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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 , Concorde , etc. Although not ideal for passenger aircraft, this shaping is quite adaptable for bomber use. Aviation research during World War II led to the creation of the first rocket- and jet-powered aircraft.
Several claims of breaking the sound barrier during the war subsequently emerged. The first production plane to break the sound barrier was an F Canadair Sabre with the first 'supersonic' woman pilot, Jacqueline Cochran , at the controls.
The pilot in these flights was the German Wolfgang Ziese. Edwards flight test engineer. From Wikipedia, the free encyclopedia.
For other uses, see Supersonic disambiguation. Archived from the original on When the DC-8 Went Supersonic". Retrieved 3 February