Aviation dispatchers (air traffic controller). How it works. From the life of aviation dispatchers Air dispatcher
An air traffic controller is an aviation specialist who controls air traffic. Ground controller for aircraft traffic.
The main function of an air traffic controller is to ensure the safe, regular and orderly movement of airplanes, helicopters and other aircraft (hereinafter referred to as aircraft). To successfully perform this function, the air traffic controller uses knowledge of air navigation, aviation meteorology, as well as strictly established rules and instructions that regulate in detail all aspects of his activities. For example, to ensure safe separation of aircraft in the air, the air traffic controller applies the rules of vertical, lateral and longitudinal separation (dispersing aircraft at safe distances in the horizontal and vertical planes).
The main task of an air traffic controller is continuous monitoring of the air situation and air traffic control within his area of responsibility. To perform this task, the air traffic controller uses radio equipment, radio communications with aircraft crews, as well as telecommunications with related sectors and other specialists. The air traffic controller's workplace is equipped with monitors displaying the air situation, weather conditions, various signal displays, reference information, communications equipment, etc.
Control over the movement of the aircraft is carried out from the moment it leaves the parking lot before takeoff at the departure aerodrome until taxiing to the parking lot after landing at the destination aerodrome.
To ensure effective control over the movement of aircraft, airfields and airspace are divided into areas of responsibility of control centers. According to the type of technological tasks performed, they can be classified into control centers of “Taxiing”, “Start and Landing”, “Circle”, “Approach”, “District Center”, control points of “Local Air Lines”, “Airfield Control Points”.
The controller of the “Aerodrome Control Center” (ACP) monitors the readiness of the aircraft crew for the flight, provides them with the necessary information, draws up a daily flight plan, records the beginning and end of the flight, coordinates the implementation of the flight plan with other services (for example, with the ACP of another airport) . The air traffic controller does not monitor the actual air situation.
The “Taxiing” controller (DPR) controls the movement of aircraft across the airfield, issues permissions for towing, engine starting, and taxiing.
The “Launch and Landing Dispatcher” (SDP, LDP) controls traffic on the runway and pre-landing straight line, controls aircraft taking off and landing, issues permission for take-off and landing.
The “Circle” controller (DPK) controls the movement of aircraft in the airspace from 2 km and below and within a radius of 50 km from the airfield. Issues clearances for approach to landing aircraft and instructions for initial climb to departing aircraft.
The “Approach” controller (APC) controls the movement of aircraft in the airspace area limited by altitudes of 2.6 km and a distance of 90-120 km from the airfield; solves problems of determining the landing approach sequence and constructing the necessary separation intervals.
The controller of the “District Center” (RC) controls the flight of the aircraft at altitudes from 1.5 to 17 km and within the established boundaries in the horizontal plane.
The controller of the “Local Air Lines” point (KDP MVL) controls the flight of the aircraft from an altitude of 1.5 km and below in the area of the MVL airfield.
The controller of the “Local Control Center” (LCP) controls the flight of the aircraft from an altitude of 1.5 km and below within the established area of responsibility (usually comparable in area to the administrative region of Russia or a significant part of it) in the horizontal plane. A lot of aviation work, away from major airports, is carried out under the control of TIR controllers.
In conditions of intense air traffic, 10-20 aircraft can be under the direction of one Air Traffic Controller at the same time.
Training air traffic controllers is a complex process. In Russia, primary education takes place over 3-4 years in specialized secondary and higher educational institutions. Advanced training occurs every 2 years, its result is confirmation of a valid air traffic controller certificate. In addition, a mandatory requirement for an air traffic controller today is knowledge of the English language within the limits established by international standards. 4 - mandatory level on the ICAO scale since 2011.
An air traffic controller regularly undergoes a medical and flight expert commission, similar to civil aviation pilots, as a result of which a certificate of professional suitability is issued, allowing him to continue working for the next 2 years. In terms of psycho-emotional load, the profession of an air traffic controller is one of the most dangerous and responsible professions associated with technology and human lives (from the point of view of psychology, the work of the “Approach” dispatcher is of greatest interest).
In the Russian Federation, men have the right to early assignment of a labor pension upon reaching the age of 50 years and women upon reaching the age of 45 years if they have worked in direct control of civil aviation flights for at least 12 years 6 months and at least 10 years, respectively ( Clause 14 of Article 27 of the Federal Law of the Russian Federation dated December 17, 2001 No. 173 - Federal Law)
Every year in Russia the number of air transportations is growing, both on domestic and international routes. New destinations are opening, and foreign airlines continue to expand into the country's airports. People are used to flying: business trips, business trips, vacations - flights have long become something commonplace. However, few of the passengers boarding the aircraft think about who actually controls this huge flow of arriving and departing aircraft, and how this huge mechanism in constant motion is controlled.
1.
Today we’ll talk about this in a little more detail using the example of the Domodedovo ATS Center, which is a structural subdivision of the Moscow ATC Center.
The functions of the center include ensuring the safety, regularity and efficiency of aircraft flights in the Domodedovo airfield area. Air traffic control in the Domodedovo airfield area is carried out using TOWER technology (Tower - Command and Control Center) in two languages: Russian and English...
2.
Everything that happens on the airfield of the airfield occurs only under the control and on the commands of dispatchers. This applies not only to aircraft pilots, but also to ground technical services. True, for passengers all this remains completely unnoticeable throughout the entire time they are within the walls of the airport terminal complex and on board the aircraft...
3.
After the aircraft is prepared for flight, the crew of the aircraft must obtain permission for this flight from the airfield control tower. Next, a few minutes before departure, the crew requests permission from the taxi controller to start the engines and, after receiving it, begins preparations for takeoff. The taxi controller also reports the route to the runway and allows taxiing to the so-called pre-launch - a place on the taxiway directly in front of the runway...
4.
After the crew’s report on the pre-launch, the taxi controller transfers the aircraft to the control of the launch controller, who authorizes the executive launch, that is, taxiing directly onto the runway and aligning along its centerline, reports the conditions for takeoff, and after the crew’s report of readiness, authorizes takeoff. ..
5.
After takeoff, the plane comes under the control of the Moscow Air Control Center (MADC). It is sequentially served by controllers: circle and lower approach, who can make adjustments to the established procedure for entering the airway; then the upper approach, controlling the aircraft until it reaches the prescribed flight level and exits the Moscow Air Zone (AMZ), and, finally, the controllers of the District Control Center (RCC), who service the aircraft at the flight level...
6.
Let's talk a little more in detail about the work of launch controllers, whose area of responsibility includes the airspace, which includes the sectors of climb after takeoff and the final stage of approach, as well as the maneuvering area (runway and taxiways) ...
7.
Today, Domodedovo Airport has two parallel runways with headings 14L/32R and 14R/32L; the Heading-Glideslope System (CGS) operates in all four directions, allowing aircraft with the appropriate equipment on board to automate the landing process as much as possible and ensure flight safety at a meteorological minimum of ICAO category III-A (with vertical visibility up to 15 meters and horizontal visibility up to 200 meters) ...
8.
At the same time, as a rule, only two courses are operating, which are mainly determined by the direction of the wind. But course 32 is considered a priority, because when landing on runways 32L and 32R, it is easier to create a gap between aircraft, while when landing on runways 14, the space for maneuver is limited by Moscow (flights over which are prohibited below 8000 meters), as well as Vnukovo and Ramenskoye...
9.
For the effective operation of the two existing lanes, it is necessary to commission another locator, which has already been built on the territory of the airport, but is not yet interfaced with the existing TERCAS air traffic control system (TERCAS - Terminal and En-Route Control Automated System). Three radars: one each in Domodedovo, Vnukovo and Sheremetyevo - provide full coverage of the cost center, the new locator will significantly improve the operation of existing systems and cover the range from the ground to a height of 500 meters at the most accurate possible level...
10.
There are plans to build a third runway; an area of 9,550 hectares has already been reserved for future construction. Also, in connection with the expansion and increase in the number of lanes, it is planned to build a new control tower up to 100 meters high...
11.
Now the airport schedule is designed in such a way that from 7 to 23 hours at least 40 takeoff and landing operations are performed every hour in order to distribute the load as evenly as possible over time. Over the next year, with the introduction of a new airspace structure at the Moscow Airport, with both runways operating, Domodedovo Airport will be able to provide a capacity of up to 90 takeoff and landing operations per hour. In 2013, the peak load was 59 operations per hour...
12.
Overall, the airport's capacity is even higher than the approach can provide. This is also due to the fact that previously the distribution of flights between the airports of the cost center was determined mainly taking into account the geographical principle: Sheremetyevo served the northern and northwestern directions and all international flights, Vnukovo - the southern and southeastern directions, Domodedovo - the eastern...
13.
Currently, in the context of competition between airports, the geographical principle of distribution of aircraft flows is no longer key, which, along with the ban on flights over Moscow, in turn increases the load on the cost center...
14.
The height of the existing tower is 42 meters, from which almost the entire territory of the airport is visible. An overview of those sections of the runway that are closed by structures is provided using video cameras...
15.
In the calm working atmosphere that reigns in the treatment room of the Internal Affairs Directorate, it is difficult to believe that the people behind the controls are representatives of one of the most stressful and responsible professions!
16.
Dispatchers have 6 shifts, each with 10 people: a flight director, a senior dispatcher and 8 dispatchers (this is a payroll, in fact, 6-7 people work at the same time). The dispatcher's work schedule should not exceed 36 hours per week. Dispatchers go on shift according to a schedule: day, morning, night. When leaving for a shift, a 15-minute briefing is carried out, another 15 minutes are spent on reception/handover of duty.
After two hours of work, there is a 20-minute break, and at high intensity close to the airport’s capacity, a 10-minute break after each hour of work. After night duty, three days off are provided. Vacation is 28 main days and 39 additional for harmful working conditions, which makes a total of 67 days...
17.
Over the course of several years of work on the tower at Domodedovo, the charming Natalya managed to experience many difficult situations - such is the job of a dispatcher. But thoughts about changing jobs never arose. Even in her youth, she chose this profession for herself, and it could hardly have been otherwise when the whole family worked at the airport. Previously, girls were hired as air traffic controllers with great reluctance, but today the situation has leveled out. Young specialists are in great demand today and such a problem no longer exists...
18.
Each dispatcher undergoes a medical examination every two years, and every three years is required to receive a certificate of English language proficiency in ICAO Category IV. Dispatchers retire at age 50, but this does not mean that the employee must quit right away. If the medical board allows it, and for dispatchers it is almost the same as for civil pilots, then people continue to work. The main criterion in this case is health...
19.
At the time of filming, runway 14L was controlled by one controller, and the adjacent one (14R) was controlled by two. At this time, planned work was being carried out at the end of runway 14L, and landings were not carried out on it; accordingly, the load was less. While runway 14R worked for both takeoff and landing, and was served by two dispatchers: a control dispatcher (works directly with aircraft crews - conducts radio communications) and a support dispatcher (controls traffic, ensures interaction with other services, keeps a log of takeoffs / landings and assists management including work with runway lighting equipment). The distribution of employees is handled by the senior dispatcher, guided by the current situation...
20.
The electrical service engineer on duty checks the runway lighting equipment (we hope that we will be able to get to know the operation of this equipment more closely next time).
Runway lights are manually adjusted by the controller depending on meteorological visibility. The weather display shows visibility at three points: at the beginning, in the middle and at the end of the strip. The lighting intensity is selected based on the minimum meteorological visibility.
If visibility at at least one of the points is less than 600 meters, the dispatcher informs the crew of its values at all three points. If visibility is in the range from 600 to 2000 meters, only one value is reported (in the landing zone). If visibility is more than 2000 meters, its value is not reported at all. Crews receive all meteorological information, including visibility, from an automatic informant (ATIS - Automatic Terminal Information Service). At the request of the aircraft crew, the intensity of the runway lights can be changed...
21.
In general, over time, the work of a dispatcher, having passed the stage of aircraft control, 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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“The Investigative Committee dropped charges against trainee air traffic controller Svetlana Krivsun in the case of the Falcon plane crash in Vnukovo” - this is a two-week-old TASS report about an event that occurred almost a year and a half ago. Then the young specialist was placed under house arrest and experienced significant stress all this time. Nice start to a career!
Yes, this is one of the risks of this profession. But such risks do not reduce its attractiveness. After all, an air traffic controller is a special profession, but what does this mean?
How does is called?
Air traffic controller is the name given to a whole family of air traffic control professions. If you think that a plane that has gained altitude flies as it wants, then you are deeply mistaken. He is closely monitored by a dispatcher who controls horizontal flight on his territory. It not only ensures flight safety by offering pilots the desired altitude and travel corridor, but also recommends the optimal route, helping to save fuel.
All dispatchers are connected and interact with each other within the framework of a unified air traffic management system in the country, and outside it - guided by uniform international rules. What types of dispatchers are there?
- The departure controller issues permission to fly according to the declared flight plan.
- The taxi controller controls the movement of aircraft from the moment the engines start up to the pre-launch and from the moment they taxi onto the taxiways after landing.
- The launch and landing controller authorizes takeoff and landing, controls aircraft taking off and landing, and controls traffic on the runway and pre-landing straight.
- The “circle” controller controls the movement of aircraft in the takeoff and landing zone at altitudes up to 1500 meters and within a radius of 50 km from the airfield. Issues clearance for landing approaches to arriving aircraft and initial climb instructions to departing aircraft.
- The approach controller controls the movement of aircraft at altitudes of 1,800-5,700 meters and within a radius of 90-200 km from the airfield.
- The control controller monitors the movement of aircraft at altitudes above 3,350 meters within established horizontal boundaries and transfers control of the flight to the next controller when the aircraft leaves his area of responsibility.
- The local air traffic controller controls flights up to an altitude of 1,500 meters within the area of responsibility (usually comparable in area to the administrative region) in the horizontal plane.
There are seven types of controllers listed here, but there are others, such as procedural and area radar controller, procedural and radar approach controller, airfield controller, landing radar controller, and simulator instructor controller. So they are different.
How to become an air traffic controller?
Training air traffic controllers, like representatives of any other complex profession, is a serious and responsible process.
Specialists are trained in specialized one-year courses, in secondary specialized educational institutions (for example, the St. Petersburg Aviation Transport College of Civil Aviation) and in universities, for example, at the St. Petersburg State University of Civil Aviation, the Ulyanovsk Higher Aviation School of Civil Aviation and the Moscow State Technical University civil aviation. These universities have branches in different cities.
Dispatchers regularly undergo advanced training and certification with varying frequencies, depending on the class - annually, every two or three years. Managers are trained and certified less frequently.
Training is carried out either at the airline or at specialized educational institutions.
The future dispatcher undergoes a medical examination before entering training. And having become a specialist, he does it regularly. The medical flight expert commission issues a conclusion on professional suitability, allowing you to continue working for the next 4 years, if the air traffic controller is not older than 40 years old, then every two years and from the age of 50, the air traffic controller must undergo a medical flight expert examination commission every year if he has not retired by this age.
What qualities do you need to have to be successful in this profession?
The air traffic controller's workplace is equipped with navigation instruments, radio communications with pilots and telephone communications with other dispatchers and airfield services. In addition to a computer with specialized programs, the workplace contains air and meteorological situation monitors, various displays, indicators and sources of audio and visual signals, tablets, graphs, documents and reference books.
At the same time, the specialist negotiates with the crew, monitors the progress of the flight on the radar or monitor screen, maintains contact with the meteorological service and the crews of the aircraft, informing them about weather conditions or informing them about changes in the route.
At the same time, 10-20 aircraft can be under the control of one air traffic controller at the same time.
Working with technology, different sources of information and communication channels of different levels places a number of demands on dispatchers.
Requirements for professional qualities:
Secondary specialized or higher education in the specialty “Operation of Aircraft and Air Traffic Management” or “Air Transport Traffic Management”.
The air traffic controller must speak English and know professional flight terminology in this language. According to modern requirements, only those who speak the language at level 4 (out of 6) on the ICAO (International Civil Aviation Organization) scale receive permission to fly on international routes. If the dispatcher does not have such a certificate, he can only work on local lines.
Requirements for psychological qualities:
In terms of psycho-emotional load, this profession is one of the most difficult, since the dispatcher is responsible not only for expensive equipment, but also for human lives. Moreover, the emotional resonance in the media and people’s minds from plane crashes is stronger than, say, car accidents, although they occur hundreds of times less often.
Therefore, in addition to absolute health, to work successfully, an air traffic controller must have high responsibility and discipline, resistance to stress, extensive RAM, spatial imagination, and the ability to maintain attention at a high level of activity for a long time.
He must be able to quickly determine the air situation, since he must simultaneously monitor and control several objects moving in three-dimensional space in different directions at different speeds. The dispatcher must give commands over the air and simultaneously listen to the conversations of his colleagues working in related sectors. In addition, it is necessary to monitor the radar screen and make notes on the graph.
How to build a career in this profession?
The primary career step is trainee dispatcher. Dispatchers can further specialize, for example, in air traffic control or in airfield control. But, one way or another, they can be assigned classes: first, second or third. They reflect the degree of qualification of the specialist.
Further stages of growth: senior dispatcher, dispatcher-instructor.
The head of dispatchers is the flight director, the head of the control tower or control center of various sizes - district, zonal or main air traffic management center.
If you visit dispatcher forums on the Internet, you will notice how involved these people are in their work, how proud they are of it, realizing the complexity, importance and uniqueness of such work. They feel like they are part of the global system, and these are not words: any dispatcher who speaks English can work abroad, since the air traffic control system is international.
We bring to your attention a typical example of a job description for an airfield control tower dispatcher, sample 2019. should include the following sections: general regulations, job responsibilities of the airfield control tower controller, rights of the airfield control tower controller, responsibilities of the airfield control tower controller.
Job description of airfield control tower dispatcher belongs to the section " Qualification characteristics of positions of managers and specialists of air transport organizations".
The job description of the airfield control tower controller must reflect the following points:
Job responsibilities of an airfield control tower controller
1) Job responsibilities. Draws up a daily air traffic plan based on flight requests, plans for arrivals and departures of aircraft coming from other airports, taking into account information about the condition of the airfield and its readiness to receive and service aircraft, flight bans and restrictions. Analyzes weather conditions in the area of departure aerodrome, weather forecast along the aircraft's flight route, at the destination aerodrome and alternate aerodromes. Coordinates with the dispatchers of the military and civilian sectors of the air traffic management centers and the aircraft commander the flight conditions when operating off-airways and off-international airways, when performing aerial work, as well as delayed flights and unscheduled flights. Interacts with the airline representative and the production and dispatch service of the aviation enterprise when making changes to the movement plan. Monitors the progress of preparing the crew and aircraft for departure, ensuring the execution of the flight after agreeing with the pilot-in-command or an airline representative about the time of its rescheduling. Makes changes to flight conditions in the forms of documentation used, transmits extracts from the air traffic plan to control centers and airport services in accordance with the sheet of intra-airport information and the sheet of messages on aircraft movement. Carries out the reception and release of aircraft and monitors the progress of the daily air traffic plan.
The airfield control tower controller must know
2) When performing his duties, the airfield control tower controller must know: Air Code of the Russian Federation; laws and other regulatory legal acts of the Russian Federation relating to air traffic management; federal rules for the use of the airspace of the Russian Federation; Federal Aviation Regulations; flight performance characteristics of aircraft types; aviation meteorology; professionally oriented English; basics of labor legislation; labor protection and fire safety rules.
Requirements for the qualifications of an airfield control tower controller
3) Qualification requirements. Secondary vocational (technical) education and work experience in the field of professional activity for at least 1 year, possession of a certificate confirming knowledge of professionally oriented English (for an airfield control tower dispatcher at an international airport).
Job description of an airfield control tower dispatcher - sample 2019. Job responsibilities of an airfield control tower controller, rights of an airfield control tower controller, responsibilities of an airfield control tower controller.
preventing collisions between aircraft;
expediting and maintaining the orderly flow of air traffic;
providing advice and information necessary to ensure safe and efficient flight operations;
notifying appropriate organizations of aircraft requiring search and rescue assistance and providing such organizations with the necessary assistance.
Airfield control services are provided at the Krug control tower.
At the Krug control center, the following tasks of servicing aerodrome traffic and air traffic of controlled flight stages that are associated with arrival and departure are solved:
This technology was developed on the basis of the Air Code of the Russian Federation, FP “IVP RF”, FAP “Preparation and execution of flights in the Civil Aviation of the Russian Federation”, FAP “ATM in the Russian Federation”, FAP “Carrying out radio communications in the airspace of the Russian Federation” with taking into account local conditions and local features of air traffic services, IPP and ANP of the Emelyanovo, Cheremshanka airfields, in the development of the provisions of the ATC ATC ALC User Manual ALPHA and determines the list of mandatory basic actions of the air traffic controller when performing his official duties during the duty period.
The dispatcher of the ADC is directly subordinate to the flight director of the ADC (RP ADC), the senior controller of the ADC.
The SDP and PDSR dispatchers are operationally subordinate to the DPK dispatcher.
The circle controller carries out air traffic control in the area of airfields within the established boundaries (lines) using the available means of RTOP and aviation telecommunications, EMU reports, interacting with controllers of the traffic control point, traffic control center, PDSR, VSDP, MDP, (when performing joint flights with the RP of the Ministry of Emergency Situations) and services, providing flights.
Functional responsibilities of the air traffic controller during the implementation of air traffic control:
implementation of air traffic control and constant analysis of air and weather conditions;
carrying out radio exchange with aircraft crews;
identifying conflict situations and ensuring compliance with established separation intervals between aircraft;
coordination and coordination of air traffic with adjacent control centers;
carries out data entry into the ATC automated control system "Alpha".
monitoring the compliance of the data contained in incoming messages with the data available in the planned ATC ATC subsystem “Alpha”;
exchange of information with all interested authorities in accordance with the Report Card and the Airport Information Card.
Flights of all types of aircraft under IFR and VFR are organized in the area of airfields. The intervals for approaches to the Yemelyanovo and Cheremshanka airfields are set as on one runway (the stripes are considered dependent). Circular flight altitude (all flights are carried out according to runway pressure at Emelyanovo):
Restrictions, warnings and guidelines in effect at all times.
VFR – 200 m for the runway of the Emelyanovo highway;
VFR – 200 m for runway a/d Cheremshanka;
PPP – Emelyanovo highway MK-108 – 600 m, MK-288 – 600 m. Cheremshanka highway MK-108 – 600 m, MK-288 – 500 m.
In the area of responsibility of the air traffic controller there are restricted zones for aircraft flights:
Zone UNR1163 – 560730s 0921706v, 560736s 0921800v, 560806s 0921754v, 560754s 0921706v, 560730s 0921706v. (KRUTOKACHINSKY) Height restrictions from ground to height AGL 800m.
Zone UNR1174 – 555718s 0925218v, 555736s 0925554v, 555712s 0925430v, 555718s 0925218v. (TORGASHINSKOE). Height restrictions from ground to height AGL 750m.
Zone UNR1175 – 555500s 0931024v, 555512s 0931054v, 555500s 0931106v, 555448s 0931042v, 555500s 0931024v. (BEREZOVSKOE) Height of restrictions from ground to height AGL 750m .
Zone UNR1213- 555700s 0923700v, 554100s 0924500v, 554100s 0925700v, 554300s 0930400v, 554700s 0930400v, 555000s 0930100v, 55570 0s 0924600v, 555700s 0923700v. (Reserve “Stolby”). Height restrictions from ground to height AGL 500m.
Zone UNR1178 - intended for conducting exercises and live artillery firing. The border passes through points with geographical coordinates: 561800n 0924200v, 561800n 0924900v, 561900n 0925700v, 561700n 0925800v, 561400n 0925800v, 561400n 0925100v, 56 1300s 0924500v, 561500s 0924300v, 561800s 0924200v, (TASKINO training ground). Height restrictions from ground to FL 200 (6100m). The altitude of the flight path of shells and mines reaches 5000m. Conducting exercises and firing is possible only if there is continuous two-way communication between the RPA (dispatcher) and the leader of the exercises, firing, and also in the absence of aircraft in the 30-80g sector. at a distance of 15 km to 30 km. and in agreement with the EU ATM RC.
Upon receiving a message about the release of a balloon, the dispatcher is obliged to inform the EMU:
about the time of release;
about the expected displacement (according to the diagram);
When a message is received from the aircraft about receiving a recommendation from the on-board collision avoidance system (TCAS) to resolve a collision threat (RA), the air traffic controller should not attempt to change the flight path of the aircraft until the EMU reports that the conflict situation has been resolved. Once an aircraft ceases to comply with a clearance or instruction in connection with its execution of an RA, or the pilot reports an RA, the air traffic controller is relieved of the responsibility for maintaining separation between that aircraft and other aircraft directly affected by the maneuver initiated in accordance with the RA. The air traffic controller is again assigned the task of ensuring separation of all affected aircraft when:
the controller confirms receipt of a report from the aircraft that his aircraft is again flying in accordance with the current air traffic control clearance, or
The controller confirms the confirmation from the EMU that his aircraft is resuming the current air traffic control clearance, and issues an alternative air traffic control clearance, which is confirmed by the EMU.
When the ground proximity warning system (FPOS) is activated, the controller is obliged to:
take urgent measures to ensure safe intervals between aircraft,
report and receive instructions from the ADC RP (senior dispatcher); Note: When FPOS is triggered in the PCS mode (potentially conflict situation), the controller is obliged to analyze the cause of the PCS occurrence and take the necessary actions to ensure safe intervals, by issuing appropriate instructions to the crew (crews), to strengthen control over the conflicting aircraft until the PCS stops triggering. When FPOS is triggered in the CS mode (conflict situation), the dispatcher is obliged to urgently take measures to prevent a conflict situation, with a subsequent report to the ADC RP
The circle controller, in the event of a deterioration in his health, must inform the ADC RP (senior ADC dispatcher), who is obliged to provide a replacement.
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