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Aviation History
1987
1987 - 0018.PDF
TECHNOLOGY Aerospatiale studies hypersonics PARIS Aerospatiale is studying a Mach 5 hypersonic airliner that could enter service in the year 2000. A mockup will be unveiled at the Paris Air Show, reports Gilbert Sedbon. The new airliner, dubbed AGV (Avion a Grande Vitesse) after France's famous TGV high-speed train, would be powered by variable-cycle engines together producing 120 tonnes of thrust (four 30- tonne-thrust or six 20-tonne- thrust engines). The combined-cycle engine being studied by Snecma and SEP combines turbojet, ram jet, and liquid-rocket tech nology. It would burn kerosene for turbojet take-off and liquid methane for ramjet hypersonic flight. With a 7,500 n.m. nonstop range, 2,700kt cruise speed at 98,000ft, and carrying 150-200 passengers, AGV is expected to weigh some 300 tonnes, nearly twice that of the super sonic Concorde. Aerospatiale studies have already produced a general aerodynamic shape for the AGV, which has been wind- tunnel tested at Onera. These tests included evaluation of full-span leading-edge slats to increase lift. According to Aerospatiale lift on take-off would be further augmented by a rearward shift in e.g. location made possible by fly- by-wire control. Materials for the AGV would be developments of those already tested for the Hermes spaceplane, including composites able to withstand temperatures up to 600°C. Concurrently with its eval uation of likely technologies, Aerospatiale has embarked on an economic study to deter mine the likely market for such vehicles in the 21st century. By unveiling its prelimi nary studies, Aerospatiale is staking its claim to a leading role in any consortium that might eventually build a hypersonic airliner. European manufacturers discussed future hypersonic transports at a two-day meeting in Rome in March. The Aerospatiale AGV, France's answer to the Orient Express, would have retractable foreplanes Unmanned high flyer feasible MARIETTA An unmanned high-altitude observation platform able to remain aloft for 60-90 days or even longer is technically feasible, says Lockheed- Georgia. With a wingspan of 100- 150ft and a sensor payload of 500-l,5001b, the pilotless aircraft would be powered by a 25-40 h.p. electric motor driving a propeller. Electrical power would be beamed to the platform as it orbited 60,000-70,000ft above a 300ft-square microwave antenna field, executing figures of eight to stay within the power cone. Some 2MW of power would be beamed upward, to be received by antennas under the platform's wings which would convert the microwave power into about 30kW of DC power to drive the engine and the data collection and transmission payload. Nasa's Marshall Space Flight Centre, in co-operation with the US Department of Energy, approached Lockheed to determine the feasibility of developing a carbon dioxide observation platform system (CO-OPs) as a means of conducting regional atmo spheric and near-space stud ies over a long period. Balloons, rockets, manned aircraft, and satellites had been considered, but CO-OPs had emerged as the best solu tion. Satellites were too expen sive, manned aircraft did not have the endurance, balloons could not remain over a fixed spot, and rockets had only brief lives. CO-OPs offered the best combination of cost, endurance, and resolution, says Lockheed. Such a plat form could be developed and deployed within four years of a go-ahead, the company concludes. Lockheed-Georgia's long-endurance platform would use a joined wing for low drag and weight 16 FLIGHT INTERNATIONAL, 4 April 1987
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