In the mid-20th century, pundits believed that the speed of sound represented a physical barrier for pilots and aircraft. A brief history about sound barrier shows that the term ‘sound barrier’ was formally originated from a comment made by the British aerodynamicist William F. Hilton while addressing reporters concerning his high-speed experimental. On principle, scientists had all along been aware that it would be possible to break the sound barrier artificially. Following the sonic boom from the X-1 propagated across the California desert, the flight became the most symbolic landmark in aviation since the Wright brothers’. As a scientist endeavor to break the sound barrier, this particular flight marked the culmination of two hundred and sixty years of research into the mysteries of high-speed gas dynamic and aerodynamics. In essence, scientists have experienced some obstacles leading to the breaking of the sound barrier. Further during that period of time, many aircrafts’ tip of the propeller may have attained the highly speeds producing an identifiable sound buzz that distinguished from other aircraft. These particular obstacles were noticeable when aircraft entered a sharp-breaking turn. What transpired was undesirable, as the transonic air movement created disruptive shock waves and turbulence.
Additionally, scientists had another enormous problem that of improving the performance that the weight of the required engine grew faster than the power output of the propeller can compensate. The resultant obstacles to breaking the sound barrier, led to researchers indulge in innovation of jet engines in order to avert obastacles in high-speed flight. Nonetheless, propeller aircraft managed to break the sound barrier in a dive. Unfortunately, the aftermath of trying to break the sound barrier led to a number of plane crashes for a number of reasons. Most renowned is in the ‘Mitsubishi Zero’ where the pilots flying in full power into the terrain as a result of the aggressively increasing force acting on the control surfaces of their aircraft overwhelmed the pilots. Similarly, in the endeavor to breaking the sound barrier, flexing which was caused by low torsional stiffness of the Super marine Spitfire’s wings caused them, in turn leading to what is referred to as ‘control reversal’. Subsequently, the model was resolved in the later years through the changing of the wing. Needless to say, in the process of breaking the sound barrier, scientist resolved the problem where there were risky interaction of the airflow between the wings and the tail surfaces of diving making pulling out of dives impossible. As a way of solving the obstacle, an additional dive flap was set whose aim was to upset the airflow under those circumstances. In addition, as a way to the breaking the sound barrier, the formation of shock waves on curved surfaces caused flutters a predominant obstacle that resulted aircraft breakups and fatality to pilots. Importantly, as the progressive science of super-speed flight becomes more comprehensive, a couple of adjustments led to the eventual conceptualization that the sound barrier is actually penetrable. As such, there was the initiation of swept wings, and engines of high performance levels. On the wake of 1950s, a number of combat aircrafts could frequently break the sound barrier in level flight, tough they occasionally suffered from control problems during operation. Remarkably, the concept of breaking the sound barrier was now understood and more invention began to emerge such as supersonic airlines.