Meals in the flight technical canteen of the USSR Air Force. Peculiarities of nutrition for flight personnel of the aviation of the armed forces of the Russian Federation. Features of catering for flight personnel
Introduction______________________________ ______________________________ ______________________________ _3
Catering for aviation flight personnel of the Armed Forces of the Russian Federation_____________________ ______________________________ _____________________________4
Conclusion____________________ ______________________________ ___________________________________8
List of used literature____________________ ___________________________________9
Introduction.
In order to maintain energy expenditure, a person constantly consumes carbohydrates, fats and proteins with food, which, when oxidized, restore the energy balance. Energy costs mainly depend on the level of basal metabolism, and the value of basal metabolism, in turn, depends on body weight, age, height and the nature of the muscular work performed.
In flight practice, the value of the basal metabolic rate is greatly influenced by neuropsychic stress, a certain lack of oxygen in the inhaled air, vibration, noise, uneven nutrition over time, regimen, and sometimes physical inactivity caused by long flights, and a number of other factors. Under these conditions, energy metabolism and gastrointestinal functions often change. During flights, the body's need for vitamins, proteins and carbohydrates increases. Therefore, it is necessary to provide crew members with a balanced diet, i.e., a diet that could fully satisfy the body’s need for food, both in quantitative and qualitative terms. Food products must be of good quality, processed and prepared in such a way that they stimulate appetite, are easily digestible and are optimally distributed in terms of calorie intake during the working day, taking into account the characteristics of flights. An important condition for flight safety is also the optimal provision of flight crews with in-flight meals on multi-seat aircraft during long flights. Timely monitoring of the good quality of products, the sanitary condition of catering units and the processing of raw materials must be carried out in order to prevent the possibility of flatulence and food poisoning. When developing a diet, a number of points related to meteorological and climatic conditions, as well as the range and availability of food, must also be taken into account.
Catering for aviation flight personnel of the Armed Forces of the Russian Federation.
Order of the Ministry of Defense of the Russian Federation dated July 22, 200. No. 400 “On food supply for the Armed Forces of the Russian Federation in peacetime.”
Meals for the flight personnel of the aviation of the Armed Forces of the Russian Federation are organized through the corresponding canteens of military units.
If necessary, on flight days, at the request of the headquarters of the aviation military unit, meals for the flight personnel can be organized directly at the airfield. For this purpose, prepared food is transported in thermoses, and at airfields special rooms are equipped for heating and eating food.
The following are included in the flight ration:
a) contingents named in subparagraphs “a”, “c”, “d”, “d”, “f”, “g”, “k”, “l”, “m”, “n” of Note 1 to the norm No. 2, - by order of the commander of the aviation military unit (military educational institution, institution);
b) military personnel who are not included in the regular crews of aircraft crews, but who fly according to plans for combat and training, combat duty and testing of military aviation equipment and equipment in the air, which determines the standard flight hours not less than the standard established for regular crews relevant types of aircraft:
aviation military units and formations, headquarters, directorates and departments of air armies, corps, military districts, fleets - quarterly by orders of the commanders of the specified formations according to lists submitted by subordination to the commanders of aviation formations, individual military units, chiefs of staff, directorates and departments through deputy commanders of the formations in the rear;
of the main headquarters, directorates and services of the branches of the Armed Forces - quarterly by orders of the chiefs of the main headquarters, directorates and services of the branches of the Armed Forces, commanders of Long-Range Aviation and Military Transport Aviation in agreement with the Central Administration.
c) military personnel named in subparagraphs “h” and “i” of Note 1 to norm No. 2 - by order of the commander of the military unit on the basis of which parachute jumps are performed. Moreover, if the jumps did not take place or were canceled on the appointed day, the military personnel enrolled in meals are not removed from pay on that day;
d) contingents named in subparagraphs “r”, “c” and “t” - by order of the commander of the military unit.
The provision of food to aviation flight personnel according to the appropriate rations is terminated:
during the disbandment (reformation) of aviation and aviation-technical military units;
when replacing equipment with the cessation of flights;
when transferring military personnel from one aviation (aviation-technical) military unit to another;
when suspended (including temporarily) from flight work (flights) or servicing aircraft by decision of the command or military medical commission;
when transferred to work not related to flights or aircraft maintenance.
In these cases, from the date of cessation of flights or servicing of aircraft, military personnel of aviation flight and engineering personnel are transferred to food supply according to norm No. 1.
Military flight personnel (including those arriving from military educational institutions) are again enrolled in flight rations from the day they take up their military position as part of the crew of the aircraft specified in the order of the commander of the military unit.
Food in the canteens of flight and aviation crews is prepared according to advance orders based on food layouts.
The flight crew is provided with hot food 4 times a day. The intervals between meals in all cases, including in flight, should not exceed 4 - 5 hours.
On weekends, holidays and non-flying days, the number of meals can be reduced to 3 times a day with the distribution of ration products according to energy value among meals; for breakfast - 30%, for lunch - 50% and for dinner - 20%.
On flight days, the flight crew takes food 1.5 - 2 hours before the start of flights.
The energy value of flight ration products on flight days is distributed as a percentage:
Second breakfast is served between flights or after flights.
When performing long flights, aircraft and helicopter crews are provided with onboard rations in accordance with Appendix No. 21 to these Regulations. Applications for the required number of rations are submitted by the headquarters of the aviation military unit to the headquarters of the aviation technical military unit no later than 10 hours before the departure of aircraft (helicopters).
On-board rations are completed with canteens of aviation technical military units for each individual crew member.
On-board bags with on-board rations packed in them and thermoses with hot tea are delivered to the airfield by the hour specified in the application of the headquarters of the aviation military unit, and are handed over to one of the crew members against signature in the consignment note for each aircraft (helicopter).
When non-stop flights are canceled or postponed for a day or longer, as well as when an aircraft (helicopter) returns from a flight earlier than scheduled, the in-flight rations issued to the crew must be handed over to the canteen; in this case, the crew members are provided with food through the canteens in the prescribed manner.
The flight crews of flying airplanes and helicopters and the engineering and technical personnel involved in accompanying these airplanes and helicopters are provided with vouchers for the period of the flight to receive free food according to flight rations and general military rations in the canteens of flight and engineering personnel at military airfields along the flight route ok, or monetary compensation is ok. Personnel who received the specified coupons or monetary compensation in exchange for the required food are removed from the food supply with the issuance of food certificates.
In the same manner, military personnel of flight personnel of headquarters, directorates and central military command bodies are provided with vouchers to receive free food according to flight rations when leaving on business trips to aviation and aviation-technical military units.
In the canteens of flight personnel at military airfields along the flight route, the flight crew and crew of flying aircraft receive food in strict accordance with the food layouts in accordance with the established ration standards for flight and engineering personnel of aviation.
In cases where it is not possible to organize the provision of hot food to aviation flight personnel at military airfields, food rations are provided for the crews of airplanes and helicopters at alternate airfields.
In case of accidents and forced landings, airplane and helicopter crews are provided with emergency food supply kits.
Life-saving equipment for collective use on board airplanes and helicopters on duty for search and rescue flight support, as well as the life-saving equipment of ground search and rescue teams and parachute rescue groups contain food rations (rations).
The provision of emergency supply kits and food rations is carried out by aviation technical military units in the manner established by the Commander-in-Chief of the Air Force in agreement with the Central Control Center, depending on the types of aircraft.
The consumption of the emergency supply kit is allowed only in cases of accidents and forced landings in desert and sparsely populated areas and at sea, and food rations (rations) - during search and rescue operations to rescue personnel in distress at sea. Emergency food products and food rations (rations) are written off according to acts approved by the commander of the aviation military unit, with the attachment of a report from the head of the search and rescue and parachute service on the conduct of search and rescue operations.
Conclusion.
It should be borne in mind that eating large amounts of food before or during a flight can reduce the pilot's performance, since eating leads to a rush of blood to the digestive organs, and this in turn can adversely affect the blood supply to the brain and muscle performance. In addition, a full stomach and intestines can have a constricting effect on the diaphragm and impede breathing and cardiac activity.
Before a flight, food must be compact in volume, have sufficient satiating ability, be easily digestible and digestible, and not cause excessive gas formation in the intestines. Before a high-altitude flight, it is advisable to limit the fat content in the diet, as well as beans and peas, and increase the content of easily digestible carbohydrates, which increase altitude stability. With significant periods of time between meals, some people may experience a feeling of hunger, a feeling of weakness, dizziness, deterioration in health and decreased performance.
A particularly important role in ensuring adequate nutrition during a long flight is played by nutrients such as ascorbic acid, riboflavin, thiamine, which are part of the enzymes involved in redox processes. Considering that during long flights in the cockpit and passenger cabins, the relative humidity decreases significantly and the air becomes dry, and crews and passengers experience a feeling of dry mouth and a feeling of thirst, it is advisable to use confectionery products containing organic acids that reduce these sensations and help quench thirst.
Nutrition for flight crews, based on rational principles, must satisfy the energy, plastic and other needs of the body and ensure the necessary level of metabolism and performance of crew members.
Nutrition that is not based on rational principles can lead to metabolic disorders and disruption of the functional state of various organs and systems of the body.
In terms of food ingredients, the diet of crew members must be balanced and individualized in accordance with energy consumption, metabolic characteristics at altitude, as well as the presence of certain health conditions (excessive obesity, metabolic disorders, etc.).
List of used literature
- General and military hygiene. Textbook. Edited by Lizunov Yu.V. SPb: SpetsLit. 2012.-736 p.
- Military hygiene and epidemiology: Textbook. - 2nd ed. –M.: Medicine, 1988.-320 p. Belyakov V.D., Zhuk E.G.
- Textbook on military medical training. Kuvshinsky D.D. 1972.-420s.
- http://www.tosnoaero.ru/library/medicine/medicine02. pdf
- http://docs.pravo.ru/document/view/14155327/
Description of work
In order to maintain energy expenditure, a person constantly consumes carbohydrates, fats and proteins with food, which, when oxidized, restore the energy balance. Energy costs mainly depend on the level of basal metabolism, and the value of basal metabolism, in turn, depends on body weight, age, height and the nature of the muscular work performed.
In flight practice, the value of the basal metabolic rate is greatly influenced by neuropsychic stress, a certain lack of oxygen in the inhaled air, vibration, noise, uneven nutrition over time, regimen, and sometimes physical inactivity caused by long flights, and a number of other factors. Under these conditions, energy metabolism and gastrointestinal functions often change.
The content of the work
Introduction__________________________________________________________________________________________3
Catering for aviation flight personnel of the Armed Forces of the Russian Federation________________________________________________________________________________4
Conclusion________________________________________________________________________________8
List of used literature_________________________________________________9
2. It should be warm, spacious, bright and cozy. As a rule, it should consist of two rooms.
The first of them serves as a waiting room and is equipped with clothes hangers, the required number of chairs, armchairs or sofas, tables for newspapers, magazines, brochures, and medical literature.
The second room is intended directly for medical examination. It should have a table for the doctor, chairs, a couch, a washbasin, anthropometric equipment, a table lamp, a carafe with clean drinking water, a medical cabinet for storing medical equipment and medications necessary for examination and emergency care.
3. When conducting a pre-flight medical examination in the waiting room, a paramedic (nurse) measures the body temperature of the examined flight crew. If there is no waiting room, body temperature is measured in the corridor or in another heated room.
4. The pre-flight medical examination room is equipped with a loudspeaker communication device with the flight director and speakers for listening to crew radio communications.
Application
to the Rules (clauses 55, 58)
Features of catering for flight personnel
The following types of flight crew nutrition are currently used:
daily (pre-flight) nutrition on the ground;
in-flight meals on long flights over 4 hours;
food and water supply in emergency conditions;
food during emergency departure.
The peculiarities of these types of food for pilots are reflected in the corresponding allowance standards: flight, on-board and emergency rations.
The flight crew's meals must meet the following physiological and hygienic requirements:
daily rations should, as a rule, include products, the range and quantity of which are provided for in flight rations;
replacement of flight ration products can be carried out in exceptional cases, taking into account the climatic and geographical characteristics of the deployment area, sanitary conditions or culinary considerations in accordance with the norms of permitted replacements;
the calorie content of daily rations must completely cover energy costs, and nutrients must satisfy the body’s needs in different climatic and geographical zones;
products and ready-made meals should be selected taking into account the influence of unfavorable flight factors on the body and the functioning of the gastrointestinal tract during flight;
prepared food must have good taste, be sufficiently varied and safe in sanitary and epidemiological terms;
The diet and distribution of the daily food ration must correspond to the daily routine and nature of the flights.
Pre-flight meals for flight crews are organized by the commander of the aviation technical unit one day before the start of flights.
Depending on the daily routine and the characteristics of flight work, food can be served in the flight canteen, at the airfield during flights, on board the aircraft during flight and must fully meet hygienic requirements. Prepared food should be consumed no later than 2 hours from the moment of its preparation.
Pre-flight meals
Pre-flight nutrition refers to all meals consumed within 24 hours before the start of the flight.
Pre-flight meals are organized by the commander of the aviation technical unit in the flight canteen, and controlled by the head of the medical service of the aviation unit.
Pre-flight food can be taken in the flight canteen and directly at the airfield. As a rule, the main meals are organized in the flight canteen: breakfast, lunch, dinner, and at the airfield - second breakfasts or dinners.
Pre-flight nutrition is an important means
increasing the pilot’s performance in flight and maintaining his health. Flight crews must receive pre-flight breakfast (lunch, dinner) in the flight canteen 1.5–2 hours before departure. To avoid high-altitude flatulence, the pre-flight diet does not include foods that contribute to increased gas formation in the intestines (peas, beans, beans, lentils, barley and oatmeal, corn, turnips, radishes, melon).
Products of plant origin, rich in fiber, are introduced into the pre-flight diet in strictly standardized quantities: no more than 200 g of rye bread (yesterday's baked goods), no more than 100 g of cabbage, no more than 550 g of potatoes, no more than 250 g of other vegetables. Vegetables must be heat treated. It is not recommended to drink kvass or cold, unboiled water before a flight.
In the daily pre-flight diet, it is not allowed to make food substitutions that lead to an increase in the content of cereals, rye bread, and vegetables.
In order to reduce gas formation in the intestines, it is recommended to use yogurt, kefir, acidophilus, onions, garlic, and dill in the pre-flight diet, which inhibit gas-forming intestinal flora. It is especially advisable to take these products for dinner the night before flights.
Multivitamins included in the flight ration should be taken during the pre-flight meal. The pre-flight diet should include easily digestible and digestible foods that are small in volume. Its calorie content is set according to the diet.
To avoid dyspeptic disorders, fat-rich foods should not be included in the pre-flight menu, especially fatty pork and lamb, as well as fatty fish and poultry.
To maintain high performance during the flight shift, directly at the airfield, 4 hours after the pre-flight meal, an additional second breakfast (second dinner) with a calorie content of about 700 kcal, containing mainly easily digestible and assimilable nutrients: carbohydrates, fats and proteins, should be provided. Therefore, it is recommended to include white bread, butter, sugar, cheese, eggs, sausage, curdled milk, chocolate, hot tea and coffee in the second breakfast.
Second breakfast and dinner are usually provided at the airport during breaks between flights.
In hot climates with high daytime air temperatures, the calorie content of food consumed during the hottest hours, which coincide with intense flight load, should not exceed 20–35% of the total daily calorie content. During dinner at the end of the working day, it can be increased to 36–40%.
With three meals a day, breakfast should account for about 30%, lunch 50%, and dinner 20% of the total daily calorie intake.
Distribution of daily diet by meals
(in % of the total calorie content of the flight ration)
|
Eating |
Day flights |
Night flights |
|
|
from 15 to 17 hours |
from 8 to 9 o'clock and from 14 to 15 hours |
||
|
First breakfast | |||
|
Lunch | |||
|
First dinner | |||
|
Second dinner |
Meals at unequipped airfields
In order to ensure rational nutrition, prevent food poisoning and toxic infections when based at airfields that are not equipped with stationary catering units, enhanced medical control of the sanitary condition of field kitchens and canteens, the quality of food and water, storage conditions, preparation and consumption of food, as well as the health status of personnel is necessary. field kitchens and canteens.
If it is not possible to prepare food from flight ration products, canned and concentrated products that have a nutritional value similar to flight rations can be used. In these cases, three meals a day are provided.
Meals for aircraft crews away from places of permanent deployment can also be provided with a special ration intended for food at unequipped airfields. Diet products are distributed among meals, the number of which has been increased to four (evening tea has been introduced).
Daily rations of food instead of flight rations are supplied to aviation technical units at the expense of products supplied for current allowances. An application for the required number of daily rations is submitted by the headquarters of the aviation unit to the aviation technical unit.
Drinking water and water for cooking must be supplied only from proven water sources and meet the requirements for it.
In-flight meals
When performing long non-stop flights (more than
4 hours) the flight crew is provided with onboard rations.
In order to provide adequate in-flight meals for aircraft and helicopter crew members, 4 options for on-board rations have been developed, and the specific rations included in the on-board ration depend on the duration of the flight.
In-flight rations are completed in the flight canteen by specially designated and instructed persons. After external inspection, on-board ration products for one meal are placed in film bags separately for each crew member. Packing food in one bag for two or more people is not permitted. In on-board rations, it is prohibited to use stale bread, products with expired shelf life, leaking, deformed, contaminated canned food and cans with signs of bombing.
The flight canteen also prepares hot tea and coffee, which is poured into individual or group thermoses given to the crew during the flight. Hot drinks should be prepared at a rate of at least 100 ml per hour of flight per person.
On-board bags with rations and thermoses are delivered to the airfield by the time specified in the application and are handed over against receipt to the crew member responsible for organizing meals in flight.
To provide the crew with in-flight meals and water, the aircraft is equipped with containers for storing in-flight rations, cutlery and mugs, as well as heaters for canned meat and devices for preparing hot drinks (coffee or tea). The cabin must have a tank for storing drinking water, as well as a container for collecting and storing food waste, containers and sanitary napkins.
Drinking water containers on board the aircraft must be filled primarily from centralized water supply systems and only of potable quality.
In-flight rations are consumed in compliance with the diet at the rate of: the first meal - 4 hours after the last pre-flight meal in the canteen or at the airfield, and subsequent meals - every 4 hours of the flight. During continuous flights lasting 4–5 hours, each member of the aircraft crew is given one on-board ration and in this case the crew is not deprived of food in the canteen.
In flights at high altitudes, when the excess pressure in the pressurized cabin is not lower than the barometric pressure at an altitude of 5000 m and the crew uses oxygen, before eating and drinking, a continuous supply of oxygen is turned on and the fastening of the oxygen mask on the right is loosened. Then the mask is moved with the left hand, and with the right hand food is put into the mouth or a mug of tea (water, juice) is brought to the mouth. After eating and drinking, the mask is returned to its place, its fastening is tightened and the continuous oxygen supply is turned off.
The person eating food must be observed by one of the crew members in order to provide assistance if necessary. If the cabin suddenly depressurizes, you should immediately stop eating, return the mask to its original position and restore the tightness of its fit to the face.
When flying at high altitudes, when the excess pressure in the pressurized cabin is equal to the actual barometric pressure at or below 5000 m altitude, the crew must
eat and drink only when wearing an oxygen mask (helmet) that has a valve for supply (oxygen mask KM-32P). On such flights, a special high-altitude in-flight ration must be issued, consisting of canned puree and liquid products packaged in aluminum tubes.
Before eating from the tube, you must unscrew the bouchon (cap), open the protective foil on the neck of the tube and screw a mouthpiece made of waxed cardboard or plexiglass onto it. Then, holding the tube prepared in this way, insert the mouthpiece through the valve in the mask into your mouth with your right hand. To avoid contamination of the mask and under-mask space, do not press hard on the tube with your hand.
After the flight, the mask and breathing valves must be cleared of food debris, and the mask must be checked for leaks.
Food and water supply in emergency conditions
In order to preserve and maintain performance at the level necessary for survival after an emergency landing (splashdown) in a deserted area, aircraft crews are supplied with emergency supplies. Emergency supplies on an aircraft are carried in the form of portable emergency supplies or on-board emergency supplies.
The composition of portable emergency supplies and on-board emergency supplies, in addition to signaling and communication equipment, basic necessities and a first aid kit, as a rule, includes emergency supplies of food and water (the so-called water-food group).
Medical control of providing emergency food and water supplies to aircraft crews includes:
sanitary and hygienic control of the good quality of food products and water intended for emergency supplies;
control of the correct composition of food groups of emergency supplies;
monitoring the timeliness of refreshing emergency food and water supplies.
Sanitary and hygienic control of the quality of food products and water intended for emergency food supplies is carried out by the head of the medical service of the aviation technical unit, who focuses on the timing of production of products, signs of spoilage, safety and cleanliness of packaging.
Refreshment of products included in emergency supply kits is carried out after the expiration of storage periods according to the plans of the commanders of aviation and aviation technical units, as well as when it is established that the products are completely or partially impossible to use.
Catering during emergency departure
If it is impossible to provide the flight crew with hot food during the period of preparation for a flight on alert, food will be provided using a special set of products.
Sets of food kits must be stored in two places: in the food warehouse of the aviation technical unit and in a specially designated room at the airfield. Kits must be ready for pickup at any time of the day.
Crews are not allowed to depart on an empty stomach.
Application
to the Rules (clause 103)
Methodology
carrying out pressure chamber ascents
Before pressure chamber ascents, a medical examination is carried out in the scope of a pre-flight (questioning about well-being, sleep and rest, measuring pulse, blood pressure and body temperature, examining the pharynx and checking nasal breathing). This examination can be expanded through the use of functional stress tests. For persons over 35 years of age, recording an electrocardiogram in three standard leads is mandatory.
Climbing to a height of 5000–6000 m
The ascent is carried out in pressure chambers equipped with a remote control system for emergency oxygen supply and equipment for recording an electrocardiogram. No more than four and no less than two people take part in high-altitude tests at the same time. One of them is appointed senior. Communication is carried out via an intercom.
Before placing people in the pressure chamber, be sure to check the position of the valves: the atmospheric valve must be open and the vacuum valve closed. Before the test, a conversation is held about the purpose of the lift with the obligatory coverage of the following provisions:
a practically healthy person, as a rule, feels a change in his condition under the influence of a lack of oxygen at altitudes of 5000–6000 m;
ascent to an altitude of 5000–6000 m is intended for practical demonstration of the possibility of recognizing high-altitude hypoxia by one’s own sensations and for teaching measures to eliminate oxygen starvation in high-altitude flight;
sensations that occur at altitude with oxygen deficiency are very individual and usually manifest themselves with repeated exposure to high-altitude hypoxia;
The ability to recognize oxygen starvation in flight, make an informed decision and perform the necessary actions to eliminate hypoxia is the key to successfully recovering from an emergency hypoxic situation in high-altitude flight.
In the pressure chamber, the flight crew becomes familiar with the normal operation of oxygen-breathing equipment and protective equipment, signs of their malfunction or improper operation. In order to demonstrate the normal operation of oxygen-breathing equipment and protective equipment, flight personnel are offered:
put on a headset or safety helmet and an oxygen mask, connect the oxygen mask to the oxygen device;
open the oxygen valve on the dashboard and use the oxygen indicator pressure gauge to verify that the oxygen supply is sufficient;
move the handle of the valve for additional oxygen supply (manual switch of the automatic air suction machine) to the position
"100% O2"; During normal operation of the oxygen-breathing equipment, the petals of the oxygen indicator indicator track “inhalation-exhalation”.
Familiarization with the most typical violations of the rules for operating oxygen-breathing equipment and equipment is carried out by simulating the following situations:
“take-off” with the on-board oxygen valve closed or without oxygen supply; in this case, the arrow of the oxygen indicator pressure gauge is at the “O” mark;
non-attachment of the oxygen mask to the oxygen device and (or) its loose fit to the face; in these cases, even after moving the additional oxygen supply valve to the position
“100% O2” and forced breathing through an oxygen mask, the oxygen indicator petals remain motionless.
Before ascent and at an altitude of 5000 and 6000 m while breathing air and after switching breathing to 100% oxygen, pilots (cadets) fill out a protocol: the position of the oxygen indicator petals is indicated, the test is performed within 1 minute
“count-letter”, the state of health is assessed in points (5–1 point) and the sensations are recorded in the protocol of the subject’s records when ascending to an altitude of 5000–6000 m (hereinafter referred to as the protocol) (Appendix No. 1 to Appendix No. 6 to these Rules).
The ascent from the ground (0 m) to a height of 5000 m and from 5000 to 6000 m is carried out at a speed of 15–20 m/s while breathing air (the oxygen valves in the pressure chamber are closed, the masks are connected to oxygen devices). The duration of stay at each altitude (5000 and 6000 m) is 5 minutes. At the end of their stay at an altitude of 6000 m, pilots (cadets), on the doctor’s command, perform practical actions to eliminate the hypoxic state: open the instrument oxygen valve, switch to breathing 100% oxygen (switch to “100% O2”), tightly fix the oxygen mask on face. After this, the position of the oxygen indicator petals, changes in well-being and sensations are noted in the protocol, and the “count-letter” test is performed. At the same time, the descent to the ground begins at a speed of 10–15 m/s.
Early termination of the ascent (restoration of oxygen supply before the end of a 10-minute stay at an altitude of 5000–6000 m) is carried out by a doctor by remotely turning on the emergency oxygen supply only in case of reduced tolerance to high-altitude hypoxia: active complaints of poor health, inadequate response of the cardiovascular system to hypoxia ( increased heart rate by more than 40 beats/min, increased systolic blood pressure by more than 30 mm Hg, bradycardia), marked deterioration in mental performance.
During the entire ascent, the doctor is obliged to continuously monitor the subjects, their appearance, behavior, dynamics of heart rate and blood pressure, monitor the correctness and timeliness of the “count-letter” test and entries in the protocol. In practically healthy people, during a short-term (up to 10 minutes) stay at an altitude of 5000–6000 m, a fairly pronounced activation of the cardiovascular system and respiration is observed, the frequency and depth of breathing increase. Heart rate increases by 20–30 beats/min, blood pressure by 10–20 mmHg. Art. Characteristic sensations in these conditions are heaviness and (or) pulsation in the head, weakness, dizziness, blurred vision, lack of air, palpitations, and difficulty counting. In some individuals, especially young people, severe tachycardia and increased breathing are caused by emotional tension, which is indirectly indicated by a high level of heart rate and blood pressure even before rising to altitude. The doctor should conduct individual conversations with them in order to eliminate emotional tension. A sharp increase in heart rate or a rapid decrease in pulse at an altitude of 5000–6000 m are unfavorable signs and usually precede fainting.
All functional changes that occur during the period of lifting should be recorded by a doctor. This is necessary for the timely provision of emergency medical care, as well as for making the correct conclusion about the pilot’s reaction to hypoxia. A doctor conducting ascents of 5000–6000 m must guarantee their safety and be able to provide first aid in each specific case. The doctor enters data on the results of ascents into the logbook for recording pressure chamber ascents of the flight personnel of the military unit (Appendix No. 2 to Appendix No. 6 to these Rules) and in the medical books of the flight personnel.
It is noted that the pilot (cadet) is familiar with the effects of high-altitude hypoxia and trained in measures to eliminate it, the most characteristic sensations of a hypoxic state, changes in heart rate and blood pressure, as well as the results of the “counting-letter” test are indicated. At the same time, an assessment is made of the degree of tolerance to short-term effects of high-altitude hypoxia - moderate or severe. Hypoxia tolerance is assessed as normal or reduced. The range of changes in psychophysiological parameters with normal and reduced tolerance to high-altitude hypoxia (altitude 5000–6000 m) is given in Appendix No. 3 to Appendix No. 6 to these Rules.
Persons with reduced tolerance to hypoxia are temporarily suspended from flight work. If reduced tolerance to hypoxia is detected, these individuals are sent for inpatient examination to the medical flight examination department of the hospital.
Ascent to a height of 13,500 m
Ascents to a height of 13,500 m are carried out in a pressure chamber equipped with oxygen-breathing equipment in the version of the oxygen equipment set KKO-5 or KKO-15 using protective equipment (high-altitude compensating suit VKK-6 or VKK-15 in combination with a protective helmet ZSh- 5 or ZSh-7 and oxygen masks KM-34, KM-34D, KM-35 or pressure helmet GSh-6). Before ascent, desaturation is carried out in order to prevent high-altitude decompression sickness.
Flight personnel who have studied the features of the operation and operation of oxygen-breathing equipment and protective equipment at an altitude of more than 12,000 m and have undergone training in breathing and speech under excess pressure are allowed to perform high-altitude tests. The ascent is carried out in individually selected and fitted equipment by no more than four and no less than two people at a time. Communication is carried out via an intercom. Visual observation is carried out through portholes.
Before high-altitude tests, the doctor, through technical lifting, must determine the activation height (creation of excess pressure) of each KP-52 oxygen device available in the pressure chamber. This will allow him to more accurately predict the sequence and moment of creation of excess pressure in the equipment of each pilot, and more fully and carefully observe their reactions to a simulated emergency situation. Then the pilots are instructed about the purposes of the upcoming ascent, the peculiarities of the operation of oxygen-breathing equipment and equipment, possible decompression disorders and measures to eliminate them, and are also reminded of the most characteristic sensations of discomfort when creating excess pressure in the equipment at an altitude of more than
12,000 m.
The following provisions are explained to the flight crew:
familiarization with the conditions of stay and work during hyperbaric ascent to an altitude of up to 13,500 m in equipment with excess pressure will help the pilot quickly and correctly assess the emergency situation and perform the necessary actions in the event of depressurization of the aircraft cabin in stratospheric flight;
the ascent to a height of 13,500 m is carried out to practically familiarize the pilot with the unusual conditions of staying and working in equipment with excess pressure and to substantively demonstrate the effectiveness and reliability of protective equipment during depressurization of the cabin at high altitudes;
switching on of the KP-52M oxygen device to overpressure mode occurs automatically at altitude
11,000–13,000 m;
at the moment the oxygen device is activated, excess pressure is created in the breathing system (up to 400–500 mm of water column) and the chambers of the high-altitude compensating suit (up to 1 kgf/cm2); in this case, there may be short-term difficulties in breathing and speech, a sharp compression of the body by the suit, an involuntary change in posture, restriction and difficulty in movements, a narrowing of the field of vision due to the “growing” of the hermetic helmet;
3–5 seconds after the oxygen device is activated, the excess pressure automatically decreases to
100–150 mm water. Art. in the respiratory system and up to 0.1–0.15 kgf/cm2 in a high-altitude compensating suit; at the same time, these discomfort sensations decrease or completely disappear;
As you rise further, excess pressure gradually increases in the breathing system and equipment, which is at altitude
13,500 m is set within 400–500 mm of water. Art. in an oxygen mask (hermetic helmet) and 0.4–0.5 kgf/cm2 in a high-altitude compensating suit; sensations of discomfort increase, but to a much lesser extent than when creating maximum excess pressure in the equipment at an altitude of 11,000–13,000 m.
Immediately before lifting, the doctor instructs the flight crew:
putting on and adjusting protective equipment (high-altitude compensating suit, oxygen mask or pressure helmet);
checking the tightness of the oxygen mask (or hermetic helmet) being worn;
registration of initial physiological parameters (heart rate, blood pressure);
checking the functionality and serviceability of oxygen-breathing equipment and equipment by manually creating excess pressure up to 500 mm of water. Art. and 0.5 kgf/cm2 in an oxygen mask and high-altitude compensating suit or up to 1000 mm of water. Art. and 1.0 kgf/cm2 - in a hermetic helmet and high-altitude compensating suit. If oxygen-breathing equipment and equipment malfunction, excess pressure is not created;
30-minute desaturation (breathing 100% oxygen in a pressure chamber on the ground).
At the end of desaturation, an ascent to an altitude of 13,500 m is made while breathing 100% oxygen according to the following cyclogram:
rise to a height of 8000 m at a speed of 30–50 m/s; stop for 1–2 minutes, register heart rate (blood pressure), pilots record in the protocol an assessment of their well-being, the position of the petals of the IK-52 oxygen indicator, check the tight fit of the hermetic helmet;
rise to an altitude of 13,500 m at a speed of 50 m/s with a stop at this altitude for 2–3 minutes. During the ascent at an altitude of 11,000–13,000 m, the KP-52 oxygen device is activated. During a stop, the heart rate is recorded. The pilots report to the doctor about their well-being, record in the protocol the position of the petals of the IK-52 oxygen indicator, the pressure in the hermetic helmet (oxygen mask), the main discomfort sensations, note the possibility of performing work movements and communicating via the intercom;
descent to a height of 7000 m at a speed of 50 m/s and then at a speed of 30 m/s to the ground. Recording heart rate (blood pressure). Record of the pilot's well-being after completion of the descent.
During the ascent, the pilot (cadet) conducts self-observation and a protocol of the pilot’s recordings during the ascent to an altitude of 13,500 m (Appendix No. 4 to Appendix No. 6 to these Rules), in which he records the position of the oxygen indicator petals
IK-52, pressure in a hermetic helmet (oxygen mask), well-being in points (1–5), possible discomfort or painful sensations, notes the features of communicating via an intercom and performing control movements with excess pressure in the equipment.
At all stages of ascent, the doctor must conduct continuous visual observation of the pilot, his appearance and behavior, maintain contact with him via intercom, quickly monitor the dynamics of heart rate (blood pressure), record his reactions to the stressful conditions of a simulated depressurization of the cabin and possible violations state of the body due to the effects of decompression and the sudden creation of excess pressure in the equipment. This is necessary to substantiate the assessment of the results of ascent, the pilots’ tolerance of high-altitude decompression and the conditions of breathing and working in equipment with excess pressure, as well as for the timely adoption of urgent measures if the condition of the subject worsens.
Early cessation of ascent is carried out only with the development of high-altitude decompression sickness of any form and degree, as well as high-altitude flatulence, barootosinusopathy and barodentalgia, which cannot be relieved by changing the ascent mode (reducing the ascent speed, platform) and physiological self-help techniques (voluntary belching, passing gas naturally, swallowing, yawning, “ventilating” the ears).
When climbing to an altitude of 13,500 m, you should be aware of the possibility of developing high-altitude hypoxia due to poor mask fit. If it is not sufficiently secured, the pilot must press the mask more tightly and tighten the belt. If this measure is ineffective, the ascent is stopped, the emergency oxygen supply is turned on, and the descent is performed.
In practically healthy individuals using properly fitted equipment, ascent to a height of up to 13,500 m causes noticeable functional changes only at altitude
11,000–13,000 m when the mechanism for creating excess pressure in the equipment is triggered: heart rate increases by 10–15 beats/min, blood pressure by 20–25 mm Hg. Art. In the process of lowering and reducing excess pressure, heart rate and blood pressure are normalized.
It is noted that the pilot is familiar with the effects of decompression and the factors of simulated depressurization of the cabin at altitudes up to 13,500 m. The most typical sensations of discomfort for him when creating excess pressure in the equipment are indicated. At the same time, an assessment is made of the tolerance of high degrees of atmospheric rarefaction (decompression).
Meat dishes More common in the north are rogan josh (lamb curry), gushtaba (spicy meatballs in yogurt) and the delicious biriyani (chicken or lamb with rice and orange sauce). The taste of Mughlai dishes is rich and rich, they are generously seasoned with spices and sprinkled with nuts and saffron. The famous tandoori (chicken, meat or fish marinated with herbs and baked in a clay oven) and kebab come from the northern regions.
On South Curry dishes are mostly vegetable and quite spicy. Traditional recipes include bhujia (vegetable curry), dosa, idli and samba (rice cakes, pickle-filled dumplings and curried lentils) and raita (yogurt with grated cucumber and mint). The main ingredient in South Indian cuisine is coconut.
On the West Coast You will be offered a wide selection of fish and seafood. Bombay duck (curried or fried bomnlo fish) and licorice fish (Indian salmon) are just two names on the extensive menu. Fish is also present in Bengali cuisine, such as dahi maach (fish curry in yogurt flavored with ginger) and mailai (prawn curry with coconut).
On South rice is a must, while in the north it is often complemented or replaced by a variety of unleavened flatbreads - puri, chappati, nan and others.
Common to all of India is dal (crushed lentil soup with vegetables) and dhai(yogurt or yoghurt served with curry). In addition to the fact that this is a very tasty dish, in the heat it is more refreshing than drinks.
From sweets, mainly serving milk puddings, biscuits and pancakes. Throughout India, kulfi (Indian ice cream), rasgulla (curd balls flavored with rose water), gulab jamun (flour, yogurt and grated almonds) and jalebi (fritters in syrup) are common. In addition to an excellent selection of sweets, you will always be offered fruits: mangoes, pomegranates, melons, apricots, apples and strawberries. Western groceries are sold in many cities.
Taken to improve digestion end the meal by chewing pan. Pan is betel leaves wrapped in anise and cardamom seeds. Another custom is to eat with the fingers of the right hand only.
Kosher food.
Kosher meat.
Only the meat of animals that are both ruminants (strictly herbivores) and artiodactyls (having cloven hooves) is allowed for food. These are herbivores such as cows, sheep and goats, as well as moose, gazelles, mountain goats, giraffes, etc.
The Torah lists four types of animals that have only one of the two characteristics of kosher. These are pig, camel, hyrax and hare. These animals are prohibited for food. Thus, pork is not kosher because the pig does not chew the cud, not because it is “dirtier” than other animals. There is a particularly strict prohibition regarding “half-kosher” animals, designed to balance the possible frivolous attitude of the people towards the prohibition of their meat due to “almost kosher”.
According to one midrash, animals are “ashamed” of not being kosher. If, for example, we take a cloven-hoofed pig that does not chew the cud, and a hare that chews the cud, but is far from cloven-hoofed, then you will notice that in a dream the pig hides its muzzle and exposes its hooves, and the hare, on the contrary, tucks its paws under itself and sticks out its muzzle .
Kosher poultry.
The Torah does not specify any characteristics for kosher birds. She simply rattles off a list of club birds. Among them are such as eagle, owl, pelican. However, the main feature of the prohibited species is that they are birds of prey.
Since today it is not possible to accurately recognize all the bird birds listed in the Torah, only poultry, the kosher of which is confirmed by tradition, is eaten. These are chickens, turkeys, quails, ducks, geese and pigeons.
Halacha gives a sign that eggs are kosher: they must come from kosher birds. An obligatory, but insufficient sign of an egg being kosher is its different ends (one is sharper, the other is more rounded). The eggs of those species of birds that have the same ends: either both sharp or both blunt - are obviously not kosher (usually such birds are predatory or scavengers).
Since blood is strictly prohibited for consumption, eggs that contain a blood clot in the yolk are treph. Eggs with blood in the white are not necessarily thrown away, but simply freed from blood and eaten.
Kosher fish.
“Fish” in this case is an expanded concept that includes not only fish themselves, but also other animals living in the water. Fish, according to the laws of kashrut, is not meat, and therefore the rules regarding meat products do not apply to it. Fish can be consumed in the same meal with both meat and dairy products. However, it is forbidden to mix meat and fish in one dish.
Kosher fish, according to the definition of kashrut, have two mandatory characteristics: they have scales and fins. Kosher scales are not permanently attached to the body of the fish and can be easily separated if you run your fingernail over the fish. If there is any doubt about whether a fish has fins or scales, there are auxiliary signs: a kosher fish has gills, a backbone and must spawn.
Some species of fish (catfish, sturgeon, eel, sharks, European anglerfish), as well as mammals, whales and dolphins, have fins, but do not have kosher scales (or have scales at a certain stage of growth, which, although these species are formally kosher, are all equally, by virtue of tradition, not perceived as kosher), and therefore non-kosher. Accordingly, sturgeon (black) caviar is not kosher, but salmon (red) caviar is kosher. Shellfish (octopus, oysters, squid) and crustaceans (crabs, crayfish, lobsters, lobsters, shrimp) have neither scales nor fins, and are also not kosher.
The laws of kashrut divide all food products of animal origin into meat and dairy, the joint use of which is prohibited. After eating meat food, several hours must pass (the timing may vary in some communities: 1, 3 or 6 hours) before you can consume dairy food. After eating dairy food, meat can be eaten after a period of 30 minutes (and even immediately if there is no aftertaste) to 2 hours; the exact duration also depends on the community. The exception is hard cheeses, after eating which the same amount of time must pass before eating meat food as is customary in a given community between eating meat and dairy foods.
Products that are not related to either dairy or meat foods (fish, vegetables, fruits) are called parve, and they are allowed to be consumed with both meat and dairy foods. However, if such products come into contact with meat or dairy foods (even if the entire contact was that, for example, the person who ate the dairy did not wash their hands properly before handling vegetables), they lose their parve status and are considered meat or dairy foods, respectively. The need for a waiting period after such a meal depends both on the nuances of the loss of “steam” and on the communities.
Muslim nutrition.
Halal food products: meat products produced using a special technology that provides for gentle treatment of the animal during slaughter, a reliable absence of diseases in the animal before slaughter that could be harmful to human health, the most complete removal of blood in a natural way, careful adherence to hygienic rules at all stages of product production. For other types of products - the absence of blood, pork, intoxicants and narcotic substances in the products or non-contact at the time of production.
Food prohibitions in Islam are foods prohibited for Muslims to eat. The Koran indicates the prohibition of eating the meat of animals that died a natural death, blood, pork, and the meat of animals that were not slaughtered in the name of God.
Animals that are deliberately slaughtered for slaughter or hunting are allowed for consumption, since in this case it is possible to squeeze out as much blood as possible. Exceptions to these rules include seafood.
Nutrition for flight crews, based on rational principles, must satisfy the energy, plastic and other needs of the body and ensure the necessary level of metabolism and performance of crew members.
Nutrition that is not based on rational principles can lead to metabolic disorders and disruption of the functional state of various organs and systems of the body.
In terms of food ingredients, the diet of crew members must be balanced and individualized in accordance with energy consumption, metabolic characteristics at altitude, as well as the presence of certain health conditions (excessive obesity, metabolic disorders, etc.).
Meals can be four or three times a day, so it is recommended to distribute the daily caloric intake depending on the adopted diet. With four meals a day, the diet can be distributed approximately as follows: for the first breakfast - 25% of the total amount of daily food, for the 2nd breakfast - 15%, for lunch - 40% and for dinner - 20%; with three meals a day: for breakfast - 30%, for lunch - 40% and for dinner - 30%. Eating according to these schedules can ensure that the pilot's body receives essential nutrients on a regular basis and prevents feelings of overeating or hunger.
The procedure for providing food to aircraft civil aviation crews.
1. Aircraft crews on flight and duty days
are provided by the operator with a free food ration.
If it is impossible to provide the crew with free food during
off-base airports (airfields, landing sites) due to
lack of specialized catering organizations
Reimbursement of food expenses for crew members is allowed.
2. When organizing catering in specialized organizations
catering at base airports by the operator
food rations are provided, menu preparation - layouts, accounting
nutritional value and calculation of dishes. Daily calorie intake
The flight crew's meals must meet the following requirements:
daily diets should, as a rule, include foods that do not interfere with the normal functioning of the digestive organs;
the calorie content of daily rations must completely cover energy costs, and nutrients must satisfy the body’s needs in different climatic and geographical zones;
products and ready-made meals should be selected taking into account the influence of unfavorable flight factors on the body and the functioning of the gastrointestinal tract during flight;
prepared food must have good taste, be sufficiently varied and safe in sanitary and epidemiological terms;
The diet and distribution of the daily food ration must correspond to the daily routine and nature of the flights.
In flight practice, the value of the basal metabolic rate is greatly influenced by neuropsychic stress, a certain lack of oxygen in the inhaled air, vibration, noise, uneven nutrition over time, regimen, and sometimes physical inactivity caused by long flights, and a number of other factors. Under these conditions, energy metabolism and gastrointestinal functions often change.
During flights, the body's need for vitamins, proteins and carbohydrates increases. Therefore, it is necessary to provide crew members with a balanced diet, i.e., a diet that could fully satisfy the body’s need for food, both in quantitative and qualitative terms. Food products must be of good quality, processed and prepared in such a way that they stimulate appetite, are easily digestible and are optimally distributed in terms of calorie intake during the working day, taking into account the characteristics of flights. An important condition for flight safety is also the optimal provision of flight crews with in-flight meals on multi-seat aircraft during long flights. Timely monitoring of the quality of products, the sanitary condition of catering units and the processing of raw materials must be carried out in order to prevent the possibility of flatulence and food poisoning. When developing a diet, a number of points related to meteorological and climatic conditions, as well as the range and availability of food, must also be taken into account.
It should be borne in mind that eating large amounts of food before or during a flight can reduce the pilot's performance, since eating leads to a rush of blood to the digestive organs, and this in turn can adversely affect the blood supply to the brain and muscle performance. In addition, a full stomach and intestines can have a constricting effect on the diaphragm and impede breathing and cardiac activity.
Before a flight, food must be compact in volume, have sufficient satiating ability, be easily digestible and digestible, and not cause excessive gas formation in the intestines. Before a high-altitude flight, it is advisable to limit the fat content in the diet, as well as beans and peas, and increase the content of easily digestible carbohydrates, which increase altitude stability. With significant periods of time between meals, some people may experience a feeling of hunger, a feeling of weakness, dizziness, deterioration in health and decreased performance.
A particularly important role in ensuring adequate nutrition during a long flight is played by nutrients such as ascorbic acid, riboflavin, thiamine, which are part of the enzymes involved in redox processes. Considering that during long flights in the cockpit and passenger cabins, the relative humidity decreases significantly and the air becomes dry, and crews and passengers experience a feeling of dry mouth and a feeling of thirst, it is advisable to use confectionery products containing organic acids that reduce these sensations and help quench thirst.
Nutrition for flight crews, based on rational principles, must satisfy the energy, plastic and other needs of the body and ensure the necessary level of metabolism and performance of crew members.
Nutrition that is not based on rational principles can lead to metabolic disorders and disruption of the functional state of various organs and systems of the body.
In terms of food ingredients, the diet of crew members must be balanced and individualized in accordance with energy consumption, metabolic characteristics at altitude, as well as the presence of certain health conditions (excessive obesity, metabolic disorders, etc.).
Meals can be four or three times a day, so it is recommended to distribute the daily caloric intake depending on the adopted diet. With four meals a day, the diet can be distributed approximately as follows: for the first breakfast - 25% of the total amount of daily food, for the 2nd breakfast - 15%, for lunch - 40% and for dinner - 20%; with three meals a day: for breakfast - 30%, for lunch - 40% and for dinner - 30%. Eating according to these schedules can ensure that the pilot's body receives essential nutrients on a regular basis and prevents feelings of overeating or hunger.
The procedure for providing food to aircraft civil aviation crews.
1. Aircraft crews on flight and duty days
are provided by the operator with a free food ration.
If it is impossible to provide the crew with free food during
off-base airports (airfields, landing sites) due to
lack of specialized catering organizations
Reimbursement of food expenses for crew members is allowed.
2. When organizing catering in specialized organizations
catering at base airports by the operator
food rations are provided, menu preparation - layouts, accounting
nutritional value and calculation of dishes. Daily calorie intake
nutrition during flights and duty days, taking into account the norms of protein intake,
fats and carbohydrates per crew member should not be below 3500
3. The food ration is provided to the aircraft crew in
depending on the duration of working hours when performing
flight mission:
Up to 3 hours - one meal;
From 3 to 6 hours - two meals a day;
Over 6 hours - three meals a day.
4. When aircraft crews are in reserve,
duty (search and rescue operations, sanitary
tasks, forest protection) provision of food is carried out depending on
depending on working hours:
Up to 4 hours - one meal;
From 4 to 8 hours - two meals a day;
Over 8 hours - three meals a day.
Catering for aircraft crews performing
aviation work, specified by the operator in the relevant
contracts with customers.
5. The time and order of meals for crew members are established
by the aircraft commander, depending on flight conditions.
6. When waiting for departure at non-base airports (at airfields,
landing sites) in order to continue flight operations
missions, unscheduled landings and departure delays during
off-base airports (at airfields, landing sites), not
provided for by the flight mission, aircraft crew members
are provided with food in the manner established in paragraph 4 of this
applications.
Procedure for providing meals to flight crew members in flight.
Entry into the flight crew cabin is carried out upon call or permission by the SBE PIC or by a flight attendant appointed at the pre-flight briefing. Personal identification is carried out using CCTV cameras.
Use wipes intended for use by flight crew.
Drink service:
Serve the glass from the side of the aircraft.
Flight crew service is not provided when passing through turbulence.
Procedure for providing meals to cabin crew members in flight.
Meals for cabin crew members are provided according to a schedule and at locations determined by SBE. The schedule is drawn up in such a way that safety and cleanliness are monitored in passenger cabins and toilet rooms and individual work is carried out with passengers by cabin crew members.
It is prohibited to place glasses and trays/lunch boxes with food in places not intended for this purpose. Cleanliness and order must be maintained in the BCS.
8. References
1. Instructions for organizing meals for passengers on board civil aviation aircraft, approved. MGA and the USSR Ministry of Trade dated 10.01.80 N 11/7.
2. Industry standard “Meal rations provided to passengers in flight. Primary requirements". OST 54-3-61-93.
3. Hygienic requirements for the organization of in-flight catering for air passengers and crew members of civil aviation aircraft. SP2.5.1.788-99.
4. Instructions for the preparation of menus, packaging and distribution of food rations for passengers of aircraft of intra-Union and international civil aviation airlines of the USSR, approved by the Ministry of Trade of the USSR and the Moscow State Administration dated 06.06.88 N 109/92.
5. Hygiene rules for in-flight catering - Association of European Airlines (AEA), Brussels G 9051, 02.28.95. 41.
6. Training program for flight attendants of domestic and international civil aviation airlines on sanitary and epidemiological support of flights, approved. Deputy Chief State Sanitary Doctor of the Russian Federation 12/16/98 N 292-117.
8. Air Code of the Russian Federation (19.03.97 N 60-FZ).
