The history of aviation is full of notable X-Planes, a number of which heralded in new generations of flight. The Bell X-1 became the first aircraft to break the speed of sound during level flight in 1947 with the legendary Charles “Chuck” Yeager at the controls. A few years later the X-2 would push man up to Mach 3, refining our understanding of supersonic flight. In the 1960’s, the North American built X-15 would not only take us to the edge of space, but set a world speed record which remains unbroken.
Compared to the heady post-war days when it seemed the sky was quite literally the limit, X-Planes in the modern era have become more utilitarian in nature. They are often proposed but never built, and if they do get built, the trend has been towards unmanned subscale vehicles due to their lower cost and risk. The few full-scale piloted X-Planes of the 21st century have largely been prototypes for new military fighter jets rather than scientific research aircraft.
But thanks to a commitment from NASA, the Lockheed Martin X-59 might finally break that trend and become another historic vehicle worthy of the X-Plane lineage. Construction has already begun on the X-59, and the program has recently passed a rigorous design and timeline overview by NASA officials which confirmed the agency’s intent to financially and logistically support the development of the aircraft through their Low Boom Flight Demonstrator initiative. If successful, the X-59 will not only help refine the technology for the next generation of commercial supersonic aircraft, but potentially help change the laws which have prevented such aircraft from operating over land in the United States since 1973.
Continue reading “Shushing Sonic Booms: NASA’s Supersonic X-Plane to Take Flight in 2021”
On October 24th, 2003 the last Concorde touched down at Filton Airport in England, and since then commercial air travel has been stuck moving slower than the speed of sound. There were a number of reasons for retiring the Concorde, from the rising cost of fuel to bad publicity following a crash in 2000 which claimed the lives of all passengers and crew aboard. Flying on Concorde was also exceptionally expensive and only practical on certain routes, as concerns about sonic booms over land meant it had to remain subsonic unless it was flying over the ocean.
The failure of the Concorde has kept manufacturers and the civil aviation industry from investing in a new supersonic aircraft for fifteen years now. It’s a rare example of commercial technology going “backwards”; the latest and greatest airliners built today can’t achieve even half the Concorde’s top speed of 1,354 MPH (2,179 km/h). In an era where speed and performance is an obsession, commercial air travel simply hasn’t kept up with the pace of the world around it. There’s a fortune to be made for anyone who can figure out a way to offer supersonic flight for passengers and cargo without falling into the same traps that ended the Concorde program.
With the announcement that they’ve completed the initial design of their new Affinity engine, General Electric is looking to answer that call. Combining GE’s experience developing high performance fighter jet engines with the latest efficiency improvements from their civilian engines, Affinity is the first new supersonic engine designed for the civil aviation market in fifty five years. It’s not slated to fly before 2023, and likely won’t see commercial use for a few years after that, but this is an important first step in getting air travel to catch up with the rest of our modern lives.
Continue reading “GE’s Engine to Reignite Civil Supersonic Flight”
You might think that if you have a need to measure the speed of a projectile that is too fast for your high-speed camera, you would have to invest in some significantly expensive equipment.
That was the problem facing [Nick Moore], and the solution he arrived at is extremely elegant in its simplicity. He’s arranged a pair of foil tapes in the path of the projectile, as it passes through them they break, and he measures the time between those breaks. The clever bit though lies not in the tapes, but in how he measures the timing. Instead of relying on a lab stuffed with equipment, he’s using his computer sound card. The outputs send a tone through each tape to the inputs, and using Audacity he can capture both tones and measure the time between the end of each one on left and right channels.
In the video below the break he demonstrates measuring the speed of a supersonic particle at 496.5 metres per second, which for such relatively simple equipment is rather an achievement. He could certainly improve his resolution by increasing the sampling frequency, but we are guessing that the choice of 48 kHz owes much to the quality of his sound card. Still, to achieve this with such a relatively basic piece of equipment is a neat achievement.
Continue reading “Supersonic Speed Measurement With A Sound Card”
This week I was approached with a question. Why don’t passenger aircraft have emergency parachutes? Whole plane emergency parachutes are available for light aircraft, and have been used to great effect in many light aircraft engine failures and accidents.
But the truth is that while parachutes may be effective for light aircraft, they don’t scale. There are a series of great answers on Quora which run the numbers of the size a parachute would need to be for a full size passenger jet. I recommend reading the full thread, but suffice it to say a ballpark estimate would require a million square feet (92903 square meters) of material. This clearly isn’t very feasible, and the added weight and complexity would no doubt bring its own risks.
Continue reading “Why No Plane Parachutes? And Other Questions.”
The McDonnell aircraft corporation’s F-101 Voodoo was a lean, mean, supersonic machine capable of going from tarmac to 40,000 feet in about two minutes. But for all its innovation and engineering, the Voodoo had a common problem of pitch-up. That is, the swept-back wings of the Voodoo created a tendency for the plane to nose upward very sharply, negating the pilot’s control.
McDonnell assures Voodoo pilots that this problem is easily overcome with a cool head and a solid foundation of know-how about the issue. This training film is meant to provide that foundation, exploring the causes of pitch-up and the prescribed methods for recovery with and without deployment of the drag chute.
The drag chute is always the recommended route to help correct the craft. This is especially true for a full-scale pitch-up situation. Recovery is possible without the drag chute, however. The altitude lost in recovery is proportional to the altitude at the time that pitch-up occurs. That is, the lower the altitude of the craft when pitch-up occurs, the less altitude is lost in getting back to straight and level flight.
Continue reading “Retrotechtacular: Don’t Balk at Pitch-Up in the McDonnell F-101 Voodoo”
In the early days of PBS member station WGBH-Boston, they in conjunction with MIT produced a program called Science Reporter. The program’s aim was explaining modern technological advances to a wide audience through the use of interviews and demonstrations. This week, we have a 1966 episode called “Ticket Through the Sound Barrier”, which outlines the then-current state of supersonic transport (SST) initiatives being undertaken by NASA.
MIT reporter and basso profondo [John Fitch] opens the program at NASA’s Ames research center. Here, he outlines the three major considerations of the SST initiative. First, the aluminium typically used in subsonic aircraft fuselage cannot withstand the extreme temperatures caused by air friction at supersonic speeds. Although the Aérospatiale-BAC Concorde was skinned in aluminium, it was limited to Mach 2.02 because of heating issues. In place of aluminium, a titanium alloy with a melting point of 3,000°F is being developed and tested.
Continue reading “Retrotechtacular: Supersonic Transport Initiatives”
Watch out Spidey, there’s a new wall climber in town!
Researchers [Matthew Journee, XiaoQi Chen, James Robertson, Mark Jermy, and Mathieu Sellier] recently unveiled their wall climbing wonder bot at the 2011 IEEE International Conference on Robotics and Automation. Like most other wall climbing bots, theirs operates on the Bernoulli principle to keep it stuck to the surface, but that’s where the similarities end.
Unlike other Bernoulli-based climbers, this robot’s gripper never actually touches the surface it is climbing. The researchers were able to accomplish this feat by designing a specialized gripper which forces air through a 25 μm gap, creating a very powerful low pressure vortex. The gripper’s design compresses the air by shape alone, causing the air flow to reach speeds of Mach 3, without relying on powerful pumps or increased air volume.
The researchers state that their supersonic gripper can support about five times the weight of a conventional Bernoulli gripper, and as you can see in the video below it also has no problem climbing a wide variety of surfaces.
Window-washing Roomba, here we come!
Continue reading “Wall climbing robot uses supersonic grippers”