Ресейлік қос қозғалтқышты ұшақтар туралы

Russian twin engine regional jet

The Sukhoi Superjet 100 or SSJ100 is a regional jet designed by Russian aircraft company Sukhoi Civil Aircraft, a division of the United Aircraft Corporation (now: Regional Aircraft – Branch of the Irkut Corporation). With development starting in 2000, it made its maiden flight on 19 May 2008 and its first commercial flight on 21 April 2011 with Armavia. The MTOW plane typically seats 87 to 98 passengers and is powered by two PowerJet SaM146 turbofans developed by a joint venture between French Safran and Russian NPO Saturn. By May 2018, 127 were in service and by September the fleet had logged 300,000 revenue flights and 460,000 hours. By November 2021 the fleet had logged at least 2,000,000 hours. The plane has recorded three hull loss accidents and 86 deaths as of 2021. In 2022, Sukhoi announced a Russified version of the body and electronics, without most of the Western components; the engine is also being replaced by a Aviadvigatel PD 8. Aeroflot has ordered 89 Irkut SSJ Russified aircraft. In August 2023, parent company Irkut rebranded itself as Yakovlev, with the Superjet to be known as the SJ 100. The BR710 and the CF34 8 were eliminated by July 2002, and the PW800 was subsequently rejected due to a perceived technical risk associated with its geared fan. A formal memorandum of understanding was signed with Snecma on 29 April 2003, confirming the selection of the SaM146,
to be developed in a joint venture with NPO Saturn, based on the Snecma SPW14 and combining a Snecma DEM21 gas generator with an Aviadvigatel "cold section". An application for EASA certification was made in 2004 and was expected to be granted six months after the Russian approval. On 22 August, Sukhoi and Alenia Aeronautica established the SuperJet International joint venture for customer support outside Russia and Asia. Alenia Aeronautica took a 25% stake in Sukhoi Civil Aircraft Corporation (SCAC) for $250 million, valuing it at $1 billion. Development costs were expected to total $1 billion, with another $1 billion needed to develop the powerplant and for customer support.

The first SSJ was transported in an Antonov 124 from Komsomolsk on Amur to Zhukovsky, Moscow Oblast on 28 January 2007, for ground tests conducted by the Central Aerohydrodynamic Institute (TsAGI). The SuperJet was officially unveiled on 26 September 2007 at Dzyomgi Airport in Komsomolsk on Amur. By October 2007, initial deliveries were scheduled for 2009; plans called for the 95–98 seat model to be followed by a 75–78 seat shrink and a 110 seat stretch. The SaM146 engine was first run on 21 February 2008. Tests were conducted by the Gromov Flight Research Institute, using an Ilyushin Il 76LL as a flying test bed. The SuperJet 100 made its maiden flight on 19 May 2008, taking off from Komsomolsk on Amur. By July, certification was expected for the third quarter of 2009, pushing back deliveries to later the same quarter. On 24 December 2008, the second SSJ made its maiden flight. By January 2009, the first two aircraft had completed over 80 flights, and the engines had accumulated 2,300 hours of tests. In April 2009, the two prototypes were flown from Novosibirsk to Moscow, and EASA pilots conducted a number of familiarisation flights. A third prototype joined the test campaign in July 2009. The SSJ made its international debut at the 2009 Paris Air Show; during the show, Malév Hungarian Airlines placed a $1 billion order for 30 aircraft. As of June 2009, 13 aircraft were under construction, with the first four scheduled to be handed over to clients from December. On 19 April 2011, the first production aircraft was handed over to Armavia at Zvartnots Airport in Yerevan, to be operated to Moscow and Sochi, as well as Ukrainian cities. The aircraft was named after Yuri Gagarin. On 21 April, the first commercial flight landed at Moscow Sheremetyevo, lasting 2 h 55 min; Armavia used the Airbus A319 on this route before switching to the Superjet 100. On 1 May, it made its first commercial flight to Venice Airport in around 4 hours, it had accumulated 50 hours in 24 flights by then. By March 2012, the six aircraft operated by Aeroflot were flying 3.9 hours/day instead of the standard 8–9 hours due to failures and parts delivery delays, and the airline asked for compensation. In August 2012, Armavia announced that it had returned both of its SSJ100s to the manufacturer. Armavia then avoided further deliveries. In February 2013, Sukhoi stated teething problems are usual in new airliners. The SSJ entered service with Mexican Interjet on 18 September 2013; in their first four weeks, the first two aircraft operated were flown 580 times over 600 hours with a daily utilisation of 9.74 hours and a dispatch reliability of 99.03%. By June 2014, Interjet had received seven SSJ100s and the dispatch reliability had increased to 99.7%. On 12 September 2014, Interjet started regular passenger flights to the US, on the Monterrey, Mexico, – San Antonio, Texas, route. However, Interjet confirmed by January of 2020 that it was planning to phase out its SSJ100 fleet; by November of that year was operating only 4 of its 22 SSJ100 models; quit flying altogether in December 2020; and, entered bankruptcy in April 2021. On 3 June 2016, the Irish carrier CityJet was the first western European airline to take delivery of an SSJ100. But CityJet had ceased all use of SSJ 100 aircraft by November of 2020. By 27 December, all aircraft had been inspected and it had been shown that the defect was not systemic as it featured multiple redundancies and a safety margin doubling the normal loads. Interjet grounded half of its fleet of SSJ100s during this period, but all of its aircraft were returned to service by the first week of January 2017 after Sukhoi sent 22 technicians to repair the grounded aircraft. In June 2017, dispatch reliability increased to 97.85% from 96.94% a year earlier, while there were 89.6 malfunctions per 1,000 flight hours, down by 40%. On 21 July 2017, following the discovery of horizontal stabiliser rear spar cracks, the EASA mandated compulsory inspections. Sukhoi recognises it needs to improve customer support with more responsiveness and availability for flight training, engineering and spare parts supply. The pre delivery payment amounts to 15 30% of an aircraft list price. An A320 list price was $88.3M in 2012. In January 2018, Bloomberg reported that four of Interjet's 22 SSJ100s were being cannibalised for parts to keep others running after having been grounded for at least five months because of SaM146 maintenance delays. This was later refuted by Interjet. One grounded SSJ100 was due to be back in service on 19 January 2018 and the remaining three in March. In August 2018, Russian regional carrier Yakutia Airlines considered withdrawing their SSJs, after two were grounded because their engines were removed after 1,500 3,000 cycles, below the 7,000 specified, and no replacements were available. By February 2019, CityJet's remaining five SSJ100s stood idle and were expected to be transferred to Slovenia's Adria Airways, which committed for 15 in late 2018, though Adria subsequently cancelled its order in April 2019. Neither CityJet nor Brussels Airlines have commented as to why they dropped the SSJ, though low reliability, difficult maintenance and spare parts availability are suspected to have contributed. By the end of the first quarter of 2019, 15 of Interjet's 22 SSJs were out of service. Further talks with Sukhoi were deadlocked, with Interjet reportedly unwilling to pay for repairs to the PowerJet SaM146 engines. Interjet's reliability issues are compounded by the lack of service facilities in the Americas for the SSJ, a factor which also contributed to the poor reliability recorded by CityJet. On 15 May 2019, Interjet announced that it is to sell its 20 SSJs, of which only five are operational, as it is no longer profitable to operate aircraft of this size in Mexico. Therefore, as of 2019, Sukhoi has had trouble selling the Superjet and renewing leasing contracts outside of Russia because of reliability and service network issues, resulting in an average of 109 flight hours per month for Russian airlines, approximately half the Embraer EMB 170 productivity, and just a third of a Boeing or Airbus jet. Unease with the SSJ's low reliability also spread to Russian operators.

Sukhoi delivered only three SSJs in the first half of 2019; its financial results show a sevenfold drop in aircraft sales revenue and a fourfold drop in overall sales revenue, resulting in a 32% increase in its net loss. The company needs to achieve a production rate of 32 to 34 aircraft per year to make a profit, though demand for Russian models in the 60–120 seat category is forecast to be only 10 aircraft per year over a 20 year period. In the short term, the company's main hope is that Aeroflot will firm up its 2018 preliminary agreement for 100 SSJs. Yamal Airlines, the second largest Russian SSJ operator, announced the cancellation of its order for 10 further SSJs, citing high servicing costs. Of 30–40 SSJs owned by Aeroflot, only 10 are reportedly usable at a time due to maintenance problems. Aeroflot cancelled approximately 50 Superjet flights in the week following the Flight 1492 accident. Kommersant cited industry sources as saying the Superjet 100 had lower dispatch reliability than Airbus and Boeing aircraft in the airline's fleet historically and attributed a rise in cancellations to "increased safety measures" at Aeroflot while the accident is investigated. On 4 June, the Russian Federal Air Transport Agency (Rosaviatsiya) ordered carriers to perform one time inspections of the SSJ, including a general check of the aircraft's condition and verification of aircraft and engine logs, by 25 June. A total of 12 jets were delivered in 2020 to the following operators: Rossiya Airlines, Azimuth Airlines, Red Wings Airlines. The sole remaining western operator, Interjet, down by the end of November 2020 to just four operational SSJ100s, quit flying in December 2020 and entered bankruptcy in April 2021. Part of Interjet’s plan was to try to return its 22 SSJ 100s to Sukhoi to cancel its debt, and resume flying with 10 Airbus A320 aircraft. In December 2020, Rossiya Airlines announced that it intends to operate 66 Superjets by the end of 2021, transferred from its parent company Aeroflot which currently has 54 SJs. In September 2023, North Korea’s supreme leader Kim Jong Un visited a fighter aircraft production in Russia’s Far East, he also inspected civil aviation project, included the domestic made Superjet 100.

Russian operators of the Superjet 100 encountered difficulties in keeping their fleets airborne as result of sanctions imposed following the Russian invasion of Ukraine. In 2023, it emerged that there was a shortage of parts for the SaM146 engines, namely igniter plugs produced in the United States and French fuel filters for which no domestic replacement could be found. Rossiya Airlines expressed fears that only 40% of its Superjet 100 fleet would be active in the spring and summer of 2023 due to lack of parts. In September 2022, UEC Saturn, producer of the SaM146, resorted to cleaning old filters as a method to extend the lifetime of the engines, though this procedure was banned by the Russian regulator due to lack of formal certification. The basic version was certified by the EASA on 3 February 2012, the RRJ 95LR100 with an MTOW increased from and the RRJ 95B100 with thrust increased from the SaM146 1S17 of 1S18s were added on 7 March 2017. The RRJ 95LR100 range is increased to The RRJ 95B100 takeoff distance is reduced by 10%.

In 2011, the Russian Ministry of Industry and Trade mentioned the stretched Superjet 130NG, seating 130. It would have an aluminium fuselage and composite wings. The new materials were intended to reduce weight by 15 20%, increase service life by 20–30% and reduce operating costs by 10–12%. It would have competed with the Airbus A220 and Embraer E Jet E2 family.