U.S. patent application number 16/998238 was filed with the patent office on 2021-05-13 for commercial supersonic aircraft and associated systems and methods.
The applicant listed for this patent is BOOM TECHNOLOGY, INC.. Invention is credited to Andrew P. Berryann, Joshua Krall, Michael Reid, Nathaniel Blake Scholl, Joseph Ray Wilding.
Application Number | 20210139142 16/998238 |
Document ID | / |
Family ID | 1000005345488 |
Filed Date | 2021-05-13 |
![](/patent/app/20210139142/US20210139142A1-20210513\US20210139142A1-2021051)
United States Patent
Application |
20210139142 |
Kind Code |
A1 |
Scholl; Nathaniel Blake ; et
al. |
May 13, 2021 |
COMMERCIAL SUPERSONIC AIRCRAFT AND ASSOCIATED SYSTEMS AND
METHODS
Abstract
Commercial supersonic aircraft and associated systems and
methods. A representative commercial supersonic aircraft includes a
fuselage configured to carry a crew and between 20 and 60
passengers, a delta wing mounted to the fuselage, and a propulsion
system carried by at least one of the wing and the fuselage, the
propulsion system including a plurality of engines, at least one
variable-geometry inlet, and at least one variable-geometry
nozzle.
Inventors: |
Scholl; Nathaniel Blake;
(Englewood, CO) ; Wilding; Joseph Ray; (Englewood,
CO) ; Krall; Joshua; (Englewood, CO) ;
Berryann; Andrew P.; (Englewood, CO) ; Reid;
Michael; (Englewood, CO) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
BOOM TECHNOLOGY, INC. |
Englewood |
CO |
US |
|
|
Family ID: |
1000005345488 |
Appl. No.: |
16/998238 |
Filed: |
August 20, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
15811327 |
Nov 13, 2017 |
10793266 |
|
|
16998238 |
|
|
|
|
62421870 |
Nov 14, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64D 27/10 20130101;
B64D 13/06 20130101; B64D 13/08 20130101; B64D 27/18 20130101; B64C
30/00 20130101; B64D 2013/0618 20130101; B64D 43/00 20130101; B64D
27/20 20130101; B64D 33/02 20130101; B64D 2033/0286 20130101; B64C
1/1484 20130101; B64D 33/04 20130101; B64D 2013/0655 20130101; B64D
11/064 20141201; B64D 27/16 20130101; B64D 2013/0625 20130101 |
International
Class: |
B64C 30/00 20060101
B64C030/00; B64D 27/18 20060101 B64D027/18; B64C 1/14 20060101
B64C001/14; B64D 27/20 20060101 B64D027/20; B64D 13/06 20060101
B64D013/06; B64D 33/04 20060101 B64D033/04; B64D 33/02 20060101
B64D033/02; B64D 11/06 20060101 B64D011/06; B64D 13/08 20060101
B64D013/08; B64D 27/10 20060101 B64D027/10; B64D 43/00 20060101
B64D043/00 |
Claims
1-33. (canceled)
34. A commercial supersonic aircraft, comprising: a fuselage having
a cabin configured to carry a crew and passengers, the fuselage
further having a non-articulating nose; a flight deck housed in the
fuselage and having a synthetic vision display positioned to
operate as the primary flight crew display for views in a forward
direction; a wing connected to the fuselage; and a propulsion
system carried by at least one of the wing and the fuselage.
35. The system of claim 34 wherein the fuselage is configured to
carry a crew and a maximum of from 20 to 60 passengers.
36. The system of claim 34 wherein the fuselage is configured to
carry a crew and up to 100 passengers
37. The system of claim 34 wherein the flight deck has a fixed
position relative to the fuselage.
38. The system of claim 34, further comprising at least one camera
positioned to view an environment external to the fuselage, and
wherein the synthetic vision display is operably coupled to the at
least one camera.
39. The system of claim 38 wherein the at least one camera includes
multiple cameras, and wherein individual cameras are positioned at
different points of the aircraft to obtain different views of the
environment external to the fuselage.
40. The system of claim 38 wherein the at least one camera includes
multiple cameras, and wherein one camera is positioned to provide a
back-up function for another camera.
41. The system of claim 38 wherein the at least one camera is
operable in the visible spectrum.
42. The system of claim 38 wherein the at least one camera is
operable outside the visible spectrum.
43. The system of claim 34 wherein the synthetic vision display
includes multiple display screens.
44. The system of claim 34 wherein the synthetic vision display
includes a virtual reality display device.
45. The system of claim 34 wherein the synthetic vision display is
configured to display an image of an environment external to the
fuselage during all flight segments of the aircraft.
46. The system of claim 34 wherein the synthetic vision display is
configured to display an image of an environment external to the
fuselage during fewer than all flight segments of the aircraft.
47. The system of claim 46 wherein the synthetic vision display is
configured to display an image of an environment external to the
fuselage during at least one of a take-off maneuver or a landing
maneuver.
48. The system of claim 34 wherein the flight deck does not include
a windshield.
49. A method for operating a commercial supersonic aircraft, the
supersonic aircraft having a fuselage with a cabin configured to
carry a crew and passengers, the method comprising: presenting, to
a pilot at a flight deck housed in the fuselage, a synthetic
forward view of an environment external to the fuselage, without a
nose of the aircraft articulating; and receiving aircraft control
instructions from the pilot, based on the pilot's visual access to
the synthesized view of the environment external to the
fuselage.
50. The method of claim 49 wherein presenting the synthetic forward
view and receiving aircraft control instructions are performed
while the aircraft carries a crew and a maximum of from 20 to 60
passengers.
51. The method of claim 49 wherein presenting the synthetic forward
view and receiving aircraft control instructions are performed
while the aircraft carries a crew and up to 100 passengers.
52. The method of claim 49 wherein presenting the synthetic forward
view and receiving aircraft control instructions are performed
while the flight deck has a fixed position relative to the
fuselage.
53. The method of claim 49, further comprising receiving inputs for
the synthetic forward view from at least one camera positioned to
view an environment external to the fuselage.
54. The method of claim 53 wherein the at least one camera includes
multiple cameras, and wherein individual cameras are positioned at
different points of the aircraft to obtain different views of the
environment external to the fuselage.
55. The method of claim 53 wherein the at least one camera includes
multiple cameras, and wherein one camera is positioned to provide a
back-up function for another camera.
56. The method of claim 53 wherein the at least one camera is
operable in the visible spectrum.
57. The method of claim 53 wherein the at least one camera is
operable outside the visible spectrum.
58. The method of claim 49 wherein presenting includes presenting
at multiple display screens.
59. The method of claim 49 wherein presenting includes presenting
at a virtual reality display device.
60. The method of claim 49 wherein presenting the synthetic forward
view and receiving aircraft control instructions are performed
during all flight segments of the aircraft.
61. The method of claim 49 wherein presenting the synthetic forward
view and receiving aircraft control instructions are performed
during fewer than all flight segments of the aircraft.
62. The system claim 61 wherein presenting the synthetic forward
view and receiving aircraft control instructions are performed
during at least one of a take-off maneuver or a landing maneuver.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] The present application claims priority to pending U.S.
Provisional Application 62/421,870, filed Nov. 14, 2016 and
incorporated herein by reference.
TECHNICAL FIELD
[0002] The present technology is directed generally to commercial
supersonic aircraft, and associated systems and methods.
BACKGROUND
[0003] Supersonic aircraft have been used primarily for military
missions since the mid-1900s. Then, in the 1970s, the United States
and Europe each developed commercial supersonic aircraft: the
supersonic transport, or "SST" in the United States, and the
Concorde in Europe. The Concorde went on to fly commercial
passengers on transatlantic routes through the 1990s. The fleet was
permanently retired in 2003, following a temporary grounding in
2000 resulting from an accident. Despite the fact that the Concorde
flew commercial passengers for several decades, it was not
generally considered a commercially successful program because high
operating costs did not make it broadly viable. Accordingly, and in
light of the Concorde's retirement, there remains a need in the
industry for a viable and profitable supersonic commercial
aircraft.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] FIG. 1 is a partially schematic, isometric illustration of a
commercial supersonic aircraft configured in accordance with
embodiments of the present technology.
[0005] FIG. 2 is a partially schematic, cross-sectional
illustration of a propulsion system suitable for use with the
supersonic commercial aircraft shown in FIG. 1.
[0006] FIG. 3 is a partially schematic, cross-sectional
illustration of an inlet portion of the propulsion system shown in
FIG. 2.
[0007] FIG. 4 is a partially schematic, cross-sectional
illustration of the engine and nozzle portion of the propulsion
system shown in FIG. 2.
[0008] FIG. 5 is a partially schematic illustration of a portion of
a supersonic aircraft cabin, configured in accordance with an
embodiment of the present technology.
[0009] FIG. 6 is a partially schematic, enlarged isometric view of
a portion of the cabin shown in FIG. 5.
[0010] FIG. 7 is a partially schematic illustration of a cabin air
system configured in accordance with an embodiment of the present
technology.
[0011] FIG. 8 is a partially schematic illustration of a supersonic
aircraft flight deck configured in accordance with an embodiment of
the present technology.
[0012] FIG. 9 illustrates a flight planning algorithm for
supersonic commercial flights, configured in accordance with an
embodiment of the present technology.
[0013] FIGS. 10A-10D illustrate a commercial supersonic aircraft
configured in accordance with another embodiment of the present
technology.
[0014] FIG. 11 is a partially schematic illustration of a
supersonic inlet system configured in accordance with another
embodiment of the present technology.
[0015] FIG. 12 is a partially schematic, cut-away isometric view of
an inlet having a three-dimensional geometry in accordance with an
embodiment of the present technology.
DETAILED DESCRIPTION
1.0 Overview
[0016] The present technology is generally directed to commercial
supersonic aircraft, and associated systems and methods. In
particular embodiments, the supersonic aircraft is configured to
carry from 40-60, or from 45-55 passengers (a smaller number of
passengers than did the Concorde) on transoceanic routes and/or
overland routes. The size of the aircraft, alone or in combination
with technological improvements in one or more of several areas
described further below, are expected to provide a high speed
option for commercial passengers, at a ticket price that is
competitive with current and future business class ticket prices,
even if fuel prices fluctuate.
[0017] Specific details of several embodiments of the technology
are described below with reference to selected configurations to
provide a thorough understanding of these embodiments, with the
understanding that the technology may be practiced in the context
of other embodiments. Several details describing structures or
processes that are well-known and often associated with other types
of supersonic aircraft and/or associated systems and components,
but that may unnecessarily obscure some of the significant aspects
of the present disclosure, are not set forth in the following
description for purposes of clarity. Moreover, although the
following disclosure sets forth several embodiments of different
aspects of the technology, several other embodiments of the
technology can have configurations and/or components that differ
from those described in this section. As such, the technology may
have other embodiments with additional elements and/or without
several of the elements described below with reference to FIGS.
1-12.
[0018] Several embodiments of the technology described below may
take the form of computer- or controller-executable instructions,
including routines executed by a programmable computer or
controller. Those skilled in the relevant art will appreciate that
the technology can be practiced on computer or controller systems
other than those shown and described below. The technology can be
embodied in a special-purpose computer or data processor that is
specifically programmed, configured or constructed to perform one
or more of the computer-executable instructions described below.
Accordingly, the terms "computer" and "controller" as generally
used herein refer to any suitable data processor and can include,
depending upon the task, palm-top computers, wearable computers,
cellular or mobile phones, multi-processor systems, processor-based
or programmable consumer electronics, network computers,
minicomputers, and the like. Information handled by these computers
can be presented at any suitable display medium, including a CRT
display or LCD.
[0019] Aspects of the technology can also be practiced in
distributed environments, where tasks or modules are performed by
remote processing devices that are linked through a communications
network. In a distributed computing environment, program modules or
subroutines may be located in local and remote memory storage
devices. Aspects of the technology described below may be stored or
distributed on computer-readable media, including magnetic or
optically readable or removable computer disks, as well as
distributed electronically over networks. Data structures and
transmissions of data particular to aspects of the technology are
also encompassed within the scope of the technology.
[0020] For purposes of organization, the following discussion is
divided into different sections, each dealing with a major aircraft
component or system. It will be understood that aspects of the
technology described in the context of a particular system or
subsystem may be combined with other technology aspects described
in the context of other subsystems, in any of a variety of suitable
manners.
2.0 Overall Vehicle Configuration
[0021] FIG. 1 is a partially schematic, isometric illustration of a
supersonic commercial aircraft 100 configured in accordance with an
embodiment of the present technology. The aircraft 100 includes a
fuselage 110, which houses a passenger cabin 150 and flight deck
160. In a particular embodiment, the cabin 150 can be configured to
carry about 45 revenue-generating passengers. More generally, the
cabin 150 can have a maximum capacity of from 40-60 passengers, or
45-55 passengers. The foregoing ranges refer to upright passenger
seats. In other embodiments, the cabin 150 can include lay-flat
seats and/or upright seats. For example, the cabin 150 can include
20 lay-flat seats in an all-business class, low density
configuration. In other embodiments, the cabin 150 can include a
mix of lay-flat seats (e.g., less than 20) and upright seats. This
capacity is distinguished from a non-commercial supersonic aircraft
(e.g., a military or training aircraft), and is roughly equivalent
to the business class capacity of a typical transoceanic, subsonic
commercial aircraft. As will be discussed in further detail below,
the convenience of reduced travel time provided by the aircraft 100
is expected to more than offset the likely reduction in space
available to each passenger within the cabin 150, when compared
with business class seats. Accordingly, for at least this reason,
it is expected that embodiments of the aircraft 100 can be
profitable to operate by carrying passengers paying a ticket price
competitive with that of a subsonic business class passenger
seat.
[0022] The aircraft 100 can include a supersonic wing 120, for
example, a highly-swept delta-wing configuration to provide
suitable lift at supersonic cruise conditions, as well as subsonic
takeoff and landing conditions. In a particular embodiment, the
wing 120 has a shape that is the same as or generally similar to
existing NACA airfoils. A vertical stabilizer 101 (e.g., carried by
an empennage 103 of the aircraft 100), as well as suitable flight
control surfaces 102 carried by the wing 120 and/or the vertical
stabilizer 101, provide for aircraft stability and control. The
aircraft 100 can further include a chine 124 that extends forward
of the main portion of the wing 120, along the fuselage 110.
[0023] In addition, the fuel carried by the aircraft 100 can be
shifted in flight to align the aircraft center of gravity with the
aircraft center of pressure, as the center of pressure shifts, thus
further increasing aircraft stability. For example, the wing 120
can house one or more wing-based fuel tanks 121a (shown
schematically in dashed lines) that carry the bulk of the fuel used
during a typical flight of the aircraft 100. The aircraft 100 can
further include one or more additional fuel tanks 121b, for
example, housed aft of the wing 120 in the fuselage 110 or the
empennage 103. In particular embodiments, an overall control system
104 (represented schematically in FIG. 1) for the aircraft 100 can
perform a wide variety of functions, including shifting fuel
between the fuselage-mounted fuel tank 121b and the wing-mounted
fuel tank 121a. This process can be scheduled to accommodate
changes in the center of pressure encountered by the aircraft 120
during flight, e.g., as it transitions between supersonic and
subsonic flight. In particular embodiments, the fuel
management/fuel shifting process is automated, thus reducing crew
workload and (alone or together with other automated flight
procedures) eliminating the need for a flight engineer. In some
embodiments, the crew can consist of two members at the flight deck
160, and four members in the cabin 150.
[0024] Aspects of the control system 104 operate automatically,
autonomously, and/or under the direct control of pilots seated at
the flight deck 160, which is positioned toward the nose 162 of the
aircraft 100. The nose 162 has a sharp configuration, suitable for
efficient cruise operation at supersonic speeds. A corresponding
flight deck windshield 161 can be highly integrated into the sharp,
conical contour of the nose 162. As will be described in further
detail below, the flight deck 160 may be outfitted with synthetic
vision systems to provide additional visibility to the pilots,
particularly during takeoff, climb-out, and landing, when the angle
of attack of the aircraft 100 may be sufficiently high to prevent
or impede the pilots' normal visual access in the forward
direction. Suitable synthetic vision systems can present
camera-based images that, in particular embodiments are
software-enhanced.
[0025] The aircraft 100 includes a propulsion system 130 configured
to power the aircraft efficiently at supersonic speeds (e.g., in a
range from Mach 1.6 to Mach 2.4, and in some embodiments, Mach 2.2)
during cruise, while also providing reasonably efficient subsonic
performance during takeoff, climb-out, descent, and landing. In a
particular embodiment, the propulsion system 130 includes two
wing-mounted nacelles 131, one of which is visible in FIG. 1 and
each of which powers a corresponding wing-mounted engine, described
further below. The propulsion system 130 can further include two
fuselage-mounted nacelles 131, both of which supply air to a third
engine carried in the aft portion of the fuselage 110 or the
empennage 103. This three-engine configuration can be used to meet
regulatory requirements for extended overseas flights, at least
until the overall configuration accrues sufficient flight hours for
extended twin engine operation. Further details a representative
propulsion system are described below.
3.0 Propulsion System
[0026] FIG. 2 is a partially schematic, cut-away side elevation
view of a portion of the propulsion system 130, including a
representative nacelle 131. The nacelle 131 houses a turbofan
engine 170, an inlet 132 that provides inlet air 180 to the engine
170, and a nozzle 134 that directs exhaust products 181 aft from
the engine 170. The engines 170 are configured to generate
sufficient thrust to propel the aircraft 100, unlike other engines,
(e.g., auxiliary power units) that may also be carried aboard the
aircraft 100. As will be described in further detail below, both
the inlet 132 and the nozzle 134 can include variable features
(e.g., variable geometry features) to accommodate aircraft
operation at a variety of subsonic and supersonic conditions.
[0027] FIG. 3 is an enlarged illustration of the inlet 132 shown in
FIG. 2. As shown in FIG. 3, the inlet 132 has a generally
two-dimensional geometry with an aperture 136, lip 138, and a
generally rectangular cross-sectional flow area. The flow area
through the inlet 132 is variable, and can be controlled by one or
more moveable ramps 135, e.g., three forward ramps 135a and an aft
ramp 135b. The ramps 135 control the compression performed on air
entering the inlet 132 over a variety of flight conditions. During
supersonic operation, the forward ramps 135a compress the flow
through a series of oblique shocks, followed by a normal shock near
a throat region 139 of the inlet 132. The initially supersonic flow
entering the inlet 132 transitions to subsonic flow at the throat
region 139 and further decreases in velocity (subsonically) through
a diffuser 141, prior to entering the engine 170 (FIG. 2). The
inlet 132 can include generally flat sidewalls 137, one of which is
visible in FIG. 3, and can include a bypass duct 140 to control
flow through the throat region 139, particularly during supersonic
operation. During subsonic operation, both the forward ramps 135a
and the aft ramp 135b can be fully opened to allow a sufficient
flow of subsonic air into the diffuser 141 to the engine face.
[0028] FIG. 4 is a partially schematic illustration of the aft
portion of the nacelle 131, including the engine 170 and nozzle
134. The engine 170 can be a variable-cycle engine, and can have a
low bypass ratio turbofan configuration, with one or more fans 171
(two are shown in FIG. 4) that compress the flow entering the
engine 170. A portion of the flow (e.g., a bypass flow or fan flow)
is directed by the fan(s) through a fan flow duct 175. The
remaining flow (e.g., a core flow) passes through one or more
compressor stages 172, for example, multiple first compressor
stages 172a and second compressor stages 172b. The first or low
pressure compressor stages 172a can be mounted to an inner spool
that also carries the fan(s) 171. The second compressor stages 172b
(e.g., high pressure compressor stages) can be mounted to an outer
spool mounted concentrically with the inner spool. After passing
through the first compressor stages 172a and the second compressor
stages 172b, the incoming air is mixed with fuel and combusted in a
combustor 173. The resulting combustion products expand through one
or more first turbine stages 174a, which are connected to the outer
spool, and one or more second turbine stages 174b, which are
connected to the inner spool. Accordingly, the first turbine stages
174a drive the second compressor stages 172b via the outer spool,
and the second turbine stages 174b drive the first compressor
stages 172a and the fans 170 via the inner spool.
[0029] The core flow exits the engine 170 via a core flow duct 178
and an associated core flow exit 179. The fan flow exits the fan
flow duct 175 via a fan flow exit 177. The nozzle 134 can include
corresponding convergent-divergent, variable area devices for both
the core flow and the fan flow. In a particular embodiment, these
devices can individually handle each of the foregoing flows. For
example, the nozzle 134 can include one or more core flow ramps 182
that change the exit area and/or the throat area of the core flow
duct 178. Accordingly, the nozzle 134 can expand the exhaust flow
to supersonic velocities when the aircraft is flying at supersonic
speeds, and to subsonic velocities when the aircraft is flying at
subsonic speeds. Corresponding fan flow ramps 176 perform a similar
function on the fan flow. Accordingly, the nozzle 134 can include
two concentric, convergent/divergent, variable geometry devices
that control the fan flow and the core flow, respectively. An
advantage of this arrangement is that it can improve the overall
efficiency of the propulsion system 130 and, in at least some
cases, the noise signature of the nozzle, particularly at subsonic
conditions. For example, the characteristics of the fan flow, which
surrounds the core flow at and aft of the flow exits 177, 179, can
be adjusted to provide noise suppression at particular flight
conditions, and can be controlled separately from the core flow to
optimize the noise suppression characteristics. In addition to or
in lieu of the foregoing, the separable nozzle flows can improve
flow stability, which in turn is expected to improve aircraft
stability. In particular embodiments, the core and fan flows may be
completely independent of each other. In other embodiments, the
flows may be controlled separately (e.g., by different devices) but
in a manner that is scheduled or otherwise interdependent. The
control arrangement selected for a particular aircraft and/or
flight regime can depend upon flight conditions, level of
automation (or direct pilot control) and/or other suitable
factors.
[0030] In some embodiments, the nozzle 134 can have arrangements
other than individual variable area, convergent-divergent ducts for
the fan flow and the core flow. For example in an embodiment in
which the core and fan streams are mixed, a single variable
convergent/divergent nozzle can be positioned downstream of the
mixer.
4.0 Cabin Features
[0031] FIG. 5 is a partially schematic illustration of a
representative passenger cabin 150, configured in accordance with
an embodiment of the present technology. In one aspect of this
embodiment, the cabin 150 includes a single aisle 147, with a
single column of seats 152 on each side of the aisle 147. Each seat
152 can have a generally fixed shell 154 which houses multiple seat
components. The seat components can be movable for passenger
comfort, while the shell 154 remains in a fixed position. For
example, the seat components can include a movable seat back 155,
movable seat bottom 156, and movable leg rest 157. An advantage of
the movable components in combination with the fixed shell 154 is
that when one passenger reclines or otherwise adjusts his or her
seat 152, it does not impinge on the space of the passenger behind.
Accordingly, passengers can move individual seats 152, e.g.,
between an upright position 153a and a reclined position 153b
without affecting other passengers. In the representative
embodiment illustrated in FIG. 5, the seats 152 are shown as
upright seats. As discussed above, some or all of the seats may
have a lay-flat design, depending on the configuration requested by
particular customers.
[0032] The cabin 150 can further include a fuselage wall 111
housing multiple windows 151. The windows 151 can have a relatively
large size to allow passengers an expansive view. This may be
particularly appealing because at the altitudes typically expected
for supersonic cruise at Mach 2.2 (e.g., about 60,000 feet),
passengers will be able to see the curvature of the Earth. A
potential drawback with large windows, however, is that, in the
event of a window failure, it may be difficult to control the
pressure within the cabin, particularly during an engine-out
condition. One approach for addressing this potential drawback is
to outfit the window 151 with strengthening elements 158. For
example, the strengthening elements 158 can include multiple
filaments 159 embedded in the window 151 and arranged in a crossed,
woven, or other suitable pattern as shown in FIG. 5. In particular
embodiments, the filaments 159 can be clear so as to minimize the
impact of the filaments 159 on the passengers' ability to view the
exterior environment. In still further embodiments, the filaments
159 can be thin (e.g., several millimeters in diameter) to further
reduce the interference with the passengers' field of view.
Representative filament materials include carbon fiber,
Kevlar.RTM., fiberglass, and/or other high-strength materials.
Fiberglass (or other translucent or transparent materials may
provide the additional advantage of further reducing interference
with the passengers' views. For purposes of illustration, the
thickness of the filaments 159 has been exaggerated in FIG. 5. In
any of the foregoing embodiments, the window 151 can be installed
so that if a particular window breaks, the entire window 151 does
not fail and eject from the aircraft. Instead, only portions of the
window fall away, thus reducing the rate at which pressurized air
escapes the cabin 150. Accordingly, the cabin pressure can be more
readily maintained in the event of a window failure.
[0033] FIG. 6 is a partially schematic illustration of a portion of
the cabin 150 shown in FIG. 5, illustrating an entertainment screen
149 positioned on the rear of the shell 154 in front of a
particular seat 152. FIG. 6 also illustrates a representative
fold-out desk/table 148. The large size of the window 151 is
further shown in FIG. 6.
[0034] FIG. 7 is a partially schematic illustration of a cabin air
system 190 configured to provide an efficient flow of cabin air to
the passengers in a manner that allows each passenger to
individually control the temperature near his or her seat 152.
Accordingly, the system 190 can include an individual air vent 191
at each seat 152. Each air vent 191 can be fed from both a warm air
line 193a and a cold air line 193b. The air vent 191 can include a
controller 192 (e.g., a mechanical or electromechanical device)
that allows an individual passenger to control the temperature of
air at a particular seat 152 without significantly impacting the
air temperature at neighboring seats. This arrangement can increase
the comfort for individual passengers, and can accommodate
different temperature preferences among the passengers.
[0035] Pressurized air exiting the cabin 150 leaves through a cabin
air exit duct 196. In a particular embodiment, the cabin air exit
duct 196 receives air through individual apertures 189, aligned
with corresponding individual seats 152. Accordingly, the
combination of an individual air vent 191 and individual aperture
189 for each seat 152 can improve the ability of passengers to
individually control the temperature at their seats without
significantly affecting the temperature at other seats. Air exiting
the cabin through the air exit duct 196 passes through a first heat
exchanger 195a. The first heat exchanger 195a can have a
counter-flow arrangement that allows the exiting cabin air to cool
incoming air bleed air which is supplied to the cabin 150 via an
engine bleed air duct 194. The engine bleed air duct 194 can direct
a relatively small portion of the inlet air 180 passing through the
engine 170 from the engine 170 to the cabin 150 without
significantly impacting the flow of exhaust products 181.
[0036] The temperature of the engine bleed air is typically about
800.degree. F., and can be cooled to approximately 500.degree. F.
via the exiting cabin air at the first heat exchanger 195a. After
cooling the incoming engine bleed air, the cabin air exits the
aircraft through a cabin air dump duct 197. The cooled engine bleed
air passes to a second heat exchanger 195b where it is further
cooled via thermal communication with the fuel carried onboard the
aircraft. In particular embodiments, it may be undesirable to have
direct thermal contact between the fuel and the air delivered to
the cabin. Accordingly, the cabin air system 190 can include two
heat exchanger circuits: a fuel coolant circuit 122 and a non-fuel
coolant circuit 198, each in thermal (but not fluid) communication
with the other. The fuel coolant circuit 122 receives chilled fuel
from a fuel tank (e.g., the wing fuel tank 121a) and directs the
fuel to a third heat exchanger 195c. At the third heat exchanger
195c, a non-fuel coolant (e.g., a non-flammable chemical
refrigerant) gives up heat to the fuel and, after being chilled,
receives heat from the engine bleed air at the second heat
exchanger 195b. This in turn cools the engine bleed air further,
e.g., to a temperature of about 320.degree. F.
[0037] The engine bleed air can be further cooled via an air cycle
machine 199 that operates in conjunction with two further heat
exchangers, shown as a fourth heat exchanger 195d and a fifth heat
exchanger 195e. During subsonic flight, air entering the air cycle
machine 199 is directed to the fourth heat exchanger 195d, where it
is cooled by external air 187. During supersonic flight (when the
external air is too hot to provide a cooling function), the air
entering the air cycle machine 199 is directed to the fifth heat
exchanger 195e where it is cooled by the fuel. The cooling effect
at the fifth heat exchanger 195e can be direct, e.g., via the fuel
coolant circuit 122 (as shown in FIG. 7), or indirect, e.g., via
the non-fuel coolant circuit 198. After passing through the air
cycle machine 199, the cooled engine bleed air (e.g., at a
temperature of from about 25.degree. F. to about 60.degree. F.) is
provided to the cabin 150 via the cool air line 193b. A bypass line
193c provides hot air (e.g., at 320.degree. F.) to a mixer 188,
which mixes in cool air to provide warm air (e.g., 100.degree.
F.-120.degree. F.) to the warm air line 193a. The passenger then
adjusts the controller 192 at the air vent 191 to select the
desired temperature.
[0038] One feature of the foregoing arrangement is that individual
passengers can control the temperature of the air in their
immediate vicinity with little or no impact on other passengers.
This feature can significantly improve passenger comfort and
satisfaction. Another feature of the foregoing arrangement is that
the first heat exchanger improves the efficiency with which the
engine bleed air is cooled before being delivered to the cabin. In
particular, the cabin air is continually dumped overboard and
replenished with new engine bleed air drawn from the engine 170.
Before being dumped, the cabin air is used to cool the incoming
engine bleed air, which reduces the cooling requirements on other
elements of the cabin air system 190 by using air that would
otherwise be dumped overboard without performing any further
functions.
[0039] Another feature shown in FIG. 7 is a fuel ballast circuit
128, which can be used to transfer fuel between the wing-mounted
fuel tank(s) 121a and one of more fuselage-mounted fuel tanks 121b.
As discussed above, shifting fuel among the tanks can be used to
improve the alignment of the aircraft center of gravity and the
aircraft center of pressure.
5.0 Flight Deck Features
[0040] In a particular embodiment, the flight deck 160 shown in
FIG. 1 can include a synthetic vision system to provide the pilots
with sufficient visual awareness of the environment outside the
aircraft, despite the pointed, high aspect ratio configuration of
the aircraft nose 162 and windshield 161 (see FIG. 1). In a
particular embodiment, the synthetic vision can be provided by
multiple cameras positioned at different points of the aircraft 100
to obtain different views of the external environment. The
information obtained from the cameras can be provided to the pilot
on multiple screens positioned at the flight deck and/or via a
virtual reality display, and/or via other suitable techniques. In
any of these embodiments, the synthetic vision presented to the
pilots can serve as the primary vision for the environment external
to the aircraft for (a) all flight segments, or (b) selected flight
segments (e.g., high angle of attack maneuvers, including climb-out
and/or approaching landing. This is unlike typical synthetic vision
systems, which generally provide a backup capability to the pilots'
view of the environment through the flight deck windshield. An
advantage of the synthetic vision system operating as the primary
vision system is that it can provide the pilots with sufficient
visual access to the outside, without requiring an articulating
nose, and/or other complex and/or heavy mechanisms that have been
used on conventional supersonic aircraft, for example, the
Concorde. In some embodiments, the windshield can be eliminated
entirely. In particular embodiments, the aircraft 100 can include
multiple backup cameras and/or other redundancy arrangements in
case of one or more system failures. The cameras can operate within
the visible spectrum and/or can operate outside the visible
spectrum. The system can include onboard, real-time processing that
generates a false-color (or other rendered) image for improved
forward visibility. One representative arrangement includes a pilot
procedure in which the aircraft (a) flies the final approach at a
high crab angle (allowing the pilot visual access through a side
window) followed by (b) straightening the aircraft out just before
touchdown.
[0041] FIG. 8 is a partially schematic, isometric illustration of a
representative flight deck 160 configured in accordance with an
embodiment of the present technology. The flight deck includes crew
seats 163, including a pilot seat 163a and a first officer seat
163b. The pilot and first officer each have access to a
corresponding side stick 156 to control the aircraft flight
direction. The side stick 156 can operate as a joystick during
flight, and can be twisted for steering on the ground, and can be
connected both digitally and mechanically, so that if one side
stick 156 is moved, the other moves correspondingly. The flight
deck 160 can further include a digital throttle and inlet control
164, e.g., with a single lever per engine. An overhead panel 167
can include additional control input and output elements. The
flight deck 160 is further outfitted with one or more displays 166,
for example, five large flat panel touch displays 166a positioned
beneath a heads up display 166b, which can support a pop up display
166c. In a particular embodiment, the pop up display 166c presents
a synthetic vision image via inputs from the cameras describe
above, and in a particular embodiment, the image presented to the
flight deck crew can be augmented with augmented reality glasses.
Accordingly, as discussed above, the flight crew can receive a full
complement of visual cues for flying the aircraft during any phase
of its operation, despite limited direct visual access to the
external environment.
6.0 Flight Planning
[0042] One expected advantage of aircraft having any of the
representative configurations described above is that they can
significantly reduce the travel time on transoceanic routes. For
example, a representative supersonic aircraft flying at Mach 2.2 in
accordance with embodiments of the present technology can cut the
transatlantic travel time from six hours to about three hours.
Accordingly, a business traveler can travel from the U.S. to Europe
for an afternoon meeting and return to the U.S. the same day. On
trans-Pacific routes (on which the aircraft may make a fueling
stop), a business trip may be conducted in a total of two days
rather than three days.
[0043] Other flight routes may include overland segments,
depending, for example, on local regulations. For example, current
U.S. FAA regulations prohibit overland flight at supersonic Mach
numbers, while travel over other countries may not be as
restricted. In addition, wind conditions may vary significantly
with altitude and can therefore significantly affect the time it
takes to conduct a particular trip.
[0044] A representative method and associated computer-based system
can automatically determine flight routes, including overland
segments, over-ocean segments, multi-altitude segments, and/or
other variables that produce the shortest travel time between two
points. This approach can be used for general route planning,
and/or on a flight-by-flight basis to make best use of conditions
that change from one flight to another and/or during the course of
a particular flight.
[0045] FIG. 9 is a flow diagram illustrating a representative
process 900 for flight planning in accordance with embodiments of
the present technology. Process portion 902 includes receiving a
proposed starting point and ending point for the flight.
Representative flights can include transatlantic routes (e.g., New
York to London), transpacific routes (e.g., Los Angeles to Tokyo),
and/or routes that include an overland segment (e.g., London to
Seattle or San Francisco to Bangkok). Process portion 904 includes
receiving an initial routing. In a particular embodiment, the
initial routing is based on prior routing information for similar
city pairs. In other embodiments, the initial routing can be
optional, and the process 900 can instead include developing a
routing from scratch without an initial routing.
[0046] Process portions 906-910 include receiving further input
information. For example, process portion 906 can include receiving
wind speed data as a function of time, altitude, and/or other
variables. The data can be based on present or relatively current
measurements (e.g., from other aircraft that are flying or have
recently flown the route) and/or prediction data. Process portion
908 can include receiving data corresponding to speed and/or
noise-based flight restrictions. For example, the information
received at process portion 908 can include local noise limit
regulations that may restrict supersonic flight, regulations that
prohibit supersonic flight, and/or information corresponding to
corridors or other particular flight paths that may permit
supersonic overflight. Process portion 910 includes receiving speed
and fuel usage data, for example, based on predictions and/or past
flights.
[0047] In process portion 912, the foregoing data are evaluated,
for example, using a suitable iterative algorithm. Process portion
913 includes outputting the resulting data, for example, in the
form of a proposed or adjusted routing or flight path. This
information can be used by pilots when flying en route, and/or
other operations personnel when planning for a new flight to be
carried out. In process portion 914, the process includes
determining whether the flight is complete or not. If the flight is
complete, the process ends. If the flight has not been completed,
the process returns to block 904 to continue determining and
proposing options for flight path adjustments.
[0048] As described above, one goal of the route planning process
(e.g., implemented via software) is to find the shortest-time route
under a variety of constraints. These constraints can include:
unrestricted supersonic flight over water, certain land corridors
for supersonic flight, and flight over unpopulated polar regions.
Some overland areas may allow only subsonic flight while others may
allow low supersonic flight (e.g., at Mach 1.15). Additionally, the
range of the aircraft is limited, so the route planning software is
programmed to choose a selected (e.g., optimal) refuel stop
location if needed. Still further, winds (including historical
averages or current forecasted winds) can be taken into account to
pick the shortest time flights.
[0049] A representative algorithm proceeds as follows. First, the
great circle (GC) distance between origin and destination is
calculated. If the GC distance exceeds the range of the airplane, a
subroutine is invoked to calculate candidate tech stops (e.g.,
refuel stops). The tech stop selector reviews all possible tech
stops and selects the top candidate stops (e.g., the top five)
which would result in the lowest origin-stop-destination distance,
when flown on great circle routing. The origin-stop and
stop-destination segments are separately optimized (according to
the algorithm below), and the stop with the minimum overall flight
time plus stop time is selected.
[0050] To optimize a given segment (origin-destination,
origin-stop, or stop-destination), e.g., a heuristic search
algorithm based on A* can be used. In a representative embodiment,
the globe is discretized into a set of possible latitude/longitude
points. For performance reasons, a smaller number of points can be
used, such as rounding to whole degrees. Starting at the origin,
the A* algorithm proceeds with a breadth-first search toward the
destination, with heuristic prioritization of paths with lower
great circle distance to the destination. The cost of each edge in
the search graph is its flight time e.g., calculated based on the
maximum speed in that geographic location and wind data at the
appropriate altitude, with a time penalty added for transitions
between subsonic and supersonic flight. Additionally, the algorithm
keeps track of the total distance flown since the origination of
the flight, and aborts the search through a given node if the
distance exceeds the range of the airplane.
[0051] Throughout the search process (or in a post-processing
step), adjacent nodes on the selected flight plan are coalesced, if
the path can be more quickly flown on a great circle route rather
than through discrete latitude longitude points. For example, if
the algorithm determines that the best path is A-B-C, the process
includes then checking whether flying directly (along a great
circle route) from A to C would be faster. If so, B is removed from
the selected flight route.
[0052] The output can be a series of nodes from origin to
destination (possibly with one or more intermediate tech stops)
between the nodes it is expected that the airplane will fly on
great circle routes.
7.0 Further Embodiments
[0053] In other embodiments, supersonic commercial aircraft
providing some or all of the functions described above with
reference to FIGS. 1-9 can have configurations other than those
described above. For example, FIGS. 10A-10D illustrate a
representative supersonic commercial aircraft 1000 that is also
configured for cruise operation at Mach 2.2, but has a different
propulsion system than that described above. In one aspect of this
embodiment, the configuration shown in FIGS. 10A-10D can be used
for a demonstrator aircraft, e.g., a subscale aircraft used
primarily for testing purposes. In other embodiments, the
configuration can be used for a full size commercial supersonic
transport. In any of these embodiments, the aircraft 1000 can
include a fuselage 1010, a swept delta wing 1020 and associated
chine 1024, a vertical stabilizer 1001, and a propulsion system
1030. The propulsion system 1030 can include two nacelles 1031 with
corresponding inlets 1032 that together provide inlet air for three
engines 1070, shown as a first engine 1070a and a second engine
1070b (each carried by one of the wings 1020), and a third engine
1070c carried by the fuselage 1010.
[0054] FIG. 11 schematically illustrates an arrangement by which
the two nacelles 1031 deliver air to the three engines 1070a, 1070b
and 1070c. In particular, each nacelle 1032 can include a
bifurcated inlet duct that delivers a portion of air to one of the
wing-mounted engines 1070a, 1070b and another portion of air to the
third fuselage-mounted engine 1070c. In a particular aspect of this
embodiment, the bifurcated ducts, which rejoin prior to the engine
face of the third engine 1070c, can be used to test and refine the
bifurcated duct arrangement shown and described above with
reference to FIG. 1. A dashed line envelope 1133 identifies the
portion of the overall inlet system that can be used to simulate
the bifurcated duct arrangement shown and described above with
reference to FIG. 1.
[0055] In particular embodiments described above, the engine inlets
can have a two-dimensional configuration, for example, with a
rectangular or generally rectangular cross-sectional flow area. In
other embodiments, the engine inlets can have a three-dimensional
design. For example, as shown in FIG. 12, a representative nacelle
1231 includes an inlet 1232 with an inlet aperture 1236 having a
generally D-shaped configuration, without a clear plane of
symmetry, unlike the inlets described above. The inlet 1232 can
include movable sidewalls 1237, a moveable forward ramp 1235a and a
moveable aft ramp 1235b that control the flow entering and passing
through the corresponding throat region 1239. A bypass duct 1240
directs a portion of the inlet air around the corresponding
diffuser 1241, e.g., for engine cooling and/or cabin air. In a
particular aspect of this embodiment, the inlet 1232 includes a
moveable speed door 1242 that can open (as shown in FIG. 12) to
capture additional air during subsonic operations, and close during
supersonic operations.
[0056] An advantage of the three-dimensional geometry described
above with reference to FIG. 12 is that it can be more readily
integrated with the overall airframe and can therefore reduce the
wave drag of the aircraft. A challenge with this design is that it
requires a changeable geometry that operates in a three-dimensional
configuration. An approach to addressing this challenge is to
include ramps (discussed above) that operate in a three-dimensional
inlet aperture, and/or other surfaces (e.g., flexible surfaces)
that provide for variable compression schedules despite the
three-dimensional inlet shape.
[0057] Supersonic commercial aircraft in accordance with some
embodiments of the present technology can include a fuselage
configured to carry a crew and a maximum of from 20 to 60
passengers in some embodiments, (or up to 100 passengers in some
embodiments), a delta wing connected to the fuselage, and a
propulsion system carried by at least one of the wing and the
fuselage. The propulsion system can include a plurality of engines,
at least one variable-geometry inlet, and at least one
variable-geometry nozzle.
[0058] In some embodiments, the fuselage carries a flight deck with
a synthetic vision system providing primary visual access to an
environment outside the aircraft for at least one flight segment
(e.g., the approach/landing, and/or climate-out segments), or for
all flight segments. In at least some embodiments, this arrangement
can enable the flight deck to have a fixed position relative to the
fuselage.
[0059] The propulsion system can include a fan flow duct and a core
flow duct, and the variable-geometry nozzle can include a first
variable area device positioned to control fan flow through the fan
flow duct, and a second variable area device positioned to control
a flow of exhaust products through the core flow duct. The first
and second variable area devices can be separately controllable,
e.g., to separately control inlet and exhaust flow associated with
the propulsion engine. The propulsion system can include two
engines (e.g., a maximum of two engines), or three engines (e.g., a
maximum of three engines). In some embodiments, the
variable-geometry inlet can include a bifurcated inlet duct that
provides air to one of the engines via a first portion, and to
another of the engines via a second portion.
[0060] The fuselage can include a plurality of passenger seats,
e.g., for revenue-generating passengers, with an individual seat
including a fixed shell and a movable seat back positioned at least
partially in, and moveable relative to, the fixed shell. Whether or
not the seats include the foregoing arrangement, the seats can
include corresponding air vents having corresponding individual air
temperature controls. For example, each air vent can be supplied
with air from a first duct configured to carry air at a first
temperature, and a second duct configured to carry air at a second
temperature different than the first. Individual air exit ducts can
collect air for the corresponding individual seats, and in
particular embodiments, can be directed to a heat exchanger to
transfer heat from air dumped overboard the aircraft to engine
bleed air directed from the engine to the aircraft cabin.
[0061] The present technology includes methods of manufacture and
methods of use associated with any of the features described
herein. For example, methods in accordance with embodiments of the
present technology include flying a commercial supersonic aircraft
having a crew and a maximum passenger capacity of from 40 to 50
passengers. Representative methods can include controlling fan flow
received from an engine of the aircraft via a first variable area
convergent-divergent duct, and controlling core flow received from
the engine via a second variable area convergent-divergent
duct.
[0062] Further representative methods in accordance with the
present technology include flying the aircraft via a synthetic
vision display that operates as the primary flight crew display
during one or more flight segments of the aircraft, e.g., approach
and landing, and/or climb-out.
[0063] Further representative methods include moving a seat back of
the individual passenger seat without constraining the space in
front of the seat immediately behind it, individually controlling
the temperature of air at a particular passenger seat via a
controller, and/or, and/or cooling (e.g., via a heat exchanger)
engine bleed air supplied to a passenger seat region with air
collected from a passenger seat region.
[0064] From the foregoing, it will be appreciated that specific
embodiments of the present technology have been described herein
for purposes of illustration, but that various modifications may be
made without deviating from the technology. For example, in some
embodiments, the aircraft can have a twinjet rather than a trijet
configuration, as discussed above. In some embodiments, the
aircraft can carry more or fewer than 45 passengers. In a
particular embodiment the aircraft carries between 40 and 50
passengers (maximum capacity), but in other embodiments, the
aircraft can carry greater numbers of passengers, e.g., up to 100
passengers. In one such embodiment, the aircraft has a twinjet
configuration, a range of 6000 nautical miles, and/or sonic boom
shaping (e.g., external surfaces shaped specifically to reduce or
eliminate sonic booms during supersonic flight). In any of these
embodiments, the general aspects of the aircraft can be similar to
those described above so as to produce the operational efficiencies
described above. The aircraft can be configured for supersonic
cruise at suitable Mach numbers other than 2.2, e.g., Mach 2.5 or
other Mach numbers greater than Mach 2.2, or at suitable Mach
numbers less than Mach 2.2.
[0065] Certain aspects of the technology described in the context
of particular embodiments may be combined or eliminated in other
embodiments. For example, certain aircraft may include the overall
configuration and propulsion system described above, without the
interior cabin arrangement, cabin air arrangement, and/or a
synthetic vision arrangement described above. Further, while
advantages associated with certain embodiments of the technology
have been described in the context of those embodiments, other
embodiments may also exhibit such advantages, and not all
embodiments need necessarily exhibit such advantages to fall within
the scope of the present technology. Accordingly, the present
disclosure and associates technology can encompass other
embodiments not expressly shown or described herein.
[0066] To the extent any materials incorporated herein by reference
conflict with the present disclosure, the present disclosure
controls. The use of the phrase "and/or," as in "A and/or B,"
refers to A alone or B alone or both A and B.
* * * * *