How did you get to the airport and the meteorological field?

- The profession found me itself. I did not have a special meteorological education. It can be said, that I had came to the airport from the street. It was 2007 in the courtyard, I lived near the airport, heard about the recruitment of a technician meteorologist and decided to try. The internship took place on the spot and began to work. So began a new page in my life.

I did not even think that there is such a profession, I never imagined that I would be a weather forecaster. I come from Kholmsk, after graduating from school I came to Yuzhno-Sakhalinsk, first I graduated as a primary school teacher, and then a manager. With such luggage came to the airport. Already working, in 2010 he had a chance to gain a foothold in the new profession and enter the St. Petersburg Meteorological University. In 2015 I finished my studies and moved to the operational group of weather forecasters.

Since November last year, I was transferred to the position of the head of the Aviation Meteorological Centre. So, I studied the structure of our work from the bottom. And in total I have been working at the airport for 12 full years.

Is the phrase “aviation meteorologists” in use or is this a notion of journalists? How do you call yourself?

- There is no such thing as an aviation meteorologist. There are just different areas and industries that serve weather forecasters. Here we are in aviation - and the phrase “aviation meteorologists” has become attached to us. We have stations that, for example, make a forecast for farmers, they also have their own name. And we are aviators, or that’s what we call ourselves. We work for aviation. Our forecasts are more specific and provide exactly the nuances that are important for flights. In designated universities we receive the profession of an engineer-meteorologist. And the meteorological engineer is the forecaster.

What exactly do you do with your colleagues at the Aviation Meteorological Centre?

- Our organisation “Aviation Meteorological Centre” refers to the Khabarovsk branch of Russian meteorological service. Our aviation centre is the most basic on the islands. We are responsible for forecasts not only at the airport "Yuzhno-Sakhalinsk", but also for the "weather" at the assigned airfields: the Kuril Islands, "Shakhtersk", "Nogliki" and "Okha". The team employs 29 people, the service consists of five groups: administrative, communication group, meteorological - this includes observing equipment, which we have in the strip where the main observation point is located.

What is the common goal of these five groups? Tell us how you help aviators: provide weather reports, or maybe advise on certain aspects?

- Our centre exists to fully provide meteorological information for flight crews, flight crews, dispatchers. It is we who are responsible for the meteorological safety of flights. The air navigation service, the coordination and dispatch centre of the airport "Yuzhno-Sakhalinsk", and, of course, the pilots rely on our information.

We follow literally everything related to weather and various weather phenomena. Our meteorological technicians every minute check with the instruments on the strip, which display the data on the internal boards. They in turn provide information to all services that need it. Experts have all the data on cloudiness, visibility, pressure, humidity, temperature and dew point. That is, all the parameters that must be taken into account during the flight in order to release and receive aircraft.

The synoptic group is engaged in forecasts - processes maps and calculates data. They receive information from satellites, official sites. During duty, forecasters constantly monitor the synoptic processes. On the basis of all this information, weather forecasters make a forecast for the Yuzhno-Sakhalinsk airfield, transmit this data to the communication system, the information is also distributed outside the airfield so that it can be used at certain points where this information is needed.

Weather monitoring is taking place every minute. Automated systems display data, and meteorological technicians monitor the correctness of what the technician records. But the forecasts for the airfield "Yuzhno-Sakhalinsk" we give services for 30 hours.

In your opinion, which specialists have the most interesting work? Analysts, forecasters, or meteorological technicians?

- In my personal experience, the most interesting thing is to enter the operational group of weather forecasters who make forecasts. In fact, this does not happen with the help of machines - I drove data and got the result, but manually. This is a very difficult job, laborious and responsible. Information is not enough to collect and release a forecast for it. You need to be very literate, savvy specialist: know the climatic features of the areas for which forecasts are made. Specifically, we have this Yuzhno-Sakhalinsk, Kuriles and Okha. There are observers in these places, the weather is automated, but the weatherman from our centre issues a forecast.

The forecast for 30 hours ahead is not so easy to make. It is quite difficult to foresee all the nuances, because the data is constantly updated. We have calculation methods that go out every 6 hours, and there are not official ones - every 3 hours. There are basic terms in which we, according to the regulations, issue a forecast action. But there are also corrective forecasts - the weather forecaster can at any time supplement the weather data, release them into the channel.

The service also includes the operational synoptic group and the technical group, which consists of electronic engineers and engineers for the operation of hydrometeorological instruments. Some are responsible for office equipment and communication lines, while others monitor the serviceability of special equipment, which we use daily to make forecasts and reports.

With the phrase “operational forecaster” you represent a preoccupied person with a briefcase that runs along the strip and simultaneously analyses something, collects, looks. How real are these images?

- Ideally, the work of operational forecaster should proceed in front of the computer screen, but there are different situations. Ever-changing weather conditions make the forecaster run, without a briefcase, of course, but it can be tense. Storm warnings have to collect large amounts of information in order to correct and issue a forecast. There are just crazy shifts, so the important quality of a forecaster is stress resistance.

Tell us a little more about the weather features of the areas you are watching. What is the nature of the weather in Yuzhno-Sakhalinsk, Okha and the Kuril Islands?

- In general, the weather on the islands is the same, but, of course, each district has its own nuances and characteristics. All these areas are difficult for weather forecasters; it is not easy to write forecasts for them. The first factor is the water area, the island is not the mainland, where everything is stable. Unpredictable weather makes us just the sea. The second is a hilly relief surface. This also plays a very big role. If we talk specifically about each area, then the Kuriles winds prevail, the weather is influenced by wind shifts, volcanic activity and turbulence. In Okha, everything is a bit simpler - in winter in the north there are stable low temperatures, and, unlike Yuzhno-Sakhalinsk, there are no such temperature amplitudes when the impressive nighttime minus is replaced by the daily advantage. In Okha even frostbite of the earth and even warming. This is for winter. But in summer in the north, the forecast is more difficult to do, all because of the thunderstorms, which are quite frequent guests in Okha. Thunderstorms are considered a dangerous conditions for flight.

Are there any ideal weather conditions for aviation?

- There are no such conditions. Everything is constantly changing and even a cloudless sky can be very deceptive. I will not agitate when it is better to fly, but, in my professional opinion, the best weather in winter is the best conditions for flights. In winter, flights are much more comfortable: we have persistent cold and high tropopause: there are no vertical developments and thunderstorms.

But again, even a clear sky and sun - do not guarantee a calm flight. There is such a thing as “clear-air turbulence”, which is not predicted in principle. There are no such calculation methods to say that this type of turbulence is hidden behind a clear sky. But airplanes are now very well equipped technically, and flight crews are quite professional, so they often cope with insidious turbulence with a bang, even without prompting by forecasters.

It turns out that weather forecasters are responsible for turbulence, aren’t they?

- Yes, we must take into account and calculate all the special phenomena, which include wind shear, jet streams, frontal sections, icing, dangerous clouds and turbulence. They may meet on the route of the aircraft.

Even for turbulence, the responsibility lies with weather forecasters. Before the flight, our service should give full advice to the crew - we supervise them, starting from take-off and throughout the entire route, that is, to the height at which the flight takes place. We are obliged to warn the crew, analysing data and maps, there will be turbulence at this height or not. The main cause of turbulence is the contrast in the field of wind and temperature in the atmosphere. There are many features: turbulence may occur due to wind and clouds. Or vice versa: the wind may be weak, but its direction often changes: the funnel twists and turbulence appears.

Let's recap: why does the airport and aviators need the help of aeronautical meteorologists?

- Our professional support to aviators is necessary in order for them to understand what awaits them during take-off, landing and in the air. Of course, they could fly without us, relying on their own experience and instruments in the aircraft, but with our meteorological information, I think everyone flies safer and more secure.

We interact online with different departments of the airport - we share reports, plus, if necessary, we transmit correction forecasts and operational information about changing conditions, such as storm warnings. In addition, we take into work information from aircraft. It often happens that the pilots in the air notice some dangerous phenomena, report them to the dispatchers, and they are in our service. We adjust our data and transmit information to other aircraft that fly in our area. As soon as some operational information arrives, we exchange it, we supplement the forecast for the day in order to fully ensure the safety of aircraft in the meteorological sense.

What kind of weather do you personally like? What do you think is ideal - not in a professional, but in a personal sense?

- My favourite weather is usually in summer - thunderstorms and heavy rain. It is certainly strange that the most dangerous weather for aviation, is my love. I would not want to fly in such weather, although I had to. I can’t help myself: I like warm summer days with thunderstorms and rain. In general, I haven’t got into the meteorological system yet - the cloud was just a cloud for me. And now it is a potential source of danger for aviators. I look at the sky and understand: here is a dangerous cloud flying, so safe, here with precipitation, but these are empty. I can distinguish them by eye from each other.

When you fly on vacation, does your knowledge help you to keep calm during the flight?

- Paradoxically, but so far I have not worked in the weather service, it was quieter to fly. Now I understand what the crew and the cabin crew are talking about. But I calm myself, remembering the professionalism of the flight personnel. I don’t even clarify the weather especially before departure, I’m so much calmer. It turns out that my knowledge in working in everyday life did not bring me peace of mind, but on the contrary, added some excitement.

What and why do you like in the work of a meteorologist?

- My work is unconditional love. Over the years, I came to the conclusion: the work of aviation workers just needs to be loved. Then all difficulties are surmountable. If there is no love from the very beginning, then the job won’t work. I got it all. From the very beginning, I was bribed by a heavenly romance: sunrises and sunsets, airplanes floating in the sky. In winter, in summer, in the evening and in the morning - such views, such landscapes, from which captures the spirit, open up! For all the time of my work I have collected a huge collection of photos of the most beautiful sunsets, sunrises and airplanes. And this is not just me. We have half of the team working for 30 and 40 years, and happy. People love their job and can not do otherwise. I am very proud to work in aviation. I survived all the difficulties, stayed here and have no regrets.