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Concorde Is a Museum Piece, but the Allure of Speed Could Spell Success
CIVIL SUPERSONIC Concorde is a museum piece, but the allure Aerion continues to be the most enduring player, of speed could spell success for one or more and the company’s AS2 design now has three of these projects. engines (originally two), the involvement of Air- bus and an agreement (loose and non-exclusive, by Nigel Moll but signed) with GE Aviation to explore the supply Fourteen years have passed since British Airways of those engines. Spike Aerospace expects to fly a and Air France retired their 13 Concordes, and for subsonic scale model of the design for the S-512 the first time in the history of human flight, air trav- Mach 1.5 business jet this summer, to explore low- elers have had to settle for flying more slowly than speed handling, followed by a manned two-thirds- they used to. But now, more so than at any time scale supersonic demonstrator “one-and-a-half to since Concorde’s thunderous Olympus afterburn- two years from now.” Boom Technology is working ing turbojets fell silent, there are multiple indi- on a 55-seat Mach 2.2 airliner that it plans also to cations of a supersonic revival, and the activity offer as a private SSBJ. NASA and Lockheed Martin appears to be more advanced in the field of busi- are encouraged by their research into reducing the ness jets than in the airliner sector. severity of sonic booms on the surface of the planet. www.ainonline.com © 2017 AIN Publications. All Rights Reserved. For Reprints go to Shaping the boom create what is called an N-wave sonic boom: if The sonic boom produced by a supersonic air- you plot the pressure distribution that you mea- craft has long shaped regulations that prohibit sure on the ground, it looks like the letter N. -
Flight International – July 2021.Pdf
FlightGlobal.com July 2021 RISE of the open rotor Airbus, Boeing cool subsidies feud p12 Home US Air Force studies advantage resupply rockets p28 MC-21 leads Russian renaissance p44 9 770015 371327 £4.99 Sonic gloom Ton up Investors A400M gets pull plug a lift with on Aerion 100th delivery 07 p30 p26 Comment All together now Green shoots Irina Lavrishcheva/Shutterstock While CFM International has set out its plan to deliver a 20% fuel saving from its next engine, only the entire aviation ecosystem working in concert can speed up decarbonisation ohn Slattery, the GE Aviation restrictions, the RISE launch event governments have a key role to chief executive, has many un- was the first time that Slattery and play here through incentivising the doubted skills, but perhaps his Safran counterpart, Olivier An- production and use of SAF; avia- the least heralded is his abil- dries, had met face to face since tion must influence policy, he said. Jity to speak in soundbites while they took up their new positions. It He also noted that the engine simultaneously sounding natural. was also just a week before what manufacturers cannot do it alone: It is a talent that politicians yearn would have been the first day of airframers must also drive through for, but which few can master; the Paris air show – the likely launch aerodynamic and efficiency im- frequently the individual simply venue for the RISE programme. provements for their next-genera- sounds stilted, as though they were However, out of the havoc tion products. reading from an autocue. -
Feeling Supersonic
FlightGlobal.com May 2021 How Max cuts hurt Boeing backlog Making throwaway Feeling aircraft aff ordable p32 Hydrogen switch for Fresson’s Islander p34 supersonic Will Overture be in tune with demand? p52 9 770015 371327 £4.99 Big worries Warning sign We assess A380 Why NOTAM outlook as last burden can delivery looms baffl e pilots 05 p14 p22 Comment Prospects receding Future dreaming Once thought of as the future of air travel, the A380 is already heading into retirement, but aviation is keenly focused on the next big thing Airbus t has been a rapid rise and fall for on who you ask. As we report else- Hydrogen is not without its the Airbus A380, which not so where in this issue, there are those issues, of course, but nonethe- long ago was being hailed as the banking on supersonic speeds be- less it appears more feasible as a future of long-haul air travel. ing the answer. power source for large transport IThe superjumbo would be, The likes of Aerion and Boom Su- aircraft than batteries do at pres- forecasts said, the perfect tool for personic view the ability to shave ent, even allowing for improving airlines operating into mega-hubs significant time from journeys as a energy densities. such as Dubai that were beginning unique selling point. However, there are others who to spring up. While projects are likely to be see hydrogen through a differ- But the planners at Airbus failed technologically feasible, to be able ent filter. They argue that so- to take into consideration the to sell these new aircraft in signif- called sub-regional aircraft – the efficiency gains available from icant volumes their manufacturers Britten-Norman Islander, among a new generation of widebody will have to ensure that supersonic others – can be given fresh impetus twinjets that allowed operators to flight is not merely the domain of if a fuel source can be found that is open up previously uneconomical the ultra-rich. -
10. Supersonic Aerodynamics
Grumman Tribody Concept featured on the 1978 company calendar. The basis for this idea will be explained below. 10. Supersonic Aerodynamics 10.1 Introduction There have actually only been a few truly supersonic airplanes. This means airplanes that can cruise supersonically. Before the F-22, classic “supersonic” fighters used brute force (afterburners) and had extremely limited duration. As an example, consider the two defined supersonic missions for the F-14A: F-14A Supersonic Missions CAP (Combat Air Patrol) • 150 miles subsonic cruise to station • Loiter • Accel, M = 0.7 to 1.35, then dash 25 nm - 4 1/2 minutes and 50 nm total • Then, must head home, or to a tanker! DLI (Deck Launch Intercept) • Energy climb to 35K ft, M = 1.5 (4 minutes) • 6 minutes at M = 1.5 (out 125-130 nm) • 2 minutes Combat (slows down fast) After 12 minutes, must head home or to a tanker. In this chapter we will explain the key supersonic aerodynamics issues facing the configuration aerodynamicist. We will start by reviewing the most significant airplanes that had substantial sustained supersonic capability. We will then examine the key physical underpinnings of supersonic gas dynamics and their implications for configuration design. Examples are presented showing applications of modern CFD and the application of MDO. We will see that developing a practical supersonic airplane is extremely demanding and requires careful integration of the various contributing technologies. Finally we discuss contemporary efforts to develop new supersonic airplanes. 10.2 Supersonic “Cruise” Airplanes The supersonic capability described above is typical of most of the so-called supersonic fighters, and obviously the supersonic performance is limited. -
A High-Fidelity Approach to Conceptual Design John Thomas Watson Iowa State University
Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2016 A high-fidelity approach to conceptual design John Thomas Watson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Aerospace Engineering Commons, and the Art and Design Commons Recommended Citation Watson, John Thomas, "A high-fidelity approach to conceptual design" (2016). Graduate Theses and Dissertations. 15183. https://lib.dr.iastate.edu/etd/15183 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. A high-fidelity approach to conceptual design by John T. Watson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Aerospace Engineering Program of Study Committee: Richard Wlezien, Major Professor Thomas Gielda Leifur Leifsson Iowa State University Ames, Iowa 2016 Copyright © John T. Watson, 2016. All rights reserved. ii TABLE OF CONTENTS Page LIST OF FIGURES ................................................................................................... iii LIST OF TABLES ..................................................................................................... v NOMENCLATURE ................................................................................................. -
After Concorde, Who Will Manage to Revive Civilian Supersonic Aviation?
After Concorde, who will manage to revive civilian supersonic aviation? By François Sfarti and Sebastien Plessis December 2019 Commercial aircraft are flying at the same speed as 60 years ago. Since Concorde, which made possible to fly from Paris to New York in only 3h30, no civilian airplane has broken the sound barrier. The loudness of the sonic boom was a major technological lock to Concorde success, but 50 years after its first flight, an on-going project led by NASA is about to make supersonic flights over land possible. If successful, it will significantly increase the number of supersonic routes and increase the supersonic aircraft market size substantially. This technological improvement combined with R&D efforts on operational costs and a much larger addressable market than when Concorde flew may revive civilian supersonic aviation in the coming years. Who are the new players at the forefront and the early movers? What are the current investments in this field? What are the key success drivers and remaining technological and regulatory locks to revive supersonic aviation? EXECUTIVE SUMMARY Commercial aircraft are typically flying between 800 km/h and 900 km/h, which is between 75% and 85% of the speed of sound. It is the same speed as 60 years ago and since Concorde, which flew at twice the speed of sound, was retired in 2003, there has been no civilian supersonic aircraft in service. Due to a prohibition to fly supersonic over land and large operational costs, Concorde did not reach commercial success. Even if operational costs would remain larger than subsonic flights, current market environment seems much more favourable: since Concorde was retired in 2003, the air traffic has more than doubled and the willingness to pay can be supported by an increase in the number of high net worth individuals and the fact that business travellers value higher speed levels. -
Modelling Performance an Air Transport Network Operated by Subsonic and Supersonic Aircraft
THE AERONAUTICAL JOURNAL NOVEMBER 2020 VOLUME 124 NO 1281 1702 pp 1702–1739. c The Author(s), 2020. Published by Cambridge University Press on behalf of Royal Aeronautical Society. This is an Open Access article, distributed under the terms of the Creative Commons Attribution licence (http://creativecommons.org/licenses/by/4.0/), which permits unrestricted re-use, distribution, and reproduction in any medium, provided the original work is properly cited. doi:10.1017/aer.2020.46 Modelling performance an air transport network operated by subsonic and supersonic aircraft M. Janic´ [email protected] [email protected] Department of Transport & Planning, Faculty of Civil Engineering and Geosciences Delft University of Technology Stevinweg, 2628 BX Delft The Netherlands ABSTRACT This paper deals with modelling the performance of an air transport network operated by existing subsonic and the prospective supersonic commercial aircraft. Analytical models of indicators of the infrastructural, technical/technological, operational, economic, environmen- tal, and social performance of the network relevant for the main actors/stakeholders involved are developed. The models are applied to the given long-haul air route network exclusively operated by subsonic and supersonic aircraft according to the specified “what-if” scenarios. The results from application of the models indicate that supersonic flights powered by LH2 (Liquid Hydrogen) could be more feasible than their subsonic counterparts powered by Jet A fuel, in terms of about three times higher technical productivity, 46% smaller size of the required fleet given the frequency of a single flight per day, 20% lower sum of the air- craft/airline operational, air passenger time, and considered external costs, up to two times higher overall social-economic feasibility, and 94% greater savings in contribution to global warming and climate change. -
Exploring the Prospect of Small Supersonic Airliners – a Business Case Study Based on the Aerion AS2 Jet
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Institute of Transport Research:Publications Exploring the Prospect of Small Supersonic Airliners – A Business Case Study Based on the Aerion AS2 Jet Bernd Liebhardta, Klaus Lütjensb German Aerospace Center (DLR), Hamburg, Germany Richard R. Tracyc, Alexander O. Haasd Aerion Corporation, Reno (NV), USA We lay out the thesis that modern supersonic air transportation has the best chance of realization by commencing with small aircraft. A possible implementation path is described with reference to the Aerion AS2 supersonic business jet. Further, the paper entails an overview on the economic and operational challenges of supersonic airliners. I. Introduction AN’s never-ending quest for progress took a step backward when Concorde’s airline service ceased in MNovember of 2003. It had been a four-decades-long, highly controversial program that pioneered civil supersonic transportation. In spite of its undeniable technological success and in spite of being an aerospace icon even today – some will call it Europe’s Apollo program –, it soon became evident that the undertaking was an economical failure. Only 14 aircraft were placed with British Airways and Air France, and the enormous development costs, shouldered by the British and French governments, were never fully recovered.e Concorde stands as a monument to man’s technological prowess as well as to what an economic disappointment an overly ambitious high-speed program can become. Considering today’s ever more challenging global economic and regulatory environments, it appears probable that no nation or enterprise will anytime soon start a comparable prestige project without making sure that all stakeholders have a well-founded chance of profiting. -
S U Personics + Clim a Te
MOON LANDING 36 HYPERSONICS 14 SPACE ECONOMY 30 What Apollo can teach Artemis Predicting overheating A new role for space-faring governments ICS + ON CL RS IM E A P T U E S Mach 1 passenger jets could exacerbate aviation’s carbon footprint. The search for solutions is underway. PAGE 22 REPORTER’S PICKS PAGE 18 Your IAC preview OCTOBER 2019 | A publication of the American Institute of Aeronautics and Astronautics | aerospaceamerica.aiaa.org SECURE YOUR AIAA CORPORATE MEMBERSHIP TODAY! Take advantage of being a Corporate Member: › Industry recognition › Transformative conversations › Automatically elevate your staff to AIAA Senior Members › Annual forum registration allotment and discounted registrations › Recruit students and young professionals at Meet the Employer events › Plus so much more! LEARN MORE: aiaa.org/corporatemembership CONTACT US TO TODAY TO LEARN WHAT AIAA CAN DO FOR YOU! Chris Semon • Vickie Singer • Paul doCarmo 703.264.7510 | [email protected] FEATURES | October 2019 MORE AT aerospaceamerica.aiaa.org 18 30 36 22 IAC preview Seismic shift in Apollo’s lessons satellite market for Artemis Supersonic transports Our staff reporter describes the Space-faring Experience gleaned International and climate change governments are during the 20th- Astronautical taking a new role century moon program The industry has creative ideas for Congress events she in the satellite can help sustain addressing the warming infl uence of doesn’t want to miss. market as startups today’s momentum proposed Mach 1 passenger jets. and established toward a 2024 lunar By Cat Hofacker companies vie for landing. By Adam Hadhazy investors. By John M. Logsdon By Debra Werner On the cover: Photo illustration aerospaceamerica.aiaa.org | OCTOBER 2019 | 1 RENO, NEVADA 15–19 June 2020 | Reno-Sparks Convention Center CALL FOR PAPERS The AIAA AVIATION Forum is the only global event that covers the entire integrated spectrum of aviation business, research, development, and technology. -
Aviation Week & Space Technology
STARTS AFTER PAGE 34 MRO’s Bumpy Path Rolls Speeds Back to Recovery to Supersonics ™ $14.95 AUGUST 17-30, 2020 ADVANCING AIR MOBILITY Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa. -
Liikennelentäjä-Lehteä Ja Aktiivilentä- Tiin
2/2019 SLL HISTORIIKKI JATKUU ETELÄISEN RUOTSIN AARREAITAT IFALPA HUPER-KOMITEA RIOSSA Sähköautojen Audi. Täyssähköinen Audi e-tron on täällä. Sen suunnittelun lähtökohtana oli luoda kaikkien aikojen paras sähköauto. Sellainen, joksi sähköauton oli vihdoinkin tultava. Sähköautojen Audi. Sähkö on siirtynyt Audiin. Matka alkakoon. Hinta alk. 87 627 € 417 kilometrin toimintamatka (WLTP) | Sähköinen quattro-neliveto 408 hv (boost-toiminto) | Kiihtyvyys 0-100 km/h 5,7 s (boost-toiminto) Jopa 150 kW DC latausteho | 11 kW AC latausteho | 95 kWh akku Vakiovarusteina mm.: Korkearesoluutioiset kosketusnäytöt | Virtuaalinen mittaristo | MMI Navigointi plus -järjestelmä | Mukautuva ilmajousitus | Progressiivinen ohjaus | Audi connect e-tron -palvelut Connect safety & service | e-tron Compact -latausjärjestelmä | Mode 3 -latauskaapeli (11 kW) julkisiin latauspisteisiin | Vetokoukkuvalmius | Sähköinen quattro-nelivetojärjestelmä | Pre sense basic -järjestelmä Pre sense city -järjestelmä | Lisäksi asiakkaalle veloitukseton lataustapakartoitus. Audi Center | AIRPORT | ESPOO | HELSINKI | KOUVOLA | LAPPEENRANTA | TURKU | > audicenter.fi Audi e-tron 55 quattro 265/300 kW (360/408 hv) alk. 87 627,02 €, hinta CO ₂-päästöllä 0 g/km (uusi mittaustapa). Vapaa autoetu 1 320 €, käyttöetu 1 275 €. Hinta sisältää toimituskulut 600 €. Kuvan auto erikoisvarustein. PUHEENJOHTAJAN PALSTA LENTÄJÄT TYÖEHTOJA VAI LENTO- TURVALLISUUTTA EDISTÄMÄSSÄ? sikokoukseen. Käytävillä käytiin kes- tu, ammattitaitoinen ja vastuuntun- Akseli Meskanen kustelua ajankohtaisista lentoturval- -
Überschall-Passagierjets – Vergangenheit Und Zukunft Andreas Spaeth, Luftfahrtjournalist
Überschall-Passagierjets Vergangenheit und Zukunft Andreas Spaeth, Luftfahrtjournalist, Hamburg 2021 https://doi.org/10.5281/zenodo.4567392 Verein Deutscher Ingenieure Hamburger Bezirksverein e.V. Arbeitskreis Luft- und Raumfahrt Hamburg Aerospace Lecture Series Hamburger Luft- und Raumfahrtvorträge Der VDI lädt ein zum Vortrag in Kooperation mit DGLR, RAeS, ZAL und HAW Hamburg Überschall-Passagierjets – Vergangenheit und Zukunft Andreas Spaeth, Luftfahrtjournalist Anmledung erforderlich! Datum: Donnerstag, 18. Februar 2021, 18:30 Uhr Online GoTo-Meeting Online: https://bit.ly/3q8XiJv Im Vortrag berichtet Andreas Spaeth über die Geschichte und Technik des Überschallfliegens. Er beschreibt eigene Erfahrungen aus seinen Flügen mit der Concorde und gibt einen Ausblick auf die Neuentwicklungen der Überschall- flugzeuge. Der Vortrag wird gehalten aus Anlass des neuen Buches von Andreas Spaeth, das Ende 2020 herausgegeben wurde. Im Rahmen des Vortrages werden Bilder aus dem Buch gezeigt Foto: Andreas Spaeth werden. Andreas Spaeth ist seit 20 Jahren als Luftfahrtjournalist in Deutschland und international tätig. Er ist vernetzt mit Fluggesellschaften, Flughäfen und Flugzeugherstellern sowie verwandten Organisationen. Er schreibt zu Themen der zivilen Passagierluftfahrt in deutschen, englischen und amerikanischen Medien. Weitere Informationen gibt es auf seiner Homepage: http://aspapress.com. HAW/DGLR Prof. Dr.-Ing. Dieter Scholz Tel.: (040) 42875-8825 [email protected] RAeS Richard Sanderson Tel.: (04167) 92012 [email protected] VDI Dr.-Ing. Uwe Blöcker Tel.: 015112338411 [email protected] DGLR Bezirksgruppe Hamburg https://hamburg.dglr.de RAeS Hamburg Branch https://www.raes-hamburg.de ZAL TechCenter https://www.zal.aero VDI Hamburg, Arbeitskreis L&R https://www.vdi.de Die Hamburg Aerospace Lecture Series (http://www.AeroLectures.de) wird gemeinsam veranstaltet von DGLR, RAeS, ZAL, VDI und HAW Hamburg (Praxis-Seminar Luftfahrt, PSL).