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Interview with Yakovlev's Nikolai Fonurin — Lead flight test engineer for the MC-21 aircraft
Oct 3, 2025
“We teach planes to fly, we teach them to overcome fear. That’s our job – to teach planes to fly” 🎶
We present an UAC interview with Nikolai Fonurin — Deputy Head of the Flight Test and Development Complex for Civil Aviation at Yakovlev, and at the same time the lead flight test engineer for the MC-21 aircraft.
In this video:
✅ Key stages of MC-21 testing
✅ Technical features of the newest Russian airliner
✅ The role of flight test engineers in the air
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0:00
Nikolai Mikyovich, please tell me, are
0:03
you a leading test engineer for MC21?
0:06
What do you do in flight? What is your
0:08
main function? All the work of a tester,
0:11
it begins with the development of
0:12
writing a program which is signed.
0:16
Almost the entire cycle of testing the
0:19
aircraft before going to flight test, we
0:22
conduct a cycle of ground test to make
0:24
sure that the system is safe. We make
0:26
sure that the entire volume of recorded
0:29
information and all the information
0:31
whether from the test, whether from
0:33
ground test, whether from rally test, it
0:35
is written on the registration means
0:37
after which this allows us
0:42
all this volume of information, all this
0:44
mastiff to process
0:47
and draw conclusions about the safety of
0:49
test flights. A test engineer in flight
0:51
and in principle on the ground. Yes, we
0:53
participate in all types of work. We
0:55
participate in testing. In fact, we can
0:58
say we are even and this is correct. We
1:01
are the head of the test on board. We
1:02
determine the sufficiency of materials,
1:05
the reliability of the materials
1:06
received
1:12
and as a consequence is it worth
1:14
continuing the experiment at all or at
1:16
some point it is necessary to stop and
1:18
the test regimes return to earth and
1:21
perform the processing of these
1:22
materials to understand if we can move
1:24
safely. The most important thing is to
1:27
move on safely.
1:30
just testing and certification testing.
1:33
What's the difference? How many flights
1:35
do you have to fly there conditionally
1:37
for regular tests to get to the surfing
1:40
test? And what can this be compared
1:42
with? How about training at the
1:43
institute and the exam?
1:47
But partly you correctly parallel the
1:49
aircraft cannot be brought to the stage
1:51
of certification test immediately. It
1:53
must first be taught to fly.
1:58
He must first be taught to conquer fear.
2:00
There is such a poem. We teach them to
2:02
fly planes. We teach them the fear of
2:04
winning. This is our job to teach planes
2:06
to fly.
2:08
So before determining the aircraft for
2:11
certification tests, it is necessary to
2:14
conduct the complex on factory finishing
2:17
tests. They used to be called flight
2:19
design tests. What are they for? And in
2:22
general, the main task of these tests is
2:24
to confirm that the aircraft is safe.
2:28
The aircraft can fly on those modes that
2:31
were calculated by the designer which
2:33
was laid down in his tactics, technical
2:36
characteristics and crew of developers.
2:43
At each company, we have its own
2:45
developers, its crews performs these
2:47
test flights. And that's only after we
2:50
understand that the plane
2:54
complies with safety requirements. The
2:56
certificate is already determined for
2:58
compliance of the aircraft with the
3:00
stated technical characteristics and the
3:02
stated requirements of the certification
3:04
basis. After the certification test
3:07
stage takes off and this compliance is
3:10
confirmed, then a certificate of
3:12
airworthiness for the aircraft is
3:14
issued. Well, on the plane,
3:16
you have to basically show the
3:18
characteristics of the aircraft. Is it
3:20
not what you show? Basically, the skill
3:23
of the pilot.
3:24
But anyway, I want to say that RA
3:27
the entire test crew. She says the crew
3:29
is good. That's true. The crew goes to
3:31
work on new equipment. Sometimes all the
3:33
steps that the crew makes are for this
3:35
plane for the first time and again.
3:41
And no one knows how the plane will
3:42
behave in certain modes. So only high
3:45
professionalism,
3:46
high cohesion of the crew. Well, these
3:49
are not loud words, but understanding
3:50
the words allows you to quickly and
3:53
clearly perform test modes and in
3:56
general conduct flight tests.
4:00
Which regimes are critical? Do you need
4:02
to take out the aircraft on which you
4:04
take modem from 21 to prove its safety
4:07
in normal flight mode?
4:12
We know that there is such a concept as
4:14
a boot in the world of aviation. That is
4:16
this is the operational area of flight
4:18
performance. The work of testers. It is
4:21
precisely to evaluate the aircraft for
4:23
its behavior outside the area of
4:25
operational restrictions. And here is a
4:28
vivid example of yes the minimum
4:30
operating speed.
4:33
We have passed and are beginning to slow
4:36
down the courts. We come to such a
4:38
special test program as large stall
4:40
angles. If you look at the plane from
4:42
the side or those with it, let's say in
4:44
parallel. Yes. Then you will see how its
4:47
angle of attack increases.
4:49
It slows down slows it down accordingly.
4:52
This speed and further on we see perhaps
4:55
such a manifestation as buffing. Yes,
4:57
this is when a shaking appears. But as a
4:59
rule, this is not visible visually. But
5:01
in the plane inside it is very well felt
5:04
during braking. There is such a stalling
5:07
on the wing it collapses and then the
5:09
plane enters a corkcrew. The maximum
5:12
speed is when the plane accelerates and
5:13
hits the zone.
5:16
The fleet is again accelerating at
5:18
speed. Maximum operational performance
5:20
comes to the maximum speeds that
5:27
bucking also shows strength. There also
5:29
the plane begins to grow and as a result
5:31
in general such hits at maximum speed
5:34
are the destruction of the structure. We
5:36
are certainly not on the verge of
5:37
destruction.
5:40
We reach those calculated values that
5:42
allow us to show that the aircraft
5:44
reaches these speeds. There is no need
5:47
to go further than the calculated
5:49
speeds, but they do have a fairly large
5:51
margin from the maximum speed values
5:54
that are used in the field of normal
5:56
operation of the aircraft. Our task is
5:59
to make sure that
6:05
these limitations are designed to ensure
6:07
the aircraft's control system remains
6:09
inaccessible to an average pilot,
6:11
offering refined control features and
6:12
enhanced safety.
6:15
You can visit passengers find yourself
6:17
in these conditions. So the control
6:19
system and in principle everything
6:21
related to the life support of the
6:23
aircraft of the entire system. They do
6:25
not allow an ordinary pilot to skip the
6:28
minimum speed or conversely far from
6:30
escaping beyond the maximum operational
6:33
speed. We went through all kinds of
6:35
tests.
6:38
These are large stall angles. We went
6:40
through stability handling at high
6:41
speeds. Safety evaluations included
6:44
equipment failure tests during flight,
6:46
ensuring system resilience under
6:48
potential failures.
6:49
What other critical regimes will you
6:51
experience?
6:52
Test will confirm braking efficiency and
6:54
validate critical points for minimum
6:57
safe speeds.
7:00
Practical stall tests. We will have
7:02
flights related to flying in expected
7:04
conditions.
7:09
caught in the icing of a run on Shima.
7:12
Upcoming flights will focus on verifying
7:14
performance at minimum speeds.
7:16
The remaining test program entails work
7:18
on partially import substituted aircraft
7:21
and fully import substituted models
7:24
ensuring compliance and operational
7:26
efficiency.
7:27
Flights using radio communication
7:29
equipment, using radio engineering
7:30
equipment, complex navigation landing
7:33
and in principle aerobatic navigation
7:35
equipment.
7:38
The next aircraft to go into flight
7:40
testing tasks will be implemented on it.
7:42
Others will be established there.
7:46
Russianmade control systems.
7:48
Accordingly, flights will be carried out
7:51
and flights will be carried out on our
7:53
dynamics. And according to the
7:54
assessment of the control system, there
7:56
are also flights on the hydraulic
7:58
system. Work on the fire protection
8:01
system. Ultimately, each aircraft will
8:03
solve its task. He is investing his
8:06
piece of his contribution to the common
8:08
cause which is obtaining the result of
8:10
obtaining a certificate.
8:12
How about the plane?
8:14
We must demonstrate that the airplane is
8:16
secure and dependable for passenger
8:18
flights. What safety measures are
8:20
valuable?
8:21
Every system on the plane is redundant.
8:24
Even exhaust system six, it has triple
8:26
redundancy. Let's say it's main mode,
8:29
mode, standby mode, and emergency mode.
8:31
And so almost every system has fuel
8:34
pumps but they are not one pump but
8:36
several fuel pumps are installed for
8:38
which in the event of failure of any of
8:40
them
8:45
performance of another pump. It ensures
8:47
safe not only the completion of the
8:50
flight but the continuation of the
8:52
flight and accordingly its completion.
8:54
But even if suddenly
8:57
there could be instances where all fuel
9:00
pumps fail
9:02
then the engine has each engine has its
9:04
own pumps inside the engine let's say
9:07
which allow you to provide gravity let's
9:10
say gravity of fuel from the fuel system
9:12
and provide fuel to the engine.
9:16
We with 21 can fly on one engine running
9:19
board with one engine running.
9:23
It can even fly with one engine running.
9:25
Takeoff.
9:27
Yes. It's a type of test called sustain
9:29
takeoff.
9:32
There is a simulation of the failure of
9:34
one of the engines at the startup stage.
9:37
That is such a concept as the speed of
9:39
decision making. And if the refusal
9:42
occurs outside this country, then the
9:44
pilot makes a decision to take off.
9:49
In general, then in the subsequent
9:51
reversal, then everything depends on the
9:54
situation. Either fuel is produced or in
9:56
general a decision is made to land.
10:00
Therefore, the plane can not only fly
10:01
the target with the engine, but it can
10:03
also take off with it. Our MC21
10:06
aircraft. Well, if you compare, for
10:08
example, with similar classmates, how
10:10
good is it?
10:12
We can definitely say that the MC21
10:14
aircraft is a modern aircraft built with
10:17
a high level of safety, reliability, and
10:20
comfort.
10:22
An aircraft supporting diverse needs.
10:27
For the pilot and for the engineer, this
10:29
is primarily the pleasure of flying. A
10:32
long time ago, it was just nice to fly.
10:34
I am a passenger for example.
10:38
I have nothing to compare this plane to.
10:42
Undoubtedly the evolving world of modern
10:44
aviation.
10:45
Can I ask a little about you? Please
10:47
tell me how you came to aviation and
10:50
why.
10:53
Such a nice question. You know Vita in
10:55
aviation it seems to me that people
10:57
don't just come like that. Its love is
10:59
the soul that should sing on these here
11:02
in the waves of love for the plain love
11:04
for the sky of love. This is the
11:07
beautiful five oceans for everyone
11:09
differently. It started with me as a
11:11
child too in general like many people. I
11:14
saw how planes were tested. I saw how
11:20
I saw a storm in the air. Can you
11:22
imagine? Here's for the boy to see in
11:24
the air how a storm flies accompanied
11:26
there is still behind him. He wasn't the
11:28
only one flying behind him. The T154
11:31
flew there. There were also escort
11:33
planes there. It was generally a
11:35
delight. I saw the T14 fly. Yes. Imagine
11:39
what a stunning, beautiful plane it is
11:41
in itself. You can't even look at how it
11:43
flew in it. Just like that.
11:46
In general, I want to say that when a
11:48
plane takes off, I don't think you can
11:49
be indifferent at all. This is who
11:51
really gets goosebumps when you look at
11:52
it. And right here,
11:55
wow. As you grow up, you realize that
11:57
it's so exciting that in principle you
11:59
no longer see any other profession. I
12:02
went through everything from technical
12:04
school to graduate school and graduated
12:06
from technical school, graduated from
12:08
institute, graduated from flight
12:10
research institute.
12:12
My entire career has been deeply
12:13
interconnected with her in meaningful
12:15
ways.
12:17
Comprehensive activities and roles of
12:19
test engineers
12:21
in a broad sense. When I entered the
12:22
aviation field, I started out as a
12:24
dedicated test engineer and now I'd like
12:26
to share insights into what this
12:27
entails.
12:30
Expressing an exhilarating joy, it's
12:33
indescribable when everything you
12:35
practice on the ground transforms into
12:37
something entirely different in flight,
12:39
in collaborative crew operations, and
12:41
when your efforts culminate in success.
12:46
When well you can just say it turns out
12:49
later when you get more results those
12:51
that were planned or wanted to get or
12:54
that were not possible to achieve before
12:56
and then it turns out
12:59
reach them.
13:01
This is drive. This is generally fire.
13:04
This is adrenaline. This whole
13:05
profession it is still professionalism.
13:08
And the people who work here are
13:10
professionals with a capital letter.
13:14
with a capital letter.