view of the aircraft and its surroundings. Boom will soon begin testing on Overture’s Symphony
engine core, which is scheduled to become operational later this year. Flight tests will commence in earnest by 2026, with the
jet expected to enter commercial service with a top speed of Mach 1.7 a year or two later. Scholl is confi dent Boom is dodging the design blunders
Boom will soon begin testing on Overture’s Symphony engine core, which is scheduled to become operational later this year.
way, the capitalist way. Get barriers out of the way and let competition and free markets lead the way.” Instead of the six hours it typically takes to fl y from New
York City to Los Angeles, Overture will make the trip in about three hours and 30 minutes. But because Overture will ramp up to nearly twice the speed of sound over water, the typical seven-hour Gotham to London fl ight time would be cut roughly in half. Compared to today’s commercial jets, Overture will
be an engineering marvel. Instead of the bewildering array of breakers and buttons found in legacy cockpits, airplane functions other than stick, throttle, and landing gear will all be accessible to the pilots via high-defi nition touchscreens. During takeoff s and landings, pilots will use augmented-reality headsets, giving them a crystal-clear
that plagued the fuel-gulping Concorde, which burned four times the fuel of a Boeing 747 with one-fourth the number of passengers. “Concorde got killed by economics, it really got killed by socialism,” Scholl says. “They built this 100-seat airplane with uncomfortable seats and guess what? Nobody could aff ord to fl y on it. It didn’t make any economic sense.” Scholl’s dream is to make supersonic fl ight widely accessible at a reasonable price. While a Concorde fl ight was more expensive than a fi rst-class ticket, Scholl anticipates a fl ight on Overture will be comparable to today’s business-class fares — in other words, widely aff ordable, but not for everyone. And with time, the price could dip lower. Scholl’s critics were skeptical he could raise the start-up
capital needed to build America’s fi rst supersonic jetliner. But thanks to Trump’s decision legalizing supersonic overland fl ight, investor interest is going full throttle. “If you could see the emails in my inbox, it’s certainly
true,” Scholl tells Newsmax. “We’ve gotten a lot of inbound interest now that the blocker has been cleared.” Now that Trump has cleared the path for the resumption of supersonic fl ight in America, Scholl says, “It’s go time.” Scholl adds he’s determined to be one of the passengers
aboard Overture’s fi rst commercial fl ight, in many respects the culmination of a lifelong dream. “I’m not going to miss that,” he says.
Breaking Sound Barrier With No Boom! O
ne of the long-standing bugaboos over supersonic flight is noise pollution. Most people have heard a sonic boom and don’t even realize it. The crack of a bullwhip or bullet are humble examples of small sonic booms. Of course, when you push
an 87-ton jetliner through the sound barrier, that noise is a lot louder. It can break glass and crack plaster. Scientists have long known,
however, that it’s possible the boom — essentially a sonic
shockwave — can be averted using what they call Mach cutoff .
Mach cutoff stems from
the well-established fact that sound waves tend to bend or refract as they pass through the atmosphere. Bend them enough and they’ll curve and dissipate without ever striking the ground — or rattling windows. By carefully shaping the aircraft
SCHOLL
fuselage and flying at a high enough altitude in good weather conditions, there will be no audible sonic boom heard on the ground when the aircraft accelerates beyond the speed of sound.
That’s how
Boom Supersonic’s XB-1 test aircraft was able to exceed the speed of sound in January without triggering a sonic boom. Eventually, through proper
testing, aviation entrepreneurs believe the public will accept some degree of overflight noise in return for flights that get them where they’re going a lot faster. “That’s a harder job
because people will disagree about it,” says Blake Scholl, CEO of Boom Supersonic. “But that’s got to be figured out, because that will enable second-generation supersonic transports that can fly even faster with noise that’s no big deal.”
He adds, “We just need to decide what no big deal is.” — D.P.
AUGUST 2025 | NEWSMAX 13
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