Nasa-faa supersonic transport study news release no- 63-252

NASA (NTRS) · 1963

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Overview

Supersonic air transport flight profile simulation for air traffic control development and flight planning

Pages: 3

Key points

NASA and the FAA completed studies simulating flight profiles of a supersonic transport (SST) using a Navy A5A jet bomber.
Twenty-one simulated flights were conducted along busy federal airways converging on Los Angeles, involving various phases of flight.
The A5A jet maintained subsonic speed during the climb to 30,000 feet and achieved a supersonic speed of Mach 1.7 at 50,000 feet.
Air traffic controllers reported control problems during take-offs and climb-out phases due to the greater speeds of the SST.
In-flight weather information was identified as a crucial factor affecting acceleration times and distances when transitioning to supersonic flight.

Frequently asked questions

What aircraft was used in the NASA-FAA supersonic transport study?

A two-place Navy A5A jet bomber was used for the study because it has a similar thrust-to-weight ratio as an SST at altitudes up to 50,000 feet.

What were the main findings regarding air traffic control during the simulations?

Controllers experienced no difficulties during descent and landing phases, but faced control problems during take-offs and climb-out due to the greater speeds.

What speeds were achieved during the simulated flights?

The A5A jet was flown at a supersonic speed of Mach 1.7 (about 1,120 mph) during level flight at 50,000 feet.

Why is in-flight weather information important for supersonic flights?

In-flight weather information is important because changes in outside air temperature and pressure significantly influence the times and distances required to accelerate from subsonic to Mach 2.0 flight.

Who directed the study for NASA?

The study was directed by Donald L. Hughes, A5A program manager, and William H. Dana, project pilot, both from NASA's Flight Research Center.

N E W S R E L E A S E

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION 400 MARYLAND AVENUE. SW, WASHINGTON. pc TELEPHONES: WORTH 2-4155 -------- WORTH3-6925 FOR RELEASE: FRIDAY A.M.'s November 15, 1963 (Released simultaneously at Edwards, Calif.

and Washington, D.C.)

N64 10349^

RELEASE NO: 63-252 NASA-FAA SUPERSONIC TRANSPORT STUDY Engineers and pilots of the National Aeronautics and Space Administration working in cooperation with the Federal Aviation Agency, have completed a series of studies simulating flight profiles of a supersonic transport (SST).

The studies were made at NASA's Flight Research Center, Edwards, Calif.

-more- -2- Engineers used a two-place Navy A5A jet bomber to study possible air traffic control problems and to obtain operational data for planning future supersonic transport flights. The A5A was used in the simulation tests because it has almost the same thrust-to-weight ratio as an SST at altitudes up to 50,000 feet.

Twenty-one simulated flights were programmed along busy federal airways converging on Los Angeles. The air- plane was put in several phases of flight — takeoff, climb, level cruising, descent. In the climb up to 30,000 feet, subsonic speed was maintained. Then the airplane was flown in level flight at 50,000 feet at supersonic speed of Mach 1.7 (about 1,120 mph). Simulated descents to lower altitude began with deceleration to Mach 1.4. The airplane was slowed to subsonic speed before getting down to 30,000 feet. At 20,000 feet, the engineers simulated the speed at 3^0 mph — about the speed of current jet transports on letdown opera- tions.

PAA controllers, monitoring the simulated flights, said they had no difficulties during the descent and landing phases; however, they had control problems during the take-offs and climb-out phases because of greater speeds and faster climb.

-more- -3- The tests show that — as expected — because of the greater speeds pilots must be given more advance notice of changes in flight procedures, such as holding instruc- tions and changes in altitude.

In-flight weather information was found to be an impor- 'tant factor because changes in outside air temperature and pressure conditions greatly influenced the times and distances required to accelerate from subsonic to Mach 2.0 flight.

The study was made for NASA's Office of Advanced Research and Technology. It was under the direction of Donald L.

Hughes, A5A program manager, and William H. Dana, project pilot, both from NASA's Flight Research Center. Heading the project for FAA's Office of Supersonic Development and the FAA Western Region was Joseph J. Tymczyszyn.

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