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Journal articles on the topic 'Supersonic flight'

Author: Grafiati

Published: 4 June 2021

Last updated: 5 February 2022

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1

Figat, Marcin, and Agnieszka Kwiek. "Aerodynamic optimisation of the rocket plane in subsonic and supersonic flight conditions." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 231, no. 12 (August 14, 2017): 2266–81. http://dx.doi.org/10.1177/0954410017723672.

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This paper presents the results of a numerical study of the aerodynamic shape of the Rocket Plane LEX. The Rocket Plane is a main part of the Modular Airplane System – MAS; a special vehicle devoted to suborbital tourist flights. The Rocket Plane was designed for subsonic and supersonic flight conditions. Therefore, the impact of the Mach number should be considered during the aerodynamic design of the Rocket Plane. The main goal of the investigation was to determine the sensitivity of the Rocket Plane aerodynamic characteristics to the Mach number during the optimisation of the LEX geometry. The paper includes results of the optimisation process for Mach number from the range Ma = 0.5 to Ma = 2.5. These results reveal that the aerodynamic characteristics of models optimised for the subsonic and transonic regime of Mach numbers (up to Ma = 1) were also improved for the supersonic speed regime. However, in the case of models optimised for the supersonic flight regime the aerodynamic characteristics in subsonic flight regime, are inferior compared to the model before the optimisation process.

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2

Safronov, A. V., A. M. Syrotenko, B. Y. Semon, and A. N. Nedilko. "Mathematical model of fuselage oscillations at transonic flight speeds." Kosmìčna nauka ì tehnologìâ 27, no. 2 (May 17, 2021): 28–37. http://dx.doi.org/10.15407/knit2021.02.028.

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Ensuring the safety of supersonic aircraft flights and aerospace systems in the transonic range of M flight numbers still remains an urgent scientific and applied problem. This is caused by the peculiarities of the aerodynamic surfaces flow by inhomogeneous (transonic) air and is due to the emergence of various aeroelastic phenomena in these flight modes and the current lack of a generally accepted model of transonic flutter, even for aerodynamic control surfaces. Based on a joint analysis of the conditions for the formation of shock waves on the surface of the aerodynamic profile, changes in the parameters of supersonic flow across the Prandtl-Meyer expansion fan, and the hypothesis of "dynamic curvature of the aerodynamic profile", the approximate laws of interaction of elastic bending vibrations of the fuselage with fluctuations in shock waves were obtained. The obtained regularities are used to substantiate a mathematical model for estimating excited forces and excited bending moments of the fuselage. The analysis of the obtained mathematical model confirms the theoretical possibility of the appearance of fuselage forms of transonic flutter in supersonic aircraft, which was observed in the flight experiment and which is due to the interaction of shock waves with the angular velocity of the fuselage elastic bending vibrations. With the accepted in the article input geometrical data of a fuselage aerodynamic surfaces’ profile, the maximum possible values of fuselage bending moments are obtained using the developed mathematical model. The obtained mathematical model can be used for a preliminary approximate assessment of the transonic flutter fuselage forms characteristics in supersonic aircraft and aerospace systems.

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3

MIZOBATA, Kazuhide, Yoshihiro SUZUKI, Sakae OOISHI, Satoshi KONDOH, Takakage ARAI, and Kazuyuki HIGASHINO. "Aerodynamics and Flight Capability of a Supersonic Flight Experiment Vehicle." TRANSACTIONS OF THE JAPAN SOCIETY FOR AERONAUTICAL AND SPACE SCIENCES, AEROSPACE TECHNOLOGY JAPAN 14, ists30 (2016): Pg_1—Pg_8. http://dx.doi.org/10.2322/tastj.14.pg_1.

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4

Petrescu, Relly Victoria Virgil. "About Supersonic Flight and Mach 3 Flying." American Journal of Engineering and Applied Sciences 13, no. 3 (March 1, 2020): 451–76. http://dx.doi.org/10.3844/ajeassp.2020.451.476.

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5

MERDA, Tomasz MERDA. "SEMI STABLE FLIGHT OF SUPERSONIC MORTAR PROJECTILE." PROBLEMY TECHNIKI UZBROJENIA 149, no. 1 (August 28, 2019): 23–46. http://dx.doi.org/10.5604/01.3001.0013.3769.

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Significantly large dispersion of projectiles was observed at firing a specific type of a supersonic mortar projectile being devel-oped in the frame of RAK ANUNICJA program. The flying paths, parameters and reasons of falling points dispersion were determined for tested projectiles with a model of external ballistics describing the projectile as a rigid body. Analysis of received results has indicated that the dispersion was not caused by an aerodynamic jump but by an effect which has not been described yet in the literature and is named here as “projectile’s semi-stable flight”. The paper includes a description of the effect with reasons and parameters affecting its occurrence, and a method for determination of the equilibrium nutation angle which plays a key role in this effect.

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6

Bashkirov, I., and O. Ogorodnikov. "Supersonic cruise flight of Vth generation fighters." Aerospace Systems 1, no. 2 (November 21, 2018): 121–27. http://dx.doi.org/10.1007/s42401-018-0007-y.

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7

Smart, M. "Scramjets." Aeronautical Journal 111, no. 1124 (October 2007): 605–19. http://dx.doi.org/10.1017/s0001924000004796.

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Abstract The supersonic combustion ramjet, or scramjet, is the engine cycle most suitable for sustained hypersonic flight in the atmosphere. This article describes some of the challenges facing scramjet designers, and the methods currently used for the calculation of scramjet performance. It then reviews the HyShot 2 and Hyper-X flight programs as examples of how sub-scale flights are now being used as important steps towards the development of operational systems. Finally, it describes some recent advances in three-dimensional scramjets with application to hypersonic cruise and multi-stage access-to-space vehicles.

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8

B Saheby, Eiman, Xing Shen, and Anthony P. Hays. "Design and performance study of a parametric diverterless supersonic inlet." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 234, no. 2 (September 24, 2019): 470–89. http://dx.doi.org/10.1177/0954410019875384.

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Diverterless supersonic inlet integration for a flight vehicle requires a three-dimensional compression surface (bump) design with an acceptable shock structure and boundary layer diversion; this results in a low drag induction system with acceptable propulsive efficiency. In this investigation, a computational fluid dynamics-based-generated bump is used to design an integrated diverterless supersonic inlet without any bleed mechanism on a forebody with a large wetted area. Numerical solution of the Navier–Stokes equations simulates the flow pattern of the configuration. The forebody design analysis includes simulating the effects of angle of attack and sideslip by dependent computational domains. Results demonstrate the ability of the bump surface to keep the shock structures in an operational mode even at high supersonic angles of attack. Analysis of shock structures and shock wave boundary layer interactions at supersonic maneuver conditions indicate that the aerodynamic efficiency of the diverterless supersonic inlet in conditions with a thick boundary layer and high angles of attack is sufficient to ensure operation throughout the supersonic flight envelope.

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9

Steer, A. J. "Supersonic transport aircraft longitudinal flight control law design." Aeronautical Journal 108, no. 1084 (June 2004): 319–29. http://dx.doi.org/10.1017/s000192400000018x.

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Abstract Modern civil transport aircraft utilise increasingly complex command and stability augmentation systems to restore stability, optimise aerodynamic performance and provide the pilot with the optimum handling qualities. Provided it has sufficient control power a second generation fly-by-wire supersonic transport aircraft should be capable of exhibiting similarly desirable low-speed handling qualities. However, successful flight control law design requires identification of the ideal command response type for a particular phase of flight, a set of valid handling quality design criteria and piloted simulation evaluation tasks and metrics. A non-linear mathematical model of the European supersonic transport aircraft has been synthesized on the final approach to land. Specific handling quality design criteria have been proposed to enable the non-linear dynamic inversion flight control laws to be designed, with piloted simulation used for validation. A pitch rate command system, with dynamics matched to the aircraft’s flight path response, will consistently provide Level 1 handling qualities. Nevertheless, pre-filtering the pilot’s input to provide a second order pitch rate response, using the author’s suggested revised constraints on the control anticipation parameter will generate the best handling qualities during the terminal phase of flight. The resulting pre-filter can be easily applied to non-linear dynamic inversion inner loop controllers and has simple and flight proven sensor requirements.

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10

Steer, A. J., and M. V. Cook. "Control and handling qualities considerations for an advanced supersonic transport aircraft." Aeronautical Journal 103, no. 1024 (June 1999): 265–72. http://dx.doi.org/10.1017/s0001924000064800.

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Abstract A future advanced supersonic transport aircraft (AST) has fundamental characteristics and problems inherent to supersonic cruise aircraft with corresponding unique control and handling characteristics. In order to optimise the aerodynamic performance across the full flight envelope a fully integrated flight and propulsion control system will be required. However, this will need to be designed from the outset within clearly defined flight control and performance guidelines. Relevant existing and AST specific handling qualities criteria will need to be developed if a successful commercial transport aircraft is to be produced. This paper begins by presenting an overview of existing supersonic transport (SST) aircraft operations and current second generation SST research activities and design considerations. This is followed by an analysis of the principal aerodynamic, dynamic and control characteristics of SST and AST aircraft and their effect on the aircraft’s handling qualities. Finally, some possible solutions to the control and handling issues are investigated, assessed and presented.

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11

Li, Yong Hong, Xin Wu Tang, and Wei Qun Zhou. "Aerodynamic and Numerical Study on the Influence of Spike Shapes at Mach 1.5." Advanced Materials Research 1046 (October 2014): 177–81. http://dx.doi.org/10.4028/www.scientific.net/amr.1046.177.

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Taking into account the issue of configuration or aerodynamic heating, most supersonic and hypersonic flight vehicles have to use the blunt-nosed body. However, in supersonic especially in hypersonic flow the strong bow shock ahead of the blunt nose introduces a rather high shock drag that affects the aerodynamic performance of the vehicles seriously. A spike mounted on a blunt body during its flight pushes the strong bow shock away from the body surface and forms recirculation flow with low pressure ahead of the body surface, and then decreases the drag. The drag reduction effects of spikes in high supersonic and hypersonic flow had been validated through experimental and numerical methods. In order to analyze the influence of the spike on aerodynamic characteristics at low supersonic (M=1.5) flow past blunt-nosed bodies, numerical studies were carried out which included the influence of the spike shape, the analysis of the fluid flow structures and the effect on the aerodynamic characteristics of a blunt body.

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12

Chudoba, B., A. Oza, G. Coleman, and P. A. Czysz. "What price supersonic speed? an applied market research case study Part 2." Aeronautical Journal 112, no. 1130 (April 2008): 219–31. http://dx.doi.org/10.1017/s0001924000002165.

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Abstract The first supersonic business jet to enter the market will not face its competition from rival supersonic designs under development. Its true competitors are the then current generation of highly evolved high-subsonic business jets when compared on economic grounds. For a price tag of $1m for the new conception of very light jets, ranging up to $45m for the highest-performing ‘race-horse’-like corporate jets, this breed of aircraft is able to accommodate the needs of most executives, VIPs, officials, from corporate transportation to cargo services of civil to military origin. Understanding the state of modern business class aircraft and their market is essential in gaining base knowledge required for any supersonic business jet endeavor aiming at a prospective market. The key descriptors for this marketplace are market potential, market productivity, and market drivers, altogether being a measure for growth and consumer demand. Such common denominator is used to gain the understanding necessary to ascertain and visualise the top level implications regarding any supersonic business case. Having assembled an understanding of the key descriptors for business aviation, the study first analyses the flight operation of traditional subsonic and high-subsonic business jets. Such perceptive is then complemented with the peculiarities associated with supersonic operation, ultimately defining the supersonic solution space consisting of market viability, efficiency, and overall flight performance. Consequently, a vehicle development strategy and mission specification are suggested for the first generation of supersonic business jets (SSBJ) and supersonic cargo jets (SSCJ).

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13

Haddadpour, Hassan. "Aeroservoelastic Stability of Supersonic Slender-Body Flight Vehicles." Journal of Guidance, Control, and Dynamics 29, no. 6 (November 2006): 1423–27. http://dx.doi.org/10.2514/1.13591.

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14

Busch, Gregory R., Jimmy Tai, Dimitri Mavris, Ruxandra Duca, and Ratheesvar Mohan. "Sensitivity analysis of supersonic Mach cut-off flight." Journal of the Acoustical Society of America 141, no. 5 (May 2017): 3565. http://dx.doi.org/10.1121/1.4987567.

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15

Butt, Waseem Aslam, Lin Yan, and Amezquita S. Kendrick. "Adaptive Dynamic Surface Control of a Supersonic Flight Vehicle." Applied Mechanics and Materials 110-116 (October 2011): 3580–86. http://dx.doi.org/10.4028/www.scientific.net/amm.110-116.3580.

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The design of a nonlinear adaptive dynamic surface controller for the longitudinal model of a hypothetical supersonic flight vehicle is considered in this work. The uncertain nonlinear functions in the strict feedback flight vehicle model are approximated by using radial basis function neural networks. A detailed stability analysis of the designed angle-of-attack controller shows that all the signals of the closed loop system are uniformly ultimately bounded. The performance of the designed controller is verified through numerical simulations of the flight vehicle model.

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16

Kazula, Stefan, Mark Wöllner, and Klaus Höschler. "Identification of efficient geometries for variable pitot inlets for supersonic transport." Aircraft Engineering and Aerospace Technology 92, no. 7 (June 1, 2020): 981–92. http://dx.doi.org/10.1108/aeat-11-2019-0228.

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Purpose This paper aims to reveal the influence of selected geometric parameters on the aerodynamic performance of circular variable aero engine inlets in transonic and supersonic civil aviation. Design/methodology/approach The trade-off in inlet design and aerodynamic evaluation parameters is presented. The approach to investigate the dependencies between the aerodynamic and geometric parameters at different flight conditions by means of a parametric design study is introduced. Findings The dependencies of inlet drag and efficiency from geometric parameters at flight speeds of Mach 0.95 up to Mach 1.6 are identified. Although entailing additional weight, the inlet length represents the parameter with the highest potential for drag reduction by up to 50% in the selected design space. Ideal geometries for variable pitot inlets are determined. After considering weight, their potential range benefit nearly disappears for subsonic applications, but remains above 20% for supersonic flight at Mach 1.6. Originality/value Hence, the technology of circular variable pitot inlets for supersonic transport aircraft could be a way to achieve the ambitious ecological, safety and economic goals for future civil aviation.

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17

Massey, K. C., J. McMichael, T. Warnock, and F. Hay. "Development of mechanical guidance actuators for a supersonic projectile." Aeronautical Journal 112, no. 1130 (April 2008): 181–95. http://dx.doi.org/10.1017/s0001924000002128.

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Abstract In this paper, the results of a series of experiments funded by DARPA to determine the feasibility of using small actuators to provide directional control for a supersonic projectile are presented. Controlling the flight of the projectile was accomplished by taking advantage of complex shock-boundary-layer interactions produced by mechanical devices. Experimental tests were conducted at GTRI to screen several control concepts and actuator locations. Further experiments were conducted on a scale projectile in a supersonic stream to investigate the rise time of the forces. Several different mechanical actuators were tested which served to provide guidance for future actuator designs. CFD results were also used to predict the results in flight as well as gain insights into the fluid mechanics involved. Flight tests of a Mach 4 round proved the viability of the guidance actuator.

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18

Jasa, John P., Benjamin J. Brelje, Justin S. Gray, Charles A. Mader, and Joaquim R. R. A. Martins. "Large-Scale Path-Dependent Optimization of Supersonic Aircraft." Aerospace 7, no. 10 (October 20, 2020): 152. http://dx.doi.org/10.3390/aerospace7100152.

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Aircraft are multidisciplinary systems that are challenging to design due to interactions between the subsystems. The relevant disciplines, such as aerodynamic, thermal, and propulsion systems, must be considered simultaneously using a path-dependent formulation to assess aircraft performance accurately. In this paper, we construct a coupled aero-thermal-propulsive-mission multidisciplinary model to optimize supersonic aircraft considering their path-dependent performance. This large-scale optimization problem captures non-intuitive design trades that single disciplinary models and path-independent methods cannot resolve. We present optimal flight profiles for a supersonic aircraft with and without thermal constraints. We find that the optimal flight trajectory depends on thermal system performance, showing the need to optimize considering the path-dependent multidisciplinary interactions.

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19

Makeich, G. S., and I. A. Kryukov. "Aerodynamics and Flight Dynamics Simulation of Basic Finner Supersonic Flight in Aeroballistic Experiment." Journal of Physics: Conference Series 1009 (April 2018): 012009. http://dx.doi.org/10.1088/1742-6596/1009/1/012009.

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20

Guan, X. "Supersonic wing-body wave drag co-ordinated optimisation based on FCE methodology." Aeronautical Journal 118, no. 1209 (November 2014): 1359–72. http://dx.doi.org/10.1017/s0001924000010010.

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Abstract Wave drag reduction is important for the aerodynamic performance optimisation of supersonic cruise aircrafts, such as the supersonic civil transport and the supersonic cruise missile. In this paper a method of the supersonic wing-body wave drag optimisation, the wave drag co-optimisation based on far-field composite elements (CoFCE), is proposed based on class-shape-transformation (CST) parameterisation. Wave drag optimisation cases of a supersonic civil transport wing-body are presented, including the optimisation results and computation cost analyses. It is suggested that the supersonic wing-body wave drag can be significantly reduced by the proposed method with relatively small numbers of design parameter. In the optimisation case presented in this paper a 45% wave drag reduction is achieved. The wave drag optimised configuration also achieved significant lift to drag ratio improvements in small angles-of-attack supersonic cruise flight conditions.

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21

Xiao, Han-shan, Chao Ou, Hong-liang Ji, Zheng-chun He, Ning-yuan Liu, and Xian-xu Yuan. "Low-Cost and Aerodynamics-Aim Hypersonic Flight Experiment MF-1." MATEC Web of Conferences 316 (2020): 04006. http://dx.doi.org/10.1051/matecconf/202031604006.

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For increasing understanding of fundamental hypersonic phenomena, the flight test program, named MF-1, is to gather fundamental scientific and engineering data on the physics and technologies critical to future operational hypersonic flight with low-cost flight test platform, which is built on the retrofitted rockets. The MF-1 program is a hypersonic flight test program executed by China Aerodynamic Research and Development Center (CARDC). The MF-1 flight flew in December 2015. The flight focuses primarily on integration of instrumentation on the test vehicle, with application to boundary layer transition and shock interaction experiments. The MF-1 payload consists of a blunted 7°half angle cone, a cylinder and 33° flare configuration. The payload was boosted to Mach 5.32 utilizing a solid-rocket booster without control for the whole flight. The flight was fully successful, and measured transition under supersonic and hypersonic conditions. The heat flux data were given by the three-dimensional thermal identification method to discriminate transition zone. The preliminary analysis shows that the real-time flight data obtained by MF-1 are reliable and can be used to validate the transition predicting model and software. The results show that the existing model is able to predict the transition location of cone at a small angle-of-attack for supersonic or hypersonic flow. This paper describes the MF-1 mission and some general conclusions derived from the experiment.

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22

Tahsini, AM. "Combustion efficiency and pressure loss balance for the supersonic combustor." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 234, no. 6 (December 18, 2019): 1149–56. http://dx.doi.org/10.1177/0954410019895885.

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The purpose of this paper is to investigate the effects of intake’s compression process of the scramjet on its flight performance. The hydrogen injection to the supersonic cross-flow is considered as the problem configuration. The finite volume solver is developed to simulate the compressible reacting turbulent flow using the proper reaction mechanism as the finite rate chemistry. The combustion efficiency and the drag force are the most important parameters on the scramjet flight performance, and finding the design point to balance the higher combustion efficiency and the lower minimum drag, which depends on the total pressure loss, can be used to optimize the supersonic combustors. The performance of the supersonic intake is considered here using some oblique shock waves with equal flow-deflection angles to compute the combustor’s inlet condition. The variation of combustion efficiency and total pressure loss is presented for different combustor’s inlet conditions. The results are presented for the constant jet to inlet pressure ratios and also for the constant equivalence ratios, in which the last one is much appropriate and utilized to find the optimum design point of the intake and the combustor, for assumed flight condition.

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23

Kazula, Stefan, Mark Wöllner, David Grasselt, and Klaus Höschler. "Parametric Design Study on Aerodynamic Characteristics of Variable Pitot Inlets for Transonic and Supersonic Civil Aviation." MATEC Web of Conferences 304 (2019): 02017. http://dx.doi.org/10.1051/matecconf/201930402017.

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This paper reveals the influence of selected geometric parameters on the aerodynamic performance of circular variable aero engine inlets in transonic and supersonic civil aviation. The trade-off in inlet design and aerodynamic evaluation parameters are presented. The approach to investigate the dependencies between the aerodynamic and geometric parameters at different flight conditions by means of a parametric design study is introduced. The dependencies of inlet drag and efficiency from geometric parameters at flight speeds of Mach 0.95 up to Mach 1.6 are identified. Although entailing additional weight, the inlet length represents the parameter with the highest potential for drag reduction by up to 50% in the selected design space. Ideal geometries for variable pitot inlets are determined. After considering weight, their potential range benefit nearly disappears for subsonic applications, but remains above 20% for supersonic flight at Mach 1.6.

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24

Morawetz, Cathleen Synge. "Mathematical Problems in Transonic Flow." Canadian Mathematical Bulletin 29, no. 2 (June 1, 1986): 129–39. http://dx.doi.org/10.4153/cmb-1986-023-3.

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AbstractWe present an outline of the problem of irrotational compressible flow past an airfoil at speeds that lie somewhere between those of the supersonic flight of the Concorde and the subsonic flight of commercial airlines. The problem is simplified and the important role of modifying the equations with physics terms is examined.

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25

Janić, M. "Modelling performance an air transport network operated by subsonic and supersonic aircraft." Aeronautical Journal 124, no. 1281 (July 3, 2020): 1702–39. http://dx.doi.org/10.1017/aer.2020.46.

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ABSTRACTThis paper deals with modelling the performance of an air transport network operated by existing subsonic and the prospective supersonic commercial aircraft. Analytical models of indicators of the infrastructural, technical/technological, operational, economic, environmental, and social performance of the network relevant for the main actors/stakeholders involved are developed. The models are applied to the given long-haul air route network exclusively operated by subsonic and supersonic aircraft according to the specified “what-if” scenarios.The results from application of the models indicate that supersonic flights powered by LH2 (Liquid Hydrogen) could be more feasible than their subsonic counterparts powered by Jet A fuel, in terms of about three times higher technical productivity, 46% smaller size of the required fleet given the frequency of a single flight per day, 20% lower sum of the aircraft/airline operational, air passenger time, and considered external costs, up to two times higher overall social-economic feasibility, and 94% greater savings in contribution to global warming and climate change. These flights could be less feasible in terms of about 70-85% higher aircraft/airline operational costs, 70% and 19% higher fuel consumption and emissions of Green House Gases, respectively, and 6-13% higher noise compared to the specified acceptable levels.

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26

Liebhardt, Bernd, Florian Linke, and Katrin Dahlmann. "Supersonic Deviations: Assessment of Sonic-Boom-Restricted Flight Routing." Journal of Aircraft 51, no. 6 (November 2014): 1987–96. http://dx.doi.org/10.2514/1.c032591.

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27

Heineck, James T., Daniel W. Banks, Nathanial T. Smith, Edward T. Schairer, Paul S. Bean, and Troy Robillos. "Background-Oriented Schlieren Imaging of Supersonic Aircraft in Flight." AIAA Journal 59, no. 1 (January 2021): 11–21. http://dx.doi.org/10.2514/1.j059495.

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28

Frederick, M. A., D. W. Banks, G. A. Garzon, and J. R. Matisheck. "Flight tests of a supersonic natural laminar flow airfoil." Measurement Science and Technology 26, no. 6 (April 23, 2015): 064003. http://dx.doi.org/10.1088/0957-0233/26/6/064003.

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29

Yonezawa, Masahito, Hiroshi Yamashita, Yuichiro Goto, Kazuhiro Kusunose, and Shigeru Obayashi. "1113 Basic Research for Supersonic Flight by Busemann's Biplane." Proceedings of Design & Systems Conference 2005.15 (2005): 64–65. http://dx.doi.org/10.1299/jsmedsd.2005.15.64.

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30

Neill, Stephen, and Apostolos Pesyridis. "Modeling of Supersonic Combustion Systems for Sustained Hypersonic Flight." Energies 10, no. 11 (November 18, 2017): 1900. http://dx.doi.org/10.3390/en10111900.

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31

Tam, C. K. W. "Broadband shock-associated noise from supersonic jets in flight." Journal of Sound and Vibration 151, no. 1 (November 1991): 131–47. http://dx.doi.org/10.1016/0022-460x(91)90656-5.

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32

SUZUKI, Toshiyuki, Hiroki TAKAYANAGI, Takashi OZAWA, Satoshi NOMURA, Hiroka INOUE, Naomi TAKIZAWA, Kazuhisa FUJITA, et al. "Flight Test of Supersonic Parachute Using JAXA’s Research Helicopter." TRANSACTIONS OF THE JAPAN SOCIETY FOR AERONAUTICAL AND SPACE SCIENCES, AEROSPACE TECHNOLOGY JAPAN 16, no. 1 (2018): 19–27. http://dx.doi.org/10.2322/tastj.16.19.

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33

Bajaj, P. N., and P. K. Chakraborti. "Characterization of supersonic beams by time-of-flight technique." Pramana 38, no. 4 (April 1992): 397–409. http://dx.doi.org/10.1007/bf02875387.

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34

Tsay, Tain-Sou. "Decoupling the flight control system of a supersonic vehicle." Aerospace Science and Technology 11, no. 7-8 (November 2007): 553–62. http://dx.doi.org/10.1016/j.ast.2007.05.005.

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35

Hardeman, A. B., and L. Q. Maurice. "Sustainability: key to enable next generation supersonic passenger flight." IOP Conference Series: Materials Science and Engineering 1024, no. 1 (January 1, 2021): 012053. http://dx.doi.org/10.1088/1757-899x/1024/1/012053.

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36

Steer, A. J. "Design criteria for conceptual sizing of primary flight controls." Aeronautical Journal 108, no. 1090 (December 2004): 629–41. http://dx.doi.org/10.1017/s0001924000000464.

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Abstract The European Supersonic Commercial Transport’s control surface configuration is based largely on Concorde’s and has been scaled to provide comparable un-augmented stability and manoeuvre performance. Hence, optimising the surface size could provide significant performance benefits in terms of reduced drag, noise, structural and actuator power requirements. Adequate control power will be required to meet current civil aviation regulations whose primary aim is to ensure the aircraft can be flown safely during both normal and emergency operation. Additional design criteria, combined with the optimum longitudinal control laws, are required to ensure desirable handling qualities with minimum pilot workload. Two critical low-speed flight conditions, normal and emergency, together with associated aircraft configurations for control surface sizing have been identified. The rudder must provide sufficient control power to achieve positive heading changes subsequent to a double asymmetric engine failure during normal operation. The fin should be sized to satisfy Dutch roll stability criteria with the un-augmented aircraft in its emergency configuration. The dual functionality of the elevons require that they are sized using both pitch and roll performance and handling quality criteria. The bank angle capture requirement provides the most critical elevon design case, the satisfaction of which also ensures adequate pitch control power. Validation using ‘pilot-in-the-loop’ simulation will be required whilst more explicit control surface size optimisation would require the definition of limiting airspeeds and operating conditions applicable to the European Supersonic Commercial Transport. Additional studies of control power requirements during transonic and supersonic cruise may also be required.

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37

Шийко, Олександр Миколайович, Анатолій Михайлович Павлюченко, Андрій Вікторович Скорик, Олексій Анатолійович Обухов, and Ігор Володимирович Коплик. "РОЗРАХУНОК АЕРОДИНАМІЧНИХ ХАРАКТЕРИСТИК НАДЗВУКОВИХ ОПЕРЕНИХ ОСЕСИМЕТРИЧНИХ ТІЛ ОБЕРТАННЯ." Aerospace technic and technology, no. 2 (April 22, 2019): 4–17. http://dx.doi.org/10.32620/aktt.2019.2.01.

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The subject of research in the article is the aerodynamic forces arising from the flight of supersonic feathered rotation bodies such as unguided rockets. The aim of the work is to develop a method for calculating the aerodynamic coefficients of the resultant forces and moments of supersonic feathered bodies of revolution such as unguided missiles when flown around at an angle of attack with pre-, trans- and supersonic speeds according to drawings of their external contours. Tasks: using modern software systems and flight experiments, develop a method for calculating the distribution of normal and tangential stresses over the surface of a supersonic feathered body of rotation, their equivalent and aerodynamic coefficients at up-, trans- and supersonic flow velocities at an angle of attack. The applied methods are the numerical solution of the Navier-Stokes equations, the use of two-parameter differential models of near-wall turbulent viscosity, verification of the methodology by comparing the results of calculations with the data of flight experiments and known data on the aerodynamic resistance of the object of research. The following results were obtained. Based on the numerical solution of the Navier-Stokes equations in the ANSYS CFX software package using the γ-ReΘt SST–model of Menter’s near-wall turbulence, a method is developed for calculating the aerodynamic characteristics of supersonic axially symmetric rotation bodies of uncontrollable missiles according to drawings of the external contours in the presence of a counter-flow angle. Using the developed technique it is possible to calculate the aerodynamic coefficients of friction resistance, pressure resistance and bottom resistance at sub-, trans- and supersonic speeds. Characteristics include the coefficients of the longitudinal aerodynamic force, transverse aerodynamic force, aerodynamic stabilizing moment and the coordinate of the center of pressure of the feathered body of rotation. For the calculations, were applied the external contours of the unguided missile M–21OФ. Calculations were performed for the counter-flow Mach numbers within0,1 £ M∞ £ 2,5. The aerodynamic coefficients were calculated as functions of the Mach number M∞. In order to determine the Reynolds number of the beginning of the laminar-turbulent transition in the boundary layer for this type of aircraft the characteristics of the friction resistance were calculated and compared with the flight data for two samples of research aerophysical complexes. Conclusions. The scientific novelty of the results is as follows: a pilot test was created and involved the results of flight experiments on Reynolds numbers of the start of a laminar-turbulent transition in the boundary layers of a method for calculating the aerodynamic drag coefficients of supersonic axially rotated bodies of rotation like uncontrollable missiles according to the drawings of their external contours during turning angle of attack based on the numerical solution of the Reynolds-averaged Navier-Stokes equations in the framework of the programme product ANSYS CFX using γ-ReΘt SST–Menter turbulence model. Verification of the calculation results was carried out on the basis of their comparison with the known values of the aerodynamic characteristics of the object of research with the axisymmetric flow.

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38

Magier, Mariusz, and Tomasz Merda. "A MODIFIED MODEL OF EXTERNAL BALLISTICS FOR SUPERSONIC MORTAR PROJECTILES." PROBLEMY TECHNIKI UZBROJENIA 144, no. 4 (February 27, 2018): 97–107. http://dx.doi.org/10.5604/01.3001.0011.5829.

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Basic models applied for analysing and modelling the flight parameters of projectiles were disscussed in the article. A modified model with five degrees of freedom and neglection of the sixth one, representing the projectile rotation speed, is proposed by authors on the basis of conducted analysis to analyse flight parameters of a supersonic mortar projectile. To obtain the coefficients required in the modified model the CFD methods (ANSYS FLUENT software) were used.

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39

Coen, Peter, Alexandra Loubeau, and Brett Pauer. "NASA’s Low Boom Flight Demonstration: Assessing community response to supersonic overflight of quiet supersonic aircraft." Journal of the Acoustical Society of America 141, no. 5 (May 2017): 3624. http://dx.doi.org/10.1121/1.4987783.

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40

Rashid, Shagufta, Fahad Nawaz, Adnan Maqsood, Rizwan Riaz, and Shuaib Salamat. "Shock Reduction through Opposing Jets—Aerodynamic Performance and Flight Stability Perspectives." Applied Sciences 10, no. 1 (December 25, 2019): 180. http://dx.doi.org/10.3390/app10010180.

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In this research paper, investigations of counter flow (opposing) jet on the aerodynamic performance, and flight stability characteristics of an airfoil with blunt leading-edge in supersonic regime are performed. Unsteady Reynolds-Averaged Navier-Stokes ( U R A N S ) based solver is used to model the flow field. The effect of angle of attack ( α ), free-stream Mach number ( M ∞ ), and pressure ratio ( P R ) on aerodynamic performance of airfoil with and without jet are compared. The results indicate that the opposing jet reduces drag from 30 % to 70 % , improves the maximum lift-to-drag ratio from 2.5 to 4.0, and increases shock stand-off distance from 15 % to 35 % depending on flow conditions. The effect of opposing jet on longitudinal flight stability characteristics, studied for the first time, indicate improvement in dynamic stability coefficients ( C m q + C m α ˙ ) at low angles of attack. It is concluded that the opposing jet can help mitigate flight disturbances in supersonic regime.

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41

Horton, Peter, and Peter Moore. "Concorde Re-visited." Journal of Navigation 49, no. 2 (May 1996): 219–28. http://dx.doi.org/10.1017/s0373463300013321.

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This year marks the twentieth anniversary of the introduction of Concorde into commercial airline service. The first commercial flights were on 21 January 1976 – British Airways from Heathrow to Bahrain and Air France from Paris to Rio via Dakar. Later in that year commercial flights to Washington/Dulles began on 24 May. Services to New York were delayed until 22 November 1977. The first flight of Concorde was some seven years earlier. The prototype took off out of Toulouse on 2 March 1969 and this was followed by 002 from Filton to Fairford on 9 April. At the time it was anticipated that this was the beginning of an era when supersonic flight would be the normal way to travel long distances. Now, in 1996, Concorde is still the world's only supersonic commercial passenger airliner in airline service. This is an extraordinary achievement. The Boeing SST proved to be too ambitious and the programme was halted in 1971 after the United States Government withdrew support, while the Russian TU 144 was beset with problems. One TU 144 crashed at the Paris Air Show in 1973. The aircraft entered internal airline service in December 1975, flying supersonically between Moscow and Alma-Ata, capital of Kazakhstan, carrying mail and freight, but it did not have the range to operate viable intercontinental passenger serives. Certainly by 1985, if not many years before, the TU 144 was out of service.

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42

Stenke, A., V. Grewe, and S. Pechtl. "Do supersonic aircraft avoid contrails?" Atmospheric Chemistry and Physics Discussions 7, no. 5 (September 4, 2007): 12927–58. http://dx.doi.org/10.5194/acpd-7-12927-2007.

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Abstract. The impact of a potential future fleet of supersonic aircraft on contrail coverage and contrail radiative forcing is investigated by means of simulations with the general circulation model ECHAM4.L39(DLR) including a contrail parameterization. The model simulations consider air traffic inventories of a subsonic fleet and of a combined fleet of sub- and supersonic aircraft for the years 2025 and 2050, respectively. In case of the combined fleet, part of the subsonic fleet is replaced by supersonic aircraft. Supersonic aircraft fly at higher cruise levels (18 to 20 km) than subsonic aircraft (10 to 12 km). The different ambient meteorological conditions in terms of temperature and humidity affect the formation of contrails. At subsonic cruise levels, the combined air traffic scenario reveals a reduction in contrail cover in northern extratropics, especially over the North Atlantic and Pacific. At supersonic flight levels, contrail formation is mainly restricted to tropical regions. The northern extratropical stratosphere is only in winter cold enough for the formation of contrails. Total contrail coverage is only marginally affected by the shift in flight altitude. The model simulations indicate a global annual mean contrail cover of 0.372% for the subsonic and 0.366% for the combined fleet in 2050, respectively. The simulated contrail radiative forcing is most closely correlated to the total contrail cover, although contrails in the tropical lower stratosphere are found to be optically thinner than contrails in the extratropical upper troposphere. The global annual mean contrail radiative forcing in 2050 (2025) amounts to 24.7 mW m−2 (9.4 mW m−2) for the subsonic fleet and 24.2 mW m−2 (9.3 mW m−2) for the combined fleet. A reduced supersonic cruise speed (Mach 1.6 instead of Mach 2.0) leads to a downward shift in contrail cover, but does not affect global mean total contrail cover and contrail radiative forcing. Hence the partial substitution of subsonic air traffic leads to a shift of contrail occurrence from mid to low latitudes, but the resulting change in contrail-induced climate impact is almost negligible.

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43

Gong, Cheng, and Bao-Feng Ma. "Aerodynamic evaluation of an unmanned aerial vehicle with variable sweep and span." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 233, no. 13 (March 19, 2019): 4980–97. http://dx.doi.org/10.1177/0954410019836907.

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Morphing aircraft can achieve optimum performances at multiple flight conditions through large geometry deformations. However, to obtain the optimum configurations, optimization design studies are required. A study on aerodynamic optimization of a morphing aircraft was conducted to obtain corresponding optimal configurations at various flight speeds. Firstly, an optimization framework being suitable to a morphing aircraft with larger deformations was established by integrating existing codes, in which aerodynamic forces for the optimization are calculated by an Euler-based solver and friction/form drag estimation code. The solver is based on a Cartesian method in which configurations are modeled in terms of components of aircraft, hence large deformations of morphing aircraft can be performed during the optimization. A surrogate-based model was employed for fitting aerodynamic forces, thus reducing computational cost in a global optimization. A generic morphing aircraft with variable sweep and span was investigated at subsonic, transonic, and supersonic conditions through the optimization process. The target of optimization is to obtain maximum lift-to-drag ratios subject to lift, trim, and static stability constrains at each flight condition. The movement of center-of-gravity of the aircraft was also considered in optimization. The results indicate that the center-of-gravity has an important effect on the optimum configurations obtained, and the aerodynamic performance will be enhanced significantly if the center-of-gravity is moved backward at transonic and supersonic cases. In the case of movable center-of-gravity, the optimum sweep angles increase with the increase in flight speeds, and the optimum spans at transonic and supersonic speeds are smaller than the subsonic case.

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44

Freiherr, Greg. "Back to the Sound Barrier." Mechanical Engineering 138, no. 03 (March 1, 2016): 36–41. http://dx.doi.org/10.1115/1.2016-mar-2.

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This article explores efforts that are being put into developing a business jet called AS2 and various challenges in developing the same. Aerion’s 12-seat tri-engine AS2, unveiled in spring 2014, is designed to have a range up to 5000 nautical miles; reach 51,000 feet; and cruise at speeds between Mach 1.2 and Mach 1.6. About the time it is ready to fly commercially, possibly as early as 2023, the market could support annual sales of 30 supersonic business jets. NASA and Lockheed Martin have been exploring a variety of options for quieting sonic booms. In its Strategic Implementation Plan, released in 2015, NASA states that ‘the viability of commercial supersonic service depends on permissible supersonic flight over land.’ It is however noted that the success of the next generation of supersonic transport will ultimately come down to economics. Prospective buyers of supersonic business jets will include corporations and ultra-high net worth individuals.

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45

Langston, Lee S. "Powering Out of Trouble." Mechanical Engineering 135, no. 12 (December 1, 2013): 36–41. http://dx.doi.org/10.1115/1.2013-dec-3.

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This article presents a study of Pratt & Whitney’s J58, till date the best and high-powered engine for manufacturing lessons required for the development of F35 Joint Strike Fighter. The J58 Blackbird engine is a variable cycle engine, a turbojet/ramjet combined-cycle engine. It is a conventional afterburning turbojet for take-off and transonic flight, and it approximates a ramjet during high-speed supersonic cruise. The power plant for the Blackbirds is a marvelous development on the part of Pratt & Whitney, as it is the only engine of its kind in the world. The noise and vibration from a J58 test was so great that it could rattle the side-view mirror off nearby cars. The engine was developed at an isolated research center in Florida. At take-off and low-speed flight, the J58 engine/afterburner provides most of the thrust. Both of the Blackbird’s twin nacelles contain an engine supersonic inlet, the J58 engine with its afterburner, and an exhaust ejector nozzle. All three components contribute to the Blackbird’s propulsive thrust in varying proportions, depending on flight speed.

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46

Stenke, A., V. Grewe, and S. Pechtl. "Do supersonic aircraft avoid contrails?" Atmospheric Chemistry and Physics 8, no. 4 (February 25, 2008): 955–67. http://dx.doi.org/10.5194/acp-8-955-2008.

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Abstract. The impact of a potential future fleet of supersonic aircraft on contrail coverage and contrail radiative forcing is investigated by means of simulations with the general circulation model ECHAM4.L39(DLR) including a contrail parameterization. The model simulations consider air traffic inventories of a subsonic fleet and of a combined fleet of sub- and supersonic aircraft for the years 2025 and 2050, respectively. In case of the combined fleet, part of the subsonic fleet is replaced by supersonic aircraft. The combined air traffic scenario reveals a reduction in contrail cover at subsonic cruise levels (10 to 12 km) in the northern extratropics, especially over the North Atlantic and North Pacific. At supersonic flight levels (18 to 20 km), contrail formation is mainly restricted to tropical regions. Only in winter is the northern extratropical stratosphere above the 100 hPa level cold enough for the formation of contrails. Total contrail coverage is only marginally affected by the shift in flight altitude. The model simulations indicate a global annual mean contrail cover of 0.372% for the subsonic and 0.366% for the combined fleet in 2050. The simulated contrail radiative forcing is most closely correlated to the total contrail cover, although contrails in the tropical lower stratosphere are found to be optically thinner than contrails in the extratropical upper troposphere. The global annual mean contrail radiative forcing in 2050 (2025) amounts to 24.7 mW m−2 (9.4 mW m−2) for the subsonic fleet and 24.2 mW m−2 (9.3 mW m−2) for the combined fleet. A reduction of the supersonic cruise speed from Mach 2.0 to Mach 1.6 leads to a downward shift in contrail cover, but does not affect global mean total contrail cover and contrail radiative forcing. Hence the partial substitution of subsonic air traffic leads to a shift of contrail occurrence from mid to low latitudes, but the resulting change in contrail-induced climate impact is almost negligible.

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47

Poynor, Stanley. "Air-to-Air Missile Airframe Captive Flight Vibro-Acoustic Environment." Journal of the IEST 33, no. 4 (July 1, 1990): 44–52. http://dx.doi.org/10.17764/jiet.2.33.4.9651677642434688.

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Ground simulation and captive flight tests were conducted on an air-to-air missile airframe. Both internal carriage, at subsonic and transonic speeds (0.7 <M≪1.0), and conformal carriage, at supersonic speeds (M≪1.8), were tested for the missile/FB-111 combination. Twenty-three vibro-acoustic and 27 strain measurements were made at six locations on the test article. The tests were performed to demonstrate flight worthiness of the airframe technology and compatibility of the missile with the aircraft. Comparison of responses measured in flight with predicted captive environments showed close agreement.

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48

Ölçmen, Semih M., Gary C. Cheng, Richard Branam, and Stanley E. Jones. "Minimum drag and heating 0.3-caliber projectile nose geometry." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 233, no. 6 (May 31, 2018): 1990–2000. http://dx.doi.org/10.1177/0954406218779094.

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Understanding the performance of penetrators and aerodynamic bodies of revolution (missiles, rockets, aircraft noses, etc.) requires a close look at the drag and the heat transfer characteristics at a wide range of supersonic flight conditions. This research utilizes computational study and compares the aerothermal loads of supersonic flows around a new penetrator geometry, derived based on the optimization of the nose factor, to those of other common projectile shapes: conical, tangent-ogive, and power series nose geometries. The abundance of research on 0.3-caliber projectile made the choice for this research simple in order to maximize our ability to compare to the existing data. The comparison of our 0.3 caliber cylindrical projectile with other geometries shows that within the range of 500–1500 m/s flight speed the new geometry has the lowest aerodynamic drag, lowest body temperature, and least amount of heating.

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49

van Dam, C. P., H. J. Shiu, D. W. Banks, R. R. Tracy, and J. Chase. "In-Flight Visualization of Supersonic Flow Transition Using Infrared Imaging." Journal of Aircraft 39, no. 6 (November 2002): 936–44. http://dx.doi.org/10.2514/2.3046.

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50

André, Benoît, Thomas Castelain, and Christophe Bailly. "Experimental Study of Flight Effects on Slightly Underexpanded Supersonic Jets." AIAA Journal 55, no. 1 (January 2017): 57–67. http://dx.doi.org/10.2514/1.j054797.

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