Concorde supersonic transport aircraft

The first commercial supersonic transport, the Concorde, operates on Jet A1 kerosene but produces unacceptable noise and exhaust emissions. Moreover, it is limited in capacity to 100 passengers and to about 3000 miles in range. At supersonic speed of Mach 2, the surfaces of the aircraft are heated by ram air. These surfaces can raise the temperature of fuel held in the tanks to 80 °C. Since fuel is the coolant for airframe and engine subsystems, fuel to the engine can reach 150°C (26). An HSCT operated at Mach 3 would place much greater thermal stress on fuel. To minimize the formation of thermal oxidation deposits, it is likely that fuel deflvered to the HSCT would have to be deoxygenated. 

The research of Paul Crutzen, the third recipient of the Nobel Prize for Chemistry in 1995, involved the effect of nitric oxide (NO) on the destruction of stratospheric ozone. Unlike CFCs, which may take 50 to 100 years to diffuse into the upper atmosphere, nitric oxide is introduced directly to the stratosphere in the exhaust of high-altitude aircraft. Early in the 1970s, the United States considered construction of a large fleet of supersonic transport airplanes (SSTs), similar to the Concorde. Environmentalists argued, based in part on the work of Paul Crutzen, that to do so would significantly endanger the ozone layer. 

The next generation of high speed civil transports (HSCTs) is designed to carry 250-300 passengers at supersonic speeds [5]. The European version of this aircraft (a second generation Concorde) has a proposed speed of Mach 2.05, consistent with transatlantic operation, whereas the US plane has a proposed speed of Mach 2.4 for transpacific operation. Estimated surface skin temperatures will increase from 110°C to 177°C simply as a result of the speed difference. The operational life at these elevated temperatures... 

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