As NASA\u2019s one-of-a-kind X-59 quiet supersonic research aircraft approaches first flight, its team is mapping every step from taxi and takeoff to cruising and landing \u2013 and their decision-making is guided by safety.<\/p>\n
First flight will be a lower-altitude loop at about 240 mph to check system integration, kicking off a phase of flight testing focused on verifying the aircraft\u2019s airworthiness and safety. During subsequent test flights, the X-59 will go higher and faster, eventually exceeding the speed of sound. The aircraft is designed to fly supersonic while generating a quiet thump rather than a loud sonic boom.<\/p>\n
To help ensure that first flight \u2013 and every flight after that \u2013 will begin and end safely, engineers have layered protection into the aircraft.<\/p>\n
The X-59\u2019s Flight Test Instrumentation System (FTIS) serves as one of its primary record keepers, collecting and transmitting audio, video, data from onboard sensors, and avionics information \u2013 all of which NASA will track across the life of the aircraft.<\/p>\n
\u201cWe record 60 different streams of data with over 20,000 parameters on board,\u201d said Shedrick Bessent, NASA X-59 instrumentation engineer. \u201cBefore we even take off, it\u2019s reassuring to know the system has already seen more than 200 days of work.\u201d<\/p>\n
Through ground tests and system evaluations, the system has already generated more than 8,000 files over 237 days of recording. That record provides a detailed history that helps engineers verify the aircraft\u2019s readiness for flight.<\/p>\n
\u201cThere\u2019s just so much new technology on this aircraft, and if a system like FTIS can offer a bit of relief by showing us what\u2019s working \u2013 with reliability and consistency \u2013 that reduces stress and uncertainty,\u201d Bessent said. \u201cI think that helps the project just as much as it helps our team.\u201d<\/p>\n
The aircraft also uses a digital fly-by-wire system that will keep the aircraft stable and limit unsafe maneuvers. First developed in the 1970s at NASA\u2019s Armstrong Flight Research Center in Edwards, California, digital fly-by-wire replaced how aircraft were flown, moving away from traditional cables and pulleys to computerized flight controls and actuators.<\/p>\n
On the X-59, the pilot\u2019s inputs \u2013 such as movement of the stick or throttle \u2013 are translated into electronic signals and decoded by a computer. Those signals are then sent through fiber-optic wires to the aircraft\u2019s surfaces, like its wings and tail.<\/p>\n
Additionally, the aircraft uses multiple computers that back each other up and keep the system operating. If one fails, another takes over. The same goes for electrical and hydraulic systems, which also have independent backup systems to ensure the aircraft can fly safely.<\/p>\n
Onboard batteries back up the X-59\u2019s hydraulic and electrical systems, with thermal batteries driving the electric pump that powers hydraulics. Backing up the engine is an emergency restart system that uses hydrazine, a highly reactive liquid fuel. In the unlikely event of a loss of power, the hydrazine system would restart the engine in flight. The system would help restore power so the pilot could stabilize or recover the aircraft.<\/p>\n
Behind each of these systems is a team of engineers, technicians, safety and quality assurance experts, and others. The team includes a crew chief responsible for maintenance on the aircraft and ensuring the aircraft is ready for flight.<\/p>\n
\u201cI try to always walk up and shake the crew chief\u2019s hand,\u201d said Nils Larson, NASA X-59 lead test pilot. \u201cBecause it\u2019s not your airplane \u2013 it\u2019s the crew chief\u2019s airplane \u2013 and they\u2019re trusting you with it. You\u2019re just borrowing it for an hour or two, then bringing it back and handing it over.\u201d<\/p>\n
Larson, set to serve as pilot for first flight, may only be borrowing the aircraft from the X-59\u2019s crew chiefs \u2013 Matt Arnold from X-59 contractor Lockheed Martin and Juan Salazar from NASA \u2013 but plenty of the aircraft\u2019s safety systems were designed specifically to protect the pilot in flight.<\/p>\n
The X-59\u2019s life support system is designed to deliver oxygen through the pilot\u2019s mask to compensate for the decreased atmospheric pressure at the aircraft\u2019s cruising altitude of 55,000 feet \u2013 altitudes more than twice as high as that of a typical airliner. In order to withstand high-altitude flight, Larson will also wear a counter-pressure garment, or g-suit, similar to what fighter pilots wear.<\/p>\n
In the unlikely event it\u2019s needed, the X-59 also features an ejection seat and canopy adapted from a U.S. Air Force T-38 trainer, which comes equipped with essentials like a first aid kit, radio, and water. Due to the design, build, and test rigor put into the X-59, the ejection seat is a safety measure.<\/p>\n
All these systems form a network of safety, adding confidence to the pilot and engineers as they approach to the next milestone \u2013 first flight. <\/p>\n
\u201cThere\u2019s a lot of trust that goes into flying something new,\u201d Larson said. \u201cYou\u2019re trusting the engineers, the maintainers, the designers \u2013 everyone who has touched the aircraft. And if I\u2019m not comfortable, I\u2019m not getting in. But if they trust the aircraft, and they trust me in it, then I\u2019m all in.\u201d<\/p>\n","protected":false},"excerpt":{"rendered":"As NASA\u2019s one-of-a-kind X-59 quiet supersonic research aircraft approaches first flight, its team is mapping every step from…\n","protected":false},"author":2,"featured_media":60710,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[270],"tags":[43305,16090,16091,43024,15728,18,2453,19,17,20125,43306,43307,133,451,43308],"class_list":{"0":"post-60709","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-space","8":"tag-advanced-air-vehicles-program","9":"tag-aeronautics","10":"tag-aeronautics-research-mission-directorate","11":"tag-ames-research-center","12":"tag-armstrong-flight-research-center","13":"tag-eire","14":"tag-glenn-research-center","15":"tag-ie","16":"tag-ireland","17":"tag-langley-research-center","18":"tag-low-boom-flight-demonstrator","19":"tag-quesst-x-59","20":"tag-science","21":"tag-space","22":"tag-supersonic-flight"},"share_on_mastodon":{"url":"","error":""},"_links":{"self":[{"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/posts\/60709","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/comments?post=60709"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/posts\/60709\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/media\/60710"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/media?parent=60709"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/categories?post=60709"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/ie\/wp-json\/wp\/v2\/tags?post=60709"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}