The QSST - A Private Concorde
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The QSST - A Private Concorde
http://www.liveleak.com/view?i=f26_1197392102
Apologies if posted before.
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Apologies if posted before.
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If it looks right, it flies right.
...Amen.
Kelly Johnson's most important rule of aerodynamics.
...Amen.
Kelly Johnson's most important rule of aerodynamics.
watp,iktch
Pegase Driver
Yes it was Marcel Dassault who said that.And he was right.
On the QSST video, I doubt very much the size of the windows.
Looks like the artist copied those of a a Fokker27 .
On the QSST video, I doubt very much the size of the windows.
Looks like the artist copied those of a a Fokker27 .
Paxing All Over The World
A nice dream and I am sure there would be a market for it but the uphill push is BIG.
- Development and certification costs for a small production run.
- Engineering support down route for a specialised machine.
- Fuel burn.
- Treehuggers.
- ???
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Someone will produce one, the demand is there and the feasability studies are positive. The type of people who spend $80m on an aircraft are not going to care about the predicted minor downturn, especially if they are not American and are buying in $$$.
Paxboy, I suspect that during the millions spent on the feasability stage someone did a rough calculation on fuel burn
Paxboy, I suspect that during the millions spent on the feasability stage someone did a rough calculation on fuel burn
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A nice dream and I am sure there would be a market for it but the uphill push is BIG.
1. Development and certification costs for a small production run.
2. Engineering support down route for a specialised machine.
3. Fuel burn.
4. Treehuggers.
1. Development and certification costs for a small production run.
2. Engineering support down route for a specialised machine.
3. Fuel burn.
4. Treehuggers.
As for windows, there is a reason most jetliners have ceilings of FL430...FL450. They want to get back to FL400 before the air flows out. There is a reason Concorde has so small windows. Larger windows are feasible, Concorde prototypes have them, but if one of them broke at FL600, the air would flow out before the plane gets down to FL400.
Whereas private jets sport huge panorama windows and fly at FL500. And they do not have a huge volume of cabin air. If a window did break, the passengers would be... unlucky. So, no reason why a private jet with huge windows should not fly at FL600 or FL800 or FL8000...
Pegase Driver
chornedsnorkack :
I think you meant FL140 No ?
Indeed . Hence my remark .We're talking VVIPs, not SLF here. But I am not up to date with newest semi Plexiglas materials. What was difficult/ risky in 1960 might be different today.
As to the "tree-huggers" , what is the ecological impact difference between a QSST and, say, a B1 ?
They want to get back to FL400 before the air flows out.
If a window did break, the passengers would be... unlucky.
As to the "tree-huggers" , what is the ecological impact difference between a QSST and, say, a B1 ?
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They want to get back to FL400 before the air flows out.
I think you meant FL140 No ?
I think you meant FL140 No ?
FL140 is where oxygen masks deploy. If a plane gets back to FL140 before the oxygen runs out, oxygen masks do not deploy. But private jets actually have oxygen masks - it is acceptable to fly above FL140 and allow for the mask deployment should the cabin decompress.
However, there are certain problems with flying above FL400 with just oxygen masks. Which is a problem. Concorde has oxygen masks, but the small windows are supposed to make sure that if one broke, the plane would be below FL400 by the time the air flows out.
What happened with the recent A330 test flight which decompressed?
Pegase Driver
Thanks for the explanation
.
For the A330 in TLS the answer is ( always) the same as the A346 from Etihad :: No aircraft malfunction could be established .
For the details : only the press release :
.
For the A330 in TLS the answer is ( always) the same as the A346 from Etihad :: No aircraft malfunction could be established .
For the details : only the press release :
Seven occupants of an Air Mauritius Airbus A330-200 aircraft were taken to hospital after a depressurisation incident on 21 November2007.
Ten people were on board the aircraft: three Airbus personnel, six from Air Mauritius and one representative of a supplier. Two pilots and an observer were in the cockpit at the time, while the others were moving around the cabin.
"While in the cruise there was a sudden decompression," says a spokeswoman for Airbus. "When it happened it was so sudden that there was no time for [those in the cabin] to grab oxygen masks. Some became dizzy and unconscious."
There is no firm information on the altitude of the A330 at the time. Standard procedures following decompression include performing a swift descent to an altitude of around 10,000ft where atmospheric oxygen density is sufficiently high.
Seven people were taken to hospital as a precaution although all but one have since been released. The Airbus spokeswoman describes the occurrence as a "minor incident" and says none of the occupants suffered serious injuries.
Air Mauritius selected the A330 last year after revising an earlier order for Airbus A340-300s, opting to fit them with General Electric CF6 engines.
French investigation agency Bureau d’Enquetes et d’Analyses (BEA) is conducting an inquiry into the event.
Ten people were on board the aircraft: three Airbus personnel, six from Air Mauritius and one representative of a supplier. Two pilots and an observer were in the cockpit at the time, while the others were moving around the cabin.
"While in the cruise there was a sudden decompression," says a spokeswoman for Airbus. "When it happened it was so sudden that there was no time for [those in the cabin] to grab oxygen masks. Some became dizzy and unconscious."
There is no firm information on the altitude of the A330 at the time. Standard procedures following decompression include performing a swift descent to an altitude of around 10,000ft where atmospheric oxygen density is sufficiently high.
Seven people were taken to hospital as a precaution although all but one have since been released. The Airbus spokeswoman describes the occurrence as a "minor incident" and says none of the occupants suffered serious injuries.
Air Mauritius selected the A330 last year after revising an earlier order for Airbus A340-300s, opting to fit them with General Electric CF6 engines.
French investigation agency Bureau d’Enquetes et d’Analyses (BEA) is conducting an inquiry into the event.
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The Dassault SST exist for almost 10 years now he is dormant in the design office at St Cloud because there is no civilian certified engines to make it fly , and that is a common problem for everybody...even for the Americans. they try to certified an engine based on the M88 and the F104 both military supersonic engines but the authorities came back with a 500 h overall at the start of the program which make it not viable. For the info Netjets was Dassault launch customer with 100 airplane price at 75M$ each (1999 $) and lost of middle east customers ask Dassault where to wire the deposit ...so the engines development remain the problem as no manufacturer want to invest due to the small quantity of engines to sell in regard to the money that have to be invested for the program !
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Whereas private jets sport huge panorama windows and fly at FL500. And they do not have a huge volume of cabin air. If a window did break, the passengers would be... unlucky.
Now, if you want to trust that system I guess it up to the individual. I have and do.
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Hello,
The Supersonic Business Jet is being sold today already.
Aerion Corporation has apointed ExecuJet as their exclusive sales agent outside of the Americas. The deal was made public during the Dubai airshow.
According to what you can read here and there, they have more than 20 LOI signed with deposits paid. The finished bird is a t $ 80'000'000.-
The Aerion is using existing technology, including the P & W JT8-219 which flies on a number of airliners today.
Predicted max speed is 1.6 Mach, with a cruise at up to 1.15 Mach overland due to reduced sonic boom. Range is above 4'000 NM. Runway requirement is not above what is already needed for a long range business jet.
Have fun
The Supersonic Business Jet is being sold today already.
Aerion Corporation has apointed ExecuJet as their exclusive sales agent outside of the Americas. The deal was made public during the Dubai airshow.
According to what you can read here and there, they have more than 20 LOI signed with deposits paid. The finished bird is a t $ 80'000'000.-
The Aerion is using existing technology, including the P & W JT8-219 which flies on a number of airliners today.
Predicted max speed is 1.6 Mach, with a cruise at up to 1.15 Mach overland due to reduced sonic boom. Range is above 4'000 NM. Runway requirement is not above what is already needed for a long range business jet.
Have fun
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I sincerely doubt, an unknow manufacturer will have huge problems to buy the technology required from military manufacturers...and finance such a program from scratch !! the concorde program development cost was equal to the Apollo program...
Dassault Gulfstream and Sukkoi are on this kind of program since 10 years already, Dassault and Sukkoi have the know how, the design office, the ingeneering expertise, the test pilots, the supersonic wing design and tooling and the flight by wire knowmedge and the money, so if the JT 8 bought on shelves was able to achieve supersonic cruise without after burner on 4000 nm range they will have done it long time ago ...
wait and see
Dassault Gulfstream and Sukkoi are on this kind of program since 10 years already, Dassault and Sukkoi have the know how, the design office, the ingeneering expertise, the test pilots, the supersonic wing design and tooling and the flight by wire knowmedge and the money, so if the JT 8 bought on shelves was able to achieve supersonic cruise without after burner on 4000 nm range they will have done it long time ago ...
wait and see