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NASA NTRSDate not supplied

Experiment Design and Visualization Techniques for an X-59 Low-boom Variability Study

This presentation outlines the design of experiments approach and data visualization techniques for a simulation study of sonic booms from NASA’s X-59 supersonic aircraft. The X-59 will soon be flown over communities across the contiguous USA as it produces a low-loudness sonic boom, or low-boom. Survey data on human perception of low-booms will be collected to support development of potential future commercial supersonic aircraft noise regulatory standards. The macroscopic atmosphere plays a critical role in the loudness of sonic booms. The extensive sonic boom simulation study presented herein was completed to assess climatological, geographical, and seasonal effects on the variability of the X-59’s low-boom loudness and noise exposure region size in order to inform X-59 community test planning. The loudness and extent of the noise exposure region make up the “sonic boom carpet.” Two spatial and temporal resolutions of atmospheric input data to the simulation were investigated. A Fast Flexible Space-Filling Design was used to select the locations across the USA for the two spatial resolutions. Analysis of simulated X-59 low-boom loudness data within a regional subset of the northeast USA was completed using a bootstrap forest to determine the final spatial and temporal resolution of the countrywide simulation study. Atmospheric profiles from NOAA’s Climate Forecast System Version 2 database were used to generate over one million simulated X-59 carpets at the final selected 138 locations across the USA. Effects of aircraft heading, season, geography, and climate zone on low-boom levels and noise exposure region size were analyzed. Models were developed to estimate loudness metrics throughout the USA for X-59 supersonic cruise overflight, and results were visualized on maps to show geographical and seasonal trends. These results inform regulators and mission planners on expected variations in boom levels and carpet extent from atmospheric variations. Understanding potential carpet variability is important when planning community noise surveys using the X-59.

X-59↗
NASA NTRS2015

Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018-2020 Period Phase 2

Lockheed Martin Aeronautics Company (LM), working in conjunction with General Electric Global Research (GE GR) and Stanford University, executed a 19 month program responsive to the NASA sponsored "N+2 Supersonic Validation: Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018-2020 Period" contract. The key technical objective of this effort was to validate integrated airframe and propulsion technologies and design methodologies necessary to realize a supersonic vehicle capable of meeting the N+2 environmental and performance goals. The N+2 program is aligned with NASA's Supersonic Project and is focused on providing system level solutions capable of overcoming the efficiency, environmental, and performance barriers to practical supersonic flight. The N+2 environmental and performance goals are outlined in the technical paper, AIAA-2014-2138 (Ref. 1) along with the validated N+2 Phase 2 results. Our Phase 2 efforts built upon our Phase 1 studies (Ref. 2) and successfully demonstrated the ability to design and test realistic configurations capable of shaped sonic booms over the width of the sonic boom carpet. Developing a shaped boom configuration capable of meeting the N+2 shaped boom targets is a key goal for the N+2 program. During the LM Phase 1 effort, LM successfully designed and tested a shaped boom trijet configuration (1021) capable of achieving 85 PLdB under track (forward and aft shock) and up to 28 deg off-track at Mach 1.6. In Phase 2 we developed a refined configuration (1044-2) that extended the under 85 PLdB sonic boom level over the entire carpet of 52 deg off-track at a cruise Mach number of 1.7. Further, the loudness level of the configuration throughout operational conditions calculates to an average of 79 PLdB. These calculations rely on propagation employing Burger's (sBOOM) rounding methodology, and there are indications that the configuration average loudness would actually be 75 PLdB. We also added significant fidelity to the design of the configuration in this phase by performing a low speed wind tunnel test at our LTWT facility in Palmdale, by more complete modelling of propulsion effects in our sonic boom analysis, and by refining our configuration packaging and performance assessments. Working with General Electric, LM performed an assessment of the impact of inlet and nozzle effects on the sonic boom signature of the LM N+2 configurations. Our results indicate that inlet/exhaust streamtube boundary conditions are adequate for conceptual design studies, but realistic propulsion modeling at similar stream-tube conditions does have a small but measurable impact on the sonic boom signature. Previous supersonic transport studies have identified aeroelastic effects as one of the major challenges associated with the long, slender vehicles particularly common with shaped boom aircraft (Ref. 3). Under the Phase 2 effort, we have developed a detailed structural analysis model to evaluate the impact of flexibility and structural considerations on the feasibility of future quiet supersonic transports. We looked in particular at dynamic structural modes and flutter as a failure that must be avoided. We found that for our N+2 design in particular, adequate flutter margin existed. Our flutter margin is large enough to cover uncertainties like large increases in engine weight and the margin is relatively easy to increase with additional stiffening mass. The lack of major aeroelastic problems probably derives somewhat from an early design bias. While shaped boom aircraft require long length, they are not required to be thin. We intentionally developed our structural depths to avoid major flexibility problems. So at the end of Phase 2, we have validated that aeroelastic problems are not necessarily endemic to shaped boom designs. Experimental validation of sonic boom design and analysis techniques was the primary objective of the N+2 Supersonic Validations contract; and in this Phase, LM participated in four high speed wind tunnel tests. The first so-called Parametric Test in the Ames 9x7 tunnel did an exhaustive look at variation effects of the parameters: humidity, total pressure, sample time, spatial averaging distance and number of measurement locations, and more. From the results we learned to obtain data faster and more accurately, and made test condition tolerances easy to meet (eliminating earlier 60 percent wasted time when condition tolerances could not be held). The next two tests used different tunnels. The Ames 11 ft tunnel was used to test lower Mach numbers of 1.2 and 1.4. There were several difficulties using this tunnel for the first time for sonic boom including having to shift the measurement Mach numbers to 1.15 and 1.3 to avoid flow problems. It is believed that the 11 ft could be used successfully to measure sonic boom but there are likely to be a number of test condition restrictions. The Glenn 8x6 ft tunnel was used next and the tunnel has a number of desirable features for sonic boom measurement. While the Ames 9x7 can only test Mach 1.55 to 2.55 and the 11 ft can only test Mach 1.3 and lower, the Glenn 8x6 can test continuously from Mach 0.3 to 2.0. Unfortunately test measurement accuracy was compromised by a reference pressure drift. Post-test analysis revealed that the drift occurred when Mach number drifted slightly. Test measurements indicated that if Mach number drift is eliminated, results from the 8x6 would be more accurate, especially at longer distances, than results from the 9x7. The fourth test in the 9x7, called LM4, used everything we learned to comprehensively and accurately measure our new 1044-02 configuration with a full-carpet shaped signature design. Productivity was 8 times greater than our Phase 1 LM3 test. Measurement accuracy and repeatability was excellent out to 42 in. However, measurements at greater distances require the rail in the aft position and become substantially less accurate. Further signature processing or measurement improvements are needed for beyond near-field signature validation.

Morgenstern, John↗
NASA NTRS1972

Exploratory development of a flexible ablative covering for space shuttle application

An applied research program is considered for a preliminary design and development of a flexible ablative covering for the space shuttle vehicle that could be easily replaced and/or refurbished. The program was structured to concentrate resources on the major technical problem areas associated with the flexible ablator concept. These areas included: (1) fabrication of a suitable woven carpet reinforcement, (2) modification of a flexible ablator formulation for filling the woven carpet construction, and (3) testing of the flexible ablator concept. Several approaches were evaluated to obtain a flexible ablator. The final recommended solution was one in which the ablative filler was based on a low-density formulation of the elastomeric shield material series (ESM). The preferred approach is one in which a light-weight fabric backing is bonded to preformed and fully cured ESM, and the composite tufted with Astroquartz fiber to the desired tuft or pile density. Ablation tests performed in a hyperthermal arc facility demonstrated the ablation performance of the concept and overshoot capability of the system.

Hiltz, A. A.↗
NASA NTRS1979

Status of candidate materials for full-scale tests in the 737 fuselage

The test program has the objectives to: (1) increase passenger evacuation time to a minimum of five minutes from commercial aircraft in case of a fire; (2) prevent an external fire from entering closed cabins for five minutes by using fire barrier materials in the exterior wall; (3) demonstrate that a closed cabin will not reach 400 F; and (4) prove that a fire near a cabin opening will not propagate through the cabin for a minimum of five minutes. The materials status is outlined for seat cushions, upholstery and associated seat materials, wall and ceiling panels, floor panels, carpet and carpet underlay, windows, cargo bay liners, insulation bagging, and thermal acoustical insulation.

Supkis, D.↗
NASA NTRS1980

Status of knowledge of sonic booms

The effects of primary and secondary sonic boom carpets are reviewed with reference to waveform characteristics and audibility, role of the atmosphere, source characteristics, carpet measurements and predictions, effects of aircraft maneuvers, and sonic boom minimization. It is shown that primary booms which involve only propagation in the lower atmosphere are well predicted by means of current methods and are amendable to minimization.

Maglieri, D. J.↗
NASA NTRS1994

Atmospheric propagation at larger lateral distances from the flight track

Sonic booms received on the ground tend to be restricted to a region of finite lateral extent below the flight track. This occurs because of refraction and because the effective speed of sound, even with winds taken into account, decreases with altitude in the lower atmosphere. Not all rays proceeding initially downwards from the flight track within an allowable range of initial directions will reach the ground. The restricted region which can be reached by rays impacting the ground is known as the primary carpet. However, weak rumbles are heard in the nominal shadow zone beyond the edge of this carpet. A full wave theory is necessary for explaining waveforms in that region, and the present paper gives a matched asymptotic expansion technique for a suitable approximate full wave theory that involves a relatively small number of parameters. The outer solution is derived from the structure of the system of rays that impact near the corridor edge; the inner solution involves a solution of the parabolic equation and results in the special functions encountered in the diffraction of sound over the tops of hills.

Pierce, Allan D.↗
NASA NTRS2008

Demonstrations that the Solar Wind Is Not Accelerated by Waves

The present work uses both observations and theoretical considerations to show that hydromagnetic waves cannot produce the acceleration of the fast solar wind and the related heating of the open solar corona. Waves do exist, and can play a role in the differential heating and acceleration of minor ions, but their amplitudes are not sufficient to power the wind, as demonstrated by extrapolation of magnetic spectra from Helios and Ulysses observations. Dissipation mechanisms invoked to circumvent this conclusion cannot be effective for a variety of reasons. In particular, turbulence does not play a strong role in the corona as shown by both observations of coronal striations and theoretical considerations of line-tying to a nonturbulent photosphere, nonlocality of interactions, and the nature of the kinetic dissipation. In the absence of wave heating and acceleration, the chromosphere and transition region become the natural source of open coronal energization. We suggest a variant of the 'velocity filtration' approach in which the emergence and complex churning of the magnetic flux in the chromosphere and transition region continuously and ubiquitously produces the nonthermal distributions required. These particles are then released by magnetic carpet reconnection at a wide range of scales and produce the wind as described in kinetic approaches. Since the carpet reconnection is not the main source of the energization of the plasma, there is no expectation of an observable release of energy in nanoflares.

Roberts, Aaron↗
NASA NTRS2008

Observational and Theoretical Challenges to Wave or Turbulence Accelerations of the Fast Solar Wind

We use both observations and theoretical considerations to show that hydromagnetic waves or turbulence cannot produce the acceleration of the fast solar wind and the related heating of the open solar corona. Waves do exist as shown by Hinode and other observations, and can play a role in the differential heating and acceleration of minor ions but their amplitudes are not sufficient to power the wind, as demonstrated by extrapolation of magnetic spectra from Helios and Ulysses observations. Dissipation mechanisms invoked to circumvent this conclusion cannot be effective for a variety of reasons. In particular, turbulence does not play a strong role in the corona as shown by both eclipse observations of coronal striations and theoretical considerations of line-tying to a nonturbulent photosphere, nonlocality of interactions, and the nature of kinetic dissipation. In the absence of wave heating and acceleration, the chromosphere and transition region become the natural source of open coronal energization. We suggest a variant of the velocity filtration approach in which the emergence and complex churning of the magnetic flux in the chromosphere and transition region continuously and ubiquitously produces the nonthermal distributions required. These particles are then released by magnetic carpet reconnection at a wide range of scales and produce the wind as described in kinetic approaches. Since the carpet reconnection is not the main source of the energization of the plasma, there is no expectation of an observable release of energy in nanoflares.

Roberts, D. Aaron↗
NASA NTRS2004

Nanocarpets for Trapping Microscopic Particles

Nanocarpets that is, carpets of carbon nanotubes are undergoing development as means of trapping microscopic particles for scientific analysis. Examples of such particles include inorganic particles, pollen, bacteria, and spores. Nanocarpets can be characterized as scaled-down versions of ordinary macroscopic floor carpets, which trap dust and other particulate matter, albeit not purposefully. Nanocarpets can also be characterized as mimicking both the structure and the particle-trapping behavior of ciliated lung epithelia, the carbon nanotubes being analogous to cilia. Carbon nanotubes can easily be chemically functionalized for selective trapping of specific particles of interest. One could, alternatively, use such other three-dimensionally-structured materials as aerogels and activated carbon for the purposeful trapping of microscopic particles. However, nanocarpets offer important advantages over these alternative materials: (1) Nanocarpets are amenable to nonintrusive probing by optical means; and (2) Nanocarpets offer greater surface-to-volume ratios.

Noca, Flavio↗
NASA NTRS2013

Carbon Nanotube Microarrays Grown on Nanoflake Substrates

This innovation consists of a new composition of matter where single-walled carbon nanotubes (SWNTs) are grown in aligned arrays from nanostructured flakes that are coated in Fe catalyst. This method of growth of aligned SWNTs, which can yield well over 400 percent SWNT mass per unit substrate mass, exceeds current yields for entangled SWNT growth. In addition, processing can be performed with minimal wet etching treatments, leaving aligned SWNTs with superior properties over those that exist in entangled mats. The alignment of the nanotubes is similar to that achieved in vertically aligned nanotubes, which are called "carpets. " Because these flakes are grown in a state where they are airborne in a reactor, these flakes, after growing SWNTs, are termed "flying carpets. " These flakes are created in a roll-to-roll evaporator system, where three subsequent evaporations are performed on a 100-ft (approx. =30-m) roll of Mylar. The first layer is composed of a water-soluble "release layer, " which can be a material such as NaCl. After depositing NaCl, the second layer involves 40 nm of supporting layer material . either Al2O3 or MgO. The thickness of the layer can be tuned to synthesize flakes that are larger or smaller than those obtained with a 40-nm deposition. Finally, the third layer consists of a thin Fe catalyst layer with a thickness of 0.5 nm. The thickness of this layer ultimately determines the diameter of SWNT growth, and a layer that is too thick will result in the growth of multiwalled carbon nanotubes instead of single-wall nanotubes. However, between a thickness of 0.5 nm to 1 nm, single-walled carbon nanotubes are known to be the primary constituent. After this three-layer deposition process, the Mylar is rolled through a bath of water, which allows catalyst-coated flakes to detach from the Mylar. The flakes are then collected and dried. The method described here for making such flakes is analogous to that which is used to make birefringent ink that is coated on U.S. currency. After deposition, the growth is carried out in a hot-filament chemical vapor deposition apparatus. A tungsten hot filament placed in the flow of H2 at a temperature greater than 1,600 C creates atomic hydrogen, which serves to reduce the Fe catalyst into a metallic state. The catalyst can now precipitate SWNTs in the presence of growth gases. The gases used for the experiments reported are C2H2, H2O, and H2, at rates of 2, 2, and 400 standard cubic centimeters per minute (sccm), respectively. In order to retain the flakes, a cage is constructed by spot welding stainless steel or copper mesh to form an enclosed area, in which the flakes are placed prior to growth. This allows growth gases and atomic hydrogen to reach the flakes, but does not allow the flakes, which rapidly nucleate SWNTs, to escape from the cage.

Schmidt, Howard K.↗
NASA NTRS2017

A Study of Reflected Sonic Booms Using Airborne Measurements

In support of ongoing efforts to bring commercial supersonic flight to the public, the Sonic Booms in Atmospheric Turbulence (SonicBAT) flight test was conducted at NASA Armstrong Flight Research Center. During this test, airborne sonic boom measurements were made using an instrumented TG-14 motor glider, called the Airborne Acoustic Measurement Platform (AAMP).During the flight program, the AAMP was consistently able to measure the sonic boom wave that was reflected off of the ground, in addition to the incident wave, resulting in the creation of a completely unique data set of airborne sonic boom reflection measurements. This paper focuses on using this unique data set to investigate the ability of sonic boom modeling software to calculate sonic boom reflections. Because the algorithms used to model sonic boom reflections are also used to model the secondary carpet and over the top booms, the use of actual flight data is vital to improving the understanding of the effects of sonic booms outside of the primary carpet. Understanding these effects becomes especially important as the return of commercial supersonic approaches, as well as ensuring the accuracy of mission planning for future experiments.

flight research↗
NASA NTRSDate not supplied

TPSAS-NF1676L-33626-DND

NASA is conducting a series of computational experiments to quantify atmospheric effects on low noise sonic booms. In the current study, simulated cruise nearfield pressure data from NASA?s X-59 Quiet Supersonic Technology aircraft was propagated from the aircraft to the ground at four cardinal headings through five years of realistic atmospheric profiles at 30 locations across the eastern USA. Statistical design of experiments was used to select the locations where primary sonic thump carpet widths (CW) and metric levels at the ground were computed. Atmospheric profiles were taken from the Climate Forecast System Reanalysis database, which contains reanalyzed atmospheric profiles four times daily. Decision tree analyses were performed to determine relative importance of predictors for CW and metric levels. Predictors included were latitude, longitude, date, time of day, season, climate, aircraft heading, and ground elevation. Results of this study indicate the propagation resolution needed to adequately characterize the distributions of CW and ground metric data, i.e., necessary separation distance between propagation locations and total number of atmospheres through which to propagate. This resolution will be used for a follow-on study of simulated X-59 carpets across the entire US mainland.

Will Doebler↗
NASA NTRSDate not supplied

Cartesian Mesh Simulations for the Third AIAA Sonic Boom Prediction Workshop

Simulation results are presented for all cases from the Third AIAA Sonic Boom Prediction Workshop. An inviscid, embedded-boundary Cartesian-mesh flow solver is used in conjunction with adjoint-based mesh adaptation to compute nearfield pressure signatures. Specialized techniques are applied to maximize accuracy and minimize cost on Cartesian meshes. The Richardson-based error estimate highlights regions of the signatures most sensitive to mesh refinement. Timing results and coarse, medium, and fine mesh sizes for nearfield cases demonstrate that the parallel decomposition approach is efficient in both computational time and wall-clock. Pressure signals are propagated to the ground using an augmented Burgers’ equation solver to predict boom carpets. Ground signatures and loudness metrics are presented for a standard atmosphere as well as more realistic atmospheric profiles, which affect overall noise levels and can significantly widen the boom carpet. Mesh convergence studies show that high sampling frequencies, around 500 kHz, are required for propagation, and the sampling frequency increases at large off-track angles with longer acoustic ray paths and propagation times. The numerical methods yield accurate results for predicting low sonic boom signatures while being among the least computationally expensive of the workshop.

ARMD↗
NASA NTRSDate not supplied

Simulated X-59 on- and off-Design Sonic Boom Levels in Realistic Atmospheres for Noise Dose Range Estimation

NASA is planning several community noise surveys across the USA using the X-59 low-boom aircraft. These surveys require a range of noise levels to resolve a dose-response relationship. The X-59 was designed to produce a shaped sonic boom with a Stevens’ Perceived Level (PL) of 75 dB or less across the boom carpet in a standard atmosphere. However, the X-59’s flight condition can be adjusted to produce levels other than 75 PLdB to obtain a range of doses during community testing. Simulated nearfield pressure waveforms of the X-59 C612A in its on-design condition (Mach 1.4 at 53,200 ft) and an off-design condition at a lower altitude (Mach 1.4 at 46,000 ft) were propagated using PCBoom through realistic atmospheres over the span of one year at several locations across the country. The predicted on-design and off-design boom levels and carpet widths are presented, resulting in a preliminary estimate of the dose range that the X-59 may produce. Future work is planned with additional off-design conditions to assess the true capable dose range of the X-59.

X-59↗
NASA NTRSDate not supplied

Split-Step Simulations of Sonic Boom Propagation Beyond the Lateral Cutoff in a Turbulent Atmosphere

Recent flight tests during the Quiet Supersonic Flights 2018 (QSF18) study reported sonic booms heard outside of the primary carpet region. In the absence of turbulence, the lateral cutoff region separates the primary sonic boom carpet from the shadow zone, where the sonic boom signal experiences significant attenuation. However, when turbulence is present in the atmospheric boundary layer (ABL), additional scattering of the sonic boom to the shadow zone region occurs. A method is presented for simulating sonic boom propagation in a turbulent atmospheric boundary layer beyond the lateral cutoff region into the shadow zone. A split-step method is used to integrate a partially one-way equation for the acoustic pressure. Inhomogeneous turbulence, representative of the ABL, is generated in the computational domain with a Fourier synthesis approach. Distributions of several loudness metrics in the shadow zone region for a sonic boom N-wave and a shaped boom are examined. Increasing both turbulence root-mean-square velocity and integral length scale are found to increase the average loudness of booms in the shadow zone. (This research is supported by the Commercial Supersonic Technology Project of the National Aeronautics and Space Administration under Grant No. 80NSSC19K1685.)

sonic boom↗
NASA NTRSDate not supplied

Uncertainty Quantification Methodology for Sonic Boom Loudness of a Low-Boom Supersonic Concept

This paper presents a comprehensive analysis of uncertainty quantification for sonic boom loudness metrics associated with the X-59 aircraft during its acoustic validation phase. The study focuses on employing advanced methodologies to characterize uncertainties in key sonic boom parameters predicted from a database derived from a computational fluid dynamics (CFD) solver. These methodologies include creating a polynomial chaos expansion (PCE) surrogate model, which is then used to run a Monte Carlo analysis to obtain 95% uncertainty intervals for sonic boom loudness parameters across the full carpet. Atmospheric uncertainties are rigorously considered, leveraging weather models based on historical data near Edwards Air Force Base to simulate potential flight conditions. The findings include preliminary uncertainty results for the full carpet during the validation phase of the Quesst mission. Additionally, a sensitivity study reveals that the primary sources of uncertainty are humidity and cruise weight.

Laura M. White↗
NASA NTRSDate not supplied

Assessment of Off-Design Low-Boom Characteristics of a Low-Boom Supersonic Transport

Most conceptual design methods for low-boom supersonic aircraft are developed for achieving an undertrack low-boom goal at the start of cruise. Although attempts have been made to design a supersonic aircraft achieving a low-boom goal for multiple azimuthal angles at the start of cruise, one unanswered question in inverse design optimization is how to define an achievable low-boom goal for multiple azimuthal angles. This paper proposes a new analysis method to assess off-design low-boom characteristics of a low-boom supersonic transport designed for an undertrack low-boom goal at the start of cruise. This method opens a potentially feasible path for conceptual design of a supersonic aircraft that has desired low-boom characteristics over the primary boom carpet for the entire cruise segment.

Low-boom supersonic transport↗
NASA NTRSDate not supplied

Assessment of Off-Design Low-Boom Characteristics of a Low-Boom Supersonic Transport

Most design methods for a low-boom supersonic aircraft were developed for achieving an undertrack low-boom goal at the start of cruise. Attempts were made to design a supersonic aircraft achieving a low-boom goal for multiple azimuthal angles at the start of cruise. One unanswered question is how to define an achievable low-boom goal for multiple azimuthal angles at the start of cruise. This paper proposes a new analysis method to assess off-design low-boom characteristics of a low-boom supersonic transport designed for an undertrack low-boom goal at the start of cruise. This method opens a potentially feasible path for designing a supersonic aircraft that has the desired low-boom characteristics over the primary boom carpet for the entire cruise segment.

Low-boom supersonic transport↗