Trust catastrophe. Test Pilots are Courageous Professions Why I Want to Become a Test Pilot
- In the first hours after the An-148 crash of Saratov Airlines, you said that before at least the first objective data are obtained, guessing and building hypotheses is unprofessional and unethical. Now, after deciphering the data of the parametric and voice recorders, we know with a high probability what triggered the tragedy - the incorrect delivery of one of the flight parameters to the crew, in this case, speed. The worst thing is that the first crash of an aircraft of the same type occurred in 2011 for about the same reason - the crew performed a number of incorrect actions, being confident in the correctness of the instrument readings. Even a terrible experience does not teach anything?
“ An incident, as with the An-148, may not happen, but the pilot must be ready to competently work out in any situation”
- Flight instructions are written in blood, this is not a figure of speech, but a fact. And it is clear that each investigation of any flight accident should be based on accumulated experience in order to exclude a recurrence of a dangerous situation in the future. Air crashes do not have any one reason, it is a chain of factors, a combination of circumstances. So far, only the starting point of the disaster has been identified - incorrect issuance of information about the speed of the car from the air pressure receiving sensors - PVD. And then the chain must be unwound. With a high degree of certainty, we can say that the crew was not ready for the development of the situation, starting with incorrect and, apparently, hasty actions before takeoff, which led to the fact that the heating of the PVD remained switched off. In modern machines there is a warning system to prevent such errors, but for some reason the pilots did not notice its signals. But the main events began from the moment when the crew discovered the problem. The situation in which the pilots found themselves is by no means catastrophic. It qualifies as a complication of flight conditions. How much have they changed this type aircraft, it is not entirely clear to me, since the An-148 has an ESDU - electronic system remote control. This system, having “lost” a reliable signal from the speed sensors, had to switch to a backup mode of operation. I do not know how this transition occurs, how the balancing and efforts on the controls change. In any case, this transition does not simplify the situation. If a balanced aircraft experiences a speed indicator failure during the climb, and the autopilot receives data from the same sensor, it must be turned off, keeping the flight parameters, and continue climbing until the cloud clears. Naturally, reporting the problems to the dispatcher, especially if there are doubts. The controller can tell the crew the ground speed, which, if not equal to the actual speed of the aircraft relative to the air flow, taking into account the weather data, makes it possible to judge it quite reliably. Then the work begins, which should be known to any pilot - maintain a given pitch angle, control the speed. If the aircraft has an angle of attack indicator, this will greatly facilitate the task and add confidence to the pilots that the machine is in a safe flight mode. The angle of attack is one of the key parameters on which a lot depends in terms of flight safety.
- You consider the angle of attack to be the main one, and the crew, for unknown reasons, focused on speed, while receiving information that the instrument readings may be unreliable. Why do you think?
- In principle, pilots from the very first steps of training are hammered in that flight is speed. And having lost this parameter, the person was confused, not knowing what to do. Although his actions in each such situation should be described in detail in the RLE - the flight manual for a particular type of aircraft. But this is not enough, they are all thoroughly worked out on the simulator.
- At one time you said that the pilot must feel his aircraft as a fifth point, understand it. Does this apply to main liners as well?
Photo: nabiraem.ru |
- The pilot must feel that the speed is changing, without even looking at the instruments. Should feel an approaching stall - the aircraft becomes "sluggish", as a rule, shaking occurs in this situation. Moreover, in modern machines there are systems that suggest that the machine is close to critical flight conditions. Again, if the speed is high, the plane becomes like a stretched string, it's hard to put into words, but it feels great. That is, the pilot can feel whether everything is normal without even looking at the instruments, although I will make a reservation: in order to feel it, you need to visit these modes and repeatedly, which is not allowed in normal operation. But in the case that we are discussing, the crew had all the necessary information to continue the flight using backup instruments on the panel: RPM, temperature, pitch, roll, and other parameters. It was not difficult to make sure that the engines were working normally and the spatial position corresponded to the climb mode. Probably not understanding what was happening, the crew attempted to “restore” normal speed readings by accelerating the aircraft on a descent, and this error became fatal. Apparently, they were not even aware that for some reason the speed indication could be displayed with an error. Surprisingly, this is the case when a person implicitly believes the readings of one device, ignoring all other factors. An experienced pilot should not have this by definition.
- That is, we can talk about the lack of proper experience of the crew?
- As they say, the commission will figure it out - a necessary element of any investigation is also a check of the crew's competencies, for each pilot his way of commissioning is studied in detail. Although any person who does not even have a gigantic plaque is able to turn on the heating of the PVD before the start. But to determine that it was this sensor that failed, without appropriate training is already much more difficult. In the good old days, leading a cadet to the first independent flight, they simply sealed the instruments on the training aircraft, essentially simulating their failures. And with no variometer, no altimeter, no speed indicator in front of your eyes, you had to come in for a landing and sit down. On more advanced aircraft, the instructor later had the opportunity to simulate failures of flight instruments in flight from a special console, unexpectedly for the cadet. I don’t know if beginners are taught using this method now, but I’m sure that any crew simply has to go through such situations with instrument failure in a simulator. And not just once or twice to undergo such training, but constantly. For each crew, a training program on the simulator must be scheduled, and it must be strictly followed.
- The management of Aeroflot reports that it intends to increase the salary of commanders to 650 thousand rubles. Probably, there are reasons for this, but I would like to understand what unique work a pilot of a scheduled aircraft does, receiving an annual salary of a class engineer per month? Says: "Greetings to you ..." and the autopilot grazes for four hours? Or something else unknown to us?
“People get a good salary to get passengers safely from point A to point B. This implies not only a certain amount of knowledge and skills, but also significant physical and moral costs. Believe me, flying 90 hours a month is a lot of work. Let's not forget that the work of a pilot implies, among other things, instant responsibility for one's decisions and actions. For mistakes, they can pay with their lives.
- But those who gave them, who made mistakes and died, permits and permits, they do not pay for their responsibility with their lives, passengers who trusted the qualifications of pilots pay with their lives ...
- Probably, if there is a high salary for flight work, there will also be those who, not having the necessary data and talent for flying, from purely mercantile reasons, will want to get a job. But to prevent this from happening, there must be a system of the most severe control over the selection, training and admission of pilots. And the question arises: does it exist in the required form, is it effective? You need to earn a salary, and in our case, this means that you are at least ready for any situation prescribed in the RLE, and most importantly, you can come out of it as a winner. To do this, people need to be trained and selected, and along the entire chain, starting from the flight school and further along all levels of professional growth. This is a very large amount of work, and intense. And at every stage there are instructors who look at you and evaluate your skills and knowledge. In theory, there should be personal responsibility for everyone to whom you have certified qualifications - we have the relevant laws. Another thing is how they work. The certificate is issued not by some kind of sharashka, but by the Federal Air Transport Agency. And you just need to figure out on the basis of what it was issued. Yes, and training, and training to maintain qualifications must be, first of all, honest. The case, as with the An-148, may not happen, but the pilot must be ready to work competently in any situation. Moreover, if you are ready, the probability that it will happen is greatly reduced - this principle works not only in aviation.
- But you can make the selection sieve and the requirements for pilots tougher, in order to completely eliminate the concept of “pilot error” ... If the simulator did not pass, the career is over.
- The pilot himself should strive to understand more, to master better. Should keep growing. And if there is no such desire, then there are bosses and instructors. They see whether a person is given to his work or just a number is serving. In aviation, professional suitability is a very broad concept, it is determined not only by skills, but also by attitude. For me, the worst thing that could happen was always not to justify the trust. And when hundreds of people who trust you get on board?
- So, maybe just the current organization of pilot training should somehow change? Let's say, return the Ministry of Civil Aviation...
- It doesn't matter what the name of the department is, the people who lead it are important. It is impossible to imagine that a non-pilot commanded an aviation division. And in civil aviation, the leader may well be a “successful manager” and not understand anything about flight specifics.
You can become only by getting an education in one of the aviation institutes and schools. They are civilian and military. The most famous aviation institute for civilians is MAI. To enter there, you must provide the following set of documents:
- certificate of completion of eleven classes high school or a diploma of graduation from a flight school;
– certificate of passing the Unified state exam;
- medical certificate (form N 086 / y);
- certificate of a citizen subject to conscription (registration certificate) or a military ID (only for men 18-27 years old);
– general passport (copy and original);
- photographs - 3x4 or 4x6, black and white, 6 pcs.
It is also necessary to have a good knowledge in the field of physics and mathematics, since additional exams in these subjects are held upon admission.
Prepare pilots and military institutes and schools. They are located in Irkutsk, Ulyanovsk, Yeysk, Krasnodar and other Russian cities. For admission to each of these educational institutions, you need your own set of documents, the list of which can be clarified by phone. Phone numbers of universities and colleges can be found on reference sites.
Having finished desired university or aviation school, you need to become an active pilot and fly a certain number of hours in order to be able to get a second education in the specialty "test pilot".
Test pilots - where they are trained
Test pilots are required in both military and civilian. They are prepared at test pilot schools. There are only two of them in Russia - in Zhukovsky near Moscow and the city of Akhtubinsk. To enter there, you must have an education in the specialty of a pilot-engineer, and preference is given to candidates who graduated with honors. Also, only pilots who have flown a certain number of hours are allowed to take the exams. In this case, the age of the applicant must not be older than thirty-one years. Each student entering the school is interviewed. In addition, future test pilots undergo special psychological tests, the purpose of which is to identify readiness for this complex and dangerous work.
Training at the test pilot school is carried out for a year and a half. During this time, future specialists fly twelve types of aircraft, and also study various simulators. By the end of the training, students are able to determine the flight performance of aviation equipment, and can also perform flights of any kind.
Almost every boy dreams of sitting at the helm of an airplane in childhood. And no wonder! The profession is interesting and also highly paid. However, not everyone succeeds in making their dream come true. Otherwise, why is there not a single pilot from Brest land in the entire Belavia airline? Maybe our guys stay in Russia after graduation (pilots of passenger planes are not trained in Belarus)? Or natives of the Brest region do not enter these educational institutions? Meanwhile, military pilots are undergoing flight training in Belarus. And here the word “service” is automatically added to the childhood dream. Is it difficult to study at the Military Academy, on what aircraft do cadets learn the basics of aerobatics, and to whom is the road to heaven closed?
In a healthy body...
Many guys from the Brest region are trying to enter the aviation department of the Military Academy. But from year to year, only a few heroes succeed in this. Yes, that's exactly what they're called. Because the selection for military specialties is very serious. And much stricter than other faculties of the academy, they select guys for aviation.
The future pilot must have a very good physical training and impeccable health, - says a graduate of the Academy, now a helicopter pilot Stanislav Gvozd. - First, we passed a medical examination in Brest, then in Minsk. It was not an ordinary medical examination for admission, but a series of tests for strength and endurance. We also sat in the pressure chamber to check how the body reacts to changes in pressure and lack of oxygen. We were spun on a special chair - they checked the vestibular apparatus. Many guys, before entering, first trained, prepared themselves for these tests.
Only absolutely healthy guys can get to the aviation faculty. So those whose parents genetically awarded not the best eyesight, alas, should forget about pilot training. No one will allow you to pilot a Boeing or MI wearing glasses or lenses. Many Brest children were “decommissioned” precisely for health reasons.
Through thorns
But, even after passing the selection from the “higher, faster, stronger” cohort, you can be left out if you do not show good knowledge in centralized testing. Future pilots should take such "shaving" for minimum points subjects like physics and mathematics.
One of those who managed to take the height was a native of Pruzhany, and now a helicopter pilot Arkady Smolyak. The guy dreamed of being a pilot since childhood, which passed next to the 181st combat helicopter base, where his mother still serves. The path to the profession was thorny.
In my senior year, I decided to follow in my parents' footsteps and enroll in military academy to the aviation department. But I did not manage to score enough points, - says a recent graduate of the aviation department of the Military Academy. - I applied to the Minsk Higher State Aviation College to get at least one step closer to my dream. However, pilots are not trained there, but engineers, dispatchers, radio operators, etc. are trained. Fortunately, soon the dream itself turned to face me. Two weeks later, the academy called. They had a vacancy, and they offered me to take it. Of course, I did not miss this opportunity.
The taste of heaven
To comprehend general subjects, as cadets say, is not difficult. And here exercise stress much higher than in other universities, and be kind, observe discipline: rise at six in the morning, at ten in the evening - lights out. And between them - theoretical and practical lessons, physical training, lectures, a few hours to rest. But by the end of the first course, you have the opportunity to fly, and by yourself.
After the first course, we made our very first flight on L-13 gliders, - recalls Arkady Smolyak. - At first, we flew for several hours with instructors. They showed how to fly an aircraft and how to act in special occasions. And then each cadet piloted himself. Everyone remembers their first flight. Of course, it was scary, because you understand that your life is in your hands. But at the same time, it is an unforgettable feeling to realize that you are in the sky. In addition, stunning landscapes open up from above.
Meeting on the ground
There are many traditions in the life of a cadet of the academy. For example, after that first landing, the pilot is not allowed to touch the ground immediately. Classmates run up, get him out of the cab, throw him up several times. Then they hold the freshly baked pilot by the legs, and he stands on the ground with his hands and in an unusual way goes around the glider. This ceremony ends with a kiss on the crutch (the outer part of the apparatus).
Future aircraft pilots have a slightly different tradition. The cadet gets out of the cockpit, walks along the wing of the aircraft to the very edge, then turns his back to his classmates, closes his eyes and falls into their arms. They catch their "pioneer", throw them up three times and only then lower them to the ground. Bring him back to life with a bucket cold water and finally handed wild flowers.
Get out of the "spin"
After the second course, the “aircraft pilots” pilot the Yak-52. As the cadets themselves say, this is not the most serious technique, but in order to feel the taste of the sky. But in the senior years, the guys sit at the helm of the L-39 military aircraft. Helicopter pilots make their first serious flights on the Mi-2, and after the fifth year they are entrusted with the control of combat helicopters Mi-24 and Mi-8. And already on military equipment the guys do not just plow the sky, but work out military applications: they learn to launch rockets, drop bombs, attack and shoot at air targets.
Mastering the dangerous elements of aerobatics adds additional sharpness to training. For example, "airplanes" make the famous "dead loop". The pilots of the "turntables" have their own "exploits". For example, they themselves must enter their helicopter into a “tailspin” (rotation around a vertical transverse and longitudinal axis with a simultaneous decrease in a spiral of a small radius), and then bring it out of this state. In addition, the guys fly not only in the cockpit, but also with a parachute. A minimum of one jump per year is required. And all this in order to spend part of your life in the sky!
SVETLANA YATSENYUK
In Russia, the profession of a pilot is considered one of the most prestigious. Photos of pilots in uniform cause languid sighs in women and genuine envy in men. That is why many young people so passionately dream of conquering this profession. However, this is quite difficult to do, especially if you do not know where to start.
Pilot profession: description
A pilot is a specialist who is able to control a certain aircraft: an airplane, a helicopter, an airliner, and so on. It is noteworthy that earlier only civil aviation aviators were called pilots, and military pilots were called pilots. Today, this line has been washed away, but the very division into civilian and military is still in force.
In addition, there is a certain hierarchy on the plane itself. The captain of the vessel is the first pilot, his deputy is the co-pilot, and on large airliners their company is supplemented by a navigator. Thus, a young specialist does not immediately get into the commander's chair, but only after the probationary period has expired, which depends on the type of vessel and the speed of a person's learning.
Main question
But how is the profession of a pilot mastered? After all, flying requires skills and knowledge that will not appear on their own. Well, the answer to this question can be quite simple - the first thing to do is to go to flight school. However, it should be selected based on what kind of pilot you want to become: civilian, military or test.
civil Aviation
Civil aviation is rightfully considered one of the highest paid in the country. The monthly salary of these specialists starts at 70 thousand rubles and ends with a threshold of 350-450 thousand. Agree, a very attractive salary, especially for those who love the sky. However, before you get a job in an airline, a person will have to go through a difficult path of training.
It is worth starting with a flight school or an aviation club. In this case, the second option is only suitable for those who plan to fly a small aircraft. The rest must choose one of the following universities:
- St. Petersburg University of Civil Aviation;
- Higher Aviation School of Civil Aviation in Ulyanovsk.
Any of these institutions allows you to learn flying skills. For admission, you need to pass several exams (mathematics, physics, Russian), and also have excellent physical shape. After graduation educational institution the person will have access to the named profession. now he can get a commercial pilot license and get a job with an airline.
In the service of the Air Force of the Russian Federation
Military aviation is a place where only people who are strong in body and spirit go. However, in the end, only a few of them become real pilots. This is due to the great complexity of training: the pilot needs not only to master the control of the aircraft, but also to understand how to act in combat conditions.
In addition, you should be prepared that this is a rather multifaceted profession. The pilot may be the captain of a fighter jet, bomber, military transport aircraft, combat helicopter, or even a reconnaissance vessel. Therefore, it is necessary to choose a certain direction in advance in order to comprehend it perfectly.
As for the training itself, it takes place in two ways:
- Firstly, a conscript may express a desire to serve in the Air Force during the passage of the commission of the military registration and enlistment office. If the physical and mental data of the conscript is in order, then he can be sent to the appropriate unit. True, this is not the most reliable method, since it does not guarantee 100% hitting the right troops.
- Secondly, every citizen of Russia can enroll in a military flight school. There are several such establishments in our country. However, the most prestigious is the Air Force Academy. N. E. Zhukovsky and Yu. A. Gagarin.
And yet, it should be remembered that a military pilot is an extremely difficult profession. The pilot must be prepared for the fact that, if necessary, he will have to open fire on other aircraft in which there will be living people. Not to mention the fact that at any moment his life could be on the verge of death. And it is the realization of this fact that most often leads to the fact that people give up the career of a military pilot halfway through.
The dangerous profession of a test pilot
Test Pilot - Pretty rare profession. Only those who have proved themselves as a true specialist in their field, as an excellent ace in the sky, are included in the number of the chosen ones. Most often, test pilots are former military pilots who have served for more than five years for the good of their homeland. But there are exceptions.
The main task of these masters is to test new types of aircraft, helicopters, control systems, guidance, and so on. At the same time, the pilot must not only determine how well the new car works, but also be able to notice flaws and possible flaws in the designers.
The problem is that sometimes new planes can crash during the flight. This leads to dangerous situations. And if the pilot fails to quickly find a way out of them, then he risks paying for it with his life.
Pros and cons of working in the sky
Of the merits, it should be noted the prestige of work, which is supported by good wages. In addition, many pilots get indescribable pleasure from flying the aircraft. No less attractive is the fact that a person has a unique opportunity to see the whole world while working for major airlines.
But there are also disadvantages. Pilots always risk their lives to fly. Some more, some less, but everyone has a chance to fall. In addition, do not forget about the large burdens on health that arise due to all sorts of stresses.
Test pilot - a pilot who tests new aviation equipment (airplanes, helicopters).
test pilot- a pilot testing new aviation equipment: airplanes and helicopters. The profession is suitable for those who are interested in physics, physical education and life safety (see the choice of profession for interest in school subjects).
Features of the profession
The test pilot conducts tests of absolutely new (experimental) aircraft, evaluating their qualities and thereby helping the designers to refine them.
And when serial production has already begun, helicopters need a factory flight, and test pilots also do this.
A military test pilot is the main assessor of the quality of vehicles, an authorized representative of the army and navy when they are accepted from the manufacturer.
A military test pilot is also an instructor for the flight crew of a military flight vehicle.
Test pilot is a rare profession. Only an extra-class pilot can be a tester. According to experts, it is very difficult to find a future test pilot in the large mass of Air Force flight personnel. Although military pilots are the elite of the army and navy, who have undergone special training.
Already trained pilots are trained as test pilots.
Testers are the first to test the know-how of domestic aviation companies. Their preparation is carried out taking into account the new approaches introduced into the practice of aircraft construction, innovative technologies, computer science, display systems, etc.
As the teachers of the GLITs (V. Chkalov Flight Test Center), who train test pilots, say, the future test pilot "by the sweat of his brow" should improve his knowledge:
“When we leave the center, a listener writes thesis, equivalent to a Ph.D. thesis ... Yes, the bar is the highest, but without this, in such a matter as testing prototypes of combat aircraft, one cannot do without it.
The profession of a test pilot is associated with risk. The technical imperfection of the machine can lead to tragedy.
Workplace
Military test pilots serve in flight test centers of the Ministry of Defense.
Civilian (non-military) test pilots serve in the aviation industry: at the Flight Research Institute named after M.M. Gromov (LII), design bureaus, at aircraft manufacturing plants, aircraft repair plants of Civil Aviation.
Salary as of 07/17/2019
Russia 130000—170000 ₽
Important qualities
A test pilot needs leadership, self-discipline, decision-making, responsibility, courage, and good health.
You need a high intellect, an engineering mindset, a love of technology.
Love of novelty matters: testing the unknown aircraft should not frighten the pilot, but give him pleasure.
A rigorous selection process is carried out among candidates for study. The future tester must be under the age of 31, as a rule, have a diploma with honors from a military aviation university and the qualification of a military pilot of the 1st class.
The pilot must combine good knowledge in the field of theory and aircraft design, engineering inclinations and high level aircraft control (helicopter).
Where do they teach
- State Flight Test Center of the Air Force. V. Chkalova (GLITs)
at the State Flight Test Center.
Akhtubinsk.
Profile: training of military test pilots.
Branches: aircraft, helicopter and navigation.
- School of test pilots. A.V. Fedotova (SHLI)
at the Flight Research Institute named after M.M. Gromov.
Zhukovsky.
Profile: training of test pilots and experimental aviation test specialists
for research institutes, experimental design bureaus, aviation industry enterprises.
- There are two test pilot schools in the USA, one in England, one in France.