Numerical Investigation of the Influence of the Configuration Parameters of a Supersonic Passenger Aircraft on the Intensity of Sonic Boom

Волков, В. Т.; Mazhul, I. I.

doi:10.1007/s10891-018-1731-1

Cited by 3 publications

(7 citation statements)

References 4 publications

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“…22 Alternate engine placement options on the aircraft should be investigated, such as the above-wing configuration. Unfortunately, for that option, research by Volkov and Mazhul 23 has found a significant increase in sonic boom from an above-wing placement.…”

Section: Selection Of the Espa Enginementioning

confidence: 99%

Conceptual design and integration of a propulsion system for a supersonic transport aircraft

Hutchinson

Lawrence

Joiner

2021

Proceedings of the Institution of Mechanical Engineers, Part G:

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Despite 50 years of technological advancement since the inception of Concorde, research on supersonic passenger aircraft has only recently resulted in design and flight test of several small 12 to 55-passenger business jets with supersonic cruises between Mach 1.2 and 2.2. Analytical research designs of larger 300-passenger aircraft have been conducted only to speeds of Mach 2.0 and 2.2, mainly avoiding moving beyond turbojet propulsion. This research extends on an earlier multifactor regression sizing study to determine in greater design detail whether the configuration of a 200-passenger Mach 3.0 aircraft is feasible using extant technology. This research article is the second part of two and covers a suitable and cost-effective propulsion system for the executive supersonic passenger aircraft. Through this high-speed design, the research examines modern propulsion technology and the performance advancements it affords through higher efficiencies, higher metallurgical thermal limits, variable cycle engines and variable stator technology. The analysis was conducted on several potential propulsion systems using GasTurb software to obtain engine performance data. The performance results led to a combined cycle turbofan–ramjet engine as being the engine that could yield the most extensive range for the aircraft. Further investigation is needed on aircraft noise, engine emissions, the accuracy of the thrust-critical lift-to-drag ratios and the aeroelastic effects that can be closely coupled to noise and performance.

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Section: Selection Of the Espa Enginementioning

confidence: 99%

Conceptual design and integration of a propulsion system for a supersonic transport aircraft

Hutchinson

Lawrence

Joiner

2021

Proceedings of the Institution of Mechanical Engineers, Part G:

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“…23 For the Concorde and Tu-144 aircraft, the overpressure on the ground was around 110 and 120 Pa, respectively. In contrast, the permissible level today is around 20-50 Pa. 5,14 The research literature into sonic boom minimization, [17][18][19] including through multidisciplinary optimization, [11][12][13][14][15][16] makes the prospect of certifying larger aircraft possible.…”

Section: A 128-passenger Overwater Design By the Arizona Statementioning

confidence: 99%

“…Since this study, a body of work has been conducted with regards to shaping the wing for optimal peak overpressure. Recently, Banerjee 33 and others 17,18 have shown that the geometry of the aircraft strongly defines its shock imprint. Since aerodynamic efficiency does not necessarily convert to lower boom signature, there will be a requirement for trade-off studies to determine the extent of the efficiency decrease to meet an acceptable sonic boom level.…”

Section: Configuration Selection and Developmentmentioning

confidence: 99%

“…9 However, the penetration of smaller supersonic transports opens a niche to the hegemony of subsonic passenger aircraft. 3,5,8 This niche is spawning renewed research, particular into methodologies for design like multidisciplinary optimization, [11][12][13][14][15][16] sonic boom minimization, [17][18][19] aerothermal heating, 20 carbon emissions 8 and numerical augmentation of supersonic wind tunnel testing. 21 One research question not being asked sufficiently is in how fast and how large the next supersonic passenger aircraft should be after the three new business jets?…”

Section: Introductionmentioning

confidence: 99%

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Conceptual aerodynamic design of an executive supersonic passenger aircraft – ESPA

Lawrence

Hutchinson

Joiner

2021

Proceedings of the Institution of Mechanical Engineers, Part G:

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Despite 50 years of technological advancement since the inception of Concorde, research on supersonic passenger aircraft has only recently resulted in design and flight test of several small 12- to 55-passenger business jets with supersonic cruises between Mach 1.2 and 2.2. Analytical research designs of larger 300-passenger aircraft have been conducted only to speeds of Mach 2.0 and 2.2, mainly avoiding moving beyond turbojet propulsion. This research extends on an earlier multifactor regression sizing study to determine in greater design detail what the configuration of a 200-passenger Mach 3.0 aircraft could be using extant technology. This research article is the first part of two and covers the conceptual aircraft design evolution focussing on the aerodynamics, wing and fuselage. In contrast, the second article covers engine conceptual design and placement. Wing shape optimization is performed using fundamental CFD analysis to arrive at a configuration suitable for both subsonic and supersonic flight. Noise considerations and shock wave formation drive further design iterations based on the research literature. The viability of this research design informs a future multidisciplinary optimization like those recently published in the literature for smaller supersonic business jets.

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“…In practical engineering applications, porous barriers have significant potential in mitigating the damage caused by shock waves [1][2][3][4][5]. The shock-induced damage or influence happens in many situations such as the influence of explosion waves on the stability of corridor structures in mine tunnels or oil wells [6,7], the damage of shock waves in a high-speed train tunnel to ancillary facilities [8,9], the sonic boom problem caused by supersonic aircraft breaking through the sound barrier [10,11], etc. Therefore, it is of great significance to study the propagation behavior of a shock wave when it passes through a perforated-plate array and reveal the mechanisms that lead to the change in the shock wave intensity.…”

Section: Introductionmentioning

confidence: 99%

Numerical Study of Air Flow Induced by Shock Impact on an Array of Perforated Plates

Zhang

Feng

Sun

et al. 2021

Entropy

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This study is focused on the propagation behavior and attenuation characteristics of a planar incident shock wave when propagating through an array of perforated plates. Based on a density-based coupled explicit algorithm, combined with a third-order MUSCL scheme and the Roe averaged flux difference splitting method, the Navier–Stokes equations and the realizable k-ε turbulence model equations describing the air flow are numerically solved. The evolution of the dynamic wave and ring vortex systems is effectively captured and analyzed. The influence of incident shock Mach number, perforated-plate porosity, and plate number on the propagation and attenuation of the shock wave was studied by using pressure- and entropy-based attenuation rates. The results indicate that the reflection, diffraction, transmission, and interference behaviors of the leading shock wave and the superimposed effects due to the trailing secondary shock wave are the main reasons that cause the intensity of the leading shock wave to experience a complex process consisting of attenuation, local enhancement, attenuation, enhancement, and attenuation. The reflected shock interactions with transmitted shock induced ring vortices and jets lead to the deformation and local intensification of the shock wave. The formation of nearly steady jets following the array of perforated plates is attributed to the generation of an oscillation chamber for the inside dynamic wave system between two perforated plates. The vorticity diffusion, merging and splitting of vortex cores dissipate the wave energy. Furthermore, the leading transmitted shock wave attenuates more significantly whereas the reflected shock wave from the first plate of the array attenuates less significantly as the shock Mach number increases. The increase in the porosity weakens the suppression effects on the leading shock wave while increases the attenuation rate of the reflected shock wave. The first perforated plate in the array plays a major role in the attenuation of the shock wave.

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Numerical Investigation of the Influence of the Configuration Parameters of a Supersonic Passenger Aircraft on the Intensity of Sonic Boom

Cited by 3 publications

References 4 publications

Conceptual design and integration of a propulsion system for a supersonic transport aircraft

Conceptual design and integration of a propulsion system for a supersonic transport aircraft

Conceptual aerodynamic design of an executive supersonic passenger aircraft – ESPA

Numerical Study of Air Flow Induced by Shock Impact on an Array of Perforated Plates

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