Transcript
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Matthew Cerutti UP 487: Transportation Planning
Dr. Zeenat Kotval-‐K December 11th, 2014
Aviation Planning for Future Systems
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Introduction:
While many with or without experience in planning or community development
would not consider airport design, and civil aircraft a catalyst for imploring land use
doctrine within their mater plan, I do believe this will be the future of transportation
planning. As cities and nations become part of a “globalized” world, and time, or the
perception thereof, becomes an ever-‐increasing commodity people will desire swift
transport from intercontinental destinations. Airport and aircraft design was predicted
to be one of the fastest growing industries’ before the economic collapse in 2008. Many
scholars were predicting civil supersonic aircraft travel and capacity to be present in the
current decade. Though this is not a reality, we have seen aviation industry giants like
Boeing, and General Electric (GE) begin to implement new designs, such as the 787
Dreamliner recently released by Boeing.
More relevant and more thorough research may be found, particularly in recent
years, on interconnectivity between regional and national airports. After talking to Dr.
Mark Wilson, my suspicions were confirmed, in that this is a very possible reality in the
future of land use planning easements and accusations. Many have been delighted in
key word like “light and Passenger rail,” but yet these phenomena are eluding planners
and communities they serve. In Dr. Wilson’s opinion this may be a good topic for further
exploration, even among the already highly published documentations. My initial
impressions have always been that even if passenger rail becomes available to
communities, the system remains rather inefficient due to stops and speed issues
surrounding the current rail initiatives. With the implementation of “elevated rail,”
airports may become hubs for reaching other forms of public transit systems present in
larger cities to date. For example, if we had an elevated rail connecting
Chicago/Rockford International airport to O’Hare in Chicago, the proposed system
would be able reach much faster speeds without stopping amid linear connected
suburban cities. Dr. Wilson took the approach based on his experience with similar land
use transit systems already in existence in other European countries and cities. After
speaking with a representative from Mead & Hunt, an established independent
consulting firm for consulting and designing airports, I came away from the
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conversation at ends. For her opinion was that we have failed to expand passenger rail
between major origins like Detroit and Chicago, the efforts would probably be
unrecognizable in the near future. She also was under the impression that many
regional hubs would be against the implementation of an elevated, high-‐speed rail
movement, because airport executives for these establishments fear this would
eliminate their already challenging proposition for attracting more passenger service
directed towards regional airports.
Body:
I began to look at literature based on my initial thoughts that supersonic civil
aircraft was to be the future of aviation, both in research and development as well as
implementation within the next decade or so. My knowledge base on this field has
grown exponentially; much has been related to the design features needed for such
specific aircraft, and less about airport planning. Many look at the main reason for the
lack of development and state that the noise is the most detrimental concern for
implementing supersonic travel into mainstream society. Once again, after my talks
with planners both with and without specific airport functions, all started the
conversation with the problem of breaking the speed of 750 mph, causing a “sonic
boom.” As this phenomenon has been most relevant to the field as a whole not only in
civilian aircraft, but military purposes as well. Currently in the United States, even
military jets are discouraged from making the transition to the speed of sound from
locations relevant too coastal barriers. The current ordinance or standardized rule for
implementing the shift in speed is delegated as being at least fifteen miles from
shorelines towards either the Atlantic or Pacific Oceans.
As I looked at a report coming from a panel discussion within the Federal
Aviation Administration (FAA) on civil supersonic aircraft, the fourth of which has been
released to the public, the goal was to raise public awareness in continuing technological
advancements in the field. More specifically to address the issue of reducing the
intensity of the sonic boom, and get feedback from industry, the National Aeronautics
and Space Administration (NASA), and other interested parties. One manufacture has
been leading the way for support to the FAA on this program, namely the Gulfstream
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Aerospace Corporation, by developing the second Supersonic Acoustic Signature
Simulator (SASSII). This device is a mobile unit designed as an audio booth to
demonstrate what they are calling, the “Gulfstream Whisper.” In which the main
purpose is to provide alternative solutions for the “traditional sonic boom.”
In their initial findings they looked at the one and only somewhat successful
Concorde, a British Airways jet that operated more for “national pride,” and publicity
than anything else. However, it was a successful aircraft at the core level, but ultimately
abandoned in 2003 due to operating costs, fuel efficiency, and noise. The cruising
speeds of that jet produced sound waves in the form of a jagged “N-‐wave” sonic boom
wave, that resulted a double jarring loud boom at sea level, or ground as it passed by.
Gulfstream has produced a patented spike that reduces the noise emission by
transforming the sound waves into a smoother more rounded sine wave termed as the
“S.” This has reduced the “sonic boom factor” from the Concorde by 10,000 percent, and
has been revealed in the mobile SASSII for others to experience, allowing other to
witness the difference in the reverberation and intensity of noise levels. As stated
previously, the most important aspect in changing any transportation system starts with
increasing the public’s involvement in the ever-‐changing technological sector involved
with transit planning.
Now as the issue of breaking the sound barrier over landlocked surfaces
continues to be addressed, the function of the United States Air Force has had a
significant contribution as well. They have developed a new breed of fighter jets, one for
air-‐to-‐air combat and long distance strikes, and the other is used by the other three
braches of the military. These jets are the F-‐22 Raptor, and the F-‐35, with the new, very
similar design implementation, the production of all other manually occupied military
aircraft will come to a halt (for now). These jets have the carrying capabilities of the
predecessors, like F-‐16 and the F-‐15, for firepower and ammunition storage and use.
While also incorporating spy and reconnaissance technologies from planes such as the
Stealth Skyhawk the new breed of fighter jets are more versatile in use than ever before.
The difference between the two is mainly the engine capabilities and formations, while
the F-‐22 is dual engine aircraft making it faster and more maneuverable in the open sky,
the F-‐35 is a single engine jet used by the Navy, Army, and Marines for functions like
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aircraft carrier deployment. Both have been highly sought and copied by other
countries such as Russia, as well as others. Most would agree that the main advantage
the U.S. armed forces have had and still most important would be the aspect of “air-‐
superiority.” This is probably the biggest advantage we have in global warfare, and is
not taken lightly. One feature used by these recent developments is a special coating on
the entire plane to server two purposes: 1) quite flight, and 2) radar detection.
http://cache.gawkerassets.com/assets/images/4/2010/05/pak-‐fa_diagram.jpg
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I believe if these technological inventions can be applied to civil aircraft we will
be able to develop a new breed of transports capable of speeds greater than that of
sound. Another surprising factor that was realized upon my research is that the USAF
does have “target zones” indicated for the initial sonic boom after breaking the barrier.
As civilian jets become more and more aerodynamic in design for increased
maneuverability and stabilization for the ease of flight, they also become more appealing
to those who might not otherwise consider this form of transportation. The industry has
also been involved in designing windowless aircraft for civil use in order to make flying
less stressful for the demographic of people not particularly fond of leaving the ground
to altitudes above 40,000 feet. We probably all know one person or another who is
“terrified of flying.” So as we consider offering other options to riders, the perception of
many could change. As most transportation planners realize this aspect in surface
modes of transportation like biking, walking, rapid-‐bus lanes, and high-‐speed rail. We
must also consider providing international transit options as well. In fact as we explore
ideas like transit-‐oriented-‐development (TOD), one of the biggest setbacks in my
opinion is the lack of access to destinations “off the grid.” As we explore mobilizing
people within in and around central cities, we also need to consider not only options
viable for transition form state-‐to-‐state, or metropolis-‐to-‐metropolis, but throughout the
globe as well.
Like it or not, we are now in a period of globalization, not only thru economic
markets, but service and tourism industries alike. I for one am not as optimistic about
this proposition as others, as we enter this new phase of development the balance
between labor and machine productivity will be increasingly unstable. So the movement
of not only goods and services, but for people as well will become an asset in-‐and-‐of
itself. Time now has become a more important asset than ever before, especially among
the elitist class, the inventors, and the early-‐adapters, between whom will be the initially
targeted demographic of people that would use or need High Speed Civil Transport
(HSTC). This includes supersonic travel as well. According to (Henne 2005):
“Continued advancements in aerodynamics, structures, materials, avionics, and
engine technology have provided the technical basis for the development of many
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different predominantly jet-‐powered civil aircraft models. These aircraft range
from the very large transports used by scheduled air carriers to the very small
personal jets emerging.”
Along with innovation and the economic growth seen at the time of publication of this
article the author along with other academics predicted that there would be
approximately fifteen to twenty such aircraft by today’s date. In wake of the “Great
Recession,” like many external novelties this prediction has fallen short. As the
American economy begins the long road to recovery, the stock market is now at an all-‐
time high, which may be an indicator of a shift in spending towards service industries
that encompass air travel and transportation as a whole.
But in all actuality most of the articles examined to this point to significant
increase in smaller civic travel including: business, corporate, regional, and personal
jets. It seems our fascination with supersonic travel is just as intense as those interested
in space travel and exploration. Ever since the sound barrier was broken for the first
time in 1947, man has been trying to perfect travel in the air. Increasing Mach levels in
intercontinental flights has been going on since the early 60’s, when a B58 set a record
by traveling from NYC to London in four hours at Mach 2. Many of the early of the
earlier attempts after that were abandoned to the economic and environmental
concerns that the flights of the Concorde produced. It has become rather clear that in
order to start a program that could address these issues, the development would be in
smaller less invasive vehicles that might have the capacity of 50 people as opposed to
300. Since 2003 there have been no other attempts at providing a secure system for
transit at this level, mostly due to the initial risk that would be involved. Chances are
that you would have a hard time convincing a group of millionaires or billionaires to risk
their lives in the days since 9/11 and other incidents have been observed around the
world. Most pictures or silhouettes I have seen have been very similar to Gulfstream’s
patented drawing shown below:
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http://blogs.crikey.com.au/planetalking/files/2012/12/patent-‐drawing-‐Gulfstream-‐SSBJ.jpg
http://mobbit.info/media/3/Aerion_8.jpg
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As my study progressed I found myself reading more about mechanical
engineering and design factors that would have to be overcome first in order to start
planning airports and transit systems based on HSCT. In all actuality terms like:
fuselage design, optimal trajectories, speed variations, payload capacity, fuel
consumption, sonic boom strengths measured in overpressure, and exhaust emissions
must be tackled by the hard sciences. As design factors must take precedence before we
can accurately predict their relationship to the social or existing travel networks
throughout the U.S. and abroad. As mentioned, planners will have to consider differing
systems around the world as a whole. As we approach planning methods at the regional
level now, more than ever before, it is hard to negotiate territorial systems from
different cities within a given country much less in global market. As the strategies for
designs occur, much like the space efforts done successfully, we will have to collaborate
with other nations and individuals at a much larger scale.
As this market continues to progress, so will civil air travel as whole. As
commercial jets evolve so does the need for added capacities at airports and terminals.
Some airports seem like small micro-‐cities at this point, places like O’Hare International
in Chicago have just about every amenity one can think of. Just approaching such a place
on a vehicular street level is intimating in and of itself. Parking as discussed in class is a
growing concern that goes relatively unnoticed by the average American, until you have
to pay $20/day for storing your car as you travel national or overseas. Airport, and
terminal expansion are now on the priority list for planning, as they are an integral part
of any transit system. Just like in other transportation driven city plans, Europe and Asia
have become more progressive because of their history and the densely populated areas
that most live in. There connectivity is greater in almost every aspect including airport
function and design. The FAA has determined four classifications for airports: national,
regional, local, and basic. If supersonic aircraft were a reality they would most likely
take shape along the regional level of airport planning. National airports such as JFK in
New York have a great deal of existing demands on their facilities, which may prevent
hem from adapting to the technology as fast as those based in smaller communities.
Regional airports often have the capabilities of landing more types of aircraft then the
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predominantly larger national ones we might often think of. From my own personal
experience working at a regional hub, the facilities may be better than those huge
constructs we regard is primary facilities. They often cater to the cargo industry that
thrives on larger aircraft traveling with higher payloads for longer distances, therefore
translating into longer more sophisticated runways and tarmacs. Most airshows,
popular today take place in smaller hubs that can not only cater themselves to specific
events or aircraft, but also maintain a higher level of infrastructure. Along with the
cargo industry, they act as emergency venues for landing commercial aircraft in climatic
weather or unsafe conditions. All airports have to maintain noise studies that are
updated approximately every five years or so. The FAA has added 4th stage to the level
of acoustic performance being measured with decibel readings at < -‐10dB is achieved by
the jets already being manufactured (Henne p. 771).
Not only is there competition for supersonic travel moving from the private to
public sector, but the demand also needs to be great enough. This does not appear to be
the case in our current state of affairs. But, there are other initiatives yet to take hold of
the aviation industry as well. One of those being the “greener” movement in civil
aviation using air-‐to-‐air (AAR) refueling that is also presently being used in frequency at
the military level of avionics. As there is a difference in the nomination of regional
airports as well, the distinction of whether they act as a hub for transporting goods at a
high rate influences runway lengths and takeoff capacities of all jets. As we discussed
individually Lansing/Capital City Airport has had a problem with weight and take off
distances. Often cargo jets leave the capital city of Michigan, fly into Detroit Metro, get a
full tank of fuel and then proceed to their origin of destination. This system is very
costly and inefficient for both producers and consumers in this region, putting a strain
another strain on manufacturing during in a harsh and competitive economy. The
maximum takeoff weight (MTOW) has to be precisely measured to the capacity of
structural limitations, mainly for the wing and landing gear (Nangia p.706). The
argument exists that AAR would provide a fuel-‐savings of 30-‐40%, and would allow for
smaller aircraft designed for shorter distances traveled to be increased from 3,000nm
(nautical miles) to access capacities along the lines of 9,000nm. This endeavor is also
sought for support from our friend in the United Kingdom or other European countries.
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As you can probably tell there are many opinions on how the future of aviation
will unfold. But the more I have experienced and learned about transportation, the less
confident I am in a Amtrak oriented development of rail-‐to-‐air passenger hubs.
America’s lack of investment in rail throughout the decades has led to unmaintained
infrastructure that mat not be worth salvaging at this point. At a time when we now see
the rail system as a valuable commodity in the U.S. the amount of funding and effort
needed to bring these existing lines to the point of service that will be needed in the
future shall probably exceed the cost of new development. As many planners hope for
the comeback of this proportion, many of their efforts have been overlooked or clash
with already transit oriented programs. How are we to update a rail system with federal
initiatives such as rails-‐to-‐trails, seems rather paradoxical. So when approaching the
topic of “intermodal transportation” we might want to take a second look at or inventory
before proceeding to build upon it.
The approach for implementing HSTC is almost sure to have a lasting effect, so
instead of moving towards improving an outdated system, the nation as a whole should
look at other alternatives as well. Maybe the best we can hope for in connecting high-‐
speed rail is to take advantage of the federal easements that they are built within, if even
that. High speed ratios cannot be achieved thru movement from destination points less
than 30 miles apart. The reason that higher speeds would be needed in the first place is
to increase accessibility and enhance movement from distant points of service. So, in
regards to supersonic travel this argument would make perfect sense.
Conclusion:
As one might expect, moving forward with research in this topic is essential in
the engineering, research, and development fields of aviation. HSCT, including
supersonic air travel sometimes seems as though it is an arms length, and at other times
seems like it might be light years away. Since the beginning of civilization, or recorder
history, man has been fascinated with flight. Birds have been gods and examples among
us of the freedom one might be able to obtain without the restrictions of topography.
When we landed on the moon, “people would not believe it,” and today some conspiracy
theories maintain that this event in history is nothing more than a hoax, recoded in a
studio somewhere in Hollywood. Even now, for some reason NASA and private
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billionaires such as Richard Branson are more interested in taking civilians to mars than
connecting the planet we live in. The world is a large place, but the resources it provides
human civilizations are diminishing, or at least that’s what everyone’s perception seems
to be. Maybe the intent of focusing on distant planets is to evade reality, as they say, “the
grass is always greener!” We might soon be able to live in remote part of the galaxies
before the common man can experience the inside of the Sistine Chapel, the segregation
now has become, and will continue to be along economic fronts instead of racial divides.
The gap between the wealthy and the poor is ever increasing, but this should come as no
surprise when we look at social-‐capitalism on every continent.
My fear is not a sustainable environment, but a stable economic balance, one
where I can afford some of the same luxuries as those who have built empires upon the
wealth of the family name. We often look at things we cannot control to blame our
problems on. Instead of looking at the beggar playing the violin at the corner, we tell our
children, “Eat your food, there are people starving in China!” Instead of looking at how
to connect the world thru place, values, and community, we would rather leave it!
References:
Nangia, R. (2006). Operations and aircraft design towards greener civil aviation using air-‐to-‐air refueling. AERONAUTICAL JOURNAL, 110(1113), 705 – 721.
Robert Windhorst, M. E. in the S. of E. (n.d.). Optimization of fixed-‐range trajectories for supersonic transport aircraft.pdf.
Henne, P. (2005). Case for small supersonic civil aircraft. JOURNAL OF AIRCRAFT, 42(3), 765 – 774.
Civil Supersonic Aircraft Panel Discussion. (n.d.). Retrieved December 11, 2014, from http://www.faa.gov/news/conferences_events/supersonic_panel_discussion/
Part II: Continued…
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Submitted by: Matthew Cerutti UP 892: Research Seminar
Dr. Sinem Mollaoglu (Korkmaz) December 9th, 2014
Assignment-‐c: Critical Analysis of Doctoral Dissertation Pertaining to Optimal Supersonic Trajectories…
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This assignment was to get familiar with and become adaptive in critically evaluating
and composing a successful dissertation through analysis of a previously submitted
thesis. The author, Robert Windhorst, explores the possibilities of civil supersonic
aircraft and transit in his work submitted on March 8th, 1999 for the Department of
Mechanical Engineering at Santa Clara University. The research objective is to find
optimal routes by using recent technological advancements in the “airline market” to
minimize fuel consumption, time, and operating costs in supersonic travel. Study goals
are to: 1) develop an algorithm to generate optimal trajectories within a combination of
synthesis code; and 2) define a dynamic model for High Speed Civil Transport (HSCT) for
inner and outer routes. Study variables are: time, fuel efficiency, payload capacity,
noise, supersonic and subsonic flight patterns, finding the appropriate Mach number,
range curves, and “chattering cruise” speeds. The models used for generating “the
results presented in this thesis was created by the Aircraft Systems Analysis Branch at
NASA Ames Research Center. And was created in support of the High Speed Research
Program, a program jointly funded by NASA and Boeing.”
In the thesis reviewed, the above mentioned objective is achieved by assessing existing
aerodynamic models for weaknesses in previous constraints and parameters that
produced “singularly perturbed” models. Using archival records and previous
equations, quantitative analysis, and singular perturbation methods (SPM) the
researcher begins to develop “a single state equation with a scalar control.” The five
constraints to be addressed are: 1) terrain limits, 2) loft ceiling, 3) cruising conditions,
4) lift coefficient, and 5) ascending and descending conditions. Using “guidance
algorithms” then solves these problems. Three optimum cruising points, one at higher
subsonic speeds of 650-‐600 mph., Mach 1.7, and Mach 2.4 are identified, with the former
being optimum travel speed for supersonic transports. Theoretical models are
presented and then manipulated into Figures relating to ascending and descending
trajectories represented by the y-‐axis. While the x-‐axis in the charts define time, fuel,
and operating costs. The main goal is to show the relationship of these factors to the
ratio of altitudes at different Mach speeds. The equations for the inner and outer
maximum trajectory levels are expanded at great length. In order to achieve a “zero
order energy dynamics solution” four factors are defined: minimum time ascent,
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minimum fuel ascent, minimum time descent, and minimum fuel descent. The functions
are optimized for energy, and weight/range dynamics found in the field of physics. Their
“corresponding cost” is then given in the form of linear multiplication equations:
25,000 lb.* 0.105 $/lb.= $ 2,625 (relative savings, minimum fuel trajectory)
15 min * 60 sec/min * 0.94 $/sec = $846 (relative savings, minimum time trajectory)
Presented on Pg. 84
Moving to Chapter 5, we find that HSCT is explained thru flight performance
metrics. Where illustrations are used for graphical representation to show the ratio of
increasing speed to distance, time, and weight. The research presented uses exploratory
equations from previous work in the industry. Simulation data is used for defining
methods, results, and alterative motives for constructing evidence of applied
technologies needed for further advancements in supersonic civil transportation
systems. Yielding results that may prove to be most beneficial to the science of HSCT. In
the conclusion the author indicates that further work is needed in “energy consumption
required aerodynamic and propulsive models that support the calculation of smooth
first and second order partial derivatives.”
From other preliminary research I have done into the field of supersonic air
travel, most argue that the noise, (i.e. sonic boom) is the most detrimental aspect in the
development. Although this dissertation was a little over my head in terms of the
mathematical models used for optimum trajectory, I do believe that routes and design of
the specific aircraft are more important than the sound omitted. The United States Air
Force (USAF) does have “target zones” over land to be used for breaking the “speed of
sound.” As the technology has progressed even further since the time of the thesis
proposal. The world of academics should re-‐enter the exploration of physical
limitations, and how these could be addressed in HSTC. The design of the fuselage is
also a problematic task. As the jets become more aerodynamic the smaller the plane
becomes. The research also addresses the key elements of cost, which would be
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targeting a small demographic of people with large incomes in the initial stages. Not to
mention the environmental impacts both in regard to exhaust emissions and fuel
consumption. To be sure, this is an undertaking that would have too incorporate risk as
well as opportunity.
References: Robert Windhorst, “Optimization of Fixed-‐Range Trajectories for Supersonic Transport
Aircraft.” (1999). Doctorate of Philosophy Dissertation, Mechanical Engineering in the School of Engineering at Santa Clara University. Santa Clara, CA.
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