About the life of the Superjet

Sukhoi Superjet 100. Not a single aircraft in the world has acquired such a number of legends, conjectures, terrible secrets, myths and prophecies in its childhood as this one.

(Total 34 photos)

There are a hell of a lot of aviation-savvy people in our country. If an event happens in the world of aircraft, there are hundreds of expert opinions, expert assessments, and analysis of professionals. Everyone who has seen a flying car heavier than air in the picture imagines himself, if not an aviation consultant, then an aviation critic. But they are mostly busy in areas far removed from aviation.

5 years ago, the first Superjet took to the air. The event is certainly important and significant for the Russian aviation industry. Of course, this fact was not without "authoritative" assessments. Before the first flight, the project of a domestic aircraft was actively discussed. "Critics" very much doubted the very possibility of "Dry" to design something non-military, without rapid-fire guns and homing missiles. Throughout 2006, "experts" foreshadowed the impossibility of building a Superjet.

In May 2008, the Superjet took off, contrary to all the prophecies and conjectures of spiteful critics. The first-born of Sukhoi Civil Aircraft has not yet stopped on the runway after the premiere flight, and the “specialists” have already stated that it will be the only instance that has flown, they predicted a delay in production and full engines of stones, low-quality metal rivets and insufficiently transparent windows. The superjet flew to Le Bourget and Farnborough, and the "air critics" were saying that no one needed such a plane and no one would buy it. The superjet received compliance with European requirements for the level of noise on the ground, and the "experts" stated that no one would fly to Europe from Russia on it. The Superjet was driven through the water and frozen in Yakutia in the bitter cold, the Superjet was tested at TsAGI for strength and flew in Arkhangelsk in icing conditions, it was certified in the highlands of Armenia and blown by the strongest winds in Iceland, and the "critics" kept saying that the plane was undertested and unreliable, that it is scary to fly on it and there will be only one toilet, which is not enough to fight fear.

Two years ago, the Superjet-100 received a type certificate. Conversations on the topic: “it won’t start”, “it won’t fly far”, “it won’t fly well” immediately stopped. The gaze of the "experts" turned to Aeroflot aircraft. And the more, the more regularly and the further the flights on Superjets were carried out, the more aircraft were put into operation, the more positive feedback from passengers about Superjets appeared systematically, the more myths appeared about the unreliability, overweight and poor quality of aircraft assembly.

At the beginning of 2013, twenty-five both experimental and production aircraft had already taken off from the hangar of the Flight Test Station. Thirty Superjets will be assembled this year and the production of the car will move to a cycle of 10 days. Next year, production rates will be reached that will make it possible to make sixty aircraft a year.

Spiteful critics and ill-wishers can come up with new legends and "revelations". Aircraft assembly technology is constantly improving and increasing. There is a constant dialogue with suppliers of units, on-board systems and engine builders in order to agree on a delivery schedule and a uniform, phased increase in capacity.

But the most important thing is the people. People, to the question: “what do you work for?”, Answering: “I build airplanes!”. Everyone involved in the Superjet project speaks of the aircraft with pride and love. And let the "aviation critics" authoritatively state that the wheels of the aircraft are pumped up with a hand pump, that the rivets are clogged with an ordinary sledgehammer and the cargo compartment door does not close tightly enough. Let them talk. The dog barks - the Superjet flies.

I would like to show pictures taken at the Final Assembly Shop and at the Flight Test Station in Komsomolsk-on-Amur at the end of February 2013. This is where the Superjet is born, this is where it comes to life, this is where it sets off on its big flight.

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2. In the LIS hangar, the third aircraft for the Mexican Interjet

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4. Second (left) and fourth (right) platforms. On the left is a Superjet for Interjet, on the right is the second car for the Lao Lao Central

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7. Passenger door locking mechanism

8. The power plant of the Superjet is the SaM-146 engine.

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10. The second car for the Indonesian Sky Aviation

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26. Alexander studies the kinematics of the front support of the Superjet

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31. Plane for the Mexican Interjet

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33. Marina opposite the wind turbine

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