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Sonic boom

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Richard Seebass and his colleague Albert George at Cornell University studied the problem extensively and eventually defined a " figure of merit " FM to characterize the sonic boom levels of different aircraft.

FM is a function of the aircraft weight and the aircraft length. The lower this value, the less boom the aircraft generates, with figures of about 1 or lower being considered acceptable.

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Using this calculation, they found FMs of about 1. This eventually doomed most SST projects as public resentment mixed with politics eventually resulted in laws that made any such aircraft impractical flying supersonically only over water for instance. Another way to express this is wing span. The fuselage of even a large supersonic aircraft is very sleek and with enough angle of attack and wing span the plane can fly so high that the boom by the fuselage is not important.

The larger the wing span, the greater the downwards impulse which can be applied to the air, the greater the boom felt. A smaller wing span favors small aeroplane designs like business jets. To adapt this principle to existing planes, which generate a shock at their nose cone and an even stronger one at their wing leading edge, the fuselage below the wing is shaped according to the area rule.

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The F-5E was modified with a highly refined shape which lengthened the nose to that of the F-5F model. The fairing extended from the nose all the way back to the inlets on the underside of the aircraft. The SSBD was tested over a two-year period culminating in 21 flights and was an extensive study on sonic boom characteristics.

After measuring the 1, recordings, some taken inside the shock wave by a chase planethe SSBD demonstrated a reduction in boom by about one-third. The Quiet Spike is a telescoping boom fitted to the nose of an aircraft specifically designed to weaken the strength of the shock waves forming on the nose of the aircraft at supersonic speeds. Over 50 test flights were performed. There are theoretical designs that do not appear to create sonic booms at all, such as the Busemann's Biplane.

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However, creating a shockwave is inescapable if they generate aerodynamic lift. A sonic boom is usually heard as a deep double "boom" as the aircraft is usually some distance away. However, as those who have witnessed landings of space shuttles have heard, when the aircraft is nearby the sonic boom is a sharper "bang" or "crack". The sound is much like that of mortar bombscommonly used in firework displays. It is a common misconception that only one boom is generated during the subsonic to supersonic transition; rather, the boom is continuous along the boom carpet for the entire supersonic flight.

As a former Concorde pilot puts it, "You don't actually hear anything on board. All we see is the pressure wave moving down the aeroplane - it gives an indication on the instruments. And that's what we see around Mach 1. But we don't hear the sonic boom or anything like that.

That's rather like the wake of a ship - it's behind us. Valuable data was gathered from the experiment, but 15, complaints were generated and ultimately entangled the government in a class action lawsuit, which it lost on appeal in Sonic booms were also a nuisance in North Cornwall and North Devon in the UK as these areas were underneath the flight path of Concorde.

Windows would rattle and in some cases the "torching" pointing underneath roof slates would be dislodged with the vibration. Research by acoustics experts under this program began looking more closely at the composition of sonic booms, including the frequency content. Several characteristics of the traditional sonic boom "N" wave can influence how loud and irritating it can be perceived by listeners on the ground. Even strong N-waves such as those generated by Concorde or military aircraft can be far less objectionable if the rise time of the overpressure is sufficiently long.

A new metric has emerged, known as perceived loudness, measured in PLdB.

presion de vapor yahoo dating

This takes into account the frequency content, rise time, etc.