1. Introduction 2. Sonic Boom Generation 3. Atmospheric Effects on Sonic Boom Propagation 4. Design Modifications and Maneuvers 5. Comments # References |
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Observers of unidentified flying objects report a variety of sound effects associated with the phenomenon. Some report sharp, explosive sound during rapid acceleration or high-speed flight. Others refer to humming, whining or whirring noise while the UFO is hovering or moving at relatively slow speeds (Hall, 1964). Still others mention whistling or swishing sounds suggestive of rushing air.
More remarkable than any of the foregoing, however, are reports that describe the UFO as moving at velocities far in excess of the maximum speed of sound in the earth's atmosphere without producing any noise or shock wave that would normally be expected under such conditions of atmospheric displacement. No characteristic "boom" is heard in these instances.
The absence of a sonic boom in these cases remains a mystery. Possible explanations are that:
In this chapter we shall present the basic concepts involved in the production of the sonic boom or shock wave resulting from the passage of an object through the atmosphere at speeds greater than that of sound at the altitude of flight. Natural effects that are theoretically capable of rendering such shock waves inaudible at ground level will also be discussed, as will current research aimed at suppression of sonic booms by aircraft design modification and other means.
In general, it would be unrewarding to analyze each UFO report in conjunction with meteorological data to determine if a sonic boom from a particular object flying at supersonic speed would be heard at ground level. The difficulties are two-fold: first, the existing state of knowledge concerning meteorological effects on sonic booms is sufficient only to provide information in terms of statistical probabilities (Roberts, 1967); and second, local meteorological
Sound waves are a manifestation of the compressibility of air. A source capable of compressing air produces pressure fluctuations, called sound or compression waves, which travel through the atmosphere. The peaks and troughs of the waves correspond to maxima and minima of the pressure fluctuations. The leading edge of the wave or wave front is approximately spherical in shape, and the pressure disturbance propagates away from the source in a series of concentric spheres. The speed of propagation of these waves, the sound speed, varies with the temperature and pressure of the air through which the waves travel. The maximum value for speed of sound waves is generally at ground level and reaches about 760 mph. The sound speed may show considerable variation in the atmosphere, alternately decreasing and increasing with altitude. A minimum value of 580 mph is reached at approximately 50 miles above the earth's surface. However, these values are principally a function of altitude, but they also vary with the time of day, season and latitude and longitude. The following are approximate average values:
Height (feet) |
Speed of Sound (miles per hour)
|
0 | 760 |
10,000 | 735 |
20,000 | 707 |
30,000 | 679 |
The ratio of aircraft speed to the sound speed at its altitude is called the Mach number. The limiting value at which no sonic boom is heard, because of atmospheric effects, is called the cutoff Mach number (Wilson, 1962). Studies made by Wilson (1962), >Kane (1966) and Roberts (1967) have established that the cutoff Mach number ranges roughly between about 1.0 and 1.3 depending on atmospheric conditions and the altitude of the plane. This means that sonic booms produced by objects moving faster than 1.3 times the sound speed should be heard at ground level.
The angle between the shock front and the ground becomes smaller as the aircraft speed increases relative to the sound speed. In this situation the sonic boom may not be heard at ground level until the plane has passed from view. Wilson (1962) has estimated that the plane may be as much as 25 miles away from the point on the ground where the sonic boom is heard.
When the actual wind and temperature variations that occur in the
atmosphere are taken into account, the simple conical pattern of the
shock front may become quite distorted. The sound speed generally
decreases with altitude between the ground and the plane. Therefore,
as a propagating shock wave descends toward the ground, the portion
of the wave front closest to the earth moves faster than the portions
above. If the sound speed decreases sufficiently rapidly with
altitude, the wave front may become perpendicular to the ground. In
this situation the shock never reaches the ground because it begins
to travel parallel to the ground before it gets there (Carlson,
1966). Physical requirements for such an effect, however, are
unlikely, even under extremely abnormal atmospheric conditions. In
any event, an object moving through the atmosphere at any altitude
parallel to. the earth's surface, at a speed greater than the speed
of sound at ground level would inevitably produce a sonic boom.
The decrease of sound speed with altitude also affects the portion of
the wave front that spreads out to the sides of the plane. An
investigation of the effect by Kane (1966), under conditions of no
wind, shows that the lateral extent of the sonic boom at ground level
ranges from about 10 to 35 miles on either side of the ground track
of the plane. Furthermore, the intensity of the shock wave will be
diminished as it spreads out. Consequently the boom will become less
intense on either side of the flight track.
When wind is present, the wave front progresses at a rate which is
the sum of the sound speed and the wind speed. Therefore the effect
on the wave front by the temperature decrease is counteracted if a
tail wind increases with altitude. If a tail wind decreases with
altitude the distortion of the wave front caused by the temperature
variation is reinforced, while a head wind produces the opposite
effect. The situation becomes more complicated when the horizontal
variations of wind and temperature are considered.
Although various government agencies, industrial organizations and
university research projects are currently engaged in seeking methods
to reduce sonic boom intensities, all known practical supersonic
airplane designs will produce sonic booms (National
Academy of Sciences, 1967). Furthermore, according to the Academy
report, "The possibility that unconventional configurations may be
devised which will yield significant reductions cannot be disallowed
but, at present, the future must be viewed in terms of small
reductions obtained through better understanding of theory, design
refinements of conventional aircraft and improvements in propulsive
efficiency and operating procedures." Research efforts are continuing
in an effort to find an unconventional design, with practical
aerodynamic. characteristics, which would minimize or eliminate the
sonic boom.
The various research efforts to suppress sonic boom intensities which
are under investigation are reviewed below.
The pressure distribution at ground level, shown in Fig. la and lb is
the so-called "farfield" signature. The shock fronts emanating from
protuberances on the aircraft have little effect on the pressure
pulse at ground level. The sonic boom can be reduced, but not
necessarily eliminated, if the aircraft climbs at subsonic speeds
before making the transition to supersonic speeds at high-altitude
cruising levels. Optimization of the arrangement of the various
components, such as the shape and position of the wings, may lessen
sonic boom intensity. Long, slender and blended configurations appear
to offer
Aircraft accelerations and maneuvers at various altitudes cause sonic
booms of varying intensities in localize regions at or above ground
level. It is possible, during common flight maneuvers, to produce
local pressure buildups which may be more than twice as large as
those produced by the same aircraft in level, unaccelerated flight.
The subsequent "superbooms" occur at isolated points at ground level
in contrast to the ordinary booms that move with the aircraft.
Limitations on rapid accelerations and maneuvers would reduce the
intensity and frequency of "superbooms" but could not be expected to
suppress sonic booms altogether (Maglieri, 1966).
In subsonic flight, pressure disturbances propagate ahead of the
aircraft altering the airstream in such a way that abrupt pressure
changes do not occur. In supersonic flight however, pressure
disturbances cannot propagate ahead. In order to prevent the buildup
of a shock wave in supersonic flight, the Northrup Corporation is
currently working on a method to modify the airstream through an
electromagnetic force field concentrated at the nose of the aircraft.
This work is still in preliminary stages and experiments have only
been undertaken in wind tunnels (Aviation Week and Space Technology,
1968).
Although sonic boom research has progressed rapidly since the early
1950's, the complete suppression of sonic booms at ground level by
means of present technology does not appear imminent. This does
Aviation Week and Space Technology, 88 (1968), p. 21.
Carlson, H.W. and F.E. McLean. "The sonic boom", Int. Sci.
Tech, No. 55 (1966), p. 70.
Hall, R.H., (ed.). The UFO Evidence. National
Investigations Committee on Aerial Phenomena, Washington, D.C.: 1964.
Kane, E.J. "Some effects of the nonuniform atmosphere on the
propagation of sonic booms", J. Acoust. Soc. Amer., 39 (1966),
S26-S30.
Maglieri, D.J. "Some effects of airplane operations and the
atmosphere on sonic-boom signatures", J. Acoust. Soc. Amer.,
39 (1966), S36-S42.
McLean, F.E. and B.L. Shrout. "Design methods for minimization of
sonic boom pressure-field disturbances", J. Acoust. Soc.
Amer., 39 (1966), S19-S25.
National Academy of Sciences. Report on Generation and Propagation
of Sonic Boom. 1967.
Roberts, C., W. Johnson, G. Herbert, and W.A. Hass.
Meteorological Investigations in Sonic Boom Experiments at Edwards
AFB. National Sonic Boom Evaluation Office, Arlington, Virginia,
Dl-Dll, (1967).
Wilson, H.A., Jr. "Sonic boom", Sci. Amer. 206 (1962), 36-43.
Figure 1a: Shock Waves
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Figure 1b: Sonic Boom
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3. Atmospheric Effects on Sonic Boom Propagation
4. Design Modifications and Maneuvers
5. Comments
Acknowledgement
References