 and Yak-42 are standing on the platform, their Aeroflot livery has already come off... 
18. An-12. The NATO members I didn’t really like called it Cub - “Novichok”, I wonder why? This is a Soviet multi-purpose military transport aircraft, built according to the classic Antonov Design Bureau design - a cantilever monoplane with an upper wing. The An-12 has 4 Ai-20MK theater engines. The An-12 is the main transport “hard worker” of our and not only the country. He lifted up to 20 tons of cargo. In Afghanistan they called it “Black Tulip”; the An-12 carried “cargo 200”... 
19. Tu-104 (according to NATO codification: Camel - “Camel”, and again these NATO members - well, where is the connection?!?!))) - the first Soviet jet passenger aircraft. In the period from 1956 to 1958, due to the suspension of flights of the British jet airliner Comet for technical reasons, the Tu-104 was at that time the only jet airliner in operation in the world. The Tu-104 was designed on the basis of the previously produced long-range bomber Tu-16. A total of 201 cars were built, production ceased in 1960. 
20. Well, I think you all know this car - Tu-154 (according to NATO codification: Careless - “Careless”, in the slang of Soviet pilots - “Fifty dollars”, “Tupol”, “Big Tushka”) - a three-engine jet passenger medium-range airplane. Developed in the 1960s in the USSR at the Tupolev Design Bureau to replace the Tu-104. On the basis of the Tu-154, the world's first aircraft was created, the engines of which ran on liquefied gas - the Tu-155 (the dream of GDP and Gazprom? ;). Tu-154 became the most popular jet passenger aircraft in the USSR. On February 19, 2013, the last aircraft with serial number 998 was produced at the Samara aircraft plant "Aviakor". 
As of mid-2013, there were about 90 aircraft left in operation, of which in the following airlines:
- UTair - 23 aircraft. (by the end of 2014 it is planned to withdraw the entire fleet - Tu-154 from service and replace them with Airbus 321).
- Alrosa - 7 aircraft. (it is also planned to be replaced by Boeing-737NG in the near future).
- Yakutia - 4 cars.
- Gazpromavia - 4 aircraft.
- Cosmos Airlines - 4 aircraft.
- Tatarstan - 2 aircraft. (used as replacement sides).
21. An-2 (according to NATO codification: Colt - “Foal”, the pilots called them “Kukuruznik”, “Annushka”) - a Soviet light multi-purpose piston biplane aircraft. The main worker of agriculture, and not only. "Volkswagen Beetle" from aircraft aviation. How many parachutists stepped into the sky from its doors (your humble servant also made his first jumps from this machine) 
22. As of 2012, 2,271 An-2s are in operation worldwide; Russia has 1,580 An-2 aircraft, of which 322 are operational.
Many planes have been flying for more than 40 years and some of them have flown more than 20 thousand hours - and nothing! They're flying! Currently, the An-2 continues to be produced in China, and by the way, it is listed in the Guinness Book of Records as the only aircraft produced for more than 60 years. 
23. Mi-2. Soviet multi-purpose helicopter. Produced under license in Poland. Two GTD-350 turboprop engines (350 hp). He starred in the Bond movie and flew the Mimino. It was on it that I learned to fly in 1986...
In total, about 5,500 helicopters were built, of which about 1,000 are in operation/preservation (according to various sources). It also had disadvantages (from personal experience) - poor thrust-to-weight ratio, slippage of the freewheel of the engine turbine, which led to the engine shutting down when the speed was exceeded. But the failure of one engine was not something terrible - the Mi-2 flew perfectly on one engine and could easily be piloted even with a complete failure of the hydraulic systems. One word - good helicopter. Helicopter athletes have performed and continue to perform there, and are serious competitors in the sport to other athletes and helicopters. 
24. But our Ukrainian brothers from the Zaporozhye Motor Sich plant “cheated”.
First, they installed a new, more powerful and compact AI-450m engine (465 hp) on the Mi-2. Pay attention to the emptiness under the hood (there is no axial compressor like in the GTE 350) 
25. And then we went further - we modernized the “old man”.
A completely new modern helicopter has appeared, with much better characteristics: Take-off weight 4000 kg, load capacity 1000 kg, speed 235 km/h, ceiling 4500 m, range 550 km without additional. tanks 
26. At the Helirash 2013 exhibition, Sikorsky himself became interested in this helicopter (pictured on the right). 
27. And the cockpit with avionics? See for yourself! 
28. What about the passenger compartment? 
The younger Ukrainian brother of the legendary Mi-2 is now called MSB-2. By the way! Find 5 external differences from the Mi-2 23rd and 24th photos))) Whoever guesses gets a cookie from me personally)))
I got carried away - let's go back to the November sunset. To the place where planes sleep...
29. M-8t. This is the most well-groomed board on the site. It is quite possible that it can be launched (based on a quick inspection).
The Mi-8t was equipped with 2 TV2-177 engines. A further modification of the Mi-8MT is a fundamentally different helicopter. The engines are different - TV3-117 + APU (3 engines in total), a different gearbox, a tail rotor not on the right, but on the left, and, accordingly, other characteristics. 
30. Mi-8t is a landmark car in our, and indeed in world, history. The Eight is the “Volkswagen Beetle” among helicopters in the world. This is one of the most common and reliable cars in the world. The Mi-8t is the first of a long line of G8s that are used absolutely everywhere. They were even purchased by the Pentagon (the famous Black Hawk did not cope well in the Afghan highlands))). All this shows how high-quality the car was in 1960. Few people know, but the first G8 had not 2 engines, but one AI-24v. This helicopter was called B-8. The next prototype of the B-8a already had 2 TV2-117s. Last year, a monument to this helicopter was inaugurated at the Mil Moscow Helicopter Plant. 
31. "Kalash Row" These machines have already served their purpose. Their details are in the university classrooms, or somewhere else... 
32. There are many such helicopters, about 10 units. Apparently they were brought in after being decommissioned from the Smyshlyaevsky aviation enterprise, which operates the Mi-8. 
33. And this is another brainchild of Motor Sich, the Mi-8MSB. It seems to be the same helicopter, but no))) It has new TV3-117 VMA SBM4E engines, a new gearbox, a world altitude record - 8200m - helicopter pilots, how do you like that? ;)
I’m simply silent about saving fuel and reducing operating costs. It is assembled in Belarus... According to a number of characteristics, the modernized Tshka beat the MTVshka. 
34. The first of the famous “humpbacks” or “crocodiles” is the Mi-24A.
According to the NATO classification, it was called HIND - “Doe”, what an affectionate name, the name “Moose” would be more suitable for it, considering how this helicopter can hack into enemy defenses. Produced in Arsenyev.
Development began in 1968, and in September 1969 a prototype took to the skies. Many units and elements were compatible with the Mi-8 and Mi-17, which dramatically increased the efficiency of mutual operation.
The Mi-24 was originally created as a “flying tank”. Many elements and assemblies are armored. The helicopter cabin was sealed, so it could perform its task even in contaminated areas. 
35. In the photograph, the cabin immediately catches your eye - this is what the unusual “veranda” was like on the first models back then. Starting with the modification of the Mi-24D, the cabin was replaced with the familiar “tandem” one, where the pilot and the operator are in different compartments separated by an armored partition, which significantly increased the survivability of the crew. The tail rotor on the first Mi-24A was located on the right and was a pusher. On subsequent modifications of the Mi-24A and beyond, the tail rotor was on the left (pulling) - the same story with the Mi-8T and Mi-8 MT (in the photo there is a helicopter of the latest Mi-24A series - the propeller is on the left). Moving the propeller to the other side changes the direction of its rotation and increases its efficiency, and this increases the directional control margin. 
Three design solutions were also interesting and somewhat unusual:
1. The helicopter fuselage is “twisted” relative to the main rotor shaft by a couple of degrees (all single-rotor helicopters take off and hang slightly sideways, and the 24ka lifts off all 3 wheels at the same time, and hangs, from the crew’s point of view, level - this was necessary for firing in hanging).
2. Rotated keel - in flight it compensated for up to 20% of the reaction torque and accordingly increased the directional control margin.
3. The wings on which the weapon suspension is located create lift (up to 25%). This is especially felt when performing vertical maneuvers, such as a “slide” or a “combat turn.” “Humpbacked” simply “jumps” high and the overload can be more than 4x g - I did 3.8, for which I received my first premise - I was a hooligan in a word (((
35. Armament of the Mi-24:
The Mi-24A was equipped with the Phalanx ATGM complex (the missiles were manually controlled with a joystick, and commands to the missile were transmitted via a wire that the missile pulled behind it). Subsequently, the Phalanx (from the Mi-24V modification) was replaced by the supersonic ATGM "Shturm-V" with the Raduga-Sh guidance complex. The assault was controlled via radio and could penetrate up to 40 cm of armor. As far as I remember shooting at the training ground, it flew for a couple of seconds, after which the tank’s turret flew into the sky.)))
The Mi-24A had a weak machine gun - “A-12.7” (single-barrel, 12.7 mm caliber, with a simple calimator sight and handles like those on a bike).
The following modifications, starting with the Mi-24D, already had a four-barreled automatic machine gun YAKB-12.7 (4500 rounds per minute, 12.7 mm) and with a ballistic computer. The machine gun was controlled using the KPS-53AV sighting station (the prototype of modern “smart” helmets). The extreme modification of the series - the Mi-24P was equipped with a 2-barreled 30mm GSh-30K cannon, for which there was no need to take into account any corrections at all - I aimed at the center and hit (checked it myself)))) 
In addition to the described guided weapons, the Mi-24 carried unguided missiles S-5, S-8, S-13 and S-24, bombs up to 500 kg, Universal gun containers UPK (set of machine guns) or GUV (30mm grenade launchers), mines.
The cargo compartment accommodated 8 paratroopers. The glazing of the cargo compartment folded back and Kalashnikovs or RPKs could fire from each window. To prevent the landing party from accidentally hitting their helicopter, machine guns and machine guns were mounted in special mounts limiting the firing sector.
Now imagine this shooting “monster” from the enemy’s point of view))) Moreover, the commander and operator and soldiers from the cargo compartment could shoot at the same time, and everything armored was creepy.
But in Afghanistan, the Stinger MANPADS “dealt with” him, although in the end they found justice for him too.
Well, the final development of the Twenty-four is the modern Mi-35.
I spent so many words because this is my favorite car, it was on it (Mi-24P) that I taught cadets to fly. These were probably the best years of my life
36. Mi-6, according to NATO classification - “Hook” - a Soviet heavy multi-purpose helicopter. Produced in Moscow and Rostov. It went into production in 1959. And, as is usual with us, in those days there was the most load-lifting helicopter in the world. 
37. Now his place has been taken by his younger brother - Mi-26. During the Americans’ attempt to conquer Afghanistan, it was the Mi-26 of Vertical Airlines that pulled crashed Chinooks out of the highlands, the pride of America and Hollywood, by the way))). Personally, I remember it (Mi-6) for its characteristic “slow clapping-whistle” sound. Its blades rotated so slowly that they could be seen in flight. 
38. And this is the main guide I promised at the beginning of the post. His name is completely unoriginal - Sharik. I regretted that I didn’t take sausages with me, next time I’ll definitely take them. He and I looked in the same direction - with sadness... He was a sausage, and I... 
39. Let these peacefully sleeping workers of the sky teach future designers wisdom. Let them absorb here the path of aviation, the path to the sky... 
40. Night has already fallen, and I say goodbye to the veterans... I hope you, like me, enjoyed this little excursion. 
If I made a mistake somewhere, correct it.
P.S. I can’t ignore this beautiful car with tail number 77108 - after all, it has its own, personal story... The next story will be about it. 
And again we tear off the veils of secrets. Although, what are the secrets here? Everything is transparent, honest, open. Today I will continue the series of educational programs with the topic of how pilots fly an airplane. Against the background of various so-called "Chaynikovsky" questions that I (and others) are asked, I would like to especially highlight the "problem of the left hand."
As you know, in the cockpit of a modern passenger airliner there are two steering wheels, if we are talking about a traditional aircraft, or two sidesticks, if we are talking about Airbus or UAC products.
In fact, the comment below is what prompted me to write this post:
“Denis, in airplanes with joysticks must the pilots be ambidextrous? Does it mean that the captain has to control with his left hand? Brrr.”
Remark - the side control sticks of an airplane in English are called sidesticks, but in everyday life, of course, they received the nickname “joystick”. If you don’t mind, I will also call it a joystick.
Here they are in the A320 cockpit, left and right (photo taken from the Internet)
But here he is in the Superjet. There is one like this on the left.
But I won’t just go ahead and answer this question. As usual, I will allow myself to rant and come from afar.
If you want to take a shortcut and don’t want to read elementary stuff about the principles of airplane control and the differences between Boeings and Airbuses, then you can simply scroll down to the last part.
Many passengers have the opinion that the Commander always pilots. This is incorrect, because. the probability that today you will be carried through air pockets by a co-pilot is very high, about 50%, and in no case should it be neglected.
We consider the above to be a clumsy attempt at a joke, but even there was some truth in it, namely, a 50% probability. Typically, pilots split their flights in half. Yes, there are PICs who prefer to carry out most flights themselves using the autopilot 100%, but there are also those who out of three flights give at least two to their co-pilots.
(I'm one of the latter)
Therefore, on average, that same 50% comes out. Both pilots should be able to do this, but only the commander has the main responsibility for everything that happens, and therefore he receives more salary than the co-pilot (although in Western companies with their seniority system, options are possible).
So, in order for both pilots to have more or less equal opportunities to pilot the aircraft, they are given a steering wheel/joystick in their hands and pedals in their feet and a laryngophone on their neck
The pedals perform the same functions here and there - pilot footrests, They also control the rudder, which is located on the fin of the aircraft. If you deflect the left pedal in flight (namely, move it forward, while the right pedal moves back by an equal value in magnitude), then the plane will begin to turn its nose to the left and at the same time roll to the left. This should be done extremely carefully, because... When controlling an airplane along the course using pedals, a slip occurs on the wing that is outer to the turn. During sudden movements, it can be large, which is fraught with loss of speed and even stalling, and the load on the keel can be completely excessive! Pilots use pedals in flight only to combat crosswinds during takeoffs and landings, as well as in some emergency situations.
When the aircraft moves on the ground by pressing the pedals (now we are talking about pressing the pedal in the same way as is done on cars where the pedals are attached to the floor), the pilot brakes the wheels. Pressing the left pedal will apply the brakes on the left main landing gear, and pressing the right pedal will apply the brakes on the right. Of course, you can press at the same time.
And at the end of the conversation about the pedals - on most aircraft they are also used to control the rotation of the wheels of the front landing gear. True, most often at a small angle - such that it will be sufficient to correct deviations during takeoff or braking on the runway, if the plane is moving at insufficient speed, at which the rudder is not yet effective.
Using the yoke or joystick, the pilot can raise or lower the nose of the plane (increase or decrease pitch, if you're being smart), create a roll left or right, or both at the same time. Simultaneously with the introduction of the aircraft into a roll, it itself, according to the laws of aerodynamics, begins to change course in the direction of the roll, and does this smoothly and comfortably for passengers.
(On small, low-speed aircraft with very unswept wings, to perform a coordinated turn - that is, when flying in a bank without sliding on any wing - you have to help yourself with the pedal, hence the word “pedal”, which the pilot uses to replace the word “pilot”).
There is a certain difference between the control methods of “traditional aircraft” and modern ones - Airbuses and superjets. In the latter, the pilot controls the plane through a sieve of computer laws, which puts the final point in determining exactly how much and how quickly the pilot wants to change the parameters of the plane’s movement in space. And according to special laws, he either obeys the timid desire of the pilot, or does not allow the especially daring to perform a roll or other aerobatic maneuver.
At the same time, by moving the joystick, the pilot sets the plane's roll and pitch with which he wants to fly, after which he can stop playing, and the plane will continue to fly at these angles, and the joystick itself will stick out neutral.
On traditional aircraft, the degree of computer influence on pilot decisions is not so pronounced, so if desired, a pilot of a B737 or even a huge 747 can try to perform a combat turn or at least a roll. True, this is a very, very stupid idea, even more idiotic than drifting in a KamAZ truck engaged in logging.
Maneuvering such aircraft is still an art that takes some time to master, because... The pilot has to maintain the desired parameters (roll, pitch) during the maneuver himself and corrective actions must be taken constantly. In a turbulent atmosphere, plus when the operating mode of the engines changes, the plane tends to show its “tongue” to the pilot, to dodge and move away from the desired parameters... and if the pilot does not nip this in the bud, then he will again have to gather the arrows in a heap.”
Experienced pilots develop a special feeling called the “airplane ass feeling,” which will allow them to synchronize the disturbed movement of the aircraft and their reaction to it almost in real time.
Of course, the 737 also has certain protections, for example, they will fight to the last, if the pilot suddenly wants to throw the plane into a tailspin - turn on the alarm, shake the steering wheel, lower the slats, deflect the stabilizer into a dive, increase the load to take over the steering wheel. , if the pilot is completely dumbfounded and continues to try to bring down the plane.
But this is far from the protection that the domestic Superjet provides. It's definitely designed for idiots in the cockpit, because... Only idiots would create a situation where one pedal is all the way to the left, say, and the joystick is all the way to the right. For a Superjet, such a wobble does not cause any worries; let me remind you, it decides for itself how and how much to deflect the control surfaces, and adds thrust to the engines if it gets really bad, and if I want to sway the B737 like that, then I will have to try very hard to make the plane even would not decline.
Between the two polar “philosophies” there is another one - the modern Boeing concept, implemented on the B777 and B787. The pilot controls the plane with the helm, but exclusively through a computer, which helps the pilot through foolproof protection and smaller troubles, similar to the same solutions that are implemented on Airbuses.
But with all this, Boeing did not want to go all the way, that is, to introduce piloting according to the principle of “constantly maintaining a given roll and pitch,” so the pilot still has to control the parameters during maneuvering, although this will be easier to do than on the B737.
The future, of course, lies in the “fly-by-wire” concept, in which the controls are not mechanically connected to the control surfaces, all input signals are processed by a computer and the output is given the value that best suits the conditions of the task. This allows you to implement protection against anything and everything at a completely different level than was done on aircraft of previous generations.
In any case, the automatic assistant still complements the pilot, but does not replace him. Cuts corners, but doesn't break new ground.
So, let's sum up the intermediate result. Feet on the pedals hand on the joystick, hands at the helm.
It turns out that the Airbus pilot has one hand not used?
Of course this is not true! After all, he can hold a spoon with it, because the most important advantage of this plane is that it has a pull-out table! Just imagine how romantic it is - you are flying, steering with one hand, and lazily stirring the cooling coffee with your left!
Ok, let this be my second lame joke, although, again, there is some truth to this attempt at humor. So, gentlemen, in the very first sentence of this part of the entry I wrote not entirely the truth, and it concerned... the steering wheel.
If I'm flying a plane manually, such as on approach, even my two-handed yoke will only have ONE hand on it. If I am the Co-Pilot and occupy the right seat, then this will be the right hand, and if I am the Captain in the left seat, then the hand LEFT.
With the remaining limb I will control the engine thrust using the levers that are located on the remote control between the pilots. There are two of them in my plane, and four in the B747 - according to the number of available engines.
As for the A320 pilot, I wasn’t very sarcastic about the spoon, because... theoretically this is quite possible (and probably someone has already tried it). The thing is that on my B737 we usually turn off the automatic control that regulates engine thrust to maintain a given speed if we fly manually. This is what the documents strongly recommend.
And on aircraft like A320, B777, Superjet, the autothrottle is usually always on, regardless of whether the autopilot controls the plane or a person controls it through clever computers. It controls the speed, and the computer, by deflecting the rudders, controls the effects of changes in thrust on the aircraft.
Moreover, the frogmen invented their own philosophy, which to this day is a fundamental difference from the philosophy of the rest of the world - when the thrust is controlled automatically, the engine control levers on the Airbus stand still, while on the 737, 777, 787, other aircraft, including the aforementioned Superjet, which in all other respects follows the French philosophy - they have feedback, that is, they move when the automation is operating, allowing the pilot an increased level of control. The pilot can always “add” or “hold back a little” if he considers it necessary for some reason (on the B737 this is often required).
But in any case, the Airbus pilot will keep his hand on the engine control levers on approach to perform one of two simple actions - either initiate a missed approach (pushing them forward), or before touching down, push them back, under the helpful prompt "RETARD, RETARD !", pronounced by the electronic assistant.
NOW LET'S GET TO THE ANSWER
That is, both an A320 pilot and a B737 pilot sitting in the left seat will control the aircraft with their LEFT hand.
So should he or shouldn’t he be ambidexterous (a person who can use both hands equally well)?
Answer: no need.
How not to be ambidextrous when driving a car on a daily basis. No, I understand, of course, that the left hand is made for a mobile phone, and with the right hand you can turn the steering wheel and move a poker (and even turn on the turn signals), but such Caesars belong in the circus, not on the road.
A person gets used to everything. It's only difficult at first. Then the motor skill comes and the person performs the necessary movements practically without involving any brain effort.
All co-pilots, without exception, when training as a commander, go through a period of “acclimation”, which does not consist only of training the left hand. Exactly the same problems arise with the right one - after all, a lot of actions have to be done in a mirror way! And the throttles are now on the right, and the autopilot control panel is there too. And, believe me, from this angle, when you’re not used to it, it looks completely different!
I went through this too, several times in my career, and it started in flight school. In a flight deck, you fly most of the flights in the left seat and only a small part in the right seat, then you fly on the left again... and when you come to the airline, they put you in the right seat.
In my company, for a long time, the captain induction program included only two training sessions. Now she occupies five sessions lasted four hours, and I am very pleased with this achievement - just a good time for the pilot to become more or less comfortable in the left seat and not try to reach his left ear with his right hand. So the pilot approaches linear training with certain skills.
In any case, even in the very first flights, the skills acquired while flying from a different seat are enough to control the plane by changing hands to the opposite ones. There is discomfort, increased work stress, but you are able to fly the plane. This discomfort disappears as you fly and gain skills, and then the moment comes when you think that it is more convenient to steer the plane with your left hand, and to control the engine with your right hand.
After I flew as a Captain for six months, they decided to give me permission to fly from the right seat (there is such a practice - to fly with two captains, but one plays the role of co-pilot). And then I again felt the inconvenience of transplanting and changing hands. Perhaps even more inconvenient than when changing to the left seat, and I don’t know how to justify this. But still, the existing skills were enough to confidently perform any necessary maneuvering, even if it caused discomfort.
This happened back in 2007, and over the years I have changed from one seat to another so often (both as a “co-pilot” and as an instructor) that today I feel absolutely no discomfort in piloting left/right.
But sometimes my hands get confused in a seemingly simple operation - to move the chair forward, because... the lever responsible for moving the chair is again located mirrored on both chairs.
Another veil, hopefully lifted.
If you are interested in my “educational educational program” series, then you can always open it using the tag of the same name.
And if you are interested in learning something new from this series that I have not written about yet, please give me an idea! If she understands about a separate article, then I’ll find time to write it!
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Is heaven a passion or a vital necessity? Wind tunnels, parachutes, hang gliders and paragliders are created in order to somehow satisfy a person’s desire to get off the ground and soar. But there are those for whom this is not enough. They buy themselves a plane and take off into the sky.
Cetus Evolution // cetus.aero
What does it cost to maintain a personal plane for short flights, where to learn the art of piloting, and how to choose one single iron dragon from the many? A passionate aviation enthusiast and regular at ultralight aviation rallies, known online under the nickname AFC-Kordhard, answered these questions to a “Private Correspondent.”
- Tell us about the most popular aircraft for personal use
- To fly to the country or just unwind, an “ultralight” is enough - a small two-four-seater plane. If we talk about the price of the issue, it starts somewhere from $30 thousand.
In the glorious city of Vladimir, a group of enthusiasts organized an aviation club and established the production of light Piper aircraft on its basis. This is a variation on the theme of the airplane of the thirties, which is still being actively built all over the world. This is the cheapest aircraft on the Russian market today. Vladimir residents install a Subaru car engine on it. The plane is light, it is very difficult to hold in crosswinds, and in general it can hardly be called perfect, but it is able to give pilots something that they will not get anywhere else - without modern navigation, complex systems and technologies, with Piper everyone can touch the sky .
Each personal aircraft is made to order, according to the requirements and wishes of the future owner. The price depends on this. If you don’t want to buy a ready-made unit, then you can buy Piper’s drawings for mere pennies (relative to the overall cost of the design) and assemble it at home. This requires skills in working with metal, free time and a garage.
The components are quite easy to find. The best aircraft engines within 120 hp. are Austrian "Rotax". But they cost tens of thousands of euros! For those who cannot afford this, a more “budget” option has been invented with Subaru engines, which cost only 3,500 euros with gearbox. And the maximum power is 130 hp. - this is very cool for an “ultralight”! Most fly with motors ranging from 65 to 100 hp. Among automobile engines, the engine from a Volkswagen Beetle is sometimes also used. Special equipment can be purchased in stores or on forums. The frame is made of steel pipes, the covering is linen.
Airplane "Piper", assembled by Vladimir enthusiasts // IB, reaa.ru
- Are there any inconveniences?
- A self-made gearbox is designed for relatively short work; the aircraft requires re-upholstery at least once every 5 years, because snow and rain are destructive to the airframe.
- Where should aircraft be stored?
- Depends on the plane, of course. If it is all-metal, then you can hide it under a cover in the parking lot. If the plane has a fabric covering, then be kind enough to drive it into the hangar. Well, if you don’t want to pay for a stay, the plane is disassembled, at least the wings are removed, then you can go to the garage, because its length is only 5-6 meters, and its width without tail is a few centimeters.
- Besides Piper, what else flies beyond the Moscow Ring Road?
- Next in price - SkyRanger. In my opinion, this is the most aerodynamically calculated and simple aircraft. Supplied as a kit for assembly - model kit. Two grown men without vodka are quite capable of putting it together in 2 weeks. On the issue of storage: the wings can be removed in 20 minutes. The aircraft is serviced all over the world, as there are all kinds of certificates and compliance documents.
Airplane "Skyranger" // aeros.com.ua
The kit includes aluminum and steel pipes of the aircraft airframe, connecting elements and components, control system and power structure cables, brakes, steering wheel, wheels, and casing. In general, everything except the engine, propeller and navigation. They will have to be ordered additionally. As a result, depending on the configuration, such a bird will cost $60-65 thousand. An excellent car for beginners!
Why are people interested in vintage cars? How developed is this hobby in Russia? Why has our auto industry produced only a few truly good cars in its history? What needs to change for the Russian auto industry to rise to the global level? “Private correspondent” talked about this with the general director of the AutoWay company, Sergei Simonov.
There is a representative office in Moscow SkyRanger, where they will help you figure out what's what. You can, however, immediately buy the assembled and flown version, if you so desire. But this kit is the easiest to assemble.
Cessna is perhaps the most famous company. The Cessna 172 is the most popular aircraft in the history of aviation, simply a classic flying car. A people's brand, so to speak. You can get it for $35 thousand, albeit from the 1970s. The price of a new one depends on the configuration and can reach up to $200 thousand.
- Somewhere they teach how to assemble airplanes?
- They don’t teach it anywhere specifically. You can learn by helping more experienced enthusiasts. There are simple airplanes to assemble, and there are very complex ones that require the skills of a welder, carpenter, electrician and many other specialties. So only patience and engineering education will help.
- How much more profitable is it to assemble the plane yourself?
- The cost of a kit (slang name for a model kit) is approximately 25-35% cheaper than the cost of a finished aircraft. This ratio is relevant for most aircraft. The problem is that the most expensive part of the plane is the engine, and there is no way to assemble it yourself.
- How far do such planes fly?
- Depending on the model and flight mode - from 300 to 1500 km.
- How much does it cost for fuel? What is the cost?
- Fuel consumption for Rotax engines is approximately 20 l/h, for Lycoming - 30-35 l/h. The cost depends on how fast your plane is. With the same engine, there can be a big difference in fuel consumption per kilometer. For example, “SkyRanger” at a speed of 120 km/h and “Cetus-200” at a speed of 210 km/h on the same engine and with the same fuel consumption will cover different distances.
Typically, gasoline costs for such aircraft are slightly lower than for a car. This is achieved due to the absence of traffic jams and a more rational route. “Rotax” and “Subaru” use 95-octane gasoline for automobiles, and “Lycoming” uses 100-octane aviation gasoline.
Cetus 200, Cetus 700, Cetus 800, Cetus 1000 // cetus.aero
— Do I need any kind of permission to fly? How to register an aircraft?
- There is such an emblem - the first partisan squadron. Many of our amateur pilots put it on their planes.
The fact is that the first official flight in Russia took place on May 23, 1910, but the pilot decided to fly around the plane before the official launch on his own two days before, so the first flight turned out to be a partisan one. Now we celebrate Small Aviation Day on May 21.
So, partisans are those people who fly without registration and permission. They fly very low.
- What does this threaten? Can they catch you?
- Theoretically, yes. But the fact is that our current air code was actually written by a girl intern, whose surprise knew no bounds when it was adopted from the first reading. She thought it was just an assignment for an intern. I met her in person.
As a result, we have the most crooked legislation on private small aviation in Europe. According to the law, flying is theoretically possible, but practically not. Because the approval system is made extremely inconvenient. In Europe or the US, you can fly wherever and however you want, except in places where you can't fly. But we need to obtain permission to fly along a route that has been previously announced and agreed upon with all authorities, and you cannot fly anywhere other than this route. The main task of the regulatory authorities is to treat the pilot in the same way as a pilot treats an airplane: if it takes off, land it at any cost.
Let's say a person wants to fly from one region to another through a third. At the same time, he will fly through 6 different control zones. In some of them you need to submit an application 24 hours in advance, and in others - 12 hours in advance. And at the same time, it is impossible to coordinate everything, because they work at different times and not 7 days a week. In addition, permission may or may not be given. Without explaning the reason. In some places it’s enough to make a phone call, but in others you need to show up in person. That is, first go by car to get permission, and then fly there.
Every aircraft is required by law to be equipped with a special bearing device so that you can be identified when you are in the air. You need to buy this device; it costs about $500. This is necessary so that you are followed. Besides, you can’t just start up and fly. The flight course must be recorded and the route must not be deviated. If you deviate, they will consider it an attempt at a terrorist act or escape from the country.
Of course, each aircraft must be registered and must have its own number. You can register a plane, but it will take a lot of time - there’s a lot of paperwork, especially if you assembled the plane in a garage. If I were someone who is ready to take this path, I would invest a couple of thousand dollars and be patient for six months. And then, if your plane with its tail number was photographed, say, in the wrong place, then a complaint may be filed against you. And who needs it? Very often, guys simply repaint planes in different colors and write a false number on the sticker on top.
Thus, most aviation enthusiasts do without state registration. They fly at an altitude of up to 300 meters and do not poke their noses into state or military airfields. As long as we are at an altitude of up to 300 meters and are not registered, we simply do not exist for the state.
Airplane "Mir-23" // Itar-Tass
- What if they get caught?
- In general, there is a fine, but the plane can also be taken away. They usually check the presence of all devices - radio station, identification unit, GPRS and something else. Our guys prefer to use mobile phones and put a navigator on tape if needed. So issues are often resolved with bribes.
- How dangerous is it to pilot yourself?
- If all safety rules are followed, it is very safe. Everyone fights strictly out of their own stupidity, from excessive bravado and frivolity. Since flight speeds are relatively low, even during hard landings pilots most often remain safe and relatively unharmed.
Examples of accidents prove this rule. For example, one pilot was cleaning the belly of his flying boat on the coastal reeds, descending to a height of 1 m... He ran into a dry tree and died. Another crashed his flying boat into the water because he was too lazy to take extra altitude. This is the “mirror” effect known to all pilots. Another one, out of ignorance of the performance characteristics (tactical and technical data) of his aircraft, performed an aerobatics maneuver with a passenger, for which his aircraft was not designed. Result: forced landing, the plane was badly damaged, the pilot's face was cut by a broken glass, the passenger was not injured.
- How to evacuate during an emergency landing outside the airfield?
- In a good way, the pilot should always have his own means of transportation. The Ultralight fits well into a boat trailer. If you don’t have one, then it’s better to join a flying club. There will always be help there.
- Do you need a license to fly an airplane?
- Needed, of course. But, like registration, not everyone has it. I have a friend, grandfather Grigory, who made his own plane. I'm scared to stand next to this plane! Breathe and it will fall apart. And grandpa does this on him! Instead of sitting, there are belts, and the grandfather sits proudly with a parachute behind his back, pulling his hat tighter. I have a suspicion that he didn’t go broke on the license.
And so, as for “ultralights”, aircraft with an official (!) flight weight of up to 500 kg (in practice up to 1000 kg), they have the status of a car. To obtain a license to operate such a tool, you need to complete the appropriate course.
- Where can this be done?
- In a flying club where there are instructors licensed to teach.
- How long does the course last?
- Officially for “ultralights” - 42 hours plus a theoretical course. They practice taking off and landing in simple meteorological conditions, en route flight, using radio communications, and so on. Then there are taxiing rules, signals from signalmen, and rules for staying on airport territory. 42 hours is, roughly speaking, for monkeys. I can say that a smart person flies out on his own in 15 hours, and then the exam is just around the corner.
The permit will indicate the aircraft on which you studied and passed the exams. If you want to fly something else, then 10 hours of retraining - and you're welcome.
The exam is administered by the state commission at your home airfield. According to the requirements, you need to perform 2 landings on unfamiliar sites. There is no medical examination, except before the exam.
Airplane I-3 // cetus.aero
- Question price?
- The instructor's fee is on average 3,500 per hour, and you need to pay the same amount if you study on a club plane. Used cars are often cheaper. You also have to pay for the exam. I won’t say exactly how much now, but the price is rising.
- Where can you fly?
- Flying over large cities is, in any case, prohibited. There are a lot of private airfields where “ultralights” fly upon request. The authorities usually negotiate (not always officially, however) with the head of the zone in which the flights take place in order to avoid any troubles with various services. In Russia, I would not recommend flying over dachas. Especially during hunting season. We rarely see airplanes... Often the guys bring shotgun shells in the wings. In general, when flying, you need to know where the transport routes of aircraft are (exact location, altitudes, limiting corridors and types). The distance from Moscow, for example, should be at least 40-50 km. By the way, you can rent fields from local organizations: former collective farms, etc. Contribute and enjoy.
Not bad for flights and lakes. Seaplanes are very popular in Russia, especially among hunting enthusiasts. Popular ones are “Corvette” and “L-42”. “Corvette” is a small three-seater airplane with one or two engines. Not a very long range and carrying capacity, and therefore not very good as a company vessel. But if you have a dacha on the shore, this is it. "L-42" is a "four-seater, twin-engine boat." The Corvette costs about $150 thousand, the L-42 costs about $200-240 thousand.
- Is it possible to fly directly from Moscow to the dacha? Or did you only take off/land at a rented airfield?
- From the near Moscow region you can fly like a partisan to the distant region. But both at the start and at the finish there must be level areas of the required length.
- Where can you buy such a plane?
- If you are interested, come to the SLA or MAX exhibitions. There is someone there to talk to, and there will definitely be someone willing to sell you something.
Many companies that sell aircraft bring several copies to sell directly at such exhibitions. Sometimes there are good discounts for those who have time.
Interviewed by Katerina Rogacheva
| Brand | Price | Advantages | Flaws | Link |
| Piper | Ready new about $35,000 | the cheapest | Due to the tailwheel design, there is a danger of capping on uneven surfaces. Low resource of the power plant. Low speed. Short range. Requires greenhouse storage conditions. It is necessary to re-tighten the casing frequently. Very modest aerobatic capabilities. | j3cub.chat.ru |
| SkyRanger | About $65,000 | Extremely easy to operate. Can be collected from a whale. Easily disassembles for storage in the garage. Great resource. Easy to use. | Low speed, rather weak flight characteristics, very limited aerobatic capabilities. Expensive motor. | aeros.com.ua |
| Cetus | From $100,000, there is a calculator on the website | High speed, long range. Good aerobatic properties - a number of models allow you not just to fly like a pancake, but to tumble properly in the air. All-metal - unpretentious in storage and maintenance. | High price and increased control complexity for some models. A number of models use American engines with a very high gluttony capacity for scarce aviation 100-octane gasoline. | cetus.aero |
| Cessna | Over $100,000. The price depends on the configuration and release date. | The ideal "flying car". The most popular light aircraft in the world. Huge resource, highest reliability, low maintenance, simplest management. | High price, limited flight capabilities. | cr-msk.ru |
A used aircraft can be purchased for the price of a new high-end car. But we must remember that the costs will not end with the transfer of money from the previous owner or manufacturer of the aircraft. Flying is a fun activity that constantly requires a lot of investment. Despite this, the number of elite toys in the world is constantly growing.
A new plane for the price of a small villa
It attracts customers with very modern equipment, a high level of comfort, as well as... a rescue parachute system. The undoubted hits of the market for new general aviation aircraft include, for example, the Cirrus SR-22/SR-22T. It attracts customers with very modern equipment, a high level of comfort, as well as... a rescue parachute system. In the event of an accident at an altitude of more than 100 meters, it will safely lower the plane with four people on board to the sinful earth. For the standard version, including taxes, you will have to pay approximately 500 thousand euros. However, customers most often choose the GTS version with a more powerful engine, which costs almost one and a half times more.
The second most popular is the Cessna C-172S for more or less 350 thousand euros. It is a further development of a more than 60-year-old design, which has been modernized and improved more than once. Another popular aircraft of this brand is the Cessna TTx for about a million euros.
These are just examples of the prices of the most popular piston engine aircraft sold in the United States. To equip a small aircraft for takeoff and landing in any atmospheric conditions and time of day, you will need special equipment for instrument flights IFR and an anti-icing system. And the further into the forest... the more expensive it is. An additional engine will increase the price significantly, as will a turbine drive or a pressurized cabin that allows flight at higher altitudes.
Strong used aircraft market
It is much easier (and above all cheaper) to buy an aircraft on the secondary market. However, here, unlike the automobile market, one should not expect a sharp drop in the price of used aircraft. Prices for low-cost general aviation aircraft start from... 10-12 thousand US dollars. For this money you can buy very old (often more than 40 years old) aircraft such as Cessna C150/C152 or very light ones. Investing in old, cheap designs usually requires additional investment. It is rare that anyone sells an aircraft immediately after a major and very expensive (comparable to the cost of such an aircraft) engine repair or propeller replacement. In the case of a used aircraft, you will have to reckon with more or less large expenses
As we get to newer aircraft, prices rise significantly. Typically the decline in value is 50 percent over 10 years. For 250-350 thousand dollars you can become the owner of a fairly modern Cirrus SR-22. For the same price you can get a four-seat Diamond DA-40 or another aircraft of a similar class. Ultralight aircraft are much cheaper at this age, but they have a drawback - the maximum number of seats does not exceed two (including the pilot), and take-off weight is limited to 472.5 kg.
There is a stereotype that airplanes burn huge amounts of fuel, which is why they are so expensive to operate. In fact, fuel accounts for the smallest portion of operating costs (airplanes like the Cessna C150/C152 consume 100 km less gas than a car). Owning your own aircraft requires constant costs, the amount of which depends on the type of aircraft chosen and its category. If it is twin-engine, or has a retractable landing gear, or is equipped with equipment for instrument flights, then the cost of maintenance increases like an avalanche.
Its main part is OC and AC insurance (AeroCasco). The first is mandatory and applies to the Cessna C172 with a take-off weight of about 1100 kg, you will have to shell out $500 per year. The second is voluntary and for an aircraft with the same weight and costing about a million dollars it costs $4,000 annually. (about 4 percent of the cost). However, the figures given are very approximate and depend on the experience of the pilot, as well as the purpose of the aircraft. For OC and AC, you should focus on a figure of 4-5 percent of the cost of the aircraft.
Maintaining an aircraft in flying condition will cost significantly more. General aviation aircraft (which generally includes all privately owned aircraft and some others) require regular maintenance and inspection every 50 flight hours. They usually last from several hours and consist of a quick assessment of the condition, as well as changing filters and oil. If during such a brief inspection there is a need for any additional replacements, then work of this type is carried out in the current mode and entails some costs.
Additionally, every 100, 200 or 600 hours, other structural elements may be subject to mandatory replacement. Labor costs should be added to their cost. A working hour at a certified service center costs $50-80. Thus, each inspection with minor replacements will cost $500. More work means more expenses for mechanics’ labor and materials. With an annual flight time of 250-300 hours, you should expect a minimum of 2-3 thousand dollars to maintain the aircraft in appropriate technical condition.
Added to this is the cost of maintaining Continuing Airworthiness Management Organization (CAMO) documentation. This is done by certain organizations that charge about $100-120 per month for their services. True, this applies to general aviation aircraft (ultralight and special ones, as a rule, are exempt).
Depending on the type of engine used, after a certain time it is subject to major repairs. Small aircraft are equipped, as a rule, with piston engines (i.e., similar in operating principle to those found in our cars) and require major overhauls every 1000-2000 hours of operation (or every 7-10 years with an annual flight time of 250 hours). The cost of such an event is 15-25 thousand dollars. The propeller also has its own resource. Usually it is 5 years or 2000 thousand hours and its repair for a small aircraft is 3-4 thousand dollars.
Considering the above, the cost of fuel seems to be the smallest part of the expense. A liter of aviation gasoline (the popular "Avgas"), which powers most modern piston-powered aircraft, starts at $1.5-2 per liter (depending on excise taxes in each country and the appetites of sellers). Depending on the engine size, fuel consumption varies, but is usually in the range of 15-25 liters per hour of flight (for a single-engine aircraft).
Some aircraft willingly consume cheaper gasoline. There are also diesel aircraft engines that require regular diesel fuel according to the season. We must also remember that the coveted plane must be stored somewhere. If the owner does not have a personal hangar or airfield, he will have to rent one. And this is still at least $250 per month.
Summing up all the costs, in the case of purchasing a certified aircraft, the figure easily exceeds $7,500-8,000 per year. In the end, it is much cheaper to purchase and maintain an ultra-light or special aircraft, but this has its drawbacks.
How to reduce costs?
The costs of maintaining a small aircraft depend on many factors, the most important of which is its category. Many small aircraft are classified as ultra-light aircraft (UL/ULM), which allows you to spend only 3-4 thousand dollars a year on their maintenance. But this category has its limitations. Incl. a maximum number of seats on board, not exceeding two, as well as a limited maximum take-off weight. In Europe, it is defined as 472.5 kg for aircraft with classic (non-retractable) landing gear.
Another particularly attractive way to reduce costs is to purchase an aircraft that can be registered under a special category (the so-called “experimental”). Then there is no need for expensive maintenance in certified centers, possession of a Type Certificate, and even the owner himself can carry out minor maintenance and repairs. An example is the Jabiru J430/450 aircraft, which costs about 60-75 thousand dollars in a kit for self-assembly. Annual maintenance costs (excluding fuel) can be “only” 4-5 thousand dollars. Moreover, this aircraft can carry 4 passengers (including the pilot).
If you don’t fly a lot, it’s better to rent... or buy together
A personal plane, even in the cheapest version, requires large expenses, which pay off only with a large annual flight time. For those who do not need to fly 200-300 hours a year, it is cheaper to hire a plane. Rental costs vary greatly depending on the lessor and the type of aircraft. The popular Cessna C152 can be hired for $125-$150 per hour (fuel and other expenses included). Four-seater Cessna C172 - for 175-200. It will cost a little more to rent a Piper PA-38, Cirrus SR-22 and other general aviation aircraft. The disadvantage of this method is sometimes limited availability at the right time, but this is more than compensated by minimizing the formalities, hassles and ongoing costs that personal ownership of an aircraft entails.
An alternative could be a fairly popular method in Europe - co-ownership of an aircraft. In this case, a group of people interested in a specific model buys the aircraft “shared together.” Depending on the size of the investment share, each of the co-owners has the right to a proportional amount of annual use. This significantly reduces the cost of both purchase and maintenance. With this method of acquisition, one aircraft is often owned by a group of four or more individuals.
Are there many Russians who have never flown on an airplane in their lives? According to sociological surveys in 2009, almost half. Until recently, you were one of them, but now, by choice or necessity, you go to the sky? You have many new and interesting experiences ahead!
The first plane trip is not only a storm of emotions, but also many practical tasks. You need to remember a thousand details: what to take with you, how much to arrive for registration, where to go at the airport... A person with little experience often gets confused in the little things and forgets about them out of excitement. This memo is intended for novice travelers - it can greatly facilitate pre-flight preparation.
Check-in for a flight opens on average three hours before departure and ends approximately 40-50 minutes before departure. Most airlines recommend that passengers arrive at the airport 3-2.5 hours before departure. It's better to do this the first time. The later you arrive at the airport, the more bustle and rush there will be. If you know that there is still a lot of time left, then you will not rush and worry.
Some companies offer a service such as online check-in for flights via the Internet. As a rule, it opens one day before the flight. In this situation, you can check in for a flight while at home or at work - you only need a computer with the Internet. To do this, go to your airline's website. After successfully completing check-in, the system will generate a boarding pass, which you must print. At the airport, online checked-in passengers have a separate counter where they can drop off their luggage.
If for some reason online registration is not available to you or simply confuses you, you can use the traditional form upon arrival at the airport. At the check-in counter you choose a seat on the plane and check in your luggage. Here you need to be especially careful. If you are flying in economy class, you have the right to carry no more than 20 kg of baggage free of charge, in business class - no more than 30 kg. They weigh him at the reception desk. Please note that the weight of the suitcase is not separate from the weight of the luggage. If you take a lot of things with you (18-19 kg), the suitcase should be as light as possible. Otherwise, there may be an excess, which you will pay additionally at airline rates. Information about how much the excess costs is usually posted at the registration desk.
Some things can be taken with you into the aircraft cabin - this is the so-called hand luggage. First of all, this applies to fragile electronic equipment: laptop, camera, video camera. It is strictly not recommended to check them in as luggage - there is a high risk that things will be damaged along the way. The same goes for fragile souvenirs.
It is prohibited to carry in hand luggage:
Liquids in bottles over 100 ml;
Flammable and explosive substances (acetone, hairspray);
Stabbing and cutting objects (knives, nail scissors);
Heavy items exceeding the established weight limit for carry-on luggage. Information about these restrictions is usually available on the airline’s website, and it’s a good idea to ask about this at home, while packing your luggage.
It’s easy to guess that it’s better to divide things into luggage and hand luggage at home, a day or two before the trip, and not at the check-in counter at the airport.
After check-in, you need to go through a number of procedures: customs control (on international flights), passport control and security screening. When leaving Russia, you need to include cultural property, weapons, precious stones and some other goods in the declaration. But other countries have their own rules and regulations. It is better to find out which goods need to be declared at foreign customs in advance, via the Internet or special customs directories.
If you are flying on an international flight, you must present a valid passport at passport control. You will only need an internal Russian passport when flying within Russia; on international flights you don’t need to take it at all.
Security control is carried out as follows. You take off your shoes, put your shoes, hand luggage and outerwear in a special tray. Then you go through a metal detector while your belongings go through an X-ray scanner. It is also better to prepare for security control in advance: remove metal jewelry, a jacket with a metal zipper, remove a belt, keys, cell phone from trousers, put small coins in a bag or wallet.
“Will I squeak if I have dental crowns?”- this question often worries passengers flying for the first time. As a rule, modern metal detectors do not respond to crowns made of cobalt-chrome and gold-platinum alloy, since the mass of dentures is small. There is also no need to remove gold earrings and wedding rings in front of the “frame” - most metal detectors do not focus on small amounts of gold. But cigarettes or condoms most often “squeak” on a metal detector, so it is also better to take them out of your pockets. The packaging of these items contains aluminum, and most “frames” are sensitive to this metal.
Be careful when selecting items in your hand luggage if you are flying with a connecting flight. Some foreign airports have very strict security rules (in particular, this applies to European Union countries, where, for example, mascara can be confiscated at security control).
What to do after all the procedures have been completed? As a rule, passengers begin to be allowed onto the plane approximately 40 minutes before departure. If there is at least an hour left before departure, you can walk around the airport and go to duty-free shops. There are several of them at large airports, and the assortment may vary. Do you have a long flight ahead – more than four hours? Then it's all the more worth taking a walk. You will still have time to sit in the seat, moreover, by the end of the flight you will already want to get up.
There is no need to queue for boarding an hour before departure. If you go to the plane by bus, the one who gets there last wins, not the first. Those standing at the beginning of the queue will enter the cabin first only if a “sleeve” is brought to the plane (this is a metal “gut” from the gate to the plane). So there is no need to worry - you will get on the plane in any case and sit in the seat you received.
What clothes should you wear on a flight? The temperature in the aircraft cabin usually fluctuates around 22 degrees +- 2 points. You need to focus on the time of year. If the weather is cold at your departure airport and hot at your arrival point, dress compactly. It is better to leave fur coats and sheepskin coats at home - in economy class seats they will only bother you, especially if the flight is long. The ideal option is a winter jacket that can be removed, rolled up and packed in a large bag. By the way, such clothes can also be useful in the opposite situation - if you are flying “from summer to winter.” You can take the bag with the jacket into the cabin as hand luggage and get dressed after boarding. It’s easy to guess that it’s better not to check in warm clothes as luggage in such a situation.
Many travelers going “from winter to summer” take a bag with light shoes and clothes to the cabin. You can change clothes right in the airplane toilet. It's not very comfortable, but it's still better than being in a winter jacket in the tropical sun.
You need to take care not only of clothes, but also of shoes. It is extremely hot to fly in warm winter boots, so during the cold season, take warm socks to the cabin. Your feet will be much more comfortable in them. It is strictly not recommended to wear tight shoes during the flight. It increases the already considerable load on the vessels of the lower extremities, and the risk of vein thrombosis also increases.
remember, that The air in the aircraft cabin is very dry. If you wear contact lenses, you should take eye drops with you on the flight, as when the mucous membranes dry out, unpleasant painful sensations appear. For long flights, it is better to travel with glasses.
Don't drink a lot of alcohol if you're flying for the first time! First you need to know how your vestibular system will react to the movement of the aircraft. Sometimes novice air travelers experience nausea or dizziness when climbing or turning the plane. And in this case, drinking alcohol can enhance the body’s natural reactions.
If you have already experienced seasickness, choose a seat in the wing area, take plenty of sour candies with you into the cabin and do not drink alcohol - it can increase nausea and dizziness. Also, a proven anti-sickness remedy that you have already used before will not be superfluous.