Perfect electro-magnetic storm

Larry

A current program using a F-5 has demonstrated modeling of airframe
that will reduce sonic booms.

This has been published a number of places.

Big John



On Wed, 29 Oct 2003 16:20:30 GMT, Larry Dighera
wrote:

On Wed, 29 Oct 2003 10:02:08 -0600, "Montblack"
wrote in Message-Id:
:

While the usual inanity contained in articles posted by Montblack are
easily dismissed, this caught my eye:

"Styled by the laws of nature.............Concorde"


It seems that the next generation of supersonic airliners may be
permitted to fly over the US (to the west coast where I reside):



http://www.discoverychannel.co.uk/ne...rticle01.shtml
The shape of jets to come

AS TICKETS for Concorde's final flight go on sale this week, an
American aerospace company has demonstrated a way to modify a
supersonic jet to dramatically reduce its sonic boom. The work
could pave the way for a new generation of business jets quiet
enough to fly at supersonic speed over populated areas.

Sonic booms are one of the biggest drawbacks of supersonic flight.
They are the sharp thunderclaps caused by shock waves created at
the nose and tail of an aircraft meeting as they travel to the
ground. Where the shock waves overlap they reinforce each other,
creating the boom. Concorde's boom is so loud that it is forbidden
from flying at supersonic speeds over land.

In the 1970s, Richard Seebass and Albert George at Cornell
University in New York came up with a straightforward way to
counter the problem. They reasoned that a shock wave would be
weaker if it were spread out over a larger area. This could be
achieved by replacing a plane's sharp nose with a blunter shape
and redesigning parts of the wings, for example where the base of
the wing meets the fuselage, so that the angles between surfaces
do not change so sharply. The idea was to allow the shock waves to
form over larger areas of the aircraft's surface. Years of
computer modelling and wind tunnel tests have validated the
concept, but it had never been tried in flight.

Now the American aerospace company Northrop Grumman ...



http://www.newscientist.com/news/news.jsp?id=ns99993616
...
New chapter

A supersonic successor will be very different in design, Jackson
told New Scientist: "There will be such an interval before any
supersonic transport gets going again, that we'll start on a
separate chapter of air travel."

Bill Gunston, editor of Jane's Aero Engines and author of the book
Faster Than Sound, believes dramatic improvements in aerodynamics
over the last 30 years would now make it possible to build a much
far more efficient supersonic craft than Concorde. He says the
airplane's lift-to-drag ratio means it requires very powerful
engines and huge amounts of fuel.

"Any capable design outfit could design something vastly superior
to Concorde," Junston told New Scientist.
...


http://uk.news.yahoo.com/030929/12/e9q0q.html
Monday September 29, 04:00 PM

Curvy aircraft could silence sonic booms
By David L. Chandler

As tickets for Concorde's final flight go on sale this week, an
American aerospace company has demonstrated a way to modify a
supersonic jet to dramatically reduce its sonic boom.

The work could pave the way for a new generation of business jets
quiet enough to fly at supersonic speed over populated areas.

Sonic booms are one of the biggest drawbacks of supersonic flight.
They are the thunderclaps caused when shock waves created at the
nose and tail of an aircraft meet as they travel to the ground.
Where the shock waves overlap they reinforce each other, creating
the boom. Concorde's boom is so loud that the plane is forbidden
from flying at supersonic speeds over land.

In the 1970s, Richard Seebass and Albert George at Cornell
University in Ithaca, New York, came up with a straightforward way
to counter the problem. They reasoned that a shock wave would be
weaker if it were spread out over a larger area.

This could be achieved by replacing a plane's sharp nose with a
blunter shape and redesigning parts of the wings, for example
where the base of the wing meets the fuselage, so that the angles
between surfaces do not change so abruptly.

The idea was to force the shock waves to fan out more rapidly as
they move away from these curves, spreading out their energy.
Years of computer modelling and wind tunnel tests have validated
the concept, but it had never been tried in flight.

Now the American aerospace company Northrop Grumman has ...