A quando velocità crociera a mach 2?

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RAV38
Messaggi: 849
Iscritto il: sab 18 mag 2013, 18:08:42

A quando velocità crociera a mach 2?

Messaggio da leggereda RAV38 » ven 17 gen 2020, 16:33:05

( OT). E' da sessant'anni che gli aerei commerciali a reazione sono sempre fermi agli stessi standard (e limiti) di velocità con conseguenti stressanti viaggi a lunghissimo raggio, come appunto quelli dall'Europa al Giappone. A quando si farà finalmente il balzo tecnologico verso aerei a Mac2? Scusate la diversione.

KittyHawk
Messaggi: 4997
Iscritto il: mer 11 giu 2008, 23:29:09
Località: Milano

Re: ANA aprirà Milano - Tokyo Haneda dal 20.4.2020

Messaggio da leggereda KittyHawk » ven 17 gen 2020, 19:55:54

( OT). E' da sessant'anni che gli aerei commerciali a reazione sono sempre fermi agli stessi standard (e limiti) di velocità con conseguenti stressanti viaggi a lunghissimo raggio, come appunto quelli dall'Europa al Giappone. A quando si farà finalmente il balzo tecnologico verso aerei a Mac2? Scusate la diversione.
Per farli si sarebbe in grado di farli già adesso. Il progetto del Concorde è di sessant'anni fa e il suo sporco lavoro lo faceva; con i miglioramenti intercorsi probabilmente anche l'autonomia non sarebbe più un problema.
Il vero problema rimane sempre quello dei consumi e del costo del carburante e dei passeggeri che non vogliono pagare biglietti costosi. Elimina uno di questi scogli, a scelta, e domani il nuovo progetto inizia a girare sui CAD di Airbus e Boeing.

Mauz
Messaggi: 2238
Iscritto il: gio 10 lug 2008, 18:41:39
Località: Milano

Re: ANA aprirà Milano - Tokyo Haneda dal 20.4.2020

Messaggio da leggereda Mauz » ven 17 gen 2020, 21:13:40

( OT). E' da sessant'anni che gli aerei commerciali a reazione sono sempre fermi agli stessi standard (e limiti) di velocità con conseguenti stressanti viaggi a lunghissimo raggio, come appunto quelli dall'Europa al Giappone. A quando si farà finalmente il balzo tecnologico verso aerei a Mac2? Scusate la diversione.
Credo che finché non si risolve la questione del boom sonico non si potrà mai fare un uso diffuso di aerei supersonici.

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Stiamo monitorando attentamente la situazione. (Claudia)

I-GABE
Messaggi: 1564
Iscritto il: sab 23 mag 2009, 18:35:41
Località: London, UK

Re: ANA aprirà Milano - Tokyo Haneda dal 20.4.2020

Messaggio da leggereda I-GABE » ven 17 gen 2020, 21:21:05

Non credo sia fisicamente possibile :confuso:
Motivo per cui anche ai tempi d'oro del Concorde la barriera del suono veniva superata solo una volta sull'atlantico.

kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: ANA aprirà Milano - Tokyo Haneda dal 20.4.2020

Messaggio da leggereda kco » ven 17 gen 2020, 22:02:18

Non credo sia fisicamente possibile :confuso:
Motivo per cui anche ai tempi d'oro del Concorde la barriera del suono veniva superata solo una volta sull'atlantico.
Siamo pesantemente ot ma no, non ci sono motivi teorici per poter limitare il boom sonico evitando che sia molto forte al suolo. E però molto difficile, prova a cercare aerion... È un progetto proprio rivolto a questo.
Quello che non potrà mai essere è volare a M2 e costare poco...

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I-GABE
Messaggi: 1564
Iscritto il: sab 23 mag 2009, 18:35:41
Località: London, UK

Re: A quando velocità crociera a Mac2?

Messaggio da leggereda I-GABE » sab 18 gen 2020, 16:26:33

Interessante, anche se mi chiedo quanto sia veramente fattibile e quanto sia ambizione.



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kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a Mac2?

Messaggio da leggereda kco » sab 18 gen 2020, 18:17:45

Prossima volta che vedo qualcosa di interessante sulle riviste di aeronautica che di solito leggo lo posto. Di aerion si parla ormai da un decennio.

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I-GABE
Messaggi: 1564
Iscritto il: sab 23 mag 2009, 18:35:41
Località: London, UK

Re: A quando velocità crociera a Mac2?

Messaggio da leggereda I-GABE » sab 18 gen 2020, 18:53:13

Il che dice molto sulla fattibilita' reale :cool2:
Keep us posted!

kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a Mac2?

Messaggio da leggereda kco » dom 19 gen 2020, 10:07:55

Unica cosa... Per favore favore... Cambiate titolo in mach-2

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kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a Mach 2?

Messaggio da leggereda kco » dom 19 gen 2020, 11:55:52

Questo articolo è del 2018. Giugno...

Aerion estimates that it will be able to launch the AS2 supersonic business jet in 18 to 24 months, as it awaits the results of an engine study being conducted by GE Aviation.

The company has signed several refundable letters of intent, which give prospective buyers access to slots should the formal launch of the three-engined type occur, says chief commercial officer Ernest Edwards.

Speaking to FlightGlobal in Singapore, he declines to specify how many LoIs have been signed - apart from one with US fractional ownership operator Flexjet, for 20 examples.

"When we have completed the preliminary design review and we launch, we will invite [LoI holders] to make it non-refundable, based on the definitive specifications that we're able to publish at the time," he says. "We're still waiting for the engine analysis to come back from GE Aviation."

Programme launch will also see Aerion determine where the aircraft is built. In December 2017, Aerion and Lockheed Martin partnered on a year-long feasibility study for the programme, and the aircraft could be produced at an existing Lockheed factory.

Neither GE nor Aerion has confirmed the source of the supersonic engine core, but at a conference in Lynnwood, Washington in February, Aerion chairman Brian Barents identified the CFM International CFM56 as the basis for the eight-stage, high-pressure compressor and single-stage high pressure turbine.

Edwards declines to comment on the antecedents of the engine's core. "GE is asking us not to define the core yet. When we are ready to publish the results of the engine analysis, we'll then want to name the engine… That will be a separate exercise as well."

He admits that while the type is a niche aircraft, aimed at individuals with $120 million to spare, the number of billionaires in the world is rising. Aerion estimates that there are 3,600 billionaires in the world today, and this number is growing by 8% per year.

Edwards says potential applications for the type in the Asia-Pacific region include China-Australia and Tokyo-New York. That said, overland flights from China's eastern seaboard towards the Middle East and Europe could be challenging, owing to the vagaries of Chinese regulation, which greatly restrict the operation of private jets - let alone aircraft capable of flying at Mach 1.4 at 57,000ft.

Edwards remains hopeful that regulations proscribing supersonic flight over the contiguous USA will be withdrawn, opening up the key US private jet market. He adds that the AS2 will be able to fly at M1.2 without creating a sonic boom.

"There is a recognition that supersonic flight is inevitable. It's the last frontier, and the Federal Aviation Administration has started accepting that it needs to change the rules," he says.



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kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a Mach 2?

Messaggio da leggereda kco » dom 19 gen 2020, 11:58:57

GE Aviation will partner with Aerion to design a supersonic engine that could power the AS2 business jet, meet stricter community noise regulations and potentially serve as a gateway to a commercial supersonic transport.

The agreement, signed within the past month, commits GE to define an engine that could meet the supersonic AS2's requirements, but stops short of a pledge to continue the effort into testing and production, says Brad Mottier, vice-president and general manager for GE's business and general aviation unit.

But GE's interest in the project is sincere after spending two years in discussion with Aerion over a wide range of propulsion concepts for the AS2, Mottier says.

"We would not be going to the next step if we did not see applications for production," he says.

As part of a separate collaboration with Airbus Defence & Space, Aerion has "converged" on a preliminary design for aerostructures and for systems architecture, says Doug Nichols, Aerion chief executive.

GE notes that Aerion's vision for the AS2's supersonic technology extends to the commercial market, which has lacked an aircraft with the capability to exceed the speed of sound since the retirement of the Aérospatiale/BAC Concorde in 2003.

Aerion has been searching for a new engine partner since scrapping an initial design for a supersonic twinjet in 2014, when new community take-off noise regulations, which take effect this year, ruled out the company's original selection of Pratt & Whitney JT8D engines. The AS2 concept was unveiled as a trijet with 4,800nm (8,890km) range at long-range cruise speed.

The aircraft should be capable of Mach 1.4 flight, but a US ban on breaking the sound barrier will restrict the top speed to M0.95 over land. In Europe, aircraft are restricted from creating a sonic boom, which may allow the AS2 more flexibility.

Aerion claims the AS2's sonic boom will not be detectable on the ground below M1.2 due to atmospheric diffraction. Featuring a supersonic natural laminar flow wing, the AS2 is designed to cruise efficiently at between M0.95 and M1.4.

Aerion has previously described a requirement for a 16,000lb-thrust (71.5kN) engine for the AS2, although with much greater acceleration power than normally found in a subsonic engine of that class.

GE has decades of experience with designing supersonic engines for military applications, but a commercial aircraft that can break the sound barrier faces new challenges.

Unlike military engines, the AS2 will be required to comply with increasingly strict regulations set by ICAO that limit noise during take-off and landing. ICAO's new stage 5 standard for community noise takes effect this year for aircraft weighing more than 54,400kg (120,000lb). The same regulation becomes enforceable for aircraft under that threshold in 2021.

In previous public statements, Aerion has described a goal to keep the maximum take-off weight of the AS2 below 50,000kg, but acknowledged the possibility that the aircraft's mass could rise during the development and testing phases.

In any case, the engine definition studies take the new community take-off noise standards into account, Mottier says.

"Actually, where we've spent a lot of time is on the noise profiles of the engines for this application, so that it meets the required codes," Mottier says.

"It's not just engine noise. It's the whole system noise - the amount of noise the whole airplane makes. So we believe we would not be going to this next step if we didn't think we would be successful at the end."

Not all of Mottier's competitors agree. When asked on 21 May about the likelihood of supersonic aircraft technology, Pratt & Whitney Canada president John Saabas shot back quickly: "Not in the next 10 years."

But Mottier suggests the timeframe could come sooner. "We have the technology to do this," he says.

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kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a mach 2?

Messaggio da leggereda kco » mar 28 gen 2020, 08:21:57

Questi sono i competitor di aerion

https://www.flightglobal.com/business-a ... 52.article

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kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a mach 2?

Messaggio da leggereda kco » gio 16 lug 2020, 18:29:03

Da copia di flight international in mio possesso


Two US developers are progressing their supersonic civil aircraft projects, with Boom ­Supersonic planning to roll out a demonstrator aircraft this year and Aerion Supersonic launching an effort to help develop clean synthetic fuel.

Denver-based Boom plans on to publicly unveil its XB-1 one-third-scale demonstrator on 7 October. The aircraft will precede the supersonic Overture commercial jet.

Boom has been advancing XB-1 development during the coronavirus pandemic. In recent months, workers have completed static wing-load tests, mated the XB-1’s wings to its primarily titanium fuselage, built the aircraft’s vertical stabiliser and completed landing gear tests.

The XB-1 will be powered by three GE Aviation J85-15 engines and will help test aerodynamics, carbonfibre construction technologies and supersonic propulsion.

Boom, which had $160 million in funding as of April, intends to conduct XB-1 ground and low-speed taxi tests at Centennial airport near Denver.

Flight tests, however, will be carried out from Mojave Air & Space Port in California, with assistance from local company Flight Research.

Under Boom’s plans, the Overture will have capacity for 55-75 passengers and fly at Mach 2.2. First flight is planned in the mid-2020s.

Meanwhile, rival Aerion has signed an agreement with Canadian company Carbon Engineering (CE) to develop a clean-energy synthetic fuel that would power its in-development AS2.

Aerion, Boom and third supersonic contender Spike Aerospace have all been vocal about their commitment to clean ­engine technology.

Aerion intends for the AS2’s triple GE Affinity powerplants to burn synthetic fuel manufactured through Carbon Engineering’s “direct air capture” process.

That involves extracting carbon dioxide (CO2) from the atmosphere using large fans to pull air over a potassium hydroxide solution, which binds to the CO2.

The CO2 can then be combined with hydrogen to create synthetic fuel with “little or no carbon footprint”, it says.

Under the agreement between the pair, Aerion and Carbon Engineering will “explore ways in which CE’s synthetic fuel… will power Aerion’s AS2”.

The companies will “also explore a potential collaborative project” to construct a synthetic fuel production facility for the AS2 programme.



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kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a mach 2?

Messaggio da leggereda kco » mer 05 ago 2020, 09:01:31

US aerostructures firm Spirit AeroSystems is to build the forward fuselage of the Aerion AS2 supersonic business jet, in return for additional investment in the programme.

Aerion says it has reached a memorandum of agreement to enhance Spirit’s role, after the two sides started co-operating on the AS2 last year with forward fuselage design work.

Sprit will build up to 36 fuselage assemblies annually once production of the aircraft – set to commence in 2023 – reaches full rates.

The company’s technical specialist capabilities have “significantly advanced” evolution of the design, says Aerion, and Spirit has become a “core enabler” of the programme.

Designed to break the sound barrier without the need for afterburners, and powered by synthetic fuel, the AS2 is intended to travel at 870kt (1,610km/h).

The AS2 will be assembled at Aerion’s headquarters in Melbourne, Florida.

“Through our collaboration with Aerion, we have contributed innovative and cost-effective design solutions to help make the AS2 a reality,” says Spirit chief executive Tom Gentile.

Details of Spirit’s investment in the programme have not been disclosed. But Gentile says the company will bring both manufacturing and design capabilities to the “revolutionary” aircraft programme.

Separately, Collins Aerospace Systems has been selected to design the flight-control actuation system for the AS2.

Development work for the Raytheon Technologies unit comprises actuation systems for the aircraft’s moveable leading edge, elevons, horizontal stabiliser and rudder.

“The very nature of supersonic travel presents some unique challenges when it comes to designing reliable and precise systems to guide the aircraft – and we are eager to address them head-on as part of the Aerion team,” says Ed Dryden, vice-president Actuation Systems at Collins Aerospace.

The AS2 will have an 8-10-passenger capacity. First flight is planned for 2024, followed by service entry in 2026.

AS2 will cruise at Mach 1.4, making it capable of flying between New York and Cape Town in 9h 56min, which is 3h 39min less than “standard flights”, the company says.

Aerion anticipates production of 300 of the GE Aviation Affinity-powered AS2s during its first decade.

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kco
Messaggi: 4695
Iscritto il: sab 05 gen 2008, 09:01:18

Re: A quando velocità crociera a mach 2?

Messaggio da leggereda kco » lun 10 ago 2020, 17:25:54

The crowded field of aspirants to reintroduce commercial supersonic flight has got another contender with a surprise ­revelation from Virgin Galactic of a proposed Rolls-Royce-powered Mach 3 delta-wing jet that bears a clear resemblance to Concorde.

Like Concorde, which last flew in 2003, the space tourism arm of Richard Branson’s Virgin Group envisions flight at 60,000ft, around twice the cruise altitude of ordinary subsonic jetliners. But at M3, Virgin Galactic’s nine- to 19-seater would move nearly a Mach number faster than Boom’s 55-75-seat “Overture” – also ­bearing a striking resemblance to Concorde and proposed to match its speed at M2.2 – and nearly three times as fast as Aerion’s AS2 business jet. The other ­prospective supersonic project is from Spike Aerospace, whose S-512 business jet targets M1.6.

Unlike Concorde, the noise of which meant supersonic flight was restricted to over-ocean routes, all of these companies’ aircraft promise, through careful aerodynamic design, to muffle their sonic booms to levels ­tolerable on the ground.

In R-R – the company that, with France’s Snecma, powered Concorde – Virgin shares a ­propulsion partner with Boom. Of the Boom project, R-R tells FlightGlobal that a “large Trent core” is one possibility. For ­Virgin, it says: “We’re exploring a range of propulsion options... and we’re particularly interested in how we can make supersonic travel compatible with our ­sustainability goals.”

The links to Boom do not end there, however. In November 2016, Virgin Group founder ­Richard Branson unveiled an ill-defined partnership with the Colorado-based developer that gave Virgin Galactic options on the first 10 Overture airframes.

Little has been heard of the agreement since, but Boom ­maintains those options are unchanged, despite Virgin Galactic’s new supersonic direction.

“We’re energised by Virgin ­Galactic’s announcement about their future private aircraft ­programme. At Boom, we believe it’s yet another indicator of ­supersonic travel’s inevitable ­return,” says Blake Scholl, Boom chief executive.

“Boom Overture continues to make significant progress in bringing a new era of commercial supersonic travel to the world and view Virgin Galactic’s ­proposed executive jet [as] more complementary than competitive.”

“We envision this aircraft as blending safe and reliable travel with an unrivalled customer experience” George Whitesides, chief space officer, Virgin Galactic

While clearly much smaller than the Overture, Virgin Galactic says it is “designing the aircraft for a range of operational ­scenarios, including service for passengers on long-distance ­commercial aviation routes”.

Virgin Galactic has not given any indication of when it expects to fly, but says it has reached an accord with the US Federal ­Aviation Administration’s Center for Emerging Concepts and ­Innovation to work on a “certification framework”.

The company’s involvement in high-speed travel does not come as a surprise with the prospect of exploiting Virgin Galactic’s work to develop hypersonic point-to-point suborbital transport long on investors’ radar.

What is surprising is the ­proposal of a runway take-off and landing jet aircraft – a totally ­different solution than the air-launched rocketplane in ­development since the mid-2000s to carry two crew and six passengers to the edge of space on a short suborbital flight. Suborbital point-to-point travel would be possible at hypersonic speeds – greater than M5 – but ­involve the inherent hazards of rocket propulsion.

According to Virgin Galactic’s chief space officer, George ­Whitesides, the completion of a ­mission concept review “which included representatives from NASA” has allowed the firm to “unveil this initial design ­concept of a high-speed aircraft, which we envision as blending safe and reliable commercial travel with an unrivalled ­customer experience”.

The next phase of the project, he adds, would define specific system architectures, configurations and materials, and address “key challenges in thermal management, maintenance, noise, emissions and economics that routine high-speed commercial flights would entail”.

The move follows a dramatic period for Virgin Galactic. After some 15 years in development marked by delays and two fatal accidents – one on the ground and one in flight – 2019 opened with the hangover of celebrations from December 2018’s first flight to space and safe runway ­landing. In February 2019 the company pushed the envelope a bit further with a second spaceflight, but the long-awaited introduction of commercial suborbital service has yet to come – from dedicated facilities at Spaceport America in New Mexico.

AUTUMN TESTS

But first-half financial results published at the end of July point to two test flights from New ­Mexico this autumn. If successful, these may be followed in the first quarter of 2021 by the ­Richard Branson flight Virgin ­Galactic has long indicated would precede commencement of paying-passenger journeys.

Financially, the past year has also been eventful. By end-2019 Virgin Galactic had listed on the New York Stock Exchange, and that financial innovation has proven invaluable to Virgin Group in the coronavirus crisis.

With airline Virgin Atlantic ­essentially grounded owing to the pandemic – and other Virgin Group businesses including gyms and cruises similarly ­hammered – some relief came with the $366 million sale of 25 million Virgin Galactic shares, representing about a fifth of the group’s holding.

That deal took group ­holdings in the business below 50%, but with 40% it remains the dominant shareholder of a ­company which has seen more than $1 billion in capital investment and lost money – including $123 million so far this year – throughout its history.



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