What the Superjet 100 aircraft looks like. Modifications of the Sukhoi Superjet cabin on the example of several airlines

Entering the plane, any passenger will look not only to the right, but also to the left. Sometimes the door to the cockpit is open and we see how complicated everything is inside. We will explain what the main levers, toggle switches and panels mean.

AIRPLANE SUKHOI SUPERJET 100

Max Speed: 860 km/h
Wingspan: 28 m
Cruising speed: 830 km/h
First flight: 2008
Manufacturer: plant them. Yu.A. Gagarin in Komsomolsk-on-Amur

1 ATTITUDE OF AIRCRAFT

The pitch is displayed on the screen - the movement of the aircraft in the longitudinal channel. Simply put, pitch is the elevation of the nose or tail of an aircraft. Also here you can see the roll of the aircraft in the transverse channel, that is, the rise of the right or left wing

2 NAVIGATION DISPLAY

Reminiscent of a traditional car navigator. As in a car, it displays data about the destination, current location, how far the plane has already flown and how far

3 DOUBLE AIRCRAFT ATTIOLATION AND NAVIGATION INSTRUMENT

4 HOURS

5 ON-BOARD COMPUTER

Before the flight, pilots manually enter data into it: from where and where we are flying, weight, balance, takeoff speeds, wind along the route. The computer calculates the required fuel for the flight, the remaining fuel, the flight time ...

6 CHASSIS RELEASE AND RETRACT HANDLE

7 SIDESTICK

Aircraft control stick, replaces the steering wheel

8 AUTOPILOT DISABLE BUTTON

9 BRAKES

Two pedals are used for braking in an airplane. They work separately. The intensity of braking depends on the force of pressing the pedal: the harder we press, the faster it brakes

10 FIRE FIGHTING SYSTEM

In the event of a fire, the indicators light up. We see in which part of the ship the fire is located, and we turn on the automated fire extinguishing mode. Hand fire extinguishers are located in the cab and in the saloon

11 FUEL PUMP START BUTTONS

12 WINDOW HANDLE

13 AUTOPILOT

The autopilot requires data that we entered into the on-board computer. We turn on the autopilot after takeoff, when the plane has reached the required height. Autopilot landing is used in special occasions e.g. in the fog

14 ENGINE CONTROL LEVER

This is the same as the gas pedal in a car. It controls the thrust of the engine.

15 SPOILER CONTROL SWITCH

Spoilers - folding flaps on the upper plane of the wing. They are air brakes. It is often necessary to slow down in the air, especially when landing. In this case, we release spoilers. They create additional resistance, and the aircraft's speed drops.

16 FLAPS CONTROL KNOB

Flaps are deflectable surfaces located on the trailing edge of the wing. We release them during takeoff to increase the wing area, and, accordingly, the lift of the aircraft. Having gained the required height, we remove the flaps

17 BATTERY START BUTTONS

18 AIR TEMPERATURE CONTROL BUTTONS IN THE CABIN AND CABIN

19 TABLET COMPUTER

It contains collections of airport diagrams and maps. different countries. You can also display a picture from video cameras installed in the aircraft cabin.

20 AIRCRAFT CONTROL PANEL

Here are the buttons for turning on the autothrottle, switches for selecting navigation aids, knobs for the course setter, speed. Acting on them, we give commands to the autopilot to control the aircraft

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. It was my first acquaintance with this machine. The first time I got on board this plane was just a day early. And today I was given a full tour of this aircraft.
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We visited the plane SSJ100-95LR(RA-89034) for Yamal Airlines. This is a short-haul passenger aircraft of a normal aerodynamic configuration with a low swept wing and a single-tail tail unit. It is intended for regional aviation. The first regional jet aircraft was the domestic Yak-40, which was also exported. Prior to this, regional flights were carried out either on Boeing 737 aircraft, which are expensive for such transportation, or on turboprop aircraft. In the late 1980s, Bombardier converted its large Challenger business jet into a regional CRJ aircraft. It first took to the air on May 10, 1991, becoming the first state-of-the-art regional aircraft among 50-seat aircraft. Then Embraer aircraft appeared. In terms of passenger compartment, they are larger than CRJ. However, the Sukhoi Civil Aircraft Company (CJSC GSS) has created a regional aircraft with the characteristics of a passenger cabin as on liners intended for flights “hub to hub”, that is, between major cities. This condition allows airlines to attract additional passengers for your flights.
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The tour was conducted by Dolotovsky Alexander Viktorovich - Deputy Chief Designer of CJSC "GSS" for aerodynamics.
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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. Seat width 465 mm.
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The first three rows of seats are installed with an increased pitch of 33 inches. They are separated from the rest of the cabin by an optional curtain, which is a class separator. This measure allows airlines to sell the first three rows as business class. This approach is often used in various airlines when passengers are given not much more comfort on the plane, but business service is given, which consists not so much of seats, but of the speed of passing through airport terminals, baggage claim, and so on. For example, the Lufthansa airline uses this. Also, the size of the fuselage of the Superjet aircraft allows, if necessary, to install full-fledged business class seats in the bow, which are not inferior in size to those in the A320 or Boeing 737 aircraft. Aeroflot's Superjet aircraft have this arrangement.
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Next come the chairs with a step of 30 inches. 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 aircraft manufactured in the 90s. Therefore, even with a 30-inch pitch, passengers feel the same as with standard layouts with a 31 or 32-inch pitch.
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The luggage racks in the passenger cabin are chosen in such a way that passengers who have previously traveled on a wide-body aircraft have no difficulty with their hand luggage. The luggage rack above the long row (on the right) is slightly larger than what the A320 provides in its standard configuration. The shelves opposite (on the left) are smaller in depth, but a standard suitcase still fits into it. And given that this shelf is above the two-seat block, there is enough space for everyone. That is, the volume of the luggage rack per passenger here does not depend on which side he flies from. At the same time, if we compare the size of the shelf with the direct competitor of the Superjet - Embraer 190, the shelf height of our aircraft is almost twice that of Embraer.
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A wide passage between the seats was chosen for reasons aviation security: width of Trolley (food carts) + 1 passenger. This is due to the absence on the plane emergency exits on the wing. This decision was taken from the outset. The presence of emergency exits to the wing limits the designers in the formation of the cabin layout. In the area of ​​the wing exits, there should always be an increased seat pitch. Plus, a row of chairs with non-reclining backs may appear in the exit area. At the same time, aviation rules, when arranging an aircraft 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. It's about 90 seconds. Thanks to the wide passage, the tests passed without injuries, and all standards were met. The aisle width on the Superjet aircraft 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 handicapped. 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 that this is a container for small debris, which is marked as an ashtray by default. Therefore, if you need to spit out the gum, you do not need to stick it to the chair. Airlines spend a lot of money cleaning them up. 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, specifically on this aircraft, is equipped with one oven, a boiler and a coffee maker. It also comes with three full size food carts. Optionally, there can be a large kitchen with four ovens, on which there will be six trolleys. This is necessary for airlines that plan to carry passengers over long distances and serve hot meals. The kitchen in the bow is equipped with not full-sized, but half-sized food carts. Optionally, a full-sized kitchen with two ovens can stand in its place. Pictured is a feed kitchen food cart.
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All interior lighting is LED. There are no incandescent lamps here. LED lamps are much more durable. Due to this, the cost of aircraft maintenance is reduced.

Concerning the nozzles of individual blowing. They are installed in older aircraft due to the fact that the air conditioning system does not cope well with the task of equalizing the temperature throughout the cabin. The Superjet has a modern digitally controlled air conditioning system. Therefore, individual airflow nozzles are not needed here. Optionally, they are installed at the request of airlines. But the plane is very comfortable with the air conditioning system running.
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The windows installed on the aircraft are the largest not only in the class of regional, but also narrow-body aircraft. The line of windows is located in such a way that it is convenient for passengers to look at 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 lounge? This aircraft is designed to be operated under the “Hub and Spoke” system. These are flights between major cities (the so-called “hubs”), and then on regional planes in individual regions. “Hubs” are accumulators, and regional airports are distributors of the passenger flow. Today, a regional jet is, as a rule, a rather serious compromise in terms of passenger comfort. For example, if on a route from major airport a CRJ plane flies to the region, you will have to give your hand luggage in the 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 don't really want to embarrass themselves. Therefore, a lot of work was done with marketers when forming the terms of reference for the Superjet aircraft. The task was to give passengers the same level of comfort as on narrow-body aircraft and wide-body aircraft in economy class. To ensure that passengers do not feel the damage in comfort. So that they do not have to check in their hand luggage as baggage, thereby increasing the speed of aircraft turnover at the airport. Therefore, today the Superjet 100 is new standard comfort for regional transportation.
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big cross section fuselage unequivocally 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 bad 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. To date, it is one of the few passenger aircraft with a 10 aspect ratio metal wing. There are no winglets on the wing. They are placed when it is impossible to make a wing of high elongation. Although this idea is being considered and, perhaps, winglets will still appear on Superjets.
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The wing is formed from supercritical airfoils. When an aircraft flies at transonic speeds (more than Mach 0.75), it comes close to the sound barrier. At the same time, on the upper surface of the wing, the speed of the air flow becomes supersonic. The appearance of supersonic zones leads to the appearance of wave drag, which can increase the resistance of the aircraft by 30%. If we take a standard profile, then at speeds of Mach 0.72 it will rest very strongly and the plane simply cannot be accelerated further. This problem has been fought 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 the old transonic aircraft, the wings are also very thin. But such a wing is very heavy and it is difficult to put fuel into it. Back in the 60s, the so-called supercritical profile was invented. But not everyone knows how to do it well. From the very beginning, the creators of the Superjet have worked closely with industry institutions. And when the question arose about shaping the wing, they turned to TsAGI. As a result, the wing turned out to be high-speed. The aircraft was optimized for flight at Mach 0.78. In reality, he flies at Mach 0.79. As a result of the fact that the designers have made such a good wing, the Superjet 100 with a large fuselage is more economical in terms of fuel consumption than the Embraer 190 with a small fuselage by about 7%.
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We arrived at the cockpit. During its design, a lot of changes were introduced based on the results of communication with airlines about how a passenger aircraft should look. One important change is the move to a cockpit based on an Airbus concept, instead of a cockpit based on the Boeing concept that was originally envisioned. The airlines have made their assumptions clear enough that the future lies with the 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 - side control stick of the crew commander.
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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. This is a computer flight control system that includes an onboard sensor, a receiver and a computer with databases of navigation data and aircraft performance data. The aircraft is able to perform automatic flight immediately after takeoff, since the FMS provides not only horizontal, but also vertical navigation. The aircraft is certified and performs automatic approach on the 1st, 2nd and 3rd category, including automatic landing.
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The aircraft is approved for flights in the zone of precise area navigation - P-RNAV (Precision Area Navigation). RNAV area navigation is a method of navigation that allows an aircraft to fly 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 perform approaches in the vertical navigation mode, when the three-dimensional trajectory of space is formed by the Flight Management System using the navigation tools that are on board. These are two sources of satellite navigation: GPS and GLONASS. Three inertial systems with high resolution- IRS (Inertial Reference System). All radio navigation aids: VOR (Very high frequency Omni directional radio Range), DME (Distance Measuring Equipment). In addition, an automatic radio compass - ADF (Automatic Directional Finder) can be optionally installed on board. This is an automatic heading indicator that allows you to make calls in the northern regions. In particular, aircraft with two optional ADFs are supplied to Yakutia Airlines.
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The aircraft is certified for operation in the temperature range from -55° to +45°. Traditionally, testing for low temperatures are carried out in Yakutia with a complete freezing of the aircraft. During the tests, the testers showed the possibility of aircraft operation without a hangar in conditions of average temperatures below -45 °.

This machine has an optional weather radar with wind shear detection. 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 cabin as a basis, the designers did not at all engage in simple copying. Together with TsAGI, completely unique laws of control were developed, which are completely written here in Russia with the active participation of the 15th branch 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 have just appeared on the A350. On the plane, a certain mix was laid between the ideology of Airbus and the traditional aircraft. The fundamental differences are that the level of automation here is the same as on Airbus, but at the same time, an automatic thrust control with actuators is installed on the Superjet for the automatic thrust control function. That is, when the autothrottle is running, the engine control sticks (THROTS) move, which is not the case on Airbus, where the throttles are in the “Climb” position for the entire flight. If the pilots on landing forget to remove the ores, a sudden increase in thrust begins for them. For this reason, there was at least one A320 crash in São Paulo on July 18, 2007. In addition, the Superjet, in terms of flight characteristics, behaves like a conventional aircraft with a mechanical control system. Airbus has significant differences in its behavior in both the pitch and lateral channel from aircraft with a mechanical control system. This is the developer's decision. But the designers of the Superjet decided that this idea was not a good one. Because the pilot starts his training on an airplane with a mechanical control system. He develops certain skills. In order to prevent the pilot from getting additional factors in a stressful situation, expressed in the fact that the behavior of the aircraft does not meet his expectations, the designers made the dynamics of the aircraft in such a way that the pilots did not feel any difference when switching from an aircraft with a mechanical control system to a Superjet. This introduction is very good feedback, both from Russian pilots and from foreign ones, starting from Airbus pilots. Philippe Castaing, who is currently participating in the testing of the A350 aircraft, worked for 6 years in the team of the European Aviation Safety Agency - EASA (European Aviation Safety Agency) for the certification of the Superjet aircraft. He really likes this car.

Glasses in the cockpit provide the maximum viewing angle for the pilot civil aircraft. This is important for regional aviation. Because 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 glass with heating of such an area and such a level of transparency.
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After getting acquainted with the cockpit and the passenger cabin, we went down the ladder and walked around the plane.
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All aircraft design was carried out digitally from the very beginning using the CATIA V5 3D modeling system. This made it possible to carry out the analysis of various compartments even in 3D. In addition, the experience of the team that previously worked in different time with different aircraft. Thanks to this, the smallest details were worked out. For example, the hatch of the refueling console, which is constantly available. The aircraft was made for a very short turnaround time. Time on the ground should not exceed 30 minutes. With such a pace, it happens that the hatches are forgotten to close. To prevent it from being torn off in flight, the hinges are made in such a way that it closes with an oncoming air flow.
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There is not a single analog system on the plane. All systems are digitally controlled. The fuel system is also digital. It has its own fuel density meters, which are installed in the tanks and provide fuel density measurement. Therefore, fuel is taken on board not in liters, but in kilograms. The measurement is made 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 savings and security. 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 drained from the drainage of fuel tanks, into which potassium permanganate is poured. In this way, the presence of water in the tanks of the aircraft is checked. If the car flies as often as a regional jet, and the Superjet makes 3-4 return flights per day (that is, 6-8 take-offs and landings), you can not oversee. 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 is made according to a two-strut scheme. Typically, this scheme is used on large wide-body aircraft. It is significantly superior to single-strut both in terms of side impact strength (when landing with a side wind) and in weight. Although the stand itself is heavier, its weight with the surrounding structure is lighter.
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Niche of the main landing gear.
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The aircraft has a turbofan engine. SaM146 companies powerjet, which was developed specifically for the Superjet.
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This is a new generation of regional engines. During its design, the most modern technologies were applied. First of all, this is 3D optimization of all aerodynamic surfaces. Since it is designed for a regional aircraft, great care was taken to get foreign objects into it. All fan blades are changed without removing the engine from the wing. The engine is built on a modular architecture. This allows you to carry out most of the repair work 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 a Superjet plane, not only the passenger compartment is convenient, but also the luggage compartment. Compare it to the luggage compartment of the Embraer 190, which is less than one meter high. Since baggage is loaded in bulk on both planes, 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 specially chosen to be more than 1 meter. This allows loaders to work in more comfortable conditions. In addition, despite the fact that the Superwait is larger than the Embraer 190, the height of the lower edge of the luggage hatch is lower. For Embraer 190, this height is more than 2 meters. That is, standing on the ground, it is very difficult to reach the hatch opening handle without rolling up the stepladder. In order to load the baggage of the last passenger who has just come running on board, you need to roll up a stepladder to the Embraer 190. On a Superjet aircraft, the hatch can be opened from the ground without the use of additional devices.
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Today, there is a serious need in the world for a 100-seat narrow-body aircraft that will allow airlines to manage their costs in times of crisis. And the Superjet 100 fits this role very well. That is why GSS operates in all regions of the world.
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Additional information about quantity aircraft and the timing of their deliveries can be found and.
The percentage ratio of the share of Russian and imported parts to the design of the Superjet is very well written in this article.
With regard to production under sanctions, it is difficult to get an unambiguous answer to this question. Nobody knows what will happen tomorrow. And one can only guess about it.

Many thanks to Dolotovsky Alexander Viktorovich for the tour. As well as the United Aircraft Corporation for the invitation.

The pride of the Russian aviation industry, an innovative development on which the government has big plans - it's all about the model modern aircraft"Dry Supreget-100".

Despite the fact that the model has a number of shortcomings, it is the next step in the development of domestic passenger transportation over short distances.
Subject to responsible development and improvements, he has every reason to get the title of best in its class.

History of creation

The start of work on the creation of a prototype of the first "Superjet" was after the victory of the PRJ project in the competition for a license for development.

In February 2006 the company started assembling the first SSJ model, and exactly one year later the model was delivered from Komsomolsk-on-Amur to the Zhukovsky training ground for the purpose of presentation and control static testing.

In February 2008, the first check was made of the performance of the power plant, its compatibility with other systems. After another 2 months Sukhoi Superjet-100 was tested on the runway.

The model passed the test of movement and steering control successfully.

This fall, the SSJ-100 was tested for certification by the Interstate Aviation Committee and passed life tests.

24. 12. 2008, under the control of test pilot L. Chikunov and N. Pushenko, the airliner took off for more than 2 hours. The height to which the model climbed reached 6 km.

The results of TsAGI's inspections were received in 2010, as a result of which CJSC received a license to manufacture this modification. On April 19, the first prototype was presented to the Armenian air carrier Armavia, which successfully operates it for its own needs.

Design

The turbofan power unit SaM146 of the Russian-French company Power Jet, installed on both sides of the case, ensures the flawless operation of the model. The plan of the aircraft "Dry Superjet" is no different from the standard classical norms of aerodynamics, representing an ordinary short-haul passenger ship.

The swept-back shape of the wings, equipped with flaps with a single slot, the nose cone, many mechanisms and parts are all made of composite materials.

The liner is controlled using a sidestick installed instead of the steering wheel, which is used in domestic developments for the first time.

Mechanical shock absorbers for landing safety are not installed, since instead of them, the designers used automatic protection against touching the tail of the runway.

Salon scheme

The manufacturer comments on the layout of the cabin with the following words: “The seats in our Sukhoi Superjet-100 aircraft are designed in such a way that the greatest comfort and safety created by unprecedented characteristics are put in the forefront. Thus, a passenger who arrived on a large airliner for long-haul flights and transferred to a small regional one will practically not feel the difference.

The design of the economy class cabin, in comparison with the dimensions, is identical to the Boeing or Airbus. The distance in the legs allows you to calmly sit down and straighten your legs even for tall people, and the 50-liter luggage rack breaks all records.

In addition, this is an advantage due to the fact that there is no need to check in a bag or suitcase in luggage, and then wait for it to be received upon arrival.”

The layout of the seats on the Sukhoi Superjet is designed in such a way that there are 2 categories: economy and business class.

Inexpensive salon has 75 seats against 12 in a more expensive class.

Separately, the arrangement of seats should be mentioned, they are placed in such a way that on one side along the board in one row there are 3 pieces, through the passage along the second side - 2. Toilets are located in the front and rear.

Location of the best places

The total cabin capacity can vary significantly depending on the selected seat. The most comfortable in the economy class are in the 6th row. Here more space for the legs, as there are no seats in front.

The rest are considered relatively convenient, in many respects different from their "classmates" used in regional aviation. The distance between adjacent seats is 81 cm.

The opposite situation applies to the last row, the partition installed at the back does not allow you to completely recline the back and sit with maximum comfort.

In addition, the structure of the aircraft cabin has some features that apply to almost all places in any public transport. Therefore, it is advisable to take them into account when choosing a place:

1. Armchairs located near the porthole are distinguished by the fact that during the entire flight you can admire the opening views (subject to a daytime flight and clear weather). However, getting out of it is inconvenient, you have to disturb a neighboring passenger;
2. Seats installed next to the aisle have completely opposite characteristics. It is easy to go to the toilet with them, you do not need to ask anyone to let you through. But, quite often, passing flight attendants can be disturbing, delivering food and water on carts, as well as passengers and a neighbor who needs to get off.

General specifications

One of the main differences that the "Dry Superjet-100" has is the production using modern technologies and innovative projects.

Thanks to this, some specifications radically different from the analogues produced earlier.
You can get acquainted with them using the table below:

Due to its features, "weaving" can be operated on all types of runways.

In addition, the avionics of the model allows you to perform these actions even in difficult meteorological conditions.

In addition, the price of tickets for a small aircraft is low, which makes it more popular for use in regional transportation.

Modifications of the Super Jet-100 family

As of November 2017, 151 Sukhoi Superjet-100 aircraft have been produced. However, this applies not only to one model, but to the entire series, developed on a single basis.

Total for this moment 7 different variations are known, designed for different purposes:

1. Aircraft "Dry Superjet-100 V" - the standard version from which the history of the model began;
2. Model 100 V-VIP is an administrative and business version developed on the basis of the main model. On given time 2 machines are operated in the Rossiya Arctic Region and 1 in the RusJet airline;
3. 100 LR (Long Range) - has an increased flight range, reaching 4,500 km;
4. 100 LR-VIP - administrative and business version with increased flight distance. Produced 5 units of equipment (2 Ministry of Emergency Situations, 2 Royal Court of Thailand, 1 Kazakh branch of a Swiss company);
5. 100 SV - the model is under development, the manufacturer undertakes to present a prototype with an enlarged fuselage and more passenger capacity in 2018;
6. Sukhoi Business Jet, or SBJ - is intended for flights of important persons. Differs in the increased comfort. The interior trim is made to order. To date, the only owner of such a model is the Kazakh Ministry of Emergency Situations;
7. Sportjet by Sukhoi, a modification designed to transport athletes, is scheduled to begin mass production by the start of the 2018 FIFA World Cup.

Of the total number of Superjet aircraft produced, only 117 units were handed over to customers, the rest are in the manufacturer's hangar or are in Zhukovsky for static tests.

Advantages of the aircraft

As mentioned earlier, the Sukhoi Superjet-100 is produced using modern technologies, which allows us to talk about its high quality, reliability and safety.

The main structures are designed in such a way that this model is the only one certified according to the world standard. In addition, at the time of the development of the aircraft, not only technical requirements were taken into account, but also the wishes and recommendations of future customers.

This made it possible to bring the designs of Pavel Sukhoi as close as possible to the ideal version.

Advantages are divided into received from passengers and operational, those that affect pilots and owners involved in maintenance. If we consider the positive characteristics of the aircraft from travelers, we can note the following:

1. Convenient scheme of the aircraft;
2. Salon, characterized by width and spaciousness;
3. Conveniently installed soft passenger seats;
4. Modern production and use in the production of modern finishing materials.

However, despite numerous positive reviews, the opinion is often heard that the model requires significant improvements. Perhaps this is the reason why the model is on the ground most of its time, and at the time of flights, the cabin is no more than half full.

Aircraft Disadvantages

A serious blow to the image of the brand was the tragedy that occurred at the time of a trial demonstration flight over Indonesia.

As a result of the accident, 45 people died, some of whom could become potential customers. Although, as a result of the examination, the cause of the collision with the mountain was not the technical condition of the aircraft, but the erroneous actions of the crew, the opinion of the Superjet-100 has changed for many, and the manufacturing company has lost a large number of orders.

Most of the list of produced aircraft model "100" and "95" have notes regarding frequent problems that occur with enviable regularity. This can be explained by the fact that the Superjet is a new development, which, like all new products, has technical errors that appear only during long-term operation.

Another option is the Russian assembly. This fact for some customers is enough to refuse a purchase.

If we look at the statistics, the flying time of models does not exceed 3-4 hours a day. The only positive coefficient is shown by Yakutia Airlines with a time more than average - 6.5 hours.

The reason for the low popularity is high price spare parts, the production of which is not profitable for the manufacturer due to the small number of aircraft.

Many passengers notice the design feature of the Superjet - the low location of the windows. In order to look into them, an adult has to hunch over or slide down, which is not very convenient. In addition, a number of unpleasant surprises of the model were noted:

1. Strong floor vibration;
2. Poor sound insulation;
3. Lack of individual ventilation;
4. Poor layout of emergency exits, of which there are very few.

Despite the different dynamics of the advantages and disadvantages of the model, it is a national pride, as it is the only aircraft designed after the collapse of the Soviet Union, while meeting all international requirements. Moreover, despite the description of the Superjet-100 as a model with a number of flaws and constantly requiring the intervention of technicians, it does not have cases that radically characterize the danger of the model.

For the entire short period of use with the aircraft, there was not a single serious breakdown that caused the death of people. The case that happened in Indonesia is not taken into account, as it happened for a different reason.

Video

Reporting by Igor Kudryavin from the cockpit of the SSJ100

Did you have a dream as a child? Personally, I dreamed of being a pilot, a pilot civil aviation, and even more specifically, I dreamed of flying the Yak-40. I had his models, photographs from magazines, pictures, I found out where the pilot school was located and they sent me documents for admission, but fate made me an air defense officer. Then it turned out to fly on airplanes more than once, but only as a passenger, for whom the cockpit is a restricted area. But yesterday I was lucky, I visited the holy of holies of the Russian aviation industry: KnaF CJSC GSS, this is the very glorious place where the SSJ100 civil aircraft is assembled. I've been where I couldn't even dream of being: the PILOT CABIN!

I saw a lot more, for example, what an engine looks like without a casing and a lot of other interesting things.

Airplane heart

There are things that you look at and understand that there is no limit to the admiration of human engineering. An aircraft engine can be safely attributed to such hand-made masterpieces. He is beautiful! Especially when the engine was produced in your homeland, like the plane itself

Beautiful? Do you know what exactly is in the protection of the metal? So know:

This is the front view

It's from behind

There is a myth that the engine for the Sukhoi SSJ100 aircraft is imported, which is not true. This engine was designed and assembled at our Russian enterprise, in cooperation with the French, while 2/3 of its components are manufactured by Russia.

The open architecture of the avionics complex was designed by THALES based on integrated modular technology. This made it possible to reduce the number of structural blocks of the complex by about 15% and thereby simplify its maintenance. To simplify maintenance of the aircraft as a whole, an on-board maintenance system is provided that is capable of detecting failure down to the structural unit in all major aircraft systems. At the same time, the basic avionics configuration is more functional than its closest competitors: it includes a triple VHF communication system with the ACARS function, a second-generation T2CAS collision avoidance system, and the possibility of landing in ICAO category IIIA.

Due to the automatic mode of piloting the aircraft, not only an additional gain in fuel efficiency is achieved, but also high flight safety, because. in this mode, the fully remote flight control system (RTCS) is protected from random errors. The fail-safe remote control architecture made it possible to completely abandon mechanical redundancy. The rearrangement of the horizontal stabilizer is also carried out electrically. This helped to optimize its dimensions for high degree manageability. The Superjet 100 is the first to use algorithmic tail-to-runway lift-off protection, eliminating the need for mechanical shock absorbers found on other aircraft.

The SaM146 engines are manufactured by PowerJet, a joint venture between Snecma (France) and NPO Saturn (Russia), to meet all the requirements of the Sukhoi Superjet 100 family of aircraft. The new SaM146 modular engine combines the successful experience of CFM56 application with modern technologies and a 20% reduction in the number of components, which significantly reduces operation and maintenance costs while achieving unsurpassed performance and reliability indicators. The latest redundant 3rd generation Autonomous Digital Engine Control (FADEC) system optimizes flight performance while reducing fuel consumption. The interchangeability of the components of the left and right engines reduces the range of necessary spare parts. It is possible to replace the blades without removing the engine from the wing. Thanks to the new technologies incorporated in the SaM146 engine, all aircraft of the family exceed the current ICAO requirements for noise and emissions. Gondolas with high sound absorption and low drag provide increased comfort inside the salon.

The cockpit of the SSJ100 is equipped with intuitive controls and an electronic indication and signaling system of the latest Thales avionics complex and a fully digital fly-by-wire flight control system. Fully digital fly-by-wire flight control system with side sticks optimizes aircraft performance, reduces crew workload, reduces fuel consumption and provides protection against aircraft overshoot

The "dark and quiet cockpit" concept provides excellent situational awareness and crew working conditions thanks to the ergonomic cockpit design with five large LCD displays.

DSUP is based on three top-level computers (PFCU - Primary Flight Computer Unit) and complementary computers lower level(ACE - Actuator Control Electronics). PFCUs process commands from the cockpit to the ACE and optimize the aircraft's flight performance in all flight modes. At the same time, at the first serious failure, there is no need to switch to direct control, and flight characteristics remain at a sufficient level of controllability. The high operational manufacturability and weight perfection of the Sukhoi Superjet 100 is also achieved by the implementation of a fully electrically remote control system for retracting / retracting the landing gear and braking system.

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