When is safer to fly — day or night? Is it possible to independently determine the degree of irrigation of the aircraft? Is it possible to understand that it falls during the flight? Should the pilot warn passengers about abnormal situations? The navigator with 25 years of experience, Igor Bezodkov told what to pay attention to before was on the plane, and during the flight.
Where can I find out what park is airlines?
On the Rosaviation website, there must be data about the airline fleet. Some companies, such as Aeroflot, publish data on what types of courts they have. There is also the average age of the airpark. The same «Aeroflot» is not more than five years old. But the age of ships is not the most important thing to pay attention to. First of all, you need to watch the flights to be performed regularly. It is necessary to watch the company’s history how many years it exists.
«When pilots sit in an old plane, they certainly understand that it is ruins.» Is such that the crew refuses to fly for this reason?
There are such cases. There are Pilots fundamental, but there are those who think that if in the past fly everything went fine, then the next time it will cost. There is a list of faults with which you can and with which you can not fly, but still much depends on the pilot. Someone can refuse to fly due to cracks in one or two millimeters.
We achieve that the pilots have guaranteed payment, since it all depends on the number of hours spent behind the helm. It is clear that the piece of payment often makes pilots neglect and faults, and fatigue. For the sake of money, many fly at the limit, especially when it comes to short flights — to Kazan or Peter.
In conclusion about the Tyumen catastrophe, the experts noted that the crew had debt on vacation over a hundred days. International Associations have long introduced a system for controlling the fatigue of pilots. Nobody in a hurry to implement it in Russia, although fatigue is that the most notorious human factor, which is most often referred to as the cause of accidents.
Should anyone warn passengers that the plane goes to the second round?
No one warns about it, because the situation is full-time and care for the second round the pilots work on the simulators. Causes are different: Could lose speed due to a strong wind, maybe the flaps are not released, maybe the pilot understood that it does not fit into the landing zone. The decision to go to the second round pilot usually takes at an altitude of 30-60 m.
Judging by the staff of the surveillance cameras, «Boeing» in Kazan fell into a corkscrew while entering the landing. Why could it happen?
For each position of the wing there is a minimum speed. As a rule, the plane goes into a corkscrew when it reaches critically low speeds. Most often it happens if the pilot incorrectly chooses the position of the aircraft. But the dumping can occur at high speed, if, for example, the pilot pulls the steering wheel on itself. Then the speed can reach the critical value.
Understand what you fall is almost impossible. When a person flies on the plane, it is lost in space
How can an ordinary person flying on the plane, understand that something went wrong?
Understand what you fall is almost impossible. When a person flies on the plane, it is lost in space. Even the pilot will not be able to clearly determine the position of the aircraft in the air, if not visible the horizon. But, for example, shaking is not an indicator, as it can be an ordinary bolt. There is still a bad sign, if the burner smells on board. It is already more realistic, you need to immediately call the conductors and find out what happened. It may be burnt something in the kitchen, and maybe the wiring smokes.
Should the pilot warn passengers about abnormal situations?
My opinion — the pilot is better not to inform passengers that something goes wrong, it is better not to know, because a panic can begin, which only complicates.
What is the level of preparation of graduates of our flight schools?
They, as a rule, are trained in one type, and it is necessary to work on the other. All graduates for a year and a half die to master the type that is in the airline. Often graduates of Russian flight schools are reassured abroad. Knowledge of English is necessarily even on internal flights. In the conclusion of the Mac on a plane crash in Tyumen, by the way, the weak knowledge of the English language was noted — they could simply could not understand some part of the aircraft documentation, it is all in English.
Do I need to look at the weather forecast, choosing a flight?
Pay attention to the weather before departure does not make sense. The crew sometimes reports, for example, that the weather is solar, but ultimately it does not depend on this. Basically, the safety of the flight depends on the level of crew preparation.
To determine whether the weather conditions will affect the flight, you need to know the minimum aircraft, the airfield and the crew — the minimum visibility range on the strip. The lower the appearance, in which the plane can go to the landing, the better. The minimum of the aircraft depends on the level of its automation, the minimum of the airfield from the technical equipment, and the crew — all the simulators should be passed from experience, the number of hours and landing. Of course, before the flight, no one will call these indicators to you.
Are there any day and night flights differ in the degree of security?
Day or night — absolutely no matter. Although at night, the lights of high intensity are sometimes better visible, according to which the pilot is focused when landing. In the afternoon, especially in foggy weather, they are harder to see. True, it should be borne in mind that the pilots are also living people and they may want to sleep.
And on external signs, the passenger can determine the fault of an airplane or crew problems?
Only if you approach the plane, and the fuel flows from it. Or if you see a noticeable crack on the plane. It happens that passengers begin to suspect that one of the crew members is drunk. I have never come across any of the listed, but theoretically it is possible. By the fact that the pilots sat down behind the sober, the airlines are strictly followed, but the pilots can drink and already in flight. In America now, for example, pilots pass selective control after landing. In Aeroflote, this right of administration is also there.
Abroad there is a voluntary alert system so that pilots can tell dispatchers about a malfunction, but in many Russian companies for such a message they will follow the sanctions to the convexing pilot
What is the plane can be considered old? There is a version that a 30-year-old aircraft is more reliable than new.
This is not quite so. It is one thing if we are talking about the already running and approved model. But the percentage of the probability of failures on old aircraft is really higher. Old technique requires high costs. They have less leasing payments, but the service is much more expensive, it is often necessary to replace parts. It happens that the airline, saving on leasing, is simply not changing the details on time.
How should the dispatchers behave in a situation where pilots report a malfunction. Is there any general scheme from which they do not deviate, or decide on their own?
Pilots make a solution for themselves, and dispatchers can only release the zone if urgent landing is required, or to instruct on the route if the visibility is bad.
Is it possible to somehow on the scoreboard that something happened to the plane? Will it be simply written «delayed» or are there any other formulations for such cases?
Typically write one of two options — for technical reasons or due to weather conditions. But I would not panic because of the wording «for technical reasons», because it does not mean at all that they found some kind of malfunction, it may be simply no backup aircraft or no fuel.
Statistics are really bad. And then, not all incidents fall into statistics. There are faults that did not have time to fix the dispatchers. Suppose the wheel lowered on the landing, there was a decrease in a safe height or chassis could not be released from the first time. Such incidents also affect the airline rating. Abroad there is a voluntary alert system so that pilots can tell the dispatchers about a malfunction, but in many Russian companies for such a message they will follow sanctions to the attached pilot.
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