Ktachiya From Japan, joined Sep 2004, 1729 posts, RR: 2 Posted (8 years 3 months 1 week 5 days 13 hours ago) and read 1862 times:
Back in 1998-1999, the Japanese were interested in creating a new SST jet that had longer range than the concorde with new two-men glass cockpits. Whatever happened to this? I heard that the speed was supposed to above the concorde and it was to be designed to be capable of linking NRT-LAX in four hours or so.
B4 all the bashing begins, I know that thinking from the term of profit maximization, this is impossible and no way this would benefit any airliners. But then why did they come up with this 'ridiculous' plan anyway?
When it comes to jet aircraft, its strange. The 747 came out 35 years ago on the market and the speed of air-travel has never changed when certain vehicles (cars, buses) have become more efficient and a a bit faster. So in the current era, the speed of air-travel is restricted to below the speed of sound in order to be profitable but will this ever change?
Birdwatching From United States of America, joined Sep 2003, 3573 posts, RR: 52 Reply 1, posted (8 years 3 months 1 week 5 days 13 hours ago) and read 1838 times:
The problem is that the sound barrier is like a "natural barrier" to profitability. You can fly economically at 200kph, or 400, or 800, or 1100, but thats it. You can go above that, but cost will increase significantly.
Its like driving on the interstate: You can go 50, 55, 60, 65, but thats it. Sure you can go 95, but then you have to pay.
Is that a good comparison? I think so!
(Or you can go to Germany and drive like a Maniac on A7, aber dann ist plötzlich ein Polo in der linken Spur, stimmt's?)
All the things you probably hate about travelling are warm reminders that I'm home
GDB From United Kingdom, joined exactly 12 years ago today! , 12713 posts, RR: 80 Reply 2, posted (8 years 3 months 1 week 5 days 4 hours ago) and read 1753 times:
I can remember this as some Japanese Aerospace people visited us in BA Concorde Engineering in 1998 I think, they had a good nose around an aircraft.
Asked lost of questions, even left some promotional paperwork, (which I duly photocopied for myself!)
Technical/commercial obstacles aside, they were not really looking to build a SST, the last airliner they built was the turboprop YS-11 in the 1960's after all.
But in this period Boeing and NASA were studying a possible SST, clearly the Japanese were looking to position themselves to be a major contractor on this if it happened, which it did not, this HSCT was axed in 1998/9.
GDB From United Kingdom, joined exactly 12 years ago today! , 12713 posts, RR: 80 Reply 4, posted (8 years 3 months 1 week 4 days 23 hours ago) and read 1638 times:
Cut due to lack of funding, which came about when NASA had other priorities and most of all, the programme seemed to show that while technology was foreseeable to allow a new, 200-300 seat, 5-6000 mile range, Mach 2.4 SST to possibly meet current environmental standards, by the time such an aircraft appeared, around 2010-15, these standards would have been tightened further.
Then there was the huge costs of such an effort, with a very uncertain market, boom reduction was looked at, but it was uncertain then if it could work at all, particularly on such a large aircraft.
Would airlines even go for such an aircraft if all the other issues were addressed, as on any routes they served, presumably they'd attract most First/Business traffic, thus making subsonic widebodies uneconomic.
The HSCT assumed an extra premium on tickets, much less than Concorde which was First Class + 20%, but still a premium.