If you have a short-haul flight, there is a chance that a Sukhoi Superjet 100 will be served at the gangway: the layout of the cabin and the best seats are presented below. The liner with the certification name RRJ was developed by Russian aviators with the participation of foreign companies. It became the first product of the domestic aviation industry, whose noise level characteristics received good marks when checking compliance with European standards.
Features of the model
Superjet is designed according to the classic aerodynamic design: the liner has a horizontal tail (stabilizer) located after the wing. The design is common in military and civil aviation, since it provides safety during flights and optimization of take-off performance.
The model is equipped with SaM146-1S18 engines: they are produced at a Franco-Russian enterprise. The option made it possible to increase the range of flights, passenger capacity and take-off weight (an indicator at which a ship can take off if safety rules are observed).
Another feature of the Sukhoi Superjet is the use of composite materials to reduce the weight of the liner. In the future, the designers plan to increase their share, but the process is slowing down due to additional research. Representatives of Sukhoi Civil Engineering CJSC emphasize that they are going to study the impact of sudden temperature changes on materials.
As for the cockpit, it is equipped not with standard steering wheels, but with side sticks. This made it possible to free up space for a convenient and ergonomic arrangement of other devices, as well as improve the view of the panel. For the effective work of the sidesticks, the Fly-by-wire system has been introduced: the movements of the joysticks are transmitted by electrical signals.
Development history
After the collapse of the USSR, the production of airliners stopped, and the aircraft used earlier were used on the airlines. But in the 2000s. the resource turned out to be depleted, so the state announced a competition: projects of new models were presented there.
The victory was won by the variant of the future Sukhoi Superjet, and after 3 years the designers began the first assembly. The model was put into operation in 2011 on the flights of the Armenian carrier. Now Aeroflot has become the main operator.
Airplane modifications
In addition to the basic modification, the following options have been developed:
- Sukhoi Superjet 100B-VIP is an administrative and business version of the aircraft. It combines the comfort and versatility of airliners designed to carry officials with the reliability of a scheduled airline design.
- Sukhoi Superjet 100LR (SSJ100 LR) is designed for short and medium haul flights. The modifications, which at one time became revolutionary for the Russian Federation, made it possible to increase the range by 1400 km. Based on the version, the Sukhoi Superjet 100LR-VIP model was also released.
- Sukhoi Business Jet is made according to individual orders. The model is operated by the Border Service of Kazakhstan.
All models have received international certificates, so they can be used by foreign carriers.
What projects are in development
The designers expect to implement the following projects:
- Sukhoi Superjet 100SV is scheduled for release in 2019, and it will be able to make its first flight in 2020. The capacity is going to increase to 125 passengers.
- Sportjet by Sukhoi will be designed to transport athletes.
- Suhkoi Superjet 75, designed for 75 passengers, will operate on routes up to 2 thousand km long. The developers hope that it will allow companies to reach a new segment of the business.
- Sukhoi Superjet 100R will include an increased share of Russian components.
As for the results of the already created models, in 2018 it turned out that their flying time on Russian airlines has decreased. On the other hand, the indicator increased for foreign companies, and there were no complaints about profits. This is due to the fact that Russian carriers started having problems with the supply of components. To remedy the situation, a set of measures was introduced to increase plaque: it is too early to evaluate its effectiveness.
Specifications
Which companies are used: the present and prospects
With regard to the operation of the Sukhoi Superjet 100 aircraft, the feedback from the companies is positive. The liners use the following carriers:
There are also models in the fleets of Armenia, Laos, Mexico, Indonesia and Switzerland. The manufacturer plans to expand cooperation with companies operating in Ireland and Italy. There is also the possibility of concluding contracts with Asian carriers.
Sukhoi Superjet 100: video
How to choose the best seats: interior layout
For those wishing to board a Sukhoi Superjet 100 aircraft, the cabin layout will help to find the best options. The standard seating arrangement, designed to carry 87 passengers, is used by both Aeroflot and foreign companies.
Business class features
Seats in this class of service on the Superjet 100 are comfortable. They are arranged in 3 rows in a 2-2 pattern. True, passengers who are seated in the first row will have less legroom due to the partition; you cannot put things on the floor either. There is also a toilet nearby which can be troublesome. But in any case, you will be more comfortable than in economy class.
The extra space will allow you to stretch your legs.
The best options in the business bay are the 2nd and 3rd row. Legroom here is 1.5 times more than in the budget part of the cabin. In the 3rd row, noise from the "economy" can be heard, since the partition is quite thin.
Economy class salon
As for the location of the economy seats in the Superjet 100, they occupy rows 6 to 20. The seats are placed according to the 2-3 scheme, with the E seats being considered the worst option: they are located far from the window, which does not allow enjoying the views, and from the aisle. But, if you often get up to the toilet, then the option will be more convenient than choosing a seat by the window. After all, you only have to bother one neighbor!
The design of the cabin does not imply the presence of seats near emergency exits, therefore the Space + category is presented only in the 6th row.
When choosing, consider the following:
- The best seats are in the 6th row as you get more legroom. There are no seats ahead, and you will not face a situation where a neighbor reclines his back, preventing you from comfortably sitting with a laptop. But the width of the seat will be slightly narrower as the extendable tables are mounted on the armrests. The latter do not fold completely, which can cause inconvenience. The disadvantages include the fact that this row is occupied by passengers with small children. Also, companies charge an additional fee for reserving seats in the 6th row, since they belong to the Space + category.
- The 6D seat has an additional disadvantage: Business class passengers who decide to use the toilet in the rear end bump into the seat.
- Rows 7-19 are the standard options: there is little legroom, but you won't feel much discomfort.
- Traveling in the 20th row is not a pleasant experience. The backs of the chairs do not recline here, so it will be problematic to sleep. The proximity of the toilet, where other passengers constantly look, also affects. Slightly more convenient in places 20A and 20F, located near the windows: you will not be disturbed by people scurrying along the aisle. The worst choices are 20C, 20D and 20E.
Choose your seats by checking the map and make your trip comfortable. And finally, the photo of the Sukhoi Superjet 100 salon will help you to find your way (click to enlarge).
During the 12th International Aviation and Space Salon MAKS-2015 United Aircraft Corporation - UAC invited bloggers to visit, who were able to get acquainted with some of the aircraft that are part of the corporation. I would like to talk about the plane Superjet 100... This was my first acquaintance with this car. The first time I got on board this plane was just a day earlier. And today I was given a full tour of this aircraft.
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We visited the plane SSJ 100-95LR (RA-89034), intended for the Yamal airline. It is a short-haul passenger aircraft of normal aerodynamic design with a low swept wing and single-fin tail. It is intended for regional aviation. The first regional jet aircraft was the domestic Yak-40, which was also exported. Prior to this, regional transportation was carried out either on Boeing 737 aircraft, which is expensive for such transportation, or on turboprop aircraft. In the late 1980s, Bombardier converted its large Challenger business jet into a CRJ regional jet. It took off for the first time on May 10, 1991, becoming the first state-of-the-art regional aircraft among 50-seat aircraft. Then there were the Embraer aircraft. In terms of the size of the passenger compartment, they are larger than the CRJ. However, the Sukhoi Civil Aircraft Company (CJSC GSS) has created a regional aircraft with passenger cabin characteristics like on liners intended for hub-to-hub flights, that is, between major cities. This condition allows airlines to attract additional passengers on their flights.
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The excursion was conducted by Aleksandr Viktorovich Dolotovsky, Deputy Chief Designer for Aerodynamics of JSC "GSS".
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The aircraft is configured to carry 103 passengers in a full economy class cabin. The seats are installed according to the 2 + 3 scheme. The width of the seats is 465 mm.
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The first three rows of seats are set at 33 inches wide. They are separated from the rest of the cabin by an optional curtain, which acts as a class divider. This measure allows airlines to sell the first three rows as business class. This approach is often used in various airlines, when passengers are not much more comfortable on the plane, but business service is given, which consists not so much of seats as of the speed of passing through the airport terminals, baggage claim, and so on. For example, the airline "Lufthansa" uses this. Also, the size of the fuselage of the Superjet aircraft allows, if necessary, to install a full-fledged business class seat in the bow, which is not inferior in size to those of the A320 or Boeing 737 aircraft. This is the layout of the Aeroflot Superjet aircraft.
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Next are chairs in 30-inch increments. The space for passengers here is provided not only by the step, but also by the size of the seats themselves. Despite the fact that these are not Slim Seats, which are now gone and are half as thick, these seats are thinner than those that fly on airplanes produced in the 90s. Therefore, even at 30 "pitch, passengers feel the same as with standard layouts with 31" or 32 "pitch.
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The luggage racks in the passenger compartment are chosen so that passengers who have previously traveled on a wide-body aircraft do not have any problems with their carry-on luggage. The overhead bin above the long row (right) is slightly larger than the A320 provides in its standard configuration. The shelves opposite (on the left) are shallower, but a standard suitcase still fits into it. And given that this shelf is located above the two-seat unit, there is enough space for everyone. That is, the volume of the luggage compartment per passenger here does not depend on which side he is flying from. Moreover, if we compare the size of the shelf with the direct competitor of the Superjet - Embraer 190, the height of the shelf of our aircraft is almost twice that of Embraer.
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The wide aisle between the seats was chosen for aviation safety reasons: Trolley width (food carts) + 1 passenger. This is due to the absence of emergency exits on the wing. This decision was made initially. The presence of emergency exits to the wing limits the designers when forming the layout of the cabin. There should always be an increased seat pitch in the area of \u200b\u200bthe wing exits. Plus, a row of non-reclining chairs may appear in the exit area. At the same time, the aviation rules for the layout of an aircraft with up to 110 seats are allowed not to make emergency exits to the wing if, during special tests for emergency evacuation, passengers meet the limits of special standards. This is about 90 seconds. Thanks to the wide passage, the tests were passed without injury, and all standards were met. The Superjet aisle width is 510 mm and the cabin height is 2.13 m.
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The rear toilet is specially made large. It is equipped with a changing table. This is convenient for passengers traveling with small children. In addition, the size of the toilet is convenient for people with disabilities. There is also a changing table in the front toilet. I was surprised by the presence of an ashtray in the door. It turned out to be a small waste bin, which is labeled as an ashtray by default. Therefore, if you need to spit out the gum, you do not need to glue it to the chair. Airlines spend a lot of money cleaning them. Go to the toilet and put it in the container.
An ATLAS standard kitchen is installed in the aft service area. It consists of modules and, on this particular aircraft, is equipped with one oven, a boiler and a coffee maker. It is also equipped with three full-size food carts. Optionally, there can be a large kitchen with four ovens, on which there will already be six carts. This is necessary for airlines that plan to transport passengers long distances and feed them with hot meals. The bow kitchen is equipped not with full-size but with half-size food carts. Optionally, a full-size kitchen with two ovens can stand in its place. The picture shows the food trolleys of the stern kitchen.
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All interior lighting is LED. There is not a single incandescent lamp here. LED bulbs are much more durable. This reduces the cost of aircraft maintenance.
Regarding the individual blower nozzles. They are installed in old aircraft because the air conditioning system does not do the job well to equalize the temperature throughout the cabin. The Superjet is equipped with a modern air conditioning system with digital control. Therefore, the individual blower nozzles are not needed here. They are optionally installed at the request of airlines. But the plane is very comfortable with the air conditioning system running.
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The portholes installed on the aircraft are the largest not only in the class of regional, but also narrow-body aircraft. The line of portholes is positioned to provide passengers with a comfortable view of the ground. The designers proceeded from the fact that in flight it is more interesting to look at what is happening under you.
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Why such a comfortable salon? This aircraft is designed to be operated on the “Hub and Spoke” system. These are flights between major cities (the so-called “hubs”), and then on regional planes to individual regions. "Hubs" are accumulators, and regional airports are distributors of passenger traffic. Today, a regional jet is usually a fairly serious compromise in terms of passenger comfort. For example, if a CRJ plane flies from a major airport to the region, you will have to put your hand luggage in your luggage, because it will not fit into the shelves. In Europe, such aircraft are beginning to be squeezed out of the market by high-speed railways. People really don't want to embarrass themselves. Therefore, when forming the technical specifications for the Superjet aircraft, a lot of work was done with marketers. The task was to give passengers the same level of comfort as on narrow-body aircraft and wide-body aircraft in economy class. So that passengers do not feel any loss in comfort. So that they do not have to check in their carry-on baggage, thereby increasing the aircraft turnover rate at the airport. Therefore, today the Superjet 100 is a new standard of comfort for regional transportation.
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The large cross-section of the fuselage unambiguously dictated very stringent requirements for the level of aerodynamic perfection of the layout. Because the larger the fuselage, the worse the aerodynamic quality of the aircraft. Comfort has a negative effect on aerodynamic efficiency. Therefore, in order not to waste more fuel than competitors, the designers went for an unprecedentedly large wing aspect ratio. The aspect ratio of a wing is the ratio of the square of its span to its area. Today it is one of the few passenger aircraft with a metal wing with an aspect ratio of 10. There are no winglets on the wing. They are placed when it is impossible to make a high aspect ratio wing. Although this idea is being considered and maybe winglets will still appear on Superjets.
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The wing is formed from supercritical profiles. When the plane flies at transonic speeds (this is more than Mach 0.75), it comes close to the sound barrier. In this case, on the upper surface of the wing, the air flow speed becomes supersonic. The appearance of supersonic zones leads to the appearance of wave drag, which can increase the aircraft drag by 30%. If we take a standard profile, then at speeds of Mach 0.72 it will abut very strongly and the plane simply cannot be further accelerated. They have been struggling with this problem for a long time. There are different ways. The simplest is to reduce the thickness of the wing profile. Therefore, on all fighters, the wings are very thin and flat. On all old transonic aircraft, the wings are also very thin. But such a wing is very heavy and it is difficult to put fuel in it. Back in the 60s, the so-called supercritical profile was invented. But not everyone knows how to do it well. From the outset, Superjet's creators worked closely with industry institutions. And when the question arose about wing profiling, they turned to TsAGI. As a result, the wing turned out to be fast. The aircraft was optimized to fly at Mach 0.78. He actually flies at a swing of 0.79. As a result of the fact that the designers made such a good wing, in terms of fuel consumption the Superjet 100 with a large fuselage is approximately 7% more economical than the Embraer 190 with a small fuselage.
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We came to the cockpit. During its design, a lot of changes were implemented as a result of communication with airlines about how a passenger plane should look like. One important change is the move to an Airbus cockpit rather than the Boeing cockpit that was originally envisioned. The airlines have made clear their assumptions that the future lies with Airbus concepts. As a result, the aircraft has a cockpit with a side handle and a highly automated control system in both manual and automatic modes.
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Side-stick - crew commander's side stick.
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Side-stick co-pilot.
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In the basic configuration, two FMS (Flight Management System) are installed in the cockpit. It is a computerized flight control system that includes an onboard sensor, receiver and computer with databases of navigation data and data on aircraft performance characteristics. The aircraft is capable of automatic flight immediately after take-off, since FMS provides not only horizontal but also vertical navigation. The aircraft is certified and performs automatic approach according to the 1st, 2nd and 3rd categories, including automatic landing.
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The aircraft is approved for flights to the area of \u200b\u200bprecise area navigation - P-RNAV (Precision Area Navigation). Area navigation RNAV is a navigation technique that allows an aircraft to fly along any desired trajectory. This is the first Russian aircraft to have such a certificate. At the same time, the certificate was issued based on the results of tests that were carried out in Finland under the close attention of Eurocontrol.
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The aircraft can make approaches in vertical navigation mode, when the 3D trajectory of space is generated by the Flight Management System using the navigation aids on board. These are two sources of satellite navigation: GPS and GLONASS. Three high-resolution inertial systems - IRS (Inertial Reference System). All means of radio navigation: VOR (Very high frequency Omni directional radio Range), DME (Distance Measuring Equipment). In addition, an optional automatic radio compass - ADF (Automatic Directional Finder) can be installed on board. This is an automatic heading indicator that allows approaches in northern regions. In particular, aircraft with two optional ADFs are supplied for Yakutia Airlines.
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The aircraft is certified for operation in the temperature range from -55 ° to + 45 °. Traditionally, tests for low temperatures are carried out in Yakutia with complete freezing of the aircraft. During the tests, the testers showed the possibility of a hangar-free operation of the aircraft in conditions of average temperatures below -45 °.
This machine is equipped with an optional weather radar with a wind shear detection system. Plus, this radar has the ability to map and detect turbulence.
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A little about the control system. Taking the concept of the Airbus cockpit as a basis, the designers did not engage in simple copying at all. Together with TsAGI, completely unique control laws were developed, which were completely written here in Russia with the active participation of the 15th department of TsAGI - the department of stability and controllability. These laws include not only those features that are already implemented in Airbus, but also a number of those that are only now on the A350. On the plane, a certain mix was laid between the Airbus ideology and the traditional plane. The principal differences are that the level of automation here is the same as on Airbus, but at the same time an autothrottle with actuators is installed on the Superjet for the automatic thrust control function. That is, when the autothrottle is working, the throttle sticks move, which is not the case on Airbus, where the throttle sticks are in the “Climb” position for the entire flight. If pilots forget to remove the throttle while landing, a sudden increase in thrust begins for them. For this reason, there was at least one A320 crash in Sao Paulo on July 18, 2007. In addition, the Superjet, in terms of flight performance, behaves like a conventional aircraft with a mechanical control system. Airbus has major differences in its behavior both in the longitudinal and in the lateral channel from aircraft with a mechanical control system. This is the developer's decision. But the Superjet designers decided that this idea was not a good one. Because the pilot begins his training on an airplane with a mechanical control system. He develops certain skills. In order to prevent the pilot from finding himself in a stressful situation, such as the fact that the aircraft's behavior does not correspond to his expectations, the designers made the aircraft dynamics in such a way that the pilots did not feel the differences when switching from an aircraft with a mechanical control system to the Superjet. This introduction has very good reviews, both from Russian pilots and from foreign ones, starting from Airbus pilots. Philippe Kasten, who is currently testing the A350, worked for 6 years with the European Aviation Safety Agency (EASA) team for the Superjet certification. He really likes this car.
The glass in the cockpit provides the maximum viewing angle for the pilot of a civil aircraft. This is important for regional aviation. Since you have to fly to bad airfields in poor visibility conditions. The glass is heated and, at the same time, it is absolutely transparent. The technology was developed specifically for the Superjet. Now the Sully-Gobaine company (France) is the only manufacturer in the world that can produce heated glass with such an area and such a level of transparency.
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After getting to know the cockpit and the passenger compartment, we went down the ladder and walked around the plane.
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All aircraft design from the very beginning was carried out digitally using the CATIA V5 3D modeling system. This made it possible to analyze various compartments in 3D. In addition, the experience of the team that had previously worked with different aircraft at different times was taken into account. Thanks to this, the smallest details have been worked out. For example, the fuel filling panel flap, which is always accessible. The aircraft is made for a very short turnaround time. Time on earth should not exceed 30 minutes. With such a pace it happens that the hatches are forgotten to close. To prevent it from being blown off in flight, the loops are made in such a way that it is closed by the oncoming air stream.
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There is no analogue system on the plane. All systems are digitally controlled. The fuel system is also digital. It has its own fuel density meters, which are in the tanks and provide fuel density measurement. Therefore, fuel is taken on board not in liters, but in kilograms. The measurement is performed with high precision. Thus, the crew always knows the exact amount of fuel in kilograms, regardless of whether the fuel was delivered cold or hot. This is both economy and safety. There are free water sensors in the fuel system. They are designed to detect water in fuel. Traditionally, this procedure is done as follows: samples are poured from the drainage of fuel tanks, into which manganese is poured. In this way, the presence of water in the aircraft tanks is checked. If the car flies with the frequency with which a regional plane flies, and the Superjet makes 3-4 return flights a day (that is, 6-8 takeoffs and landings), you may not even be able to overlook it. Therefore, there are free water detection sensors in the fuel system, which will light the lamp during refueling when it is detected.
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The main landing gear of the aircraft are made according to a two-braced scheme. This is usually the case for large, wide-body aircraft. It significantly outperforms a single brace both in side impact strength (when landing with a crosswind) and in weight. Although the stand itself is heavier, its weight with all the surrounding structure is lighter.
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Niche of the main landing gear.
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The aircraft is equipped with a turbofan engine SaM146company PowerJetwhich was designed specifically for the Superjet.
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This is a new generation of regional engines. The most modern technologies were used in its design. First of all, this is 3D optimization of all aerodynamic surfaces. Since it is intended for a regional aircraft, much attention has been paid to the ingress of foreign objects into it. All fan blades are replaced without removing the engine from the wing. The engine is built on a modular architecture. This allows most of the repair work to be carried out without removing the engine. If, nevertheless, there is a need to replace the engine, it is changed in 1.5 hours by a team of 2 people.
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On the Superjet aircraft, not only the passenger compartment, but also the luggage compartment is convenient. Compare it to the luggage compartment of the Embraer 190, which is less than one meter high. Since luggage in both planes is loaded in bulk, in order to load / unload the flight, it is necessary to place a person there. On the Superjet aircraft, the height of the luggage compartment was more than 1 meter. This allows the loaders to work in a more comfortable environment. In addition, despite the fact that the Superhit is larger than the Embraer 190, the height of the lower edge of the luggage compartment is lower. For Embraer 190 this height is more than 2 meters. That is, while standing on the ground, it is very difficult to reach the hatch opening handle without rolling up the ladder. In order to load the luggage of the last passenger, who has just arrived, on board the Embraer 190, you need to roll up a ladder. On a Superjet aircraft, the hatch can be opened from the ground without the use of additional tools.
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Today in the world there is a serious need for a 100-seat narrow-body aircraft, which will allow airlines to manage their costs in times of crisis. And the Superjet 100 suits this role very well. That is why the SCAC company operates in all regions of the world.
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For more information on the number of aircraft and the timing of their delivery, you can find out and.
The percentage of the share of Russian and imported parts to the Superjet design is very well written in this article.
As for the production under the conditions of sanctions, it is difficult to get a definite answer to this question. Nobody knows what will happen tomorrow. And one can only guess about it.
Many thanks to Alexander Viktorovich Dolotovsky for the excursion. And also the United Aircraft Corporation for the invitation.
The Sukhoi Superjet 100 is a new generation short-range regional 100-seat aircraft that combines the latest technologies in the field of aircraft construction, developed by Sukhoi Civil Aircraft with broad participation of a number of foreign companies. Aircraft certification name - Russian Regional Jet (RRJ), ICAO designation - SU95.
History of creation
The Federal Target Program (FTP) "Development of Civil Aviation Equipment in Russia for 2002-2010 and for the Period up to 2015", adopted by a decree of the government of the Russian Federation in October 2001, made one of the priority tasks the gradual replacement of old Soviet aircraft with a new generation of liners. The priority projects in the FTP were the short-haul Tu-334 and the regional Tu-324. At the time of the adoption of the Program, the short-haul Tu-334 was almost completely ready, its commissioning was planned already in the next 2003, in parallel with it at the OKB im. A. Tupolev, work was in full swing on the regional Tu-324, which in 2005 was supposed to replace both the morally and physically obsolete Tu-134.
However, unexpectedly for the aviation industry specialists, on July 9, 2002, the Russian Aviation and Space Agency (now the Federal Space Agency - Roskosmos) announced a competition to create a promising regional aircraft. The Federal Target Program referred to the new regional aircraft as a distant prospect, since its development was planned to begin only in 2006 and be completed in 2015. In addition, Rosaviakosmos did not have any authority to hold a competition for the development of a civilian aircraft, since the decree of the Government of the Russian Federation No. 728 of 15.10.2001, in which 2006 was determined as the beginning of the competitive design, has not been canceled. And the very idea of \u200b\u200bholding a competition under the auspices of Rosaviakosmos was very dubious, since The agency officials knew and know the needs of airlines worse than in the Ministry of Transport, which oversees carriers.
The Ministry of Transport of the Russian Federation, represented by Deputy Minister Alexander Neradko, explicitly stated that it was undesirable to hold a tender, about which the Deputy Minister wrote on the margins of the terms of reference for the competitive development of a technical proposal for the creation of a new regional aircraft: budget funding for the completion of certification and deployment of production of Tu-334, as well as development of production of the Tu-204 and Tu-214 families. "
And nevertheless, despite the disagreements and inconsistencies in the actions of the Ministry of Transport and officials of Rosaviakosmos, the competition began, and three applications were submitted to participate in it: Tupolev OJSC applied for Tu-414, EMZ im. V.M. Myasishchev - on M-60-70 and OKB "Sukhoi" - on RRJ. Since the idea of \u200b\u200bholding a tender was unexpected, and the deadlines were tight, the projects were probably crude and required serious research and revision. Because of this, the aircraft developed by the plant. Myasishchev almost immediately dropped out of the competition, and Tu-414 and RRJ remained in the tender.
On March 12, 2003 Rosaviakosmos summed up the results and announced the winner of the Russian Regional Jet (RRJ) project. The decision was expected and it did not cause much surprise among the specialists - the parameters of the technical specifications for the development of the new aircraft largely coincided with the characteristics of the RRJ project. The Sukhoi Design Bureau did not particularly conceal the fact that the TsAGI specialists named after Zhukovsky, who prepared the technical assignment, carefully studied the market requirements, conducted numerous surveys of potential customers of the regional aircraft both in Russia and abroad.
At the same time, in early March 2003, in Seattle, the leaders of Sukhoi and Boeing entered into long-term agreements that defined the framework for cooperation under the RRJ program. Boeing is committed to advising and lending its intellectual property for the design, manufacturing, certification, marketing, sales, after-sales service of the aircraft family, and program management.
Thus, after 2003, all budgetary funds allocated for the development of short-haul aircraft went to the RRJ program, and the practically finished Tupolev Design Bureau Tu-334, Tu-324 did not receive further development and were subsequently phased out. Tu-334, for certification and launch into serial production of which in 2003 almost all budgetary funds allocated to support civil aircraft construction were directed, against the background of the RRJ looked morally obsolete and could hardly compete in terms of technical level with this promising development.
Giving preference to the RRJ, Rosaviakosmos, by a strong-willed decision, replaced the Tupolev time-tested, well-known and reliable family of passenger aircraft with a beautiful idea that existed only on paper at that time. The simplest explanation for this state of affairs is administrative lobbying, because it is no secret that the head of Rosaviakosmos in 2002, Yuri Koptev, also headed the board of directors of the Sukhoi Design Bureau.
The first steps of the new liner
On February 17, 2006, assembly of the first RRJ was started in Komsomolsk-on-Amur, a year later, on January 28, 2007, it was delivered to Zhukovsky for static tests at TsAGI.
In June 2007, the United Aircraft Corporation, PJSC Sukhoi Company, the Italian Finmeccanica group, Sukhoi Civil Aircraft and Alenia Aeronautica signed a General Agreement aimed at Strategic Partnership within the framework of the project to create the Sukhoi Superjet 100 family of aircraft, and announced the creation joint venture. This Agreement defines the acquisition by Alenia Aeronautica of 25% of shares + 1 share of Sukhoi Civil Aircraft. In addition, the Agreement stipulates the conditions for the participation of the Italian side in financing the program (at least 25% of the total investment in the project).
The acquisition of 25% + 1 share was closed on April 7, 2009. The total value of shares acquired by Alenia Aeronautica exceeds 183 million US dollars (138 million euros), making the Sukhoi Superjet 100 project the largest aviation alliance between Russia and Europe.
In 2007, the Italian Alenia Aeronautica and the Russian holding Sukhoi created a joint venture SuperJet International with headquarters in Venice, in which 51% of the shares belong to Alenia Aeronautica and 49% to Sukhoi. The joint venture was responsible for marketing and sales of aircraft of the family in Europe, North and South America, Africa, Japan and Oceania, as well as after-sales support for aircraft of the SSJ 100 family around the world. The main goal of opening a joint venture is to achieve synergies and effectively promote the program in developed markets. It is designed to provide aircraft customization for Western customers, as well as after-sales support and a range of services around the world.
On September 26, 2007, the first prototype Sukhoi Superjet 100 with tail number 95001 was rolled out in Komsomolsk-on-Amur, on February 20, 2008, in preparation for the first flight, a SaM146 engine race was held. On May 14, the aircraft was first tested on the runway: taxiing and jogging of the aircraft was practiced, jogs were performed with a gradual increase in speed up to 162 km / h, - almost to the speed of the front landing gear, and on May 19, 2008 the first SSJ 100 flight took place. board number 95001. By October of the same year, SSJ 100 passed a cycle of factory tests and began the certification process at the Interstate Aviation Committee. The Sukhoi Design Bureau's Type Certificate for the Sukhoi SuperJet 100 aircraft was issued on February 3, 2011.
On February 3, 2012, the SSJ-100 aircraft received a type certificate from the European Aviation Safety Agency (EASA). To obtain the EASA certificate, various tests of the liner were carried out, among which was an imitation of the impact of a pneumatic fragment into the fuel tank cap and confirmation of the fire resistance of a flap made of composite materials. Such tests are carried out after the supersonic passenger airliner Aérospatiale-BAC Concorde 101 crashed near Paris on July 25, 2000 due to damage to the fuel tank. The EASA certificate allows European airlines and airlines of countries in which EASA standards are adopted as a standard, to receive and to operate SSJ 100 aircraft. Thus, Sukhoi Superjet 100 became the first Russian passenger airliner certified in accordance with the EASA CS-25 aviation regulations.
The first airlines to start commercial operation of the SSJ 100 on regular flights in 2011 were Aeroflot and Armavia.
Technological solutions
The aircraft is built according to the normal layout - a twin-engine turbofan low-wing aircraft with a swept wing and single-fin tail. Single-slot flaps are used in the supercritical wing design. Part of the wing mechanization, as well as the nose cone and the fairing of the wing root section are made of composite materials.
The maximum cruising speed of the Sukhoi Superjet 100 is Mach 0.81, the cruising altitude is 12,200 m. The runway length for the basic version of the aircraft is 1731 m, for the version with an extended flight range - 2052 m. The flight range for the basic version is 3048 km, for the version with increased range - 4578 km.
The uniqueness of the Sukhoi Superjet 100 family of aircraft lies in the fact that the latest technologies are applied not only in the aircraft itself, but also at all stages of its creation - from design to assembly, which, in turn, guarantees the creation of a modern aircraft that meets the requirements of the world market.
When designing the cockpit, such promising solutions of modern aircraft construction as a "passive" side handle and "active" engine control levers were taken into account. The use of the Human Centered Design concept made it possible to optimize the placement of control levers and instrumentation in such a way that the flight can be completed by one pilot, even in the event of an emergency. These solutions, combined with the "Dark and Silent Cockpit" concept, ensured precise, comfortable and reliable piloting of the Sukhoi Superjet 100 aircraft.
An additional gain in fuel efficiency, as well as high flight safety are achieved due to optimal piloting of aircraft in automatic mode and the protection of the flight control system from random errors. The remote control system is based on three two-channel high-level computers (PFCU - Primary Flight Computer Unit), complementing two-channel low-level computers (ACE - Actuator Control Electronics). PFCUs process command signals from the cockpit, autopilot and avionics, and optimize the aircraft's flight performance in all flight modes. The level of functional saturation implemented in the PFCU was developed taking into account the experience of the Sukhoi Design Bureau in creating an SDS with automatic limitation of the limiting and operational parameters of the flight with manual and automatic control. Thus, the highest level of safety at all stages of the flight is ensured, not only due to the high reliability of aircraft systems, but also due to the unique functionality of protection against errors associated with the "human factor". The SSJ 100 is the first regional aircraft with a CDS of this level. In the event of a series of serious failures on board, the SDU will switch to a backup control loop that provides flight performance at the level of a non-automated (conventional) aircraft.
The use of a fully fly-by-wire flight control system, landing gear retraction / release and braking system speaks for the high operational adaptability and weight perfection of the Sukhoi Superjet 100.
The fail-safe architecture of the remote control system made it possible to completely abandon mechanical redundancy. The horizontal stabilizer is also controlled by wire. This helped to optimize its dimensions to reduce the level of aerodynamic drag and balancing losses. On the Sukhoi Superjet 100, for the first time, algorithmic protection against touching the runway with the tail in case of a pilot error during takeoff was applied, which made it possible to abandon the use of massive mechanical shock absorbers with which other aircraft are equipped.
The open architecture of the avionics complex was designed by THALES on the basis of integrated modular technology. This made it possible to reduce the number of structural blocks of the complex by about 15% and, thereby, to simplify its maintenance. For this, an onboard maintenance system is provided that is capable of detecting failure - right down to the structural unit in all major aircraft systems. Along with this, the basic avionics configuration is more functional than its closest competitors. It includes a triple VHF communication system with ACARS function, a second generation T2CAS collision avoidance system, and the ability to approach landing according to ICAO category IIIA.
SaM146 engines
The development and production of the SaM146 engine for the entire aircraft family is carried out by PowerJet, a joint venture between the French company Snecma, which today is one of the world's largest engine manufacturers, and the Russian NPO Saturn. Thanks to the new technologies incorporated in the SaM146 engine, all aircraft of the family exceed the current and pending future ICAO requirements for noise and emissions.
Comfort for passengers
The SSJ 100 offers unsurpassed passenger comfort, with its fuselage cross-section extending the aisle to 510 mm and offering best-in-class aisle height with five comfortable seats in a row. The height in the passage to the ceiling is 2,120 mm. The width of the seats is 465 mm.
When configured with four seats in a row, a full-fledged business class is obtained with the same level of comfort for all passengers.
Passengers have easy and convenient access to the shelves, which easily fit hand luggage with dimensions approved by IATA standards - in 2015, 55x35x20 cm.Volume luggage racks also allow passengers to freely place any outerwear, from a light summer raincoat to a winter fur coat, regardless of season and region.
Modifications
In October 2015 at TsAGI im. Zhukovsky began life tests of the airframe of the regional aircraft SSJ-100-95LR. This is a model with an extended range. Resource tests should confirm the design life of the SSJ-100-95LR model up to 70 thousand flight hours and 54 thousand flights. Currently, the design life of the SSJ-100-95LR model, which has been supplied to airlines since 2013, has been confirmed at 9,000 flight hours and 6,000 cycles.
The SSJ 100-95LR modification differs from the base model in its increased flight range (4,578 km versus 3,048 km), an increased take-off weight of up to 49.45 tons, and a reinforced wing for an increased take-off weight. The aircraft is equipped with the SaM146-1S18 engine with a 5% increase in take-off thrust compared to the SaM146-1S17 engine modification.
In 2018, the Sukhoi Civil Aircraft company plans to create a new modification of the Superjet - a machine with an extended fuselage SSJ-100SV (Stretched Version). Previously this project was called SSJ 100NG (New Generation). The extended version of the SSJ 100SV is expected to accommodate 110 to 125 passengers. The new model will have a take-off weight of slightly more than 55 tons. In total, it is planned to sell 140 SSJ 100SV airliners by 2031 inclusive. It is planned to bring the SSJ 100SV to the market in 2020. TsAGI is already carrying out blowdowns of the SSJ 100SV model in a wind tunnel.
As of January 1, 2016, 101 Sukhoi Superjet 100 (SSJ-100) were built, of which 76 were handed over to customers.
On January 29, 2016 it became known that the European Aviation Safety Agency (EASA) approved the expansion of the type certificate of the Aviation Register of the Interstate Aviation Committee (IAC AR), confirming the ability of the Sukhoi Superjet 100 (SSJ-100) aircraft to land in automatic mode in accordance with CAT standards IIIa ICAO.
Specifications
| Model | SuperJet100-95B | SuperJet100-95LR |
|---|---|---|
| Length | 29.94 m | |
| Height | 10.28 m | |
| Wingspan | 27.80 m | |
| Fuselage diameter | 3.24 m | |
| Maximum takeoff weight | 45880 kg | 49450 kg |
| Maximum landing weight | 41000 kg | 12245 kg |
| Empty weight | 24250 kg | |
| Bearing surface area | 77 m 2 | |
| Cruising speed | 830km / h / 0.78M | |
| Maximum speed | 860km / h / 0.81M | |
| Flight altitude | 12200m / FL400 | |
| Engines | 2 × SaM146-1S17 | 2 × SaM146-1S18 |
| Maximum thrust in takeoff mode |
2 × 76.84 kN | 2 × 79.00 kN |
| Range of flight | 3048 km | 4578 km |
| Crew | 2+2 | |
| Passenger capacity | 98 in basic configuration (up to 108) | |
| Passenger doors | 4 | |
| Luggage compartment volume | 21.7 m 3 | |
| Takeoff run | 1731 m | 2052 m |
| Run length | 1630 m | |
| Fuel reserve | 15805 l | |
| Auxiliary power unit | Honeywell RE220 | |
| The first flight | May 19, 2008 | 12 February 2013 |
SSJ 100/95 basic layout options
 |
Two-class layout 86 seats, step: 8C / 90 cm + 78Y / 80 cm Standard size galley in front compartment, 2 toilets |
 |
Standard single-class layout 98 seats, step 80 cm |
 |
One-class layout 103 armchairs, step 77.5 cm Small galley in the front compartment, 2 toilets |
Photo of the board of the Mexican AK Interjet and the cockpit - Marina Lystseva (http://fotografersha.livejournal.com/677345.html)
The Yamal airline fleet consists of comfortable liners:
Yamal aircraft review
Yamal Airlines pays considerable attention to flight safety issues. Yamal aircraft undergo regular maintenance. Moreover, the airline has created linear repair stations, which allow timely and high-quality routine and maintenance of aircraft. Buying tickets for Yamal flights, you can be sure of the safety of your flight.
Airbus A320
Airbus A320 - medium-haul aircraft flying up to 6,150 km. The liner capacity is from 150 to 180 passengers. The row of seats in the cabin is made according to the 3 + 3 scheme.
Seat map Airbus A320
Airbus A321
Airbus A321 - a medium-haul aircraft capable of flying up to 5,950 km. The passenger compartment has 142 seats in economy class and 28 seats in business class. The row of seats in the cabin is made according to the 3 + 3 scheme.
Seat map Airbus A321
Bombardier CRJ-200
Bombardier CRJ-200 - short-haul regional aircraft capable of flying over a distance of up to 3,000 km. The liner can accommodate up to 50 passengers. The row of seats in the cabin is made according to the 2 + 2 scheme.
Typical Cabin Configuration of Bombardier CRJ-200
Sukhoi Superjet 100
Sukhoi Superjet 100 - Russian-made short-range aircraft. The plane will take on board 98 passengers and transport them to a distance of up to 2,950 km. The spacious cabin of the aircraft is equipped with comfortable seats arranged in a 2 + 3 pattern.
Typical Cabin Configuration of Sukhoi Superjet 100
All Yamal aircrafts are equipped in such a way as to provide passengers with a comfortable and safe flight. During the flight, you will be offered in-flight meals, drinks and the latest newspapers.
On Yamal airlines, the maximum baggage allowance is 20 kg, carry-on baggage allowance - 10 Kg.
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Work on the Sukhoi Superjet 100 aircraft began in March 2003. It took off on its first test flight in May 2008. Factory tests ended 4 months later, in October, after which the next stage began, required for the certification of the liner. For the first time, the plane took off on a flight with passengers on April 21, 2011. The Sukhoi Superjet 100 short-haul aircraft became the first in the family. Its modification "Superjet" (LR - Long Range) has an increased take-off weight and a longer flight range of 4578 kilometers. For the first time, an aircraft of this modification took off in 2013.
Another modification of the Sukhoi Superjet 100 SV features an elongated fuselage. This will allow the liner to carry more passengers. Work on the creation of this model was started in 2015 and is scheduled for completion in 2018.
By the end of 2017, the number of aircraft manufactured had reached 110, with more than 90 Superjets sold to airlines. These aircraft are operated in Russia, Mexico, Ireland, Armenia, Laos, Indonesia, Thailand.
Sukhoi Superjet is used poorly by Russian airlines. For a number of reasons, it takes at least 2 months to wait for spare parts for it. At the same time, spare parts for foreign-made aircraft are provided within 24 hours. Because of this, a significant part of the aircraft is idle.
In 2015, the total flight time of these 25 airliners at Aeroflot was about 9,000 hours. The airline "Gazprom avia", which has 10 superjets, 1400 hours. That is, on average, each plane was in the air for a maximum of 25 minutes per day. For comparison, an indicator characterizing the work of "Boeing 737" is given. On average, everyone is in flight up to 15 hours a day.
Best and worst seats in the cabin
The layout of the Superjet's cabin is made according to a scheme in which 12 seats are provided for business class and 75 for economy class. That is, the total number of passengers is 87. Of course, more amenities are available where business class seats are located. Here the chairs themselves are somewhat more comfortable. They are both wider and softer. The disadvantage is that the existing partition separating passengers from the economy class here is too thin. It does not provide a high level of sound insulation.
The best seats in both classes are in the front row. In business class it is the 1st row, in economy class it is the 6th. The advantage here is that there are no seats in front, which means that passengers do not recline their backs, causing some inconvenience to those sitting behind.
Another plus is that there is more legroom here, which is quite comfortable on a long flight. In addition, the passengers in these rows are the first to receive food and refreshments. In addition, staying farther from the middle of the cabin, where there is almost always noise due to passenger communication, is also an additional convenience.
The best places include those in the other rows, marked in the diagram A and F. These places are located at the windows. For this aircraft, they are quite large, conveniently located, and provide a good overview.
Since all of the seats in Business Class are always better than in Economy Class, there is little need to dwell on them. We can only add that in addition to the convenience due to the increased softness of the seats and their greater width, there is such a plus as the distance between the rows. It is one and a half times more than in economy class.
Passengers behind the partition that separates business class from most of the cabin find themselves in somewhat cramped conditions. Although the spacing between the rows meets the standards, passengers with a high height are still uncomfortable here.
A serious minus is present in places C and D of the 19th row. There is a lot of traffic of those who go to the toilet. In addition, flight attendants are constantly working in the aisle. This also creates inconvenience for passengers who are here.
The seats in the 20th row are recognized as the most uncomfortable. The kitchen and toilet are located at a short distance. Passenger traffic is the most intense here. To a greater extent, place D, located next to the entrance to the kitchen area, is not convenient. The difficulty here is that almost every time the trolley with which the flight attendants pass through the cabin, serving passengers, touches either the seat or the passenger. And this is still rather unpleasant.
Pros and cons of the plane
Among the advantages of the aircraft are the latest design solutions and new technologies. Suffice it to mention that the developers took into account the requirements of the FAA (US Federal Aviation Administration) and EASA (European Aviation Safety Agency). In addition, in the course of the work, the requirements and wishes of those who operate the aircraft and are a potential customer of the Superjet were taken into account.
The advantage of the new airliner is that it can land and take off on runways A, B, C. This becomes possible both due to its design features and due to the fact that it uses a modern avionics system. Due to this system, the landing of the liner is possible in adverse weather conditions.
Currently, the "Superjet" does not have any flaws that could arise in its design. Of course, they were at the first stage. However, everything that could adversely affect the aircraft was revealed during its tests. What could not be detected immediately, was eliminated within two years (2011 - 2013), that is, in the first years of operation.
Still, some drawbacks remained. They refer to living conditions. Among them are the insufficient width of the aisle, slightly increased noise in the cabin, which creates discomfort for some passengers. Business class passengers have an inconvenience - poor sound insulation from the rest of the cabin due to the thin partition.
These disadvantages are more than compensated for. The liner has an unprecedented security system. It uses algorithmic protection to prevent touching the GDP. It is more efficient than mechanical shock absorbers.
Specifications
Length: 29.94 m.
Height: 10.28 m.
Wingspan: 27.80 m.
Wing area: 77 m2.
Fuselage width: 3.24 m.
Cruising speed: 830 km / h.
Maximum speed: 860 km / h.
Flight range: 3048 km.
Number of passenger seats: 87.
Crew: 2 h.
Conclusion
Summing up, it can be noted that even with the existing shortcomings, the Sukhoi Superjet is a good aircraft. It can provide transportation of passengers both short and long distances. Although the dimensions of its cabin are inferior to those of the Airbus A-380, its capacity corresponds to this class of airliners.
The existing security system and modern avionics ensure high reliability. At the same time, the cost of the aircraft, in comparison with analogues, is significantly lower. We can say that this airliner is the next stage on the way to a new generation of aircraft. And his performance allows him to be recognized as the best among the representatives of this class.
Calculating the cost of a taxi to the airport