Salaries of military personnel in Russia. First hand. Interview with a pilot of an air group of the Russian Air Force about the problems and prospects of young recruits to the Air Force. Profits from testing new devices

Aviation technician specialist in ground maintenance of aviation equipment airplanes, helicopters, etc., having a valid aviation technician certificate.

Aircraft technicians are a whole structure in aviation, with their own educational institutions, a complex system, and not very rewarding work. On average, an hour of aircraft flight requires 30-50 man-hours of ground personnel. On passenger planes labor costs are significantly less than in military aviation.

Classification

When servicing domestic aircraft in Russia, aircraft technicians are divided into LA&D and A&E specialists. When servicing foreign equipment, division is based on tolerances. In the military aviation of the Russian Federation, aircraft technicians are divided into aircraft and engine specialists, aviation weapons specialists, aviation equipment specialists, and radio-electronic equipment specialists.

To become an aircraft technician, it is enough to have a specialized secondary education received at any aviation school. Higher aviation technical education allows you to become an engineer in this field.

Until recently, in the RF Armed Forces, aircraft technicians were trained in secondary and higher military educational institutions, with the rank of "lieutenant", and in technical schools, with the rank of "warrant officer". As a rule, all young specialists initially work as aviation technicians, in direct service aircraft. In the future, engineering education allows you to occupy leadership positions in the structure of the aviation engineering service.

To obtain permission to service Western-made aircraft, you must know the working methods when servicing Western equipment, the requirements for personnel, the division of personnel with the assignment of appropriate powers.

Personnel categories and responsibilities

  • Mechanic responsible for certification to perform operational maintenance.
  • Category B Operational Maintenance Certification Technician:
    • B1 mechanic,
    • B2 aviation electronics specialist;
  • Category C engineer responsible for basic maintenance certification;
  • Category BS1 B1 and B2 support staff basic maintenance support staff;
  • Category D technician responsible for certification of specialists in the non-destructive testing department.

Rights

The following preferential rights are established for the personnel responsible for certification:

  • Category A mechanic responsible for operational maintenance certification has the right to:
    • Perform routine operational maintenance and sign related documents;
    • certify the work performed. Including W-check or similar actions and simple troubleshooting only when carried out in-house
    • perform routine tasks authorized after appropriate targeted training is performed by the mechanic responsible for the operational maintenance certification for the purpose of issuing an Aircraft Maintenance Certificate in accordance with EASA-145.A.50 as part of a less significant scheduled operational maintenance, including the weekly inspection required in the maintenance program approved by the operators, as well as simple correction of deficiencies, which includes the following:
      • tire replacement
      • replacement of brake systems.
      • replacement of emergency equipment.
      • replacement of ovens, boilers and appliances for preparing drinks.
      • replacement of internal and external lighting systems, incandescent and fluorescent lamps.
      • replacing windshield wiper blades.
      • replacement of seats for passengers and service personnel, as well as seat belts.
      • closing fairings and repairing quick access inspection panels.
      • replacement of toilet system components, except valves.
      • simple repair and replacement of interior compartment doors and cabinets, except for doors that form part of the pressure structure.
      • simple repair and replacement of the doors of the upper compartments for storage and interior equipment.
      • replacing static wicks.
      • replacement of main, emergency and auxiliary batteries power plants aircraft.
      • replacement of components of the flight radio music system, except for the public address system.
      • daily lubrication and replenishment of all system fluids and gases.
      • deactivation of only subsystems and aircraft components according to the operator's minimum equipment list, when such deactivation is agreed with EASA as a simple task.

Permitted specific tasks are provided for in the Document granting the right to certification.

  • Category B The technician responsible for the operational maintenance certification has the right to:
    • issue a Certificate for operational maintenance of aircraft structures, power supplies, mechanical and electrical systems, or avionics and electrical systems;
    • certify work performed by others;
  • Category BS1, BS2 Support Personnel BS1 and BS2 Basic Maintenance Support Personnel are responsible for performing all relevant tasks and or checks and certifications to the specified standard before the Category C Certification Personnel issues a certificate for maintenance.
  • Category C The engineer responsible for basic maintenance certification has the right to:
    • issue a Maintenance Certificate after basic aircraft maintenance has been completed.
  • Category D1 technician responsible for non-destructive testing certification has the right to:
    • Perform non-destructive testing of aircraft/components
    • certify the work performed by a non-destructive testing technician
    • issue EASA Form 1 following maintenance of aircraft/components using non-destructive testing.

In military aviation

Chassis overhaul by S&D specialists

The engineering and technical staff of the aviation of the RF Armed Forces is divided into two main categories. The first category is the maintenance personnel of aviation squadrons, performing forms and types of preparation of aircraft for flights and combat use. As a rule, there are: preliminary preparation, pre-flight preparation, preparation for re-flight, post-flight preparation. ITS AE also carries out periodic and control inspections, storage work and park days. The second category of ITS performs heavy forms of maintenance in the technical and operational part of the aircraft - routine maintenance that is carried out according to calendar dates or according to the aircraft's flight hours, as well as the replacement of aircraft engines and operational repairs of on-board equipment. TECH specialists have permission to perform all types of preparations and work on vehicles; AE specialists do not have permission to perform periodic maintenance and repair work on vehicles. Units involved in the maintenance and preparation of aviation weapons are also staffed with aviation specialists.

Maintenance of the Mi-8 helicopter tail gearbox

Group aviation has been adopted in military aviation staffing structure ITS, with a narrow specialization. For example, specialists in electronic equipment in a long-range bomber regiment can be divided into groups for the operation of radio equipment, communications and radio navigation equipment, guidance equipment, and electronic warfare equipment. In TECh, as a rule, group specialists have an even narrower specialization.

Without exception, all work on aircraft are carried out according to developed and approved route and technological maps, in accordance with the Regulations for the technical operation of this type of aircraft. All technical personnel have access to the list of maintenance points, in accordance with their position. Each performer of work is necessarily supervised by a senior technician of the group, a senior crew chief, a group leader or an engineer by specialty. The most complex work is carried out personally by team leaders and engineers. Appropriate entries are made in the documentation about all work performed and the signatures of the performer and the supervisor are affixed.

Each aircraft is assigned a technical crew headed by a senior aircraft technician. This official is actually responsible for technical condition entrusted aircraft, personally performs a large amount of work and supervises all technical personnel working on the aircraft, maintains operational documentation for this aircraft. The senior aircraft technician releases him into flight and greets his aircraft. This is probably the most responsible and troublesome position in military aviation. In the process of reform of the RF Armed Forces, better known as the “new look of the army,” the position of senior aircraft technician was renamed “aviation complex engineer,” but the essence and scope of the work did not change from the name change.

Work in AE and TECH differs in terms of volume. In nuclear power plants, the peak load on technical personnel occurs during flight operations. ITS AE can go to the airfield five hours before the weather reconnaissance aircraft takes off, and with an eight-hour flight shift, the technicians’ working day usually lasts 16-18 hours without a break, often more. In the absence of flights, the load on the AE ITS decreases sharply.

In TECH, as a rule, there is an eight-hour working day, but the personnel work in accordance with the schedule of routine maintenance, almost every day on aircraft. TECH specialists are also involved in assisting AE technical staff during flight operations, in eliminating complex failures on aircraft and in servicing special BATO automotive equipment.

It should be noted that the nature and volume of work, and especially labor costs, vary greatly by specialty. The most difficult, dirty, responsible work is for aircraft and engine specialists, and to a lesser extent for electricians. All other aviation specialists can be considered aviation intelligentsia.

Features of the work of a military aircraft technician

Unlike civilian aviation specialists, military IAS specialists have irregular working hours and, in addition to daily work with the entrusted aircraft, “serve the Motherland”, that is, they are in formation several times a day, take tests in physical education, general training, special, technical, and command training ; carry the load of garrison and guard services, internal and economic garrison work. In particular, the typical and most common outfit of a military aircraft technician is standby duty for a unit, that is, a squadron. Almost every two or three days, each “technician” of the airbase takes up a daily duty of the airfield for the protection and defense of the airfield, aviation facilities and support equipment, arms himself with a pistol and carries out round-the-clock security for the materiel assigned to the unit and the designated sector of the airfield.

Well, according to established tradition, on Saturdays the entire personnel of the air base is involved in park maintenance days, cleaning airfield parking lots, assigned territory, courtyards, streets and garbage dumps in a military town.

So, when choosing the profession of a military aircraft technician, a person must be prepared to spend 20 years of his life at the airfield, almost around the clock, without weekends and holidays, and his family will be the squadron.

Unfortunately, in the Air Forces of the USSR and the Russian Federation, the number of technical personnel has always been clearly insufficient, and this is despite the chronic actual understaffing of the IAS. Subsequently, several campaigns were carried out to reduce Armed Forces, in aviation this mainly affected the technical staff. As a result of this mess, according to some data, aircraft maintenance in Russian aviation today is about 5% of what it should be, and planes fly solely due to the constructive multiple margin of reliability, “on my word of honor and on one wing.”

Traditions

Traditionally, aircraft and engine specialists are jokingly referred to as “elephants” or “oil tanks.” JSC and REO specialists are called “monkeys”. In the Air Force, all weapons specialists, regardless of specialization, are affectionately called “aggressors”, “gunsmiths”, “bomb heads”, “barrels”. Everyone knows that “the plane is attached to the gun with two bolts!”, and the “guns” are half-trained electricians. S&D specialists - “Social Democrats”, “Esdeshniks” or “butter-bellies”. REO specialists are “radio operators”. JSC specialists - “soldering irons”, “electricians”, “aoshniks”, “instrument specialists”.

TECH specialists are called “miners”, respectively TECH - “mine” or “depot”. In especially advanced cases, they may be called “Collective Farm - Wasted Labor” or “One Hundred Years Without a Harvest”, due to the planned execution of work on obviously destroyed equipment , which cannot be restored - planes fly “on paper”.

Relations in the technical environment are very peculiar. Suffice it to say that “aviation rests on rivets and lifts.” In some regiments, the traditional Saturday drinking ends with the traditional Saturday massacre.

Air traffic controller

Eagle 25 25-03-2009 13:07

what is the salary of military personnel in the Soviet Army

What is the salary (salary)
did the military in the USSR have?
a pilot (technician, engineer),
allowances OUS, BD, etc. .

How was the other plane?

pilot operator Mi-24 140,-
commander 150,-
senior pilot 155,-
flight navigator 160,-
flight commander 170,-
navigator AE
z.k. on the political side
Deputy Commissar 190,-
Squadron commander 200,-

Sincerely

AWND 25-03-2009 16:26

And for what year? Even in the Soviet Union there was inflation.

Eagle 25 25-03-2009 16:52

70s - 80s

Eagle 25 25-03-2009 16:53

I'm interested in the 50s - 80s.

SeRgek 25-03-2009 18:04

My dad was a right-wing lieutenant in the 80s and received 500 hours

4V4 26-03-2009 13:04

From 50 to 80, the salary increased at least twice. By the numbers.

Eagle 25 26-03-2009 13:25

do you know a few for sure?

Maxim V 26-03-2009 13:37

1968, lieutenant, military unit beyond the Arctic Circle -800 rubles, 1977, major battalion commander 300 rubles, 1981 lieutenant-beginning. political department of the division - 800 rubles. These figures were taken from the party membership card; party contributions were paid from this amount.

Eagle 25 17-04-2009 19:42

How much was financial compensation in monetary terms
for the days when you didn’t eat in the canteen?

Sincerely

KDmitry 19-05-2009 20:07

1986 right-hand IL-76 lieutenant without class - 265 rubles minus eggs, minus fees.

mals1 22-05-2009 12:46

1990 Lieutenant, Su-25 technician: 220 rubles. - minus for eggs and contributions to the Komsomol

Eagle 25 25-05-2009 23:33

KDmitry
lieutenant without class - 265 rub.

lieutenant = 120 rub. position = 145 rub.

what plane?

--------------------
mals1
lieutenant, Su-25 technician: 220 rubles.

Su-25 technician, position 100 rubles. ?!

Eagle 25 26-05-2009 13:54

1986 right-hand IL-76 lieutenant

Il-76 aircraft - not noticed

and how was SHO PKK ShK KK, etc.

Sincerely

Eagle 25 26-05-2009 13:57

and the surcharge for this aircraft

KDmitry 26-05-2009 18:20

Eagle 25 04-06-2009 17:29

Thanks KDmitry!
the IL-76 pilot also had a percentage for military qualifications
pilot 1st class 15%, 2nd class 10%?
and there were surcharges in simple and difficult weather conditions day and night,
flights per minute 0.10 - 0.20 rubles (for flights to SMU during the day
and at night in the PMU)?
or for flights of many hours there is a surcharge in % / money?

Eagle 25 21-06-2009 20:38

the new official salary was from
10/1/1946
10/1/1956
1.6.1966
1.7.1968
1.1.1990

Sincerely

Eagle 25 16-07-2009 16:27

I'm talking about this, what it cost/cost
soldier (financial). how was the history of development.

Eagle 25 31-10-2009 14:38


monetary allowance

4V4 05-11-2009 17:32

In the 70s they changed it a couple of times, and then they introduced 13, though not for everyone.

Eagle 25 28-02-2010 19:24

From 10/1/1946...........10/1/1956......1/7/1968
pilot...... 900 rub.... (+300).....1.200....(+20)...140
Art. pilot... 1,000 rub. ..(+300)...1.300....(+20)...150
com. link... 1,200 rub. ..(+300)...1.500....(+20)...170
com. eska.... 1.500 rub.... (+30?)...1.800.?..(+20?)...210
com. shelf... 2.100 rub.. (+20/30?)..2.300....(+10?)...240
com. div. ....2,600 rub. (?).(+20)....2.800................280

I think since 1956 ? + 10 rub. supersonic and + 10 rub. flapping wing
pilot 1,200 rubles (for MiG) + 100 rubles. supersonic, 1.300, from 1.1.1961 130 rub.

Art. pilot 150 rubles (for MiG-23) + 10 rubles. supersonic and + 10 rub. flapping wing - 170
(1968 - 1989)

from 1.1.1990 in the Air Force DO + 40 - 60 rub.

Eagle 25 20-05-2010 20:05

how long was the position with a contract,
overtime in rubles?

Eagle 25 27-12-2014 11:30

chief of communications of the regiment - 140, division 160?
Assistant Chief of Staff for Special Communications Regiment - 130
Assistant Chief of Staff - I.S.O. Officer - 125?

Voron65 30-12-2014 21:49

quote: 1968, lieutenant, military unit beyond the Arctic Circle -800 rubles,

1980, Severomorsk, major with all the Polar soldiers (chief of service in the ATB) - 600 rubles.
+-

Dog1970 30-12-2014 22:47

quote: Originally posted by Eagle 25:
there's something in the account book
monetary allowance

Pay books were taken away when they were replaced, but you can look at Komsomol and party cards fairly accurately.

Due to the imperfection of the salary system, the Russian Air Force began to lose young personnel. As a source in the Air Force told Izvestia, of the 80 young pilots who entered the Air Force combat units last year, almost 60 have already begun the dismissal procedure without serving even a year in the army. If the situation does not change, by 2015 the army will lose almost 70% of its combat pilots.

The pilots themselves explain that they were deceived with money and deprived of the opportunity to fly.

Last year, when we graduated, we were promised that from January 1, 2012 we would receive 100 thousand rubles. In reality they received about 60 thousand rubles. And now they’ve also changed the flying hours: now, if we don’t fly 100 hours, we’ll get 37 thousand. I’d rather go to Aeroflot,” a Su-25 pilot, who is now undergoing an air flight commission before dismissal.

He explained that 70% of a combat pilot’s salary is an allowance “for special conditions service" and an award "for conscientious and effective performance job responsibilities" They are awarded only to those who have fulfilled the established norm of flying hours per year. And from January 1, 2012, this norm was 100 hours per year for front-line aviation pilots. This is exactly how much time in the air needs to be spent in the air by everyone who flies combat Sukhoi and MiGs - Su-27, MiG-29, MiG-31, etc.

At the same time, if it is not difficult for pilots of transport aircraft, who spend 2–3 hours per flight to meet the norm (for Il-76, Tu-154 and other transport aircraft, the norm is 140–150 hours, this is 50–60 flights), then for pilots -fighters that spend only 20–30 minutes in the air per flight need to make 200 sorties to fly 100 hours.

Commander of one of the squadrons long-range bombers explained to Izvestia that not allowing young people to take the helm in the Air Force has been a tradition since the difficult 1990s, when there was a shortage of fuel and serviceable aircraft (often there were no more than 2-3 serviceable aircraft in an air regiment). Nowadays, aces make money by under-shooting young people.

Using the freed-up hours, senior pilots receive additional flight time and pass the qualification requirements for “pilot-sniper”, “pilot-instructor”, etc. and accordingly, their monetary allowance increases significantly,” explained Izvestia’s interlocutor.

According to him, in February 2012, on the only Russian aircraft carrier, Admiral Kuznetsov, the flight hours allocated for young ship pilots were transferred to the commanders of the 279th separate air regiment. Because of this, the young people did not receive permission to fly independently and upon returning to the port they were transferred from naval aviation.

And this happens everywhere,” Izvestia’s interlocutor emphasized.

Not only were free travel to our vacation destinations canceled (with the exception of remote regions) and medical care for family members was reduced, but since the end of last year they stopped issuing flight uniforms - overalls, jackets, boots. You have to buy it with your own money. All this can be tolerated only if the salary is high,” explained the squadron commander.

At the same time, in civil airlines, pilots receive 240 thousand rubles per month (for an assistant commander of a ship who has just started flying), free medical care, free flights to any location, including abroad, preferential mortgage lending and other bonuses.

The only way for young pilots to leave the army is to become medically unfit. In this case, they must be transferred to ground work, and the pilot has the right to refuse it. Now in only one of the branches of the Third Central Military Clinical Hospital named after Vishnevsky, 28 young lieutenants did not pass the air flight commissions (VLC).

In total, since the beginning of the year, about 300 military pilots, navigators and other members of aircraft crews have not completed the military flight across the country. Of these, about 60 military personnel are pilots from 2010–2011. For comparison: last year 75 people did not pass the VLK, of which only seven were young lieutenants.

In addition, due to age and health, approximately 15 experienced pilots are retired each year. In 2015, about 350 pilots will have to leave the controls after reaching the 25-year service limit.

Wherein flight schools Before 2003, only 100 pilots graduated, but since 2003, an average of about 270 specialists graduate, of whom only 80 take the helm. The rest are appointed to the positions of navigators, on-board operators, etc. Teaching them to fly a plane independently will require about two years of additional training.

Civilian and military pilots take to the skies almost every day, and in some cases, their flights can be carried out several times a day. Obviously, it is worth emphasizing that the profession of a pilot, regardless of whether the pilot is the commander of a civilian or military aircraft, is dangerous, and, therefore, the pilot’s salary will probably be high.

Indeed, today qualified pilots are highly valued, because thanks to the actions of experienced aviators, even an out-of-control plane can be landed without unnecessary casualties. And, here, it should be emphasized that the more experience the pilot has, the higher the pilot’s salary will be.

Specific figures for a pilot's salary can vary from minimum to maximum depending on which airline the pilot-in-command works for, as well as on what tasks are assigned to him. If we take the UK, the minimum salary for a pilot here is about 32 thousand dollars per year, while the maximum can exceed 120 thousand dollars. As for the most high salary pilot, then it was recorded in China, where the pilot cargo plane Boeing 747-400 receives over 250 thousand dollars per year, which naturally makes such a profession very promising.

Quite often, a pilot's salary depends on what type of aircraft he flies. If this is a small light aircraft, then most likely the pilot will have to rely on a relatively small wages, but if it is a giant like the Airbus A380, then the pilot’s salary will probably be close to the maximum, since operating this complex aircraft requires maximum qualifications.

As for the pilot’s salary in Russia, here it is not as high as we would like, which often leads to a leakage of flight personnel. For example, pilots civil aviation those working for Aeroflot airlines receive about 72 thousand dollars per year. However, qualified specialists are really needed domestic aviation, and therefore a number of air carriers specifically stimulate the work of experienced pilots by offering them wages in the amount of 100-120 thousand dollars per year.

As for military pilots (pilots), on average they earn 110 thousand rubles per month. L a lieutenant who has served 1 year earns on average 40 thousand rubles per month. Officers who have served for at least 5 years can be content with a salary 70-90 thousand rubles per month. But let’s not forget that the State obliged all military pilots provide housing.

Be that as it may, the main thing for any pilot is air vehicle It’s not just money, but a unique opportunity to rise into the sky again and again, towards the endless horizon.

 

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