In this article, we will talk in detail about the cabin layout and the best seats on the Sukhoi SuperJet-100-95B (SSJ-100) aircraft of Aeroflot airlines.
The SSJ-100 is a domestically produced short-haul aircraft. In the airline's fleet, today (August 2018), there are 45 units of this type.
Board numbers SSJ-100:
RA-89014, RA-89015, RA-89017, RA-89022, RA-89023, RA-89024, RA-89025, RA-89026, RA-89027, RA-89028, RA-89032, RA-89041, RA- 89042, RA-89043, RA-89044, RA-89045, RA-89046, RA-89047, RA-89051, RA-89052, RA-89056, RA-89057, RA-89058, RA-89059, RA-89060, RA-89061, RA-89062, RA-89063, RA-89064, RA-89065, RA-89097, RA-89098, RA-89099, RA-89100, RA-89101, RA-89102, RA-89103, RA- 89104, RA-89105, RA-89106, RA-89107, RA-89108, RA-89111, RA-89112, RA-89113.
Liner names:
V. Sysovsky, SKYTEAM, P. Khmelnitsky, I. Orlovets, P. Mikhailov, D. Ezersky, D. Barilov, H. Tskhovrebov, G. Benkunsky, V. Borisov, B. Bugaev, M. Vodopyanov, E. Barabash, B. Welling, A. Vitkovsky, I. Voedilo, D. Glinka, A. Gruzdin, M. Efimov, B. Lakhtin, P. Nesterov, N. Novikov, N. Rubtsov, Yu. Ovsyannikov, A. Semenkov, B. Osipov, I. Ryshkov, K. Sapelkin, N. Safronnikov, M. Stupishin, P. Derunov, M. Karim, M. Lomonosov, Y. Israel, K. Kuliev, V. Bykov, V. Astafiev, V. Zhukovsky, V. Kaverin, V. Aksyonov, L. Kassil, S. Dezhnev, I. Kozhedub, V. Kokkinaki, A. Maresyev.
The aircraft used have a two-class cabin layout:
- The business class cabin accommodates 12 seats according to the 2x2 scheme.
- In the economy class cabin there are 75 seats according to the 2x3 scheme.
Scheme of the aircraft cabin Sukhoi SuperJet-100-95B
Business class lounge
Business class occupies the first three rows of the SuperJet cabin.
Number of chairs: 12 pcs.
Seat spacing: 90 cm.
Width: 46 cm.
Armchairs are arranged two in a row.
The advantages of flying in this class are obvious, despite its simplicity, in comparison with the Boeing 777-300, for example.
This is a large distance between the chairs, more delicious food in a large assortment, a private toilet room.
From the economic, the business class is separated by a soft partition, popularly called a curtain.
Despite the small number of business class rows, there are best places and not very good ones.
The first row of business class is preferable to others - there will be no seat in front of you and no one will recline, violating personal space.
The third row is slightly worse due to the soft interior divider. The curtain does not muffle the noise from the economy compartment of the cabin.
Fastenings for cradles on all places of the first row.
Economy class
On the SSJ-100 cabin diagram, the economy class is located from rows 6 to 20.
Layout: 2x3.
Number of chairs: 75 pcs.
Seat spacing: 75 - 80 cm.
Width: 46 cm.
The economy class cabin, according to the scheme of passenger seats, is located from rows 6 to 20.
6 row. Armchairs in it are considered places of increased comfort Space +, with increased legroom. Registration fees may apply.
But there are also disadvantages. Immediately behind you will be the leading edge of the wing with the engine. Increased noise during takeoff and landing is possible.
The best seats on the SuperJet-100 are considered in front of the cabin, in the front rows. Two toilets in Sukhoi are located at the tail of the aircraft. And the closer to it, the more likely the fuss around your chairs from those who want to visit the restrooms.
The aisle is narrow. When choosing seats near the aisle, you risk being repeatedly hurt by passengers walking through the cabin.
Rows 7 to 13 are above the wing. Armchairs have a standard step.
In addition to the disadvantages in the absence of a landscape outside the window, there are also advantages - the wing closes the engine, respectively, there is less noise in these rows.
Domestic development. It is rightfully considered the pride of the Russian aviation industry. It was developed on the basis of the Sukhoi Civil Aircraft Design Bureau (GSS Closed Joint Stock Company) together with foreign enterprises.
Development history
The development of the Sukhoi Superjet began back in 2003, when CJSC GSS received a grant for the development of the Russian Regional Jet project, the amount of which was about 3 billion US dollars. The assembly of the first model was completed in January 2007 in Komsomolsk-on-Amur. On January 28 of the same year, he arrived for testing in the city of Zhukovsky. The presentation of the new aircraft took place on September 26 in Komsomolsk-on-Amur.
Flight tests were carried out throughout 2008. The first flight was performed on December 24 by test pilots Pushenko and Chikunov. The plane was in the sky for about 3 hours, and the maximum flight altitude was up to 6 kilometers. In 2008, the process of obtaining the IAC certificate began, which ended in February 2011. The Sukhoi Superjet 100-95 was presented in 2009 at Le Bourget at the air show. In the same year, the first flight of this airliner equipped with a passenger cabin was made.
The first production aircraft began to be operated by the Armavia air carrier in 2011. In 2013, a new modification with an increased flight range was developed - 100LR. By 2018, it is planned to create an SSJ-100SV with an increased fuselage length.
Despite the fact that GGS CJSC has survived two world economic crisis in 2008 and 2015, the company continues to win multi-billion dollar contracts.
Design features
Sukhoi Superjet is designed according to the classical aerodynamic design and is a twin-engine turbofan low-wing aircraft. The wings are swept-back and equipped with single-slotted flaps. Composite materials were used in the design of the nose cone, mechanization and the root part of the wings. In the cockpit, the function of the steering wheel is performed by the side control knob, the so-called side stick. Constructors in this moment are engaged in the development of wingtips for both new models and existing ones. There are no mechanical shock absorbers in the design, since a system is provided here to prevent the tail from touching the runway during takeoff.
Which airlines operate the Superjet?
"Dry Superjet 100-95" is operated not only by Russian carriers, but also by foreign ones. Among the domestic airline operators are Aeroflot (26 units), Gazpromavia (10), Moskovia (3), Yakutia (2). Also, one aircraft belongs to Rosoboronexport, and two belong to the Russian Emergencies Ministry. An airliner of this type is present in the fleets of the following foreign carriers:
- Armavia (Armenia) - 1 unit;
- Lao Central Airlines (Laos) - 1;
- Interjet (Mexico) - 20;
- Sky Aviation (Indonesia) - 3;
- Komlux (Switzerland) - 1.
prospects
Now the main competitor of the Sukhoi Superjet 100-95 aircraft on the market air transportation is the most sought after American airliner "Boeing 737". According to statistics, one Boeing 737 lands every five seconds around the world. Despite this, the domestic "Superjet" can compete with it, since its cost is much lower.
Now the aircraft are operated mainly by Russian and several foreign airlines. By 2025, analysts predicted an increase in demand for SSJ aircraft worldwide, thus, they will be operated in 26 states. Even despite the anti-Russian sanctions, some European carriers, such as Blue Panorama Airlines (Italy) and CityJet (Ireland), have already signed supply contracts. However, the priority market for our country is Asian, not American. The manufacturer is continuously negotiating with airlines in the Asian region, in particular, specializing in low-cost transportation.
"Dry Superjet 100-95": cabin layout, best places
The classical scheme of a two-class passenger cabin assumes the presence of 12 seats for business class passengers, and 75 for economy class. A distinctive feature of the layout is the location of the seats - there are 5 of them in one row (2 on the left, 3 on the right). The on-board kitchen is located at the beginning of the saloon. There are two toilets - in the tail and front of the aircraft.
Most convenient places located on the 6th row. There is enough legroom here. In addition, there are no passengers sitting in front. Armchairs located in the middle of the cabin are also relatively comfortable, as they have reclining backs. The distance between the seats is 81 centimeters.
by the most uncomfortable places are the places of the extreme row near the toilets, since the partitions at the back do not allow the chairs to fully recline.
Above is a typical layout. Each airline, depending on its needs, can change it.
During the 12th International Aviation and Space Salon MAKS-2015 United Aircraft Corporation - UAC invited bloggers to visit, who were able to get acquainted with some of the aircraft that are part of the corporation. I would like to talk about the plane Superjet 100. It was my first acquaintance with this machine. The first time I got on board this plane was just a day early. And today I was given a full tour of this aircraft.
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We visited the plane SSJ100-95LR(RA-89034) for Yamal Airlines. This is a short-haul passenger aircraft of a normal aerodynamic configuration with a low swept wing and a single-tail tail unit. It is intended for regional aviation. The first regional jet aircraft was the domestic Yak-40, which was also exported. Prior to this, regional flights were carried out either on Boeing 737 aircraft, which are expensive for such transportation, or on turboprop aircraft. In the late 1980s, Bombardier converted its large Challenger business jet into a regional CRJ aircraft. It first took to the air on May 10, 1991, becoming the first state-of-the-art regional aircraft among 50-seat aircraft. Then Embraer aircraft appeared. In terms of passenger compartment, they are larger than CRJ. However, the Sukhoi Civil Aircraft Company (CJSC GSS) has created a regional aircraft with the characteristics of a passenger cabin as on liners intended for flights “hub to hub”, that is, between major cities. This condition allows airlines to attract additional passengers on their flights.
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The tour was conducted by Dolotovsky Alexander Viktorovich - Deputy Chief Designer of CJSC "GSS" for aerodynamics.
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The aircraft is configured to carry 103 passengers in a full economy class cabin. The seats are installed according to the 2 + 3 scheme. Seat width 465 mm.
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The first three rows of seats are installed with an increased pitch of 33 inches. They are separated from the rest of the cabin by an optional curtain, which is a class separator. This measure allows airlines to sell the first three rows as business class. This approach is often used in various airlines when passengers are given not much more comfort on the plane, but business service is given, which consists not so much of seats, but of the speed of passing through airport terminals, baggage claim, and so on. For example, the Lufthansa airline uses this. Also, the size of the fuselage of the Superjet aircraft allows, if necessary, to install full-fledged business class seats in the bow, which are not inferior in size to those in the A320 or Boeing 737 aircraft. Aeroflot's Superjet aircraft have this arrangement.
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Next come the chairs with a step of 30 inches. The space for passengers here is provided not only by the step, but also by the size of the seats themselves. Despite the fact that these are not Slim Seats, which are now gone and are half as thick, these seats are thinner than those that fly on aircraft manufactured in the 90s. Therefore, even with a 30-inch pitch, passengers feel the same as with standard layouts with a 31 or 32-inch pitch.
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The luggage racks in the passenger cabin are chosen in such a way that passengers who have previously traveled on a wide-body aircraft have no difficulty with their hand luggage. The luggage rack above the long row (on the right) is slightly larger than what the A320 provides in its standard configuration. The shelves opposite (on the left) are smaller in depth, but a standard suitcase still fits into it. And given that this shelf is above the two-seat block, there is enough space for everyone. That is, the volume of the luggage rack per passenger here does not depend on which side he flies from. At the same time, if we compare the size of the shelf with the direct competitor of the Superjet - Embraer 190, the shelf height of our aircraft is almost twice that of Embraer.
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A wide passage between the seats was chosen for reasons aviation security: width of Trolley (food carts) + 1 passenger. This is due to the absence of emergency wing exits on the aircraft. This decision was taken from the outset. The presence of emergency exits to the wing limits the designers in the formation of the cabin layout. In the area of the wing exits, there should always be an increased seat pitch. Plus, a row of chairs with non-reclining backs may appear in the exit area. At the same time, aviation rules, when arranging an aircraft with up to 110 seats, are allowed not to make emergency exits to the wing if, during special tests for emergency evacuation, passengers meet the limits of special standards. It's about 90 seconds. Thanks to the wide passage, the tests passed without injuries, and all standards were met. The aisle width on the Superjet aircraft is 510 mm and the cabin height is 2.13 m.
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The rear toilet is specially made large. It is equipped with a changing table. This is convenient for passengers traveling with small children. In addition, the size of the toilet is convenient for people with handicapped. There is also a changing table in the front toilet. I was surprised by the presence of an ashtray in the door. It turned out that this is a container for small debris, which is marked as an ashtray by default. Therefore, if you need to spit out the gum, you do not need to stick it to the chair. Airlines spend a lot of money cleaning them up. Go to the toilet and put it in the container.
An ATLAS standard kitchen is installed in the aft service area. It consists of modules and, specifically on this aircraft, is equipped with one oven, a boiler and a coffee maker. It also comes with three full size food carts. Optionally, there can be a large kitchen with four ovens, on which there will be six trolleys. This is necessary for airlines that plan to carry passengers over long distances and serve hot meals. The kitchen in the bow is equipped with not full-sized, but half-sized food carts. Optionally, a full-sized kitchen with two ovens can stand in its place. Pictured is a feed kitchen food cart.
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All interior lighting is LED. There are no incandescent lamps here. LED lamps are much more durable. Due to this, the cost of aircraft maintenance is reduced.
Concerning the nozzles of individual blowing. They are installed in older aircraft due to the fact that the air conditioning system does not cope well with the task of equalizing the temperature throughout the cabin. The Superjet has a modern digitally controlled air conditioning system. Therefore, individual airflow nozzles are not needed here. Optionally, they are installed at the request of airlines. But the plane is very comfortable with the air conditioning system running.
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The windows installed on the aircraft are the largest not only in the class of regional, but also narrow-body aircraft. The line of windows is located in such a way that it is convenient for passengers to look at the ground. The designers proceeded from the fact that in flight it is more interesting to look at what is happening under you.
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Why such a comfortable lounge? This aircraft is designed to be operated under the “Hub and Spoke” system. These are flights between major cities (the so-called “hubs”), and then on regional planes along individual regions. “Hubs” are accumulators, and regional airports are distributors of the passenger flow. Today, a regional jet is, as a rule, a rather serious compromise in terms of passenger comfort. For example, if a CRJ aircraft is flying from a major airport to a region, you will need to hand over your hand luggage in the luggage, because it will not fit into the shelves. In Europe, such aircraft are beginning to be squeezed out of the market by high-speed railways. People don't really want to embarrass themselves. Therefore, a lot of work was done with marketers when forming the terms of reference for the Superjet aircraft. The task was to give passengers the same level of comfort as on narrow-body aircraft and wide-body aircraft in economy class. To ensure that passengers do not feel the damage in comfort. So that they do not have to check in their hand luggage as baggage, thereby increasing the speed of aircraft turnover at the airport. Therefore, today the Superjet 100 is a new standard of comfort for regional transportation.
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The large cross-section of the fuselage clearly dictated very stringent requirements for the level of aerodynamic perfection of the layout. Because the larger the fuselage, the worse the aerodynamic quality of the aircraft. Comfort has a bad effect on aerodynamic efficiency. Therefore, in order not to waste more fuel than competitors, the designers went for an unprecedentedly large wing aspect ratio. The aspect ratio of a wing is the ratio of the square of its span to its area. To date, it is one of the few passenger aircraft with a 10 aspect ratio metal wing. There are no winglets on the wing. They are placed when it is impossible to make a wing of high elongation. Although this idea is being considered and, perhaps, winglets will still appear on Superjets.
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The wing is formed from supercritical airfoils. When an aircraft flies at transonic speeds (more than Mach 0.75), it comes close to the sound barrier. At the same time, on the upper surface of the wing, the speed of the air flow becomes supersonic. The appearance of supersonic zones leads to the appearance of wave drag, which can increase the resistance of the aircraft by 30%. If we take a standard profile, then at speeds of Mach 0.72 it will rest very strongly and the plane simply cannot be accelerated further. This problem has been fought for a long time. There are different ways. The simplest is to reduce the thickness of the wing profile. Therefore, on all fighters, the wings are very thin and flat. On all the old transonic aircraft, the wings are also very thin. But such a wing is very heavy and it is difficult to put fuel into it. Back in the 60s, the so-called supercritical profile was invented. But not everyone knows how to do it well. From the very beginning, the creators of the Superjet have worked closely with industry institutions. And when the question arose about shaping the wing, they turned to TsAGI. As a result, the wing turned out to be high-speed. The aircraft was optimized for flight at Mach 0.78. In reality, he flies at Mach 0.79. As a result of the fact that the designers have made such a good wing, the fuel consumption of the Superjet 100 with a large fuselage is about 7% more economical than the Embraer 190 with a small fuselage.
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We arrived at the cockpit. During its design, a lot of changes were introduced based on the results of communication with airlines about how a passenger aircraft should look. One important change is the move to a cockpit based on an Airbus concept, instead of a cockpit based on the Boeing concept that was originally envisioned. The airlines have made their assumptions clear enough that the future lies with the Airbus concepts. As a result, the aircraft has a cockpit with a side handle and a highly automated control system in both manual and automatic modes.
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Side-stick - side control stick of the crew commander.
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Side-stick co-pilot.
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In the basic configuration, two FMS (Flight Management System) are installed in the cockpit. This is a computer flight control system that includes an onboard sensor, a receiver and a computer with databases of navigation data and aircraft performance data. The aircraft is able to perform automatic flight immediately after takeoff, since the FMS provides not only horizontal, but also vertical navigation. The aircraft is certified and performs automatic approach on the 1st, 2nd and 3rd category, including automatic landing.
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The aircraft is approved for flights in the zone of precise area navigation - P-RNAV (Precision Area Navigation). RNAV area navigation is a method of navigation that allows an aircraft to fly any desired trajectory. This is the first Russian aircraft to have such a certificate. At the same time, the certificate was issued based on the results of tests that were carried out in Finland under the close attention of Eurocontrol.
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The aircraft can perform approaches in the vertical navigation mode, when the three-dimensional trajectory of space is formed by the Flight Management System using the navigation tools that are on board. These are two sources of satellite navigation: GPS and GLONASS. Three inertial systems with high resolution- IRS (Inertial Reference System). All radio navigation aids: VOR (Very high frequency Omni directional radio Range), DME (Distance Measuring Equipment). In addition, an automatic radio compass - ADF (Automatic Directional Finder) can be optionally installed on board. This is an automatic heading indicator that allows you to make calls in the northern regions. In particular, aircraft with two optional ADFs are supplied to Yakutia Airlines.
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The aircraft is certified for operation in the temperature range from -55° to +45°. Traditionally, tests for low temperatures are carried out in Yakutia with a complete freezing of the aircraft. During the tests, the testers showed the possibility of aircraft operation without a hangar in conditions of average temperatures below -45 °.
This machine has an optional weather radar with wind shear detection. Plus, this radar has the ability to map and detect turbulence.
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A little about the control system. Taking the concept of the Airbus cabin as a basis, the designers did not at all engage in simple copying. Together with TsAGI, completely unique laws of control were developed, which are completely written here in Russia with the active participation of the 15th branch of TsAGI - the department of stability and controllability. These laws include not only those features that are already implemented in Airbus, but also a number of those that have just appeared on the A350. On the plane, a certain mix was laid between the ideology of Airbus and the traditional aircraft. The fundamental differences are that the level of automation here is the same as on Airbus, but at the same time, an automatic thrust control with actuators is installed on the Superjet for the automatic thrust control function. That is, when the autothrottle is running, the engine control sticks (THROTS) move, which is not the case on Airbus, where the throttles are in the “Climb” position for the entire flight. If the pilots on landing forget to remove the ores, a sudden increase in thrust begins for them. For this reason, there was at least one A320 crash in São Paulo on July 18, 2007. In addition, the Superjet, in terms of flight characteristics, behaves like a conventional aircraft with a mechanical control system. Airbus has significant differences in its behavior in both the pitch and lateral channel from aircraft with a mechanical control system. This is the developer's decision. But the designers of the Superjet decided that this idea was not a good one. Because the pilot starts his training on an airplane with a mechanical control system. He develops certain skills. In order to prevent the pilot from getting additional factors in a stressful situation, expressed in the fact that the behavior of the aircraft does not meet his expectations, the designers made the dynamics of the aircraft in such a way that the pilots did not feel any difference when switching from an aircraft with a mechanical control system to a Superjet. This introduction is very good feedback, both from Russian pilots and from foreign ones, starting from Airbus pilots. Philippe Castaing, who is currently participating in the testing of the A350 aircraft, worked for 6 years in the team of the European Aviation Safety Agency - EASA (European Aviation Safety Agency) for the certification of the Superjet aircraft. He really likes this car.
Glasses in the cockpit provide the maximum viewing angle for the pilot civil aircraft. This is important for regional aviation. Because you have to fly to bad airfields in poor visibility conditions. The glass is heated and, at the same time, it is absolutely transparent. The technology was developed specifically for the Superjet. Now the Sully-Gobaine company (France) is the only manufacturer in the world that can produce glass with heating of such an area and such a level of transparency.
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After getting acquainted with the cockpit and the passenger cabin, we went down the ladder and walked around the plane.
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All aircraft design was carried out digitally from the very beginning using the CATIA V5 3D modeling system. This made it possible to carry out the analysis of various compartments even in 3D. In addition, the experience of the team that previously worked in different time with different aircraft. Thanks to this, the smallest details were worked out. For example, the hatch of the refueling console, which is constantly available. The aircraft was made for a very short turnaround time. Time on the ground should not exceed 30 minutes. With such a pace, it happens that the hatches are forgotten to close. To prevent it from being torn off in flight, the hinges are made in such a way that it closes with an oncoming air flow.
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There is not a single analog system on the plane. All systems are digitally controlled. The fuel system is also digital. It has its own fuel density meters, which are installed in the tanks and provide fuel density measurement. Therefore, fuel is taken on board not in liters, but in kilograms. The measurement is made with high precision. Thus, the crew always knows the exact amount of fuel in kilograms, regardless of whether the fuel was delivered cold or hot. This is both savings and security. There are free water sensors in the fuel system. They are designed to detect water in fuel. Traditionally, this procedure is done as follows: samples are drained from the drainage of fuel tanks, into which potassium permanganate is poured. In this way, the presence of water in the tanks of the aircraft is checked. If the car flies as often as a regional jet, and the Superjet makes 3-4 return flights per day (that is, 6-8 take-offs and landings), you can not oversee. Therefore, there are free water detection sensors in the fuel system, which will light the lamp during refueling when it is detected.
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The main landing gear of the aircraft is made according to a two-strut scheme. Typically, this scheme is used on large wide-body aircraft. It is significantly superior to single-strut both in terms of side impact strength (when landing with a side wind) and in weight. Although the stand itself is heavier, its weight with the surrounding structure is lighter.
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Niche of the main landing gear.
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The aircraft has a turbofan engine. SaM146 companies powerjet, which was developed specifically for the Superjet.
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This is a new generation of regional engines. During its design, the most modern technologies were applied. First of all, this is 3D optimization of all aerodynamic surfaces. Since it is intended for a regional aircraft, it has been given great attention ingress of foreign objects. All fan blades are changed without removing the engine from the wing. The engine is built on a modular architecture. This allows you to carry out most of the repair work without removing the engine. If, nevertheless, there is a need to replace the engine, it is changed in 1.5 hours by a team of 2 people.
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On a Superjet plane, not only the passenger compartment is convenient, but also the luggage compartment. Let's compare it with the luggage compartment Embraer aircraft 190, which is less than one meter high. Since baggage is loaded in bulk on both planes, in order to load / unload the flight, it is necessary to place a person there. On the Superjet aircraft, the height of the luggage compartment was specially chosen to be more than 1 meter. This allows loaders to work in more comfortable conditions. In addition, despite the fact that the Superwait is larger than the Embraer 190, the height of the lower edge of the luggage hatch is lower. For Embraer 190, this height is more than 2 meters. That is, standing on the ground, it is very difficult to reach the hatch opening handle without rolling up the stepladder. In order to load the baggage of the last passenger who has just come running on board, you need to roll up a stepladder to the Embraer 190. On a Superjet aircraft, the hatch can be opened from the ground without the use of additional devices.
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Today, there is a serious need in the world for a 100-seat narrow-body aircraft that will allow airlines to manage their costs in times of crisis. And the Superjet 100 fits this role very well. That is why GSS operates in all regions of the world.
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Additional information about quantity aircraft and the timing of their deliveries can be found and.
The percentage ratio of the share of Russian and imported parts to the design of the Superjet is very well written in this article.
With regard to production under sanctions, it is difficult to get an unambiguous answer to this question. Nobody knows what will happen tomorrow. And one can only guess about it.
Many thanks to Dolotovsky Alexander Viktorovich for the tour. As well as the United Aircraft Corporation for the invitation.
Aeroflot airline has almost 170 aircraft in its fleet, 26 of which are Sukhoi Superjet 100. These aircraft are designed for short and medium haul flights. The standard configuration of this aircraft is 12 business class seats and 75 economy class seats. Despite the relatively small number of passengers carried, this aircraft is very convenient for passengers. On the cabin map of Aeroflot's dry superjet 100, you can see that the distance between the seats and the rows is enough to feel comfortable while traveling by air.
Salon Features
The salon consists of 2 classes: business and economy. In the first section of the aircraft there are 12 luxury seats, between which there is much more space than in the second part of the aircraft. However, despite this, the business class is separated from the economy class only by a screen, which does not eliminate extraneous sounds and noise coming from behind it.
Scheme of the salon from the official site
Business class seats
There are only 3 rows of 2 seats on both sides of the aisle. It is impossible to say with certainty which of them are the best. For those who may be disturbed by the noise from the economy class, it is advisable to choose 1st row, since a short distance and a thin screen will not provide you with complete silence during the flight. Although, due to the proximity of the partition, there is not enough space in these places to comfortably relax the legs. Whereas the distance between other seats in this class is quite large.
Economy class seats
Despite the fact that the distance between the rows of the economy class is sufficient, 6th row considered the most convenient. It is the first in its section, so there will be enough space in front of the passenger to comfortably position the legs, as well as hand luggage so that it does not interfere with you while traveling. Also, an important advantage is that there are no other chairs in front of you, and no one will lean back on you, which will cause you discomfort. The only drawback of these places is that they are often traveled by passengers with children, who can cry or play all the way.
The most inconvenient places, as can be seen on the cabin diagram of the dry superjet 100 of Aeroflot airlines, are in 20th row. Discomfort is due to the fact that immediately behind these chairs are toilets and a kitchen area. There will be a constant movement of flight attendants with carts and trays that serve food and drinks. Particularly unfortunate in this are the places located directly at the aisle. In addition, during the entire flight, there will be movement of passengers near your seat who are going to or from the toilet. They, as a rule, slam the door or do not close it at all, create in the aisle near the last rows of the queue and talk while waiting.
Also, in these places, both unpleasant smells of the toilet and the aromas of food are usually felt, which also does not always bring pleasure. Another inconvenience with this row of seats is that they don't recline, so you won't be able to comfortably relax or bounce back on a long flight. This nuance is especially important for those who have all kinds of problems with the spine and back injuries.
- If possible, it is worth booking places in advance, in this case there are more chances that you will get exactly the places you want.
- When planning a flight, go to the airline's website and ask about the location of seats in the cabin, as well as where the bathrooms and kitchen are located.
- In order to find out the model of the aircraft and its configuration, you can contact the representative of the airline. He will be able to answer all your questions and advise the most profitable and convenient option for you.
- For comfortable travel business class is the most suitable, here you can relax, sleep, and take a comfortable position, regardless of your height.
- If you do get seats at the end of the cabin, ask if the seats recline, otherwise you will have to fly in an upright position all the time, which can be very tiring and painful for your back.
Recommendation! If you are flying with a child or for some reason need to visit the toilet often, buy tickets for seats located near the aisle or in the 6th row, as in this case you will not interfere with your neighbors constantly making your way through them to the exit. This will save time and nerves for you and other passengers.
In Russia, as usual, they want the best, but it turns out, as always...
This age-old problem has even affected the name of the aircraft and some people cannot understand - are RRJ and SSJ the same thing or are they completely different aircraft?
Evgeny Kovalenko answered this question as well.
blackpost - .... It's very strange you identify RRJ95 and SSJ-100. You apparently are not familiar with the history of the project?
Reply to Kovalenko
Yes, I forgot that these are two different projects for you. I'll have to explain.
From the very beginning, the project had the working title RRJ (Russian Regional Jet). This was the name of a family of three aircraft: RRJ-60, RRJ-75 and RRJ-95, which differed in fuselage length, capacity, take-off weight (and, accordingly, other weights), as well as different settings for the same engine.
Under the same name, all working documentation was released, including 3D models. Under the same name, it was put into production, and even earlier, under the same name, an application was submitted to the AR IAC for certification.
Somewhere in the year 2006 (I can be mistaken in the exact date), the GSS announced a competition for the commercial name of the aircraft. Not a single proposal was accepted (obviously, we didn’t have enough imagination for this), after which a third-party organization was involved in this process, which proposed the abbreviation SSJ100 (Sukhoi Superjet 100) (respectively, the modifications should have been designated as SSJ100-95, SSJ100- 75, etc.). To me personally, and to many of my colleagues, this seemed too pompous and even defiant. But the decision was made by others ...
This is how the name SSJ appeared, although I repeat, the working documentation continued to be issued as RRJ.
Over time, in various organizational documents, they began to write SSJ, and put RRJ in brackets. This then moved on to various technical papers. In the AR IAC, documents began to appear with one name, then with another name. So I had to issue an order and thereby notify the AR IAC, factories and suppliers that these two combinations are synonyms. Otherwise, all working documentation would have to be reissued.
Answer
Yes, Wikipedia says that
Sukhoi Superjet 100 (abbreviated as SSJ 100, certification name for the RRJ - Russian Regional Jet aircraft family)…
Moreover, the type of aircraft RRJ-95 is indeed indicated in the certificates. As in the RLE - and the RRJ-95B is specifically indicated there.
The aforementioned Wikipedia has the following "crossed" version of the designation - Superjet 100/95B.
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