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Driver, Cornelius

Publications and source records attributed to Driver, Cornelius.

At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2011

Equivalent Longitudinal Area Distributions of the B-58 and XB-70-1 Airplanes for Use in Wave Drag and Sonic Boom Calculations

A detailed geometric description, in wave drag format, has been developed for the Convair B-58 and North American XB-70-1 delta wing airplanes. These descriptions have been placed on electronic files, the contents of which are described in this paper They are intended for use in wave drag and sonic boom calculations. Included in the electronic file and in the present paper are photographs and 3-view drawings of the two airplanes, tabulated geometric descriptions of each vehicle and its components, and comparisons of the electronic file outputs with existing data. The comparisons include a pictorial of the two airplanes based on the present geometric descriptions, and cross-sectional area distributions for both the normal Mach cuts and oblique Mach cuts above and below the vehicles. Good correlation exists between the area distributions generated in the late 1950s and 1960s and the present files. The availability of these electronic files facilitates further validation of sonic boom prediction codes through the use of two existing data bases on these airplanes, which were acquired in the 1960s and have not been fully exploited.

Tinetti, Ana F.↗
NASA NTRS1992

What gross weight and range for an advanced HSCT?

A review of studies conducted in 1986 indicates that a 300 passenger, 5500 nautical mile range aircraft should weigh less than 400,000 pounds. Some data from a British Aerospace Society of Automotive Engineers (SAE) paper will be shown that purport to be an advanced Concorde that meets the range payload specifications at a gross weight of 360,000 pounds. Previous studies by Peter Coen of Langley Research Center support these results. The weight of a supersonic transport is important from the point of view of how much effort should be expended in developing lower sonic boom technologies. It is obvious that a 360,000 pound aircraft can be modified to a more acceptable boom level than a 700,000 pound one.

Driver, Cornelius↗
NASA NTRS1959

Effects of Forebody Deflection on the Stability and Control Characteristics of a Canard Airplane Configuration with a High Trapezoidal Wing at a Mach Number of 2.01

An investigation has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 2.01 to determine the effects of forebody deflection on the stability and control characteristics of a canard airplane configuration. The configuration had a high trapezoidal aspect-ratio-3 wing, a trapezoidal canard surface, and a single swept vertical tail. Forebody deflection angles of 0 deg, 2 deg and deg were investigated. The results indicated that nose-up deflections of the forebody provided positive increments of pitching moment with little increase in drag and hence would be useful in reducing the pitch-control requirements and the attendant losses in lift-drag ratio due to trimming. Deflection of the forebody, however, aggravated the decrease in directional stability with increasing angle of attack by causing a loss in tail contribution and by increasing the instability of the wing-body combination.

Spearman, M. Leroy↗
NASA NTRS1958

Longitudinal and Lateral Stability and Control Characteristics of Various Combinations of the Component Parts of Two Canard Airplane Configurations at Mach Numbers of 1.41 and 2.01

An investigation has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel to determine the aerodynamic characteristics in pitch and sideslip of a generalized canard airplane model. Two wings of equal area but differing in plan form were investigated. The model was equipped with a trapezoidal canard surface with an area 12 percent of the wing area, a low-aspect-ratio vertical tail, and twin ventral fins. The interference effects of the canard wake on the wing result in little or no gain in the total lift at a Mach number of 1.41 but at a Mach number of 2.01 a substantial portion of the canard lift is retained with a resultant increase in total lift. Because these interference effects of the canard wake appear to be concentrated near the leading edge of the wing, the proper location of the wing leading edge with respect to the center of moments may result in a substantial increase in the moment increment provided by a canard surface even though the total lift provided by the canard is small. For these configurations the trapezoidal wing retained the most lift and had the largest favorable moment increment produced by the canards. The canard configurations have the same characteristic decrease in directional-stability with angle of attack as most conventional high-fineness-ratio supersonic configurations. Although the presence of the canard surface caused a small increase in the directional stability at a Mach number of 1.41 for the delta-wing configuration, the presence of the canards resulted in small decreases in the directional-stability level at a Mach number of 2.01 for both wing configurations. A canard deflection of 15 deg provides an increase in the positive effective dihedral approximately as large as that provided by the presence of the vertical tail. This effect of canard deflection might complicate the lateral-control problem in the case of a rolling pull-up maneuver.

Driver, Cornelius↗
NASA NTRS1956

Longitudinal and Lateral Stability, Control Characteristics, and Vertical-Tail-Load Measurements for 0.03-Scale Model of the Avro CF-105 Airplane at Mach Number 1.41

An investigation has been made in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 1.41 to determine the aerodynamic characteristics of an 0.03-scale model of the Avro CF-105 airplane. The investigation included the determination of the static longitudinal and lateral stability, the control and the hinge-moment characteristics of the elevator, the aileron, and the rudder, as well as the vertical-tail-load characteristics. The results indicated a minimum drag coefficient of about 0.0270, and a maximum trimmed lift-drag ratio of about 4.25 which occurs at a lift coefficient of 0.16. The directional stability decreased with increasing angle of attack until a region of static instability occurred above an angle of attack of about 9 deg.

Spearman, M. Leroy↗
NASA NTRS1956

Longitudinal and Lateral Stability Characteristics of a 0.04-Scale Model of the Lockheed F-104A Airplane at Mach Numbers of 1.82 and 2.01. Coord. No. AF-245

An investigation has been made in the Langley 4 by 4-foot supersonic pressure tunnel at Mach numbers of 1.82 and 2.01 to determine the longitudinal and lateral static-stability characteristics of a 0.04-scale model of the Lockheed F-104A airplane. The effects of a modified vertical tail, several ventral-fin arrangements, and several external store arrangements were also determined. The tests were made at Reynolds numbers of 1.02 (exp 6) and 1.382 (exp 6), respectively, based on the wing mean geometric chord. The tests were made of combined angles of attack and sideslip that varied from about -4 deg. to about 20 deg.

Spearman, M. Leroy↗
NASA NTRS1956

The Aerodynamic Characteristics in Pitch of a 1/15-Scale Model of the Grumman F11F-1 Airplane at Mach Numbers of 1.41, 1.61, and 2.01, TED No. NACA DE 390

Tests have been made in the Langley 4- by 4-foot supersonic pressure tunnel at Mach numbers of 1.41, 1.61, and 2.01 to determine the static longitudinal stability and control characteristics of various arrangements of the Grumman F11F-1 airplane. Tests were made of the complete model and various combinations of its component parts and, in addition, the effects of various body modifications, a revised vertical tail, and wing fences on the longitudinal characteristics were determined. The results indicate that for a horizontal-tail incidence of -10 deg the trim lift coefficient varied from 0.29 at a Mach number of 1.61 to 0.23 at a Mach number of 2.01 with a corresponding decrease in lift-drag trim from 3.72 to 3.15. Stick-position instability was indicated in the low-supersonic-speed range. A photographic-type nose modification resulted in slightly higher values of minimum drag coefficient but did not significantly affect the static stability or lift-curve slope. The minimum drag coefficient for the complete model with the production nose remained essentially constant at 0.047 throughout the Mach number range investigated.

Driver, Cornelius↗
NASA NTRS1955

Aerodynamic Characteristics of Various Configurations of a Model of a 45 Degree Swept-wing Airplane at a Mach Number of 2.01

An investigation has been conducted at the Langley 4- by 4-foot supersonic pressure tunnel at a Mach nmber of 2.01 to determine the aerodynamic characteristics of several configurations of a model of a 45 deg swept-wing airplane. The basic configuratin had a wing with 45 deg sweepback at the quarter-chord line, aspect ration 3.2, taper ration 0.468, NACA 65A005.5 sections just outboard of the inlet and NACA 65A003.7 sections at the tip. The wing was mounted slightly above the body center line and an all-movable horizantal tail was located slightly below the extended chord line of the wing. Tre design incorporated twin wing-root supersonic inlets ducted to a single exit at the base of the fuselage. The configurations investigated included an extended nose length, a bumped-fuselage afterbody, an inlet droop, an lncreased wing aspect ratio, and a revised canopy shape. Configurations employing the wing of increased aspect ratio of 3.7, which constituted the bulk of the tests, produced about a 10-percent increase in lift and in longitudinal stability as compared with the basic wing of aspect ratio 3.2. There was a slight but masurable increase in minimum drag and maximum lift-drag ratio.

Spearman, Leroy M↗