Aeronautical Technologies for the Twenty-First Century (1992) / Chapter Skim
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3 High Speed Civil Transport Aircraft
3 High Speed Civil Transport Aircraft
Pages 61-72
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From page 61... ...
at a low level of effort during the late 1970s and early 1980s. The White House Office of Science and Technology Policy in 1985 and 1987 identified national aeronautical research and development goals and laid out an action plan for achievement of those goals.'2 One of the goals was technology development to support a long-range supersonic transport, which was referred to as "a great market-driven opportunity." The reports further recommended that industry and NASA determine the most attractive technical concepts and the necessary technological developments for future long-range, high-speed civil transports (HSCT)
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From page 62... ...
..... -- - t CURRENT INDUSTRY STATUS In response to the Office of Science and Technology Policy reports, NASA initiated the High-Speed Civil Transport Study to investigate the HSCT technical feasibility, economic viability, and environmental compatibility, and to identify potentially high-payoff technology development for HSCTs.
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From page 63... ...
More detailed analysis has indicated that for the near-term, economic competitiveness is enhanced at even lower cruise Mach numbers.5 Economic viability requires that the cost and risk of developing advanced technology be balanced with the expected economic return when compared to the competing advanced subsonic systems of that time frame. The HSCT studies identified barriers to the potential operation of a supersonic transport.
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From page 64... ...
is assumed, an HSCT is optimistically thought to be able to attract about 300,000 passengers per day away from advanced subsonic transports by the year 2000, and about 600,000 passengers per day by 2015.8 This translates into a worldwide potential market for 600 to 1,500 HSCTs, depending on economic returns, aircraft specifications, operating constraints, and subsonic flight over land. Although these optimistic projections depend strongly on venous economic factors, the number of aircraft is sufficient to be economically viable for art airplane manufacturer.
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From page 65... ...
Environmental acceptability includes no significant effect on the ozone layer, acceptable sonic boom levels, and community noise levels that meet future regulations. Economic Viability Currendy envisioned HSCT configurations, which take advantage of either current or very near-term technology and could be introduced in the 2005 time frame, cruise at speeds of Mach )
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From page 66... ...
Balanced against this are the direct costs per seat, fuel consumption per seat-mile, and maintenance costs per seat-mile, which are higher for an HSCT than for competing subsonic aircraft. Environmental Viability Economic viability is a necessity for the HSCT; so is environmental compatibility.
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From page 67... ...
- Discount Coach Business First 0 10 20 30 Fare Premium (%) 67 40 So The emissions from any a~rc~ engine include nitrogen oxides which, together with sunlight, generate ozone and other strong oxidants in the lower atmosphere.
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From page 68... ...
If supersonic flights were allowed over land, the economic viability of the HSCT would be greatly enhanced because of the additional markets that could be served and would probably result in the construction of a greater number of aircraft. Additionally, designing an aircraft that shifts easily from supersonic to subsonic flight as it passes over land, while remaining competitive with advanced subsonic aircraft, is a significant engineering challenge.
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From page 69... ...
Still, it is the belief of He Committee that, since the ultimate goal of the HSCT is to capture a significant portion of the market currently held by subsonic transports and to open up new markets, the technologies that enhance safety and convenience, reduce cost, and allow He aircraft to mesh with the air traffic system cannot be ignored. So, the fact that these needs are not specifically called out in this section should not be construed to mean that Hey are unimportant they were simply not dealt with at this early stage of HSCT development.
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From page 70... ...
For supersonic cruise vehicles, high lift-to-~rag ratios are cntical. Laminar flow control is an especially promising technology because it has He potential to minimize overall drag by directly reducing the friction drag component, which is a third or more of the total aircraft drag and indirectly reducing shock wave drag by lowering aircraft 9 For example' according to projections by the McDonnell Douglas Aircraft Company in 1989 (Study of HighSpeed Civil Transports, NASA Contractor Report 4235)
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From page 71... ...
Advancements In integrated flight-cntical condom systems, fiber optics, synthetic vision, and integrated flight deck displays arid management systems offer significant opportunities for implementing a vehicle management system Hat provides improved performance and safety for an HSCT. ~° NASA Office of Aeronautics, Exploration and Technology.
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