Test pilot Roman Taskaev made an invaluable contribution not only to the development of Mikoyan and Yakovlev aircraft, but also to the entire domestic aviation. For the courage and heroism shown during the testing of MiG-29 and MiG-31 fighters, he was awarded the title Hero of Russia. The Honored Test pilot of Russia took to the sky and tested dozens of types and modifications of aircraft, examined equipment in critical flight modes, and also tested refueling in the air. Today, Taskaev is the Director of Flight tests at Yakovlev PJSC (part of the UAC of Rostec State Corporation). In an interview with RIA Novosti, he told what will be new in the upgraded Yak-130M combat training aircraft, about the situation with the MS-21 aircraft, and also recalled the main stages and key events of his rich aviation life. On the eve of Roman Taskaev's 70th birthday, Alexander Pinchuk met and talked with him.
– Roman Petrovich, as one of the main specialists in Yakovlev's flight test company, you have a wide range of responsibilities. What is included in their circle?
– This is the organization of flight tests. Not in terms of giving any pre-flight instructions or taking someone by the hand to the plane, but organizing the implementation of the test programs that are scheduled. Flight test programs differ in scope and specifics.
Right now, for example, an urgent topic is the import substitution of any blocks or sensors. Currently, we are testing gyroscope sensor blocks for the Yak-130, which have been import-substituted on our element base. A separate test program was written for this topic. We have prepared technically, so we expect that it will be held in a few weeks. We will fly away for half a month and write an act-report, which in the future will allow the use of these sensors in the production of serial aircraft.
There are more global programs that provide for up to 1,000 flights, during which some nuances are revealed that need to be improved. There are also specific programs. For example, before demonstrating equipment to potential customers at air shows, we also write a program, perform training flights, and then perform demonstration flights.
In addition, my responsibilities include checking flight personnel and monitoring their training. By the way, we do not stop training foreign pilots for Yak-130 customers abroad. There is also a program on the MS-21 for training airline pilots who plan to purchase an aircraft.
– On August 16, 1992, for the courage and heroism shown during the testing of MiG-29M and MiG-31M fighters, you were awarded the title of Hero of the Russian Federation. Tell us about the work that has been done, that the state has rated you with the highest award?
– In those years, we were actively engaged in the modernization of MiG-29 and MiG-31 aircraft. So, the MiG-29M is, in fact, a new aircraft on which a remote control system has been tested and implemented. The MiG-29K ship-based aircraft was created on the basis of the MiG-29M. At that time, intensive and interesting flights were conducted in various modes. Thanks to our tests, the MiG-31M interceptor fighter has received a new locator. The aircraft also got the opportunity to take more fuel on board, the range of weapons was expanded, and the engine was upgraded.
During one of the flights on the MiG-31M, my navigator Leonid Stepanovich Popov and I had to perform a test launch of a new missile. This happened at a very high speed, at a large number of mach. When entering the launch area, we had a destruction of the right engine support. A strong vibration began. The engine had to be turned off immediately. A few seconds later, the "left engine fire" indicator lit up on the dashboard. I had to turn it off too. And that's all – at high speed and far from the take-off airfield!
While they were turning around, the light bulb signaling a fire in the left engine went out. Despite the fact that we were told to eject on the ground, we were able to reach the point (airfield – ed.) and did not jump. After this incident, the management made a submission and sent the documents.
– Aviation technology has been evolving before your eyes. If you conditionally divide your flight test work into stages, which of them was the most intense and interesting?
– If we talk about testing activities, then I would divide my flying career into two periods: before the collapse of the USSR and after. Unfortunately, the period of timelessness for Russian aviation after 1991 is characterized by negative emotions when we stopped funding programs. This directly affected the work of test pilots, as well as engineers. Due to the lack of flights, qualifications were lost, many were in search of other jobs. And everything collapsed… Of course, this failure affected the entire aviation industry in the future.
As for the evolution of technology, it happens very quickly, and often the development of one family of aircraft has a significant impact on another due to the emergence of new technologies and solutions. I took part in tests of 70-75 types of various aircraft modifications. I'll give you an example. The MiG-23 has been upgraded and refined many times since its first mass production. The changes concerned both the configuration of the fighter under the 33 degree wing and automation. Locators and weapons were being improved. Each upgrade is already a new aircraft.
Or take the MiG-29, MiG-29M, MiG-29K. These are also all different planes. And each of them carried some innovations, interesting research flights were conducted on each of the modifications. For example, for the first time, the multiplex channel in on-board digital equipment was used on the MiG-29 aircraft, in which I took part in the test. These developments were later used in the creation of the Yak-130 combat training aircraft.
I remember when I joined Yakovlev's company in 1998, we had 94 people at the Zhukovsky flight station, of which engineering and flight personnel were only a few. There were only three pilots in the department: Kononenko, Sevastyanov, Kochetkov. Due to lack of funding, they had only the theoretical part of the training program at the test pilot school behind them. But there was no raid. I had to go to certain lengths to find an opportunity for them to fly and get a high school diploma.
The most difficult thing is being responsible for another person. During that period of work, this feeling was most acutely felt. During the tests in 1998, we had one demonstration sample of the future Yak-130 combat training aircraft, the Yak-130D. At that time, the program was funded by the Italians. They were interested in this plane because they were getting data on it. In the end, the documentation for the aircraft was sold to the Italians, they made their M-346 car based on it, and we used the funds to create equipment at the Nizhny Novgorod Aircraft Factory and built two aircraft with tail numbers 01, 02 for testing. The first took off in 2004, and the two in 2005.
Now, of course, the situation is completely different. With the creation of the United Aircraft Corporation, and then joining Rostec, the state of the industry stabilized. We pushed off from the bottom. Young people started coming to us, and now the situation with personnel has improved. Now we have five pilots and a navigator in the company with me. In general, everything has returned to normal with the configuration of our units. This amount is sufficient to complete the planned certification work.
– At the international military-technical forum "Army-2024", Yakovlev PJSC presented a promising development – the Yak-130M aircraft, created on the basis of the combat training Yak-130. It is stated that the combat capabilities of the aircraft will be significantly expanded. When will the Yak-130M prototype take to the sky and begin its comprehensive testing?
– Any self-respecting aircraft company should monitor global trends and modernize its machines in accordance with the requirements of the time. In Russia, the Yak-130 is used by the VKS for the final training of future pilots before they transfer to serious combat aircraft in combat aviation units, as well as to maintain the skills of flight personnel. At the same time, the Yak-130 turned out to be in demand for combat operations from foreign customers. This modernization is aimed at expanding the combat capabilities of the machine. In 2025, we are planning to test the Yak-130M. We have to accept the machines at the enterprise. After we complete the factory testing program, we will transfer the aircraft to the state.
From the first contract, foreign customers asked to install a radar on the Yak-130. Someone participated in a local conflict, someone is fighting drug trafficking. Therefore, we have followed the path of increasing combat capabilities so that the locator works both on the ground and controls weather changes, as it is done on civilian aircraft.
Thus, we are trying to implement a weather radar for the Yak-130M and are improving its properties and characteristics. Along the way, there was also a desire to consider expanding the range of aircraft armament. What it will eventually be, the chief designer decides.
– Let's go back to the Yak-130, tell us how the technical specifications and characteristics of the "flying desk" have been transformed over time?
– Initially, in 1992, the terms of reference provided for the creation of a training aircraft without a wide range of weapons. But later, the commander-in-chief of the Air Force, Anatoly Kornukov, proposed to create a combat training version of the machine that would allow training pilots of operational and tactical aviation. In his opinion, UBS could be in demand in modern conditions, when there are many local conflicts in the world.
Meanwhile, rapid digitalization hypothetically made it possible for the aircraft to fly in various modes similar in characteristics to flying a fighter, attack aircraft or bomber. Moreover, it was possible to simulate even the flight of foreign-made aircraft, but it was not destined to realize these ideas.
Nevertheless, the entire test program was successfully completed. Hundreds of aircraft characteristics were studied, tested, and refined at various limit modes, after which adjustments were made to the algorithms of the machine, which, together with the electronic control system, made it one of the safest in its class. So, with a normally functioning control system, neither a cadet nor a pilot will fall into an uncontrolled tailspin.
I must say that we flew a lot with military pilots during joint state tests at the GLITZ base of the Ministry of Defense of the Russian Federation in Akhtubinsk. We were always happy to talk about the possibilities of the car. In many cases, they helped us, recorded comments on the aircraft, which were later eliminated.
– The Yak-130 could often be seen at various international air shows...
– Yes, it was so until recently. At demonstrations of the aerobatic capabilities of the aircraft, we have recorded several world records among machines of this class: by rate of climb, speed, height. This was done not only to advertise the aircraft, but also in order not to lose the culture of approach to the specifics of such flights.
– Together with Oleg Kononenko, you took the MS-21 into the air for the first time, and also made the first flight of the MS-21 with a composite wing. Is it possible to say that you took on the most responsible and difficult tasks?
– I don't take it, but they trust me. By itself, the distribution of the test program takes place in such a way that our pilots can do the same thing as me. Therefore, in 2017, when the MS-21 took off for the first time, I needed not only to be present in the cockpit of the MS-21, but also to pilot the car, since I still had more experience than my colleagues. Well, at the moment I can say that we are waiting for the end of import substitution on the MC-21 aircraft at the Irkutsk Aircraft Factory in order to begin its certification tests in a fully import-substituted form. Certification of individual aircraft systems is currently underway.
– Being in the MiG company, you tested the MiG-29K carrier-based aircraft. In your opinion, what kind of fifth-generation carrier-based aircraft could it be at the moment?
– Unfortunately, our carrier-based aviation developed later than in the USA. It all depends on which aircraft carriers we will build in the future. We are currently building helicopter carriers, but aircraft carriers are also needed. After all, helicopters are short-range aviation. At the dawn of carrier-based aviation, we had a vertical take-off and landing aircraft, but it flew only at a range of up to 100 kilometers. Such an aircraft is not suitable for a modern ship in the current conditions.
Now we need an airplane that would fly far away so that it has a good locator. In addition, a radar warfare aircraft should work in conjunction with it. We certainly have engineering and design capabilities that would allow us to develop this area of aviation. And especially with such long maritime borders as Russia's, carrier-based aviation is extremely important and in demand.
– Who do you consider your teacher and a model of a test pilot?
– In the college, Vladimir Ivanovich Protazov is in the first years, and Yuri Ivanovich Aveltsov is in the senior years, as well as Vyacheslav Pascal. At the test pilot school, these are Yuri Usikov, as well as Viktor Konstantinovich Alexandrov. Perhaps Alexander Vasilyevich Fedotov can be safely called an example of a test pilot. Later, after his death, my other senior comrades also took part in my formation – Boris Antonovich Orlov, Pyotr Maksimovich Ostapenko, Aviard Gavrilovich Fastovets, Valery Evgenievich Menitsky and others.
– What qualities should a test pilot have?
– A test pilot, first of all, must have analytical thinking. He must have flair and intuition. This is a pilot who always keeps in mind a large amount of information that is necessary to make the right decision.
– And who would you single out from those test pilots who were brought up under your wing?
– In the MIG company, this is Pavel Nikolaevich Vlasov. In Yakovlev's firm, these are Oleg Kononenko, Vasily Nikolaevich Sevastyanov. All of them are talented test pilots who have achieved great success in their field.
– Now there is a discussion on whether the sixth-generation aircraft will be unmanned or optionally manned. And what do you think about this, is it possible to gradually transfer all the functions of the pilot to the machine?
– We can already see that there is a rapid development of drones that take away our bread (smiles). Today, there is a point of view that is actively discussed by aviation experts and the public: why not make an unmanned passenger aircraft. And this is in addition to military complexes. This thesis is usually argued by the fact that with the advent of a passenger unmanned airliner, there is no danger of hijacking an aircraft. However, intruders can take control of a control point on the ground. And then what? It seems to me that for quite a long time the presence of the pilot in the cockpit will be indispensable. The subjective factor of decision-making in case of an emergency situation is still important. Artificial intelligence is not capable of self-sacrifice, but is only capable of self-destruction. The larger the drone is, the more responsibility it will have. After all, no matter how you look at it, any technique is prone to failures sooner or later.
And if we take the romantic factor, sung in all genres of art, then man has always aspired to the sky. No matter what. At the beginning of the last century, this cherished human dream, fortunately, came true. People are now not only in the sky, but also in space. I am convinced that drones will never completely replace the flight crew.
– Roman Petrovich, let me congratulate you on your birthday and wish you an active continuation of your flight test career for the benefit of Russian aviation. Good luck, good luck, and good health to you and your loved ones.
