Boom rolled out its one-third scale XB-1 demonstrator on October 7, it measures 71 feet long, or roughly a third of the length of the planned Overture supersonic airliner.
Analysts: Many Contenders,
but Little Space for Supersonics
by Kerry Lynch
- October 20, 2020, 8:00 AM
Boom rolled out its
one-third scale XB-1 demonstrator on October 7, it measures 71 feet long, or
roughly a third of the length of the planned Overture supersonic airliner.
While the ban on supersonic flight over land
is still in place, the field of supersonic contenders is growing increasingly
crowded as new prospective developers jump into the fray while others
accelerate their pace of development.
This field has expanded even during the
pandemic with recent announcements covering Virgin Galactic’s Mach 3 jet and
the U.S. government’s supersonic Air Force One executive transport. They join a
fray that has already included Aerion Supersonic with its AS2 Mach 1.4 business
jet, Boom with the Overture Mach 2.2 airliner, and the Mach 1.6 Spike
Supersonic Jet that could have commercial or business aircraft possibilities.
Meanwhile, on the research front, Lockheed
Martin, which has already been in the supersonic realm on the military side, is
deeply involved in low-boom research with the NASA X-59 Quiet SuperSonic
Technology (QueSST) demonstrator.
However, the question remains whether
supersonic is a reasonable possibility in the next decade and, if so, how many
aircraft can the market reasonably sustain? As for plausibility,
analysts are optimistic that supersonic is a realistic possibility. As for
the market, most agree that there might be room for one to two players at most.
“I am bullish,” said Rolland Vincent,
president of Rolland Vincent Associates and JetNet IQ creator/director,
adding that the prospects now look strong enough to include supersonic
production in JetNet’s long-term forecast. That forecast predicts a 10-year
market for 300 supersonic business jets, which incidentally is the forecast
production rate Aerion has projected for its AS2.
While Vincent emphasizes that “speed sells,”
he doubts the market could accommodate all those who are either in or
contemplating joining the market. “The five will become two,” he said. The
commercial airliner side might open up further room.
However, Vincent worries that the downturn
associated with Covid might provide difficulties for these programs, causing
investors to scale back. “What is Covid doing to all of this? Nothing good,” he
said. “This is going to delay quite a bit of investment in the sector.” This in
turn could push off when a supersonic aircraft may reach the market, he said.
Richard Aboulafia, v-p of analysis for Teal
Group, meanwhile, noted that business jets and commercial airliners operate in
very different economic models and said he believes there is more hope in
the business jet side than for a commercial variant. “The prospects for
supersonics exist with business. They do not exist with commercial,” he said.
For a commercial airline model to work with supersonics, he said, the flights
would need to be offered at full-fare first class. “There just aren't enough
city pairs, not enough routes where these people exist in sufficient numbers.”
This is especially true in the current
environment, making the road for companies looking to the commercial market
first more difficult, he said.
Brian Foley, founder of Brian Foley
Associates, said he believes the activity in the development arena makes the
outlook promising. “The number of entrants suggests that the market has been
validated and the enabling technologies such as propulsion and aerodynamics are
soon to be there,” he said.
Foley, who has been retained by Spike on its
program—but cautions that his thoughts are his own, not necessarily those of
Spike—however, pointed to one of the biggest obstacles for these aircraft: “The
path will go at the speed of cash. These undertakings cost billions.” This
means finding the interest of a billionaire aviation enthusiast, sovereign
fund, or a well-timed military contract, he said.
As far as the size of the market, he said,
“There is perhaps room for only a couple of players to compete over a finite
number of sales.” He agrees with Vincent on the potential volume, saying
the market could sustain about 300 units over 10 years and noting
that’s been a fairly consistent estimate since the 1990s. He further
estimated a decade-long potential market value of $37 billion at $150 million
per copy. List prices may be high, he added, “since there would be no other
aircraft that could do the job.”
He also underscored the importance of
reaching the market ahead of the competitors. “The first manufacturer to
deliver would garner much of the obtainable market by virtue of being first
into a very niche segment.”
As for the programs, no full-scale flying
prototype has been produced as yet from the new breed of supersonic hopefuls.
From a development standpoint, Aerion this year put many key pieces in motion
that could put it on pace to be the first out of the gate. Aerion refined
its AS2 design to one that could reach the market sooner, it is about ready to
kick off construction on a massive headquarters complex that will house
production, and it has nailed down many of the suppliers for the production
aircraft. It also has begun high-speed wind tunnel testing. Plans call to cut
metal in 2023, fly the first test aircraft in 2025, and reach market somewhere
around 2027.
Importantly, Aerion is designing its
aircraft to be able to fly over land subsonically at a very high speed, just
under the speed of sound, but reach supersonic speeds over water. This enables
it to reach the market regardless of whether the ban on supersonic flight over
land is lifted. However, Aerion is also eyeing the possibility of a lower
supersonic speed over land that does not produce the same sonic boom for the
longer term.
Foley expressed the view that the quickest
path to market will be near-sonic overland and supersonic over water. But he
also stressed that longer-term, the market must be able to fly supersonic over
land.
If Aerion forges ahead and reaches the
market first, it will give it a big advantage, Aboulafia said, given the
limited size of the market.
The analysts all pointed out risks
associated with Aerion’s partnership with Boeing. Notably, Boeing, which
reported a hefty $2.4 billion second-quarter loss from the pandemic and the woes
of the Max program, recently announced plans to shutter its NeXt division,
which is the overarching organization that has invested in Aerion. Boeing
reportedly has invested several hundred million dollars for a 40 percent stake
in the company and two board positions. While questions have been raised about
Boeing’s commitment to the supersonic development, Aerion has said that Boeing
remains a long-term investor.
Aboulafia said Aerion has had a “remarkable
run” with partnerships that have also included in the past Airbus and Lockheed
Martin. “I don't know where they are with Boeing,” he said. “It doesn't look
great. We’ll see.”
And Vincent also expressed concern the
pandemic has taken a toll on GE, which is developing the Affinity engine that
will power the AS2.
Meanwhile, Boom in recent months has marked
a couple of milestones that are propelling its ambitions for a Mach 2.2,
55-passenger Overture. On October 7, Boom rolled out a “Baby Boom” or the XB-1,
which is a third-scale model that the company says is “more than a scale
replica,” but said it would “provide insights “into future cost-savings,
safety, efficiency, and sustainability for Overture.”
Flight trials of the XB-1 are to begin next
year at Mojave Air and Space Port. Plans also call to kick off the Overture
certification program by the middle of the decade with a 2030 entry into
service.
As for supersonic flight overland, Boom also
is initially looking at subsonic over land, for now, saying it is focusing on
“500+ primarily transoceanic routes that benefit from supersonic speeds—such as
New York to London or San Francisco to Tokyo. Overture won't generate a sonic
boom over land cruising at subsonic speeds.”
Boom had raised $160 million from investors
and is continuing its fundraising effort. While looking at a more difficult
commercial market, its program did receive an important boost from the U.S.
government.
Boom joined Exosonic and
Hermeus—lesser-known developers of supersonic passenger aircraft—in receiving
contracts from the U.S. Air Force’s Presidential and Executive Airlift
Directorate to develop executive transports that could be used as Air Force
One. Like Boom, Exosonic is working on a supersonic airliner, while Hermeus
hopes to develop a smaller, 20-seat hypersonic airplane.
Spike, meanwhile, has been relatively quiet
on its development front. But it has been busy building a team of well-known
and seasoned aerospace veterans that can build the case for the concept and
attract funding. A couple of key executives who have come on board of late are
John Thomas, former CEO of Virgin Australia Airline, and Bill Boisture, whose
resume includes being president and COO of Gulfstream Aerospace, president of
NetJets, chairman and CEO of Hawker Beechcraft, and, currently, operating
partner at AeroEquity.
"I had been skeptical of the business
model for supersonic flight as the corporate market seemed too small for a
supersonic business jet,” Boisture said. “But the Spike Supersonic Jet can meet
the needs of private, corporate, and commercial airline operations. Being able
to serve multiple markets expands the opportunity dramatically and makes a
strong business case for Spike Aerospace.”
Foley believes that “cash-strapped Boeing’s
future commitment to the Aerion program and Boom’s reliance on the collapsed
airliner industry has fundamentally changed the dynamic of the race and put it
up for grabs,” and said, “For me, the low-boom signature of the Spike program
enables it to compete across a broad spectrum of corporate, military, and
airline markets.”
Spike is planning the 18-passenger, Mach 1.6
S-512, which will feature a low sonic boom over land and could be developed
either as a business jet or possibly commercially.
Meanwhile, just this past summer Virgin
Galactic unveiled it was in the “first stage design scope” of a supersonic
delta-wing commercial aircraft that could carry up to 19 people, fly at
altitudes above 60,000 feet, and reach speeds of Mach 3.
Internationally, the Russian government
continues to research possibilities of a supersonic business jet, recently
declaring it would be a clean-sheet design, rather than earlier reports of a
revamped Tu-160 bomber. Aboulafia stressed this is an important path, noting
the concept of converting an old military model into a high-end supersonic
model didn’t make sense. “There might've been some technology at some point,
but the idea of converting it [to a business jet], that's something you scratch
your head over.”
But perhaps one of the most critical efforts—for the entire supersonic development slate—involves the most
experienced member of the fray, Lockheed Martin. The manufacturer of the famed
SR-71 has put its Skunk Works facility to work on another supersonic project,
the 96-foot-long, Mach 1.4 X-59 QueSST, which is anticipated to begin flying in
2021 to conduct key noise research as part of NASA’s X-plane project. The
demonstrator will test the low-boom concept, or as program officials say, a
“sonic thud,” to help gather data on the impact of shapes from advanced
supersonic designs on communities. This data is anticipated to help serve as a
basis for new standards that could ultimately lift the ban on supersonic flight
over the next decade.
Despite its once-affiliation with Aerion,
Lockheed Martin has no publicly stated plans to build a commercial supersonic
business jet, at least for now.
As supersonic designs advance, the
NASA/Lockheed Martin research becomes all the more important to convince
regulators to revise supersonic rules. Foley said the path to supersonic must
involve “regulatory agencies setting objective noise standards for an
acceptable boom over land, not just in the airport environment.”
A common thread through the programs is that
they will be designed to meet the latest noise standards and run on sustainable
alternative fuel (SAF). While no conventional jet aircraft appears to have the
capability for 100 percent SAF currently, the move to all-SAF appears to be
critical to bringing supersonic aircraft to market.
Already, the environmental community has
signaled it will fight any new supersonic entry on the basis that such a
vehicle will produce far more emissions than conventional airplanes. Having
this opposition may be a significant barrier to any rule change regarding
supersonic flight over land even though the new breed of supersonic aircraft
designers all have repeatedly stated that no one has any interest in
returning a Concorde-like design, with associated emissions and noise, to
market.
The ability to run 100 percent sustainably
could help allay such environmental concerns. And Aboulafia said this
sustainability is an imperative: “Otherwise it's just not going to fly—well,
it'll fly, but it will not fly politically.”
Ingen kommentarer:
Legg inn en kommentar
Merk: Bare medlemmer av denne bloggen kan legge inn en kommentar.