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United ordina (fino a) 50 aerei supersonici da Boom
- Autore Discussione njko98
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Anche American Airlines ha ordinato il jet e, nella corsa a chi ce l’ha più lungo, ha superato United piazzando un ordine di 20 macchine e 40 opzioni. Sembra abbia anche già staccato l’assegno, a leggere l’articolo, resta da vedere per cosa…
www.aerotime.aero
Feeling supersonic! American Airlines orders 20 Boom jets, eyes 40 more - AeroTime
Aiming to become the world’s largest operator of supersonic aircraft fleet, American Airlines (A1G) (AAL) has signed an agreement with Boom Supersonic for the purchase of what will be the world’s fastest commercial airliners. American Airlines (A1G) (AAL) committed to purchasing up to 20 Boom...
www.aerotime.aero
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- 26 Aprile 2012
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Dalla nota stampa di AA:Anche American Airlines ha ordinato il jet e, nella corsa a chi ce l’ha più lungo, ha superato United piazzando un ordine di 20 macchine e 40 opzioni. Sembra abbia anche già staccato l’assegno, a leggere l’articolo, resta da vedere per cosa…
Feeling supersonic! American Airlines orders 20 Boom jets, eyes 40 more - AeroTime
Aiming to become the world’s largest operator of supersonic aircraft fleet, American Airlines (A1G) (AAL) has signed an agreement with Boom Supersonic for the purchase of what will be the world’s fastest commercial airliners. American Airlines (A1G) (AAL) committed to purchasing up to 20 Boom...
Di sicuro questa è una notizia "pesante". Bisogna vedere a quanto ammonta il deposito non rimborsabile di AA, ma è una bella prova di fiducia da parte della compagnia. Mi domando se non sappiano qualcosa che ancora non è di dominio pubblico, tipo che Boom verrà acquistata da Boeing o Airbus (altrimenti trovo difficile pensare che riusciranno ad industrializzare il prodotto).
Io spero che ce la facciano, cosi come spero per le varie Lilium e altri produttori di eVTOL. Chiaro, le sfide sono enormi e già ora sembra che alcune delle promesse iniziali si stiano riducendo (da 3 a 4 motori, velocità ridotte sul terreno, credo anche l'autonomia sia stata ridotta) e non oso pensare a cosa succederà al primo atterraggio sopra Richmond o i paeselli della brughiera varesotta ma... è bello sognare.
E spero che l'XB-1 voli presto, quell'affare è fichissimo.
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- 1 Febbraio 2012
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Non rimborsabile ma condizionato rispetto a precise condizioni che Boom deve raggiungere. È bene ricordarlo!
- 10 Dicembre 2007
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Da notare che oltre all'adozione della configurazione a 4 motori, l'aereo ha subito anche un rilevante aumento delle dimensioni.
Lunghezza e apertura alare sono passate rispettivamente da 52x18m a 61x32m. Come termine di paragone, il Concorde è appena 40cm più lungo, ma ha un'apertura alare di soli 25.6m.
Probabilmente la riduzione della velocità dagli originali 2.2M agli attuali 1.7M, ha permesso di utilizzare un'ala meno "spinta" verso le altissime velocità supersoniche, in favore di una che potesse garantire migliori prestazioni nel volo subsonico, nonchè in decollo e atterraggio.
Aumentando la lunghezza, sono aumentati anche i finestrini e credo che ora la configurazione meno densa (65 posti), preveda per ogni posto il finestrino dedicato, come visibile nel rendering.
E' vero che appartengono a due epoche diverse, ma se il Concorde non raggiungeva il bep con 100 posti venduti ad una tariffa superiore alla F, ho seri dubbi che sia possibile fare soldi vendendo i 65-80 posti dell'Overture a tariffa J.
Lunghezza e apertura alare sono passate rispettivamente da 52x18m a 61x32m. Come termine di paragone, il Concorde è appena 40cm più lungo, ma ha un'apertura alare di soli 25.6m.
Probabilmente la riduzione della velocità dagli originali 2.2M agli attuali 1.7M, ha permesso di utilizzare un'ala meno "spinta" verso le altissime velocità supersoniche, in favore di una che potesse garantire migliori prestazioni nel volo subsonico, nonchè in decollo e atterraggio.
Aumentando la lunghezza, sono aumentati anche i finestrini e credo che ora la configurazione meno densa (65 posti), preveda per ogni posto il finestrino dedicato, come visibile nel rendering.
E' vero che appartengono a due epoche diverse, ma se il Concorde non raggiungeva il bep con 100 posti venduti ad una tariffa superiore alla F, ho seri dubbi che sia possibile fare soldi vendendo i 65-80 posti dell'Overture a tariffa J.
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Ottimo spunto quello delle dimensioni. Probabile che, aumentandole, sia cresciuto anche il consumo/sedile, almeno se comparato con le stime per l'iterazione di design precedente.
Il punto sul break-even e' ancora piu' interessante. Sotto un certo punto di vista, quello e' un problema per la compagnia aerea, non per il produttore (il fatto che compagnie come China Southern, Malaysian o Thai non avessero un business case per l'A380 non ha di certo impedito ad Airbus di piazzarne un po' a loro). Pero', dall'altro lato, per vendere questo aereo deve essere in grado di essere profittevole, un problema in aggiunta a quelli tecnici.
Concorde era figlio di un'epoca in cui c'erano molte tecnologie in meno e, diciamocelo, l'idea di dover fare soldi non era in cima alla lista dei requisiti minimi di sistema. Boom, con un'ala piu' larga e tecnologie piu' moderne voglio sperare che consumera' di meno. Tutto, pero', dipende dai motori. A quanto ne capisco leggendo Wikipedia, Boom vuole qualcosa senza postbruciatori, in grado di produrre 67/89 kN di spinta.
A quanto ne capisco, al momento, in Occidente, ci sono 4 aerei in servizio/produzione che possono essere supersonici senza postbruciatore: l'Eurofighter, l'F-22, il Gripen, il Rafale, e altrettanti motori: PW F119 (F-22), EJ200 (EF2000), GE F414G (Gripen) e SNECMA M88. Tutti hanno i requisiti di potenza richiesti, ma sono anche prodotti militari, il che vuol dire a) non sono esattamente poco 'assetati' e b) buona fortuna per l'export e l'uso in applicazioni civili... anzi, mi sa che sarebbe quasi impossibile usarli.
Edit per aggiungere che il paragrafo di cui sopra non e' corretto, Boom non ha un accordo con RR.
Boom hunts for supersonic propulsion and a business model to go with it - The Air Current
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Insomma non credono possano avere un ritorno redditizio... considerato che i produttori di motori papabili non arrivano a coprire le dita di una mano e che RR era probabilmente quella con maggiore esperienza pregressa direi che il successo dell'operazione diventa sempre più in salita.
Rolls-Royce exits Boom’s supersonic airliner project
Rolls-Royce has ended its involvement in a project by Boom Supersonic to develop a faster-than-sound passenger airliner, leaving unclear the powerplant options available to Boom.
www.flightglobal.com
- 10 Dicembre 2007
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A quanto pare Boom non sta trovando nessuno disposto a fornire i motori. Per cui il progetto sembra molto a rischio.
Engine makers sound downbeat on supersonic, leaving Boom in a bind
By Jon Hemmerdinger16 September 2022
In the wake of Rolls-Royce’s departure from Boom Supersonic’s Overture programme, three additional propulsion specialists have indicated they have no interest in developing powerplants for supersonic civilian aircraft, leaving fresh questions about who will supply the jet’s engines.
Boom is developing Overture, a four-engined airliner it says will carry 65-80 passengers, fly at Mach 1.7 and have range of 4,250nm (7,871km). First delivery is scheduled for 2029.
However, as yet, there is no engine supplier. That issue was brought into focus last week when Rolls-Royce announced it was exiting the project having completed contracted engineering studies.
Now GE Aviation, Honeywell and Safran Aircraft Engines tell FlightGlobal they also have no interest in developing engines for civil supersonic aircraft.
GE Aviation had been tipped to step in to the Overture programme using a version of the Affinity engine it had been working on to power a supersonic business jet being developed by now-defunct Aerion, a US company that failed in May 2021 amid financial difficulties.
But the engine manufacturer rules itself out: “Civil supersonic is not a segment that we are currently pursuing,” GE Aviation says.
Another of the relatively few companies capable of developing such a powerplant – Pratt & Whitney – declines to comment on the Overture programme. But a top P&W executive stresses that the company remains focused on subsonic engines.
“We haven’t added [civil supersonic] into our overall business strategy,” P&W chief sustainability officer Graham Webb says. He calls supersonic civil aircraft “tangential” to P&W’s core market, and cites efficiency concerns. Indeed, a 2022 report from The International Council on Clean Transportation found that supersonic passenger aircraft would use 7-9 times more fuel per passenger, per kilometre, than subsonic jets burning fossil fuel. ICAO cited the study in its 2022 Environmental Report.
For those reasons, P&W is dumping resources into boosting the efficiency of its geared turbofan. It aims to have an improved powerplant available for the narrowbody jets Airbus and Boeing are expected to field in the mid-2030s, Webb says. “There’s a bit of risk – in terms of distracting your resources, your engineering team – on something that is kind of in a different sector.”
Boom insists Overture will be environmentally sustainable, offsetting its carbon output by burning sustainable aviation fuel (SAF).
“This is the first airplane that is… capable of meeting net-zero carbon,” Boom chief executive Blake Scholl says. “We care deeply about making this not just good for passengers, not just good for airlines, but also good for the planet.”
ICAO’s report calls supersonic jets a “poor use of scarce SAF supplies”, saying their fuel burn largely negates SAF benefits in relation to subsonic jets burning fossil fuel.
Aerospace analysts say few other engine manufacturers could take on the Overture project. “Nobody else can do an engine in this class, realistically, although Honeywell and Safran aren’t inconceivable,” says Richard Aboulafia with AeroDynamic Advisory.
But those companies are also apparently out. “Honeywell has no plans right now to develop a supersonic engine for civilian aircraft,” it says. Honeywell makes turbofans for business jets and Leonardo’s M-346 light-attack/trainer aircraft.
“Supersonic is not part of Safran Aircraft Engines commercial propulsion strategy,” adds the French engine maker.
Safran holds a massive chunk of the civil turbofan market via its CFM International joint venture with GE, which produces Leap engines for Airbus and Boeing narrowbodies.
Safran remains “strongly focused on the RISE initiative to develop the technologies for the next generation of narrowbody aircraft engines,” Safran says.
RISE – Revolutionary Innovation for Sustainable Engines – is a joint Safran-GE effort to develop an open-rotor powerplant, delivering a 20% fuel-burn saving at service entry, likely in the mid-2030s. RISE aligns with a broad push by the aerospace industry to reduce emissions.
Michael Merluzeau, aerospace consultant with AIR, says International Aero Engines (IAE) could “theoretically” have an engine for Boom. A consortium including P&W, MTU Aero Engines and Japanese Aero Engines, IAE makes V2500s, which power aircraft including first-generation A320s and the Embraer C-390.
“That does not, however, mean the engine can be adapted for the Overture [and] can deliver maintenance, fuel burn and performance required, Merluzeau says.
Overture needs “more firm [order] commitments and a firmer industrial roadmap” to attract an engine supplier, he adds. “Without an effective propulsion system, this is a programme that is not going anywhere any time soon.”
R-R on 8 September said it was departing the Boom programme. “After careful consideration, Rolls-Royce has determined that the commercial aviation supersonic market is not currently a priority for us and, therefore, will not pursue further work on the programme at this time,” it said.
In response, Boom said: “It became clear that Rolls’ proposed engine design and legacy business model is not the best option for Overture’s future airline operators or passengers”.
Despite many questions, Scholl insists Overture development is on track, reiterating the company will soon announce an engine partner. He points to order commitments from customers including American Airlines and United Airlines.
“We would not have the customer relationships we have if the airplane that we’re building was not one that the airlines wanted, and so, I think… that speaks for itself,” Scholl says.
In June 2021, United said it had signed a “commercial agreement” – that included a deposit for an undisclosed amount – to buy 15 Overtures contingent on “demanding safety, operating and sustainability requirements”.
Then in August, American said it too had paid a “non-refundable deposit” – it also did not say how much – as part of an agreement to buy up to 20 of the jets.
Boom’s other partners include Safran Landing Systems, Collins Aerospace, fuel-system company Eaton and Northrop Grumman, which is helping with a military variant.
”I feel really good about this – very, very confident we are going to have a great answer. We are looking at multiple offers,” Scholl says.
Story updated on 16 September to note that GE’s engine is called Affinity and that The International Council on Clean Transportation completed the research cited in ICAO’s study.
www.flightglobal.com
Engine makers sound downbeat on supersonic, leaving Boom in a bind
By Jon Hemmerdinger16 September 2022
In the wake of Rolls-Royce’s departure from Boom Supersonic’s Overture programme, three additional propulsion specialists have indicated they have no interest in developing powerplants for supersonic civilian aircraft, leaving fresh questions about who will supply the jet’s engines.
Boom is developing Overture, a four-engined airliner it says will carry 65-80 passengers, fly at Mach 1.7 and have range of 4,250nm (7,871km). First delivery is scheduled for 2029.
However, as yet, there is no engine supplier. That issue was brought into focus last week when Rolls-Royce announced it was exiting the project having completed contracted engineering studies.
Now GE Aviation, Honeywell and Safran Aircraft Engines tell FlightGlobal they also have no interest in developing engines for civil supersonic aircraft.
GE Aviation had been tipped to step in to the Overture programme using a version of the Affinity engine it had been working on to power a supersonic business jet being developed by now-defunct Aerion, a US company that failed in May 2021 amid financial difficulties.
But the engine manufacturer rules itself out: “Civil supersonic is not a segment that we are currently pursuing,” GE Aviation says.
Another of the relatively few companies capable of developing such a powerplant – Pratt & Whitney – declines to comment on the Overture programme. But a top P&W executive stresses that the company remains focused on subsonic engines.
“We haven’t added [civil supersonic] into our overall business strategy,” P&W chief sustainability officer Graham Webb says. He calls supersonic civil aircraft “tangential” to P&W’s core market, and cites efficiency concerns. Indeed, a 2022 report from The International Council on Clean Transportation found that supersonic passenger aircraft would use 7-9 times more fuel per passenger, per kilometre, than subsonic jets burning fossil fuel. ICAO cited the study in its 2022 Environmental Report.
For those reasons, P&W is dumping resources into boosting the efficiency of its geared turbofan. It aims to have an improved powerplant available for the narrowbody jets Airbus and Boeing are expected to field in the mid-2030s, Webb says. “There’s a bit of risk – in terms of distracting your resources, your engineering team – on something that is kind of in a different sector.”
Boom insists Overture will be environmentally sustainable, offsetting its carbon output by burning sustainable aviation fuel (SAF).
“This is the first airplane that is… capable of meeting net-zero carbon,” Boom chief executive Blake Scholl says. “We care deeply about making this not just good for passengers, not just good for airlines, but also good for the planet.”
ICAO’s report calls supersonic jets a “poor use of scarce SAF supplies”, saying their fuel burn largely negates SAF benefits in relation to subsonic jets burning fossil fuel.
Aerospace analysts say few other engine manufacturers could take on the Overture project. “Nobody else can do an engine in this class, realistically, although Honeywell and Safran aren’t inconceivable,” says Richard Aboulafia with AeroDynamic Advisory.
But those companies are also apparently out. “Honeywell has no plans right now to develop a supersonic engine for civilian aircraft,” it says. Honeywell makes turbofans for business jets and Leonardo’s M-346 light-attack/trainer aircraft.
“Supersonic is not part of Safran Aircraft Engines commercial propulsion strategy,” adds the French engine maker.
Safran holds a massive chunk of the civil turbofan market via its CFM International joint venture with GE, which produces Leap engines for Airbus and Boeing narrowbodies.
Safran remains “strongly focused on the RISE initiative to develop the technologies for the next generation of narrowbody aircraft engines,” Safran says.
RISE – Revolutionary Innovation for Sustainable Engines – is a joint Safran-GE effort to develop an open-rotor powerplant, delivering a 20% fuel-burn saving at service entry, likely in the mid-2030s. RISE aligns with a broad push by the aerospace industry to reduce emissions.
Michael Merluzeau, aerospace consultant with AIR, says International Aero Engines (IAE) could “theoretically” have an engine for Boom. A consortium including P&W, MTU Aero Engines and Japanese Aero Engines, IAE makes V2500s, which power aircraft including first-generation A320s and the Embraer C-390.
“That does not, however, mean the engine can be adapted for the Overture [and] can deliver maintenance, fuel burn and performance required, Merluzeau says.
Overture needs “more firm [order] commitments and a firmer industrial roadmap” to attract an engine supplier, he adds. “Without an effective propulsion system, this is a programme that is not going anywhere any time soon.”
R-R on 8 September said it was departing the Boom programme. “After careful consideration, Rolls-Royce has determined that the commercial aviation supersonic market is not currently a priority for us and, therefore, will not pursue further work on the programme at this time,” it said.
In response, Boom said: “It became clear that Rolls’ proposed engine design and legacy business model is not the best option for Overture’s future airline operators or passengers”.
Despite many questions, Scholl insists Overture development is on track, reiterating the company will soon announce an engine partner. He points to order commitments from customers including American Airlines and United Airlines.
“We would not have the customer relationships we have if the airplane that we’re building was not one that the airlines wanted, and so, I think… that speaks for itself,” Scholl says.
In June 2021, United said it had signed a “commercial agreement” – that included a deposit for an undisclosed amount – to buy 15 Overtures contingent on “demanding safety, operating and sustainability requirements”.
Then in August, American said it too had paid a “non-refundable deposit” – it also did not say how much – as part of an agreement to buy up to 20 of the jets.
Boom’s other partners include Safran Landing Systems, Collins Aerospace, fuel-system company Eaton and Northrop Grumman, which is helping with a military variant.
”I feel really good about this – very, very confident we are going to have a great answer. We are looking at multiple offers,” Scholl says.
Story updated on 16 September to note that GE’s engine is called Affinity and that The International Council on Clean Transportation completed the research cited in ICAO’s study.
Engine makers sound downbeat on supersonic, leaving Boom in a bind
In the wake of Rolls-Royce's departure from Boom Supersonic's Overture programme, three additional propulsion specialists have indicated they have no interest in developing powerplants for supersonic civilian aircraft, leaving fresh questions about who will supply the jet's engines.
www.flightglobal.com
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A Powerplant At Last: Boom Secures Engine Makers For Its Supersonic Overture
L'idea della NASA è quella di ridurre il boom a livelli accettabili tramite la forma dell'aereo e la posizione del motore.
In teoria dovrebbero iniziare a volare nel 2023, e le prove includono anche il sorvolo di zone abitate per verificare con la popolazione se il rumore creato sarebbe accettabile.
Questo è il sito del progetto QUESST
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Boom - FlyBy - Best Places to Build Supersonic: Boom Chooses North Carolina
From geography to land, many factors are at play when choosing the right place to build a sustainable supersonic airliner.
boomsupersonic.com
A year after Boom announced Piedmont Triad International Airport in Greensboro, North Carolina as the site of the Overture Superfactory, Boom has now started construction on the Overture Superfactory, an important milestone ahead of launching Overture production in 2024.
The announcement event took place at Piedmont Triad International Airport and included North Carolina Governor Roy Cooper, Senate Leader Phil Berger, and several other elected officials and community leaders instrumental to Boom’s decision to choose North Carolina.
At this state-of-the-art Overture Superfactory, Boom will produce and assemble Overture, its supersonic commercial airliner. Overture will carry 65-80 passengers and is capable of flying on 100% sustainable aviation fuel (SAF) at twice the speed of today's fastest passenger jets. The 62-acre site will also be home to a test facility, and customer delivery center for Overture.
“Today’s groundbreaking for the Overture Superfactory represents a significant step forward in building sustainable and accessible supersonic travel for the world,” said Kathy Savitt, President of Boom Supersonic. “This milestone is a shared one and we are deeply appreciative of the input, leadership, and support of the Piedmont Triad Airport Authority, local community, and the state of North Carolina.”
Site construction will take place throughout 2023 led by BE&K Building Group in partnership with design firm, BRPH. The building will be LEED certified in keeping with our commitment to environmental sustainability.
“BE&K Building Group has delivered disciplined teams of experts providing decades of design and construction expertise to the aviation and aerospace sector,” said Frank Holley, President and CEO of BE&K Building Group. “We are honored to team with Boom, our design partner BRPH, the Piedmont Triad Airport Authority, and the project’s many other participants in the construction of the Overture Superfactory.”
By 2032, Boom will hire more than 2,400 workers at the Superfactory, and recruiting is already underway. North Carolina economists estimate that the full Boom manufacturing program will grow the state’s economy by at least $32.3 billion over 20 years. In addition to Boom’s job creation in the state, the company is creating over 200 internships for students in North Carolina public universities, community colleges, and trade schools to build the next generation of supersonic workers.
"Building on our legacy of 'First in Flight,' North Carolina is ready to partner with Boom Supersonic in leading the way to a fast and clean aviation future," North Carolina Governor Roy Cooper said. "Our economy is taking flight with a talented workforce and strong infrastructure ready for these new, good-paying jobs in innovation and aerospace."
In January 2022, Boom announced Piedmont Triad International Airport in Greensboro, North Carolina as the site of the Overture Superfactory.
Boom made that decision, based on a number of compelling factors, including:
- The area’s large workforce of skilled, experienced people
- Access to leading universities, colleges, technical schools
- Being home to several top-tier aerospace suppliers
- Proximity to the Atlantic Ocean for Overture test flights
- And of course, North Carolina’s shared vision of building a facility and campus that will add value and tangible benefits for the Piedmont Triad.
This forward-looking vision made North Carolina the perfect place for the Overture Superfactory. With eyes firmly on the future of aviation, dedicated teams in both the “Centennial State” and the “Tar Heel State” are ready to go supersonic.
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In May 2022, ground testing was completed with engine run up done on all three engines. Undercarriage and flight systems were tested and deemed ready. Taxi runs and actual flight runs were expected in late 2022.
Mi sono imbattuto in un articolo su una startup Svizzera che in pratica è competitor di Boom, lo posto qui. Sono certo che molti qui sapranno fare le giuste valutazioni sul progetto.
www.euronews.com
The hydrogen jet that can fly from Paris to New York in 1.5 hours
Designs for a new hydrogen-powered jet could begin a new era of hypersonic flight that would cut journey times around the globe by air to a few hours.
www.euronews.com
Non sapevo dove postare, quindi ho ripreso questo thread.
Oggi hanno fatto il rollout del X-59 a Palmdale:
- YouTube
Profitez des vidéos et de la musique que vous aimez, mettez en ligne des contenus originaux, et partagez-les avec vos amis, vos proches et le monde entier.
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Al minuto 22:30 una veloce spiegazione del design per ridurre il boom.
Forme molto interessanti! Vediamo quando sarà il primo volo.
Dal video della presentazione:
Grande Skunk Works!
X-59
Unlock the future of supersonic travel with the X-59, a revolutionary plane designed to help NASA reduce sonic booms. Learn more from Lockheed Martin.
Quesst
NASA's aeronautical innovators working on the Quesst mission are leading a government-industry team to collect data that could make supersonic flight over land possible, dramatically reducing travel time in the United States or anywhere in the world.
www.nasa.gov