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    9 views265 pages

    Naca Report 824 PDF

    Uploaded by

    ali381

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    © All Rights Reserved
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    CONTENTS Susser... Twrmopverion. Srunoca. Hisronicat Devevorues. Descapriox o7 Atarouta, Method of Combining Distributions... NACA Four-Digit Series Airfo ‘Numbering system. ‘Thickness distributions. Mean lines NAGA Five-Digit Series Airfolls__ ‘Numbering system. ‘Thickness distributions. Mean lines. NAGA I-Series Aifols Nombering systems. ‘Thickness distributions. Mean ines. NAGA 6-Series Airfola. ‘Numbering system_ ‘Thickness distributions Mean Hines. NAGA T-Series Aipfoll.- ‘Numbering system. ‘Thickness distributions... ‘Terorsricat, ConsiDenarioxs. Pressure Distributions. Rapid estimation of pressure distributions. Numerical examples. Effet of camber on pressure distribution Critical Mach Number. Namerical examples... Angle of Zero Lit. ‘Methods of ealeulation. ‘Numerical examples. Description of Flow around Alefoils, Exprariextan CHAmacremerie, Sourees of Data... Drag Characteristics of Smooth Aifols Drag characteristics ia low-drag range Drag characteristics outside low-~, fhe, and 250-series airfoils. The general methods ‘used to derive the basic thickness forms for NACA 6- and Teseries airfoile and their corresponding pressure distributions ‘are presented. Data and methods are giten for rapidly obtain ing the approximate pressure distributions for NACA four digit, fee-digit, 8-, and T-series airfoils. The report includes an analysis of the lift, drag, pitching- moment, and critical-speed characteristics of the airfoils, to- gether with a discussion of the effects of surface conditions. Data on hightift devices are presented. Problems associated ‘with lateral-control decices, leading-edge air intakes, and inter- ference are briefly discussed. The data indicate that the effects ‘of surface condition on the lift and drag characteristics are at least as large as the effects of the airfoil shape and must be considered in airfoil eelection and the prediction of wing charae- teristics. Airfoile permitting extensive laminar flow, such as the NACA 6-series airfoils, have much lower drag coeficiente at high speed and eruieing lift coeficients than earlier types of airfoils if, and only if, the wing surfaces are sufficiently smooth and fair. The NAGA 6-series airfoils also have facorable ceritical-speed characteristics and do not appear to present ‘unusual protlema associated with the application of Kigh-lift and lateral-control devices. INTRODUCTION A considerable amount of airfoil data hes been accumulated | from tests in the Langley two-dimensionel low-turbulence ‘tunnels. Date have also been obtained from tests both in other wind tunnels and in flight and include the effects of high4ift devices, surface irregularities, and interference. ‘Some data are also available on the effects of airfoil section on aileron characteristics. Although a large amount of these data has been published, the scattered nature of the data and the limited objectives of the reports have prevented adequate analysis and interpretation of the results. The purpose of this report is to summarize these data and to correlate and interpret them insofar as possible. Recent information on the aerodynamic characteristics of NACA airfoils is presented. The historical development of NACA eirfoils is briefly reviewed. New data are presented that permit the rapid calculation of the epproximate pressure distributions for the older NACA four-digit and five-digit airfoils by the same methods used for the NACA 6-series airfoils. ‘The general methods used to derive the basic thick- ness forms for NACA 6- and 7-series airfoils together with their corresponding pressure distributions are presented. Detail data necessary for the application of the airfoils to wing design are presented in supplementary figures placed at the end of the paper. The report includes an analysis of the lift, drag, pitching-moment, and critical-speed charac teristics of the airfoils, together with e discussion of the effects of surface conditions. Available data on high-lift devices are presented. Problems associated with lateral- control devices, leading-edge air intakes, and interference are briefly discussed, together with aerodynamic problems of application. Numbered figures are used to illustrate the text and to present miscellaneous date, Supplementary figures and tables are not numbered but are conveniently arranged at the end of the report according to the numerical designation of the airfoil section within the following headings: I—Basic Thickness Forms T1—Date for Mean Lines TH —Airfoil Ordinates IV—Predicted Critical Mech Numbers ‘V—Acrodynamic Characteristics of Various Airfoil Sections ‘These supplementary figures and tables present the basio date for the airfoils. SYMBOLS A aspect ratio ‘Ay, Ba Fourier series coefficients a mean-line designetion, fraction of chord from leed- ing edge over which design load is uniform; in derivation of thickness distributions, basie length usually considered unity 6 ‘ing span by Hapspan, inboard b, flap span, outboard Co drag coefficient C,,_, drag coefficient at zero lift, 7," lift coefficient 4C;, increment of meximum lift eaused by flap deflection 250 Aen Acad a ey Oma ema Ov, 0 ®, @, % REPORT NO. 824—NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS chord aileron chord section drag coefficient minimum section drag coefficient, fap chord, inboard flap chord, outboard flap-chord ratio tection aileron hinge-moment coeficient (<4) increment of aileron hinge-moment coefficient at constant lift hhinge-moment perameter section lit coeficient design section It coefficient moment coeficient about aerodynamic center moment coeficient about quarter-cord point section normal-foree coeficient drag Joss of total pressire fee-stream total pressure section aileron hinge moment exit height constant re Mach number critial Mach number typical points on upper and lower surfaces of airfoil presoure coefficient (&B) critical pressure cocficient| resultant pressure coeficient; difference between local upper- and lower-surface pressure coefficients local static preesure; also, angular velocity in rollin pb)2V freestream static pressure halix angle of wing tip freostream dynamic pressure Reynolds number czitieal Reynolds number est (Ho? pressure coeficient ( 5 ) frst aitfol thickness ratio second eirfoil thickness ratio freo-atream velocity inlet velocity Tocal velocity increment of local velacity inerement, of local velocity enused by additional type of load distribution velocity ratio corresponding to thickness f, velocity ratio corresponding to thickness f distance long chord meancline abscissa abscissa of lower surface abscissa of upper surface chordwise position of transition distance perpendicular to chord ©, Ye meancline ordinate ti ordinate of lower surface vi: ordinate of symmetrical thickness distribution Yo ordinate of upper surface 2 complex variable in circle plane % complex varinble in noarirele plane @ angle of attuck 420 section aileron effectiveness parameter, ratio of change in seetion angle of attack to inerement of aileron deflection at a constant value of lift coefficient ay angle of zero lift section angle of attack ‘Bae increment of seetion angle of attack ai section angle of attack corresponding to design lift coefficient 3 flop or aileron deflection; down deflection is posi 3, flap defection, inboard %, Bap deflection, outboard ‘ airfoil parameter (¢—€) fer value of eat trailing edge r complex variable in airfoil plane &@ angular coordinate of 2’; also, angleof whieh tangent is slope of mean line taper ratio (gar ion Effective Reynolds nuinber' + turhulene factor (MST Reysolia number) 6 angular coordinate of ¢ ¥ airfoil parameter determining radi! coortinate of 2 Ye avorage value of ¥ (jt: ("" va) HISTORICAL DEVELOPMENT ‘The development of types of NACA airfoils now in com- ‘mon uso was started in 1029 with a systematic investigation of a family of airfoils in the Langley varinbledensity tumel. this family hed the same basic thickness distribution (refer- ence 1), and the amount and type of camber was cally varied to produce the family of related airfoil investigation of the NACA airfoils of the four-tigit. scrics produced airfoil sections having higher maximum Tift coefficients and lower minimum drag cocfficients than those of sections developed before that, time. The also provided information on the ehunges in acrodynamie characteristics resulting from variations of gcometry of the ‘mean line and thickness ratio (reference 1). SUMMARY OF AIRFOT DATA ‘The investigation was extended in references 2 and 3 to include airfoils with the same thickness distribution but with positions of the maximum eamber fer forward on the airfoil. These airfoils were designated by numbers having five digits, such as the NACA 23012 airfoil. Some airfoils of this family showed favorable aerodynamic characteristics exept for a lange sudden loss in lift at the stall. Although these investigations were extended to include a limited number of airfoils with varied thickness distribu- tions (references 1 and 3 to 6), no extensive investigations of thickness distribution were made. Comparison of experi- mental drag deta at low lift coefficients with the skin friction coefficients for flat plates indicated that nearly all of the profile drag under such conditions was attributable to skin friction. It was therefore apparent that any pro- nounced reduction of the profile drag must be obtained by a reduction of the skin friction through increasing the relative extent of the laminar boundary laye Decreasing pressures in the direction of flow and low air- stream turbulence were known to be favorable for laminar flow. An attempt was accordingly made to increase the relative extent of laminar flow by the development of air foils having favorable pressure gradients over @ greater proportion of the chord than the airfoils developed in refer- ences 1, 2, 3, and 6. The actual attainment of extensive laminer boundary layers et lenge Reynolds numbers was @ previously unsolved experimental problem requiring the development of new test equipment with very low air stream turbulence. This work was greatly encouraged by the experiments of Jones (reference 7), who demonstrated the possibility of obtaining extensive laminar layers in flight at relatively large Reynolds numbers. Uncertainty with regard to factors affecting seperation of the turbulent boundary layer required experiments to determine the possibility of making the rather sharp pressure recoveries Tequired over the rear portion of the new type of airfoil. New wind tunnels were designed specifically for testing jrfoils under conditions closely approaching flight condi- tions of airstream turbulence end Reynolds number. The resulting wind tunnels, the Langley two-dimensional low- turbulence tunnel (LTT) and the Langley two-dimensional low-turbulence pressure tunnel (TDT), and the methods ‘used for obtaining end correcting data are briefly deseribed in the appendix. In these tunnels the models completely span the comparatively narrow test sections; two- dimensional flow is thus provided, which obviates difficulties previously encountered in obtaining section data from tests of finitespan wings and in correcting adequately for support interference (reference 8). Difficulty was encountered in attempting to design air foils having desired pressure distributions because of the lack of edequate theory. ‘The Theodorsen method (reference 9), as ordinarily used for calculating the pressure distributions about airfoils, was not sufficiently accurate near the leading edge for prediction of the local pressure gradients. In the absence of e suitable theoretical method, the 9-percent- thick symmetrical airfoil of the NACA. 16-series (reference 10) s4a:07—90—18 261 was obtained by empirical modiffeation of the previously used thickness distributions (reference 4). These NACA 16-series sections represented the first family of the low-

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