Aviation behemoths such as Airbus, Boeing, Lockheed Martin and a host of others are investing heavily in futuristic programmes of which some may see the light of the day and some may not

In 1893, Horatio Phillips built a “Flying Machine” which looked like a motorised “Venetian blind”. Over a century later, “concept planes”, some of which are straight out of science fiction, are flying off the drawing boards at supersonic speed. The doable futuristic designs are getting shape and expected to redefine air travel in the not so distant future.

Scientists, innovators, engineers and aircraft manufacturing companies are busy designing and working on “concept planes” driven by different needs. Aviation behemoths such as Airbus, Boeing, Lockheed Martin and a host of others are investing heavily in futuristic programmes of which some may see the light of the day and some may not.

With the turn of the 21st century, a surfeit of aircraft designs surfaced that have been wildly imaginative and unorthodox, particularly military aircraft with stealth and strike features. The designs are weird, exotic and even monstrous. In the civil aviation realm, the aircraft manufacturing companies, propelled by business considerations, are considering investments in designs which improve operational efficiency; consume less fuel or alternate fuel; enhance passenger comfort; and are environment friendly.

Airbus Research and Technology head Axel Krein said, “The planes of the future will offer an unparalleled, unobstructed view of the wonders of the five continents —where you will be able to see the pyramids or the Eiffel Tower through the transparent floor of the aircraft.” This can be done using special ceramics.

Supersonic cruising

Sometime around 2030 or 2035, a concept aircraft, envisioned by Lockheed Martin, may take to the skies. The futuristic aircraft is set to revolutionise supersonic cruising by relying upon a so-called “inverted-V” engine-under wing configuration, where the engines sit atop the wings rather than beneath. This is expected to quiet the sonic boom, the main reason why supersonic flights are banned over land routes. That prevented the now-defunct Concorde airliner from going supersonic except over water during transatlantic trips.

In October 2008, NASA gave a mandate to the industry and academia to develop advanced concepts for aircraft that could satisfy anticipated commercial air transportation needs while meeting specific energy efficiency, environmental and operational goals in 2030 and beyond. The studies were intended to identify key technology development needs to enable the envisioned advanced airframes and propulsion systems.

NASA’s goals for a 2030-era aircraft are:

• A 71-decibel reduction below current Federal Aviation Administration noise standards, which aim to contain objectionable noise within airport boundaries.
• A greater than 75 per cent reduction on the International Civil Aviation Organisation’s Committee on Aviation Environmental Protection Sixth Meeting, or CAEP/6, standard for nitrogen oxide emissions, which aims to improve air quality around airports.
• A greater than 70 per cent reduction in fuel burn performance, which could reduce greenhouse gas emissions and the cost of air travel.
• The ability to exploit metroplex concepts that enable optimal use of runways at multiple airports within metropolitan areas, as a means of reducing air traffic congestion and delays.

Four teams racing

The teams were led by General Electric, Massachusetts Institute of Technology, Northrop Grumman and Boeing. Here are some highlights from their final reports:

GE Aviation conceptualises a 20-passenger aircraft that could reduce congestion at major metropolitan hubs by using community airports. The aircraft has an oval-shaped fuselage that seats four across in full-sized seats. Other features include an aircraft shape that smoothes the flow of air over all surfaces, and electricity-generating fuel cells to power advanced electrical systems.

With its 180-passenger D8 “double bubble” configuration, the Massachusetts Institute of Technology team strays farthest from the familiar, fusing two aircraft bodies together lengthwise and mounting three turbofan jet engines on the tail. Important components of the MIT concept are the use of composite materials for lower weight and turbofan engines with an ultra high bypass ratio for more efficient thrust. In a reversal of current design trends the MIT concept increases the bypass ratio by minimising expansion of the overall diameter of the engine and shrinking the diameter of the jet exhaust instead. The team said it designed the D8 to do the same work as a Boeing 737-800. The D8’s unusual shape gives it a roomier coach cabin than the 737.

The Northrop Grumman team foresees the greatest need for a smaller 120-passenger aircraft that is tailored for shorter runways. The team describes its silent efficient low emission’s commercial transport (SELECT), concept as “revolutionary in its performance, if not in its appearance.” Ceramic composites, nanotechnology and shape memory alloys figure prominently in the airframe and ultra high bypass ratio propulsion system construction.