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Since certification of Concorde new certification standards were introduced including many new regulations to improve flight safety. Most of these standards are to prevent severe accidents in the future which happened in the past (here: after Concorde’s certification). A new SCT has to fulfill these standards, although Concorde had none of these accidents. But accidents - although they sometimes occurred only for a specific aircraft type - have to be avoided for any (new) aircraft. Because of existing aircraft without typical accident types having demonstrated their reliability, they are allowed to go on based on their old certification; although sometimes new rules prevent accident types which are not connected to specific aircraft types - like e.g. evacuation rules. Anyway, Concorde is allowed to fly based on its old certification, and hopefully in the future will fly as safely as in the past. But a new SCT has to fulfill updated rules like any other aircraft, and it has to be “just another aircraft” [75].
Supersonic laminar flow
(1997)
Supersonic transports are very drag sensitive. Technology to reduce drag by application of laminar flow, therefore, will be important; it is a prerequisite to achieve very long range capability. In earlier studies it was assumed that SCTs would only become possible by application of laminar flow [376]. But today, we request an SCT to be viable without application of laminar flow in order to maintain its competitiveness when laminar flow becomes available for subsonic and supersonic transports. By reducing fuel burned, laminar flow drag reduction reduces size and weight of the aircraft, or increases range capability -whereas otherwise size and weight would grow towards infinity. Transition mechanisms from laminar to turbulent state of the boundary layer flow (ALT, CFI, TSI) function as for transonic transports, but at more severe conditions: higher sweep angles, cooled surfaces; higher mode instabilities (HMI) must at least be taken into account, although they may not become important below Mach 3. Hitherto there is a worldwide lack of ground test facilities to investigate TSI at the expected cruise Mach numbers between 1.6 and 2.4; in Stuttgart, Germany one such facility -a Ludwieg tube- is still in the validation phase. A quiet Ludwieg tunnel could be a favourable choice for Europe. But it will require a new approach in designing aircraft which includes improved theoretical predictions, usage of classical wind tunnels for turbulent flow and flight tests for validation.
Concorde (Figure 9) is the only supersonic airliner which has been introduced into regular passenger service. It is still in service at British Airways and Air France without any flight accidents, and probably will stay in service for at least for ten more years.
In the chapter “Son of Concorde, a Technology Challenge” one of the new challenges for a Supersonic Commercial Transport (SCT) is multi-point design for the four main design points:
- supersonic cruise
- transonic cruise
- take-off and landing
- transonic acceleration.
Quantitative Farbmessung in laryngoskopischen Bildern. Palm, C; Scholl, I; Lehmann, TM; Spitzer, K.
(1998)
A Classical Reformulation of Finite-Dimensional Quantum Mechanics. Hellwig, K.-E.; Stulpe, W.
(1993)
A Formulation of Quantum Stochastic Processes and Some of its Properties. Hellwig, K.-E.; Stulpe, W.
(1983)
Test of QED in e+e− annihilation at energies between 12 and 31.6 GeV. TASSO Collaboration
(1980)
K0 production in e+e− annihilations at 30 GeV center of mass energy. TASSO Collaboration
(1980)
Search for new sequential leptons in e+e- annihilation at petra energies. TASSO Collaboration
(1981)
Λ, Image production in e+e- annihilation at 33 GeV centre of mass energy. TASSO Collaboration
(1981)
π0 production by e+e− annihilation at 14 and 34 GeV c.m. energy . TASSO Collaboration
(1982)