Over the past 15 years, there has been much talk about the development of a new class of business aircraft – the supersonic business jet (SSBJ).

Looking back to June 29, 1990, Gulfstream Aerospace signed an agreement with Russia’s Sukhoi for the development of such a jet, set to sell for about $50 million (in 1990 economic conditions). The aim was to create an aircraft that could reach speeds of up to Mach 2.2, carrying 19 passengers almost 5,000nm.

The first proof-of-concept SSBJ was planned to take flight in 1994, followed by first deliveries in 1997.

Despite the best intentions (not to mention optimism) of the companies, the partnership was doomed, as development was halted before any real progress was made.

Ten years later, and major manufacturers including Gulfstream and Dassault were still in the race to build the first commercial supersonic aircraft since Concorde.

In February 2000, Meridian International – a consultant based in Warwick, UK – surveyed 73 operators of large business jets (including the Global Express, Gulfstream V and Falcon 900) and found that 12 of these reported that they would place orders for SSBJs. Forty-three operators stated that they would give serious consideration to acquiring such an aircraft.

Fast-forward to the present day and the potential for the development of an SSBJ appears to be looking ever more realistic, despite the mountain of development headaches ahead – not to mention the ever-present anti-noise lobbyists.

Two major players in this market came to the attention of the business aviation industry at last year’s NBAA exhibition. Reno-based Aerion Corporation unveiled a scale model of its design, which incorporates natural laminar flow (NLF) technology to reduce drag at supersonic speeds.

According to the company, its aircraft will be able to fly 4,000nm at speeds of up to Mach 1.6. To ensure that strict noise regulations are adhered to (the FAA forbids supersonic travel over land) the aircraft is designed with boomless cruise up to Mach 1.1 and a low boom signature at greater speeds.

In a programme update issued at this year’s Paris Air Show, Aerion reported that, despite numerous alterations to the design, the SSBJ could enter service by 2011.

“The horizontal tail has been changed from a T-tail to a conventional vertical and fuselage-mounted tail configuration,” said a spokesman. “The change was made after wind-tunnel testing indicated excessive downwash on the T-tail from wing and strakes.

“The cockpit floor has been elevated, the windshield angle changed and the nose shape slightly altered in order to ensure the Aerion SBJ meets FAA guidelines for pilot visibility.”

Aerion’s key competitor is Supersonic Aerospace International (SAI), whose quiet supersonic transport (QSST) is being designed by Lockheed Martin’s Skunk Works – the same company responsible for various military aircraft, including the F-117 Stealth Fighter.

With this partnership and a clear motivation behind the project (SAI founder J. Michael Paulson aims to fulfil the vision of his late father, Allen Paulson, who was the founder and ceo of Gulfstream Aerospace), it appears that the company’s optimism may have a strong foundation.

The aircraft is expected to reach speeds of up to Mach 1.8, flying 12 passengers as far as 4,000nm. Performance attributes of this level do not come cheap, however; the projected price is $80 million.

The road to supersonic business jet development has been somewhat rocky, but it appears that with the renewed interest of late, the possibility of flying from Chicago to Paris in less than four and a half hours, for example, is looking ever more viable.

As Aerion vice president Brian Barents comments: “The dream of practical supersonic flight is within sight. It is not far-fetched to imagine that perhaps two Paris Air Shows from now an Aerion supersonic jet prototype will be the main attraction.”