Q: Hand on heart, will the aircraft ever be produced?
A: I wouldn't be sitting here if I didn't believe that it would. What you see today is based on firm, aggressive plans and I don't think that they're high risk at all. It will be in service in 2008. All our data shows that the date is achievable.
Q: How has the project moved on since the Sonic Cruiser concept was launched?
A: Boeing has been working hard to prove the concept's viability and it's in the area of advanced fluid dynamics that the most progress has been made.
We now understand how to make it fly at Mach 0.98 without drag causing us a problem, while the world's three major engine makers (GE, Pratt & Whitney and Rolls-Royce) are all enthusiastically behind the project and confident that the cores of their B777 engines will provide a good jumping-off point for further development. We expect to have up to three engine choices available for the airlines.
Q: You're talking about an in-service date of 2008. How on earth are you going to achieve that when it's still a ‘paper aeroplane'?
A: Although I don't have a crystal ball, all our research shows that the date is achievable.
Q: You're talking about the aircraft containing a ‘significant amount of composites in the structure. How much is significant?
A: By significant, I mean that the skin of the aircraft will be composite and maybe the frames too. But I have to tell you that the suppliers of aviation metals have been forced into thinking about the challenge to their businesses and they're also coming up with some innovative new materials which we still have to evaluate fully.
Q: The aircraft will weigh about the same as a B777 but have the passenger load of a B767. How will the economics work out?
A: It's all about the value of time and speed – to the passengers as well as to the airlines.
The carriers we have talked to think they may have to charge a premium although they recognise that the faster journey times will mean they will be able to schedule more flights per day with the same number of aircraft.
And because the aircraft will cruise at 45,000 or even 50,000ft (15,000m), there'll be less risk of delay from weather or ATC congestion as it will be able to use its big wing to gain altitude faster.
Q: How far will the aircraft be able to fly?
A: We're aiming for 6,500-7,500nm (12,000-13,900km) for starters but that big wing gives us the capability for loads of fuel and I believe that up to or even more than 9,000nm will be possible in the future.
Q: What differences will passengers notice over today's aircraft?
A: They'll notice a steeper climb-out, but an advanced modal suppression system, using the canards and rudders controlled by a hybrid fly-by-wire/hydraulic system, will give excellent ride comfort.
For the flight crew, the low-speed handling will be simple too with take-off and landing speeds similar to today's widebody aircraft.
Source: Flight Daily News
