![]() The new airliner would seat 50 to 60 passengers - making it smaller than Concorde, which had capacity for around 100 travelers. Still, Overture could potentially fly from Frankfurt to New York in just four hours, quicker than Concorde could, due to Overture's superior range. The timeline foresees that the aircraft's first flight will take off in 2026 and that it will be carrying fare-paying passengers for United by 2029 with Mach 1.7 speed, significantly slower than Concorde, which reached Mach 2.02. The deal would be confirmed "once Overture meets United's demanding safety, operating and sustainability requirements." Nonetheless, to underscore the seriousness of its purchase intentions, United has already paid an undisclosed sum to Boom. However, there was one significant caveat. Many beleive that Boom Supersonic has the potential to usher in a new era of air travel Image: Boom Supersonic "A move that facilitates a leap forward in returning supersonic speeds to aviation," the jubilant companies said in a statement. When United, the world's fourth-largest airline, announced its intention in early June to buy 15 Overture airliners from the startup Boom Supersonic and commit to 35 further options, the news caused a sensation. That wasn't sustainable then and certainly wouldn't be today. They also guzzle considerably more fuel than ordinary airliners. Moreover, supersonic airliners emit extreme noise on takeoff due their aerodynamics. As a result of the noise, supersonic flight over land is not allowed. Supersonic flight produces a sonic boom (due to the aircraft being faster than the speed of sound (Mach 1). The main reasons for the end of the first supersonic era were fundamental hurdles mostly to do with physics. Air France and British Airways flew just 14 Concordes in heavily subsidized operations that finally ended in 2003. However, it turned out to be a bad financial decision. The Europeans pushed Concorde through, also at immense expense, as it was a priority for prestige reasons. After billions of dollars had been spent, the Boeing project was unceremoniously dropped in 1971. At the time it was assumed that at some point in the 1970s, almost all long-haul passenger flights would be operated by supersonic airliners.īut that never happened. Lufthansa put its name down in the order books on both sides of the Atlantic for aircraft capable of flying at twice the speed of sound. Thus, a targeted approach to limited swirl induction in the nozzle inner and outer shear layer is proposed that injects the benefits of centrifugal instability waves in the nozzle inner and outer shear layers without incurring significant loss of thrust.United Airlines, one of the world's biggest carriers, has just ordered up to 50 supersonic airliners - there hasn't been news like this since the 1960s.īack then, the top airlines were racing to ink deals with the Anglo-French Concorde and/or the American Boeing SST project. However, large-scale swirl in the exhaust jet creates thrust penalty. The role of swirl in free turbulent jets is to trigger centrifugal instability, set up a radial pressure gradient and thus promote mixing by both means. In this proof-of-concept study, the project team aimed to demonstrate the feasibility of the concept through both high-fidelity computational simulations and experimental investigations. ![]() ![]() The research team at The University of Kansas has identified a novel and powerful means of mitigating jet noise by inducing shear layer swirl through embedded vanes near the nozzle exit lip. The problem in the military (Department of Defense) is even bigger since there are servicemen working in close proximity of advanced supersonic jets, in takeoff and landing. The exposure to loud noise is harmful to human physiological and psychological health and welfare. The communities in the vicinity of airports bear the brunt of aircraft noise in takeoff, climb, flyover, approach and landing. Environmental impact of aviation is measured in emissions and noise. ![]()
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