Pilots s7. Wing leak
Hello! My name is Margarita. I really want to be a flight attendant in your company s7 Airlines.
I love civil aviation and everything related to flights. I am ready to give myself completely to work. Not at all afraid of the complexity and mode of the profession.
I'm 35, I look 20-25 years old. Height 166, weight 52, clothing size 44. Health is excellent. Not interested in the income of the profession, the main thing is the love of work. I want to learn
work smart and serve people.
I have two higher education: economic, accountant; musical, conductor, teacher.
Extensive experience in working, helping and communicating with people, as well as volunteering to help those in need in difficult life situations. My target desire is my favorite job as a flight attendant.
I was born and live with a permanent residence permit in Domodedovo, near the airport. (I constantly admire the take-off turn over my house).
English pre-intermediate, Italian language Elementary.
tel.8 916 105 23 83
Mail [email protected]
If you consider my candidacy, I will be a very diligent worker, very fond of my passengers, planes and work.
Here is my resume:
Position: flight attendant
Phone 8-916-105-23-83
Email: [email protected]
Domodedovo
Personal Information
Danilkina Margarita Vladimirovna
Permanent residence address
Russia M.O. Domodedovo ( Domodedovo district with. Konstantinovo d.78.)
Date of Birth
October 29, 1982
Family status
not married, no children.
Citizenship of the Russian Federation
Height 167
Weight 52
Clothing size 44
English Pre-Intermediate, Italian Elementary.
Education
2005-2010 Russian State University for the Humanities, Faculty of Economics, specialty Economist.
2016 Moscow State Institute of Culture, Faculty of Vocal Art, Specialty Conductor teacher.
Additional education
2006 Course PC user, certificate; 2007 Course "accounting (1C: accounting-7.7), certificate; 2007 Course "automation of warehouse and commodity accounting (1C: Trade and warehouse-7.7), certificate.
Professional skills
The ability to get along with people, quickly find contact, the ability to find an individual approach to people, attentiveness to others, the ability to smooth out any conflict situations ability to make quick decisions in emergency situations, the ability to competently and politely communicate with people, knowledge of etiquette and behavior, serving and helping people, volunteer service - helping people in difficult situations.
additional information
no bad habits, excellent health, personal car, driver's license category B.
Personal qualities
Sociability, friendliness, stress resistance, purposefulness, ability to work in a team, quick learner, diligence, delicacy, accuracy, friendliness, desirability, ability to get along with people, desire to serve and help people.
experience
2016 - present time. Religious organization "Krestovozdvidensky Jerusalem stauropegial convent", Domodedovo;
Church choir leader
Responsibilities
Management of various services and activities with people; professional performance of the parties of the team, management of the methodology and process in the service of worship; teaching adults and children in the field of musical and vocal knowledge.
2013 – 2016 LLC Lux Design-M, Domodedovo;
Accountant
Responsibilities
Accounting; settlements with suppliers and buyers; keeping books of purchases and sales, invoices of acts of reconciliations; accounting for the sale of products, the provision of services through the bank and cash desks; calculations with accountable persons; preparation of reports on income, expenses of the enterprise; enterprise costs, deferred expenses, settlements with various debtors and creditors; maintenance of non-operating income and expenses, control of settlement accounts, powers of attorney, advance reports; conducting inventories.
2012 - 2013 LLC Design and Production Association "Dom", Domodedovo;
senior engineer
Responsibilities
Ensuring trouble-free operation of all types of equipment; monitoring the correct operation of equipment, timely and high-quality repairs; exercising control and fulfilling duties for safety and security; compliance with established requirements, applicable norms, rules and standards.
2010 - 2011 GBUSO MO Domodedovo SRTSN "Family", Domodedovo;
Material warehouse manager
Responsibilities:
Managing the work of the warehouse for the receipt, storage and release of inventory items, their placement and accounting; facilitating and speeding up the search for the necessary materials, inventory, etc.; ensuring the safety of stored inventory items, compliance with storage regimes, rules for processing and submitting income and expenditure documents; control over the availability and serviceability of fire fighting equipment, the condition of premises, equipment and inventory and ensuring timely repairs; participation in the inventory of inventory items; control and accounting of warehouse operations; compliance with the rules and norms of safety, industrial sanitation and fire protection; maintaining cleanliness and order in the workplace.
Compilation date 07.10.2018
Thank you for reading my resume.
I really hope that I can become a flight attendant!
There was a presentation of the S7 flight squad. PIC instructor A320 Vyacheslav Karpov, the son of the Tu-154 commander, told how pilots are trained in the airline. I'm giving it in a nutshell.
Flight personnel come to S7 in three ways: from flight schools (a small part), from other types of aircraft, and already trained for foreign cars from other airlines.
Further training, taking into account the initial flight base, is carried out already in S7. We have two training centers - in Novosibirsk and Moscow. In Novosibirsk, only the theoretical part is studied (in Moscow, too). This is CBT - Crew Base Training. Then follows (only in Moscow). S7 simulators are the most modern in Russia (there are only a few of them in the country).
Knowledge of English is very important. From January 1, 2011, pilots will only be accepted with knowledge of the 4th level of the language according to the ICAO standard (International Organization civil aviation). From March 2011 on international flights all pilots must be level 4.
Simulator training is then repeated 2 times a year for 4 hours. On it, in particular, the control of aircraft in manual mode is practiced. Since in modern liners, especially in Airbus, most of the piloting is done by the on-board computer. Including protecting the aircraft from inadequate actions human factor- "from a fool" (for example, it does not allow the aircraft to enter a peak or roll heavily - although such modes exist for emergency cases).
After the pilot has completed all the necessary training on the ground, he is assigned to an instructor pilot. After completing the work on a special program, the instructor gives a conclusion. A qualification check follows and the pilot can gain access to solo flights as a co-pilot.
As necessary, the most professionally trained co-pilots are selected for commanders. As a rule, for this step, the co-pilot must fly at least 2-3 years.
Very strict health controls. Once a year - a medical flight commission. Once every six months - a medical examination, including a dentist. From the age of 40 - in-depth studies ... Also mandatory medical control before each flight.
Working time - is considered from the beginning of pre-flight preparation for the flight and ends with post-flight analysis (this is not long if the flight was regular). The pilot cannot operate more than 12 hours during this period. There are a number of assumptions prescribed in the legislation when a reinforced crew is working, but the percentage of such flights is small. A pilot must work no more than 80 hours per month, 800 per year.
It is important to understand here that if the pilot performs the second flight of the day, and this second flight lands somewhere on the alternate and hangs there, then the crew may run out of working hours. And he must rest at least 8 hours. Such cases sometimes occur during landings in particular. When there are up to 10 S7 aircraft there are plus other companies. And the queue for departure is three hours long. With me, two carriages went to the hotel in Nizhny Novgorod. Along with passengers...
Each flight in S7 is deciphered by a special program according to the mass of parameters. In case of deviations (speed, roll, flap angle, landing overload, etc., etc.), information is immediately issued to the flight squad management. And the analysis of the flight begins already serious. The program allows you to visualize - how the plane took off, how it came in for landing - everything is visible.
Before every flight pre-flight preparation. Weather at airfields, including alternates, and on routes, refueling, the technical condition of the aircraft, the number of passengers and cargo ...
The constant study of new documents, the repetition of the main ones, updates on technology, navigation, airports, routes ... everything is brought to the attention of the pilots. So that they are best prepared for all possible situations and hold the steering wheel or joystick (on Airbus) with a firm hand :) And also have the opportunity to get in touch with passengers, wish them a pleasant flight and strengthen their confidence in the safety of the flight with their voice.
Here is such a story. Our pilots are excellent :) The selection system, as you can see, is multi-stage and proven by experience, both of the MGA of the USSR and foreign ones.
Article from the corporate newspaper S7 2009.
Perm school: make flying enjoyable
Two and a half years ago (end of 2006) a flight unit was created as part of S7 in Perm. Today it is one of the airline's four regional squadrons. We asked Squadron Commander Yuri Gennadyevich Panov to talk about the current work of Perm pilots.
Yuri Gennadievich, can we talk about the features of the Perm flight school?
Yes, each major division of civil aviation had and has its own characteristics. Own history Aviation in Perm begins with the first basic aircraft that appeared in 1940. There were two airfields in the city, one (Bakharevka, now closed) - for local lines, where An-2 and helicopters flew, and the second, built in the mid-1960s - Bolshoye Savino with An-24 and Il-18. The mass development of transportation began with the appearance of the basic Tu-134 and Tu-154B in the late 1970s - early 1980s. The flight schedule included the whole country: Khabarovsk, Tashkent, Sochi, Leningrad, Kaliningrad, Kyiv, etc. An-24s mainly flew to the Urals and the Tyumen north, cargo An-26s also carried out charter flights throughout the USSR, from Komsomolsk-on-Amur to Grodno.
As in other large aviation enterprises of the MGA, the pilots gradually climbed the career ladder, starting with the first independent flights on the An-2 in Bakharevka, then on the An-24/26 already at a large airport, and then, having gained experience, they came to the Tupolevs.
I myself came to Bolshoe Savino as an An-24 co-pilot in 1980 and went the same way. Already on the An-24, senior comrades instilled in us their experience, introduced us to their approaches to flight work. Since then, I clearly learned that piloting should be as smooth as possible, imperceptible to passengers. Technique always allows you to do, if necessary, energetic maneuvers. It is designed for this and the pilots know it. But passengers are sitting in the cabin, who may not understand sharp rolls or declines and simply get scared. So we were taught not to frighten passengers with our dashing skills. Of course, if everything is in order in flight. If, however, weather conditions or other reasons set their own operational tasks, then the task of performing the flight safely, using all the capabilities of both equipment and flight personnel, comes to the fore.
In 1992, we began preparations for flights on international routes, and the following year we opened the first flights abroad from Perm. These were popular tourist destinations, as well as charter flights to various countries. There were several bases: we flew An-26 in England and Iran, Tu-134 - in the Emirates and Nigeria. The flight squad had its own English teacher. Therefore, later, by the time of retraining for western liners in S7, we had sufficient and versatile experience to master new equipment.
In 1996, the Perm Aviation Enterprise began operating the new Tu-204-100s. These were the first aircraft in the "-100" series, the time was difficult, so we had to deal with the issues of aircraft certification, at our own expense. We mastered the liner. They flew on it mainly by charters from Moscow (Vnukovo) and Perm. But the state-owned enterprise could not bear all the expenses and we were forced to return both planes. Moreover, one (RA-64017), as you know, went to Siberia, where he then flew for several years. At the same time, in the late 1990s, the first Perm pilots went to Siberia.
How was the process of transition to Western technology?
Our flight squad was created as part of S7 in December 2006. Even then, green Boeing 737-500s flew to Perm, and we were offered retraining for this type of aircraft. The selection of pilots was already initially held with this sight. The first group of Permian pilots from Tu-154 and Tu-134 went to retrain in Denver already in January 2007. In total, seven of our crews visited the USA, and in the summer they began independent flights as co-pilots. There were plans to enter the commanders, but it was already clear that the S7 would continue to fly on the A319. Therefore, in the fall, a new retraining began - on Airbus. The main foreign part this time was held in certified centers in Tunisia and Jordan. I retrained myself in Tunisia. I didn’t get to America on Boeing, since at first there was a lot of organizational work in the detachment.
In 2008, they started flying on the A319. Moreover, the training was immediately carried out for the entire model range, so it is not difficult for us to pilot the new A320s today. It is interesting that many pilots for the first time in their many years of practice sat at the helm of new aircraft. This is a very interesting feeling, there is both self-respect and pride in the company.
Colleagues from the Moscow Flight Detachment No. 4 and the Directorate of Flight Standards provided us with great help in the process of forming the detachment and retraining. We communicated directly with the leadership, and our "base" in Domodedovo was squadron No. 4 under the command of Mansur Badrakov. I would also like to say a big thank you to the instructors of S7 Training, where we underwent initial training for Western equipment.
Today, the staff of the Perm squadron includes 11 FACs, 10 co-pilots and four command and flight personnel. We all fly on Airbus. Literally in May, we celebrated the first solo flights of five co-pilots, who managed to retrain on the A319 in the winter.
What is the geography of flights of Perm pilots in 2009?
In connection with the decommissioning of the Tu-154 last year, today we operate flights from Perm on only one route - three times a day to Moscow. There is no base for the aircraft yet, but we hope for it next year. Passengers and, of course, we - all employees of the S7 branch, are waiting for the resumption of flights on historical lines from our millionaire city.
Since three flights a day are not enough for us, we often fly on business trips. It looks like this. In the morning we fly to Moscow, from there we immediately carry out a short daily flight, for example, to Rostov or St. Petersburg, we spend the night in Moscow. The next day - a flight of medium duration - say, to Germany or Novy Urengoy. Then another night in Moscow and in the morning - a return flight home to Perm. We also took another chain on Far East. From Moscow we fly to Novosibirsk, where we rest, then we fly to Yuzhno-Sakhalinsk via Khabarovsk, two days relay race on Sakhalin - and back to Novosibirsk via Vladivostok. One more rest and return to Moscow - Perm.
Thanks to such schemes, we have a monthly flight time for each pilot of about 80 hours, that is, we practically fly the sanitary norm every month.
Have Perm residents mastered the new A320 simulator?
Yes, I just flew it myself for the first time. Great preparation tool! The feeling of flight is complete, starting from overloads during “air maneuvers” and up to “touching the strip”. Compared to the Tu-154 simulators on which we trained earlier, this is absolutely different levels. We will be here twice a year and I am sure that such modern equipment will significantly improve the professionalism of our guys.
Passengers love it when pilots communicate with them during a flight. What is the attitude to this issue in Perm?
It's really a delicate moment. When passengers hear the cheerful, confident voice of the commander, they calm down and the flight is much more comfortable. We paid attention to this factor in the early 2000s. Even then, on all flights of Perm Airlines, our pilots began to communicate with the cabin. This was one of our differences in terms of competition.
Naturally, this practice continues now. In advance on the ground, we agree with the flight attendants who and when what information is voiced, so that there are no repetitions. We get in touch three times - we greet passengers on the ground before starting the engines, in flight at flight level we talk about the flight and conditions at the destination, and we say goodbye after the aircraft is parked. Hope the passengers are happy.
How do you see the development of the squadron in the future?
These are not very bright times for all airlines, for obvious reasons. Perm is a large city with a population of one million and has its own passengers. And we have an excellent backlog - a professional team, new, one of the best aircraft in the world in its class, and a desire to fly. Therefore, of course, we hope to expand the geography of our "home" flights. In the meantime, we have stable work at home and demand on other S7 lines.
Clear skies for your squadron, Yuri Gennadievich!
Previous story on the history of Perm aviation and S7 -
Euromag magazine spoke with Andrey Mabo, senior pilot-instructor of the Airbus A320 of S7 Airlines, and found out what it takes to become a pilot, how the preparation before the flight goes, and whether the pilots themselves turn off the phone.
- Andrey, when and how did you realize that you wanted to become a pilot?
- In early childhood, I looked at my grandfather, a pilot who worked in Vnukovo. He was first a bomber pilot, then moved to civil aviation.
My father, a designer in the aerospace industry, also played a role in the choice to some extent. So by the age of 7 I had an accurate idea of my future profession. Subsequently, at the age of 14, I entered the Yeysk Special Flight School, then there was the Balashov Military School, service in the Russian Air Force, and then, 10 years ago, I came to work at S7 Airlines.
In general, dynasties are really present in our profession. Very often, pilots come from aviation families. To become a pilot, you still need a certain state of mind. There are no random people among us, if such people get in, they leave within a year. It's too hard work, you need to really love it.
- And what is this state of mind?
- The pilots compare it with a childhood illness - if you get sick once, then forever (laughs). This is love for the sky, airplanes, lifestyle in general.
Personally, when I come to work, I catch myself thinking that I really get great pleasure from it.
- What are the requirements for pilots?
- First of all, it is, of course, a state of health. Any young person, coming to a flight school, first of all undergoes a rather serious medical examination and a psychological examination.
Also, the flight school at admission makes serious demands on general subjects. Well, certain aspirations are also necessary.
- Tell us, what are the actions of a flight school graduate?
- After graduation, he comes to the airline and undergoes retraining on the planes of this airline. In S7, this takes about six months. The training includes a theoretical part, simulators, ground work with instructors, trainee flights and an exam.
After that, he already leaves as a working co-pilot. In our airline, the pilot immediately sits on the Airbus 319 and 320, after 500 hours of flight, which is about 8-9 months, he is trained to pilot the Airbus 321 - this is a more complex and heavy aircraft.
- How often do you fly?
- An ordinary pilot usually flies about five days a week. Personally, I make about 3-4 flights, since I also teach at the airline's training center. The norm for pilots is 80 flying hours per month, 800 per year. The maximum is 90 hours per month.
- Do you have divisions into international and domestic flights?
- Oh sure. When a pilot comes to work for an airline, he flies domestic flights. After successful flights with instructors and passing qualification checks, he undergoes special training and receives admission to international flights.
- How is the flight schedule compiled? Can you make wishes?
- There is a special crew planning department that makes the schedule. Of course, pilots can leave their wishes for flights. That is, of course, not like that, where I want, I fly there. But if there's a reason to fly to a particular location, the department will take that into account. For example, if the family is flying on vacation, to the sea, and the pilot himself wants to fly this flight, why not?
In most cases, these applications are taken into account. Also, pilots have the opportunity to pre-book a weekend. We have a special program in which we can send an application for certain dates in a month.
The same is true with holidays. Pilots leave their vacation wishes in the same program. We have 70 days of vacation per year, of which 50 we can choose on our preferred dates. And the airline provides 20 days as needed for the flight crew: that is, in winter, the workload is lower - therefore, vacations will be given more willingly.
Vacation is usually planned in September-October for the next calendar year. In fact, it is very convenient, for example, I planned my June vacation back in January, when everything was much cheaper.
- Do pilots have preferences in buying tickets?
- Yes, we have discounted corporate tickets. Once a year I can get tickets for myself, my wife and children with a guaranteed seat. Also, I, my family, my parents and my wife's parents can take tickets without a seat guarantee, that is, according to the availability of seats. If there are empty seats, they will be taken on a flight. The cost of such tickets, of course, is much lower than usual.
- Do you stay in other cities or fly back immediately?
- There are so-called relay flights, when pilots perform a flight and stay in the city to rest until the next flight, usually from one to three days. We have flights to Bratsk, Ulan-Ude and Alicante. But a greater number of turning flights - when we arrive in the city and fly back in 40-50 minutes.
- What do you usually do in free time in relay races?
- In Alicante, for example, great beaches even in winter you can enjoy your time under the sun. Beautiful city you can take a walk. When my children were just born, I liked to sleep more (smiles).
How rigorous is the medical examination for the crew? What is a flight mission? How is an aircraft checked? The other day I was lucky enough to visit places where ordinary visitors to Domodedovo airport usually fail to get and look at the process of preparing pilots and other crew members of S7 Airlines for the upcoming air journey.
1. Meet - from left to right the pilot " S7 Airlines Tatarov Maxim Vyacheslavovich, aircraft captain Omelyanenko Vladimir Nikolaevich and press secretary of the airline Anna Bazhina. 
2. Airport staff just like passengers pass pre-flight screening, only in a separate room specially designated for this. We take off the cap and forward through the frame. Everything is as strict as for mere mortals. 
3. If you are physically sick, and even more so mentally, you won’t get on the flight. Here, the pilots are waiting for a whole medical board of several doctors. 
4. Who's next? Measurement of pressure and temperature is only part of the medical "check-up" before the rest of the pre-flight preparation can be done. 
5. After that, the crew goes to a large room, called the "briefing room". Check-in for the flight takes place here, each pilot checks in at the electronic terminal by entering his ID and password. 
6. The flight task is printed out, documents on board ( technical description aircraft of the previous team and technicians), all this is carefully studied and discussed. 
7. The flight task also includes familiarization with the airports of departure, arrival and possible alternate airfields on the route. 
8. This "bible" contains all the information about airfields and more. 
9. To a person from the outside, all this seems incredibly complicated and confusing. 
10. Just look at this card. The head will spin. 
11. Also in the briefing room there is a meeting with the senior flight attendant (often these are acquaintances, since the crews are constantly changing). The chief flight attendant reports on the readiness for departure and the number of cabin crew on the flight. 
12. When this whole story is over, we put on special vests and forward to the aircraft. Oh yes, how is the weather there? Previously, a summary (wind direction and strength, precipitation and thunderstorm risks) was received in a separate room. Now all the information is provided to the crews in the briefing room. 
13. Here it is our handsome man - Airbus A-319, almost ready to go on flight 19 Moscow - St. Petersburg. 
14. Let's take a closer look at him. Here is one of the engines. 
15. Front chassis. 
16. Place of attachment to the fuselage. 
17. And this is what the insides of the rear chassis look like. 
18. From this small window, a hellish stream of air - almost blew it away! 
19.
20. When else will you take such a selfie! 
21. Meanwhile, it would be nice to feed our liner. 
22. Loading luggage. 
23. Well, it's time to go inside. For bloggers, as well as for staff, the entrance to the TV ladder is on the side along a special ladder. 
24. Teletrap control. 
25. Well, well, everything is already in place. 
26. The most interesting thing is, of course, the cockpit and cockpit. 
27.
28.
29. Do you know how easy it is to distinguish an Airbus cockpit from a Boeing cockpit, for example? 
30. Initially, the co-pilot inspects the aircraft, and the PIC prepares the cockpit. Then they change places. Systems are being prepared and checked, documents are being filled out, the route and features of the departure and arrival airfields are once again checked. 
31. Flight attendant S7. 
32. And at the bottom, in the meantime, a tugboat had already taxied. This means that the liner is almost ready for takeoff. 
33. We cling. 
34. By the way, picking him up is not such an easy task as it seems at first glance. 
35. That's it, you can move in the direction of the take-off. 
36. Goodbye, dear friend. Although you look strict on the outside, you are kind on the inside. Hope we meet again. 
37. Acceleration. Or right, it seems - run. 
38.
39. Breakaway. Though English language in a sense, it is considered poorer, but in this case it sounds more interesting - Take off the ground. 
40. Bye, green! 
Like this. Many thanks to the guys from S7 and the airport management for an interesting event!
