Ssj 100 aircraft luggage compartment. How to choose the best seats: interior layout

Sukhoi Superjet 100 (Sukhoi Superjet 100) - short-haul passenger liner Russian production. Designed and manufactured by Sukhoi Civil Aircraft, it has been used on commercial flights since 2011.

At present, Sukhoi Superjet aircraft fly not only in Russia. Foreign operating companies include CityJet (Ireland), Interjet (Mexico), ArmAvia (Armenia), Sky Aviation (Indonesia), Lao Central Airlines (Laos).

Typical Cabin Configuration of Sukhoi Superjet 100

The layout of the cabin may differ according to the choice of airlines, but the difference is not as striking as on large long-haul aircraft, the equipment of which offers more options for accommodating zones of increased comfort and ordinary seats.

Aeroflot

Aeroflot's Sukhoi Superjet 100-95B fleet is huge: 42 airliners of this model are used on flights.

Aeroflot's Sukhoi Superjet scheme is the same for all aircraft:

Business Class ( best places Aeroflot's Sukhoi Superjet): rows 1-3, a total of 12 seats, arranged according to the scheme 2-2;
Space + ( increased comfort in economy class): 6th row, 5 seats according to the scheme 2-3;
The usual seats in economy class are 70 seats from rows 7 to 20, the layout is 2-3.

Toilets on board 3: 1 at the front of the aircraft on the left side, 2 at the rear.

The worst seats are considered to be at the end of the cabin (row 20) and each middle seat in a three-seat block (in the diagram from Aeroflot, these are all E seats).

Gazprom avia

The Gazprom avia airline operates a modification of the Sukhoi Superjet 100LR.

On the official website, the carrier does not provide the layout of the passenger compartment. However, it is known that the main part uses a typical arrangement of seats for the Sukhoi Superjet cabin - according to the 2-3 scheme.

IrAero

IrAero's aircraft fleet includes RRJ-95B (basic type) and RRJ-95LR-100 (modification with increased range); in total, 8 Sukhoi Superjet 100 aircraft fly on regular flights.

Depending on the layout and modification of the board, the aircraft can accommodate 93 or 103 passengers.

Basic scheme:

Business class - rows 1-3, 12 seats arranged in pairs;
Economy class - rows 6-20, seating arrangement - according to the scheme 2-3.

In the Sukhoi Superjet 100 economy class, the best seats are located at the beginning of the cabin - on row No. 6. The least successful seats in the cabin are standard - every middle seat in a block of 3 seats and all seats at the end of the cabin - near toilets and far from exits.

Azimuth

Sukhoi Superjet 100 aircraft are the backbone of the Azimut airline's air fleet, based in Rostov-on-Don.

The aircraft fleet of the young air carrier includes 8 Sukhoi Superjet 100 aircraft, 7 of which were delivered new directly from the Yuri Gagarin Aviation Plant. The RA-89036 board was previously operated by the Yamal airline.

Rostov-based Azimut uses two layouts for aircraft layout, each is a mono-salon, but seats on rows 1-3 are available at the Comfort rate.

Scheme No. 1

The total number of places is 100;
The number of rows - 20;
Layout scheme for all rows - 2-3.

Thanks only to broad international cooperation, it was possible to create an airplane Sukhoi Superjet 100... This airliner for regional airlines combines high performance and excellent aerodynamics with excellent passenger comfort.

The history of the creation of the aircraft

Only a close partnership of the State Aircraft Company Sukhoi with the Italian company Alenia Aeronautica and Snecma on risk sharing with the participation of a consultant represented by the flagship of the aircraft industry by Boeing Commercial Aircraft made it possible to organize the project Sukhoi Superjet 100... The project involves 30 companies supplying various systems and components for them.

February 17, 2006 began assembling a new Superjet 100, which in 2007 was transported to TsAGI and began static tests. May 19, 2008 Superjet 100 took off from the ground and performed a circle flight, and in December of the same year the second flight model with a crew of test pilots L. Chikunov and N. Pushhenko spent more than two hours in the air at an altitude of 6 thousand meters.

The third flight copy with w / n 95003 was first presented in June 2009 at the international air show in France. On July 25 of the same year, the fourth Superjet 100 prototype was ready to continue flight tests. This aircraft with w / n 95004 was equipped with standard systems and a ready-made cabin for passengers.

In September 2010, the entire program of static tests was completed. Sukhoi Superjet 100, the strength characteristics were confirmed and a certificate was issued from the Aviation Register of the IAC.

The first serial aircraft with w / n 95007 was named “Yuri Gagarin” and it became the property of an aviation company from Armenia. To fill the market, 1040 aircraft will be required by 2027, and experts predict that the demand for aircraft of this level will reach 6100 aircraft by that time.

Description of the aircraft Sukhoi Superjet 100

The machine is made according to the normal layout - it is an aircraft with a low-wing constant sweep, with two new engines and a traditional arrangement of the keel and stabilizer. The supercritical wing has single-slot flaps. It is planned to equip the wing with aerodynamic tips on new aircraft and equip earlier aircraft releases with them.

The wing in the root and bow and its mechanization are made of composite materials. The placement on the machine of algorithmic protection against touching the rear part of the fuselage of the runway made it possible to abandon the use of mechanical shock absorbers.

PowerJet has taken into account the requirements of the family SSJ 100 on power plants and equipped the car with new SaM146 engines with high quality performance characteristics.

In the cockpit, on the front panel, five displays were placed, displaying flight and engine parameters, navigation and meteorological conditions. The usual steering wheel in the cockpit was removed, instead of it, the so-called "sidestick" - a side control stick - was placed on the side.

SSJ 100 cabin

The location of the dashboard, aircraft control and engines is calculated so that in case of unforeseen circumstances, one crew member could continue the flight and land.

The remote control system on the new aircraft ensured flight safety at all stages. Such an opportunity is guaranteed by the high reliability of the aircraft systems and the original equipment for protection against errors associated with the human factor.

The aerodynamics of the aircraft make it possible to fly at cruising speeds comparable to those on long-haul aircraft in the mode of optimal fuel consumption, which gives a significant advantage over competitors.

SSJ100 meets modern requirements to ensure the environmental friendliness of the project and has low emission and noise levels.

SSJ 100 photo salon

The whole family SSJ 100 has a high standardization in all parts and assemblies of the aircraft. The wing for all modifications remains unchanged with a constant geometry, there are more seats for passengers due to inserts in the central part of the hull. This unification reduces the cost of repair and maintenance of the entire fleet of machines in the family. Sukhoi Superjet 100.

SSJ 100 interior layout

Flight performance Sukhoi Superjet 100

Modification	SSJ 100-60 LR	SSI 100-95 LR
Wingspan, m	27,80	27,80
Aircraft length, m	23,87	29,87
Wing area, m 2	77,0	77,0
Aircraft height, m	10,28	10,28
Maximum takeoff weight, kg	35790	42250
Engines	2 TRDDF SM146	2 TRDDF SM146
Thrust-to-weight ratio, kgf	2 X 7945	2 X 7945
Cruising speed, km / h (M)	(0,87)	(0,78)
Flight range, km	4550	4420
60 passengers	95-98 passengers or 12245 kg.
Takeoff run, m	1530	1800
Cabin width, m	3,2	3,2
Crew, people	2	2

Interesting facts about Sukhoi Superjet 100

It took only five years from the first flight to the conclusion of multibillion-dollar deals for the project of the Russian regional aircraft. SSJ 100 and this is shortly after the collapse of the USSR in an economic downturn.

If in the 30s development Li-2 gave the aviation industry the template-groove method, then on the project SSJ 100 the developers have mastered the digital method.

The declared resource of the airframe SSJ100 is 70-100 thousand flight hours, and in world practice it is equal to only 30 thousand.

Many cars Superjet 100 received their own names in honor of outstanding pilots and astronauts.

In April 2010, the Russian Sberbank put into circulation a coin from the series "History of Russian Aviation", which is dedicated to the aircraft Sukhoi Superjet 100.

Video: Sukhoi Superjet 100-95B Aeroflot (RA 89006). Take off from Dresden

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

2. Initially, the Superjet cockpit was designed with steering columns, but after several meetings with representatives of airlines (and not only from Russia), at the design stage, the steering wheel was replaced with a side handle. When talking with test pilots during a press tour, some said that the helm on the Dreamliner-787 is already the last century and Boeing will have to do its next aircraft with a side handle.

3. The cockpit is completely English-speaking (even the documentation for the plane now goes to English language). There is no Russian version and will not be. And why? English has become the standard in aviation. I saw the cockpit of the Tu-204, from the number of Russian reductions, led only by the designers, the brain howled and fell into a collapse. I don’t argue, it’s a matter of habit, but why reinvent the wheel if there are already established 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 - a picture from cameras, documentation, diagrams, maps, etc. There is an ordinary Windows. It is true that you cannot easily upload anything there. Despite the USB connector, you can plug in a USB flash drive, but the system will not see it - you need authorization. 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 GSS - the cabins assembled the consoles, and the avionics department developed the indication. Test pilots made a huge contribution to the ideology of the cockpit and indication.

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

7. Equipping the cabin during factory tests and flight. Parachutes (tests all the same) and chairs with additional weights 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 on-line system for transmitting data to the ground about the state of the aircraft.

9. As I said, the plane leaves the factory exactly like this. The interior is installed 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 will not go into details. This applies to both complex new systems and a simple indicator. For example, installing a front toilet busy light on the overhead (the idea was introduced by Yablontsev) required a lot of butting with the interior designers and consoles in order to connect them with each other. We did it.

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12. The SSJ100 engine has a bypass ratio of 0.53 - 0.93 (it depends on the engine model) lower than that of the CFM-56, which is installed on the B737 and A320. At the same time, if we compare the SSJ100 engine with Soviet-made engines - D-30 and its modifications, which were on the Tu-134, Tu-154 and Il-76, then the Superjet has 3.17 more by-pass ration. The bypass ratio has a positive effect on the specific fuel consumption and negatively on the speed characteristics, i.e. with an increase in the number M of flight, 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 outperform the CFM-56), and the engine must also have a good margin of gas temperature 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 class of thrust in terms of high-altitude and speed characteristics, both in terms of thrust and specific consumption.

13. It's time to roll our board out of the shop.

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

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15. Hangar is another aircraft for the Mexican Interjet with serial number 95028.

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

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

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18. Unlike railway, where there is a vigilance 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 by automatic equipment (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 ATC controller only coordinates and directs. For the pilot, state control is necessary, which does not require additional actions from him. Work on such systems has advanced the most in combat aviation, to determine the moment of loss of the pilot's performance and the transition to fully automatic control. For civil aviation the principle of cross-control within the crew is still in effect.

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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 grows almost exponentially, depending on the required level of reliability. Demonstration of conformity is carried out through a huge amount of testing in the entire expected area of operation. By the way, precisely because of these requirements, the cost of aircraft and the development time are now many times greater than at the beginning of the jet era. Since the systems for preventing collisions between aircraft and / or collisions with the ground (TCAS, GPWS, T2CAS, TAWS) must be massive and be able to be installed on aircraft released earlier, and compliance with the prescribed flight plan was and remains the basis for excluding this event, for these systems aviation authorities ICAO Contracting States, such as Russia, decided to adopt the level of reliability corresponding to the systems of the advisory type. This made it possible to create such systems within a reasonable time frame and at a reasonable cost. But this level of reliability allows that a false triggering of such a system in flight is not completely ruled out. Therefore, it is possible to disable it if the crew accurately recognized the incorrect operation of this system. But if from the point of view of ensuring the safety of the flight, the system is key, then its manual shutdown is impossible.

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

21. Low-hanging engines still cause a lot of battles on these internet sites of yours. They say that garbage will be sucked, stones, snow, water, sand and other things that lie 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 removal of the engines due to the ingress of foreign objects. And recently, at the end of 2012, the Supplement to the Aircraft Type Certificate was received for the condition of the runway covered with snow (up to 60 mm), slush (up to 13 mm) and sleet (up to 15 mm).

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Yes, you can just watch this video - the pool test. For some reason, water does not 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 mechanical reserve. And it is really not an easy matter to provide the required level of reliability with such limitations in the airframe volume and development price, because the cost of one Superjet is an order of magnitude less than that of the A380 or B787 mainline airliners. By the way, the development of the CDS for the B787 and A-400M was started almost simultaneously with the CDS for the SSJ100, so here we can talk about parity in the level of technology.

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23. Refueling the aircraft before departure.

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24. White parts are composite parts.

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

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26. Like a self-portrait :)

27. The switches in DIRECT MODE were only set on prototype machines. They were required for certification testing. There are no such switches on serial machines. A regular flight is performed when the CDS is operating in the main NORMAL MODE mode, without control of its operation by the crew. The reliability of the SDS monitoring algorithms is set at such a level that any spontaneous rudder movements requiring the crew to manually disable the SDS are completely excluded, in case of any failure state or the presence of errors in the SDS computer software. The certification tests included a large amount of checks, including checks for open circuits in the feedback lines of the drives, jamming, input signal mismatches, short circuits in the CDS cable network and software errors in the main loop, etc.

28. This aircraft took off for the first time on 22 February. After being handed over to Aeroflot, he wears an airborne RA-89014.

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

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

3. The cockpit is completely English (even the aircraft documentation is now in English). There is no Russian version and will not be. And why? English has become the standard in aviation. I saw the cockpit of the Tu-204, from the number of Russian reductions, led only by the designers, the brain howled and fell into a collapse. I don’t argue, it’s a matter of habit, but why reinvent the wheel if there are already established standards.

5. The cockpit was designed by two departments of the GSS - the cabins assembled the consoles, and the avionics department developed the indication. The test pilots made a huge contribution to the ideology of the cockpit and indication.

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

7. Equipping the cabin during factory tests and flight. Parachutes (tests all the same) and chairs with additional weights 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 on-line system for transmitting data to the ground about the state of the aircraft.

9. As I said, the plane leaves the factory exactly like this. The interior is installed either in Ulyanovsk or in Venice.

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

13. It's time to roll our board out of the shop.

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

15. Hangar is another aircraft for the Mexican Interjet with serial number 95028.

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

18. Unlike railway, where there is a vigilance pedal, in aviation such systems are not used, since they always lead to additional workload for the operator. For the driver of a high-speed train, this is not scary, because he is actually an observer, the route and the speed limit are maintained by automatic equipment (I must 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 ATC controller only coordinates and directs. For the pilot, state control is necessary, which does not require additional actions from him. Work on such systems has advanced the most in combat aviation, to determine the moment of loss of the pilot's performance and the transition to fully automatic control. For civil aviation, the principle of cross-control within the crew is still in place.

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 grows almost exponentially, depending on the required level of reliability. Demonstration of conformity is carried out through a huge amount of testing in the entire expected area of operation. By the way, precisely because of these requirements, the cost of aircraft and the development time are now many times greater than at the beginning of the jet era. Since the systems for preventing collisions between aircraft and / or collisions with the ground (TCAS, GPWS, T2CAS, TAWS) must be massive and have the ability to be installed on aircraft released earlier, and the basis for excluding this event was and remains the observance of the prescribed flight plan, then for these systems, the aviation authorities of the ICAO Contracting States, such as Russia, have decided to adopt the level of reliability corresponding to the systems of the advisory type. This made it possible to create such systems within a reasonable time frame and at a reasonable cost. But this level of reliability allows that a false triggering of such a system in flight is not completely ruled out. Therefore, it is possible to disable it if the crew accurately recognized the incorrect operation of this system. But if from the point of view of ensuring the safety of the flight, the system is key, then its manual shutdown is impossible.

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

23. Refueling the aircraft before departure.

24. White parts are composite parts.

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

26. Like a self-portrait :)

28. This aircraft took off for the first time on 22 February. After being handed over to Aeroflot, he wears an airborne - RA-89014.

29. The aircraft during the period of experimental flights passed 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 operating indicated 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 reached - to these numbers the car moved gradually, in small steps. At each new speed and number M, a special "platform" was performed on which, with the help of a special oscillation generator included in the SDU circuit, harmonic oscillations of the control surfaces of the aircraft were excited in different control channels: rudder, elevator, and ailerons - in synchronous and asynchronous modes. Only after these modes were fulfilled (at 20% exceeding the operational parameters), the aircraft was signed a certification conclusion on flutter.

But such tests on the An-148 flutter were not carried out. Instead, blowdowns of the aerodynamic model were performed. This led to the fact that during a training flight, the An-148 went beyond the maximum maximum speed, "caught" the flutter and collapsed.

But, it must 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 volume is done just in a wind tunnel and by numerical methods. For this, a special, dynamically-like model is made, a very, by the way, complex and expensive thing, which is blown through to the modes of occurrence of various forms of flutter. Based on these tests, the mathematical model of the aircraft is corrected, which is used for numerical studies and identification of "weak points" that need to be corrected in order to avoid resonance of the airframe structure when it is 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 they tested it in a crosswind. This is a trailer for the movie, but in my opinion it is much more interesting than the movie.

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

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

As a bonus, a 30 minute crosswind test movie.

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

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

Photo from the Internet.

I am sitting in the pilot's seat of the Sukhoi Superjet 100, in front of me is a large panel with various sensors and diagrams, perhaps if I had studied flight simulators before, I would have felt more confident, but now I am completely at a loss - what to grab, where to look ? However, I am worried in vain, the second pilot is next to me, he can quite calmly take control of the aircraft, and of course, we will have one of the best instructors of the pilot training center with us and under his strict guidance we will now make a training flight on the Superjet 100 The fact that this is a simulator is very soon forgotten, here everything happens in real time, in real time, and in real time. The cockpit repeats the real cockpit completely 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 window, created with the help of a computer, only adds to the realism of what is happening.

The principle and purpose of the simulator is the same, training of pilots and simulation of various situations for practicing actions by pilots. And of course, control and running-in of new units. It is worth noting that not only pilots work on simulators, but also electronics specialists, engineers and other specialists who, in one way or another, test hardware in different conditions of aircraft operation.

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 who 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 money, but for the process itself. By the way, the control of the combat SU-35 is not at all similar to the control of the Superjet (and it would be strange if it were similar), and in front of my eyes, the pilot crashed the car several times.

Another funny moment, in a dark room, after a few minutes of watching the scenes unfolding on the screen in front of the fighter, my head really starts to spin! In order not to crash to the floor, I had to turn away from the wall on which the flight was projected. Guys told stories about how all kinds of specialists came to the stand "for a minute" and spent hours in the cockpit. It's very cool when all the parameters are real and you can control such a machine 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 the process itself and the attitude of people to the topic. I hope that I will still have the opportunity to visit the same or a similar object and there will be more time to delve into the topic and reveal it in more detail. I'm sure I saw the smallest part huge iceberg our aircraft industry, and there is a huge number of all kinds of delicious stories ahead.

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