{"id":201,"date":"2020-02-11T01:04:00","date_gmt":"2020-02-11T01:04:00","guid":{"rendered":"https:\/\/bigcompute.org\/?p=201"},"modified":"2023-08-14T15:48:21","modified_gmt":"2023-08-14T15:48:21","slug":"supersonic-commercial-flight-is-possible-with-big-compute","status":"publish","type":"post","link":"https:\/\/bigcompute.org\/speaker-series\/supersonic-commercial-flight-is-possible-with-big-compute\/","title":{"rendered":"Supersonic Commercial Flight is Possible with Big Compute"},"content":{"rendered":"\n<figure class=\"wp-block-embed is-type-video is-provider-youtube wp-block-embed-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\"><div class=\"wp-block-embed__wrapper\">\n<iframe loading=\"lazy\" title=\"Supersonic Commercial Flight is Possible with Big Compute - Blake Scholl, CEO of Boom Supersonic\" width=\"720\" height=\"405\" src=\"https:\/\/www.youtube.com\/embed\/jM8OXCbS3YI?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" allowfullscreen><\/iframe>\n<\/div><\/figure>\n\n\n\n<p><strong>Blake:<\/strong><\/p>\n\n\n\n<p>Good morning. Really excited to be here talking about how advances in high performance computing are enabling advances in high performance aircraft. The story of high-speed aircraft is a very interesting story in technology and we\u2019ll get to that in a couple minutes. But first I want to talk about why we\u2019re doing this. At Boom, we believe that life happens in person. And that real face time, beats FaceTime. And so our vision is to make the world dramatically more accessible by removing the barriers to travel, which are principally time, money, and hassle. If we can chip away at those, we can build a world where more people can go more places more often, which is going to be a better planet for all of us to live on. So let\u2019s look at that history. Last year was the 50th anniversary of Concorde, the only ever a supersonic airliner to have sustained passenger service.<\/p>\n\n\n\n<p>But today, the most impressive airliner ever built is not found in our airports. It\u2019s founded our museums. And I think this is crazy. And the tech world we\u2019re used to technology is from cell phones to electric cars, to the internet itself, starting with niche markets at relatively high prices. And then we work out how to get the cost down and achieve economy of scale and bring more things to more people. But yet in aviation, we\u2019ve actually gone backwards. And today we\u2019re flying around with the basic capabilities that we had in the late 1950s. If you look back at how this happened, so Concorde did not come from a startup or even from an established company. It was a joint venture between two governments, the French and the British. And in a way, it\u2019s remarkable that it ever flew because most joint ventures between France and Britain, of course have been wars historically.<\/p>\n\n\n\n<p>So Concorde was established by treaty in 1962. And as a cold war era project, the goal was not to go into a new age of supersonic aviation, but really to show that Western technology was better than Soviet technology. And so incredible things were accomplished technically, but very little thought was given to the sustainability or the practicality of the aircraft. Built with 1960s technology. It was a gas guzzler, and that meant that ticket prices were high and today\u2019s money, a ticket on Concorde would cost you about $20,000 round trip from New York to London. And except for a very tiny number of people. That\u2019s more like a bucket list item, not something that really changes how you travel the planet. So 50 years after Concorde, lots of things have changed in aerospace though. While we have it sped up airplanes, we\u2019ve changed virtually everything about how we design and build aircraft.<\/p>\n\n\n\n<p>From an aerodynamic perspective, we\u2019ve gone from developing in wind tunnels where every iteration takes months and costs millions of dollars. To being able to do things in computer simulation where you can test more iterations and arrive at a more refined, a more efficient design. We have new materials. We\u2019ve gone from principally aluminum, to carbon fiber composites, which means you can build a strong lightweight structure that can better withstand the stresses and temperatures of high-speed flight. Propulsion has completely changed. As you may know, if you\u2019re an airplane geek, Concorde was the only passenger airliner ever to fly around with afterburners. And if you\u2019re an airplane nerd like I am, afterburners are cool. They\u2019re rip roaring loud, there\u2019s a flame coming out the back of the engine. You can\u2019t miss them when they fly over. But if you\u2019re an airline or a passenger, you maybe don\u2019t love them because they\u2019re loud, they bother people on the ground<\/p>\n\n\n\n<p>The flame is kind of scary and most important, they\u2019re incredibly fuel inefficient. And so today we have totally new kinds of engines called turbo fans that are quieter and more efficient. And since we\u2019re here at Big Compute, we\u2019re also going to talk about how computing is part of this. We\u2019ve gone from being able to design on drafting paper to be able to do all kinds of design and CAD and then simulation, allowing us to test our designs faster to iterate faster and arrive at a more efficient aircraft. So at Boom, we\u2019re putting all that together, to build a new, more efficient, most affordable ever supersonic airliner. And I feel very lucky to have fallen in love with this problem at a time when you can actually do something about it. Not only has the technology advanced since Concorde, but the market has also grown.<\/p>\n\n\n\n<p>Since Concorde retired in 2001 there\u2019s actually been a doubling in international air travel. And what that means is there are 65 million passengers per year flying on routes in business class where we can offer them nearly a doubling in speed. That turns into a $200 billion opportunity for Boom, which means despite the capital intensity of this effort, there\u2019s a great return for investors there and we\u2019re actually able to build a business. So at the intersection of proven technology, proven market, supersonic travel is truly inevitable. It\u2019s only a matter of time. So this is overturned. This is our first airliner and the first commercial airliner, first commercial supersonic airliner since Concorde. So this will carry a 55 to 75 passengers in business class. And it will cut travel times in half flying at Mach 2.2 or about 10% faster than Concorde. So what does that mean in practice?<\/p>\n\n\n\n<p>With fare similar to today\u2019s business class more like $5,000 instead of $20,000 and with a smaller seat count than Concorde, there are over 500 routes with enough traffic to support daily supersonic service. So this can change the way tens of millions of people get around the planet. I\u2019ll take a couple of examples. So New York to London today, you fly that as a red eye. It\u2019s about seven hours. You leave in the evening, get there the next morning. But at Mach 2.2 that red eye flight actually changes into a daytime flight. Just three hours and 15 minutes gate to gate. So you could get up in the morning, catch a morning flight from New York. Even with the time difference working against you. You arrive at Heathrow in the early afternoon. And can get to central London in time to make a meeting, a business dinner, catch a return flight, be back in New York in time to tuck your kids into bed.<\/p>\n\n\n\n<p>That\u2019s like a day faster than the shortest round trip you can do across the Atlantic today. Or across the Pacific from here, San Francisco to Tokyo. Today, that\u2019s about an 11, 12 hour flight. And if you\u2019ve got a Monday morning meeting in Tokyo, you actually have to leave midday Saturday in order to get there in time. You arrive end of day, Sunday, Tokyo time. You go to your hotel room, you try to sleep, your alarm goes off, you try not to sleep in your meeting the next morning. And you can catch a flight back to the US and the whole thing takes a minimum of three calendar days and you\u2019d better not make any important decisions later that week cause you\u2019re really badly jet lagged. With supersonic, that flight shrinks to just over six hours. And it\u2019s not just that savings in the air that really matters is that the savings compound because the flight schedules change.<\/p>\n\n\n\n<p>So instead of leaving Saturday, you can leave Sunday, you leave Sunday morning, you get there, you feel like it\u2019s Sunday afternoon in Tokyo, it\u2019s actually Monday morning. You can do a whole day of meetings, catch an overnight flight back and you\u2019re back in San Francisco 24 hours after you left, before any jet lag has set in. So this really changes what you can do in a day. Now there\u2019s a no compromises passenger experience onboard overture as well. So we\u2019re starting from a blank sheet of paper. Re-envisioning not just the airplane, but also what it will be like from the moment you walk onto the aircraft to the moment you step off. So we\u2019re building a nice comfortable seat, plenty of room to spread out, relax, do work. And my personal favorite feature is a cup holder that\u2019s nowhere close to where you put your laptop.<\/p>\n\n\n\n<p>Now this isn\u2019t just exciting for passengers because of the operating cost profile on the mainstream nature of this aircraft. Airlines are excited too. So we have preorders from both Virgin and Japan Airlines for 30 aircraft, which adds up to 6 billion in preorders. Now how do you actually get started on this as a brand new startup company? You don\u2019t go off and build a 75 seat commercial airliner. That is one of the most complicated safety critical machines ever built by humanity. You actually start off with a subscale demonstrator aircraft that will look a little bit like a fighter jet, but fly like an airliner. And that is XB-1. So XB-1 starts with digital design. We\u2019ve been working on this about five and a half years now. And we\u2019re advancing into the build phase. So this is what XB-1 looks like, digitally it\u2019s a primarily carbon fiber composite aircraft with bits of titanium here and there.<\/p>\n\n\n\n<p>An advanced flight control system with a computerized stability augmentation, aerodynamics that have been proven out in simulation with confirmation in wind tunnels. And a propulsion flow path that is significantly more efficient than Concorde\u2019s. So that\u2019s XB-1, digitally. Now the aircraft today is about half assembled in our hangar. And I\u2019ll show you some hot off the press is pictures of that. So in December we did our first major structural bond where we took the cockpit and the nose landing gear and integrated them into the fuselage of the aircraft. The team actually showed up at 2:00 AM that morning to start grit blasting the surfaces for bond prep, carried it into the hanger and then used precision tooling as well as metrology, like laser trackers and metrology arms to get every every piece exactly where it goes within the\u2026 Accurate to within the width of a couple of human hairs.<\/p>\n\n\n\n<p>What we\u2019re doing assembly wise is building out each subcomponent of the aircraft and then bonding it into the fuselage and then bringing the wings together. So what you\u2019re looking at here is the main landing gear bay, which is about two weeks away from being integrated into the fuselage. The wings, this is what the wings looked like about two weeks ago. They\u2019re actually getting built upside down. So the upper wing skins on the bottom of those tools. That we\u2019ve put in the supporting structure, which is carbon fiber composite spars and some titanium spars as well. And then you close that out after you\u2019ve gotten in all the critical systems that need to go in while you still have access to it. So this is a picture just from last week. So there\u2019s wings are done now and in about four to six weeks they\u2019ll actually be on the airplane.<\/p>\n\n\n\n<p>Now how do we know this is all going to work? Well, it\u2019s about testing both digitally and in physical hardware. One of the first things we built was a flight simulator. And this takes not just wind tunnel data, but a tremendous amount of output from simulation. We\u2019ve done about 66 million core hours of computing, mainly through rescale since we started the design effort on XB-1. And if you asked yourself what that would look like and wind tunnel testing, it would be financially and timewise just absolutely impractical. We\u2019ve been able to test hundreds of iterations of aircraft designs, which you just could not do with wind tunnels. We\u2019ve gone to the wind tunnel just three times for XB-1 to get calibration data to confirm that we\u2019re calibrated and CFD and then to get a final sign off of the exact design that we\u2019re shipping.<\/p>\n\n\n\n<p>We\u2019ve also done engine testing, so XB-1 uses off the shelf general electric engines and we\u2019ve been able to take them down to the US Air Force Academy just about 45 minutes South of our office and get them running to full power. We\u2019re really proud that we\u2019re able to do this on sustainable biofuels. So supersonic aviation is not just going to save you time, it\u2019s also going to be good for the planet. This is an example of the kind of simulation that you\u2019re able to do to understand what\u2019s going on in the aircraft and a more detailed way than you could even get from a wind tunnel. So this is what XB-1 looks like as it breaks the sound barrier and accelerates to Mach 2.2 Those colors there show you the shockwave says they come off the aircraft. You\u2019re also able to do structural simulations. So this is what the structure deformation looks like and an extreme high G pull up maneuver.<\/p>\n\n\n\n<p>And we\u2019re also able to simulate the propulsion system. One of the most difficult to design components of the aircraft is the intakes. So they have to take the oncoming Mach 2.2 air, slow it, condition it, compress it and feed it to the engines sub sonically. And getting that correct is very tricky. We were able to do it in simulation. So that\u2019s the animation you just saw. And then we confirmed the design and a supersonic wind tunnel and the results matched within 1% which is phenomenal. Most design programs historically have had to go back to supersonic wind tunnels over and over again to get this working. It took the Concorde team about 12 years. We were able to do it in six months thanks to simulation. So let\u2019s take a step back. That is XB-1. XB-1 is going to be fully assembled over the summer and we expect to be a taxi testing around the end of this year and in the flight middle of next year.<\/p>\n\n\n\n<p>So this is coming together quite rapidly, but. We\u2019re doing it really to pave the way towards Overture and Overture, we call Overture because it is an opening, not just of a journey for its passengers, but an opening of a new era of high-speed flight. When you look back in history, it\u2019s easy to under appreciate how much aviation has done for the planet. Isn\u2019t it interesting that we haven\u2019t had a world war since the dawn of the jet age? When you reduce travel times, people go more places, more often. There was a six fold increase for example in travel in the first ten years of the jet age to places like Hawaii that were previously inaccessible. And we think that Overture will kick off a similar growth in air travel is similar increasing of accessibility of earth. We want to live in a world where our children have not just read about places like Cape Town and Tokyo and Mumbai in a textbook. They\u2019ve I\u2019ve actually been there. Imagine what it\u2019s like when everyone has experienced the wonderful people, places and cultures our planet has to offer. And Overture is the first and the series of aircraft we\u2019re going to continue to build them larger, more efficient, quieter and more environmentally friendly. And I think in our lifetimes we will see a world where every flight over about a thousand miles is supersonic. So thank you all very much. And I think we have a few minutes for questions.<\/p>\n\n\n\n<p><br><strong>Question from the audience:<\/strong><\/p>\n\n\n\n<p>Hi there. I remember the Concorde. I\u2019m old enough. And I remember that it flew very, very high and the concern at the time was polluting the stratosphere I guess it was. Is that going to be an issue that you\u2019re concerned about?<\/p>\n\n\n\n<p><br><strong>Blake:<\/strong><\/p>\n\n\n\n<p>So we think, the question is what about the environmental impact? And we think a lot about this a lot and the major consideration is that the CO2 that you\u2019re putting out and thanks to efficiency gains since Concorde we\u2019re able to match the fuel burn per seat mile of subsonic business class. So if you look at it in a like to like basis, it\u2019s about the same emissions that you\u2019d have in the alternative today. And since the aircraft is getting designed from the ground up to run on sustainable alternative fuels, the total environmental footprint can actually be better. Now you\u2019re asking specifically about the altitude. So similar to Concorde we\u2019re going to fly at about 60,000 feet. So we will be up higher. The research on whether the emissions at different altitudes is significant is ambiguous today. We\u2019re watching that carefully but we haven\u2019t found a cause for concern. One question people often ask us about what about radiation? Because you\u2019re higher up, you actually get a little bit more. But since the flights shorter, the total exposure is actually better than flying subsonic today.<\/p>\n\n\n\n<p><br><strong>Question from the audience:<\/strong><\/p>\n\n\n\n<p>Can you talk about the sonic boom, cause I know that was historically one of the challenges for supersonic flight.<\/p>\n\n\n\n<p><br><strong>Blake:<\/strong><\/p>\n\n\n\n<p>Right? So what about sonic boom? So if you don\u2019t know, so sonic boom is the sound that a supersonic aircraft makes when it flies over at any supersonic speed. So a common myth is that you only hear it right when you break the sound barrier, you actually hear it continuously above Mach one in flight. So it turns out that doing something about sonic boom is not part of minimum viable product. So we\u2019re focusing first on transoceanic routes where you\u2019re at high-speed over water. You\u2019re high subsonic over land, so you\u2019re not making a supersonic boom over populated areas. And that still gets you to 500 routes. And a market for on the order of a thousand to 2000 aircraft. So you don\u2019t need to solve it in the first go. That said in my view this is something that will be relatively easily addressed, when you\u2019re flying at 60,000 feet and you can do some things to the aircraft or sort of shape that sound.<\/p>\n\n\n\n<p>This is something that can sound more like thunder and not something that\u2019s actually going to be a problem. And I think when we have supersonic flight available at mainstream prices and you can for example, get from San Francisco to Tokyo faster than you can get from San Francisco to Washington DC. The current prohibition on supersonic flight over land is going to melt away. But we\u2019re not counting on that and our business model.<\/p>\n\n\n\n<p><br><strong>Question from the audience:<\/strong><\/p>\n\n\n\n<p>Can you talk a little bit about challenges you face simulating at that kind of scale? And this is at the Big Compute conference, what you\u2019ve found\u2026 Lessons learned about Big Compute.<\/p>\n\n\n\n<p><br><strong>Blake:<\/strong><\/p>\n\n\n\n<p>Lessons learned about Big Compute. The data management has been a significant challenge. We have produced about a quarter petabyte of simulation data. So it\u2019s a significant amount of storage and being able to manage that well, and be able to keep track of, what are all of the different results.<\/p>\n\n\n\n<p>And know exactly what was run in which case, has turned out to be one of the most important things. And so leveraging rescale but then also having some custom developed internal tools. We are able to sort of version control the airplane and have the simulation results from a bazillion different iterations. Then tied back to those versions and built some tools that allow us to go compare and plot and analyze. So that was one of the big things. There have been also a few hiccups and fun things along the way where if you accidentally spin up the wrong job on a bunch of a massive number of cores, you can blow through capital relatively quickly. So getting some good QA around that has been important as well.<\/p>\n\n\n\n<p><br><strong>Question from the audience:<\/strong><\/p>\n\n\n\n<p>So I have one question. It seems regulatory challenges might be some of the biggest ones you\u2019re facing. So when do you intend to go to market and how is the access to simulation shortening the time to get regulatory approval?<\/p>\n\n\n\n<p><br><strong>Blake:<\/strong><\/p>\n\n\n\n<p>Regulatory approvals. So the regulatory strategy is we are only flying technologies that have been proven safe, reliable, and efficient on other aircraft. So we\u2019re using similar materials to what it\u2019s found on the 787. The digital fly-by-wire flight control system is standard on new commercial aircraft. The engines that we\u2019re using are adapted from current production commercial engines. And so when you add all those things up, you have a new design aircraft and a new capability for passengers. But we\u2019re not doing anything that hasn\u2019t been done somewhere before. And so what that means is you\u2019re fighting downhill from a regulatory approvals perspective. When you go to the regulators, they\u2019ve got a long checklist that you have to go through to approve that you\u2019re safe and that\u2019s an expensive process.<\/p>\n\n\n\n<p>It\u2019s a time consuming process. But in the grand scheme of things, it\u2019s a relatively predictable process. Stimulation contributes in some places to how you can get your approvals. So for every sort of safety line item that you have to demonstrate to the FAA, you negotiate what\u2019s called a means of compliance. And sometimes that means you have to go off and do physical testing. But in some cases you can actually use analysis and therefore get a compute power to prove your compliance with the safety regulations. Now where we get the biggest leverage from computing power though, was really in the early design. It\u2019s about being able to test many more iterations of the aircraft for less money and less time than otherwise would be required, which allows you to opt\u2026 Come up with a design that is just more fuel efficient and therefore more affordable and more environmentally friendly.<\/p>\n\n\n\n<p>So where do you\u2026 Where are the limits between simulation and hardware testing? Well it really, it varies depending on what you\u2019re talking about. So I can talk about aerodynamics. So with aerodynamics we did three low-speed wind tunnel tests. And the first one was really about getting calibration data. Because it\u2019s important to have physical calibration data that you can then take back and make sure your CFD results are giving you what you want. And then the first iteration we were off by about 30%, which in the grand scheme of things is actually really good. Then we did a second iteration with a more advanced airplane design to confirm that we were well calibrated. We got excellent agreement and that second one and then that really gave us everything we needed to do the rest of the design iteration completely in simulation and we went back to the wind tunnel a third time just to confirm that real air was doing exactly what the simulated air was doing. And we\u2019ve done wind tunnel tests for the whole aircraft.<\/p>\n\n\n\n<p>Actually only subsonic. It turns out that subsonic simulations are actually more challenging than supersonic simulations. So we have done supersonic test of the inlet, the engine inlet specifically. Because there\u2019s some unsteady flow phenomenon and that leads to, that can lead to uncertainty in simulation. But from a whole aircraft perspective, supersonic simulations actually work great. And you don\u2019t have to go to the wind tunnel really any more for that. When you think about other aspects of the design. So structures for example, you build a finite element model and you can do simulation to look at how strong you are. You can do simulation to look at whether you\u2019re going to have flutter and vibration issues. But it\u2019s important to go off and do physical testing to allow you to take uncertainty margin out of the design. So what happens in the engineering process, of course, is you certainly want your structure to be strong enough and able to handle the vibration, but any margin you add for uncertainty turns out to be weight on the airplane and weight on airplanes is evil.<\/p>\n\n\n\n<p>So what we do is we do a simulation, then we go do a build up testing and hardware. So for example, we\u2019ve done about 1200 what we call coupon tests, where we\u2019re looking at samples of carbon or samples of how a joint works. And that you build up from this coupon test to sub-component test. We built a test spar, we built an entire test horizontal tail and loaded it up until it failed. That\u2019s a fun one. You do this out of carbon, that whole horizontal tail weighs 43 pounds, take 10,000 pounds of load at 300 degrees Fahrenheit. And when we did that test, the thing that actually failed first was the titanium attach bracket, not the carbon. But what you\u2019re doing along way is you\u2019re comparing your simulation to your hardware test results, and that allows you to then dial in the simulation, have more confidence in your results, and take out any uncertainty margin that just adds weight to the airplane. All right, well, I think we\u2019re at time now. Thank you all for being a great audience.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>Blake: Good morning. Really excited to be here talking about how advances in high performance computing are enabling advances in high performance aircraft. The story of high-speed aircraft is a very interesting story in technology and we\u2019ll get to that in a couple minutes. But first I want to talk about why we\u2019re doing this&#8230;.<\/p>\n","protected":false},"author":1,"featured_media":1052,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"inline_featured_image":false,"_kad_blocks_custom_css":"","_kad_blocks_head_custom_js":"","_kad_blocks_body_custom_js":"","_kad_blocks_footer_custom_js":"","_kad_post_transparent":"","_kad_post_title":"","_kad_post_layout":"","_kad_post_sidebar_id":"","_kad_post_content_style":"","_kad_post_vertical_padding":"","_kad_post_feature":"","_kad_post_feature_position":"","_kad_post_header":false,"_kad_post_footer":false,"footnotes":""},"categories":[4],"tags":[],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v22.3 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Supersonic Commercial Flight is Possible with Big Compute - Big Compute<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/bigcompute.org\/speaker-series\/supersonic-commercial-flight-is-possible-with-big-compute\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Supersonic Commercial Flight is Possible with Big Compute - Big Compute\" \/>\n<meta property=\"og:description\" content=\"Blake: Good morning. Really excited to be here talking about how advances in high performance computing are enabling advances in high performance aircraft. The story of high-speed aircraft is a very interesting story in technology and we\u2019ll get to that in a couple minutes. 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