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Despite 50 years of technological advancement since the inception of Concorde, research on supersonic passenger aircraft has only recently resulted in design and flight test of several small 12 to 55-passenger business jets with supersonic cruises between Mach 1.2 and 2.2. Analytical research designs of larger 300-passenger aircraft have been conducted only to speeds of Mach 2.0 and 2.2, mainly avoiding moving beyond turbojet propulsion. This research extends on an earlier multifactor regression sizing study to determine in greater design detail whether the configuration of a 200-passenger Mach 3.0 aircraft is feasible using extant technology. This research article is the second part of two and covers a suitable and cost-effective propulsion system for the executive supersonic passenger aircraft. Through this high-speed design, the research examines modern propulsion technology and the performance advancements it affords through higher efficiencies, higher metallurgical thermal limits, variable cycle engines and variable stator technology. The analysis was conducted on several potential propulsion systems using GasTurb software to obtain engine performance data. The performance results led to a combined cycle turbofan–ramjet engine as being the engine that could yield the most extensive range for the aircraft. Further investigation is needed on aircraft noise, engine emissions, the accuracy of the thrust-critical lift-to-drag ratios and the aeroelastic effects that can be closely coupled to noise and performance.

The generation of shock waves is inevitable in supersonic cruise, which results in the generation of wave drag as well as sonic boom on the ground. Some innovative concepts such as the supersonic b...

An overview is given of an effort that focused on using CFD analysis to complement design and configuration definition of Lean-Direct Injection (LDI) combustion concepts for NASA's Commercial Supersonic Transport (CST) program. The National Combustion Code (OpenNCC) was used to perform non-reacting and two-phase reacting flow computations for second and third generation LDI configurations at CST cruise conditions. All computations were performed with a consistent approach of mesh-generation, spray modeling, ignition and kinetics modeling. Emissions (EINOx) characteristics were predicted for CST cruise conditions, and compared with emissions data from experimental measurements to evaluate the fidelity of the CFD modeling approach to predict emissions changes in response to changes in supersonic cycle conditions.

In 1973, the FAA banned civil supersonic flight over the United States. As a result, the supersonic aviation industry has not developed. It is now time to revisit the ban. Better technology—materials, engines, and simulation capabilities—means that it is now possible to produce a supersonic jet that is more economical and less noisy than those of the 1970s. In this paper, we examine the case for, the history of, and the legitimate issues created by supersonic flight. We conclude that it is past time to rescind the ban in favor of a modest and sensible noise standard.

Synthetic vision systems are becoming common in the business jet community. The perspective display of terrain information provides a display of complex information in a visual manner that pilots are accustomed to. Research and flight testing is underway to allow low noise supersonic business jet operations. Widespread acceptance will require regulatory changes, the ability for pilots to predict, and manage where the generated sonic boom will impact people on the ground. A display of the sonic boom impact will be needed for preflight and inflight planning. This paper details the CONOPS, algorithm development, and human machine considerations of a synthetic vision display design incorporating a sonic boom carpet. Using a NASA developed algorithm, sonic boom prediction, Mach cut-off, and sound pressure levels are calculated for current and modified flights plans. The algorithm information is transformed into georeferenced objects, presented on navigation and guidance displays, where pilots can determine whether the current flightplan avoids the generation of sonic booms in noise-sensitive areas. If pilots maneuver away from the flightplan, a dynamically computed predicted boom carpet is presented in which the algorithm is fed an extrapolation of the current flightpath. The resulting depiction is a sonic boom footprint which changes location as the aircraft maneuvers. Using a certain lookahead time for the prediction, the pilot has the ability to shift the location where boom intensity will be at a maximum. Considerations of allowable sound levels for various locations on the ground are incorporated for comparison of the realtime and predicted sonic boom.

In order to design the natural laminar flow nose for the high Reynolds number condition suppressing the increase of pressure drag, “local” and “non-axisymmetric” deformation is applied to a base shape. Through the analysis for low Reynolds number cases, it is confirmed that the localized deformation suppresses the increase of pressure drag, and that non-axisymmetric deformation reduces pressure gradient in the azimuthal direction effectively in order to extend the laminar region. It is also shown that there is a capability of more extension of the natural laminar flow effect to the high Reynolds number condition corresponding to the real civil supersonic transport suppressing the increase of pressure drag., 形態: カラー図版あり, Physical characteristics: Original contains color illustrations, 資料番号: PA1420055000

This paper reviews the environmental issues and challenges appropriate to the design of supersonic business jets (SSBJs). There has been a renewed, worldwide interest in developing an environmentally friendly, economically viable and technologically feasible supersonic transport aircraft. A historical overview indicates that the SSBJ will be the pioneer for the next generation of supersonic airliners. As a high-end product itself, the SSBJ will likely take a market share in the future. The mission profile appropriate to this vehicle is explored considering the rigorous environmental constraints. Mitigation of the sonic boom and improvements aerodynamic efficiency in flight are the most challenging features of civil supersonic transport. Technical issues and challenges associated with this type of aircraft are identified, and methodologies for the SSBJ design are discussed. Due to the tightly coupled issues, a multidisciplinary design, analysis and optimization environment is regarded as the essential approach to the creation of a low-boom low-drag supersonic aircraft. Industrial and academic organizations have an interest in this type of vehicle are presented. Their investments in SSBJ design will hopefully get civil supersonic transport back soon.

Aiming to realize a low-drag supersonic transport, Busemann biplane concept was adopted in this study. Two- and three-dimensional (2D and 3D) biplanes were analysed and designed to improve their aerodynamic performance using computational fluid dynamics. It was confirmed that 3D biplane wings have better aerodynamic-performance areas than 2D biplane airfoils. A winglet is also useful for improvement of their aerodynamic performance. Aerodynamic characteristics of these biplanes at their off-design conditions were also analysed. In 3D wings, a flow choking and its attendant hysteresis as starting problems, which arise when the biplanes accelerate from low Mach numbers, disappear at lower Mach numbers than those in 2D airfoils. It was confirmed that hinged slats and flaps are effective to settle these issues. Finally, interference effects of a body with the biplanes were investigated. When the biplane wings are affected by the expansion waves from the body, their aerodynamic performance at the design Mach number and the starting Mach number are better and lower than those of their isolated wings, respectively. A 3D biplane wing obtained by an inverse-design method was applied to the body. The wing of this wing–body configuration achieves higher aerodynamic performance than the 2D flat-plate airfoil at sufficient lift conditions, which is the almost identical performance of 2D biplane airfoils.

Under the N+2 Supersonic Validations contract with NASA, Lockheed Martin has developed system-level solutions to the barriers to supersonic commercial flight, with a particular focus on the technology required to design and validate shaped sonic boom vehicles for acceptably quiet flight over land. LM’s past experience, commercial design and analysis tool advances, commercial partner expertise and NASA methodologies were successfully combined in the shaped boom design process. In the second phase of the N+2 program, we continued the work started in Phase 1 by improving low-boom performance over the full boom carpet and adding fidelity to the design in key areas including structures and aeroelastics. NASA’s support for extensive validation testing uncovered the cause of prior long-standing difficulties with sonic boom wind tunnel measurement, and resulted in the development of a “spatial averaging” solution that combines better than required accuracy with an order-of-magnitude improvement in productivity. The LM 1044 configuration designed and tested during this program has demonstrated that it is possible to develop an environmentally compliant, practical, and high efficiency supersonic transport aircraft for the next generation of air travelers.

A ten-year engineering research project on a super/hypersonic transport propulsion system (HYPR) initiated by AIST (Agency of Industrial Science and Technology) in 1989 has been successfully completed. The HYPR project was aimed at establishing the technology base for a propulsion system of supersonic/hypersonic transport (SST/HST) aircraft that will fly as fast as Mach 5. The project proved the feasibility of a combined cycle engine (CCE) for SST/HST by developing and running the world's first CCE , a combination of a variable cycle turbofan engine (VCE) and a methane-fuelled ramjet. The development of the CCE began with a variety of component tests, followed by the development of the high temperature core engine (HTCE) and VCE. This step-by-step approach led to steady and solid success.Based on this success, a new project was started in 1999, titled "Research and development of environmentally compatible propulsion system for next generation supersonic transport (ESPR)."This paper introduces the various achievements during the ten years of the HYPR project, and the prospects of the upcoming ESPR project.

The EUROSUP Project, supported by the European Union, has investigated the use of advanced techniques for simulation of viscous flows in combination with algorithms for modifying aircraft shape to realise efficient aerodynamic designs of a conceptual second-generation supersonic aircraft. This paper describes the work performed and concludes that these methods are capable of yielding highly efficient results.

A future advanced supersonic transport aircraft (AST) has fundamental characteristics and problems inherent to supersonic cruise aircraft with corresponding unique control and handling characteristics.In order to optimise the aerodynamic performance across the full flight envelope a fully integrated flight and propulsion control system will be required. However, this will need to be designed from the outset within clearly defined flight control and performance guidelines.Relevant existing and AST specific handling qualities criteria will need to be developed if a successful commercial transport aircraft is to be produced.This paper begins by presenting an overview of existing supersonic transport (SST) aircraft operations and current second generation SST research activities and design considerations. This is followed by an analysis of the principal aerodynamic, dynamic and control characteristics of SST and AST aircraft and their effect on the aircraft’s handling qualities. Finally, some possible solutions to the control and handling issues are investigated, assessed and presented.

Suggests that the next civil supersonic passenger aircraft project will pose a number of challenges. The propulsion system for this aircraft will have to achieve economic operation for both supersonic and subsonic cruise modes. In addition, the current and intended noise and pollutant emissions legislation will have to be met. Suggests that, while there are a number of proposed engines for the next generation civil supersonic aircraft, they all exhibit difficulties in meeting the compromises inherent in the engine duty. Offers a novel solution based on a unique design. Discusses the underlying issues and presents the design based on retractable fans driven by a single stage double pass tip turbine.

The onset of a shattering regime when a supersonic cluster undergoes an ultrafast heating by its impact at a surface, proposed on the basis of an information theoretic analysis, has now been demonstrated experimentally for molecular clusters. It is emphasized that the sudden onset of shattering as a function of impact velocity is a robust result depending essentially only on the multitude of possible isomers of larger clusters. There is one underlying assumption of the information theoretic approach—namely that there is a rather rapid thermalization of the translational degrees of freedom of the impact heated cluster so that mean energy is the only energetic constraint. When this is not necessarily the case, e.g., for ionic clusters at lower energies, there will not be extensive fragmentation.

NASA’s Supersonics Project suggests that by 2035 an \N+3 generation" supersonic transport aircraft could be developed, produced and in operation. This study presented in this paper explored how a 100-passenger N+3 supersonic transport (SST) developed by Lockheed Martin Advanced Development Programs would interact with the existing subsonic eet and how its operations would impact environmental emissions. Through an

The application of multi-disciplinary optimizations on the next generation supersonic transport airplane plays an important role in determining the proper structural designs and material systems for the airplane. This manuscript describes the key components in the MDO process, including the benefit of utilizing parametric meshable geometry to enable additional trade studies. This manuscript will show how the configurations are updated throughout the execution of the contract, and how the MDO process enable more configurations to be studied within a given amount of time compared to the previous process. The report will also show that improvements that need to be made to further enhance the MDO process and design of the supersonic vehicle.

Mitigation of climate change is a challenge to science and society. Here, we establish a methodology, applicable in multi-disciplinary optimisation (MDO) during aircraft pre-design, allowing a minimisation of the aircraft’s potential climate impact. In this first step we consider supersonic aircraft flying at a cruise altitude between 45kfeet (~13·5km, 150hPa) and 67kfeet (~20·5km, 50hPa). The methodology is based on climate functions, which give a relationship between 4 parameters representing an aircraft/engine configuration and an expected impact on global mean near surface temperature as an indicator for the impact on climate via changes in the greenhouse gases carbon dioxide, water vapour, ozone and methane. These input parameters are cruise altitude pressure, fuel consumption, fuel flow and Mach number. The climate functions for water vapour and carbon dioxide are independent from the chosen engine, whereas the climate functions for ozone and methane depend on engine parameters describing the nitrogen oxide emissions. Ten engine configurations are taken into account, which were considered in the framework of the EU-project HISAC. An analysis of the reliability of the climate functions with respect to the simplified climate-chemistry model AirClim and a detailed analysis of the climate functions is given.

The climate impacts of three fleets of supersonic small-scale transport aircraft (S4TA) are simulated. Based on characteristic aircraft parameters, which were developed within the EU-project HISAC, emissions along geographically representative trajectories are calculated and in addition the resulting changes in the atmospheric composition (carbon dioxide, ozone layer, water vapour) and climate (near surface global mean temperature) are deduced. We assume a fleet development with an entry in service in 2015, a full fleet in 2050. The results show a temperature increase of 0·08mK (0·07-0·10mK) with only small but statistically significant variations between the configurations, leading to a minimum climate impact for a weight optimised and hence lower flying aircraft. A climate impact ratio of 3·0 ± 0·4 between a S4TA and its subsonic counterpart is calculated, which is considerable less than for previous supersonic fleets because of a lower flight altitude, leading to smaller water vapour impacts.

The effect of flash point reduction and, therefore, the increase of vapor pressure on the design and operation of a supersonic transport (SST) is examined in detail. Considering an SST design, which has been optimized on the basis of a kerosine flash point of 38°C (100°F), the effect on design criteria of lowering flash point by 5.5°C (10°F) is equivalent to a cost penalty, to each SST aircraft in the order of $45 000 per year. A further 5.5°C (10°F) lowering would increase the penalty to some 125 000 per year. The penalty is not incurred in full where existing designs have included a margin to allow for lower flash points fuels. The main effect of lower flash point fuels upon the safety of supersonic aircraft lies in the greater flame speed across pools of fuel which might be spilled in crash landings.

The demand for intercontinental transportation is increasing and people are requesting short travel times, which supersonic air transportation would enable. However, besides noise and sonic boom issues, which we are not referring to in this investigation, emissions from supersonic aircraft are known to alter the atmospheric composition, in particular the ozone layer, and hence affect climate significantly more than subsonic aircraft. Here, we suggest a metric to quantitatively assess different options for supersonic transport with regard to the potential destruction of the ozone layer and climate impacts. Options for fleet size, engine technology (nitrogen oxide emission level), cruising speed, range, and cruising altitude, are analyzed, based on SCENIC emission scenarios for 2050, which underlay the requirements to be as realistic as possible in terms of e.g., economic markets and profitable market penetration. This methodology is based on a number of atmosphere-chemistry and climate models to reduce model dependencies. The model results differ significantly in terms of the response to a replacement of subsonic aircraft by supersonic aircraft, e.g., concerning the ozone impact. However, model differences are smaller when comparing the different options for a supersonic fleet. Those uncertainties were taken into account to make sure that our findings are robust. The base case scenario, where supersonic aircraft get in service in 2015, a first fleet fully operational in 2025 and a second in 2050, leads in our simulations to a near surface temperature increase in 2050 of around 7 mK and with constant emissions afterwards to around 21 mK in 2100. The related total radiative forcing amounts to 22 mWm2 in 2050, with an uncertainty between 9 and 29 mWm2. A reduced supersonic cruise altitude or speed (from Mach 2 to Mach 1.6) reduces both, climate impact and ozone destruction, by around 40%. An increase in the range of the supersonic aircraft leads to more emissions at lower latitudes since more routes to SE Asia are taken into account, which increases ozone depletion, but reduces climate impact compared to the base case.

The development and application of a MDO process for the design of range maximised high-speed transport aircraft is described. The complete flight mission from take-off to landing is modelled. For supersonic cruise conditions the disciplines aerodynamic and structures are modelled at high fidelity compared to other contributing disciplines and flight phases. The aircraft planform is subject to design. The verification of both the MDO process and aspects of the designed aircraft is outlined. A detailed analysis of the multi dimensional design space and the capabilities of two selected optimizers are presented. Based on these results an improved M=1.6 configuration exceeding the first design is obtained using an improved optimizer version.

The next civil supersonic aircraft project will pose a number of challenges. The propulsion system for this aircraft will have to achieve economic operation for both supersonic and subsonic regime while meeting the intended noise and pollutant emissions regulation. Whilst there are a number of proposed engines for the next generation civil supersonic aircraft, they all exhibit difficulties inherent in the engine duty. The present paper offers a simple solution based on retractable fans. The key for the success of the concept is the single stage double pass tip turbine that drives the fan. Characteristics of this unique turbine such as extra-high power output at reasonable efficiencies and low metal temperatures along with some performance aspects of the power plant are discussed. Although further investigation is still required, the performance of the system merits consideration. The work was undertaken by one of the authors as part of his MSc research project.Copyright © 1998 by ASME

This chapter on the prospects for commercial transport at supersonic speeds must begin by deciding what we will call the generic prospective aircraft. Since the first generation aircraft were called Supersonic Transports, or SSTs for short, this practice is continued here. Today, in the United States, NASA’s nomenclature is High Speed Civil Transports or HSCTs, while in Europe and Japan it is Supersonic Commercial Transports or SCTs.

This paper presents the multi-disciplinary design code PrADO-Sup for supersonic commercial transport aircraft which is a strongly modified and extended version of PrADO, the Preliminary Aircraft Design and Optimization Code developed at the Institute of Aircraft Design and Structural Mechanics of the Technical University of Braunschweig. The modular structure of PrADO-Sup is shown and all topics within the iteration and optimization loops are addressed. Detailed information is given on the integration of an advanced aerodynamic model. Here the higher order panel code HISSS, developed by DASA-LM, was implemented to provide data for a wide range of both subsonic and supersonic onflow conditions.

The challenge in the development of a very complex system like a supersonic transport is not only to achieve the required technology, but also to link a team of highly skilled experts. In this paper a successful industrial approach is described to integrate the individual departments with their specific knowledge into the design of a future supersonic commercial transport.

We report here results from our use of the fictitious gas method for the design of supersonic transport wings using the Euler equations. While the example chosen here is the oblique flying wing, the technique has general application to supersonic wings with subsonic leading edges.

The economic and technical features of two SST concepts that offer the potential of reducing the impact of the environmental constraints on the aircraft design and performance are presented. The potential economic performance of these aircraft is referenced to equivalent passenger size subsonic designs employing consistent design guidelines and assumptions. Total operating cost and airline return on investment are utilized for the economic comparisons.

The galactic cosmic radiation field at aircraft operating altitudes is complex, with a large energy range and the presence of all particle types. The calculation of the complex radiation fields is difficult, as is the measurement. British Airways continues to cooperate with the U.K. National Radiological Protection Board in measuring cosmic radiation doses on supersonic and subsonic aircraft using a range of devices.

Almost 20 years after the U.S. abandoned efforts to develop a supersonic transport (SST), the National Aeronautics & Space Administration has quietly begun clearing the way for the development of a new supersonic plane dubbed the highspeed civil transport (HSCT). The agency's immediate goal is to determine if the environmental controversies that helped bury the earlier SST program can be overcome—controversies such as whether the exhaust from aircraft flying high in the stratosphere can destroy ozone. In 1971, after months of bitter dispute, Congress killed a NASA/Federal Aviation Administration plan to build a prototype SST. The program was doomed by its escalating costs and by environmental concerns, including popular opposition to the airport noise and sonic booms that were part of the package. The possibility that nitrogen oxides emitted from the jets could shrink Earth's protective ozone layer was raised late in the debate but was the last nail in the SST's coffin. ...

The paper discusses those technical aspects of a supersonic civil transport aircraft which peculiarly distinguish it from conventional subsonic civil aircraft. The physical, economic and ecological environments in which the supersonic transport must operate are considered and the main stepping stones to the development of the supersonic transport are traced. It shows that the basic differences between the supersonic transport and subsonic transports can be traced to two causes - the high-temperature environment and the disparity between subsonic and supersonic aerodynamics. The considerations which lead to the choice of speed, configuration and powerplant are considered and some details of their impact on specific areas are discussed. Finally, Concorde is used to illustrate the development of a practical supersonic transport and the development, from both theory and experiment, of the practical parameters and features for such a vehicle.

This paper reviews an extensive programme of experimental work which was aimed at the production of integrated slender wings which had volume distributions and cross-section shapes compatible with the requirements of a supersonic transport aircraft. The wings were also to be cambered so that they were trimmed at the cruise condition about a centre of gravity position located at the aerodynamic centre position at the approach condition; furthermore the camber was to be chosen so that the drag was as low as possible. The main work was carried out about 20 years ago, but the involvement in specific design applications resulted in no overall account of the programme being published, although a number of reports on individual wings, or groups of wings, have appeared. This paper reviews the whole programme from the initial tests on very simple delta wings with diamond cross-sections to the final tests on realistic shapes which achieved almost all of the design requirements.

MANY papers have been written in recent years on various technical aspects of the supersonic transportaircraft—aerodynamics, propulsion, structures and systems. In attempting to give yet another paper on this topic, it was felt the subject should be reviewed in a more general way, by considering a variety of engineering problems which arise in the design and development of such an aircraft.

This paper discusses some aspects of high altitude, supersonic flight which should be considered in the design of the SST communications system. Emphasis is placed on the need for a high degree of coordination between the flight crew, air traffic controller, meteorologist and dispatcher-performance specialist. A brief description of pertinent B-58 aircraft operational experience is offered in support of the suggestions made regarding the nature of the information which should be communicated.

The 1,157th lecture to be given before the Society, “Supersonic Aircraft—Promise and Problems” by M. B. Morgan, Esq., C.B., M.A., F.R.Ae.S., Scientific Adviser to the Air Ministry, was given on 17th March 1960, at the Institution of Mechanical Engineers. Mr. Peter G. Masefield, M.A., F.R.Ae.S., Hon.F.l.A.S., M.Inst.T., President of the Society, presided. Opening the meeting Mr. Masefield said he thought this would be one of the most interesting and stimulating lectures of the session. The subject of the supersonic aeroplane had been freely discussed in the United States and probably in Russia also. In this country they had been more reticent so he hoped they would have a really good discussion after this lecture. One significant point was that people no longer wondered whether a supersonic transport could, or should, be built but only whether it should cruise at a Mach number of 2 and be made in light alloy, or whether it should be around Mach 3 and be made of steel or more exotic materials. That sooner or later—and many believed sooner—transports would fly at supersonic speeds at 70,000 ft. was taken for granted.Mr. Morgan was well known to them all. Born in Wales, he was educated at Rutlish, Merton and St. Catharine's College, Cambridge, where he took the Mechanical Sciences Tripos and won the John Bernard Seely Prize in Aeronautics in 1934. In fact, he and Mr. Morgan used to enjoy the Cam together and Mr. Morgan looked little different today than he had in those days. Mr. Morgan was apprenticed to Mather and Piatt Ltd. and also spent a short time at Vickers, Weybridge before joining the R.A.E., Farnborough in 1935. Since then he had specialised in aerodynamics, flight research and development, stability and control and, he had taken his Pilot's Licence in 1944. He was Head of the Aero Flight Section of the R.A.E. from 1946-1948, Head of the Guided Weapons Department from 1948-1953 and Deputy Director of the Establishment from 1954 until 1959. He had then been appointed to his present position of Scientific Adviser to the Air Ministry and had also been Chairman of what had come to be known as “STAC”–Supersonic Transport Aircraft Committee. He felt that they could have no better person than Mr. Morgan to talk on the Supersonic Transport.

SummaryPrevious work by R. T. Jones on the drag minimisation of elliptic wings is extended to the case of the slewed wing with thickness. These results are used to calculate lift/drag ratios of idealised configurations related to a supersonic transport aircraft. The values of lift/drag ratio and optimum slenderness ratio found are comparable with those calculated earlier in studies of delta-like plan forms.

On the basis of current knowledge, of which an outline is given, it appears that many of the fears which have been advanced in recent years about the frequency and intensity of the turbulence which will be encountered during cruise by supersonic transports have almost certainly been exaggerated. Partly as the result of the characteristics of the aircraft, which make it less rather than more sensitive to gusts than are the current subsonic jets, and partly because, on average, turbulence of a given intensity is less frequent at the higher altitudes, the probability of encountering gust induced accelerations of a given size on a supersonic transport is likely to be considerably less than it is on the current subsonic jets. Severe gusts do occur at the higher altitudes, although less frequently, in association both with thunderstorms and with mountain waves. In the case of the latter, no change in operating practices is likely to be needed to maintain the current level of success in avoidance. So far as thunderstorm avoidance is concerned, care will be needed in the operation and interpretation of the weather radar if current levels of success are to be maintained, since problems may arise which do not occur at the lower altitudes at which subsonic aircraft fly.

This paper presents an approach for determining fluid temperature levels, types of fluids, source of cooling, and design requirements of hydromechanical constant speed drives for high performance aircraft applications. The compatibility of current CSD design, materials, and present fluids is illustrated by discussion of a typical supersonic aircraft installation and the associated thermal considerations. The significant conclusion is that present hydromechanical CSD design will meet the requirements of the SST application.

this paper describes a full Daylight Astro Tracker as part of a Navigational Complex for use in Supersonic Aircraft. The Astro Tracker will provide the required accuracy to bound the errors of the platform and keep the aircraft within a ±20 nautical mile corridor 95% of the time. In addition to the Heading stabilization, the accurate measurements of Altitude will be used to establish position and provide continuous indications of aircraft deviations off the desired course. The Astro Inertial tie-in will permit the use of less costly and complex Inertial Systems due to the continuous realignment of the platform by Astro Tracker measurements.

During the 1950s, military aircraft in France and the United Kingdom developed along almost identical lines in that supersonic fighters were developed together with delta-plan research aircraft capable of speeds twice the speed of sound (Mach 2). At the end of the decade, discussions between the British Aircraft Corp. (BAC) and Sub-Aviation of France (SUD) resulted in suggested designs for a supersonic transport (SST) aircraft. With official backing from both governments, the Anglo-French Concorde Agreement was signed in 1962. At first, the development costs were estimated to be between 150 and 170 million, the costs to be equally divided between both nations. The total costs for research and development are now expected to exceed 1065 million!

IN recent years there have been many papers covering the choice of powerplant for the supersonic transport aeroplane and several relating specifically to the Concorde. The subjects which have been covered include the choice of engine cycle, development history, propulsion controls and other design aspects. In the majority of these papers the environmental conditions which the supersonic engine experiences have been stressed but only brief references have been made to the ways and means whereby these conditions can be simulated on the test bed or in altitude test facilities.

The supersonic transport will be introduced gradually and fly competitively with subsonic jets for a considerable period of time. The purchase price of the SST requires that maximum utilization be made of the plane, which means that ground handling must be improved. The SST will be limited to trips of more than 800 miles and less than 4,000 miles. The high operating costs will necessitate a fare surcharge.

This paper discusses the studies made of the traffic system for the supersonic transport at the RAE. We first discuss the design for the oceanic traffic system having regard to the performance characteristics of the aircraft, to the characteristics of the atmosphere at the heights to be flown and to possible restriction of supersonic flight overland. Cost effectiveness studies give desirable values for oceanic separation minima. We then consider the desirable navigation specification to achieve these minima. Finally we discuss the control of the aircraft during the domestic oceanic transition and in the terminal area.

This is the third article of a series of three describing the methods developed at the Royal Aircraft Establishment for costing the effect of air traffic control deviations in long range systems. The first two discussed the general principles of costing and their application to the current and future systems for subsonic aircraft over the North Atlantic. The present paper considers systems for the S.S.T.The characteristics and mode of operation of the supersonic transport are untested, and it will operate at an altitude for which information is relatively scanty. This means that the results obtained for the cost penalties in a supersonic traffic system must be regarded as tentative. On the other hand, because we are considering traffic systems for aircraft at such an early stage of development, the situation can be analysed in a more fundamental way, with particular emphasis on the effect of the system on the aircraft design.

SummaryThe safety target for the Supersonic Transport has been set by the governments sponsoring the project. This is to achieve a safety level at least as good as that of subsonic aircraft at the same time. An analysis of present accident trends is used to give more precision to this statement. If the present rate of improvement in safety continues, the accident rate in the early 1970's can be expected to be some 20% to 25% below today's figures and the target for the SST must be for an improvement of at least 30%. To achieve improvements of this order in a safety record which is already good requires considerable effort by all concerned and necessitates a more scientific approach to safety requirements, especially airworthiness requirements. Some examples of the way this is being done in the United Kingdom and f ranee are given.

THIS PAPER has two main objectives, the first of which is the expansion of some thoughts expressed at The Institute of Navigation’s 18th Annual Meeting in San Diego, Calif., in June 1962. At that time data were offered on the accuracy of Trans-Canada Airlines’ navigation system, with an outline of the in-flight techniques and the postflight analysis methods which had been used. Much that was written then applies to this paper, but since it was reproduced in the Autumn 1962 issue of the Institute’s Journal as little as necessary will be repeated. The second objective is to comment on the job to be done on civil supersonic transports. In the paper you will doubtless observe something of the concern we believe we share with many operational people about the form of future aircraft navigation.THIS PAPER has two main objectives, the first of which is the expansion of some thoughts expressed at the Institute of Navigation’s 18th Annual Meeting in San Diego, Calif., in June 1962. At that time data were offered on the accuracy of Trans-Canada Airlines’ navigation system, with an outline of the in-flight techniques and the postflight analysis methods which had been used. Much that was written then applies to this paper, but since it was reproduced in the Autumn 1962 issue of the Institute’s Journal as little as necessary will be repeated. The second objective is to comment on the job to be done on civil supersonic transports. In the paper you will doubtless observe something of the concern we believe we share with many operational people about the form of future aircraft navigation.

this paper describes features of a navigation system which can be provided for a supersonic transport. The features of global, all-weather navigation and independence from ground-based navigation aids are significant characteristics of the system discussed. Tie-in of the basic system to supplementary aids is a straightforward extension of the system capabilities. A final recommendation of hardware would be made after analysis of the performance requirements and cost.

Airport requirements associated with design of supersonic transport; problems concerning length and width of runways, necessary width of taxiways and their radii, and effective thickness of asphalt and concrete pavement; analysis to determine radii of new taxiways providing certain physical dimensions of aircraft, and for determining whether existing taxiways will need to be widened.

The navigational problems presented by supersonic aircraft do not differ essentially from those with modern four-jet aircraft. Navigation will still entail three main tasks:i. To ensure that the crew knows the position of the aircraft at any given moment, within a reasonable time, and with the necessary accuracy.ii. To ensure that the aircraft is operated under the best conditions of route, speed and height for profitable operation.iii. To ensure compliance with air traffic control.