Supersonic Bizjet To Human-Engine Interface: Top Bizav Content in 2020 So Far

As its team of aerospace heavyweights continues to grow, aircraft developer Aerion Supersonic has unveiled a finalized design for the AS2 business jet, which it believes is not only sustainable but also lays a solid foundation for a follow-on family of high-speed commercial and military derivatives.

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Boom Supersonic’s XB-1 third-scale demonstrator for the Mach 2.2 Overture airliner is now planned to fly by mid-2021, CEO Blake Scholl told the U.S. Chamber of Commerce’s Aviation Summit in Washington on March 5.

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Business and general aviation have seen downturns more than once before. As private flying shows the first signs of recovery from the blow struck by COVID-19, many in the industry think this time around could be different.

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When I started U.S. Air Force pilot training in 1979, it wasn’t uncommon for the service to lose an airplane every month. On average we lost five Cessna T-37s, our primary trainer, and seven Northrop T-38s, our advanced trainer, annually. Even the operational Air Force was accustomed to these kinds of losses. 

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Delayed action with bad consequences. What follows are two landings on shorter, wintry runways with unfortunate outcomes, both caused in part by tardy procedures. And both could have been avoided altogether by simply landing elsewhere.

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Orders for Gulfstream business jets in 2019 were the highest in more than a decade and the second highest ever, buoyed by demand for its new models, parent company General Dynamics (GD) says.

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Textron Aviation has begun producing plastic face shields and cloth face masks for the medical community, first responders and, in light of recent Centers for Disease Control & Prevention Guidance, its own employees due to the coronavirus crisis, the company said. 

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To generations of aerospace workers and pilots, Bombardier was always known as a scrappy business aviation OEM, even though the Canadian industrial stalwart did more annual business in train-related manufacturing and its origin dates back 83 years as the first snowmobile-maker.

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My first piece of aircraft automation was a flight director in the Northrop T-38. It was pure magic: Two mechanical needles came into view, one for course and another for glidepath, and you simply flew the airplane so as to center them. Over the next few years the crossbars turned to vee bars, but there was nothing earthshaking until one of my airplanes allowed us to couple those bars to the autopilot. Now, that was neat.

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With a wingspan of nearly 200 ft. and max takeoff weight in excess of 700,000 lb., a Boeing 747-100 is not easily disturbed by turbulence. Imagine then being at the controls of a heavily loaded one during departure from Anchorage International Airport (PANC) on March 31, 1993, when extreme turbulence abruptly rolled the aircraft 50 deg. to the left, followed by a significant yaw. Several pitch-and-roll oscillations followed as the pilots struggled to maintain control of the lumbering giant.

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