Nikolai Mikyovich, please tell me, are
you a leading test engineer for MC21?
What do you do in flight? What is your
main function? All the work of a tester,
it begins with the development of
writing a program which is signed.
Almost the entire cycle of testing the
aircraft before going to flight test, we
conduct a cycle of ground test to make
sure that the system is safe. We make
sure that the entire volume of recorded
information and all the information
whether from the test, whether from
ground test, whether from rally test, it
is written on the registration means
after which this allows us
all this volume of information, all this
mastiff to process
and draw conclusions about the safety of
test flights. A test engineer in flight
and in principle on the ground. Yes, we
participate in all types of work. We
participate in testing. In fact, we can
say we are even and this is correct. We
are the head of the test on board. We
determine the sufficiency of materials,
the reliability of the materials
received
and as a consequence is it worth
continuing the experiment at all or at
some point it is necessary to stop and
the test regimes return to earth and
perform the processing of these
materials to understand if we can move
safely. The most important thing is to
move on safely.
just testing and certification testing.
What's the difference? How many flights
do you have to fly there conditionally
for regular tests to get to the surfing
test? And what can this be compared
with? How about training at the
institute and the exam?
But partly you correctly parallel the
aircraft cannot be brought to the stage
of certification test immediately. It
must first be taught to fly.
He must first be taught to conquer fear.
There is such a poem. We teach them to
fly planes. We teach them the fear of
winning. This is our job to teach planes
to fly.
So before determining the aircraft for
certification tests, it is necessary to
conduct the complex on factory finishing
tests. They used to be called flight
design tests. What are they for? And in
general, the main task of these tests is
to confirm that the aircraft is safe.
The aircraft can fly on those modes that
were calculated by the designer which
was laid down in his tactics, technical
characteristics and crew of developers.
At each company, we have its own
developers, its crews performs these
test flights. And that's only after we
understand that the plane
complies with safety requirements. The
certificate is already determined for
compliance of the aircraft with the
stated technical characteristics and the
stated requirements of the certification
basis. After the certification test
stage takes off and this compliance is
confirmed, then a certificate of
airworthiness for the aircraft is
issued. Well, on the plane,
you have to basically show the
characteristics of the aircraft. Is it
not what you show? Basically, the skill
of the pilot.
But anyway, I want to say that RA
the entire test crew. She says the crew
is good. That's true. The crew goes to
work on new equipment. Sometimes all the
steps that the crew makes are for this
plane for the first time and again.
And no one knows how the plane will
behave in certain modes. So only high
professionalism,
high cohesion of the crew. Well, these
are not loud words, but understanding
the words allows you to quickly and
clearly perform test modes and in
general conduct flight tests.
Which regimes are critical? Do you need
to take out the aircraft on which you
take modem from 21 to prove its safety
in normal flight mode?
We know that there is such a concept as
a boot in the world of aviation. That is
this is the operational area of flight
performance. The work of testers. It is
precisely to evaluate the aircraft for
its behavior outside the area of
operational restrictions. And here is a
vivid example of yes the minimum
operating speed.
We have passed and are beginning to slow
down the courts. We come to such a
special test program as large stall
angles. If you look at the plane from
the side or those with it, let's say in
parallel. Yes. Then you will see how its
angle of attack increases.
It slows down slows it down accordingly.
This speed and further on we see perhaps
such a manifestation as buffing. Yes,
this is when a shaking appears. But as a
rule, this is not visible visually. But
in the plane inside it is very well felt
during braking. There is such a stalling
on the wing it collapses and then the
plane enters a corkcrew. The maximum
speed is when the plane accelerates and
hits the zone.
The fleet is again accelerating at
speed. Maximum operational performance
comes to the maximum speeds that
bucking also shows strength. There also
the plane begins to grow and as a result
in general such hits at maximum speed
are the destruction of the structure. We
are certainly not on the verge of
destruction.
We reach those calculated values that
allow us to show that the aircraft
reaches these speeds. There is no need
to go further than the calculated
speeds, but they do have a fairly large
margin from the maximum speed values
that are used in the field of normal
operation of the aircraft. Our task is
to make sure that
these limitations are designed to ensure
the aircraft's control system remains
inaccessible to an average pilot,
offering refined control features and
enhanced safety.
You can visit passengers find yourself
in these conditions. So the control
system and in principle everything
related to the life support of the
aircraft of the entire system. They do
not allow an ordinary pilot to skip the
minimum speed or conversely far from
escaping beyond the maximum operational
speed. We went through all kinds of
tests.
These are large stall angles. We went
through stability handling at high
speeds. Safety evaluations included
equipment failure tests during flight,
ensuring system resilience under
potential failures.
What other critical regimes will you
experience?
Test will confirm braking efficiency and
validate critical points for minimum
safe speeds.
Practical stall tests. We will have
flights related to flying in expected
conditions.
caught in the icing of a run on Shima.
Upcoming flights will focus on verifying
performance at minimum speeds.
The remaining test program entails work
on partially import substituted aircraft
and fully import substituted models
ensuring compliance and operational
efficiency.
Flights using radio communication
equipment, using radio engineering
equipment, complex navigation landing
and in principle aerobatic navigation
equipment.
The next aircraft to go into flight
testing tasks will be implemented on it.
Others will be established there.
Russianmade control systems.
Accordingly, flights will be carried out
and flights will be carried out on our
dynamics. And according to the
assessment of the control system, there
are also flights on the hydraulic
system. Work on the fire protection
system. Ultimately, each aircraft will
solve its task. He is investing his
piece of his contribution to the common
cause which is obtaining the result of
obtaining a certificate.
How about the plane?
We must demonstrate that the airplane is
secure and dependable for passenger
flights. What safety measures are
valuable?
Every system on the plane is redundant.
Even exhaust system six, it has triple
redundancy. Let's say it's main mode,
mode, standby mode, and emergency mode.
And so almost every system has fuel
pumps but they are not one pump but
several fuel pumps are installed for
which in the event of failure of any of
them
performance of another pump. It ensures
safe not only the completion of the
flight but the continuation of the
flight and accordingly its completion.
But even if suddenly
there could be instances where all fuel
pumps fail
then the engine has each engine has its
own pumps inside the engine let's say
which allow you to provide gravity let's
say gravity of fuel from the fuel system
and provide fuel to the engine.
We with 21 can fly on one engine running
board with one engine running.
It can even fly with one engine running.
Takeoff.
Yes. It's a type of test called sustain
takeoff.
There is a simulation of the failure of
one of the engines at the startup stage.
That is such a concept as the speed of
decision making. And if the refusal
occurs outside this country, then the
pilot makes a decision to take off.
In general, then in the subsequent
reversal, then everything depends on the
situation. Either fuel is produced or in
general a decision is made to land.
Therefore, the plane can not only fly
the target with the engine, but it can
also take off with it. Our MC21
aircraft. Well, if you compare, for
example, with similar classmates, how
good is it?
We can definitely say that the MC21
aircraft is a modern aircraft built with
a high level of safety, reliability, and
comfort.
An aircraft supporting diverse needs.
For the pilot and for the engineer, this
is primarily the pleasure of flying. A
long time ago, it was just nice to fly.
I am a passenger for example.
I have nothing to compare this plane to.
Undoubtedly the evolving world of modern
aviation.
Can I ask a little about you? Please
tell me how you came to aviation and
why.
Such a nice question. You know Vita in
aviation it seems to me that people
don't just come like that. Its love is
the soul that should sing on these here
in the waves of love for the plain love
for the sky of love. This is the
beautiful five oceans for everyone
differently. It started with me as a
child too in general like many people. I
saw how planes were tested. I saw how
I saw a storm in the air. Can you
imagine? Here's for the boy to see in
the air how a storm flies accompanied
there is still behind him. He wasn't the
only one flying behind him. The T154
flew there. There were also escort
planes there. It was generally a
delight. I saw the T14 fly. Yes. Imagine
what a stunning, beautiful plane it is
in itself. You can't even look at how it
flew in it. Just like that.
In general, I want to say that when a
plane takes off, I don't think you can
be indifferent at all. This is who
really gets goosebumps when you look at
it. And right here,
wow. As you grow up, you realize that
it's so exciting that in principle you
no longer see any other profession. I
went through everything from technical
school to graduate school and graduated
from technical school, graduated from
institute, graduated from flight
research institute.
My entire career has been deeply
interconnected with her in meaningful
ways.
Comprehensive activities and roles of
test engineers
in a broad sense. When I entered the
aviation field, I started out as a
dedicated test engineer and now I'd like
to share insights into what this
entails.
Expressing an exhilarating joy, it's
indescribable when everything you
practice on the ground transforms into
something entirely different in flight,
in collaborative crew operations, and
when your efforts culminate in success.
When well you can just say it turns out
later when you get more results those
that were planned or wanted to get or
that were not possible to achieve before
and then it turns out
reach them.
This is drive. This is generally fire.
This is adrenaline. This whole
profession it is still professionalism.
And the people who work here are
professionals with a capital letter.
with a capital letter.