Sukhoi Superjet

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Interjet Sukhoi Superjet planes ULTIMATE COCKPIT MOVIE

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.....Thank You, Austin!

At the MAKS 2015 Airshow, Sukhoi Civil Aircraft CompanySCAC (АО "Гражданские самолеты Сухого") has announced that the new version of the Sukhoi Superjet 100 (SSJ100) regional aircraft, with the more powerful engines, range extension and winglets, will join the family (SSJ100-95, SSJ100-95B, SSJ100-95LR and SSJ100-95SBJ) and will be designated as SSJ100 V100. Installing of the higher thrust engines, developed for the long-range version of the jet, on the aircraft having the same takeoff weight will allow the customers to have more flexibility in terms of aircraft configuration. Optimization of its characteristics allows operating SSJ100 under conditions of high temperatures and high altitudes.

The new model was developed in order to provide the jet with the new capabilities required by the customers in some specific geographical regions. The major distinctive feature of the SSJ100 V100 aircraft is the higher thrust engine - SaM146-1S18, twin-shaft, high-bypass, turbofan engine (fan diameter: 1.224 mm / 48,2 in; BPR: 4,4:1; engine architecture: F+3LPC–6HPC1HPT–3LPT), OPR: 28,0:1, rated at 73,32 kN / 7.477 kgf / 16.483 lbf, offered as an option for the liner having the basic range. The takeoff thrust was increased thanks to the adjustments made to the engine's software developed by the PowerJet, 50/50 joint venture between Safran Aircraft Engines (previously SNECMA) and JSC NPO "Saturn" (ПАО "НПО "Сатурн").

Sukhoi Civil Aircraft Company gradually expands its product line, and in the addition to the existing members of SSJ100 family, having different takeoff weights and ranges, it is going to offer another model to its customers, the one with the the basic takeoff weight, but improved takeoff performance.

The technical solutions used for the development of the new model may become a deciding factor for some users because an opportunity to increase payload while operating the aircraft from airfields located in mountainous regions could be of a great importance to them. First of all, this refers to South and Central Africa, where many airports are located in mountainous regions. India and China are also of the great importance for the program because these countries have high passenger traffic and many airports are located in mountainous regions too. Average height of these airports is over 1.500 m above the sea level; that is why they need a liner with relatively low takeoff weight and high thrust engines. Moreover, the new aircraft was expected to be in demand in countries with hot and humid climate. Taking into account the performance of the SSJ100 V100, it may also meet the requirements of the European carriers, which have many airports with short runways in their route network.

SSJ100 V100 supposed to have the range of 3.048 km / 1.893 mi, maximum takeoff weight of 45.880 kg / 101.148 lb and the takeoff distance 10% shorter compared to the basic version.

Since 2017 a new wingtips was expected to be offered as an option for all SSJ100 airliners; the wingtips will improve the jet performance and fuel efficiency.The wingtips' design optimization, including calculations and testing carried out using wind tunnels of TsAGI and SibNIA. Several variants having vertical or horizontal configuration were considered. The work took around one and a half years. A junction between the wing and the wingtip has been designed as well as the composite wingtip itself. Even a manufacturer was being chosen; probably one of the Russian enterprises involved in SSJ100 program will start the mass production of these wingtips. The wingtips will deliver up to 4 % in fuel savings. Moreover, the optimized wingtips should improve the takeoff and landing performance. Business - SSJ100-95SBJ and long-range versions - SSJ100-95LR of the SSJ100 liner will also be fitted with the wingtips.

At the time the aircarft was considered, I was sure that, in addition to the mentioned aerodynamic improvements of the plane, there was a room for the aircraft's further optimization and efficiency improvement, primarily through the replacement of its engines. The current engines, SaM146, largely based on CFM56 engine tecnology, is an reliable and well proven engine, but the one which in its efficiency lags behind the new generation of the engines.

Possible engine options? Aviadvigatel PD-10, twin-shaft, high-bypass, turbofan engine (fan diameter: 1.677 mm / 66,02 in; BPR: :1; engine architecture: F+1LPC–8HPC2HPT–5LPT), OPR: :1, rated at 106,89 kN / 10.900 kgf / 24.030 lbf, based on the new PD-14, two-shaft, high-bypass, turbofan engine (fan diameter: 1.900,0 mm / 74,8 in; BPR: 8,5:1; eng. architecture: 1F+3LPC–8HPC2HPT–6LPT), OPR: 41,0:1, rated at 137,29 kN / 14.000 kgf / 30.865 lbf, aimed for the Irkut MC-21-300 aircraft or maybe some version of the PurePower engine, similar to Mitsubishi MRJ's Pratt & Whitney PW1217G, geared, high-bypass, turbofan engines (fan diameter: 1.422 mm / 56,0 in; BPR: 9,0:1; engine architecture: F]G[2LPC–8HPC2HPT–3LPT), OPR: :1, rated at 75,72 kN / 7.722 kgf / 17.023 lbf.

I saw Aviadvigatel PD-10 as the main engine option, especially for the larger and heavier Superjet. This engine would be heavier than the current PowerJet SaM146 (2.200 kg compared with the latter's 1.708 kg), but it woud also feature a 35 % increase in takeoff thrust and a 14 % reduction in specific fuel burn. The PD-10's fan's diameter of 1.677 mm will enable bypass ratio of 7,5 (the SaM146 – 1.224 mm fan enables bypass ratio of 4,4). Compared with the baseline Aviadvigatel PD-14 engine and its architecture: 1F+3LPC–8HPC2HPT–6LPT, the PD-10 engine's architecture will be: 1F+1LPC–8HPC2HPT–5LPT.

Sometime later, the aircarft got the new name, Sukhoi Superjet 130 NG (SSJ130NG) jet airliner (length: 33,8 m / 110,9 ft; wingspan: 28,6 m / 93,8 ft; fuselage max diameter: 3,35 m / 11 ft; cabin width: 3,24 m / 10,6 ft; MTOM: 55,7 t / 122.798 lb), work on which was carried out by Sukhoi Civil Aircraft CompanySCAC (АО "Гражданские самолеты Сухого") and PJSC United Aircraft Corporation (ПАО "ОАК"). The SSJ130NG was imagined to have an aluminum fuselage and use composite materials for its, not only Irkut MC-21's derived composite wing, but the center section, elevator and rudder. The aircraft was conceived as a link between the already exploited Sukhoi SSJ100 and the new airliner Irkut MC-21-300. In the original Superjet plans, three versions of the aircraft were planned: -65, -75 and -95 seat versions. Finally, the 95-seat version was realized as SSJ100-95...

Now You can forget all about Superjet 130 NG because the new, smaller version of the aircraft was launched …

...........Please click on the images for the articles ...

SCAC president Alexander Rubtsov revealed to FlightGlobal at the Singapore Airshow 2018 that a launch decision for the 75-seat derivative was made last week, following a 100 aircraft commitment from an undisclosed Russian airline. Because of the strong interest in a smaller Superjet, SCAC has shelved the plans to develop a larger Superjet, more than that the previously considered variant would enter into the Bombardier CSeries' market. The Bombardier CSeries with advanced engines, aerodynamics and structures is now operational both in a 100-seat (CS100) and 130-seat (CS300) version. Within weeks, the 100-seat version of the updated Embraer E-Jet, the E190-E2, is starting service with Norwegian carrier Widerøe while the 120-seat Embraer E195-E2 follows next year. Building a competitive larger version would call for an injection of new technologies into the SSJ, to come to the operational costs of these aircraft. In the sector below 95 seats, there is no new technology aircraft in the market until the Mitsubishi MRJ70 and Embraer E175-E2 arrives in 2021. The largest market for 75-seat regional jets is the US regional jet market. Embraer delivered 79 E175 76-seaters during 2017, of which 71 went to US regional airlines and eight to KLM Cityhopper in Europe. The real challenge for the SSJ75 is not the cabin, wing or engines, nor is it the fuel consumption or operating costs in general. It will require the experience of a number of Western SSJ operators over several years to tell whether SCAC can deliver, service and support a regional jet to the level where it can compete in the US market.
............................Mitsubishi Regional Jet MRJ90............................................................Embraer E190-E2

The current competitors of the future Sukhoi SSJ75 are Embraer E175, Bombardier CRJ700 and Bombardier CRJ900. Of these, the SSJ has the better cabin comfort and engines which are half a generation newer, since the PowerJet SaM146 is 10 years younger in design than the CF34-8C(E) engines used on the Bombardier CRJs and Embraer E175.
SSJ cross-section with E-Jet overlaid in yellow and CRJ in red. Source: SCAC

It will be interesting to see how a 5-across airplane will be able to compete with 4-across in that market segment in terms of weight efficiency, especially with the same engines pushing a bigger crosssection through the air. It makes hard to see it being any more efficient or more likely to hit the scope clause weight than the Embraer E175-E2 or Mitsubishi MRJ70. Granted, if it did manage to hit that weight, then I think we'd be looking at a possible game changer for breaking into the US market. It wouldd truly be the only next generation plane that meets it.
For marketing purposes, the 75-seater may be called the MC-21-75, but it's not decided yet.

It's interesting to notice that intends to use the same avionics suite as the Irkut MC-21-300 from Concern Radio-Electronic Technologies KRET rather than the Thales they currently use (Russia's Radio-Electronic Technologies Concern (KRET), a subsidiary of the state-run corporation Rostec, is also building a new avionics system for strategic bomber. The modernization project aims to include elements of integrated modular avionics). This could be a direct result of the refusal from the USA to approve the sale of the SSJ100 to Iran. This aircraft is not imagined just as a shrink, since a new wing will be designed, and fuselage will be deeply redeveloped. Those more informed say that Sukhoi has no background in civil aircraft, and SSJ100 contains pretty much errors in its design. A simple shrink would have perpetuated those errors into other models, so SSJ75 will be as clean sheet as realistically feasible. Some go so far and claim that current SSJ100 design will be retired, and SSJ75 will become the core for the family of jets, including new SSJ100. We'll see …

It seems to me SCAC is trying to route the new aircraft towards the larger Irkut MC-21-300, a bit like BBD is doing with Airbus, meanwhile taking care of a 'deep Russification' of the design, so that foreign providers are no longer an issue in the production chain. I wonder how interesting this new variant will appear to be to the rest of the world operators? If anything the SSJ needs to broaden its international appeal, and not 'ingrow' into deep Russian technology to sell in bigger numbers.

Although it was said the Superjet's current PowerJet SaM146 engine would be "a bit too big" for the smaller version of the aircarft, the main reason for the engines vendor's replacement decision lies in the fact that Sukhoi is not happy with the PowerJet JV, and in particular with the priority that Safran Aircraft Engines gives to CFM LEAP ramp up and fixing the Silvercrest engines. Potential engines under the evaluation include the Aviadvigatel PD-7, twin-shaft, high-bypass, turbofan engine rated at 77,47 kN / 7.900 kgf / 17.417 lbf, based on the new Aviadvigatel PD-14, two-shaft, high-bypass, turbofan engine (fan diameter: 1.900,0 mm / 74,8 in; BPR: 8,5:1; eng. architecture: 1F+3LPC–8HPC2HPT–6LPT), OPR: 41,0:1, rated at 137,29 kN / 14.000 kgf / 30.865 lbf, aimed for the Irkut MC-21-300 or Pratt & Whitney PW1217G, geared, high-bypass, turbofan engines (fan diameter: 1.422 mm / 56,0 in; BPR: 9,0:1; engine architecture: F]G[2LPC–8HPC2HPT–3LPT), OPR: :1, rated at 75,72 kN / 7.722 kgf / 17.023 lbf, aimed for Mitsubishi MRJ. It had been rumored that JSC NPO "Saturn" could buy out the Safran's stake or take upon a higher industrial share of the program. PowerJet SaM146 engine is very dependent on the Western technology as Safran Aircraft Engines is in charge of the core, control system (FADEC), power transmission (accessory gearbox, transfer gearbox), engine integration and the flight testing while JSC NPO "Saturn" is responsible for the components in the the low-pressure section, engine installation on the aircraft and the ground testing. Allegedly, there seems to be a margin for a larger fan, and in addition to that the question is if the wing can take the heavier engine. Some Russian aviation-related forum discussions point to problems due to the lack of Sukhoi's experience in the design of the passenger aircraft, and just one of them is actually the inability of SSJ100 to get larger diameter engines. The basic message is that the existing engines are nearly too low, making them "vacuum cleaners/open invitation to FOD problems", and larger fan diameter is out of the question, as frame design does not permit it. But again, these are just discussion points, and do not need to be taken as a real factual state…

The 2022 EIS of the SSJ75 (4 years development time) suggests some pretty extensive redesign of what is already a very good airframe in terms of aerodynamics and weight. A smaller and optimized wing, using the same composite manufacturing methods from the Irkut MC-21, paired with a new generation of the engines, might end up with Sukhoi having the most competitive product in the 75-seat segment. Personally, I wish them all the luck in this world to succeed in this endeavor.