Communication equipment of the ssj 100 aircraft. Buttons for turning on the fuel pumps

On May 31, a new Superjet was handed over to Aeroflot - a machine with serial number 95025. And then, in February, in Komsomolsk-on-Amur, I watched the third test flight of this aircraft.

1. This machine with manufacturer serial number 95025 is preparing for its third test flight. On May 31, the plane was handed over to the customer, Aeroflot airline. Peeking out from behind it is a car with the number 95028. It made its first flight on March 24 and will soon depart for the Mexican airline Interjet.

2. Initially, the Superjet cabin was designed with control columns, but after several meetings with representatives of airlines (and not only from Russia), the control wheel was replaced with a side handle at the design stage. When talking with test pilots during the press tour, some said that the steering wheel on the Dreamliner 787 is already a thing of the past and Boeing will be forced to make its next aircraft with a side stick.

3. The cockpit is completely English-language (even the documentation for the aircraft is now in English). English language). There is no Russian version and there never will be. And why? English has become the standard in aviation. I saw the cockpit of the Tu-204, from the number of Russian abbreviations, known only to the designers, my brain howled and collapsed. I don’t argue, it’s a matter of habit, but why reinvent the wheel if there are already proven standards.

4. On the left screen, where Thales is written, and which is still covered with a protective film, you can display anything you want - pictures from cameras, documentation, diagrams, maps, etc. There is a regular Windows there. It’s true that it’s not so easy to upload anything there. Despite the USB connector, you can insert a flash drive, but the system will not see it - authorization is required. And, of course, this is a separate system that has nothing to do with aircraft control

5. The cockpit was designed by two departments of the State Aircraft System - the cabin crew assembled the consoles, and the avionics department developed the display. Test pilots made a huge contribution to the ideology of the cockpit and display.

6. Thank you kukuksumushu for my photo. By the way, all the lighting in the cabin is LED, with the exception of magnetic compass— it has internal lighting with incandescent lamps.

7. Equipping the cabin for the duration of factory testing and flight. Parachutes (tests, after all) and chairs with additional loads that “sit” in them. They provide the necessary alignment of the aircraft.

8. Rear sealed frame. On the right, near the door, there is an emergency recorder and an online system for transmitting data to the ground about the condition of the aircraft.

9. As I already said, the plane leaves the factory exactly like this. The installation of the interior is carried out either in Ulyanovsk or in Venice.

10. The windows of the new plane are very clean!

11. Aviation is very conservative and any innovations are difficult. There are many reasons, I won’t go into details. This applies to both complex new systems and a simple indicator. For example, installing a front toilet occupancy light on the overhead (the idea was introduced by Yablontsev) required a long battle with the interior and remote designers to link them with each other. We did it.

12. The SSJ100 engine has a bypass ratio of 0.53 - 0.93 (this depends on the engine model) lower than the CFM-56, which is found on the B737 and A320. At the same time, if we compare the SSJ100 engine with Soviet-made engines - the D-30 and its modifications, which were installed on the Tu-134, Tu-154 and Il-76, then the Superjet has a by-pass ration of 3.17 more. The bypass ratio has a positive effect on specific fuel consumption and a negative effect on speed characteristics, i.e. As the flight Mach number increases, the engine with a lower bypass ratio begins to win. But to obtain this gain, the difference in degrees must be small (the D-30 will never win over the CFM-56), and the engine must also have a good margin in the temperature of the gases behind the turbine. Due to the fact that the SaM-146 is better in both of these parameters, today it is the best engine in its thrust class in terms of altitude-speed characteristics, both in terms of thrust and specific consumption.

13. It’s time to roll out our board from the workshop.

14. This is his third flight under the factory test program. Here the airliner learns to fly.

15. In the hangar there is another aircraft for the Mexican Interjet with serial number 95028.

16. But before the first flight it is necessary to pass tests at LIS.

17. Then jogging begins with the front leg lifting off. In the process, information is taken from ACMS - aircraft central monitoring system. All information from all on-board systems is collected there, analyzed and provided to the technical crew, with recommendations for eliminating or identifying potential or detected failures. And, if everything is in order, then the board departs for its first flight.

18. Unlike railways, where there is an alert pedal, such systems are not used in aviation, since they always lead to additional workload for the operator. For the driver high speed train this is not scary, because he is actually an observer, the route and speed limit are maintained automatically (I’ll say right away that there are different control systems, both manual and fully automatic). The plane flies mainly under the control of the crew, even when flying under autopilot. Maintaining the route is the responsibility of the pilot. The air traffic controller only coordinates and directs. The pilot needs state monitoring that does not require additional actions from him. Work on such systems has made the most progress in combat aviation, to determine the moment of pilot incapacity and transition to fully automatic control. For civil aviation The principle of cross-control within the crew still applies.

19. To ensure the required level of flight safety, all aircraft systems must meet strict reliability requirements. At the same time, the cost and development time of any system grow almost exponentially depending on the required level of reliability, because Demonstration of compliance is made through an enormous amount of testing over the entire expected field of use. By the way, it is precisely because of these requirements that the cost of aircraft and development time are now many times greater than at the beginning of the jet era. Since collision avoidance systems between aircraft and/or collision with terrain (TCAS, GPWS, T2CAS, TAWS) must be widespread and be able to be installed on previously produced aircraft, and the basis for eliminating this event was and remains compliance with the prescribed flight plan, then For these systems, the aviation authorities of the ICAO Contracting States, which includes Russia, decided to adopt a level of reliability corresponding to advisory-type systems. This made it possible to create such systems in a reasonable time and at a reasonable cost. But this level of reliability allows for the possibility that false triggering of such a system in flight is not completely ruled out. Therefore, it is possible to turn it off if the crew accurately recognizes the incorrect operation of this system. But if the system is key from the point of view of ensuring flight safety, then manually disabling it is impossible.

20. An example of such a system on the SSJ100 is the means of limiting flight limits implemented in the control system. These algorithms meet the highest reliability requirements and cannot be disabled by the crew in flight. Hydraulic system, power supply system, control system, warning and alarm system, aircraft navigation system, etc. all of them cannot be turned off by the crew in flight. By the way, the example of a modern car is quite acceptable. For example, the important ABS system can only be turned off manually by pulling out the fuse; to turn off the power steering or brake system, they must be disassembled, but the ESP auxiliary system can be turned off with a button. Again with a caveat, sometimes it happens that you can’t turn it off completely either.

21. “Low-hanging” engines still cause a lot of battles on these Internets of yours. They say that they will suck up the garbage, stones, snow, water, sand and other things that are lying on the strip. But, for example, Aeroflot, as of October 2012 (no other information could be found to date), has not yet had a single engine removal due to foreign objects. And recently, at the end of 2012, an Addendum to the Aircraft Type Certificate was received regarding the condition of the runway covered with snow (up to 60 mm), slush (up to 13 mm) and wet snow (up to 15 mm).

Yes, you can just watch this video - the pool test. For some reason, water doesn’t want to get into the engine.

22. In the class of regional aircraft, the SSJ-100 is the only aircraft today with a fully remote control system without a mechanical reserve. And it’s really not an easy matter to ensure the required level of reliability with such limitations in airframe volume and development cost, because the cost of one Superjet is an order of magnitude less than that of the mainline A380 or B787 airliners. By the way, the development of the SDU for the B787 and A-400M began almost simultaneously with the SDU for the SSJ100, so here we can talk about parity in the level of technology.

23. Refueling the plane before departure.

24. White parts are parts made of composites.

25. Interestingly, the aircraft are sent on test flights without any side numbers on the fuselage or wings.

26. Like a self-portrait :)

27. Switches in DIRECT MODE were installed only on experimental machines. They were necessary for certification tests. There are no such switches on production machines. A normal flight is carried out with the control system operating in the main mode NORMAL MODE, without control of its operation by the crew. The reliability of the SDS monitoring algorithms has been established at such a level that any spontaneous movements of the rudders, requiring the crew to disable the SDS manually, are completely excluded in case of any failure condition or the presence of errors in the software of the SDS computers. Certification tests included a large volume of checks, including checks for breaks in drive feedback lines, jamming, mismatches of input signals, short circuits in the cable network of the control system and software errors in the main circuit, etc.

28. This plane took off for the first time on February 22. After being transferred to Aeroflot, he carries the airborne one - RA-89014.

29. During the experimental flights, the aircraft underwent the most severe tests in all flight modes, including critical angles, flutter, etc. Flutter tests were carried out in January-April 2009 on aircraft 95003 in Komsomolsk-on-Amur. The Superjet has a maximum indicated operational speed of 308 knots (570 km/h) or Mach 0.81. During the tests, a speed of 375 knots (695 km/h) or Mach 0.88 was achieved - the car moved towards these numbers gradually, in small steps. At each new speed and Mach number, a special “platform” was performed on which, using a special oscillation generator included in the SDU circuit, harmonic oscillations of the aircraft’s control surfaces were excited in different control channels: rudder, elevator, and ailerons - in synchronous and asynchronous modes. Only after completing these modes (with a 20% excess of operational parameters) was the aircraft certified for flutter.

But such tests on the An-148 flutter have not been carried out. Instead, the aerodynamic model was purged. This led to the fact that during a training flight the An-148 went beyond the maximum maximum speed, “caught” flutter and collapsed.

But, it should be clarified that blowing in a pipe and a mathematical model is also a very difficult matter: due to the fact that this is a very dangerous form of vibration of the structure, the main part is done in a wind tunnel and using numerical methods. For this purpose, a special, dynamic-like model is made, a very complex and expensive thing, by the way, which is blown to the modes of occurrence of various forms of flutter. Based on these tests, the mathematical model of the aircraft is adjusted, which is used for numerical studies and determination of “weak points” that need to be corrected in order to avoid resonance of the airframe structure when exposed to aerodynamic disturbances in a given range of flight speeds. Flight tests are conducted to verify that the mathematical model matches the actual aircraft. In these tests, the aircraft is brought close to the critical flutter speed, but never reaches it.

And this is how we tested it in a side wind. This is a trailer for the film, but in my opinion it's where more interesting than the movie.

30. Tons of material about Superjet tests - http://superjet.wikidot.com/test

31. The plane has already been transferred to Aeroflot. By the way, this is the first board in a new, complete interior configuration and with a more complete installed equipment. .

As a bonus, a 30-minute film about crosswind tests.

Many thanks to all GSS employees for their openness and willingness to share information about the aircraft.

1. This machine with manufacturer serial number 95025 is preparing for its third test flight. On May 31, the plane was handed over to the customer - Aeroflot airline. Peeking out from behind it is a car with the number 95028. It made its first flight on March 24 and will soon depart for the Mexican airline Interjet.

3. The cockpit is completely English-language (even the documentation on the plane is now in English). There is no Russian version and there never will be. And why? English has become the standard in aviation. I saw the cockpit of the Tu-204, from the number of Russian abbreviations, known only to the designers, my brain howled and collapsed. I don’t argue, it’s a matter of habit, but why reinvent the wheel if there are already proven standards.

5. The cabin was designed by two departments of the GSS - the cabin crew assembled the consoles, and the avionics department developed the display. Test pilots made a huge contribution to the ideology of the cockpit and display.

6. Thank you kukuksumushu for my photo. By the way, all the lighting in the cabin is LED, with the exception of the magnetic compass - it has internal illumination with incandescent lamps.

8. Rear sealed frame. On the right, near the door, there is an emergency recorder and an online system for transmitting data to the ground about the condition of the aircraft.

9. As I already said, the plane leaves the factory exactly like this. The installation of the interior is carried out either in Ulyanovsk or in Venice.

10. The windows of the new plane are very clean!

13. It’s time to roll out our board from the workshop.

14. This is his third flight under the factory test program. Here the airliner learns to fly.

Wallpaper: 1024x768 | 1280x1024 | 1280x800 | 1366x768 | 1440x900 | 1680x1050 | 1920x1080 | 1920x1200 | 2560x1440 | 2880x1800

15. In the hangar there is another aircraft for the Mexican Interjet with serial number 95028.

16. But before the first flight it is necessary to pass tests at LIS.

Wallpaper: 1024x768 | 1280x1024 | 1280x800 | 1366x768 | 1440x900 | 1680x1050 | 1920x1080 | 1920x1200 | 2560x1440 | 2880x1800

18. Unlike railways, where there is an alert pedal, such systems are not used in aviation, since they always lead to additional workload for the operator. For a high-speed train driver, this is not scary, because he is actually an observer; the route and speed limit are maintained automatically (I’ll say right away that there are different control systems, both manual and fully automatic). The plane flies mainly under the control of the crew, even when flying under autopilot. Maintaining the route is the responsibility of the pilot. The air traffic controller only coordinates and directs. The pilot needs state monitoring that does not require additional actions from him. Work on such systems has made the most progress in combat aviation, to determine the moment of pilot incapacity and transition to fully automatic control. For civil aviation, the principle of intra-crew cross-checking still applies.

Wallpaper: 1024x768 | 1280x1024 | 1280x800 | 1366x768 | 1440x900 | 1680x1050 | 1920x1080 | 1920x1200 | 2560x1440 | 2880x1800

Yes, you can just watch this video - the pool test. For some reason, water doesn’t want to get into the engine.

23. Refueling the plane before departure.

Wallpaper: 1024x768 | 1280x1024 | 1280x800 | 1366x768 | 1440x900 | 1680x1050 | 1920x1080 | 1920x1200 | 2560x1440 | 2880x1800

24. White parts are parts made of composites.

Wallpaper: 1024x768 | 1280x1024 | 1280x800 | 1366x768 | 1440x900 | 1680x1050 | 1920x1080 | 1920x1200 | 2560x1440 | 2880x1800

25. Interestingly, the aircraft are sent on test flights without any side numbers on the fuselage or wings.

Wallpaper: 1024x768 | 1280x1024 | 1280x800 | 1366x768 | 1440x900 | 1680x1050 | 1920x1080 | 1920x1200 | 2560x1440 | 2880x1800

26. Like a self-portrait :)

28. This plane took off for the first time on February 22. After being transferred to Aeroflot, he carries the airborne one - RA-89014.

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 tell you about the plane Superjet 100. This was my first encounter with this car. The first time I boarded 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 SSJ 100-95LR(RA-89034), intended for Yamal Airlines. This is a short-haul passenger aircraft with a normal aerodynamic design with a low-swept wing and a single-fin tail. It is intended for regional aviation. The first regional jet aircraft was the domestic Yak-40, which was also supplied for export. Before 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 turned its large business jet, the Challenger, into a regional jet, the CRJ. It first flew on May 10, 1991, becoming the first modern 50-seater regional aircraft. Then came the Embraer planes. They are larger in passenger compartment dimensions than the CRJ. However, the Sukhoi Civil Aircraft company (SJSC GSS) has created a regional aircraft with passenger cabin characteristics similar to airliners designed 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 Alexander Viktorovich Dolotovsky, deputy chief designer of JSC 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 in a 2+3 configuration. 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 serves as a class separator. The measure allows airlines to sell the first three rows as business class. This approach is often used in various airlines, when passengers are provided with not much more comfort on the plane, but are given business service, which consists not so much of seats, but of the speed of passage through airport terminals, baggage claim, and so on. For example, the airline Lufthansa uses this. Also, the size of the fuselage of a Superjet allows, if necessary, to install a full-fledged business class seat in the bow, the size of which is not inferior to those found in the A320 or Boeing 737 aircraft. This is exactly the layout that Superjet aircraft of Aeroflot airline have.
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Next are the chairs with 30-inch pitches. The space for passengers here is provided not only by the step, but also by the size of the seats themselves. Although these are not the slim seats that are now available and are half as thick, these seats are thinner than those that fly on airplanes produced in the 90s. So even with a 30-inch pitch, occupants feel the same as with standard 31- or 32-inch pitch configurations.
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The luggage racks in the passenger cabin have been selected in such a way that passengers who have previously traveled on a wide-body aircraft will not experience difficulties with their carry-on luggage. The luggage compartment located 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 will still fit into it. And considering that this shelf stands 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 as large as that of Embraer.
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The wide aisle between the seats was chosen for reasons aviation security: width of Trolley (food cart) + 1 passenger. This is due to the absence of emergency exits to the wing on the plane. This decision was made initially. The presence of emergency exits to the wing limits designers when creating 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. Wherein aviation regulations When an aircraft is configured with up to 110 seats, it is allowed not to make emergency exits to the wing if, during special tests for emergency evacuation, passengers fall within the limits of special standards. This is about 90 seconds. Thanks to the wide passage, the tests were completed without injuries, and all standards were met. The aisle width on the Superjet 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 forward toilet. I was surprised by the presence of an ashtray in the door. It turned out that this is a container for small garbage, which is labeled as an ashtray by default. Therefore, if you need to spit out the gum, you don’t need to glue it to the chair. Airlines spend a lot of money cleaning them. Walk 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 it is equipped with one oven, boiler and coffee maker. It also comes with three full-size food carts. Optionally, there can be a large kitchen with four ovens, which will have six carts. This is necessary for airlines that plan to transport passengers long distances and provide hot meals. The galley in the bow is equipped with half-size food carts rather than full-size ones. Optionally, a full-size kitchen with two ovens can stand in its place. The photo shows the aft kitchen food carts.
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All interior lighting is LED. There is not a single incandescent lamp here. LED lamps are much more durable. This reduces the cost of aircraft maintenance.

Regarding individual airflow nozzles. They are installed on older planes because the air conditioning system does a poor job of equalizing the temperature throughout the cabin. The Superjet aircraft has a modern digitally controlled air conditioning system. Therefore, individual airflow 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 working.
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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 below you.
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Why such a comfortable interior? This aircraft is designed to be operated under a “Hub and Spoke” system. These are flights between major cities (so-called “hubs”), and then on regional planes to individual regions. “Hubs” are storage areas, and regional airports are distributors of passenger flow. Today, a regional jet is usually a fairly serious compromise in terms of passenger comfort. For example, if along the route from major airport CRJ plane flies to the region, you will have to give your hand luggage in luggage because it won't fit in 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 marketing specialists. The goal 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 damage to their comfort. So that they do not have to check in their hand luggage as checked luggage, 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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The large cross-section of the fuselage clearly 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 large wing extension. The aspect ratio of a wing is the ratio of the square of its span to its area. Today this is one of the few passenger aircraft with a metal wing with an extension of 10. There are no winglets on the wing. They are installed when it is impossible to make a high aspect ratio wing. 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 airplane flies at transonic speeds (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's drag by 30%. If we take a standard profile, then at speeds of Mach 0.72 it will push very hard and the plane simply cannot be accelerated further. 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 fighter aircraft 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 fit 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 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 mach 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, the Superjet 100 with a large fuselage is more fuel efficient than the Embraer 190 with a small fuselage by about 7%.
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We came to the cabin. During its design, a lot of changes were introduced based on the results of communication with airlines about what a passenger aircraft should look like. One of the important changes is the switch to an Airbus concept cabin, rather than the Boeing concept cabin that was originally envisioned. Airlines have made their assumptions quite clear that Airbus concepts are the future. As a result, the aircraft has a side-stick cockpit and a highly automated control system in both manual and automatic mode.
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Side-stick - side control stick for the crew commander.
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Side-stick co-pilot.
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In the basic configuration, two FMS (Flight Management Systems) are installed in the cockpit. This is a computer flight control system that includes an on-board sensor, a receiver and a computer with navigation and data bases. flight performance aircraft. The aircraft is capable of automatic flight immediately after takeoff, as the FMS provides not only horizontal but also vertical navigation. The aircraft is certified and performs automatic approaches in the 1st, 2nd and 3rd categories, including automatic landing.
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The aircraft is approved for flights in the precision area navigation zone - P-RNAV (Precision Area Navigation). Area navigation RNAV is a navigation method that allows aircraft 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 perform approaches in vertical navigation mode, when the three-dimensional trajectory of space is formed by the Flight Management System using 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 direction indicator that allows for approaches in 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, low temperature tests are carried out in Yakutia with the aircraft completely frozen. During the tests, testers showed the possibility of operating the aircraft without hangars in conditions of average temperatures below -45°.

This machine has an optional weather radar with wind shear detection system. Plus, this radar has mapping and turbulence detection capabilities.
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A little about the control system. Taking the Airbus cockpit concept as a basis, the designers did not 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 TsAGI department - the department of stability and controllability. These laws include not only those functions that are already implemented in Airbus, but also a number of those that are just now appearing on the A350. The plane featured a certain mix between the Airbus ideology and a traditional aircraft. The fundamental differences are that the level of automation here is the same as on Airbus, but at the same time, for the automatic thrust control function, the Superjet has an automatic thrust control with actuators. That is, when the autothrottle is operating, the engine control handles (throttles) move, which is not the case on Airbus, where the throttles are in the “Climb” position the entire flight. If pilots forget to remove the throttles during 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, from the point of view of flight characteristics, behaves like a conventional aircraft with a mechanical control system. The Airbus has major differences in its behavior in both the longitudinal and lateral channels from mechanically controlled aircraft. This is the developer's decision. But the Superjet designers decided that this idea was not a very good one. Because a pilot begins his training on an airplane with a mechanical control system. He develops certain skills. In order to ensure that, if a pilot finds himself in a stressful situation, he does not receive additional factors that result in the aircraft’s behavior not meeting his expectations, the designers made the aircraft’s dynamics in such a way that pilots would 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 involved in testing the A350 aircraft, worked for 6 years on the EASA (European Aviation Safety Agency) team to certify the Superjet aircraft. He really likes this car.

Glass in the cockpit provides 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 heated glass of such an area and such a level of transparency.
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After getting acquainted with the cockpit and passenger compartment, we went down the stairs 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 analyze various compartments in 3D. In addition, the experience of the team that had previously worked in different time with different planes. Thanks to this, the smallest details were worked out. For example, the fuel refueling control panel hatch, which is always accessible. The plane is made to be very short term turnover. Time on the ground should not exceed 30 minutes. At this rate, it happens that people forget to close the hatches. To prevent it from being torn off in flight, the hinges are made in such a way that it is closed by the incoming air flow.
29.

There is not a single 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 located in the tanks and provide measurement of fuel density. Therefore, fuel is taken on board not in liters, but in kilograms. The measurement is carried out with high accuracy. Thus, the crew always knows the exact amount of fuel in kilograms, regardless of whether the fuel was brought to them cold or hot. This is both savings and safety. IN fuel system There are free water sensors. 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 aircraft tanks is checked. If the car flies with the frequency with which a regional jet flies, and the Superjet makes 3-4 return flights a day (that is, 6-8 takeoffs and landings), you may not even notice. Therefore, the fuel system contains sensors for detecting free water, which will light a lamp during the refueling process when it is detected.
30.

The main landing gear of the aircraft is made according to a two-strut design. Typically this design is used on large wide-body aircraft. It is significantly superior to a single-strut aircraft both in terms of strength against a side impact (when landing with a side wind) and in weight. Despite the fact that the stand itself is heavier, its weight with the entire 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 SaM146 companies PowerJet, which was developed 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 regional jet, great attention was paid to the entry of foreign objects into it. All fan blades can be changed without removing the engine from the wing. The engine is built using a modular architecture. This allows most repair work to be carried out without removing the engine. If there is still 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 it is not only convenient passenger compartment, but also the luggage compartment. Let's compare it to the luggage compartment of an Embraer 190 aircraft, whose height is less than one meter. Since luggage on both planes is loaded in bulk, in order to load/unload the flight, it is necessary to place a person there. On the Superjet plane, 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 Superzhedt is larger than the Embraer 190, the height of the lower edge of the luggage hatch is lower. For the 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 a stepladder. To load luggage on board last passenger, who has just arrived, you need to roll a stepladder up 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, which will allow airlines to manage their costs in times of crisis. And the Superjet 100 fits this role very well. That is why the GSS company operates in all regions of the world.
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Additional information about quantity aircraft and the timing of their delivery can be found out.
The percentage of the share of Russian and imported parts in the Superjet design is very well written in this article.
As for production under sanctions, it is difficult to get a clear 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 to the United Aircraft Corporation for the invitation.

How the cockpit is arranged using the example of the SUKHOI SUPERJET 100 aircraft 1 SPATIAL POSITION OF THE AIRCRAFT The screen displays the pitch - the movement of the aircraft in the longitudinal channel. Simply put, pitch is the rise of the nose or tail of an aircraft. Also visible here is the roll of the aircraft in the transverse channel, that is, the rise of the right or left wing Show in full... 2 NAVIGATION DISPLAY Resembles a traditional car navigator. Just like in a car, it displays data about the destination, the current location, how far the plane has already flown and how far ahead 3 DUPLICATE AIRCRAFT ATTITUDE AND NAVIGATION INSTRUMENT 4 HOURS 5 BOARD COMPUTER Before the flight, pilots manually enter data into it: from where and where flying, weight, alignment, takeoff speeds, wind along the route. The computer calculates the fuel we need for the flight, the remaining fuel, the flight time... 6 LANDING HANDLE EXTENSION AND RETRACTION HANDLE 7 SIDESTICK Aircraft control stick, replaces the steering wheel 8 AUTOPILOT DISABLE BUTTON 9 BRAKE PEDALS 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 the 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 turn on the automated fire extinguishing mode. Manual fire extinguishers are located in the cockpit and in the passenger compartment 11 FUEL PUMPS START BUTTONS 12 WINDOW OPENING HANDLE 13 AUTOPILOT The autopilot requires the data that we entered into the on-board computer. We turn on the autopilot after takeoff, when the plane has reached the required altitude. Autopilot landing is used in special situations, such as in fog 14 ENGINE CONTROL LEVER This is the same as the gas pedal in a car. With its help, we control the engine thrust 15 SPOILER CONTROL SWITCH Spoilers are folding flaps on the upper plane of the wing. They are an air brake. It is often necessary to reduce speed in the air, especially when landing. In this case, we release spoilers. They create additional drag, and the aircraft's speed drops. 16 FLAPS CONTROL HANDLE 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 reached the required height, we retract the flaps 17 BATTERY ACTIVATION 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 on the screen a picture from video cameras installed in the aircraft cabin. 20 AIRCRAFT CONTROL PANEL Here are the autothrottle switch buttons, navigation aids selection switches, heading and speed control knobs. Acting on them, we give commands to the autopilot to control the aircraft

Sukhoi Superjet 100, I think many have heard about this plane, and some even managed to fly on it. Now I can also say that I flew on the Superjet 100, I was even lucky enough to pilot it!

Photo from the Internet.

I’m sitting in the pilot’s seat of a Sukhoi Superjet 100, in front of me is a large panel with various sensors and diagrams. Probably, if I had studied flight simulators before, I would feel more confident, but now I’m completely at a loss - what to grab onto, where to look ? However, I have no reason to worry, the co-pilot is next to me, he can completely calmly take control of the plane, and of course, we have one of the best instructors at the pilot training center with us, and under his strict guidance we will now take a training flight on the Superjet 100 The fact that this is a simulator is very quickly forgotten; here everything happens for real, in real time, and for real. The cockpit completely replicates the real cockpit down to the millimeter! This training complex is designed to practice various normal and emergency situations in the sky and on the ground. And the artificial picture behind the porthole, created using a computer, only adds realism to what is happening.

The principle and purpose of the simulator is still the same, training pilots and simulating various situations for pilots to practice actions. And of course, control and testing of new units. It is worth noting that not only pilots work on the simulators, but also electronics specialists, engineers and other specialists who, in one way or another, test hardware under different operating conditions of the aircraft.

There are no people indifferent to this simulator. It is clear that we are new to this business, we are interested in everything, and we want to touch every detail. But even all the specialists who accompanied us and were at the stand at that moment gathered with interest near the pilot and commented with interest on his actions. It seems to me that in such a job it is impossible to just work from 9 to 18 and receive a salary; people come here who like their work not for the money, but for the process itself. By the way, operating a combat SU-35 is not at all similar to operating a Superjet (and it would be strange if it were similar) and before my eyes, the pilot crashed the car several times.

Another funny moment: in a dark room, after several minutes of watching the scenes unfolding on the screen in front of the fighter, your head really starts to spin! To avoid crashing to the floor, I had to turn away from the wall on which the flight projection took place. The men told stories about how all sorts of specialists came to the stand “for a minute” and spent hours in the booth. It’s very cool when all the parameters are real and you can control such a car in real time. Moreover, the task can be changed, complicated or simplified; fans of flight simulators would certainly appreciate this simulator.

In general, what can I say, although my acquaintance with Sukhoi was short, I really liked both the process itself and people’s attitude to the topic. I hope that I will have the opportunity to visit the same or similar object and will have more time to delve into the topic and reveal it in more detail. I'm sure I saw the smallest part huge iceberg our aviation industry, and ahead great amount all sorts of delicious stories.

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