During the 1970s, there was a push for supersonic transports. It was the dawn of the future; NASA was taking Americans to the moon, and the world was expected to soon cross that threshold into the age that The Jetsons had promised. Sadly, the vision of supersonic passenger flight for the masses died with the age of bell bottoms and disco music.
Still, in some quarters, the dream lives on. Today, however, there is a real demand for supersonic transport. To address this problem, NASA’s Low-Boom Flight Demonstrator project has partnered with the US defense contractor Lockheed Martin to produce the X-59 QueSST (Quiet SuperSonic Technology), a bold leap forward in aviation.
How NASA Could Save Supersonic Air Travel
Supersonic travel failed to take off for a number of reasons—chiefly its high cost, restricting it to a luxury for the rich, and the loud noise it created, angering populated areas below. When an aircraft exceeds the speed of sound (around 767 miles per hour, or Mach 1 at sea level), it generates shockwaves that merge into a loud, disruptive noise, the so-called “sonic boom.” This phenomenon led to a 1973 Federal Aviation Administration (FAA) ban on commercial supersonic flights over land in the United States, citing noise pollution and potential harm to people, animals, and structures. Similar restrictions exist globally, severely limiting the viability of supersonic passenger travel.
The only supersonic plane in regular service in the West, the Concorde, had its viability severely limited by this problem. Because of the noise issue, the plane was essentially restricted to service across the Atlantic Ocean, where no one could complain but the fish. This, in addition to the Concorde’s high cost compared with conventional flight, led to its retirement in 2003—seemingly ending the era of supersonic passenger travel for good.
NASA’s goal with the X-59 is to reverse this trend. The agency hopes to shatter the barriers that have long restricted supersonic flight over land by minimizing the disruptive sonic boom associated with breaking the sound barrier, potentially paving the way for a whole new era of commercial supersonic travel. NASA’s ongoing QueSST mission seeks to demonstrate that supersonic flight can be quiet enough to be socially acceptable.
In 2016, NASA awarded Lockheed Martin’s Skunk Works division a preliminary design contract to develop the X-59, a single-seat experimental aircraft intended to produce a gentle “sonic thump” instead of a booming shockwave. The goal is to gather data on public perception of this reduced noise, which will be presented to regulators such as the FAA and the International Civil Aviation Organization (ICAO) to reconsider bans on overland supersonic flight. If successful, the X-59 could unlock a new market for faster-than-sound commercial aircraft, halving travel times across the globe.
The X-59’s Ingenious Design
The X-59’s design is a marvel of engineering, tailored to mitigate the sonic boom through aerodynamic shaping and advanced technology. The aircraft is powered by a General Electric F414-GE-100 engine, producing 22,000 pounds of thrust. It is designed to cruise at Mach 1.42 (around 940 mph) at 55,000 feet, with a maximum speed of Mach 1.5 (or 990 mph). Its sleek, unconventional appearance—marked by a razor-sharp, elongated nose, small wings, and a top-mounted engine—reflects its purpose-built nature.
The X-59’s most striking feature, however, is its 38-foot-long nose, which accounts for nearly a third of its length. This extended nose disperses shockwaves before they can coalesce into a loud sonic boom, reducing the noise to an estimated 75 effective perceived noise level (EPNdB), far quieter than the 105-110 dB of the Concorde.
The top-mounted engine, positioned at the base of the vertical stabilizer, creates a “sound shield,” with the wing below further dampening noise. These design elements are the result of decades of NASA research into low-boom shaping, validated through wind tunnel tests and computational models.
Another innovative feature is the X-59’s lack of a forward-facing cockpit window, a consequence of its long nose obstructing the pilot’s view. Instead, it employs an eXternal Vision System (EVS), comprising high-resolution 4K cameras with a 33-degree-by-19-degree field of view, feeding real-time imager to a 4K monitor in the cockpit. Developed by Collins Aerospace, the EVS integrates long-wave infrared sensors and augmented reality overlays, displaying the sonic boom’s ground footprint to aid the pilot. This system not only compensates for the absence of a window but also enhances situational awareness, perhaps setting a precedent for future aircraft designs.
The X-59 incorporates components from existing aircraft, too, such as landing gear from an F-16 Fighting Falcon and a life-support system adapted from an F-15 Eagle—blending proven technology with cutting-edge innovation. Its construction leveraged advanced manufacturing techniques, including augmented reality systems, robotic drilling, and 3D modeling, showcasing Lockheed Martin’s expertise in rapid prototyping and precision engineering.
NASA plans to conduct community overflights beginning this year, flying the X-59 over select American cities to collect public feedback on the sonic thump. This data, expected to be delivered to the ICAO and FAA by 2027, could lead to revised regulations as early as 2028, enabling commercial supersonic travel over land. Then all that remains is the cost problem!
About the Author: Brandon J. Weichert
Brandon J. Weichert, a Senior National Security Editor at The National Interest as well as a contributor at Popular Mechanics, who consults regularly with various government institutions and private organizations on geopolitical issues. Weichert’s writings have appeared in multiple publications, including the Washington Times, National Review, The American Spectator, MSN, the Asia Times, and countless others. His books include Winning Space: How America Remains a Superpower, Biohacked: China’s Race to Control Life, and The Shadow War: Iran’s Quest for Supremacy. His newest book, A Disaster of Our Own Making: How the West Lost Ukraine is available for purchase wherever books are sold. He can be followed via Twitter @WeTheBrandon.
Image: Wikimedia Commons.
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