There is more in common between the airports of Russian Saransk (domestic code - CPH) and Copenhagen (international code - CPH) than it seems: be careful not to confuse the directions. Charade is always included in the flight price. Alternately, clear capital letters pop up when searching for tickets, and then haunt you on ticket stubs, luggage tags and display boards. By rearranging your initials, the air carrier, if you want, even the namesake airport, and in the meantime, someone is compiling collections with . The principle by which an airport terminal is coded differs little from this. Let's analyze the FAQ: what an airport code looks like, why it is needed and who came up with it.
Why does an airport need a code?
When flying became a global phenomenon, universal methods were needed to exchange information. At the very least, the international community did not want to confuse London in the United Kingdom with London in Canada. To avoid errors, data transmission had to be simple and understandable for pilots and dispatchers of all countries. Today, everything related to air travel (from online flight booking to printing your boarding pass) is managed using unique “personal” codes. Any of them can decrypt a special service. The same codes are awarded not only to airports, but also to railway stations and seaports.
What are the codes?
Two international airport coding systems, ICAO (ICAO) And IATA, are considered basic.
The ICAO system is used by pilots and air traffic controllers. Its codes are 4 Latin letters, which seem random, but in reality have a strict structure that binds the code to a specific region.
IATA codes are used in international reservation systems and airport ground services. These are 3 letters of the Latin alphabet, built according to the native principle.
In addition to ICAO and IATA, airports have regional code combinations, but they are used only within a country (in Russia, for example, there are about 3,000 codes in such a system). Like IATA, a regional code of 3 letters (sometimes Cyrillic) is created as a single whole, without an internal structure that is incomprehensible to the average person. All codes used are unique.
How did codification come about?
To optimize the operation of the world's airports, the International Civil Aviation Organization (ICAO) proposed combining their designations into a unified code system. Each airport terminal received a 4-digit code from the letters of the Latin alphabet, built according to a specific logic. The compositions turned out to be heavy, but remained in service for a long time: they were used by all services involved in air transportation. Then, ICAO codes were replaced in many areas (for example, for carriers) by a simpler system, but in highly specialized areas such as the exchange of radio navigation, aeronautical information and weather reports, ICAO combinations are still relevant.
That simpler and easier-to-work code structure is the fruit of the International Air Transport Association (IATA). The number of characters in the system was reduced to three, and the code itself was left without an internal structure: the native combination of 3 Latin letters began to be perceived inseparably as an idiom. Today there are about 12,000 codes in the world, and the possible maximum combinations are 17,000. Their list with updates and amendments is published twice a year.
Small, often local, airports can manage without an ICAO code or an IATA code. And letter combinations that are no longer relevant for some reason may soon be assigned to another airport.
What do the codes mean?
ICAO code
ICAO codes are constructed according to a strict system. They are tied to the regions indicated by the first two symbols of the combination. The first symbol is for the region: as E, for example, Northern Europe is indicated, as L - Central and Southern. In the case of large countries, the first letter may directly indicate the state, for example, K - USA or Y - Australia: there was little logic in “issuing” the letters. The second character encodes a specific country in the region defined by the first element of the code. The remaining 2 letters of the combination (3 for large countries) were added randomly. They pointed to an airport in a specific country in a specific region.
IATA code
For airports in Canada and the continental United States, IATA codes are “headless” ICAO system codes: without the first letter. But in most cases (in the rest of the world, including Hawaii and Alaska), these combinations are not similar.
IATA codes are usually a logical name of a location compressed to 3 letters. Thus, Hong Kong is coded as HKG, Ufa - as UFA, and Australian airports in Sydney, Melbourne and Perth received the designations SYD, MEL and PER based on the first three letters in the names of their cities. In addition to cities, the names of airports are often abbreviated: for example, the Roman FCO (Fiumicino) or the Parisian ORY (Orly Airport).
The logic does not work without some oddities. The management of Sioux Gateway Airport (Sioux City, USA), in response to an application for assignment of an IATA code, received the abbreviation SUX (sounds like English " sucks"), extremely eloquent in the English-speaking region. The association took the best letters from the city's name. After 2 futile attempts to change the code, Sioux City relaxed and bombarded the slogan - Fly SUX.
Several airports can be part of one IATA code. Because the cities themselves, where there are more than two large air terminals, have their own designations. For example, a search for NYC will find flights from all New York airports, because this combination does not work for a specific hub, but for everyone within the city. Sometimes the same code designates both a large city and one of its air terminals (usually the largest or the first to appear). For example, the whole of St. Petersburg and Pulkovo Airport have a common LED code.
Internal codes
Internal combinations were formed so that they had something in common either with the name of the city or with its IATA code. But, unlike the latter, when the cities of the former USSR received new names, their codes simultaneously changed in the internal system: the same St. Petersburg (Leningrad) in the regional structure was designated as ICE, but became SPT. In the late 1990s, with the expansion of the geography of flights of major Russian air carriers, internal Cyrillic codes also appeared in some foreign cities (for example, BCN - Barcelona).
The Minsk National Airport has an IATA code of MSQ (it sounds similar, but Mastic Point Airport, Greece, was the first to receive the MSK combination). ICAO code: UMMS (U - first belonging to the Soviet Union, then to the post-Soviet region, M - Minsk, MS - airport code). The international codes of all former Soviet republics that are not currently part of the EU begin with “U”. Internal airport code: MIK.
What could go wrong?
There are several large airports in one city. Then the first element of the IATA code usually identifies the city, and the next two - the airport. Three airports in London, for example, (Heathrow - LHR, Gatwick - LGW, London City - LCY) are coded according to this principle.Y.
He left for St. Petersburg and came to Leningrad. When a city or airport receives a new name, the assigned code rarely changes: the procedure is costly and complex. Thus, Beijing (after the founding of the People's Republic of China in 1949 - Beijing) is designated as PEK, after the former name of the city Peking. And Chicago's Ohara International Airport (ORD), named in 1949 for Lieutenant Commander Edward O'Hara, was shortened from its first name, Orchard Field Airport, due to its proximity to Orchard Place Farm. Another echo of the past is the X in the designations of some US airports (Los Angeles - LAX, Portland - PDX). At first, air terminals were coded by the nearest weather station: near Los Angeles, for example, the station had the code LA. But, when the number began to increase and it was necessary to introduce 3-letter abbreviations, the letter X was added to the existing combinations without thinking twice.
“For those who come late, there are bones.” Brisbane's identifier is BNE instead of the expected BRI, since BRI is coded for Italian Bari, and BAR is a small military airport on an island in the Pacific Ocean. The same story with the X in the code of Dubai International Airport (DXB): DUB had already occupied Dublin, so it had to adopt an extra letter in its name.
"C" is for "Canada". IATA codes for Canadian national airports, no matter what the city is called, begin with Y (Vancouver - YVR, Ottawa - YOW). The fact is that with the development of radio broadcasting, North America was geographically divided into 3 zones, each of which had its own letter identifier. US radio stations broadcast east of the Mississippi River - W, west - K, and broadcasts from Canada were indicated by y.
Abbreviation from another language. Chilean Mataveri International Airport is the most remote airport in the world from civilization. He is the only one who receives and dispatches planes on Easter Island. The IATA code for Mataveri Airport is IPC. There is logic, but it is non-standard: the combination came from the Spanish name of the island - Isla de PasCua.
Airport name: Koltsovo International. The airport is located in the country: Russia (Russian Federation). City location of the airport. Ekaterinburg. IATA airport code Koltsovo: SVX. The IATA airport code is a three-letter unique identifier assigned to airports around the world by the International Air Transport Association (IATA). ICAO Koltsovo airport code: USSS. The ICAO airport code is a four-letter unique identifier assigned to airports around the world by the International Civil Aviation Organization (ICAO).Geographic coordinates of Koltsovo airport.
The latitude at which the airport is located: 56.740000000000, in turn, the longitude of the airport corresponds to: 60.800000000000. Geographic coordinates of latitude and longitude determine the location of the airport on the earth's surface. To completely determine the position of the airport in three-dimensional space, a third coordinate is also needed - height. The height of the airport above sea level is 233 meters. The airport is located in the time zone: +5.0 GMT. Airplane tickets always indicate the local time of departure and arrival of the airport according to time zones.Online arrival and departure boards at Koltsovo Airport (SVX).
The most up-to-date information about flight times and possible delays is usually located on the online arrivals board and online departure board of the official website of Koltsovo Airport (SVX): . Also on the official website of the SVX airport you can usually find information about the route to the airport, information about parking on the territory, a map of the airport itself, information about services, rules and other reference information for passengers. Airport name: Vityazevo (Anapa). The airport is located in the country: Russia (Russian Federation). City location of the airport. Anapa. IATA airport code Vityazevo: AAQ. The IATA airport code is a three-letter unique identifier assigned to airports around the world by the International Air Transport Association (IATA). ICAO Vityazevo airport code: URKA. The ICAO airport code is a four-letter unique identifier assigned to airports around the world by the International Civil Aviation Organization (ICAO).Geographic coordinates of Vityazevo airport.
The latitude at which the airport is located: 45.000000000000, in turn, the longitude of the airport corresponds to: 37.350000000000. Geographic coordinates of latitude and longitude determine the location of the airport on the earth's surface. To completely determine the position of the airport in three-dimensional space, a third coordinate is also needed - height. The height of the airport above sea level is 53 meters. The airport is located in the time zone: +3.0 GMT. Airplane tickets always indicate the local time of departure and arrival of the airport according to time zones.Online arrival and departure boards at Vityazevo Airport (AAQ).
The most up-to-date information about flight times and possible delays is usually located on the online arrivals board and online departure board of the official website of Vityazevo Airport (AAQ): . Also on the official website of the AAQ airport you can usually find information about the route to the airport, information about parking on the territory, a map of the airport itself, information about services, rules and other reference information for passengers.Anapa Vityazevo Airport is an air hub serving regional flights from and to the Black Sea resort city of Anapa. The airport belongs to the joint-based category and is actively used not only by civil aviation, but also by air assets of the Ministry of Defense of the Russian Federation.
History of the creation and development of Anapa Vityazevo Airport
Like most airports in our country, Anapa Vityazevo was originally created exclusively for military use. Nevertheless, the first regular flights began to depart back in 1934 on the route Anapa-Krasnodar (now Pashkovsky).
As for the larger-scale development of civil aviation at the airport, it began in 1960. Regular flights were carried out by An-2 aircraft to the following cities: Gelendzhik, Novorossiysk, Krasnodar. At this time, the number of airport employees was 10 people.
The Anapa Vityazevo airport terminal building was built in 1965. Currently, this building is used as an ambulance station in the city. This year, the airport began receiving more modern An-24 aircraft, which were able to significantly expand the geography of air services. Thus, flights to Moscow, Donetsk, Sukhumi, Kharkov and Kerch have become possible from Anapa. In the summer, the flow of passengers increased significantly, since Anapa is a resort city. It was because of this that the airport was moved outside the city. This also made it possible to accept large aircraft such as the An-10. All devices began landing near the village of Vityazevo.
It was on this site that in 1969 they began to build a full-scale airport, which was named Anapa Vityazevo. During construction, the military insisted on creating a strip 2.5 kilometers long.
It is worth noting that even at that time passengers were given special attention. Thus, the thousandth passenger of the Anapa Vityazevo airport was presented with a commemorative watch. This happened in September 1970.
The first regular flight to the newly built airport was carried out by an An-24RV aircraft in 1974. As for the official opening of the new air gates, it took place only in 1976. In the same year, a tragedy occurred in the airspace of the airport; two planes, namely a Yak-40 and an An-24, collided. It was also a tragedy for the head of the airport, Ya.G. Gapon, since his son was a member of the crew of the Yak-40 aircraft.
Since 1977, they began to accept the Tu-154 passenger airliner, which for a very long time was issued on postage stamps with the Anapa Vityazevo airport in the background.
Another crash occurred in 1982, in which an An-26 plane crashed with two passengers and six crew members. As a result of the fall, no one managed to survive.
As of 1991, Anapa Vityazevo airport carried out 6.8 thousand flights, with almost 440 thousand passengers departing. Up to 52 flights could take off from the runway in a day. In 1993, the airport was given international status. The first foreign airline to cooperate with the airport was Austrian Airlines.
The most difficult stage in the history of the airport was 1998, when the volume of aircraft received and the number of passengers decreased by 2.5 times. This situation has only improved since 2001. This year, Siberia Airlines began active cooperation with the airport. Three years later, in 2004, “Anapa Vityazevo” was awarded the “Russian Olympus” prize.
The first scheduled Boeing appeared at the airport in 2006, and Airbus in 2008.
Since 2010, Anapa Vityazevo Airport has been closed for reconstruction and modernization as part of the Russian transport system development program. Nevertheless, technical flights were carried out. Resumption of work began in June 2011.
In 2014, Anapa Vityazevo Airport became a private enterprise, in which the state stake is only 25.5%. In the same year, the millionth passenger was served. Revenue in 2015 increased by 29% compared to the previous year. This year it received the title of the best regional airport in Russia with a passenger turnover of up to two million per year.
Anapa Vityazevo regional airport is located approximately 15 kilometers from the city center, which makes it possible to quickly get to it, and this can be done either by city municipal transport or using the services of private carriers.
The capacity of the terminals at Anapa Vityazevo Airport is about 400 people per hour.
Runways of Anapa Vityazevo Airport
Anapa Vityazevo Airport has only one runway. Its length is 2500 meters, width 45 meters, and the runway is covered with cement concrete, which makes the airport suitable for servicing most passenger aircraft. The category of serviced vessels includes aircraft such as Tu-134, Tu-154, Boeing 737, CRJ 100, An-148, etc., as well as helicopters of all types.
Serviced route network of Anapa Vityazevo Airport
Due to its favorable location, Anapa Vityazevo Airport works with many Russian airlines, including S7 Airlines, Aeroflot, Rossiya, NordAvia, etc. The airport mainly provides flights to Moscow, St. Petersburg, Simferopol, Ekaterinburg, Omsk, etc. Most of the flights are seasonal, but there are regular flights to and from the airport.
Infrastructure of Anapa Vityazevo Airport
Due to the fact that Anapa Vityazevo Airport is a resort town, the local infrastructure is well developed. Directly on the territory of the airport there are:
- Restaurants, cafes and other food establishments;
- Superior rooms;
- Mother and child room;
- Luggage storage;
- Car parking;
- Shops and retail outlets.
Among other things, there are hotel complexes near the airport that can accommodate hundreds of people.
- Mini-hotel “Quiet Corner”;
- Mini-hotel "Sun";
- Mini-hotel "Artsakh".
Other data:
Serves regional flights to the Black Sea resort of Anapa.
Airport coordinates: latitude 45, longitude 37.35.
GMT time zone (winter/summer): +4/+4.
Airport location country: Russia.
Number of airport terminals: 1.
IATA airport code: AAQ.
ICAO airport code: URKA.
Internal code: ANA.
Anapa Vityazevo Airport on the map
Contact details:
Airport email address: [email protected].
Airport fax: +78613343544.
Airport management phone number: +78613333233.
Airport help phone number: +78613398509.
Airport postal address: airport, Anapa-7, Krasnodar region, Russia, 353447.
Anapa Vityazevo Airport. Official website: no official website
Anapa Vityazevo Airport schedule
: URKA) international airport of federal significance. Located 5 km northeast of Anapa railway station, 4 km east of the village of Vityazevo, 15 km northwest of the center of Anapa.
The airport operator is Anapa Airport OJSC, owned by the Basic Aero company (a subsidiary of the Basic Element company).
In March 2016, construction began on a new terminal, which will subsequently accept all domestic flights, and the old terminal, after reconstruction, will accept international flights. The area of the new airport complex will be almost 12 thousand square meters. meters, capacity - 600 passengers per hour. The new airport terminal will have 2 telescopic bridges. As of July 28, about 60% of all construction work has been completed.
Story
Accepted aircraft types
Airlines and destinations
The following airlines operate at the airport:
| Airline | Destinations |
|---|---|
| Red Wings Airlines | Seasonal flights: Moscow-Domodedovo |
| S7 Airlines | Moscow-Domodedovo, Seasonal flights: Novosibirsk |
| Alrosa | Seasonal flights: Moscow-Domodedovo |
| Aeroflot | Moscow-Sheremetyevo |
| Gazpromavia | Seasonal flights: Moscow-Vnukovo |
| Nordavia | Seasonal flights: Arkhangelsk, Murmansk, Syktyvkar |
| Victory | Seasonal flights: Moscow-Vnukovo, Ufa, Perm, Kazan |
| Russia | Moscow-Vnukovo. Seasonal flights: St. Petersburg, Orenburg, Yekaterinburg |
| Severstal | Seasonal flights: Cherepovets |
| Ural Airlines | Seasonal flights: Samara, Yekaterinburg, Moscow-Domodedovo, Nizhny Novgorod |
| UTair | Seasonal flights: Moscow-Vnukovo, Surgut, St. Petersburg |
| Taimyr | Seasonal flights: Krasnoyarsk |
Transport communications
From the bus station, minibus No. 113 runs at intervals of about an hour to the Anapa bus station. Also in the summer there is an Airport-Anapa-Gelendzhik bus route. In winter, route taxi No. 113 makes three trips per day (to the plane from Moscow and back).
Statistics
| 0,504 | ▲ | 0,539 | ▲ | 0,617 | ▼ | 0,576 | ▼ | 0,511 | ▲ | 0,577 | ▼ | 0,523 | ▲ | 0,587 | ▲ | 0,740 | ▲ | 1,012 | ▲ | 1,180 |
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An excerpt characterizing Vityazevo (airport)
“Here’s the report for you,” said Zherkov, “you’ll see, they’ll make me a second lieutenant.”“Report to the prince that I lit the bridge,” the colonel said solemnly and cheerfully.
– What if they ask about the loss?
- A trifle! – the colonel boomed, “two hussars were wounded, and one on the spot,” he said with visible joy, unable to resist a happy smile, loudly chopping off the beautiful word on the spot.
Pursued by a hundred thousand French army under the command of Bonaparte, met by hostile inhabitants, no longer trusting their allies, experiencing a lack of food and forced to act outside all foreseeable conditions of war, the Russian army of thirty-five thousand, under the command of Kutuzov, hastily retreated down the Danube, stopping where it was overtaken by the enemy, and fought back with rearguard actions, only as much as was necessary in order to retreat without losing weight. There were cases at Lambach, Amsteten and Melk; but, despite the courage and fortitude, recognized by the enemy himself, with whom the Russians fought, the consequence of these affairs was only an even faster retreat. The Austrian troops, having escaped capture at Ulm and joined Kutuzov at Braunau, now separated from the Russian army, and Kutuzov was left only to his weak, exhausted forces. It was impossible to even think about defending Vienna any longer. Instead of an offensive, deeply thought-out, according to the laws of the new science - strategy, war, the plan of which was transferred to Kutuzov when he was in Vienna by the Austrian Gofkriegsrat, the only, almost unattainable goal that now seemed to Kutuzov was to, without destroying the army like Mack under Ulm, to connect with the troops coming from Russia.
On October 28, Kutuzov and his army crossed to the left bank of the Danube and stopped for the first time, putting the Danube between themselves and the main forces of the French. On the 30th he attacked Mortier’s division located on the left bank of the Danube and defeated it. In this case, trophies were taken for the first time: a banner, guns and two enemy generals. For the first time after a two-week retreat, the Russian troops stopped and, after a struggle, not only held the battlefield, but drove out the French. Despite the fact that the troops were stripped, exhausted, weakened by one third, backward, wounded, killed and sick; despite the fact that the sick and wounded were left on the other side of the Danube with a letter from Kutuzov, entrusting them to the philanthropy of the enemy; despite the fact that the large hospitals and houses in Krems, converted into infirmaries, could no longer accommodate all the sick and wounded, despite all this, the stop at Krems and the victory over Mortier significantly raised the morale of the troops. Throughout the entire army and in the main quarters, the most joyful, although unfair, rumors were circulating about the imaginary approach of columns from Russia, about some kind of victory won by the Austrians, and about the retreat of the frightened Bonaparte.
Prince Andrei was during the battle with the Austrian general Schmitt, who was killed in this case. A horse was wounded under him, and he himself was slightly grazed in the arm by a bullet. As a sign of the special favor of the commander-in-chief, he was sent with news of this victory to the Austrian court, which was no longer in Vienna, which was threatened by French troops, but in Brunn. On the night of the battle, excited, but not tired (despite his weak-looking build, Prince Andrei could endure physical fatigue much better than the strongest people), having arrived on horseback with a report from Dokhturov to Krems to Kutuzov, Prince Andrei was sent that same night courier to Brunn. Sending by courier, in addition to rewards, meant an important step towards promotion.
The night was dark and starry; the road turned black between the white snow that had fallen the day before, on the day of the battle. Now going over the impressions of the past battle, now joyfully imagining the impression that he would make with the news of victory, remembering the farewell of the commander-in-chief and comrades, Prince Andrei galloped in the mail chaise, experiencing the feeling of a man who had waited for a long time and had finally achieved the beginning of the desired happiness. As soon as he closed his eyes, the firing of rifles and cannons was heard in his ears, which merged with the sound of wheels and the impression of victory. Then he began to imagine that the Russians were fleeing, that he himself had been killed; but he quickly woke up, with happiness as if he learned again that none of this had happened, and that, on the contrary, the French had fled. He again remembered all the details of the victory, his calm courage during the battle and, having calmed down, dozed off... After the dark starry night, a bright, cheerful morning came. The snow melted in the sun, the horses galloped quickly, and new and varied forests, fields, and villages passed indifferently to the right and left.
At one of the stations he overtook a convoy of Russian wounded. The Russian officer driving the transport, lounging on the front cart, shouted something, cursing the soldier with rude words. In the long German vans, six or more pale, bandaged and dirty wounded were shaking along the rocky road. Some of them spoke (he heard Russian dialect), others ate bread, the heaviest ones silently, with meek and painful childish sympathy, looked at the courier galloping past them.
Prince Andrei ordered to stop and asked the soldier in what case they were wounded. “The day before yesterday on the Danube,” answered the soldier. Prince Andrei took out his wallet and gave the soldier three gold coins.
“For everyone,” he added, turning to the approaching officer. “Get well, guys,” he addressed the soldiers, “there’s still a lot to do.”
- What, Mr. Adjutant, what news? – the officer asked, apparently wanting to talk.
- Good ones! “Forward,” he shouted to the driver and galloped on.
It was already completely dark when Prince Andrey entered Brunn and saw himself surrounded by tall buildings, the lights of shops, house windows and lanterns, beautiful carriages rustling along the pavement and all that atmosphere of a large, lively city, which is always so attractive to a military man after the camp. Prince Andrei, despite the fast ride and sleepless night, approaching the palace, felt even more animated than the day before. Only the eyes sparkled with a feverish brilliance, and thoughts changed with extreme speed and clarity. All the details of the battle were vividly presented to him again, no longer vaguely, but definitely, in a condensed presentation, which he made in his imagination to Emperor Franz. He vividly imagined random questions that could be asked of him, and the answers that he would make to them. He believed that he would immediately be presented to the emperor. But at the large entrance of the palace an official ran out to him and, recognizing him as a courier, escorted him to another entrance.
- From the corridor to the right; there, Euer Hochgeboren, [Your Highness,] you will find the adjutant on duty,” the official told him. - He takes you to the Minister of War.
The adjutant on duty in the wing, who met Prince Andrei, asked him to wait and went to the Minister of War. Five minutes later, the aide-de-camp returned and, bending especially courteously and letting Prince Andrei go ahead of him, led him through the corridor into the office where the Minister of War was working. The aide-de-camp, with his exquisite politeness, seemed to want to protect himself from the Russian adjutant’s attempts at familiarity. Prince Andrei's joyful feeling weakened significantly when he approached the door of the War Minister's office. He felt insulted, and the feeling of insult at that same moment, unnoticed by him, turned into a feeling of contempt, based on nothing. His resourceful mind at the same moment suggested to him the point of view from which he had the right to despise both the adjutant and the minister of war. “They must find it very easy to win victories without smelling gunpowder!” he thought. His eyes narrowed contemptuously; He entered the office of the Minister of War especially slowly. This feeling intensified even more when he saw the Minister of War sitting over a large table and for the first two minutes did not pay attention to the newcomer. The Minister of War lowered his bald head with gray temples between two wax candles and read, marking with a pencil, the papers. He finished reading without raising his head, when the door opened and footsteps were heard.
“Take this and hand it over,” the Minister of War said to his adjutant, handing over the papers and not yet paying attention to the courier.
Prince Andrei felt that either of all the affairs that occupied the Minister of War, the actions of Kutuzov’s army could least of all interest him, or it was necessary to let the Russian courier feel this. “But I don’t care at all,” he thought. The Minister of War moved the rest of the papers, aligned their edges with the edges and raised his head. He had a smart and characteristic head. But at the same moment as he turned to Prince Andrei, the intelligent and firm expression on the face of the Minister of War, apparently habitually and consciously changed: the stupid, feigned, not hiding his pretense, smile of a man who receives many petitioners one after another stopped on his face .
– From General Field Marshal Kutuzov? - he asked. - Good news, I hope? Was there a collision with Mortier? Victory? It's time!
He took the dispatch, which was addressed to him, and began to read it with a sad expression.
- Oh my god! My God! Shmit! - he said in German. - What a misfortune, what a misfortune!
Having run through the dispatch, he put it on the table and looked at Prince Andrei, apparently thinking about something.
- Oh, what a misfortune! The matter, you say, is decisive? Mortier was not taken, however. (He thought.) I am very glad that you brought good news, although the death of Shmit is an expensive price to pay for victory. His Majesty will probably wish to see you, but not today. Thank you, take a rest. Tomorrow be on the way out after the parade. However, I'll let you know.
The stupid smile that had disappeared during the conversation reappeared on the face of the Minister of War.
- Goodbye, thank you very much. The Emperor will probably wish to see you,” he repeated and bowed his head.
When Prince Andrei left the palace, he felt that all the interest and happiness brought to him by the victory had now been abandoned by him and transferred to the indifferent hands of the Minister of War and the courteous adjutant. His whole mindset instantly changed: the battle seemed to him like an old, distant memory.
Prince Andrei stayed in Brünn with his friend, the Russian diplomat Bilibin.
“Ah, dear prince, there is no nicer guest,” said Bilibin, going out to meet Prince Andrei. - Franz, the prince’s things are in my bedroom! - he turned to the servant who was seeing Bolkonsky off. - What, a harbinger of victory? Wonderful. And I’m sitting sick, as you can see.
Prince Andrei, having washed and dressed, went out to the diplomat’s luxurious office and sat down to the prepared dinner. Bilibin calmly sat down by the fireplace.
Prince Andrei, not only after his journey, but also after the entire campaign, during which he was deprived of all the comforts of cleanliness and grace of life, experienced a pleasant feeling of relaxation among those luxurious living conditions to which he had become accustomed since childhood. In addition, after the Austrian reception, he was pleased to talk, at least not in Russian (they spoke French), but with a Russian person who, he assumed, shared the general Russian disgust (now especially vividly felt) for the Austrians.
Bilibin was a man of about thirty-five, single, in the same company as Prince Andrei. They knew each other back in St. Petersburg, but they became even closer on Prince Andrei’s last visit to Vienna together with Kutuzov. Just as Prince Andrei was a young man who promised to go far in the military field, so, and even more, did Bilibin promise in the diplomatic field. He was still a young man, but no longer a young diplomat, since he began serving at the age of sixteen, was in Paris, in Copenhagen, and now occupied a rather significant position in Vienna. Both the Chancellor and our envoy in Vienna knew him and valued him. He was not one of that large number of diplomats who are required to have only negative merits, not do well-known things and speak French in order to be very good diplomats; he was one of those diplomats who love and know how to work, and, despite his laziness, he sometimes spent the night at his desk. He worked equally well, no matter what the nature of the work was. He was not interested in the question “why?”, but in the question “how?”. What the diplomatic matter was, he didn’t care; but to draw up a circular, memorandum or report skillfully, accurately and gracefully - he found great pleasure in this. Bilibin's merits were valued, in addition to his written works, also by his art of addressing and speaking in higher spheres.
Bilibin loved conversation just as he loved work, only when the conversation could be elegantly witty. In society, he constantly waited for an opportunity to say something remarkable and entered into conversation only under these conditions. Bilibin's conversation was constantly peppered with original witty, complete phrases of general interest.
These phrases were produced in Bilibin’s internal laboratory, as if on purpose, of a portable nature, so that insignificant secular people could conveniently remember them and transfer them from living rooms to living rooms. And indeed, les mots de Bilibine se colportaient dans les salons de Vienne, [Bilibin’s reviews were distributed throughout Viennese living rooms] and often had an influence on so-called important matters.
His thin, emaciated, yellowish face was all covered with large wrinkles, which always seemed as cleanly and diligently washed, like fingertips after a bath. The movements of these wrinkles constituted the main play of his physiognomy. Now his forehead wrinkled in wide folds, his eyebrows rose upward, now his eyebrows went down, and large wrinkles formed on his cheeks. The deep-set, small eyes always looked straight and cheerful.
“Well, now tell us your exploits,” he said.
Bolkonsky, in the most modest way, without ever mentioning himself, told the story and the reception of the Minister of War.
“Ils m"ont recu avec ma nouvelle, comme un chien dans un jeu de quilles, [They accepted me with this news, as they accept a dog when it interferes with a game of skittles,] he concluded.
Bilibin grinned and loosened the folds of his skin.
“Cependant, mon cher,” he said, examining his nail from afar and picking up the skin above his left eye, “malgre la haute estime que je professe pour le Orthodox Russian army, j"avoue que votre victoire n"est pas des plus victorieuses. [However, my dear, with all due respect to the Orthodox Russian army, I believe that your victory is not the most brilliant.]
