Ssj 100 airplane luggage compartment. Places in the center

The aircraft "Sukhoi Superjet 100" (SSJ-100, SU95), initially called Russian Regional Jet (RRJ), began to be used in civil aviation relatively recently - since 2011.

The Superjet aircraft not only has a number of the latest technical characteristics, high reliability and safety indicators, but also creates comfortable conditions for the flight of its passengers. This article will help you make the right choice of seat in the aircraft cabin in favor of a comfortable flight.

Varieties of the Sukhoi Superjet aircraft

The main modifications of the Sukhoi Superjet 100 aircraft include:

• SSJ100-75B (with a seating capacity of 75 people and a base range of approximately 3,000 km);
• SSJ100-95B (with a capacity of 95 people and a basic flight range);
• SSJ100-75LR (with a capacity of 75 people and an increased flight range of about 4500 km);
• SSJ100-95LR (with capacity for 95 people and extended range).

Airplane "SS100"

There are no intermediate models, such as the SSJ100 -90 B, although in practice airlines operate aircraft with different numbers of seats for passengers. For some air carriers, aircraft of the SSJ100-95B or SSJ100-95 LR modification can be equipped, for example, with only 83 seats.

Note! Currently, only Superjets 100 95 are used in operation.

There are two types of interior layouts:

• Single-class(only for economy class);
• Two-class(for economy and business class).

The standard single-class layout consists of a cabin with 98 economy class seats (first row of 3 seats and 19 rows of 5 seats), small galleys and 1 toilet in the front and rear of the aircraft.

When the distance between the rows of seats is reduced in some modifications of the Sukhoi Superjet airliner, its interior can accommodate 5 or 10 more seats - up to 103 or 108 seats.

In the case of a two-class layout, the cabin can consist of 87 seats (12 business class seats in 3 rows and 75 economy class seats in 15 rows) or 86 seats (8 business class seats in 2 rows and 78 economy class seats in 16 rows) .

Aircraft layouts

These are just examples - the configuration of the passenger cabin of the Super Jet 100 aircraft, depending on the needs of the purchasing airline, can vary significantly in the number of class seats and various modules: toilets, kitchens, wardrobes, seats for flight attendants, wardrobes and more.

Modifications of the Sukhoi Superjet cabin using the example of several airlines

Based on materials from the Wikidot Superjet website and official group "VKontakte", today there are about one hundred SSJ aircraft in operation around the world.

Interesting fact! Aeroflot - Russian Airlines is the main buyer of the Sukhoi Superjet. The first flight of the aircraft under the Aeroflot flag took place on June 16, 2011 on the route Moscow - St. Petersburg.

Initially, the airline ordered aircraft with a simplified version of the Aeroflot Lite cabin. IN current time The air carrier operates the Aeroflot Full model, which differs from the previous one in the increased number of toilets, kitchens and the presence of individual airflow for each seat. In July 2018, the airline's fleet already included 45 Superjet aircraft, all aircraft in operation are new.

The Aeroflot Full cabin has a two-class layout of 12 business class seats (3 rows of 4 seats) and 75 economy class seats (15 rows of 5 seats) and is available in two versions: AF and AA. Their only difference is the presence of an additional toilet in the rear of the cabin for the AA model.

Aeroflot Full interior

In addition to Aeroflot, the aircraft's buyers include such Russian and foreign airlines as Yamal, Azimut, as well as Interjet (Mexico), CityJet (Ireland), Lao Central Airlines (Laos), Comlux (Switzerland).

Yamal Airlines uses aircraft with a 93-seat cabin (8 in business class and 85 in economy class) and a 100-seat economy class cabin. It is not known how many toilets, kitchens and other units are provided by the air carrier, since Yamal does not provide a cabin layout even with online check-in for a flight on its website. As of July 2018, the airline's fleet includes 15 Superjet 100 aircraft.

Another buyer of the Sukhoi Superjet 100 airliner is Azimut airline. Currently (July 2018), this carrier operates 8 Sukhoi Superjet aircraft. All aircraft of the carrier have a single-class layout with 100 seats (20 rows of 5 seats) or 103 seats (with an additional first row of 3 seats). The diagram below clearly shows their differences.

Salon Azimuth

“Superjet 100”: cabin layout, best seats using the example of Aeroflot Full and “Azimuth”

The issue of flight comfort is of interest to most air passengers. There can be many reasons for anxiety: the duration of the flight, the need to fly with children, physical characteristics, various physiological needs and much more. To decide which seat is best to choose, it is worth familiarizing yourself with the features of the Su-khoi Superjet cabin using the example of the Aeroflot Full and Azimuth modifications.

When developing the interior of the airliner, the designers plan to divide it into 3 parts: bow, middle and tail.

Bow section of the cabin

Additional Information!The first row of economy class at Aeroflot is number 6.

Traditionally it is believed that the most comfortable places are located in the bow of the cabin. The first row has expanded legroom, which will allow any air passenger to get up and leave his seat without disturbing his neighbors, and tall people can more comfortably endure the flight while sitting. The absence of seats in the front means that the seat back in front will not recline, thereby reducing the available space.

Forward seat ticket holders are the first to leave the cabin after boarding and are the first to receive food and drinks. However, this last point only applies to galley cabins at the front of the aircraft.

Note! In the forward part of the cabin, in contrast to the tail, turbulence is felt the least during flight.

Often, the first rows are popular among travelers with children, this is also due to the presence of special equipment here for installing baby carriers. It is worth paying attention to this fact for those who find it difficult to tolerate the presence of children nearby - for them it is better to choose a seat in the middle or tail part. Although there is no guarantee that there will be no passengers with children there.

Best places in the diagram below are marked in yellow, the worst are in red.

Economy Class Layout

Middle part of the cabin

The middle part of the cabin can be called a neutral place. Its disadvantage is that not all rows have windows close together, which makes it difficult to observe the view from the window.

The middle part of the cabin sometimes houses the aircraft's emergency exits. The rows near such exits are equipped with fewer seats and increased legroom to make it easier for people to move during an emergency. According to safety rules, it is prohibited to place children and elderly people here, who in a critical situation will not be able to quickly find their bearings, and it is also prohibited to place bags and other personal items under the seat of the chair in front.

Note! Passenger cabins of Superjet 100 aircraft do not always provide emergency exits at the wing of the aircraft. In the case of Aeroflot Full and Azimuth, there are emergency exits only at the front and rear of the aircraft, so the features described above do not apply to them.

Tail section of the cabin

The tail section of the plane is considered the least attractive due to the presence of toilets nearby. Ticket holders for these seats have to endure possible unpleasant smells, sounds and queues for the bathroom, and with only one galley at the front of the plane, passengers in the rear often have no choice of food.

Typically, the last rows are selected only if there are no other options. But if the cabin is understaffed (if there are empty last rows), passengers have the opportunity to sit comfortably on two or three seats at once and sleep comfortably.

Important! From a safety point of view, the tail section of the aircraft is considered the best. According to statistics, during the crashes, about 70% of the survivors were sitting in the tail of the plane.

The last row of the cabin has another distinctive feature - in most aircraft the backs of these seats cannot be reclined, with the exception of the Aeroflot Full AF cabin, where this possibility is provided.

Arrangement of the cabin rows of the Sukhoi Superjet 100

A distinctive feature of the Superjet is the arrangement of economy class seats, 5 in one row (2 on the left, 3 on the right). Rows of two seats are perfect for those flying alone or together, because in any case there will be only one person next to you and only on one side.

Note! For a row of two seats, the seat numbering includes only the letters A and C, and there are no seats B. Accordingly, seats A are located by the window, and seats C are located by the aisle.

Porthole seats

Window seats are attractive for those who plan to spend the entire flight in their seat - such a passenger will not be disturbed by the person sitting next to them when they want to get out. If he needs to get up and stretch himself, he will have to ask his neighbors to clear the passage.

Near the window there is a pleasant opportunity to watch the flight from the porthole. In addition, such a place offers more opportunities to work or read during the flight, since it is sufficiently distant from passing people and is equipped with better lighting.

Places in the center

In the case of a row of 3 seats, the middle seat is considered the least comfortable for the flight, especially large passengers should avoid it. It will be difficult for solo travelers to sit between two strangers in a rather cramped space, and the lack of a “personal” armrest will only increase the discomfort.

On the contrary, for a company of three people such a row is most attractive, especially if one of them is a child - then the family will have the opportunity to sit as conveniently as possible and change the location at any time.

Additional Information! When checking in for a flight, seats in the middle are usually reserved last and may be empty if the cabin is understaffed.

Aisle seats

For restless travelers, aisle seats are the best - they always have the opportunity to get up, walk around the cabin and go to the toilet. Ticket holders for these seats have access to the luggage compartment and, if necessary, can always remove or remove something from their bags.

On the other hand, it will be more difficult for these passengers to relax - people in the aisle or sitting next to them can often disturb them. When boarding is announced, they have the opportunity to leave the cabin before their neighbors; in case of lack of time, this can play a significant role.

Business class seats

Note!Azimuth does not offer business class on Superjet 100 aircraft.

Seats in business class have significant advantages over the rest of the cabin. The chairs here are wider and softer, there are only 2 chairs in a row on the left and right, there is a larger range of food and drinks, and each seat is equipped with sockets.

By analogy with economy class, the most comfortable seats here will be the first row; they are characterized by the absence of neighbors in front, who can recline their seat at any time. On the Sukhoi Superjet 100 cabin diagram, the best business class seats are marked in yellow.

Layout with two classes

When choosing between a window seat and an aisle seat, it is better to give preference to a window seat, which will allow you to better enjoy the flight, relax or work.

Additional Information! Business class on Superjet aircraft is separated from economy class by a thin partition or curtain, so complete sound insulation cannot be achieved.

Each airline, when ordering an aircraft from the manufacturer, selects its own special passenger cabin configuration for the airliners. For most airlines, the cabin layout can be found on the website, or viewed during online check-in. When choosing the most comfortable seat in the cabin, you should understand general rules: It is better to avoid the last rows and seats in the center of each row; the remaining seats have approximately the same comfort characteristics.

The open architecture of the avionics complex was designed by THALES based on integrated modular technology. This made it possible to reduce the number of structural units of the complex by approximately 15% and thereby simplify its maintenance. To simplify maintenance of the aircraft as a whole, an on-board maintenance system is provided that is capable of detecting failures down to a structural unit in all major aircraft systems. At the same time, the basic avionics configuration is more functional compared to its closest competitors: it includes a triple VHF communication system with the ACARS function, a second-generation T2CAS collision avoidance system, and the ability to land according to ICAO category IIIA.

Due to the automatic piloting mode of the aircraft, not only additional gains in fuel efficiency are achieved, but also high flight safety, because in this mode, the fully remote flight control system (FCS) is protected from accidental errors. The fail-safe remote control architecture eliminates the need for mechanical redundancy entirely. Rearrangement horizontal stabilizer also carried out electrically. This helped optimize its dimensions for a high degree of controllability. The Superjet 100 is the first to use algorithmic protection against runway tail contact during lift-off, eliminating the need for mechanical shock absorbers found on other aircraft.

SaM146 engines are manufactured by PowerJet, a joint venture between Snecma (France) and NPO Saturn (Russia), taking into account all the requirements of the Sukhoi Superjet 100 family of aircraft. The new modular SaM146 engine combines the successful experience of using CFM56 with the use of modern technologies and a reduction in the number of components by 20%, significantly reducing operating and maintenance costs while achieving unrivaled performance and reliability. The latest third-generation Autonomous Digital Engine Control (FADEC) system with redundancy optimizes flight operations while reducing fuel consumption. The interchangeability of components of the left and right engines allows us to reduce the range of necessary spare parts. It is possible to replace the blades without removing the engine from the wing. Thanks to new technologies embedded in the SaM146 engine, all aircraft in the family exceed current ICAO noise and emissions requirements. Nacelles with high sound absorption and low drag provide increased comfort inside the cabin.

The SSJ100 cockpit is equipped with intuitive controls and an electronic display and alarm system of the latest Thales avionics suite and a fully digital fly-by-wire flight control system. Fully digital fly-by-wire flight control system with side-stick controls optimizes aircraft performance, reduces crew workload, reduces fuel consumption and provides protection against aircraft overrun.

The "dark and quiet cockpit" concept provides superior situational awareness and crew working environment, thanks to an ergonomic cockpit design with five large LCD displays.

The DSUP is based on three upper-level computers (PFCU - Primary Flight Computer Unit) and complementary lower-level computers (ACE - Actuator Control Electronics). PFCUs process cockpit commands to the ACE and optimize aircraft performance in all flight modes. At the same time, at the first serious failure there is no need to switch to direct control, and the flight characteristics remain at a sufficient level of controllability. The high performance technology and weight perfection of the Sukhoi Superjet 100 is also achieved by the implementation of a fully fly-by-wire control system for retracting/extending the landing gear and the braking system.

If you are planning a short-haul flight, there is a chance that a Sukhoi Superjet 100 will be served on the ramp: the cabin layout and the best seats are presented below. The airliner with the certification name RRJ was developed by Russian aviators with the participation of foreign companies. It became the first product of the domestic aviation industry whose noise characteristics received good marks when tested for compliance with European standards.

Model features

The Superjet is designed according to a classic aerodynamic design: the airliner has a horizontal tail (stabilizer) located after the wing. The design is common in military and civil aviation, as it ensures flight safety and optimizes takeoff performance.

The model is equipped with SaM146-1S18 engines: they are produced at a Franco-Russian plant. The option made it possible to increase the flight range, passenger capacity and take-off weight(the indicator at which a ship can take off while complying with safety rules).

Another feature of the Sukhoi Superjet is the use of composite materials to reduce the weight of the aircraft. In the future, designers plan to increase their share, but the process is slowing down due to additional research. Representatives of JSC Sukhoi Civil Developments emphasize that they are going to study the impact of sudden temperature changes on materials.

As for the cockpit, it is equipped not with standard steering wheels, but with sidestick joysticks. This made it possible to free up space for a convenient and ergonomic arrangement of other devices, as well as improve visibility of the panel. To ensure effective operation of the sidesticks, the Fly-by-wire system has been introduced: the movements of the joysticks are transmitted by electrical signals.

Development history

After the collapse of the USSR, the production of airliners stopped, and airlines used aircraft, released earlier. But in the 2000s. the resource turned out to be exhausted, so the state announced a competition: projects of new models were presented at it.

The future version of the Sukhoi Superjet won, and after 3 years the designers began the 1st assembly. The model was put into operation in 2011 on flights of the Armenian carrier. Now Aeroflot has become the main operator.

Aircraft modifications

In addition to the basic modification, the following options have been developed:

• Sukhoi Superjet 100B-VIP is an administrative and business version of the aircraft. It combines the comfort and versatility of airliners designed to transport officials with the reliability of designs for scheduled airlines.
• Sukhoi Superjet 100LR (SSJ100 LR) is designed for short- and medium-haul flights. The modifications, which at one time became revolutionary for the Russian Federation, made it possible to increase the range by 1,400 km. Based on this version, the Sukhoi Superjet 100LR-VIP model was also released.
• Sukhoi Business Jet is produced according to individual orders. The model is operated by the Border Service of Kazakhstan.

All models have received international certificates, so they can also be used by foreign carriers.

What projects are in development

The designers expect to implement the following projects:

• The Sukhoi Superjet 100SV is planned for production in 2019, and it will be able to make its first flight in 2020. The capacity is going to be increased to 125 passengers.
• Sportjet by Sukhoi will be designed to transport athletes.
• Suhkoi Superjet 75, designed for 75 passengers, will be operated on routes up to 2 thousand km long. The developers hope that it will allow companies to reach a new business segment.
• Sukhoi Superjet 100R will include an increased share of Russian components.

As for the results of the already created models, in 2018 it turned out that their flight hours on Russian airlines decreased. But for foreign companies the indicator increased, and there were no complaints about profits. This is due to the fact that Russian carriers are having problems with the supply of components. To correct the situation, a set of measures was introduced to increase flying hours: it is too early to assess its effectiveness.

Specifications

Which companies operate it: present and prospects

As for the operation of the Sukhoi Superjet 100 aircraft, reviews from companies are positive. The liners are used by the following carriers:

There are also models in the air fleets of Armenia, Laos, Mexico, Indonesia and Switzerland. The manufacturer plans to expand cooperation with companies operating in Ireland and Italy. There is also the possibility of concluding contracts with Asian carriers.

Sukhoi Superjet 100: video

How to choose the best seats: interior layout

For those wishing to board the Sukhoi Superjet 100, the cabin diagram will help them find the best options. The standard seating arrangement, designed to carry 87 passengers, is used by both Aeroflot and foreign enterprises.

Business class features

The seats in this class of service on the Superjet 100 are comfortable. They are arranged in 3 rows according to a 2-2 pattern. True, passengers seated in the first row will have less legroom due to the partition; You won't be able to put things on the floor either. There is also a toilet nearby, which can be a nuisance. But in any case, you will be more comfortable than in economy class.

Having extra space will allow you to stretch your legs.

The best options in the business compartment are the 2nd and 3rd rows. The legroom here is 1.5 times more than in the budget part of the cabin. In the 3rd row, noise can be heard from the "economy" mode, since the partition is quite thin.

Economy class cabin

As for the location of economy seats on the Superjet 100, they occupy rows 6 to 20. The seats are placed according to a 2-3 pattern, with seats E considered the worst option: they are located far from the porthole, which does not allow you to enjoy the views, and from the aisle. But, if you often get up to go to the toilet, then the option will be more convenient than choosing a seat by the window. After all, you only have to bother one neighbor!

The design of the cabin does not imply the presence of seats near emergency exits, therefore the Space + category is represented only by the 6th row.

When choosing, consider the following:

• The best seats are in row 6 as you will get more legroom. There are no seats in front, and you won’t encounter a situation where your neighbor reclines his back, preventing you from sitting comfortably with your laptop. But the width of the seat will be slightly smaller, since the pull-out tables are mounted on the armrests. The latter do not fold completely, which can cause inconvenience. The disadvantages include the fact that this row is occupied by passengers with small children. Also, companies charge an additional fee for reserving seats in the 6th row, since they are classified as Space +.
• Seat 6D has the added disadvantage of bumping into the seat for business class passengers who decide to use the rear toilet.
• In rows 7-19 there are standard options: there is not much legroom, but you will not feel much discomfort.
• Traveling in row 20 will not be a pleasant experience. The backs of the seats do not recline, so sleeping will be difficult. The proximity of the toilet, where other passengers constantly look, also plays a role. It's a little more comfortable in seats 20A and 20F, located near the windows: you won't be disturbed by people scurrying along the aisle. Worst options- 20C, 20D and 20E.

Choose places by checking the map and make your trip comfortable. And a photo of the interior of the Sukhoi Superjet 100 will help you finally get your bearings (click to enlarge).

Sukhoi Superjet 100 (Russian: Sukhoi Superjet 100, abbr. SSJ 100) is a modern Russian short-haul passenger aircraft developed by the company " Civil aircraft Sukhoi" with the participation of a number of foreign companies.

The aircraft was built according to a normal layout - a twin-engine turbofan low-wing aircraft with a swept wing and single-tail tail. The supercritical wing design uses single-slot flaps. Part of the wing mechanization, as well as the nose fairing and the wing root fairing are made of composite materials.

The impeccable cockpit features intuitive control systems developed in collaboration with the pilots. The SSJ100 is the first 100-seat aircraft to feature a full fly-by-wire (FBW) system. It has been specifically designed to optimize control, reduce crew workload, and ensure maximum fuel efficiency.

Superjet 100 aircraft use algorithmic tail-strike protection runway, which made it possible to abandon the use of mechanical shock absorbers.

The SSJ-100's cabin is tall, spacious and has a fairly wide passage between the seats. The luggage racks have a record volume in their class (50 liters). Passenger seats arranged according to a 2+3 pattern, and there is enough distance between them to freely stretch out the legs of even a very tall passenger. The Sukhoi Superjet 100 can carry 98 passengers and transport them over a distance of up to 3,000 km.

SSJ 100 received international EASA certificate. This means that the aircraft can be used by all European and global airlines that have adopted EASA principles as a standard. In the spring of 2011, the first production aircraft SSJ100 was put into operation.

Airlines operating the aircraft: CityJet, Interjet, Lao Central Airlines, Aeroflot, Azimut, Gazpromavia, IrAero, RusJet, Center-South, Yakutia, " Yamal."

Location and numbering of seats in the cabin, layout of seats on the Sukhoi Superjet 100 aircraft. The best and less comfortable seats on the plane

0 -95VAeroflot airlines

Aeroflot is the main operator of this airliner. Its fleet operates more than 30 SSJ 100 aircraft.

Business class - first 3 rows:

• First row business class slightly less legroom than other rows. This is due to the presence of a septum. Since the partition is very thin, you can hear everything that happens behind. Therefore, these places are slightly worse than other places in the same class.

  However, business class seats are the most comfortable seats in the aircraft cabin. The distance between the rows is 1.5 times greater than in economy class. There is somewhere to stretch your legs and relax. The seats are wider and softer. There are 12 such places in total.

Economy class - from rows 6 to 20:

• First economy class seats (6th row)- the most comfortable seats in this class. There is a lot of free space in front of the seats.

20 row inAA configuration- immediately behind the last row there is a toilet and utility room. The seats in this row do not recline or have a significant limitation in this regard. Also, there is always someone walking near the toilets, and sometimes there is even a queue. Very uncomfortable places.

20 row in configurationA.F.-a little better. The toilet is located at some distance from the seats and they are no different from ordinary standard seats. Although they won’t stop walking near you.

Cabin layout, the best and least comfortable seats on the Sukhoi Superjet 10 0 Azimuth Airlines

Azimuth Airlines uses two layouts for aircraft layout, each a mono-cabin.

Scheme No. 1 20 rows (2X3) with a capacity of 100 passengers.

Scheme No. 2

21 rows with a capacity of 103 passengers. On the plane, the 1st row - 3 seats (only D, E, F), the remaining rows - according to the pattern 2–3.

Seats with the letters A and F are located at the windows, C and D - at the aisle.

First three rows of seats available at the Comfort tariff. These seats are separated by a partition from the main cabin, and there is increased legroom.
These seats have special placement with the creation of their own cozy space and a feeling of spaciousness for the passenger: two-seat block - 1 seat is provided to the passenger, the adjacent seat remains free, three-seat block - 2 seats are provided to passengers, 1 seat in the middle of the block remains free. Hot meals on these rows are provided for flights of more than 4 hours, and light snacks for flights of less than 4 hours. Refreshments and tea/coffee are available throughout the flight.

The best seats are in the 1st row. Next in terms of convenience are the porthole seats. Sukhoi Superjet 100 aircraft have a fairly narrow aisle, so queues for the toilet and the movement of stewards with a trolley can create slight inconvenience for passengers who have seats with the letters C and D. The seats in the last row do not recline.

Emergency exits are located at the rear and rear of the aircraft. Toilets are also located on both sides of the aircraft.

Photo of the aircraft interiorSukhoi Superjet 100 of Azimuth Airlines

Flight performance

Maximum speed: 950 km/h
Cruising speed: 830 km/h
Flight range: 3050-4578 km
Aircraft capacity: economy class - 95-98 passengers

• The uniqueness of the Sukhoi Superjet 100 family of aircraft is that Newest technologies are used not only in the aircraft itself, but also at all stages of its creation - from design to assembly, which, in turn, guarantees the creation of a modern aircraft that meets the requirements of the global market.
• Sukhoi Superjet 100-95B is the first Russian passenger aircraft to be tested for compliance with European noise requirements.
• The designers preferred the side stick to control the aircraft over the traditional steering wheel, as a result of which the Superjet 100 became the first Russian serial civil passenger aircraft with a sidestick.

The cockpit was designed by two departments of the State Aircraft System - the cabin crew assembled the consoles, and the avionics department developed the display. Test pilots made a huge contribution to the ideology of the cockpit and display. They tried very hard to ensure that the ergonomics were no worse than those of Airbus aircraft (their cabins are considered very well thought out and comfortable). Remote controls, “pictures” on indicators, synoptic pages of systems were redrawn countless times. There were disputes over every number, letter, index, mnemonic symbol, over every button and toggle switch. The main emphasis was on simplifying work operations with systems, eliminating possible errors and confusion. Each pilot was “responsible” for his own system and the ideology of working with it. In general, everything is like everyone else. It seems that it didn't turn out bad. We will soon find out the operators' assessment.

Description and more photos required

Start

The initial layout of the cabin was made on the basis of specifications for the cabin and systems, suggesting which consoles should be installed and what controls they should be equipped with. Gradually, as systems were developed, real remote controls were added or information about the necessary controls was updated. The main control element of the aircraft at that time was the steering wheel (which brought the author one of the first “serious” works on determining the shading zones of the instrument panel).

Ideology

The ideology of the layout of remote controls arose almost immediately - remote controls and system controls should be arranged according to two main characteristics:

1. system controls that directly depend on the engines should be located on the lines of the corresponding throttles, that is, the pilot schematically and intuitively sees the connection between the system and the engine. For example, generators, pumps, etc., depending on the left engine, are practically in the same plane as the left throttle (we don’t see such a concept on Boeing, but Airbus has a similar one);
2. in terms of reach, the controls should be arranged in order of frequency of their use, so on the top console the controls for various lighting and windshield wipers are closest, followed by the VCS with temperature controllers, and then the main aircraft systems, since in normal mode they operate automatically and not require switching in normal flight.
3. And at the very end - fire extinguishing, which God forbid should be touched on business or, even more so, idle. But despite the location of the fire control panels at the end of the overhead control panel, reach is ensured by both pilots of all declared height groups.

Indication and signaling, as on all modern aircraft, is made according to the principle of a “dark and quiet” cabin, which means: under normal flight conditions, the buttons and indicators of systems operating normally at the appropriate stage do not light up and there is no sound notification about this. That is, the pilot is automatically given only the information that he needs at this stage in order to reduce his workload. Often in the process of work, an example was given of an airplane crash (I don’t remember the details), in which several systems were switched off simultaneously due to some kind of failure, but the crew was unable to track their shutdown by the extinguishing of the indicator on the consoles on which the lamps of the operating systems were lit. , and they were never able to figure out what exactly the situation had happened. Using the “dark and quiet” cockpit principle, in the event of failures, pilots will see the warning lights of failed/disabled systems illuminated against the background of other dark warning lights.

Color

At a certain stage of the design, the question arose about the color of the cabin, that is, about the color of the functional areas of the cabin - the consoles and the instrument panel. At that time, according to Russian OSTs, only one color was implied - gray-blue, which is used to paint almost all civil aircraft consoles. This color satisfied everyone in the USSR and met the necessary requirements. But it no longer suited us, since the remote controls that came with the system kits could be painted in different colors to match the program for which they were developed. There was no talk then of remaking the remote controls to match the color of Russian OSTs, since the main ideology was to make maximum use of ready-made, certified products, the so-called off-the-shelf (which, however, was not followed up later, as they came to the conclusion that what to do an aircraft with the characteristics we need cannot be achieved with this approach). To use the “new” for post-Soviet space color would require a huge amount of research into its impact on flight safety, including numerous flights under all possible operating conditions. This may seem frivolous, but it is true for the issue of influence on a person, which is almost impossible to measure instrumentally. And of course, our plans were not to stretch out the design by adding many years of research that would require significant costs for flight testing. Then we saw two options for ourselves - to use colors that have been used in the West for many years - light brown (the so-called Boeing brown) or gray-blue (for Airbus). Light brown was still a very unusual color (although I personally like it, the cabin becomes “warmer” and “lighter”), as a result, the direction was chosen for gray-blue, closer to our “native” color, which Most system suppliers (French) had ready-made remote controls for Airbus.
Here it must be said that deviating from the OST was not an easy matter for us (everyone remembers “failure to comply with standards will be punished...”). But by that time, Russia had issued a document exempting from mandatory compliance with standards, which meant that you can deviate from the standards, but then try to prove with your own methods that the product is of high quality, in our case, safe. Therefore, we chose the direction of compliance with Western standards where there were contradictions with our OSTs (after all, ARMAK certifies Western aircraft for flights in Russia, while our OSTs, naturally, are not respected there). In other cases, we met both standards.

Remotes

After choosing a supplier for the overhead console, the process of laying out the consoles changed a little - now we knew the dimensions of the actual components (controls, buttons, etc.) and could more accurately draw the console, reducing the size in some places, increasing in others. The process is iterative - first we draw what we would like to see, based on the provided components, then we transfer it to the supplier, they make a 3D rendering of what actually turns out, then again they transfer it to us for adjustment or approval. We used all the inscriptions and abbreviations from the SAE ARP 4105 standard “Abbreviations, Acronyms, And Terms For Use On The Flight Deck”, thereby using standard designations familiar to the whole world. The remote control supplier, being a participant in the Airbus-380 tender for the supply of the remote control, offered the developments of an integrated remote control (one assembly) instead of separate remote controls. This can save both space and weight. A possible problem is the operation of a single unit instead of small removable remote controls, but even here they had a solution - almost all components can be removed from the front side of the remote control without the need to remove the entire unit!!! First, you remove the light cable (the panel with illuminated inscriptions) and all components are accessible! As a result, three parts of the upper console were formed.
With the arrival of Alexander Nikolaevich Yablontsev (may he rest in heaven), a test pilot, a member of the cosmonaut corps, a person with extensive experience of flying abroad on A-320s (and not only), moreover, an inspector on this type of aircraft, to the company in the end, with an engineering diploma (which he often put us in our place in the process of arguing, when we tried to argue with him as with a pilot), the process of working in the cockpit changed. His very early immersion in the design process helped to take into account many details. A cockpit working group was formed, which included representatives from the flight crew and anyone else with influence on the cockpit. We met at least weekly to discuss issues of the appearance of the cabin, argued, discussing every millimeter of the remote control, every letter and abbreviation. There have been instances where we have changed an abbreviation from SAE ARP 4105 to a more understandable and intuitive abbreviation for pilots. Yablontsev told us a lot about how equipment is actually operated abroad “at first hand.” From him we learned what the Heathrow airport area is (as someone used to say - “the Moscow area of ​​three stations at rush hour, only in the air”), and why the option of a second refueling neck on the other side might be needed, and what little details in the procedure working in the cockpit can lead to delays - and you will be put at the end of the queue for takeoff, and why it is better to put all 4 battery buttons in one line on the remote control (and then the pilot can turn them all on at the same time with one hand), and many interesting different things. And this led to a change in the technical solution. Yablontsev was a good bore and got his way by proving the necessity. For our part, we argued with the pilots as engineers, and with the engineers from the point of view of the pilots. This duality helped us stay in the middle as much as possible.

• Please note: The “green” remotes in the photo are remotes from the ECE supplier, covered with a protective film.

Review

The initial overview of the cockpit was built in accordance with OST 1 00444-81, at that time the aircraft was still “snub-nosed”, like most Soviet aircraft. The upper edge of the glass was horizontal, at the maximum upper limit of the requirement, which covered the entire OST. When changing the contours of the nose to a “lowered” nose (like the Su-27 or the E-170 or now the B-787), another problem arose - the angle of the glass decreased, accordingly, at the same angles of the required viewing angle, the glass area increased significantly . And larger glass means more weight, big square blowing/heating and everything connected with it. At the same time, we came to the difference in the methods for constructing viewing angles according to Western requirements AC 25.773-1: despite similar requirements for viewing angles, constructions are made from slightly different points of the eye, which gives a noticeable difference on the glass.

And so the question arose - if the OST is observed, the glass turns out to be incredibly large at vertical angles, and if the AS is observed, the glass will be smaller. It was at that time that the status of industry standards became advisory, and we took advantage of this. To reduce the glazing area, the upper border of the glass was pressed as closely as possible to the Western requirements of the AC, which was expressed in the frowning “eyebrows” of the aircraft (which later became the reason for suspicions about copying the Fairchild Dornier 728), the horizontal visibility remained within the requirements of OST, accordingly, significantly covering the requirements of the AC , allowing the wingtips to be observed, and this did not go unnoticed by the pilots. The forward and downward visibility also turned out to be one of the best among aircraft of the same type, and maybe not only of the same type. For additional “visual” support, the upper surface of the visor is made horizontal, allowing you to feel the horizon (on airplanes with “crooked” visors, there were cases of the plane landing on one of the main wheels due to a subconscious desire to “align” the visor with the horizon).

BRUS

At the next meeting with the airlines, when discussing the control system, they expressed their thought “we want to have a small Airbus, not a small Boeing” in relation to the aircraft controls. They did not see the need for a steering wheel, having a full emulsion force. This forced us to reconsider this issue. Studies have been conducted different options switch to handle. One of the main issues was how the pilot controlled the aircraft with his left hand. I still remember Yablontsev’s first assessments of this issue on the Su-27 simulator, where he performed aerobatics with his left hand. Ideas were also put forward to switch to a central control gear (as on the Be-200 and Tu-160) or even to install an exotic control stick in each pilot’s seat on the right side and a control stick on the left. In the end, the side handle option won, and besides, the control system supplier already had development experience. The issue of left-hand control was closed by feedback from pilots from the A-320, the essence of which is that after 3-4 flights no problems with control arise, since the modern side stick is just an aircraft position setter. Our Boeing consultant was against this decision, siding with the conservative solution with the helm. Boeing's entire line of aircraft follows a consistent approach to the cockpit and cockpit procedures, ensuring minimal pilot retraining, which commands respect. But we used another Boeing principle, which can be formulated in general terms as follows: do as the airlines ask.
It took a long time to deduce the shape of the pen; for this purpose, a bunch of variant models of different sizes were made, fortunately modern technologies make it possible to “print” a physical model directly from an electronic one. We gave this bunch of options to many pilots with different hand sizes (including women) to try. For example, Yablontsev has a powerful, rather large hand, so we were interested in finding a pilot with a small hand - and we found him. As a result of much research, the ideal shape of the handle was selected, which, according to pilots' reviews, turned out to be more comfortable than the more angular Airbus handle.

Button to disable the autopilot / take over control priority.

Lighting

The entire lighting system is divided into several types:
- built-in lighting (inscriptions in remote controls, display backlight, magnetic compass backlight, etc.),
- flood lighting (illumination of areas of the dashboard, middle, top and side consoles with lamps),
- individual lighting (directional angle-adjustable lamps for pilots and inspectors, lamps for maps on the window, table lamps).

All lamps are LED (with the exception of the magnetic compass, it has internal illumination with incandescent lamps).

The adjustment zones are divided as follows:
- The PIC controls the adjustment of the built-in and flood lighting of his half of the instrument panel (including the compass) and the left side console, the co-pilot controls his part and the right side console,
- Built-in and flood lighting of the middle console is adjustable from the middle console itself with a double regulator,
- Built-in overhead console lighting is adjustable from the overhead console,
- The built-in and flood lighting of the remote controls on the visor is adjusted from the top remote control with a double regulator.
- General lighting can be adjusted from the middle remote control.
- Each of the individual lamps is controlled from its own remote control, installed directly next to the lamp itself (except for the inspector).

Features include the following:

The adjustment of individual lamps is designed in such a way that it is possible to pre-adjust the brightness of the lamp using a smooth rotary control, and then only turn it on and off with a rocker switch. This is convenient during the approach at night, when pilots, having previously selected the brightness, can quickly turn on the lamp to monitor data on the map, view the data and turn it off, without wasting time on adjustments and eliminating the possibility of blinding. The same principle applies to lamps for maps installed on the window. The remote controls themselves were installed next to the lamps so that the pilots could intuitively find them, because you always know where they are shining from, so there will be no problem finding a switch next to them. There were stories about other Soviet aircraft where pilots flew for long periods of time and did not turn on some additional lighting because they did not know where their switches were.

The general lighting was selected in such a way as to illuminate the entry/exit areas of the cabin and the “seating” areas in the chair, and at the same time not have any glare on the indicators. Also, general lighting lamps have a second channel of duty/emergency lighting, powered by batteries.

Flood lighting was modeled and evaluated by the ECE supplier using 3D modeling programs.

Cabin Features and Amenities

Another victory in the cockpit is complete wardrobe, which the Airbus-320 cannot boast of. Despite the small size of our cabin, we managed to put together an almost full-length wardrobe in which you can hang your coat, which is important for our climate, and pilots cannot help but like it!

Folding table in the cockpit is not a whim, as it may seem. A modern pilot with a two-member crew has documentation to fill out in flight. Again, you need to lay out maps (for which, it must be said, the cabin also has a pair of holders on the window and in place of the EFB as standard) or a laptop (for which there is also a specially designed storage space in the back, at the bottom of the inspector’s console) or reference books for study information. Yes, it is also necessary to eat and drink, and this must be done in such a way that nothing is spilled or spilled on the control panels (by the way, the coatings of the control panels are seriously tested for resistance to the harmful effects of cola). A solution in the form of a table in front of the pilot is the most comfortable solution for these needs, without forcing the pilot to do everything on his knees or whatever it takes, taking him away from his main responsibilities.

Table prototype


2016
In general, at first we wanted to buy a table, we even found a supplier - BARCO, but he had a table with a built-in keyboard for EFB III class. They didn’t have a table without a keyboard; Airbus makes it itself. Ordering the development of a new table would have been more expensive than it was worth, which is why it was decided to develop our own “table construction”. It must be said that the table mechanism is no simpler than the aircraft control system (figuratively speaking, of course, but the tolerances are very high) - the exit trajectory is very complex, so as not to run into the pilot and get out from under the displays. On the A-320 the height of the displays is smaller, on the A-380 there is more space for the instrument panel, so the trajectory there is simpler.
In addition, in extreme cases, the table should fold back with one push by hand, while the coffee, etc., standing on the table should simply fly off without jamming it.
So the table is not such a simple device as it might seem at first glance. We also managed to install front toilet occupied indicator(The idea came from the pilots - from Yablontsev), it would seem - a trifle, but comfort consists of such trifles. Although achieving such a “trifle” cost a lot of effort in linking the signal between two suppliers - interior designers and remote controllers, as well as proving to everyone the need for all these efforts. But it was done, and this shows how closely we worked with the pilots.

The left side of the cabin with the inspector's chair and the inspector's console, the service system console (on the same equipment as the EFB), the electrical control panel are visible. PLDCP loads (see article Power outage before takeoff in the Baltics), the first niche from the floor behind the pilot seat is for a laptop and other equipment:

questions

..please tell me what function the protruding brackets above the right leg of the PIC and the left leg of the right pilot perform? photo

If I understand correctly what kind of brackets we are talking about, then they still stick out in the center - this is the upper part of the pedal posts. There is a screw mechanism for individual adjustment of the pedals according to height. The adjustment mechanism itself is electrically driven, controlled from the “back and forth” toggle switches located on the vertical wall of the side console, near the foot. In case of failure of the electric drive, there is the possibility of manual adjustment, driven by a handwheel, which is located precisely on this bracket...
And the light, oblong cylindrical objects sticking out on the vertical walls of the side consoles (on the side of the leg) are emergency flashlights - you are supposed to have one of them for each crew member. The flashlights start working automatically, immediately after they are removed from the socket...))

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