Aeroflot has almost 170 aircraft in its fleet, 26 of which are Sukhoi Superjet 100. These aircraft are designed for short- and medium-haul flights. The standard configuration of this aircraft is 12 business class and 75 economy. Despite the relatively small number of passengers carried, this aircraft is very comfortable for passengers. On the layout of the Aeroflot dry superjet 100 cabin, you can see that the distance between the seats and the rows is enough to feel comfortable when traveling by air.
Interior features
The salon consists of 2 classes: business and economy. In the first section of the aircraft there are 12 luxury seats, between which there is much more space than in the second section of the aircraft. However, despite this, the business class is separated from the economy class only by a screen, which does not eliminate extraneous sounds and the noise coming from behind her.
Interior layout from the official website
Business class seats
There are only 3 rows of 2 seats on both sides of the aisle. It is impossible to say with certainty which ones are the best. For those who may be disturbed by noise from economy class, it is advisable to choose 1st row, since a short distance and a thin screen will not provide you with complete silence during the flight. Although, due to the close location of the partition, there is not enough space in these places to comfortably relax the legs. Whereas the distance between other seats in this class is quite large.
Economy class seats
Despite the fact that the distance between the rows of economy class is sufficient, 6th row is considered the most convenient. It is the first in its section, so there will be enough space in front of the passenger in order to comfortably position your legs, as well as carry-on luggage so that it does not interfere with you while traveling. Also, an important advantage is that there are no other chairs in front of you, and no one will throw their back on you, which will cause you discomfort. The only drawback of these seats is that they are often used by passengers with children who can cry or indulge all the way.
The most inconvenient places, as can be seen on the aircraft cabin diagram, Aeroflot's dry superjet 100 are located in 20m row... The discomfort comes from the toilets and the kitchen area just behind these chairs. There will be a constant movement of flight attendants with carts and trays carrying food and drinks. Particularly unfortunate in this are the places located directly at the aisle. In addition, during the entire flight, there will be a movement of passengers near your seat, who go to or from the toilet. They, as a rule, slam the door or do not close it at all, create in the aisle near the last rows of the queue and talk while waiting.
Also, in these places, both unpleasant smells of the toilet and the aromas of food are usually felt, which also does not always bring pleasure. Another inconvenience in this row of seats is that they do not recline, so you will not be able to comfortably relax or be uplifted during a long flight. This nuance is especially important for those who have all kinds of problems with the spine and back injuries.
- If possible, it is worth booking seats in advance, in this case there is a better chance that you will get exactly the seats you want.
- When planning a flight, go to the airline's website and ask about the location of seats in the cabin, as well as where the bathrooms and kitchen are located.
- In order to find out the model of the aircraft and its configuration, you can contact the representative of the airline. He will be able to answer all your questions and advise the most profitable and convenient option for you.
- Business class is most suitable for a comfortable trip, here you can relax, sleep, and take a comfortable position, regardless of your height.
- If you still get seats at the end of the cabin, ask if the backrests recline on the seats, as otherwise you will have to fly upright all the time, which can be very tiring and painful for your back.
Recommendation! If you are flying with a child or for some reason need to visit the toilet frequently, buy tickets for seats located near the aisle or in the 6th row, since in this case you will not interfere with your neighbors constantly making your way through them to the exit. This will save time and hassle for you and other passengers.
Sukhoi Superjet 100 (Sukhoi Superjet 100) is a short-haul passenger airliner of Russian production. Designed and manufactured by Sukhoi Civil Aircraft, it has been used on commercial flights since 2011.
At present, Sukhoi Superjet aircraft fly not only in Russia. Foreign operating companies include CityJet (Ireland), Interjet (Mexico), ArmAvia (Armenia), Sky Aviation (Indonesia), Lao Central Airlines (Laos).
Typical Cabin Configuration of Sukhoi Superjet 100
The layout of the cabin may differ according to the choice of airlines, but the difference is not as striking as on large long-haul aircraft, the equipment of which offers more options for accommodating comfort zones and ordinary seats.
Aeroflot
Aeroflot's Sukhoi Superjet 100-95B fleet is huge: 42 airliners of this model are used on flights.
Aeroflot's Sukhoi Superjet scheme is the same for all aircraft:
- Business Class ( best places Aeroflot's Sukhoi Superjet): rows 1-3, a total of 12 seats, arranged according to the scheme 2-2;
- Space + seats (increased comfort in economy class): 6th row, 5 seats according to the scheme 2-3;
- The usual seats in Economy Class are 70 seats from rows 7 to 20, the layout is 2-3.
Toilets on board 3: 1 at the front of the aircraft on the left side, 2 at the rear.
The worst seats are considered to be at the end of the cabin (row 20) and each middle seat in a three-seat block (in the diagram from Aeroflot, these are all E seats).
Gazprom avia
The Gazprom avia airline operates a modification of the Sukhoi Superjet 100LR.
On the official website, the carrier does not provide the layout of the passenger compartment. However, it is known that the main part uses a typical arrangement of seats for the Sukhoi Superjet cabin - according to the 2-3 scheme.
IrAero
IrAero's aircraft fleet includes RRJ-95B (basic type) and RRJ-95LR-100 (modification with increased range); in total, 8 Sukhoi Superjet 100 aircraft fly on regular flights.
Depending on the layout and modification of the board, the aircraft can accommodate 93 or 103 passengers.
Basic scheme:
- Business class - rows 1-3, 12 seats arranged in pairs;
- Economy class - rows 6-20, seating arrangement - according to the scheme 2-3.
In the Sukhoi Superjet 100 economy class, the best seats are located at the beginning of the cabin - on row No. 6. The least successful seats in the cabin are standard - every middle seat in a block of 3 seats and all seats at the end of the cabin - near toilets and far from exits.
Azimuth
Sukhoi Superjet 100 aircraft are the backbone of the Azimut airline's air fleet, based in Rostov-on-Don.
The aircraft fleet of the young air carrier includes 8 Sukhoi Superjet 100 aircraft, 7 of which were delivered new directly from the Yuri Gagarin Aviation Plant. The RA-89036 aircraft was previously operated by the Yamal airline.
Rostov Azimut uses two layouts for aircraft layout, each is a mono-salon, but seats on rows 1-3 are available at the Comfort rate.
Scheme No. 1
- The total number of places is 100;
- The number of rows - 20;
- Layout scheme for all rows - 2-3.
During the 12th International Aviation and Space Salon MAKS-2015 United Aircraft Corporation - UAC invited bloggers to visit, who could 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 that, 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-seater aircraft. Then there were the Embraer planes. In terms of the size of the passenger compartment, they are larger than the CRJ. However, the company "Sukhoi Civil Aircraft" (CJSC "GSS") has created a regional aircraft with the characteristics of the passenger compartment as 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 services are provided, which consists not so much of seats as of the speed of passing through the airport terminals, baggage claim, and so on. For example, this is used by the airline "Lufthansa". Also, the size of the fuselage of the Superjet aircraft allows, if necessary, to install a full-fledged business class seat in the bow of the seat, which is not inferior in size to those in the A320 or Boeing 737 aircraft. This is the arrangement that Aeroflot's Superjet aircraft have.
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Next come the 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 are flown on airplanes produced in the 90s. Therefore, even at 30 "pitch, passengers feel the same as with standard layouts with 31" or 32 "spacing.
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The luggage racks in the passenger compartment are selected so that passengers who have previously traveled on a wide-body aircraft do not have any problems with their carry-on luggage. The overhead compartment 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 considering 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. At the same time, 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 in the formation of the layout of the cabin. There should always be an increased seat pitch in the area of the wing exits. Plus, a number 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 injuries, 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 container for small debris, 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. Walk to the closet 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 carry passengers long distances and feed them with hot meals. The bow kitchen is equipped with half-size food carts instead of full-size. Optionally, a full-size kitchen with two ovens can stand in its place. In the photo there are food carts for 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. As a result, the cost of servicing the aircraft is reduced.
Regarding the individual blower nozzles. They are installed in older aircraft because the air conditioning system does not do the job well to equalize the temperature in the cabin. The Superjet is equipped with a modern air conditioning system with digital control. Therefore, individual blower nozzles are not needed here. They are optionally installed at the request of airlines. But the airplane 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 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 according to 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 on the route from a major airport to the region, you will have to put your carry-on baggage 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 provide passengers with 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 is bad for aerodynamic efficiency. Therefore, in order not to waste more fuel than competitors, the designers went for an unprecedentedly high 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 wing with a large aspect ratio. Although this idea is being considered and maybe winglets will still appear on the Superjets.
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The wing is formed from supercritical profiles. When an airplane is flying 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 high-speed. The aircraft was optimized to fly at a swing of 0.78. In reality, he 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 of the major changes is the move to an Airbus cockpit instead of 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 - the 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 and aircraft performance data. 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 in the 1st, 2nd and 3rd categories, including automatic landing.
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The aircraft is approved for flights to the area of precise 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 that are 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 automatic radio compass - ADF (Automatic Directional Finder) can be optionally installed on board. It is an automatic heading indicator that allows approaches in northern regions. In particular, aircraft with two optional ADFs are supplied for the Yakutia airline.
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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 at all engage in simple copying. 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 have already been 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 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 significant differences in its behavior both in the longitudinal and in the lateral channel from aircraft with a mechanical control system. This is a 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 with additional factors that are expressed in 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 the aircraft with a mechanical control system to the Superjet. This introduction is very good feedback, 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 EASA (European Aviation Safety Agency) Superjet certification team. 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 the design of the aircraft from the very beginning was carried out digitally using the CATIA V5 3D modeling system. This made it possible to analyze different compartments in 3D. In addition, the experience of the team that had previously worked in different time with various planes. Thanks to this, the smallest details have been worked out. For example, the fuel filling panel flap, which is constantly 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 the fuel tanks, into which manganese is poured. In this way, the presence of water in the tanks of the aircraft is checked. If the car flies with the same frequency as a regional plane flies, and the Superjet makes 3-4 return flights a day (that is, 6-8 take-offs and landings), you might not overlook it. Therefore, there are free water detection sensors in the fuel system, which will light the lamp during the refueling process 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 surpasses the single brace in terms of side impact strength (when landing with a crosswind) and weight. While 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 has a turbofan engine SaM146 company PowerJet, which 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, great attention has been paid to the ingress of foreign objects into it. All fan blades are replaceable 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 a 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 Super Hold 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 on board, who has just arrived, you need to roll up a ladder to the Embraer 190. 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 GSS 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.
In Russia, as usual, they want the best, but it turns out, as always ...
This age-old problem even touched the name of the aircraft and some people cannot understand - are RRJ and SSJ one and the same or are they completely different aircraft?
Evgeny Kovalenko answered this question as well.
blackpost -…. Very strange you identify RRJ95 and SSJ-100. Apparently you are not familiar with the history of the project?
Kovalenko's answer
Yes, I forgot that these are two different projects for you. We'll have to explain.
From the very beginning, the project had the working title RRJ (Russian Regional Jet). This was the name of a family of three aircraft: RRJ-60, RRJ-75 and RRJ-95, which differed in fuselage length, capacity, take-off weight (and, accordingly, other weights), as well as different settings of the same engine.
All working documentation was released under the same name, including 3D models. Under the same name, it was put into production, and even earlier, under the same name, an application was submitted to the AR IAC for certification.
Somewhere in the year 2006 (I may be wrong about the exact date) a competition for the commercial name of the aircraft was announced in the SCAC. Not a single proposal was accepted (obviously, we did not have enough imagination for this), after which a third-party organization was involved in this process, which proposed the abbreviation SSJ100 (Sukhoi Superjet 100) (respectively, the modifications should have been designated as SSJ100-95, SSJ100- 75, etc.). To me personally, and to many of my colleagues, it seemed too pompous and even defiant. But the decision was made by others ...
This is how the name SSJ came about, although I repeat, working documentation continued to be released as RRJ.
Over time, in various organizational documents they began to write SSJ, and in parentheses they put RRJ. It then passed on to various technical papers. In the AR IAC-e, documents began to appear with one or another name. So I had to issue an order and thereby notify the AR IAC, factories and suppliers that these two combinations are synonyms. Otherwise, all working documentation would have to be reissued.
Answer
Yes, and Wikipedia itself says that
Sukhoi Superjet 100 (abbreviated SSJ 100, certification name of the RRJ aircraft family - Russian Regional Jet) ...
Moreover, the certificates really indicate the type of aircraft RRJ-95. As in the Airplane Flight Manual - moreover, it specifically mentions the RRJ-95B.
The aforementioned Wikipedia has the following "crossed" designation option - Superjet 100 / 95B.
- Requires special warming up in Yakutia | From the cycle "Another sensation" - the radio operator writes: an excellent dialogue to the picture If you yourself heated the planes, you would see the difference between heating the MPshka and heating it from the APU. MP-shkoy warming what, I wonder? If so, the whole salon will soon smell of kerosene. What...… (+24)
- The tale of how the "aviaexpert" talked about the payback of the Superjet - Oleg Deguntsov writes: I greet all sane participants of the forum, which I have been reading for more than three years. It dawned on me that the forum has the ability to ignore some particularly ardent pisuns, so I had to register to ...… (+23)
- Teapot's question about the main problem of SSJ - From the discussion at the aviation forum User: I correctly understood that the main problem of SSJ is not its performance characteristics and reliability, but the fact that a lot of money has been poured into this project, but there is no return on it, and there will not be, i.e. the project only brings losses. OldChukchi: no, ...… (+22)
- The plane cannot land in Yakutsk | Another "sensation" - The telephone of the News.Ykt.Ru editorial office began to receive calls from the townspeople, who, as one, said that the plane had not been able to land in Yakutsk for several hours. Some have even suggested that the airliner has failed landing gear on the forums go ...… (+21)
- Negotiations are underway with Transaero to clarify the aircraft specifications - October 1, AEX.RU - Transaero, the second Russian air carrier, may refuse a contract for six Sukhoi SuperJet 100 (SSJ 100) aircraft, Prime agency reports citing a source close to the airline. In fact, the contract was canceled ...… (+20)
- Mimicry of "experts" - Velox writes: the expert interviewed for the sole purpose of vulgarizing Dolotovsky, and at the same time the GSS ... often users do not read at all and do not delve into lengthy texts, but read comments and draw conclusions from this (see: A new plane is not only ...… (+12)
Today's note is a short overview of the Russian Sukhoi Superjet-100 aircraft, hull number RA-89005. The SSJ 100 aircraft, painted in the colors of the SkyTeam air alliance, was handed over to Aeroflot on March 5, 2012. My flight on it took place on March 30, 2012, that is, more than a year ago. At that time, only 8 such machines flew in the world (now about 20). I will share my personal impressions of the plane. Better late than never, as they say.
// glazelki.livejournal.com
A girl in an Aeroflot uniform opens boarding a flight on the Moscow - Minsk route. The cost of a round-trip ticket was a modest 3868 rubles (1013 hryvnia or $ 127).
// glazelki.livejournal.com
The SSJ 100 is available in two versions for ~ 75 and ~ 95 passengers. Superjet belongs to the class of regional short-haul aircraft, i.e. designed for medium and short-range flights (up to 2,400 kilometers). But there is also an option with an increased flight range. The layout of the economy-class cabin is narrow-body - 5 seats in one transverse row, separated by an aisle (3 + 2).
// glazelki.livejournal.com
As soon as online check-in opened on Aeroflot's website, I checked in on the first row after business class.
// glazelki.livejournal.com
Pay attention to the plane diagram, this row has the greatest legroom.
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Even with the toe of an outstretched leg, it is impossible to reach the seat in front.
// glazelki.livejournal.com
The rest of the chairs are also very comfortable to sit. The row spacing is as decent as it can be in economy class. For me, as a passenger, this is one of the key aircraft characteristics.
// glazelki.livejournal.com
The salon turned out to be completely new. So clean that it shone straight. Finishing on a level. Let's go over the main components.
Individual panel. LED bulbs, shine brightly. The buttons on the panel are unpretentious, but they are pressed softly and pleasantly.
// glazelki.livejournal.com
Chief flight attendant's console.
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Compartment for carry-on luggage.
// glazelki.livejournal.com
The designers succeeded in ensuring that the size of the shelves corresponded to the size of the shelves of liners with a large fuselage diameter, such as the medium-range aircraft of the A320 family. Note that the drawer is deeper above the three chairs. So if the "carry-on" is so huge that it does not fit on the right, you can ask the neighbors on the left to sit over them.
// glazelki.livejournal.com
If the cabin is to the eyeballs, and each passenger has a bunch of things with them, there will not be enough space in the carry-on compartment for everyone. However, this is not a problem of a specific aircraft, but a feature of the entire economy class.
// glazelki.livejournal.com
Folding table.
// glazelki.livejournal.com
Sukhoi Civil Aircraft JSC did not invent anything extraordinary. Everything is standard - breakfast fits right next to it, well, okay.
// glazelki.livejournal.com
A brand new wing shines through the window.
// glazelki.livejournal.com
It seemed to me that the cabin was a little noisy due to the hum of the engines. Especially when taking off.
// glazelki.livejournal.com
Results.
What can I say? The flight was normal and seemed quite comfortable. Nothing was more annoying than usual. At the same time, the cabin of the SSJ 100 does not differ in outstanding performance from the cabin of other aircraft of a similar class, which I have flown. The only noticeable plus is the pleasant novelty of the interior. The old Bombardiers and Embrayers have, in comparison with the newest Superjet, increased grease.
It is not for me, an ordinary passenger, to judge the tactical and technical characteristics, the cost of maintenance and the economic benefit from the operation of the aircraft, but the profile specialists of the airlines. But still I will say a few words about the project itself. First, I fully approve of the use of imported components in the aircraft development process. International cooperation has improved the quality and guaranteed the success of the project as a whole. But the indigestible Latin "Sukhoi Superjet 100", which has become the official name, on the contrary, is very embarrassing. As a wish, I propose to name the next new model of the Russian aircraft in Russian.
And secondly, the SSJ 100 was launched on a domestic assembly line and is produced in large quantities, for the first time in the modern history of Russia. The firm portfolio of orders for the liner already amounts to 179 units. As the number of Superjets increases, I hope the number of interregional traffic will increase, which we, the inhabitants of the regions of a huge country, are so lacking in.
