WEBVTT 00:00.960 --> 00:03.600 Nikolai Mikyovich, please tell me, are 00:03.600 --> 00:06.560 you a leading test engineer for MC21? 00:06.560 --> 00:08.480 What do you do in flight? What is your 00:08.480 --> 00:11.200 main function? All the work of a tester, 00:11.200 --> 00:12.800 it begins with the development of 00:12.800 --> 00:16.720 writing a program which is signed. 00:16.720 --> 00:19.439 Almost the entire cycle of testing the 00:19.439 --> 00:22.320 aircraft before going to flight test, we 00:22.320 --> 00:24.640 conduct a cycle of ground test to make 00:24.640 --> 00:26.880 sure that the system is safe. We make 00:26.880 --> 00:29.039 sure that the entire volume of recorded 00:29.039 --> 00:31.519 information and all the information 00:31.519 --> 00:33.200 whether from the test, whether from 00:33.200 --> 00:35.360 ground test, whether from rally test, it 00:35.360 --> 00:37.200 is written on the registration means 00:37.200 --> 00:41.399 after which this allows us 00:42.160 --> 00:44.399 all this volume of information, all this 00:44.399 --> 00:47.280 mastiff to process 00:47.280 --> 00:49.520 and draw conclusions about the safety of 00:49.520 --> 00:51.840 test flights. A test engineer in flight 00:51.840 --> 00:53.840 and in principle on the ground. Yes, we 00:53.840 --> 00:55.840 participate in all types of work. We 00:55.840 --> 00:58.320 participate in testing. In fact, we can 00:58.320 --> 01:01.120 say we are even and this is correct. We 01:01.120 --> 01:02.960 are the head of the test on board. We 01:02.960 --> 01:05.040 determine the sufficiency of materials, 01:05.040 --> 01:06.799 the reliability of the materials 01:06.799 --> 01:09.799 received 01:12.400 --> 01:14.640 and as a consequence is it worth 01:14.640 --> 01:16.720 continuing the experiment at all or at 01:16.720 --> 01:18.960 some point it is necessary to stop and 01:18.960 --> 01:21.200 the test regimes return to earth and 01:21.200 --> 01:22.720 perform the processing of these 01:22.720 --> 01:24.960 materials to understand if we can move 01:24.960 --> 01:27.360 safely. The most important thing is to 01:27.360 --> 01:30.560 move on safely. 01:30.560 --> 01:33.439 just testing and certification testing. 01:33.439 --> 01:35.680 What's the difference? How many flights 01:35.680 --> 01:37.920 do you have to fly there conditionally 01:37.920 --> 01:40.320 for regular tests to get to the surfing 01:40.320 --> 01:42.400 test? And what can this be compared 01:42.400 --> 01:43.920 with? How about training at the 01:43.920 --> 01:47.280 institute and the exam? 01:47.280 --> 01:49.680 But partly you correctly parallel the 01:49.680 --> 01:51.680 aircraft cannot be brought to the stage 01:51.680 --> 01:53.920 of certification test immediately. It 01:53.920 --> 01:58.040 must first be taught to fly. 01:58.079 --> 02:00.240 He must first be taught to conquer fear. 02:00.240 --> 02:02.719 There is such a poem. We teach them to 02:02.719 --> 02:04.560 fly planes. We teach them the fear of 02:04.560 --> 02:06.719 winning. This is our job to teach planes 02:06.719 --> 02:08.720 to fly. 02:08.720 --> 02:11.280 So before determining the aircraft for 02:11.280 --> 02:14.319 certification tests, it is necessary to 02:14.319 --> 02:17.120 conduct the complex on factory finishing 02:17.120 --> 02:19.599 tests. They used to be called flight 02:19.599 --> 02:22.239 design tests. What are they for? And in 02:22.239 --> 02:24.720 general, the main task of these tests is 02:24.720 --> 02:28.480 to confirm that the aircraft is safe. 02:28.480 --> 02:31.200 The aircraft can fly on those modes that 02:31.200 --> 02:33.760 were calculated by the designer which 02:33.760 --> 02:36.480 was laid down in his tactics, technical 02:36.480 --> 02:41.080 characteristics and crew of developers. 02:43.440 --> 02:45.200 At each company, we have its own 02:45.200 --> 02:47.599 developers, its crews performs these 02:47.599 --> 02:50.319 test flights. And that's only after we 02:50.319 --> 02:54.280 understand that the plane 02:54.400 --> 02:56.640 complies with safety requirements. The 02:56.640 --> 02:58.720 certificate is already determined for 02:58.720 --> 03:00.640 compliance of the aircraft with the 03:00.640 --> 03:02.879 stated technical characteristics and the 03:02.879 --> 03:04.959 stated requirements of the certification 03:04.959 --> 03:07.200 basis. After the certification test 03:07.200 --> 03:10.400 stage takes off and this compliance is 03:10.400 --> 03:12.319 confirmed, then a certificate of 03:12.319 --> 03:14.319 airworthiness for the aircraft is 03:14.319 --> 03:16.560 issued. Well, on the plane, 03:16.560 --> 03:18.720 you have to basically show the 03:18.720 --> 03:20.959 characteristics of the aircraft. Is it 03:20.959 --> 03:23.040 not what you show? Basically, the skill 03:23.040 --> 03:24.400 of the pilot. 03:24.400 --> 03:27.040 But anyway, I want to say that RA 03:27.040 --> 03:29.280 the entire test crew. She says the crew 03:29.280 --> 03:31.360 is good. That's true. The crew goes to 03:31.360 --> 03:33.519 work on new equipment. Sometimes all the 03:33.519 --> 03:35.519 steps that the crew makes are for this 03:35.519 --> 03:39.879 plane for the first time and again. 03:41.040 --> 03:42.879 And no one knows how the plane will 03:42.879 --> 03:45.280 behave in certain modes. So only high 03:45.280 --> 03:46.799 professionalism, 03:46.799 --> 03:49.040 high cohesion of the crew. Well, these 03:49.040 --> 03:50.879 are not loud words, but understanding 03:50.879 --> 03:53.680 the words allows you to quickly and 03:53.680 --> 03:56.400 clearly perform test modes and in 03:56.400 --> 04:00.159 general conduct flight tests. 04:00.159 --> 04:02.159 Which regimes are critical? Do you need 04:02.159 --> 04:04.319 to take out the aircraft on which you 04:04.319 --> 04:07.840 take modem from 21 to prove its safety 04:07.840 --> 04:11.959 in normal flight mode? 04:12.080 --> 04:14.319 We know that there is such a concept as 04:14.319 --> 04:16.639 a boot in the world of aviation. That is 04:16.639 --> 04:18.799 this is the operational area of flight 04:18.799 --> 04:21.120 performance. The work of testers. It is 04:21.120 --> 04:23.600 precisely to evaluate the aircraft for 04:23.600 --> 04:25.759 its behavior outside the area of 04:25.759 --> 04:28.000 operational restrictions. And here is a 04:28.000 --> 04:30.240 vivid example of yes the minimum 04:30.240 --> 04:33.800 operating speed. 04:33.919 --> 04:36.240 We have passed and are beginning to slow 04:36.240 --> 04:38.639 down the courts. We come to such a 04:38.639 --> 04:40.560 special test program as large stall 04:40.560 --> 04:42.400 angles. If you look at the plane from 04:42.400 --> 04:44.880 the side or those with it, let's say in 04:44.880 --> 04:47.120 parallel. Yes. Then you will see how its 04:47.120 --> 04:49.680 angle of attack increases. 04:49.680 --> 04:52.400 It slows down slows it down accordingly. 04:52.400 --> 04:55.040 This speed and further on we see perhaps 04:55.040 --> 04:57.199 such a manifestation as buffing. Yes, 04:57.199 --> 04:59.360 this is when a shaking appears. But as a 04:59.360 --> 05:01.600 rule, this is not visible visually. But 05:01.600 --> 05:04.880 in the plane inside it is very well felt 05:04.880 --> 05:07.120 during braking. There is such a stalling 05:07.120 --> 05:09.440 on the wing it collapses and then the 05:09.440 --> 05:12.000 plane enters a corkcrew. The maximum 05:12.000 --> 05:13.919 speed is when the plane accelerates and 05:13.919 --> 05:16.080 hits the zone. 05:16.080 --> 05:18.160 The fleet is again accelerating at 05:18.160 --> 05:20.639 speed. Maximum operational performance 05:20.639 --> 05:25.240 comes to the maximum speeds that 05:27.039 --> 05:29.199 bucking also shows strength. There also 05:29.199 --> 05:31.840 the plane begins to grow and as a result 05:31.840 --> 05:34.240 in general such hits at maximum speed 05:34.240 --> 05:36.400 are the destruction of the structure. We 05:36.400 --> 05:37.919 are certainly not on the verge of 05:37.919 --> 05:40.479 destruction. 05:40.479 --> 05:42.880 We reach those calculated values that 05:42.880 --> 05:44.800 allow us to show that the aircraft 05:44.800 --> 05:47.440 reaches these speeds. There is no need 05:47.440 --> 05:49.360 to go further than the calculated 05:49.360 --> 05:51.759 speeds, but they do have a fairly large 05:51.759 --> 05:54.240 margin from the maximum speed values 05:54.240 --> 05:56.400 that are used in the field of normal 05:56.400 --> 05:59.039 operation of the aircraft. Our task is 05:59.039 --> 06:02.680 to make sure that 06:05.440 --> 06:07.440 these limitations are designed to ensure 06:07.440 --> 06:09.199 the aircraft's control system remains 06:09.199 --> 06:11.039 inaccessible to an average pilot, 06:11.039 --> 06:12.800 offering refined control features and 06:12.800 --> 06:15.120 enhanced safety. 06:15.120 --> 06:17.360 You can visit passengers find yourself 06:17.360 --> 06:19.360 in these conditions. So the control 06:19.360 --> 06:21.840 system and in principle everything 06:21.840 --> 06:23.600 related to the life support of the 06:23.600 --> 06:25.840 aircraft of the entire system. They do 06:25.840 --> 06:28.319 not allow an ordinary pilot to skip the 06:28.319 --> 06:30.880 minimum speed or conversely far from 06:30.880 --> 06:33.280 escaping beyond the maximum operational 06:33.280 --> 06:35.199 speed. We went through all kinds of 06:35.199 --> 06:38.199 tests. 06:38.400 --> 06:40.080 These are large stall angles. We went 06:40.080 --> 06:41.600 through stability handling at high 06:41.600 --> 06:44.319 speeds. Safety evaluations included 06:44.319 --> 06:46.400 equipment failure tests during flight, 06:46.400 --> 06:48.080 ensuring system resilience under 06:48.080 --> 06:49.680 potential failures. 06:49.680 --> 06:51.520 What other critical regimes will you 06:51.520 --> 06:52.560 experience? 06:52.560 --> 06:54.960 Test will confirm braking efficiency and 06:54.960 --> 06:57.039 validate critical points for minimum 06:57.039 --> 07:00.080 safe speeds. 07:00.080 --> 07:02.400 Practical stall tests. We will have 07:02.400 --> 07:04.800 flights related to flying in expected 07:04.800 --> 07:07.800 conditions. 07:09.039 --> 07:12.800 caught in the icing of a run on Shima. 07:12.800 --> 07:14.639 Upcoming flights will focus on verifying 07:14.639 --> 07:16.240 performance at minimum speeds. 07:16.240 --> 07:18.720 The remaining test program entails work 07:18.720 --> 07:21.440 on partially import substituted aircraft 07:21.440 --> 07:24.080 and fully import substituted models 07:24.080 --> 07:26.400 ensuring compliance and operational 07:26.400 --> 07:27.520 efficiency. 07:27.520 --> 07:29.039 Flights using radio communication 07:29.039 --> 07:30.639 equipment, using radio engineering 07:30.639 --> 07:33.840 equipment, complex navigation landing 07:33.840 --> 07:35.840 and in principle aerobatic navigation 07:35.840 --> 07:38.400 equipment. 07:38.400 --> 07:40.160 The next aircraft to go into flight 07:40.160 --> 07:42.560 testing tasks will be implemented on it. 07:42.560 --> 07:46.639 Others will be established there. 07:46.639 --> 07:48.880 Russianmade control systems. 07:48.880 --> 07:51.039 Accordingly, flights will be carried out 07:51.039 --> 07:53.039 and flights will be carried out on our 07:53.039 --> 07:54.800 dynamics. And according to the 07:54.800 --> 07:56.720 assessment of the control system, there 07:56.720 --> 07:58.720 are also flights on the hydraulic 07:58.720 --> 08:01.199 system. Work on the fire protection 08:01.199 --> 08:03.440 system. Ultimately, each aircraft will 08:03.440 --> 08:06.080 solve its task. He is investing his 08:06.080 --> 08:08.080 piece of his contribution to the common 08:08.080 --> 08:10.240 cause which is obtaining the result of 08:10.240 --> 08:12.879 obtaining a certificate. 08:12.879 --> 08:14.160 How about the plane? 08:14.160 --> 08:16.080 We must demonstrate that the airplane is 08:16.080 --> 08:18.000 secure and dependable for passenger 08:18.000 --> 08:20.080 flights. What safety measures are 08:20.080 --> 08:21.199 valuable? 08:21.199 --> 08:24.080 Every system on the plane is redundant. 08:24.080 --> 08:26.720 Even exhaust system six, it has triple 08:26.720 --> 08:29.039 redundancy. Let's say it's main mode, 08:29.039 --> 08:31.759 mode, standby mode, and emergency mode. 08:31.759 --> 08:34.320 And so almost every system has fuel 08:34.320 --> 08:36.560 pumps but they are not one pump but 08:36.560 --> 08:38.640 several fuel pumps are installed for 08:38.640 --> 08:40.800 which in the event of failure of any of 08:40.800 --> 08:43.800 them 08:45.440 --> 08:47.839 performance of another pump. It ensures 08:47.839 --> 08:50.080 safe not only the completion of the 08:50.080 --> 08:52.320 flight but the continuation of the 08:52.320 --> 08:54.720 flight and accordingly its completion. 08:54.720 --> 08:57.760 But even if suddenly 08:57.760 --> 09:00.240 there could be instances where all fuel 09:00.240 --> 09:02.240 pumps fail 09:02.240 --> 09:04.480 then the engine has each engine has its 09:04.480 --> 09:07.360 own pumps inside the engine let's say 09:07.360 --> 09:10.160 which allow you to provide gravity let's 09:10.160 --> 09:12.720 say gravity of fuel from the fuel system 09:12.720 --> 09:16.240 and provide fuel to the engine. 09:16.240 --> 09:19.360 We with 21 can fly on one engine running 09:19.360 --> 09:23.519 board with one engine running. 09:23.519 --> 09:25.920 It can even fly with one engine running. 09:25.920 --> 09:27.360 Takeoff. 09:27.360 --> 09:29.760 Yes. It's a type of test called sustain 09:29.760 --> 09:32.480 takeoff. 09:32.480 --> 09:34.800 There is a simulation of the failure of 09:34.800 --> 09:37.519 one of the engines at the startup stage. 09:37.519 --> 09:39.920 That is such a concept as the speed of 09:39.920 --> 09:42.320 decision making. And if the refusal 09:42.320 --> 09:44.320 occurs outside this country, then the 09:44.320 --> 09:49.160 pilot makes a decision to take off. 09:49.600 --> 09:51.440 In general, then in the subsequent 09:51.440 --> 09:54.000 reversal, then everything depends on the 09:54.000 --> 09:56.880 situation. Either fuel is produced or in 09:56.880 --> 10:00.160 general a decision is made to land. 10:00.160 --> 10:01.760 Therefore, the plane can not only fly 10:01.760 --> 10:03.519 the target with the engine, but it can 10:03.519 --> 10:06.560 also take off with it. Our MC21 10:06.560 --> 10:08.480 aircraft. Well, if you compare, for 10:08.480 --> 10:10.800 example, with similar classmates, how 10:10.800 --> 10:12.000 good is it? 10:12.000 --> 10:14.800 We can definitely say that the MC21 10:14.800 --> 10:17.360 aircraft is a modern aircraft built with 10:17.360 --> 10:20.000 a high level of safety, reliability, and 10:20.000 --> 10:22.640 comfort. 10:22.640 --> 10:27.160 An aircraft supporting diverse needs. 10:27.519 --> 10:29.680 For the pilot and for the engineer, this 10:29.680 --> 10:32.079 is primarily the pleasure of flying. A 10:32.079 --> 10:34.480 long time ago, it was just nice to fly. 10:34.480 --> 10:38.880 I am a passenger for example. 10:38.880 --> 10:42.800 I have nothing to compare this plane to. 10:42.800 --> 10:44.720 Undoubtedly the evolving world of modern 10:44.720 --> 10:45.760 aviation. 10:45.760 --> 10:47.920 Can I ask a little about you? Please 10:47.920 --> 10:50.320 tell me how you came to aviation and 10:50.320 --> 10:53.120 why. 10:53.120 --> 10:55.279 Such a nice question. You know Vita in 10:55.279 --> 10:57.440 aviation it seems to me that people 10:57.440 --> 10:59.760 don't just come like that. Its love is 10:59.760 --> 11:02.480 the soul that should sing on these here 11:02.480 --> 11:04.959 in the waves of love for the plain love 11:04.959 --> 11:07.040 for the sky of love. This is the 11:07.040 --> 11:09.440 beautiful five oceans for everyone 11:09.440 --> 11:11.839 differently. It started with me as a 11:11.839 --> 11:14.720 child too in general like many people. I 11:14.720 --> 11:19.879 saw how planes were tested. I saw how 11:20.480 --> 11:22.399 I saw a storm in the air. Can you 11:22.399 --> 11:24.320 imagine? Here's for the boy to see in 11:24.320 --> 11:26.560 the air how a storm flies accompanied 11:26.560 --> 11:28.399 there is still behind him. He wasn't the 11:28.399 --> 11:31.360 only one flying behind him. The T154 11:31.360 --> 11:33.600 flew there. There were also escort 11:33.600 --> 11:35.760 planes there. It was generally a 11:35.760 --> 11:39.040 delight. I saw the T14 fly. Yes. Imagine 11:39.040 --> 11:41.200 what a stunning, beautiful plane it is 11:41.200 --> 11:43.440 in itself. You can't even look at how it 11:43.440 --> 11:46.480 flew in it. Just like that. 11:46.480 --> 11:48.079 In general, I want to say that when a 11:48.079 --> 11:49.519 plane takes off, I don't think you can 11:49.519 --> 11:51.360 be indifferent at all. This is who 11:51.360 --> 11:52.800 really gets goosebumps when you look at 11:52.800 --> 11:55.120 it. And right here, 11:55.120 --> 11:57.440 wow. As you grow up, you realize that 11:57.440 --> 11:59.760 it's so exciting that in principle you 11:59.760 --> 12:02.240 no longer see any other profession. I 12:02.240 --> 12:04.079 went through everything from technical 12:04.079 --> 12:06.240 school to graduate school and graduated 12:06.240 --> 12:08.160 from technical school, graduated from 12:08.160 --> 12:10.079 institute, graduated from flight 12:10.079 --> 12:12.240 research institute. 12:12.240 --> 12:13.680 My entire career has been deeply 12:13.680 --> 12:15.040 interconnected with her in meaningful 12:15.040 --> 12:17.200 ways. 12:17.200 --> 12:19.040 Comprehensive activities and roles of 12:19.040 --> 12:21.040 test engineers 12:21.040 --> 12:22.959 in a broad sense. When I entered the 12:22.959 --> 12:24.560 aviation field, I started out as a 12:24.560 --> 12:26.399 dedicated test engineer and now I'd like 12:26.399 --> 12:27.760 to share insights into what this 12:27.760 --> 12:30.399 entails. 12:30.399 --> 12:33.040 Expressing an exhilarating joy, it's 12:33.040 --> 12:35.040 indescribable when everything you 12:35.040 --> 12:37.360 practice on the ground transforms into 12:37.360 --> 12:39.519 something entirely different in flight, 12:39.519 --> 12:41.760 in collaborative crew operations, and 12:41.760 --> 12:46.480 when your efforts culminate in success. 12:46.480 --> 12:49.519 When well you can just say it turns out 12:49.519 --> 12:51.760 later when you get more results those 12:51.760 --> 12:54.240 that were planned or wanted to get or 12:54.240 --> 12:56.399 that were not possible to achieve before 12:56.399 --> 12:59.040 and then it turns out 12:59.040 --> 13:01.279 reach them. 13:01.279 --> 13:04.160 This is drive. This is generally fire. 13:04.160 --> 13:05.839 This is adrenaline. This whole 13:05.839 --> 13:08.320 profession it is still professionalism. 13:08.320 --> 13:10.000 And the people who work here are 13:10.000 --> 13:14.320 professionals with a capital letter. 13:14.320 --> 13:18.000 with a capital letter.