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    41 views56 pages

    Naca Report 460 PDF

    Uploaded by

    Juan Antonio Perez Bravo

    Copyright:

    © All Rights Reserved
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    of 56
    REPORT No. 460 THE CHARACTERISTICS OF 78 RELATED AIRFOIL SECTIONS FROM TESTS IN THE VARIABLE-DENSITY TUNNEL « By Eastuax N. Jacons, Kuwvnrm E, Wako, and Rovenr M. Poveznrox SUMMARY An investigation of a large group of related airfoils ‘was made in the N.A.C.A. eariable-density wind tunnel at a large value of the Reynolds Number. The teats were made to provide data that may be directly employed for @ rational choice of the most suitable airfoil section for a given application. ‘The variation of the aerodynamic characteristics with eariationa in thickness and mean-line form were therefore systematically studied. The related airfoil profiles for this investigation were developed by combining certain profile thickness forms, obtained by varying the mazimum thickness of & basic distribution, with certain mean lines, obtained by varying the length and the position of the mazimum mean-line ordinate. A number of calues of these shape variables ‘wire used to derive a family of airfoils. For the purposes af this investigation the construction and teats were limited to 68 airfoils of this family. In addition to these, ecveral supplementary airfoils have been included in order to study the effects of certain other changes in the form of the mean line and in the thickness distribution. ‘The results are presented in the standard graphic form representing the airfoil characteristics for infinite aspect ratio and for aspect ratio 6. A table is aleo given by means of which the important characteristica of all the airfoils may be conzeniently compared. The variation of the aerodynamic characteristics with changes in shape is shown by additional curves and tables. A. comparison ia made, where possible, with thin-airfoil theory, a ‘summary of which is presented in an appendiz. INTRODUCTION ‘Tho forms of the airfoil sections thai are in common use today are, directly or indirectly, the result of investigations made at Géttingen of a large number of airfoils. Previously, airfoils such es tho RAF. 15 and the U.S.A. 27, developed from airfoil profiles investigated in England, were widely used. All theso investigations, however, wore made at low values of tho Reynolds Number; therefore, the airfoils developed may not be the optimum ones for full-scale pplicatic More recontly a number of airfoils have been tested in the variable-density wind tunnel at values of the Reynolds Number approaching those of flight (refer- ence 1) but, with the exception of the M-series and a series of propeller sections, the airfoils have not been systematically derived in such a way that the results could be satisfactorily correlated. ‘The design of an efliciont airplane entails the careful balancing of many conflicting requirements. This statement is particularly true of the choico of the wing. Without a knowledge of the vprintions of the aerody- namic characteristics of the dirfoil sections with the ‘variations of shape that affect tho weight of the struc- ture, tho designer cannot reach a satisfactory balance between the many conflicting requirements. ‘Tho purpose of the investigation reported herein was to obtain the characteristics at o large value of the Reynolds Number of a wide variety of related airfoils, ‘Tho benefits of such a systematic investigation are evident, ‘The results will greatly facilitate the choice of the most satisfactory airfoil for a given application and should eliminate much routine airfoil testing. Finally, because the results may bo correlated to indioaté the trends of the acrodynamic characteristics, with changes of shape, they may point the way to the design of now shapes having botter characteristics. Airfoil profiles may be considered as made up of cer- tain profile-thickness forms disposed about cortain ‘mean lines. ‘The major shape variables then become favo, the thickness form and the mean-line form. ‘The thickness form is of particular importance from a structural standpoint. On the other hand, the form of tho moan lino determines almost independently some of tho most important aerodynamic properties of the airfoil section, eg, the angle of zero lift and the pitching-moment characteristics. ‘ho related airfoil profiles for this investigation were derived by changing systematically these shape vari- ables. ‘The symmetrical profiles were defined in terms of a basic thickness variation, eymmotrical airfoils of varying thickness being obtained by the application of factors to the basic ordinates. Tho cembered pro- files woro then developed by combining these thickness forms with various mean lines. ‘The mean lines wore obtained by varying the camber and by varying the shape of the mean lino to elter the position of the maximum mesnlino ordinate. The mazimum ordinate 209 300 of the mean line ia referred to throughout thi report as the camber of the airfoil. and the position of the maximum. ordinate of the mean line as the position of the eamber. An airfoil, produced as described above, is designated. by a number of four digits: the firet indicates the eamber in percent of the chord; the second, the position of the camber in tenths of the chord from the leading edge; and the last two, the maximum thickness in percent of the chord. ‘Thus the N.A.C.A. 2515 airfoil has a maximum camber of 2 percent of the chord at a position 0.3 of the chord from the leading edge, and a maximum thickness of 15 percent of the chord; the N.A.C.A. 0012 airfoil is a symmetrical airfoil having a maximum thickness of 12 pereent of the chord. In addition to the systematic sories of airfoils, several supplementary airfoils have been included in order to study the effects of a few changes in the form of the mean line and in the thickness distribution. Preliminary results which have been published in- clude those for 12 symmetrical N.A.C.A. airfoils, the 00 series (reference 2) and other sections having differ- ent nose shapes (reference 3); and those for 42 cam- bored airfoils, the 43 and 63 series (reference 4), the 45 and 66 series (referenco 5), the 44 and 64 series (refer- ence 6), and the 2¢ series (reference 7). 7 REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS Hf the chord is taken along the x axis from 0 to 1, the ordinates y are given by an equation of the form kyr ayetaeton! tas! tag! Tho equation was adjusted to give the desired shape by imposing tho following conditions to determine the constants: (@) Maximum ordinate 0.1 at 0.3 chord 2-03 0.1 dy/dz=0 ©) Ordinate at triling edge gel y=0.002 (8) Trailing-edge angle a=1 dy/dz= —0.234 (4) Nose shape a0. y=0.078 ‘The following equation satisfying approximately the above-mentioned conditions represents a profile having 2 thickness of approximately 20 percent of tho chord. £y=0.20690./2—0.126002—0.361002"+ 0.284302" = 0.101504 5 = Ns y=a.2s690 5 012600 -0.351602«" + 028450 9210150 Basic ordinates of N.A.C.A. fomily airfoils (percent of chord) [em] 4] | oe] haw Lead ca ‘Tho tests were made in the varinble-density wind tunnel of the National Advisory Committee for Aero- nautics during the period from April 1931 to February 1932, DESCRIPTION OF ATRFOTS Well-known airfoils of a certain class including the Gottingen 398 and the Clark ¥, which have proved to be efficient, aro nearly alike when their camber is removed (mean line straightened) and they are reduced to thesame maximum thickness. A thickness variation similar to that of these airfoils was therefore chosen for the development of tho N.A.C.A. airfoils, An equation defining the shape was used as e method of producing fair profiles. ‘rovus 1 —Theknes erin, ‘This equation was taken to defino the basic section. Tho basie profile and a table of ordinates are given in figure 1. Points obtained by removing the camber from tho Géttingon 398 and the Clark Y sections, and applying a factor to the ordinates of the rosulting thickness curves to bring them to the seme maximum thickness, are plotted on the abovo figure for com- porison. ‘Sections having any desired maximum thick ness were obtained by multiplying the basio ordinates by the proper factor; that ia +0.284802°—0.1015024) (CHARACTERISTICS OF AIRFOIL, SECTIONS FROM ‘TTRATS IN VARIABLE-DENSITY WIND TUNNEL where tis the maximum thickness, ‘The leading-edge radius is found to be rie¥( gig) = 1308 ‘When the mean lines of certain airfoils in common use were reduced to the same maximum ordinate and compared it was found that their shapes were quite different, It was observed, however, that tho range of shapes could be well covered by’ assuming some simple shape and varying the maximum ordinate and its position along the chord. ‘The mean line was, therefore, arbitrarily defined by two parabolic equa- tions of the form Yerbyt beet bat where the leading end of the mean line is at the origin and the trailing end is on the z axis at z=1. The values of tho constants for both equations were then expressed in torms of the above variables; namaly, (1) Mean-iine extremities 2=0 ao1 w=0 yen 0 (@) Maximum ordinate of mean line += (position of maximum ordinate) 301 and py (U—2p) +2pe—2] * (eft of maximum ordinate) ‘The method of combining the thickness forms with the mean-lino forms is best described by means of the diagram in figure 2. ‘The line joining the extremities of the anean line is chosen as the chord. Referring to the diagram, the ordinate y, of the thickness form is measured along the perpendicular to the mean line from a point on the mean line at the station along the chord corresponding to the value of z for which y was computed. ‘The resulting upper and lower surface points are then designated: Stations 2, and 2, Ordinates y, and y: where the subsoripts u and J refer to upper and lower surfaces, respectively. In addition to these symbols, the symbol 8 is employed to designate the angle be- toveen the tangent to the mean line and the 2 axis. ‘This augle is given by ontan (wae BIEN She wrm rms sik roastnraim eworomes EEBSRS Bok tRES | Son aati fr dein o RA. ‘Slope of eas roar wd at ard Moone 2—Metiodoedblating onal of W.A.0.4 combed ae, Ye=m(maximum ordinate) dyddz0 ‘The resulting equations defining the mean line then became vers Brea, (forward of maximum ordinate) ‘The following formulas for calculating the ordinates may now be derived from the diagram: r=2—y, sin 0 Haat. 008 & nmetyaind Y= YoY, 008 8 Sample calculations are given in figure 2. ‘The center for the leading-edge radius is placed on the tangent to the moan line et the leading edge. 302 A family of related eirfoils was derived in the manner described." Sovon values of the maximum thickness, 0.08, 0.00, 0.12, 0.15, 0.18, 0.21, and 0.25; four values of the camber, 0.00, 0.02, 0.04, and 0.06; and six values of tho position of the camber, 0.2, 0.8, 0.4, 0.5, 0.6, and 0.7 were used to derive the related sections of this family. The profiles of the airfoils derived are shown collectively in figure 3. ‘For the purposes of this investigation the construc- tion and tests were limited to 68 of the airfoils. Tables, of ordinates at the standard stations are given in the figures presenting the aerodynamic characteristics. ‘These ordinates were obtained graphically from the ‘computed ordinates for all but the symmetrical sec- REPORT NATIONAL ADVISORY COMMITTEE FOR ABRONAUTICS models, which are made of duralumin, have a chord of 5 inches and a span of 30 inches. ‘They were con- structed from the computed ordinates by the method described in reference 8. Routine measurements of lift, drag, and pitching ‘moment about a. point dn the chord one quarter of the chord behind its forward ond were made at a Reynolds Number of approximately 3,000,000 (tank pressure, approximately 20 atmospheres). Groups of airfoils ware first tested to study tho variations with thickness, each group containing airfoils of different thioknesses but having the same mean line, Finally, all airfoils having a thickness of 12 percont of the chord were 3008 26 BaF 205 0 Ea aa 3008 205 HO Bias 305 2608 ze8 Bore Ea ate wie zie wie ae Sais Bis Bis Zai5 Bis rag ZnS <— —S- - cary a Z6 78 Ea Bie ae eee wei Bet zai = Tears ay eas wi5 ray ens a a NS eas TS ea18 Ea eee erie oe a ae ae er wai ne) ra NA ae, ye Zl [8 QW tions. ‘Two sots of trailing’edge ordinates aro given. ‘Those inclosed by-parEntheses, which are given to focilitate- construction, represent ordinates to which thersurfaces aro faired. In the construction of the ‘models the trailing edges were rounded off. ‘Three groups of supplemontery airfoils were also ‘constructed and tested. ‘The derivation of these air- {oils will be considored later with the discussion. APPARATUS AND METHODS ‘A description of the variable-density wind tunnel _and the method of testing is given in reference 8. ‘The tested to study the variations with changes in tho mean line, RESULTS ‘The results are presented in the standard graphic form (figs. 4 to 80) as coefficients correoted after tho mothod of reference 8 to give airfoil characteristics for infinite aspect ratio and aspect ratio 6. Where moro ‘than ono test has been used for the analysis, tho infinite aspect ratio charactoristics from the earlier test have een indicated by additional points on the figure. Table {gives the important characteristics of all the airfoils. CHARACTBRISTICS OF AIRFOIL SECTIONS FROM TEATS IN VARIARLE-DENSITY WIND TUNNEL 808 val lee n| les «19 Leo a of lsc g lao 40 Sol Lae : we 26 bol eos z 16 32 3.06 ee 3S 2P (a 20% Bos lco% sag ad s2g208 Lod ot gap 108 208 209 jek KS € peye of 08 | “ 2/25 *% g ae of Bs Le 3 0% Loe Atoll NAGA 6008 A421@000 3 at Size: 530" Vei(fyeer)=685|_ > 3, cS 5 BES iepitotmyzas balers | : PAicfal: MAGA. GOO Rit-3210000 3° lcorectad ter huvalwatariect [+ ns Zerrected fo intnte osseeh vais “718 - ected for athe : srt ected fa intcte esse) rats TF 04 8 RE ee EO St 6 ee it Tee agit of atc, (dsoress) Win coeticent a. Suen (WA... at id leo a) lee 10} <0 «4 a ise } fo 0 Sos lek 2 18.28 B.o7| 20 z 16.32 Bos} lea $ 3 g 2eP c Ma 20% Bos} 205 aged agz18 Lod ret R208 40 105.208 8.03} ek Breyer * 10 of ae 8 128 ol eke of 4 § @30q 9.08 of B48 208 @ rs $ ok 0% $ = 08 Arfols HABA 0009 Rk 32000 ae a ice 5390-0 elite 688.2 le 5 res fico 208 betes 838 rpoIrNAGA 0009 RX: 32/0000 $ liners foci cae Yeatvor. 746 eter 8 desl ar 8 S80 4 8 Bw we 2 He 2024 6 8 Dea ee Angie of oftack, at (degrees) Lit coettiient a, 4 Correcied for turwelswall effect 308 FOR AERONAUTICS le lee lo 23 Lae 8 P é b 3 Soa bet 5 le z ¥.os| laa 20 of Bol los zag ao dod Let Sree bo at pee .02| * flee 4 § Beg a 343 Les | : ack t ' ea Bok ° 2 ee as “ORR ieersene canal “6 [Corrected for tunnekwall affect. j-# eotcckted fa infinite ospsch raf, 0 crag, b/D g O46 04 6 be we me WE08 4 6 2 ed eB Angie of ottock, a (degrees) Cit coofticlent. 0, ‘Pome 4-NACA ouzatiea, os 3 leo 40 Soo} g va 30 Ror g 16.22 Ros} 3 a“ q 14 2% Bas ahaa 12.268 Lod 205 0) 10% 268 £9] eed Hef a Bo eee 07 63109} 408 a8 2 ge o8 a one & AFToIENABA OO Ri 320a000 3 8 BE chcoimpett blew aap? 37) Airfois AGA, COB e ihe" tested MAL. Toot Or. 728 Deter e-9.5 | Testi “8 Cotr sched fr hereto eect | 200 eke fa inte S404 6 bw He So 24 8 8 fe a eB Sagi of etoch a [desreas) tin coetitert a. CHARACTERISTICS OF ATRFOTL SECTIONS FROM TESTS IN VARIABLI-DRNBITY WIND TUNNEL 305 STE ae Lal 28 Ee ld glee a 10 oo } le ce | 1 leo 3 g 2 16 Bad 20% ol “ leo 2a$ oo leg.2fi 16 S205 0} 108. yes ee Bo oo 8168 02 at $ ae 2 i Bie 2 & oo 47.08 og 348 ke 2 ot gay Las $ og ¥ oe cre Airfoil: NAGA. 0018 RM:3,/50000 | 8 eS sees ONelemceriees| 2S Le $ iced oneal at vor 747 5 Boneless OP aeaktoe oar $ = BeKeret aka “2 Gorrectedter tonetwohetect j-* Barrected fo intnite otseti rane” | oF 0s 6 6b we we Oe 4 6 6b et eB nal oF Stach ct fcogr ees) Un csertsenka, oes 4-1. Oe val 10 405) 3 lio 0 Sac 3 ce 0 Sor 2 16.32 8.06] ¢ 2 o| (4 208 Bas 3 aged 2gae§ jf S20 § 0) 108.208 8.09 é BreS of eB 0d 3B sie Sik sbue" & a0) #0 345 }. 344 z 2 06 dos 3 o yz bok peeeee me easteen 3 ae Sie "30" e628 | =3| § a2 5 Aifoie MAGA 0021 3 150000 “ ele reemlpay LECH svmate ea oF 04 6G oo oa 208s 6 8 De ee aol of east (aoaress) in Sanitaria, ‘Rama G-NACA. ala, 306 otis of iff fo drag, L/D a egige ceceadata ee ‘ep-in per cent of chord (from forwardend of chord) 8g REPORT NATIONAL ADVISORY COMAOTTER FOR AERONAUTICS Bs 8 AIoIE NACA 0025 F.N-3.250000| ‘Soe: S40" Pres foe vere tesech MAL Test O7 749 [Corrected ro 44 og Jeo 40 Log ry 1a 26 go 18 32 8.08} ey & 14 26¢B.05| gat bo sage 108 208 2.0 108 oz} sez) 01 08 2 04 ds ° Vetfffsec)- 083. ‘otn}:20'9 Bote: /6-32 | ~2 Yor termetwoll effect OF 04 8 2 eo oe a Agia of enathe ot (oagress} 22, re Sy PO Fee] Bl - val SESE] aS-o4 = 1 GRE) oH beet ro Sige #4 08 F [Bg 20 40 Sa 3 ge 3 3 |gle + 5 18.28.07 3 lela g 2 lpeeeces Hs 2, 8.09 & |eseeroae 8 aa? legen Z (4 2d Bos 2a eob Eh f 1ag.208 bod R208 | 208 8.04] re i peso 168.04 g 25 8 H 12.01 § 03 1 : 08 eset EH 2 0 3 of eet 2 eof airtel NAGA Zele_ANa2=9000 Z Sree ba liatieecheeel 2 8, 5 BS eomcad betes? $ liner festokChtat, Teatiar719| -@ Setrected for tannehavol etece | =| e404 6 72 16 20 24 28 Ansla of attack & (degrees) 2 o o wae S5SRRERS SERS Angle Of oflack for“infnite spect rata, te (degrees) Ai-foik WGA 0085 Dates = 8-30 its 3.230,000 | Testi VO7 749) yg Canrecied 16 infinite aspect rahe 24 6 8 10 i214 16 18 itt coetticient.C. lzoe airfoik NAGA 2212 \oateie= 2-31 Conreched fa infinite o2f Rit: 3 220.600 jest VOT 719 chet 248 8 10 le i 16 1B, Lite coercion, Rolie of lif fo drag, Rote of lift to drag. L/D CHARACTHRISTICS OF ATRFOUL, SECTIONS FROM YESTS IN VARIABLE-DENSITY WIND TUNNEL 307 Para ro esa a Sie Jao 5 Sac a lee & |ereea es s jalare g feeds lee’ 3 feearez 2 a} (sera 203 I ioe ag ie i 20§ 4 veg ie a 28 H of a3 : g of of f 2 “4a | Airfoil: NACA. 2308 —_R.N.:3.080,000 $ aa eore: 9 88S rest: Vor 600 “3 ontucred a intinte aasce! aes WO ee ee pe eB Gin cootiient om 2-NALO.A. Bt al, ae Se OME = |4e S)al-fe| 2 ome Bisbee) eS a I“ BES) 2 A Seat urd leo Sites a 0 bee B leeeeeg| oo © beg $ gia 18 28 S.0 eee gale BR =e 18.32 3.06| lees S Geng ae, | go 20 ols (4 20% Bas aoe nf e ager fo Bi $ A 8 2 208 « BRE 208 208 fos ree ie oo tH Aha a 8 12k | ete 07 4 ed oo Hf #00 of 48 iH 208 gas Let o8 L Mt 0 0 $a Lee SHA terten-nasa 2509 maczaracoo 3 oe BAS fefetatmy 20 Beles 34-9 a AifolNAG e300 RR: 2am9000 | $ here lace iA eat Vas 66) ete Saou Si soak iiorrear “e [Corrected for tunnetwail effect }~* “ Corrected te infinite ospact ratio. 24 26 0 oo ie O84 8 8 i ef Ise 46 Agha of ato, (degrees) Fame BNO. mena, Cin covticienh c. 308 Ratio of lit to drag. L/D Rote of itt fo drag, L/D gl SRSRSSERREESESE, ee jor [Sussaseaetwasnolhe|s| a als & Bio s 4 8 ‘prin per Cont Sf chord trom forword end of chord) o eae 1 (lea 2 5 ‘ala aneeree ae lala ster cae zo oesaraee mg - 208 46 i fe Lh i we, Hf eh i 4 ‘3 y } ad, 4g of rit i a SEINE AGA 22, Rx 3064600 og rca afttom2as ed 35 $ WinorSecenDlcee rec vases -¢ oer for hennel wc effoct 4 0 4 8 @ & 00 2 Angi of attace (degrees) 2 32 20 airfoil. NAGA. 2312 RN: 3120000 Moore: le~2-31 Test 120 Lg MGerrected Ya infinite egpect rat 24 6 8 10 le 4 16 18 Cite cocsticient diate a obacier nite Spek raise (rey) © * AicroinaGa, 2315 Ri: 3060.005 Bote: Sa25037 Tesh VOT 883 Corrected ta infinite ososct ral 24 6 8 10 12 14 (618 Cin caettcient. a, 18 Ratio of Itt te drag.L/D otis of litt fo crag. L/D CHARACTSRISTICS OF AIRFOIL, SECTIONS FROM TESTS IN’ VARIABLI-DENSITY WIND TUNNEL 309 2 Ge a Ll zi -fao] Bo BB| gx a ‘ghia Fer conor wo Slee “0 4 P Bes ro 0 So : 3 3 18 38 g.07 g » 16.32 8.05| 25 3 ig af 20? oleese ta 20% Bas ey 2a z0l ra teg.ae® g.04} 6 20§ 40 I 105.208 2.03 vee 18% 60) 108 oe a oe SaEEEH ae a e300 EH 08 of H 2 04 a = : ok rt Beles lee arto: MAGA 240s RA3,20000 g “+! Seco aoe 240 a3 a 8 Eps Akal Eee aeesagr ae Lutes ore é aie Teatvbr [Corrected for hunraberal 6 \Zerrecied ty ntinite ompsch rahi a a 20 8 4 6 8 ee ie 1518 fag of tc agrees i contin oon L-NAL0.A Data aT ETRE] oh ud o Pane Hl Ea) a2 W le ‘geglse| ° 10 0 Bae : gese| 440 lao? P leer leo 0 eo beg S [gecg 12 28 Sor] leeg 3 |glaaleza t 5 ey & Bhat 18 32_, §.0} ers © [fasearrcer| K oI a lege ze? (4 20% Bas 20% ag a 129.248 bod sek 208 40) (of 204 fos 28 eS coh 1 168 oe at 8 i 28 a Ul elie 01 a ex Hl 4.08 | of 48 Hr 24 ge 45 o8 c 0 0 %- oe APPOIEMAEA 2408. N31 (0000 3 é a sear biter A iia eel. 8 2 . Bees ef tommyz08 bores! oar - AefeIRHAGA S409 R37 14000 3 Nene eates Pate Re var 666 7 Boies 8S jek topos 8 [Corrected for funnel-wall effect \-# - $ -4| [Corrected fo infinite aspect ratio OF 0 48 8 Bm a we 0 ed 6a ee Te Engl of Stab, (obrees) Litt cocticienh 0, oven NACA 2 et 310 fate of if fo drag, L/D fatia of litt to drag, L/D REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ee 4 we le om ‘Sex Test No.2} lea § S95 a eer all y Be i aa : Be 282 ole 2 Lee tte 205 a0 Ht 18% a Ss, I * 1 a I o8 =I oy = EAL setae § te Pres (sfhctotn) : AEfSINAGA 22 — RR: 3350.500 -3° EEE rrecietier i orcecied fg ripe ospaci tate OF 04 8 2b 2084 bo oe i Te Bote of ence & apres) tin coctcienhc, eal lee piesa) eS" ia ‘glegl 3 Fir cans enor Jeo. ae “a oe a FHee wo Let 3 |S 16 96 8.07 lzoe 5 [elt 4 § f 2 Be 6 .22,, $0 leg & seems ag ® 20P ofigeepanee? 14 20% Bas leo : H ae 248 aol iH 2e.on8 {04 ie 20§ FA 108 208 0s vee 6S i eed a 128 eee 4 eb oot HH #00 o 4 L 2 S 8 3 I od tts ok Faas 0 0% of ‘ aefonaaa 24% exe x080500 ~e Beds efictatmp 20 bole tioa Pe “| AicrolAAGA 248 RN ceq000) * $ incre chet TlaL fect vatose fete S109" Testi tta 688 |g aa [Corrected for tunnelwalleffect. | i] [Corrected to infinite ospact ratio O40 7 6 ee oe Be S208 4 ee ot a ee Angie of ottock a (degrees) roves NAO, 2 afl Lit coeticient, Rotia of lift fo drog, L/D CHARACTERISTICS OF AIRFOIL SECTIONS FROM TESTS IN VARIABLN-DENSI'Y WIND TUNNEL 311 Rote of lift fe drag. L/D Be EH esol OK Badd a4 r eo wo & 3 3 18 6 8 5 § g 16 32 8 5 of 20 oleae! (a 208 8 Ey iH teg.248 8 208 4 Hao tah at bay 184 ue8 sek og o abe | S 49.08 a8 i Hy -2 04 fav fri tt Saal ok eeoenaen org ricaosme| °° at Sine 5x30" vost 2282 a § res ifocaimp208 bole S2/-3p : PArfoIEMACK 2478 Ail 3085000 3 Innere lesiesPlcat Teck €85| i fore jest v0 668 é leoerscied for tunne-waill effect. st [Corrected fo infinite aspect ratio eo O40 4 6 26 0 2 ie WO 8 eee Ie ee Angle of cock d fabaress) tin coercion. Paine M-NA.OA er, aay za 8 & “ Ey eo id {40 ae “oY se? P le leo wo Ss jae £ |BE ; e 12 07 : 2 ua 38 8 lea a: 1 8 lea 5 legs g ad = a 20g 205 art mi sag.2el Lo et € rrr 3. 2 25 20) feat ohn fos 2g 18S 60} a5 6F 02] a I 8 & 2 #08 o of ad HH] .2 04 fv 4B : 3 a o o §-2 oS Fe larennacs ene) ancaooniea : 2g ~# See: 5930" vetoes Le | ie PROS eons bres lacpoinace aie — ex-3c0a000 “8 [Corrected for tunnekwall effect. |-4 4] See re leteean O40 4 6 ie 2H oe 0 6 4 oe De i ee Iagldof Sat (actrees) Cie cooriberkia ron S130 a B12 Rotio of Itt fo drag, L/D Bas ere dio ao ‘op-in per cent of chord (from ferwardend of chord) RB 8 ‘opin par dant OF chard irom forwerd end of chord) Rotio of It fo dog, b/D 4 ar lee Bal ae 0 ae aw 32 ae ay & 3745) 38 ip l2oe 3] ce s gz pa we ess leer oa $ oleae oe “4 aoe. Py TA 12.268 § 168 1 105.208 Bos] vet eee S68 5 {| yp e812 4 mt Pay Cee z < Ze H 2 Qu : fro 5 oo ¥. > ARIA aA as00, somo z Rsdetidoimatl betesstigat [2 liner teonect Una, Year 672 Corrected for hawelwalatiegh 4 4 04 8 26 a oe 0 8 4 6 8 ie it Te le Angi of atech of (degrees) Lin coethenkC. sBaeeemesenanatetiie|s| =; uate Ei ( i i ‘ EEE eon ar a : azfol NAGA 2500 FN-3080000 Size? 5430" Veiljoecy: 638 | 2 al 1 \Pres sthtotnpen? Bote: i531 | 5 7 Ri: 3060.000 [hers tome twAt Toot vor-675|_ Ll Bee: 91531 Teshi207 873 | yg HH earrected for hinnel wall effect torrectes) 2 infinite oasect rahe 40 4 6 2 6 0 2 mie 42024 6 8 ei Be Angie of otto (dagrees) itt cootticont ova BNA... 2. CHARACTERISTICS OF AIRFOIL, SECTIONS FROM TESTS IN VARIABLE-DRNSITY WIND TUNNEL 313 SSSA SET ES volt a wel \4e aie] & a 238 "a Zee le ee 2 Budo Jo a8 ad Bisel 1% & ee f =e seer Ft . 20 oltieey Pog 24k fof Hy eB 8 208 a SAE a ad 378 : < 6S - mn 2 8 rel ot tt 5 8 bet Hh % 5 48 7 ree £58 Ett EECPErH 2 ok Parfolhpah aie ¥ - ees Lie < Fe eiitoinyclé : APIOIRNAGA 2312 RA3060600 mt Lienert i: earn aot 22 |g e [Corrected for furnebwail ef si [Corrected fe infinite aspect ratio oF oe 8 ee Oe Oe og be te Te Srald of ancl (soo) Gn Sserttent, Pome X-NAC4 sae aR ERE [ STE H ul ae es] sal Rv i a 44 ai a Per cant ofchord 10} 40 ae 4 0 se? eee 20 40 Lo seh 2 |B ; a 2 [Be 1a 36 B.07| ae & [gic s S 2 jee 16.32 8.06| leas & legreresr ee i‘ aot olmeanoe - oR ag g ick R208 {t io . g205 2k per if ae § 03 | : of Bat Les 3 ok t LoS aos [Tarren nace 2515 Aye-aa6a000| eg a See 5530" Veurthveea: 62.8 |. Lie 4 |Pres.(stnd.otm):20.6 Dore: 9-18-31 |~ Airfoil: MAGA. 2575 RN: 4080000 3 fiers teckes hc testar cit Boks 2° harvor en 8 [Corrected far tunnel-wall effect |“ [Corrected fo infinite aspect ratio ies OF Odo m0 Ot ae re ee ee) Braid of ancl. taeireesy ihn coor 4070942 rooms 5-N AOA. 286 B14 oko B58 forward end of chord!) Ato of litt fe drag, L/D 4 ‘ep hh per Cant of chord from: Ratio of it fo drag, aE 7 Bone ie EE SESSA) aS FER EEE “ We Dake id Be Te a a Jeo 0 Lag eraks 19 98 Ror eee 19 30 $9 ee Hoa and Bo FE tag.248 Log Coe 108.208 3.05 aE LHR “ae a ety i y bie or ieee sree e el TA Tarroiwaca 2521 13150000 Sie 90" vedinoen 80.9 Bros fatretotm):210 bofens2l~ at | ters tester MAL Toot Var 877 [Corrected for hunmelwoll effect : 404 6 26 wD aa Jogle of ettack, o (dsqrees) ‘loons 1-N.A..A. 91a iat L irfeieNAGA, 2678 -R-3030.000 ote 9519-97 Testi WO7 878 | ig Betrseted ta infinite oxsect ral 204 6 6 0 4 6B Gin cbetfcient a. i-foiNAGA, 258) — Ri: 730.000 |" ote: 92-37" west: var 877, Corrected ¥9 infinite oapact rae Sods 6 04 eB itt coefficient. CHARACTERISTICS OF AIRVOIL SECTIONS FROM TESTS IN VARIARLE-DENSITY WIND TUNNEL forward end of chord) Rota of lift to crag, L/D of RB fatto of Iift te drag. L/D eke BS i ‘opin par cent of chord {from forward end of chord) & B15 aS a _ 28) 380 a ea Cee py ty ; : beara Br Pens | Jeo Sila 445 [a8 gleuies eo 0 Zod jae Blea ae DEH 2 38 07 leoe alas ¢ : Peete 1s 2, 40g Pe eee eee 14.20% Boos aa ted ee 3 ; recat 04 eh Lat 10% 208 Bos yeh eR eP 0c e yee 3 4s 4s Hee Airfoil NAGA, 2612 RN:3./90000 | acer ee eapieae a | SP PPE ea as oe eee eee eC hn ceria Se u 1 EA | \ae s5)583| 3 ay = ww] 4 Be” Ae ctonts 1 zo soa a Js? 513 |~37| s a lao 20 Sco bet Bas 7 ¥ & Bley: 18 36 $.07| \26 aes E é 7 ee L 18 32 3.06] les err st oftreegh eng 14 ay 8 05} oy SEH cay a fo ob = PISS 20820 oo yet oh 6B a “ iI 62.12 OF 4. f = f 4 20 dy Las Tt so los Abtei-ng aA 272 paso 005 Fe eee ewe Tt aronaeyo7e px-goean00)* Where festect (MAL Test v.07. 724 | eae eA gone ecient seare|. «LHe meee ee Crete e eo Bw LL Angi of attack af (degrees) Git cooticiant Powe ® NAO. 8 afl 316 REPORT NATIONAL ADVISORY COMMITTEE ‘a ann ad 2 a u o cin din "© wd + .09} 3 05| 3: .o7| 2 0} ak 05 at J x 04 Q 20k ad N 03] Bie i pee a6 8 oe or ie S68 eC S48 EO = a $ ok i _a oo Airfoil: MACA.AZI2 RNl:3.240000) a eee soe er ftsecy aa) a} 5 Ps Rficonmeds Bete 31 3 ee eset. testa, 729 “6 Coerectet er tenelwo efect ~4 S404 8 6 2 24 2 3 4 Sagi of shot obs) Fume ®-NACA Gis mE rata Ze) 8 = 4 Bele) BS ” Bla Be Lorton 1 aig a «as > (Bel 4 ¢ : 20 40 Soe] 2 sae : $s |S 2.2 48 36 9.07) ae eee x % Bees 7 16 22 $0 208 obxeerrsrae 14.20% Bas zak 3s zag ari ele Bevery ry eed octet § eBook Hf 33 NOE { § ok Teer] 28 APfoli NAGA 4306 AM1080000 | ame on ie 5 BEES frieom.cd9 ted 13 | s Where Mahe Chiad. Yet nr sor -* rectal lr heret mat atest |-4 =a 0-4 0 4 8 @ 6 0 2 28 i Angle of otlack a (degrees) Movne NACA. G8 72 EeeeES 6 2 2 4 0 6 Angle of éitock Yor infinte cspect ratio, (aegrees) FirfoicNACK ele RR:3 220000 |" otese-10-31 iestiVor 723 4g Cece actod To infinite aapect rons 02 4 6 6 0 2 4 16 Litp coctiicernh 0. zed offack Yor’ airfoil WAGE. 4308 lactes 71-31 Test:vior 56 |., [Gacracted 10 intinte ospset ratio Oe e 6 6 Da eB Ginn coertctenh G. Rat:3060,000 g ‘opin per cent ef chord from forward end of chord) Rote of lit to drag.L/D bow aes & Lr — Ratio of lit to drag.b/D CHARACTERISTICS OF AIRFOIL, SEPTIONS YROM THSTS IN VARIABLE-DENSITY WIND TUNNEL 817 a ue \e esi] $8 BEBE) a 7 iE ‘hai Be Conary -1 co Sear 3 4 0 Is? Sere Tt Heo «0 Sco be Hae 19 26 Sor aed Fee & s ee we se Bos ee st ae 3 oer e” 14 ary Bs 20 3 ot 1g.248 fod 3 sah 208 bog rel e tf af 168 oe] a ebue 0 2 ee , | #03 : t ET 2 oe Puy es Serr TH 9 ¥-2 et APFOIENABA 4309 RIL3050000 : CP Sees sor Oe aicteegee| | 8 Br ficlonmyons betes ss | AtoicKaGA aa09 Ri 3020000 |" liner ReectTAAL fea ar 589 7 Beast Hest 1a og [Corrected for tunnel-wall effect |~* “4 [Corrected to infinite spect ratio ¢ 9-8 2G a0 oo Se WO a oe De i ee thn caution. soon SBA. a aa 0 Bee ” aga er Oe i“ ane “4 jae g ag lao 0 lao ae 1a 36 Bor les 90) 730] Ss g ee 18 32 So ee legeay a e oleae | (4 26% Bos 203 S248 4.04 jet Fh ra} 208 2.04] yee eR % a # el? 01 4 tl 4.08 o} oF tr oe Les Eeerrt iat Lee ALartcinnasa 0 asia 3 aE L. fre encom 208 Soil ara)? acerincn we Rayo? Corrected for tunnel-wail eftect |~4 torr ecied fa infinite capeci rats (18 04 04 6 2m oe Se A202 4 6 6 le a ee Angle of etlack, (degrees) Gin ceetticient co. Meoee B-NAC.A. OI et 318 ‘wordend of chord) 2 8 Rote of lift fo drag. L/D ere 4 ‘opin per cent of chord tirem forward end of chord) a He 23 SEE Sp 1 ete] os eu feet] 8s Ble Se SS Sane a“ z 20 «0 | 6 a2, 14 20% 8. 5 a 4 12g.248 b.04 : Fi FEC 2 EEE ae o8 ect 0 0 2 AL Vairfoit, MACA.4315 R.N:3,120,000) at sitet ee § Crestor J a ON ee fogia of oftath oa ER ot \e5s| 3 23| Bs wn“ Bl ° Ber cantovanard 19} x 44.03} q leo 40 ¢ os a| 18 36 Sor i 1s 2% olor (a 203 Be a A 1ag.248 b.04 . 4 5 208 $09 6c & ws o2| 1 3 oh. ol A08 204 du iy 2 i o 0 Carron ca 4276 9 nea.osa600 3 Se sso Metieennesl 2 8. Was efictoimy2nd Borer i431 : Wher ectechChad tenor 563, & Secreted for tannelnal effect § O40 4 6 2 6 2 eco se <2 0 Jngit of atlacie ce (degress) Proves NACA. 61, Fir faIeNACA 4318 dotenaeia3! eneecied Pa infinite ospect roe Tir foicNAGA #15 \boter#a14-31 Corrected Fa infaite og 264 6 8 Lit coefficient. rest: V.07-568 |, & EE 38 dagle of offack for infinte capect rate, (degrees) nie Test: VOT. 883 |g 2 if 1518 46 8 le 4 6B Cite cootiicenh 0. CHARACTERISTICS OF AIRFOIL, SECTIONS FROM TESTS IN VARIABLE-DENSITY WIND TUNNEL 319 eT) i PERS vel ete 18 32 S.os| eas Siemens 2! % 23} olga g 20% 20 oid CE i Jed 8 99 § «ol es a 28 §20§ of HH 28 Bese or $ am 3 v2. 4 22a ET § § eho Td H 5 B48 A A t 204 gai fal 1-5 3 ok Li CATTIT] 5 oo ¢A2 | go oot A -\ Airfoil: MAGA. 4406 R.N:3,109000 g$ = we A ese a iecraee|.. le § CI iietomizas beget 3 : AifoikACA 4408 — X:37OG000 @ Hearse hateheat ene | Pua HO Ee te COE! [oe Oo 0 4 6 2 ew oF Angle of ottach, a (degrees) 25 se 0 2 6 6 8 i te it 1 Lift coeficient O. over NAO, teat. Roto of lift to drog.L/D ox ot 5 FRB expin por cent of chord trom forward end of chord) Aotie of Ut to drag, L/D ko so ‘pin per cant of chord (from forwardend of chord) Selierlowr] = MTT Tt ‘ al lee CSlaaee| 88 CEE EI) se t an lee aigebee| oA. «19 +0 gare 4 0 so alge GH pleo <0 Sal ay ele je 3 Bol ee za Bs ‘ 3 eels Bh 16.32 Bog ee oleae PEEH i 20 Bos 205 ow 24e 5 A aot tagieng dor jet 40} 5 FY 108.208 Bas yee oot Hh ae ve 8 oe ae Ht i 2 ‘1 ete or a 1 #02 of 7 EEA .2 of fas att +S ci TH} o 2 oe ARIENAGA 4409 RA Tap00 5 geeeenach are fuealamel 8 Lie Rectidonab'eesees[? larvoinnaca 2208 An3.7000 tines eee atiag st acces WO ask von eee, Heels tac hence fact” | tse inne cates oF of 8 EE om a ee Loulé of anol £taeiress tin coothbierka (es Hy - vel 40 g Be 1 lee # oR Ludne 10 40 3 44 05 se gq Feo 40 lse 3 18 36 2o7 26 Ble 4 & ¢ fee! 18 2, §.09 lze5 |Siaoe olixeet greer| 14 20% Bos 120 22) y je 1ag.248 od ist 40] , Ht 108.208 8.03 ye$ f é ¢ e aer68 02 a tt gs & cl tt Betz OF 4. 5 H 408 of HY 2 04 ga] Las i L NL» oo§ tHe APICIENAGA 4472 Racazo4ono 3 Soe OG cara a B LT Silom c08 Peis | pinekiacs vale eA-asoq000 res tecinhat Poe a r eee ie Ree [Corrected for tunnel-woll effect J~-* 2 4] [Corrected Ja infinite aspect ratio oP OG 8 ee 20 a Se a ae a a ae Unie of ottock a (degrees) itt coeticienh CHARACTERISTICS OF AIRFOTL SECTIONS FROM TESTS IN VARIABLE-DENGITY WIND TUNNEL 321 Roto of itt to drag.L/D Bas) a a za BRERA] aS-<1 W lea UES a Fe or Boats "P. 1 0 ae +4 os ae > ee ¢ aa eo 0 Lod loz $ |g BES 1a 36 Sod leoe S| Biirz 1 g 7 y ete 18 32 8.09 ee = lees 5 : ast dese oe"| 1a 20% Bos los af ad co sagztd Lor ret 208 40-7 \y 108. 208 2.05] yee Sco ek od] a abi HH 08 og a8 i" 208 gus I-45 : rit oo ta Lot Oh AT areirugen aie e137 (0009 ts ee a Sizes 5430" se] af a > Afi MAc 4415 RN: 3.110.000 3 aie fee - Corrected for tometwat fect |-+ Sa TEE irate oss fm 4 04 6 2 6 20 2 8 Se We Od ee oe ee Anela of otteck a (degrees) Litt cBeticient 0, Roto of lift fo crag L/D Fa Hae 48 2 Be lee &l o Bris |z0 a se yr {3 rH + oe g |gi £ = [sa eae S [Beal & 2 Bee Pe S \sezrs | g 20% olireeheet 20% z 248 2 ee é +4 208 Je 2k &, (2 im ae a 6 Hf 8 5 wha 4 4 8 oS a Les of { Ct Lee ea Airfoil: MACA.4418 R.N23,100000| a Seer son 1 dateac pes Le & iesisfocatms ads Pees? |“ LacfouNAca. ale Ri-3700000 -6 [Corrected tor tunnel wall eviee? eec0760 ¥ intnte osssti rere S 4 0 4 8 2 ew oo Re a2 02 4 6 8 a Angia of attack, c [dogrees) Litt coetiiciont C. 322 [REPORT NATIONAL ADVISORY COMMITTEE FOR ABRONAUTICS ERIE: le egs8) Sant a g OF i 40, a 8 loo > |B 3 3 le 3 bee 2 |g zoe 3 el ers ot desea 4 . aa§ aot 68 Qe0§ « v8 gic ee DO EERE ‘ § bed AE a 24 Fe Les $ ok Dot Los ook FP racxacr a] . LS soe ies Lie Brcsisfnacimpena Bape Pctornaca sae! RH3710000 Corrected Yor here ; 20820 ra ntnive aspechratio |" oF 04 8 2 ee Oe Snail of ance, fasgress) Un coercion, eae Ty uel lee (| ZEB] sso 7 rH La sel eka) 83H “ tf is gears “al I i? Seals a od > lac 8 g sae is leo 40 Log 2 beg 2 |e = 3 erg a wo 30 Sor leoe 2 lees 18 132 Ros leet eerereaes $ 2a oftyom eet 7 da 20% Bos 208 zit of id 1208 Lor et 0 § - +A 208 Bo 28 eo eof a8 188 0 a aan ame s 28 oof etue 01 * a eohtt ace | of 48 f 208 ga a's oR FEET 5 9 Ya e8 & NAGA 208 363050000 3 f; ~e Pe eitompcas betes? | be & BS fiom tise : rer NAGA, 408 — RI 950000 oe Hessen areal. | Beat reat oT og oF 0G 8 2 2 2 BS we Oe a 6 8 ee eB Bogie of aod, (degrees) in cseticient CHARACTERISTICS OF AIRFOTL SECTIONS FROM TESTS IN VARIABLE-DENSITY WIND TUNNEL 323 maa yy 1 A [Zl siel-Pre] BS ‘cet = eigbie| 8s “a ae Re Br Pena «ro ae 4 0 Y leg 20 40 Lod 2 las FH 1.25 7 y ees i 18 32, 30d er a Y 8 at ofereeg sage" F a4 28% Bos) I 240 8 248, ad _ weg ate od 8 rt 49.8 208 P03} 20 3 208 328 7 ob F Bs} 0} PS ws o2| Se} eo HELLA elie’ oy g ab {t 4108 | 34a A 2 04 dau Lf 43 i ¥. S08 AeIsiE Mana 48 ar ee mea ee irene aa meee” “0 (edie are etre 1 nrie asese raie Braid or ect dtaciree) iin certo remeann onsen eRe We Ly se leo Bel B~ a lee aka Gmawneiy 10 0 ae +4 0st 208 B lea 20 «0 seg 3 [Be 10.26 Bor laog & leita ay § es 2 Bel 18 32 3.09 ad & shew: |} of é a} ogee ‘ (a 20 Bos I? aa 2 J 7 1ag.248 4.04 68 5208 4 108.208 9.05 2 | page 3 $16S eo tt 88168 02 af 8 28 ott ahve’ a = oid 1H 47.03 of of B48 | Gs 208 gal es 3 ok Seer Do 0 Fag Lee S08 CA arroirwaca aie aca zon 3 £ te AT siete a ete Blige | eI AitoicWAGAai2 ~~ RN-3200000 |" 3 lesen faa 733 ects onan “6 eorrecheder tumetwatetect |-4 = Gartcted fa intnite ospstitat | OF OT aE ee see Ot gb ee tS Angie of atts (degrees) Lite Coeficient, 324. REPORT NATIONAL ADVISORY COMMITTEE FOR ABRONAUTICS sy aa pr ST pas ay STE i ee BRS) b= 5 aes fe, Sage 23 sf » [Bese _ P lee Sa se 2 Eas ; £ 3 |B bo aoe 2 Bee 3.04 leo oF ogee Bos nos 24§ 20 $e 68 8 208 20} iH & a’ Lek BieSe0 “ ee oF 2s 7 3 & oooh tH} of 33 HE Las § of 2 dot ¢ a Al Lie s Ii in * Airfoil: NACA. 4515 _R.N: 3,080,000 oy fi pleats Heat VOES? |g BEE ie astra ope es Sg Ree it ie Te Soa or nl in coer Ts id lo Ben lee ° 40 lo 8 } . 8 26S 3 lea : ro : ay aa oe dl ist ge pee _ cate Ly : $160] a 3 Ss ial ‘ 4 £8 / of sh Hold g Ls 48 ae iar 2 ae Cot ¥ ee ook BCH NAEA 8 IC SE ¥ 3 ics oficoim210 boterde-a! [2 EROIENACA 45TB lr? 3 reece? Rei ate Bees l. eres ee eel gf Bee nnte ase Te eae a ae eee ee eas a hn coe Poon NAGA. bat CHARACTERISTICS OF AIRFON, SECTIONS FROM TESTS IN VARIABLE-DENSITY WIND TUNNEL ar EE ea Ae Al ae re 4 Bes Foot Paced Le ag 3 P leg leo a 3 8a “a les “ = opera 7 “ zt tH tag a gor eof « SAAS 08 208 fos ~ Sie Bs a RS Hea t of soe 2 weg if or § 08 o 4 be Hod 4 = } one =| Airfoil: MAGA. 452! —_R.N: 3,750,000 3 : TAS wahnar “e 4] [Corrected to infinite ospect ratio Gin coeftcient 0. roves NAA. A. 825 & gat Re Sepeet rate, (cogrees) nite Sarers Angle Of oftac for tn 18 WE 02 4 6 8 bed BB ae laa aise ie a8 es else se S$ [Sha joe 3 |e 3 3 Ble lee Bicone ce g 208 oltser sre 20% ae | st a EE = ek §0§ oy i ze Stet HH t < pies Tr a B28 WALES x renee Li t ms a § 68) r y y og 3b pee eryte g of tT T ates ba Airfoil: NACA.A6I2 RuM:3, 210,000 | = oS ee Oe atesiass| 2 5 res oct otnt218 Bre AE PeICMAGA 4612 R:3.210.500 $ iinet tasect Cee, Tea Bx 13H 7 Beles restsiior ta 6 eacrested fo funne!-wall effect | [Corrected fo infinite aspect ratio 7 O40 4 8 2 6 oo te WO ed Ba 1 Ie it IS 18 Argit or Sta egress) Gin csertovehie, 326 REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS Fat u 3 UH! ve| 48 a Re +4 EY lao ; q a gi £ ile leo ik Pe at oft - ee ah 18 Sak 28 S2e8 t “a 8 1s 0} t ee Sab edt f a 2 eat 5 5 od. f of 34 Aaa $ aie ere Teer 7 apenas 78 e | A es! the pee jehrormy APraINAGA Te — RA Ted 3 inert one Phat? Beets easton “8 corrected for hrm ee ceiee ie itive ospach rates” }' 404 8 26 oe C2 4 6 6 10 le id 16 8 Ggia of attack. (degrees) ‘Lit coetticent a u “of E s2| BS a (enna io 0 a a4 09 3 ‘2 ¢ ad 2 0 Sa 28 Ei ; € 3 je ae Bo} a ‘ele ft ee g ane 3 8 g ee ers | it la 20% Bos} j20 VA sag.aes 4.04 ‘6 § 20 § 40] - | cof 208 8.03} 12’ Rae : e 68 0% _ 2 t “ “5 s 8 % p48 g i Et att» 2 EASIER A So Rae aeeao00 2 fra latOte einer geese? Ee eeel piesa Rath p< bel HODES vane ate tes SS ee oa Ta orb ee ie ariel agas L-NAC-A ea et CHARACTERISTICS OF AIRFOLL, SMCTIONS FROM TESTS IN VARIADLE-DENSITY WIND TUNNEL aA ay Hiatal 33 Wea) a) OF Blas| BBS P | Bie 2 es 3 [glare ° 2 liemnae 20) olga ask 2 y a i $205 tt = 8 §0 per : is 02} § eB ST 348 § ok I ook ae S “3 Saar na i Blase Bg) b Bag 2 ° Recndend $ [sia SI 18 36 & aa Zt 3 ee me we a2, ra : 2 obese EPSCE 4 283 Bo Saf « i 108.208 2.03} ag g < Bick: i. 8 ue 8 oz} $ i Bek (24 & ehue or = e300 si 3 4E Ea ate AG . ga . “A gcse na oe e310 ta Pres (sfrerotm-208 betes dpa]? 3 Erie cimernige eee ee a etree 0 4 8 2 6 2 24 2 a2 Angie of attack ot (degrees) 2 o 327 (cegrees) lzag o Ae NS Be Pack forintinte Sxpect roti, Angle af of inten KAGA 6308 3.980.000 Date 4-10-31 Test:V 0.757 | Corrected 19 infinite aspect rote 24 6 8 0 2 i 6B Lin coeticient 18 Bred ite, areas ® BB a8 fe eekweurscioninl Angle of oMach Yor inte Airfoil NAGA, 6303 Ri3/10000 ote: 48-31 Test Or 378 Bocrectad 1a infinite aapestratio [16 24 8 6 10 12 14 18 Ginn coctiiont 0, 328, REPORT NATIONAL ADVISORY COMAUTTEE FOR AERONAUTICS R53, 780,000 |" ole: odes Test V7 738| facal 8 oe 5 flasks] 8 “ i a eg 10 BERL 2 oH > [ses] Sete “4,03 y gee 3 Jeo 40 Soo S [Bea Hie 26 for yee gl Hie se. dod wok fear + at Eas i PERCH 1 20% Ba S205 « tit 405.20 2.23} a { ee oe| 3 ial oH ee or x “s § 08 Lt HH 7.08 ol 3 on dh i °F 3 airfoil MAGA, 6312 | See eo eg Gin coefticienh 0 8 4 6 8D 2d 18 Fal s2| |< lz 1 lve ‘Ble 19 leo ge 44 09 a y (8 é P |S 0 Sos se & Big ¥ x S$ 12 36 g.07] zoe 3 3 g 3 B 22, $06} les $ lee of z ab Bee 208 Bos oy aga 129.248 dod 183 g2o§ of 108 208 8.09 ek BieSeol-}4 . ee $ | Ht a 2 t = Sr of 8 ial $ 3 rH L. 3 t ° é rece ee EVoIENACA 69 Axa T09000 See Or ieee Le Bees pico 208 Beery ‘ licfaikNAGa e315 R316 000 ficcrccaPhce relieve! , = rt rianeeios 8 ston a, eee Kanab wo atch 2 mrnite obsstiterk Ce Re We OS a ee 0 ee Te Angie of attock (ogress) Uitn coefficient 0, icoue SNAG. Obata. CHARACTERISTICS OF AIRFOIL, SECTIONS FROM THSTS IN VARIABLE-DENSITY WIND TUNNEL 329 pa R “ wel 4a leg) 8 Z be Bus vo leo > (ee “ Hf Ele HerHeo «0 Leb S$ [siz THe 36 zoe Sigs s 2 fae 16.32 ea b legree ay oltmeegn eget 1a 28. 20% x : vol g = ee S75 t i “ Beye HA Cort oe + 3 Seb oot H Ht a § eSeottt ‘ of ey] [as 6, Les ac Hite : 7 ee 3 Pee . S| _ ribeaee ae . tiers estee tua. olicas7 pote acon aka sts ~e [Corrected for funnel-woil effect |~* ~4| [Corrected to infinite aspect ratio 1s eee ee TT Frat of Snot acre ee le ql E “ 2 sof z leo 40 ¢ oa 3 oe 3 1s 36 Lor] oe 48 32 8.06} lee 3 gf & zoe Ae 20% Beast 20% a§ 8 8.04 yok ga§ ee Bieta - * Ske 7 2 § edu 9 o§ 34 C2 04 3 Bok IT oe ne. Bok GRR en a aca g “a idsec} 894.2 -3 Le q Grae Bo aaa “2 Re oie Beedle vine ative See ee CE eS Ee Loa or ne Placed) tin coated rene 330 REPORT NATIONAL ADVISORY COMMOTTEE FOR AERONAUTICS ear = 2 o 2 28 ob EA Heol “ 4 8 0 a “| 2 (3 ae 3p a8 aera E zo) oltre lo} ate rot gene e 28 Wek a 1 $8 a 2/75 3 § aba) % 348 4's e7? Eyat 5 of i ee Cu AETIENACA £ ~ Sicer S30". Vellyoen 682 | ae . $8 elormy 20 ornaee 6x06” — Riles 709000 3 irs eS Tenn DE 8 | “8 Coeredies ter ; per ere itinite onbseh aH oo od 8 2 6 2) 2 One 68 ea BB Brold or Seno (degrees) the csetitent Pues BNACA. esi eee ql a eleslra| 7 eee 7 = oars Fi cin on wo > ae ar 233] £3 l20 10 ©.os} Flore) S [Bel el PA eo 2 Boy 3 [sas g 3 Boeke 1a 32 §.09 stata oe ay leas ta 20% Bal aah 12g.208 Lod ae iS ove e §205 fe 108.208 B08 pepe i of v8 .02| s sg oe? Or § eB ootf 4.08 343 OF 208 ds L's g L i : o ya . Bok eohtact eves cama] °° ot a 34 irfei-WaGA 6409 — Rlls3060000 |" “8 Cotrecledior tummelwollerect 4 God Berra ts inte ossseh ahs |E 0% 04 8 @ Oe oD 4 8 2 4 Sie of atts (degrees) C24 6 8 0 2d Linn coeticienb a. 73 ropa AC. a ‘otis of Itt fo crag, L/D foo of litle drag.L/D 5 8 88 ‘eprin per Gent of chord from forwardend of chord) Shoae eos oS FS SRB ‘op. it ber cent of chard irom forword end of chord) CHARACTERISTICS OF AIRVOUL, SECTIONS FROM TESTS IN VARIABLE-DENSITY WIND TUNNEL 2 “of Percent P[SSaeasaedeuansxehicle| thea Aicfoiz NAA Sizes $440" {Corrected for Sy aE ea) BS Ea 20 ze ie Olehrard 6780" ad ‘ A ag. 1D + 6 BC i: i TL cy A. Airfoil: NACA, 6415 R.N:3,060000| Sele 906 tora Bess htoms ac eg $28 emerald eeeeseeee as ar oe # O48 2 6 20 24 2 32 Angle of attach & (degrees) 609 coeficient Cy oy : gees & 8 22 ‘Profie-dhog epetticlent, Gy 8 331 rea No. 739 660 Bers Exe Shpect rata (cbgrees) 0-W.A..A. ata ie 3 ae a 4 & 45 3 etlot [Airfoil NAGA. 6412 — RN: 3099000 |" freee etme eral BE ite ine Sep lp see ate Eo cara ce ee Jo be oc tntite Sekt ret. S (grea) Angle of affack for Airfoik NAGA 6415 RN: 3060000 Bote9°3-31 Test:V.0.7. 851 | pg Corr eciée fo infinite expect rot 0.2 4 6 8 10 le it 16 1B Lin coeticient C. 2 332 REPORT NATIONAL ADVISORY COMMITTEE FOR ABRONAUTICS par Wa oy eI 8-4 gl ° Boecantatenore “P sg 3 18 zo = [8 ta eB ws 20k oft PPS 1a Rak ET ca. Saha} 3 $166 a g 3 bad § ad o 348 2 ek RRO NAEA ’ € scene “4g Pres(stndatm:208 Date: 3 herd fates “0 porrecied er ae Beale of noc. . SCC Rg Seti z 20 3 2 3 2% ot A wef ad 32 - Bey Sah § eSooL tf 34) ot = a7? Of 3 ok t fk ESIEMABA 642) mp 2030000 tg Pees efocaimyzad “Borer ait |? 3 Wier ctee Puke, testa 69 -8 etrechad for trot effect SPO 6 hb Dm Be Saale of Saber (cegrees} “0 a an ct sty 3.08) 25 20% po e 208 2. ef “ee ee fe a oe of ot Lee ° r pee FEE pperia a amaae TEEEHSSEeS ne oll tale O28 4 6 8 10 le id 6 1B Lin contin uel ae i-foiNAGA. 642) Ril3030.000 oate: 9-4 yest: V.0.7 863 Garracled ta infinite aspect rafts 20 2 4 6 8 10 12 14 618 Lin coettciont.C Movns -N.A.O.A. oot Roatia of itt te drag, L/D CHARACTORISTICS OF AIRFOIL, SECTIONS FROM ‘TESTS IN VARIABLE-DENSITY WIND TUNNEL — 333 ota of lilt fo drag.L/D Peete |e Saha] os E ‘Ba Bp Bedne Ico alg te rele ck 2 Ee mt pee & (alg lee 3 eee ees S legry cer, 2b oltxoegeet te 0% wh fed ret 205 veg 16 ot t a 12d 4 8 TI 8 U Gi < 8 Le’ 4, SAE f 3 é API HAGA: 3 = te “| [Airfoi: NAGA. 6508 RA:3170000 |" on aa Date: 4-23-37 Test: VDT 588 | 1g ; 2 ieee ols is 04 6 & 6 2 Mo ie MEO fe 66 bo EB Sagi of act ogres) Un cooritienke, aon ee-WACA oo ey 2 ae re es Bare) 8 . 7 eee]? No Be) 2 “4 sof > Bee g 88) 80 20 10 Sel se & saad FH xe 36 Bor 208 y taaee 19 32, $0 lee eh oleh en 4 20% Bs leoy zag ot tt 2g.2t8 Sod rot 20§ aol ¥ 108 208 Ros vee eS eo He ae a et ‘ were a e300 HH #08 og ai HbA 12 08 48 o8 i TT, 6 oe & Ap foi HAGA. 6809 FMS 1/0000 g £ Stee? 590° Veiitjaeey 684 > L, 4g Pres sfndormyzns bate: 2253} [airfoils WACA. 6502 J $ Wee Tee ieee le mie “8 [Corrected for tinnekwoitettect | recede intnite assets rats °° [16 O00 9 8 2 ee oe EO Sg bb Ig it TB 8 ‘hose of erode facarees) Cin cocttctenhs roves NACA, ot 334. REPOR? NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS m seLBEL Ew We 40 Sa i“ aac 10 Sea a 3 ae oe S| Bee) ee e 3 ee 208 See t Bets ee zoe feeeeee| 203 at et 208 a ye Sit oF 2 Seka 4 § ebootf 4 38 6% 3 ok t | Lee S08 Atel HABA SE 2 a Siee: 530") 2 -3 ie 4 Re aftomyzds Beted 2-8 Ripeiyaca soe -Rn-araaN 3 ferciccnnthite Rak ma Recies ? Aetee | - eesti hrelalect 4 A HH Eee 22 1 stint asses role oo pee 6 a to ee ES ee a is Ee Sond or enced taco) tin catia Poms MHA0.1 oe Fat ny vd 48 33 S08 a aa a ° Re centctomed 10) 40 Sure 4 go seg > |Beeee ‘ 3 sere zo 0 Sa Lee = |B) 3 so xe § lead 8 89) 70] 50 = : g& Las Eo 16 32 loge & jeeee CH $ . aot een (4 20% Bos 20% 2§ 12.248 4.04 ay g E208 2 4 20§ ‘3 208 03} yee peop pel of a ik < 2 fel eb or 4 E08 4.08} of 348 HHA 204 gas las 3 of L 1 0 0 ya oe = = Airfoil: NACA. 6515 RM-3,100000| 8 S Seer eden Haltech. oe. 2 ey lie 5 BS biidonaats Coetdoe a ; Aeonnacy, ca Aas 3 Ta C00 “2 CR ee Ee EEL rte lata is SET Ge 6 a wie Se ee Boil of Snath d(ceirees) thn coordi owns et-N.A..A. Ss. CHARACTERISTICS OF AIRFOIL SECTIONS 335 FROM TESTS IN VARIABLE-DENSITY WIND TUNNEL Fat ect g “9 40 SEES) 8S a RGR)? 2B «0 Se es Bese ad B eaee peg 2 |sface 20 3 jeans 2 ee 3 les & leer g 20) oftyeus ane 203 Ea 5 168 § 208 a0] 4 tat ye € per a ae a go = $c : 34 Las £08k beh eee Airfoil: NACA.6518 RNS, 2 A SOEAAEA 6 it ie 3 is acto. 208 Se Prfaina ca asIa~ — Aa3709000 3 MinereeocRThA rel Boe St Beat OP S| yg - eredict or hnnel Let ecti EO inne asks rat ov 0G 6 EoD WO eb be i te it iS 1 foal oF arti a ihn coat Poke ANA. a ES val lee | a Lee ql io lo 5 4 od [ss 8 Pe leo a0 Sac bee eee ® 3 a eames His 32 $06} ler$ ab olmesteae (4 20g Bs ly e§ aol} tag 248 4.04 a sega 10% .208 & 09 28 Pes oh 168 og a g 3 bak At ehie or a & edu0ty #00 | of 343 Fb 20 t4's a a d % fo Ff rr Ee ay Le Bok APfoiE NAGA. 65a] EN-.080000 3 e 4k Sizer 5430" Vel (fifson): 698) 3 ie 5 BS Pdcimy co beiecaofosy ar forknaGA. a] Ri 3080000 $ linerd moe Chal Nectar s8) | ie eas ohne SET | “8 treed ir hn wo eect a eet irene SS tei 04 6 & 8 Oo 25%: Angle of attack t (degrees) a2 02 4 6 6 ee Lin eeffiionhe, rooms © NAO. 5 fo, RE Se SeBEbe F[esuueanedimnausen|s| Bk he a Hi SI a8 Ratio of lift to drag. L/D Ar foil NAGA. 661 doo ae ‘op h per cont of chord irom forward end of chord) (jooe): 680 L, eee airroigNAGA See RN-3260,000 Teak vor. 74! date: = S85) jeshivay. ral |, fennel effect Corrected 12 finite expect rats Bt 28 32 Poe 4 6 8 be 4 6 @ 20 (egress) Gin coefficient. ok Raia of ttt to arog, b/D 4 ‘epi per cent'@f chord from forward end of chord) o TH i <0 a ls« 0) 40 as a9) vo 0 0 Sor se8 i ze 36 $.07] eee s g ws 22 Rod ef L Sp 4 20% Bas 203 et 6 l2g.268 404 i 10§ 208 §.03} 128 4 € Fok of ot hue oF a i 08 og He ot dev Las EL : , : 0 0 na e APIGIENAGA.6712 ANG3290000 3 ia feliaiecpass|.2 84] Le Bros letoatotnh 207 ole 231 APPoiHALA 6712 — Bits 3330006 liierelasiehWAL. Teotitay D42| Beieets- 3) Testor 242 | yg Corrected tor tonnel.wel effect. |~ Corrected infinite aspect rat. 2 % 2027 2 32 Ce 46 8 0 2 id 16 12D Anal of oftacn a (egress) Lin soettient CHARACTERISTICS OF AIRFOIL, SECTIONS FROM TESTS IN VARIABLE-DENSITY WIND TUNNEL 20 Percent Ors pleeweeassasiwasnsotl3| 2 at arf ad He R208 § Safa 10§,208 pepe of 68 bieke iH = ed000 IL SuE Bae 20x FS ek APIOIE NAGA 45 fies efor: : lihere teste CMLL. RSET = [Corrected for I O40 4 8 8 Sg of aac parE = ileal be Kt AGES) ‘aa Fe canton a4 “ i ae leo 0 a's & |sz) 18 38 2 ete 18 32 ¢ A $ | 248 ool} 3 S208 ao 8 pee 2 2/25 1 £ 68. 4) oe $ ok t r 54 hy Airfoil: NACA. 00068 RN:3.050,000 | a ZI Ses 35" Na reps 8S5 4 Bc sttorm208 betes doa) $ lirerdacker ke at var 56 -8 corrected tr honolwrc eff @ 0 4 6 2 6 2 24 2 32 Angi of otteck, c (degrees) ee Dated -8-31 rest: Vor. Corrected fa intnite-oaseci rahe O28 4 8 8 Lin cocticient a, 554 2 Roca ANAC. GT al, fa foik NAGA. COOBT __RA3.780,000 |" 337 B& Shs fe Angle of oftack for ininte Gepect ratte, e (degrees) ro i214 6 18 a lee ‘i lee wo co os lac Say bee a z do bee 3.0] ees i : Bes lo 5 ct Eeog ied oe e 8 1 a 0 of ae a “2 e yee re Airfoil: NAGA, C0068 RN:3090,000| = Hees 28 |g arrested to infinite os o 24 8 8 0 Cin coefiient.C. 2 15 18 338 REPORT NATIONAL ADVISORY COMMITTEE YOR ABRONAUTICS a ral se elias ” a0 Fae ae a SP Ey os} 30 > [BEE § z Bis co} beg 2 las o| leow S [Blas : “2 [cena 06} eo 2 os oy aah 04 wet 8 28 gabe 3.03] “a pete od % ae zi ; § 0 o| of 3 / La 3 ok i . L Bot Heo : t a Ser saser -3| Le 5 AMPs btcormnzas AicroR NAGA, Cole — PN. 3720 $ lnnerd conch Duca Bete S58 reatsiiare |, 2 Corrected foe SH eeidied a orate asset rat”? 6 a PO a eee id Te ‘Boal of orton. eres) Lin ebettienk Fy al t “i Bo | ye SoHE a es ° ke Ot \49, } ol bf 3 i 0 0 Sl see 2 + 18 38 §.07| 208 2 16 32 Brod 2 at ta 20 Bos 20% ad edt ig Lod eb Sag oes Seo9 7g $ eS et ct Boe * 3 2} tHe ou a SS ait § § oot Hh i 4 o: ory mi Z 2 ot bl Las ect coir TI 5 o ¥-2 Lee 8 eT arricmaaa cos fu-sosn000 3 7 TA Size: 530" Neltifeec: 70, =n 2 = 1| Pres.(stnctafm:20.3 Date:4- 4-31 [Air foil: MACA, 00128 P.M: 3080,000 3 fiierl esd DMAL, rextivos S| 7 pote: 4594 week tonsso “8 (ose scfed for tontcbwalleftect |-4 Lestat ie finite otssei rate 118 a ae Oe ob fo 2 Ee Bagi or sh cYasgress) iin coettsienk CHARACTERISTICS OF AIRFOTL SECTIONS FROM TESTS IN VARIABLE-DENSITY WINDTUNNEL 339 tame a lniere testeat MAL. Testo. 552 [Corrected for tunnelwoil effec? Corvecied ta infinite aspect rata S404 6 2b 202 4 86 12 4 118 Agia of attack a (ogress) Lint coeticient C. oous NACA, ONT afl, ated 7-31 est; vor 552 |, & ee ro Jo isa3|=399 44.09) \36 > [Bears ¢ F seas leo 40 Sod be BaF init ie 20 bod zee R [eeaaaos 18 32, Bos eee : oe lot 14 28% Bas 3 aa at i 248 a 248 God 168 R208 3°. 28 gah a) Bog i Bick f oa] af wal 2 a or a 273 3 5 68 o| of 348 der Las 8 : 8 g ok REToiEKAGA OORT RACa 5000) Fil ee ak Sees bso ea ltiseey ba |. ay ES & Bc biatempz08 Seed aif? Pcfonnaea OOTY — Ret 3 0000 2° in g SaEATET = Ze uy SEE Ae ee) 29 EBS Blatcee| & T ae) Fe Lae Pant a ? a1g8 ae 0 2 1B $ |e 18 » Be “e 2% BAH a zea) g ; teg.2vt jo R20 5) iE 108 08 Sek < eS eet m3 Y us Bea Hy ad oe B63 | | a 35 1 i 2 Bod To & Azo NAGA. COP R-3 160000 ts [cs ctotmy.e09 bole P53 |"? 3 eS TeseNTMAL eevee 6 [Corrected for tunnebwall effect |~* 40 4 8 2b oD of 28 ae 7 1 le 14 16 18 Angie of etleck @ (degrees) Cit covfticienk ‘ores 7.—NA.C.A. BB at 340 REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 9 saa oot Fer y Je Segees| © attic A ae 7. 1 SABE - Leys 2: a ? > |Btae T a i ¥ gee Heo <0 Soe ae $ ages Heo 26 Bo oe = slain : 2 ete Ha YEH 22, foo aa Slee -! ¢ g 20) ojneeigh ca HAE 4 20% Bas leo}, ug PSSEH seg cel fo Jef Se} | + | 08.208 8.05] 28 pe - oP 02| a He a 3A ‘ La $ of ert L 2 Loe a iacreimiaen ane racsemooe y s =) gears" RF ale $ Le 3 Ee Hicerctntt Rt eormss me Luar “2 ee Le LT Bete on olan 0 236, Gal of i ie re frais oF et, dere) ihn cethbierkt Pome RN4e4 mite ea 55 SL Zleulfel Ut Seu FE soll aI 0 be Z| Pie : Ee ji a oles" FREE ae cH fe SF ‘ 3 TN pepe j Sucka } § ade 348 | Sh EEE peo MH eek Vairoik WAC 2Ry/2 R131 50000 HS che vets HOENAGA Bel? AR os CoM ie cicccnaae terete SaREREE Ne EGR : eo ee ar hake te Leeceieo Re ininte oleate a Og ee TE Te Angle of ' Sock (cegrees) itn cooticiont bat | 2 8 p 1 Roto of Itt fo nAca oper Borer, n.¥a250000 [Sizer 5x36" ” Vo(tt/sec.): 68.) [Pres fathaoln):210 Datartiaianse| Where tesiectMAL VOI 7518753 orrected for funniekwall effect “i404 6 i 16 20 24 28 32 Angle of oitack. et (degrees) PRECISION A general discussion of the errors and corrections involved in airfoil testing in the variable-density tunnel is included in reference 8, In connection with this roport, it was hoped that more specific discussion of tho various sourees of error and separate estimates of the various errors might be given. However, after a careful study of all the messurements it became apparent that practically all tho errors may be regarded 15 accidental; that is, of the type the maguitude of which may best bo estimated from the dispersion of the results of independent repeat measurements. ‘The major portion of these errors is caused by insufficient sensitivity of the balance and manometers, by the personal error involved in reading mean values of slightly fluctuating quantities, and by the error duo to slight surface imperfections in tho model, ‘The last is perhaps the most serious source of error. ‘The models ‘were carefully finished before each test, but the pres- ence of particles of hard foreign matter in the air stream tended to cause a slight pitting of the leading edge of the model during each test. This pitting was probably the major source of error in connection with the earlier tests, but it was reduced for the Inter tests when the necessity of a more careful inspection of each model was appreciated. After a considerable period of running the particles in the tunnel were found to be- come lodged, permitting this source of aor to be 40 28 eek ‘Diag cBatciont Ce 5 § 8 ‘Profie-crog coeHiient, Oy of : 2 as ef oa} ee a * La’ 3 Loe lesen voor aawer— A:32s9000 |"* potest a 9 Tester ISB S| og GorregYad 70 infinite Sapect rat. i) i214 16 18 20 O24 6 8 ‘Lit coeticlons ‘ovus sO—N.A.C. oy and mPa largely climinated duxing the later testa, For this report, however, the effect of the error from this source has been minimized by repeating the tests of many of the airfoils, including all of the symmetrical series originally reported in reference 2. ‘Tho magnitude of all euch accidental errors was judged from’ the results of repeat tests of many airfoils, and from the results of approximately 25 tests of one airfoil that were made periodically through- out the.investigation to check the consistency of the measurements. ‘The accidental errors in the results presented in this report are believed to be within the limits indicated in the following table: « sous 001 Ome 10.08 on 0.008 CnsOe=0) {| ante {888 Tn addition to the consideration of the accidental ecrors, all measurements wero carefully analyzed to consider possible sources of errors of the type that would not be apparent from the dispersion of the results of repeat tests. A rather large (approximately 1.5 percont) error of this type is present in all tho air- 342, velocity measurements resulting from a reduetion in the apparent weight of the manometer liquid when the density of the air in the tunnel is raised to thet cor- responding to a pressure of 20 atmospheres. ‘The effects of this error, however, are reduced by the pres- ence of another error in the air-velocity measurements due to the blocking effects of the modal in the tunnel. ‘The measured coefficients, obtained by dividing the measured forces by XoV?, as wall as the derived cool ficients are, of course, affected by errors in the air- ‘velocity measurement. Aside from this source of error, it is believed that only two other sources need be considered: first, the deflection of the model and supports under the sir load; and second, the inter- ference of the airfoil supports on the airfoil. ‘The angle of attack and the moment coefficient are affected by the defiection of the sirfoil and supports. The error in angle of attack, which is proportional to any was found to be approximately —0.1° for an REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS For the purpose of comparing the results from differ- ent wind tunnels and of applying these results to air- planes in flight, it is also necessary to consider the effects of air-stream turbulence. In air streams having different degrees of turbulence, the value of tho Reynolds Number cannot be considered as a sulficient measure of the effective dynamic scale of the flow. ‘Tho airfoil characteristics presented in this report were obtained at a value of the Reynolds Number of approx- imately 3,000,000, which corresponds roughly to the Reynolds Number attained in flight by 2 medium- sizod sirplane flying near its stalling speed. Consid- zation of the effects of tho turbulence present in the variable-density tunnel (see references 11 and 12) lends, however, to the belief that these results are more nearly directly applicable to the characteristics that would be obtained in flight at larger values of the Reynolds Number. Eee pl ® Come eee oes FTI 9 [Sepeirbar abr T parade | Lt opel 2h pel eatn Belper rok q © 8 & 3 fo 24 mer conor z 7 Rae |e e 8 5 $ 3 : is Cmmen racers omen a gua Sent cU ages) } + b oa acral Camber position in fraction of chard ‘ochre tarot an SERS Stl ei oe airfoil having & moment coefficient of —0.075. ‘The | "7 Yustmmotiterweseesitaunte, eslasr 2 paces ke error from this source in the moment cocflicient is inappreciable at zero lift, but at a lift coefficient of 1 may amount to 0.001. The errors resulting from the support interference are more difficult to evaluate, but tests of airfoils with different support arrangements lead to the belief that they are within the limits indi- cated in the following table: « £0.05" Cpas Cage Cn(G.-0 | O.S000 CofCx=1) +0.0010 ‘The tunnel-well and induoed-drag corrections ap- plied to obtain the airfoil section characteristics might Also be treated as sources of eystematic errors. Such errors need not bo considered, however, if the section characteristics are defined as the measured character- istics with certain calculated corrections applied. Errors in the tunnel-wall corrections, however, should be considered when the results from different wind tunnels are compared. For cousideration of these errors, the reader is referred to references 9 and 10. DISCUSSION ‘The results of this investigation aro here discussed and analyzed to indicate the variation of the aero- dynamic characteristics with variations in thickness and in mean-line form. For the analysis of the offect of thickness, test data from consecutive tests of airfoils having different thicknesses and the same mean-line form are used. ‘The analysis of the effect of the mean- line form is made with respect to consecutive tests of airfoils of the samo thickness (12 poreent of the chord) and related mean-line forms. The results are com- pared, whero possible, with the results predicted by thin-airfoil theory, s summary of which is presented in the appendix. Lift curve. —In the usual working range of an air- foil section the lift coefficient may be expressed as a Tinear funetion of the angle of attack Cn ag (aa~ er) where as is the slope of the lift curve for the wing of infinite aspect ratio and az, is the angle of attack at sro lift. CHARACTERISTICS OF AIRFOIL SECTIONS FROM TESTS IN VARIADLE-DENSITY WIND TUNNEL ‘Tho variation of the lift-curvo slope with thickness is shown in figure 81. ‘The points on the figure rep- resent the deduced slopes as meesured in the engular range of low profile drag. ‘These results confirm provious results (reference 1) in that they show the Hift-eurve slope to decresso with increasing thickness, ‘Pho camber has very little effect on the slope, as indicated in figure 82, although a rearward movement of. tho position of the eamber tends to decrease tho Toxtpar Eines for ber 16] & ie 2] ie 3 ie 3 , ar 6 ag Is 4 45 78 2s es ‘Comber posian in fraction of chara [abscissa Sf mexdma meannine orcirate) ‘rocus $V of ano co sti amr, Pan abown afr 22 eeat fick abl Cores Ilas gene ens fr tho dees + 1a 1} id rz} ot Gn 3 | 4 al a oe 6 2 4 8 @ Mexmim 343, given mean line without altering tho camber position. ‘The theory also predicts an increased negative angle as the position of the camber moves back along the chord, ‘The experimental values are compared with the theoretical values in figures 83 and 84. The ex- ‘gd. 84, ES 2 2 400 imental a 6 24 e 7 5 20 ‘Maximum thickness in per cent of chard Ploune Varin ean th wit haus, Norberre to etae fonber datealn. 0 63 series. S64] ett 1S 20 48 1S 20 4 thickness in per cent of chord slope slightly. ‘Table II gives the numerical values of tho slope in convenient form for noting the general trends with respect to variations in thickness and in camber. It will be noted that all values of the slope lig below the approximate theoretical value for thin wings, 2x per radian; the measured values lie bebweon 95 and 81 percent, approximately, of the theoretical. ‘Tho anglo of zero lft is best anlyzed by means of a comparison with that predicted by the theory. ‘Thin- airfoil theory states that the angle of zero lift is pro- portional to the camber if tho camber is varied, as with these related airfoils, by sealing the ordinates of a perimental values lie between 100 and 76 percent, approximately, of tho theoretical values, the depar- ture becoming greeter with rearward movement of ‘the position of the camber and with increased thickness (above 9 to 12 percent of the chord), Numerical values of the angle of zero lift are given in table IIL. ‘Maximum lift—The variation of the maximum lift, coefficient with thickness is shown in figure 85. Tt will bo noted that the highest values aro obtained with moderately thick soctions (9 to 12 poreent of the chord thick, excopt for the symmetrical sections for which the highest values are obtained with somewhat thicker 344 seotions). ‘The variation with camber, shown in figure 86, confirms the expected increaso in maximum lift with camber. ‘The gain is small, however, for the normal positions of tho camber, but becomes larger as tho camber moves either rearward or forward. Tt ‘vill be seen by refererice to figure 85 that the camber becomes less effective as the thickness is increased. ‘This reduced effectiveness of the cambor is in agree- ‘ment with o conclusion reached in reference 13 that for airfoils having a. thickness ratio of approximately 20 percont of the chord, camber is of questionsble value. Numerical values of the maximum lift co- fficent are given in table TV. Air-flow discontinuities—Theso and other wind- tunnel tests indicate that at the attitude of maximum 22 . [/6R| aa Ne i 22 = i 1 i ‘Mech cohver ene FAH Snnetricer aot a 1 4 | ° 72 = 4 canter posilion in traction of chard taesclaca &F maximum meanctine erent) Doc Vr maton Mh be, Retr Rpt lift the air forces on certain airfoils oxhibit sudden changes which in many instances result in a serious lose of lift. ‘The probable cause of these air-low dis- continuities is discusced briefly in reference 13. ‘The stability or instability of the air flow at maximum lift may be judged by the character of the lift-curve peaks indicated for the various airfoils. ‘Tho curves aro classified into threo general types as noted in table IV, but the degree of stability is difficult to judgo. It may be generally concluded that improved stability may be obtained by (1) having a small leading-edge radius, which causes an early break- down of the flow with a consequent low value of the maximum lift, (2) inereasing the thickness (beyond the normal thickness ratios), or (8) increasing the cam- REPORT NATIONAL ADVISORY COMMUTER FOR ABRONAUTICS ber (for airfoila having normal camber positions; ie, 0.8¢ to 0.5c). ‘Thin-sirfoil theory separates tho air foreos acting on any sirfoil into two parts: First, the forces that pro- duco a couple but no lift (they are dependent only on ‘the shape of the mean line); second, the forces that produce tho lift only, the resultant of which acts at Tanda thkneas th per ent =05| ~04 area tree Serra) Camber position in fraction of char labacissa Of maxim meanciine orate) ‘igen 6t—Vactaton of amento o Rwithember. Peal shown as ot ‘perme thse eal” Cares ladle ancl teas bw arnt Ue 90) Gyexpermentor theoretical g 8 4 5 72 15 anaate Maximum thickness in per cent of Chord ‘cone 62—Vaitn of moment at eo Mt with tldaas Nombre ree ‘pombe daentin. a fixed point. We then have in the working range an expression for the total moment taken about ony int » On Ong t 00s where Ony is the moment coefficient at zero lift and nO, is tho additional moment duo to lift. ‘As with the anglo of zaro lift, the theory states that the moment at zero lift is proportional to the camber and predicts an increase in the magnitude of the moment as the camber moves back along the chord. Figures 87 and 88 show the values of the moment coofficient as affected by variations of camber and thickness compared with the theoretical values. Re- forring to figure 87, the plotted data indicate that the CHARACIBRISTICS OF AIRFOIL SECTIONS FROM TESTS IN VARIABLE-DENSITY WIND TUNNEL moment cosffcients are nearly proportional to the camber. It will also be noted that the curves repre~ sonting the ratios of the experimental cooficients to tho camber are nearly parallel to the equivalent curve representing the theoretical ratios except that the curves tend to diverge for positions of the camber well back. Figure 88 shows that the experimental values lie between 87 and 64 percent, epproximately, of the theoretical. Numerical values of the moment coofficient at zero lift are given in table V. 345 the profile drag as the minimum value plus an addi- ‘ional drag dependent upon the attitude of the airfoil, wwe have in coefficient form Oo On, (Oogetn SO.) ‘Tho induced-drag coefficient Op,, which is computed by means of the formula given in reference 8, is con- sidered to be independent of the airfoil section. ‘Tho variation of the profile-drag coefficient with the shape variables of the airfoil section is analyzed with respect _ 015 oa x 2z)" - a Bit 3 Bye on ie ae| |Synmetr ica! air-fois| — ol qt + | ['nermal canberba arate ‘pagres ai ea freee eres Ioan me “Maximum thickness in par cent of chord orn Vases ot pln oct monet with hs. Yale ‘reunion Gna sGepnGe, ash ee havig eal saber o ce ee tes (e208). If the resultout of the lift forces acted exactly through the quarter-chord point; as predicted by the theory of thin airfoils, there would be no additional moment due to the lift when the moments are taken about this point, ‘The curves of Ong, against Cr, however, show slope in the working range which indicates that the axis of constant moment is displaced somewhat from the quarter-chord point, ‘The factor n represents the amount of this displacemént as obtained from the deduced slopes of the moment curves in the 0: wh cole, a Syahetrba aban rr f ime : cy cs camber in traction of chard, abeclase SF mein ocr tie orcehe) einen yen antago ee normal working range. ‘The variation of this dis- placement with thickness and with camber is shown in figures 89 and 90, ‘Table VI gives the numerical values. Beyond the stall all the airfoils show sharp inorease in the magnitude of the pitching moment. ‘The suddenness of this increase follows the deste of stability at the stall as indicated by the type of the lift-curve peal. ‘The total drag of an airfoil is considered as made up of tho induced drag and the profile drag. Considering o708—s4—25, exinun tickaitse nfrction @ chart ‘sos Vsti of mlm ots dn wit ines fr besa at to the vatiations of the two components of the profile drag. ‘Minimum profile dreg—The variation of the mini- mum profile-drag coefficient with thickness for the symmetrical sections is shown in figure 91. ‘The cam- ered sections show the same general vatiation with thickness but, to avoid confusion, the results are not plotted. ‘The variation of the minimum profile-drag ech colder k | 4x A = [ae tr o 2 4 6 a 70 Camber pesiilan in traction of chard (abdeciess Of moxinuin meanine ordinate) ‘Pues nse aiatam protiedrg ota samber. Merl a 2)pereat thik sr Yalas ec oregon Conamb 00007-00401, wc # tour. : cocficiont with the profile thickness may be expressed by the empirical relation Coyne =K+0,0058+0.011+ 0.18 where tis the thickness ratio and k (which is approxi- mately constant for sections having the same moan line) represants the increase in Opyuin above that computed for the symmetrical section of corresponding thickness. ‘The variation of Onyam with camber is indicated by the variation of & s shown in figure 92. 346 ‘Tho effect of camber is small except for the highly cambered sections having the maximum camber well back, Numerical values of Coyaie are given in tableVI. ‘Additional profile dreg—The additional profile drog, which is dependent upon the attitude of the air- foil, has proviously been expressed as a function of the lift (reference 4) by the equation Coy Coy— Coymin™ 0.0062(C,— Cigg,)* where G,,,, may be called the optimum lift cosficient; that is, the lift eoeficient corresponding to the mini- mum profile

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