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All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Uncertainty Quantification of CFD Model Assumptions Against Sonic Boom Noise Prediction of a Commercial Supersonic Transport

This paper presents the results of uncertainty modeling of sonic boom noise generation from commercial supersonic transport considering the Spalart-Allmaras (SA) turbulence modeling parameters as well as Mach number, angle of attack and altitude. Sample generation and analysis for this uncertainty model was performed by UQPCE, which is a software package developed at the NASA Langley Research Center. To build the uncertainty model, 42 cases of sonic boom noise calculation were performed. Computation of the ground noise can be briefly summarized in two steps. First, the near field pressure waveforms are sampled from CFD calculation using the NASA Langley’s FUN3D solver. Second, this information is passed to an atmospheric propagation code, sBOOM, which solves an augmented Burger’s equation and simulates how the near field waveforms will change while passing through the atmosphere. The ground signature is further processed to obtain the perceived loudness, PLdB. Having a high spatial resolution near the shockwave in the CFD calculation is critical in sonic boom noise prediction. Because the variation in the input parameters for the current uncertainty quantification (UQ) study is likely to lead to change in shock location, angle and strength, the grid adaptation for shock capturing is independently applied for each condition. The final mesh used in the CFD calculation consists of approximately 420 million cells. The pressure signatures are sampled at three, four and five body lengths away from the aircraft to make sure the three dimensional effects around the aircraft are resolved. The results of the UQ analysis shows that within the three aleatory variables, the angle of attack had the most impact against ground noise, followed by the altitude and the Mach number. Between the two SA model parameters, the Kármán constant (𝜅) was significantly more important than the turbulent Prandtl number (𝜎), but these two parameters were only marginally significant in the overall prediction variance in ground noise. The UQ procedure explained in this paper can be widely applied to other model parameters.

Uncertainty Quantification↗
NASA NTRSDate not supplied

Uncertainty Quantification of CFD Model Assumptions Against Sonic Boom Noise Prediction of a Commercial Supersonic Transport

This paper presents the results of uncertainty modeling of sonic boom noise generation from commercial supersonic transport considering the Spalart-Allmaras (SA) turbulence modeling parameters as well as Mach number, angle of attack and altitude. Sample generation and analysis for this uncertainty model was performed by UQPCE, which is a software package developed at the NASA Langley Research Center. To build the uncertainty model, 42 cases of sonic boom noise calculation were performed. Computation of the ground noise can be briefly summarized in two steps. First, the near field pressure waveforms are sampled from CFD calculation using the NASA Langley’s FUN3D solver. Second, this information is passed to an atmospheric propagation code, sBOOM, which solves an augmented Burger’s equation and simulates how the near field waveforms will change while passing through the atmosphere. The ground signature is further processed to obtain the perceived loudness, PLdB. Having a high spatial resolution near the shock wave in the CFD calculation is critical in sonic boom noise prediction. Because the variation in the input parameters for the current uncertainty quantification (UQ) study is likely to lead to change in shock location, angle and strength, the grid adaptation for shock capturing is independently applied for each condition. The final mesh used in the CFD calculation consists of approximately 420 million cells. The pressure signatures are sampled at three, four and five body lengths away from the aircraft to make sure the three dimensional effects around the aircraft are resolved. The results of the UQ analysis shows that within the three aleatory variables, the angle of attack had the most impact against ground noise, followed by the altitude and the Mach number. Between the two SA model parameters, the Kármán constant (𝜅) was significantly more important than the turbulent Prandtl number (𝜎), but these two parameters were only marginally significant in the overall prediction variance in ground noise. The UQ procedure explained in this paper can be widely applied to other model parameters.

Uncertainty Quantifications↗
NASA NTRS1977

Practical aspects of sonic boom problems

SST configurations selected from the point of minimizing sonic booms are investigated. It is indicated that for a total length of 300 ft and total initial weight of the same order as the present U.S. SST designs, sonic booms having shock pressure rise of the order of 0.6 lb/square foot can be obtained. Values as low as 0.3 are possible for airplanes designed for cross-country flights.

Ferri, A.↗
NASA NTRS1996

Comparisons of Methods for Predicting Community Annoyance Due to Sonic Booms

Two approaches to the prediction of community response to sonic boom exposure are examined and compared. The first approach is based on the wealth of data concerning community response to common transportation noises coupled with results of a sonic boom/aircraft noise comparison study. The second approach is based on limited field studies of community response to sonic booms. Substantial differences between indoor and outdoor listening conditions are observed. Reasonable agreement is observed between predicted community responses and available measured responses.

Hubbard, Harvey H.↗
NASA NTRS1996

Ground-Recorded Sonic Boom Signatures of F-18 Aircraft in Formation Flight

Two F-18 aircraft were flown, one above the other, in two formations, in order for the shock systems of the two aircraft to merge and propagate to the ground. The first formation had the canopy of the lower F-18 in the tail shock of the upper F-18 (called tail-canopy). The second formation had the canopy of the lower F- 18 in the inlet shock of the upper F-18 (called inlet-canopy). The flight conditions were Mach 1.22 and an altitude of 23,500 ft . An array of five sonic boom recorders was used on the ground to record the sonic boom signatures. This paper describes the flight test technique and the ground level sonic boom signatures. The tail-canopy formation resulted in two, separated, N-wave signatures. Such signatures probably resulted from aircraft positioning error. The inlet-canopy formation yielded a single modified signature; two recorders measured an approximate flattop signature. Loudness calculations indicated that the single inlet-canopy signatures were quieter than the two, separated tail-canopy signatures. Significant loudness occurs after a sonic boom signature. Such loudness probably comes from the aircraft engines.

Bahm, Catherine M.↗
NASA NTRS1990

Loudness of shaped sonic booms

A loudness model is adopted to study the feasibility of designing and operating a supersonic transport to produce minimized sonic booms. The loudness contours in this technique extend to a lower frequency (1 Hz) and thus are appropriate for sonic booms that contain significant low frequency energy. Input to the loudness calculation procedure is the power spectral density of the pressure-time signature. Calculations of loudness, for both indoor and outdoor conditions, demonstrate that shaped sonic booms are potentially more acceptable than N-waves possessing the same peak overpressure.

Shepherd, Kevin P.↗
NASA NTRS1976

Sonic boom theory - Its status in prediction and minimization

This paper gives a brief review of the currently accepted understanding of sonic boom phenomena and describes the manner in which modified linearized theory and geometric acoustics are used to predict the sonic boom caused by a complex aircraft configuration. Minimization methods that have evolved in recent years are discussed with particular attention given to a method developed by Seebass and George for an isothermal atmosphere which was modified for the real atmosphere by Darden. An additional modification which permits the relaxation of the nose bluntness requirement in the defining aircraft is also discussed. Finally, an overview of current areas of sonic boom research is given.

Darden, C. M.↗
NASA NTRS2017

Computational Support of 9x7 Wind Tunnel Test of Sonic Boom Models with Plumes

NASA and its industry partners are performing studies of supersonic aircraft concepts with low sonic boom pressure signatures. The interaction of the nozzle jet flow with the aircrafts' aft components is typically where the greatest uncertainly in the pressure signature is observed with high-fidelity numerical simulations. An extensive wind tunnel test was conducted in February 2016 in the NASA Ames 9- by 7- Foot Supersonic Wind Tunnel to help address the nozzle jet effects on sonic boom. Five test models with a variety of shock generators of differing waveforms and strengths were tested with a convergent-divergent nozzle for a wide range of nozzle pressure ratios. The LAVA unstructured flow solver was used to generate first CFD comparisons with the new experimental database using best practice meshing and analysis techniques for sonic boom vehicle design for all five different configurations. LAVA was also used to redesign the internal flow path of the nozzle and to better understand the flow field in the test section, both of which significantly improved the quality of the test data.

9x7 Wind Tunnel↗
NASA NTRS1975

Vibration Responses of Test Structure No. 2 During the Edward Air Force Base Phase of the National Sonic Boom Program

In order to evaluate reaction of people to sonic booms of varying overpressures and time durations, a series of closely controlled and systematic flight tests/studies were conducted from June 3 to June 23, 1966. The dynamic responses of several building structures were measured, with emphasis on a two-story residence structure. Sample acceleration and strain recordings from F-104, B-58, and XB-70 sonic boom exposures are included, along with tabulations of the maximum acceleration and strain values measured for each one of about 140 flight tests. These data are compared with similar measurements for engine noise exposures of the building during simulated landing approaches and takeoffs of KC-135 aircraft.

Findley, D. S.↗
NASA NTRS2015

Influence of Chair Vibrations on Indoor Sonic Boom Annoyance

One goal of NASA’s Commercial Supersonic Technology Project is to identify candidate noise metrics suitable for regulating quiet sonic boom aircraft. A suitable metric must consider the short duration and pronounced low frequency content of sonic booms. For indoor listeners, rattle and creaking sounds and floor and chair vibrations may also be important. The current study examined the effect of such vibrations on the annoyance of test subjects seated indoors. The study involved two chairs exposed to nearly identical acoustic levels: one placed directly on the floor, and the other isolated from floor vibrations by pneumatic elastomeric mounts. All subjects experienced both chairs, sitting in one chair for the first half of the experiment and the other chair for the remaining half. Each half of the experiment consisted of 80 impulsive noises played at the exterior of the sonic boom simulator. When all annoyance ratings were analyzed together there appeared to be no difference in mean annoyance with isolation condition. When the apparent effect of transfer bias was removed, a subtle but measurable effect of vibration on annoyance was identified.

Rathsam, Jonathan↗
NASA NTRS1975

Vibration responses of test structure no. 1 during the Edwards Air Force Base phase of the national sonic boom program

In order to evaluate reaction of people to sonic booms of varying overpressures and time durations, a series of closely controlled and systematic flight test studies were conducted in the vicinity of Edwards AFB, California, from June 3 to June 23, 1966. The dynamic responses of several building structures were measured as a part of these studies, and the measurements made in a one-story residence structure (Edwards test structure No. 1) are presented. Sample acceleration and strain recordings are presented from F-104, B-58, and XB-70 sonic-boom exposures, along with tabulations of the maximum acceleration and strain values measured for each one of about 140 flight tests. These data are compared with similar measurements for engine noise exposures of the building during simulated landing approaches and takeoffs of KC-135 aircraft.

Findley, D. S.↗
NASA NTRS2014

Specialized CFD Grid Generation Methods for Near-Field Sonic Boom Prediction

Ongoing interest in analysis and design of low sonic boom supersonic transports re- quires accurate and ecient Computational Fluid Dynamics (CFD) tools. Specialized grid generation techniques are employed to predict near- eld acoustic signatures of these con- gurations. A fundamental examination of grid properties is performed including grid alignment with ow characteristics and element type. The issues a ecting the robustness of cylindrical surface extrusion are illustrated. This study will compare three methods in the extrusion family of grid generation methods that produce grids aligned with the freestream Mach angle. These methods are applied to con gurations from the First AIAA Sonic Boom Prediction Workshop.

Park, Michael A.↗
NASA NTRS1973

A study to determine the feasibility of a low sonic boom supersonic transport.

The objective of this study was to determine if a supersonic transport designed to produce a sonic boom signature with low overpressure represented a feasible concept. Two design goals were chosen: an overpressure of 1.0 psf or less for cruise at Mach 2.7 and an overpressure of 0.5 psf for cruise at Mach 1.5. Projected 1985 technology was assumed for the analysis. The principal effort was to develop cruise configurations capable of meeting the sonic boom goals. The Mach 2.7 goal was achieved with a blended arrow wing configuration and the Mach 1.5 design was a low arrow wing configuration with a horizontal tail. The development of these airplanes is summarized and the concept of a low sonic boom SST is evaluated.

Kane, E. J.↗
NASA NTRS2004

Shaped Sonic Boom Demonstration/Experiment Airborne Data

This viewgraph presentation reviews NASA's project to demonstrate that careful design of aircraft contour the resultant sonic boom can maintain a tailored shape, propagating through a real atmosphere down to ground level. The areas in covered in this presentation are: (1) Past airborne shock measurement efforts, (2) SR-71 Sonic Boom Propagation Experiment (3) F-5E Inlet Spillage Shock Measurement (4) Flight test approach (5) GPS data (6) Shaped Sonic Boom Demonstration (SSBD) Mach calibration (7) Super Blanik L-23 sailplane (8) Near-field probing (8a)Maneuvers (8b) Control Room Displays (8c) Pressure Instrumentation (8d) Signatures.

Haering ,Edward A., Jr.↗
NASA NTRS1990

Summary of Sonic Boom Rise Times Observed During FAA Community Response Studies over a 6-Month Period in the Oklahoma City Area

The sonic boom signature data acquired from about 1225 supersonic flights, over a 6-month period in 1964 in the Oklahoma City area, was enhanced with the addition of data relating to rise times and total signature duration. These later parameters, not available at the time of publication of the original report on the Oklahoma City sonic boom exposures, are listed in tabular form along with overpressure, positive impulse, positive duration, and waveform category. Airplane operating information along with the surface weather observations are also included. Sonic boom rise times include readings to the 1/2, 3/4, and maximum overpressure values. Rise time relative probabilities for various lateral locations from the ground track of 0, 5, and 10 miles are presented along with the variation of rise times with flight altitude. The tabulated signature data, along with corresponding airplane operating conditions and surface and upper level atmospheric information, are also available on electronic files to provide it in the format for more efficient and effective utilization.

Maglieri, Domenic J.↗
NASA NTRS2016

Wind Tunnel Model Design for Sonic Boom Studies of Nozzle Jet with Shock Interactions

NASA and Industry are performing vehicle studies of configurations with low sonic boom pressure signatures. The computational analyses of modern configuration designs have matured to the point where there is confidence in the prediction of the pressure signature from the front of the vehicle, but uncertainty in the aft signatures with often greater boundary layer effects and nozzle jet pressures. Wind tunnel testing at significantly lower Reynolds numbers than in flight and without inlet and nozzle jet pressures make it difficult to accurately assess the computational solutions of flight vehicles. A wind tunnel test in the NASA Ames 9- by 7-Foot Supersonic Wind Tunnel from Mach 1.6 to 2.0 will be used to assess the effects of shocks from components passing through nozzle jet plumes on the sonic boom pressure signature and provide datasets for comparison with CFD codes. A large number of high-fidelity numerical simulations of wind tunnel test models with a variety of shock generators that simulate horizontal tails and aft decks have been studied to provide suitable models for sonic boom pressure measurements using a minimally intrusive pressure rail in the wind tunnel. The computational results are presented and the evolution of candidate wind tunnel models is summarized and discussed in this paper.

Wind↗
NASA NTRS1992

Effect of sonic boom asymmetry on subjective loudness

The NASA Langley Research Center's sonic boom apparatus was used in an experimental study to quantify subjective loudness response to a wide range of asymmetrical N-wave sonic boom signatures. Results were used to assess the relative performance of several metrics as loudness estimators for asymmetrical signatures and to quantify in detail the effects on subjective loudness of varying both the degree and direction of signature loudness asymmetry. Findings of the study indicated that Perceived Level (Steven's Mark 7) and A-weighted sound exposure level were the best metrics for quantifying asymmetrical boom loudness. Asymmetrical signatures were generally rated as being less loud than symmetrical signatures of equivalent Perceived Level. The magnitude of the loudness reductions increased as the degree of boom asymmetry increased, and depended upon the direction of asymmetry. These loudness reductions were not accounted for by any of the metrics. Corrections were determined for use in adjusting calculated Perceived Level values to account for these reductions. It was also demonstrated that the subjects generally incorporated the loudness components of the complete signatures when making their subjective judgments.

Leatherwood, Jack D.↗