Regan Brown
The SST, or Supersonic Transport, is a retired supersonic airliner developed and manufactured by the British Aircraft Corporation and Sud Aviation (later Aérospatiale). The aircraft was designed to fly faster than the speed of sound, but this came at the cost of increased fuel consumption. The SST's Concorde variant, for example, burned three times the fuel per passenger-mile compared to the Boeing 747. This higher fuel consumption, coupled with rising fuel prices in the 1970s, made the SST uneconomical to operate. The SST program faced additional challenges due to environmental concerns, such as the sonic boom, take-off noise, and pollution, which contributed to order cancellations and negative public opinion. Despite its economic and environmental challenges, the SST represented a significant advancement in aviation technology during its time.
| Characteristics | Values |
|---|---|
| Fuel Efficiency | Jet engines can be more fuel-efficient at supersonic speeds, but SSTs like the Concorde burned 3.5-7 times more fuel per passenger than subsonic aircraft. |
| Environmental Impact | SSTs face criticism for their environmental impact, including sonic booms, take-off noise, and pollution. |
| Economic Viability | SSTs like the Concorde were economically viable due to their ability to fly more revenue-earning flights, but rising fuel prices in the 1970s made them uneconomical. |
| Passenger Capacity | SSTs like the Concorde carried fewer passengers (92-128) compared to subsonic aircraft like the Boeing 747 (over 300). |
| Cruise Speed | SSTs like the Concorde had cruise speeds of Mach 2, while the Boeing 2707 aimed for Mach 3. |
| Market Demand | SSTs faced declining market demand due to environmental concerns and the availability of more efficient subsonic aircraft. |
| Design | SSTs have narrower wing and fuselage designs, requiring heavier structures to minimize unwanted flexing. |
| Altitude | The Concorde flew at a cruising altitude of about 56,000 ft (17,000 m). |
| Range | The Concorde had a limited range, requiring refueling stops for trans-Pacific flights. |
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What You'll Learn
The SST's fuel consumption
The SST, or Supersonic Transport, is a type of aircraft that first entered commercial service in 1976 with the Concorde. The Concorde was an Anglo-French supersonic airliner that could carry 92 to 128 passengers and fly at speeds of up to Mach 2. The SST had a range of about 3,500 miles and could fly at an altitude of about 60,000 feet.
One of the main drawbacks of the SST was its high fuel consumption. The Concorde, for example, used about three times as much fuel per passenger-mile as the Boeing 747, which could carry more than three times as many passengers while using the same amount of fuel. The Tu-144, a Soviet-built SST, also had a much shorter range than the Concorde and was less fuel-efficient.
The high fuel consumption of SSTs became a particularly big issue in the 1970s when fuel prices started to rise. This, along with the aircraft's environmental impact, negative public opinion, and high maintenance costs, contributed to the eventual cancellation of many SST programs, including the American Boeing 2707.
Despite the drawbacks, SSTs had their advantages. They could fly more trips than subsonic aircraft, leading to higher utilization. Additionally, they could fly more revenue-earning flights in a given time, so fewer aircraft were needed to service a particular route. However, these advantages were not enough to offset the high fuel costs, and SSTs became an expensive form of commercial civil transportation.
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The environmental impact of SSTs
The noise generated by SSTs during take-off and supersonic flight is another environmental concern. The sonic boom and take-off noise of SSTs have been a source of public concern and have led to restrictions on supersonic flights over land. The US, India, and Malaysia all restricted Concorde supersonic flights due to noise concerns. Additionally, the FAA is developing US-specific standards for civil supersonic aircraft noise, including proposed rules for landing and take-off noise certification.
The lack of international environmental standards for SSTs is also a challenge. While there are certification standards for emissions for engines capable of supersonic flight based on the Concorde, these have been deemed outdated by the ICAO Committee on Aviation Environmental Protection (CAEP). Policymakers are debating whether to develop new standards specific to SSTs or apply existing standards for subsonic aircraft. However, the lack of flying SSTs makes it difficult to obtain the necessary test data for developing new emission standards.
Overall, the environmental impact of SSTs is a complex issue that involves fuel consumption, emissions, noise, and the potential depletion of the ozone layer. While there have been advancements in technology and a resurgence of interest in developing new SSTs, addressing their environmental impact and meeting regulatory requirements remain crucial challenges for the industry.
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SSTs and the Concorde
The Concorde was an Anglo-French supersonic airliner developed and manufactured by Sud Aviation and the British Aircraft Corporation (BAC). It was designed to fly at supersonic speeds, which required more fuel than subsonic aircraft. The Concorde's fuel efficiency was further impacted by the fact that it entered service after the introduction of high-bypass jet engines on subsonic aircraft, which made these aircraft much more efficient.
The Concorde had a fuel capacity of 99,000 litres (26,150 US gallons) and burned three times as much fuel per passenger-mile as a Boeing 747. This higher fuel consumption had a significant impact on the operating costs of the Concorde, making it an expensive form of commercial transportation. The International Council on Clean Transportation (ICCT) estimates that a New York to London supersonic flight on the Concorde would consume more than twice as much fuel per passenger as a subsonic business-class flight.
The development of the Concorde faced challenges due to environmental concerns related to supersonic aircraft, including the sonic boom, take-off noise, and pollution. These concerns, along with rising fuel prices in the 1970s, contributed to the cancellation of orders and the limited production of the Concorde. Only 14 Concordes were ever built, and they were operated by Air France and British Airways.
Despite the challenges, the Concorde proved to be economically viable in the niche market it serviced, with a dedicated customer base willing to pay higher prices for the supersonic travel experience. The Concorde entered commercial service in 1976 and was retired in 2003 due to maintenance costs and other issues.
In comparison to the Concorde, the American SST project, the Boeing 2707, faced similar challenges with fuel efficiency and environmental concerns. The Boeing 2707 was designed to be larger and faster than the Concorde, seating 250 to 300 passengers and cruising at Mach 3 speeds. However, the project was cancelled due to economic and environmental concerns, with the US government cutting federal funding for the programme in 1971.
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The rise and fall of the SST
SST, or the Supersonic Transport, was a product of the 1960s, the golden age of American aerospace prowess. During this time, the Soviets and the West were in competition, and the West's advances in aviation were met with the Soviets' efforts to do the same.
The British and French signed an agreement in 1962 to build an SST, the Concorde. The Concorde was jointly developed and manufactured by Sud Aviation and the British Aircraft Corporation (BAC). It was a tailless aircraft design with a narrow fuselage, seating 92-128 passengers, and was powered by four Rolls-Royce/Snecma Olympus 593 turbojets. It had a cruising altitude of about 56,000 ft (17,000 m), which allowed it to have exclusive use of dedicated oceanic airways.
The Soviet Union also developed its own SST, the Tupolev Tu-144, which first flew in 1968, just weeks before the Concorde's first flight. However, the Tu-144 had a very public crash at the Paris Air Show in 1973, damaging its reputation.
The Concorde, on the other hand, entered commercial service in 1976, although it faced order cancellations due to public concerns over environmental issues and safety. Despite this, it found a niche market with a dedicated customer base that was willing to pay higher prices.
The SST designs had higher fuel consumption than their subsonic counterparts, and with lower passenger capacities, they were more expensive for commercial civil transportation. The International Council on Clean Transportation (ICCT) estimates that an SST would burn 5 to 7 times as much fuel per passenger.
In the mid-1970s, six years after its first supersonic test flight, political outcry in the US threatened the Concorde's economic prospects, as it had been built with the London-New York route in mind. The US government also cut funding for its own SST program, leading to the cancellation of the Boeing 2707.
Despite some efforts to revive SST research, such as Aerion's plans for a 50-seat SST in 2021, these initiatives have faced financial challenges. The rise and fall of the SST can be attributed to a combination of political, economic, and environmental factors, as well as advancements in subsonic aircraft technology.
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SSTs and the Boeing 2707
The Boeing 2707 was the first American supersonic transport (SST) project. It was designed to be much larger and faster than its competitors, with seating for 250 to 300 passengers and cruise speeds of Mach 3. However, the project faced several challenges and was ultimately cancelled before the prototypes could be completed.
The development of the Boeing 2707 began in the 1960s, during the golden age of American aerospace prowess. Boeing won a competition for a government-funded contract to build an American SST and started working on the project at its facilities in Seattle, Washington. The initial design featured a swing-wing configuration, but they later had to switch to a conventional delta wing due to weight and size issues. The new design was smaller, seating 234 passengers, and was known as the Model 2707-300.
Despite having over 120 SST orders, the project faced opposition from various groups, including environmentalists concerned about the possible depletion of the ozone layer, noise pollution, and sonic booms. These concerns, along with rising costs, certification issues, quality problems, delivery delays, and a lack of clear market demand, contributed to the cancellation of the project in 1971. The US government cut federal funding for the programme, and as a result, Boeing did not complete its two 2707 prototypes.
The cancellation of the Boeing 2707 had a significant impact on the SST field in the US, leaving it moribund for some time. The negative press surrounding the SST concept, particularly regarding sonic booms and ozone layer effects, also affected public opinion. The competing Concorde, a British-French supersonic airliner, faced similar environmental concerns and order cancellations. However, it entered commercial service in 1976 and proved economically viable in its niche market.
The SST concept continued to face challenges, including the higher fuel consumption associated with supersonic speeds. Supersonic jet engines have greater specific fuel consumption at higher speeds, and the narrower wing and fuselage designs required for supersonic speeds can lead to aeroelasticity problems, necessitating heavier structures. These factors contribute to the higher fuel costs of SSTs compared to subsonic aircraft, making SSTs an expensive form of commercial transportation. While modern advancements in materials and technology can help address some of these challenges, it is unlikely that SSTs will be economically feasible in the foreseeable future.
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Frequently asked questions
The SST, or Concorde, burned three times the fuel per passenger mile compared to the Boeing 747. The International Council on Clean Transportation (ICCT) estimates that an SST would burn 5 to 7 times as much fuel per passenger.
The SST was designed to fly at supersonic speeds, which requires more fuel than subsonic aircraft. The SST's fast flight allowed it to fly more trips than subsonic aircraft, but at the cost of increased fuel consumption.
The SST proved to be economically viable in a niche market with a small and dedicated customer base that was willing to pay for the more expensive tickets. However, rising fuel prices in the 1970s made the SST uneconomical to operate, and it was ultimately discontinued.
