REPORT No. 537 TESTS IN THE VARIABLE-DENSITY WIND TUNNEL OF RELATED AIRFOILS HAVING ‘THE MAXIMUM CAMBER UNUSUALLY FAR FORWARD By Basmeax N. Jaco SUMMARY A family of related airfoils having the position of mazi- mum camber unusually far forvard was investigated in the variable-density tunnel as an ectension of the study recently completed of a large number of related airfoils. ‘The new airfoils gave improved characteristics over those previously investigated, especially in regard tothe pitching ‘moment. Some of the new sections are markedly superior to well-known and commonly used sections and should replace them in applications requiring a slightly cam- hered section of moderate thickness, having a small pitehing-moment coeficient. INTRODUCTION ‘The investigation of a large family of related airfoils, reported in reference 1, indicated that the effects of camber in relation to maximum lift cocficients were moro pronounced with airfoils having the maximum camber forward or aft of the usual positions (0.8¢ to 0.50). ‘Thescope of the investigation, however, was not extended to include airfoils having extreme camber positions because the mean-line shapes originally em- ployed could not be satisfactorily extended. A con- sideration of a program to include these extreme posi- tions led to the elimination of the after positions because of the adverse pitching moments tobe expected. ‘Tho investigation reported heroin deals with a family of related airfoils having moan-ine forms derived to oxtend the camber position from normal to extreme forward positions. ‘These airfoils aro divided into two groups, each group containing five airfoils of the same thickness (0.12c) and covering a range of maximum camber positions from 0.05¢ to 0.26. One group is based on a simple mean line (mean line without reversal of curvature) and the other on a reflexed mean Jine. Instead of investigating each mean-line shape through a range of camber ratios as in the previous investigation of related airfoils, only one camber ratio is used for ench type, the value of each being sclected to give an optimum lift coefficient of 0.3. DESCRIPTION OF AIRFOILS ‘The airfoils described herein are designated by the following numbers preceding the number 12, which designates the thickness: 210, 220, 280, 240, 250, 211, 221, 281, 241, 261 and Roverr M, Pavksnzox Following the designation system previously employed for the N. A. C. A. family airfoils, the first digit of the airfoil number is used to designate the relative megni- tude of tho camber. The vatious mean-line shapes are designated by the remaining two digits as follows: ‘Tho ordinates of tho airfoils were obtained by the mothod described in reference 1, which consists briofly in disposing the desired thickness form about a given mean line. ‘The thickness form used is the same as that used for the 12-percent thick airfoils of the earlier investigation. ‘The airfoil profiles are shown in figure 1. Bach mean line is defined by two equations derived 50 as to produce a shape having a progressively decreas- ing curvature from the leading edge aft. ‘The curva- ‘ture decreases to zero at a point slightly behind the maximum camber position and, for the simple mean lines, remains zero from this point to the trailing edgo. ‘Tho following expressions taken to represent the simple ‘mean lines are chosen to setisfy these condition nome: 0 tozem) Shak em) tail: @=m to z=1) yy ‘0 ‘Tho mean-line equations are derived from these expres- sions. ‘The constants of integration are determined by the following conditions: @)-@, where the subscripts »rand refer to the fore and aft ‘equations, respectively. Tho solutions of the equa- tions then become: nose: y= ghilz?—3mz?-+-m* (3—m)2] teil: y= gh? (2) ‘The values of m were determined to give five positions of maximum camber, namely, 0.05¢, 0.106, 0.15¢, 0.202, and 0.25¢. Finally, values of k were calculated to sat522, give a theoretical lift coefficient of 0.8 (Jr, =0.3) at the “ideal” angle of attack (reference 1). Table I presents the values of m and k, for convenient reference. — NAGA 21012 —— NAGA 22012 MAGA 23012 SSS NAGA, 24012 | | NAGA 25012 NAGA 22112 NAGA 29112 NAGA 2all2 NAGA 25/12 | | aE ans iter from tbe tended ata Ht i 8 i i if H il REPORT NATIONAL ADVISORY COMMITTEE FOR ABRONAUTICS ‘The equations for the roflexed mean lines are derived from the following expressions again taken to give progressively decreasing curvature and to give zero curvature where the two parts join. The tail part, however, is represented by an expression giving a curved mean line permitting of adjustment to givo zero pitching moment. %y. a Fb, @—m) nose: (2=0 to z=) @—m) tail: (=m to 2=1) Determining the constants of integration by the samo conditions as for the simple mean lines, the solutions of theso equations aro: [emf a—my2—mtetm] nose: y=F hy taik: yf bs [ff Gm meme ba juncture point m. By_3 (m=p)ont km For each of five values of p (0.05¢, 0.10e, 0.15¢, 0.20¢, and 0.25¢), m was determined to ‘givo Cq,,=0 and, finally, k, was calculated to give C;,=0.3. Values of ky © m, and ky, are given in tablo I. ‘Tho models, which aro made of duralumin, aro rec- tangular and have # chord of 6 inches and a span of 30 inches. ‘They aro constructed from the computed ordinates by the method deseribed in reference 2. TESTS AND RESULTS Routine measurements of the lift, drag, and pitching ‘moment about tho qunrter-chord point woro mado at a Reynolds Number of approximately 3,000,000 (tank pressure, approximately 20 atmospheres). A descrip- tion of the variable-density tunnel, in which the tests were mado, and of tho method of testing is given in reforence 2. Tho discussion of precision in reference 1 points out an error in the volocity measurements due to a change in the apparent density of the manomoter fluid with fa change in tank pressure from atmospheric. ‘This source of error has since been eliminated by correcting the manometer settings used in fixing the tunnel air speed. ‘Tho data aro prosonted in standard graphic form (Gigs. 2 to 10) as coofficionts corrected after the method of reference 2 to give airfoil charactoristies for infinite aspect ratio and aspect ratio 6. Included in those figures aro tables of airfoil ordinates at standard sta- tions and a plot of tho profile.ATRFOILS HAVING THE MAXIMUM CAMBER UNUSUALLY FAR FORWARD 523 pea rd Lsleg ee au ae 0 0 Sates } a4 09 z e lee 20 #0 Soe 2 S Bye is 18 36 8.071 28 e 3S |g tbe § g 3 (ee 1s 32 8.06] ¢ S legac, ae f 2) onmeces (4 20% Bos y 2af 20l mt 22-28 §04 88 20 40 as EEL 108.208 8.03 vee et 1 y € 168 < preS a ah 168 oe a on y 8 s 82 or “ 2/258 Hr 's $ § e300 [| s.00 0 og pe 2 otf Las got Hes Tt} 0 ¥ mS eo8 ot foil: NACA. 2012 AN:3 200, 8 = = Ser bso Nel afecyeet 2 Lie 4 [1 P2cs Etcom2r8 bolerser- st acronNAay soe ~ RI gs00000 $ liners fester ica. oat DH. 18 Het VOr ee |g 78 [Corrected for tunnelwall effect “4 eet ae fo infinite espect rotio Gd ee a 27 ae a ee a Aogia of etch & (degrees) ip coestcint panera] T iaeektel be BNET) 8s 4 Ad sees a Bg oGe i yee reo -# : 2 [Bie 18.26 08 5 [dsl s 2 [eee 11g 32, a 3 i pece ee pS g 2a oleh OF 1 28 5 eat 20) 12g.248 6h $ ee iy 8 108.208 e gee a 208 et $$ co HH} Ree eS $ Cot gs é 128 00 of & 2s HH “s 3 § eS 08 of 8a Hh 2.04 ra 3 os HEI cl moa Le 2 08 Ailolk NAGA 28 ANG3T7A000 2 . Ser stor Velinicecp ey 6 < es epianmcos Dera: Peso : a rpaoo 3 there see laat, Tear vores e aaa res |, “6 Leerrected fo hanelsnoltet tt [Corrected te intinite ospect rofio 04 le 6 2 24 20 3% 0 2 a 6 8 1 le it 18 Angie of Gotha et (depress) Litt cocticient. ‘rovnn8--N. A.A 2252d REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS y va é. é wn 8 «10 3 4409 > {3 s zs l2o «0 <06| 2 8 10 26 $07] 3 fees z 16 22,, 3.05 3 lberecoe| 3 8 20 oles ae 14 20% 8.05 248 zo ER, 12e.268 &.oal as eae S295 <1 108 208 8.03 Si6So0| HH 8€ 168 02 we 3 128 60) e8r2° oy 278 = obs ! 5.00 348 | 208 fh 2 o$ OG a THe o tua Bok flarronriaen esas ru: a2eioo| ¥ 5 Bes ionany 09 boletrise |? 3] al S itotn A = Iairfoin AGA, 0 Rai-3. 230000 $ ices esi Tcae, teak varie 5 eet is “3 Hcocrecled ter tumetnotetiect -# Sn arectise tg intinte oapset rate OF 04 6 eb ae we 0 es 8 8 De Tee Aagis of atteck a (degrees) of OEE @ Lift coetticient G Helse 8183 Rrcentotenoea ff” 10 40 i Bl 4 09 las a ¢ 5 ies l2o 10 S| beg 3S leis 12 25 Soy eos 2 [ieee 18.32, §.06| les 20k of 14 28% B05 fz0%8 % sf & 248 0) s2g.208 Lod 68 8 Se s 8 35 108.208 8.08] ye S25 pele < Bie} 60} e168 .02| 8 Sab abies 0 a 128 eo S s 2% = $ § 33,00) #08} of 38 2 ot gu La 28 ia z. & o ga Le gos aeRRAzA eee area 900 : 2 a eee aoe 588 |» 3 B +8 BE iclormscad bole t 20-34 : Iairoichaca cable — Ra: 3120006 s iirer ecictDcRe textos 23 E acne bo Se Betton 29 |g 8 [Corrected for tunnel-well effect. |~ | [Corrected fo infinite ospect rate oo 4 Angie of ottock @ (degrees) a2 20 24 28 32 roean 0 2 Lit Goeticient. 6 8 0 l2 14 16 1B LNA 0 A Bn ae‘Rolo of lll 0 drag, L/D AIRFOTLS HAVING THE MAXIMUM CAMBER UNUSUALLY FAR FORWARD sae wd kee a a6 ie 10 Sia 405} > |e oe? Bis lao 40 Sool 2 | Big = = |B 1a 36 $7 3S gli & Sears i= 16.32 $.06| * leeaeae | Sp 2 I 4 ats Bas ue Coy sagaael Lo 208 at FS] 08.208 ween t red a & | a é i a ok Ct ro i [Tairfoisnaaa coe Rac 133000 =. Sr 50 fae oo $ BSE Eihcoim 208 Boles Sy fiber iacec DCE eka 122 - Coors Seder harolwoltetoeh | © 07 8 bm of oS ie foal oF atath farees) owns 4-14. 0.4 aft, Es Hee Bl Bo q Ee # Plz 2 18 t 2 ieee ce B libeeercoger wh pee ah Hees 208 4 ie = T T mye qa ra Ht a Hs os Tasontacn cons bakes a See ae ee cece 4 Pes latacommuart Sele Pe34 : fcr tect Tikd. Tak oso 0 Leer e teG or nrrel wei etogt S04 8 2 16 20 24 20 32 : Asia of ottock et (oegrees) Proper 7-N. A. ©. A. saab, Airfoz HAGA, 25002 Bate: 4-19-34 Teshivorne2| , orcected 14 infinite oe AN:3 730,000 |” igi 24 6 8 10 (2 4.16 B Cin coeticianh.C. ai-foit MAGA 2elfe nts 3280,000 ote: 4-28-36 Tests W07. 1100. ected lo intinite ogpech ror 246 6 10 12 14 16 18 Lin coettcient. Ge o Bers Angle of oftackYerinfinte Sopest ratte, at (aberees) Be Rees Angle ef oftack for intiite capest ratio, a (degrees) 5 Shen 525 Be sks 3 Se he ae & a8 ® 8526 REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS aE] yp a L2leve aa Healer ool a ‘ais Foci ofenoet 10} Sie Eas 0) ad P lg t j2o 40 ae ee 2 |g i t a o $ 3 eal t i ee £ 3 ieee y se 22, at ma zp olerortea y M4 20% Bes 20g enka Eel . seg.eee bcd ye 705 ot | 108-208 2.03 Veg Bie cot ht week ce e 8 ok et tt us 4 328 oo 7 egue of 45 S 63100) + 4.08 | og 343 0 i. p48 “8 choot pe? of 3 Sg Poser Ty, o ¥.: hse SU FEISER e+ 2, aeseeee : a we Pe (efhetofmp 204 bolesa? 27-38 | = id lairfoilWAGA 2302 — Rit:3,110,000 5 Hee insect haat eae car 128 . Bee es Test: 0p 123 |g <0” EEE ere eet hapoterhemegs ft Sea ELTA Set nie oosseh gto - 3 i 27 28 32 we 0 24 6 6 be ee OF Soll of athe ot (degrees) Gn cocriient LIL 48 oeiheal. 4 = / lee ci q ° Rercant ofchord 7 tI 136 ? } ree : l20 2 leek ako af lz0 ag 20 16 S20 fof : 28 ee < es % red 7 278 A & ot A ° 1a Po 3 a3 f a ie @ larveliWAGA adie Rac 0xI000 2 at Sie: S4S0" Nelaeak OS). 2 Le & |Pres.(sthcatm):205 Date: 4-26-34) $ Airfoil: NACA, 242 _R.N: 3,030,000 $ Wierd oT ok Vor 26 se a ENO Re |g -8 oer schad ar hpholwei fact satiad ic intinite otsect ts O40 4 6 2 6 2 M28 se . 2 4 6 8 0 le it 1S 18 Ania of attack, a (degrees) On coefficient. Page 8—N. A. 0. A. S012 a,AIRFOIS HAVING THE MAXIMUM CAMBER UNUSUALLY FAR FORWARD In addition to tho standard plots the important characteristics of these airfoils are presented in table I, including also the N. A.C. A. 0012 and the N. A. ©. A. 2212 airfoils for comparison. These tabulated characteristics are corrected for turbulence and tip effects as discussed briofly in the succeoding para- graphs. ‘The moro accurato section characteristics thus obtained are designated by lower-case instead of capital letters, 0. g.,c4,,, instead of Ong, ete. Soction charactoristics derived from tosts of airfoils having square tips aro subject to small corrections made nocossary by tip losses. Making the reasonable assumption that more accurate section characteristics can be obtained from tests on rounded-tip airfoils, corrections have been determined from comparative 527 an effective value. The data given in table II are therefore directly applicable at the effective Reynolds Number and, when supplemented by additional infor- mation to be published about the character of the scale effect as indicated by the scalo-effect classifion- tion, will enable improved predictions of maximum lift coefficients at other values of the Reynolds Number. DISCUSSION ‘Tho important independent variable, as mentioned in tho introduction, is the camber position. ‘The varia- tion of the aerodynamic characteristics with camber Position, discussed in tho following paragraphs, is shown by cross plots (igs. 11 to 16) of the charactor- istics taken from the standard plots (igs. 2 to 10). Eee ae ‘dl ee lleal-fael EB) bs ofr " J ‘hg O Re aortas 1 0 Sig } H os} oP p 1B e S geal 05 seg g Bary f or} leew 2 eee € tere i 25 eee nF d 05 los oe 04 oe 8 " S208 «| a: S é s| eg eye r a5 68.02} ae 128 8 4 622 or 28 x = *5 § a3 : 0 | of 5 48 I LH 2 .o¢ fu] 4 Bok er Tro 0 Ya Les : arto naga Pre Ras 000 : i a fre eae Raeacneee2 8 L, é fipcs lotic ot 20,7 Dole ae = AirfoWNAGA. 2512 RN: 3740000 |" “6 Serreciedter nemerwoierect [+ Soa E YRS 25 Ting otsses a?” fo ot Cao Eb oa tie a er fngit of ottech, a (degrees) En coctientc, room 0—N. 0, A. M2 ae, tests of several airfoils with and without rounded tips and the corrected characteristics aro shown in table II. ‘Tho maximumift values given in the table may be considered as applicable to flight at tho value of the Roynolds Number given as tho “effective Reynolds Number.” As discussed in referonco3, agreement with fight is to be expected when the results aro thus applied on the basis of an effective Reynolds Number in order to allow for tho offects of turbulence present in the wind tunnel, ‘Tho tabulated drng coeficients have bbeon corrected for tho change in skin-friction drag corresponding to the change in Reynolds Number to ‘Tho slope of the lift ourve for cach airfoil is less than the theoretical value for thin airfoils, 2x por radian, and is practically constant over the range of camber positions tested (fg. 11). The angle of zero lift is only slightly affected by change in camber position os shown in figure 12. Zero lift occurs at slightly greater negative angles than tho theoretical values based on the mean lino, the values of the experimental angles differing by’ approximately 0.2° from the theorotical values. Provious tests havo shown that reflexod moan-line airfoils produco a slightly higher minimum drag than528, simple mean-line airfoils. ‘This conclusion is further confirmed by figure 13, which also shows a slight inoreaso in drag as the camber position changes from [REPORT NATIONAL ADVISORY COMMITTEB FOR ABRONAUTICS ‘Phe variation in maximum lift is shown in figure 15 and supports previous findings that reflex airfoils have lower maximum lift. Moving tho camber position wu 4 TT TT on siemigre Ra 4 {4 elated 6 ' pre % oii Jt-ltty | ¥ X Reflexed = Conter position in traétion of thora "* as oem Vetta eplinan Mt whens pe. od 3 forward from 0.26¢ to 0.15¢ tends to ineroase slightly With che inaximum camber po- 166, the maximum lift of the sim- o io — 5 ag Bs aber postilon in friction of chord a ove =r tere oe thas aon. 0.160 to 0.25c. ‘The optimum lift (Gg. 14) for both | types is about the same but increases as the position F = of the camber moves aft in the range tested. Theso Pe) © Sinple mean fine ae 3 Relea s” Coane aH ¥ a eo a Canter position in fraction of chord ‘ovar 1.—Varaton ofan ofr Mt with embe patten. values may be compared with 0.3, the theoretically determined valuo of the lift coeflicient at the “ideal” angle of attack for the mean line, i. e., the angle of 1g, = © Single meen Tne S Reltexed = o 00 BOS Conber position in, fraction of chord ‘Rovas 2-Varaton of mistnom profs drag wit ant patton. attnek for which the thin-airfoil theory gives o finite velocity at the nose. ‘The optimum lift coefficients for theso airfoils are smaller than the theoretical value of the ideal lit coefficient (0,,=0.3). o Cae ar Oe Canter position in fraction of chord ‘Rovae 6-Vavaon of mau it with camber peton. ple mean-tino airfoils was unaffected but the roflexed mean-lino airfoils showod a decroased maximum lift. © Sinple mean line R Chae san camber TRA) ° a eoameri0) es Conder position in fedtion of chord ‘oon 14—Varaton of cbs mameat wih canbe an, ‘The measured pitching moment (fig. 16) for the seflexed airfoils remained practically zero with varin~ tion of position of maximum camber in accordance withAIRFOTLS HAVING THE MAXIMUM CAMBER UNUSUALLY FAR FORWARD design caloulations. Tho simple moan-line airfoils gave exceptionally low pitching moments, somewhat lower than the theoretical values based on tho moan Jine. Both the measured and theoretical curves for the simple mean-ine airfoils are given in figure 16, ‘The analysis of these charts and the data of table Il show that tho reflexed airfoils, although compering favorably with other reflexed sirfoils, are surpessed by the simple mean-line airfoils. Furthermore, the air- foils covering a range of camber locations forward of normal positions possess improved characteristics. A comparison of the N. A. C. A. 24012 with the N. A. C. A. 2212 indicates the differences that may be attributed to the difference between the moan-line forms. These airfoils having the sume camber loca- tion but different mean-line forms possess approxi- mately the same lift and drag characteristics. The angle of zero lift and the pitching moment, however, are quite different, Especially noteworthy is the very much lower pitching moment produced by the airfoils reported herei One of the promising eirfoils of this group, the N. A. C. A. 23012 airfoil (previously referred to as “the N. A. C, A. A-812”), has been further investi- gated by tests in the full-scale tunnel and over a range of values of the Reynolds Number in tho variable- density tunnel. ‘These results (roference 3) confirm the conclusion that this airfoil has improved charac- 529 teristics over well-known and commonly used airfoils of this class. Tt has e high maximum lift and « low pitching moment, Furthermore, the minimum drag is Practically as low as that of the corresponding sym- motrical airfoil, the N. A. C. A. 0012. ‘More generally, other sections of this group, such as the N. A. C. A. 21012 and 22012 having an even lower Pitching moment than the 23012, should supply the need of many applications requiring a slightly cam- bered section of moderate thickness having a very low pitching moment. Laneuey Meonrat Aprowavmicat, Laporarory, ‘Narionat Apvisony Coanmrren ror AERONAUTICS, Lanausr Fre, Va., May 7, 1985. REFERENCES 1, Jacobs, Eastman N,, Ward, Kenneth E., and Pinkerton, Robert M.: The Characteristics of 78 Related Airfoil Sections from Testa In the Varlable-Dansity Wind Tunnel. 'T. RNo. 460, N. A. C. A, 1088. 2, Jaoobs, Eavimnan N., and Abbott, Tra, H.: The N, A. C. A. Variable-Density Wind Tunnel.” ‘T-R.No.416,N-A.C.A., 1082, 8. Jacobs, Bastman N., and Clay, William C.: Characteration of the N. A. ©. A. 28012 Altfoll from Tate in the Full- Beale and Variable-Density Tunnels. ‘T. R. No. 530, NLA. C. Ay 1935. ‘TABLE I.—AIRFOI DATA Clestseton ‘Pondomontal ecfon arctan ‘Derived and dol carats hat ny bo i egiowose| | O| TEESE | mane, s ‘im do. oe coro | sus i & : 3 : 3 i ale ie Jiile He eladils ip 3/8 [Ble] é 2 a élg 31a [sl8 wrerane-| | ool pal glee S| a8 | e/a ala ate enn oa) {) Ble He ee iB] 8] i) BRIE ale WhGtme-]4] 98] e3|s]ea |b | 2] i) alate alt. ate erp rield aa) i) Big He WEEE) 8h/8/8/ 88 [EE 8/8) | #8]? He Aah rhe tecog cata are re eo frcaventent fata rereocs, A data dscuion wl bs pulsed in later repr: dang with tb aplston xe oF 1b den oben ‘Tyreaaoe ta 2.04 SV