Sukhoi Super Jet 100
Thread Starter
Join Date: Mar 2009
Location: onboard an A6- enroute to India
Posts: 289
Likes: 0
Received 0 Likes
on
0 Posts
Sukhoi Super Jet 100
Was wondering if any of you had any info on the sukhoi super jet 100 ..
Seems to be an good regional option for the operators..
Whats your take on it ?
Cheers !
Seems to be an good regional option for the operators..
Whats your take on it ?
Cheers !
Join Date: Jan 2008
Location: PARIS FRANCE
Age: 77
Posts: 53
Likes: 0
Received 0 Likes
on
0 Posts
The Superjet has had lots of problems, unserviceability due to multiple serious failures...such that Rosaviatsia (the agency monitoring airline safety) has grounded the aeroflot SJ100s repeatedly. Last news are that Sukhoi is buying back the ten airplanes being flown (or grounded) by a very disappointed Aeroflot...Probably issues that can be solved, but the aircraft which took a long time to be available was still put too quickly on the market. Still...aeronautical news and announcements, what would be nice would be aeroflot pilots comments.
Join Date: May 2013
Location: Moscow
Age: 40
Posts: 36
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Feb 2008
Location: Faro
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
Hello to all!
I always followed this Project with hope that it would be a leap forward to the Russian airspace industry and that it would make its way through the western airlines companies.
Lately I had noticed that for some time being there are no deliveries of the SSJ 100.
Can someone shed some light into this?
I always followed this Project with hope that it would be a leap forward to the Russian airspace industry and that it would make its way through the western airlines companies.
Lately I had noticed that for some time being there are no deliveries of the SSJ 100.
Can someone shed some light into this?
Join Date: Nov 2012
Location: Flight Deck
Posts: 20
Likes: 0
Received 0 Likes
on
0 Posts
SSJ
Couple of issues here:
The fuel burn is higher than expected. .72 will yield 1.6k/h, but .79 is closer to 2.1k/h. not to competitive in the 100 seat market.
Along with the Avionics startup issue on early S/N's, the APU or Engine Gen must be online, or a complete Avionics power up is required. First airbuses in 1986 were like that.
I thought the SSJ was underpowered and fairly hot on approach, but i haven't flown it that much.
But the really big thing here is the propriority of the Sukhoi marketing for service, parts and training. It may be cheap to buy, but they will hose you big time when you need something from them.
The Easterline FMS is nothing to exciting either.....must have got a good price on it.
And the little thing that just rubs me raw, is the lack of a track line in the heading mode.
The great thing about it.....the loo is big enough to fit a Russian Women's backside.
The fuel burn is higher than expected. .72 will yield 1.6k/h, but .79 is closer to 2.1k/h. not to competitive in the 100 seat market.
Along with the Avionics startup issue on early S/N's, the APU or Engine Gen must be online, or a complete Avionics power up is required. First airbuses in 1986 were like that.
I thought the SSJ was underpowered and fairly hot on approach, but i haven't flown it that much.
But the really big thing here is the propriority of the Sukhoi marketing for service, parts and training. It may be cheap to buy, but they will hose you big time when you need something from them.
The Easterline FMS is nothing to exciting either.....must have got a good price on it.
And the little thing that just rubs me raw, is the lack of a track line in the heading mode.
The great thing about it.....the loo is big enough to fit a Russian Women's backside.
Join Date: May 2013
Location: Moscow
Age: 40
Posts: 36
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Nov 2012
Location: Flight Deck
Posts: 20
Likes: 0
Received 0 Likes
on
0 Posts
Salesman's talk.
3% means nothing, it is salesman's wet dream. Every company strokes their numbers. It is the operators that really prove the performance figures. If you have been around airplanes very long, you find the numbers can be misconstrued a variety of ways. Basically, the Embraer has been on the market more than 10 years longer than the SSJ. It's technology is Ten years old. Every manufacture will continue to improve economy with the escalating petrol prices.
I'm not a E175/190/195 fan either. But I'd much rather fly one of those the the Sukhoi. I sincerely feel it was not designed to compete in the free market where buyers and flyers dictate the right tool and it's design. Also, as every new design, the SSJ will continue to be refined.....as it already has been.
It has some great features....Big Loo, big fuselage, really strong gear, comfortable flight deck. But cut corners on avionics, engines and no Table?? As well, the operators are put in the position of purchasing a large parts inventory due to the lack of availability World-wide. Though that will more than likely change in the future as sales numbers increase
Interjet is an important and dynamic sales advantage for Sukhoi. To be really competitive, they have to get out of the Russian market. Interjet may just be the doorway they need to South American sales. That will get Embraer moving. The two aircraft will best be compared when they are operating side-by-side on same routes.
Right now the numbers are really just starting to prove up. But when you can still buy an old Boeing or Airbus for $2-3$ million and find parts every where, it is still a lot less capital output to pay for the extra fuel than insurance, interest and parts supply. The per seat mile cost are very close, though they can be manipulated also. A larger carrier like Interjet will get the daily use with it's scheduling. But for smaller operator with less than 120 hours a month, it may not be cost competitive. They are to close to a DHC8 or ATR market until they break over the 90 minute leg. But still, available seat per mile cost is based on a 100 % load factor and per seat mile net is not.
Time will tell, but right now the numbers are just a wet dream. The purchase decision has to move beyond a political sale and enter the free-market place.
I'm not a E175/190/195 fan either. But I'd much rather fly one of those the the Sukhoi. I sincerely feel it was not designed to compete in the free market where buyers and flyers dictate the right tool and it's design. Also, as every new design, the SSJ will continue to be refined.....as it already has been.
It has some great features....Big Loo, big fuselage, really strong gear, comfortable flight deck. But cut corners on avionics, engines and no Table?? As well, the operators are put in the position of purchasing a large parts inventory due to the lack of availability World-wide. Though that will more than likely change in the future as sales numbers increase
Interjet is an important and dynamic sales advantage for Sukhoi. To be really competitive, they have to get out of the Russian market. Interjet may just be the doorway they need to South American sales. That will get Embraer moving. The two aircraft will best be compared when they are operating side-by-side on same routes.
Right now the numbers are really just starting to prove up. But when you can still buy an old Boeing or Airbus for $2-3$ million and find parts every where, it is still a lot less capital output to pay for the extra fuel than insurance, interest and parts supply. The per seat mile cost are very close, though they can be manipulated also. A larger carrier like Interjet will get the daily use with it's scheduling. But for smaller operator with less than 120 hours a month, it may not be cost competitive. They are to close to a DHC8 or ATR market until they break over the 90 minute leg. But still, available seat per mile cost is based on a 100 % load factor and per seat mile net is not.
Time will tell, but right now the numbers are just a wet dream. The purchase decision has to move beyond a political sale and enter the free-market place.
Last edited by Quazar; 29th May 2013 at 15:33. Reason: finger slipped
Join Date: Feb 2008
Location: Faro
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
Well, all aircraft have their issues when they are on young stages of production, even after a couple hundred produced, you will still find out problems.
The only way of solving these is to operate them as much you can, as more you can.
Thatīs the point with Embraer, they did manage a lot of early sales and promotion, although the airline companies are not very pleased with the airplane, it has sold in numbers and it is flying in numbers.
The problems that Quazar referred, they are all normal in the early production phase. Those about the FMS and software layout are the easiest ones to solve. The lack of engine power and consumption also might be solved soon. I do think that the LRīs engine variant will become standard.
Despite the breakthrough deal with Interjet, Sukhoi didnīt manage to get a deal in the western market for large dozens.
Probably here are large factors behind, not just spare parts, support, etc. Perhaps the lack of support from a big leasing company
Anyway I do think that the airplane will prove its value, and soon we might see it more often in the skies, even in the USA.
The only way of solving these is to operate them as much you can, as more you can.
Thatīs the point with Embraer, they did manage a lot of early sales and promotion, although the airline companies are not very pleased with the airplane, it has sold in numbers and it is flying in numbers.
The problems that Quazar referred, they are all normal in the early production phase. Those about the FMS and software layout are the easiest ones to solve. The lack of engine power and consumption also might be solved soon. I do think that the LRīs engine variant will become standard.
Despite the breakthrough deal with Interjet, Sukhoi didnīt manage to get a deal in the western market for large dozens.
Probably here are large factors behind, not just spare parts, support, etc. Perhaps the lack of support from a big leasing company
Anyway I do think that the airplane will prove its value, and soon we might see it more often in the skies, even in the USA.
Join Date: May 2013
Location: Moscow
Age: 40
Posts: 36
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: May 2013
Location: Moscow
Age: 40
Posts: 36
Likes: 0
Received 0 Likes
on
0 Posts
The pilot of Moskovia Daria Sinichkina of aircraft
I really like the plane is very obedient to manage. Cab ergonomic, comfortable even for pilots of small stature, like me. Saydstik manage comfortably. The aircraft has many types of pilot protection against over parameters such as roll, pitch, loss and speeding, depending on configuration. On Line Training practiced flying with a roll 45 and 60 degrees, approaching stall (for demonstration of safety restrictions), landing with a simulated failure of one engine, touch'n'go. The plane holds very well defined roll, trims himself in turns, and when simulating the failure of one engine. When completely take over the control stick and a small gas, holds the lowest possible speed, then the protection trips, the flaps automatically, then go throttles on takeoff.
Instructor who conducted the training - the test pilots of Sukhoi Civil Aircraft, a strong emphasis on manual piloting and visual approach. We performed only one run on autopilot for ILS, other flights performed manually and visually. The landing was performed with a mass close to the maximum landing because the plane was equipped with a special ballast.
Strongest impression of the atmosphere in the Sukhoi. I have the feeling that everything is, and the pilots and technology, and drivers towing cars, all the staff love this airplane. People burn the eyes when they talk about these aircraft. Very nice to talk with someone who loves his job and is proud of it.
Thank you for the congratulations, I'm so nice))) I'm awfully glad itself, because it's true my biggest dream extreme 5i years
Wall
I really like the plane is very obedient to manage. Cab ergonomic, comfortable even for pilots of small stature, like me. Saydstik manage comfortably. The aircraft has many types of pilot protection against over parameters such as roll, pitch, loss and speeding, depending on configuration. On Line Training practiced flying with a roll 45 and 60 degrees, approaching stall (for demonstration of safety restrictions), landing with a simulated failure of one engine, touch'n'go. The plane holds very well defined roll, trims himself in turns, and when simulating the failure of one engine. When completely take over the control stick and a small gas, holds the lowest possible speed, then the protection trips, the flaps automatically, then go throttles on takeoff.
Instructor who conducted the training - the test pilots of Sukhoi Civil Aircraft, a strong emphasis on manual piloting and visual approach. We performed only one run on autopilot for ILS, other flights performed manually and visually. The landing was performed with a mass close to the maximum landing because the plane was equipped with a special ballast.
Strongest impression of the atmosphere in the Sukhoi. I have the feeling that everything is, and the pilots and technology, and drivers towing cars, all the staff love this airplane. People burn the eyes when they talk about these aircraft. Very nice to talk with someone who loves his job and is proud of it.
Thank you for the congratulations, I'm so nice))) I'm awfully glad itself, because it's true my biggest dream extreme 5i years
Wall