The ionizing radiations in supersonic transport flights
Ionizing radiation in supersonic transport flights
IONIZING RADIATION↗
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Low Density Supersonic Decelerator Flight Dynamics Test-1 Flight Design and Targeting
NASA's Low Density Supersonic Decelerator (LDSD) program was established to identify, develop, and eventually qualify to Test [i.e. Technology] Readiness Level (TRL) - 6 aerodynamic decelerators for eventual use on Mars. Through comprehensive Mars application studies, two distinct Supersonic Inflatable Aerodynamic Decelerator (SIAD) designs were chosen that afforded the optimum balance of benefit, cost, and development risk. In addition, a Supersonic Disk Sail (SSDS) parachute design was chosen that satisfied the same criteria. The final phase of the multi-tiered qualification process involves Earth Supersonic Flight Dynamics Tests (SFDTs) within environmental conditions similar to those that would be experienced during a Mars Entry, Descent, and Landing (EDL) mission. The first of these flight tests (i.e. SFDT-1) was completed on June 28, 2014 with two more tests scheduled for the summer of 2015 and 2016, respectively. The basic flight design for all the SFDT flights is for the SFDT test vehicle to be ferried to a float altitude of 120 kilo-feet by a 34 thousand cubic feet (Mcf) heavy lift helium balloon. Once float altitude is reached, the test vehicle is released from the balloon, spun-up for stability, and accelerated to supersonic speeds using a Star48 solid rocket motor. After burnout of the Star48 motor the vehicle decelerates to pre-flight selected test conditions for the deployment of the SIAD system. After further deceleration with the SIAD deployed, the SSDS parachute is then deployed stressing the performance of the parachute in the wake of the SIAD augmented blunt body. The test vehicle/SIAD/parachute system then descends to splashdown in the Pacific Ocean for eventual recovery. This paper will discuss the development of both the test vehicle and the trajectory sequence including design trade-offs resulting from the interaction of both engineering efforts. In addition, the SFDT-1 nominal trajectory design and associated sensitivities will be discussed as well as an overview of the on-board flight software used to trigger and sequence the main flight events necessary to deploy the deceleration technologies. Finally, as-flown performance of the SFDT-1 system will be discussed.
Ivanov, Mark↗
NASA’s Quesst Community Survey Campaign with the X-59 Aircraft
In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, research aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This presentation summarizes the NASA Quesst community survey campaign.
supersonic flight↗
Scope and Goals of NASA's Quesst Community Test Campaign with the X-59 Aircraft
In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, experimental aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This paper provides an update on the planned experimental scope and key goals of the community test campaign.
sonic boom↗
Scope and Goals of the NASA Quesst Community Test Campaign With the X-59 Aircraft
In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, experimental aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This paper provides an update on the planned experimental scope and key goals of the community test campaign.
sonic boom↗
NASA’s Quesst Community Survey Campaign with the X-59 Aircraft
In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, research aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This presentation summarizes the NASA Quesst community survey campaign and motivates key topics for focused technical discussions.
sonic boom↗
SFDT-1 Camera Pointing and Sun-Exposure Analysis and Flight Performance
The Supersonic Flight Dynamics Test (SFDT) vehicle was developed to advance and test technologies of NASA's Low Density Supersonic Decelerator (LDSD) Technology Demonstration Mission. The first flight test (SFDT-1) occurred on June 28, 2014. In order to optimize the usefulness of the camera data, analysis was performed to optimize parachute visibility in the camera field of view during deployment and inflation and to determine the probability of sun-exposure issues with the cameras given the vehicle heading and launch time. This paper documents the analysis, results and comparison with flight video of SFDT-1.
White, Joseph↗
Aircraft engines. III
Prospective powerplant configuration advancements for tilt-rotor subsonic flight, supersonic commercial flight, and hypersonic flight are speculated upon, with a view to possibilities for the exploitation of novel materials and of such advanced fuels as liquid methane and hydrogen. Attention is given to the foldable tilt-rotor concept, which employs a hydraulic torque converter to engage the fan stage of the high-bypass turbofan engine used in forward flight after the tilt-rotor blades have been stowed, and several advanced cycles and turbomechanical configurations for cruise in the high supersonic regime and beyond, through the hypersonic regime, and into orbital velocity.
Mikkelson, Daniel C.↗
Some lessons learned with wind tunnels
A review is presented of some of the lessons learned from wind tunnel tests since World War II. Wind tunnels achieved a very high productivity rate during the war due in part to development testing of numerous military aircraft concepts. Following the war, in addition to development testing, a rapid increase in basic research testing occurred in order to explore areas of interest revealed by the conduct of war and to expand on advanced technology that became available from Germany and Italy. The research test areas discussed are those primarily related to the transition from subsonic flight to supersonic flight.
Spearman, M. L.↗
Preliminary assessment of a supersonic STOVL flight research and demonstration aircraft
NASA Ames has conducted a conceptual design study of a supersonic short takeoff and vertical landing (STOVL) flight research and demonstration aircraft sized according to current technology levels. The aircraft would provide the capability for demonstrating advanced technologies required for STOVL and would be instrumented to provide temperature, pressure, and noise data for power-induced-effects research. The propulsion concept for the single-engine aircraft studied operates in mixed flow without thrust augmentation during power-lift flight. The study aircraft is full scale to facilitate STOVL propulsion-system component validation and power-induced aerodynamics research. Performance is sufficient to permit investigation and validation of vertical landing and hover, accelerating and decelerating transitions, short takeoff, reduced-weight vertical takeoff, and supersonic flight. Mission and maneuver capability is sufficient to demonstrate the operational utility of this class of aircraft. Aircraft mission and technology sensitivities were also examined.
Samuels, Jeffrey J.↗
Supersonic Retropropulsion Flight Test Concepts
NASA's Exploration Technology Development and Demonstration Program has proposed plans for a series of three sub-scale flight tests at Earth for supersonic retropropulsion, a candidate decelerator technology for future, high-mass Mars missions. The first flight test in this series is intended to be a proof-of-concept test, demonstrating successful initiation and operation of supersonic retropropulsion at conditions that replicate the relevant physics of the aerodynamic-propulsive interactions expected in flight. Five sub-scale flight test article concepts, each designed for launch on sounding rockets, have been developed in consideration of this proof-of-concept flight test. Commercial, off-the-shelf components are utilized as much as possible in each concept. The design merits of the concepts are compared along with their predicted performance for a baseline trajectory. The results of a packaging study and performance-based trade studies indicate that a sounding rocket is a viable launch platform for this proof-of-concept test of supersonic retropropulsion.
Exploration Technology Development and Demonstrati↗
An Overview of the NASA Quesst Community Test Campaign with the X-59 Aircraft
In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, experimental aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of community overflight tests to collect data on how people perceive the sounds from this new design. The data collected will support national and international noise regulators’ efforts as they consider new standards that would allow supersonic flight over land at low noise levels. This presentation provides an overview of the community test campaign, including the scope, key objectives, stakeholders, and challenges.
Jonathan Rathsam↗
NASA Supersonics Research and the X-59 — How They Will Benefit You!!
- Brief history of supersonic flight - Shock waves and sonic booms - Sonic boom pressure signatures and loudness - Tools for studying quiet supersonic flight - CFD (Computational Fluid Dynamics) - Wind tunnels - Flight test - Quesst Mission - X-59 airplane - Mission profile - Flight simulations - Wind tunnel data validations - Video: Supersonic flight research leading to Quesst
sonic boom↗
Nasa Supersonics Research and the X-59 —To Enable Future Supersonic Travel!
- Brief history of supersonic flight - Shock waves and sonic booms - Sonic boom pressure signatures and loudness - Tools for studying quiet supersonic flight - CFD (Computational Fluid Dynamics) - Wind tunnels - Flight test - Quesst Mission - X-59 airplane - Mission profile - Flight simulations - Wind tunnel data validations - Video: Supersonic flight research leading to Quesst
sonic boom↗
An Overview of NASA's Low Boom Flight Demonstration
NASA will soon begin a series of tests that will collect nationally representative data on how people perceive low noise supersonic overflights. For half a century, civilian aircraft have been required to fly slower than the speed of sound over land to prevent “creating an unacceptable situation” on the ground due to sonic booms. However, new aircraft shaping techniques have led to dramatic changes in how shockwaves from supersonic flight merge together as they travel to the ground. What used to sound like a boom on the ground will be transformed into a thump. NASA is now building a full-scale, piloted demonstration aircraft called the X-59 to demonstrate low noise supersonic flight. In 2024, the X-59 aircraft will commence a national series of community overflight tests to collect data on how people perceive “sonic thumps.” The community response data will be provided to national and international noise regulators as they consider creating new standards that allow supersonic flight over land at acceptably low noise levels.
Sonic Boom↗
Accounting for Dose Uncertainty in Dose-Response Curve Estimation Using Hierarchical Bayes Models
As part of their development of the technology for low-boom supersonic flight, the National Aeronautics and Space Administration (NASA) is planning to conduct a set of supersonic aircraft annoyance surveys in select communities in the United States, to measure public perception of the reduced sonic boom. The relationship between a noise exposure level of a supersonic flight event and the probability of an individual being highly annoyed by the event is quantified by a dose-response curve, which is usually based on logistic regression modeling. Unavoidable amounts of estimation error are expected in the upcoming noise measurements, which can bias the results of the logistic regression if ignored. Hence, the development of an estimation approach that accounts for such error when estimating the dose-response curve is imperative. In this paper, an evaluation study is conducted to assess the impact of measurement error on dose-response curve estimation. For this, hierarchical Bayes models using different specifications are fit to data collected by NASA in 2018, as part of a risk-reduction study of supersonic flights affecting Galveston, Texas. It is observed that the estimated dose-response curve appears sensitive to uncertainty in dose measurements, being subject to attenuation bias.
community response↗
Dose-Response Data Collection Preparation for the NASA Quesst Mission With the X-59
Supersonic flight has the potential to cut travel times in half; however, community annoyance to sonic booms led to the ban on overland commercial supersonic flight by the Federal Aviation Administration in 1973. As part of its Quesst mission, NASA is developing the X-59 aircraft to demonstrate quiet supersonic flight and collect dose-response data to inform regulators in their efforts to establish noise standards to replace the current supersonic speed limit. This talk presents an overview of the NASA Quesst mission and poses some challenges in collecting and analyzing X-59 dose-response data. For the upcoming community flight campaign, the noise dose is the loudness of a supersonic overflight of the X-59 and the perceptual response from participants is captured via surveys after the flyover events. Establishing a relationship between noise dose and perceptual response will be a key product of these efforts.
X-59↗
Aerodynamic characteristics at mach numbers from 2.5 to 3.5 of a canard bomber configuration designed for supersonic cruise flight
Resilts have been obtained from an investigation in the Langley Unitary Plan wind tunnel at Mach numbers from 2.5 to 3.5 of a canard-type configuration designed for supersonic cruise flight. Tests extended over an angle-of-attack range from about -4 deg to 11 deg and an angle-of-sideslip range from -4 deg to 6 deg. For the present tests, the results indicate that forebody deflection was an efficient means of providing a sizable positive pitching-moment shift with little or no increase in drag. The test configuration had a trimmed lift-drag ratio of approximately 6.0 at Mach numbers near 3.0 and at a Reynolds number of 2.52 X 10(exp 6). The configuration was both longitudinally and directionally stable. The lift-drag ratios are believed to be somewhat low in as much as the models used for the present tests had large-grain size transition strips fixed to the various surfaces and these strips added wave drag. Also, the model boundary-layer diverter is oversized with respect to a full-scale configuration and therefore contributes additional drag.
Carmel, M. M.↗