Supersonic speed is a rate of travel of an object that exceeds the speed of sound (Mach 1). For objects traveling in dry air of a temperature of 20 °C (68 °F) at sea level, this speed is approximately 343.2 m/s, 1,125 ft/s, 768 mph, 667 knots, or 1,235 km/h. Speeds greater than five times the speed of sound (Mach 5) are often referred to as hypersonic. Flight during which only some parts of the air surrounding an object, such as the ends of rotor blades, reach supersonic speeds are called transonic. This occurs typically somewhere between Mach 0.8 and Mach 1.23
Sounds are traveling vibrations in the form of pressure waves in an elastic medium. In gases, sound travels longitudinally at different speeds, mostly depending on the molecular mass and temperature of the gas, and pressure has little effect. Since air temperature and composition varies significantly with altitude, Mach numbers for aircraft may change despite a constant travel speed. In water at room temperature supersonic speed can be considered as any speed greater than 1,440 m/s (4,724 ft/s). In solids, sound waves can be polarized longitudinally or transversely and have even higher velocities.
Most modern fighter aircraft are supersonic aircraft, but there have been supersonic passenger aircraft, namely Concorde and the Tupolev Tu-144. Both these passenger aircraft and some modern fighters are also capable of supercruise, a condition of sustained supersonic flight without the use of an afterburner. Due to its ability to supercruise for several hours and the relatively high frequency of flight over several decades, Concorde spent more time flying supersonically than all other aircraft combined by a considerable margin. Since Concorde's final retirement flight on November 26, 2003, there are no supersonic passenger aircraft left in service. Some large bombers, such as the Tupolev Tu-160 and Rockwell/Boeing B-1B are also supersonic-capable.
Most spacecraft, most notably the Space Shuttle are supersonic at least during portions of their reentry, though the effects on the spacecraft are reduced by low air densities. During ascent, launch vehicles generally avoid going supersonic below 30 km (~98,400 feet) to reduce air drag.
Note that the speed of sound decreases somewhat with altitude, due to lower temperatures found there (typically up to 25 km). At even higher altitudes the temperature starts increasing, with the corresponding increase in the speed of sound.
Supersonic aerodynamics is simpler than subsonic aerodynamics because the airsheets at different points along the plane often can't affect each other. Supersonic jets and rocket vehicles require several times greater thrust to push through the extra drag experienced within the transonic region (around Mach 0.85–1.2). At these speeds aerospace engineers can gently guide air around the fuselage of the aircraft without producing new shock waves but any change in cross sectional area farther down the vehicle leads to shock waves along the body. Designers use the Supersonic area rule and the Whitcomb area rule to minimize sudden changes in size.
However, in practical applications, a supersonic aircraft will have to operate stably in both subsonic and supersonic profiles, hence aerodynamic design is more complex.
One problem with sustained supersonic flight is the generation of heat in flight. At high speeds aerodynamic heating can occur, so an aircraft must be designed to operate and function under very high temperatures. Duralumin, the traditional aircraft material, starts to lose strength and go into plastic deformation at relatively low temperatures, and is unsuitable for continuous use at speeds above Mach 2.2 to 2.4. Materials such as titanium and stainless steel allow operations at much higher temperatures. For example, the SR-71 Blackbird jet could fly continuously at Mach 3.1 while some parts were above 315°C (600°F).
Another area of concern for continued high-speed operation is the engines. Jet engines create thrust by increasing the temperature of the air they ingest, and as the aircraft speeds up, friction and compression heats this air before it reaches the engines. The maximum allowable temperature of the exhaust is determined by the materials in the turbine at the rear of the engine, so as the aircraft speeds up, the difference in intake and exhaust temperature that the engine can create decreases, and the thrust along with it. Air cooling the turbine area to allow operations at higher temperatures was a key solution, one that continued to improve through the 1950s and on to this day.
Intake design was also a major issue. Normal jet engines can only ingest subsonic air, so for supersonic operation the air has to be slowed down. Ramps or cones in the intake are used to create shock waves that slows the airflow before it reaches the engine. Doing so removes energy from the airflow, causing drag. The key to reducing this drag is to use multiple small oblique shock waves, but this was difficult because the angle they make inside the intake changes with Mach number. In order to efficiently operate across a range of speeds, the shock waves have to be "tuned."
An aircraft able to operate for extended periods at supersonic speeds has a potential range advantage over a similar design operating subsonically. Most of the drag an aircraft sees while speeding up to supersonic speeds occurs just below the speed of sound, due to an aerodynamic effect known as wave drag. An aircraft that can accelerate past this speed sees a significant drag decrease, and can fly supersonically with improved fuel economy. However, due to the way lift is generated supersonically, the lift-to-drag ratio of the aircraft as a whole drops, leading to lower range, offsetting or overturning this advantage.
The key to having low supersonic drag is to properly shape the overall aircraft to be long and thin, and close to a "perfect" shape, the von Karman ogive or Sears-Haack body. This has led to almost every supersonic cruising aircraft looking very similar to every other, with a very long and slender fuselage and large delta wings, cf. SR-71, Concorde, etc. Although not ideal for passenger aircraft, this shaping is quite adaptable for bomber use.
History of supersonic flight
Heavy research into aircraft technics during World War II led to the creation of the first rocket and jet aircraft. Subsequently the first claims of breaking the sound barrier were made during the war. However, the first recognized flight exceeding the speed of sound for the first time by a manned aircraft in controlled level flight was on October 14, 1947 in an American research project, using the experimental Bell X-1 research rocket plane, piloted by Charles "Chuck" Yeager. The first production plane to break the sound barrier was an F-86 Canadair Sabre with the first 'supersonic' woman pilot, Jacqueline Cochran, at the controls, although this aircraft was not designed with regular supersonic flights in mind. According to David Masters in 'German Jet Genesis', Jane's, 1982; ISBN 0 7106 0186 7, the DFS 346 prototype captured in Germany by the Soviets, after being released from a B-29 at 32800 ft -10000 m-, reached, late in 1945, 683 mph (1100 kph), that was over Mach 1 at that height. Pilot in these flights was the German Wolfgang Ziese.
- Hypersonic speed
- Transonic speed
- Sonic boom
- Supersonic aircraft
- Supersonic airfoils
- Vapor cone
- Whitcomb area rule
- "Can We Ever Fly Faster Speed of Sound", October 1944, Popular Science one of the earliest articles on shock waves and flying the speed of sound
- "Britain Goes Supersonic", January 1946, Popular Science 1946 article trying to explain supersonic flight to the general public
- MathPages - The Speed of Sound
- Supersonic sound pressure levels