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[NEW] «Bang» et bruit au décollage: Le futur «Concorde» devra se montrer silencieux | swiss le concorde – Sambeauty

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«Bang» et bruit au décollage

:

Le futur «Concorde» devra se montrer silencieux

Plusieurs projets sont en cours pour recréer un avion supersonique, 50 ans après le premier vol du Concorde. Mais il devra se montrer plus silencieux.

Plusieurs projets d'avion supersoniques sont en cours.

Plusieurs projets d’avion supersoniques sont en cours.

dr

Cinquante ans après le premier vol d’essai du Concorde, le 2 mars 1969, le supersonique fait toujours rêver: plusieurs projets sont en cours aux Etats-Unis mais à l’heure d’exigences environnementales croissantes, le futur avion à très grande vitesse devra se montrer plus silencieux.

Dans les années 1970, le Concorde décollait avec un niveau sonore de 119,4 décibels – aujourd’hui inacceptable au vu des normes internationales – et le «bang» supersonique provoqué par le franchissement du mur du son par l’avion qui volait à une vitesse de croisière de Mach 2,04 (2.500 km/h), soit deux fois la vitesse du son, lui interdisait de survoler les zones habitées.

«Les intérêts économiques de projets d’avions d’affaires supersoniques ne peuvent se confirmer que si la règlementation permet le survol des terres et le verrou, c’est le bang supersonique», explique Gérald Carrier, responsable du département aérodynamique appliquée de l’Onera, le centre français de recherche aérospatiale.

«C’est sur ce verrou que se sont focalisées les recherches depuis 10 ans du côté de la Nasa. Il faut reconnaître qu’ils ont joué un rôle dans les avancées qui permettent aujourd’hui de raisonnablement penser qu’un avion supersonique low-boom est à portée de main», ajoute-t-il.

En juillet, la Nasa et l’Onera ont signé un partenariat de recherche sur le bang supersonique. Le «bel oiseau blanc», qui a été un fiasco commercial, est remisé sous les hangars depuis 2003.

«Depuis les années 60, on a divisé par quatre le bruit des avions subsoniques», souligne Bruno Hamon, chef du bureau de la performance environnementale des aéronefs à la direction générale de l’aviation civile (DGAC).

Aujourd’hui, explique-t-il, un bras de fer oppose Européens et Américains au sein de la commission créée par l’OACI, l’agence des Nations unies spécialisée dans le transport aérien, pour définir des normes acoustiques pour un futur supersonique.

Possible «régression»

«Les Européens souhaitent que les supersoniques respectent les normes des subsoniques et les Américains (…) souhaitent que la norme permette la mise sur le marché de leurs projets d’avions», explique M. Hamon.

La position américaine en faveur d’«une norme moins ambitieuse que celle des subsoniques» serait perçue «comme une régression», avec «des réactions à craindre de la part du public», poursuit-il, en dénonçant l’idée de mettre sur le marché un avion qui ferait plus de bruit «alors que l’aviation subsonique a concédé d’énormes efforts» en ce sens.

Sur le sujet du «bang», dont «l’intensité est celle des deux explosions d’un final de feu d’artifice», selon M. Hamon, l’Europe collabore au projet Rumble (Regulation and Norm for Low Sonic Boom Levels) destiné à aider l’OACI à définir une norme acceptable pour le bang supersonique.

Plusieurs projets d’avions supersoniques, tous de la taille d’un avion d’affaires, sont étudiés par des start-up aux Etats-Unis, dont Aerion, le plus avancé, d’une capacité de 8 à 12 passagers, le Spike S-512, de même capacité, et le projet Boom, le plus ambitieux, visant à transporter 45 à 50 passagers.

Le constructeur américain Boeing a aussi dévoilé en juin son concept d’avion de ligne «hypersonique», qu’il espère faire voler à Mach 5 – soit cinq fois la vitesse du son – pour une mise en service éventuelle dans 20 ou 30 ans.

Et deux mois auparavant, la Nasa avait signé un accord avec Lockheed Martin portant sur le développement d’un «Avion-X» supersonique, qui aura pour mission de franchir le mur du son sans produire le «bang» et donc en survolant les territoires habités. «Le risque n’est pas nul de voir l’Amérique développer un supersonique», a estimé jeudi Eric Trappier, PDG de Dassault Aviation.

«Techniquement, on a les compétences de faire un avion supersonique (…) Le problème, c’est les normes», a-t-il poursuivi, précisant en outre ne pas être «sûr que le business plan soit très crédible». (nxp/afp)

Un envol il y a 50 ans

L’avion supersonique Concorde prenait son envol, il y a 50 ans à Toulouse, dans le sud-ouest de la France, sous les commandes du pilote d’essai André Turcat devant une foule de journalistes et curieux, admiratifs du «grand oiseau blanc».

Né en novembre 1962 d’un accord bilatéral entre Londres et Paris, le projet supersonique a connu, dès le démarrage, de fortes turbulences. Les deux sociétés partenaires, British Aircraft Corporation (aujourd’hui BAE Sytems) et Sud-Aviation (ancêtre d’Airbus) divergeaient sur les caractéristiques de l’appareil: long-courrier capable de franchir l’Atlantique pour le premier, moyen-courrier pour le second à l’image de ses fameuses Caravelle.

Le nom même du projet a été disputé, entre «Concord» à l’anglaise et «Concorde», bien que le mot désigne à l’identique entente dans les deux langues. En 1967, le britannique Tony Benn, secrétaire d’Etat aux Technologies, tranche : le “e” final sera ajouté à «Concord» pour signifier «Excellence», «England», «Europe» et «Entente cordiale».

Il faudra encore près de sept ans et 5500 heures de vol d’essai pour que Concorde soit autorisé à entamer sa vie commerciale, sous les couleurs d’Air France et British Airways

( NewsXpress )

[Update] Concorde | Summary, History, & Facts | swiss le concorde – Sambeauty

The Concorde’s retirement was due to a number of factors. The supersonic aircraft was noisy and extremely expensive to operate, which restricted flight availability. The operating costs required fare pricing that was prohibitively high for many consumers. The resulting financial losses led both British Airways and Air France to make New York City their only regular flight destination. Finally, in 2000 an Air France Concorde’s engine failure and subsequent crash killed all 109 people on board and 4 people on the ground. Many believe this event accelerated the retirement of the Concorde in 2003.

The Concorde’s production and operation was an enormous financial undertaking for both the United Kingdom and France, contributing to sky-high ticket pricing for most consumers. In 1996 for example, British Airways charged $7,574 ($12,460, adjusted for 2020 inflation) for a round-trip flight from New York City to London. As a possible result, many of these flights were at half capacity, and those on board were frequently airline guests or upgraded passengers.

The Concorde made its first successful flight on March 2, 1969, with a maximum cruising speed of 2,179 km (1,354 miles) per hour, more than twice the speed of sound. It made its first transatlantic crossing in 1973. In 1976 the Concorde inaugurated the world’s first scheduled supersonic passenger service, with British Airways flights from London to Bahrain and Air France flights from Paris to Rio de Janeiro. Regular flights to Washington, D.C., and New York City were added in 1976 and 1977, respectively.

The Concorde was developed by the United Kingdom and France as part of the first major cooperative aircraft design venture between two European countries. In 1962 the U.K. and France signed a treaty to share costs and risks in the aircraft’s production. The Concorde was designed by four companies: in the U.K., British Aerospace and Rolls-Royce ; and in France, Aérospatiale and SNECMA (Société Nationale d’Étude et de Construction de Moteurs d’Aviation). The final product was completed in 1969.

The Concorde was a supersonic passenger-carrying commercial airplane. Built in the 1960s as part of a joint venture between the United Kingdom and France, the Concorde was the first commercial aircraft of its kind. Only 14 Concorde aircraft went into service before it was retired by both countries in 2003.

Concorde, the first supersonic passenger-carrying commercial airplane (or supersonic transport, SST), built jointly by aircraft manufacturers in Great Britain and France. The Concorde made its first transatlantic crossing on September 26, 1973, and it inaugurated the world’s first scheduled supersonic passenger service on January 21, 1976—British Airways initially flying the aircraft from London to Bahrain and Air France flying it from Paris to Rio de Janeiro. Both airlines added regular service to Washington, D.C., in May 1976 and to New York City in November 1977. Other routes were added temporarily or seasonally, and the Concorde was flown on chartered flights to destinations all over the world. However, the aircraft’s noise and operating expense limited its service. Financial losses led both airlines to cut routes, eventually leaving New York City as their only regular destination. Concorde operations were finally ceased by Air France in May 2003 and by British Airways in October 2003. Only 14 of the aircraft actually went into service.

The Concorde was the first major cooperative venture of European countries to design and build an aircraft. On November 29, 1962, Britain and France signed a treaty to share costs and risks in producing an SST. British Aerospace and the French firm Aérospatiale were responsible for the airframe, while Britain’s Rolls-Royce and France’s SNECMA (Société Nationale d’Étude et de Construction de Moteurs d’Aviation) developed the jet engines. The result was a technological masterpiece, the delta-wing Concorde, which made its first flight on March 2, 1969. The Concorde had a maximum cruising speed of 2,179 km (1,354 miles) per hour, or Mach 2.04 (more than twice the speed of sound), allowing the aircraft to reduce the flight time between London and New York to about three hours. The development costs of the Concorde were so great that they could never be recovered from operations, and the aircraft was never financially profitable. Nevertheless, it proved that European governments and manufacturers could cooperate in complex ventures, and it helped to ensure that Europe would remain at the technical forefront of aerospace development.

ConcordeConcorde

A British Airways Concorde.

© stockcamr/iStock.com

On July 25, 2000, a Concorde en route from Paris to New York City suffered engine failure shortly after takeoff when debris from a burst tire caused a fuel tank to rupture and burst into flames. The aircraft crashed into a small hotel and restaurant. All 109 persons on board, including 100 passengers and 9 crew members, died; 4 people on the ground were also killed.

Air France flight 4590Air France flight 4590

Air France flight 4590 taking off with fire trailing from its engine, Paris, July 25, 2000. The plane crashed shortly after takeoff, killing all 109 people aboard and four others on the ground.

Toshihiko Sato/AP Images


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CONCORDE SIÊU THANH VỠ BÌNH NHIÊN LIỆU | AIR FRANCE 4590 | TAIMODELS


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#swiss001landing 0 FPM LANDING IN A CONCORDE?!!?


it might not have been much on the runway but that doesnt matter right?

#swiss001landing 0 FPM LANDING IN A CONCORDE?!!?

Huyền thoại máy bay siêu thanh Liên Xô Tu-144 sụp đổ như thế nào?


tu144 máybaysiêuthanh liênxô
Huyền thoại máy bay siêu thanh Liên Xô Tu144 sụp đổ như thế nào?
Tháng 12/1968, một chiếc phi cơ đặc biệt, đầy tính đột phá bắt đầu có chuyến bay đầu tiên.
Trông như một mũi tên màu trắng khổng lồ, nó giống một vật thể vị lai mà con người có thể làm ra trong thời thập niên 1960. Chiếc phi cơ có khả năng bay nhanh như đạn bắn, tốc độ quá lớn vốn bị coi là không thích hợp để chuyên chở hành khách.
Phần đầu phi cơ có hình mũi kim tiêm nhọn hoắt, trông giống như phiên bản của một thiết bị được gắn rocket trong loạt phim khoa học viễn tưởng Flash Gordon; khi tiến ra đường băng, toàn bộ phần mũi phi cơ được thiết kế để trượt xuống dưới, khiến cho phi công có thể nhìn mặt đất bao quát hơn. Điều này khiến nó trông giống như một con chim khổng lồ đang chuẩn bị hạ cánh.

Huyền thoại máy bay siêu thanh Liên Xô Tu-144 sụp đổ như thế nào?

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