Military Review

100th Sukhoi Superjet 100 aircraft assembled in Russia

One fine summer day I was invited on a tour of the hangar of the flight test complex of the Sukhoi Civil Aircraft CJSC, which is in the city of Zhukovsky, and it was an offer that could not be refused. Today I will tell you about the Russian aircraft Sukhoi Superjet 100, you are interested then forward ...

After the collapse aviation industry of the USSR, the SSJ100 aircraft is the only civilian aircraft in Russia, which was designed, put on the wing, certified and launched into mass production. As of July 1, 2015, the hundredth Sukhoi Superjet 100 aircraft is in the assembly.
Is 100 aircraft a lot or a little? Rolling out the first Sukhoi Superjet 100 took place in the 2007 year, the airline began to deliver aircraft to the airline from the 2011 year. For example: the first aircraft Yak-42 entered the airline "Aeroflot" at the end of the year 1980. By the year 2003 was built around 183 aircraft. In the period from 1970 to 1998, the 918 aircraft of the Tu-154 family was built. One of the most popular passenger aircraft assembled in the Soviet Union, the Tu-134 was produced from 1966 to 1984 year, in total, the 854 aircraft of all modifications were built (all figures are approximate, taken in open sources).
Many or few you decide, for me in the Far East this is the most optimal aircraft for flights around the region, why Aeroflot did not hand over the Aurora Sukhoi Superjet 100 airline to the Far East is not clear.

SSJ100 is a commercial aircraft, created using the latest technology, designed to carry passengers on both short-haul and medium-haul routes. The aircraft is fully engineered based on digital technology. In its production, technologies not previously used in Russia are used, such as a stackless assembly, automatic docking of airframe units and many others. The maximum cruise speed of the Sukhoi Superjet 100 is the Mach 0,81, which corresponds to approximately 860km per hour at altitudes from 8 850 meters or above FL 290 flight level. This means that SSJ100 can fly on the same echelon as the short-haul Boeing 737 and Airbus 320, thereby optimizing not only fuel costs, but also flight time from point A to point B.
Flight range for the version with increased range is - 4578 km. Operation of the aircraft is possible in a wide range of climatic conditions at temperatures ranging from minus 54 to plus 45 degrees Celsius: which is, as you probably already understood, the entire earth ball.
The holder of the type certificate for aircraft SSJ100 is the company "Sukhoi Civil Aircraft" - they are the developers. To achieve the competitive advantages of their aircraft, they invited companies from around the world, such as Thales, Safran, Messier Bugatti Dowty, Liebherr, to the project ... After all, this is a global trend - international integration in the aviation industry. It is enough to remember the Dreamliner, A380 ...

The production of the aircraft, its final assembly, is carried out by the Komsomolsk-on-Amur branch of CJSC “Sukhoi Civil Aircraft” with the direct participation of other plants in Russia, where the Sukhoi Superjet 100 components are manufactured. Currently, the plant’s production capacity allows it to produce up to 50 aircraft per year. The branch takes full advantage of lean technology. Their use is aimed at improving production efficiency and its planning. Lean technologies are based on modern techniques, optimization of the equipment procurement process, minimization of labor and time costs.
At the end of 2013, a multimedia training system was commissioned at the Komsomolsk-on-Amur branch of JSC GSS, which allows us to develop the production skills of testing SSJ100 aircraft systems. The simulator “Testing of SSJ100 aircraft systems” reduces the time for training employees to work at a specific site and forms the ability to test the performance of the aircraft systems before transferring it to the next stage of assembly.

All models of the Sukhoi Superjet 100 family are equipped with two PowerJet SaM146 turbofan engines. The SaM146 engine was specifically designed for the Sukhoi Superjet 100 type aircraft. PowerJet is a joint venture of Snecma (Safran group, France) and NPO Saturn (Russia) with equal shares. The SaM146 engine combines the successful experience of using CFM56 using modern technologies and reducing the number of components by 20%, which significantly reduces the cost of operation and maintenance while achieving high performance and reliability.
If anyone does not know or forgot, then I remind you that CFM56 engines are among the most common in the world. Their история begins with the use of aircraft Boeing 737. Boeing 737 airplanes for more than 25 have for years been equipped with CFM56 engines only. CFM56 engines are also installed on the Airbus A320 and Airbus A340-200 and -300 and other civilian and military aircraft models.
Snecma Safran Groupe (France) is responsible for the production of: high pressure compressor, combustion chamber, high pressure turbine, drive box, digital engine management system, power plant integration, flight and ground test support. NPO Saturn (Russia) is responsible for the production of: a fan, a booster, a low-pressure turbine, the final assembly of the engine, and engine acceptance tests.
In one of the commercial flights during the landing approach SSJ100 collided with a goose that hit the engine. A running engine spun the bird and knocked it out through the cold circuit, with a few damaged fan blades. However, the pilots landed the plane without any problems.

The SSJ100 aircraft is equipped with a three-bearing chassis. Managed front and main supports in flight are retracted into niches and are fully closed with wings. To ensure high weight perfection, the main landing gear supports are made according to the two-sub struction scheme.
The design of the chassis, developed by CJSC Sukhoi Civil Aircraft together with Messier Bugatti Dowty, is completely identical both on the basic version and on the SSJ100 extended range version.

And here is the most important thing in the modern aircraft, its “brain”, namely, the onboard computer that controls all the systems. High flight safety is achieved due to the optimal piloting of the aircraft in automatic mode and the security of the flight control system against random errors. The remote control system is based on three dual-channel upper level calculators (PFCU - Primary Flight Computer Unit), complementary dual-channel lower level calculators (ACE - Actuator Control Electronics). PFCUs process command signals from the cockpit, autopilot and avionics, and optimize the flight performance of the aircraft in all flight modes. The level of functional saturation, implemented in PFCU, was developed taking into account the experience of the Sukhoy Design Bureau on the development of a SDE with automatic limitation of flight limits and operational parameters with manual and automatic control.
Thus, the highest level of safety is ensured at all stages of the flight, not only due to the high reliability of the aircraft systems, but also due to the unique functionality of protection against errors associated with the "human factor". SSJ100 will be the first regional aircraft with an SDU of this level. In the event of a series of serious failures on board, the CDS will switch to a backup control loop, providing flight characteristics at the level of a manual (conventional) aircraft.
By the way, in the cold for - 45 degrees Celsius, the plane spent the night on the Yakut airport platform, to launch it, it was enough to warm up the compartment with the main computer to a temperature - 30 degrees. The entire aircraft is ready for launching and launching the APU. Further, the cabin and cabin warming up, until the passengers landed and the engines were started by the crew of the aircraft, was carried out with the help of a standard ACR with air extraction from the APU.

And now let's get on board the aircraft, Sukhoi Civil Aircraft CJSC is positioning the Sukhoi Superjet 100 as an aircraft in whose cabin passengers feel as comfortable as in the main aircraft cabin. Salon presented on the scheme 3 + 2. Passengers have easy and convenient access to the shelves, in which suitcases on wheels, approved by IATA standards as hand luggage (maximum allowable sizes 24 × 16 × 10) fit easily. Bulky luggage racks allow passengers to also freely place any outerwear regardless of the season or region. The photo shows the Sukhoi Superjet 100 for Gazprom Avia with the tail number RA-89050. At that time, the liner was preparing for delivery, so the salon was dragged in cellophane.

In the cabin for this customer are three toilet rooms. The toilet in the rear service area is adapted for passengers with reduced mobility. Look how big he is, by the way the Mexican company Interjet that successfully exploits the Sukhoi Superjet 100 has made it an individual toilet for women.

Here, for comparison, the standard toilet room, which is located in front of the aircraft Sukhoi Superjet 100.

The management of various passenger cabin systems for the flight attendant, as you can see, you can adjust the interior lighting, the temperature, there is also an alarm system of smoke detectors in the toilet rooms, so that gentlemen smokers in an airplane can cause smoking.

Sukhoi Superjet 100 for Gazprom Avia Airlines is leaving the hangar, by the way, this board has already been transferred to the airline and now it can already be seen on the country's air routes. We will also leave the hangar and move to the platform, where we will continue to inspect the liner on the example of one of the experienced aircraft.

Before you is an experimental aircraft Sukhoi Superjet 100 with a tail number RA-97005, here it is called “Pyaterochka”.
In 2013, in Iceland, an aircraft incident occurred with this board. At the final stage of certification tests for the expansion of operating conditions - automatic landing (certification program for the category ICAO CAT III A) with side wind when landing with imitation of a single engine failure, the aircraft landed on the runway with the landing gear removed.
Then many experts from aviation buried him, they said, and the funny thing is still saying that the board was lost. But the plane was repaired by the GSS team and made a flight to its home base in Zhukovsky. Now he, as before, is involved in the trials.

The plane has long been involved in the flight test program, where it just was not, so it is not surprising that the seats in the cabin do not look as new as on board the Gazprom Avia, which we have just visited. But this does not prevent us from estimating the increased living space for each passenger: a large step of seats in the basic configuration of the SSJ100 aircraft (32 inch / 81,28 cm) makes even high passengers feel comfortable on board. Pay attention to what the large portholes will be a pleasure to photograph the earthly landscape and the air element.

Well, now by my own example (and I myself am not even very small), you see how much space, to be honest, not many long-haul aircraft can boast such a step of the seats.

Many people collided, went to the toilet room at the tail of the plane, and then they began to feed the passengers and then they had to wait until the passage was released. On the Sukhoi Superjet 100, you can forget about this, the wide central aisle in the cabin of the aircraft ensures that you fly away with a trolley for drinks or catering.

Now we’ll go into the cockpit, the SSJ100 is conveniently controlled by using modern intuitive cockpit with the latest developments in the field of Thales avionics and a fly-by-wire fully digital electro-remote control system. In short, by moving the control levers in the cockpit using sensors installed on them, they are converted into digital electrical signals that are transmitted through the electrical wiring to the computer of the control system. At the same time, the signals from the angular velocity sensors, overloads, attack and slip angles, the transmitter of the air signal system and a number of other devices also arrive there. The calculator in accordance with the control algorithms embedded in it converts these signals into control electrical signals of control actuators. At the same time, it can also perform the functions of a limiter of limiting flight modes: to avoid exceeding the established limits on overload, angle of attack and other parameters. Thus, the probability of the aircraft getting into unwanted flight modes is significantly reduced: stalling, spin, etc. (photo provided by JSC GSS).

The design of the “Dark and Quiet” cabin, as well as its ergonomics, equipment with wide LCD displays provide the crew with unmatched situational awareness, productivity and operational efficiency. Meteorological radar with forecasting the change of wind direction also costs (photo provided by GSS).

An integrated modular avionics (IMA) architecture through an onboard duplex data exchange network (AFDX) improves reliability and optimizes maintenance costs while significantly reducing the required space, weight, and power consumption. Airborne Addressing and Data Transmission System (ACARS). Reduced vertical separation minimum (RVSM). Optional dual electronic flight documentation system (Electronic Flight Bags). Airborne collision avoidance and proximity warning systems (T2CAS). The instrument-based radionavigation system for providing an instrument landing approach (ILS) of CAT lllA category.

The designers preferred the side control stick of the aircraft to the traditional steering wheel, with the result that the Sukhoi Superjet 100 became the first Russian serial civilian passenger plane with side sticks. Sidestick (English Side-stick - side control knob) is the body of manual control of the aircraft, allowing you to change the roll and pitch of the aircraft. Unlike the traditional control knob, installed in the center of the cockpit between the legs of the pilot, the side stick is placed to the right of the pilot (if it is a military aircraft), or on the sides of the cabin (in the passenger). Thus, the side stick of the pilot sitting to the left (the aircraft commander) is located to the left of his seat, and the side stick of the pilot sitting to the right (co-pilot) is located to the right of his seat. The control knobs in a passenger plane are not directly connected to the control planes. On the SSJ100 aircraft, the side posts of the FAC and co-pilot are independent. Any movement of the side-stick is processed by the on-board computers and the information is transmitted by wire to the hydraulic drives that come into action and make the necessary movements of the steering surfaces. Both sidesticks are specifically designed for left and right hands so that pilots do not experience discomfort. When both knobs are rejected (if both are on) the signal is summed. Sidestick equipped with a button to disable the autopilot and the inclusion of priority between the two handles.
The side control knob is used in many modern fighters, such as the F-16, Mitsubishi F-2, Dassault Rafale, F-22 Raptor, as well as on civil aircraft, such as the Airbus A320 (became the first passenger plane equipped with side sticks), Airbus A380.

But next is the Sukhoi Superjet 100LR with the tail number RA-97006. At the beginning of 2015, this experimental board was painted and the corporate symbolism of Sukhoi Civil Aircraft CJSC was applied to it.

This is where my story about the Russian Sukhoi Superjet 100 aircraft ends. I hope you liked the plane as well as me. Aircraft, decent, new, modern and safe. For complete happiness, I just had to make a flight on it (I haven’t flown yet) and visit a factory in the city of youth on the banks of the Amur River. It will be interesting to read your impressions, reviews and opinions about this aircraft, write in the comments.


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  1. crazyrom
    crazyrom 26 July 2015 06: 56
    The plane is cool and all that, but personally I don’t understand how you can fly with your left hand (the first pilot has a side stick on the left). I think this is how to write with my left hand (for the right-handed person). Take the mouse or mu in the other hand and try to control the computer.
    1. donavi49
      donavi49 26 July 2015 08: 00
      A matter of habit and learning. On Airbuses all rule the left and norms - this is the aviation standard already.
    2. As langley
      As langley 26 July 2015 08: 17
      only the Boeing’s helms were left out of the new ones, and they said in a flight school that they were retraining very quickly on their left hands, no problems. Although for me the steering wheel will be more solid, it’s still an airship.
      1. Esso
        Esso 26 July 2015 10: 27
        After the collapse of the USSR aviation industry, the SSJ100 was the only civilian aircraft in Russia that was designed, put on the wing, certified and launched into mass production.
        The author does not need to publicize the aircraft. Have you forgotten the Tu-204?
        There were a lot of questions about the Su-35 for the company; the pilots complained about the crude design. It seems to be fixed. Poghosyan almost flew out of the company for negligence. With regard to management, a controversial issue, who is more familiar. The helm is more convenient and familiar. Joostick is a controversial question. Here it is necessary to ask the opinion of the pilots with great experience!
    3. vladimir_krm
      vladimir_krm 26 July 2015 11: 17
      I asked "pilot Lyokha" from LJ, he said that it didn't matter. I believe in pilots, they know better :)
      1. crazyrom
        crazyrom 26 July 2015 18: 47
        Of course, I judge on my own, but for the time being I only have toys on the computer, I’m really going to fly. In a real plane, the movements are very soft and smooth, there probably can be left-handed (in toys, you have to quickly fight here and there).
    4. Mishut37rf
      Mishut37rf 26 July 2015 21: 43
      The right hand is broken ... I learned how to use the mouse, spoon, phone and toilet paper with my left hand in a week. True, instead of the signature, I put a cross ... laughing
    5. Snow
      Snow 28 July 2015 11: 46
      Well, with our left hand, we hold the chords on the guitar and twist the steering wheel in the car - so nothing)
  2. Vyacheslav73
    Vyacheslav73 26 July 2015 06: 57
    I wonder why the scheme of the cabin 2 + 3, and not the usual 3 + 3? Someone tell me? Thank.
    1. clidon
      clidon 26 July 2015 09: 16
      Because 3 + 3 does not allow the width of the fuselage. If made wider, then the aerodynamic drag will increase. In general, the result of compromises.
      1. Vadim237
        Vadim237 26 July 2015 11: 24
        Soon we will do such
        1. opus
          opus 26 July 2015 18: 25
          Quote: Vadim237
          Soon we will do such

          Oh, not soon ..
          -2015 The second stage of aerodynamic testing of the Frigate Ecojet aircraft has started
          In February, a test cycle of a scale model of the aircraft in the European cryogenic wind tunnel (ETW) was completed at cruising flight modes in the range of Reynolds numbers up to full-scale values ​​- this is what distinguishes a cryogenic wind tunnel from ordinary ones.

          (models in the subsonic T-106 TsAGI and ADT T-102 TsAGI have already run-in)
          -in the company "Frigate Ecojet" together with the company ThyssenKrupp worked out the concept of organizing the serial production of the new aircraft

          the Frigate Ecojet project is of particular interest, since its market niche does not entail direct competition with Boeing and Airbus aircraft.
          The project is completely non-governmental, it is run by the private project company "Frigate Ecojet", and it is financed from extra-budgetary sources.

          And of course it's great: an elliptical section of the fuselage, a "load-bearing floor", a wing of great relative thickness

          But at the same time, "Airplane-2020" (state funding) and the Russian-Chinese wide-body long-range aircraft C929 are muttering.
          1. Vadim237
            Vadim237 26 July 2015 19: 47
            10 years from now - for me it will be soon.
          2. Falcon
            Falcon 27 July 2015 09: 23
            Quote: opus
            the Frigate Ecojet project is of particular interest, since its market niche does not entail direct competition with Boeing and Airbus aircraft.

            I do not quite agree. Maybe the concept has no analogues, but in terms of passenger capacity A-330 and Boeing 787 are just in this segment.
            Another thing is that both giants create precisely long-range planes, and even the mid-range version of 787-3 did not find a response from buyers.

            those. Ecojet is trying to get into the obviously failed segment. The segment from which even the super successful 757 flew out. Well, yes, a very controversial undertaking
      2. Vadim237
        Vadim237 26 July 2015 11: 26
        Widebody with a large lounge.
      3. ROMANO
        ROMANO 26 July 2015 21: 50
        Moreover, the compromise is strongly biased towards comfort, to the detriment of the economy. The competitors have: 100-seat "Embraer" - 4 seats in the economy row, "Bombardier" - 5 seats, like in the SSZ, but in the dimension of 135-150 seats.
  3. fomkin
    fomkin 26 July 2015 07: 39
    The author is modestly silent that even chairs are imported, so according to official figures for 2013, imports were up to 74%. Our production fuselage, center wing and rivet. Do not be lazy and read user reviews, you will be surprised.
    1. RiverVV
      RiverVV 26 July 2015 08: 04
      Nevertheless, producing our own planes (even if there are at least 101% of imports) and not doing so are two big differences. Here the main joke is different: what happened to the drawings of the passenger "Ilov" nine hundred shaggy year of development? The laws of aerodynamics have not changed since then. Put new motors and a new toilet lid and get certified for health.
      This is probably too complicated ...
      1. donavi49
        donavi49 26 July 2015 08: 09
        And who will buy? What is the pool of potential customers? 0? Well, then the second question - why? And who will give the money for restoration.

        Money in the form of a loan can be given to the pool of customers, but it is not.

        Of the remaining backlogs, Ilov will make several strategic tankers.
        1. RiverVV
          RiverVV 26 July 2015 10: 32
          This is the so-called hohlogodstup. If the XNUMXth Superjet is already made, then there are obviously customers.
          For twenty years in Ukraine, it seems to have become very bad with a little mind ...
          1. donavi49
            donavi49 26 July 2015 11: 19
            Well, so they buy. Here is the Tu-204, Ilya and others created in 90 and trying to reanimate, nobody buys.

            You asked about ILs - no one will buy them, except for federal departments. At one time, Aeroflot tormented and threw it away, because at a loss.

            This applies to all current aircraft, except SSJ. Trite Airbus / Boeing:
            - cheaper at the start, thanks to large sales and developed offer systems (credit, leasing).
            - there are no problems with the service (I wrote below, Airbus or Boeing can be repaired anywhere in the world, there are the main breaking parts, the technicians are trained - Tu 1 has ONE large SC for the whole country and a dozen small ones - the result is a simple 3-5 days, where Airbus is repaired in 3 hours).
            - the design indicator is% flight load per day, the corny standard daily load on the Airbus / Boeing is much higher, that is, more flights, more economic efficiency.
            - Fuel and lubricants and the cost of maintenance for the flight hour is again much better.

            At the same time, pricing policy is now dictated by the Airbus and Boeing. That is, if you put on the line an airplane that does not withstand economically leaders - raise ticket prices or offset costs from other places (for example, the state budget).
            1. avt
              avt 26 July 2015 12: 07
              Quote: donavi49
              Well, so they buy. Here is the Tu-204, Ilya and others created in 90 and trying to reanimate, nobody buys.

              Pour in the same dough into the Tu-204 as with the Superbudget and it will be the same. Well, with regards to resuscitation, after the global partners "took away the leasing bobiks" and practically destroyed Dobrolet, the ladies stamped their feet and ordered the moment to make Tu-204, when, suddenly "it turned out - it was stupid to assemble nothing from - all cooperation for the manufacture of an airplane was killed and, as a result, despite the sanctions - an order for a batch of 18" bobs "from Seattle. Here is such an import substitution "under sanctions. ,, International cooperation "ponimash
              Quote: donavi49
              . Globalization and the cost of developing modern equipment is such that it is simply not profitable to do one aircraft.

              laughing Well, by the way, do not tell me why why with such a successful leadership it took the great Poe to move from the first person to the UAC ??? Type awarded and thrown to a new job site? laughing
          2. FID
            FID 26 July 2015 18: 08
            Quote: RiverVV
            If the XNUMXth Superjet is already made, then there are obviously customers.

            Out of 100 aircraft, 50-60 fly around the world (Aeroflot, Interjet, Gazpromavia, Yakutia), where are the rest ???
            1. clidon
              clidon 26 July 2015 18: 16
              Are you in a circle again? ) There is a detailed registry of where and how planes go.
              1. FID
                FID 26 July 2015 18: 55
                Quote: clidon
                Are you in a circle again? ) There is a detailed registry of where and how planes go

                AND...? Where is another 40? After all, 50-60 fly, according to the registry? And 150 more customers ... What are the planes on concrete in Zhukovsky?
                1. clidon
                  clidon 26 July 2015 21: 46
                  I repeat:
                  99 produced
                  6 prototypes (2 flies, 1 crashed)
                  93 serial
                  1 - laboratory
                  62 in operation
                  12- storage
                  The rest is revision, customization, testing.

                  There are a dozen devices in storage.
      2. vladimir_krm
        vladimir_krm 26 July 2015 11: 21
        The laws of aerodynamics have not changed since then

        And winglets just started to put on show :)
        The laws have not changed, but the price of fuel, payment for parking at transit airports, environmental requirements, noise, etc. increased at times ...
    2. donavi49
      donavi49 26 July 2015 08: 05
      Well, thanks to the import, the plane somehow reaches the minimum standards and is in operation. This is the first Russian aircraft to operate regular flights to the United States from a foreign airline (Interjet with flights to Houston and San Antonio).

      Other existing passenger aircraft, with a lower percentage of foreign components, no one but federal agencies will take and will never take. For they do not like the service, economic performance, comfort, image.

      As for the seats - they will also be imported in the MS-21 / Yak-242.
    3. Lt. Air Force stock
      Lt. Air Force stock 26 July 2015 11: 12
      Quote: fomkin
      The author is modestly silent that even chairs are imported, so according to official figures for 2013, imports were up to 74%

      And what is imported? Take Airbass components and equipment manufactured in several countries. Well, let's build a complete assembly cycle then the plane will never pay off at all, or pay off during the production of 1500+ boards, why is this needed?
    4. vladimir_krm
      vladimir_krm 26 July 2015 11: 18
      On Soviet aircraft, all the seats were Let ... So what?
      1. Nick
        Nick 27 July 2015 00: 24
        Quote: vladimir_krm
        On Soviet aircraft, all the seats were Let ... So what?

        And they bought imported air paint, it seems Dupont
    5. VASh 1182
      VASh 1182 26 July 2015 23: 13
      I will reveal a terrible secret - there are Chinese rivets laughing
    6. Nick
      Nick 27 July 2015 00: 15
      Quote: fomkin
      The author is modestly silent that even the seats are imported, so according to official figures at 2013 the year of import was up to 74%.

      More on Boeing?
  4. Leader
    Leader 26 July 2015 08: 42
    Okay, imported engines ... So there is almost a "screwdriver assembly"! sad What to be proud of?
    On the Yak-40, TU-134 and the rest - everything was human.
    Like our KAMAZ, the repeated winner of the rally - where only a metal cabin with a nameplate remained from KAMAZ itself.
    1. donavi49
      donavi49 26 July 2015 08: 53
      Well, who is collecting everything inside the country now? Even Boeing for Obama is assembled from components manufactured in more than 15 around the world. Airbus is also a world hodgepodge. Globalization and the cost of developing modern equipment is such that it is simply not profitable to do one aircraft. Plus service, it’s one thing when everything is standardized, another thing when the plane has unique components and in order to pull out a board stuck somewhere with a slight breakage, you need to send trained technicians from the center, that is, the board freezes immediately for 3-5 days, whereas a typical Watermelon is repaired on the spot in 3 hours. And what will the airline buy? Even other things being equal.

      In MS-21 / Yak, the hodgepodge is no less.
    2. ism_ek
      ism_ek 26 July 2015 09: 09
      Quote: Leader
      On the Yak-40, TU-134 and the rest - everything was human.

      For a long time there are no factories where all this was done. For twenty years there have been no orders.
    3. vladimir_krm
      vladimir_krm 26 July 2015 11: 32
      To go to zero on payback, you need to sell at least 260 Superjets. This is a figure from Poghosyan. In Russia, you don’t need so much. For export, you need a huge number of very expensive certification tests, and not only the aircraft, but also any equipment in it. It’s cheaper to buy already certified, and then, as far as possible, replace it with a domestic one. When our manufacturers certify for export.

      In addition, after all, you need warranty and post-warranty service, and it’s very fast: a simple airplane costs the operator very expensive. Build your service centers around the world? Yes, it is necessary, but this is not a question of one year. In the meantime, you need to get by with the maximum services of foreign suppliers: imported equipment and spare parts for it are already in Boeing service centers. Remember how many complaints there have been and are with after-sales service of Russian military aircraft abroad.

      The goal of the Superjet is precisely to enter international markets with little blood. It will be easier further.
    4. bairat
      bairat 27 July 2015 10: 23
      Quote: Leader
      Like our KAMAZ, the repeated winner of the rally - where only a metal cabin with a nameplate remained from KAMAZ itself.

    5. The comment was deleted.
  5. Leader
    Leader 26 July 2015 09: 58
    Quote: ism_ek
    For a long time there are no factories where all this was done.

    My remark is to the author who links to these models. "Compared to 1913 ...."
    Quote: donavi49
    Even Boeing for Obama is assembled from components manufactured in more than 15 different countries of the world. Airbus is also a world hodgepodge. Globalization ...

    I'm talking about something else. Russia is surrounded and we need to focus on our own forces. Already engines - it is necessary to have your own !!!
    You can order this chair abroad (if your brains are not enough for this). Ukraine has shown how to hope for the "brothers", not that for the rest ...
    Engines are the basis of any technology!
  6. rosarioagro
    rosarioagro 26 July 2015 10: 48
    Last year, there was already a discussion of the SSJ-100 and there slipped information that the project from Boeing was
    1. avt
      avt 26 July 2015 11: 13
      Quote: rosarioagro
      Last year, there was already a discussion of the SSJ-100 and there slipped information that the project from Boeing was

      Boeing entered it from the very beginning with "intellectual property" - that is, looking after the fact that God forbid there was no competitor.
    2. VASh 1182
      VASh 1182 26 July 2015 23: 15
      There were consultants from Boeing - dimension, economics, MRO, etc.
  7. Diviz
    Diviz 26 July 2015 12: 24
    I don’t know. 260 pieces or 1000 planes are needed. When I fly on it as a minibus, that’s the question. It is clear that the Soviet people survived the 2nd World War and flew airplanes. The paradox of history. We are waiting for the 3rd world.
    1. vladimir_krm
      vladimir_krm 26 July 2015 15: 49
      Picking up ...
  8. 23424636
    23424636 26 July 2015 13: 29
    guys why are you turned on people write about the plane on which he did not fly, funny? To give an objective assessment of this ship, you need to know how many of them were bought by "Russia" - not a single Ukrainian AN-148, but three, draw conclusions about the imported components.
    1. VASh 1182
      VASh 1182 26 July 2015 23: 16
      Bought, and now, because of imported Ukrainian spare parts, concrete is crushed
  9. partizan86
    partizan86 26 July 2015 17: 58
    He is already tired of everyone ...
  10. Victorio
    Victorio 26 July 2015 21: 57
    happy, but after a certain time ago, many did not believe in the success of the project.
    according to the photo - there are not very many places in the cabin.
  11. 16112014nk
    16112014nk 26 July 2015 22: 11
    On July 15-25, I took a ride from Moscow to Marsa Alam and back on the Tu-214 Transaero. I flew there on a 7-year-old, back on a 6-year-old. Before that, 214 had never been flown. The impressions are not unambiguous. Takeoff and flight in a straight line - no questions asked. But the bends, somehow everything happens abruptly, some kind of feeling of "roll". On B-757, on a classmate, it is smoother, more imperceptible. And both landings were not fun. In Mars, the plane "skozlili", well, it is possible the error of the pilots. And in Domodedovo, even when running along the lane, such a crash and rumble was heard from the ceiling that it seemed the luggage racks would crumble down. Something constructive is possible here. And so he flew on all "bobiks", on some "watermelons", on Tu-154, on Il-86. 86th most comfortable plane!
    1. padded jacket
      padded jacket 26 July 2015 22: 33
      I am very happy for our civil aviation industry that it is being revived overcoming the defeat that was carried out by various Gaidars and Chubais. We have always been a great air power and we should stay that way.
  12. ROMANO
    ROMANO 26 July 2015 22: 23
    Quote: Leader
    I'm talking about something else. Russia is surrounded and we need to focus on our own forces. Already engines - it is necessary to have your own !!!

    Not all at once. Engines are the hardest thing on an airplane. And to develop it, resources and time, it is required to spend twice as much. PS-90, how many years they brought to mind, and now, if I'm not mistaken, we have only the 4th generation, "Bobiki" with "Watermelons" are already flying on the 6th ...
  13. akudr48
    akudr48 26 July 2015 22: 56
    It's good that you created a Superjet.

    It is bad that because of this they killed Tu-2014, Tu-334, Il-96.

    It’s good that they concentrated their forces and means on this plane.

    It’s bad that they created on the basis of the UAC a tough monopolist in the aircraft industry and destroyed competition

    It is good that the aircraft is made in international cooperation of suppliers.

    It is bad that the Russian cooperation of suppliers for picking has been practically destroyed.

    It's good that they are doing (and will soon do) the MS-21.

    It’s bad that this MS-21 has been doing for a long time.

    It’s good that they create their PD-14 engine for the MS-21

    It’s bad that this is the only new Russian engine.


    It is necessary to understand specifically what is good and what is bad.

    But the situation with the civilian aircraft industry in the country remains very difficult, in comparison with the times of the USSR, which is bad.

    But it is no longer hopeless, as it was 10 years ago, which is good.
    1. VASh 1182
      VASh 1182 26 July 2015 23: 24
      At one time in Europe they also gave birth to an air monopolist - they called them Airbus ... they don’t seem to complain.
  14. tracer
    tracer 26 July 2015 23: 20
    Both in size and in the cabin, and in many other ways it is similar to the Embraer E 190. Moreover, the new version of the Embraer E 190 liked the interior very much. Nice finish and neatly done, candy straight. And good luck to "Drying" ... I am glad that it is the very first after the collapse of the union soared into the sky for all the devils in spite. Good luck to this bird.
  15. DarthVedro
    DarthVedro 27 July 2015 02: 37
    I just note that in the pre-crisis 2008, the share of Russian devices in this pepelats was 18%. In 2013, it was already 74. Now about half, but all the same, the Russian instrument-making industry is in the .. in a swamp.
  16. Hort
    Hort 27 July 2015 09: 45
    For several years, the HUNDRED plane is being assembled .. Boeing with Airbus are riveted 500 each year. There is no reason for pride, but rather for the emergency pulling of domestic civil aircraft from a deep ... quagmire. And for this we need a state plan and ways to influence manufacturers and carriers
  17. Ivan the Fool
    Ivan the Fool 15 August 2015 16: 42
    Two already in the next world!
  18. Ivan the Fool
    Ivan the Fool 15 August 2015 16: 57
    For 2014:
    Airbus (Europe) Ordered 1456 Delivered to customers 629 (including 30 giant A-380s)
    Boeing (USA) Ordered 1432 Delivered to customers 723
    UAC (Russia) Delivered 161 aircraft, including 37 civilian

    Zaminusuy hurry, wooden will find its price for 1 dollar -100 wooden! or out of envy!