The laws of atmospheric physics dictate that no matter how a supersonic vehicle is shaped or propelled it will generate a sonic boom when it exceeds the speed of sound. But technology to dramatically minimize that boom has been developed and new details of two concept vehicles that could be used to prove these advances in flight test have been revealed for the first time.
N o doubt there was a lot of eye-rolling at NASA headquarters back in May when the Government Accountability Office faulted the agency for its lack of rigor in estimating life-cycle costs for the heavy-lift Space Launch System (SLS). Certainly no one there who wants to see the big booster built is eager to draw attention to its price tag. But no one knows the costs of SLS or any of the other hardware NASA needs to fulfill its mandate to explore space.
Pratt & Whitney’s ambitious plan to re-enter the mainstream commercial engine market with the geared turbofan is facing its sternest test yet as Airbus -readies the first PW1100G-powered A320neo for flight, and Bombardier prepares to resume CSeries testing after the recent PW1500G failure.
A s the U.K. looks to invest in a replacement for its Trident-based nuclear deterrent and to restore its carrier strike capability, there is a growing realization that it will have to bring back some sort of maritime patrol aircraft capacity in order to help keep them safe. The U.K. lost its maritime patrol aircraft (MPA) back in 2010 when the Strategic Defense and Security Review (SDSR) controversially concluded that the armed forces should not bring the long-delayed Nimrod MRA4 aircraft into operation.
A year ago, the future turboprop market seemed cutthroat, with possibly many overlapping competitors that could ruin each other’s profitability. Now competition for the next decade looks likely to be less fierce, since only one of five projects for new aircraft has moved ahead.
The coming year is likely to be time of change for the U.K.’s military services—on land and in the air—with the withdrawal of forces from Afghanistan, the introduction of new equipment and a significant defense review slated after the general election in 2015. Leading the air arm through this period will be Air Chief Marshal Sir Andrew Pulford who has led the Royal Air Force (RAF) since July 2013.
Russia launched its new Angara-1.2 light launcher from the Plesetsk Cosmodrome July 9, after a technical glitch postponed a planned June 25 debut. Lifting off on a ballistic trajectory at 12:00 UTC, the two-stage Angara carried a mass simulator weighing 1,430 kg (3,150 lb.), according to Angara prime contractor Khrunichev State Research and Production Space Center. Khrunichev said the suborbital demonstration mission ended as planned when the Angara second stage and its dummy payload landed 21.28 min. post-launch 5,700 km (3,600 mi.) from Plesetsk.
Air New Zealand has become the first airline to take delivery of the Boeing 787-9, and plans to debut the aircraft on revenue flights from Auckland to Sydney in early August. A celebration to mark the handover was held in Everett, Washington, on July 8, almost 10 years after the orders for 10 aircraft were placed. The first aircraft was flown back to New Zealand on July 10. The carrier will spend about three weeks preparing the aircraft for revenue service, conducting proving flights and additional training.
With the purchase of LiveTV finalized last month, Thales has done more than bolster its position in the inflight entertainment and connectivity (IFEC) sector. As the world’s third-largest supplier of avionics to the commercial aircraft industry, the company aims to enhance operational efficiencies for airlines as well—everything from engine monitoring and weather updates to proposed trajectory changes that reduce fuel consumption.
There was an error in an item in The World section ( AW&ST June 30, p. 12). The revised search area for Malaysia Airlines’ missing Flight 370 is listed as 60,000 sq. km.—the “conversion” is given as 37,300-sq.-mi. The ratio of km to statute miles is in fact 0.62, but the units are area, not length, so the factor should be squared. The conversion should be 23,160-sq.-mi. (The reader is correct—Ed.)
Reader Finbar Constant was correct with respect to the Lufthansa dual registration ( AW&ST July 7, p. 8). Yes, Lufthansa has reused the registration D-ABYC that is now on one of its Boeing 747-8s. It was used on the airline’s first-generation Boeing 747-200s.
Michael Rogers, Project Manager, Carolina Unmanned Vehicles Inc.
The photo accompanying Bill Sweetman’s commentary ( AW&ST June 30, p. 18) is an Allsopp Helikite, not the aerostat he writes about. We opt to build our Lightweight Aerostat System using the Helikite. The aerostat described as the RT Skystar unit is probably LTAS Corp.’s Kingfisher. I am sure they would appreciate the credit. (The reader is correct—Ed.)
With regard to “Unambiguous Upset” ( AW&ST June 16, p. 51) I have a suggestion that could be an effective and extremely cheap means to drill home upset training: First, all pilots should read Stick and Rudder by Wolfgang Langewiesche; second, they should undergo 10 hr. of dual training in a high-performance glider. With this background, pilots will know what makes an airplane fly, how to safely fly it—and they will be less involved in “systems management” issues.
As reported in “Change Agent” ( AW&ST June 30, p. 41), the NTSB recommended enlisting a panel of experts to develop a “context-dependent low-energy alerting system.” The NTSB and Boeing should look to Airbus, where such a warning has been in place on its fly-by-wire aircraft for decades. The warning announces “Speed-Speed-Speed” when the current thrust is not sufficient to recover a positive flightpath with pitch control.
