The SonicStar supersonic business jet concept was unveiled at the 2011 Paris Air Show It will cruise at mach 3.5 by leveraging superconductors to achieve 70% more efficiency. The aircraft will have a cruise fuel efficiency below 1.05 lbs. of fuel, per pound of thrust, per hour at Mach 3.5. Jet-A, JP-4 and JP-7 fuel capable, the jet can carry 75,000 lb. of fuel providing a range of 6,000 nautical miles. The SonicStar’s will enhance efficiency with its aerodynamic double delta supersonic laminar flow wing design. To reduce skin friction, the titanium structure wings feature carbon composite structural skins and panels, and titanium nickel-cobalt alloy leading and trailing edges, while the tail section has high temperature composite skins and titanium alloyed leading edges.
SonicBlue vision is the development of revolutionary engine design to fundamentally change the way aero gas-turbine engines operate in order to significantly improve the performance of aircraft systems.
* Hybrid engine technology developed to offer a highly efficient, supersonic, variable bypass fan ratio engine design.
* The engine operates electrically by generating a large amount of on-board electric power through its superconducting electric turbine ring generator system.
* Engine produces sufficient power to operate the multi-stage counter rotating, superconducting, dual ring motor electric bypass fans and superconducting electric ring motor axial compressor, power generation and thrust comes from 5-stage superconducting axial turbine.
* The 54,700 thrust class S-MAGJET engine (two engines) described is optimized to fly the HyperMach SonicStar aircraft at 62,000 ft, at a specific fuel consumption below 1.05 at Mach 3.3, this performance will be unprecedented and will welcome in a new era of the future of aerospace transport.
* Electrical generation is provided by superconducting ring generators that are powered by the high velocity exhaust thrust from the combustor section of the engine.
* the bypass fan is a twin fan system in which one fan counter rotates with the other fan, which reduces aerodynamic swirl and drag.
* The bypass fan configuration is not constrained by a drive shaft, heavy gears and complex gear boxes, nor complex lubrication systems and it can be run at an optimal rotational speed so as to maximize its efficiency at any aircraft velocity, or altitude.
* The bypass fans running independently from the compressor can be run at much slower speeds than the compressor, this means a more efficient RPM for the fan blade design of the S-MAGJET, a low bypass fan supersonic engine design.
* Lower operating RPM speeds afford the use of wider blades, raising aerodynamic efficiency and thrust per horsepower, making the engine architecture greatly more efficient than the current art of engine designs.
* Light weight superconducting ring motors with integrated cooling for the compressor do not require a drive shaft, nor the bypass fans or the superconducting ring generators of the power turbine, a “hollow-core shaftles” tunnel is left in the center of the hybrid electric turbine which now carries additional bypass air.
* Bypass air as the major component of thrust, rather than the hot exhaust from the power turbine being utilized as thrust is a more efficient method of producing thrust for propulsion in turbines.
* Supersonic-Magnetic Advanced Generation Jet Electric Turbine (S-MAGJET), the majority of electric power produced off the power turbine via the superconducting ring generators is directed forward through a proprietary electric power management system to run the electric bypass fans and the electric compressor.
This electrical independence of the bypass fan from the multi-stage axial compressor raises overall efficiency of the engine by 70% alone.
1. Standard Features; fully integrated hybrid supersonic, non-afterburning engines, hybrid aerodynamic double delta supersonic laminar flow wing design, pressurized cabin to 84,000 ft, custom-luxury cabin and pilot deck, 6000 nautical miles IFR capable range, Jet-A, JP-4 and JP-7 fuel capable, electromagnetic drag reduction technology affording dramatic reduction/elimination of sonic boom below 0.25 lbs/sq.ft., overland Mach 3.5 cruise.
2. Operational requirements; Hot and High altitude day conditions and landing distance 4800 ft, Class 4 operational acoustics condition compatible,
3. Performance requirements (mach 3.5 / 10 – 20 passengers, 60,000 ft)
4. Design philosophy; Create an unprecedented future supersonic aircraft which in performance, speed, range, luxury and comfort, and safety, is untouchable
5. Limit Speeds; Mach 3.8 due to aerothermodynamic heating and atmospheric conditions becoming of super-heated plasma species
6. Structure requirements; alloyed titanium 6.4V/2.8Al, co-cured and co-bonded nano-carbon composite structural sheet skins and thermoplastics
7. Manufacturing requirements; semi-autonomous staged production line to two aircraft per month
Economics of Business jets
It is projected to cost $ 80 million.
Top of the line Gulf stream business jets are over $50 million
Top of the line business jet from Bombardier $65 million
Business jets have a total market of about 1000 jets and about 100 might sell in one year.
If you are a billionaire (and there are over 1000 of them) would you want to fly in a gulfstream or one of these ? People with over $30 million – about 100,000 in the world. they could buy tickets on this or partial shares of the jet.
Pay 50% more and go 4-5 times faster.
If you are that rich, do you think your time is important enough to pay 50% more to save 6-8 hours on your flight across the Pacific ?
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Brian Wang is a Futurist Thought Leader and a popular Science blogger with 1 million readers per month. His blog Nextbigfuture.com is ranked #1 Science News Blog. It covers many disruptive technology and trends including Space, Robotics, Artificial Intelligence, Medicine, Anti-aging Biotechnology, and Nanotechnology.
Known for identifying cutting edge technologies, he is currently a Co-Founder of a startup and fundraiser for high potential early-stage companies. He is the Head of Research for Allocations for deep technology investments and an Angel Investor at Space Angels.
A frequent speaker at corporations, he has been a TEDx speaker, a Singularity University speaker and guest at numerous interviews for radio and podcasts. He is open to public speaking and advising engagements.