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.

More details in the video:

The MC AUTC employs approximately 530 dispatchers. In one shift there are at least 10 people, of which on average 2 are on vacation, one is on sick leave, i.e. 7-8 come out, and at least 5 work at the same time.

They have strict health requirements - almost like pilots - and the work is considered harmful: they retire at the age of 50 (and women - at 45, there are 15-18% of them here), vacation - 67 days, there are bonuses for hazardous work, sanatorium -resort treatment, and the working week consists of 36 hours. However, there are many more applicants than there are places: the average salary here is 180 thousand rubles, and they also provide an interest-free loan in the amount of 1.9 million, which can be used as a down payment on a mortgage. After 3 years of work, you can buy air tickets to anywhere in the world for 50% of their cost, and after 7 years you can fly for free. The dispatchers have their own football and hockey teams, and even a gym right in the Mission Control Center - however, you can only go there after your shift, because you might get injured?

When playing sports, don't forget to put away the dumbbells

A typical schedule looks like this: a shift from 14 to 22 hours, then an overnight stay in the rest room (dispensary) and a new shift from 8 to 14:30. Then, until 16:30, debriefing, study of documents, and from 21:30 to 8:30 - night duty, after which 3 days off.

Each dispatcher renews his certificate every two years by passing a medical examination. Quarterly, annual and pre-shift inspections are also carried out.

Initially, the dispatcher is assigned the third class - in the process of development it is easy to grow to the first (and there are 70% of them here). And the study of English is encouraged in every possible way: for knowledge of it, the salary increases by 50%.

The best way to train as a dispatcher is at the St. Petersburg University of Civil Aviation (SPbGUCA); there are also graduates from MSTU, the Ulyanovsk Institute of Civil Aviation and a college in Krasnoyarsk.

You need to be able to distinguish airplanes visually

Airfield controllers have their own simulator

And, by the way, the dispatch center is very active on social networks: Vkontakte (

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 commission 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...
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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Can you track up to 20 moving objects at the same time?
Do you have the ability to see and evaluate the interaction of objects in three-dimensional space?
Will you be able to make the only right decision in 25 seconds and have time to give commands to the emergency services?
Do you have at least ICAO level 4 knowledge of aviation English?
Are you susceptible to stress and external noise and light influences?
Are you in perfect health?
Do you have a quick reaction time?
Can you work in a team?

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

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

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

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

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

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

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

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

The new building turned out to be beautiful and spacious. The eye is pleased with the pleasant combination of colors and finishing elements. Lots of glass and heavenly blue...

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

The head of the RDC (district dispatch center), Konstantin Vitalievich Oleynik, spoke in detail not only about the general tasks and structure of the new center, but also about the specific equipment of the air traffic controller’s workplace. First of all, these are, of course, large modern monitors with anti-reflective coating, which provide information about aircraft movements, meteorological conditions and many additional parameters necessary to obtain a complete picture of the air situation in the control zone. Additional monitors are responsible for primary and backup radio communications both with the aircraft in the air and with ground services and dispatchers in neighboring areas. Another additional monitor is reserved for auxiliary information...

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

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

The hall always has the same even soft lighting at any time of the day and optimal climatic conditions are maintained regardless of the time of year. The commissioning of the new automated system is planned for this year, so dispatchers need time to get used to their new jobs. It is the air traffic controller who takes measures to maintain safety in the event of a difficult situation in the air and special flight cases by ensuring safe intervals of longitudinal, vertical and lateral separation. Behind the external calm lies enormous internal tension and responsibility, which the higher, the more complex the situation in the sky - in such an endless, huge and at the same time so cramped... All those who are currently in the cockpits, at the helms or at the sidesticks of their ships rely on these “invisible people”. They trust and believe that in any situation they will be helped and advised, and will do everything possible to return safely to earth...

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

The tower, or more correctly the Vnukovo Air Traffic Service Center (VTs ATS), is a branch of the MC AUTC...

The head of the traffic service of the ATS CC, Oleg Viktorovich Fedoseev, began his story about the Vnukovo control post with a simulator for simulating a real airfield situation. It is used to train the dispatcher from the workplace from which he will work in the future. The equipment installed here is similar to that found on the tower. It is possible to simulate any situation, both weather and technological, to develop a clear and well-coordinated algorithm for the air traffic controller...

The professional skills of tower controllers are very different from those of their colleagues in the air traffic control center. The picture here is rather two-dimensional, however, it requires increased attention. At the same time, dozens of pieces of equipment, aircraft, and service personnel are moving across the field. The landing sides “hang” in the sky and the take-off sides soar, there is movement on the taxiways, and there are constant requests for engine starts...

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

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

Most recently, the airport introduced the next stage of a comprehensive system for monitoring the position of aircraft and special equipment on the CrossPoint apron using the GLONASS satellite navigation system. During the next stage of implementation, the equipment of all airport apron equipment was completed - more than 800 units. The basic function of the CrossPoint system is to display the actual position of aircraft, both parked and in the process of taxiing around the airfield, as well as special equipment on the apron, preserving historical information about all movements over several months...

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

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

A special place is given to sports at the MC AUVD. We have our own football and hockey teams. Sections for volleyball, arm wrestling, tennis, etc...

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

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

“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!

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

However, first things first.

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

Through social networks, the ATM Group shares the most up-to-date information about its activities, and also lifts the curtain of what is “invisible” to the eyes of most ordinary people. In this way, ATM expects to popularize the activities of one of the largest and most important enterprises in Russia.

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

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

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

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

Both during their studies and upon completion, students undergo internships at the enterprise. After graduating from university, they undergo an internship for at least 6 months.

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

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

At the same time, employees have an extended corporate package: each dispatcher is entitled to breakfast, lunch, and dinner. For night shifts - tonic drinks, tea and coffee. By the way, you don’t need money in the canteen - all amounts are debited from the individual chip on your pass.

There is a gym and tennis court on site, which employees can use after hours.
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Dispatch simulator at the control center.

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

Dispatchers at the Regional Control Center (District Control Center) control air traffic both on airways - specially designated sections of airspace limited in width and height - and during flights off-airways from the lower safe flight level to the practical flight ceiling of the aircraft.

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

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

Air traffic services directly at aerodromes and during flights below the lower flight level are supported by eight ATS centers and three branches of ATS centers:
- Vnukovo ATS Center;
- Domodedovo ATS Center;
- Sheremetyevo ATS Center;
- Belgorod ATS Center;
- Voronezh ATS Center;
- Nizhny Novgorod ATS Center;
- Kaluga ATS Center;
- Tver ATS Center;
- Lipetsk branch of the Voronezh Central Department of Internal Affairs;
- Yaroslavl branch of the Tver Central Department of Internal Affairs;
- Oryol branch of the Kaluga Central Department of Internal Affairs.

There has not yet been a single journalist or blogger in the new MCC, so we are the first!
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Even though the windows of private houses face directly into the MCC, you can’t see anything from the outside because of the darkened glass.

The control room is currently operating in test mode.

The new automated system is planned to be put into operation this year.

Round, warm lamp screens are being replaced by familiar monitors.

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

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

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

The shift composition at the control center is eight people, and at the control tower - twelve.

Did you know that priority in radio communication by language belongs to the pilot?
We were told that when English became compulsory in radio communications in the 1990s, students were given a 50% bonus to their salary, thereby encouraging them to learn the language.
Now knowledge of English at a very high level is a mandatory requirement for dispatchers.

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

Then the plane goes to the taxi controller and he controls it in the maneuvering area to the runway. Then the aircraft's service is transferred to another body - the launch controller (LDC), who actually authorizes the takeoff and controls it up to an altitude of 200 meters.

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

Air traffic controllers usually also have the best view of the airport.

So the day flew by unnoticed in the company of dispatchers, the beginning of communication was made, I hope that now we will meet more often!


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