NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS

REPORT No. 824

SUMMARY OF AIRFOIL DATA

By IRA H. ABBOTT, ALBERT E. VON DOENHOFF,
and LOUIS S. STIVERS, Jr.

1945
 AERONAUTIC SYMBOLS
1. FUNDAMENTAL AND DERIVED UNITS

Metric English
Symbol
Unit Abbrevia-- Unit Abbrevia-
tion tion

Length ______ meter __________________ m foot (or mile) _________ ft (or rni)
l
Time _____ ___ t second _________________ s second (or bour) _______ sec (or hr)
Force ___ _____ F weight of) kilogram _____ kg weight of 1 pound _____ lb

Power _______ P horsepower (metric) _____ horsepower ___________ hp

Speed _______ {kilometers per hour ______ ----------
kph miles per hOuL _______ mph
V meters per second _______ mps feet per second ________ fps

2. GENERAL SYMBOLS
w Weight=mg JI Kinematic viscosity
u Standard acceleration of gravity=9.80665 m/s 2 p Density (mass per unit volume)
or 32.1740 ft/sec 2 Standard density of dry air, 0.12497 kg_m- 4_s2 at 15° C
Mass=W and 760 mm; or 0.002378 Ib-ft-4 sec2
m g Specific weight of "standard" air, 1.2255 kg/ms or
I Moment of inertia=mP. (Indicate axis of 0.07651 lb/cu ft
radius of gyration k by proper subscript.)
Coefficient of viscosity
3. AERODYNAMIC SYMBOLS
s Area Angle of setting of wings (relative to thrust line)
Area of wing Angle of stabilizer setting (relative to thrust
G Gap line)
b Span o Resultant moment
c Chord 11 Resultant angular velocity
b'
A Aspect ratio, S R Reynolds number, p Vl wherelisalineardimen-
fJ.
V True air speed sion (e.g., for an airfoil of 1.0 ft chord, 100 mph,
q Dynamic pressure, V'
standard pressure at 15° 0, the corresponding
Reynolds number is 935,400; or for an airfoil
L Lift, absolute coefficient OL= of 1.0 m chord, 100 mps, the corresponding
Reynolds number is 6,865,000)
D Drag, absolute coefficient OD= Angle of attack
Angle of downwash
Profile drag, absolute coefficient Angle of attack, infinite aspect ratio
Angle of attack, induced
Induced drag, absolute coefficient OD j = qu Angle of attack, absolute (measured from zero-
lift position)
Flight-path angle
D. Parasite drag, absolute coefficient ODP= 'Y

o Cross-wind force, absolute coefficient 0 0 =

 REPORT No. 824

SUMMARY OF AIRFOIL DATA

By IRA H. ABBOTT, ALBERT E. VON DOENHOFF,

and LOUIS S. STIVERS, Jr.

Langley Memorial Aeronautical Laboratory

Langley Field, Va.

I
 National Advisory Committee for Aeronautics
Headquarters, 1500 New Hampshire Avenue NW., Washington 25, D. O.
Created by act of Congress approved March 3, 1915, for the supervision and direction of the scientific study
of the problems of flight (U. S. Code, title 49, sec. 241). Its membership was increased to 15 by act approved
March 2, 1929. The members are appointed by the President, and serve as such without compensation.
JEROME C. HUNSAKER, Sc. D., Cambridge, Mass., Chairman
LYMAN J. BRIGGS, Ph. D., Vice Chairman, Director, National AUBREY W. FITCH, Vice Admiral, United States Navy, Deputy
Bureau of Standards. Chief of Naval Operations (Air), Kavy Department.
CHARLES G. ABBOT, Sc. D., Vice Chairman, Executive Committee, WILLIAM LITTLEWOOD, M. E., Jackson Heights, Long Island,
Secretary, Smithsonian Institution. N. Y.
HENRY H. ARNOLD, General, "Gnited States Army, Commanding FRANCIS W. REICHELDERFER, Sc. D., Chief, United States
General, Army Air Forces, War Department. Weather Bureau.
WILLIAM A. M. Bl:RDEN, Assistant Secretary of Commerce for
Aeronautics. LAWRENCE B. RICHARDSON, Rear Admiral, United States Navy,
Assistant Chief, Bureau of Aeronautics, Navy Department.
VANNEVAR BUSH, Sc. D., Director, Office of Scientific Research
and Development, Washington, D. C. EDWARD 'VARNER, Sc. D., Civil Aeronautics Board, Washington,
D. C.
WILLIAM F. DCRAND, Ph. D., Stanford Lniversity, California.
ORVILLE WRIGHT, Sc. D., Dayton, Ohio.
OLIVER P. ECHOLS, !\iajor General, "Cnited States Army, Chief
of Materiel, Maintenance, and Distribution, Army Air Forces, THEODORE P. WRIGHT, Sc. D., Administrator of Civil Aero-
War Department. nautics, Department of Commerce.

GEORGE W. LEWIS, Sc. D., Director of Aeronautical Research

JOHN F. VICTORY, LL. M., Secretary
HENRY J. E. REID, Sc. D., Engineer-in-Charge, Langley Memorial Aeronautical Laboratory, Langley Field, Va.
SMITH J. DEFRANCE, B. S., Engineer-in-Charge, Ames Aeronautical Laboratory, Moffett Field, Calif.
EDWARD R. SHARP, 1,1,. B., Manager, Aircraft Engine Research Laboratory, Cleveland Airport, Cleveland, Ohio
CARLTON KEMPER, R. S., Executive Engineer, Aircraft Engine Research Laboratory, Cleveland Airport, Cleveland, Ohio

TECHNICAL COMMITTEES
AERODYNAMICS OPERATING PROBLEMS
POWER Pr,ANTS FOR AIRCRAFT MATERIALS RESEARCH COORDINATION
AIRCRAFT CONSTRUCTION

Coordination of Research Needs of Military and Civil Aviation

Preparation of Research Programs
Allocation of Problems
PrevenUon of Duplication

LANGLEY MEMORIAL AERONAUTICAL LABORATORY AMES AERONAUTICAL LABORATORY

Langley Field, Va. l\Ioffett Field, Calif.

AIRCRAFT ENGINE RESEARCH LABORATORY, Cleveland Airport, Cleveland, Ohio

Conduct, under unified control, for all agencies, of scientific research on the fundamental problems of flight

OFFICE OF AERONAUTICAL INTELLIGENCE, Washington, D. C.

Collection, classification, compilation, and of scientific and technical information on aeronauticll
II
 CONTENTS
Page Page
SUMMARY _______ .. _- - - __ - - . __ - ____ - - __ - - __ ., . _ . _.. _.. _____ _ EXPERIMENTAL CHARACTERISTIcs-Continued
1NTRoDucTION_ . ________________________ .. _"_C ___ .. _______ 1 Drag of Smooth Airfoils-·Continued
SYMBOLS ________________________ ._______________________ 1 Effects of. type of sectiOIl on drag charact.eristics .. ____ 18
HIflTORICAL .. ________________________ .. _ _ __ _ _ 2 Effective aspect ratio ________. _________________ .. ___ 21
DESCRIPTION OF AIRFOILS ____________________________ .. __ _ _ 3 Effect of surface irregularities on drag ____ . _____________ 22
:\fethod of Combining :.\Iean Lines and Thickness Permissible roughness ________ .. _________ __ ______ ___ 22
Distributions ______. ______________ .__________ ______ 3 Permissible waviness ______________________ ._ _____ __ 22
NACA Four-Digit Series Airfoils ________________ .. ______ 4 Drag with fixed transition ___ . ___ .. _________________ 24
Numbering system_ _ _____ _ _____ __ ___ __ _ _______ _ _ _ 4 Drag with practical construction methods_ __________ 24
Thickness distributions ________ . _ _ __ ___ __ _ __ _ __ _ _ _ 5 Effects of propeller slipstream and airplane 29
Mean lines ____________________________. _________ 5 Lift Characteristics of Smooth Airfoils_ ______________ ___ 30
NACA Fh'e-Digit Series Airfoils ____ .... _____________.___ _ 5 Two-dimensional dat9. __________ .. _________________ 30
Numbering system__ _ ___ _ ____ ___ ____ __ ___ ___ ____ _ 5 Three-dimensional data_ _ _________________________ 37
Thickness distributions _________________ ____ "5 - Lift Characteristics of Rough Airfoils. _______________ ___ 37
Mean lines ______________________ .. _ ___ _ __ __ _ __ _ _ 5 Two-dimensional data_ _ __________ _________ _______ 37
N ACA I-Series Airfoils ____ ... ____ . ______________ 5 Three-dimensional data ______ .____ . ____ .. ______ .. __ __ 38
Numbering system ___________ ___ 5 Unconservatiye Airfoils ________ .... __ . _____ ... ____________ 39-
Thickness distributions _________________ . __________ 5 Pitching Moment ____________________ . ___________ .. ___ 4()
Mean lin es _______. __ _ __ _ ___ __ _ __ _ _ _ __ __ _ __ _ __ _ _ _ 5 Position of Aerodynamic Center __ . ______________ . __ .. ___ 43:
NACA 6-Series Airfoils________________________________ 5 High-Lift Devices_ ____ __ ___ __ _________ __ __ __ ____ _ ___ _ 43:
N um bering system __ __ __ _ _ ____ _ _ __ _ _ ___ _ __ __ _ _ __ _ 5 Lateral-Control Devices ___________________ .. __ _________ 43
Thickness distribu tions _ _ _ _ __ __ __ _ _ __ __ __ _ __ _ _ ___ _ 6 Leading-Edge Air Intltkes __________ .. __ __ _ __ __ ______ __ _ 49
Mean lines ___ _____________________ .. _____ .. ______ 6 In terference __ .. _________________________ .. ____________ . 50
NACA 7-Series Airfoils __________ ___ :.:_= _____________ 7 ApPI,ICATION TO WINO DESIGN __________ . ___ .. ______________ 51
NUmcering system_ ______ ___ __ ___ _____ __ ____ __ ___ 7 Application of Section Data __________________________ .. 51
Thir,kness distributions_ _ ____ __ __ __ __ _ _ ___ __ _ _ ___ _ 7 Selection of Root Section ___ ._ _____________ __ ______ _____ 51
THEORETICAL CONSIDERATIONS __________ . ______ . _________ .. 8 Selection of Tip Section ____ .. ________________ ... _ _____ __ 52
Pressure Distributions _______________ c _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 8 CONCLUSIONS _________________ .. _________________ .. _____ ___ 52
Methods of derivation of thickness distributions_ _ _ _ 8 ApPENDIX-- METHODS OF OBTAINING DATA IN THE LANGLEY
Rapid estimation of pressure distributions ____ __ _ _ __ 10 Two-DIMENSIONAL Low-TURBULENCE TUNNELS_ __________ 54
Numerical examples_ __ _ _ __ __ __ __ _ _ ___ _ ___ _ __ __ __ _ 12 Description of Tunnels___ ___ ___________ ___ __ ____ _____ 54
Effect of camber on pressure distribution ___ .. _____ . _ _ 13 Symbols ___ .. _____________ . _ __ __ _______ ________ _____ 54
Critical Mach Number___ __ __ __ __ __ _ _ __ __ __ ____ ___ _ __ _ 13 Measurement of Lift.. ______ . ______ ... _ __ ____ _________ __ 55
Moment Coefficients___ __ __ ____ ____ __ ___ ___ __ ___ _____ _ 14 Measurement of Drag .. ______________________________._ 56
Methods of calculation ____ . _______ . ______ .. __ ._____ 14 Tunnel-Wall Corrections _____ .. ______ ________ ____ __ ____ 57
Numerical exapl pIes _ . _ _ _ __ __ _ _ __ __ __ _ ___ __ _ _ __ __ _ 14 Correction for Blocking at High Lifts ______ . _ ________ ___ 59
Angle of Zero Lift_ _ _ _ __ __ __ _ __ _ ___ __ _ _ __ __ __ __ _ __ __ _ _ 14 Comparison w.ith Experiment.. ____________________ .. ____ 59
REFERENCES _____________ .. ______________________________ 60
Methods of calculation ______________________ .... _ _ _ _ 14
TABLES ___________________ .... ___ .. ________________________ 64
Numerical examples______________________________ 14
SUPPLEMENTARY DATA:
Description of Flow around Airfoils ___ __-___ 15 I-Basic Thickness Forms _______ .. ____. _. ___ . _____ . _ ___ 69
EXPERIMENTAL CHARACTERISTICS_ __ __ _ ___ _ _ __ __ __ ____ _ __ _ _ 16- J.I-Data for Mean Lines_____________________________ 89
Sources of Data _______ .. __________________________ . __ _ 16 III::""':Airfoil Ordinates_ ______ __ __ ______ __ __ __ ___ ______ 99
Drag Characteristics of Smooth Airfoils ________ .. __ _ __ __ _ 16 IV-Predicted Critical Mach Numbers ______ .__________ 113
Drag characteristics in low-drag range __ .. ______ . __ _ 16 V-Aerodynamic Characteristics of Various Airfoil
Drag characteristics outside low-drag range_ __ __ _ ___ _ 18 Sections___ ______ __ ________ __ __ __ ____ _________
III
 REPORT No. 824
SUMMARY OF AIRFOIL DATA
/,
By IRA H. ABBOTT, ALBERT E.
SUMMARY
Recent airfoil data for both flight and tests have
been collected and correlated insojar as possible. The flight
data consist largely of drag measurements made' by the
survey method. Most data on airjoil section
tics were obtained in the Langley
pressure tunnel. Detail data necessary for the application of
NAOA airfoils to wing design are presented in sup-
plementary figures, together with recent datajor the NAOA 00-,
14-, 24-, 44-, and 230-series airjoils. The general methods
used to derive the basic thickness jorms jor NAOA 6- and
7 -series airjoils and the'ir corresponding pressure distributions
are presented. Data and methods are given jor rapidly obtain-
ing the approximate pressure distributions jor N AOA four-
digit, five-digit, 6-, and 7-series airfoils.
The report includes an analysis oj 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 high-lift devices are presented. Problems associated
with lateral-control devices, leading-edge air intakes, and inter-
ference are briefly discussed. The data indicate that the effects
oj surface condition on the and drag characteristics are at
least as large as the effects of the airfoil sha,pe and must be
considered in airfoil selection and the prediction of wing charac-
teristics. Airjoils permUting extensive laminar flow, such as
the NAOA 6-series airfoils, have much lower drag coefficients
at high speed and lift coefficients than earlier types of
airfoils if, and only if, the wing surfaces are smooth
and fair. The NAOA 6-scries airfoils also ha,1'e favorable
crit?:cal-speed character'istics and do not appear to present
1Lnu8ual problems associated with the applicat1:on oj high-l'i:ft
and lateral-control devices.
INTRODUCTION
A considerable amount of airfoil data has been accumulated
from tests in the Langley two-dimensional low-turbulence
tunnels. Data ha,ve also been obtained from tests both in
other wind tunnels and in flight and include the effects of
high-lift devices, surface irregularities, and interference.
Some data are also available on the effects of ai.rfoil 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 t,hem insofar as possible.
VON DOENHOFF, and LOUIS S. STIVERS, JR.
Recent information on the aerodynamic characteristics of
NACA airfoils is presented. The historical development of
NACA airfoils is briefly reviewed. New data are presented
that permit the rapid calculation of the approximate pressure
distributions for the older NACA four-digit and five-digit
airfoils by the same methods used for the N ACA 6-series
airfoils. The general methods used to derive the basic thick-
ness forms for N ACA 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, and critical-speed charac:'
teristics of the airfoils, together with a 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 data. 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
II-Data. for Mean Lines
III-Airfoil Ordinates
IV--Predicted Critical Mach Numbers
V-Aerodynamic Charactel'is tics of Various Airfoil
Sections
These supplementary figures and tables present the basic
data for the airfoils.
SYMBOLS
aspect ratio
Fourier series coefficients
mean-line designation, fraction of chord from lead-
ing edge over which design load is uniform; in
derivation of thickness distributions, ba,sic length
usually considered unity
wing span
flap span, inboard
flap span, outboard
drag coefficient
drag coefficient at zero lift
lift coefficient
increment of maximum lift cuused by flap deflection
2 REPORT NO. 824-·NATIONAL ADVISORY COMMITTEE FOR AERONAUTiC;:,

C chord XL abscissa of lower surface

Ca aileron chord Xu absciss!'\. of upper surface
section drag coefficient
Cd
minimum section drag coefficient G},. chordwise position of transition
Cfi flap chord, inboard Y distance perpendicular to chord
CfO flap chord, outboard Ya mean-line ordinate
91 YL ordinate of lower surface
flap-chord ratio YI ordinate of symmetrical thickness distrihution
C
Yu ordinate of upper surface
section aileron hinge-moment coefficient
goc Z complex variable in circle plane
increment of aileron hinge-moment coefficient at z' complex variable in near-cireIe plane
constant lift a angle of attack
!lCHO hinge-moment parameter !lao
section aileron effectiveness parameter, ratio of
Cl section lift coefficient .10
change in section angle of attack to increment of
Cli design section lift coefficient
aileron deflect,ion at a constant value of lift
Cma . e. moment coefficient about aerodynamic center
coefficient
Cme/ 4 moment coefficient about quarter-chord point
angle of zero lift
Cn section normal-force coefficient
section angle of attack
D drag
!lH
increment of section angle of attack
. loss of total pressure
Ho free-stream total pressure
section angle of attack corresponding to design
lift coefficient
h section aileron hinge moment
flap 01' aileron deflection; down deflection is positi,-e
he exit height
flap deflection, inboard
k constant
L flap deflection, outboard
lift
i\,irfoil parameter (IP-()
M Mach number
value of E at trailing edge
Mer critical Mach number
s- complex variable in airfoil plane
OU,OL typical points on upper and lower surfaces of airfoil
O angular coordinate of z'; also, angle of which tangent
p pressure coefficient (P-Po)
go
is slope of mean line
critical pressure coefficient . (TiP chord)
taper ratIO Root chord
resultant pressure coefficient; difference between
local upper- and lower-surface pressure coefficients Effective Reynolds number)
t urb u Ience fac t or ( Test Reynolds number
P
T
local static pressure; also, angular velocity in roll in
pb/2V angular coordinate of z
Po free-stream static pressure airfoil parameter determining radial co.)rdinato of z
pb/2V helix angle of wing tip 2

f}o free-stream dynamic pressure

average value of 1ft 50 .. 1ft dIP)
R Reynolds number
Rer critical Reynolds number HISTORICAL DEVELOPMENT
s pressure coefficient P) The development of types of NACA airfoils now in com-
first airfoil thickness ratio mon use was started in 1929 with a systematic investigation
second airfoil thickness ratio of a family of airfoils in the Langley variable-density tunnel.
free-stream velocity Airfoils of this family were designated by numbers having
inlet velocity four digits, such as the NACA 4412 airfoil. All airfoils of
local velocity this family had the same basic thickness distribution (refer-
increment of local velocity ence 1), and the amount and type of camber was systemati-
increment of local velocity caused by additional cally varied to produce the family of related airfoils. This
type of load distribution investigation of the NACA airfoils of the four-digit series
produced airfoil sections having higher maximum lift
velocity ratio corresponding to thickness i1 coefficients and lower minimum drag coefficients than those
of sections developed before that time. The investigation
velocity rat.io corresponding to thickness t2
also provided information on the changes in aerodynamic
distance along chord characteristics resulting from variations of geometry of the
mean-line abscissa mean line and thickness ratio (reference 1).
 SUMMARY OF AIRFOIJ" DATA
The investigation was extended in references 2 and 3 to
include airfoils with the same thickness distribution but
with positions of the maximum camber far 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
except for a large 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 data 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 layer.
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 a greater
proportion of the chord than the airfoils developed in refer-
ences 1, 2, 3, and 6. The actual attainment of extensive
laminar boundary layers at large Reynolds numbers was a
previously unsolved experimental problem requiring the
development of new t.est equipment with very low air-
stream turbulence. This work was greatly encouraged by
the experiments of Jones (reference 7), who
the possibility of obtaining extensive laminar layers in flight
at relatively large Reynolds numbers. Uncert.ainty with
regard to factors affecting separation of the turbulent
boundary layer required experiments to determine the
possibility of making the rather sharp pressure recoveries
required over the rear portion of the new type of airfoil.
New wind tunnels were designed specifically for testing
airfoils under conditions closely approaching flight condi-
tions of air-stream turbulence and 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 and correcting data are briefly described
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 finite-span 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 adeql.late 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 a suitable theoretical method, the 9-percent-
thick symmetrical airfoil of the N ACA 16-series (reference 10)
3
was obtained by empirical modification of the previously
used thickness distributions (reference 4). These NACA
16-series sections represented the first family of the low-drag
high-critical-speed sections.
Successive attempts to design airfoils by approximate
theoretical methods led to families of airfoils designated
N ACA 2- to 5-series sections (reference 11). Experience with
these sections showed that none of the approximate methods
tried was sufficien tly accurate to show correctly the effect
of changes in profile near the leading edge. Wind-tunnel
and flight tests of these airfoils showed that extensive laminar
boundary layers could be maintained at cOplparatively large
values of the Reynolds number if the airfoil surfaces were
sufficiently fair and smooth. These tests also provided
qualitative information on the effects of the magnitude of
the favorable pressure gradient, leading-edge radius, and other
shape variables. The data also showed that separation of
the turbulent boundary layer over the rear of the section,
especially with rough surfaces, limited the extent of laminar
layer for which the airfoils should be designed. The air-
foils of these early families generally showed relatively low
maximum lift coefficients and, in many cases, were designed
for a greater extent of laminar flow than is practical. It was
learned that, although sections designed for an excessive
extent of laminar flow gave extremely low drag coefficients
near the designJift coefficient when sm09th, the drag of such
sections became unduly large when rough, particularly at lift
coefficients higher than the design lift. These families of
airfoils are accordingly considered obsolete.
The NACA 6-series basic thickness forms were derived by
new and improved methods described herein in the section
"Methods of Derivation of Thick.9.ess Distributions," in ac-
cordance with design criterions established with the objective
of obtaining desirable drag, critical Mach number, and
maximum-lift characteristics. The present-report deals largely
with the characteristics of these sections. The develop-
ment of the NACA 7-series family has also been started.
This family of airfoils is characterized by a greater extent of
laminar flow on the lower than on the upper surface. These
slilctions permit low pitching-moment coefficients with mod-
erately high design lift coefficients at the expense of some
reduction in maximum lift and critical Mach number.
Acknowledgement is gratefully expressed for the expert
guidance and many original contributions of Mr. Eastman
N. Jacobs, who initiated and supervised this work.
DESCRIPTION OF AIRFOILS
METHOD OF COMBINING MEAN LINES AND THICKNESS DISTRIBUTIONS
The cambered airfoil sections of all N ACA families con-
sidered herein are obtained by combining a mean line and a
thickness distribution. The, necessary geometric data and
some theoretical aerodynamic data for the mean lines and
thickness distributions may be obtained from the supple-
mentary figures by the methods described for each family of
airfoils.
4 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAU'fICS

I
---
Mean line
----
Chord Ime
--- ---
I
I
\ Xv =x-Y t sin 8 Yu=Yc+y, cos 8
\
\ XL =x+Y, sin 8 YL =Yc -Yt cos 8
\, Rodius fhrou9h end of chord
'(mean-line slope ot 05 percent chord) 1.00

SAMPLE CALCULATIONS FOR DERIVATION OF THE KACA 65,3-818, a=1.0 AIRFOIL

11' 11, tan 0 sin 0 cos 0 YI sin 0 y, cos 0

X (0) (b)
I Xu
I 1/U XL 1!L

0 0 0 ---------- 0 0 0 0 0 0
-.005 .-01324 ;"(;0200 ' 0.33696 "6:3i932' '6:94765-' .00423 .01255 .ooon .01455 .00923 -.01055
.05 .03831 .01264 .18744 .18422 .98288 .00706 .03765 .04294 .05029 . C5706 -.02501
.25 .08093 .03580 .06996 .06979 .99756 . 00565 .08073 .24435 .11653 .25565 -.04493
.50 .08593 .04412 0 0 1.00000 0 .08593 .50000 .13005 .50000 -.04181
.75 .04456 .03580 -.06996 -.06979 .99756 -.00311 .04445 .75311 .08025 .74689 -.00865
1.00 0 0 ---------- ---------- ---------- a a 1.00000 0 1. 00000 a
o Thickness distribution obtained from ordinates of the N A OA 65,3--018 airfoil.
b Ordinates of the mean line, 0.8 of the ordinate for c',= 1.0.
, Slope of radius through end of chord.
FIGURE I.-Method of combining mean lines and basic thickness forms.

The process for combining a mean line and a thickness.
distribution to obtain the desired cambered airfoil section is
illustrated in figure 1. The leading and trailing edges are
defined as the forward and rearward extremities, respectively,
of the mean line. The chord line is defined as the straight
line connecting the leading and trailing edges. Ordinates of
the cambered airfoil are obtained by laying off the thickness
distribution perpendicular to the mean line. The abscissas,
ordinates, and slopes of the mean line are designated as Xc,
Yc, and tan (J, respectively. If Xu and Yu represent, respec-
tively, the abscissa and ordinate of a typical point of the
upper surface of the airfoil and Yt is the ordinate of the
symmetrical thickness distribution at chordwise position X,
the upper-surface coordinates are given by the following
relations:
xu=X-Yt sin
The corresponding expressions for the lower-surface coordi-
nates are
The center for the leading-edge radius is found by drawing
a line through the end of the chord at the leading edge with
the slope equal to the slope of the mean line at that point
and laying off a distance from the leading edge along this line
equal to the leading-edge radius. This method of construc-
tion causes the cambered a.irfoils to p.roject slightly forward
of the leading-edge point. Because the slope at the leading
edge is theoretically infinite for the mean lines having a
theoretically finite load at the leading edge, the slope of the
radius through the end of the chord for such mean lines is
usually taken as the slope of the mean line at This
c
procedure is justified by the manner in which the slope
increases to the theoretically infinite value as x/c approaches
o. The slope increases slowly until very small values of x/c
are reached. Large values of the slope are thus limited to
values of x/c very close to 0 and may be neglected in practical
airfoil design.
Tables of ordinates are included in the supplementary data
for all airfoils for which standard characteristics are presented.
NACA FOUR-DIGIT-SERIES AIRFOILS
(J (1)
Numbering system.-The numbering system for the
(2)
NACA airfoils of the four-digit series (reference 1) is based
on the airfoil geometry. The first integer indicates the
maximum value of the mean-line ordinate Yc in percent of the
chord. The second integer indicates the distance from the
(3) leading edge to the location of the maximum camber in
tenths of the chord. The last two integers indicate the
(4) airfoil thickness in percent of the chord. Thus, the NACA
2415 airfoil has 2-percent camber at 0.4 of the chord from the
leading edge and is 15 percent thick.
The first two integers taken together define the mean line.
for example, the N ACA 24 mean line. The symmetrical air-
foil sections representing the thickness distribution for a
family of airfoils are designated by zeros for the first two
integers, as in the case of the N ACA 0015 airfoil.
 SUMMA RY OF AIRFOIL DATA
Thickn ess distribu tions.-- -Data for the NACA 0006,0008,
0009, 0010, 0012, 0015, 0018, 0021, and 0024 thickness
distribu tions are present ed in the supplem entary figures_
Ordina tes for interme diate thicknesses may be obtaine d
correct ly by scaling the tabulat ed ordinat es in proport ion to
the thickness ratio (reference 1). The leading-edge radius
varies as the square of the thickness ratio. Values of
(vIV)2, which is equival ent to the low-speed pressur e distri-
bution, and of vlV are also present ed. These data were
obtaine d by Theodo rsen's method (reference 9). Values of
the velocity increm ents t::.va/F induced by changing angle 01
attack (see section "Rapid Estima tion of Pressur e Distrib u-
tions") are also present ed for an additio nal lift coefficient of
approx imately unity. Values of the velocity ratio v/V for
interme diate thickness ratios may be obtaine d approxi-
mately by linear scaling of the velocity increm ents obtaine d
from the tabulat ed values of v/V for the nearest thickness
ratio; thus,
(5)
Values of the velocit y-incre ment ratio !::.Va/V may be obtaine d
for interme diate thicknesses by interpo lation.
Mean lines.- Data for the NACA 62,63, 64,65, 66, and 67
mean lines are present ed in the supplem entary figures.
The data present ed include the mean-line ordinat es yo, the
slope dYeldx, the design lift coefficient eli and the corre-
spondi ng design angle of attack ai, the momen t coefficient
cmei4 ' the resulta nt pressure coefficient P R , and the velocity
ratio !::.v/V. The theoret ical aerody namic charact eristics
were obtaine d from thin-airfoil theory. All tabulat ed values
for each mean line, accordingly, vary linearly with the maxi-
mum ordinat e Ye, and data for similar mean lines with
different amoun ts of camber within the usual range may be
obtaine d simply by scaling the tabulat ed values. Data
for the NACA 22 mean line may thus be obtaine d by multi-
plying the data for the N ACA 62 mean line by the ratio 2: 6,
and for the NACA 44 mean line by multipl ying the data for
the NACA 64 mean line by the ratio 4:6.
NACA 'FIVE.DIG IT-SERIE S AIRFOILS
system .-The numbe ring system for airfoils of
the NACA live-di git series ,is based on a combin ation of
theoret ical aerody namic charact eristics and geometric char-
acterist ics (references 2 and 3). The first integer indicat es
the amoun t ,pf camber in terms of the relative magnit ude of
the design Wit coefficient; the design lift coefficient in tenths
is thus three-h alves of the first integer. The second and third
integers togethe r indicat e the distanc e from the leading edge
to the locatlo n of the maxim um camber ; this distanc e in
percen t of the chord is one-half the numbe r represe nted by
these integers. The last two integers indicat e the airfoil
thickne ss in percen t of the chord. The NACA 23012 airfoil
thus has a, ,aesign lift coefficient of 0.3, has its maxim um
camber at U percent of the chord, and has a thickne ss ratio
of 12
5
Thickn ess distrib utions. --The thickne ss distribu tions for
airfoils of the N ACA five-digit series are the same as those
for airfoils of the NACA four-digit series.
Mean lines.- Data for the NACA 210, 220, 230, 240, and
250 mean lines are present ed in the supplem entary figures
in the same form as for the mean lines given herein for the
four-di git series. All tabulat ed values for each mean line
vary linearly with the maxIm um ordinat e or with the design
lift coefficient. Thus, data for the NACA 430 mean line
ma,y be obtaine d by multipl ying the data for the NACA 230
mea,n line by the ratio 4:2 and for the NAOA 640 mean line
by multipl ying the data for the NACA 240 mean line by
the ratio 6: 2.
NACA l-SERIES AIRFOILS
Numbe ring systern .-The NACA I-series airfoils are des-
ignated by a five-digit 'numb er-as, for example, the
NACA 16-212 section. The first integer represe nts the
series designation. The second integer indicat es the dis-
tance in tenths of the chord from the leading edge to the
positio n of minimu m pressure for the symme trical section
at zero lift. The first numbe r following the dash indicat es
the amoun t of camber expressed in terms of the design lift
coefficient in tenths, and the last two numbe rs togethe r
indicat e the thickne ss in percen t of the chord_ The com-
monly used sections of this family have minimu m pressure
at 0.6 of the chord from the leading edge and are usually
referre d to as the NACA 16-seI'ies sections.
Thickn ess distrib utions .-Data for the NACA 16-006,
16-009, 16-012, 16-015, 16-018, and 16-021 thickne ss
distribu tions (reference 10) are present ed in the supplem en-
tary figures. These data are similar in form to the data for
those airfoils of the N ACA four-digit series, and data for
interme diate thickness ratios may be obtaine d in the same
manner .
Mean lines.- The NACA 16-series airfoils as commo nly
used are cambered with a mean line of the uniform -load
type (a=1.0 ), which is described under the section for the
N ACA 6-series airfoils that follows. If any other type of
mean line is used, this fact should be stated in the airfoil
d.esignation.
NACA 6-SERIES AIRFOILS
Numbe ring system .-The N ACA 6-set'ies airfoils are usu-
ally designa ted by a six-digit numbe r togethe r with a state-
ment showing the type of mean line used. For example,
in the designation NACA 65,3-218, a=O.5, the "6" is
the series designation. The" 5" denotes the chordwise
positio n of minimu m pressure in tenths of the chord behind
the leading edge for the basic symme trical section at zero
lift. The" 3" following the comma gives the range of lift
coefficient in tenths above and below the design lift coefficient
in which favorab le pressure gradien ts exist on both surfaces.
The "2" following the dash gives the design lift eoefficient
in tenths. The last two digits indicat e the airfoil thickne ss
in percen t of the chord. The design ation" a=0.5" shows
the type of mean line used. When the mean-line designa-
tion is not given, it is unders tood that the uniform -load
mean line (a= 1.0) has been used.
 6 REPORT NO. 824-NA 'rIONA L ADVISO RY COMMI TTEE
When the mean line used is obt.ained by combin ing more
t.han one mean line, the design lift. coefficient used in t.he
designa tion is the algebraic sum of the design lift coefficients
of the mean lines used, and the mea.n lines are described in
the statem ent following the numbe r as in the following case:
a=0.5 CII=O ..3 }
NACA 65,3-218
{ a=l.O,' Cl =-0.1
i
Air'foils having a thickne ss distribu tion obtaine d by linearly
increas ing or decreasing the ordinat es of one of the originally
derived thickness distribu tions are designa ted as in the follow-
ing example:
NACA 65(318)-217, a=0.5
The significance of all of the numbe rs except those in the
parenth eses is the same as before. The first numbe r and the
last two numbe rs enclosed in the parenth eses denote, respec-
tively, the low-dra g range and the thickness in percent of
the chord of the originally derived thickness distribu tion.
The more recent NACA 6-sories airfoils are derived as
membe rs of thickne ss families having a simple relation ship
betwee n the conformal transfo rmation s for airfoils of different
thickness ratios but having minimu m pressur e at the samt;\
chord wise position. These airfoils are distinguished from
thp earlier individ ually derived airfoils by writing the num-
ber indicat ing the low-dra g ra.nge as a. subscri pt; for exa.mple,
NACA 65 3-218, a=0.5
For NACA 6-se1'ies airfoils having a thickne ss ratio less
than 0.12 of the chord, the subscri pt numbe r indicat ing the
low-dra g range should be less than unity. Rather than usc
a fmction al number , a subscri pt of unity was originally em-
ployed for these airfoils. Since this usa.ge is not consist ent
with the previou s definition of a numbe r indicat ing the low-
drag range, the designations of a.irfoil sections having a thick-
ness ratio less than 0.12 of the chord are now given withou t
such a numbe r. As an example, an N AOA 6-series airfoil
having a thickne ss ratio of 0.10 of the chord would be
designa ted:
NAOA 65-210
Ordina tes for the basic thiclniess distribu tions designa ted by
a subscri pt are slightly different from those for the corre-
spondin g individ ually derived thickne ss distribu tions. As
before, if the ordinat es of the basic thickne ss distribu tion
have been changed 1)Y a factor, the low-dra g range and thick-
ness ratio of the original thickne ss distribu tion are enclosed
in parenth eses as follows:
NAOA 65(318)-217, a=O.5
If, howevPJ', the ordinat es of a basic thickness distribu tion
having a thickne ss ratio less than 0.12 of the chord have been
changed by a factor, 'the numbe r indicat ing the low-drag
range is elimina ted and only the original thickne ss ratio is
enclosed in parenth eses as follows:
NACA 65(10)-211
If the design lift coefficient in tenths or the airfoil thickne ss
in percen t of chord are not whole integers, the numbe rs
giving these quantit ies are usually enclosed in parenth eses as
in the following designation:
FOR AERONA UTICS
NACA 65(318)-(1.5) (16.5), a=O.5
Some early experim ental airfoils are designa ted by the in-
sertion of the letter "x" immed iately preceding the hyphen
as in the designation 66,2x-115.
Thickn ess distrib utions .-Data for availab le N AOA 6-series
thickne ss forms are present ed in the supplem entary
figures. These data are compar able with the similar data
for airfoils of the NACA four-digit series, except that ordi-
nates for interme diate thicknesses may not be correct ly ob-
tained by scaling the tabulat ed ordinat es proport ional to the
thickness ratio. This method of changin g the ordinat es by
a factor will, however, produc e shapes satisfac torily approx -
imating membe rs of the family if the change in thickne ss
ratio is small. Values of v/V and 6.v./V for interme diate
thickne ss ratios may be approx imated as described for the
NACA four-digit series.
Mean lines.- The mean lines commo nly used with the
NACA 6-series airfoils produc e a uniform chordwise loading
from the leading edge to the point and a linearly de-
creasing load from this point to the trailing edge. Data
for NAOA mean lines with values of a equal to 0, 0.1, 0.2,
0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, and 1.0 are present ed in the
supplem entary figures. The ordinat es were compu ted by
the following formula, which represe nts a simplification of
the original expression for mean-line ordinat es given in
reference 11:
-cx loge c+
x
U- h cI (6)
where
h= 1 [1
- -2 (1-a)21
I-a .
1
0ge (l-a) -- (1-a)2 +U
4
]
The ideal angle of attack IXI corresponding to the design
lift coefficient is given by
Cit
cx(==-h 27l'(a+ D
The data are present ed for a design lift coefficient Cit
equal to unity. All tabulat ed values vary directly with
the design lift coefficient. Oorresp onding data for similar
mean lines with other design lift coefficients may accordingly
be obtaine d simply by multipl ying the tabulat ed values by
the desired design lift coefficient.
In order to camber NAOA 6-series airfoils, mean lines are
usually used having values of a, equal to or greater than the
distanc e from the leading edge to the locatio n of minimu m
pressure for the selected thickne ss distribu tion at zero lift.
For special purposes, load distribu tions other than those
corresponding to the simple mean lines may be obtaine d by
combin ing two or more types of mean line having positive or
negativ e values of the design lift coefficient. The geomet ric
 SUMMARY OF AIRFOIL DATA
and aerodynamic characteristics of such combinations may be
obtained by algebraic addition of the values for the compo-
nent mean lines.
NACA 7-SERIES AIRFOILS
Numbering system.-The NACA 7-series airfoils are desig-
nated by a number of the following type (reference 12):
NACA 747A315
The first number "7" indicates the series number. The
second number "4" indicates the extent over the upper sur-
face, in tenths of the chord from the leading edge, of the
region of favorable pressure gradient at the design lift coeffi-
cient. The third number "7" indicates the extent over the
lower surface, in tenths of the chord from the leading edge,
of the region of favorable pressure gradient at the design lift
coefficient. The significance of the last group of three num-
bers is the same as for the previous NACA 6-series airfoils.
The letter "A" which follows the first three numbers is a
serial letter to distinguish different airfoils having parameters
that would correspond to the same numerical designation.
For example, a second airfoil having the same extent of
favorable pressure gradient over the' upper and lower sur-
faces, the same design lift coefficient, and the same maximum
thickness as the original airfoil but having a different mean-
line combination or thickness distribution would have the
20
7
serial letter "B." Mean lines used for the NACA 7-series
airfoils are obtained by combining two or more of the pre-
viously described mean lines. A list of the thickness dis-
tributions and mean lines used to form these airfoils is pre-
sented in table 1. The basic thickness distribution is given
a designation similar to those of the final cambered airfoils.
For example, the basic thickness distribution for the
NACA 747A315 and 747A415 airfoils is given the designation
NACA 747 A015 even though minimum pressure occurs at O.4c
on both upper and lower surfaces at zero lift. Combination
of this thickness distribution with the mean lines listed in
table I for the NACA 747A315 airfoil changes the pressure
distribution to the desired type as shown in figure 2.
Thickness distributions.-Data for available NACA 7-
series thickness distributions are presented in the supple-
mentary figures. These thickness distributions are indi-
vidually derived and do not form thickness families. The
thickness ratio may, however, be changed a moderate
amount-say 1 or ,2 percent-by multiplying the tabulated
ordinates by a suitable factor without seriously altering their
characteristic features. Values of (V/V2) and of v/V for thinner
or thicker thickness distributions may be approximated by
the method of equation (5). If the change in thickness ratio
is small, tabulated values of I1V a /V may be applied'directly
with reasonable a.ccuracy.

I.B

1.6
V
V k" -- r-
,NACA 747A315
f---

'(upper surface) ""

,"" "-
II I I I

1.4 l 1
I
""
_I 1 1 ------
. NACA 747AOl5 basic
1.2 / rhicimess distribution
----- :----...
!
(v)'1.0 I /' ---- k r:-:JCA I
(lower surface)
"" "'" "-
'-.
.8 ! "-
I
.6
"'"
.4

.2

o .I .3 .4 .5 .6 .7 .8 .9 1.0
xlc
FIGURE 2.-Theoretical pressure distribution for the NACA 747A315 airfoil section at the design lift coefficient and the NACA 747AOlij husir thickness dis:l'ibuUOll.

TABLE I.-ANALYSIS OF AIRFOIL DE.RIVATION

Mellon-line combination 1
Airfoil Basic thickness 1_ _ _ _ -;-_ _ _--;-_ _ _ _ , _ _ _ _,_----;--------.-----;-----,------;----,---1
designation form
a=O a=O.l a=0.2 a=0.3 a=0.4 a=0.5 a=0.6 a=0.7 a=0.8 a=0.9 a=1.0

747A315 ________ 747A015 ____________________________ "" ______________________________ _

747A415 ________ 747A015 ____________________________________________________________ _ 0.763
.763 ::::::::::::: :::::: ::::::: ----ii:ioo----
I The numbers in the various columns headed "Mean-line combination". indicate the magnitude orthe design lift coefficient used.
8 REPOR'l' NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

THEORETICAL CONSIDERATIONS this circle in complex coordinates is

PRESSURE z=aefo+iq, (7)
A knowledge of the pressure distribution over an airfoil is where
desimble for structural design and for estimation of the
critical Mach number and moment coefficient if tests are not z complex variable in circle plane
available. The pressure distribution also exerts a strong ¢ angular coordinate of z
or predominant influence on the boundary-layer flow and, a basic length usually considered unity
hence, on the airfoil characteristics. It is therefore usually
advisable to relate the airfoil characteristics to the pressure 1/10 constant determining radius of, circle
distribution rather than directly to the airfoil geometry.
This true circle is transformed into an arbitrary, almost
Methods of derivation of thickness distributions.-As
circular curve by the relation
mentioned in the section "Historical Development," the
basic symmetrical thickness distributions of the N ACA 6-
and 7-series airfoils, together with their corresponding pres-
='_= e(f-fol+i{O-q,) (8)
z
sure distributions, are derived by means of conformal trans-
formations. The transformations used to relate the known the equation of the almost circular curve is
flow about a circle to that about an airfoil section were
developed by Theodorsen in reference .9. Figure 3 shows z' =ae f +iO (9)
schematically the significance of the various phases of the where
process.
z' complex variable in near-circle plane
The circle about Which the flow is originally calculated has
its center at the origin and a radius of aiD. The equation of ae f radial coordinate of z'

f} angular coordi.nate of z'

In order Jor the transformation (8) to be conformal, it is

necessary that the quantity (f}-r/» (given the symbol -E)
be the conjugate function of (1/I-if;0); that is, if E is represented
by a Fourier series of the form
Z-p/one \ - - - - - - - j L - - - - " - - - l
'" '"
e=L:1
An sin n</>-L: Bn cos n</>
1

then (if;-1/Io) is given by the relation

'" '"
(1/1-1/10)="'22 An cos nr/>+::8 Bn sin nr/>
1 1
=-.'= e fll ->;.)4-I(S-tJ)
z
This relationship indicates that, if the function E(r/» is given,
(1/1-1/10) can be calculated as a function of r/>. Means of
performing this calculation are presented in reference 13.
The transformation relating the almost circular curve to
tbe airfoil shape is

Z-p/one f-------,fL------'L----,
(10)

where f is the complex va.'iable in the airfoil plane. The

coordinates of the airfoil x and yare the real and imaginary
parts of f, respectively. These coordinates are given hy the
relations
.c= 2a cosh 1/1 cos 8 (11)

y=2a sinh 1/1 sin f} (12)

The velocity distribution in terms of the airfoil parameters

1/1 and € is given exactly for perfect fluid flow by the expression

v [sin (aO+€TE)] efO

FIGURE
f=Xri y
3.-Transformations used to derive airfoils nnd calculate pressure distributionR.
V= (sinh21/1+sin28) [( 1- :;y (13)
 SUMMA RY OF AIRFOIL DATA
9

.16
where
/
local velocity over surface of airfoil
':I. "\ /
!
... ·dE
/ \- Ir
v free-stream velocity r .08
V \dfjJ
dlf.-I V\ h

ao section angle of attack

o
'--
/
/
\ dtPJ
/ "'" "j
0/0 average value of 0/ (i1f'L
2
1J" 0/ de/> ) d¢; dE i II
dfjJ'dfjJ.
-.08
V '\ \ / /
ETE value of e at trailing edge
1\ V /
/ ,

The basic symme trical shapes were derived by assuming

suitabl e values of de/de/> as.a functio n of e/>. These values were -.16
J \ V
chosen on the basis of experience and are subject to .24
i

the eonditi ons that V

.16
--1\ V
and de/de/> at e/> is equal to df/dcp at -cp. These conditions
i \ "'/
are hecessary for obtaini ng closed 'symme trical shapes. .08
V \' /E
II
Values of fCe/» were obtaine d simply by integra ting ;; de/>. V \ \ j
V
Values of o/(cp) were found by obtaini ng the conjug ate of the
curve of eCe/» and adding a value % suffieient to make the.
o V ----
/
,'alue of 0/ equal to zero at cp=1f'. This condition assures a >I,e
1\ V-
sharp trailing-edge sbape. I
C\ I / ..- f--_ ..
-.08
Inasmu ch as small change s in the velocity distribu tion at any /
point of the surface are proport ional to 1
(see refrren ce 14), the initially assumed values of df/de/> were
+J;
-.IB '---.
o 2
'" 4 5 6

altered by a process of successive approx imation s until the tP, radians

desired type of velocity distribu tion was obtaine d. After the FIGURE 4.-Variati on of airfoil parameters ,p, with", for ;he XACA 643-018 airloil.

final values of 0/ and e were obtaine d, the ordinat es of thr basic section basic thickness form.

thickness distribu tion were compu ted by equatio ns (11)

and (12).
When these compu tations were made, it appear ed that there
was an optimu m value of the leading-edge radius dependent.
upon the airfoil thickne ss and the positio n of minimu m
pressure. If the leading-edge radius was too small, a pre-
mature peak in the pressure distribu tion occurred in the
immed iate v-icinity of thr leadi.ng edge as the angle of att.ack
was increas rd. If the leading-edge radius was too large, a
premat ure peak occurre d a few prrcent of the chord behind thr
lrading edge. With the COrI'rct l(lading-edge radius t.he
j
t.o derive basic airfoil parame ters I/; and e that could be
multipl ied by a eonstan t faetor to obtain airfoils of various
thickness ratios, withou t ha.ving the aforementioned limita-
tions in the resultin g sect.ions. Each of the more recent
families of NACA 6-series airfoils, in which numeri cal sub-
scripts are used in the designation, having minimu m pressur e
at a given chordwise position was obtaine d by scaling up and
down the basic values of the airfoil parame ters 1/;, and E.
Theore tical pressur e distribu tions (indica ted by (V))
for a, family of N ACA 65-series a.irfoils covering n range of

pressure distribut.ion became nearly flat over the forward

portion of the airfoil before the normal leading-edge peak
formed at the higher lift coefficients. Curves of the param-
eters 0/, f, dl/;/de/>, de/de/> plotted against e/> for the NACA
64 3-018 airfoil section are given in figure 4.
Experie nce has shown ,,,,hen the thickness ratio of an
originally derived basic form was increased merely by multi-
plying all the ordinat es by a constan t factor, an unnecessarily
large decrease in the critical speed of the resultin g section
occurred. Reduci ng the thickness ratio in a similar manne r
caused an unnecessarily large decrease in the low-drag range.
For this reason, each of the earlier N ACA 6-series sections was
individ ually derived. It was later found that it was possible
thickness ratios are given in figure .5 (a). This figure shows
the typical increase in the magnit ude of the favorab le pressure
gradien t, increase in maxim um velocity over the surface, and
increase in the relative pressure recovery over the rear portion
of the airfoil'w ith increase in thickness ratio. Figure 5 (b)
shows the pressure distrihu tion for a series of bnsic thickness
forms having a thickness ratio of 0.15 and having minimu m
pressure at various chordwise positions. The value of the
minimu m pressure coefficient is seen to decrease and the
magnit ude of the pressure recover y over the renr portion of
the airfoil to increase with the rearwa rd movem ent of the
point of minimu m pressure.
10 REPOR'!' NO. 824-NATIONAL ADVISORY COMMIT'!'EE FOR AERONAU'rtCS
2.8 28
, , , , , ,
- _--- MACA 65,-012
c::: 2.4 -
64 -oJs
24
-
-------
-'---
MACA
NACA
652 -015
65-018
====-
MACA 65,-012
r--
I-- -------- MACA 65,-015
_ - - - NACA
'
NACA 64,-015
---- MACA 65.-021 - - - - NACA 67,1-015
20 20

-""\
c::==::::::=-
MACA 652 -015 /6
c::==::::::=-
NACA 65.-015
/.6
.-:-
(V! --' --- (VI -:::c== -
1.2
f;;::- - " . /2 u. = --
\ c :=:::::::=-

" f "
{ MACA 65.J-0I8 NACA 6tJ,-015

.8
',' .8

c :::>
MACA 654-021 .4 NACA 67,/-015
.4

(a) (b)
o .2 .4 .6 .8 1.0 o .2 .4 .6 .8 1.0
.:rIc .:ric
(a) Variation with thickness. (b) Variation with position of minimum pressure.
FIGURE 5.-Theoretical presmre distributions for some basic symmetrical NACA 6-series airfoils at zero lift.

The pressure distribution for one of the basic symmetrical
thickness distributions at various lift coefficients is shown in
figure 6. At zero lift the pressure distributions over the
upper and lower surfaces are the same. As the lift coefficient
is increased, the slope of the pressure distribution over the
forward portion of the upper surface decreases until it becomes
flat at a lift coefficient of 0.22 (the end of the low-drag range).
As the lift coefficient is increased beyond this value, the :usual
peak in the pressure distribution forms at the edge.
Rapid estimation of pressure distributions.-In the dis-
cussion that follows, the term "pressure distribution" is used
to signify the distribution of the static pressures on the upper
5.0
4.0
3.0
(v!
2.0
FIGURE 6.-Theoretical pressure distribution for the N ACA 65.-015 airfoil at several lift
. coefficients.
and lower surfaces of the airfoil along the chord. The term
"load distribution" is used to signify the distribution along
the chord of the normal force resulting from the difference in
pressure on the upper and lower surfaces.
The pressure distribution about any airfoil in potential
flow may be calculated accurately by a generalization of the
methods of the previous section. Although this method is
not unduly laborious, the computations required are too
long to permit quick and easy calculations for large numbers
of airfoils .. The need for a simple method of quickly obtaining
pressme distributions with engineering accuracy has led to
the development of a method (reference 15) combining
features of thin- and thick-airfoil theory. This simple
method makes use of previously calculated characteristics
of a limited number of mean lines and thickness distributions
that may be combined to form large numbers of airfoils.
Thin-airfoil theory (references 16 to 18) shows that the
load distribution of a thin airfoil may be considered to consist
of: (1) a basic distribution at the ideal angle of attack and
(2) an additional distribution proportional to the angle of
attack as measured from the ideal angle of attack.
The first load distribution is a function only of the shape of
the thin airfoil, or (if the thin airfoil is considered to be a
mean line) of the mean-line geometry. Integration of this
load distribution along the chord results in a normal-force
coefficient which, at small angles of attack, is substantially
equal to a lift coefficient Cit, which is designated the ideal
or design lift coefficient. If, moreover, the camber of the
mean line is changed by multiplying the mean-line ordinates
by a constant factor, the resulting load distribution, the
ideal or design angle of attack at and the design lift coefficient
Cl i may be obtaIned simply by mUltiplying the original values
by the same fnctor. The characteristics of a large number of
mean lines are presented in both graphical and tabular form
in the supplementary figures. The load-distribution data
are presented both in the form of the resultant pressure.
coefficient P R and in the form of the corresponding velocity-
increment ratios !.lv/V. For positive design lift
these velocity-increment ratios are positive on the upper
 SUMMA RY OF AIRFOIL DATA
11

The values of. v/V and of in equatio n (14) should,

!'Iudace and negative on the lower surface; the opposite is
true for negativ e design lift coefficients.
The second load distribution, which results from changing
the angle of attack, is designated herein the" additio nal load
distribu tion" and the corresponding lift coefficient is deRig-
nated the" additio nal lift coefficient." This additio nal load
distribu tion contrib utes no momen t about the quarter -chord
point and, according to thin-airfoil theory, is indepe ndent of
the airfoil geometry except for angle of attack. The addi-
tional load distribu tion obtaine d from thin-airfoil theory is
of limited practic al application, however, because this simple
theory leads to infinite values of the velocity at the leading
edge. This _difficulty is obviate d by the exact thick-airfoil
theory (reference 9) which also shows that the additio nal load
distribu tion is neither completely indepe ndent of the aidoil
shape nor exactly a linear function of the lift coefficient.
For this reason, the additio nal load distribu tion ha,s been
calculated by the method s of reference 9 for each of the thick-
ness distribu tions present ed in the supplem entary figures.
These data are presented in the form of velocity-increment
rat.ios AVa/V corresponding to an additio nal lift coefficient of
approx imately unity. For positive additio nal lift coeffi-
c:ients, these. velocity-increment ratios are positive on the
upper surfaces and negat.ive on the lower surfaces; the
opposite is true for negative additio nal lift coefficients.
In to the pressure distributions associated with
two load distributions, anothe r pressur e' distribu tion
exists which is associa ted with the basic symmetrical thick-
ness form or thickness distribu tion of the airfoil. This pres-
sure distribution has been calculated by the method s
described in the previous section for the condition of zero
lift and is present ed in the supplem entary figures as ('f;)2,
which is equiva lent at low Mach numbe rs to the pressure
coefficient S, and as the local velocity ratio VIV. This
local velocity ratio is always positive and is the same for
corresponding points on the upper and lower surfaces of the
thickness form.·
The velocity distribu tion about the airfoil is thus considered
to be composed of three separat e and indepe ndent com-
of course, correspond to the ·airfoil geometry. Method s
of obtaini ng the proper values of these ratios from the values
tabulat ed in the supplem entary figures are present ed in the
previous section "Descr iption of Airfoils. "
When the ratio AvalV has the value of zero, the resulting
distribu tion of the pressure coefficient S will correspond
approximately to the pressure distribu tion of the airfoil
section at the design lift coefficient Cl i of the mean line, and
the lift coefficient may be assigned this value as a first ap-
proximation. If the pressure-distribution diagram is inte-
grated, however, the value of Cl will be found to be greater
than Cli by an amoun t depend ent on the thickness ratio of
the basic thickness form. .
tion will usually be desired at some
The pressur e distribu
not corresp onding to For this
specifie d lift coefficient Cli'
must be assigned some value .ob-
purpose the ratio
tained by multipl ying the tabulat ed value of this ratio by a
factor j(a). For a first approx imation this factor may be
assigned the value
(15)
where CI is the lift coeffici(1nt for which the pressure distribu -
tion is desired. If greater accuracy is desired, the value of
j(a) may be adjuste d by trial and error to produce the
actual desired lift coefficient as determined by integra tion
of the pressure-distribution diagram.
Althou gh this method of superposition of velocities has
inadeq uate theoretical justification, experience has shown
that the results obtaine d are adequa te for engineering use.
In fact, the results of even the first approximations agree
well with experimental data and are tl,dequate for at least
prelimi nary consideration and selection of airfoils. A com-
parison of a first-approximation theoretical pressure distri-
bution with an experimental distribu tion is shown in figure 7.
c __ _ NACA '66(215) -2/6, a 06

ponent s as follows: 2.0

(1) The distribu tion corresponding to the velocity dis-
tributio n over the basic thickness form at zero angle of sJ-f'a;e :
attack /;6 . " _0.

(2) The distribu tion corresponding to the design load V r-o-: r- \

distribu tion of the mean line
(3) The distribu tion corresponding to the additio nal load 1.2 II I-<>-
i\
distribu tion associated with angle of attack "-;;
'"
surface
The velocity-increment ratios AviV and At'a/V correspond-
2
ing to components (2) and (3) are added to the velocity .8
ratio corresponding to compo nent (1) to obtain the total
velocity at one point, from which the pressure coefficient S --The ory
is obtaine d; thus, o Experim enf
.4
(14)

When this formula is used, values of the ratios corresponding o .2 .4 .. 6 .8 /.0

to one value of x are added togethe r and the resulting value
:rIc

of the pressure coefficient S is assigned to the airfoil surface FIGURE 7.-Compa rison of theoretical and experimental preS3ure distributio
ns for the N ACA
66(215}-216, a= 0.6 airfoil. c, = 0.23.
It t the same value of X.
12 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

Some discrepancy naturally occurs between the results of The supplementary figures give a value of 1.182 for v/V
experiment and of any theoretical method based on potential atx=0.25 for the NACA 65 2-015 basic thickness form. The
flow'because of the presence of the boundary layer. These desired value of v/V is obtained by applying formula (5)
effects are small, however, over the range of lift coefficients as follows:
for which the boundary layer is thin .and the drag coefficient v 14
ifllow. V=(1.182-1) 15+1
Numerical examples.-The following numerical examples =1.170
are included to illustrate the method of obtaining the first-
approximation pressure distributions: From the supplementary figures the following values of
Example 1: Find the pressure coefficient S at the station AVa/V are obtained at x=0.25 for the following basic thickness
x=0.50 on the upper and lower surfaces of the NACA forms:
65 3-418 airfoil at a lift coefficient of 0.2.
From the description of the NACA 6-series airfoils, it is
determined that this airfoil is obtained by combining the
NACA 65 3-018 basic thickness form with the a= 1.0 .type
mean line cambered to a design lift coefficient of 0.4. The
following data are obtained from the supplementary figures
for this thickness form and mean line at x=0.50:
By interpolation the value of AVa/V of 0.287 may be
v assigned to the 14-percent-thick form. The desired value of
V=1.235
AVa/V is then computed as follows by use of equation (15):

A'v a
V =(0.287) (0.6-0.2)
=0.115

Data presented in the supplementary figures for the a=0.5

The desired. value of AVa/V is computed as follows by use of type mean lines give the value of 0.333 for Av/V at x=0.25.
equation (15): As stated in the description of the NACA 6-series airfoils,
the desired value of AV/V is obtained by multiplying the
tabulated value by the design lift coefficient. Thus,
=-0.031

The desired value of AV/V is obtained by multiplying the

= (0,333) (0.2)
tabulated value by the design lift coefficient as stated in the =0.067
description of the NACA 6-series airfoils. Thus,
Substituting the foregoing values in equation (14) gives the
AV values of S as follows:
V = (0.250) (0.4)
For the upper surface
=0.100
S= (1.170+0.067 +0.115)2
Substituting these values in equation (14) gives the following =1.828
values of S:
For the upper surface For the lower surface
S= (1.235+0.100-0.031)2 S= (1.170-0.067 -0.115)2
=1.700 =0.976
For the lower surface Example 3: Find the pressure coefficient S at the station
x=0.30 on the upper and lower surfaces of the NACA 2412
S= (1.235-0.100+0.031)2 airfoil at a lift coefficient of 0.5.
=1.360 The description of airfoils of the NACA four-digit series
shows that the necessary data may be found from the NACA
Example 2: Find the pressure coefficient S at the station 0012 thickness form and 64 mean line in the supplementary
x=0.25 on the upper and lower surfaces of the NACA figures. From these figures the following data are obtained:
65(215)-214, a=0.5 airfoil at a lift coefficient of 0.6. At x=0.30
The airfoil designation shows that this airfoil was obtained v
by combining a thickness form obtained by multiplying' the V=1.162
ordinates of the NACA 652-015 form by the factor 14/15 At x=0.30
with the a=0.5 type mean line cambered to a design lift
coefficient of 0.2.
 SUMMARY OF AIRFOIL DATA

For the NACA 64 mean line at x=0.30 at the design lift coefficient is to separate the pressures on
b.1) the upper and lower surfaces by an amount corresponding
V=0.260 approximately to the design load distribution of the mean
line. When the local value of the design load distribution is
For the NACA 64 mean line
positive, the pressure coefficient S on the upper' surface .is
increased (decreased absolute pressure) whereas that on the
lower surface is decreased. This effect is shown in figure 8 (a)
The values of b.v/V llnd eli corresponding to the airfoil for various amounts of camber.
geometry are obtained by multiplying the foregoing values The maximum value of the pressure coefficient on the upper
by the factor 2/6 as explained in the description of these
surface at the design lift coefficient increases with the design
airfoils; thus, lift coefficient and for a given design lift coefficient increases.
with decreasing values of a. The result is to cause the critical
Mach number at the design lift coefficient to decrease with
=0.087 increasing camber or with the use of types of mean line con-
centrating the load near' the leading edge. Figure 8 (b)
shows that the location of minimum pressure on both surfaces
=0.253 is not affected if a type of mean line is used having a value of
a at least as large as the value of x/e at the position of
The desired value of b.va/V is obtained from equation (15) minimum pressure on the basic thickness distribution. If a
as follows: mean line with a smaller value of a is used, the possible extent,
of laminar flow along the upper surface will be reduced.
(0.239) (0.5-0.253)
CRITICAL MACH NUMBER
=0.059
The critical speed is defined as the free-stream speed at
Substituting the proper values in equation (14) gives the which the velocity at any point along the surface of the air-
values of S as follows: foil reaches the local velocity of sound. If the maximum value-
For the upper surface of the low-speed pressure coefficient S is known either experi-
S= (1.162+0.087+0.059)2 mentally or from theoretical methods, the Mach,
number may be predicted approximately by the Von Karman.
= 1.712
method (reference 19). A curve relating the critical Mach.
For the lower surface number and the low-speed pressure coefficient S has been
S= (1.162-0.087 -0.059)2 calculated from the equations of reference 19 and included in.
the supplementary figures. These predicted critical Mach.
= 1.032
numbers are useful for preliminary considerations in the·
Effect of camber on pressure distribution.-At zero lift the absence of test data and appear to correspond fairly well to
pressure distributions over the upper and lower surfaces of the Mach numbers a t which the local velocity of sound is.
a basic symmetrical thickness distribution are, of course, reached in the high-critical,speed range of lift
identical. The effect of camber on the pressure distribution This criterion does not, appear to predict accurately,
\
28
\

r- ____ Lower surface

24 I 1
-' --NACA 652 -015
NACA 65,-015 -NACA 65,-415, (1=0.3- NACA 65,-015
NACA 65,-415,0.0.5
1--+--I---+_+--1--.,..4-'N.A CA 65,-015 20 ,, NACA 65,-415,0=0.7-
20 , ,NACA 65,-215 ,f ,/
/ /;' tf',f f-rNACA 65,-415
f-+--+-=-,....,,=f--;<=-P' CA 65,- 415 'II, I

V":-I--,7,fo ,NACA 65,-6 15 NACA 652 -415, a=0.3·

NACA 65,-215
(v/6

I/V _- - tj
1.6
(il)' {f/It V,
V/,' ii/
" " : f,'-:=:::: I----"-
, ,
"
I '-..
1.2 : " NACA 65,-415, a=0.5
NACA 65,,-415
'I ",A f-i;'.': ;:::

.8 I.! .... NACA 65,-415, a=o.7"

....

NACA 652 -615 .4

NACA 65.-415
(a) (b)
o .2 .4 .6 .8 1.0 0 .2 .4 .6 .8 1.0
,rIc ,rIc
(a) Amount of camber. (b) Type of camber.
FIGURE 8.-Effect of amount and type. of cambN' on pressure distribntion at design lift.
14 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

the Mach numbers at which large changes in airfoil char- NACA 64 mean line in the supplementary figures. The
acteristics occur, especially when sharp pressure peaks exist moment coefficient for this mean line is -0.157. The
at the leading edge. A discussion of the characteristics of required value is then
airfoil sections at supercritical Mach numbers is beyond the 4
cmc /4 ·( -0.157) "6
scop'e of this report.
For convenience, curves of predicted critical Mach num- =-0.105
ber plotted against the low-speed section lift coefficient have
ANGLE OF ZERO LIFT
been included in the supplementary figures for a number of
airfoils. High-speed lift coefficients may be obtained by Methods of calculation.-Values of the ideal or design
multiplying the low-speed lift coefficient by the factor angle of attack at corresponding to the design lift coefficient
1 .
Cit are included among the data for the various mean lines
..jl"'::'W· 'I'he critical Mach numbers have been predicted presented in the supplementary figures. The approximate
from theoretical pressure distributions. For airfoils of the values of the angle of zero lift may be obtained from the
NACA four- and five-digit series and for the NACA 7-series data by using the theoretical value of the lift-curve slope
airfoils, the theoretical pressure distributions were obtained for thin airfoils, 2'lr per radian. The value of alo in degrees
by Theodorsen's method. For the other airfoils the theo- is then
retical pressure distributions were obtained by the approxi-
(16)
mate method described in the preceding section.
The data in the supplementary figures show that, for any
one type of airfoil, the maximum critical Mach number The tabulated values of aj may be scaled linearly with
decreases rapidly as the thickness is increased. The effect the design lift coefficient or .with the mean-line ordinates.
of camber is to lower the maximum critical Mach number Although these theoretical angles of zero lift may be useful
and to shift the range of high critical Mach numbers iii the in preliminary design, they should not be used without
same manner as for the low drag range. For common types experimental verification for such purposes as establishing
of camber the minimum reduction in critical speed for a the washout of a wing. ./
given design lift coefficient is obtained with a uniform load Numerical The method of comPlltlng alo is
type of mean line. A comparison of the data presented in illustrated in the following /
the supplementary figures shows that N ACA 6-series sec- Example 1: Find theoretical angle of zero lift of the
tions have consi<ierably higher maximum critical Mach NACA 65 2-515, a=0.5 airfoil.
numbers than NACA 24-, 44-, and 230-series airfoils of This airfoil number indicates a design lift coefficient of
corresponding thickness ratios. 0.5. Dll,ta for the NACA a=0.5 mean line indicate that
ai=3.04° when Clt=1.0. The desired value of aj is then
MOMENT COEFFICIENTS
a;= (3.04) (0.5)
Methods of calculation.-Theoretical moment coefficients
may be approximated directly from the values presented in =1.52°
the supplementary figures for the various mean lines. These
Substituting in equation (16) gives
values were obtained from thin-airfoil theory and may be
scaled up or down linearly with the design lift coefficient or (57.3) (0.5)
with the mean-line ordinates. These theoretical values are alo=1.52 2'lr
sufficiently accurate for preliminary considerations, but ex-
=-3.0°
perimental values should be used for stability and control
calculations. Example 2: Find the theoretical angle of zero lift for the
Numerical examples.-The following numerical examples NACA 2415 airfoil.
illustrate the methods of calculating the moment coefficients: The description of the N ACA four-digit-series airfoils
Example 1: Find the theoretical moment coefficient about shows that the required values of at and Cl i may be obtained
the quarter-chord point for the NACA 65 2-215, a=0.5 by multiplying the corresponding values for the N ACA 64
airfoil. mean line (see supplementary figures) by a factor 2/6; then
The designation of the airfoil shows that the design lift
coefficient of this airfoil is 0.2. From the data on the a,=(O.74)
NACA a=0.5 type mean line included inthe supplementary
figures, the value of C"'c/4 is -0.139 for a design lift coefficient =0.25°
of 1.0. The desired value of the moment coefficient. is
accordingly
Cmc /4=(-0.139) (0.2)
=0.253
=-0.028
and from equation (16)
Example 2: Find the theoretical moment coefficient about
the quarter-chord point for the NACA 4415 airfoil. (57.3) (0.253)
From the description of the N ACA four-digit series 2'lr
airfoils, the required data is found to be presented for the =-2.0°
 SUMMARY OF AIRFOIL DATA
DESCRIPTION OF FLOW AROUND AIRFOILS
Perfect-fluid theory postulates that the flow follow the
airfoil contour smoothly at all angles of attack with no loss
of energy. Consequently, perfect-fluid theory itself gives
no information concerning the profile drag or the maximum
lift of airfoil sections. The explanation of these phenomena
is found from a consideration of the effects of viscosity,
which are of primary importance in a thin region near the
surface of the airfoil called the boundary layer.
Boundary layers in general are of two types, namely,
laminar and turbulent. The flow in the laminar layer is
smooth and free from any eddying motion. The flow in the
turbulent layer is characterized by the presence of a large
number of relatively small eddies. Because the eddies in the
turbulent layer produce a transfer of momentum from the
relatively fast-moving outer parts of the boundary layer to
the portions closer to the surface, the distribution of average
velocity is characterized by relatively higher velocities near
the surface and a greater total boundary-layer thickness in
. a turbulent boundary layer than in a laminar' boundary layer
developed under otherwise identical conditions. Skin fric-
tion is therefore higher for turbulent boundary-layer flow
than for laminar flow.
When the pressures along the airfoil surface are increasing
in the direction of flow, a general deceleration takes place. At
the outer limits of the boundary layer this deceleration takes
place in accordance with Bernoulli's law. Closer to the sur-
face, no such simple law can be given because of the action
of the viscous forces within the boundary layer. In general,
however, the relative loss of speed is somewhat greater for
particles of fluid within the boundary layer than for those at
the outer limits of the layer because the reduced kinetic
energy of the boundary-layer air limits its ability to flow
against the adverse pressure gradient. If the rise in pressure
is sufficiently great, portions of the fluid within the boundary
layer may actually have their direction of motion reversed
and may start moving upstream. When this reverse occurs,
the flow in the boundary layer is said to be "separated."
Because of the increased interchange of momentum from
different parts of the layer, turbulent boundary layers are
much more resistant to separation than are laminar layers.
Laminar boundary layers can only exist for a relatively shQrt
distance in a region in which the pressure increases in the
direction of flow. Formulas for calculating many of the
boundary-layereharacteristics are given in references 20 to 22.
After laminar separation occurs, the flow may either
leave the surface permanently or reattach itself in the form
of a turbulent boundary layer. Not much is known concern-
ing the factors controlling this phenomenon. Laminar sep-
aration on wings is usually not permanent at flight values of
the Reynolds number except when it occurs near the leading
edge under conditions corresponding to maximum lift. The
size of the locally separated region that is formed when the
laminar boundary layer separates and the flow returns to the
surface decreases with increasing Reynolds number at a
given angle of attack.
The flow over aerodynamically smooth airfoils at low and
moderate lift coefficients is characterized by laminar boundary
layers from the leading edge back to approximately the loca-
tion of the first minimum-pressure point on both upper and
15
lower surfaces. If the region of laminar flow is extensive,
separation occur", immediately downstream from the location
of minimum pressure (reference 20) and the flow returns to
the surface almost immediately at flight Reynolds numbers
as a turbulent boundary layer. This turbulent boundary
layer extends to the trailing edge. If the surfaces are not
sufficiently smooth and fair, if the air stream is turbulent,
or perhaps if the Reynolds number is sufficiently large, tran.:.
sition from laminar to turbulent flow may occur anywhere
upstream of the calculated laminar separation point.
For low and moderate lift coefficients where inappreciable
separation occurs, the airfoil profile drag is largely caused by
skin friction and the value of the drag coefficient depends
mainly on the relative amounts of laminar and turbulent
flow. If the location of transition is known or assumed, the
drag coefficient may be calculated with reasonable accuracy
from boundary-layer theory by use of the methods of
references 23 and 24.
As the lift coefficient of the airfoil is increased by changing
the angle of attack, the resulting application of the additional
type of lift distribution moves the minimum-pressure point
upstream on the upper surface, and the possible extent of
laminar flow is thus reduced. The resulting greater propor':'
tion of turbulent flow, together with the larger average veloc-
ity of flow over the surfaces, causes the drag to increase with
lift coefficient.
In the case of many of the older types of airfoils, this
forward movement of transition is gradual and the resulting
variation of drag with lift coefficient occurs smoothly. The
pressure distributions for NACA 6-series airfoils are such as
to cause transition to move forward suddenly at the end of
the low-drag range of lift coefficients. A sharp increase in
drag coefficient to the value corresponding to a forward loca-
tion of transition on the upper surface results. Such sudden
shifts in transition give the typical drag curve for these air-
foils with a "sag" or "bucket" in the low-drag range. The
same characteristic is shown to a smaller degree by some of
the earlier airfoils such as NACA 23015 when tested in
fl, low-turbulence stream.
At high lift coefficients, a large part of the drag is contrib-
uted by pressure or form drag resulting from separation of
the flow from the surface. The flow over the upper surface is
characterized by a negative pressure peak near the leading
edge, which causes laminar separation. The onset of tur-
bulence causes the flow to return to the surface as a turbulent
boundary layer. High Reynolds numbers are favorable to .
the development of turbulence and aid in this process. If
the lift coefficient is sufficiently high or if the reestablish-
ment of flow following laminar separation is unduly delayed
by low Reynolds numbers, the turbulent layer will separate
from the surface near the trailing edge and will cause large
drag increases. The eventual loss in lift with increasing
angle of attack may result either from relatively sudden
permanent separation of the laminar boundary layer near
the leading edge or from progressive forward movement of
turbulent separation. Under the latter condition, the flow
over a relatively large portion of the surface may be separated
prior to maximum lift. A more extended discussion of the
flow conditions associated with maximum lift is given in
reference 5.
16 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

EXPERIMENTAL CHARACTERISTICS .06

o N4CA 6514211 - 4Z0
SOURCES OF DATA , .04 o NACA
o'NACA
66(2xI5)-116
65,-418U..1
rJ' .03
The primary source of the wind-tunnel data presented is ....:
t> NACA 2302/ II
(rough leodli7Cj .edqe)
from tests in the Langley two-dimensional low-turbulence 'c .0'2 " NACA 63(420)-422 I. 1 I.
pressure timnel (TDT). The methods, used to obtain and :..:: . (rough /eooii7g edge)
"- "NACA 230?1
correct the data are summarized in the appendix. Design '" I--- I-
a Is> :--
data obtained from tests of 2-foot-chord models in this ".010
8'.008 , r-;;;;;
tunnel are presented in the supplementary figures. I.. - - - , ----- ... -- - - Turbulent I-
\5 .006
Some wind-tunnel data presented were' obtained in other
S 'NACA 00/2
NACA wind tunnels. In each case, the source of the data 13 .004
(l;
is indicated and the testing techniques and corrections used .003
',Laminar
II)
:
were conventional unless otherwise indicated. §
Most of the flight data consist of drag measurements made .S: .002 i"'-...
by the wake-survey method on either the airplane \\ing or it
"glove" fitted over the wing as the test specimen. When-
ever the measurements were obtained for a glove, this fact
.001 .? ., 6 .8 /.0 3 4 8 10 .?f) 30ldO .,
/Teynolds number, R
is indicated in the presentation of the data. All data obtained
FIGUllE 10.-Va"iation of minimum section drag coefficient with Reynolds number for several
at high speeds have been reduced to cofficient form by airfoils, together with laminar and turbulent skin-friction coefficients for a flat plate.
compressible-flow methods. In the case of all such
NACA flight data, precautions have 'been taken to ensure tested was a practical-construction model. It may be noted
that the results presented are not invalidated by cross that the drag coefficient for the NACA 65 3-418 airfoil at low
flows of low-energy air into or out of the survey plane. Reynolds numbers is substantially higher than that of the
NACA 0012, whereas at high Reynolds numbers the opposite
DRAG CHARACTERISTICS OF SMOOTd AIRFOILS
is the case. The higher drag of the NACA 65 3-418 airfoil
Drag characteristics range.--The value of the section at low Reynolds numbers is caused by a relatively
drag coefficient in the low-drag range for smooth airfoils is extensive region of laminar separation downstream of the
mainly a function of the Reynolds number and the relative point of minimum pressure. This region decreases in size
extent of the laminar layer and is moderately affected by the with increasing Reynolds number. These data illustrate the
airfoil thickness ratio and camber. The effect on minimum inadequacy of low Reynolds number test data either to esti-
drag of the position of minimum pressure which determines mate the full-scale characteristics or determine the relative
the possible extent of laminar flow is shown in figure 9 for merits of airfoil sections at flight Reynolds numbers (refer-
some NACA 6-series airfoils. The data show a regular ences 25 and 26).
decrease in drag coefficient with rearward movement of The variation of minimum drag coefficient with camber is
minimum pressure. shown in figure 11 for a number of smooth 18-percent-thick
NACA 6-series airfoils. These data show very little change
o INAtA
.016
o NACA 64r2/5
o NACA 652-2/5
{> NACA 66,-215

<:7 NACA.67,/-i?15
NACA airfoil
/ 0 53-series
Cl 154 -series
0 65-serles
L> {56-series
r- t-- 'V 65,J-818
i'-

.I .2 3 .5 .6 .7 8 .'

Position of minimum nreSsurp. .rl"

FiGURE9.-Variation of minimum drag coefficient with position of minimum pressure for
some N ACA 6 series airfoils of the Same camber and thickness. R = 6 X 10'.

The variation of minimum drag coefficient with Reynolds

number for several airfoils is shown in figure 10. The drag
coefficient generally decreases with increasing Reynolds num .
ber up to Reynolds numbers of the order of 20 X 106 • Above
this Reynolds number the drag coefficient of the NACA
65(420-420 airfoil remained substantially constant up to a o I
.2 .4 .6 .8
Reynolds number of nearly 40X 106 • The earlier increase in Oesiqn sect/on lift coeff/cient eN
drag coefficient shown by the NACA 66(2x15)-U6 airfoil FIGURE ll.-'-Variation of minimum section drag coefficient with camber for several NACA
may be caused by surface irregularities because the specimen 6·series airfoil sections of I8-percent thickness ratio. R = 9 X I()<l:

in nlllllmum drag coefficient with increase in camber. A
large amount of systematic data is included in figure 12 to
show the variation of minimum drag coefficient with thick-
ness ratio for a number of NACA airfoil sections ranging in
thickness from 6 percent to 24 percent of the chord. The
minimum drag coefficient is seen to increase with increase in
thickness ratio for ea,ch airfoil series. This increase, how-
ever, is greater for the NACA four- and five-digit-series air-
foils (fig. 12 (a)) than for the N ACA 6-scries airfoils (figs,
12 (b) to 12 (e)).
016
Rough ---- ---
.012 f-Smooth - -
.. - . .
- -
6
. SUMMARY OF AIRFOIL DATA 17
The data presented in the supplementary figures for the
NACA 6-series thickness forms show that the range of lift
coefficients for low drag varies markedly with airfoil thick-
ness. It has been possible to design airfoils of
thickness with a total theoretical low-drag range of lift coeffi-
cients of 0.2. This theoretical range increases by
imately 0.2 for each 3-percent increase of airfoil thickness.
Figure 13 shows that the theoretical extent of the low-drag
range is approximately realized at a Reynolds number of
9 X 106 . Figure 13 also shows a characteristic tenclE'ncy for
the drag to increase to some extent toward the upper end of
the low-drag range for moderately cambered airfoils, pai'-
- ticularly for the thicker airfoils. All data for the X ACA
6-series airfoils show a decrease in the extent of the IO\'l-drag

- .0-'
J-'-
range with increasing Reynolds number. Extrapolation of

or'
.008 c- the rate of decrease observed at Reynolds numbers below
,...P-- .-- ...- I--' f-- f-*- 0
9X 106 would indicat(> a vanishingly small low-drag range at
>-----' 0
:,: _
.004 <> flight values of the Reynolds number. Tests of a carefully
Ll 44 I I constructed model of the XACA 65(421)-420 airfoil showed,
'V 230 (5-digtf) -
(a) I I however, that the rate of reduction of the low-drag range
°
.012
with increasing Reynolds number decreased markedly at
.-- Reynolds numbers above 9X 10 6 (fig. 14). These data indi-
-' -B- ---
' - .-0- .' cate that the extent of the low-drag range of this airfoil is
.008 reduced to about olH'-half the theoretical value at a Reynolds
eli
o 0 r-- number of 35 X 106 •
Iil r> () .2
t004 Ll .4 r---
IJ' ,6 .032
' .. ;
'1;: (b)
'V

.(J
0
.028
6N)CA
o NACA tN. -415
.012
\) _ -b <) NACA 64,-418
- ,-
.'
\.J -I;t' LI NACA 64,-421
(?
I.. .008
, '(y' .024
"15 qi J
00- ' - - - '1-.'

."tc:
IV
,004
lr- a
<>
.I
.2
c:
.4 "o
'" "
'V ,6 r--
Q)

f P
(e) lJ.016
§ 0 I
.§
{;
b1
,012
-- -- -e (;:.012 Q.l l.0
-s- -' , -- ,
.0
.;:: V
-'
(;
.008
00-
cl i lai1 [t/

<> .2 L1: 1/j

.004 n
". .4 r--
.8 ""CO
'V .004
(d)
°
.012 ,-"'- f!.;.6 -1.2 °
.--' .- -.8 -.4 .4
Section Iii! coefficient, c,
.8 /.2 /6

,- .0- - )-' - <;;>'

FrGt!RE 13.-Drag characteristics of some XACA 54·series airfoil sections of ,-urious thick-
.008 nesses, cambered to a design lift coefficient of 0.4. R = 9 X 10'; TDT tests 682, 733, 735,
°
C't
I and 691.
o .2 r--I
<>
,004 .£>. ,4 r--
" I i The values of the lift coefficient for which low d.rag is
(e) obtained are determined largely by the amount of camber.
,
4 8 12 cO 28 Jc.':> The lift coefficient at the center of the low-drag range corre-
° J,/r[:.;i/
16
. th:ckness, percen,+ or' chord
(a) XACA four- and five·digit series.
sponds approximately to the design lift coefficient of the
(b) XACA 63·series.
mean line. The effect on the drag characteristics of various
(el XACA 64-series. amounts of camber is shown in figure 15. Section data indi-
(d) X .'I.e A 55·series.
(e) XAC A 66-series,
cate that the location of the low-drag range may be shifted
FIGFRE 12.-Variation of minimum section drag coefficient with airfoil thickness ratio for by even such crude camber changes as those caused by small
several NACA airfoil seNions of differel1', in both smooth and rough conditions.
R = 6 X 106• deflections of a plain flap. (See supplementary fig.)
18 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

'c.4 .0.36

1 r1 1 I 1 '1 \ \ I
2.0 o Upper limit of low-drag range .032 0
o Lower limIt of low-drag range 0 (5.0
(> 9.0
6 /53
1.0 .028 'V 25.0
t>. 35.0
'i'

.!i u-..
.\J r---, r-
....QJ. .8
C) -- - -
"
<t:
:.:::: .4
,
I::
.S!
'"\)
0
,...-' ,
If
if'

.008
<N l{j
.ij}
. .,.", J..:a
-.8 .. 004

(a) (b)
-/.2 o
o 4 8 /2 /6 20 24 28 -1.6
,
-/.2 -.8 -,4 0 .4 .8 1.2 1.6
Reyno/ds number, R Section lift· co<'!r'ficient, C z
(a) Variation of upper and lower limits of low-drag range with Reynolds number. (b) Section drag characteristics at various Reynolds numbers.
FIGURE 14.-Variatton of low-drag range with number for the N ACA 65(",)-420 airfoil. TDT, tests 300, 312, and 328. .
.OJ2

.028 -- o NAc;:'A 018

o NACI1 853 -2 I 8
Drag' characteristics outside low-drag range.-At the end
ONACA 65,-418' of the range the drag increases rapidly with increase
6 NACA. 653 -6/8
V NACA 65,3-818
in lift coefficient. For symmetrical and low-cambered air-
foils, for which the lift coefficient at the upper end of the
low-drag range is moderate, this high rate of increase does
1/ not continue. (See fig. 15.) For highly cambered sections;
for which the lift at the upper end of the low-drag range is
1\ 1 already high, the drag coefficient shows a continued rapid
1\,i\'\ Ii mcrease.
<flllf, Comparison of data for airfoils cambered with a uniform-
"c t\ load mean line with data for airfoils cambered to carry the
I load farther forward shows that the uniform-load mean line
'b.
.p1f 11 is favorable for obtaining low drag coefficient.s at high lift
I)) coefficients (fig. 16 'and reference 27).
l'h 1\ i'-..\ ...&
Data for many of the airfoils given in the supplementary
.004
figures large reductions in drag with increasing Reynolds
number at high lift coefficients. This scale effect is too large
o to be accounted for by the normal variation in skin friction
-1.6 -1.2 -.8 -.4 0 .4 .8 /.2 1.0
Section lift coeffic/ent, fl and appears to be associated with the effect of Reynolds
FIGURE 15.-Drag characteristics of some NACA 65-seriesairfoil sections of 18 percent thick- number on the onset of turbulent flow following laminar
ness with various amounts of camber. R = 6 X 106; TDT tests 163, 314, 802, 813, and 830.
separation near the leading edge (reference 28).
The location of the low-drag range shows some variation Effects of type of section on drag characteristics.-A com-
from that predicted by simple thin-airfoil theory; This de- parison of the drag characteristics of the NACA 23012 and of
parture appears to be a function of the type of mean line three NACA 6-series airfoils is presented in figure 17_ The
used (reference 27) and the airfoil thickness. The effect of drag for the NACA 6-series sections is substantially lower
airfoil thickness is shown in figure 13, from which the center than for the NACA 23012 section in the range of lift coeffi-
'of the low-drag range is seen to shift to higher lift coefficients cients corresponding to high-speed flight, and this margin
with increasing airfoil thickness. This shift is partly ex- may usually be maintained through the range of lift coeffi-
plained by the increase in lift coefficient above the design cients useful for cruising by suitable choice of camber.
lift coefficient for the mean line obtained when the velocity The NACA 6-series sections show the higher maximum values
increments caused by the mean lirie are combined with thp of the lift-drag ratio. At high values of the lift coefficient,
velocity distribution for the basic thickness form according however, the earlier NACA sections have generally lower
to the approximate methods previously described. drag coefficients than the NACA 6.-series airfoils.
 3.6 .2 .036
I
f.--"'
3.2
V - r--- r--- t--
.032
t-- I-- I---

N1 CA f5a -fB
28 -.2 .028
'J .2 .4 .6 .8 1.0
J:/c
.2
2.4 .024-
f.--"'
V -r-- ----...
r-- I-- e---
2.0 .020 . 19
NACA 0=0.5 IT
-.2 I I L I I
7 .2 .4 ·.6 .8 t.O
1.6 .0/6 :ric /
1&
I,....-: -r p..::
",,- rI Y1
V- +.:c II c:1
"i-.,1.2 c.012 is::
c:: IA' {I
.!!! .0 is::
.0 ..::: :>
"- (
.... III
1Jt' o ..... -III
.8 ".008
0
8'
" ..... o
"9
;::: rJ {; I if
'Q. lsi :>
....
""c: I "'I
.! :g .4 "I o
u ....
'l:> I t"'
(I)
t t:l
:>
0 0 o >-3
:>

II

-./ -.4 \ -.I

I ci
VI E
ci
IL '-'
>t
"Q . '1/ -.2
"" -.2 -.8
..... a. c. posHion
t: x/c y/c
\o o NACA 65r418 0.265 -0.060
\.) -.3 0" i\fAt:::A .65.:c.11,B, -..04.7 ,
'l:> -"
• .> -12
• .....
o
\J
.....
t: -.4 -/.0 -.4

-.5 -2.0, -.5 _

-32 -24 -16 -8 0 8 16 24 32 -1.6 -1.2 -.8 -.4 0 .4 .8 1.2 1.6
Section anqle of attack, «0, deq Section lift coef'fiCient, c,
FIGURE 16.-Comparison of the aerodynamic characteristics of the NACA 653-418 and NACA 65.-418, Q = 0:5 airfoils "t a Reynolds nnmber of 9 X 10'. TDT tests 314, 320, 406, and 411.

c:o
 o
3.6 .tJ36 I
.
3.2 .032

28 .028 ,
,
I
I
I Iv
2.4 .024 II il:l
, trJ
. II '"d
o
il:l
T >-3
2.0 IJ",·OlO II 1/ If Z
,. P
-
.....c: \ I
'I I Ll 00
l?
",.:i .<.J II liP ...
1.6 ru '\f:..016 II
1M <ll
1\ I
Rtf,. \ 1/ II 1/
;r 8 VJ: /
1,)- !:3
W, i£. r I,P ,. .....
..... 1.2 .012 f':. o
t:: Z
IffJio/ c: 10. f"> t--. V 1/ I:f >-
:g t"'
<.:::
-...:
'f', f':. I..-¢ V
flrl r--. 10. 1/ j1i- 1/ >-
t:::)
.8 V) .008 '" <l
1'0 !1J V .....
...v f/'j Ji(A w
o
!At il:l
'" ..<j
.4
I C1
.I :g 'I .004 l- I>- 1-\<7 o
0
.JU
i§'(
&/ .....
0 >-3
0 o >-3
trJ
I trJ
,.....
I'i o
-./ -.4 -.I il:l
I :'t-. .;
ci
e! il:l
('l r.J o
'f .....' Z
./-:2 -.8 >-
/ :\;i q
.,.:' o. c. pasilion >-3
( - __ L
'--- - '-- - - ,-- -- :::::'IJ
6 C1
'"'
Cl o NACA 23012 9.0x10
R 0.247
'" -0.004
Yi' . W
"Q; -:3 -1.2 \) -:3 o NACA 64r4/5 9.0 .264 -.040
()
l)
..... c> NACA 652 -415 9.0
"l NACA 66(215)-416' - - 9.0
t
.268 -.062
.265 -.105 .
...... IT Stand°rdrauCJhnessl---
o
-:4 -1.6 -.4

-:5 -2.0 -.5

-32 -24 -16 -8 0 8 /6 24 32 -;.6 -1.2 -.8 -.4 0 .4 .8 1.2 /.6
Section anqle of attack, deq Section lift coeffIcient, c 1
FIGURE 17.-Comparison of the characteristics oC some NAC.'\. airfoils from tests in the Langley two·dimensional low-turbulence pressure tUIlIlCI.
 SUMMARY OF AIRFOIL DATA
Effective aspect ratio.-The combination of high drags at
high lift coefficients, low drags at moderate lift coefficients,
and the nonregular variation of drag with lift coefficient
shown by the NACA 6-series airfoils may lead to para-
doxical results when the span-efficiency concept (reference 29)
is used for the calculation of airplane performance. In the
usual application of this concept, the airplane drag charac-
tc!ristics are approximated by a curve of the type
(17)
This curve is usually matched to the actual drag character-
istics at a rather low and at a moderately high value of the
lift coefficient (reference 30).
The application of this concept to two hypothetical air-
planes with N ACA 230-. and sections, respectively,
is illustrated in figure 18 (a). The wing drags of the air-
planes have been calculated by adding the induced drags
corresponding to an aspect ratio of 10 with elliptical loading
to the profile-drag coefficients of the NACA 23018 and
653-418 airfoils. These sections are considered representa-
tive of average wing sections for a large airplane of this
aspect ratio. Ordinate scales are given in figure 18 (a) for
the wing drag and for the total airplane drag coefficients
obtained by adding a representative constant value of
21
0.0150 to the wing drag coefficients. The resulting drag
coefficients have been approximated by two curves corre-
sponding to equation (17) and matched to the drag curves
at lift coefficients of 0.2 and 1.0. These two curves corre-
spond to effective aspect ratios of 9.29 for the airplane with
NAOA 23018 sections and of 8.30 for the airplane with
NACA 65 3-418 sections and illustrate the typical large
reduction in the effective aspect ratio obtained with such
sections.
It should be noted, however, that although equation (17)
provides a reasonably satisfactory approximation to the
drag of the airplane with NACA 23018 sections, such is not
the case for the airplane with the NAOA 653-418 section.
The most important reason for using high aspect ratios on
large airplane3 is to reduce the drag at cruising lift coefficients
and to obtain high maximum values of the lift-drag ratio.
For the two wings considered, the maximum value of this
ratio is appreciably higher for the airplane with NACA
653-418 sections (19.8 as compared with 18.5) despite the
fact that this airplane shows the lower effective aspect ratio.
Figure 18 (b) shows a similar comparison with similar
results for two airplanes of aspect ratio 8 and NACA 2415
and 652-415 airfoils. It is accordingly concluded that the
effective aspeCt ratio is not a satisfactory criterion for use in
airfoil selection .

./0
.08 o
o
I ! .1. ,l! 1.1
NACA 653 -418 wing; aspecf ratio, /0 t--
NACA 23018 wing; aspecf,rotio, /0
I I 1.1
./0
.08M r- - ---
0
o
1
IWinb;
NACA 24/5 wing; aspect ratio, 8
NACA 652 -415 winq;
)Otid, 8 -
.O{) - - - - - NACA 653 -418 wing; . .09
.07 -
effective aspect ratio, 830
.0 7 - - -
effective aspect ratio, 6.97
NACA 24/5 win91
fI
- - NACA 2.3018 wing; I .1. I
effective aspect rofio, 929 effective aspect rafio, 746 I
08 .08
.06
V .06 III
J I
l'll '-S
.07
IS I
t- "'- .05
Ii
If '/
'Qi
o
.IJ

Q)
.04 " L
I/, /
P: '/Airplane
II .05 8
X Airplane \))
e ) Y
AV b
ma.
=18.5 Q
<lJ .04 i3
c;, = a 0063 + a0.427 C[!\ V' (§L.
c;, -00068+ a0343 c,,' . . I:::
-K
\)'>
.02
CD =0.0042+ a0456 Qj
1ft.'- Airplane
c;, a 0045 + a 0383 lfX V " Airplane .\..: /(}l
-a -<c .03
'0- l -;/7.7
L

-
=19.8 ./ D
......--: max

--
ma •
.01
V ,y
.01
y tr,J
.02 ,- .02 - ){/
V o
/ V
.01 .01
/ V
o
(a) V o
(b) V
o .2 .4 .6 .8 1.0 /2 o .z .4 .6 .8 1.0 1.2
Lifl coefficienf, c;, Lift coe ffl'cient, c;,
(a) NACA 653-418 and 23018 wings of aspect ratio lO. (b) NACA 65,-415 and 2415 wings of aspect ratio 8.
FIGURE 18.-Comparison of finite aspect'ratio drag characteristics for two types of airfoils obtained by adding the induced drag corresponding to an elliptical span loading
to the section drag coefficients.
22 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONATT'I'ICS
EFFECT OF SURFACE IRREGULARITIES ON DRAG
Permissible roughness.-Previous work has shown large
drag increments resulting from surface roughness. (reference
31). Although a large part of these drag increments was
shown to result from forward movement of transition, sub-
stantial drag inGrements resulted from surface roughness in
the region of turbulent flow. It is accordingly important to
maintain smooth surfaces even when extensive laminar
flow cannot be expected, but the gains that may be expected
from maintaining smooth surfaces are grAater for NACA 6-
or 7-series airfoils when extensive laminar flows are possible.
No accurate method of specifying the surface condition
necessary for extensive laminar flow at high Reynolds num-
bers has been developed, although some general conclusions
have been reached. It may be presumed that for a given
Reynolds number and chordwise position, the size of the
permissible roughness will vary directly with the chord of
the airfoil. It is known, at one extreme, that the surfaces
do not have to be polished or optically smooth. Such
polishing or waxing has shown no improvement in tests in
the Langley two-dimensional low-turbulence tunnels when
applied to satisfactorily sanded surfaces. Polishing or waxing
a sllrfacethat is not Iterodynamically smooth wiH, of course,
result in improvement and such finishes may be of consider-
able practical value because deterioration of. the finish may
be easily Seen and pmlsibly postponed. Large models having
chord lengths of 5 to 8 feet tested in the Langley two-
dImensional low-turbulence tunnels are usually finished by
sanding in the chordwise direction with N o. carborundum
paper when an aerodynamically smooth surface is desired.
Experience has shown the resulting finish to be satisfactory
at flight values of the Reynolds number. Any' rougher
surface texture should be considered as a possible source of
transition, although slightly rougher surfaces have appeared
to produce satisfactory results in some cases. C important at the extremities of the low-drag range where
Wind-tunnel experience in testing NACA 6-series sections
and data of reference 32 show that small protuberances
extending above the general surface level of an otherwise
satisfactory surface are more likely to cause transition than
small depressions. Dust particles, for example, are more
effective than ,small scratches in producing transition if the
material at the edges of the scratches is not forced above the
general surface level. Dust particles adheI:ing to the oil
left on airfoil surfaces by fingerprints may be expected to
cause transition at high Reynolds numbers.
Transition spreads from an individual disturbance with an
included angle of about 15° (references 31 and 33). A few
scattered specks, especially near the leading edge,' will cause
the flow to be largely turbulent. This fact makes necessary
an extremely thorough inspection if. low drags are to be
realized. Specks sufficiently large to cause . premature
transition on full-size wings can be felt by hand. The in-
spection procedure used in the Langley two-dimensional
low-turbulence tunnels is to feel the entire surface by hand
after which the surface is thoroughly wiped with a dry cloth.
It has been noticed that transition resulting froin individual
small sharp protuberances, in contrast to waves, tends to
occur at the protuberance. Transition caused by surface
waviness appears to approach t:Qe waVe gradually as the
Reynolds number or wave size is increased. The height
of a small cylindrical protuberance necessary to cause transi-
tion when located at 5 percent of the chord with its axis
normal to the surface is shown in figure 19. These data were
'" "-
""-
i"-
t-
--
I 2 3 4 5 6 7 8 9 IOxIO'
Wing Reynolds number, R
FIGURE 19.-Variation with wing Reynolds number of the minimum height of a cylindrical
protuberance necessary to cause premature transition. Protuberance has 0.035·inch di-
ameter with axis normal to wing surface and is located at 5 percent chord of a 9O·inch·chord
symmetrical 6-series airfoil section of 15·percent thickness and with minimum pressure at
70 percent chord.
obtained at rather low values of the Reynolds number and
show a large decrease in allowable height with increase in
Reynolds number. This, effect of Reyn?lds number on
permissible surface roughness is also evident in figure 20,
in which a sharp increase in drag at a Reynolds number of
approximately 20 X 106 occurs for the model painted with
camouflage lacquer.
The magnitude of the favorable gradient appears to have a
small effect on the permissible surface roughness for laminar
flow. Figure 21 shows that the roughness becomes more
the favorable pressure gradient is reduced on one surface.
The effect of increasing the Reynolds number for a sllrface
of marginal smoothness, which has an effect similar to in-
creasing the surface roughness for a given Reynolds number,
is to reduce rapidly the extent of the 19w-drag range and
then to increase the minimum drag coefficient (fig. 21).
The data of figure 21 were specially chosen to show this
effect. In most cases, the effect of Reynolds number pre-
dominates over the effect of decreasing the magnitude of the
favorable pressure gradient to such an extent that the only
effect is the elimination of the low-drag range (reference 34).
Permissible waviness.-More difficulty is generally en-
countered in reducing the waviness to permissible values for
the maintenance of laminar flow than in obtaining the re-
quired surface smoothness. In addition, the specification
of the required freedom from surface waviness is more
difficult than that of the required surface smoothness. The
problem is not limited merely to finding the minimum wave
size that will cause transition under given conditions because
the number of waves and the shape of the waves require
consideration.
 SUMMARY OF AIRFOIL DA'l'A 23
.DI6

\J .012
'"'-o
<lJ

" .008
[?
-f5 () -<J

:;::
\J
..9j (a)
/2 16 20 24 28 32 36 40 44 48 52 56 60x10'
Reynolds number, R

016

....c:-
0. 012
..:::
>-

".008
-:c
! c:004
Vo
o/,

Ji" (b)
a 4 8 12 16 20 24 28 32 36 40 44 48 52x/0'
Reynolds number, R
(a) Smooth condition; TDT test 328.
(b) Lacquer camouflage unimproved after painting; TDT test 461.
FIGrRE 20.-· Yariation of drag codl:cient with Reynolds numhr for a 6O-inch·chord model of the NACA 65(-121)-420 airfoil for two surface conditions .

.016 laminar separation or even reversal of the pressure gradient.

I tRI. I I I I .1 I
-
.....I;: I- 0 15.3 X 10'
o 149 1 Smooth condition
I I I I I 1 I. 1 T
Data for an airfoil section having a relatively long wave on
the upper surface are given in figure 22. Marked increases
1-0 24.8 Synthetic enamel camouflage with
.\J f::, 34.6 a/I specks cut off with blade in the drag corresponding to a rapid forward movement of
..... " 446 the transition point were not noticeable below a Reynolds
,;;P
".008 number of 44 X 106 • On the other hand, transition has been
"'-
'lIS§il '/ caused at comparatively low Reynolds numbers by a series
is
1;:.004
m '7 I"J
of small waves with a wave height of the order of a few ten-
.0
-i::: thousandths of an inch and a wave length of the order of
\J
2 inches on the same 60-inch-chord model.
P8 -.4 o .4 .8 1.2 1.6 2.0 For the types of wave usually encountered on practical-
5ection lift coefficient, G construction wings, the test of rocking a straightedge over
FIGURE 21.-Drag characteristics of N AOA 65(",)-420 airfoil for two surface conditions. the surface in a chord wise direction 'is a fairly satisfactory
TDT tests 300 and 486. criterion. The straightedge should rock smoothly without
jarring or clicking. The straightedge test will not show the
If the wave is sufficiently large to affect the pressure existence of waves that leave the surface convex, such as the
distribution in such a manner that laminar separation is wave of figure 22 and the series of small waves previously
encountered, there is little doubt that such a wave will cause mentioned. Tests of a large number of practical-construction
premature transition at all useful Reynolds numbers. A re- models, however, ·have shown that those models which
lation between the dimension€; of a wave and' the pressure passed the straightedge test were sufficiently free of small
distribution may be found by the method of reference 35. waves to permit low drags to be obtained at flight values of
The size of the wave required to reverse the favorable pres- the Reynolds number.
sure gradient increases with the pressure gradient. Large It is not feasible to specify construction tolerances on air-
negative pressure gradients would therefore appear to be foil ordinates with sufficient accuracy to ensure adequate
favorable for wavy surfaces. Experimental results have freedom from waviness. If care is taken to obtain fair
shown this conclusion to be qualitatively correct. surfaces, normal tolerances may be used without causing
Little information is available on waves too small to cause serious alteration of the drag characteristics.
24 ItEPORT NO. 824-NATIONAL ADVISORY COMMITTEE F'OR AERONAUTICS
/Cenfer of wave
'I'-.
D 4 8 12 16
FIGl'RE 22.-Expcrimental curve showing variation of drag
Dra.g with fixed transition.---If the airfoil surface is suffi-
ciently rough to cause transition near the leading edge, large
drag increases are to be expected. Figure 23 shows that,
although the degree of roughness has some effect, the incre-
ment in minimum drag coefficient by the smallest
roughness capable of producing transition is nearly as great
as that caused by much larger grain roughness when the
roughness is confined to the leading edge. The degree of
roughness has a much larger effect on the drag at high lift
coefficients. If the roughness is sufficiently large to cause
transition at all Reynolds numbers considered, the drag of
the airfoil with roughness only at the leading edge decreases
with increasing Reynolds number (fig. 10 and reference 36).
The effect of fixing transition by means of a roughness
strip of carborundum of O.Oll-inch grain is shown in 24.
The minimum drag increases progressively with forward
movement of the roughness strip. The effE'ct on the drag
at high lift coefficients is not progressive; the drag increases
rapidly when the roughness is at the leading edge. Figure 25
shows that the drag coefficients for the NACA 65(223)-422
and 63(420)-422 airfoils were nearly the same throughout
most of the lift range when the extent of laminar flow was
limited to 0.30c.
All recent airfoil data obtained in the Langley two-dimen-
sional low-turbulence pressure tunnel include results with
roughened leading edge, and these data are included in the
supplementary figures. Tests with roughened leading edge
were formerly made. only for a limited number of airfoil
sections, especially those having large thickness ratios
(reference 37). The standard roughness selected for 24-inch-
chord models consists of O.Oll-inch carborundum grains
applied to the airfoil surface at the leading edge over a surface
length of 0.08c measured from the leading edge on both sur-
faces. The grains are thinly spread to cover 5 to 10 percent
of this area. This standard roughness is considerably more
severe than that caused by the usual manufacturing irregu-
larities or deterioration in service but is considerably less
severe than that likely to be encountered in service as a
Departure from fair
=-1 '
airfoil surface
/
- f-----'
cO 24 28 J2 J6 40 44 48 5exlD·
Winq Reynolds number. R
with Hcynolds number for the N ACA 65(421)-420 airfoil section with a small amount of surface waviness.
result of accumulation of ice or mud or damage in military
combat.
The variation of minimum drag coefficient with thickness
ratio for a number of NACA airfoils with standard roughness
is shown in figure 12. These data show that the magnitudes
of the minimum drag coefficients for the NACA 6-series
airfoils are less than the values for the NACA four- and
five-digit-series airfoils. The rate of increase of drag with
thickness is greater for the airfoils in the rough condition
than in the smooth condition.
Drag with practical construction methods.-The section
drag coefficients of several airplane wings have been measured
in flight by the wake-survey method (reference 38), and a
number of practical-construction wing sections have been
tested in the Langley two-dimensional low-turbulence
pressure tunnel at flight values of the Reynolds number.
Flight data obtained by the NACA (referenee 38) arc sum-
marized in figure 26 and some data obtained by the Consoli-
dated Vultee Aircraft Corporation are presented in figure 27.
Data obtained in the Langley two-dimensional low-
turbulenee pressure tunnel for typical praetical-construction
sections are presented in figures 28 to 32. Figure 33 presents
a comparison of the drag coefficients obtained in this wind
tunnel for a model of the NACA 0012 section and in flight
for the same model mounted on an airplane. For this case,
the wind-tunnel and flight data agree to within the experi-
mental error.
All wings for which flight data art' pres('nted in figure 2()
were earefully finished to produce smooth surfaces. Great
care was taken to reduce surface waviness to a minimum
for all the sections except the NACA 2414.5, the N-22, the
Republic 8-3,13, and the NACA 27-212. Curvature-gage
measurements of surface wavinE'ss for some of these airfoils
are presented in referE'nce 38. Surface eonditions correspond-
ing to the data of figure 27 arc descri.bed in the figure.
These data show that the sections permitting extensive
laminar flow had substantially lower drag coefficients when
smooth than the other sections.
 3.6 .03 ,
3.2 .032
,

2.8i .02 i

2.4 .02 1

I-

2.0I .02, ') l'

\ In
II
\\ x
\ X
/.05' .0/ 5'
lrY'to ,<:/ h
10 -+=+- VI
"I-> \ ) I Ul
13' o
/1(" 10,,: I'\..
i"'kL to .01 :> ro; tf jtl{'
:i3 .§ "- kf
IhfL I\,. Y I"", 1--' fl ;..
III "-.: [Q:t- /- .. i"'- V'- LA V .... """v' ::>:l
Cl III ....;
(J .8 l.& t-,., +- 1:--1--+ ,
8 .00, + o
"- !
g> "J
II t:::::: P- I-- ;..
I-<
s
;::
J -- ::>:l
>o-J
.44 :2I:: .00. 1 o
I-<
IrJ \.)
t"
II t)
;..
7 ') >-3
;..
IL
o Smooth
/ + Shelloc on L £.
-; 4 x o.OO?-inch-qroin roughness on L £.
! o .004-inch-qrain roughness on L. £.
V o .0/ I-inch-groin roughness on L. £. - L -
j
-; 8 !fI
If'
c
-/.2
2

Airfoil: NACA 63(420)/?2 I- -

-I. B R: ?oxIO· 1111
Chord: 30 In 111 1
Test: TOT 255 anp'
IIIJI.11111
-z 7 I I I I II I...L.L I
-32 -24 -/6 -8 0 '8 /6 24 32 -1.6 -/.2 -:4 0 .4 .8 /.2 /.6
Section angie of attock, 0;" deq Section lift coefficient, c,
FIGURE 23.-Lift and drag characteristics of an NACA 63(420)-422 airfoil with various degrees of roughness at the leading edge.

01
 3.6 .056

3.2 .052
i

2.B .048

I
2.4 .044 I:tI
t"l
"tI
o
J ::tI
1-3
1
2.0 .040
,
Z
?
co
li>-
""
1.6 .036
, fO
/
.:; .,.el-.....-:Q::"', <J
I
i
o
1.2 f· 032
<f' p-. k>. Z
Iff :Q >-
t-'
<t.::
(U 1/ ::::<lJ >-
t::1
B .8 Ih .028'
<:::: ())
::1m
/; Cl o
""c: V' {j I:tI
.0 >1
.;:: J o Smoofh
.4 II .§ .024 o
'- + Roughness strip at 0 ..30e o
j x Roughness strip at D.20e
1/ o Roughness strip on L. £.
,
0 .020r
/ Q.. t"l
l1. t=l
/ \ x "'i
o
-;4 .016 I:tI
lit >-
II t=l
V ::tI
j 1\ -.L V+ o
,
I(j C- Z
-.8 .0/2 r" >-
0 I" "- t?<. xV -f / q
R:::- y- Ip 1-3
II x I-<

B ". b:::, l"'" t-i..A be' o

I ....
L2 m
-/.2 V .008 D: x"1= x f-n-r -!'V
f"--N: b V
T +
.J1
Airfoil: NACA
-1.6 R: 26x10' I
r--H .004
Chord: 36 in.
Test: TOT 255

-2.0 _,-u.lLLLLL o
-.32 -24 -16 -8 0 8 l{i 24 .32 -1.6 -1.2 -;8 -;4 0 .4 .8 1.2 1.6'
Section angle of attr1ck, <lDJ deg Section lift coet'!7cienl; Cz

FIGURE 24.-Lift and drag characteristics ofan NACA 63(420)-422 airfoil with O.OIl-inch-grain roughncss at varions chordwisc locations.
 SUMMA RY OF AIRFOIL DATA
27
32X106
.040
\
i'\.--NA d 35;'215

.036
.......
$-3,/' - -....
.032 , 1.

".028
I;,)
NACA 24(4.S:
'" fZ t-
/NACA
t--
, 66,2-2(1 4.7)

....c:' NAd 27-212 I>- S -3, 13

'N-22
:tIII ,
NACA 63(420)- 422--- o
o
l).020
8' +
Rep0blic ,S-3, 13· .. N-22· .-- --Repub lic S-3,11
ii I , V /' '" I .

.0
I:: .016
I ,/
fS-2}5
..:::l)
III
'"'.
V NACA 24145- V V''NAC A, 66,2-2(1,4.7)

\ " ---V /
'0.012
4'l f7-2(2
"ci:
V 'N1 CA 4, 2-(1. 4}(.13.5}
.008 k- f-J::::: t;7
./6 .32 .48 .64 .80 .96
NACA 65(223)-422 (modified) Section lift coefficie nt, c l
.004
various airfoilS.
FIGURE 26.-Comp arison of section drag coefficients obtained in flight on
Tests of N A CA 27-212 and 35--215 sections made on gloves.
o .4 .8 1.2 1.6
-1.6 -/.2 -.8 -.4 0 30 x/O S
Section lift coefficie nt, 0.
grain
25.-Drag characteristics of two NACA 6·series airfoils with O.Oll·inch-

""
FIGURE
roughness at 0.30e. R=26XI0 6• :---..

The wind-tu nnel tests of practic al-cons truction wing sec-

tions as delivered by the manufa cturer showed minimu m
drag coefficients of the order of 0.0070 to 0.0080 in nearly all
cases rpgardless of the airfoil section used (figs. 28 to 32). -
i'-- r--

o Factory finish, camoufla ge, cuoped flop I---

r--
-- I -
o Surface glozed, sanded, surfaCin g
Such values may be regarde d as typical for good current compou nd applied, camoufla ge,
constru ction practic e. Finishi ng the sections to produc e
o- cusped flap
() Surface waviness reduced , camoufla ge,
smooth surfaces always produc ed substan tial drag reducti ons IJ.OI2 - flop cusp removed , flop gop seoled _
" ViSible woves filled, wa<ed surfoce, flop
althoug h considerable waviness usually remained. None of .....'
c: cusp remove d'
the sections tested had fair surfaces at the front spar. Unless .\.J
c;::
speeial care is taken to produc e fair surfaces at the front spar, 'Qo; .008 v
Lo

the resultin g wave may be expected to cause transiti on either

at the spar locatio n or a short distanc e behind it. One
\.J

8'
0.........
f.<>-'
:.--
y--
- f>-- i---"

practic al-eons truction specimen tested with smooth surfaces c:

004
"'"""
mainta ined relative ly low drags up to Reynol ds numbe rs .0
-i::
of approx imately 30X10 6 (NACA 66(2x1 5)-116 airfoil of \.J

fig. This specim en had no spar forward of about 35

percen t chord from the leading edge and no spanwise stiffeners
o ./ .2
Lift coe fficient,
.3 .4
c,.
.5 .6

forward of the spars. This type of constru ction resulted in FIGURE 27.-Conso lidated·Vu ltee flight measurements of the effect of wing surface
condition
unusua lly fair surfaces and is being used on some modern on drag of an NACA 66(215)-1(14.5) wing section.

high-pe rforman ee airplanes.

A compar ison of the effect of airfoil section on the mini-
mum drag with practic al-cons truetion surfaces is very diffi-
eult because the quality of the surface has more effect on
the drag than the type of section. Probab ly the best com-
parison can be obtaine d from pairs of models constru eted at
the same time by the same manufa cturers . Data for such
pairs of models are present ed in figures 30 to 32. The results
indicat e that as long as current constru ction practic es are
used the type of section has relative ly little effect at flight
values of the Reynol ds numbe r for militar y airplanes. .
28 REPORT NO. 824- TATIONAL ADVISORY COMMITTEE FOR AERO AUTICS

<J
r-ro's)rodes e;ceJf
.:::: 0 Both surfaces pOinted and flmshed fa rear spar

8 ,010
8' cJ. 008 = -+--J.
x

t-i- -';;:4" - +.... + ii .•

{.006
:g (10 flr'· Turbulent.·
'q; .004
()
c, ondilion of model
Reynolds number, R III
e '0'079 As
FIGURE 28.-Drag scale etTect on lOO'inch-chord practical-construction model of tbe '\l ,002
"" .. - c6 - 2.65R -"Z + ,077 Painted with gray primer
surfacer
NAC.'. 65(216)-3( 16.5) (approx .) airfoil section. cl=0.2 (approx.).

] ,001
Lorna/-- '" 10
x ,074 Camouflage poinled with

II
siT'!'i
zo
I
.1,
fiT (f(tll50 60
100x10·
.016 1 41)

J , I 1 1 ,I 1 1 I .
NACA 65(216)-411(approx.) as built
Reynolds number, R

,.1' °0 NACA 23015 (approx) as bUilt FIGURE 29.-Variation of drag coefficient with Reynolds number for the NACA 23016 ai rfoil
section together with laminar and t urbulent skin-friction coefficients for a fiat plate .
.....'
'- ,012
.'!!
,\)
V /'
V
016
"
"-
-v
V
/ <J
1 I I I
Chord In c,
\).008 ° NACA
66(215)-1/6 1 100 015 T ,I I
e'" tG
.0/2 f - - NACA 66(215)-iI6fr4wlllmodel) 84% r ,18
'15
f--- ,-0 NACA 23016 l0o._f- ,19
'-
2,.004
"8,008
'-..
<iJ '" NACA 23016 frebudf'modell 100 ,19
\) ..........
8'
o *'c: ,004 ift'"
---- /'
-,2 o .z .4 ,6 .8 1.0 ,Q
Sec tion lift coefficient, c, t
J!
FIGURE 3O.-D rag characteristics of the NACA 65(216)-417 (approx.) and NACA 23015
(approx.) airfoil sections built by practical'construction methods by the same manu-
o 4 8 12 16 20 24 28 32x10'
Reynolds number, R
fact urer. R= 1O.23Xl()6.
FIGURE 31.-8cale effect on drag of the NACA 66(215)-116 and NACA 23016 airfoil sections
built by practical'construction methods by the same manufacturer and tested as received.

,[1 16
" .016
...."' I ,II I I I " I I I <J
c:
.,!! ,012 I-- 1--
0 Oavis wmq, onglnol candtlton
.....'
, , I

\) 0 NACA 65-series wing, onglnol condi/;on o Wmd tunnel

,012 o Flight
'-.. G
<iJ <.:::
0 '-..
\) ,008 <iJ
0
"
.008
8' \)

*s ,004 8' -0
c:
0
r
..::: c: ,004
\)

Jl :2 \)
0 <1 8 12 16 ?O 24 28 32x10' Jl
ReynOlds number, R o 4 8 12 16 20 24 28 J2xIO '
Reynolds number, R
FIGURE 32,-Drag scale effect for a model of the ACA 65-series airfoil section, 18,27 percent
thick, and the Davis airfoil section, 18,27 percent thick, built by practical·construction FIGUR E 33,-Comparisoo or drag coefficients measured in Hight and wind tWlJlel for t he
methods by the same man ufacturer. cl= 0.46 (approx.) . NACA 0012 airfoil section at zero lift.
 SUMMARY OF AIRFOIL DATA 29
·0/6
10 I,clab'5\";Yo!, )'h i-i!.}aJc;'
surface and 0.1 Dc on lower surfacl3 c,=Q4D
o NACA 23015' (appro x.) with de-lcer removed I_L
<> NACA 65(2/6)-215, 0=0,8wllh QD75c de-ieer }c=029
/', NACA 65(216)-215, 0=0.8 with de-ieer removed I'
:
............ .....,.

- j....".- I--

0. 4 8 12 16 20 24 28 32 36 40. 44 48 52xlO •
Reynolds number, R
FIGURE 34.- Effect of de-ieers on the drag of two practical-construction airfoil sections with relatively smooth surfaces.

Important savings in drag may be obtained at high represent good typical installations. The mmlmum drag
Reynolds numbers by keeping the surfaces smooth even if coefficients for both sections with de-icers installed were of
extensive laminar flow is not realized. Drag increments resul t- the order of 0.0070 at high Reynolds numbers.
o ing from surface roughness in turbulent flow have been shown Effects of propeller slipstream and airplane vibration.-
to be important (reference 31). The effects of surface roughness Very few data are available on the effect of propeller slip-
on the variation of drag with Reynolds number are shown stream on transition or airfoil drag; the data that are avail-
in figure 29, in which the favorable scale effect usually expected able do not show consistent results. This inconsistency may
at high Reynolds numbers was not realized_ This type of result from variations in lift coefficient, surface condition,
scale effect may be compared with that shown for the NACA air-stream turbulence, propeller advance-diameter ratio, and
63(420)-422 airfoil with rough leading edge but otherwise number of blades. Tests in the Langley 8-foot high-speed
smooth surfaces (fig. 10). Drag increments obtained in tunnel indicated transition occurring from 5 to 10 percent of
flight resulting from roughness in the turbulent boundary the chord from the leading edge (reference 40). Drag measure-
layer with fixed transition are presented in reference 39, ments made in the Langley 19-foot pressure tunnel (fig. 35)
The effect of the application of de-icers to the leading edge indicated only moderate drag increments resulting from a
of two smooth airfoils is shown in figure 34. The de-icer windmilling propeller. Although the data of figure 35 may
"boots" were installed in both cases by the manufacturer to not be very accurate because of the difficulty of making
wake surveys in the slipstream l these data seem to preclude
very large drag increments such as would result from move·
ment of the transition to a position close to the leading edge.
These data also seem to be confirmed by recent NACA flight
ct data (fig. 36), which show transition as far back as 20 percent

I c:t:
L.
20 ......
I-- :-- "Left wing section
1

I
I. . . . . . . I in s//Dsfreom
t=-.
1..' -.........
<Il
-9 i-- :;---
I § 10
c: \R/qhf wing section
outside slipstream
Cl

Airfoil sections
Root, NACA 66(2xI5J-DI8
Tip, NACA 67, 1-1/.3)15
Aspect ratio, 5.98 J o Riqht winq sectionl---
Propeller tip radius- outSide
Left wing section
10 in slipstream
o Power on
0 Power off
. I)-
o IArope I ler wmdmll

""kp\
mg
L\ Propeller removed
19

!'---o
7 6 5 4 '.3 2 o .! .£' .4 ..3 .5 .6
f!ROdel cepfer line, ft Section lift coeffiCient, Cl

FIGURE 35.-The effect of propel«lr operation on section drag coefficient of a fighter-type air- FIGURE 36.-Flight measurements of transition on an NACA 66-series wing within ana
plane from tests of a model in the Langley 19-foot pressure tunnel. CL=O.lO; R=3.7Xl06. outside the Slipstream.
30 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
of the chord in the slipstream. Other unpublished NACA
flight data on transition on an 8-3,14.6 airfoil in the slip-
stream indicated that laminar flow occurred as far back
as 0.2c.
Even less data are available on the effects of vibration on
transition. Tests in the Langley 8-foot high-speed tunnel
(reference 40) showed negligible effects, but the range of
frequencies tested may not have been sufficiently wide. Some
unpublished flight data showed small but consistent rear-
ward movements of transition outside the slipstream when
the propellers were feathered. This effect was noticed even
when the propeller on the opposite side of the airplane from
the survey plane was feathered and was accordingly attrib-
uted to vibration. Recent tests in the Ames full-scale tun-
nel showed premature adverse scale effect on drag coefficients
measured by the wake-survey method when a model-support
strut vibrated.
LIFT CHARACTERiSTICS OF SMOOTH AIRFOILS
Two-dimensional data.-As explained in the section "Angle
of Zero Lift," the angle of zero lift of an airfoil is largely
determined by the camber. Thin-airfoil theory provides a
means for computing the angle of zero lift from the mean-line
data presented in the supplementary figures. The agree-
ment between the calculated and the experimental angle of
zero lift depends on the type of mean line used. Comparison , 9 X 106 for most airfoils that would be considered for practical
of the experimental values of the angle of zero lift obtained
from the supplementary figures and the theoretical values
taken from the mean-line data shows that the agreement is
good except for the uniform-load type (a=1.0) mean line.
The angles of zero lift for this type mean line generally have
values more positive than those predicted. The
mental va,lues of the angles of zero lift for a number of NACA
four- and five-digit and NACA 6-serie::; airfoils are presented
in figure 37. The. airfoil thickness appears to have little effect
on the value of the angle of zero lift regardless of the airfoil
series. For the NACA four-digit-series airfoils, the angles of
zero lift are approximately 0.93 of the value given by thin-
airfoil theory; for the NACA 230-series airfoils, this factor is
approximately 1.08; and for the NAOA 6-series airfoils with
uniform-load type mean line, this factor is approximately
0.74.
The lift-curve slopes (fig. 38) for airfoils tested in the
'Langley two-dimensional low-turbulence pressure tunnel are
higher than those previously obtained in the tests reported
in reference 8. It is not clear whether this difference in slope
is caused by the difference in air-stream turbulence or by
the differences in test .methods, since the section data of
reference 8 were inferred from tests of models of aspect ratio 6.
The present values of the lift-curve slope were measured for
a Reynolds number of 6 X 106 and at values of the lift coeffi-
cient approximately equal to the design lift coefficient of the
airfoil section. For the NACA 6-series airfoils this lift coeffi-
cient is approximately in the center of the low-drag range.
For airfoils having thicknesses in the range from 6 to 10 per-
cent, the NAOA four- and five-digit series and the NAOA
. 64-series airfoil sections have values of lift-curve slope very
close to the value for thin airfoils (271' per radian or 0.110 per
degree). Variation in Reynolds number between 3XI06 and
9X 106 and variations in airfoil camber up to 4 percent chord
appear to have no systematic effect on values of lift-curve
slope. The airfoil thickness and the type of thickness
distribution appear to be the primary variables. For the
NAOA four- and five-digit-series airfoil sections, the lift-
curve 'slope decreases with increase in airfoil thickness.
For the NAOA {i-series airfoil sections, however, the lift-
curve slope increases with increase in thickness and forward
movement of the position of minimum pressure of the basic
thickness form at zero lift.
Some N AOA 6-series airfoils show jogs in the lift curve
at the end of the low-drag range, especially at low Reynolds
numbers. This jog becomes more pronounced with increase
of camber or thickness and with rearward movement of the
position of minimum pressure. on the basic thickness form.
This jog decreases rapidly in severity with increasing Rey-
nolds number, becomes merely a change in lift-curve slope,
and is practically nonexistent at a Reynolds number of
application. This jog may be a consideration in the selection
of airfoils for small low-speed airplanes. An analysis of
the flow conditions leading to this jog is presented in refer-
ence 28.
The variation of maximum lift coefficient with airfoil
thickness ratio at a Reynolds number of 6 Xl 06 is shown in
figure 39 for a number of N AOA airfoil sections. The airfoils
for which data are presented in this figure have a range of
thickness ratio from 6 to 24 percent and cambers up to
4 percent chord. From the data for the NAOA four- and
five-digit-series airfoil sections (fig. 39 (a»), the maximum
lift coefficients for the plain airfoils appear to be the greatest
for a thickness of 12 percent. In general, the rate of change
'of maximum lift coefficient with thickness ratio appears
to be greatest for· airfoils having a thickness less than 12
percent. The data for the NAOA 6-series airfoils (figs.
39 (b) to 39 (e» also show a rapid increase in maximum lift
coefficient with increasing thickness ratio for thickness
ratios of less than 12 percent. For NAOA 6-series airfoil
sections cambered to give a design lift coefficient of not more
than 0.2, the optimum thickness ratio for maximum lift
coefficient appears to be between 12 and 15 percent, except
for the airfoils having the position of minimum pressure at
60 percent chord. The optimum thickness ratio for the
NAOA 56-series sections cambered for a design lift coeffi-
cient of not more than 0.2 appears to be 15 percent or greater.
 SUMMARY OF AIRFOIL DATA 31

f-- eli
I
I--
ODD}
0 14 (4-digit) A
f-- I- 00
0.24 1 '1
o .2 v
, .4
f-- _ D 44 - 1-'"'V .6
'V 230 (5-digif) !
\

,
"

- -
(a) (b)
.,
4 8 12 16 20 24 4 8 12 16 20 24
Airfoil thickne%, percent of chord Airfoil thickness, percent of chord

(a) NA CA four- and five-digit series. (b) NACA 63-serles.

I 1 i

f-- c- e'i I-- f- eli

00
f-- ,-0 .I I - - I- 00 -
0 .2
o .2
_6 .4
I-- -6 .4 I--
\l .6
'V .6 ,
()

(c) (d)

4 8 /2 16 20 24 4 8 12 16 20 24'
Airfoil thiCKness; percent of chord' Airfoif thickness, percent of chord

(c) NACA 64-series. (d) NACA 55-series.

r
eli
I - - I-
00
f-'- 1-° D
.2
.4 tr- j---.

0 -0

(e)
4 8 Q m m 24
..clirfo!1 thickness, percenf of chord
(e) NACA 66-series.
FIGURE 37.-Measured section angles of zero lift for a number of NACA airfoil sections of various thicknesses and camber. R=6XI06•
32 ImpORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

Flab-qed indicate rough conditlori

::Smoofh

- ... -'! - _. l- I-' r

r ':; - '""""1 - - '-4i - - - - -
,'Smooth "Rough

0
Series
00
14 (4-digit)
- e'i
0 0 0
<> 24 1 'I <> .2
/:; 44 /:; .4
(a.) 230 (5-digif) (b) .6
8 10 12 14 " 16 1/3 20 22 8 /0 /2 14 16
17

18 20 22 24
Airfoil thickness, percent of chord Airfoil thickness, percent of chord
(a) N A CA four- and five-digit series. (b) NACA 63-scries.

-1'tI° 4

,Smooth :,Smoofh
:..l? :
., - - -- «!l
:#oug'h
..... t--
-- t--_
I. ''Rough
- I--
o c,j
0 .1 0 0
<> .2 <> .z
.6 .4 /:; .4
(el \7 .. 6 (d) 17 .6
6
8 10 12 14 /6 18 20 22 8 10 12 14 16 18 20 22 24
Airfoil thickness, percent of chord Airfoil thickness, percent of chord
(c) NACA M-series. (d) NACA 65-series.

\Smooth
..;
0 -- ::j
- ---.-'>
"- "Rough
eli
0 0
<> .z
(e) ,4
6
8 10 12 14
16
'" 18 20 22 24
Airfoil fhickness, percent of chord

(e) N A CA 66-series.
FIGURE 38.-Variation of lift-curve slope with airfoil thickness ratio and camber for a number of NACA airfoil sections in both the smooth and rough conditions. R=6XI06.

The available data indicate that a thickness ratio of 12 6-series sections increase with increasing camber
percent or less is optimum for airfoils having a design lift (fig. 39 (b) to 39 (e». The addition of camber to the sym-
coefficient of 0.4. metrical airfoils causes the greatest increments of maximum
The maximum lift coefficient is least sensitive to variations lift coefficient for airfoil thickness ratios varying from 6 to
in position of minimum pressure on the basic thickness form 12 percent. The effectiveness of camber as a means of
for airfoils having thickness ratios of 6, 18, or 21 percent. increasing the maximum lift coefficient generally decreases
The maximum lift coefficients corresponding to intermediate as the airfoil thickness increases beyond 12 or 15 percent.
thickness ratios increase with forward movement of the The available data indicate that the combination of a 12-
position of minimum pressure, particularly for those airfoils percent-thick section and a mean line cambered for a design
having design lift 'coefficients of 0.2 or less. lift coefficient of 0.4 yields the highest maximum lift
The maximum lift coefficients of moderately cambered coefficient.
 SUMMARY OF AIRFOIL DATA 33

2.B 28
\-
%'1 [.AI"" -:/
/ oo 14 -e-- %1';;>-
() ;:4 4-digit Airfoil wITh
f-
rl;
0
<)

'V
:c
.4
.6
v/ -/ -:,j! .--
,
, --- Airfoil with
/ spM flap 0 0 / '
'(f
. split flop
(P 6
.2 ,
>:>
.4 if' ,/, , ,
o 00 -)!>

/ -v,..' tJ 144-digit '<7 .6 (<:: ,, ,

... t--.. 1-0-r- " 4 ::7 -- f--. h...
1.6 ,...... -= """'- ..:::; t::S.,
c: /' /,/'
.0
..:: -- -,,,,- V / .-- '6 Plain
I -.
"t>-
Plain oirfoil
Vl
1.2
/ /'
. airfoil
I. L ........
.- ,IJ-
..0-
--":; '"II

--
0.......

V-- --0
.::: .... -0-
u

- ... ---- Rough _.-- -:..-- Rough

.4
(al II SiOO{h (b) II
Smooth
o 4 8 /2 /6 20 24 o 4 8 12 16 20 N
Airfoil thickness, percent of chord Airfoil thickness, percent of chord

(a) NAOA fonr- and five·digit serie3. (b) NACA 63-series.

2.8 'z.8
0
C"
k t:::-; V" eli
l--? I-
i 0
./ ,,-• ° 0
v_
",-

....-Z.4 _0
0
.2 V if / --- Airfoil with <-:,2.4
<)
I;
.2
.4 /' ,>:>
I:;
.\1)
I; .4
t- 'V ·6 h / --"': , " /'
c--
sp/d flop
00
.6'V /) /; /) ,/" I?l'
, Airfoil with
split flop
.i3 , .\.)
Y -'"'{:f " ,
..:: '00 ,
/ I <.;::: ¢ .2 I
'Qy.2.0
()

"
't:J
>:>
.I
."-
.., -.J))'
, ()
\.)
20
'<7
r, .4
.6 /' .;,yJ
):Y

{:
r,
v .6
.4 l:"'__
-- ,
i-- <t::
-:::: 1.6
1="" ><.J'

"" 1.6
.e

I
c: I-"'
...;:::"
<:::::--
o J/ 7 """" -'::L.£ Plain
-;:::
0
<lJ 1.2 ./ -;? k -l>. -- Plain
1.2 1--- - - airfoil
V Ii .,
,0-
-- airfoil
'" V ,- )o-
J)-
-- - -
-0
-0
5
·sx /-
--- --
.0-
.' -
-§ .8 V 0-- -
.8 x
-- ----- Rough _.. -. -- Rouqh
(c) I I STOO(h (d) I I Smooth
·17 4 8 16 20 /2 24 4 8 /2 /6 20 C4
Airfoil thickness, percent of chord Airfoil thickness, percent of chord

(e) N ACA 64 serIes. (d) NACA Go-series.

Symbols with flogs correspond to

2.8 Simulated split flop deflected 60'?.
eli
""• f-O 0
p--.
hV
",-
0 .2
1:'2.4 1-6 .4 ,
00 /; , : -t> Airfoil with
.'>
<.;:::
l:> .2
.4 V V '/ -- splif flap
20 '" Xf' I

o j.Y
--.- if
---- P-Q- -'
I.)

{:
"" 1.6
c:

I
-6
.0
..::
o V ,.....-- f-O" -- - Plain
'iJ,!.2
V -- --- -- -<>
--l--£
_.<>.- airfoil
3 -0

.§l< . 8 ? .c- - ,-- -0'

.- - -- - --- Rough

.4
(e) I I Sroih
o 4 8 12 /6 20 24
Airfoil Thickness; percent of chord
(e) NACA GO-series.
FIGURE 39.-Variatioll of maxiwum section lift coefficient with airfoil thickness ratio and camber for several NACA airfoil sections with and without simulated split flaps and standard
roughness. R=6X106•
34 REPORT NO. 824-NATIONAL ADVISOIW COMMITTEE FOR AERONAUTICS
The variation of maximum lift with type of mean line is
shown in figure 40 for one 6-series thickness distribution.
No systematic data are available for mean lines with values
of a less than 0.5. It should be noted,however, that airfoils
such as the N ACA 230-series sections with the maximum
camber far forward show large values of maximum lift.
Airfoil sections with maximum camber far forward and with
thickness ratios of 6 to 12 percent usually stall from the
leading edge with large sudden losses in lift. A more de-
sirable gradual stall is obtained when the location of maxi-
mum camber is farther back, as for the NACA 24-,44-, and
6-series sections with normal types of camber.
2.0
y-- r-
I,.--- f -
Reynolds number
o 6.0x10 6
o 9.0
o .2 .4 .6
Type of camber, a
FIGURE 40.-Variation of maximum lift coefficient with type of camber for some NACA
65a-418 airfoil sections from tests in the Langley two-dimensional low-turbulence pressure
tunnel.
A comparison of the maximum lift coefficients of NACA
64-series airfoil sections cambered for a design lift coefficient
of 0.4 with those of the NACA 44- and 230-series sections
(fig. 39) shows that the maximum lift coefficients of the
NACA 64-series airfoils are as high or higher than those of
the NACA 44-series sections in all cases. The NACA 230-
series airfoil sections have maximum lift coefficients some-
what higher than those of the NACA 64-series sections.
The scale effect on the maximum lift coefficient of a large
number of NACA airfoil sections for Reynolds numbers
from 3 X 106 to 9 X 106 is shown in figure 41. The scale
effect for the NACA 24-, 44-, and airfoils (figs.
41 (a) and 41 (b» having thickness ratios from 12 t024 percent
is favorable and nearly independent of the airfoil thickness.
IIwreasing the Reynolds number from 3 X 106 to 9 X 106
results in an increase in the maximum lift cO('fficient of
approximately 0.15 to 0.20. The scale effect on the NACA
00- and 14-series airfoils having thickness ratios less than
0.12c is very small.
The scale-effect data for the NACA 6-series airfoils (figs.
41 (c) tv 41 (f» do not show an entirely systematic variation.
In general, the scale effect is favorable for these airfoil
sections. For the NACA 63- and 64-series airfoils with
small camber, the increase iIi maximum lift coefficient with
increase in Reynolds number is generally small for thicknes.s
ratios of less than ·12 percent but is somewhat larger for the
thicker sections. The character of the scale effect for the
NACA 65- and 66-series airfoil sections is similar to that for
the NACA 63- and 64-series airfoils but the trends are not
so well defined. In most cases the scale effect· for NACA
6-series airfoil sections cambered for a design lift coefficient
of 0.4 or 0.6 does not vary much with airfoil thickness ratio.
The data of figure 42 show that, the maximum lift coefficient
for the NACA 63(420)-422 airfoil continues to increase with
Reynolds number, at least up to a Reynolds number of
26X106 •
The values of the maximum lift coefficient presented were
obtained for steady conditions. The maximum lift coeffi-
cient may be higher when the angle of attack is increasing.
Such a condition might occur during gusts and landing
maneuvers. (See reference 41.)
The systematic investigation of NACA 6-series airfoils
included tests of the airfoils with a simulated split flap de-
flected 60°. It. was believed that these tests would serve as
an indication of the effectiveness of more powerful types of
trailing-edge high-lift devices although sufficient data to verify
this assumption have not been obtained. The maximum lift
coefficients for a large number of NACA airfoil sections
obtained from tests with the simulated split flap are presented
in figure 39.
.8 1.0
The data for the NACA 00- and 14-series airfoils equipped
with split flap for thickness ratios from 6 to 12 percent show
a considerable increase in maximum lift coefficient with in-
crease in thickness ratio. Corresponding data for the NACA
44-series airfoils wit,h thickness ratios from 12 to 24 percent
show very little variation in maximum lift coefficient with
thickness. For NACA 6-sel'ies airfoils equipped with split
flaps the maximum lift coefficients increase rapidly with
increasing thickness Over a range of thickness ratio, the range
beginning at thickness ratios between 6 and 9 percent, depend-
ing upon the camber. The upper limit of this range for the
symmetrical NACA 64- and 65-series airfoils appears to be
greater than 21 percent and for the NACA 63- and 66-series
airfoils, approximately 18 percent. Between thickness ratios
of 6 and 9 percent the values of maximum lift coefficient for
the symmetrical N ACA 6-series airfoils are essentially the
same regardless of thickness ratio and position of minimum
pressure on the basic thickness form. The maximum lift
coefficient decreases with rearward movement of minimum
pressure for the airfoils having t,hickness ratios between 9 and
18 percent.
 SUMMARY Ol!' AIRFOIL DATA 35
2..0 2 .0
;.c::
I
NACA 24-series (4-digit) NACA 23O-series (5-diq/t)'
.6 R >-=- ..<>
.8
::::."..

I-- o
o J.OxIO· i"--..
I'b.
--;:::
k t--. """" I::::-
.....
<> 9.0
.21-- e:. 6.0 Standard
r-..... Dr. f:::: I. 2 :.--
.......
t--.
r ughness r-.. r-.....
.........
.8 8 I"--

--
.r.
.6 J.6 -0-.

/'
NACA 14-series (4-digit)
......... f0- r-,
I.2 .2
'-......
.6 NACA (4-dlqit) ""-
8 (b)
IA !o=,
/. 6
r- J-o.. r--..,;;
-
2
A NACA DO-series (4-digit)
i=O C,j=O.4 and 0.6
(a) i-' '-"l
8 I. 2
Symbols with flags correspond to cu ·O.6
2. 0 I. (5
r--.... r--; t:- "0
f:::;: ....
'" r-- t-- e'i =0.2
6 t-i>
;;:: b:" r-::::- .P- V
i,.- 1--6::: el; =0.4 and 0.0
2 6
6
-
V- i'-- h,.. :::::::::
........,
c- 1-0
i'D cl;=O.c
;l; y
VII "'1 =0.1
2 v c: if
V :2
(J 8
(\)
v,
8 1.6
........ ::J !,-,::: 1-0
.§ \'0... t--. ?-- t-o
v
/'-., C'i =0 x
1.2
t1' CI'=O

kf I..---' / ' r--.... I'<> IB I-

.B
(e) ....b .8
(d) --
..... 1.6 ....
!.6 =0.4
V ?-- h:,. -.......::: r-. c1i =o.4 and 0.8 0- C'I

1.2
V r- ...tc \-0 /.2
V
1.6 1.8
..4' ...... R"" k
....... :>-- 1-0
V t-...... fO c1j =0.2
1.2
V)'" e'l = 0.2
1.2
# ..-' >-- l--- ,--

1.6 .8
I
.....,
J...6-. t--
'F/
"0
cll=O
1.2
\
i /.2 '"
lL V m c11·O

- .b-
..A
t....- f-"
/. (f) V .....
(e)
4 8 Ie 16 eO C4 028 32 4 8 12 18 20 ?4 28 32
Airfoil thickness, percent of chord Airfoil thickness) percent of chord

(a) N ACA four-digit series. (b) NACA four- and five-digit series.
(c) NACA 63-serles. (d) NACA 54-series.
(e) NACA 65-series. (f) NACA 66-series.

FIGVI\& 41.-Variation of maximum section lift coefficient with airfoil thickness ratio at several Reynolds numbers for a number of NACA airfoil sections of different cambers.
 3.6 .2 .036

3.2
1/ r--- r-- r--
.032
f'-- r-- I--
I---

-.2 .028
2.8 .8 1.0
0 .2 .4 .6
:x/c

pj
2.4- .024 \:':l
"d
o
I;>
i:¥
20 "... 020 z
o
.....
c: (¥)
t.:l
'v
1.6 I'-' .016
If <lJ
"""I
o -'-c '1' .1\, z
I€l <.>
10>,.. r!: )-I...p- f-o L>.p... 1\ f/
is' .....
-fs .012
lp o
...:-1.2 I'- Z
18W
J/ :--r l(fJ >
t:'"
.,.. I'D 'h >
"--
., II
0 .8 .008 i'ilt-:
t.) ! 1,,- ......
Ul
<:::: ? V, >- f-:::: r1::f':::: r:; o
"c:
L .004 (l
:g .4 o
\.J ?'
....
?'
,..,
I'" .....
H
0 o H
16 '- r-- M
M
j "'1
o
-.4 } >
M
, I -
I o
-.8
);i
w >-
d
-'l .,.cW ,......,
IC ..,.., A; (")
Ul
-1.2 1
R
a 6. 0 X,!.06
o 10.0
-I. 5
<> 14.0
" 20.0
v 26.0
1
I
-2.0 I
-32 -24 -16 -8 0 8 16 24 J:: "I.e -/.2 -.8 -.4 0..4 .8 1.2 /.f'
Section angle of coftuck, IXo, deq Secfion lift coefficient, c 1
F,GURE 42.-LiCi and drag characteristics of the NACA (,1(420)-422 airfoil at Reynolds numbo.r. 1'1)1' tests 228 and 255,
 SUMMARY 0]' AIRFOIL DATA
Substantial increments in maximum lift coefficient with
increase in camber are shown for the N ACA 6-series airfoils
of moderate thickness ratios (10 to 15 percent chord) with
split flaps. For the airfoils having thickness ratios of 6
percent and for the airfoils having thickness ratios of 18 or 21
percent, the maximum lift coefficient is affected very little by
a change in camber. For thickness ratios greater than 15
percent, the maximum lift coefficients of the N ACA 63- and
64-series airfoils cambered for a design lift coefficient of 0.4
equipped with split flaps are greater than the corresponding
maximum lift coefficients of the NACA 44-series airfoils.
Three-dimensional data.-No recent systematic three-
dimensional wing data obtained at high Reynolds numbers
are available, so that it is difficult to make any comparison
with the section data. When the maximum-lift data for
three-dimensional wings are compared with section data,
account should be taken of the span load distribution over
the wing. The predicted maximum lift coefficient for the
wing will be somewhat lower than the maximum lift coeffi-
cients of the sections used because of the nonuniformity of
the spanwise distribution of lift coefficient. The difference
amounts to about 4 to 7 percent for a rectangular wing with
an aspect ratio of 6.
Maximum-lift data obtained from tests of a number of
wings and airplane models in the Langley 19-foot pressure
tunnel are presented in table II. Although section data at
the Reynolds numbers necessary to permit a detailed com-
parisonare not available, the maximum lift coefficient for
plain wings given in table II appears to be in general agree-
ment with values expected from section data. The data for
the airplane'models are presented to indicate the maximum
lift coefficients obtained with varIOUS airfoils and
eonfigurations.
LIFT CHARACTERISTICS OF ROUGH AIRFOILS
Two-dimensional data.-Most recent airfoil tests, espe-
cially of airfoils with the thicker sections, have included tests
with roughened leading edge (reference 37), and the available
data are included in the supplementary figures.
The effect on maximum lift coefficient of various degrees
of roughness applied to the leading edge of the NACA
63(420)-422 airfoil is shown in figure 23. The maximum lift
coefficient decreases progressively with increasing roughness
(reference 36). For a given surface condition at the leading
edge, the maximum lift coefficient increases slowly with
increasing Reynolds number (fig. 43). Figure 24 shows that
roughness strips located more than 0.20e from the leading
edge have littie effect on the maximum lift coefficient or
lift-curve slope. The results presented in figure 38 show
that the effect of standard leading edge roughness is to de-
crease the mt-curve slope, particularly for the thicker air-
foils having the position of minimum pressure far back.
These data are for a Reynolds number of 6X 106 • Maximum-
37
20
I---
...... l - - I--
.--
,
.- I
o 0.002 roughness
o .004 roughness
o .01/ roughness
LI Smooth
o 4 8 Ie 16 cO e4x/O'
Reynolds number, R
FIGURE 43.-Effects of Reynolds number on maximum section lift coefficient CI max of the
N ACA 63(420)-422 airfoil with roughened and smooth leading edge.
lift-coefficient data at a Reynolds number of 6 X 106 for a
large number of NACA airfoil sections with standard rough-
ness are presented in figures 39 and 41. The variation of
lift coefficient with thickness for the NACA four··
and five-digit-series airfoil sections shows the same trends
for the airfoils with roughness as for the smooth airfoils
except that the values are considerably reduced for all of
these airfoils other than the N ACA OO-series airfoils of
6 percent thickness. For a given thickness ratio greater than
15 percent, the values of maximum lift coefficient for the
four- and five-digit-series airfoils are substantially the same.
Much less variation in maximum lift coefficient with thick-
ness ratio is shown by the NACA 6-series airfoil sections in
the rough condition than with smooth leading edge. The
maximum lift coefficients of the 6-percent-thick airfoils are
essentially the same for both smooth and rough conditions.
The variation of maximum lift coefficient with camber, how-
ever, is about the same for the airfoils with standard rough-
ness as for the smooth sections. The maximum lift coeffi-
cient of airfoils with standard roughness generally decreases
somewhat with rearward movement of the position of mini-
mum pressure except for airfoils having thickness ratios
greater than 18 percent, in which case some slight gain in
maximum lift coefficient results from 3, rearward movement
of the position of minimum pressure.
Except for the NACA 44-series airfoils of 12 to 1.'5 percent
thickness, the present data indicate that the rough NACA
64-series airfoil sections cambered for a design lift coefficient
of 0.4 have maximum lift coefficients consistently higher than
the rough airfoils of the NACA 24-, 44-, and 230-series air-
foils of comparable thickness. Standard roughness causes
decrements in maximum lift coefficient of the airfoils with
split flaps that are substantially the same as those observed
for the plain airfoi.ls.
38 REPORT NO. 824-NATIONAL ADVISORY COMMl'l"l'J£E FOR AERONAUTICS

20

P""I
I

1.6
/I¢ !t>.. 1 I

"" •I
, If- I

I I
I

j I
I

-,V
I I
\ I :

II b
I 1/ \
\
I
I

I J
II II
Jo %shop, .
4
I o As delivered by shop,
TOT test 4158
o Final condition,
o As delivered
TDT test 64 /
o As delivered by shop,
TDT test 494
o Final condition,
\.J'
I TOT test ':CO V Final condition,
TOT test 498 I TOT test 523

o J J
II II 7
(e) (b) (e) 17
-4
'-8 o 8 16 24 -8 o 8 16 24 -8 o 8 16 24 32
Section angle of attack, a" de-:)
(a) NACA 2412. (b) NACA 2415. (c) NACA 23012.
FIGURE H.-Lift characteristics of the NACA 23012, 2412, and 2415 airfoil sections as affected by normal model inaccuracies. R=9X10 6 (approx.).

The maximum lift coefficient may be lowered by failure to

maintain the true airfoil contour near the leading edge, but
no systematic data on this ·effect have been obtained. Ex-
r- amples of this effect that were accidentally encountered are
1=
I....) presented in figure 44, in which lift characteristics are given
C-;-==
J S=-'"' for accurate and slightly inaccurate models. The model
1.4

lnl
1/ inaccuracies were so small that they were not found previous
to the tests.
1.2 JJ r'tJ Three-dimensional data.-Tests of several airplanes in the
Langley full-scale tunnel (reference 42) show that many fac-
tors besides the airfoil sections affect the maximum lift co-
!.O
I/;V 'l,
efficient of airplanes. Such factors as roughness, leakage,
j V leading-edge air intakes, armament installations, nacelles,
"....
'>-' W
and fuselages make it difficult to correlate the airplane maxi-
mum lift with the airfoils used, even when the flaps are
<.J
.8
J retracted. The various flap configurations used make such
a correlation even more difficult when the flaps are deflected.
;}, tv
QJ
()
\.J .6 When the flaps were retracted, both the highest and the
S
--J
VI lowest maximum lift coefficients obtained in recent tests of
airplanes and complete mock-ups of conventional configura-
/ J tions in the Langley full-scale tunnel were those obtained
4
W with NACA 6-series airfoils.
Results obtained from tests of a model of an airplane in
.2
1I [; Model (Longley 19-foot pressure tunnel) - the Langley 19-foot pressure tunnel and of the airplane in
j Airplane I I I I I I I the Langley full-scale tunnel are presented in figure 45.
o Sealed condition } (Langle fi II-scale

o
jf o Service conddlon Lj t::nnel) Both tests were made at approximately the same Reynolds
number. The results show that the airplane in the service
1I condition had a maximum lift coefficient more than 0.2
lower than that of the model, as wljll as a lower lift-curve
) slope. Some improvement in the airplane lift characteristics
o 4 8 12 115 20 24
was obtained by sealing leaks. These results show that air-
Angle of atfack, a, deg

FIGURE 45.-The effects of surface conditions on the lilt characteristics of a fighter-type

plane lift characteristics are strongly affected by details not
'airplane. R=2.8X106• reproduced on large-scale smooth models.
 SUMMARY OF AIRFOIL DATA 39
I. 6 I. 6

I. 4
V rs-..- Hl
1.4

1.0 * I
II
) t'o-.

,V
"'0 1-0

"
1.2

1.0
m 17;
/
)/
t1
,,;.:
f-<'

.......
.8 d Ii
V
8
17/f7 Airfoil sections
Root, NACA 63(420)-422 -f----
V I f! Tip, Modified NACA 65"",-517
"-
lV ://
.......
:t::;
-.J
.6
/1 Airfoil sections
Root, Davis (c2-percent) f----
--; '7
J, 51 Tip, Dovis (9.J-percent) ilj
.4 .4
/1 /; o Nofural transition
o Transition fixed of .10e

.2
jP 0
I
Natural fransifion
.2 W'
1I 0 Transi!iOI7 ,.fixed of.lDc
/;
j o

+
0
II
I - - r-------
I
i I
o 4 8 12 /6 20 24 4 8 12 16 20 24 28
Anqle of at tack, (x, deq An91e of otlodr, C(, d€'9
FIGURE 46.-The effect on the lift characteristics of fixing the transition on a model in the FIGURE 47,-The effect on the lift characteristics of fixing the transition on a model in the
Lang]ey 19-foot pressure tunnel. R=2.7XI06, (Model with Davis aifroil sections.) Langley 19-foot pressure tunnel. R=2.7XlO.6. (Model with N ACA airfoil sections.)

Lift characteristics obtained in the IJangley 19-foot pres-
sure tunnel for two airplane models in the smooth condition
and with transition fixed at the front spar are presented in
figures 46 and 47. In both cases, the Ilft-curve slope was de-
creased throughout most of the lift range with fixed transi-
tion. The maximum lift coefficient was decreased in one
case but was increased in the other case.
UNCONSERVATIVE AIRFOILS
The attempt to obtain low drags, especially for long-range
airplanes, leads to high wing loadings together with relatively
low span loadings. This tendency results in wings of high
aspect ratio that require large spar depths for structural
efficiency. The largp- spar depths require the use of thick
root sections.
This trend to thick root sections has been encouraged by
the relatively small increase in drag coefficient with thickness
ratio of smooth airfoils (fig. 12). Unfortunately, airplane
wings are not usually constructed with smooth surfaces and,
in any case, the surfaces cannot be relied upon to stay smooth
under all service conditions. The effect of roughening the
leading edges of thick airfoils is to cause large increases in the
drag coefficient at high lift coefficients. The resulting drag
coefficients may be excessive at cruising lift coefficients for
heavily loaded, high-altitude airplanes. Airfoil sections that
have suitable characteristics when smooth but have excessive
drag coefficients when rough at lift coefficients corre-
sponding to cruising or climbing conditions are classified as
unconservative.
The decision as to whether a given airfoil section is conserv-
ative will depend upon the power and the wing loading of
the airplane. The decision may be affected by expected
service and operating conditions. For example, the ability
of a multiengine airplane to fly with one or more engines in-
operative in icing conditions or after suffering damage in
combat may be a consideration.
. As an aid in judging whether the sections are conservative,
the lift coefficient corresponding to a drag coefficient of 0.02
was determined from the supplementary figures for a large
number of NACA airfoil sections with roughened leading
edges. The variation of this critical lift coefficient with air-
foil thickness ratio and camber is shown in figure 48. These
data show that, in general, the lift coefficient at which the
. drag coefficient is 0.02 decreases with rearward movement of
40 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

Series position minimum pressure. The thickness ratio for

1.2 0
which this lift coefficient is a maximum usually lies between
--OO! (4-d/gJ/J
"
'"
0
::== <> r--- 12 and 15 percent; variations in thickness ratio from this
,.0 / L!. 44 I I optimum range generally cause rather sharp decreases in the
'V 230
V critical lift coe'lficient. The addition of camber to the
.8

(a) /
/
1/
" symmetrical airfoils usually causes an increase in the critical
lift coefficient except for the very thick sections, in which case
increasing the camber becomes relatively ineffectual and may
.6 be actually harmful. All the data of figure 48 correspond to
a Reynolds number of 6XI06 • As shown in figure 49, the
1.2

V
/
V
V"
-A
""-

......- r------,
, I'\' qj
drag coefficient at flight values of the Reynolds number may
be considerably lower than the drag coefficient at a Reynolds
num bel' of 6 X 10 6 if the roughness is confined to the leading
edge.
r--
/ / "'" 00
o .C
L!. .4 r--
PITCHING MOMENT

The variation of the quarter-chord pitching-moment coef-

v .6
ficient at zero angle of attack with airfoil thickness ratio and
/ camber is presented in figure 50 for several NACA airfoil
(b) /
sec.tions. The quarter-chord pitching-moment coefficients of
the NACA four- and five-digit-series airfoils become less
r-- :-;;-- negative with increasing airfoil thickness. Almost no varia-
I-- tion in quarter-chord pitching-moment coefficient with air-
./

;I:I-'
:7 V " o 0
eli
t--
foil thickness ratio or position of minimum pressure is shown
by the NACA 6-series aiffoil sections. As might be expected,
/ [\, increasing the amount of camber causes an almost uniform
0 .I. t--
/ 0 .2 negative increase in the pitching-moment coefficient.
0 L!. .4 t--
I 'V .6 As discussed previously, the pitching moment of an airfoil
(e) / section is primarily a function of its camber, and thin-airfoil
theory provides a means for estimating the pitching moment
from the mean-line data presented in the supplementary
/ r-.. figures. A comparison of the experimental moment coeffi-
cient and theoretical values for the mean lines is presented
y-- ""'-- in figure 51. The experimental values of the moment coeffi-
v' 00
CII'
r--
VV o .2 cients for NACA 6-series airfoils cambered with the uniform-
.8 L!. .4 t-- load type mean line are usually about three-quarters of the
V
V 'V .6
theoretical values (figs. 50 and 51). Airfoils employing mean
.6
(d)
/ lines with values of a less than unity, however, have moment
coefficients somewhat more negative than those indicated by
theory. The use of a mean line having a value of a less than
/D
?-- unity, therefore, brings about only a slight reduction in
/ f'."
pitching-moment coefficient for a given design lift coefficient
.8 / f-.o. eli
t-- when compared with the value obtained with a uniform-
00
/ / (/ .2 t-- load type mean line. The experimental moment coefficients
.6 1/ Ll .4 for the NACA 24-, 44-, and 230-series airfoils are also less
V \, negative than those indicated by theory but the agreement
(e) ¢ is closer than for airfoils having the uniform-load type mean
4 8 12 16 20 24 28 32 line.
Airfoil thickness, percenf of chora' The pitching-moment data for the airfoils equipped with
(ll) N ACA four- and five-digit spries. simulated split flaps deflected 60° (fig. 50) indicate that the
(b) NACA 63-series. value of the quarter-chord pitching·moment coefficient be-
(c) NACA 64-series.
(d) NACA 65-series. comes more negative with increasing thickness for all the
(e) NACA 66-series. airfoils tested. For the thicker NACA 6-series sections the
FIGURE 4B.-Variation of the lift coefficient corresponding to a drag coefficient of 0.02 with magnitude of the moment coefficient increases with rearward
thickness and camber for a number of N'ACA airfoil sections with roughened leading edges.
R=6XI06• movement of the position of minimum pressure.
 3.6 .056,

)
,
32 .052

,
2.8I .048

2.4t .044

2.0I .0401I

/.8l' .036
-

...
/.2 !/e OJ2
I
.... 15 \l>
a
8 .8 l> .028,I
l/, g> 'I o
L ':rJ
§ IJ' i5 >-
......
=t .4t .;:: .024
Iff \:)
, o
......
Jl t"
Iff I t::l
o) 0201I ... x
Iff T
,\ I
II x \ I
-.4¢ « 0 + I 0
.0/6
I" II ,\I J III
\' I\, /" f/
1\ V / -I'/,
-.89 \ I/! :::0: /,l,Ij
1',- V .012 '-'-;;/
+
x
'c.- -:.i"
-/.2:> .008I
R
o 6,oxI0'
Airfol'!: NACA 165(223 -422 (modified) +- 10.0 I
-- x 14.0
-I. 'i' Chord: 36 in. I
Test: TOT 258 .004! 020.0 --1-+- -
I I I 026.0
I

I I I I
-2. 1 I I I I I I I I I I
-32 -24 -/6 -8 0 8 /6 24 :72
o
-/.6 -/,2 0 .4- .8 1.2 1.6
Section onq/@ of of tack, (;(0, deg Section lift coefficient, c[
FIGURE 49.-Lift and drag characteristics of an NACA 65(223)-'422 (modified) airfoil with standard roughness applied to the leading edge.

.....
42 REPOR'f NO. 824-NATIONAL ADVISORY COMMITTEE FOR AEHONAUTICS

I 1
Single flagged symbols are for 60° simulated split flap I

.
1 / C Zi - I--

r-I
v
Seri6'> 5 00
0
V .2-
-...,
0
<>
,6
'V 230
14 (4-diqit)_

I I
(5-digit)
---- """' r----. -- 1-0-
I--- r--.,.
-0
f!. .4_
'V .6
I--!

(a)
r--
----:----, ;.-....
- I-- fb)
"'"""
--
-.';; 4 8 12 16 20 24
.-::
28 -.1; ,
, Airfoil thickness) of chord
4 b R ZR
Airfoil thickness) percenf of chorrl

(a) N AUA four and flve·diglt (b) NAUA f>3 selles.

.I 1

la=O.5
o o ,,
,
J ,
C z·
I-- 0'- I - - I ,.... r--
0 - eli

.!

-
0
I-- 00,_ -
<> .2- <> .2
-l- f!. .4_
I-- r---- f!. .4_
-
r---. t:; ..... '---b. 'V .6 >---.
r-- 'V .6

-
'-- -l:l..
.--
.....:
r-
"V
""-...
r-- ::- --;;--
-tl
-... :--
(c) (d)
4 8 12 16 20 24 28 4 b 12 /6 20 24 28
Air-foil thickness) percent of chord Airfoil thickness., percent of chord

(c) NACA 04-series. (d) NACA

C'i- I - -

00
.2- -
F=: NA -...., ........
;
<)
f!. .4 -
I"'-
............ -- -Q
"'-- .......
(e)
4 8 12 16 20 24 28
Airfoil thickness) percent of chord
(e) NACA 66-series.
FIGURE OO_-Variatlon ofscction CIuarter-chord pitching-moment coefficient (measnred at an angle of attack of 0°) with airfoil thickness rntlofor se\-crnl N ACA airfoil sections of different ram bt'r
R=6XI06•
 SUMMARY OF AIRFOIL DATA 43
-. I 6'
increasing thickness. For the N ACA 6-series airfoils, the
.... V opposite appears to be the case.
.Q -.f 4 V
1/ HIGH-LIFT DEVICES

8
.... -. I Z V Lift characteristics for two NACA 6-series airfoils equipped
1/ with plain flaps are presented in figure 53. These data
&
'iii -. I 0
6:)j-6 .s; 1/ show that the maximum lift coefficient increases less rapidly
with flap deflection for the more highly cambered section.
\ 1/ ___ ·4412 Lift characteristics of three NACA 6-series airfoils with split
654 -421,
a:05" '-
V .. -eJ 4-42/ flaps are presented in reference 44 and figure 54. The maxi-
6 a=£5 .. \\ V .. ,,," .6%;-4/5
-6,r 4 /8 mum-lift increments for the 12-percent-thick sections were
'6 'i V -63 4-420 only about three-fourths of that increment for the 16-percent-
6J. 4-42d a='o.s, 17 '66(2I fJ-,16 thick section. The maximum lift coefficient for the thicker
'4 Iri6:.. -ere section with flap deflected is about the same as that obtained
for the NACA 23012 airfoil in the now obsolete Langley
V variable-density tunnel (reference 45) and in the Langley
1/ "66(Z/5)-Z/6, a-06 7- by lO-foot tunnel (reference 46).
LL -23012 Tests of a number of slotted flaps on N ACA 6-series
l/ airfoils (supplementary figures and reference 47) indicate that
o -.02 -.04 -.06 -.08 -.10 -.12 -.14 -.16 the design parameters necessary to obtain high maximum
Theoretical moment coefficienf for the airfoil
mean line about quarter-chorapoint lifts are essentially similar to those for the the N ACA 230-
FIGURE 51.-Comparison of theoretiml and measured pitching-moment coefficients for some
series sections (references 48 and 49). Lift data obtained
NACA airfoils. R=6X10', for typical hinged single slotted 0.25c flaps (fig. 55 (a» on
the NACA 63,4-420 airfoil are presented in figure 55 (b).
POSITION OF AERODYNAMIC CENTER
A maximum lift coefficient of approximately 2.95 was ob-
The variation of chordwise position of the aerodynamic tained for one of the flaps. Lift characteristics for the
center corresponding to a Reynolds number of 6 X 106 for a NACA 65 3-118 airfoil fitted with a double slotted flap
large number of NACA airfoils is presented in figure 52. (reference 47 and fig. 56 (a» are presented in figure 56 (b).
From the data given in the supplementary figures there A maximum lift coefficient of 3.28 was obtained. It may
appears to be no systematic variation of chordwise position be concluded that no special difficulties exist in obtaining
of aerodynamic center with Reynolds number. The data high maximum lift coefficients with slotted flaps on moderately
for the NACA 00- and 14-series airfoils, presented for thick- thick N ACA 6-series sections.
ness ratios less than 12 percent, show that the chordwise Tests of airplanes in the Langley full-scale tunnel (reference
position of the aerodynamic center is at the quarter-chord 42) have shown that expected increments of maximum lift
point and does not vary with airfoil thickness. For the coefficient are obtained for split flaps (fig. 57) but not for
NACA 24-, 44-, and 230-series airfoils with thickness ratios slotted flaps (fig. 58). This failure to obtain the expected
ranging from 12 to 24 percent, the chord wise position of the maximum-lift increments with slotted flaps may be attributed
aerodynamic center is ahead of the quarter-chord point and to inaccuracies of flap contour and location, roughness near
moves forward with increase in thickness ratio. the flap leading edge, leakage, interference from flap sup-
The chordwise position of the aerodynamic center is behind ports, and deflection of flap and lip under load.
the quarter-chord point for the NACA 6-series airfoils and LATERAL-CONTROL DEVICES
moves rearward with increase in airfoil thickness, which is
in accordance with the trends indicated by perfect-fluid An adequate discussion of lateral-control devices is outside
theory. There appears to be no systematic variation of the scope of this report. The following brief discussion is
chordwise position of the aerodynamic center with camber or therefore limited to considerations of effects of airfoil shape
position of minimum pressure on the basic thickness form for on aileron characteristics.
these airfoils. The effect of airfoil shape on aileron effectiveness may be
The data of reference 43 show important forward move- inferred from the data of figure 59 and reference 50. The
ments of the aerodynamic center with increasing trailing-edge section aileron effectiveness parameter AaolAo is plotted
angle for a given airfoil thickness. For the NACA 24-, 44-, against the aileron-chord ratio Calc for a number of airfoils
and 230-series airfoils (fig. 52) the effect of increasing of different type in figure 59. Also shown in this figure
trailing-edge angle is apparently greater than the effect of are the theoretical values of the parameter for thin airfoils.
44 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

--
.26 .20
I--'"
l--- - -
...-:
S- r--
.---- ---- .26
t---
. ----- -- ._-- f'o-.. . ..,;,-

__ eli =0.4 and 0.6

.22 .24
Symbols wilh flo9S dorrespond fa qi = 0.1
.26 ,-- --. .28
k

.24 "---
i'- tn- t--
I--- .26 0 V f-o-
--t--o--- r--... ,./"
V
i - - l--- I---
NACA 44-series ez;=0.2·
.22 .24

.26 1--- -----,,"-- +-- .28

.... 0 l,..- f..o
, 0
r-- __ V v.
.24 .26 :;>- 0
J--.....
NACA 24-series (b)
e'i =0.
.22 .24
.26 .. .28
.......; '>--
7>-
l' l' 0

S ()
.24 ..- -- ---
. t
<lJ
()
.26

NACA 14-series C li =0.4. and 0.6

.22 -- 1--'->- .24
(5 (j

-
'0 '0 0
()
v
I--
tJ .24 IJ .26
"'-o "'-
o
c: (a) NACA DO-series t c l ;=0.2
.22 .24
'iii .iii
() .28
8.- 28 ..., Q.
<lJ <lJ
.'2
-6.26
V Va .'2
-6.26
0
v
I-- ' - l-

C" =0.4 and 0.6 ,J::, (d) c,,=O

<.j .24 <.j .24
Symbols wilh flags correspond to eli = 06
.28 .28
-0 I
,..-- f-o- I-- ---'
.26 .,........ .26
!r-'
C li =0.2 Cli - 0.4
.24 .24
.28 .28

.26 ../ .26

V

eli =0.1 C,i =0.2

.24 .24
.28 .28
k-o ...3
I--""' V
.26 .26 r-
(c) e<;=D (e) Cli =0.
.24
4 8. 12 Ie 20. 24 28 32 o 4 8 12 16 20. 24 28 32
Airfoil fhiclrness, percent of chord Airfoil fhiclrness, percent of chord
(a) N ACA four- and five-digit series. (b) NACA 63-series.
(c) N ACA 64-series. (d) NACA 65-series.
(e) NACA 56-series.
FIGURE 52.-Variation of section chordwise position of tne aerodynamic center with airfoil thickness ratio for several NACA airfoil sections of different cambers. R=6Xl()6.
 SUMMARY OF AIRFOIL DATA 45
2.8

2.4 .P
NACA 66(215)-216- __
/'
Y
rS V WACA 65,3-618
.....
c:
.!!!
A
/'
1.6
0
(j

it
""
/ V
c:
:2<.J
QJ
If)
1.2
/
VD-"""
/ t(\)
\r)

§ § (ap;'ox)I-----cf---'-l
.§ .§ NACA 88(215)-216
0 15.0xl0 6
- - NACA 23012 3.5
.8 .6 f----f-----+_ (from ret: 45) (eff.) -j----f-----l
o NACA 6i5,1-212 6.0
<> NACA 65, -212 8.0

.4

o
-20 o 20 40 60 80 o 20 40 60 80 100
Flop deflection, Ojj deg Flop deflection, Of; deg
FWURE 53.-Maximum lift coefficients for the NACA 65,3-618 and NACA 66(215)-216 air· FWURE 54.-Maximum lift coefficients for some NACA airfoils fitted with O.20-airfoil·chord
foils fitted with O.20-airfoil-chord plain flaps. R=6XlO'. split flaps.

The data show no large consistent trends of aileron-effective-
ness variation with airfoil section for a wide range of thick-
ness distributions and thickness ratios. In order to evaluate
aileron characteristics from section data, a method of analysis
is necessary that will lead to results comparable to the usual
curves of stick force against helix angle pb/2V for three-
dimensional data. The analysis that follows is considered
suitable for comparing the relative merits of ailerons from
two-dimensional data.
Two-dimensional data are presented in the form of the
eq uivalent change in section angle of attack Aao required to
maintain a constant section lift coefficient for various de-
flections of the aileron from neutral. This equivalent change
in angle of attack is plotted against the hinge-moment param-
eter ACHO, which is the product of the aileron deflection
from neutral and the resulting increment of hinge-moment
coefficient based on the wing chord. This method of analysis
takes into account the aileron effectiveness, the hinge
moments, and the possible mechanical advantage between
the controls and the ailerons. The larger the value of Aao
for a given value of the hinge-moment parameter, the more
ad vantageous the combination should be for providing a
large value of pb/2V for a given control force. The assump-
tion that the aileron operates at a constant lift coefficient
as the airplane rolls is not entirely correct, however, and
involves an overestimation of the effect of changing angle
of attack on the hinge-moment coefficient. In addition,
the span of the ailerons and other possible three-dimensional
effects are not considered. In spite of these inaccuracies,
the method provides a useful means of comparing the two-
dimensional characteristics of different ailerons.
 )
3.

.---.
/ ./
2.8I
;/ :tl
f )1/ \ '"\
V g
...,
2.4t F Z
!=>
Qo
J l'-'
£ 11>0
-------.:::::::..,;:;:
"" ,. - - - C I
--....... ...... ....:'
l _- - - 10 0 2 .0
t z>-
...... , ::l
o
\\)
" ......'.... ....." ""'200 III
....
()
z>-
, "', () t:"'
Hinge location I l.tSI
V >-
.:::
./87 t:: V Flap-hinge m
1 location
()
""
V o I g
\\) 02 >1
It)
c
§ 1.2 I o
.§
a::
I
a::....
:4tr.l
tr.l
.8 "'l
g
>-
tr.l
:tl
o
.4t
c:j
Hinge-location 2
...,
....
cm
(b)
- ----- ... ,-
(a) o 10 20 30 40 50
Flap deflection, dfJ de9

(a) Flap configuration. (b) Maximum lift characteristics.

FIGURE 55.-FJap configuration and maximum lift coefficients for the NACA 63,4-420 airfoil with a O.25-airfoil-chord hinged slotted flap. R=6Xl()6.
 SUMMARY OF AIRFOIL DATA 47

Flap retracted .1 I. I 1 ) I I I I
1<----------:--.864------ /.0
Lme of agreement between measured
and predicfed results..
'.

.8 V
V
v:
/'
(a)
V
1/
/,.--0-
3.2 .2

/
V V
L
2.8
I o .2 .4 ,6
LlC'I' predicted
.8 1.0 1.2

V FIGURE 57.-Comparison between measured values of the increments In lift coefficients due
t.o flap deflection and values predicted from two-dimensional data. Split flap.

2.4

/
/ I .
L/
1 1 I 1 1 1 1 I

/
L me of ogree/nenf between meosured
1.0
t--- and predictd results......

/ .8
i
! V 0

,/
V 0

V
/ 8
0

J-q .4 '/ 0

V
,8
.2 V 0

V
.4 o
/ .2 .4 .6 .8 1.0 1.2
LlC,,} predicted
FIGURE 5S.-Comparison between measured values of the increments In lift coefficients due
to flap dellection and values predicted from two-dimensional data. Slotted lIap.
(b)

o 20 40 60 80 90
Flop deflection, oJ) deg
(a) Flap configuration.
(b) Maximum lift characteristics.
:FIGURE 56.-Flap configuration and maximum lift coefficients for the NACA 653-118 airfoil
with a double slotted flap. R=6X106,
48 REPORT NO. 824-NATIONAL ADVISORY COMMIT'l'EE FOR AERONAUTICS

SUPPLEMENTARY INFORMATION REGARDING TESTS OF TWO-DIMENSIONAL MODELS

I Symbol Basic airfoil Type of flap

Air-flow characteristics
- - - - - - - - - - - - - - - - Reference
TIM I R
------;--- NACA --;,lain __
NACA 0015 _________________________________________________ do ______________________________ _
+ 1. 93 .10 1.4XI06 56
X NACA 23012, __________ . ____ . ___ . ______ . ____ ..• ___ .. __ . ___ .. do ___ ... ___ ... _._, .. _.. ____ .. __ .. 1. 60 .11 2.2XIO' 57,48
o NACA 66(2xI5)-OlU _ Plain, straight contour ___ ... ____ ... _ 1. 93 .10 1.4XI0'
<> NACA 66-009._ ... ____ ... ___ "' __________ .. _____ .. ___ "'_ Plain __ ..• _._ .... _.... _____ .... __ ..• _ 1. 93 .11 l.4XlO' 58
A NACA 63,4-4(17.8) (approx.) ______ . _______ . __ ._ . _____ . Internally balanced __ .... ___ ._. __ ._. (I) .17 2.5X106 59
\1 NACA 66(2xI5)-216, a=0.6. _________ . _____ .. ___ ... ___ .. _.. ,.do.... __ ..... ___ .... ___ .. ______ ._ (I) .18 5.3XlO' 59
C> NACA 66(2xI5)-116, a=O.6 .. __________ . ____'. __________ .. ___ do _______________________________ _ (I) .14 6.0XJO' 59
<l NACA 64,2-(1.4) (13.5) _____ .. ___________ . ____ . __ ______ _ Plain_.______ • ____ .. ______ . _____ .. __ ._ <I) 13.0XIO'
!7 NACA 65,2-318 (approx.) ________ ._ .... ________ ... __ .. _ Internally balanced ____________ .. __ _ (1) .14 6.0XI0' 59
'q NACA 63(420)-521 (approx.) __ .. ______ .. _______________ .. __ do .. ___ .... _______________ . _____ _ (I) 8.0X1Q6
.20
c,.. NACA 66(215)-216, a=O.6 __ .. ,_ .. ______ . ___ . ___ .. ____ . _' ___ do._ .. __________ .. ______________ _
NACA 66(215)-014.. ____ Plain ______ .. ________________ • ______ _
<I) to
.48
2.8XI0 6
to
6.8X10 6 } 60
.d 00 ___ " ____ . . ____ • ___ • _____ • ,___
1.93 .09 1.2XI06 61
o NACA 66(215)-216, a=O.6 ____ ._ ._. ___ .. _. _______ . ____ . _______ do _______________________ • ______ _ <I) 6.0X1Q6
o NACA 65,-415 _______ .. ________ . ___ . ______ . ________________ .do_. ____ • ________________ • ______ _ <I) .13 6.0X106 62
[} NACA 653-418 ___ • ____ . _______ .00 ____ • _____ • ______ • _________ do ______________________________ _ (I) .13 6.0XI0 6 62
Q NACA 65,-421. ___ . ___ ._. __ . ___________ .. ___ . ______ . ________ do ______________________________ _ (I) .13 6.0X10 6 62
o NACA 65(112)-213 .. ________ . _____ . _____ ._. __ .. ______ ._. __ Internally balanced. _______ ._. _____ _ (I) .14 8.0XJ06 --------

o NACA 745.A317 (approx.). _____________ . ___ .. ___ ... _. ____ • ___ do ___ ..... _... __ .... __ .. _._ ... __ . (I) .13 6.0XlO'
o NACA 64,3-013 (approx.)_. _______ .. ____ ... ____________ . ____ do __________ . ___________________ _ <I) .13 6.0X!06
NACA 64,3-1(15.5) (approx.). ____ . ____ . __ . __________________ do ______________________________ _ (1)
l:> .13 6.0XlO'

I Approaching 1.00.

.8 .8

. /....' .
.,

. . , ..
"
"
--- -.. . . v
./ /'"
Theoretical /'"
tJl
."
Thgoretical- -- . .. "./
V
,, LV< ..- V
<;.<
"..
.; ..- .-
,,' I/)
V
<I)
QJ
,
III
,,
s: /'
c:QJ
,, V - --Experimenfal t
QJ
,,- /[7
0
:,
...." ,,
/9- ---
17
:;:;
,,
"
IJ
J.P (j
,
.4 , .4
,, , .-
'V
"-
QJ /
-,.;
QJ
, iP
c: ,, V t
0 I

t
::;:
() ,, c;,£o
"" (J
I
./
c: I
/ :g t
.2
I
I
!oP"x
..... .2 +
<J J /
J? ,'V I
I
/
V"

// , !sf
I

V (a) V (b)
o .1 .2 .3 .4 o .1 .2 .3 .4
A ileron chord ratio, calc Aileron chord ratio, calc
(a) IJ range from 0° to 10°. (b) IJ range from 0° to 20°.
FIGURE 59.-Variation of section aileron effectiveness with aileroll-chord ratio for true·airfoil·contour ailerons without exposed overhang balance on a number of airfoil sections.
Gaps sealed; c,=O.
 SUMMARY OF' AIRFOIL DATA 49
-
I Air-flow characteristics Refer-
Refer- Basic airfoil CI Type of aileron
Basic airfoil CI 'l'ype of aileron ------------ ence
ence
(I) f M R ------------- ---- ---------- ----
------------- - - - - - - - - . - - --- - - - - - - - - NACA 66(215)-216.a =0.6
NACA 63,4-4(17.8)(ap-
0.100 0.20c plain 64
.450 0.20c with 0.43c, inter- ----
NACA 0009
I
1
NACA 64,2-(1.4) (I3.5)
a=0.6_
0
.150
.100
0.20c plain
0.187c plain
0.20c plain
1. 93
(')
0.10
.18
.33
1.4XI06
4.0X106
9.0X106
63
----
64
prox.) nal balance

1 I
1 Trne airfoil contoUl". 8
Approaching 1.00. Aileron deflecfion, deg

6
NACA 63, 11.8) (opprox.j-.,-:
f\
---
. _.r... _ -/2-
if;";'-

1\
...: ....
4
...:.,
C
"
"
,
---) Ef' '\
NACA 66(215)-216, a=Q6-"" '.
2
,

-2
Stroi hi sided ;biJ,
"
"
V 471
p;;...- --- '-a, li"
-4
-- .---- "12 ... I
"

-'
(

-6
". .
--- "
'

-_:.
'.
V
rAileron defleelion, deq L---rr ", True airfoil contou?)-

FIGURE 60.-Variation of the hinge-moment parameter ilea a with the equivalent
section angle of attack required to maintain a constant section lift coefficient for deflection
of the aileron on the N ACA 0009, N ACA 64,2-(1.4)(13.5), and N ACA (\6(215)-21(\, a=O.6
airfoil sections. Gaps sealed.
For the purpose of evaluating the effect of airfoil shape on
the aileron characteristics, it is desirable to make the com-
parison with unbalanced ailerons to avoid confusion. Plots
of the parameters for plain unbalanced flaps of true airfoil
contour on threE' airfoil sections are shown in figure 60.
The characteristics of the NACA 66(215)-216, a=0.6 section
are essentially the same as those for the NACA 0009 airfoil
within tIll' range of deflection for which data are available.
The NACA 64,2-(1.4) (13.5) airfoil shows appreciably
smaller valuE'S of 6.CIIO for a given value of 6.0:0 than the other
sections prE'sented. No explanation for this difference can
be offered, although some of the difference may result from
the slightly smaller chord of the flap for this combination.
The effects of using straight-sided ailE'rons instE'ad of ailer-
ons of true airfoil contour are shown in figure 61 for two
N ACA 6-series airfoils. One of the two combinations for
which data are available was provided with an internal
balance whE'reas the other combination was without balance.
This differencE' prevents any comparison between the two
combinations but doE'S not affect comparison of the two
contours for each case. For the NACA 66(215)-216, a=O.6
airfoil, the straight-sided aileron has more desirable charac-
teristics for tll(' range of deflections for which dat.a arE' avail-
-8
-.0018 -.0016 -.OOlc ,DOlO :0006 :0004 :0002 o
o,
.1cu radians
FIGURE 61.-Variation of the hinge-moment parameter ACH5 with the equivalent change in
section angle of attack required to maintain a constant section !itt coefficient for deflection
of true-airfoil-contour and straight-sided ailerons on the NACA 63,4-4(17.8) (approx.)
and the NAC A 66(215)-216, a=O.6 airfoil sections. Gaps sealed.
in
able. It appears, however, that the straight-sided aileron
would be lE'sS advantageous than the aileron of true contour
for positive dE'flections greater than 12°. In the case of
the NACA 63,4-4(17.8) (approx.) airfoil, the straight-
sidE'd aileron appears to have no advantage over the aileron
of true airfoil contour. The advantage of using straight-
sided ailerons appears to depend markedly on the airfoil used
but sufficient data are not available to determine the signif-
icant airfoil parameters. Figure 62 shows that in one case
the effE'ct of leading-edge roughness on the aileron character-
istics is unfavorable.
LEADING-EDGE AIR INTAKES
The problem of designing satisfactory leading-edge air
intakes is to maintain the lift, drag, and critical-speed
characteristics of the sections while providing low intake
losses over a wide range of lift coefficients and intake velocity
ratios. The data of reference 65 show that desirable intake
and drag characteristics can easily be maintained over a
rather small range of lift coefficients for NACA 6-series air-
foils. The data of reference 65 show that the intake losses
increase rapidly at moderately high lift coefficients for the
shapes tested. Unpublished data taken at the Langley
Laboratory indicate that shapes such as those of reference
65 have low maximum lift coefficients. Recent data show
50 REPORT NO. 824-NATIONAL ADYlSORY COMMITTEE FOR AERONAUTICS

8 that air-intake shapes can be provided for such airfoil sec-

t:-- tions with desirable air-intake characteristics and without
-16·. -.... i--!<§mooth loss in maximum lift coefficient (fig. 63). Some pressure-
6
Roughness ot leading edqe.--> :::--. --.::.:,r12 distribution data for the air intakes shown in figure 63 in-
-I-
::::- dicate that the critical speed of the section has been lowered
4
fX'-8 only slightly and that falling pressures in the direction of
flow were maintained for some distance from the leading
2 edge on both surfaces at lift coefficients near the design lift
Q\
1\ coefficient for the section. Sufficient information is not
_0 available to permit such desirable configurations to be de-
'I! signed without experimental development.
"'I

-2
J"::V INTERFERENCE

The main problem of interference at low Mach numbers)s

-4 /'/ >.5·"8
r- I-- Aileron deflection, deg -12"
<'-,.
-- ,/
,/ considered to be that of avoiding boundary-layer separation
resulting from rapid flow expansions caused by the addition
-6 ---- of induced velocities about bodies and the boundary-layer
accumulations near intersections. No recent systematic
-8 investigations of interference such as the investigation of
0 reference 66 have been made.
twHo, radians
Some tests have been made of airfoil sections with in-
FIGURE 62.-Variation of the hinge·moment parameter !1cH6 with the equivalent change in tersecting flat plates (reference 67). These configurations
section angle of attack required to maintain a constant section lift coefficient for deflection
of the aileron on the NACA 64,2-(1.4)(13.5) airfoil section, smooth and with roughness at may be considered to represent approximately the condition
the leading edge of the airfoil. (For description of aileron, see fig. 60.) of a wing intersection with a large flat-sided fuselage.:.i:1n

24-inch chord
1.6 1.4
#
J
,
I .p- ", v.
,!-e =0.186 ..• p .V' he" 1.135
1.2 /.2

lei 'l ./
V

.., .8 1V t ·····he 1./35

VV
J I
IJ 11
\\
,a L ,tJH
- , he =0.186
qo
Ii / 1\
v. he =0.186
j / \ (V'
V Configuration
o Plain airfoil -
R
3.0" I O't - - - \ ...r/'
u

/
I o Ducfed model
(low flow) .,. 2.4
<> Oucted model
.2 11V r
I (high flpw) 2.4 r:I If . tJ H, he =/.135

;\ X qOI I J
-I.e o
-16 -8 0 8
16 24 o .4 .8 !.2 /.0
Section onqle of attock, «" deq Sedion lift C1

FIGURE 63.-Lift and flow characteristics of an )<ACA 7·scries type airfoil section with leading·edge air intake.
 SUMMARY OF AIRFOIL DATA
this case, the interference may be considered to result from
the effect on the wing of the fully developed turbulent bound-
ary layer on the fuselage or flat plate and the accumulation of
boundary layer in the intersection. These tests showed
little interference except in cases for which the boundary
layer on the airfoil alone was approaching conditions of
separation such as were noted with the less conservative
airfoils at moderately high lift coefficients.
Some scattered data on the characteristics of nacelles
mounted on airfoils permitting extensive laminar fl.ow are
presented in references 68 to 70. The data appear to in-
dicate that the interference problems for conservative NACA
6-series sections are similar to those encountered with other
types of airfoil. The detail shapes 'for optimum interfering
bodies and fillets may, however, be different for various
sections if local excessive expansions in the flow are to be
avoided.
Some lift and drag data for an airfoil with pusher-propeller-
shaft housings are presented in reference 71. These results
indicate that protuberances near the trailing edge of wings
should be carefully designed to avoid unnecessary drag
increments.
Another type of interference of particular importance for
high-speed airplanes results in the reduction of the critical
Mach number of the combination because of the addition of
the induced velocities associated with each body (reference
72). This effect may be kept to a minimum by the use of
bodies with low induced velocities, by separation of inter-
fering bodies to the greatest possible extent, and by such
selection and arrangement of combinations that the points
of maximum induced velocity for each body do not coincide.
APPLICATION TO WING DESIGN
Detail consideration of the various factors affecting wing
design lies outside the scope of this report. The following
discussion is therefore limited to some important aerodyna-
mic features that must be considered in the application of
the data presented.
APPLICATION OF SECTION DATA
Wing characteristics are usually predicted from airfoil-
section data by use of methods based on simple lifting-line
theory (references 73 to 76). Application of such methods
to wings of conventional plan form without spanwise discon-
tinuities yields results of reasonable engineering accuracy
(reference 77), especially with regard to such important
characteristics as the angle of zero lift, the lift-curve slope,
the pitching moment, and the drag. Basically similar
methods not requiring the assumption of linear section lift
.characteristics (references 78 and 79) appear capable of
yielding results of greater accuracy, especially at high lift
coefficients. Further refinement may be made by consider-
ation of the chordwise distribution of lift (reference 80).
Wings with large amounts of sweep require special consider-
ation (reference 81).
51
The usual wing theory assumes that the resultant air force
and moment on any wing section are functions of only the
section lift coefficient (or angle of attack) and the section
shape. According to this assumption, the air forces and
moments on any section are not affected by adjacent sections
or other features of the wing except as such sections or
features affect the lift distribution and thus the local lift of
the section under consideration. These assumptions ob-
viously are not valid near wing tips, near discontinuities in
deflected flaps or ailerons, near disturbing bodies, or for
wings with pronounced sweep or sudden changes in plan
form, section, or twist. Under such circumstances, cross flows
result in a breakdown of the concept of two-dimensional
flow over the airfoil sections. In addition to th('se
cross flows, induced effects exist that are equivalent to a
change in camber. Such effects are particularly marked
near the wing tips for wings of normal plan form and for
wings of low aspect ratio or unusual plan form. Lifting-
surface theory (see, for example, reference 81) provides a
means for· calculating wing characteristics more accurately
than the simple lifting-line theory.
Although span load distributions calculated for wings with
discontinuities such as are found with partial-span flaps
(references 82 and 83) may be sufficiently accurate for
structural design, such distributions are not suitable for
predicting maximum-lift and stalling characteristics. Until
sufficient data are obtained to permit the prediction of the
maximum-lift and stalling characteristics of wings with
discontinuities, these characteristics may best be estimated
from previous results with similar wings or, in the case of
unusual configurations, should be obtained by test.
The characteristics of intermediate wing sections must be
known for the application of wing theory, but data for such
sections are seldom available. Tests of a number of such
intermediate sections obtained by several manufacturers for
wings formed by straight-line fairing have indicated that the
characteristics of such sections may be obtained with reason-
able accuracy by interpolation of the root and tip character-
istics according to the thickness variation.
SELECTION- OF ROOT SECTION
The characteristics of a wing are affected to a large extent
by the root section. In the case of tapered wings formed by
straight-line fairing, the resulting nonlinear variation of sec-
tion along the span causes the shapes of the sections to be
predominantly affected by the root section over a large part
of the wing area. The desirability of having a thick wing
that provides space for housing fuel and equipment and re-
duces structural weight or permits large spans usually leads
to the selection of the thickest root section that is aerody-
namically feasible. The comparatively small variation of
minimum drag coefficient with thickness ratio for smooth
airfoils in the normal range of thickness ratios and the main-
tenance of high lift coefficient for thick sections with flaps
deflected usually result in limitation of thickness ratio by
characteristics other than maximum lift and minimum drag.
52 HEPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
The critical Mach number of the section is the most serious
limitation of thickness ratio for high-speed airplanes. It is
desirable to select a root section with a critical Mach number
sufficiently high to avoid serious drag increases resulting from
compressibility effects at the highest level-flight speed of the
airplane, allowance being made for the increased velocity of
flow over the wing resulting from interference of bodies and
slipstream. Available data indicate that a small margin
exists between the critical Mach number and the Mach num-
ber at which the drag increases sharply. As airplane speeds
increase, it becomes increasingly difficult and finally impos-
sible to avoid the drag increases resulting from compressibil-
ity effects by reduction of the airfoil thickness ratio.
In the cases of airplanes of such low speeds that compressi-
bility considerations do not limit the thickness ratio to values
less than about 0.20, the maximum thickness ratio is limited
by excessive drag coefficients at moderate and high lift
coefficients with the surfaces rough. In these cases, tho
actual surface conditions expected for the airplane should be
considered in selecting the section. Consideration should
also be given to unusual conditions such as ice, mud, and
damage caused in military combat, especially in the case of
multiengine airplanes for which ability to fly under such
conditions is desired with one or more engines inoperative.
In cases for which root sections having large thickness ratios
are under consideration to permit the use of high aspect ratios,
a realistic appraisal of the drag coefficients of such sections
with the expected surface conditions at moderately high lift
coefficients will indicate an optimum aspect ratio beyond
which corresponding increases in aspect ratio and root thick-
ness ratio will result in reduced performance.
Inboard sections of wings on conventional airplanes are
subject to interference effects and may be in the propeller
slipstream. The wing surfaces are likely to be roughened by
access doors, landing-gear retraction wells, and armament
installations. Attainment of extensive laminar flows is,
therefore, less likely on the inboard wing panels than on the
outboard panels. Unless such effects are minimized, little
drag reduction is to be expected from the use of sections
permitting extensive laminar flow. Under these conditions,
the use of sections such as the N ACA 63-series will provide
advantages if the sections are thick, because such sections are
more conservative than those permitting more extensive
laminar flow.
SELECTION OF TIP SECTION
In order to promote desirable stalling characteristics, the
tip section should have a high maximum lift coefficient and
a large range of angle of attack between zero and maxi-
Inurn lift as compared with the root section. It is also
desirable that the tip section stall without a large sudden loss
in lift. The attainment of a high maximum lift coefficient is
often more difficult at the tip section than at the root section
tor tapered wings because of the lower Reynolds number of
fhe tip section. For wings with small camber, the most
effective way of increasing the section maximum lift coeffi-
cient is to increase the camber. The amount of camber used
will be limited in most cases by either the critical-speed
requirements or by the requirement that the section have
low drag at the high-speed lift coefficient.
The selection of the optimum type of camber for the tip
section presents problems for which no categorical answers
can be given on the basis of existing data. The use of a type
of camber that imposes heavy loads on the ailerons compli-
cates the design of the lateral-control system and increases
its weight. The use of a type of camber that carries the lift
farther forward on the section and thus relieyes the ailerons
will, however, have little effect on the maximum lift coeffi-
cient of the section unless the maximum-camber position is
well forward, as for the N ACA 230-series sections. In this
case a sudden loss of lift at the stall may be expected. The
effects on the camber of modifications to the airfoil contour
near the trailing edge, which may be made in designing the
ailerons, should not be overlooked in estimating the charac-
teristics of the wing.
If the root sections are at least moderately thick, it is
usually desirable to select a tip section with a somewhat
reduced thickness ratio. This reduction in thickness ratio,
together with the absence of induced velocities from inter-
fering bodies, gives a margin in critical speed that permits the
camber of the tip section to be increased. This reduction in
thickness ratio will probably be limited by the loss in maxi-
milm lift coefficient resulting from too thin a section.
A small amount of aerodynamic washout may also be
useful as an aid in the avoidance of tip stalling. The per-
missible amount of washout may not be limited by the in-
crease in induced drag, which is small for 10 or 2° of washout
(reference 73). The limiting washout may be that which
causes the tip section to operate outside the low-drag range
at the high-speed lift coefficient. This limitation may be
so severe as to require some adjustment of the camber to
permit the use of any washout.
A change in airfoil section between the root and tip may
be desirable to obtain favorable stalling characteristics or
to take advantage of the greater extent of laminar flow that
may be possible on the outboal"d sections. Thus, such com-
binations as an NACA 230-series root section with an NACA
44-series tip section or an N ACA 63-series root section with
an N ACA 65-series tip section may be desirable.
It should be noted that the tip sections may easily be so
heavily loaded by the use of an unfavorable plan form as to
cause tip stalling with any reasonable choice of section and
washout. Both high taper ratios and large amounts of
sweepback are unfavorable in this respect and are particu-
larly bad when used together, because the resulting tip stall
promotes longitudinal instability at the stall in addition to
the usual lateral instability.
CONCLUSIONS
The following conclusions may be drawn from the data
presented. :a.:fost of the data, particularly for the lift, drag,
and pitching-moment characteristics, were obtained at
Reynolds numbers from 3 to 9XI0 6 •
1. Airfoil sections permitting extensive laminar flow, such
as the NACA 6- and 7-series sections, result in substantial
reductions in drag at high-speed and cruising lift coefficients
. as compared with other sections if, and only if, the wing
surfaces are fair and smooth.
 SUMMARY OF AIRFOIL DATA
2. Experience with full-size wings has shown that extensive
lnminnr flows nre obtainable if the surface finish is as smooth
ns thnt provided by sanding in the chordwise direction with
No. 320 curborundmn paper and if the surface is free from
smull scattered defects and specks. Satisfactory results
are usually obtained if the surface is sufficiently fair to permit
n straightedge to be rocked smoothly in the chordwise direc-
tion without jarring or clicking.
3. For ,vings of moderate thickness ratios with surface
conditions corresponding to those obtained with current
construction methods, minimum drag coefficients of the
order of 0.0080 may be expected. The values of the mini-
mum drag coefficient for such wings depend primarily on
the surface condition rather than on the airfoil section.
4. Substantial reductions in drag coefficient at high
Reynolds numbers may be obtained by smoothing the
wing surfaces, even if extensive laminar flow is not obtained.
5. The maximum lift coefficients for moderately cambered
smooth NACA 6-series airfoils with the uniform-load type
of mean line are as high as those for NACA 24- and 44-series
airfoils. The NACA 230-series airfoils have somewhat
higher maximum lift coefficients for thickness ratios less
than 0.20.
6. The maximum lift coefficients of airfoils with flaps are
about the same for moderately thick NACA 6-seriessections
as for the NACA 23012 section but appear to be considerably
lower for thinner N ACA 6-series sections.
7. The lift-curve slopes for smooth N ACA 6-series airfoils
are slightly higher than for N ACA 24-, 44-, and 230-series
airfoils and usually exceed the theoretical value for thin
airfoils.
8. Leading-edge roughness causes large reductions in
maximum lift coefficient for both plain airfoils and airfoils
equipped with split flaps deflected 60°. The decrement in
maximum lift coefficient resulting from standard roughness
is essentially the same for the plain airfoils as for the airfoils
equipped with the 60° split flaps.
53
9. The effect of leading-edge roughness is to decrease the
lift-curve slope, particularly for the thicker sections having
the position of minimum pressure far back.
10. Characteristics of airfoil sections with the expected
surface conditions must be known or estimated to provide a
satisfactory basis for the prediction of the characteristics of
practical-construction wings and the selection of airfoils
for such wings.
11. The N A CA 6 series airfoils provide higher critical
Mach numbers for high-speed and cruising lift coefficients
than earlier types of sections and have a. reasonable range
of lift coefficients within which high critical Mach numbers
may be obtained.
12. The NACA 6-series sections provide lower predicted
critical ::\-fach numbers at moderately high lift coefficients
than the earlier types of sections. The limited data avail-
able suggest, however, that the NACA 6-series sections retain
satisfactory lift characteristics up to higher Mach numbers
than the earlier sections.
13. The NACA 6-series airfoils do not appear to present
unusual problems with regard to the application of ailerons.
14. Problems associated with the avoidance of boundary-
layer separation caused by interference are expected to be
similar for conservative NACA 6-series sections and other
good airfoils. Detail shapes for optimum interfering bodies
and fillets may be different for various sections if local exces-
sive expansions in the flow are to be avoided.
15. Satisfactory leading-edge air intakes may be provided
for NACA 6-series sections, but insufficient information exists
to allow such intakes to be designed without experimental
development.
LANGLEY ::\-IEMORIAL AERONAUTICAL LABORATORY,
NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS,
LANGLEY FIELD, VA., March 5,1945.
 APPENDIX
METHODS OF OBTAINING DATA IN THE LANGLEY TWO·DIMENSIONAL LOW.TURBULENCE TUNNELS

By MILTON M. KLEIN

DESCRIPTION OF TUNNELS C/ section lift coefficient uncorrected for tunnel-

The Langley two-dimensional low-turbulence tunnels are wall effects
closed-throat wind tunnels having rectangular test sections design lift coefficient
3 feet wide and 7% feet high and are designed to test models lift coefficient measured in tunnel
completely spanning the width of the tunnel in two- moment coefficient about quarter-chord
dimensional flow. The low-turbulence level of these tunnels, point corrected for tunnel-wall effects
amounting to only a few hundredths of 1 percent, is achieved moment coefficient about quarter-chord
by the large contraction ratio in the entrance cone (approx. point measured in tunnel
20: 1) and by the introduction of a number of fine- F average of velocity readings of orifices on
wire small-mesh turbulence-reducing screens in the widest floor and ceiling used to measure blocking
part of the entrance cone. The chord of models tested in at high lifts
these tunnels is usually about 2 feet, although the characteris- average value of F in low-lift range
tics at low lift coefficients of models having chords as large potential function used to obtain 'I)-factor
as 8 feet may be determined. total pressure in front of airfoil
The Langley two-dimensional low-turbulence tunnel oper- total pressure in wake of airfoil
ates at atmospheric pressure and has a maximum speed of coefficient of loss of total pressure III the
approximately 155 miles per hour. The Langley two- wake
dimensional low-turbulence pressure tunnel operates at pres-
sures up to 10 atmospheres absolute and has a maximum He max maximum value of He
speed of approximately 300 miles per hour at atmospheric hT tunnel height
pressure. Standard airfoil tests in this tunnel a,re made of K=c/
2-foot-chord wooden models up to Reynolds numbers of Cd
T
approximately 9X 106 at a pressure of 4 atmospheres absolute. L true lift resulting from a point vortex
The lift and drag characteristics of airfoils tested in these L' lift associated with a point vortex as
tunnels are usually measured by methods other than the use measured by integrating manometers
of balances. The lift is evaluated from measurements of the m upstream limit of integration of floor and
pressure reactions on the floor and ceiling of the tunnel. The ceiling pressures
drag is obtained from measurements of static and t9tal n downstream limit of integration of floor
pressures in the wake. Moments titre usually measured by a and ceiling pressures
balance. resultant pressure coefficient; difference
,SYMBOLS
between local upper- and lower-surface
AI, A 2 , •• An coefficients of potential function for a pressure coefficients
symmetrical body static pressure in the wake
a fraction of chord from leading edge over free-stream dynamic pressure

B
which design load is uniform
dimensionless constant determining width
static-pressure coefficient (HoqO P)
of wake static-pressure coefficient in the wake
C
Cd
chord
drag coefficient corrected for tunnel-wall
(Ho qo PI)
effects 8 distance along airfoil surface
ca' drag coefficient uncorrected for tunnel-wall U velocity, due to row of vortices, at any
effects point along tunnel walls
drag coefficient measured in tunnel v free-stream velocity
section lift coefficient corrected for tunnel- increment in free-stream velocity due to
wall effpcts 'blocking
54
 SUMMARY OF AIRFOIL DATA 55
V' corrected indicated tunnel velocity The factor 'T]x was obtained as follows: The image system
V" tunnel velocity measured by static-pressure which gives only a tangential component of velocity along the
orifices tunnel walls is made up of an infinite vertical row of vortices
v local velocity at any point on airfoil surface of alternating sign as shown in figure 64. If the sign of the
w potential function for flow past a symmetri- vortex at the origin is assumed to be positive, the complex
cal body potential functionj for this image system is .
distance along chord' or center line of
tunnel ir I . h 'I1'zir I . h (Z-ihT)
j =2'11' og sm 2hT -2'11' og sm '11' (18)
y variable of integration (B:w) where
Y distance perpendicular to stream direction r strength of a single vortex
ilt ordinate of symmetrical thickness distri-
bution z complex variable (x+iy)
Yw distance perpendicular to stream direction hT tunnel height
from position of Hcmax y
slope of surface of symmetrical thickness
distribution .+ +"+

z complex variable (x+iy)

angle of zero lift
section angle of attack corrected for tunnel-
wall effects. m Upperwo//.... n
section angle of attack measured in tunnel
strength of a single vortex
ratio of measured lift to actual lift for any
type of lift distribution Lower woll·· ....
1/a 'IJ-factor for additional-type loading .-
1/b 'IJ-factor for basic mean-line loading
1/x 'IJ-factor applying to a point vortex
A component of blocking factor dependent on
shape of body
quantity used for correcting effect of body
upon velocity measured by static-pressure FIGURE 64.-Image system for calculation of in the Langley two·dimensional
low·turbulence tunnels.
orifices
component of blocking factor dependent on The velocity u, due to the row of vortices, at any point
size of body along the tunnel walls where
potential function hT
stream function y=""2
is then obtained as
MEASUREMENT OF LIFT
r 'I1'X
(19)
u=2h T sech hT
The lift carried by the airfoil induces an equal and opposite
reaction upon the floor and ceiling of the tunnel. The lift
may therefore be obtained by integrating the pressure dis- where x is the horizontal distance from the point on the wall
tribution along the floor and ceiling of the tunnel, the inte- to the origin. The resultant pressure coefficient P R is then
gration being accomplished with an integrating manometer. given by
Because the pressure field theoretically extends to infinity in 4u
both the upstream and the downstream directions, not all the PR==V
lift is included in the length over which the integration is 2r 'I1'X
performed. It is therefore necessary to apply a correction =hTVsech hT (20)
factor'T] that gives the ratio of the measured lift to the actual
lift for any lift distribution. The calculation was performed where V is the free-stream velocity.
by first finding the correction factor 'lJx applying to a point The lift manometers integrate the pressure distribution
vortex and then determining the weighted average of this along the floor and ceiling from the downstream position n
factor over the chord of the model. to the upstream position m (fig. 64). For a point vortex
56 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

located a distance x from the origin along the center line of
the tunnel, the limits of integration become n-x and m-x.
The lift L' associated with a point vortex, as measured by
the integrating manometers, is given by
(21)
The values of 'YJb and 'YJa for the Langley two-dimensional
low-turbulence pressure tunnel are given in the following
table for a model having a chord length of 2 feet, where 'YJb is
the 1]-factor corresponding to the basic mean-line loading
(indicated by the value of a) and 'YJa is the 'YJ-factor for the
additional type of loading as given by thin-airfoil theory:

a
where qo is the free-stream dynamic pressure.
1.0 0.934;
The true lift L resulting from the point vortex is given by .8 .9342
.6 .9336
.4 .9330
.2 .9325
L=2Qor o .9322
V
'Ia=O.92U6

The correction factor 'YJx is then

In order to check the variation of 'YJa with variations in the
additional type of lift distribution, the value of 'YJa was re-
calculated for the class C additional lift distribution given in
figure 6 of reference 74. The value of 'YJa for this case was
1
= h-
T
in-x
m-x
sech -h dx
7rX
T'
0.9304, as compared with 0.9296 for a thin airfoil. Because
of the small variation of 'YJa with the type of additional lift,
the value for thin-airfoil additional lift was used for all cal-
culations. The lift coefficient of the model in the tunnel
which yields
uncorrected for blocking c/ is given in terms of the lift co-
efficient measured in the tunnel CIT and the design lift coeffi-
(22) cient of the airfoil Cit by the following expression:

In the Langley two-dimensional low-turbulence tunnels, (24)

the orifices in the floor and ceiling of the tunnel used to
measure the lift extend over a length of approximately 13
Because 'YJb does not differ much from 'YJa, it is not necessary
feet. A plot of 1]x against x for the Langley two-dimensional that the basic loading or the design lift coefficient be known
low-turbulence pressure tunnel is shown in figure 65. The
with great accuracy.
1]-factor for a given lift distribution is obtained from the Because of tunnel-wall and other effects, the lift distribu-
expression tion over the airfoil in the turinel does not agree exactly with
the assumed lift distribution. Because of the small varia-
Jrchord 11'YJ" d
C
tions of 'YJ with lift distribution, errors caused by this effect are
considered negligible. It can also be shown that. errors caused
'YJ=f l1d (X)
- by neglecting the effect of airfoil thickness on the distri-
chord C
bution of the lift reaction along the tunnel walls are small.
1.0
MEASUREMENT OF DRAG

.8
--- i---...
t-- The drag of an airfoil may be obtained from observations
of the pressures in the wake (reference 84). An approxi-
mation to the drag is given by the loss in total pressure of the
.6 air in the wake of the airfoil. The loss of total pressure is
measured by a rake of total-pressure tubes in the wake.
.4 When the total pressures in front of the airfoil and in the
wake are represented by Ho and HI, respectively, the drag
coefficient obtained from loss of total pressure Cd T is

Cd
T
= r
Jwake
Hc
dyw
C
(25)
o -2 0 I 2 3 4 5 6
Disfonce downsfream from reference point in funnel, x) ft where
FIGURE 65.-Lift efficiency factor n. for a point vortex situated at various"positions along the He coefficient of loss of total pressure in the wake (Ho-_HI)
center line of the tunnel. Qo
 SFMMARY OF AIRFOIL DATA 57
Yw d istanc(' perpendicular to stream direetion froIll position -:-.. t---, :- S,
of fI ema ;: 10 ;---- t----
t-- t---- r-I-- 1./
--;--..
t---- -t--
r-- r-- r----
If thr static pressure in the wak(, is rrpresented by PI!
the tl'U(, drug coeffieient uncorrected for bloeking ca' may be
.9
r--
r-- ---
I------ r-- t-- -- --
1.0
.9
I--- t-- I---
r-- t--.
shown to be (refel'l'nee 84) B
;--..

t---
t-- t--
r--- r-- --- r--
I--- I'-- r---.,.
t--
I--- :--.....

t-- r----
.8 ----
i"---j-.... l'--.- I'-....
.7
(26)
K /'--. r----.- tZ '-...
.6 I--- l-- cc'=Kcdr 1'--- f"".-
'WI l{'re · th
8 1 IS '
I' stati<,-pl'essure COl'ffi' . e wak-e Ho-PI
('len t'm th --_. f- l-J-i: 1_ WaKe depth

The assumption is made that the variation of total pressure

qo .5
"(mo,)
S' _ Sfa Ie pressure
f-- j..--'.J:..... - - t - q,
q, ""-.
""
acrcss tIl(' wake can be represented by a normal probability .4
curve. Tht' drag cOPfficient ca' is tllPn easily obtainable from
measurements of CdT by means of a factor K, the ratio of c/
to Cd T , which depC'uds only on 8 1 and the maximum value of .I .3 .4 .5 .6 .7 .8 .9 J.O
lIe. If the maximum value of He is rt'prf'sentf'd by H emax ' FH.CRE tl(t--Plot of ](us u function of l1c maz with 8 1 as U paramC'ter.
tIl(' NlllH tiOll of the normal probability cune is
TIll' pou'lltial function w for a symm('trical body IS
ginll

(28)
where B is a dinH'llSiollless eonstnnt that determines the
width of the wlIk(,. If a ('onvenient varinble of intpgration
where ,. is tlll' fl'('l'-str('am veloeity and the coefficients AI,
..- .. IS use(1, t IIe ratIO
Y = Byw' . K'IS A 2 , • • • H1'(' comph,x. If the tunnel ht'ight is large COIll-
c pal'l'd to tIl(' size of tIll' body, POW('I'S of liz greater than 1
may b(, Iwgl(>ded and

(29)

This opl'l'Htion is ('quivaknt to rpplacing the body by a eil'elc

of whieh the doublpt strength is 2'llA I ; the term AI/z repn'-
Sl'nts thr disturbnnec to the fr('('-stn'am flow. The total
and is ind('pend<'llt of the width of the wah. TIl(' quantity indu('pd Y('locity at the center of tIl(' body dw' to all thf'
K has b('PI1 evaluatpd. for variolls values of He rna;c and 8 1 bv
.. imng('s is ('XP"('ss('d ill l'('f(,l'en('(' 86 as
assuming 8 1 to b(' constant aeross thE' wake. The drag
coeffieipnt c/ may thus be obtained from tunn('l mNl.sur('-
(30)
ments of Cd T , He mu , and 8 1 • A plot of K as a funetion of He mn
with 8 1 as param('t!:'r is given in figurE' 66. A paralIc,1 t1'l'at- where the term Al is the same as the term "41 'At2 V of
mpnt of this probll'm is given in rpfrr(,lH'P 85.
reference 86.
TUNNEL-WALL CORRECTIONS
For eOllveniellep in tunnd cal('ulatiolls, the t'xpressioll of
AF may be written
In two-dim(,llsional flow, the tunnE'1 walls may be eOllV(,I1- AV (31)
iently eOllsid(,l'('(i as having two distinct dff'cts upon thE' flow V=Au
over a mod('l in a tunnrl: (1) an inerease in the frE'e-stream where
velocity in titP neighborhood of thE' model bpcausr of a (32)
(;onstrietion of tIl<' flow and (2) a distortion of the lift
distribution from tIl!' indu(,E'd curvature of the flow.
The inca-cast' in fn.>('-str('am vplocity caused by the tunnel (33)
walls (blocking pfl'Pet) is obtaill('d from consideration of an
infinite vprtieal "ow of imag('s of a symmetrical body as The faetor 0' d('pends only Oil the size of the body and is
given in rpf(,I'('I\(,(, 86; tll(> irriag('s rl'pn'sent the ('fl'(>d of th(' easily calculatE'd. The factor A depends on the shape of the
tunnd wnlls. body and is more diffi('ult tocttlculate. For bodi('s such as
58 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

Rankine ovals and ellipses, simple formulas may be obtained sponding points of the upper and lower surfaces, and
for calculating A. In the general case, the value of A may { y de{! may be replaced by an integration over the upper
be obtained from the velocity distribution over the body by .10
the expression surface; therefore,

A=l: .fol dG) (34) fo z dz=2i f y de{! (counterclockwise direction)

where v is the velocity at any point on the airfoil surface and or

dy ddx is the slope of the airfoil surface at any point of which
the ordinate is Yt.

y Reversing the path of integration, replacing de{! by vds, replac-

ing ds by 1+ dx, and solving for A = gives

ods ..... ····Polh of Inlegralien A=.16 (I'lL 11 +(dyt)J

u,
FIGURE 67.-Sketch for derivation of A-factor.
In order to obtain this expression, consider the flow past a
symmetrical body as shown in figure 67. The potential
function for this flow is given by equation (28). Differen-
tiating and multiplying equation (28) by z gives
The line integral about a closed curve dz will fa z
depend only on the term -Adz and, from the theory of
residues, is given by
.1.'
11'.10 c V -V dx c
where the integration is taken from the leading edge to the
trailing edge over the upper surface.
In addition to the error caused by blocking, an error .}xists
in the measured tunnel velocity'because of the interference
effects of the model upon the velocity indicated by the static-
pressure orifices located a few feet upstream of the model
and halfway between floor and ceiling. In order to correct
for this error, an analysis was made of the velocity distribu-
tion along the streamline halfway between the upper and the
lower tunnel walls for Rankine ovals of various sizes and thick-
ness ratios. The analysis showed'that the correction could
be expressed, within the range of conventional-airfoil
thickness ratios, as a product of a thickness factor given
by the blocking factor A and a factor which depended upon
the size of the model and the distance from the static-pressure
orifices to the midchord point of the model. The corrected
indicated tunnel velocity V' could then be written
V'= (36)

r dWd
Jo z dz 'A 1 where V" is the velocity measured by the static-pressure
orifices. In the Langley two-dimensional low-turbulence
but tunnels, the distance from the static-pressure orifices to the
dw midchord point of the model is approximately 5.5 feet; the
z dz dz=z dw
corresponding value of for a 2-foot-chord model is approxi-
= (x+iy) (dcjJ+i dt/;) mately 0.002.
In order to calculate the effect of the tunnel walls upon the
where e{! is the potential function and if; is the stream func-
lift distribution, a comparison is made of the lift distribution
tion. On the surface of the body dif;=O, so that
of a given airfoil in a tunnel and in free air on the basis of
r z dd z dz= Jo{ x de{!+i Jo{ y de{!
Jc
W
(35)
thin-airfoil theory. It is assumed that the flow conditions
in the tunnel correspond most closely to those in free air when
the additional lift in the tunnel and in free air are the same
Since the body is symmetrical, the term x de{! will have (reference 87). On this basis the following corrections are
equal numerical values but opposite signs at corres,Ponding derived (reference 87), in which the primed quantities refer
points of the upper and lower surfaces, and fax de{! will to the coefficients measured in the tunnel:
vanish. The term y de{! will have equal values at corre-, -u]cz' (37)
 SUMMARY OF AIRFOIL DATA
-(1+) 4uc me /4' ,-UIl'Io,
'+ d'id
Il'o- Ull'o
CI Il'o
·, 4 UC m 14'
d 'IdeCXo " UCXI0 ,and uc/14
I n t he f oregolllg equatlons, the terms ,CI
are usually negligible for 2-foot-chord models in the Langley
two-dimensional low-turbulence tunnels.
When the effect of the tunnel walls on the pressure distri-
bution over the model is small, the wall effect on the drag is
merely that corresponding to an increase in the tunnel E!peed.
The correction to the drag coefficient is therefore given by the
following relation: '
ca=[1-2A(u+m ca'
Similar considerations have been applied to the development
of corrections for the pressure distribution in reference 87.
Equation (40) neglects the blocking due to the wake, such
blocking being small at low to moderate drags. The effect
of a pressure gradient in the tunnel upon loss of total pressure
in the wake is not easily analyzed but is estimated to be small.
The effect of the pressure gradient upon the drag has there-
fore been disregarded. When the drag is measured by a
balance, the effect of the pressure gradient upon the drag is
directly additive and a correction should be applied. For
large models, especially at high lift coefficients, the effect of
the tunnel walls is to distort the pressure distribution appre-
ciably. Such distortions of the pressure distribution may
cause large changes in the boundary flow and no adequate
corrections to any of the coefficients, 'particularly the drag,
can be found.
CORRECTION FOR BLOCKING AT mGH LIFTS
SO long as the flow follows the airfoil surface, the foregoing
relations account for the effects of the tunnel walls with suffi-
cient accuracy. When the flow leaves the surface, the block-
ing increases because of the predominant effect of the wake
upon the free-stream velocity. Since the wake effect shows
up primarily in the drag, the increase in blockilig would
logically be expressed in terms of the drag. The accurate
measurement of drag under these conditions by means of a
rake is impractical because of spanwise movements of loW--
energy air. A method of correcting for increased blocking
at high angles of attack without drag measurements has
therefore been devised for use in the Langley two-dimensional
low-turbulence tunnels. ' refinement of this correction has therefore not been attempted.
Readings of the floor and ceiling velocities are taken a few
inches ahead of the quarter-chord point and averaged to
remove the effect of lift. This average F, which is a measure
of the effective tunnel velocity, is essentially constant in the
low-lift range. The quantity FIFo, where Fo is the average
value of F in the low-lift range, however, shows a variation
59
from unity in the high-lift range for ap.y airfoil tested in the
(38)
tunnel; this variation indicates a change in blocking at high
lifts. A plot of FIFo against angle of attack cxo' for a 2-foot-
(39) chord model of the NACA 643-418 airfoil is given in figure 68.
The quantity FIFo is nearly constant for values of cxo' up to
12°; but for values of Il'o' greater than 12°, FIFo increases and
the increase is partIcularly noticeable at and over the stall.
1.20
1.10
V
>-. o ,.."... :r-o-
f/.oo
.90
(40)
.80
-16 -12 -8 -4 0 4 8 12 /6 20 24
Geometric angle of attacK, a;, deg
FIGURE 68.-Additional blocking factor at the tunnel walls plotted against angle of attack
for the NACA 643-418 airfoil.
A theoretical comparison was made of the blocking factor
Au and the velocity measured by the floor and ceiling orifices
for a series of Rankine ovals of various sizes and thickness
ratios. The quarter-chord point of each oval was located at
the pivot point, the usual position of an airfoil in the tunnel.
The analysis showed the relation between the blocking factor
Au and the change in F to be unique for chord ler gths up
to 50 inches in that different bodies having the same blocking
factor Au gave approximately the same value of F. For
chords up to 50 inches, the relationship is
A:=0.45 -1) (41)
where A VIV is the true increment in tunnel velocity due to
blocking; The foregoing relation :was adopted to obtain the
correction to the blocking in the range of lifts where >1.
Considerable uncertainty exists regarding the correct
numel1ical value of the coefficient occurring in equation (41).
If a row of sources, rather than the Rankine ovals used in
the present analysis, is considered to represent the effect of
the wake, the value of the coefficient in equation (41) would
be approximately twice the value used. Fortunately, the
correction amounts to only about 2 percent at maximum lift
for an extreme condition with a 2-foot-chord model. Further
COMPARISON WITH EXPERIMENT
A check of the validity of the tunnel-wall corrections has
been made in reference 87, which gives lift and moment
curves for models having various ratios of chord to tunnel
height, uncorrected and corrected for tunnel-:-wall effects.
60 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

.0

/ f\ iit" K
I. 2
V r V

! !
I \, /
8
I If
.4 / A

If 11
I
0 1
!I
II
!
-. 4 I
) !
/
t Airfoil A Pressure distribution,
TDT test 640
II o Airfoil B Pressure distnbution,
rDr test 655 I
-
.8
'\ 1I I Iregratinq manomrer,
TDr fest 618
Airfoil
l Integratin$. manometer,
TDT test 6 3 and 654

.2
(a) V (b)
-/6 -8 o 8 /6 24 32 -24 -16 o 8 16 24 32
Section angle of attack, «OJ deg
(a) Comparison for airfoil A. (b) Comparison for airfoil B.
FIGURE 69.-Comparison between lifts obtained from pressure·distribution measurements and lifts obtained from on the 1100r and ceiling of the tunnel.

1 l 1
2.0 Chord. in.
tor blocking
/.6
cor;"ecfed for'
/.8

1.2
V'
<:!
/.6
---' >- i"-
l /.4
17
r <1
V
\

.,&;; \
I /.2
1\
II S

1/
I
1.0

.8
'" , \

_J o Balance
o Integrating manometer_

II .6

j .4

.2
-1.2
-24 -16 -8 0 8 16 24
Section angle of attock, «., deg
FIGURE 70.-Comparison between lifts obtained from balance measurements and from o .I .2 .3 .4 .5 .6 .7 .8 .9
reactions on the floor and ceiling of the tunnel. :x/c
FIGURE 71.-Comparison between corrected arid uncorrected pressure distributions for two
chord sizes of a symmetrical NACA 6-series airfoil of l(i·percent thickness. ,"0=0·,
 SUMMARY OF AIRFOIL DATA
The general agreement of the corrected curves shows that
the method of correcting the lifts and moments is valid.
A comparison is made in reference 87 between the theoreti-
cal correction factor (equation (40)) and the experimentally
derived corrections of reference 88. The theoretical cor-
rection factors were found to be in good agreement with those
obtained experimentally.
In order to check the validity of the 'I-factor, a comparison
has been made of lift values obtained from pressure dis:..
tributions with those obtained from the integration of the
floor and ceiling pressures in the tunnel. A comparison for
two airfoils given in figure 69 shows that the two methods of
measuring lift give results that are in good agreement. The
'I-factor has also been checked by comparison of the lift
obtained _from balance measurements with the integrating-
manometer values in figure 70.
Finally, a check has been made of the method of correcting
pressure distributions (reference 87) for NACA 6-series air-
foils of two chord lengths at zero angle of attack in figure 71,
in which the pressure coefficients are plotted against chord-
wise position x/c. The agreement between the corrected
pressure distributions for both models verifies the method of
making the tunnel-wall corrections.
REFERENCES
1. Jacobs, Eastman N., Ward, Kenneth E., and Pinkerton, Robert
M.: The Characteristics of 78 Related Airfoil Sections from
Tests in the Wind Tunnel. NACA Rep.
No. 460, 1933.
2. Jacobs, Eastman N., and Pinkerton, Robert M.: Tests in the
Variable-Density Wind Tunnel of Related Airfoils Having the
Maximum Camber Unusually Far Forward. NACA Rep.
No. 537, 1935._
3. Jacobs, Eastman N., Pinkerton, Robert M., and Greenberg,
Harry: Tests of Related Forward-Camber Airfoils in the
Variable-Density Wind Tunnel. NACA Rep. No. 610, 1937.
4. Stack, John, and Von Doenhoff, Albert E.: Tests of 16 Related
Airfoils' at High Speeds. NACA Rep. No. 492, 1934.
5. Jacobs, Eastman N., and Sherman, Albert: Airfoil Section
Characteristics as Affected by Variations of the Reynolds
Number. NACA Rep. No. 586, 1937.
6. Pinkerton, Robert M., and Greenberg, Harry: Aerodynamic
Characteristics of a Large Number of Airfoils Tested in the
Variable-Density Wind Tunnel. NACA Rep. No. 628, 1938.
7. Jones, B. Melvill: Flight Experiments on the Boundary Layer._
Jour. Aero. Sci., vol. 5, no. 3, Jan. 1938, pp. 81-94.
8. Jacobs, Eastman N., and Abbott, Ira H.: Airfoil Section Data
Obtained in the N.A.C.A. Variable-Density Tunnel as Affected
by Support Interference and Other Corrections. NACA Rep.
No. 669, 1939.
9. Theodorsen, Theodore: Theory of Wing Sections of Arbitrary
Shape. NACA Rep. No. 411, 1931.
10. Stack, John: Tests of Airfoils Designed to Delay the Compress-
ibility Burble. NACA Rep. No. 763, 1943.
11. Jacobs, Eastman N.: Preliminary Report on Laminar-Flow Airfoils
and Jirew Methods Adopted for Airfoil and Boundary-Layer
Investigations. NACA ACR, June 1939.
61
12. Von Doenhoff, Albert E., and Stivers, Louis S., Jr.: Aerodynamic
Characteristics of the NACA 747A315 and 747A415 Airfoils
from Tests in the NACA Two-Dimensional Low-Turbulence
Pressure Tunnel. NACA CB No. L4I25, 1944.
13. Naiman, Irven: Numerical Evaluation by Harmonic Analysis
of the E-Function of the Theodorsen Arbitrary-Airfoil Potential
Theory. NACA ARR No. L5H18, 1945.
14. Theodorsen, Theodore: Airfoil-Contour Modification Based on
E-Curve Method of Calculating Pressure Distribution. N ACA
ARR No. L4G05, 1944.
15. Allen, H. Julian: A Simplified Method for the Calculation of
Airfoil Pressure Distribution. NACA TN No. 708, 1939.
16. Munk, Max M.: Elements of the Wing Section Theory and of
the Wing Theory. NACA Rep. No. 191, 1924.
17. Glauert, H.: The Elements of Aerofoil and Airscrew Theory.
Cambridge Univ. Press, 1926, pp. 87-93.
18. Theodorsen, Theodore: On the Theory of Wing Sections with
Particular Reference to the Lift Distribution. N ACA Rep.
No. 383, 1931.
19. Von Karman, Th.: Compressibility Effects in Aerodynamics.
Jour. Aero. ScL, vol. 8, no. 9, July 1941, pp. 337-356.
20. Von Doenhoff, Albert E.: A Method of Rapidly Estimating the
Position of the Laminar Separation Point. NACA TN No.
671, 1938.
21. Jacobs, E. N., and Von Doenhoff, A. E.: Formulas for Use in
Boundary-Layer Calculations on Low-Drag Wings. N ACA
ACR, Aug. 1941. '
22. Von Doenhoff, Albert E., and Tetervin, Neal: Determination of
General Relations for the Behavior of Turbulent Boundary
Layers. NACA Rep. No. 772, 1943.
23. Squire, H. B., and Young, A. D.: The Calculation of the Profile
Drag of Aerofoils. R. & M. No. 1838, British A. R. C., 1938.
24. Tetervin, Neal: A Method for the Rapid Estimation of Turbulent
Boundary-Layer Thicknesses for Calculating Profile Drag.
NACA ACR No. L4Gl4, 1944.
25. Quinn, John H., Jr., and Tucker, Warren A.: Scale and Turbulence
Effects on the Lift and Drag Characteristics of the
NACA 653 --418, a= 1.0 Airfoil Section. NACA ACR No. L4Hll,
1944.
26. Tucker, Warren A., and Wallace, Arthur R.: Scale-Effect Tests
in a Turbulent Tunnel of the NACA 653-418,. a=1.0 Airfoil
Section with 0.20,Airfoil-Chord Split Flap. NACA ACR No.
L4122, 1944.
27. Davidson, Milton, and Turner, Harold R., Jr.: Effects of Mean-
Line Loading on the Aerodynamic Characteristics of Some Low-
Drag Airfoils. NACA ACR No. 3127, 1943.
28. Von Doenhoff, Albert E., and Tetervin, Neal: Investigation of
the Variation of Lift Coefficient with Reynolds Number at a
Moderate Angle of Attack on a Low-Drag Airfoil. NACA
CB, Nov. 1942.
29. Oswald, W. Bailey: General Formulas and Charts for the Calcula-
tion of Airplane Performance. NACA Rep. No. 408, 1932.
30. Millikan, Clark B.: Aerodynamics of the Airplane. John Wiley
& Sons, Inc., 1941, pp. 108-109.
31. Hood, Manley J.: The Effects of Some Common Surface
Irregularities on Wing Drag. NACA TN No. 695, 1939.
32. Loftin, Laurence K., Jr.: Effects of Specific Types of Surface
Roughness on -Boundary-Layer Transition. NACA ACR No.
L5J29a, 1946.
33. Charters, Alex C., Jr.: Transition between Laminar and Turbulent
Flow by Transverse Contamination. NACA TN No. 891,1943.
34. Braslow, Albert L.: Investigation of Effects of Various Camouflage
Paints and Painting Procedures on the Drag Characteristics of
an NACA 65(421)-420, a=1.0 Airfoil Section. NACA CB No.
L4Gl7, 1944. -
62 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
35. Jones, Robert T., and Cohen, Doris: A Graphical Method of
Determining Pressure Distribution in Two-Dimensional Flow.
NACA Rep. No. 722, 1941.
36. Abbott, Frank T., Jr., and Turner, Harold R., Jr.: The Effects
of Roughness at High Reynolds Numbers on the Lift and Drag
Characteristics of Three Thick Airfoils. NACA ACR No.
L4H21,1944.
37. Jacobs, Eastman N., Abbott, Ira H., and Davidson, Milton:
Investigation of Extreme Leading-Edge Roughness on Thick
Low-Drag Airfoils to Indicate Those Critical to Separation.
NACA CB, June 1942.
38. Zalovcik, John A.: Profile-Drag Coefficients of Conventional
and Low-Drag Airfoils as Obtained in Flight. NACA ACR
No. L4E31, 1944.
39. Zalovcik, John A., and Wood, Clotaire: A Flight Investigation of
the Effect of. Surface Roughness on Wing Profile Drag with
Transition Fixed. NACA ARR No. L4I25, 1944.
40. Hood, Manley J., and Gaydos, M. Edward: Effects of Propellers
and of Vibration on the Extent of Laminar Flow on the
N. A. C. A. 27-212 Airfoil. NACA ACR, Oct. 1939.
41. Silverstein, Abe, S., and Hootman, James A.: Com-
parative Flight and Full-Scale Wind-Tunnel Measurements of
the Maximum Lift of NACA Rep. No. 618, 1935.
42. Sweberg, Harold H., and . Dirigeldein, Richard C.: Summary of
Measurements' in Langley Full-Scale Tunnel of Maximum
Lift Coefficients and Stalling Characteristics of Airplanes.
NACA Rep. No. 829, 1945.
43. Purser, Paul E., and Johnson, Harold S.: Effects of Trailing-
Edge Modifications on Pitching-Moment Characteristics of
Airfoils. NACA CB No. L4I30, 1944.
44. Fullmer, Felicien F., Jr.: Wind-Tunnel Investigation of NACA
66(215)-216, 66,1-212, and 651-212 Airfoils with 0.20-Airfoil-
Chord Split Flaps. NACA CB No. L4G10, 1944.
45. Abbott, Ira H., and Greenberg, Harry: Tests in the Variable-
Density Wind Tunnel of the N. A. C. A. 23012 Airfoil with
Plain and Split Flaps. NACA Rep. No. 661, 1939.
46. Wenzinger, Carl J., and Harris, Thomas A.: Wind-Tunnel Investi-
gation of N. A. C. A. 23012, 23021, and 23030 Airfoils with
Various Sizes of Split Flap. NACA Rep. No. 668, 1939.
47. Bogdonoff, Seymour M.: Wind-Tunnel Investigation of a Low-
Drag 'Airfoil Section with a Double Slot,ted Flap. NACA ACR
No. 3120, 1943. ' 66. Jacobs, Eastman N., and Ward, Kenneth E.: Interference of Wing
4S. Wenzinger, Carl J., and Harris, Thomas A.: Wind-Tunnel Investi-
gation of an N. A. C. A. 23012 Airfoil with Various Arrangements
of Slotted Flaps. NACA Rep. No. 664, 1939.
49. Wenzinger, Carl J., and Harris, Thomas.A.: Wind-TunneIInvest.i-
gation of an N. A. C. A. 23021 Airfoil with Various Arrangements
of Slotted Flaps. NACA Rep. No. 677, 1939.
50. Swanson, Robert S., and Crandall, Stewart M.: Analysis of A vail-
able Data on the Effectiveness of Ailerons without Exposed
Overhang Balance. NACA ACR No. L4E01, 1944.
51. Street, William G., and Ames, Milton B., Jr.: Pressure-Distribu-
tion Investigation of an ,N. A. C. A. 0009 Airfoil with a 50-
Percent-Chord Plain Flap and Three Tabs. NACA TN No.
734, 1939.
52. Ames, Milton B., Jr., and Sears, Richard 1.: Pressure-Distribution
Investigation of an N. A. C. A. 0009 Airfoil with an SO-Percent-
Chord Plain Flap and Three Tabs. N ACA TN No. 761, 1940.
53. Ames, Milton B., Jr., and Sears, Richard I.:
Investigation of an N. A. C. A. 0009 Airfoil with a 30-Percent-
Chord Plain Flap and Three Tabs .. NACA TN No. 759, 1940.
54. Sears, Richard I.: Wind-Tunnel Investigation of Control-Surface
Characteristics. I-Effect of Gap on the Aerodynamic Charac-
teristics of an N ACA 0009 Airfoil with a 30-Percent-Chord
Plain Flap. NACA ARR, June 1941.
55. Jones, Robert T., and Ames, Milton B., Jr.: Wind-TUlinel Inves-
tigation of Control-Surface Characteristics. V-The Use of a
Beveled Trailing Edge to Reduce the Hinge Moment of a
Control Surface. NACA, ARR, March 1942.
56. Sears, Richard r., and Liddell, Robert B.: Wind-Tunnel Investiga-
tion of Control-Surface Characteristics. VI-A 30-Percent-
Chord Plain Flap on the NACA 0015 Airfoil. NACA ARR,
June 1942.
57. Wenzinger, Carl J., and Delano, James B.: Pressure Distribution
over an N. A. C. A. 23012 Airfoil with a Slotted and a Plain Flap.
NACA Rep. No. 633, 1938.
58. Gillis, Clarence 1.., and Lockwood, Vernard E.: Wind-Tunnel
Investigation of Control-Surface Characteristics. XIII-Various
Flap Overhangs Used with a 30-Percent-Chord Flap on an
NACA 66-009 Airfoil. NACA ACR No. 3G20, 1943.
59. Rogallo, F. M.: Collection of Balanced-Aileron Test Data. NACA
ACR No. 4All, 1944.
60. Denaci, H. G., and Bird, J. D.: Wind-Tunnel Tests of Ailerons at
Various Speeds. II-Ailerons of 0.20 Airfoil Chord and True
Contour with 0.60 Aileron-Chord Sealed Internal Balance on the
NACA 66,2-216 Airfoil. NACA ACR No. 3F18, 1943.
61. Purser, Paul E., and Riebe, John M.: Wind-Tunnel Investigation
of Control-Surface Characteristics. XV-Various Contour
Modifications of a 0.30-Airfoil-Chord Plain Flap on an
NACA 66(215)-014 Airfoil. NACA ACR No. 3L20, 1943.
62. Braslow, Albert L. : Wind-Tunnel Investigation of Aileron Effec-
tiveness of 0.20-Airfoil-Chord Plain Ailerons of True Airfoil
Contour on N ACA 65r 415, 653-41S, and 654-421 Airfoil Sections.
NACA CB No. L4H12, 1944.
63. Sears, Richard I., and Purser, Paul E.: Wind-Tunnel Investigation
of Control-Surface Characteristics. XIV-NACA 0009 Airfoil
with a 20-Percent-Chord Double Plain Flap. NACA ARR
No. 3F29, 1943.
64. Crane, Robert M., and Holtzclaw, Ralph W.: Wind-Tunnel Inves-
tigation of the Effects of Profile Modifications and Tabs on the
Characteristics of Ailerons on a Low Drag Airfoil. N ACA Rep.
No. S03, 1944.
65. Von Doenhoff, Albert E., and Horton, Elmer A.: Preliminary
Investigation in the NACA Low-Turbulence Tunnel of Low-
Drag-Airfoil Sections Suitable for Admitting Air at the Leading
Edge. NACA ACR, July 1942
and Fuselage from Tests of 209 Combinations in the N. A. C. A.
Variable-Density Tunnel. NACA Rep. No. 540, 1935.
67. Abbott, Ira H.: Interference Effects of Longitudinal Flat Plates on
Low-Drag Airfoils. NACA CB, Nov. 1942.
6S. Ellis, Macon C., Jr.: Some Lift and Drag Measurements of a
Representative Bomber Nacelle on ,a Low-Drag Wing-II.
NACA CB, Sept. 1942.
69. Ellis, Macon C., Jr.: Effects of a Typical Nacelle on the Charac-
teristics of a Thick Low-Drag Airfoil Critically Affected by
Leading-Edge Roughness. NACA CB No.3D27, 1943.
70. Allen, H. Julian, and Frick, Charles W., Jr.: Experimental Investi-
gation of a New Type of Low-Drag Wing-Nacelle Combination.
NACA ACR, July 1942.
71. Abbott, Frank T., Jr.: Lift and Drag Data for 30 Pusher-Propeller
Shaft Housings on an NACA 65,3-018 Airfoil Section. NACA
ACR No. 3K13, 1943.
72. Robinson, Russell G., and Wright, Ray H.: Estimation of Critical
Speeds of Airfoils and Streamline Bodies. NACA ACR, March
1940.
73. Anderson, Raymond F.: Determination of the Characteristics of
Tapered Wings. NACA Rep. No. 572, 1936.
74. Jacobs, Eastman N., and Rhode, R. V.: Airfoil Section Charac-
teristics as Applied to the Prediction of Air Forces and Their
Distribution on Wings. NACA Rep. No. 631, 1938.
 SUMMARY OF AIRFOIL DA'l'A
75. Soule, H. A., and Anderson, R. F.: Design Charts Relating to the
Stalling of Tapered Wings. NACA Rep. No. 703, 1940.
76. Harmon, Sidney M.: Additional Design Charts Relating to the
Stalling of Tapered Wings. NACA ARR, Jan. 1943.
77. Anderson, Raymond F.: The Experimental and Calculated Char-
acteristics of 22 Tapered Wings. NACA Rep. No. 627, 1938.
78. Tani, Itiro: A Simple Method of Calculating the Induced Velocity
of a Monoplane Wing. Rep. No. 111 (Vol. IX, 3), Aero. Res.
Inst., Tokyo Imperial Univ., Aug. 1934.
79. Sherman, Albert: A Simple Method of Obtaining Span Load
Distributions. NACA TN No. 732, 1939.
80. Jones, Robert T.: Correction of the Lifting-Line Theory for the
Effect of the Chord. NACA TN No. 817, 1941.
81. Cohen, Doris: Theoretical Distribution of Load over a Swept-
Back Wing. NACA ARR, Oct. 1942.
82. Pearson, H. A.: Span Load Distribution for Tapered Wings with
Partial-Span Flaps. NACA Rep. No. 585, 1937.
63
83. Pearson, Henry A., and Anderson, Raymond F.: Calculation of
the Aerodynamic Characteristics of Tapered Wings with Partial-
Span Flaps. NACA Rep. No. 665, 1939.
84. The Cambridge University Aeronautics Laboratory: The Measure-
mentof Profile Drag by the Pitot-Traverse Method. R. & M.
No. 1688, British A. R. C., 1936.
85. Silverstein; A., and Katzoff, S.: A Simplified Method for Determin-
ing Wing Profile Drag in Flight. Jour. Aero. ScL, vol. 7, no. 7,
May ]940, pp. 295-301.
86. Glauert, H.: Wind Tunnel Interference on Wings, Bodies and
Airscrews. R. & M. No. 1566, British A. R. C., 1933.
87. Allen, H. Julian, and Vincenti, Walter G.: Interference in a Two-
Dimensional-Flow Wind Tunnel with the Consirleration of the
Effect of Compressibility. NACA Rep. No. 782, 1944.
88. Fage, A.: On the Two-Dimensional Flow past a Body of Symmet.rical
Cross-Section Mounted in a Channel of Finite Breadth.
R. & M. No: 1223, British A. R. C., 1929.
 TABLE H.-MAXIMUM LIFT AND STALLING CHARACTERISTICS OF MODELS TESTED IN THE NACA 19-FOOT PRESSURE TUNNEL

Contlguration Flap angle Flap.chord Flap span

Flap (deg) (percent c) (percent b) II
Model Geometric characteristics R CLmr.u: Stalling characteristi cs
Plan view Front view Inboard Outboard Jr. I cr, I cr. br, I bro
·------1---------1----'---,---
None None 1 1- 2. 1.26
1 3.6 1. 36
1 4.6 1. 41
1
Split 60 10 63 1 2.6 1.72
1 I I 1 3.6 1. 78
1 I I 4.6 1.84
I 20 I I 2.6 1.94
I ! 3.6 1. 98
Sections: I 4.6 2.07
Root: NAGA 66(215)-216 I Abrupt stall progresses
I I from root toward tip for
.j,
Tip: NAGA 66(215)-216
A=7.00
1 30 1 I
j 2.6
3.6
1. 97
2.03 flaps neutral and
span flaps detlected; no
.."
c--:-------=--=:J 4.6 2.06
Geometric washout, 0.00 data for fnll-span· flaps >-3
60 10 10 I 37 2.6 2.04
I 3.6 2.11
I 4.6 2.15 ?
00
20 20 2.6 2.40
I I 3.6 .2.50 >I>
1 4.6 2.51
T
1
I 1 1 30 30
1
-J.
I
-J. 2.6
3.6
2.43
2.49
4.6 2.52
-1---1 .....
---I Fowler Fowler o o 30 30 53 37 2. lX106 1. 15 o
2.8 1.29
3.3 1. 27
30
II
I I 2. I 2.29
Sections: I 1 >
Root: NAGA 66(215)-116 I I 2.9 2.44 With flaps neutral, satis-
1. I 3.4 2.49 factory; with flaps de-
Tip: NACA 66(215)-216 Sl.....
II A=7.0 I flected, extremely abrupt
35 .j, 2. I 2.36 stall envelops entire Ul
2.9 2.49 wing o
Geometric washout, 1.50 I I 3.4 2.54
::tI
j I ><i
.j, 2. I 3.13
30 30 1 1 j 1 2.9 3.31
o
o
3.4 3.29
--I 1--1--1--1--1---1---- ·--1
Sections:
Root: NACA 65(318)-{)19 None None 3.0XJ06 1.18 .....
....,
Tip: NAGA 65(318)-{)15 5. I 1. 37 Abrupt stall with satis-
III factory progression to· >-3
A=7.36 7.4 1.43 trl
ward tips
trl
washout; 3.60
1----1--1--1--\-·-1---1--1---1---1--- "'J
Sections; o
Root: NAGA 65(318)-{)19 None Noue 3.3XI0' 1.17 ::tI
Tip; NACA 65(318)-{)15 5.6 1.31 >
A=7.36 7.2 1. 34 Unsatisfactory stall; a trl
IV strong outflow resulted ::tI
0 in severe tip stall o
Geometric washout, 4.0
Sweep back of 0.25 chord line
21.930 >
q
Pliin Nine I-o-'=='-y-'-_-_ ..-.--. >-3
.....
a=0.6 1 1 78 1 55
o
1 I Ul
v Tip; NACA 66(215)-(1.8)12, 1 I I 1 • • I Abrupt stall satis-
-==== a=O.6 -J. 50 _... _.. -J. 3.3 2.10 factory. progresslOn to·
A =5.82 I -J. 5.2 2.19 ward UPO;
X=0.46 . 5.8 2.21
_ _ _I Geometric washout, 2.50 _ _ •______________ __
:-----., I I , I ,----
 Sections:
- Root:NACA66(215)-(1.8) (15.5), Plain None 0 --.6.-- 25 -._---- 60 ------- 3.3XI0' 1.34
a=0.6 I 5.3 1.39
VI Tip: NACA 66(215)-(1.8)12, I II I 6.0 1.39 Abrupt stall with satis-
I factory progression to-
C ---.::J t}::=- a=0.6
A =5.82 1 ,1. .10 . ------ L ------- ------- 3.3 1.87 ward tips
b:=J == 1 5.1 1.91
Geometric washout, 2.50 5.8 1.92

-- -- --- ---
I 1

Sections:
Root: Mod. N ACA 65,3-318,
a=O.8
Tip: Mod. NACA 65(318)-316, Double Double 0 0 2.1 2.5 .10 48 5.1XlO' 1.33 I
VIl slotted slotted I I I Satisfactory
a=0.8
D A=8.09 ,1. ,1. 55 30 ,1. 1 ,1. ,1. 5.1 2.85
>'=0.5 I
Geometric washout, 0.00
I

\ I
I
(\
-- - - - - - -
I
Sections: Zap Zap I
Root: NACA 67(115)-116 0 0 35 35 60 38 2.4XI0' 1.32
Tip: NACA 67,1-115 I I 48 ,1. 2.4 2.25 I
VUI ,1. ,l- ,l- 48 2.4 2.77 No data
C- A=6.7 Split w
-== - P' None 60 20 20
=-=0== >'=0.4
1 1 1 381 60 2.5 1. 91 q
Geometric washout, 2.00 ,l- Split ,l- 60 ,l- ,l- ,l- .!- 2.5 2.22
I

V - - -- - - -- I
f\ : I
>1
Sections:
o";j
Root: NACA 64(215)-418
IX
- Tip. N A CA 66,2x-415 None None ------- -----.- · ------- 3.5X10' 138 :.-
.....
-=0= A=8.92 Split ,l- 55 20 60 1. 97 Satisfactory
>.=0.33
----.-- 3.6
";j
Geometric washout, 1.00
S
t<
---.
V t::1
r . - - - - - - -- . - -
Sections:
Root: N ACA 64(215)-418 None
Tip: NACA 66,2x-415 None ---55-- ------- ------- · ------- 3.5XlO' 1.42
X Split 20 60 3.6 1.87 Satisfactory
v -v A=8.92 Split
'v-o-. >'=0.33 ./. ,l- 55 .!- 20 .!- --ao--- 3.5 2.11
Geometric washout, 1.00

---- V ------ --
II

Sections:
Root: NACA 64(215)-418
XI -, ,------ Tip: NACA 66,2x-415 None None ------- ------- · ------- 4.0XlO' 1.47
d \r- A=8.92 Split .\. 55 20 60 4.1 1. 95 Satisfactory
),,=0.33 -------
Geometric washout, 1.00

V
--- - - - - -- --- ---- I
Extensible None 0 .------ 25 ------- 70 ---- .. -- 3.1XlO' 01.37 I
t slotted 4.1 01.42
Sections: 4.8 01.45
Root: NACA 63(420)-418, I
a=l.O 1 35 -_.---- ------- ------- 3.1 <>2.19
XII Tip: NACA 65M15. a=1.0 4.0 02.20 Sati.factory I
- v
---:'. l1t
c:t A=7.77
>'=0 ..10
I 4.9 02.21
Geometric washout, 2.8 0 Split 1 60 ------- -.-._-- 3.1 02.00 I
4.1 02.06 ·1
V 4.8 02.06
-
• Propellers win<lmi!ling.
-- - - -- --
I I I
Cl
 TABLE II.-MAXIMUM LIFT AND STALLING CHARACTERISTICS OF MODELS TESTED IN THE NACA 19-FOOT PRESSURE TUNNEL-Concluded
---

I
Configuration Flap Flap angle Flap chord Flap span
(deg) (percent c) (percent b)
Model Geometric characteristics R Stalling characteristif!S
Plan view Front view Inboard Outboard tJ" a/. c" CI. bl, bl.
I ---- - - -- -
None None -----.- ----.-- ------. ---- .. -- ------- 2.4XI0 6 1. 21
I 3.8 1.37
5.3 1.45
I
---r
F Split 60 20 ------- 65 ----._- 2.4 1. 76
I 3.8 1. 89
1 5:4 1.00
Sections: I
I
Roots: NACA 66(215)-016 Extensible
II
lL-d 45 .J. I -._-._- -._---- 2.5 1. 72
Tip: NACA_66(215)-o16 trailing edge 1 I 3.7 1.86
XIII A =5.34> I
j 5.2 1. l:d
>'=0.68 1 t::l
Geometric:washout, 0.00 60 20 30 2.4 1.99 Satisfactory 'tJ
V sPt 1 I I
I
I
I 3.6
5.3
2.03
2.13
o
I I
Split .J. 60 -l- .(, .J. 2.4 2.01
1 1 I 3.8 2.15 Z
5.3 2.21 ?
--- - - - - - -- - 00
Extensible None 0 ------- 20 ------- 60 ------- 3.6X1Q6 1. 32 .,..
slotted I 5.1 1.42 II>-
,.... I 1 61 1. 46
I I I I
Sections: .J. I 35 ------- I ------- ------- 3.6 2.27
Root: NACA65(318)-1(18.5) 5.2 2.34 Abrupt stall with satisfac- >
Tip: NACA 66(215)-216 6.3 2.37 tory progression toward >-3
XIV c:.L Ol1,:J A=5.52 t-<
I I I 3.5 2.04 tips o
>'=0.48 Slotted I 50 ------- I ------- -------
Geometric washout, 3.0 0 I 4.9 2.13 Z
I I 5.9 2.16 >
V I t"'
Split 50 ------- .J. ------- 1 ------- 3.5 2.02 >
4.S 2.12
I
1 5.9 2.17
,.... ---- ---- rJl
o
Slotted None 0 ------- 20 ------- 60 -.----- 3.4XI06 1. 55
Sections: 4.8 1.58
Root: NACA 23015.6 I
5.6 1.60 Very abrupt stall, leftwing c
Tip: NACA 23009 II stalling very rapidly, for
XV A=5.5 50
I 3.4 2.46 all conditions
o
>'=0.52 ------- .J. ------- .J. ------- 4.8 2.50
Geometric washout, 0.00
1 1 5.6 2.52
t-<

---
V - - -- ---------- t::l
Extensible None 0 24
------- 50 3.0XlO'
------- ------- 1.34 t::l
p. slotted I I 4.1 1.47 "'!
I I I 5.0 1.50 Extremely abrupt stall,
Sections: g
Root: NACA 66,2-118 I I left wing stalls first for
38 ------- ------- ------- 2.9 2.01 the extensible slotted
XVI Tip: NACA 66(2x15)-1l6 1 4.0 2.15 >
. )::=='"
C:(f.D:-::::> A=6.9 1 I 1 flap, satisfactory for split t::l
I I I 4.9 2.21 flap
==--A==- Geometric washout, 2.0 0 4.9 '2.29 !:O
I o
Split 1 45 ------- .J. ------- 1 ------- 4.9 'I. 98
z:
---- ------ g;
Sections: >-3
t-<
Root: NACA 65 (216)-215, C
a=0.8 rJl
Tip: NACA 65(216)-215, Double Double 0 0 25 25 61; 31 3.6X1Q6 1.38
XVII a=0.5 slotted slotted 55 .J. 3.1 2.45 Satisfactory
-=Q== A=9.08 .1- .J. .J. 25 1 1 1 1 2.8 2.69
>'=0.45
Geometric washout, 1.00
0.2 chord line straight
- - - - - -- -
Sections:
Root: NACA 65 (216)-215,
a=0.8
Tip: NACA 65(216)-215, Double Double 0 0 25 25 65 31 3.6X10 6 1.37
XVIII -=Q=. a=0.5 slotted slotted 55 .J. I 3.1 2.44 Satisfactory
A=9.08 .1- .J. .J. 25 1 .J. 1 1 2.8 2.76
>'=0.45 I
Geometric washout, 1.00
-0.10 chord line straight

.------ I
 Sections:
Root: NACA 65(216)-215,
a =0.8
Tip: NACA 65(216)-215, Donble DOUble o o 25 25 65 31 3.6X106 1. 45 1 UnsatisfactorY, severe tip
XIX -w- a=0.5 slotted slotted 55 .l- 3.1 2.57 stall for all conditions
A =9.08 .l- ,J.. .l- 25 1 1 1 1 2.S 2. 86 except full-span flap
).=0.45
Geometric washout, 1.0 0
1.1 chord line straight
---I 1_ _1___1_ _ 1_ _ 1_ _ 1 1--1-------
Sections:
Root: NACA 65(216)-215,
a=O.S
10:- --- Tip: NACA 65(216)-215, Double Double o o 25 25 65 31 5.5X106 1.45
XX a=0.5 slotted slott!,d 55 1 5.5 2. 37 1 Satisfactory
A=9.08 .l- ,J.. ,J.. 1 1 1 .l- 5.5 2.6.'\
),=0.45
Geometric washout, 1.00
0.20 chord line straight
'---I 1-·- 1 - - 1 - - 1 - - 1 - - 1 1 - - 1 - -_ _ _ __
None None 2.9X106 1.23
II 4.0 1.43
4.9 1. 51
Sections:
Root: NACA 66,2-11S 45 50 3.0 1. 80
XXI Tip: NACA 66(2x15)-1l6 1 4.0
A=6.25 4.9 t 1 Satisfactory
'==:::::!- 1<=0.35
j
Geometric washout, 2.5 0 60 3.0 1.90
0.375 chord line straight 4.3 2.01
5.1 2.04
rJ2
: : : -: II j
Split 1 60 ,j, 20 40 5.2 2.43 q
---, 1--1--1--1--1--1--11---
p
T
Sections:
Root: NACA 66,2-11S
Tip: NACA 66(2x15)-1l6 None None 4.1XlO' 1.50
XXII A=6.25 4.9 1.60
Satisfactory
-== 1<=0.35 Split 45 1_ ... __ -1 20 '- _____ -1 50
±- Geometric washout, 2. 50 i 4.1 2.02
0.375 chord line straight >
....
$
---, 1-----1--1--1--1--1--1--11--- ....ot:"'
CJ
t:j
Sections: None None 2.9XlO' 1.38
Root: NACA 66,2-118 4.1 1.57
Tip: NACA 66(2xI5)-116 4.9 1.61 :>
XXIII A=6.25
).=0.35 Split 1 45 1______ -1 20 . ______ , 50 2.9 1. 83 I Satisfactory
Geometric washout, 2.50 4.1 1.99
0.375 chord line swept for· 5.0 2.02
ward3.5°
$
/---/ 1--1--1--1--1--1--1---
c.
Sections:
Root: NACA 66,2-118 None None 2.9X10· 1.34
Tip: NACA 66(2x15)-1l6 4.2 1. 56
XXIV A=6.1 5.0 1.63
Satisfactory
1<=0.47 . ______ , 50
Geometric washout, 2. 5° Split 1 45 20 3.0 1.85
0.375 chord line straight 4.2 1.92
5.1 2.0l

---I 1---1 1--1--1--1-_1,_ __

Sections:
0 Root: N ACA 65(223)-221, Fowler None o IS 63 1. 5X106 1.17
1L9l iE:LJ:t a=1.0 2.2 1.27
Tip: NACA 66(215)-316, I I 2.8 1.37
XXV a=0.6 Poor, initial stall Occurs
A=12.S 1 1 40 1 1 1.4 2.21 I at tips
1<=0.33 1.9 2.23
Geometric washout, 0.0° 2.7 2.30

• Fillets removed.
t::.l
--l
 SUMMARY OF AIRFOIL DATA 69
SUPPLEMENTARY DATA
I-BASIC THICKNESS FORMS
Page Page
N AC A 0006 ___________________________________________ _ 70 NACA 641-012 _________________________________________ _ 79
N ACA 0008 ____________________________________________ _ 70 N ACA _________________________________________ _ 79
N AC A 0009 ____________________________________________ _ 70 NACA 643-018 _______________________________ c _________ _ 80
N ACA 0010 ____________________________________________ _ 71 N ACA 644-02L ________________________________________ _ 80
N ACA 0012 ____________________________________________ _ 71 N ACA 65,2-016 _________________________________________ _ 80
NACA 0015 ____________________________________________ _ 71 N ACA 65,2-02L _______________________________________ _ 81
N ACA 001.8- ___________________________________________ _ 72 N ACA 65,3-018_________________________________________ _ 81
N ACA 0021 ____________________________________________ _ 72 N ACA 65-006 ________________ . ________________ .. ________ _ 81
N ACA 0024 ____________________________________________ _ 72 N ACA 65-008 __________________________________________ _ 82
NACA 16-006 ____ - ______________ - - ____ - - _- - - - - _- - - _- _- -- 73 N ACA 65-009 __________________________________________ _ 82
NACA 16-009 __________________________________________ _ 73 NACA 65-010 __________________________________________ _ 82
N ACA 16-012 ____ - _____________________________________ _ 73 NACA 651-012 _________________________________________ _ 83
NACA 16-015 __________ - __ - - -" _- - - _- - - -- - - - - - - - - - - - - - - -- 74 NACA 652-015 _________________________________________ _ 83
N ACA 16-018__________________________________________ _ 74 N ACA 653-018 _______________________________________ - __ 83
N ACA 16-021- ________________________ - - _- _- - ___ - - - - _- -- 74 N A C A 65c02 L ________________________________________ _ 84
N ACA 63,4-020_________________________________________ _ 75 N ACA 66,1-012-- _______________________________________ _ 84
NACA 63-006 ____ - _______ - - _- - _- - - _- _- - - - - - - - - - - - - - - - - -- 75 N ACA 66,2--015-- ___________ - - ____ - ____ - - ___ - - __________ _ 84
NACA 63-009 __________________________________________ _ 75 N ACA 66,2-01L _____________________ .__________________ _ 85
N ACA 63-010 __________________________________________ _ 76 NACA 66-006 __________________________________________ _ 85
N ACA 631-012 _____________________________ - - __ - _____ - -- 76 N ACA 66-008 __________________________________________ _ 85
N ACA 632-015 _________________________________________ _ 76 N A C A 66-009 __________________________________________ _ 86
N ACA 63 3-018 _________________ - _- _- _- - - _- _- - - - - - - - - - - -- 77 N ACA 66-010_ _____________ ________________ ___________ _ 86
N ACA 63c 021 ____________ - _- __ - - - _- _- - - _- _- - - - - - - ___ - -- 77 N ACA 661-012 _________________________________________ _ 86
N ACA 64,2-015 _________________ - ________ .___ - ____ - - ___ -_ 77 N ACA 66 2-015 _____________________________ - - __ - _- - __ - __ 87
N ACA 64-006 _____________ - _- ___ - __ - __ - - _- - - - __ - - -'. - - - -- 78 N A C A 663-018 _________________________________________ _ 87
NACA 64-008 _______________ - ______________ - - ___ " _- __ - -- 78 NACA 66c 02L ____________________________ - ___ - _- - __ - __ 87
NA'CA 64-009 ______ ._________________________ - _____ - __ - -- 78 N A C A 67,1-01 L _______________________________________ _ 88
NACA 64-010 .. ____________________________________ - __ - __ 79 NACA 747 AOI5 _________________________________ - _- - ____ _ 88
70 REPORT NO. 824--NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

2.0

NACA 0006 BASIC THICKNESS FORM

1.6
X
(percent c)
11
(percent c) (DIV)' vlV I AD./V

0 0 0 0 3.992
.li .880 .938 2.015
1.25 ----.-947--- 1.117 1.057 1.364

-
2.5 1.307 1.186 1.089 .984

-
5.0 1.777 1..217 1.103 .696
1.2 7.5 2.100 1. 225 1.107 .562
:---r-- 10 2.341 1.212 1.101 .478

(-r;)' I-- ::--- 15

20
2.673
2.869
1. 206
1.190
1.098
1. 091
.378
.316
25 2.971 1.179 1.086 .272
30 3.001 1.162 1.078 .239
40 2.902 1.136 1.066 .189
.8 50 2.647 1.109 1.053 .162
60 2.282 1.086 1.042 .123
70 1.832 1. 057 1.028 .097
80 1.312 1. 026 1.013 .073
NACA 0006 90 .724 .980 .990 .047
95 .403 .949 .974 .032
100 .063 0 0 0
.4
L. E. radius: 0.40 percent c

r---

o
NACA 0008 BASIC THlOK;);ESS FORM

1.6 x 11 (vi V)' vlV d"./F

(percent 0) (percent 0)
---

--
0 0 0 0 2.900
.5 .792 .890 1. 795

-,
1.25 ---i:263--- 1.103 1. 050 1.310
1.2 I' r-- 2.5
5.0
1.743
2.369
1.221
1.272
1.105
1.128
.971
.694
I
r-- I-- 7.5
10
15
2.800
3.121
3.564
1.284
1. 277
1.272
1.133
1.130
1.128
.561
.479
.379
20 3.825 1. 259 1.122 .318
25 3.961 1. 241 1.114 .273
30 4.001 1.223 1.106 .239
.8 40
50
3.869
3.529
1.186
1.149
1.089
1. 072
.188
.152
60 3.043 1.111 1.054 .121
70 2.443 1.080 1. 039 .096
NACA 0008 80 1.749 1.034 1.017 .071
90 .965 .968 .984 .017
95 .537 .939 .969 .031
100 .084 ... -------- -------.-.- 0
.4
L. E. radius: 0.70 percent c
V- .-
I'-..
o

NACA 0009 BASIC THlCKXESS FORM

1.6
x y
(t>fV)' vlV Av.IV
(percent c) (percent c)

----
- - - - ----- -----
0 0 0 0 0.595
.5 --T42Q--- .750 .866 1. 700
( 1. 25 1.083 1.041 1.283
1.2 2.5 1. 961 1.229 1.109 .963
r-- :--- 5.0
7.5
2.666
3.150
1. 299
1. 310
1.140
1.145
.692
.560
t-- 10 3.512 '1. 309 1.144 .479

'\
15 4.009 1. 304 1.142 .380
20 4.303 1. 293 1.137 .318
25 4.456 1.275 1.129 .273
.8 30 4.501 1.252 1.119 .239
\ 40
50
60
4.352
3.971
3.423
1.209
1.170
1.126
1.100
1.082
1.061
.188
.151
.120 .
NACA 0009 70 2.748 1.087 1.043 .095
80 1. 967 1.037 1.018 .070
90 1.086 .984 .982 .046
.4 95 .605 .933 .966 .030
100 .095 0 0 0

V- L. E. radius: 0.89 percent c

I'---
o .6 1.0
 SUMMARY OF AIRFOIL DATA. 71
2.0

NACA 0010 BASIC THICKNESS FORM

--
x (v/V)2 v/V I:1v.jV
1.6 (percent c) c)

0 0 0 0 2.372
.5 .712 .844 1.618
1.25 1.061 1.0ao 1. 255
r-- r-- 1. 578

--
( --
2.5 2.178 1. 237 1.112 .955

---r---
5.0 2.962 1.325 1.151 .690
7.5 3.500 1. 341 1.158 .559
10 3.902 1.341 1.158 .479
15 4.455 1.341 1.158 .380
(';\7I))' ......
........
20
25
4.782
4.952
1. 329
1. 309
1.153
1.144
.318
.273

.8 '\\ 30
40
50
60
5·002
4.837
4.412
3.803
1.284
1. 237
1.190
1.138
1.133
1.112
1.091
1.067
.239
.188
.150
.119
70 3.053 1.094 1.046 .094
80 2.187 1.040 1.020 .069
NACA 0010 90 1.207 .960 .980 .045
95 .672 .925 .962 .030
100 .105 ----------- ----------- 0
.4
L. E. radius: 1.10 percent c
V-
I'---
o

NACA 0012 BASIC THICKNESS FORM

1.6 x (vi V)' vlV I:1v.IV

(percent c) c)
-----

1.2
( ---r-- . . . r---
0
.5
1.25
2.5
5.0
0
---i:S94---
2.615
3.555
0
.640
1. 010
1. 241
1. 378
0
.800
1.005
1.114
1.174
1.988
1.475
1.199
.934
.685

r-- .........
7.5
10
15
20
4.200
4.683.
5.345
5.737
1. 402
1.411
1.411
1. 399
1.184
1.188
1.188
1.183
.558
.479
.381
.319

.8 1\ 25
30
40
50
5.941
6.002
5.803
5.294
1. 378
1. 350
1.288
1.228
1.174
1.162
1.135
1.108
.273
.187
.149
60 4.563 1.166 1.080 .118
70 3.664 1.109 1. 053 .092
NACA 0012 80 2.623 1.044 1.022 .068
90 1.448 .956 .978 .044
95 .807 .906 .952 .029
100 .126 0 0 0
.4
,,--- c--=:-- . L. E. radius: 1.58 percent c

r'--
o

--
NACA 0015 BASIC THICKNESS FORM

1.6
x u (vIV) , vlV I:1v.IV
(percent c) (percent c)
/ r-...... ----
I r--......
0
.5
1.25
2.5·
0
---2:367---
3.268
0
.546
.933
1. 237
0
.739
.966
1.112
1.600
1.312
1.112
.900
5.0 4.443 1.450 1.204 .675
7.5 5.250 1.498 1. 224 .557
......... 5.853 1. 520 1. 233 .479
(ilt 10
15 6.682 1. 520 1.233 .381

.8
'1\ 20
25
30
7.172
7.427
7.502
1.510
1.484
1. 450
1. 229
1.218
1.204
.320
.274
.239

NAtA 0015
\ 40
50
60
70
7.254
6.617
5.704
4.580
1. 369
1. 279
1. 206
1.132
1.170
1.131
1.098
1.064
1.024
.185
.146
.115
.090
.065
80 3.279 1.049
90 1. 810 .945 .972 .041

- - r-----
95 1. 008 .872 .934 .027
100 .158 0 0 0

V I

L. E. radius: 2.48 percent c

"---
o .2 .6 .8 /.0
.:rIc
72 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

2.0

NACA 0018 BASIC THICKNESS FORM

1.6 c---:-
-..... (percent 0)
y
(percent 0) (v/VP I v/v I flv.iF

( ,
0 0
- - - - - - - - - - - - - .. - -
0 0 1.342
'" ""- .5 ----------- .465 .682 1.178

1.2
I t--- -.....
1.25
2.5
5.0
7.5
2.841
3.922.
5.332
6.300
.857
1. 217
1. 507
1. 598
.926
1. 103
1.228
1. 264
1.028
.86l
.662
.55fi
10 7.024 1.628 1.276 .4i9
i 15 8.018 1. 633 1. 278 .381
I"--.. ! 20 8.606 1. 625 1. 275 .320
25 8.912 1. 592 1. 262 .274

.8
""'"1\ 30
40
50
9.003
8.705
7.941
1. 556
1.453
1.331
1. 247
1. 205
1. 15·i
.238
.184
.144

\' 60
70
80
6.845
5.496
3.935
1. 246
1.153
1. 051
1.116
1. 074
1. 025
.113
.087
.063
NACA 0018 90 2.172 .933 .966 .039
95 1.210 .836 .914 .025
100 .189 0 0 0
.4 ,..--
:/ ;---
t-- r--
t--- t--
i
:
L. E. radius: 3.56 percent c

l - -i-'-'
o "'-- r--
I-------- r----

- NACA 0021 BASIC THICKNESS FORM

/.6 I J x 11 v/V
""'" """ (vIF)' 1l.v(dV'

I
(percent c) (percent c)
I,
I 0 0 0 0 1.167
.5 .. _--------- .397 .630 1. 065
I 1.25 3.315 .787 .887 .946
2.5 4.576 1.182 1. 087 .818
1.2 5 6.221 1. 543 1. 242 .648
7.5 7.350 1.682 1. 297 .550
10 8.195 1. 734 1. 317 .478

'"
15 9.354 1. 756 1.325 .381
20 10.040 1. 742 1. 320 .320

.8 ""1\ 25
30
40
10.397
10.504
10..156
1. 706
1.664
1..538
1. 306
1.290
1. 240
.274
.183

\
.10 9.265 1. 388 1.178 .142
60 7.986 1. 284 1. 133 .111
70 6.412 1.177 1.085 .084
NACA 0021 80 4.591 1. 055 1. 027 .061
90 2.534 .916 .957 .037

-
95

----
1.412 .801 .895 .023
.4
'/ - t--'---- r--
;
100 .221

L. E. radius: 4.85 percent c

0 0 0

e----
o ! - -l - -

-........

/.6
( x
NACA 0024 BASIC THICKNESS FORM

I
y
(V/V)2 v/V fll'./V
(percent c)
----
(percent c)
I
J
, ""- 0
.5
0
________ w __
0
.335
0
.579
1. 050
.964
1. 25 3.788 .719 .848 .870
1.2 -',! 2.5
5.0
5.229
7.109
1.130
1.548
1. 063
1. 244
.771
.
7.5 8.400 1. 748 1.322 . .142
r--... 10
15
9.365
10.691
1. 833
1.88S
1. 354
1. 374
.470
.383

.8 '" 20
25
30
40
11.475
11.883
12.004
11.607
1.871
1. 822
1.777
1. 631
1. 368
1. 350
1. 333
1. 277
.321
.274
.238
.181

NACA OON \ \I
50
60
70
80
10.588
9.127
7.328
5.247
1. 450
1.325
1.203
1. 065
1. 204
1.151
1. 097
1. 032
.140
.109
.082
.059

- ---
90 2.896 .891 .944 .035
95 1. 613 .773 .879 .022
.4 100 .252 0 0 0
1/ '---- r-- L. E. radius: 6.33 percent c

f-.--
o .C .'T .6 .8 1.0
zlc
 SUMMARY OF AIRFOIL DATA 73
20

NACA 16-006 BASIC THICKNESS FORM

/. 6 x 1/ (vIF)' vlF Av./F

(pCrcent c) (percent c)

0 0 0 0 5.471
1. 25 .646 1.059 1. 029 1. 376
2.5 .903 1. 085· 1. 042 .980
/. e
- -----..
5.0 1. 255 1. 097 1.047 .689
7.5 1. 516 1.105 1. 051 .557
10 1.729 1.108 1.053 .476
r 15 2.067 1.112 1. 055 .379
(v)' 20 2.332 1.116 1.057 .319

\ 30 2.709 1.123 1.060 .244

40 2.927 1.132 1. 054 .196
50 3.000 1.137 1. 066 .160
8 60 2.917 1.141 1. 068 .130

NACA 16-006 \ 70
80
90
05
100
2.635
2.099
1. 259
.707
.060
1.132
1.104
1. 035
0
.962
1. 064
1. 051
1. 017
0
.981
0
.104
.077
.049
.032

4 L. E. radius: 0.176 percent c

NACA 16-009 BASIC THICKNESS FORM

I. 6
'V (vi F) , vjF Av./F
1 (perc;nt c) (percent c)
1 - - - - --------1----- -------1------
o o o o 3.644
1. 25 .969 1. 042 1. 021 1. 330
1.2
,-- -- 2.5
5.0
7.5
10
1. 354
1. 882
2.274
2.593
1.109
1.139
1.152
1.158
1. 053
1. 067
1. 073
1. 076
.964
.684
.5M
.475
15 . 3.101 1.168 1. 081 .378

.8 \ 20
80
40
50
3.498
4.063
4.391
4.500
1.177
1.190
1. 202
1.211
1.085
1. 091
1. 096
1.100
.319
.245
,197
.160

NACA 16-009
\ 60
70
4.376
3.952
3.149
1.214
1. 206
1.156
1.106
1. 099
1. 075
.131
.103
.076
90
80
95
I 1. 888
1. 061
1.043
.939
1. 022
.969
.047
.030
100 o o o
.090
.4

-
---------------------------------- '
L. E. radius: 0.3g6-percent c
t...-- r---

o
--- J---

NACA 16-012 BASIC THICKNESS FORM

u;
x y (vjF) ,
(percent c) (percent c) vlF "-v.iF

(v)"
I.e
/ - o
1. 25
2.5
5.0
7.5
10
o
1. 292
1. 805
2.509
3.032
3.457
o
1.002
1.109
1.173
1.197
1. 208
o
1.001
1. 053
1.083
1. 094
1.099
2.624
1. 268
.942
.677
.1)51
.473

.8 \ 15
20
30
4.135
4.664
'5.417
1. 223
1. 237
1. 257
1.106
1.112
1.121
.378
.319
.245
.197
\
40 5.855 1.271 1.128
50 6.000 1. 286 1.134 .161
60 5.835 1. 293 1.137 .131
NACA 16-012 70 5.269 1. 275 1.129 .102
80 4.199 1. 203 1. 097 .075
90 2.517 1.051 1. 025 .045
95 1. 415 .908 .953 .027

---
.4 100 .120 o o o
----------'

o
---
'-......2

.2 .4 .6
I-

.8
---'
L. E. radius: 0.703 perccnt c

.rIc
74 _ REPOR'!' NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

'20

NACA 16-015 BASIC THICKNESS FORM

/.6 x 11
(percent c) (percent c) (vIV)' t'/V tJ.v.IV

--' 0 0 0 0 2.041

./
L.--- I--- 1. 25
2.5
1. 615
2.257
.956
1.105
.978
1.051
1.209
.916
1.2 5.0 3.137 1. 200 1.095 .668
/ '\ 7.5
10
3.790
4. 322
1.239
1. 256
1.113
1.121
.547
.471

(vt .-
15
20
5.168
5,830
1. 278
1. 297
1.130
1.139
.377
.318

.8 \ 30
40
50
60
6.772
7.318
7.500
7.293
1. 327
1. 349
1. 364
1.374
1.152
1,161
1.168
1.172
.245
.197
.161
.131
'\ 70
80
6.587
5.248
1. 348
1. 254
1.161
1.120
.102
.074
, NACA 16-015 90 3.147 1,053 1. 026 .043
95 1. 768 .875 ,935 .025
100 .150 0 0 0
.4
L. E. radius: 1.100 percent c

V- r--- r-....
I--. L---V-
o

NACA 16-018 BASIC THICKNESS FORM

/.6
x 11 (v/V) , vlV tJ.v.IV
(percent c) (percent c)
,...-
V- 0 0 0 0 1. 744

/,E
(
/' """ \
1. 25
2.5
5.0
7.5
1. 938
2.708
3.764
4.548
.903
1.09,2
1.217
1.271
.950
1. 045
1.103
1.128
1.140
.883
.657
.541
, 10 5,186 1. 302 1.141 .468
15 6.202 1. 332 1.154 .376
,
\
20 6.996 1. 357 1.165 .318
30 8.126 1. 399 1.183 .245
40 8.782 1. 426 1.194 .198
.8 50 9.000 1,447 1.203 .162

NACA 16-018 \ 60
70
80
90
95
8.752
7.904
6.298
3.776
2.122
1. 452
1. 421
1. 306
1. 051
.837
1. 205
1.192 .
1.143
1. 025
.915
.131
.102
.073
.042
.024

-
lop .180 0 0 0
.4
I-- 1--r--.. L. E. radius: 1.584 percent c
V
'--1--- V--
o - .I--

NACA 16-021 BASIC THICKNESS FORM

1.6
I---r- x 11
!---- (percent c) (percent c) (o/V) , vlV tJ.v.IV
V

1.2
I 1\ 0
1.25
0
2.261
0
.826
0
.909
1. 574
1. 069

7 '\ 2.5 3.159 1. 062 1. 031 .828

5,0 4.391 1.221 1.105 .640
7.5 5.306 1. 295 1.138 .534
10 6,050 1. 342 1.159 .463

1\ 15 7.236 1. 391 1.179 .374

20 8.162 1. 419 1.191 .317
30 9.480 1. 474 1. 214 .245
.8 40 10.246 1. 506 1.227 .198

NACA 16-0EI
\ 50
60
70
, 80
10.500
lO,211
9.221
7.348
1. 535
1. 536
1. 495
1. 361
1. 239
1.239
1. 223
1.166
.162
.131
.102
.072

\ 90 4.405 1.039 1.019 .041

-
95 2.476 .801 .895 .023
100 .210 0 0 0
'"
v- L.--- i-- r----... L. E. radius: 2.156 percent c

f"-- r-- I- 1---: !---V

.2 .4 .6 .8 1.0
 SUMMARY OF AIRFOIL DATA 75
2. NACA 63,4-020 BASIC THICKNESS FORM
.0
I I I I
•••• .c. ".44 (upper surface) x 1/ (VfV)2 vfV Av.IV
(percent c) (percent c)

I.B
V 0
.5
0
1. 714
0
.444
0
.666'
.778
1.395
1.280
1.201
Va .75
1.25
·2.5
5.0
2.081
2.638
3.606
4.947
.605
.820
1.080
1. 277
.906
1.039
1.130
1. 072
.846
.645
-.;;;;:
V
II V-
7.5 5.964 1. 383 1.176 .543
10 6.800 1. 456 1.207 .475
15 8.090 1.551 1.245 .386
/ 1. 614 1.270 .330
20 9.006
.2 -;44 fower surface) 25 9.630' 1. 659 1.288 .289·
30 9.955 1. 689 1. 300 .257
35 9.978 1.630 1. 277 .219
40 9.765 1.567 1.252 .192
-.......::
/ 45 9.366 1.500 1. 225 .169.
50 8.819 1.433 1.197 .148
55 8.143 1. 362 1.167 .128

"
.8 7.351 1. 288 1.135 •• 112

/
60
65 6.464 1. 213 1.101 .097
70 5.496 1.137 1. 066 .084
NAOA 63,4-020 75 4.466 1. 059 1.029 .071

AI/ 80 3.401 .978 .989 .059

85 2.342 .896 , .947 ;046
.811 .901 .036

- t----r-- r--
90 1.348
95 .501 .728 .853 .023
I-- 0 .651 .807 O·
100
V
L. E. radius: 3.16 percent c

o '-- r-- L---

NACA63-006 BASIC THICKNESS FORM

x (vi V) , .IV A••IV

(percent c) c)

I .0 0 0 0 0 4.483
.5 .503 .973 .986 2.110
.75 .609 1.050 1.025 1.778
1. 25 .771 1. 080 1.039 1. 399
2.5 1.057 1.110 1.054 .981
1.. 462 1.130 1. 063 .692
,,0 _.cz =.03 (upper surface) 5
7.5 1.766 1.142 1.069 .562
I " 2.010 1.149 1.072 .484
I. 2 10
15 2.386 1.159 1.077 .384
["" I ·20 2.656 1.165 1. 079 .321
ff?' -:03 (lower surface) roo-
..........
25
30
2.841
'2.954
'1.170
1.174
1.082
1.084
.279
.245 .

r---. 35
40
45
3.000
2.971
2.877
1.170
1.164
1.151
1.082
1.079
1.073
.218
.196
.176
B 50 2.723 1.137
1.118
1.066
1.·057
.158
.141
55 2.517
60 2.267 1.096 1.047 .125
65 1.982 1. 074 1.036 .111
NACA 63-006 70 1.670 1.046 1. 023 .098
75 1. 342 1.020 1.010 .085
80 1. 008 .. 994 .997 .073
85 .683 .965 .982 .060
4 90 .383 .936. .967 .047
95 .138 .910 .954 .032
109 0 .886 .941 0
i..--
...;;;;.:
L. E. radius: 0.297 percent c
0
NACA 63-009 BASIC T1HCKNESS FORM

x (·fV)' vlV Av.IV

(percent c) c)
1.6
0 0 0 3:058
c, =.08 (upper surface) 0
.885 .941 1. 889
",,,, ... .5 .749
1.002 1.001 1.647
,,

-
.75 .906
1.25 1.151 1.051 1. 025 .1.339
2.5 1.582 1.130 1.063 .961
1 0 ... 5 2.196 1.180 1.086 .689
1.2 2.655 1.205 1.098 .560 .

'I;<V
7.5
-..;;::: 10 3.024 1. 221
1. 241
1.105
1.114
.484
.386
15 3.591

(vt I
---.08 (lower. surface).

"'-
20
25
3.997
4.275
1.255
1.264
1.269
1.120
1.124
1.126
.324
.281
.248

""
30 4.442
4:500 1. 265 1.125 .220
35 .196
4.447 1. 255 1.120
.8 40
4.296 1.235 1.111 .175
45 .156
50 4.056 1.208 1.099
55 3.739 1.175 1.084 .140
3.358 1.141 1.068 .124
NACA 8:1"'009 60 1.051 .109
65 2.928 1.104
70 2.458 1.065 1.032 .095
'1.966 1.025 1.012 .082
75 .069
.4 80 1.471 .984
.942
:992
.971 .057
85 .990 .044
90 .550 .903 .950.
.868 .932 .• 030'
I..---: 95 .196
.838 .915 0
100 0

. L. ,E. radius: 0.631 percent c

o .2 .4 .6 .8 /.0
.¥<Ic
76 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

NACA 63-010 BASIC THICKNESS FORM

.6°= ----- I - - ..--. - -

z
(percent c)
'1/
(peJ'cent c)
(VIV)2 vfV
I "'v.IV

1,- - - - - ----- ------ ------ ------'

2.

L.) .. . -.-----.- 0
.5
.75
0
.829
1.004
0
.841
.978
0
.917
.989
2.775
1. 825
1. 603
/ ' .c, =.10 (upper surface) 1. 25 1. 275 1. 037 1.018 1.316
2.5 1. 756 1.131 1.063 .952
, 5.0 2.440 1.193 1.092 .687
7.5 2.950 1.223 1.10() .500
1.245 1.116 .484
2 1

(°'>-- 10
15
3.362
3.994 1. 270 1.127 .386
20 4.445 1. 285 .325
I. 10wer --.-------... - 25 4.753 1. 295 1. 138 .2S2
30 4.938 1.302 1.141 .218
•. /)' I I' ) 35 5.000 1. 299 1.140 .220
1. 286 1.134 .196
1/ 40
45
50
4.938
4.7GG
4.496
1.2G2
1. 231
1.123
1.110
.175
.156
.139
55 4.140 1.193 1.092
8 r - I 60 3.715 1.154 1. 074 .123
65 3.234 1.113 1.055 .108
70 2.712 1. 069 1.034 .094
1---+-----1----1--- NACA 83-010··-+---1---1----1 75 2.166 1. 025 1. 012 .081
80 1. 618 .979 .989 .069
.056
I 85
90
95
1.088
.604
.214
.935
.893
.853
.967
.945
.924
.043
.030
100 0 .822 .907 0

L. E. radius: 0.770 percent c

NACA 63,-012 BASIC THICKNESS FORM

Z
(percent c)
'1/
(percent c)
(VIV)2 vfV I ",v.IV
-.---.

----=
I.B 0 0 0 0 2.336
_--------C', :./4 (upper surface) .5
.75
.985
1.194
.750
.925
.866
.962
1.695
1. 513
1. 25 1.519 1.005 1.003 1. 266

V- -t3::=: 2.5
5
2.102
2.925
1.129
1. 217
1.063
1.103
.933
.682
0/
---
,
7.5 3.542 1. 261 1.123 .559

K:', ---
U? 10 4.039 1. 294 1.138 .484
.387

(vl 1/1/
15 4.799 1.330 1.153
20 5.342 1. 349 1.161 .326
"-.14 fower 1.167 .283
25 5.712 1. 362
30 5.930 1.370 1.170 .249
--..:::: 6.000 1. 366 1.169 .221
35
40 5.920 1. 348 1.161 .195
.8
.......... 45 5.704 1. 317 1.148
1.130
.174
.155
50 5.370 1. 276
55 4.935 1. 229 1.109 .137
60 4.420 1.181 1.087 .121
65 3.840 1.131 1.063 .106
NACA 63,-012 70 3.210 1.076 1.037 .091
75 2.556 1. 023 1. 011 .079
80 1. 902 .969 .984 .067
.4 85 1. 274 .920 .959 .055
90 .707 .871 .933 .042

-
.029
r.--- -r'-- 95
100 0
.250 .826
.791
.909
.889 0

'--'--- I---
L. E. radius: 1.087 percent c
0
NACA 632-015 BASIC THICKNESS FORM

/.8 -
__ .c, =.22 (upper surfaoe)
._._-
x
(percent c)
! (percent c)
'II (V/V)2 vlV
I ",v.IV

f .........

......-- ..-- --. 0 -- 1----.. . -'---.-

0
.5
. 75
0
1.204
1. 462
0
· 600
· 822
0
· 775
· 907
1. 918
1. 513
1. 379
1.182

I
1. 25 1. 878 · 938 · 969
2.5 2.610 1.105 1. 051 .903
3.648 1. 244 1.115 .674
1.2 / -_.-. 5
1. 315 1.147 .557

i/
7.5 4.427
10 5.055 1.360 1.166 .484
/---.22 fower surface) 15 6.011 1.415 1.190 .388

(vi 20 6.693 1. 446 1.202 .330

.286

I
25 7.155 1.467 1.211
30 7.421 1. 481 1. 217 .251
35 7.5CO 1.475 1. 214 .222
'&. 40 7.386 1. 446 1. 202 .196
.8
......... 45 7.099 1.401 1.184
1.160
.174
.153
50 6.665 1. 345
55 6.108 1.281 1.132 .135
60 5.453 1. 220 1.105 .118
65 4.721 1.155 1.075 .102
70 3.934 1.0.85 1.042 .088
75 3.119 1.019 1.009 .076
.4 80 2.310 .953 .976 .063
85 1. 541 .894 .946 .051
/- --1----1-- 90
95
.852
.300
.839
.789
.916
.888
.039
.026

'-r-..
100 0 .750 .866
I 0

L. E. radius: 1.594 percent c

0 .2 .4 .8 .8 1.0
.rIc
 SUMMARY OF AIRFOIL DATA 77
2.0 NACA 633-018 BASIC THICKNESS FORM
/,c, (upper surfaco)
, x y (vfV) , vfV tl.v./V
(
(percent c)
I (percent I c)
I I- - - - - -
...--
""
0 0 0 0 1.639
1.6 -........ .5 1. 404 .441 .664 1. 361
.75 1. 713 .700 .837 1. 258
C( V
""
1. 25 2.217 .848 .921 1.105
2.5 3.104 1. 065 1. 032 .871
1. 260 1.122 .663

I V'"/
5 4.362
/' 7.5
10
5.308
6.068
1.360
1. 424
1.166
1.193
.553
.484
1.2 15 7.225 1. 500 1. 225 .390

I/
20 8.048 1. 547 1. 244 .333
'.32 dower surrace) 25 8.600 1. 579 1. 257 .289
30 8.913 1. 598 1. 264 .253
35 9.000 1. 585 1. 259 .223

.8 I 40
45
50
8. 845
8.482
7.942
1. 550
1. 490
1.411
1. 245
1. 221
1.188
.197
.173
.152

"
55 7.256 1.330 1.153 .133

I NACA 63.-018
60
65
70
75
6.455
5.567
4.622
3.650
1. 252
1.170
1. 087
1. 009
1.119
1. 082
1.043
1.004
.115
.099
.084
.072

I 80 2.691 .933 .966

.932
.059
.048

- r--
85 1. 787 .868
.4 90
95
.985
.348
.807
.753
.898
.868
.036
.024
f.--
V t---- r-- 100 0 .712 .844 0

o t-- - I--- -
l..---
L. E. radius: 2.120 percent c

/ NACA 63,-021 BASIC THICKNESS FORM

,,"\
I

I
x y
(II/V)' v/V d •• /V
/c, =.38 (upper surface) (percent c) (percent c)
1.6
V o o o o 1. 439
a .-- ..........
""'"
.5 1. 583 .275 .524 1. 236
''/ ./ .75 1. 937 .564 .751 1.156
1. 25 2.527 .725 .851 1.034

1.2 I / V 2.5
5
7.5
10
3.577
5.065
6.182
7.080
1.010
1. 260
1.394
1. 487
1.005
1.122
1.181
1. 219
.842
.653
.550
.484

(v) I II'" -.38 dower surface)

15
20
25
8.441
9.410
10.053
1. 592
1.655
1.698
1. 721
1. 262
1. 286
1.303
1. 312
.392
.335
.291
.255

/
30 10.412
35 10.500 1. 709 1.307 .225
40 10.298 1.654 1. 286 .198
,- 45 9.854 1. 578 1. 256 .173
.8 no
I
9.206 1.479 1. 216 .150
55 8.390 1.380 1.175 .130
60 7.441 1. 281 .1l2

--
NACA 634 -021 65 6.396 1.180 1.086 .096

I 70 5.290 1.084 1. 041 .081

75 4.160 .994 .997 .068
80 3.054 .911 .954 .057
.4 ---::: 85 2.021 .839 .916 .046

V
V- 90 1.113 .774 .880 .035
r--- 95
100 o
.392 .721
.676
.849
.822 o
.023

I--- j..-- L. E. radiu.: 2.650 percent c

o t---.. L.---

NACA 64,2-015 BASIC THICKNESS FORM

__ c z =.20 (upper surface)

,, x c)
. (percent I y
(percent c)
(v/l')' v/v tlv./v
1.0 - - - - - --------- -------- - - - - - - -------

1.2 / /'" V /
- 0
.5
.75
1. 25
2.5
5.0
7.5
0
1.216
1.453
1.
2_ 538
3.514
4.243
0
.710
.825
.962
1. 122
1. 234
1. 288
0
.843
.908
.981
1.059
1.111
1.135
1. 930
1500
1. 359
1.161
.911
.678
.553

// -.20 fower surface)

I
10
15
20
4.838
5.781
6.464
1. 323
1.371
1.401
1. 150
1.171
1.184
.477
.383
.325
.
I 25 6.967 1. 422 1.192 .285
30 7.307 1. 441 1. 200 .253

" '"
35 7.481 1. 458 1. 207 .227
.8 40 7.480 1.471 I. 213 .202
I 45
50
55
7.268
6.850
6.311
1.432
1. 366
1. 299
1.197
1.169
1.140
.175
.156
; 137
NACA 64,2-015 60 5.670 1. 234 1.111 .122
65 4.944 1.16R 1. 081 .102
70 4.158 1.102 1.050 .086

- --
1.019 .080

-
.4 75 3.338 1·039
80 2.506 .973 .986 .071
85 1. 698 .910 .g54 .056
V- :-- 90 .961 .849 .921 .039

-
95 .351 .791 .889 .027

'-- l---
. 100 0 .739 .860 0

1.0 L. E. radius: 1.65 percent c

o .2 .4 .8 .8
78 HEPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

20 NACA 64-006 BASIC THICKNESS FORM

x (ofV) , ofV t;.o./V

(percent c) (pertent c)

0 0 0 0 4.623
1.6 .5 .494 .995 .997 2.175
.75 .596 1.058 1.029 1. 780
1.25 .754 1.085 1.042 1.418
2.5 1.024 1.108 1.053 .982
5.0 1.405 1.119 1. 058 .692

----- --
7.5 1.692 1.128 1.062 .560

1.2 ,
,,0 .. .' .. --- (:, ... 02 (upper surface) 10
15
20
1. 928
2.298
2.572
1.134
1.146
1.154
1.065
1.071
1. 074
.483
.385
.321
I
...... ..
(ill V
25 2.772 1.160 1.077 .279
--.02 (lower surrace) 30 2.907 1.164 1. 079 .246
35 2,981 1.168 1.081 .220

.8
r--. 40
45
50
55
2.995
2.919
2.775
2.575
1.171
1.160
1.143
1.124
1.082
1.077
1. 069
1.060
.198
.178
.158
.142
'50 2.331 1.102 1. 050 .126
65 2.050 1.079 1.039 .112
NACA 84-008 70 1.740 1.0M 1.027 .098
75 1. 412 1.028 1. 014 .085
80 1.072 1.000 1.000 .072
85 .737 .970 .985 .060
.4 90 .423 .939 .969 .047
95 .157 .908 .953 .031
100 0 .876 .936 0

L. E. radius: 0.256 percent c

o
NACA 64-008 BASIC THICKNESS FORM

x 11 (vfV) , v/V t;.o./V

(percent c) (percent c)

1.6
0 0 0 0 3.M4
____ c, :.04 (upper surface) .5 .658 .912 .955 1. 994
.. - .75 .794 1. 016 1. 008 1. 686
1. 25 1. 005 1.084 1. 041 1. 367
2.5 1. 365 1.127 1.062 .969
,.0 ; 5.0 1.875 1.152 1.073 .688
7.5 ,2.259 1.167 080 .560
12 10 2.574 1.179 1.086 .480

f? -----.04 {ower surface

15
20
25
30
35
3.069
3.437
3.704
3.884
3.979
1.195
1. 208
1. 217
1. 225
1.230
1. 093
1. 099
1.103
1.107
1.109
.385
.323
.279
.246
.220
............ 40
45
3.992
3.883
1. 235
1. 220
1. 111'
1.105
.198
.176
.8 3.684 1.191 1. 091 .158
50
55 3.411 1.163 1.078 .141
60 3.081 1.133 1. 064 .125
NACA 65 2.704 1.102 1. 050 .110
70 2.291 1.069 1. 034 .096
75 1.854 1.033 1. 016 .083
SO 1.404 .995 .997 .071
.4 85 .961 .957 .978 .059

--
90 ,550 .918 .958 .046
95 .206 .878 .937 .031
"........ 100 0 .839 .916 0

L. E. radius: 0.455 percent c

o
NACA 64-000 BASIC THICKNESS FORM

x 11 (v/V)' v/V t;.v.IV

(percent c) (percent c)
1.6
----c,=.06 (upper surroC'e) 3.130
I
, , .. ---
0 0 0 0
.5 .739 .872 .934 1.905
, .75 .892 .990 .995 1. 637
,0 : 1. 25 1.128 1. 075 1.037 1.340

1.2
/7 :::,... .J 2.5
5.0
1. 533
2.109
1.131
1.166
1.063
1.080
.963
.686

V
7.5 2.543 1.186 1.089 .560
1.200 1. 095 .479
--coe (ower 10
15
2.S98
3.455 1. 221 1.105 .383
(vY
----+=i--
20 3.S68 1. 236 1.112 .323
I ' ............ 25
30,
35
4.170
4.373
4.479
1.246
1. 255
1.262
1.116
1.120
1.123
.281
.248
.221
.8 -- 40 4.490 1.267 1.126 .198
45 4.364 1.246 1.116 .176
50 1. 217 1.103 .158
55 3.826 1.183 1.088 .140
NACA 84-009 60 3.452 1.149 1.072 .• 125
65 3.026 1.112 1.055 .109
70 2.561 1.073 1.036 .095
'.4 75 2.069 1.033 1.016 .082
80 1. 564 .992 .996" .070
85 1.069 .950 .975 .057
90 .611 .907 .952 .044
t..---" 95 .227 .865 .930 .030
r-- 100 0 .822 .907 0

L. E. radius: 0.579 percent c

o .2 .6 .8 ·1.0
 SUMMARY OF AIRFOIL DATA 79
1'. 0 NACA 64-010 BASIC THICKNESS FORM

,. x II (vI V)' vlV Av.IV

(percent c) (percent c)

0 0 0 0 2.815
/. 6 .5 .820 .834 .913 1.817
.75 .989 .962 .981 1. 586
,-cz "'.08 (upper surface) 1.25
2.5
, 1.250
1.701
1.061
1.130
1.030
1.063
1.313
.957

---
, 5 2.343 1.181 1. 087 .684
7.5 2.826 1.206 1.098 '.559
10 3:221 1.221 1.105 ,480
1.116
I. ZO. 15 3.842 1.245 .386
K __ -..::::: 1.123

V
20 4.302 1.262 .325
25 4.639 1.275 1.129 .280
--.08 (lower svrface) 30 4.864 1.286 1.134 .246
35 4.980 1.295 1.138 .220
1.140
f f' 40
45
4.988
4.843
1.300
1.279 1.131
.199
.176

"
\ 50 4.586 1.241 1.114 .158
8 55 4.238 1.201 1.096 .139
60 3.820 1.161 1.077 .124
65 3.345 1.120 1.058 .109
70 2.827 1.080 1.039 .095
NACA 64-010 75 2.281 1.036 1.018 .081
80 1.722 .990 .995 .069
85 1.176 .944 .972 .057
.,. 90
95
.671
.248
.900
.850
.949
.922
.044
.030
100 0 .805 .897 0
L.----
I'--
- L. E. radius: 0.720 perCent c

0
NACA 641-012 BASIC 'rHICKNESS FORM

x 11 (vI V)' V/V t.v./V

(percent c) (percent c)
,
/. {) -I 0 0 0 0 2.379
.5 .978 .750 .866 1. 663
/,c, =./Z (upper surfaoe) , .75 1.179 .885 .941 1. 508
1.25 1.490 1.020 1.010 1.271
1.129 1.063 .943

---
2.5 2.035
V -....: 5,0 2.810 1.204 1.097 .685
/.2
(/
-- K_';12 (lower surface)
7.5
10
15
20
3.394
3.871
4.620
5.173
1.240
1. 264
1.296
1.320
1.114
1.124
1.139
1.149
.569
.482
.388
.328
25 5.576 1.338 1.156 .281
30 5.8# 1.351 1.162 .247
35 5;978 1.362 1.167 .221
r 40 5.981 1.372 1.171 ' .199
8 ( 45 5.798 1.335 1.156 .177
50 ,5.480 1.289 1. 136 .158
55 5.056 1.243 1.115 .138
60 4.548 1.195 1.093 .122
NAOA 041 -012 65 3.974 1.144 1.070 .103
70 3.350 1.091 1.044 .088
75 2.695 1.037 1. 018 .074
80 2.029 .981 .990 .063
85 1.382 .928 .963 .052

,--e--
--..:... - -
90
95
100 0
.786
.288

L. E. radius: 1.040 percent c

.874
.825
.775
.935
.908
.880 0
.045
.028

o
NACA 64.-015 BASIC THICKNESS FORM

x
"

--
(percent c) (oJV)' vlV Av./17
(percent c)
1."6 /
A x.c2 (upper surface) 0 0 0 0 1.939
K .5, 1.208 .670 .819 1.476
1.456 .762 .873 1.354

I- /-- V--V
.75
,,/ 1. 25 1.842 .896 .947 1.188
2.5 2.028 1.113 1.055 .916
5.0 3.004 1.231 1.109 .'670
/.2 1;284 1.133 .559
I /
(lower surface)
7.5
10
15
4.240
4.842
5.785
1.323
1.375
1.150
1.172
.482
.389
20 6.480 1.410 1.187 .326

.8 I "
...........
25
30
35
40
6.985
7.319
7.482
7.473
1.434
1.454
1.470
1.485
1.426
1.198
1.206
1.213
1.218
1.195
.285
.250
.225
.202
' .179
II
45 7.224
50 6.810 '1.365 1.168 .158
56 6.266 1.300 1.140 .135
NACA 642 -015 60 5.620 1.233 1.110 .121
65 4.895 1.167 1.080 .105
1.049 .090

-- - -
70 4.113 1.101
3.296 1.033 1.016 .078,
.4 75
80 2.472 .967 .983 .065
85, 1.677 .902 .950 .054
90 .950 .841 .917 .041
95 .346 .785 .886 .031
.855 0
'-- r-.-.... 100 0 .730

L. E. radius: 1.590 percent c

o .2 .4 .6 .8 /.0
80 REPORT NO. 824-NATIONAL ADVISORY COMMI'fTEE FOR AERONAUTICS

---,---------------.
2.0 NACA 613-018 BASIC THIOKNESS FOJlM

c) I (pergent c) I (v/V)' viI' tJ.v.IV

(upper surface)
o 0 0 0 1.646
1.6
V --- .5 1.428 .546 .739 1.360

--
.75 1. 720 .705 .840 1. 269
1. 25 2. 177 . 862 .920 1. 128
/" 2. 5
5.0
3.005
4.186
1. 079
1. 244
1. 039
1.115
.904
.669
'"'-....
fr V 7.5
10
5.076
5. 803
1. 327
1. 380
1.152
1. 17.5
.558
. 486

7 v'--
./ 15 6.942 1. 450 1. 204 .391
/.2
20 7.782 1. 497 1. 224 .331
----.32 surface) 25 8.391 1. 535 1. 239 .288
8. 7R9 1. 562 1. 250 .255
M &m I.. .m

.8 I 40
45
50
55
8. 952
8.630
8.114
7.445
1. 600
1.518
1. 436
1. 354
1. 265
1. 232
1.198
1.164
. 200
.177
.154
.134

7 -NACA 643 -0/8

60
65
70
75
6.658
5.782
4. 842
3.866
1.272
1.190
1. 109
1. 028
1.128
1. 091
1. 053
1. 014
.117
.102
. 088
.071

- --r---- -
m .• .m
85 1. 951 .879 .937 .051
.4 - .-. 90 l.m .m .•
95 .400 .747 .864 .027
/- -
100 0 .695 .834 0

- ------
f--.
I-- I L. E. radius: 2.208 percent c
o r--
( NACA 64.-021 BASIC THICKNESS FORM
1\ ,

/ ---- K,:·c,=.44 (upper surface)

:r
(percent c)
I
y
(percent c)
__ '-_ tJ.".:__
1.6
I
V
0 0 o 0 1. 458

/ "" .5
.75
1. 25
1.646
1. 985
2.517
. 462
. 603
.759
. 680
. 776
.871
1. 274
1. 203
1.084

/0 V 2.5
.0;.0
7.5
3.485
4.871
5.915
1.010
1. 248
1. 358
1.005
1.117
1.165
.878
.665
. .157

/ 1/,
1.2 10 6.769 1. 431 1.196 486
15 8.108 1. 527 1.236 .395
--·.44 (lower surface) 20 9.095 1. 593 1. 262 .335
25 9.m7 1. 654 1. 281 .293
30 10.269 1. 681 1. 297 .259
35 10.481 1. 712 1.308 .232

.8
/ 40
45
50
10.431
]0.030
9.404
1. 709
1.607
1. 507
1.307
1. 268
1. 228
I,
.202
.178
.IM

I. .-- I-'-NAGA 64,-02/

55
60
65 I
8.607
7.678
6.649
1.406
1.307
1. 209
1.186
1. 143
1.099
.134
.116
.099

L
70 5.549 1.112 1.055 .084

- r--
75 4.416 1.020 1.010 .071
m 3.287 .932 .965 .059
..4 85 2.213 .851 .923 .047
90 1. 245 .778 .882 .036
V 1----1---!-. 95
100 0
.449 .711
.653
.844
.808 0
.022
I
J--
'0 t--- I---
L. E. radius: 2.884 percent c

65,2-016 BASIC THICKNESS FORM

,
I
..

___ c,= .20 (upper surface)

I I (l>jl')' tJ.v.IV

--
_.. c) c)

=f
!6 ,"'.. I--- - - - - - - - - - - - - - - - - - - - - -------
( ,......- 0
. ,)
0
1. 202
I 0
.560
0
.748
1. 950
1. 650
I--- .75 1. 423 .690 .831 1. 500
V V-
1.2
/0 /'
V 1. 25
2.5
5.0
1. 796
2.507
3.543
.812
1. 068
1. 217
.918
1. 033
1.103
1. 275
.920
.680
v<_. __ --.20 fower
II
7.5 4.316 1.287 1.134 .545
10 4.954 ·1.328 1.152 .480
surface) 15 5.958 1.174 .390
.- 20 6.701 '1. 409 1.187 .325
25 7.252 1. 433 1.197 .285
30 7.645 1. 453 1. 205 .255
8 '( 35 7.892 1. 469 1. 212 .225
40 7.995 1.484 1. 218 .200
""""- 45 7.938 1. 497 1. 224
f
.180
50 7.672 1. 491 1. 221 .160
55 7.184 1. 421 1.192 .140
NAGA 65, 2-0/6 60 6.495 1.328 1.152 .125
65 5.647 1. 235 1.111 .110
70 4.713 1.147 1.071 .095
4 75 3.738 1.05fi 1.028 .080
80 2.759 .970 .985 .066
J-- t--. 85 1.817 .886 .941 .050
V t--. 90
95
.982
.340
.816
.769
.903
.877
.040
.025
100 0 .733 .856 0
t--- 1--
L. E. radius: 1.704 percent c
o .C' .4 .6 .8 1.0
I
a:>/C
 SUMMARY OF AIRFOIL DATA 81
2 NACA' BASIC THICKNESS FORM
.0
x y, Ilv';v
(vIV)2 vlV
(percent c) (percent c)
I
.6
/
",.-

V V
0-_ l.---
- C', =.2 (uPper

t\
surface) 0
.5
.75
1. 25
2.5
0
1. 664
2.040
2.628
3.715
0
.400
.500
.682
.943
0
'.632
.707
.826
.971
1. 414,
1. 161
1. 084
.967
.811

v--
/ 5.300 1. 232 1.110 .633
5.0

I.2
/ - '---.2 fower sur'fqce)
7.5
10
15
20
6.478
7.433
8.889
9.917
1.375
1.467
1. 577
1.628
1.173
1.211
1. 256
1. 276
.539
.479
.380
.324
.281
1/ 25 10.648 1. 655 1. 286
30 11.142 1. 677 1.295 .247
35 11.423 1.694 1. 302 .220.

I
40 11.499 1. 708 1. 307 .198
45 11.361 1.716 1.310 .178

.8
If 50
55
10.949
10.179
1. 712
1.606
1. 308
1. 267
.161
.147

'"
1.195 .110
'/ 60
65
70
9.108
7.848
6.461
1.428
1. 274
1.135
1.129
1. 065
.096
.093

----
NACA 65,2-023 75 5.015 1. 003 1.001 .080
80 3.618 .893 .945 .053
85, 2.345 .803 .896 .035
90 1.258 .732 .856 .022
4 95 .439 .682 .826 .018
V .651 .807 0
V
100 0
I

0
c.---
I---
- L. E. radius: 2.955 percent c

NACA 65,3-Q18 BASIC THICKNESS FORM

.' I
x 1/ (vIV)2 v/V 1l".IV
(percent c) (percent c)
_._-(!,=.32 (upper surface)
1
I. 8 / 0 0 0 0 1.750
1.387
.5 1.324 .650 .806
.75 1. 599 .,750 .866 1.268
.. --0 1.25 2.004 .872 .934 1.108
.800
c7 /
2.5
5.0
2.728
3.831
1.020
1.179
1.263
1. 010
1.086
1.124
.677
.568
1.2 / / 7.5
10
4.701
5.424 1.320 1.149
1.180
.489
.395

! 1/
15 6.568 1.393
20 7.434 1.439 1.200 .334
----:32 (lower surface) 25 8.093 1.473 1.214 .292
30 8.568 1.502 1.226 .260

.8
'{ / 35
40
45
50
8.868
8.900 '
8.916
8.593
1.526'
1. 546
1. 562
1.513
1. 235
1.243
1. 250
1.230
.232
.209
.186
.165

I "- 55 8.045 1.433 1.197 .142

60 7.317 1.348 1.161 .123
65 6.450 1. 258 1.122 .107
NACA 65,3-018 70 5.486 1.169 1.081 .093

I 75 4.456 1.079 1. 039 .080

- --
.066

--
80 3.300 .992 .996
85 2.325 .905 .951 .054
90 1.324 .818 .904 .040
95 .492 .738 .859 .024
0
r--- 100 0 .658 .811

I'--.r---t- L. E.'radius: 1.92 percent c

o
NACA 65-Q06 BASIC THICKNESS FORM

x 11 (v/l?)' "IV I!.v.IV

(percent c) (percent c)
/6 4.815
0 0 0 0
1.022 2.110
.5 .476 1. 044
.75 .574 1.055 1.027 1.780
1.25 .717 1.063 1.031 1.300
2.5 .956 1. OSI 1.040 .965
____ .(!,=.Ol (upper surface) 5.0 1.310 1.100 1.049 .695
,- 7.5 1.589 1.112 1.055 .560
.474
r=-r--.. 10 1.824 1.120 1.058
.--0 2.197 1.134 1. 065 .381
--- -- - I """'" 15
fower,surface) 20 .2.482 1.143 1.069 .322
25 2.697 1.149 1.072 .281
30 2.852 1.155 1.075 .247
35 2.952 1.159 1.077 .220
40 2.998 1.163 1.078 .198
.8 45 2.983 1.166 1.080 .178
50 2.900 1.165 1.079 .160
55 2.741 1.145 1.070 .144
60 2.518 1; 124 1.060 .128
NACA65-00B 65 2.246 1.100 1.049 .114
70 1.935 1. 073 1.036 .100
75 1.594 1.044 1.022 .086
80 1.233 1.013 1.006 .074
A 85 .865 .981 .900 .060
00 .510 .944 .972 .046
95 .195 .002 .950 .031
100 o. .858 .926 0

L. E. radius: 0.240 percent c

o .2 .4 .0 .8 1.0
82 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

200 NACA 65-008 BASIC THICKNESS FORM

x 11
(percent c) (percent c) (vfV)'
I v/V AV./V

0 O· 0 0 3.695
1.6 .5 .627 .978 .989 2.010
.75 .756 1.010 1.005 1.61ltl
1.25 .945 1.043 1. 021 1. 340
2.5 1. 2t17 1. 08t1 1. 042 .95t1
5.0 1.745 1.125 1. 061 .689
.c, "'.04 (upper surf'ace) 7.5 2.118 1.145 1. 070 .560
10 2.432 1.158 1. 07t1 .477
1.2 15 2.931 1.178 1.085 .382
20 .3.312 1.192 1. 092 .323

V r.- '.
"":0+ (lower surface)
...........
25
30
35
40
3.599
3.805
3.938
3.998
1.203
1. 210
1.217
1.222
1.097
1.100
1.103
1.105
.281,
.248
.221
.199
45 3.974 1.226 1.107 .178
50 3.857 L222 1.105 .160
.8 55 3.688 1.193 1.092 .145
60 3.337 L 168 L078 .128
65 2.971 1.130 1.068 .113
70 2.553 1.094 1.046 .098
NACA 65-008 75 2.096 1.055 1.027 .084
80 L617 1.014 1.007 .012
85 1.131 .971 .985 .059
90 .664 .923 .961 .044
·4 .95 .252 .873 .934 .031
100 0 .817 .904 0
.,-
r-- L. E. radius: 0.434 percent c

o
NACA 65-009 BASIC, THICKNESS FORM

x 1/ (v/V)' vlV Av./V

(percent c) (percent c)

,1.6 .() 0 0 0 3.270

.5 .700 .945 .1l12 1.962
:'c, =.06 (upper surf'ace) , .75 .845 .985 .992 1. 655
L25 1.058 L037 L018 1. 315
2.5 1. 421 L089 L044 .,950
O. 5.0 1. 961 1.134 1.065 .687
1.2
---K.
7.5
10
2.383
2.736
1.159
L 177
1.077
1.085
.560
.477

'1/ .. ·.06 (lower 8urrace)

15
20
25
30
3.299
3.727
4.050
4.282
1.200
1. 216
L229
1.238
1.095
1.103
L 109
L113
.382
.323
.280
.248

.8
If
""" 35
40
45
50
55
60
4.431
4.49t1
4.469
4.336
4.086
3.743
1.246
1.252
L258
1. 250
L220
L185
1.116
1.119
L 122
1.118
L 105
L089
.220
.198
.178
.160
.144
'.128
NACA 65-009 65 3.328 1.145 L070 .111
70 2.856 L 103 L050 .097
75 2.342 1.059 L029 .084

--
80 1.805 1. 013 l.ootl .071
.4 85 1.260 .968 .981 .051l
90 .738 .912 .955 .044
95 .280 .856 .925 ..030
....- 100 0 .797 .898 0
I--
L. E. radius: 0.552 percent c
o
NACA 6lHl10 BASIC THICKNESS FORM

1.6
:&
(percent c) (perJnt c) (vi V)'
I v/V
I Av./V

,ie, =.08 (upper surface) 0 0 0 0 2.967

(/ -
.5 .772 .911 .954 1.911
: .75 .932 .960 .980 1.614
O. L25 1.169 1. 025 1.012 1.292

I.e Ir-t
!--
2.5 1.574 1.086 1.042 .932
5.0 2.177 1.143 1.069 .679
7.5 2.647 1.177 L085 .558
10 3.040 1.197 1.094 .480
\08 (lower surra'ce) 15 3.666 1.224 1.106

(vr
.383
20 4.143 1.242 1.114 .321

.8
r( "'- 25
30
35
40
4.503
4.760
4.924
4.996
1.257
1.268
1.277
1.284
1.121
1.126
1.130
1.133
.280
.248
.222
.199
45 4.968 1.290 1.136 .179
50 4.812 1.284 1.133 .160
55 4.530 1.244 I.U5 .141
NACA 65-010 60 4.146 1.202 1.096 .126
85 3.682 1.158 1.076 ; 110
70 3.156 1.112 1.055 .097
75 2.584 1.062 1.031 .082
80 1.987 1.011 L005 .070
85 L3g5 .958 .979 .058
90 .810 .903 .1l50 .045
V- 95 .306 .844 .919 .030
I'-- 100 0 .781 .884 0

L. E. radius: 0.!l87 percent c

o .Z .4 .6 .8 /.0
 SUMMARY OF AIRFOIL DATA 83
2.0
. NACA 65!-012 BASIC THICKNESS FORM

I
x II
(percent c) (percent c)
I (vIV) , vlV !;v.IV

0 0 0 0 2.444
/.6 .5 .923 .848 .921 1.776
.75 1.109 .935 .967 1.465

---
----c, ... 12 (upper surface) 1. 25 1.387 1.000 1.000 1.200
2.5 1.875 1.082 1.040 .931

r- e----
5.0
7.5
10
15
2.606
3.172
3.647
4.402
1.162
1. 201
1.232
1.268
1. 078
1. 096
1.110
1.126
.702
.568
.480
.389
1.2

I{/V_ --olE (lower surface)

20 4.975 1.295 1.138 .326
25 5.406 1.316 1.147 .282
30 5.716 1.332 1.154 .251
(vt I( 35 5.912 1.343 1.159 .223

"
40 5.997 1. 350 1.162 .204
45 5.949 1. 357 1.165 .188
.8 i'-.. 50
55
5.757
5.412
1.343
1. 295
1.159
1.138
.169
.145
" 60
65
4.943
4.381
3.743
1.243
1.188
1.134
1.115
1. 090
1.065
.127
.111
.094
70
NACA 65,-012 75 3.059 1.073 1. 036 .074
80 2.345 1.010 1.005 .062
85 1.630 .949 .974 .049
.4 90 .947 .884 .940 .038
95 .356 .819 .905 .025
100 0 .748 .865 0
-I-

r---- '---- l--- e-- L. E. radius: 1.000 percent 'c

o
NACA 60',-015 BASIC THICKNESS FORM

x y
(vi V)' vlV
(percent c) (percent c)
.. --- ___ c,=.22 (upper surface) - - - - ----- ----- ------ ------
I.B
0 0 0 0 2.038.
........

--
'f .5 1.124 .654 .809 1. 729
.75 1. 356 .817 .004 1.300
1. 25 1. 702 .939 .969 1.156
V
f-"' 2.5 2.324 1.063 1.031 .920
5.0 3.245 1.184 1.088 .682
7.5 3.959 1. 241 1.114 .563
/.2
( v- --.22 (lower
10
15
20
25
30
4.555
5.504
6.223
6.764
7.152
1. 281
1.336
' 1.374
1.397
1.418
1.132
1.15R
1.172
1.182
1.191
.487
.393
.,334
.290
.255

.8 I 35
40'
45
7.396
7.498
7.427
1.438
1. 452
1. 464
1.199
1. 205
1. 210
.227
.203
.184

/
'"
50 7.168 1. 433 1.197 .160
55 6.720 1.369 1.170 .143
60 6.118 1. 297 1.139 .127
NACA 65.-015 65 5.403 1.228 1.108 .109
70 4.600 1.151 ].073 .096
75 3.744 ],077 1.038 .078
80 2.858 ],002 1.001 .068
.4

/
r-- r--
I--
-.---r-- f..--
r--
85
90
95
100
1.977
1.144
0
.428
.924
.846
.773
.697
.961
.920
.879 '
.835 0
.052
.038
.026

L. E. radius: 1.505 percent c

o
NACA 65,-{)18 BASIC THICKNESS FORM

" ,_-- c,=.3E (upper surface) x v !;v.IV

/ (oIV)' vlV

---
(percent c) (percent c)
1.6 ----- ------ -----
--
r-----" 1. 746
0 0 0 0
L .791 1.437
.,,- V
.5
.75
1.337
1.608
.625
.702 .8.38 1.302

I V 1.25 2.014 .817 .004 1.123

/ v-
2.5 2.751 1.020 1.010 .858
5.0 3.866 1.192 1.092 .650
1.2 7.5 4.733 1.275 1.129 .542
10 5. 457 1.329 1.153 .474
---o3E (lower surface)
(vt ""'" 15
20
6.606
7.476
1.402
1.452
1.184
1.205
.385
.327

'/
25 8.129 1.488 1. 220 .285
30 8.595 1. 515 1.231 .251
35 8.886 1.539 1.241 .225
.8 40 8.999 1; 561 1.249 .203

j r'. 45
50
55
8.001
8.568
8.008
1.578
1.526
1.440
1.256
1.235
1.200
.182
.157
.137

--
NACA 653 -018 60 7.267 1.353 1.163 .118
I

--
65 6.395 1.262 1.123 ;104
70 5.426 1.170 1.082 .087
.4 75 4.396 1.076 1.037 .074
r- 80 3.338 .985 .992 .062
y-- r--i - - 85 2.295 .896 .947 .050

---
00 1.319 .813 .002 .039
95 .400 .730 .854 .026
.811 0
"-'---- 100 0 .657

L. E. radius: 1.96 percent c

o .2 .4 .6 .8 LO
;rIc
84 REPORT NO. 824-NATIONAL ADVISORY COMMIT'fEE FOR AERONAUTICS

2.0 NACA 65.-021 BASIC THICKNESS FORM

I I I I

r-- '\ .... c, =.41 {upper surface} x y (v/V) , v/v

I !!.Va/V
(percent c)
I (percent c)

l\
{
I

h
---- I
0 0 0 0 1. 531
1.8 .5 1. 522 .514 .717 1.333
/ .75 1.838 .607 .779 1.215
/' ./ f\ 1.25
2.5
2.301
3.154
.740
.960
.860
.980
1.062
.838

01 /,
V 5.0
7.5
4.472
5.498
1.186
1. 293
1.089
1.137
.649
.544

"'" K\
10 . 6.352 1.371 1.171 .478
.I.e 15 7.700 1. 469 1.212 .388

I / '"
. 20 8.720 1. 533 1.238 .330
'.44 (lower surf'ace) 25 9.487 1. 580 1.257 .289
30 10.036 1. 621 1.273 .255
35 10.375 1. 654 1.286 .229

"
,/

.8
I / 40
45
50
55
10.499
10,366
9.952
9.277
1. 680
1. 700
1. 633
1.508
1.296
1.304
1. 278
.206
.184
.158

/
1.228 .139
60 8.390 1.397 L 182 .120

NACA 654 -02/

65
70
I 7.360
6.224
1.286
1.177
1.134
1.085
.101
.087

I
75 5.024 1.073 1.036 .073
80 3.800 .970 .985 .058

- I-- I--1--1-
85 2.598 .872 .934 .047
90 1. 484 .778 .882 .035

Y ).---

).---
95
100
.546

L. E. radius: 2.50 percent c

.694
.616
.833
.785 0
.020

o t--- t-- I--:

NACA 66,1-012 BASIC THICKNESS FORM

x y
(v/V)' v/V !!'Va/V
(percent c) (percent c)

/.6 I 0 0 0 0 2.555
.5 .900 .854 .924 1. 780
.A =./2 (upper surface) .75 1.083 .902 .950 1. 540
, 1. 25
2.5
1. 343
1.803
.964
1.069
.982
1.034
1.247
.925

;:V---
Vq I--'"
J.--- +-
5.0
7.5
2.484
3.019
1.138
1.175
1. 067
1.084
.673
.552
1.2 , 10 3.482 1. 201 1. 096 .474

(vJ
'--Ii? (lower surface) I' 15
20
25
4.214
4.779
5.218
1. 237
1.257
1. 272
1.112
1.121
1.128
.381
.319
.280

rl 30

"
5.550 1.284 1.133 .248
35 5.786 1. 293 1.137 .220
40 5.934 1.302 1.141 .195
.8 1'-. 45 5.998 1. 309 1.144 .176

"'- 50
55
60
5.972
5.844
5.594
1.313
1.320
1.327
1.146
1.149
1.152
.161
.144
.130
NACA 66,1-0/2 65 5.165 1.297 1.139 ..117
70 4.535 1. 221 1.105 .099
75 3.789 1.143 1. 069 .083
80 2.964 1. 061 1.030 .069

--
85 2.098 .974 .987 .053
90 1. 244 .885 .941 .041
95 .477 .792 .890 .028
l,..--- 100 0 .701 .837 0
I'--
L. E. radius: 0.893 percent c
o
NACA 66,2-015 BASIC THICKNESS FORM
I I
:c, =.20 (upper surf'ace) x y
(vW) , v/V AVa/V
: (percent c) (percent c)
/.8

--- :---r-
0 0 0 0 2.085
,.- .'\. .5 1.110 .700 .837 1. 703

----
.75 1. 329 .870 .933 1. 382
1. 25 1. 645

I.R
0., V 2.5
5.0
2.229
3.086
.940
1.048
1.154
.970
1.024
1.074
1.156
.898
.656

(
(vl V
"
7.5 3.757 1.210 1.100 .547
····.EO (tower surface) 10 4.337 1. 244 1.115 .473
15 5.255 1.290 1.136 .382
20 5.964 1.323 1.150 .323

I
""
21i 6.516 1. 342 1.158 .283
30 6.933 1.359 1.166 .248
35 7.230 1.374 1.172 .222
.8 40 7.415 1.387 1.178 .199
I 45
50
55
7.495
7.460
7.294
1. 397
1. 407
1.415
1.182
1.186
1.190
.179
.161
.145
NACA '66,i?-0I5 60 6.961 1. 421 1.192 .131
65 6.405 1. 372 1.171 .122
70 5.597 1. 267 1.126 .102
.4 75 4.652 1.162 1.078 .080
80 3.616 1.057 1.028 .066

V- r--- b - 85
90
2.545
1.488
.953
.848
.976
.921
.050
.037

-
f-- 95 .560 .743 .862 .025
I-"
"'-----r - I---- f...--
100 0 .640 .800 0

L. E. radius: 1.384 percent c

o .E .4 .6 .8 1.0
 SUMMARY OF AIRFOIL DATA 85
2..0 NACA 66,2-018 BASIC THICKNESS FORM

I
i c) (percXnt c) I (vIF)! I vjlT I av.IV
I I - - - - - - - - - - - ------- - - - - - - - - - -
_c,=.22 (upper surfac6j
.8 - 0
.5
0
1. 438
0
.590
0
.768
1.659
1. 317
1. 209
.75 1. 730 .740 .860
.958 1.091
-
1. 25 2.180 .918
/0 2.5 2.938 1. 084 1.041 .867
5.0 3.984 1. 217 1.103 .665

,
V J--I- 7.5 4.804 1. 285 1.134 .544

2 /
V, 10
15
5.486
6.541
1. 325
1. 373
1.151
1.172
.469
.379

If /V ,
22 fower surroce)
20
25
30
35
40
7.342
7.957
8.419
8.741
8.933
1. 401
1. 422
1.440
1. 456
1. 468
1.184
1.192
1.200
1. 207
1. 212
.323
.282
.251
.224
.201
45 8.998 1. 478 1. 216 .181
50 8.934 1. 488 1. 220 .162
8 / 55 8.719 1. 497 1. 224 .146
60 8.316 1. 502 1. 226 .134
65 7.629 1. 442 1. 201 .102
70 6.657 1. 314 1.146 .089
'II NACA fi6,2-0/8 75
80
5.523
4.296
1.185
1.059
1. 089
1. 029
.078
.064
85 3.027 .936 .967 .052

- 1. 789 .817 .004

00 .O(l
4 95 .672 .700 .837 .027

V 1--- I--- I-- 100 0 .594 .771 0

t-

-
j;-- L. E. radius: 2.30 percent c
L.---
'---t--- t - - l---
0
NACA 66-006 BASIC THICKNESS FORM

x y
(percent c) (percent c)
(./V),
-----
v/V
I /lva/V

6 0 0 0 0 4.941
.5 .461 1. 052 1. 026 2.500
.75 .554 1. 057 1.028 2.020
1. 25 .693 1.062 1. 031 1. 500
2.5 .918 1.071 1. 035 .967
5.0 1. 257 1. 086 1. 042 .695
Ai'Of (upper surface) 7.5 1. 524 1.098 1. 048 ..554
1.2 " 'I 10 1. 752 1.107 1. 052 .474
/0 15 2.119 1.119 1. 058 .379

F '.'Of (lower surfoce) !'--- t-.... 20

25
30
2.401
2,618
2.782
1.128
1.133
1. 138
1.062
1. 064
1.067
.320
.278
.245
"'-.

""
35 2.899 1.142 1.069 .219
40 2.971 1.145 1. 070 .197
45 3.000 1.148 1. 071 .178
.8 50 2.985 1.151 1.073 .161
55 2.925 1.153 1. 074 .145
I
NACA 88-008
60
65
2.815
2.611
1. }.i5
1.154
1. 075
1. 074
.130
.116
70 2.316 1.118 1. 057 .102
75 1. 953 1. 081 1.040 .089
80 1. 543 1. 040 1.020 .075
1 85 1. 107 .996 .998 .061
.4 .974 .047
90 .665 .948
95 .262 .890 .943 .030
100 0 .822 .907 0

L. E. radius: 0.223 percent c

o I
NACA 66-008 BASIC THICKNESS FORM

x y (v/V)' vjV av./v

(pereent c) (percent c)
Ul
0 0 0 0 3.794
.5 .610 .968 .984 2.220
.75 .735 1. 023 1.011 1. 82"
1.25 .919 1. 046 1. 023 1.388
,f. =.03 (upper ,surfoce) 2.5 1. 219 1.078 1. 038 .949
,-0 5.0 1. 673 1.107 1. 052 .689

Id? 7.5 2.031 1.128 1.062 .552

,1 l
(lower surface)
""'" 10
15
2.335
2.826
1.141
1.158
1. 068
1:076
.474
.379
"- .......... 20
25
3.201
3.490
1.171
1.178
1.082
1.085
.321
.278
30 3.709 1.186 1. 089 .246
35 3.865 1.191 1. 091 .220

"'"
3.962 1.196 1. 094 .198
.8 40
45 4.000 1. 201 1.096 .178
50 3.978 1. 205 1.098 .161
55 3.896 1. 208 1. 099 .145
NACA 68-008 60 3,740 1.213 1. 101 .130
65 3.459 1. 202 1. 096 .115
70 3.062 1.1.56 1. 075 .101
75 2.574 1.103 1. 050 .087
.4 .073

--
80 2.027 1. 048 1. 024
.989 .994 .058

-
85 1. 447
90 .864 .926 .962 .045
95 .338 .855 .925 .029
r-- 100 0 .768 .876 0

L. E. radius: 0.411 percent c

I .2 .4 .6 .8 1.0
<rIc
86 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

2.0 NACA 66-009 BASIC THICKNESS FORM

x (v/V)' v/v M./V

(percent c) (perlent c)

0 0 0 0 3.352
1.6 .5 .687 .930 .964 2.100

,
.75 .824 .999 .999 1.750
1.25 1.030 1.036 1.018 1.340
2.5 1.368 1. 079 1.039 .940
,5.0 1.880 1.119 1.058 .686
/0, (upper surface) 7.5 2.283 1.142 1.069 .552
/0 10 2.626 1.159 1.077 .473
I.E 15 3.178 1.178 1.085 .379
::::<:,....- I
--:05 (lower surface)
20
25
30
3.601
8.927
4.173
1.190
1.201
1.210
1.091
1,096
1.100
.323
.280
.246
"- 85 4.848 1.217 1.103 .220
I( "- 40 4.457 1.221 1.105 .197

.8 "- 45
50
55
60
65
4.499
4.475
4.381
4.204
3.882
1.228
1.232
1.237
1.240
1.230
1.108
1.110
1.112
1.114
1.109
.178
.161
.145
.130
.116
NACA 56-DOB 70 8.428 1.172 1.083 .100
·75 2.877 1.113 1.055 .085
80 2.263 1.050 1.025 .071
85 1.611 .985 .992 .057
.4 90 .961 .915 .957 :043
95 .374 .839 .916 .028
100 0 .747 .864 0
V-
""'- L. E. radius: 0.530 percent c
I
o
NACA 66-OlO BASIC THICKNESS FORM

x 1/ (v/V) , v/V Il.v./V

(percent c) (percent c)

1.6 0 0 0 0 3.002
.5 .759 .896 .947 2.012
/e, =.07 (upper surface) .75 .913 .972 .986 1.686
1.25 1.141 1.023 1.011 1.296
2.5 1. 516 1. 078 1.038 .931
5.0 2.087 1.125 1.061 .682
/.2
or;;k -
,..---
-;07 fower surface)
7.5
10
15
20
2.536
2.917
3.530
4.001
1.154
1.174
1.198
1.215
1.074
1.084
1.095
1.102
.551
.473
.379
.322
"- 25 4.363 1.226 1.107 .279
If
"'
30 4.636 1.236 1.112 .246
35 4.832 1.243 1.115 .220
40 4.953 1.249 1.118 .198
.8 45 5.000 1.25. 1.120 .178
50 4.971 1.261 1.123 .161

NACA 6{]-010
"" 55
60
65
4.865
4. 665
4.302
1.265
1.270
1.250
1.125
1.127
1.118
.146
• ISO
.114
70 3.787 1.190 1.091 .099
75 3.176 1.121 1.059 .085
80 2.494 1.052 1.026 .070
85 1.773 .979 .989 .056
90 1.054 .904 .951 .043
95 .408 .821 .906 .027
t---- -I--- 100 0 .729 .854 0
r--
L. E. radius: 0.662 percent c
o
NACA 661-012 BASIC THICKNESS FORM

x 1/ (v/V) , v/v Il.v./V

(percent c) (percent c)
I
/0, =.Ie (upper surface)

-- --
0 0 0 0 2.569
/ .5 .906 .800 .894 1.847
, -
.75 1.087 .915 .957 1.575

--- 1.25 1.358 .980 .990 1.237

r;
0 2.5 1. 808 1. 073 1. 036 .913
/,2 f-
5 2.496 1.138 1. 067 .674
7.5 3.037 1.177 1.085 .549
--':IE (lower surface)
I' 10
15
20
3.496
4.234
1. 204
1.237
1.259
1. 097
1.112
1.122
.473
.380
.323
((
4.801

" "-
25 5.238 1.275 1.129 .280
30 5.568 1.287 1.134 .246
35 5.803 1.297 1.139 .221
,8 40 5.947 1. 303 1.142 .197
45 6.000 1.311 1.145 .176
50 5.965 1.318 1.148 .162
NACA 66,,-012 55 5.836 1.323 1.150- .147
60 5.588 1.331 1.154 .132
65 5.139 1. 302 1.141 .113
70 1. 221

---
4.515 1.105 .098
75 3.767 1.139 1.067 .084

---
'--
I--
-
f..---
80
85
90
95
100
2.944
2.083
1.234
0
.474
1. 053
.96E
.879
.788
.687
1.026
.984
.938
.888
.829 0
.069
.053
.040
.031

o .2 ·4 .6 .8 1.0 L. E. radius: 0.952 percent c

 SUMMARY OF AIRFOIL DATA 87
20 NACA 66z-{)15 BASIC THICKNESS FORM

x
(percent c) I
----- - - - - -
11
(percent c) (v/V) •
I v/V
I t;.v./V

0 0 0 0 2.139
/. 6 .5 I.J22 .760 .872 1.652
,-'
_---ct =.:! (upper surface) .75
1. 25
1.343
1. 675
.840
.929
.9)6
.964
1:431
1.172
2.5 2.235 1. 055 1. 027 .895
5 3.100 1.163 1. 078 .663

v---- - 7.5 3.781 1. 208 1.099 .547

I.
ELY14 ...-1--- power surface)
10
15
20
25
4.358
5.286
5.995
6.543
1.242
1. 288
1.817
1.840
1.114
1.134
1.148
1.158
.473
.381
.822
.280
30 6.. 956 1. 356 1.164 _.248
35 7.250 1.370 1.170 .222

8 I "\ 40
45
50
7.430
7.495
7.450
1.380
1.391
1. 401
1.175
1.179
1.184
.200
.180
.163

"
55 7.283 1.411 1.188 .146

1/ NACA 662 -0/5

60
65
70
6.959
6.372
5.576
1.420
1.867
1.260
1.156
1.192
1.169
1.122
1. 075
.131
.118
.096
.080
75 4.632
80 3.598 1. 053 1.026 .065

- -- --
--
85 2.530 .949 .974 .051
90 1. 489 .847 .920 .039
4
,.--I-:-- - f--
p-
95
100 0
.566

•
.744
.639
.863
.799 0
.025 -

'-- I--- L. E. radius:' 1.435 percent c

o
NACA 66s-{)18 BASIC THICKNESS FORM

I I , x 11 (V/V)2 viv t;.v./V

(percent c)
.. - _--c,_.3 surfacp) (percent c)

1.8

-
0 0 0 0 1..773

-
.5 1.323 .650 .806 1. 456
I-- .75 1.571 .. 735 .857 1. 312
1. 25 1.952 .850 .897 1.121
V :...--- 2.5 2.646 1. 005 1.002 .858

1.2
0/ ../'"
---- t\ 5
7.5
10
3.690
4.513
5.210
1.154
1. 234
1.285
1. 074
1.111
1.134
.649
.545
.472

/ /-- 15 6.333 1. 350 1.162 .381

--;3 fower surface} 20 7.188 1. 393 1.180 .323
25 7.848 1.423 1.193 .282

"
30 8.346 1. 445 1. 202 .250

.8
I/ I
35
40
45
8.701
8.918
8.998
1. 464
1.481
1.496
1. 210
1. 217
1.223
.223
.201
.181

- -- ---"
50 8.942 1. 509 1.228 .163

I
I NACA 68s -0/8
55
60
65
70
75
8.733
8.323
7.580
6.597
5.451
1.522
1. 534
1.438
1. 302
1.172
1. 234
1.238
1.199
1.141
1.083
.147
.131
.114
.095
.077
80 4.206 1.045 1. 022 .061
.4 85 2.934 .922 .950 _ .048
90 1. 714 .803 .896 .037
95 .646 .692 .832 .022
V
- ---
I-- 100 0 .581 .166 0
I--
t-- E. radius: 1.955 percent c
o
NACA 66.-{)21 BASIC THICKNESS FORM

\
J

--
'"
--····c,-.4 (upper surface)_ x 11 (v/V) 2 v/V t;.v./V
(percent c) (percent c)
1.8 :;;;;0-
-----

----/ " 0 0 0 0 1.541

I /' .- .. 5
.75
1.525
1.804
.580
.635
.761
.797
1.314
1. 218
V

,
1.2 lJ /'
I \ 1. 25
2.5
5
2.240
3.045
4.269
.755
.952
1.143
.869
.976
1. 069
1.054
.828
.635
1.5 5.233 1. 246 1.116 .542

(vt / /' -----.4 fower surface) 10

15
6.052
7.369
1.318
1.405
1. 459
1.148
1.185
1. 208
.472
.381
.324

I /1
20 8.376
25 9.153- 1. 499 1.224 .283
30 9.138 1. 528 1. 236 .251
35 10.154 1. 551 1. 245 .224
.8 40 10.407 1.574 1.255 .202

I
"-
45 10.500 1.594 1.263 .183

,
I 50 10.434 1.611 1. 269 .165
55 10.186 1.629 1.276 .148

,-
N4CA 884 -02/ 60 9.692 1. 648 1.284 .132

.4 I
I - I--
I--- l--
65
70
75
80
8.793
7.610
6.251
4.796
1.508
1.335
1.176
1. 031
1.228
1.155
1. 084
1. 015
.114
.093
.073
.058

--
85 3.324 .891 .944 .046
V ""-
90
95
1.924
.717
.763
.648
.873
.805
.034
.020

'- r--- - V 100 0 .539 .734 0

L. E. radius: 2.550 percent c

o .2 .4 .8 .8 1.0
a:/c
88 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAU'l'ICS

e.o NACA 67,1-015 BASIC THICKNESS FORM

x y
(II/V)' v/F I:>.v./F
I I I (percent c) (percent c)

,
,c, ",./2 (upper surface) - - - - - - - - - - - - - - - - - - ------- -------
, 0 0 0 0 2.M2
/.6 .5 1.167 .650 .806 1. 560
: .75 1.394 .970 .985 1. 370
, 1. 25 1. 764 1.059 1. 029 1.152
2.5 2.395 1.140 L068 .906
( 5.0 3.245 1. 209 1.100 .667
I.--- I-- f - 7.5 3.900 1. 239 1.113 .548
(...:---I - - 10 4.433 1. 259 1.122 .470

(v/ V/
/'
i.e 15 5.283 1.285 1.134 .370
V'-, '- -./2 20 5.940 1.304 1.142 .312
power surface) 25 6.454 1. 318 1.148 .276
30 6.854 1.330 1.153 .248
35 7.155 1.341 1.158 .221
'( 40
45
50
7.359
7.475
7.497
1. 351
1. 360
1.368
1.162
1.166
1.170
.201
.180
.160
.8 55 7.421 1.375 1.173 .142

NACA 67,/-0/5
\ 60
65
70
75
7.231
6.905
6.402
5.621
1. 381
1. 388
1.390
I. 321
1.175
1.178
1.179
1.149
.124
.111
.108
.094
80 4.540 1.176 1.084 .071
85 3.327 1. 018 1. 009 .060
.4

V- I---- - r-- 90
95
100
2.021
0
.788
.864
.712
.570
.930
.844
.755 0
.045
.025

-
I--
r--I--- L. radius: 1.523 percent c.

a
NACA 747A015 BASIC THICKNESS FORM

I I
__ -c, =.ec (upper surface) x v (v/F)' v/V I:>.v./V
(percent c) (percent c)
1.6 /
/
- - - - - - - - - - - - - - - - - - - - - ------.
0 0 0 0 2.028
1.199 .660 .812 1. 680

y,0 / " V r-::

.5
.75 1. 435 .799 .894 1. 560
1. 25 1.801 .942 .971 1. 325
2.5 2.462 1.100 1.049 .990
5 3.419 1. 201 1.096 .695
/.2 -...::
(/ /- -'-:2c fower
7.5 4.143 1. 259 1.122 .551
10 4.743 1. 295 1.138 .465
15 5.684 1.339 1.156 .383
20 6.384 1.369 1.170 .324

/
"
25 6.898 1. 390 1.179 .283
30 7.253 1. 409 1.187 .252
35 7.454 1.423 1.193 .224
.8 40 7.494 1.435 1.198 .199
"-
I
45 7.316 1. 391 1.179 .176
50 7.003 1. 348 1.161 .156
55 6.584 1. 306 1.143
NACA U7AOl5 60 6.064 1. 265 1.125 .1

--
65 5.449 1. 221 1.105 .108
70 4.738 1.178 1. 085 .093
75 3.921 1.115 1. 056 .079
.4 80 3.020 1. 027 1. 013 .065
85 2.086 .938 .969 .052
t.--- r-- !-- 90 1.193 .852 .923 .040
.02!l
r--..: I---
95 .443 .774 .880
I--+- 100 0 .703 .838 .018
I---- I--
L. E. radius: 1.544 perceut c
o .2 .6 .8 1.0
<ric
 SUMMARY OF AIRFOIL DATA 89
II-DATA FOR MEAN LINES

Page Page
N ACA mean line 62_ __ ______ ____________________ ______ __ _ 90 NACA mean line a=O _____ ,______________________________ 93
NACA mean line 63______________________________________90 NACA mean line a=O.L_________________________________ 94
NACA mean line 64______________________________________ 90 NACA mean line a=0.2 ________ ._________________________ 94
NACA mean line 65______________________________________ 91 NACA mean line a=0.3 _________________ "________________ 94
NACA mean line 66______________________________________ 91 NACA mean line a=O.4_ _ _ ______ ___ ___ ____ ___ ___ ____ _____ 95
NACA mean line 67 _____________ .. __________________ . ___·__ 91 . NACA mean line a=O.5__________________________________ 95
N ACA mean line 2.10_ _ ____________________________ _______ 92 NACA mean line a=0.6_ _ _ __ __ ______ __ ____ ___ ____ ___ _____ 95
N ACA mean line 220_ _ ___________________________________ 92 N ACA mean line a = 0.1- _ _ _______________________________ 96
NACA mean line 230 _________________________ .. ___________ 92 NACA mean line a=O.&_ _ ________________________________ 96
NACA mean line 240_____________________________________ 93 N ACA mean line a=0.9_ _ ___ __ ______ _________ ____ ___ _____ 96
NACA mean line 250 __ .. ________________________ .. _________ 93 NACA mean line a=1.0__________________________________ 97
90 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

3.0

NACA MEAN LINE 62

2.0 el,=0.90 ",,=2.81° em",= -0.113

h x 1/,
--

--
(percent c) (percent c) dll,/dx PR tlv/V=P.Ri4

/ ------ ------

---
1.0 r- 0 0 0.80000 0 0
1. 25 .726 .56250 .682 .171
r--- r--- 2.5
5.0
7.5
1. 406
2.625
3.656
.52500
.45000
.37500
1.031
1. 314
1.503
.258
.328
.......... .376
lO 4.500 .30000 1. 651 .413
15 5.625 .15000 1.802 .451
20 6.000
o 25
30
5.977
0
-.00938
1. 530
1.273
.383
.318
5.906 -.01875 1.. 113 .279
40 5.625 -.03750 .951 .238
NACA 62 50 5.156 -.05625 .843 .211
mean line 60 4.500 -.07500 .741 .185
70 3.656 -.09375 .635 .159
80 2.625 -.11250 .525 .131
.2 90 1.406 -.13125 .377 .094
95 .727 -.14062 .261 .065
100 0 -:15000 0 0

l-
o

NACA MEAN LINE 63

2.0
e,,=0.80 "'1=1.60° em". = -0.134

..P-" x
(percent e)
11,
(percent c) dll,/dx PR tlv/V=PR/4

V r-. I"'---.
1.0
r-- t--- 0

I
0 0.40000 0 0

--I--.
1. 25 .489 .38333 .389 .097
t-- 2.5
5.0
.958
1.833
.36667
.33333
.553
.788
.138
.197
II 15
7.5
lO
2.625
3.333
4.500
.30000
.26667
.20000
.940
1.066
1.220
.235
.267
.305
o 20
25
5.333
5.833
.13333
.06667
1. 259
1. 233
,315
.3G8
30 6.000 0 1.160 .290
NAt;'A 83 40 5.878 -.02449 .949 .237
50 5.510 -.04898 .850 .213
mean line 60 4.898 -.07347 .762 .191
70 4.041 -.09796 .673 .168
Yc 80 2.939 -.12245 .560 .140
c .2 90 1. 592 -.14694 .406 .102
95 .827 -.15918 .291 .073
100 0 -.17143 0 0

.I---
o
-----
NACA MEAN LINE 64
2. 0
e,,=0.76 a;=0.74° em,'I=-0.157 •

x y,
dy,/dx PR tlv/V=PR/4
(percent e)

-
. (percent e)
I. 0

/
V t-- r---
1--- r-...
0
1.25
2.5
0
.369
.726
0.30000
.29062
.28125-
0
.257
.391
0
.064
.098
5.0 1. 406 .26250 .546
V 7.5
10
15
2.039
2.625
3.656
.24375
.22500
.18750
.668
.748
.871
.137
.167
.187
.218
0 20 4.500 .15000 .966 .242
25 5.156 .11250 1.030 .258
30 5.625 .07500 1.040 .260
NACA 64 40 6.000 0 .999 .250
mean line 50 5.833 -.03333 .910 .228
60 5.333 .827 .207
70 4.500 -.10000 .750 .188
2 80 3.333 -.13333 .635 .159
90 1.833 -.16667 .466 .117
I 95 '.958 -.18333 .334 .084
100 0 -.20000 0 0

o - I---
.2 .4
.Jt'/c
.8 .8
r-- I-
1.0
 SUMMARY OF AIRFOIL DATA 91
3.0

NACA MEAN LINE 65

CI 1 =0.75 Q'i=Oo Cme/I = -0.187

2.0
x 1/,
dy,/dx PR Avj1T=PR/4
(percent c) (percent c)

--
------- - - - - - - -------- - - - - - - --------
0 0 0.24000 0 0
1. 25 .296 .23400 .205 .051
1.0
,r-- 2.5
5.0
7.5
.585
1.140
1. 665
.22800
.21600
.20400
.294
.413
.502
.074
.103
.126
10 2.160 .19200 .571 .143
15 3.060

1/ '\
.16800 .679 .170
20 3.840 .14400 .760 .190
25 4.500 .12000 .824 .206
o 30
40
5.040
5.760
.09600
.04800
.872
.932
.218
.233
50 6.000 0 .951, .238
NACA 65 60 5.760 -.04800 .932 .233
70 5.040 -.09600 .872 .218
mean line 80 3.840 -.14400 .760 .190
90 2.160 -.19200 .571 .143
95 1.140 -.21600 .413 .103
!ft
c
..? 100 0 -.24000 0 0

o - - f.--- - -- r--.

NACA MEAN LINE 66

20
-cI 1 =0.76 ",=-0.74° Cm 'I' = -0.222
x 1/,
(percent c) (percent c) II dy,/dx PR AV/V=PR/4
- - - - - - - - - - - - - - - - -------

-
------- ------
1.0 0 0 0.20000 0 0
f.--- f.--- 1. 25 .247 .19583 .135 .J34

""\
2.5 .490 .19167 .244 .061

V --- 5.0
7.5
10
15
.958
1. 406
1. 833
2.625
.18333
.17500
.16667
.15000
.334
.408
.466
.557
.084
.102
.117
.139
o 20
25
3.333
3.958
.13333
.11667
.635
.700
.159
.175
30 4.500 .10000 .750 .188
NACA 66 40 5.333 .06667 .827 .207
50 5.833 .03333 .910 .228
mean line 60 6.000 0 .999 .250
70 5.625 -.07500 1. 040 .260
80 4.500 -.15000 .966 .242
Yo .2 90 '2.625 -.22500 .748 .187
c 95 1. 406 -.26250 .546 .137
100 0 -.30000 0 0

a - :--- t-- t---.

2.0 NACA MEAN LINE 67

cI 1=0.80 a:"i=-1.60o Cm,"=-0.266

/.0

i/
.......
-- L 1-""""
\
\
-------
0
X
(percent c)

1. 25
2.5
5
7.5
y,
(percent c)

.421
.827
1. 217
I
dy,/dx
------- ------ - - - - - - - - - - - - - -
0
.212
0.17143
.16837
.16531
.15918
.15306
0
PR

.137
.195
.291
.356
AV/V=PR/4

0
.034
.049
.073
.089
o 10 1. 592
2.296
.14694
.13469
.406
.483
.102
.121
15
20 2.939 .12245 .560 .140
NACA 67 25 3.520 .11020 .616 .154
mean line 30 4.041 .09796 .673 .168
40 4.898 .07347 .762 .191
50 5.510 .04898 .850 .213
60 5.878 .02449 .949 .237
1& .2 70 6.000 0 1.160 .29'0
c 80 5.333 -.13333 1. 259 .315

--
90 3.333 -.26667 1.066 .267
95 1. 833 -.33333 .788 .197
100 0 -.40000 0 0

r-...
•• >_h

o ..? .4 .6 .8 /.0
x/c
92 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

3. 0
I
! 1 NACA MEAN LINE 210

II e,,=0.30 ai=2.09° em = -0. 006

2. 0
I X y, dy,/dx PR AV/V=PR/4
i (percent e) (percent e)
/\ I
------- ------- - - - - - - - ------- -------

1.0 \ I 0
1. 25
2.5
0
.596
.928
0.59613
.36236
.18504
0
1. 381
1. 565
0
.345
.391
\ 5.0
7.5
10
1. 114
1. 087
1. 058
-.00018 1. 221
.781
.626
.305
.195
.156
......... 489 .122
r-- t-- 15
20
25
.999
.940
.881
.408
.348
.102
.087
o I 30 .823 .302 .075
40 .705 -.01175 .242 .061
50' .588 .198 .049
60 .470 .160 .040
NACA 210 70 .353 .128 .032
mean line 80 .235 .098 .025
90 .118 .065 .016
Yc i 95 .059 .044 .011
7" .2.
I
100 0
I 0 0

I
I
J

NACA MEAN LINE 220

2.0 e.,=0.30 ai=1.86° em",= -0. OlD

!
,..--" x y, dy,/dx AV/V=PR/4
(percent c) (percent c) PR
I
------- ------- -------- -------- --------
1.0 \ 0 0 0.39270 0 0
!""- 1. 25
2.5
.442
.793
.31541
.24618
.822
1. 003
.206
.251

----
5.0 1. 257 .13192 .988 .247
7.5 1. 479 .04994 .900 .225
10 1. 535 .00024 .8t)! .200
15 1. 463 .615 .154
.465 .116
o 20
25
1. 377
1. 291 .378 .095
30 1. 205 .326 .082
40 1.033 .253 .063
NACA 220 50 .861 .205 .051
-.01722
mean line 60 .689 .169 .042
70 .516 .135 .034
80 .344 .100 .025
Yo ,., 90 .172 .064 .016
(' .C
95 .086 .040 .010
100 0 0 0

NACA MEAN LINE 230

20
c.,=0.30 a,=1.65° em". = -0.014

x 1/, dy,jdx PlI AVjV=PlIj4

(percent e) (percent e)
1.0 I
V ...............
0
1. 25
2.5
0
.357
.666
0.30508
.26594
.22929
0
.628
.673
0
.132
.168
r-- 6.0
7.5
1.155
1.492
.16347
.10762
.791
.853
.198
.213
10 1. 701 .06174 .859 .215
o 15 1.838 -.00009 .678 .170
20 1. 767 -.02203 .519 .130
25 1. 656 .419 .105
NACA 230 30 1;546 .361 .090
mean line ·40 1.325 .274 .069
50 1. 104 .217 .054
60 .883 -.02208 .177 .044
•. 2 70 .662 .144 .036
80 .442 .105 .026
90 .221 .069 .017
95 .110 .042 .011
100 0 0 0

o .2 .4 .0 .8 1.0
riC
 SUMMARY OF AIRFOIL DATA 93
3.0
NACA MEAN LINE 240

c,;=0.30 Cli=1.45° Cm'I' = -0.019

2.0
x y, dy,/dx PR AVjV=PR/4
(percent c) (percent c)
------- - - - - - -------- ------- -------
0 0 C.25233 0 0
1. 25 .301 .22877 .377 .094
/.0 2.5 .572 .20625 .491 .123

-
5.0 1. 035 .16432 .625 .156

/ r-----.. 7.5
10
15
1. 397
1.671
1. 991
.12653
.09290
.03810
.718
.750
.677
.180
.188
.169
! I-- r-- 20
25
2.079
2.018
-.00010
-.02169
.556
.477
.142
.119
30 1. 890 .410 .103
'0 40 1. 620 .304 .076
50 1.350 .234 .0f,9
60 1. 080 .186 .047
N;1cA NO 70 .810 -.02700 .150 .038
mean line 80 .540 .110 .028
90 .270 .071 .018
95 .135 .047 .012
1& .2 100 0 0 0
e

NACA MEA:\, LINE 250

2.0 c,,=0.30 ai=1.26° Cm c/4=-O.026

X y, dy,/d.r PR At,/V=PR/4
(percent c) (percent c)
- - - - - - - -------- ----------- -------- --------
0 0 0.21472 0 0
/.0

- - ---- -
1. 25 .258 .19920 .281 .070
2.5 .498 .18416 .369 .092
5.0 .922 .15502 .477 .119
7.5 1.277 .12909 .552 .138

/' 10
15
20
1. 570
1. 982
2.199
.10458
.06162
.02674
.592
.624
.610
.148
.156
.153
o 25 2.263 -.00007 .547
.470
.137
.117
30 2.212 -.01880
40 1. 931 .346 .087
NACA 250 50 1. 609 .255 .064
tnean line 60 I. 287 .197 .049
70 .965 .154 .038
-.03218 .119 .oao
80 .644
Yo -:> 90 .322 .076 .019
C .cc 95 .161 .051 .013
100 0 0 0
,

o
NACA MEAN LINE a=O

c,,=1.0 Q:i=4.56° Cm,I' = -0.083

2.0
..............
x y, dy,/dx PR AV/V=PR/4
(percent c) (percent c)
- - - - - - - - - - - - - - - - - - ------- -------
0 0 -----------
............. .5 .460 1. 990
1.0 .75 .641 .69212 1. 985 .496
.............. 1.25 .964 .60715 1. 975 .494
2.5 1. 641 .48892 1. 950 .488
5.0 2.693 .36561 1. 900 .475
7.5 3.507 .29028 1. 850 .463
10 4.161 .23515 1. 800 .450

o '--- 15
20
25
5.124
5.747
6.114
.15508
.09693
.05156
1.700
1.600
1. 500
.425
.400
.375
30 6.277 .01482 1. 400 .350
NACA Q=O 35 6.273 -.01554 1.300 .325
40 6.130 -.04086 1.200 .300
mean line 45 5.871 -.06201 1.100 .275
50 5.516 -.07958 1.000 .250
55 5.081 -.09395 .900 .225
60 4.581 -.10539 .800 .200
65 4.032 -.11406 .700 .175
70 3.445 -.12003 .600 .150
75 2.836 -.12329 .500 .125
80 2.217 -.12371 .400 .100
85 1. 604 -.12099 .300 .075
I-- 90 1.013 -.11455 .200 .050
95 .467 -.10301 .100 .025
o .4 .8 .8 to 100 0 -.07958 0 0
.:rIc
94 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

3.0 NACA MEAN LINE a=O.1

C mc14 =-O.OF6

20
x
(percelJt c)
y,
c) dll,jdx
I PR I AV/T'=PRj4

'--
k

i'---- r---.. 5. 0 2. 689 . 38235

1.0 7. 5 3. 551 .31067
10 4.253 .25057
------ --- '"
15
20
25
.5. 261
5. 905
6. 282
. 16087
. 09981
. 05281
I. 7li
I. 616
I. 515
.429
.404
.379
/'--.... 30
35
6.449
6.443
.01498
-.01617
I. 414
1. 313
.354
.328
o 40 6.296 -.04210 I. 212 .303
45 6. 029 -. 06373 1.111 .278
50 5.664. -.08168 I. 010 .253
NACAa:QI li5 5.218 -.09637 .909 .227
mean line 60 4.706 -.10806 .808 .202
65 4.142 -.11694 .707 .177
70 3.541 -.12307 .606 .152
75 2.916 -.12644 .505 .126
80 2.281 -. .404 .101
85 1. 652 -.12425 .303 .076
90 1. 045 -.11781 .202 .050

- -
95 .482 -.10620 .101 .025
100 0 -.08258- o -, o
I-
o
NACA MEAN LINE a=0.2

CI,=l.O a,=4.17" Cm,/I=-0.094 !

I "", I I "tv-P"'I
-- :
'J Po
-......;.,

1.0 I'---.. 2.5 I. 530 .47592

.............. 5. 0 2. 583 . 37661 1. 667 O. 417
7.5 3.443 .31487
t-..... 10 4. 169 . 26803
, 15 5.317 . 19373
"'/'--.... I 20
25
6.117
6. 572
. 12405
. 06345 1. 563 .391
o I-... 30 6. 777 . 02030 1. 459 .365
35 6.789 -.01418 1. 355 .339
40 6. 646 -. 04246 1. 250 .313
45 6. 373 -. 06588 1.146 .287
NACA a=QE 50 5. 994 -. 08522 1.042 .260
mean line 55 5. 527 -. 10101 .938 .234
60 4.989 -'.11359 .834 .208
65 4.396 -.12317 .729 .182
J!s
c .2 70 3. 762 -. 12985 .625 .156
75 3.102 -.13.363 .521 .130
80 2.431 -. 13440 .417 .104
85 l. 764 -. 13186 .313 .078

-
90 1. 119 -.12541 .208 .052
95 .518 -. JI361 .104 .026

o ......-I--- t--- 100 0 -. o o

NACA MEAN LINE a=0.3

CI,=1.0 ai=3.84° Cm,,,= -0.106

20
x y,

---------I
(percent c) (percent c) dy,jdx PR AvjT7=PR/4
------- --------
'-..... 0 0 ----------- -.---------
.5 .389
!.O .75 .546 .60524
-....... 1. 25 .832 .54158
2.5 1.448 .45399
5.0 2.458 .36344
7.5 3.293 .30780 1.538 0.385
10 4.008 .26621
15 5.172 .20246
20 6.052 .15068'
o 25
30
6.685 .10278
.04833
7.072
35 7.175 -,00205 1. 429 .367
NACA a=Q3 40 7.074 -. 1. 319 .330
mean lioe 45 6.816 -,06492 1.209 .302
50 6.433 -.08746 1.099 .275
55 5.949 -.10567 .989 .247
c .2
Yc 60 5.383 -.12014 .879 .220
65 4.753 -.13119 .769 .192
70 4.076 -.13901 .659 .165
75 3.368 -.14365 .549 .137
80 2.645 -.14500 .440 .110
85 1. 924 -.14279 .330 .082

o
.......- V-
.2 .4
I---I - -
.8 1.0
90
95
100
1. 224
0
.570
-.13638
"':.12430
-.09907 0
.220
.110
.055
.028
0
 SUMMARY OF AIRFOIL DATA 95
NACA MEAN LINE a=O.4
3.0 -------------------------_._-
CI,=1.0

I
3:--
c) c) dy,/dx PR
2.0

. 75 . 514 . 57105
1. 25 . 784 . 51210
2. 5 1. 367 . 43106
1.0 r--...... .1. 0 2. 330 . 34764
7. 5 3. 131 . 29671
10 3.824 .25892 1. 429 0.357
15 4. 968 . 20185
20 5. 862 . 15682
25 6. 546 . 11733
30 7. 039 . 07988
35 7.343 .04136
0 40 7.439 -.00721
.327
45 7. 275 -.05321 1.310
50 6. 929 -. 08380 1.190 .298
NACA a 2 0A 55 6.449 -.10734 1.071 .268
60 5.864 -.12567 .952 .238
mean line 65 5.199 -.13962 .833 .208
70 4.475 -.14963 .714 .179
75 3.709 -.15589 .595 .149.
.2 80 2.922 -.15837 .476 .119
85 2. 132 -. 15683 .357 .089

- -
90 1. 361 -.15062 .238 .060
95 .636 -.13816 .119 .030
100 0 -.11138 o o
c-
0
r-- I--.
NACA MEAN LINE a=O 5

CI,=l.O ai=3.04° Cm,/.=-0.139

.0

0 0
___ ___

-------------
_ ----------- -----------
.5 .345 0.58195
, .75 .485 . 53855
1. 25 .735 .43360
I .0 2.5 1.295 .40815
5.0 2.205 .33070
7.5 2.970 .28365
10 3.630 .24890
15 4.740 .19690 1. 333 0.333
20 5.620 .15650
25 6.310 .12180
30 6.840 .09000
0 35 7.215 .05930
40 7.430 .02800
NACA a=D.5 45 7.490 -.00630
50 7.350 -.05305
mean line 55 6.965 -.09765 1.200 ;300
60 6.405 -.12550 1. 067 .267
65 5.725 -.14570 .933 .233
2 70 4.955 -.16015 .800 .200
75 4.130 ; -.16960 .667 .167
80 3.265 -.17435 .533 .133
85 2.395 -.17415 .400 .100
90 1. 535 -.16850 .267 .067
I--- t--t-- 95 .720 -.15561> .133 .033

0
r--I-- 100 0 -.12660 0 0

NACA MEAN LINE a=0.6

-
CI,=1.0 ",,=2.58° Cm,I<=-0.158
0
X 1/, dy,/dx PR f>.v/V=PR/4
(percent c) (percent c)
- - - - - - - - - - -------- ------- -----
0 0 ------------- ----------- -----------
.5 .325 0.54825
1.0 .75 .455 .50760
'1. 25 .695 .45615
2.5 1. 220 .38555
5.0 2.080 .31325
7.5 2.805 .26950
""-., 10 3.435 .23730

'"
15 4.495 .18935
5.345 .15250 1. 250 0.312
o 20
25 6.035 .12125
30 6.570 .09310
35 6.965 .06660
NACA a=O.fJ 40 7.235 .04060
mean line 45 7.370 .01405
50 7.370 -.01435
lie 55 7.220 -.04700
C
!>
.<; eo 6.880 -.09470
-.14015 1. 094 .273
65 6.275
70 5.505 -.16595 .938 .234

-- -
75 4.630 -.18270 .781 .195
80 3.695 -.19225 .625 .156
85 2.720 -.19515 .469 .117
J...-- t--- r-- I-- 90
95
1. 755
.825
-.19095
-.17790
. ;112
.156
.078
.039
0 -.14550 0 0
o .2 .6 .8 1.0 100
xlc
96 REPOR'l' NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

NACA MEAN LINE a=0.7

3.0 , --
CI,=1.0 Q'i=2.09° C m./. = -0.179

x y,
(percent c) dy,jdx PH !:J.vjl'=Puj4
(percent c)
20 ----- ------ ------ ------- -------
0 0 ------------- ----------- -----------
.5 .305 0.51620
.75 .425 .47795
1. 25 .655 .42960
2.5 . 1.160 .36325
5.0 1. 955 .29545
/.0 "- 7.5 2.645 .25450

"'- 10
15
20
3.240
4.245
5.060
.22445
.17995
.14595
25 5.715 .11740 1.176 0.294
30 6.240 .09200
35
40
6.635
6.925
.06840
.04570
I
o 45
50
7.095
7.155 0
.02315
55 7.090 -.02455
NACA a=O.l 60 6.900 -.05185
mean line 65 6.565 -.08475
70 6.030 -.13650
75 5.205 -.18510 .980 .245
Yc " 80 4.215 -.20855 .784 .196
C .C; 85 3.140 -.21955 .588 .147

-----
90 2.035 -.21960 .392 .098

-----
9.1 .965 -.20725 .196 .049
100 0 -.16985 0 0
-
o -.............
NACA MEAN LINE a=O.R

CI,=1.0 ai=1.5·lo C m ,/.=-0.202

EO (perg:nt c) -' __ _ _ I___

0 0 ------------- ----------- -----------

.5 .287 0.48535
.75 .404 .44925
1. 25 .616 .40359
2.5 1.077 .34104
I.p 5.0 1. 841 .27718
7.5 2.483 .23868
10 3.043 .21050

""
15 3.985 .16892
20 4.748 .13734
25 5.367 .11101
30 5.863 .08775 1. III 0.278
o 35
40
6.248
6.528
.06634
.04601
45 6.709 .02613
NACA a=0.8 50 6.790 .00620
mean line 55 6.770 -.01433
60 6.644 -.03611
65 6.405 -.06010
70 6.037 -.08790
Yc
C '"
."- 75 5.514 -.12311
80 4.771 -.18412
85 3.683 -.23921 .833 .208

-r--- -
90 2.435 -.25583 .556 .139
95 1.163 -.24904 .278 .069

---
100 0 -.20385 0 0
!---
o
NACA MEAN LINE a=O.9

Cl,=1.0 Qi=O.90° Cm,/.= -0.225

20
x 1/,
I (percent c) I-------
dy,jdx PR t:J.v/'V=Pllj4
(percent c)
I --
0 0
.5 .269 ----0:45482-- ----------- -----------

.75 .379 .42064

1.0 1.25 .577 .37740
2.5 1.008 .31821
5.0 1. 720 .25786
7.5 2.316 .22153
10 2.835 .19500

\
15 3.707 .15595
20 4.410 .12644
25 4.980 .10196
o 30
35
5.435
5.787
.08047
.06084 1.053 0.263
40 6.045 .04234
NACA a=0.9 45 6.212 .02447
mean/ine 50 6.290 .00678
55 . 6.279 -.01111
60 6.178 -.02965
+.2 65
70
75
5.981
5.681
5.265
-.04938
-.07103
-.09583
80 4.714 -.12605
85 3.987 -.16727
90 2.984 -.25204
1.503 -.31463 .526 .132

o
....-- .8 .8 1.0
95
100 0 -.26086 0 0
.2 .4
 SUMMARY OF AIRFOIL DATA 97

.:J.O
NACA MEAN LINE a=1.0

Cl,=l.O ai=Oo Cm",=-0.250

C.O x y, Pn AV/V=Pn/4
(percent c) dy,/dx
(percent c)
- - - - - - ---,----- - - - - - - - -------- - - - -
0 0 ----.---.---- --.-------- _.--.----- .
.5 . 250 0.42120
.75 .350 .38875
1. 25 .535 .34770
2.5 .930 .29155
/.0 5.0 1. 580 .23430
7.5 2.120 .19995
10 2.585 .17485
15 3.365 . 13805
20 3.980 .11030
25 4.475 .08745
30 4.860 .06745
o 35
40
5.150
5.355
.04925
.03225
1. 000 0.250
45 5.475 .01595
NACA a=I.O 50 5.515 0
mean line 55 5.475 -.01595
60 5.355 -.03225
65 5.150 -.04925
Yo .C 70 4.860 -.06745
£' 75 4.475 -.08745
80 3.980 -.11030
85 3.365 -.13805
90 2.585 -.17486
1. 580 -.23430
95
I
-
---
100 0 ---.--------- -------.--- -----------
i---
o .4 .6 .8 1.0
x/c
 SUMMARY OF AIRFOIL DATA 99
III-AIRFOIL ORDINATES
Page Page
K A C A OOOL _- - - - - ___ - - - - __ - ________ .. __________________ 100 NACA 643-218 ______________________________________ .___ 105
KACA 0009______ ________ _______ ___ __________ _______ ____ 100 N ACA 64 3-418_ _ _ ____________ ____________________ __ _____ 106
N ACA 1408 _______________________ . _________ ___________ 100 N ACA 643-618 ____ - ____ ._ _____________ __ _________ ________ 106
NACA 1410______ _______________________________________ 100 N ACA 644-02L _ _ __________________________________ ____ _ 106
KACA 1412 _____________ - - ______________ .__ ______ __ __ ____ 100 NACA 64r 22L _________________________ .. -----__ ___ ___ __ 106
NACA 2412 ____ .__ - ____ -- _____ "__ ________ ___ _______ ______ 100 N ACA _ ________ __ ____________ ____________ _____ 1')6
NACA 241L. _________ - ____ ___ ___ _____ __ ______ __ ________ 100 N ACA 65, 3-018 _____ .. ___ __________________ ______ ___ _ ____ 106
N ACA 2418 ___________ - __________________ _______________ 100 N ACA 65,3-418, a=Q.8 ______________ .. ______________ _____ 106
NACA 242L __________ _____________ .__ ______ ___ __ _____ __ 100 NACA 65, 3-618 ____ -- _____________________ 106
NACA 2424____ __ ___ ________ ________ __ ___ ____________ ___ 100 NACA 65(216)-415, a=0.5 _____ .__________________________ 106
NACA 4412_____________________________________________ 101 N ACA 65-006 _________________________________________. __ 106
. NACA 4415 ___________ 101 N ACA 65-009 ____ - - __ - __________ ___________________ _____ 107
N ACA 4418_ _____ ______ _________________________________ 101 NACA 65-206 ________ - _____ _____ _ __ __ ___ __ ___ ___ __ _ _____ 107
N ACA 442L _________ _ ______________________ ________ ____ 101 N ACA 65-209___ __ ______ ____ _____ _______ ______ __________ 107
N ACA 4424____ _______ _______________________ __________ _ 101 N ACA 65-210 ____ .. ___ - ____ __ _____ ___ __ __ ___________ _____ 107
N ACA 23012 ______ - __ - - - - - - - - - ___ - - - - __ - __ c _ _ _ _ _ _ _ _ _ _ _ _ _ 101 N ACA 65-410___ _____ _____________ __ _____ ___ ______ ______ 107
N ACA 23015 _____________________________________ .. ____ __ 101 N ACA 65\-012_ - _ __ ___ ___ _____ ___________ _____ _____ ___ __ 107
NACA 23018____________________ ________________________ 101 N ACA 6k212_ _ _ ________________ _____________ ______ ___ _ 1Q7
N ACA 2302L ______ _____________ ________________________ 101 NACA 65\-212, a=0.6 ____________________ --------------c- 107
NACA 23024 _______________________ __ ______ ___ _________ 101 N ACA 65\-412_ _ _ __ __ ___ __________ ______ ____ ___ ____ ___ __ 107
NACA 63,4-420 _____________________________.___________ 102 N ACA 652-015_ _ _ _______________________________________ 107
NACA 63,4-420, a=;0.3 ____.______________________________ 102 N ACA 65 2-215 _______ - _______________ _____ _________ _____ 108
NACA 63(420)-422_ ___ ____ _______ __ _____ ___ _____ __ __ ____ 102 N ACA 65r 415_ - _____ - ______,_ __ ____________________ _____ 108
N ACA 63(420)-517 _____ .. _________________________________ 102 NACA 65r 415, a=0.5 _____________ 108
N ACA 63-006 __ "_ ____ _____ __________ ____________________ 102 NACA 65:>018 ________ .. _____________________________ ,,--- 108
NACA 63-009 ____ ____ -_ ____ __ ___ ___ ___ _______ __________ 102 N ACA 653-218 _________ .. _______________ ____________ _____ 108
N ACA 63-206_ _______ ___________________________________ 102 N ACA 653-418_ _ _ ___________ ____________________ ________ 108
N ACA 63-209 _______________________________ . ___________ c 102 NACA 653-418, a=0.5 _____ "______________________________ 108
NACA 63-210_ ______ ______ __ __ ____ __ ___ ___ __ ___ _________ 102 N ACA 653-618_ _ _ ______ ____ ______ ______ ____________ _____ 108
NACA 63\-012 ____________________ .. ______________ ------- 102 NACA 653-618, a=0.5 _______________________________ ._____ 108
N ACA 63\-212_ _ _ ____ _____________ ___________ ___________ 103 N ACA 654-021.. _ _ __________________________________ _____ 108
N ACA _____ ________ __ _________________________ _ 103 N ACA 654-221.. - _____ - - - ___ - ___________ - ___________ _____ 109
N AC A 63r O15 ____________________________________ _____ 103 N ACA 654-421.. ___________ .. ______________________ c _ _ _ _ _ _ 109
N ACA 63r 215_ __ _______________________________________ 103 NACA 65r 421, a=0.5____________________________________ 109
N ACA 63r 415_ ________________ _________________________ 103 N ACA 65(211)-114.. __ - __ - _____ - ___________ - ____________ __ __ 109
N ACA 63r 615_ __ ___ __________ ___________ _______________ 103 N A C A 65(12!)-·420 _______ - ___ .. ____________ - _____ .. ___ .. _ ____ _ 109
N ACA 63 3-018_ __ __ __________________________________ ___ 103 N ACA 66,1-212 _______ - __ .. __ - - - ________ - - ___________ _____ 109
NACA 633-218 _______________ _________ ____ _________ ___ 103 N ACA 66(215)-016 _____________________ - ___________ ___ __ 109
NACA 633-418 ___ .. __ _______________________________ 103 N ACA 66(215)-216_ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - c 109
N ACA 63 3-618_ __ __________ _____________________________ 103 NACA 66(215)-216, a=0.6_______________________________ _ 109
N ACA 634-021.. ________________________________. _________ 104 N ACA 66(215)-416 _________ - - .. _- - __ - __ - - _- - __ - - ____ - - ___ 109
N ACA 63r 22L ______________________________________ ___ 104 NACA 66-006___________ ________________________________ 110
N ACA 634-421.. __________ . ___ . __ . _______ ___ _____________ 104 N ACA 66-009 _________________________ .. - __________ ______ 110
NACA 64-006______ ______ ____ ___________ ________________ 104 N ACA 66-206 ________________ - ________ - - ________________ 110
NACA 64-0'09___________________________________________ 104 N ACA 66-209 ___________ .. ___ - _________ - _- ________ ______ 110
NACA ·64-108 __________________ . ___ .____ ._ ___ ______ _____ __ 104 N ACA 66-2lO_ ____________________________________ ______ 110
NACA 64-110 _________________ c__ __ _ _ _ __ _ _____ __________ 104 NACA 66\-012_ _ _ ___ ____ ________ ____________ ______ _ _____ 110
N ACA 64-206_ ____________________ __ _________________ ___ 104 NACA 66 1-212_ _ _ __ ___ __ ____ ___ ___________________ ______ 110
NACA 64-208 ____________________ .. __. _ . _____ .. ___ __ ___ ____ 104 NACA 66r 015 _______________ - _________ - _- ________ ______ 110
N AC A 64-209 _________ __________________________________ 104 N ACA 66 2-215 _______________ - ___________ - ___________ - __ 110
NACA 64.,-210.______ . ___ . _______________ ._. ______________ 105 N ACA 66r 415 ___________ " _- _- _________ - _- - __ - _______ ___ 110
NACA 64\-012 _____________ . ________________ .. ________ ._ _ 105 NACA 66:>018_ _ _ __ _____ __ ________________ _______ ___ ____ 111
NACA 64\-112 __________ .______________________ _________ 105 NACA 66:>218_.______ ____________________ _______________ 111
NACA 64\-212_ _ _ __________ _____ _ ______ ___ ______________ 105 NACA 66 -418 _________ ._ _____ _____________ __ ___ ____ ____ III
3
N ACA 64\-412 _______________ .. ____ .. _.. _____ _ _____________ 105 NACA 66r 02L _ _ ___ __ ______ ________________ ______ ____ __ 111
N AC A 64r O15 ____________ . ____ _________________________ 105 N ACA _ _ _ __________________ _____________ _______ 111
NACA 64 2-215 __________________________________ .. _______ . 105 N ACA 67,1-215 _____________________________ .. ____ ____ ____ 111
NACA 642-415 _____________________ " ____________. _____ 105 N ACA 747 A315 _______________________ .. _- __________ ___ __ 111
NACA 64:>018 __________________________ "_______________ 105 N ACA 747 M15 ______ ________________ ,,_ __ _______ _____ ___ _ III
 NACA 0006 NACA 0009 NACA 1408 NACA 1410 NACA 1412 o
o
-
[Stations and ordinates given In percent of [Stations and ordinates given In percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given In percent of
airfoil chord] airfoil chord] airfoil chord] airfoil chord] airfoil chord]

Upper surface Lower surface Upper surface Lower snrface Upper surface Lower surface Upper surface Lower surface l Upper surface Lower surface
------ - - - - - - - - -- - - - -
Station Ordinate Station Ordinate Station Ordinate Station Station Ordinate Station Ordinate Statiou Ordinate Statiou Ordinate I Station Ordinate Station Ordinate
------ ---- - - - ---- - - - ---------- ---- ------- ---- - -
---- - - - ---- - - ---- I
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 -1. 515 1.158 1. 954 1.342 -1. 830
1.25 .95 1.25 -.9(> 1. 25 1. 42 1.25 -1.42 1.189 1.324 1.311 -1.200 1.174 1.639 1.326
-1.31 2.5 ·1.96 2.5 -1.96 2.418 1.862 2.582 -1.620 2.398 2.297 2.602 -2.055 I 2.378 2.733 2.622 -2.491
2.5 1.31 2.5 5.155 -3.318
5.0 1.78 5.0 -1.78 5.0 2.67 5.0 -2.67 4.896 2.602 5.104 -2.134 4.870 3.194 5.130 -2.726 4.845 3.786
-2.10 7.5 3.15 7.5 -3.15 7.386 3.138 7.614 -2.458 7.358 3.837 7.642 -3.157 7.330 4.537 7.670 -3.857
7.5 2.10 7.5 5.118 10.176 -4.242
10 2.34 10 -2.34 10 3.51 10 -3.51 9.883 3.558 10.117 -2.682 9.854 4.338 10.146 -3.462 9.824
15 -2.67 15 4.01 15 -4.01 14.889 4.171 15.111 -2.953 14.861 5.062 15.139 -3.844 14.833 5.951 15.167 -4.733
15 2.67 19.857 6.486 20.143 -4.986
20 2.87 20 -2.87 20 4.30 20 -4.30 i 19.904 4.574 20.096 -3.074 19.880 5.531 20.120 -4.031
-4.46 24.926 4.819 25.074 -3.101 24.907 5.809 25.093 -4.091 24.889 6.799 25.111 -5.081 !:d
25 2.97 25 -2.97 25 4.46 25 I':l
-3.00 30 4.50 30 -4.50 29.950 4.939 30.050 -3.063 29.937 5.940 30.063 -4.064 29.925 6.940 30.075 -5.064
30 3.00 30 40.000 -4.803 "d
40 2.90 40 -2.90 40 4.35 40 40.000 4.869 40.000 -2.869 40.000 5.836 40.000 -3.836 40.000 6.803 o
-2.65 50 3.97 50 -3.97 50.020 4.502 49.980 -2.556 50.025 5.385 49.975 -3.439 50.029 6.267 49.971 -4.321
50 2.65 50 5.453 59.949 -3.675
60 2.28 60 -2.28 , 60 3.42 60 -3.42 60.034 3.931 59.966 -2.153 I 60.042 4.692 59.958 -2.914 60.051
70 -1.83 70 2.75 70 -2.75 70.041 3.193 69.959 -1.693 70.051 3.804 69.949 -2.304 70.061 4.413 69.939 -2.913
70 1.83 80.058 3.178 79.942 -2.066
80 1.31 80 -1.31 80 1.97 80 -1.97 80.039 2.305 79.961 -1.193 80.049 2.741 79.951 -1.629 Z
-.72 90 1.09 90 -1.09 90.027 1.271 89.973 -.659 90.034 1. 513 89.966 -.901 90.040 '1. 753 89.960 -1.141
90 .72 90
94.979 -.512 95.025 .966 94.975 -.646 ?
95 .40 95 -.40 95 .60 95 -.60 95.016 .698 . 94.984 -.378 95.021 .832
.084 100.000 .105 100.000 -.105 100.000 .126 100.000 -.126 00
100 (.06) 100 (-.06) 100 (.10) 100 (-.10) 100.000 100.000 -.084 I
100 0 100 0 100 0 100 0 --- >l>-
L. E. radius: 0.70 L. E. radius: 1.10 L. E. radius: 1.58
L. E. radius: 0.40 L. E. radius: 0.89 Slope of radius through L. E.: 0.05 -I Slope of radius through L. E.: 0.05 Slope of radius through L. E.: 0.05
z
I
I .
......
o
Z
>-
t"'
>-
t:l
-<
......
NACA 241 2 NACA 241 5 NACA 241 8 NACA 2421 NACA 2424 Ul
o
!:d
[Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of >1
airfoil chord] airfoil chord] airfoil chord] airfoil chord] airfoil chord]
C":l
I o
Upper surface Upper surface Upper surface Lower surface Upper surface Lower Upper surface Lower surface
Lower surface I Lower surface I
------- ......
Station Ordinate .Station Ordinate Station StatIOn Ordinate' Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinat3 Station Ordinate >-l
- - - ---- - - - - - - - - - ---.- - - - - - - ----------- - - ---- ----- - - >-l
- - ---- ---- - - - 0 0
I':l
0 0 0 0 0 0 0 0 0 0 0 0 0 0 I':l
1. 25 -1.65 1.25 1.25 -2.06 1.25 -3:28 1. 25 -2.45 1. 25 3.87 1.2& .885 3.892 1.615 -3.646
1. 25 2.012 5.449 2.988 -4.965 >:rJ
2.5 2.99 2.5 -2.27 2.5 3.71 2.5 -2.86 I 2.5 4.415 2.5 -3.44 2.5 5.21 2.5 -4.02
-3.01 i 5.0 5.07 5.0 -3.84 , 5.0 6.03 5.0 -4.68 5.0 7.00 5.0 -5.51 4.380 7.552 5.620 -6.614 o
5.0 4.13 5.0 8.180 -7.692 !:d
7.5 4.96 7.5 -3.46 , 7.5 6.06 7.5 -.4.47 7;5 7.17 7.5 -5.48 7.5 8.29 7.5 -6.48 6.820 9.052
10 5.63 10 . -3.75 10 6.83 10 -4.90 10 8.05 10 -6.03 10 9.28 10 -7.18 9.300 10.215 10.700 -8.465
15 6.61 15 -4.10 15 7.97 15 -5.42 15 9.34 15 -6.74 15 10.70 15 -8.05 14.333 11.888 15.667 -9.450
-4.23 I 20 8.70 20 -5.66 20 10.15 20 -7.09 20 11.59 20 -8.52 19.427 12.959 - 20.573 -9.959 !:d
20 7.26 20 13.593 25.445 o
25 7..67 25 -4.22 I 25 9.17 25 -5.70 25 10.65 25 . -7.18 25 12.15 25 -8.67 24.555
30 7.88 30 -4.12 30 9.38 30 -5.62 30 10.88 30 -7.12 30 12.38 30 -8.62 29.700 13.874 30.300 -10.124 Z
40 7.80 40 -3.80 40 9..25 40 ' -5.25 40 10.71 40 -6.71 40 12.16 40 -8.16 40.000 13.606 40.000 -9.606 >-
7.24 50 -3.34 50 8.57 50 50 9.89 50 -5.99 50 11.22 50 -7.31 50.U8 12.532 49.882 -8.644
50 -4.67 I 60.203 10.903 59.797 -7.347
60 6.36 60 -2.76 60 7.50 60 -3.90 60 8.65 60 -5.04 60 9.79 60 -6.17 ......
70. 5.18 70 -2.14 I 70 6.10 70 -3.05 70 7.02 70 -3.97 70 7.94 70 -4.87 70.244 8.824 69.756 -5.824
80.233 6.352 79.767 -4.130 C":l
80 3.75 80 -1.50 80 4.41 80 -2.15 80 5.08 80 -2.80 80 5.74 80 -3.44 Ul
2.08 90 -.82 90 2.45 90 -1.17 90 2.81 90 -1.53 90 3.18 90 -1.88 90.161 3.502 89.839 -2.280
90 95.098 1. 930 94.902 -1.292
95 1.14 95 -.48 95 1. 34 95 -.68 95 1. 55 95 -.87 95 1. 76 95 -1.06
100 (.13) 100 (-.13) , 100 (.16) 100 (-.16) 100 (.19) 10.0 (-.19) 100 (.22) 100 (-.22) 100.000 ------- 100.000 0
ioo 100 100 ----- 100 0 100 100 0 100 ----- 100 0
----- o I -
L. E. radius: 2.48 L. E. radius: 3.56 L. E. radius: 4.85 L. E. radius: 6.33
L. E. radius: 1.58 I Slope of radius through L. E.: 0.10
Slope of radius through L. E.: 0.10 Slope of radius through L. E.: 0.10 Slope·of radius through L. E.: 0.10 Slope of radius through L. E.: 0.10
I -- I
--' - - ----
 NACA 441 8 NACA 4421 NACA 4424
NACA 441 2 NACA 441 5
[Stations and ordinaws given in percent of [Stations and ordinaws given in percent of
[Stations and ordinates given in percent of [Stations and ordinaws given in percent. of airfoil chord] airfoil chord]
[Stations and ordinates given in percent of airfoil chord] airfoil chord]
airfoil chord]
Lower surface Upper surface Lower surface
Upper surface Lower surface Upper surface
Lower surface Upper surface Lower surface ------
Upper surface
------ Station Ordinaw Station Ordinaw Station Ordinaw Station Ordinate
Station Ordinate Station Ordinaw Station Ordinate Station Ordinate ---
Station Ordinate Station Ordinate --- ---- - - - - --- - - - - ----
- - - - ---- - - - - - - 0 0 0 0 0 0
---- - - - --_. ---- 0 0 0 0 3.964 1. 970 -3.472
0 0 0 1. 21; 4.45 1.25 -2.42 .530
0 0 0 0 1. 25 . . -179 1. 25 1.25 -2.11 1.536 5.624 3.464 -4.656
1.25 -1.43 1. 25 3.07 -2.99 2.5 .5.84 2.5 -3.48
1.25 2.44 2.5 -2.48 2.5 5.00 2.5 -4.78 3.775 7.942 6.225 -6.006
3.39 2.5 -1.95 2.5 4.17 5.0 -4.06 5.0 7.82 5.0 -6.931
2.5 5.74 5.0 -3.27 5.0 6.75 7.5 -5.62 6.153 9.651 8.847
5.0 4.73 5.0 -2.49 5.0 8.06 7.5 -4.67 7 . .5 9.24 11. 389 -7.512
7.5 6.91 7.5 71 7.5 10.35 10 -6.15 8.611 11.012
7.5 5.76 7.5 -2.74 10 9.11 10 -5.06 10 13.045 16.326 -8.169
10 7.84 10 -3.98 15 12.04 15 -6.7.1 13.674
10 6.59 10 -2.86 15 10.66 15 -5.49 18.858 H.416 21.142 -8.416
-2.88 15 9.27 15 -4.18 20 13.17 20 -6.9g
15 7.89 15 -4.15 20 11.72 20 -5.56 24.111 15.287 25.889 -8.411
20 -2.74 20 10.25 20 -5.49 25 13.88 25 -6.92
20 8.80 25 -3.98 25 12.40 25 -6.76 29.401 15.738 30.599 -8. 238
9.41 25 -2.50 25 10.92 30 -5.26 30 1!.27 30 -7.'606
25 11.25 30 -3.75 30 12.76 40 -6.16 40.000 15.606 40.000
30 9.76 30 -2.26 30 12.70 40 -4.70 40 14.16 49.765 -6.698
40 11.25 40 -3.25 40 13.18 50 -5.34 50.235 14.474
40 9.80 40 -1.80 50 11.85 50 -4.02 50 12.674 59.595 -5.562
-1.40 50 10.53 50 -2.72 60 11.60 60 -4.40 60.405
50 9.19 50 -2.14 60 10.44 6a -3.24 .. -3.35 70.487 10.312 69.513 -4.312
60 -1.00 60 9.30 60 -2.45 70 9.50 70
60 8.14 7.63 70 -1.55 70 8. 55 70 -2.31 80.464 7.447 79.536 -3.003
70 6.69 70 -.65 70 80 -1.67 80 6.91 80 -1.655
80 5.55 80 -1.03 80 6.22 3.85 90 -1.27 90.320 4.099 89.680
80 4.89 80 -.39 90 3.46 90 -.93 90 2.240 94.804
-.22 90 3.08 90 -.57 95 2.11 95 -.74 95.196
90 2.71 90 -.36 95 1. 89 95 -.55 (-.22) 100.000 ----- 100.000 0
95 -.16 95 1.67 95 (-.19) 100 (.22) 100
95 1. 47 (.16) 100 (-.16) 100 (.19) 100 0
100 (.13) 100 (-.13) 100 100 0 100 ----- 100
100 100 0 100 I ------- -
100 ------- 100 0 L. E. radius: 6.33
L. E. radius: 4.85 Slope of radius through L. E.: 0.20
L. E. radius: 2.48 L. E. radius: 3.56 Slope of radius through L. E.: 0.20 -------
L. E. radius: 1.58 Slope of radius through L. E.: 0.20 Slope of radius through L. E.: 0.20 Ul
Slope of radius through L. E.: 0.20 - -
o
>-

o
NACA 2302 4 "l
NACA 2301 5 NACA 2301 8 NACA 2302 1
NACA 2301 2 [Stations and ordinaws given in percent of
>-....
[Stations and ordinaws given in percent of [Stations and ordinates given in percent of airfoil chord]
[Stations and ordinaws given in percent of [Stations and ordinates given in percent of airfoil chord] airfoil chord]
airfoil chord] airfoil chord] o....
Lower surface Upper surface Lower surface t"
Upper surface Lower surface Upper surface
Lower stuface Upper surface Lower surface ---- --- t:1
Upper surface
---- --- StatioD Ordinate Station Ordinate
Station OrdiDaw Station Ordinate Station Ordinate Station Ordinaw
Station- Ordinaw Station Ordinate Station Ordinate Statio!l Ordinaw ---- ---- ---- - - - - >-
--- ---- - - - - - - - - - - ---- - - - ---- - - - 0 0 0
---- --- --- - - - 0 0 0 0
0 0 0 0 0 .277 4.017 2.223 -3.303
0 0 0 1. 25 -1.83 1. 25 1. 25 -2.08
0 1.25 -1.M 1.25 4.09 -3.14 1.331 5.764 3.669 -4. 432
1.25 2.67 1. 25 -1.23 1. 25 2.5 -2.71 2.5 6. 14 2.5
2.5 4. 44 2.5 -2.25 2.5 5.29 5.0 -4.52 3.853 8.172 6.147 -5.862
2.5 3.61 2.5 -1.71 5.0 6.92 5.0 -3.80 5.0 7.93 8.399 -6.860
-2.26 5.0 5.89 5.0 -3.04 7.5 .9.13 7.5 -5.55 6.601 9.884
5.0 4.91 5.0 -3.61 7.5 8. 01 7.5 -4.60 9.423 11. 049 10.577 -7.647
7.5 -2.61 7.5 6.90 7.5 -5.22 10 10.03 10 -6.32
7.5 5.80 10 -4.09 10 8.83 10 -7.51 15.001 12.528 14.999 -8.852
6.43 10 -2.92 10 7.64 15 -6.18 15 11.19 15
10 8.52 15 -4.84 15 9.86 -8. 30 20.253· 13.237 19.747 -9.703
15 7.19 15 -3.50 15 20 -6.86 20 11.80 20
20 8.92 20 -5.41 20 10.36 25 -8.76 25.262 13.535 24.738 -10.223
20 7.50 20 -3.97 25 10.56 21\ -7.27 25 12.05 29.735 -10.454
-4.28 25 9.08 25 -5.78 30 12. 06 30 -8. 95 30.265 13. 546
25 7.60 25 30 10.55 30 -7.47 12.928 39.744 -10.278
30 -4.46 30 9.05 30 -5.96 40 11.49 40 -8.83 40.256
30 7.55 40 -5.92 40 10.04 40 -7.37 50.235 11.690 49.766 -9.482
7.14 40 -4.48 40 8.59 -6.81 50 10.40 50 -8.14
40 7.74 50 -5.50 50 9.05 50 -7.07 60.202 10. 008 59.798 -8.242
50 6.41 50 -4.17 50 60 -5.94 60 8.90 60
60 6.61 60 -4.81 60 7.75 70 -5.72 70.162 7.988 69.838 -6.664
60 5.47 .60 -3.67 70 6.18 70 -4.82 70 7.09 79.884 _4.803
70 -3.00 70 5.25 70 -3.91 80 5.05 80 -4.13 80.116 5.687
70 4.36 80 -2.83 80 4.40 80 -3.48 90.064 3.115 89.936 -2.673
3.08 80 -2.16 80 3.73 -1. 94 90 2.76 90 -2.30
80 2.04 90 -1.59 90 2.39 90 -1.30 95.036 1. 724 94.964 -1.504
90 1.68 90 -1.23 90 1. 32 95 -1. 09 95 1.53 95
-.70 95 1.12 95 -.90 95 (.22) 100 (-.22) 100 ----- 100 0
95 .92 95 (-.W) 100 (.19) 100 (-.19) 100
(.13) 100 (-.13) 100 (.16) 100 100 ----- 100 0
100 100 0 100 100 0
100 0 100 -----
100 ----- L. E. radius: 6.33
L. E. radius: 4.85 Slope of radins through L.E.: 0.305
L. E. radius: 2.48 I,. E. radius: 3.56 Slope of radius through L. E.: 0.305 -- -
. L. E. radius: 1.58 Slope of radius through L. E.: 0.305 Slope of radius through L. E.: 0.305
Slope of radius through L. E.: 0.305 -- - - -

--------- -----
---- ---- ----

I--'
or-'-
 i-<
NACA 63,4-420 NACA 63A-420 NACA 63(420)-422 NACA 63(420)-51 7 NACA 63-006 o
[Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinat.:ls given in percent of [Stations and ordinates given in percent of
airfoil chord] a=0.3 airfoil chord] airfoil chord] airfoil chord]
[Stations and ordinates given in percent of I
I
airfoil chord]
Upper surface J,ower surface Upper snrfflce Lower surface Upper surface Lower surface I
Upper surface Lower surface
--------- Upper surfncc wwer surface
I ------ -------
Station Ordinate Station Ordinate I _ _ _-_-1 Station Ordinate Station Ordinate I Station Ordinate Station Ordinate Station Ordinate Station Ordinate
------ ---- - - - - - - - - - -
- - - --- - - - Station Ordinate Station Ordinate I - - - - - - ----- - - ---- ------- - -
0 0 0 0 0 0 0 I 0 0 0 0 0 0 0 0
.215 1.790 .785 I --- , .187 1. 959 .S13 -1.759 .200 1.551 .800 -1.301 .5 .503 .5 -.503
.430 2.196 1.070 0 0 0 0 3.98 2.402 I. 102 -2.122 .412 1.912 I. 088 -1.562 .75 .609 .75 -.609
.887 2.827 1. 613 I .065 1.814 .935 -1.502 .850 3.088 1.650 -2.660 .866 2.477 1.634 -1.941 1.25 .771 1.25 -.771
2.082 3.954 2.918 -3.210 .260 2.241 1. 240 -1.805 2.041 4.312 2.959 -3.568 2.058 3.498 2.942 -2.568 2.5 1.057 2.5 -1.057
4.538 5.557 5.462 -4.293 .691 2.912 1.809 -2.244 4.492 6.050 5.508 -4.786 4.511 4.966 5.489 -3.386 5.0 1. 462 5.0 -1.462
7.024 6.793 7.976 -5.097 1.856 4.128 3.144 -2.968 I 6.977 7.387 8.023 -.1.691 1 6.996 6.104 8.004 -3.984 7.5 1. 766 7.5 -1.766
9.526 7.817 10.474 -5.749 4.268 5.878 .5.712 -3.914 9.478 8.496 10.522 -6.428' 9.497 7.050 10.503 -4.466 10 2.010 10 -2.010
14.554 9.424 15.446 -6.732 6.771 7.237 8.229 -4.601 14.509 ·10.231 15.491 -7.539 14.527 8.542 15.473 -.1.178 15 2.386 15 -2.386 !:d
9.280 8.366 10.720 -5.158 i 19.563 11.489 20.437 -8.305 i 19.578 9.633 20.422 -5.653 20 2.656 20 -2.656 t'i
19.603 10.589 20.397 -7.405 '"d
24.663 11.414 25.337 -7.834 14.347 10.132 15.6.53 -5.996 24.630 12.377 25.370 -8.797 24.642 10.416 25.358 -5.940 25 2.841 25 -2.841
29.732 11.895 30.268 -8. 007 19.4.18 11.4IO 20.542 -6.570 29.705 12.890 30.295 -9.002 29.715 10.887 30.285 -6.027 30 2.954 30 -2.954 o
11. 0.13 35.209 -.1.903 35 3.000 35 -3.000 !:d
34.S03 12.036 35.197 -7.916 24.604 12.296 25.396 -6.948 34.784 13.034 35.216 -8.914 34.791 >-:3
39.874 11.906 40.126 -7.622 29.808 12.781 30.192 -7.125 39.861 12.883 40.139 -8.599 39.866 10.977 40.134 -5.621 40 2.971 40 -2.971
44.940 11.556 45.060 -7.176 35.00S 12.848 34.992 -7.108 44.934 12.493 45.066 -8.113 44.936 10.699 45.064 -5.223 4.1 2.877 45 -2.877 Z
50.000 11.025 .10.000 -6.613 40.145 12.594 39.855 -6.934 I 50.000 11.907 50.000 -7.495 50.000 10.254 50.000 -4.738 50 2.723 50 -2.723
55.052 10.333 54.948 -5.953 45.243 12.089 44.757 55.057 11. 147 54.943 -6.767 55.055 9.660 54.945 -4.184 55 2.517 55 -2.517 ?
-5.208 50.308 II. 388 49.692 I 60.104 10.227 59.896 -5.943 60.101 8.92.1 59.899 -3.569 60 2.267 60 -2.267 00
60.095 9.492 59.905 t>:)
65.127 8.523 64.873 -4.403 55.344 JO.516 54.656 -5.756 65.140 9.169 64.860 -5.049 65.135 8.067 64.865 -2.917 65 I. 982 65 -I. 982
59.647 -5.189 70.163 7.988 69.837 -4.100 70.157 7.099 69.843 -2.239 70 I. 670 70 -1.670 H>-
70.148 7.438 69.852 -3.MO 60.353 9.497
75.156 6.253 74.844 -2.673 65.339 8.357 64.661 -4.553 75.172 6.700 74.828 -3.120 75.166 6.030 74.834 -1.554 75 I. 342 75 -1.342
80.150 4.990 79.850 -1.806 70.305 7.120 69.695 ' -3.856 ' 80. Ie,S 5.329 79.835 -2.145 80.159 4.877 79.841 -.897 80 1.008 80 -1.008 I
85.129 3.684 84.871 -.992 75.256 5.807 74.744 -3.111 85.142 3.918 84.8.18 -1.226 S5.137 3.668 84.863 -.304 85 .683 85 -.683 z
90.094 2.379 89.906 -.311 80.197 4.453 79.803 -2.337 i 90.103 2.513 89.897 -.445 90.100 2.434 89.900 .150 90 .383 90 -.383
95.047 1. 131 94.953 .133 85.13-1 3.108 84.866 -1.568 95.051 1.181 94.949 .083 95.050 1.213 94.950 .367 95 .138 95 -.138 e3....
100 0 100 0 90.073 1.836 89.927 -.856 I 100.000 0 100.000 0 100.000 0 100.000 0 100 0 100 0 o
95.025 . .728 94.975 -.272 Z
100.000 0 100.000 0 i
L. E. radius: 3.16 J,. E. radius: 3.82 L. E. radius: 2.283 L. E. radius: 0.297
Slope of radius through I,. E.: 0.168 Slope of radius through L. E.: 0.168 Slope of radius through L. E.: 0.211
I
L. E. radius: 3.16 --- - - - __ J
Slope of radius through L. E.: 0.262
-<
....[IJ.
o
NACA 63-009 NACA 63-206 NACA 63-209 NACA 63-210 NACA 631-012 (l
[Stations and ordinates riven in p('rcent of [Stations and ordinat", given in perccnt of [Stations and ordinates given in percent of [Stations and ordinatl's given in pe.rcent of [Stations and ordinates given in percent of S
airfoil chord] airfoil chord] airfoil chord] airfoil chord] airfoil chord] ""

Lower surface. Upper surface Lower surface Upper surface

....
...,
Upper suriace Lower surface Upper surface J.lowcr surface UppP,' surface I .Lower surface ...,
- - - - - - -------- I t'i
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station IOrdinate Stat.ion Ordinate Station Ordinate Station Station Ordinate Station Ordinate t'i
- - - ---- ---- - - - ------ - - - - - - - - - ---- ---- - - - - - - - - ><j
---- ------ ---- ---- o
0 0 0 0 0 0 0 0 0 I o 0 0 0 !:d
0 0 0 0 0 0 0
.5 .749 .5 -.749 .458 .551 .042 -.451 .437 .796 .563 -.696 .430 .876 .570 -.776 .5 .985 .5 -.985
I .75 ].194 .75 -1.194
.75 .906 .75 -.906 .703 .677 .797 -.537 .680 .973 .820 -.833 .669 1.107 .831 -.967
1.25 1.151 1. 25 -1.151 I. 197 .876 1. 3.03 -.662 1.170 1. 255 1.330 -1.041 1.162 1.379 I. 338 -1.165 1.25 ].519 1.25 -1.519
2.5 I. 582 2.5 -1. 582 I 2.438 I. 241 2.562 -.869 2.408 I. 765 2.592 -1. 393 - 2.398 1. 939 2.602 -1.567 I
2.5 2.102 2.5 -2.102 g;
5.0 2.196 5.0 -2.196 : 4.932 I. 776 5.068 -1.144 4.897 2.510 5.103 -1.878 4.886 2.753 5.114 -2.121 5.0 2.925 5.0 -2.925
7.5 2.655 7.5 7.429 2.189 7.571 -1.341 7.394 3.077 7.606 -2.229 7.382 3.372 7.618 -2.524 7.5 3.542 7.5 -3.542 Z
-2.655 I >-
10 3.024 10 -3.024 9.930 2.526 10.070 -1.492 9.894 3.539 10.106 -2.505 9.882 3.877 lO.ll8 -2.843 I
14.934 3.058 15.066 -1. 712 14.901 4.263 15.099 -2.917 14.890 4.665 15.lIO -3.319 I I d
15 3.591 15 -3.591 I
20 3.997 20 -3.997 19.941 3.451 20.059 -1. 859 19.912 4.792 20.088 -3.200 19.902 5.240 20.098 -3.648 20 5.342 20 -5.342 ....>-3
25 4.275 25 -4.275 24.950 3.736 25.050 -1. 946 24.925 5.169 25.075 -3.379 24.917 5.647 25.083 -3.857 25 5.712 25 -5.712 (l
30.040 -1.982 29.940 5.414 30.060 -3.470 29.933 5.910 30.067 -3.966 30 5. 930 30 -5.930 [IJ.
30 4.442 30 -4.442 29.960 3.926
35 4.500 35 -4.500 34.970 4.030 35.030 -I. 970 34.956 5.530 35.044 -3.470 34.951 6.030 35.049 -3.970 35 6.000. 35 -6.000
40 4.447 40 -4.447 ' 39.981 4.042 40.019 -1.900 I 39.971 5.518 40.029 -3.376 39.968 6.009 40.032 -3.867 I 40 5. 920 40 - 5. 920
45 4.296 4.5 -4.296 44.991 3.972 45.009 -I. 782 44.986 5.391 45.014 -3.201 44.985 5.861 45.015 -3.671 45 5. 704 45 - 5. 704
50 4.056 . 50 50.000 3.826 50.000 -1. 620 50.000 5.159 50.000 -2.953 50.000 5.599 50.000 -3.393 50 5.370 50 -5.370
I 54.992 -1.422 I 55.012 4.834 54.988 -2.644 55.013 5.235 54.987 -3.045 I 55 4. 935 55 -4. 935
55 3.739 55 55.008 3.612
60 3.358 60 -3.358 60.015 3.338 59.985 -1.196 60.022 4.429 59.978 -2.287 60.024 4.786 59.976 -2.644 60 4. 420 60 -4.420
tiS 2.928 65 -2.928 65.020 3.012 64.980 -.952 65.029 3.958 ·64.971 -I. 898 65.032 4.264 64.968 -2.204 65 3.840 65 -3.840
70 2.458 70 -2.458 70.023 2.642 69.977 -.698 70.033 3.430 69.967 -I. 486 70.036 3.684 69.964 -1.740 70 3. 210 70 -3.210
75 1.966 75 -1.966 75.023 2.237 74.927 -.447 75.034 2.861 74.966 -1. 071 75.038 3.061 74.962 -1.271 75 2.556 75 -2.556
80 1.471 80 -1. 471 80.022 I. 804 79.978 -.212 80.032 2.267 79.968 -.675 SO. 036 2.414 79.964 -.822 SO 1. 902 SO -I. 902
85 .990 85 -.990 85.019 ]. 356 84.981 -.010 85.027 1.668 84.973 -.317 85.030 1. 761 84.970 -.415 85 1. 274 85 -1. 274
90 .550 90 -.550 90.013 .900 89.987 .134 90.019 1.067 89.981 -.033 90.021 1. 121 89·979 -.087 90 .707 90 -.707
95 .196 95 196 95.006 .454 94.994 .178 95.009 .512 94.991 .120 95.010 .530 94.990 .102 95 .250 95 -.250
0. i I
100 0 100 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 100 0 100 0

L. E. radius: 0.631 1,. E. radius: 0.297 L. E. radius: 0.681 L. E. radius:· 0.770 L. E. radills: 1.087
Slope of radius through L. E.: 0.0842 Slope of radius through L. E.: 0.0842 Slope of radius through L. E.: 0.0842
- -- -
 NACA 631-212 NACA 631-412 NACA 632-015 NACA 632-215 NACA 632-41 5
[Stations and ordinates given in percent of [Stations and ordinaj;es gben in percent oj ;Stations and ordinates given in percent of [Stations and ordinates given in percent of Stations and ordinates given in percent of
airfoil chord] airfoil chord] , airfoil chord] airfoil chord] airfoil chord]

Upper surface Lower surface Upper surface Lower surface Uppe,r surface Lower surface Upper surface Lower surface I Upper surface Lower surface'
,
I
Station Station Ordinate
i Station Ordinate Station Ordinate i Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate
--- - - - - -1 ---- ------ ---- ---- --- ---- - - - - - --- - - - - - -
o I 0 o ,0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
.417 1.0.32 .583 -.932 .336 1.071 .664 -'.871 .5 1.204 .5 -1. 204 .399 1.250 .601 -1.150 .300 1.287 .700 -1.087
.657 1.260 .843 -1.120 .•167 1. 320 .933 -1.040 .75 1. 462 .75 -1.462 .637 1.528 .863 -1.388 .525 1.585 .975 -1.305
1.145 1.622 1.355 -1.408 1.041 1. 719 1. 459 -1.291 1. 25 1.878 1. 25 -1.878 1.120 1. 980 1. 380 -1.766 .991 2. 074 1.509 -1.646
2.378 2.284 2.622 -1.912 2.257 2.460 2.743 -1. 716 '2·5 2.610 2.5 -2.610 2.348 2.792 2.652 -2.420 2.198 2.964 2.802 -2.220
4.863 3.238 5.137 -2.606 4.727 3.544 5.273 -2.280 5.0 3.648 5.0 -3.648 4.829 3.960 5.171 -3.328 4.660 4.264 5.340 -3..000
7.358 3.963 7.642 -3.115 7.218 4.379 7.782 -2.685 7.5 4.427 7.5 -4.427 7.323 4.847 7.677 -3.999 7.147 5.261 7.853 -3:565 , I
9.859 4.554 10.141 -3.520 9.718 .1.063 10.282 -2.995 10 5.055 10 -5.055 '9.823 5.569 10.177 -4.535 9.647 6.077 10.353 -4.009
14.S68 5.470 15. 132 : -4.124 14.735 6.138 15.265 -3.446 15 6. on 15 14.834 6.682 15.166 -5.336 14.669 7.348 15.331 -4.656
19.882, 6.137 20.118 -4.545 19.765 6.929 20.235 -3.745 20 6.693 20 -6.693 19.852 7.487 20.148 -5.895 19.705 8279 20.295 -5.095
2{.900 I 6.606 25.100 -4.816 24.800 7.499 25.200 -3.919 25 7.155 25 -7.155 24.875 8.049 25.125 -6.259 24.750 8.941 25.250 -5.361
6.901 30.080 -4.957 29.840 7.872 30.160 -3.984 30 7.421 30 -7.421 29.900 8.392 30.100 -6.448 29.800 9.362 30.200 -5.474
7.030 35. OW -4.970 34.882 8.059 35.118 -3.939 35 7.500 35 -7.500 34.926 8.530 35.074 -6.470 34.852 9.559 35.148 -5.439
39.962 6.991 40.038 -4.849 39.924 8.062 40.076 -3.778 40 7.386 40 -7.386 39.952 8. 457 40.048 -6.315 39.C05 9.527 40.095 -5.243
44.982 6.799 45.018 -4.609 44.964 7.894 45.036 -3.514 45 7.099 45 -7.099 44.977 8.194 45.023 -6.004 44.955 9.289 45.045 -4.909
50.000 6. 473 50.,000 -4.267 50.000 7.576 50.000 -3.164 50 6.665 50 -6.665 50.000 7.768 50.000 -5.562 50.000 8.871 50.000
55.016 6.030 54.984 55.031 7.125 54.969 -2.745 55 6.108 55 -4.459 I
-6.108 55.019 7.203 54.981 -5.013 55.039 8.298 54.961 -3.918
60.029 5.491 59.971 -3.349 60.057 6.562 59.943 -2.278 60 5.458 60 -5.453 60.035 6.524 59.965 -4.382 60.070 7.595 59.930 -3."311
65.038 4.870 64.962 -2.810 65.076 5.899 64.924 -1. 779 65 4.721 65 -4.721 65.047 5.751 64.953 -3.691 65.093 6.780 64.907 -2.660
70.043 4.182 69.957 ·-2.238 70.087 5.153 69.913 -1. 265 70 3.934 70 -3.934 70.053 4.906 69.947 -2.962 70.106 5.877 69.894 -1.989
75.045 3.451 74.955 -1.661 75.089 4.344 74.911 -.764 75 3.119 75 -3.119 75.055 • 4.014 74.945 -2.224 75.109 4.907 74.891 -1.327 ,
80.042 2.698 79.958 -1.106 80.084 3.492 79.916 -.308 80 2.310 80 -2.310 80.051 3.105 79.949 -1.513 80.102 3.900 79.898 -.716
85.035 ' 1.947 84.965 -.601 85.070 2.618 84.930 .074 85 1.541 85 -1. 541 85.043 2.213 84.957 -.867 85.085 2.885 84.915 -.193
90 .. 025 1.224 89.975 -.190 90.049 1. 739 89.951 .329 90 .852 90 -.852 90.030 1.368 89.970 -.334 I 90.059 1.884 89.941 .184
95.012 .566 94.988 .066 95.023 .881 94.977 .383 95 .300 95 -.300 95.014 .616 94.986 .016 95.028 .931 94.972 U2
.333 I
100.000 0 100.000 0 100.000 0 100.000 0 100 0 100 0 100.000 0 100.000 0 100.000 0 100.000 0 c:l

L, E. radius: 1.087 L. E. radius: 1.087 L. E. radius: 1.594 L. E. radius: 1.594 L. E. radius: 1.594
Slope of radius through L. E.: 0.0842 Slope of radius through L. E.: 0.1685 Slope ofradius through L. E.: 0.0842 , SlopeofradiusthroughL. K: 0.1685
><:
o>rj
:>
.....
NACA NACA 633-01 8 NACA 633-21 8 NACA 633-41 8 NACA 633-61 8 ;0
"1
[Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of o
' airfoil chord] airfoil chord] , airfoil chord] airfoil chord] airfoil chord] .....
t"
C;
Upper surface I I'()wer surface Upper surface Lower surface. I Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface
I :>
...,
, :>
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station
--- ------ ---- - - - ----- - - - - - --- ---- ---- - - - - --- - - - - - -
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
.205 1.317 ..795 -1.017 .5 1.404 .5 -1.404 .382 1.449 .618 -1.349 .267 1.484 .733 -1. 284 .156 1.511 .844 -1.211
.418 1.634 1.082 -1.214 .75 1.713 .75 -1.713 .617 1.778 .88.3 -1.638 .487 1.833 1.013 -1. 553 .a61 1. 878 1.139 -1.458
.866 2.159 1.634 -1. 517 1.25 2.217 1.25 -2.217 1.096 2.319 1.404 -2.105 .945 2.410 1.555 -1.982 .797 2.491 1. 703 -1.849
2.050 3.129 2.950 -2.013 2.5 3.104 2.5 -3.104 2.319 3.285 2.681 -2.913 2.140 3.455 2.860 -2.711 1.965 3.616 3.035 -2.500
4. 492 4.560 5.508 -2. 664 , 5.0 4.362 5.0 -4.362 4.796 4.673 5.204 -4.041 4:59.3 4.975 5.407 -3.711 4.393 5.268 5.607 -3.372
6.973 5.667 8.027 -3.123 7.5 5.308 7.5 -5.308 7.288 5.728 7.712 -4.880 7.077 6.139 7.923 -4.443 6.868 6.542 8.132 -3.998
9.473 6.578 10.527 -3.476 10 6.068 10 -6.068 9.788 6.581 10.212 -5.547 9.577 7.087 10.423 -5.019 9.367 7.586 10.63.3 -4.484
14. 504 8.010 15.496 -3.972 15 7.225 15 -7.225 14.801 7.895 15.199 -6.549 14.602 8.560 15.398 -5.868 14.404 9.219 15.596 -5.181
19. 558 9.066 20.442 -4.290 20 8.048 20 -8.048 19.822 8.842 20.178 -7.250 19.645 9.632 20.355 -6.448 19.469 10.418 20.531 -5.642
24.625 9.830 25.375 -4.460 25 8.600 25 -8.600 24.850 9.494 25.150 -7.704 24.699 10.385 25.301 -6.805 24.549 11. 273 25.451 -5.903
29.700 10.331 30.300 -4.499 30 8.913 30 -8.913 29.880 9.884 30.120 -7.940 29.760 10.854 30.240 -6.966 29.640 11.822 30.360 -5.990
34.778 10.587 35.222 -4.407 35 9:000 35 -9.000 34.911 10.030 35.089 -7.970 34.823 11.058 35.177 -6.938 34.734 12.086 35.266 -5.906
39.857 10.598 40.143 -4.172 40 8.845 40 -8.845 39.943 9.916 40.057 -7.774 39.886 10.986 40.114 -6.702 39.829 12.0.16 40.171 -5.630
44.932 10.384 45.068 -3.814 45 8.482 45 -8.482 44.973 9.577 45.027 -7.387 44.946 10.1\72 45.054 -6.292 44.919 11.767 45.081 -5.197
50.000 9.974 50.000 -3.356 50 7.942 50 -7.942 50.000 9.045 50.000 -6.839 50.000 10.148 50.000 -5.736 50.000 1l.251 50.000 '-4.6.33
55.058 9.393 54.942 -2.823 55 7.256 55 -7.256 55.023 8.351 54.977 -6.161 55.046 9.446 54.954 -5.066 55.069 54.931 -3.971
60.105 8.665 59.895 -2.239 19. 541
60 6.455 60 -6.455 60.042 7.526 59.958 -5.384 60.083 8.596 59.917 -4.312 60.125 9.667 59.875 -3.241
65.139 7.809 64.861 -1. 629 65 5.567 65 -5.567 65.055 6.597 64.945 -4.537 '65.110 7.626 64.890 -3.506 65.164 8. 655 64.836 -2.475
70.159 6.847 69.841 -1.015 70 4.622 70 -4.622 70.062 5.594 69.938 -3.650 70.125 6.564 69.875 -2.676 70.187 7.534 69.813 -1.702
75.163 5.800 74.837 -.430 7., 3.650 75 -3.650 75.064 4.544 74.936 , -2.754 75.128 5.438 74.872 -1.&18 75.191 6.330 74.809 -.960
80.153 4.693 79.847 .083 80 2.691 80 -2.691 80.059 3.486 79.941 .-1.894 80.119 4.280 79.881 -1.096 SO. 178 5.073 79.822 -.297
85.127 3.555 84.873 .483 85 1. 787 85 -1. 787 85.049 2.459 84.951 -1.113 85.099 3.130 84.901 -.438 85.147 3.800 84.853 .238
90.089 2.398 89.911 .704 90 .985 90 -.985 90.034 1. 501 89.966 -.467 90.069 2.017 89.931 .051 90.103 2.531 89.897 .571
95.042 ' 1.245 94.958 .651 95 .348 95 -.348 95.016 .664 94.984 -.032 95.032 .978 94.968 .286 95.048 1. 293 94.952 .603
100.000 0 100.000 0 100 0 100 0 100.000 0 100.000 0 100.000 0 100.000 100.000 100.000
0 0 0
I
L. E. radius: 1.594 L. E. radius: 2.120 L. K radius: 2.120 L. E. radius: 2.120 L. E. radius: 2.120
Slope Qfradius through L. E.: 0.2527 Slope of radius through L. E.: 0.0842
-- I Slope of radius through L,K: 0.1685 Slope of radius through L. E.: 0.2527
- - ---- - - - -- -
I-'-

8
 NACA 64-009
.....
NACA 634-221 NACA 634-421 NACA 64-006 o
NACA 634-021
[Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of
airfoil chord] airfoil chord] airfoil chord] airfoil chorli] airfoil chord]

Lower surface Upper surface Lower surface Upper surface Lower surface I Upper surface Lower surface
Upper surface Lower surface
---------
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Statiou Ordiilate Station Ordinate Station Ordinate
Station Ordinate Station Ordinate
- - - - - - --- - - - - ---- ---- - - - - - - - - - ---- - - - ---- ---- ------ ---- ---- ------ - - -
0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 -.494 .50 .739 .SO -.739
.5 -1.583 .367 1.627 .6.'l3 -1.527 .237 I. 661 .763 -1.461 .50 .494 .50
.5 1.583 I -1. 774 .75 .596 .75 -.596 I .75 .892 .75 -.892
.75 I. 937 .75 -1.937 .600 2.001 .900 -1.861 .452 2.054 1.048
.902 2.717 1. 598 -2.289 I. 25 .754 I. 25 -.754 1.25 1.128 1.25 -1.128
I. 2.5 2.527 I. 2.'; -2.527 I. 075 2.628 1.425 -2.414 1.533 2.5 -1.533
3.757 2.708 -3.385 2.086 3.925 2.914 -3.181 2.5 1.024 2.5 -1.024 2.5
2.5 3.577 2.5 -3.577 I 2.292 -1.405 5.0 2.109 5.0 -2.109
5.0 -5.065 4.763 5.375 5.237 -4.743 4.527 5.675 5.473 -4.411 5.0 1.405 5.0
5.0 5.065 -5.314 7.5 1. 692 7.5 -1.692 7.5 2.543 7.5 -2.543
7.5 -6.182 7.253 6.601 7.747 -5.75.'l 7.007 7.010 7.993 i
7.5 6.182 -6.029 10 1.928 10 -1.928 10 2.898 10 -2.898
10 7.080 10 -7.080 9.75.'l 7.593 10.247 -6.559 9.506 8.097 10.494 ::0
14.535 9.774 15.465 -7.082 15 2.298 15 -2.298 15 3.455 15 -3.455
15 8.441 15 -8.441 14.767 9.111 15.233 -7.765 3.868 20 -3.868 t'l
10.204 20.208 -8.612 19.585 10.993 20.415 -7.809 20 2.572 20 -2.572 20
20 9.410 20 -9.410 19.792 2.772 -2.772 25 4.170 25 -4.170 "d
25 -10.053 24.824 10.946 25.176 -9.156 24.649 11.837 25.351 -8.257 25 25
25 10.053 -8.464 30 2.907 30 -2.907 30 4.373 30 -4.373 o
30 10.412 30 -10.412 29.860 11.383 30.140 -9.439 29.719 12.352 30.281
34.793 12.558 35.207 -8.438 35 2.981 35 -2.981 35 4.479 35 -4.479
35 10.500 35 -10.500 34.897 11.529 35.103 -9.469 4.490 40 -4.490 >-:3
11. 369 40.066 -9.227 39.867 12.439 40.133 -8.155 I 40 2.995 40 -2.995 40
40 10.298 40 -10.298 39.934 45 2.919 45 -2.919 45 4.364 45 -4.364
I 44.969 10.949 45.031 -8.759 44.937 12.044 45.063 -7.664 I Z
45 9.854 45 -9.854 50 2.775 50 -2.775 50 4.136 50 -4.136
9.206 50 -9.206 50.000 10.309 50.000 -8.103 50.000 11. 412 50.000 -7.000 ?
50 10.580 54.946 -6.200 55 2.575 55 -2.575 55 3.826 55 -3.826
55 8.390 55 -8.390 55.027 9.485 54.973 -7.295 55.054 -3.452
59.952 -6.370 60.096 9.582 59.904 -5.298 60 2.331 60 -2.331 60 3.452 60 00
60 7.441 60 -7.441 60.048 8.512 -2.050 65 3.026 65 -3.026
-6.396 i 65.063 7.426 64.937 -5.366 65.126 8.455 64.874 -4.335 65 2.050 65
65 6.396 65 -3.344 70 1. 740 70 -1.740 70 2.561 70 -2.561 >I>
70 5.290 70 -5.290 70.071 6.262 69.929 -4.318 70.143 7.232 69.857
75.145 5.947 74.855 -2.367 75 1.412 75 -1.412 75 2.069 75 -2.069
75 4.160 75 -4.160 75.073 5.054 74.927 -3.264 80 1.564 80 -1. 564
80.067 3.849 79.933 . -2.257 80.135 4.643 79.865 -1.459 80 1.072 80 -1.072
80 3.054 80 -3.054 85 .737 85 -.737 85 1.069 85 -1.069
2.021 85 -2.021 I 85.056 2.693 84.944 -1.347 85.111 3.364 84.889 -.672
85 2.144 89.922 -.076 90 .423 90 -.423 90 .611 90 -.611
90 I. 113 90 -1.113 90.039 1.629 89.961 -.595 90.078 -.227 >-:3
-.076 95.037 I. 022 94.963 .242 95 .157 95 -.157 95 .227 95
95 .392 95 -.392 95.018 .708 94.982 100 0 100 0
100.000 0 100.000 0 100.000 0 100.000 0 100 0 100 0 o'-<
100 0 100 0 1 Z
;.-
L. E. radius: 2.650 L. E. radius: 2.650 L. E. radius: 0.256 L. E. radius: 0.579 t<
L. E. radius: 2.650 Slope of radius through L. E.: 0.1685
Slope of radius through L. E.: 0.0842 ;.-
I I -- t:;)
<
'-<
111
o
NACA 64-1 08 NACA 64-1 1 0 NACA 64-206 NACA 64-208 NACA 64-209
l.l
""
[Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of o
airfoil chord] airfoil chord] airfoil chord] airfoil chord] airfoil chord} ;::;:

Lower surface Upper surface Lowrr surface Upper surface Lower surface Upper surface Lower surface >-:3
Upper surface Lower surface Upper surface
-------- >-:3
t'l
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate t'l
Station Ordinate Station Ordinate
- - - - - - - ---- - - - - ---- --- --- ---- --- ---- ---- --------- ---- ------ - - - "j

0 0 0 0 0 0 0 0 0 0 0 0 0 o
0 0 0 0 0 0 0 .438 .786 .562 -.686
.465 .844 .535 -.794 .459 .542 .541 -.442 .445 .706 .555 -.606
.472 .682 .528 -.632 .688 .862 .812 -.722 .680 .959 .820 -.819 ;.-
.719 .828 .781 -.758 .712 I. 02.'l .788 -.953 .704 .664 .796 - . .524
I. 198 .859 1.302 -.645 1.180 1.110 1.320 -.896 1.172 1. 1.328 -1.018 t'l
1. 215 1.058 1. 285 -.950 I. 207 1.303 1. 293 -1. 195 i 2.589 -1.344
2.550 -1.607 2.440 1. 208 2.560 -.836 2.421 1.549 2.579 -1.177 2.411 1. 716
2.460 1.457 2.540 -1.271 2.450 I. 793 4.901 2.423 5.099 -1.791
4.945 2.500 5.055 -2.184 4.934 1. 719 5.066 -1.087 4.912 2.189 5.088 -1.557 o
4.956 2.032 5.044 -1.716 7.410 2.681 7.590 -1.833 7.398 2.965 7.602 -2.117
7.455 2.471 7. ,545 -2.047 7.443 3.037 7.557 -2. Ill;) 7.432 2. Il5 7.568 -1. 267
9.933 2.444 10.067 -1.410 9.909 3.089 10.091 -2.055 9.899 3.413 10.101 -2.379
9.955 2.832 10.045 -2.316 9.944 3.479 10.056 -2.96.'l 4.127 -2.781
4.178 15.053 -3.506 14.937 2.970 15.06.'l -1.624 14.915 3.741 15.085 -2.395 14.905 15.095
14.958 3.405 15.042 -2.733 14.947 -2.640 19.915 4.66.'l 20.085 -3.071
-3.039 19.953 4.700 20.047 -3.904 19.943 3. :367 20.057 -I. 775 19.924 4.232 20.076
19.962 3.8.% 20.038 24.935 4.598 25.065 -2.808 24.927 5.064 25.073 -3.274 '-<
4.152 25.032 -3.256 24.959 5.087 25.041 -4.191 24.952 3.667 25.048 -1.877 l.l
24.968 :lO.039 -1. 935 29.948 4.856 30.052 -2.912 29.941 5.345 30.059 -3.401
29.974 4.370 30.026 -3.398 29.967 5.350 30.033 -4.378 29.961 3.879 -3.449 111
35.025 -4.465 34.971 4. OIl 35.029 -I. 951 34.961 5.009 35.039 -2.949 34.956 5.509 35.044
34.980 4.494 35.020 -3.464 34.975 5.495 39.971 5.561 40.029 -3.419
39.984 5.524 40.016 -4.452 39.981 4.066 40.019 -1.924 39.974 5.063 40.026 -2.921
39.987 4.528 40.013 -3.456 4.978 45.012 -2.788 44.986 5.459 45.014 -3.269
45.006 -3.335 44.992 5.391 45.008 -4.295 44.991 4.014 45.009 -1.824 44.988
44.994 4.431 -1.672 50.000 4.787 SO. 000 -2.581 50.000 .5.239 50.000 -3.033
50.000 4.236 50.000 -3.132 50.000 5.138 50.000 -4.034 50.000 3.878 50.000
55.008 3.670 54.992 -1.480 55.011 4. S06 54.989 -2.316 55.012 4.921 54.988 -2.731
55.005 3.959 ,54.995 -2.86.'l 55.007 4.786 54.993 -3.690 4.523 59.978 -2.381
60.012 4.356 59.988 -3.284 60.015 3.402 59.985 -1.260 60.020 4.152 59.980 -2.010 60.022
60.010 3.617 59.990 ·-2.545 65.027 3.733 64.973 -1.673 65.030 4.056 64.970
65.013 3.219 64.987 ':"2.189 65.016 3.860 64.984 -2.830 65.020 3.080 64.980 -1.020
3.313 69.981 -2.341 70.023 2.712 69.977 -.768 70.031 3.263 69.969 -1.319 70.035 3.533 69.965
70:015 2.777 69.985 -1.805 70.019 -.959 75.036 2.964 74.964 -1.174
74.984 -1.406 75.020 2.729 74. g80 -1.833 75.025 2.307 74.975 -.517 75.032 2.749 74.968
75.016 2.302 -.276 80.031 2.200 79.969 -.608 SO. 035 2.360 79.965 -.768
80.015 1.802 79.985 -1.006 80.019 2.120 79.981 -1.324 80.024 1.868 79.976
85.020 1.410 84.980 -.064 85.027 1.634 84.973 -.288 85.030 1. 742 84.970 -.396
85.013 1. 297 84.987 -.625 85.016 1.512 84.984 -.840 1.128 89.979 -.094
90.012 .929 89.988 -.413 90.015 .940 89.985 .094 90.019 1.067 89.981 -.033 90.021
90.010 .808 89.990 -.292 .522 94.990 .UO 95.011 .543 94.989 .089
.364 94.995 -.048 95.006 .406 94.994 -.090 95.007 .473 94.993 .159 95.010
95.005 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0
100.000 0 100.000 0 100. 000 0 100.000 0 100.000 0
I
L. E. radius: 0.720 L. E. radius: 0.256 L. E. radius: 0.455 L. E. radius; 0.579 I
1,.E. radius: 0.455 Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.084
Slope of radius through L. E.: 0.042 Slope of radius through L. E.: 0.042 Slope of radius through L. E.: 0.084
- -- I
- - - --
 NACA 64-210 NACA 641-012 NACA 641-112 NACA 641-212 NACA 641-412
[Stations and ordinates in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of
airfoil chord] airfoiLchord] airfoil chord] airfoil chord] airfoil chord]

Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface
------
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordiriate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate
---- - - - - - - - - - - - -------- - - - - - - - - - --- ---- - - - - - - - - - - ---- - - - - - - - - -
0 0 0 0 0 0. 0. 0 0 0 0 0. 0 0. 0 0 0. 0. 0. 0.
.431 .867 .569 -.767 .5 .978 .5 -.978 - .459 1.002 .541 -.952 .418 1.0.25 .582 -.925 .338 1.0.64 .662 -.864
.673 1.056 .827 -.916 .75 1.179 _ .75 -1.179 .704 1.213 .796 -1.143 .659 1.245 .841 -1.105 .569 1. 305 .931 -1.025
1.163 1.354 1.337 -1.140- 1.25 1.490 1.25 -1.490 1.198 1.543 1.302 -1.435 1.147 1.593 1. 353 -1.379 1.045 1.690 1. 455 -1.262
2.401 1.884 2.599 -1.512 2.5 2.035 2.5 -2.0.35 2_441 2.127 2.559 -1. 941 2.382 2.218 2.618 -1.846 2.264 2.393 2.736 -1.649
4.890 2.656 5.110 -2.024 5.0 2.810 5.0. -2.810 4.934 2.967 5.0.66 -2.651 4.868 3.123 5.132 -2.491 4.738 3.430 5.262 -2.166
7.387 3.248 7.613 -2.400 7.5 3.394 7.5 -3.394 7.432 3.605 7.568 -3.181 7.364 3.815 7.636 -2.967 7.229 4. 231 7.771 -2.535
9.887 3.736 10.113 -2.70.2 10 3.871 10 -3.871 9.932 4.128 10.068 -3.612 9.865 4.386 10.135 -3.352 9.730 4.896 10..270. -2.828
14.894 4.514 15.106 -3.168 15 4.620 15 -4.620 14.936 4.956 15.0.64 -4.284 14.872 5.291 15.128 -3.945 14.745 5.959 15.255 -3.267
19.905 5.097 20.0.95 -3.505 20 5.173 20 -5.173 19.943 5.571 20.0.57 -4.775 19.886 5.968 20.114 -4.376 19.772 6.760 20.228 -3.576
24.919 5.533 25.A81 -3.743 25 5.576 25 -5.576 24.951 6.0.24 25.0.49 -5.128 24.903 6.470 25.0.97 -4.680- 24.S05 7.363 25.195 -3.783
29.934 5.836 30..066 -3.892 30 5.844 30. -5.844 29.961 6.330. 30..0.39 -5.358 29.921 6.815 30.0.79 -4.871 29.842 7.786 30.158 -3.898
34.951 6.010. 35.0.49 -3.950 35 5.978 35 -5.978 34.971 6.493 35.0.29 -5.463 34.941 7.008 35.0.59 34.882 8.0.37 35.118 -3.917
39.968 6.059 40.032 -3.917 -40 5.981 40 -5.981 39.981 6.517 40.019 -5.445 3R 961 7.0.52 40.0.39 -4.910 39.923 8.123 40.0.77 -3.839
44.985 5.938 45.0.15 -3.748 45 5.798 45 -5.798 44.991 6.346 45.009 -5.250 44.982 6.893 45.0.18 -4.70.3 44.968 7.988 45.0.37 -3.608
50.000 5.689 50.000 -3.483 50 5.4SO 50 -5.480 50.0.00 . 6.0.32 50.000 -4.928 50.000 6.583 50.000 -4.377 50.000 7.686 50.000 -3.274
55.0.14 5.333 54.987 -3.143 55 5.056 55 -5.056 55.008 5.604 04.992 -4.508 55.0.16 6.151 04.984 -3.961 5.5.0.32 7.246 54.968 -2.866
-60.025 4.891 59.975 -2.749 60 4.048 60. -4.048 60.015 5.084 59.985 -4.0.12 60.0.29 5.619 59.971 -3.477 60.0.59 6.690 59.941 -2.406
65.033 4.375 64.967 -2.315 65 3.974 65 -3.974 65.020 4.489 .64.9SO -3.459· 65.0.39 5.004 64.961 -2.944 65.0.78 6.0.33 64.922 -1.913
70.038 3.799 69.962 -1.855 70. 3.350 70 -3.350 70..023 3.836 69.977 -2.864 70..045 4.322 69.955 -2.378 70..0.90 5.293 69.910 -1.405
75.040 3.176 74.960 -1.386 75 2.695 75 -2.695 75.0.24 3.143 74.976 -2.247 75.047 3.590 74.953 -1.SOQ 75.0.94 4.483 74.906 -.903
80.038 2.518 79.962 -.926 SO 2.0.29 SO -2.0.29 SO. 022 2.427 79.978 -1.631 80..045 2.825 79.955 -1.233 80.0.89 3.619 79.911 -.435
85.033 1.849 84.968 -.503 85 1. 382 85 -1.382 85.0.19 _1. 718 84.981 -1.046 85.0.38 2.0.54 84.962 -.7C8 . 85.0.76 2.722 84.924 -.0.38
90.0.24 1.188 89.977 -.154 90 .786 90 -.786 90.014 1.044 89.986 -.528 90.0.27 1.303 89.973 -.269 90.0.55 1.818 89.945 .250 U2
95.012 .564 94.988 .068 95 .288 95 -.288 95.007 .446 94.993 -.130 95.0.13 .60.4 94.987 .0.28 95.0.27 .919 94.973 .345
100 0 100 0 100.000 0. 100..0.00 0 10.0..000 0 100.0.0.0. 6 100..000 0. tQQ.QOO 0. c:l
100.000 0. 100.000 0.
;:::
L. E. radius: 1.0.40. L. E. radius: 1.0.40
;:::.
L. E. radius: 0..720 L. E. radius: 1.0.40 L. E. radius: 1.040 I ;..
Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.042 Slope of radius through L. E.: Slope of radius through L. E.: 0.168
- - -

o>:rj
;..
NACA 642-015 NACA NACA 642-415 NACA 643-018 NACA 643-218 ....
"'1
[Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordipates given in percent of
airfoil chord] airfoil chord] airfoil chord] airfoil chord) - airfoil chord)
....ot"'
l:::l
Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface ;..
>-3
;..
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station \Ordinate Station Ordinate Station Ordinate Station Ordinate
---- - - ---- - - - - - - - - - - - -------- - - ----------- - -
0 0. O. 0. 0. 0. 0 0. 0 0. 0. 0. 0. 0. 0. 0. 0. 0. 0. 0
.50. 1.208 .50 -1.208 .399 1. 254 .601 -1.154 .299 1. 291 .70.1 -1.0.91 .50 1.428 .50. -1.428 .380. 1. 473 .620 -1.373
.75 1. 456 .75 -1.456 .637 1.li22 .863 -1.382 .526 1.579 .974 -1.299 .75 1. 720. .75 -1.720. .617 1. 785 .883 -1. 645
1.25 1.842 1. 25 -1.842 1.122 1. 945 1. 378 -1. 731 .996 2.0.38 1.504 -1.610 1,25 2.177 1. 25 -2.177 1.0.99_ 2.279 1.401 -2.0.65
2.5 2.528 2.5 -2.528 2.353 2.710. 2.647 -2.338 2.207 2.883 2.793 -2.139 2.5 3.0.05 2.5 -3.005 2.325 3.186 2.675 -2.814
5.0. 3.50.4 5.0. -3.504 4.836 3.816 5.164 -3.184 4.673 4.121 5.327 -2.857 5.0. 4.186 5.0. -4.186 4.804 4.497 5.196 -3.885
7.5 4.240. 7.5 -4.240. 7.331 4.661 7.669 -3.813 7.162 5.0.75 7.838 -3.379 7.5 5.0.76 7.5 -5.0.76 7.297 5.496 7.70.3 -4.-648
10 4.842 10 -4.842 9.831 5.356 10.169 -4.322 9.662 5.864 10..338 -3.796 lO 5.803 10. -5.S03 9.797 6.316 10.203 -5.282
15 5.785 15 -5.785 11.840. 6.456 15.160 -5.110 14.681 7.122 15.319 -4.430. 15 6.942 15 -6.942 14.808 7.612 15.192 -6.266
20. 6.480. 20 -6.480. 19.857 7.274 20.143 -5.682 19.714 8.0.66 20.286 -4.882 20 7.782 20. -7.782 19.828 8.576 20.172 -6.984
2S 6.985 25 -6.985 24.878 7.879 25.122 -6.0.89 24.756 8.771 25.244 -5.191 25 8.391 25 _8.391 24.853 9.285 25.147 -7.495
30. 7.319 30. -7.319 29.90.1 8.290. 30.099 -6.346 29.S03 9.260. 30..197 -5.372 30. 8.789 30. -8.789 29.881 9.750 30.119 -7.816
7.482 35 -7.482 34.926 8. 512 35.0.74 -6.452 34.853 9.041 35.147 -5.421 35 8.979 35 -8.979 34.912 10.009 35.0.88 -7.949
3" -8.952 39.942 10.0.23 40..0.58 -7.881
40. 7.473 40 -7.473 39.952 8.044 40..048 -6.40.2 39.90.4 9.614 40..0.96 -5.330. 40. 8.952 40.
45 7.224 45 -7.224 44.977 8.319 45.0.23 -6.129 44.954 9.414 45.046 -5.0.34 45 8.630 45 -8.630. 44.972 9.725 45.028 -7.535
50. 6.810 50. -6.810. SQ. 000 7.913 50.000 -5.70.7 50..000. 9.0.16 50..000 -4.60.4 50. 8.114 50. -8.114 50.000 9.217 50..000 -7.0.11
55 6.266 55 -6.266 55.0.20 7.361 04.980. -5.171 55.0.40. 8.456 04.960. -4.0.76 55 7.445 55 -7.445 55.0.24 8.040. 54.976 -6.350
60. 5.620. 60. -5.620. 60..0.36 6.691 59.964 -4.549 60..0.72 7.762 59.928 -3.478 50 6.658 60 -6.658 60.0.43 7.729 59.957 -5.587
65 4.895 65 -4.895 65.048 5.925 64.952 -3.865 65.0.96 6.954 64.904 -2.834 65 5.782 65 -5.782 65.0.57 6.812 64.943 -4.752
70. 4.113 70. -4.113 70.0.55 5.0.85 69.945 -3.141 70..111 6.055 69.889 -2.167 70. 4.842 70. -4.842 70..065 5.814 69.935 -3.870.
75 3.296 75 -3.296 75.058 4.191 74.942 -2.401 75.115 5.0.84 74.885 -1.50.4 75 3.866 75 -3.866 75.0.68 4.760 74.932 -2.970
SO 2.472 80. -2.472 SO. 0.55 3.267 79.945 -1.675 80.10.9 4.0.62 79.891 -.878 80. 2.888 80. -2.888 80.0.64 3.683 79.936 -2.0.91
85 1. 677 85 -1.677 ----sir.-ll46- 2.349 84.954 -1.003 81i.Q92 3.0.20. 84.908 -.328 85 1.951 85 -1.951 85.0.54 2.623 84.946 -1.277
90 .950. 90. -.950 90..033 1. 466 ·89.967 -.432 90.066 1. 982 89.934 .0.86 90. 1.101 90 -1.10.1 90.0.38 1. 617 89.962 -.583
95 .346 95 95.0.16 .662 94.984 -.0.30. 95.0.32 .976 94.968 .288 95 .400. 95 -.400. 95.019 .716 94.981 -.0.84
100 0. 100 100.000 0. 100.000 0 100.000 0. 100.000 0 100 0 100. 0. 100.000 0. 100.000 0.

L. E. radius: 1.590 L. E. radius: 1.590. L. E. radius: 1.590 I L. E. radius: 2.208 L. E. radius: 2.208
Slope of radius through L. E.: 0.0.84 Slope of radius through L. E.: 0..168 --
Slope of radius through L. E.: 0..0.84
'j - ------- -- - --
I I I-'-
o
CJ1
 NACA 643-418 NACA 643-61 8 NACA 644-021 NACA 644-221 NACA 644..421 -
[Stations and ordinates given in percent 0 r [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of
airfoil chord] . airfoil chord] airfoil chord] airfoil chord] airfoil chord]

Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface J Upper surface Lower surface

Station Ordinate Station ordinate- Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station I Station Ordinate Station I
-------- - - - - - - - --- - - - ---- --- --- ---- --------
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
.26.3 1. 508 .737 -1.308 .150 1. 534 .850 -1.234 .50 1. 646 .50 -1.646 .362 1.690 .6.38 -1.590 .227 1.723 .773 -1.523
.486 I. 840 1.014 -1.560 .359 I. 885 1.141 -1. 465 .75 1.985 .75 -1.985 .596 2.649 .904 -1.909 .445 2.101 1.055 -1.821
.950 2.370 1.550 -1. 942 .805 2.452 1. 695 -I. 810 1.25 2.517 1.25 -2.517 1. 075 2.618 I. 425 -2.404 .903 2.707 1.597 -2.27Q I
2.152 3.357 2.848 -2.613 I. 982 3.518 3.018 -2.402 2.5 3.485 2.5 -3.485 2.297 3.665 2.703 -3.293 2.096 3.834 2.904 -3.090
4.609 4.800 5.391 -3.536 4.417 5.093 5.583 -3.197 5.0 4.871 5.0 -4.871 4.772 5.182 5.228 -4.550 4.545 5.482 5.455 -4.218
7.095 5.908 7.905 -4.212 6.895 6.312 8.105 -3.768 7.5 5.915 7.5 -5.915 7.264 6.334 7.736 -5.486 7.028 6.744 7.972 -5.048
9.595 6.823 10.405 -4.755 9.395 7.322 10.605 -4.220 10 6.769 10 -6.769 9.763 7.282 10.237 -6.248 9.528 7.786 10.472 -5.718
14.(iJ7 8.277 15.383 -5.585 14.427 8. 937 15.573 -4.899 Iii 8.108 15 -8.108 14.776 8.778 15.224 -7.432 14.553 9.442 15.447 -6.750
19.486 10.153 20.514 -5.377 20 9.095 20 -9.095 19.799 9.889 l'J
19.657 9.366 20.343 -6.182 20.201 -8.297 19.599 10.678 20.401 "C
24.707 10.176 25.293 -6.596 24.560 11.065 25.440 -5.695 25 9.807 25 -9.807 24.829 10.701 25.17l -8..911 24.657 11.591 25.343 -8.0n
-, .., I o
2<J.763 10.730 30.237 -6.842 29.645 11. 698 30.355 -5.866 30 10.269 30 -10.269 29.8t\1 '11.240 30.139 -9.296 29.723 12.209 30.277 -8.321
34.823 11. 037 35.177 -6.917 34.735 12.065 35.265 -5.885 35 10.481 35 -10.481 34.897 11.510 35.103 -9.450 34.794 12.539 35.206 -8.419 "'3
39.885 11.093 40.115 -6.809 39.827 12.163 40.173 -5.737 40 10.431 40 -10.431 39.933 11. 502 40.067 -9.360 39.865 12.572 40.135 -8.288
44.945 10.820 45.055 -6.440 44.917 1l.915 45.083 -5.345 45 10.030 45 -10:030 44.968 11.125 45.032 -8.935 44.936 12.220 45.064 ":'7.840 z
50.000 10.320 50.000 -5.908 50.000 11.423 50.000 -4.805 50 9.404 50 -9.404 50.000 10.507 50.000 -8.301 50.000 11.610 50.000 -7.198 o
55.047 9.635 54.953 -5.255 55.071 10.730 54.929 -4.160 55 8.607 55 -8.607 55.027 9.702 54.973 -7.512 55.055 10.797 54.945 -6.417
60.086 8. 799 59.914 -4.515 60.129 9.870 59.871 -3.444 60 7.678 60 -7.678 60.050 8.749 59.950 -6.607 60.099 9.819 59.901 -5.535 ..,00
65.114 7.841 64.886 -3.721 n.1.171 8.870 64.829 -2.690 65 6.649 65 -6.649 65.065 7.679 64.935 -5.619 65.131 8.708 64.869 -4.588
70.131 6.784 69.869 -2.896 70.196 7.754 69.804 -1.922 70 5.549 70 -5.549 70.075 6.521 69.925 -4.577 70.150 7.491 69.850 -3.603
75.135 5.654 74.865 -2.074 75.203 6.544 74.797 -I. 174 75 4.416 75 -4.416 75.077 5.310 74.92.3 -3.520 75.154 6.203 74.846 -2.623 "'"
80.127 4.477 79.873 -1.293 80.191 5.270 79.809 -.494 80 3.287 80 -3.287 80.073 4.082 79.927 -2.490 80.145 4.876 79.855 -1.692
84.892 -.602 85.161 3.963 84.839 .075 8., 2.213 85 -2.213 85.061 2.885 84.939 -1.539 85.122 3.556 84.878 -.864
85. 108 I3.294 -.064 90.115 2.646 89.885 .456 90 1.245 90 -1.245 90.044 1. 761 89.956 -.727 >
90.077 2. 132 89.923 90.087 2.276 89.913 -.208 >-3
95.037 1. 030 94.963 .234 95.056 1. 344 94.944 .552 95 .449 95 -.449 95.021 .765 94.979 -.133 95.042 1.079 94.958 .185 .....
100.000 0 100.000 0 100.000 () 100.000 0 100 0 100 0 100.000 0 100.000 0 100.000 0 100.000 0 o
I 1 Z
*
L. E. radius: 2.208 L. E. radius: 2.208 L. E. radius: 2.884. L. E. radius: 2.884 L. E. radius: 2.884
>
t"'
Slope of radius through L. E.: 0.168 Slope of radius through L. E.: 0.253 I Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.168
- - -
>
i;;1
.....
U1
NACA 65,3-018 NACA 65,3-418 NACA 65,3-618 NACA 65(21 6)-41 5 NACA 65-006 o
a=0.8 a=0.5 >1
[Stations and ordinates given in percent of [Stations and ordinates giwn in of [Stations and given in percent of (")
airfoil chord] airfoil chord] airfoil chord]
[Stations and ordinates given in percent of [Stations and ordinates given in percent of o
airfoil chordj airfoil chord]
Upper surface Lower surface Upper surface Lower surface Upper surface Lower surfaee
Upper surface Lower surface Upper surface Lower surface
.....
>-3
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinato Station Ordinate >-l
---- --- ---- - - - - - - ._--- - - - - - - l'J
Station Ordinate Station Ordinate ---- --- --- ---- Station Ordinat, Stotion Ordinet, \ M
0 0 0 0 - - - - - - - ---- - - - - 0 0 0 0 ------- ---- - - 0 0 0 0 "'l
.5 1.324 .5 -1.324 .176 1.434 .824 -1.134 .5 .476 .5 -.476 o
.75 1.599 .75 -1..199 0 0 0 0 .387 1. 767 1.113 -1.347 0 0 0 0 .75 .574 .75 -.574
I. 25 2.004 1. 25 -2.004 .248 1. 416 .752 -1.184 .R41 2.283 1.659 -1.641 .244 1.2.16 .7.56 -.960 1.25 .717 1.25 -.717
2.5 2.728 2.5 -2.728 .467 1.736 1.033 -1.412 2.030 3.245 2.970 -2.129 .469 1. 498 1.031 -1.110 2.5 .956 2.5 -.956 >
5.0 3.831 5.0 -3.831 .931 2.224 1.569 -I. 732 .930 1. 947 1.570 -1.359 5.0 1.310 5.0 -1.310 l'J
4.467 4.742 5.533 -2.846 I
7.5 4.701 7.5 -4.701 2.131 3.133 2.869 -2.273 6.940 5.940 8.060 -3.396 ' 2.121 2.837 2.879 -1.801 7.5 1.589 7.5 -1.589
10 5.424 10 -5.424 4.578 4.542 5.422 -3.074 9.434 6.945 10. .566 -3.843 4.564 4.175 5.436 -2.411 10 1.824 10 -1.824
o
15 6.568 15 -6.568 7.053 5.672 7.947 -3.688 14.458 8. 565 15.542 -4.527 7.044 5.208 7.956 -2.832 15 2.197 15 -2.197 Z
20 7.434 20 -7.43t 9.544 6.617 10.456 -4.193 19.509 9.806 20.491 -5.030 9.540 6.073 10.460 -3.169 20 2.482 20 -2.482 >
25 8.093 25 -8.093 14.558 8.149 15.442 -4.957 24.576 10.767 25.424 -5.397 14.561 7.465 15.439 -3.673 25 2.697 25 -2.697 '::i
30 8.568 30 -8.568 19.592 9.319 20.408 -5.527 29.654 11. 477 30.346 -5.645 19.608 8.518 20.392 -4.022 30 2.852 30 -2.852 >-l
-8.8flS 24.641 10.233 25.359 -5.937 24.669 9.315 25.331 -4.267
.....
3" 8.868 35 34.738 11.954 35.262 -5.774 35 2.952 35 -2.952 (")
40 8.990 40 -8.990 29.700 10.909 30.300 -6.217 39.826 12.201 40.174 -5.775 29.742 9.900 30.258 -4.428 40 2.998 40 -2.998 ,p
45 8.916 45 -8.916 34.765 II. 369 35.235 -6.361 44.915 12.201 45.085 -5.631 34.825 1().279 35.175 -4.•1;7 45 2.9S:l 4.1 -2.98.1
50 8.593 50 -8.593 39.8.35 11.600 40.165 -6.376 50.000 11.902 50.000 -5.284 30.916 10.467 40.084 -4.523 50 2.900 50 -2.900
55 8.045 55 -8.045 44.932 U.602 45.068 -6.230 55.077 11.330 54. Q23 -4.760 45.019 10.438 44.981 -4.446 55 2.741 55 -2.741
60 7.317 60 -7.317 49. 979 11.307 50.021 -5.879 60.142 10.529 59.858 -4.103 50.153 10.131 49.847 -4.251 60 2.518 60 -2.518
65 6.450 65 -6.450 55.646 10.751 54.954 -5.339 65.191 9.537 64.809 -3.357 55.263 9.512 54.737 -3.940 65 2.246 65 -2.246
70 5. 70 -5.486 60.106 9.974 59.894 -4.658 70.222 8.398 778 -2.5f>6 60.305 8.645 59.695 -3.521 70 1.935 70 -1.9:15
75 4.456 75 -4.456 65.155 9.016 64.8·15 -3.880 75.2.13 7.135 74.767 -1. 765 65.308 7.575 64.692 -2.995 75 I. 594 75 -1.594
80 3.390 80 -3.390 70.193 7.899 69.807 -3.067 SO. 224 5.771 79.776 -.995 70.281 6.373 69 .• 19 -2.409 80 I. 233 80 -1.233
85 2.325 85 -2.325 75.219 6.651 74.781 -2.251 8.1.192 4.336 84.808 -.298 75.237 5.152 74.763 -1.848 85 .865 81i -.865
90 1.324 90 -1.324 80.249 5.289 79.751 -1.473 90.138 2.868 89.862 .234 80.180 3.890 79.820 -1.278 90 .510 90 -.510
95 .492 95 -.492 85.221 3.818 84.779 -.810 95.068 1.435 94.932 .461 85.117 2.639 84.883 -.723 95 .195 95 -.195
100 0 100 0 90.135 2.289 89.865 -.345 100.000 0 100.000 0 00.062 I. 533 89.938 -.305 100 0 100 0
95.649 .930 94.951 -.050 95.020 .606 94.980 -.030
100.000 0 100.000 0 100.000 0 100.000 0
L. E. radius: 1.92 L. E. radius: 1.92 L. E. radius: 0.240
Slope of radius through L. F.: 0.253
L. E. 1.92 L. E. radius: 1.498 _
- ---- -
Slope of radius through L. E.: 0.194 Slope of radius through 0.233
 NACA 65-009 NACA 65-206 NACA 65-209 NACA 65-21 0 NACA 65-41 0
(Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates given in percent
airfoil chord] airfoil chord] airfoil chord] airfoil chord] airfoil chord]

UpPer surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface

Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate
---- - - - - - - - - - --- ---- ---- - - ----------- - - ---- ------- - -
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
.5 .700 .5 -.700 .460 .524 .540 -.424 ,441 .748 .559 -,648 .435 .819 .565 -.719 .372 .861 .628 -.661
.75 .845 .75 -.845 .706 .642 .794 -.502 .684 .912 .816 -.772 .678 .999 .822 -.859 .607 1.061 .893 -.781
1. 25 1.058 1. 25 -1.058 1.200 .822 1.300 -.608 1.177 1.162 1.323 -.948 1.169 1.273 1. 331 -1.059 1.089 1.372 1.411 -.944
2.5 1.421 2.5 -1.421 2.444 1.140 2.556 -.768 2.417 . 1.605 2.583 -1.233 2.408 1.757 2.592 -1.385 2.318 1. 935 2.682 -L191
5.0 1. 961 5.0 -1.961 4.939 1.625 5.061 -.993 4.908 2.275 5.092 -1.643 4.898 2.491 5.102 -1.859 4.797 2.800 5.203 -1.536
7.5 2.383 7.5 -2.383 7.437 2.012 7.563 -1.164 7.405 2.805 7.595 -1.957 7.394 3.069 7.608 -2.221 7.289 3.487 7.711 -1.791
10 2.736 10 -2.736 9.936 2.340 10.064 -1.306 9.904 3.251 10.096 -2.217 9.894 3.555 10.106 -2.521 9.788 4.067 10.212
15 3.299 -3.299 -1.999
15 14.939 2.869 15.061 -1. 523 14.909 3.971 15.091 -2.625 14.899 4.338 15.101 -2.992 14.798 5.006 15.202 -2.314
20 3.727 20 -3.727 19.945 3.277 20.055 -1.685 19.918 4.522 20.082 -2.930 19.909 4.938 20.091 -3.346 19.817 5.731 20.183 -2.547
25 4.050 25 -4.050 24.953 3.592 25.047 -1.802 24.929 4.944 25.071 -3.154 24.921 5.397 25.079 -3.607 24.843 6.290 25.157 -2.710
30 4.282 30 . -4.282 29.962 3.824 30.038 -1.880 29.942 5.254 30.058 -3.310 29.936 5.732 30.064 -3.788 29.872 6.702 30.128 -2.814
35 4.431 35 -4.431 . 34.971 3.982 35.029 -1.922 34.956 .1.461 35.044 -3.401 34.951 5.954 35.049 -3.894 34.903 6.983 35.097 -2.863
40, 4.496 40 -4.496 39.981 4.069 40.019 -1.927 39.971 5.567 40.029 -3.425 39.968 6.067 40.032 -3.925 39.936 7.138 40.064 -2.854
4S 4.469 45 -4.469 44.990 '4.078 45.010 -1.888 44.986 5.564 45.014 -3.374 44.984 6.058 45.016 -3.868 44.968 7.153 45.032 -2.773
50 4.336 50 -4.336 50.000 4.003 50.000 -1. 797 50.000 5.439 50.000 -3.233 50.000 5.915 50.000 -3.709 50.000 7.018 50.000 -2.606
55 4.086 55 -4.086 55.009 3.836 54.991 -1.646 55.013 5.181 54. 987 -2.991 55.014 5.625 54.986 -3.435 55.029 6.720 54.971 -2.340
60 3.743 60 -3.743 .60.016 3.589 59.984 -1.447 60.024 4.814 59.976 -2.672 60.027 5.217 59.973 -3.075 60.053 6.288 59.947 -2.004
65 3.328 65 -3.328 65.022 3.276 64.978 -1.216 65.033 4.358 64.967 -2.298 65.036 4.712 64.964 -2.652 65.073 5.741 64.927 -1.621
70 2.856 70 -2.856 70.026 2.907 69.974 -.963 70.039 3.828 69.961 -1.884 70.043 4.128 69.957 -2.184 70.085 5.099 69.915 -1.211
75 2.342 75 -2.342 75.028 . 2.489 74.972 -.699 75.041 3.237 74.959 .-1.447 75.045 3.479 74.955 -1. 689 75.090 4.372 74.910 -.792
80 1.805 80 -1.805 80.027 2.029 79.973 -.437 80.040 2.601 79.960 -1.009 80.044 2.783 79.956 -1.191 80.088 3.577 79.912 -.393
85 1,260 85 -1.260 .85.024 1.538 84.976 -.192 85.035 1.933 84.965 -.587 85.038 2.057 84.962 -.711 85.076 2.729 84.924 -.037
90 ,738 90 -.738 90.018 1.027 89.982 .007 90.026 1.255 89.974 -.221 90.028 1.327 89.972 -.293 90.057 1.8·12 89.943
95 ,280 95 -,280 95.009 .511 94.991 .121 .226
95.013 .596 94.987 ,036 95.014· .622 '94.986 .010 95.029 .937 94.971 .327 UJ
100 0 100 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 q
0

L. E. radius: 0.552 L. E. radius: 0.240 L. E. radius: 0.552 L. E. radius: 0.687 L. E. radius: 0.687
I Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.168
-
?d
oI"%j
NACA 651-012 NACA 651-212 NACA 651-212 NACA 651-412 NACA 652-01 5 :>
.....
[stations and ordinates given in percent of [Stations and ordinates given in percent of . a=0.6 [Stations and ordinates git'en in percent of [Stations and ordinates given in percent of .
airfoil chord] airfoil chord] airfoil chord] airfoil chord]
[Stations and ordinates given in percent of 6....
Upper sUrface Lower surface airfoil chord]
Upper surface Lower surface Upper surface Lower surface U ppersurface Lower surface t"'
t:::1
Station Upper surface Lower surface
Ordinate Station Ordinate Station Ordinate Station' Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate
--- - - - --------- ----------- - - - - ---------- :>
0 Station Ordinate Station Ordinate
0 0 0 0 0 0 0 0 0 0 0 0 0
.5 .923 .5 -.923 .423 .970 ,577 -.870 ---- ---- - - 0 0
.347 1.010 .653 -.810 .5 1.124 .5 -1.124
.75 1.109 .75 -1.109 .664 1.176 ,836 -1.036 0 ,580 1.236 ,920 -.956 .75 1.356 -1.356
1.25 1. 387 1.25 -1.387 1.154 1. 491 1.346 -1.277 0 0 0 .75
,399 ,982 .601 -.852 1.059 1.588 1. 441 1.25 1. 702 1. 25 -1.702
2.5 le875 2.5 -1.875 2.391 2.058 2.609 -1.686 ,638 1.194 -1.012 2.283 2.234 2.717 -1.490 2.50 2.324
5.0 2.606 5.0 -2.606 5.122 . -2.287 .862 2.50 -2.324
4.878 2.919 1.124 1. 520 1.376 -1.242 4.757 3.227 5.243 -1. 963 5.00 3.245 5.00 -3.245
7.5 3.172 7.5 -3.172 7.373 3.593 1 7.627 -2.745 2.356 2.113 -1.625 7.247 4.010 7.753 -2.314 7.50 3.959
10 3.647 10 -3.647 9.873 10.127 -3.128 2.644 7.50 -3.959
4.162 ,4.837 3.017 5.163 -2.185 9.746 4.672 10.254 -2.604 10 4.555 10 -4.555
15 4.402 15 -4.402 14.879 5.073 15.121 -3.727 14.757 5.741 15.243 -3.049 15 .5,504
20 4.975 7.329 3.728 7.671 -2.606' 15 -5.504
20 -4.975 19.890 5.770 20.110 -4.178 9.827 4.330 10.173 -2.956 19.781 6.562 20.219 -3.378 20 6.223 20 -6.223
25 5,406 25 -5.406 24.906 6.300 25.094 -4.510 14.833 5.298 15.167 -3.5iJo 24.811 7.193 25,189 -3.613 25 6;764
30 5.716 30 -5.716 25 -6.764
29.923 6.687 30.077 -4.743 19.848 6. 042 20. 152 -3.904 29.846 7.658 30.154 -3.770 30 7.152 , 30 -7.152
35 5.912 35 -5.912 34.942 . 6.942 35.058 -4.882 24.869 6.611 25.131 -4.197 34.884 7.971 35.116 -3.851 35 7.396
40 5.997 40 -5.997 '35 -7.396
39.961 7.068 40.039 -4.926 29.894 7.029 30.106 -4.401 39.923 8.139 40.077 -3.855 40 7.498 40 -7.498
45 5.949 45 -5.949 44.981 7.044 45.019 -4.854 34.921 7.304 35.079 -4.518 44.962 8.139 45.038 -3.759 45 7.427 45
50 5.757 -5.757 -7.427
50 50.000 6.860 50.000 -4.654 39.951 7.444 40.049 -4.550 50.000 7.963 50.000 -3.551 50 7.168 50 -7.168
55 5.412 55 -5.412 55.017 6.507 54.983 -4.317 44.983 7.423 45.017 -4.475 55.035 7.602 54.965 -3.222 55 6.720 55
60 4.943 60 -4.943 59.968 -3.872 -6.720
60.032 6.C:!'4 50.017 7.231 49.983 -4.283 60.064 7.085 59.936 -2.801 60 6.118 60 -6.118
65 4.381 65 -4.381 65.043 5.411 64. 957 -3.351 55. 051 6.856 .54.949 -3.968 65.086 6.440 64. 914 -2.320 65 5.403 65
70 3.743 70 -3.743 69.950 -2.771 -5.403
70.050 4.715 60.094 6.318 59.906 -3.566 70.101 5.686 69.899 -1. 798 70 4.600 70 -4.600
75 3.059 75 -3.059 75.053 3.954 74.947 -2.164 65.123 5.634 64.877 -3.124 75.107 4.847 74.893 -1. 267 75 3.744 75
80 2.345 80 -2,345 80.052 79.948 -1.548 -3.744
3.140 70.124 4.842 69.876 -2.640 SO. 103 3.935 79.897 -.75L 80 2.858 80 -2.858
85 1.630 85 -1.630 85.045 2.302 - 84.955 -.956 75.112 3.983 74.888 -2.131 85.090 2.9.74 84.910 -.282 85 1. 977 85
90 .947 90 -.947 89.967 -.429 -1.977.
90.033 1.463 80.090 3.082 79.910 -1.604 90.066 1.979 89.934 .089 90 . 1.144 90 -1.144
95 .356 95 -.356 95.017· ,672 94.983 -.040 85,064 2.173 84.936 -1.085 95.033 .986 94.967 .278 95 .428 95
100 0 100 0 100,000 0 100,000 O· 90.036 1.297 -.595 100.000 0 100,000 0 100 0 100
89.964 0
95.013 .521 94.987 -.191
L. E, radius: 1.000 100.000 0 100.000 0 ----I
L. E, radius: 1.000 L. E. radius: 1.000 L. E. radius: 1.505
Slope of radius through L. E.:· 0.084 Slope of radius through L. E,: 0.168
-- -- L. E. radius: 1.000 ---
Slope of radius through L. E.' 0.110
.....
o
--:r
 .......
NACA 652-21 5 NACA 652-41 5 NACA 652-41 5 NACA 653-01 8 NACA 653-21 8 o
00
[Stations and ordinates given in percent of a=0.5 [Stations and ordinates given in percent of [Stations and ordinates given in percent of
[Stations and ordinates given in percent of airfoil chord] airfoil chord]
airfoil chord] airfoil chord]
[Stations and ordinates given in percent of
airfoil chord]
Upper surface Lower surface Upper snrface Lower surface Upper surface Lower surface
Upper surface Lower surface
Upper surface Lower surface
Station Ordinate Station Ordinate
I Station Ordinate Station Ordinate Station Ordinate Station Ordinate
Station Ordinate Station Ordinate ._-- ---- ---- ----
------------ ---- Station Ordinate Station Ordinate
---- --- --- ----
0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 .---- --- --- ---- 1.382 .612 -1.282
-1.070 .313 1. 208 .687 -1.008 .50 1. 337 .50 -1.337 .388
.406 1.170 .594 .75 -1.608 .625 1.673 .875 -1.533
1.422 .855 -1.282 .542 1. 480 .958 -1.200 0 0 0 0 .75 1.608
.645 -.957 , 1. 25 -2.014 , 1.110 2.116 1.390 -1.902
1.132 1.805 1. 368 -1.591 1.016 1.900 1.484 -1.472 .245 1.233 .755 1.25 2.014
2.680 2.769 -1.936 .464 1. 520 1.036 -1.132 2.5 2.751 2.5 -2.751 2.340 2.932 2.660 -2.560
2.365 2.506 2.635 -2.134 2.231 5.181 -3.546
-2.925 4.697 3.863 5.303 -2.599 .927 1.965 1.573 -1.377 5.0 3.866 5.0 -3.866 4.819 4.178
4.848 3.557 5.152 -4.733 7.311 5.153 7.689 -4.305
7.342 4.380 7.658 -3.532 7.184 4.794 7.816 -3.098 2.126 2.812 2.874 -1. 776 7.5 4.733 7.5
9.682 5.578 10.318 -3.510 4.574 4.099 5.426 -2.335 10 5.457 10 -5.457 9.809 5.971 10.191 -4.937
9.841 5.069 10.159 -4.035 -6.606 14.818 7.276 15.182 -5.930 !:C
14.848 6.175 15.152 -4.829 14.697 6.842 15.303 -4.150 7.0.14 5.122 7.946 -2.746 15 6.606 15
9. .149 5.985 10.451 -3.081 20 7.476 20 -7.476 19.885 8.270 20.165 -6.676 t'l
19.863 1. 018 ·20.137 -5.426 19.726 7.809 20.274 -4.625 "d
8.550 25.236 -4.970 14.568 7.383 15.432 -3.591 25 8.129 25 -8.129 24.858 9.023 25.142 -7.233
24.882 '7.·658 25.118 -5.868 i
24.764 30.116 -7.622 o
-6.179 29.807 9.093 30.193 -5.205 19.611 8. 459 20.389 -3.963 30 8. 595 30 -8.595 29.884 9.566 l:C
29.904 8.123 30.096 -8. 886 34.912 9.916 35.088 -7.856
34.927 8. 426 35.073 ,-6.366 34.854 9.455 35.146 -5.335 24.671 9.280 25.329 -4.232 35 8. 886 35. >-3
I 39.903 9.639 40.097 -5.355 29.743 9.883 30.257 -4.411 40 8. 999 40 -8. 999 39.942 10. 070 40.058 -7.928
39.952 8.569 40.048 -6.427 -8. 901 44.972 9.996 45.028 -7.806
44.976 8.522 45.024 -6.332 44.953 9.617 45.047 -5.237 34.825 10.280 35.175 -4.508 45 8. 901 45 Z
9.374 50.000 -4.962 39.916 10.470 40.084 -4.526 50 8.568 50 -8. 568 50.000 9.671 50.000 -7.465 o
50.000 '8.271 50.000 -6.065 I
50.000 54.974 -6.913
-5.625 55.043 8.910 54.957 -4.530 45.019 10.423 44.981 -4.431 55 8. 008 55 -8.008 55.026 9.103
55.021 7.815 54.979 -7.267 60.047 8.338 59.953 -6.196 00
60.039 7.189 59.961 -5.047 60.079 8.260 59.921 -3.976 50.152 10.106 49.848 -4.226 60 7.267 60
-3.342 55.262 9.501 54.738 -3.929 65 6.395 65 -6.395 65.063 7.425 64.937 -5.36.5 t-:>
65.053 6.433 64.947 -4.373 65.106 7.462 64.894
70.124 6.542 69.876 -2.654 60.307 8.672 59.693 -3.548 70 5.426 70 -5.426 70.073 6.398 69.927 -4.454
70.062 5.572 69.938 -3.628 75.077 5.290 74.923 -3.500
4.638 74.935 -3.848 75.131 5.532 74.869 -1.952 65.314 7.684 64.686 -3.104 75 4.396 75 -4.396
75.065 -2.609 3.338 80 -3.338 80.074 4.133 79.926 -2.541
80.063 3.653 79.937 -2.061 80.126 4.447 79.874 -1.263 70.294 6.573 69.706 80
85.109 3.320 84.891 -.628 75.253 5.387 74.747 -2.083 85 2.295 85 -2.295 85.063 2.967 84.937 -1.621
85.055 2.649 84.945 -1.303 89.954 -.801 :>-
89.960 -.626 90.080 2.175 89.920 -.107 80.199 4.157 . 79.801 -1.545 90 1. 319 90 -1.319 90.046 1.835
90.040 1. 660 -.490 95.023 .805 94.977 -.173
95.020 .744 94.980 -.112 95.040 1.058 94.960 .206 85.137 2.930 84.863 -1.014 95 .490 95
100.000 0 100.000 0 90.077 1. 755 89.923 -.527 100 0 100 0 100.000 0 100.000 0
100.000
....o>-3
100.000 0 0
95.027 .715 94.973 -.139 Z
100.000 0 100.000 0 :>-
L. E. radius: 1.505 L. E. radius: 1.505 L. E. radius: 1.96 L. E. radins: 1.96 t"'
Slope of radius through L. E.: 0.084 Slope of radius thl"Ough L. E.: 0.168 Slope of radius through L. E.: 0.084
L. E. radius: 1.505 I :>-
I:)
Slope of radius through L. E.: 0.233
-<
....
U2
o
l:C
NACA 653-41 8 NACA 653-41 8 NACA 653-61 8 NACA 653-61 8 NACA 654.021
[Stations and ordinates given in percent of (")
[Stations and ordinates given in percent of a = 0.5 [Stations and ordinates given in percent of a = 0.5 o
airfoil chord] airfoil chord] airfoil chord]
/

[Stations and ordinates given in percent of [Stations and ordinates given in percent of
airfoil chord] airfoil chord] Upper surface Lower surface
Upper surface Lower surface Upper surface Lower surface H
>-3
Upper surface Lower surface >-3
Upper surface Lower surface Station Ordinate Station Ordinate Station Ordinate Station Ordinate t'l
station_I Ordinate . M
----------- - - - - - - - - - - - - _._--
Station Ordinate Station Ordinate Station Ordinate Station Ordinate 0 .."
0 0 0 0 0 0 0 0 0 0 o
0 --_.- ----- - - - - - - .50 1.522 .50 -1.522
.278 1. 418 .722 -1.218 ---- ------ - - - .172 1.446 .828 -1.146 l:C
.997 -1. 449 .385 1.776 1. li5 -1.356 0 .75 1.838 .75 -1.838
.503 1. 729 0 0 0 0 ! 0 0 0 :>-
-1. 781 .839 2.293 1. 661 -1.651 .941 -1.055 1. 25 2.301 1.25 -2.301
.973 2.20jJ 1.527 .197 1. 440 -1.164 .059 1. 469 2.5 3.154 2.5 -3.154 t'l
2.181 3.104 2.819 -2.360 -1.378 2.026 3.268 2.974 -2.152 .256 1. 821 1. 244 -1.239 l:C
.411 1. 766 4.462 4.776 5.538 -2.880 5.0 4.472 5.0 -4.472
4.639 4.481 5.361 -3.217 .868 2.271 1. 632 -1. 683 .689 2.375 1.811 -1.493 -5.498 o
7.123 5.566 7.877 -3.870 6.936 5.971 8. 064 -3.427 1.846 3.449 3.154 -1.895 7.5 5.498 7.5
2.057 3.233 2.943 -2.197 -3.876 10 6.352 10 -6.352 Z
9.619 6.478 10.381 -4.410 4.493 4.715 5.507 -2.951 9.431 6.978 10.569 4.248 5.115 5.752 -2.469 :>-
15.364 -5.250 14.455 8.602 15.545 -4.564 6.448 8.294 -2.884 15 7.700 15 -7.700
14.636 7.942 6.966 5.891 8.034 -3.515 6.706 20 8.720 20 -8.720 q
19.671 9.061 20.329 -5.877 6.882 10.541 -3.978 19.506 9.848 20.494 -5.072 9.194 7.575 10.806 -3.219
9.459 24.574 10.803 25.426 -5,433 25 9.487 25 -9.487 >-3
24.716 9.914 25.284 -6.334 14.481 8.482 15.519 -4.690 14.225 9.404 15.775 -3.716 ....
30.232 -6.648 29.652 11.504 30.348 -5.672 10.815 20.699 -4.071 30 10036 30 -10 036 (")
29.768 10.536 19.533 9.709 20.467 -5.213 19.301 35 10.375 35 -10.375
34.825 Hi 244 35.175 -6.824 34.738 11. 972 35.262 -5.792 24.407 11.893 25.593 -4.321 U2
24.604 10.643 25.396 -5.595 -5.784 40 10499 40 -10.499
39.884 11.140 40.116 -6.856 29.691 11.325 30.309 -5.853 39.826 12.210 40.174 29.537 12.687 30.463 -4.479
45.057 -6.711 44.915 12.186 45.085 -5.616 35.316 -4.551 45 10.366 45 -10.366
44.943 11.091 34.789 11. 770 35.211 -5.998 34.684 13.209 50 9.952 -9.91\2
50.000 10.774 50.000 -6.362 50.000 11.877 50.000 -5.259 39.849 13.456 40.151 -4.540 50
39.899 11. 970 40.101 -6.026 54.923 -4.723 55 9.277 55 -9.277
55.051 10.1£8 54.949 -5.818 45.022 11. 897 44.978 -5.905 55.077 11.293 45.034 13.395 44.966 -4.407
9.408 59.906 -5.124 60.141 10.479 59.859 -4.053 12.9i4 49.727 -4.154 60 8.390 60 -8.390
60.094 50.182 11. 506 49.818 -5.626 50.273 65 7.360 65 -7.360
65.126 8.454 64.874 -4.334 55.313 10.788 .14.687 -5.216 65.189 9.482 64.811 -3.302 55.468 12.173 54.532 -3.815
69.854 -3.480 iO.219 8.338 69.781 -2.506 -3.404 70 6.224 70 -6.224
70.146 7.368 60.364 9.820 59.636 -4.696 60.546 11. 090 59.454 -5024
75.154 6.183 74.846 -2.603 75.230 7.075 74.770 -1. 705 65.557 9.806 64.443 -2.936 75 5.024 i5
65.372 8.674 64.628 -4.094 -.943 80 3.800 80 -3.800
80.147 4.927 79.853 -1. 743 70.347 7.397 69.653 -3.433 80.220 5.719 79.780 70.519 8.374 69.481 -2.428
3.63"8 84.873 -.946 85.189 4.306 84.811 -.268 6.851 74.555 -1.895 85 2.598 85 -2.598
85.127 75.298 6.038 74.702 -2.734 75.445 90 1.484 90 -1.484
90.092 2.300 89.908 -.282 80.232 4.636 79.768 -2.024 90.138 2.863 89.862 .239 80.347 5.279 79.653 -1.361
1.120 94.954 .144 95.068 1. 433 94.932 .463 84.761 -.846 95 .546 95 -.546
95.046 85.159 3.247 84.841 -1. 331 85.239 3.720 0 100 0
100.000 0 100.000 100.000 0 100.000 0 90.133 2.233 89.867 -.391 100
I 0 90.089 1. 930 89.911 -.702
95.030 .777 94.970 -.201 95.046 .920 94.954 -.056
100.000 0 100.000 0 100.000 0 100.000 0 L. E. radius: 2.50
L. E. radius: 1.96 L. E. radius: 1.96
Slope of radius through L. E.: 0.168 Slope of radius through L. E.: 0.253 I
L. E. radius: 1.96 L. E. radius: 1.96
Slope of radius through L. E.: 0.233 Slope of radius through L. E.: 0.349
 NACA 654-221 NACA 654-421 NACA 654-421 NACA 65(215)-114 NACA 65(421)-420
[Stations and ordinates given in percent of [Stations and ordinateS" given in percent of a=0.5 [Stations and ordinates given in percent of [Stations and ordinates given in percent of
airfoil chord] airfoil chord] airfoil chord] airfoil chord]
[Stations and ordinates given in percent of
airfoil chord]
Upper surface Lower surface Upper surface Lower surface U ppcr surface Lower surface Upper surface Lower surface
-------
Upper surface Lower surface
Station Ordinate Station Ordinate . Station Ordinate Station Ordinate Station Ordinate Sta:ion I Station Ordinate Station Ordinate
I
---- ------- - - ------ --- - - - Station Ordinate Station Ordinate
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
.372 1.567 .628 -1.467 I .247 1.601 .753 -I.-WI ---- ------- - - .456 1. 073 .544 -1.023 .258 1. 537 .742 -i,337
.608 1. 902 .892 -1.762 .468 1.956 1.032 -1.676 0 0 0 0 .701 1. 300 .799 -1. 230 .482 1.864 1. 018 -1.584
1.090 '2.402 1.410 -2.188 .933 2.493 1. 567 -2.065 .155 1. 620 .845 -1.344 1.195 1. 642 1.305 -1. 534 .950 2.374 1. 550 -1.946
2.314 3.335 2.684 -2.963 I 2.135 3.505 2.865 -2.761 i .363 1. 991 1.137 -1.603 2.437 2.261 2.563 -2.075 2.152 3.358 2.848 -2.614
4.791 4.783 5.209 -4.151 4.582 5.085 5.417 -3.821 .813 2.553 1.687 -1.965 4.929 3.186 5.071 -2.870 4.603 4.866 5.397 -3.602
7.280 5.918 7.720 7.062 6.329 7.938 -4.633 1. 992 3.631 3.008 -2.595 7.426 3.906 7.574 -3.482 7.083 6.066 7.917 -4.370
9.778 6.865 10.222 I 9.557 7.371 10.443 -5.303 4.414 5.315 5.586 -3.551 9.926 4.508 10.074 -3.992 9.579 7.060 10.421 -4.992
14.787 8.370 15.213 -7.024 14.575 9.034 15.425 -6.342 6.880 6.651 8.120 -4.275 14.929 5.472 15.071 -4.800 4.596 8.665 15.404 -5.973
19.808 9.514 20.192 19.616 10.304 20.384 -7.120 9.371. 7.773 10.629 -4.869 19.936 6.206 20.064 -5.410 19.634 9.885 20.366 -6.701
24.834 10.381 25.166 I 24.668 11.271 2.5.332 -7.691 14.395 9.572 15.605 -5.780 24.945 6.761 25.055 -5.865 24.684 10.815 25.316 -7.235
29.865 11.007 30.135 -9.063 29.729 11. 976 30.271 -8.088 19.455 10.951 20.545 -6.455 29.955 7.161 30.045 -6.189 29.742 11.494 30.258 -7.606
34.898 11.404 35.102 -9.344 34. 796 12.433 &5.204 -8.313 24.538 12.0nO 25.462 -6.952 34.966 7.418 35.034 -6.388 34.805 11.939 35.195 -7.819
39.932 11. 570 40.068 -9.428 I 39.865 12.640 40.135 -8.356 29.639 12.765 30.361 -7.293 39.977 7.534 40.023 -6.462 39.871 12.140 40.129 -7.856
44.967 11.461 45.033 -9.271 44.934 12.556 45.066 -8.176 M.754 13.258 35.246 -7.486 44.989 7.480' 45.011 -6.384 44.937 12.056 45.063 -7.676
50.000 11. 055 50.000 -8.849 50.000 12.158 50.000 -7.746 39.882 13.470 40.118 -7.526 50.000 7.242 50.000' -6. 138 50.000 11.672 50.000 -7.260
55.030 10.372 54.970 -8.182 55.059 11.467 54.911 -7.087 45.026 13.362 44.974 -7.370 55.010 6.820 54.990 -5.724 5.5.056 11.015 54.944 -6.635
60.054 9.461 59.946 -7.319 60.108 10.531 59.892 -6.247 50.211 12.890 49.789 -7.010 60.018 6.246 59.982 -5.174 60.103 10.126 59.897 -5.842
65.072 8.390 64.928 -6.330 65.145 9.419 64.855 -5.299 50.362 12.056 54.638 -6.484 65.025 5.558 64.975 -4. 528 65.138 9.060 64.862 -4.940
70.084 7.195 69.916 -5.251 70.168 8.166 69.832 -4.278 60.421 10.942 59.579 -5.818 70.029 4.779 69.971 -3.807 70.160 7.861 69.840 -3.973
75.088 5.918 74.912 -4.128 7.5.176 6.811 74.824 -3.231 65.428 9.637 64.572 -5.057 75.031 3.942 74.969 -3.046 75.167 6.563 74.833 -2.983
80.084 4.595 79.916 -3.003 ' 80.167 5.388 79.833 -2.204 70.398 8.193 69.602 -4.229 80.029 3.065 79.971 -2.269 80.159 5.200 79.841 -2.016
85.072 3.270 84.928 -1.924 85.143 3.940 84.857 -1.248 75.340 6.664 74.660 -3.360 85.025 2.181 84.975 -1.509 85.136 3.813 84.864 -'-1.121
90.052 2.000 89.948 -c. 966 90.104 2.514 89.896 -.446 80.264 5.097 79.736 -2. 485 90.019 1. 326 89.981 -.810 90.098 2.441 89.902 -.373
95.026 .861 94.974 -.229 95.051 1.176 94.949 .088 85.181 3.550 84.819 -1.634 95.009 .557 94.991 -.241 95.049 1.150 94.951 .114 Ul
100.000 0 100.000 0 100.000 0 100.000 0 90.100 2.095 89.900 -.867 100.000 0 100.000 0 100.000 0 100.000 0 c::1
95.034 .833 94.966 -.257
100 000 0 100.000 0
L. E. radius: 2.50 L. E. radius: 2.50 L. E. radius: 1.311 L. E. radius: 2.27
Slope of radius through L. E.: 0.084 Slope of radius through I,. E.: 0.168 Slope of radius through L. E.: 0.042 Slope of radius through L. E.: 0.168
-- - I L. E. radius: 2.50 - - --
Slope of radius through L. E.: 0.233
- - -- o
"'i

NACA 66, 1-21 2 NACA 66(21 5)-01 6 NACA 66(21 5)-21 6 NACA 66(215)-21 6 NACA 66(21 5)-41 6 >-
......
::0
and ordinates given in percent 0 [Stations and ordinates given in percent of [Stations and ordinates given in percent of a=0.6 [Stations and ordinates given in percent of "1
airfoil chord] airfoil chord] airfoil chord] airfoil chord] o
......
[Stations and ordinates given in percent of t-<
airfoil chord] ,
Upper surface Lower surface Upper surface Lower surface. I Upper surface Lower surface Upper surface Lower surface t::I
I
------- ------ ------- Upper surface Lower surface - - -- - - - - - - - - -
Station Ordinate Station Ordinate Station Ordinate Station Ordinate I Station Ordiuate Station Ordinate I -------- Station' Ordinate Station Ordinate >-
---- --- --- - - - - - - ---- - - - - ---- Station Ordinate Station - - - ._-- - - - - - - -
0 0 0 0 0 0 0 0 I 0 0 0 0 0 0 0 0
.424 .947 .576 -.847 .5 1.184 .5 -1.184 .401 1. 230 .599 -1.130 .303 1.268 .697 -1.068
.666 1.150 .834 -1.010 .75 1.418 .75 -1. 418 .640 1. 484 .860 -1.344 0 0 0 0 .532 1.541 .968 -1.261
1.157 1. 447 1.343 -1.233 1. 25 1. 755 1. 25 -1. 755 1.128 1.858 1. 372 -1.644 .371 1.242 .629 -1. 112 1.008 1. 952 1.492 -1.524
2.395 1.986 2.605 -1.614 2.5 2.378 2.5 -2.378 2.362 2.560 2.638 -2.188 .607 1. 501 I 2.225 2.734 2.775 -1.990
.893 -1.319
4.884 2. 797 5.116 -2.165 5.0 3.292 5.0 -3.292 4.846 3.604 5.154 -2.972 I 1. 091 1. 886 1.409 -'-I. 608 4.693 3.910 5.307 -2.646
7.379 3.441 7.621 -2.593 7.5 4.007 7.5 -4.007 7.340 4.428 7.660 -3.580 2.317 2.615 2.683 -2.127 7.180 4.843 7.820 -3.147
9.878 3.997 10.122 -2.963 10 4.626 10 -4.626 9.838 5.140 10.162 -4.106 4.794 3.701 5.206 -2.869 9.677 5.649 10.323 -3.581
14.884 4.885 15.116 -3.539 15 5.605 15 -5.605 14. 845 6.276 15.155 -4.930 I 7.284 4.563 7.716 14.691 6.942 15.309 -4.250
19.895 5.574 20.105 -3.982 20 6.362 20 -6.362 19.860 7.156 20.140 -5.564 9.781 5.308 10.219 -3.934 19.720 7.948 20.280 -4.764
24.909 6.112 25.091 -4.322 25 6.950 25 -6.950 24.879 7.844 25.121 -6.054 ' 14.788 6.500 15.212 -4.702 24.757 8.736 25.243 -5.156
29.925 6.522 30.075 -4. 578 30 7.395 30 -7.395 29.900 8.366 30.100 -6.422 I 19.806 7.428 20.194 -5.290 29.801 9.336 30.199 -5.448
34.943 6.816 35.057 -4.756 35 7.706 35 -7.706 34.924 8. 736 35.076 -6.676 24.832 8.155 25.168 -5.741 34.848 9.765 35.152 -5.645
39.962 7.005 40.038 -4.863 40 7.909 40 -7.909 39.949 8.980 40.051 -6.8.18 29.862 8.708 30.138 -6.080 39.898 10.050 40.102 -5.766
44.981 7.093 45.019 -4.903 45 7.997 45 -7.997 44.974 9.092 45.026 34.897 9.098 35.103 -6.312 44.949 10.187 45.051 -5.807
50.000 7.075 50.000 -4.869 50 7.957 50 -7.957 50.000 9.060 50.000 I 39.936 9.356 40.064 -6.462 50.000 10.163 50.000 -:;.751
55. 019 6.939 54.981 -4.749 55 7.780 55 -7.780 55.025 8.875 54.975 -6.685 44.978 9.471 45.022 -6.523 55.050 9.970 54.950 -5.590
60.036 6.665 59: 964 -4.523 -7.425 ,
60 7.425 60 60.048 8. 496 59.952 50.023 9.431 49.977 -6.483 60.096 9.566 59.904 -5.282
65.051 6.195 64.949 -4.135 65 6.832 65 -6.832 65.067 7.862 64.938 I 55.073 9.224 54.927 -6.336 65.135 8.891 64.865 -4.771
70.061 5.507 69.939 -3.563 70 5.970 70 -5.970 70.081 6.941 69.919 -4.997 60.141 8.800 59.859 -6.048 70.161 7.912 69.839 -4.024
75.066 4.683 74.934 -2.893 75 4.966 75 -4.966 75.087 5.860 74.913 65.191 8.084 64.809 -5.574 ! 75.174 6.753 74.826 -3.173
80.065 3.759 79.935 -2.167 80 3.849 80 -3.849 80.08.5 4.644 79.915 I 70.198 7.068 69.802 -4.866 80.170 5.437 79.830 -2.253
85.058 2.770 84.942 -1.424 85 2.72.3 85 -2.723 85.075 3.395 84.925 -2.049 75. 181 5.889 74.819 -4.037 85.150 4.065 84.850 -1.373
90.043 1.760 89.957 -.726 90 1. 587 90 -1.587 90.055 2.103 89.945 -1.069 80.148 4.585 79.852 -3.107 90.111 . 2.617 89.889 -.549
95.022 .792 94.978 -.160 95 .597 95 -.597 95.028 .913 94.972 -.281 I 85.106 3.265 84.894 -2.177 95.056 1. 226 94.944 .038
100.000 0 100.000 0 100 0 100 0 100.000 0 100.000 0 90.061 1. 937 I89. 939 -1.235 100.000 0 100.000 0
I 9.5.021 .762 94.979 -.432
100.000 o 100.000 0
L. E. radius: 0.893 J•. E. radius: 1.575 I,. E. radius: 1.575 L. E. radius: 1.575
Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.084 Slope of radius through L. E,: 0.168
! L. E. radius: 1.575
-
Slope of radius through L. E.: 0.110 I--'
o
eo
 ,.....
NACA 66-006 . NACA 66-009 NACA 66-206 NACA 66-209 NACA 66-21 0 ,....
[Stations and ordinates given in percent of [Stations and ordinates given in percent oC [Stations and ordinates given in percent of [Stations and ordinates giv('n in percNlt of [S(at.lons and ordinall'" p:iven ill IJl'rcent of
o
airfoil chord] airfoil chord] airfoil chord] "irfoil chord] airfoil chord]

Upper surface Lower surface Upper surface Lower sui-face Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface
------- I
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Rtation Ordinate Station Ordinate Station Ordinate
---- - - - - - - - - - - ------------ ---- - - - ---- - - - - - - - - - - ---- - - - -
0 0 0 0 0 0 0 0 0 0 0 __ 0 0 0 0 0 0 0 0 0
.50 .461 .50 -.461 .50 .687 .50 -.687 .461 .509 .539 -.409 .442 .735 .558 -.635 .436 .806 .564 -.706
.75 .554 .75 -.554 .75 .824 .75 -.824 .707 .622 .793 -.482 .686 .892 .814 -.752 I .679 .980 .821 -.840
1.25 .693 1. 25 -.693 1.25 1.030 1. 25 -1.030 1.202 -.798 1.298- -.584 1.179 1. 135 1.321 -.921 1.171 I. 245 l.:l2<J -1.031
2.5 .918 2.5 -.918· 2.5 1.368 2.5 -1.368 2.447 1.102 2.553 -.730. 2.420 I. 552 2.580 -1.180 2.412 1.099 2.588 -1.327
5.0 1.257 5.0 -1. 257 5.0 1.880 5.0 -1.880 4.941 1.572 5.059 -.940 4.912 2.194 .<;.088 -1.562 4.902 2.40\ 5.098 -I. 769
7.5 1.524 7.5 -1.524 7.5 2.283 7.5 -2.283 7.439 1. 947 7.561 -1.099 7.409 2.705 7.591 -1.857 7.399 2.958 7.6!)] -2.ll0
10 1. 752 10 -1..752 10 2.626 10 -2.626 9.939 2.268 10.061 -1.234 9.908 3.141 10.092 -2.107 9.898 3.432 10.102 -2.389
15 2.119 15 -2.119 15 3.178 15 -3.178 14.942 2.791 15.058 -1.445 14.912 3.850 15.088 -2.504 14.90:l 4.202 15.097 -2.8.'\6 ::0
20 :2.401 20 -2.401 20 3.601 20 -3.601 19.947 3.196. 20.053 -1.604 19.921 4.39R 20.079 -2.804 19.912 4.796 20.088 -:1.204 M
25 2.618 25 -2.618 25 3.927 25 -3.927 24.954 3.513 25.046 -1.i23 24.931 4.821 25.069 -3.031 24.924 5.257 25.076 -3.467 "C
30 2.782 30 -2.782 30 4.173 30 -4.173 29.962 3.754 30.038 -1.81f) 29.944 5.145 30.056 -3.201 29.937 5.608 30.063 -3.664 o
35 2.899 35 -2.899 35 4.348 35 -4.348 34.971 3.929 35.029 -1.8R9 34.957 5.378 35.043 -3.318 :)4.952 5.862 35.048 -3.802 ::0
40 2.971 40 -2.971 40 4.457 40 -4.457 39.981 4.042 40.019 -1.900 39.971 5.528 40.029 -3.386 :l9.968 6.024 40.032 -3.082 >-:3
45 3.000 45 -3.000 45 4.499 45 -4.499 44.990 4.095 45.010 -1.905 44.986 5.594 45.014 -3.404 44. P84 IL095 45.016 -3.905 Z
50 2.985 50 -2.985 50 4.475 50 -4.475 50.000 4.088 50.000 -1.882 50.000 5.578 50.000 -3.372 50.000 6.074 50.000 -3.R68
55 2.925 55 -2.925 55 4.381 55 -4.381 55.009 4.020 54.991 -1.830 I 55.014 5.476 54.986 -3.286 55.016 5.960 .54.984 -1.770 9
60 2.815 60 -2.815 60 4.204 60 -4.204 60.018 3.886 59.982 -1.744 60.027 5.275 59.973 -3.133 60.030 5.n6 59.970 -3.594 00
I
65 2.611 65 -2.611 65 3.882 65 -3.882 65.026 3.641 64.974 -1.581 65.038 4.912 64.962 -2.852 65.042 5.132 64.()58 -1.272 t>:>
70 2.316 70 -2.316 70 3.428 70 -3.428 70.031 3.288 69.969 -1.344 70.046 4.400 69.954 -2.456 70.051 4.759 69.949 -2.815 ...
75 1.953 75 -1.953 75 2.877 75 -2.877 75.034 2.848 74.966 75.050 3.772 74.950 -1.982 75.056 4.071 74.944 -2.281
1. 543 -1.543 80 2.263 80 -2.263 80.034 -1.058 I 80.050 3.058 79.950
80 80 2.3.39 79.996 -.747 -1.466 80.055 3.289 79.945 -1.697
85 1.107 85 -1.107 85 1.611 85 -1.611 85.031 1.780 84.969 -.434 85.044 2.283 84.956 -.937 85.049 2.445 84.951 -1.099
90 .665 90 -.665 90 .961 90 -.961 90.023 1.182 89.977 -.148 90.034 1.477 89.965 -.443 90.037 1. 570 89.963 -.536 >
95 .262 95 -.262 95 .374 95 -.374 95.012 .578 94.988 .054 95.018 .690 94.982 -.058 95.019 .724 94.981 -.092 >-:3
100 0 100 0 100 0 100 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 ....
o
Z
L. E. radius: 0.223 I L. E. radius: 0.530 I L. E. radius: 0.223 L. E. radius: 0.530 L. E. radius: 0.662 >
, Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.084 Slope of radius through L. E.: 0.Og4 t"'
---- ---- ----- - - -

----_._- >
C)
<!
....
Ul
o
NACA 661-012 N·ACA 661-212 NACA 662-015 NACA 662-215 NACA 662-415 ::0
><l
[Stations and ordinates given in percent of [Stations and ordinates given in percent of [Stations and ordinates in percent of [Stations and ordinates given in percent. of [Stations and ordinaws given in percent of (")
airfoil chord] airfoil chord] airfoil chord] airfoil chord] ",iI'foil chord]
o
Upper surface Lower surfilCe Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface
....
I >-:3
Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Statiou Ordinate Station Ordinate Station Ordinate Station Ordinate >-:3
----- M
- - - - - - - - - ----- --- - - - - - - - - - - - - - - ---- - - - --------- M
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 "1
.5 .906 .5 -.906 .424 .953 .576 -.853 .5 1.122 .5 -1.122 .·103 1.168 .594 -?058 I .314 1. 206 .686 -1.006
.75 1. 087 .75 -1.087 .666 1.154 .834 -1.014 .75 1. 343 .75 -1.343 .646 1.409 .854 -1.269 .544 1.467 .956 -1.187 g
1.25 1. 358 1.25 -1.358 1.156 1.462 1. 344 -1.248 1.25 1.675 1. 2,5 -1.675 1.134 1.778 1. 366 564 1.019 1.873 1.481 -1.445
2.5 1.808 2.5 -1.808 2.395 1.991 2.605 -1.619 2.5 2.235 2.5 -2.235 2.370 2.417 2.630 -2.045
-1. 1 2.241 2.592 2.759 -1.848 >
M
5.0 2.496 5.0 -2.496 4.883 2.809 5.117 -2.177 5.0 3.100 5.0 -3.100 4.855 3.413 5.145 -2.781 4.711 3.718 5.289 -2.454 ::0
i.5 3.037 7.5 -3.037 7.379 3.459 7.621 -2.611 7.5 3.781 7.5 7.349 4.202 7.651 -3.354 7.199 4.617 7.801 -2.921 o
10 3.496 10 -3.496 9.878 4.011 10.122 -2.977 10 4.358 10 =!:m I 9.848 4.872 10.152 -3.838· I 9.696 5.381 10.304 -3.313
15 4.234 15 -4.234 14.883 4.095 15.117 -3.559 15 5.286 15 -5.286 14.854 5.957 15.146 14.709 6.624 15.291 -3.932 Z
-4.6ll I >
20 4.801 20 -4.801 19.894 5.596 20.106 -4.004 20 5.995 20 -5.99.5 19.868 6.790 20.132 -5.198 19.736 7.581 20.264 -4.397 q
25 5.238 25 -5.238 24.908 6.132 25.092 -4.342 25 6.543 2.<; -6.543 24.886 7.437 25.114 -5.647 24.771 8.329 25.229 -4.749
-5.568 29.925 6.539 30.075 -4.595 29.906 7.927 30.094 -5.983 >-:3
30 5.568 30 30 6.956 30 -6.956 I 29.812 8.897 30.188 -5.009 H
35 5.803 ' 35 -5.803 34.943 6.833 3.5.057 -4.773 35 7.250 35 -7.250 34.929 8.280 35.071 -6.220 34.857 9.309 35.143 -5.189 (")
40 5.947 40 -5.947 39.962 7.018 40.038 -4.876 40 7.430 40 -7.430 39.952 8. .<;01 40.048 -6.359 39.904 9.571 40.096 -5.287 Ul
45 6.000 45 -6.000 44.981 7.095 45.019 -4.905 45 7.495 45 -7.495 44.976 8.590 45.024 -6.400 44.952 9.685 45.048 -5.305
50 5.965 50 -5.965 50.000 7.068 50.000 -4.862 50 7.4.<;0 .<;0 -7.450 50.000 8.551 50.000 -6.347 50.000 9.656 50.000 -5.244
55 5.836 55 -5.836 55.019 6.931 54.981 -4.741 55 7.283 55 55.023 8.378 54.977 -6.188 55.046 9.173 54.954 -5.093
60 5.588 60 -5.588 60.036 6.659 59.964 .-4.517 60 6.959 60 I 60.045 8.030 59.955 -5.888 60.090 9.100 59.910 -4.816
65 5.139 65 -5.139 65.051 6.169 64.949 -4.109 65 6.372 65 -6.372 65.063 7.402 64.937 -5.342 65.126 8.431 64.874 -4.311
70 4.515 70 -4.515 70.061 5.487 69.939 -3.543 70 5.576 70 -5.576 70.075 6.547 69.925 -4.603 70.1.<;0 7.518 69.850 -3.630
75 3.767 75 -3.767 75.066 4.661 74.934 -2.871 75 4.632 75 -4.632 75.081 5.526 74.919 -3.736 75.162 6.419 74.838 -2.839
80 2.944 80 -2.944 80.065 3.739 79.935 -2.1-17 80 3.598 80 -3.598 80.079 4.393 79.921 -2.801 80.1.<;9 5.187 79.841 -2.003
85 2.083 85 -2.083 I 85.057 2.755 84.943 -1.409 I 85 2.530 85 -2.530 I 85.070 3.202 84.930 -1.856 85.139 3.872 84.861 -1.180
90 1. 234 90 -1.234 90.043 1. 750 89.957 -.716 90 1. 489 90 -1.489 90.052 2.005 89.948 -.9il 90.104 2.519 89.896 -.451
95 .474 95 474 95.022 .789 94.978 -.157 95 .566 ·95 -.566 95.026 .881 94.974 -.249 95.053 1.196 94.947 .068
100 0 100 0. 1
100.000 0 100.000 0 100 0 100 0 100.000 0 100.000 0 100.000 0 100.000 0
I
L. E. radius: 0.952 L. E. radius: 0.952 L. E. radius: 1.435 L. E. radius: 1.435 . L. E. radius: 1.435
---- - --
_J Slope of radius through L. E.: 0.084 I Slope of radius throngh L. E.: 0.084 SlopeofradiusthroughL. E.: 0.168
I --- --- ----
 NACA 663-018 NACA 663-218 NACA 663-41 8 NACA 664-021
i Stations and given in percent of [Stations an(l ordinates given inpcrccnt of { Stations and ordinates !!ivcn in percent of {Stations and ordinates given in percent 01
airfoil chord] airfoil chord] airfoil chord) airfoil chord]

Upper surface Lower surface Upper surface Lower surface Upper surface Lower surface I,ower surface
._------ ------------- J
Rtation Ordinate Station Ordinate Rtation Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate
----- ---- - - - - - - - - - - --- ---- - - ---- - - - - - - - - - - ----- ---- - - -
---
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
.5 1.323 .5 -1.323 .389 1-368 .611 -1.268 .280 1.405 .720 -1.205 .5 1. 525 .5 -1. 52.5
.7S 1.571 .7ii -1.571 .628 1.636 .872 ·-1.496 .509 1.692 .991 -1.412 .75 1.804 .75 -1.804
1.25 1.952 1.25 -1.952 1.115 2.054 1.38S -1.840 '.981 2.147 L 519 -l. 719 1.25 2.240 l.25 -2.240
2.5 2.li4Ii 2..> -2.li4fi 2.346 2.828 2.654 -2.456 2.194 3.000 2.806 -2.256 2.5 3.045 2.5 -3.045
.>.0 a. f)yO 5.0 -a.liYO 4.827 4.002 5.173 -3.370 4.656 4.306 5.344 -3.042 5.0 4.269 5.0 -4.269
7.5 4.513 7.5 -4.513 7.320 4.933 7.680 -4.085 7.140 5.347 7.860 -3.651 7.5 5.233 7.5 -5.283
10 5.210 10 -5.210 9.818 5.724 10.182 -4.690 9.636 6.231 10.364 -4.163 10 6.052 10 -6.052
15 Ii. :3:1a 15 -1i.3a3 14.825 7.004 15.175 -5.658 14.651 7.669 15.349 -4.977 15 7.369 15 -7.369
20 7.188 20 -7.188 19.M1 1.982 20.159 -6.390 19.683 8.773 20.317 -5.589 20 8.376 20 -8.376
25 7.M8 2.> -7.848 24.863 8.742 25.137 -6.952 24.726 9.633 25.274 -6.0sa 25 9.153 25 -9.1sa
30 8.346 30 -8.346 29.887 9.317 30.113 -7.3iS 29.775 10.287 30.225 -6.399 30 9. 738 30 -9. 738
35 8. 701 35 -8.701 34.914 9.731 35.086 -7.fi71 34.829 10.759 35.171 -6.639 35 10.154 35 -10.154
40 8.918 40 -8.918 39.942 9.989 40.0OR -7.847 39.885 11. U59 40.115 -6.775 40 10.407 40 -10.407
4.> 8. 998 45 -8.998 44.971 10.093 45.029 -7.903 44.943 11.188 45.057 -6.808 45 10.500 45 -10.500
50 8.942 50 -8.942 50.000 10.045 50.000 -7.839 50.000 11.148 50.000 -6.736 50 10.434 50 -10.434
5, 8.733 55 -8.733 55.028 9.828 54.972 -7.638 55.056 10. 923 54.944 -6.543 55 10.186 55 -10.186
liO 8.323 60 -8.323 60.054 9.394 59.946 -7.252 60.107 10.464 59.893 -6.180 60 9.692 60 -9.692
Ii.> 7.580 fi.1) -7.580 65.075 8.610 64.925 -6.550 65.149 9.639 64.851 -5.519 65 8. 793 65 -8. 793
70 H. fi97 70 -Ii. 597 70.089 7..>68 69.911 -.>.624 70.178 8.539 69.822 -4.651 70 7.610 70 -7.610
75 5.451 75 -5.451 75.095 {;.345 74.905 -4.51\5 75.191 7.238 74.809 -3.658 75 6.251 75 -6.251
80 4.201i 80 -4.206 80.093 5.001 7l'.907 -3.409 80.185 5.794 79.815 -2.610 80 4.796 80 -4.796
85 2.934 85 -2.934 85.081 3.606 84.919 -2.260 ' 85.162 4.276 84.838 -1.584 85 3.324 85 -3.324
90 1. 714 90 -1.714 90.060 2.230 89.940 -1.19fi 90.120 2.744 89.880 -.676 90 1.924 90 -1.924
9.> .646 9.> -.646 9.>.030 . .961 94.970 -.329 / rJl
95.060 1.275 94.940 -.011 95 .717 95 -.717
100 0 100 0 100.000 0 100.000 0 100.000 0 100.000 0 100 0 100 0 d

L. E. radius: 1.9.55 1,.E. radiu" 1.955 L. E. radius: 1.955 L. E. radius: 2.550

----. Slope of radius through L. K: 0.084 Slope of radius through L. E.: 0.168 _ .. - -
-- I >-<
o
"1

NACA 664-221 NACA 67,1-215 NACA 747A315 NACA747A415 ::d

{Stations and ordinates given in percent of [Stations and ordinates given in percent of "1
(Stations and ordinates given in percent of [Stations and ordinates given in percent of
airfoil chord] airfoil chord] airfoil chord] airfoil chord]
o>-<

Up""r Lower surface Upper surface Lower surface t;

Upper surface Lower surface Upper surface Lower surface
------- I ------- ------- ;...
Station Ordinaw Station Ordinat<' Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate Station Ordinate
- - - _._- ---- - - - - ---- ------- - - - - - - ---- - - - ---- - - - - ---- - - - - - - -
() 0 0 II 0 0 Ii 0 0 0 0 0 0 0 0 0
.372 1. 570 .628 -1.470 .402 1.213 .598 -1.11:1 .229 1.30.> .771 -1.031 .183 l.318 .817 -.994
.610 • • 1.8ti9 .890 -1.729 .642 1. 460 .858 -1-320 .449 1. 599 1.051 -1.207 .398 1.622 1.102 -1.160
I. 095 2.342 1.405 -2.128 1. 128 1.867 1.372 -1.553 .911 2.065 1.589 -1.473 .852 2.106 1.648 -1.406
2.323 3. 221i 2.li77 -2.854 2.361 2.577 2.639 -2.205 2.109 2.935 2.891 -1.927 2.041 3.01ti 2.959 -1. 822
4.S00 4.580 5.200 -3.948 4.848 3.557 5.1.52 -2.925 4.564 4.264 5.436 -2.518 4.487 4.4ll 5.513 -2.349
7.291 5.ti53 7.709 -4.805 7.344 4.321 7.656 -3.473 7.05.1 5.2l'6 7.947 -2.952 6.972 5.488 8.028 -2.730
9.788 6.51i5 10.212 -5. sal 9.845 4.947 10.155 -3.913 9.558 6.140 10.442 -3.304 9.476 6.390 10.524 -3.038
14.797 8.039 15.20:1 -li.ti9a 14.854 5.954 15.146 -4.608 14.599 7.497 15.401 -3.M3 14.521 7.827 15.479 -3.501
19.815 9.170 20.185 -7.578 19.869 5.7:l5 20.131 -5.143 19. 668 8.503 20.332 -4.247 19.1'98 8.897 20.402 -3.845
24.MO 10.047 25. HiO -8. 2m 24.887 7.348 25. 113 -5.558 24.758 9.242 25.242 -4.546 24.698 9.687 25.302 -4.095
29.869 10.709 30.131 -8.7Ii5 29.908 7.825 30.092 -5.881 29.867 9.731 30.133 -4.773 29.818 10.216 :lO.182 -4.286
34.900 11.183 35.100 -9.123 34.930 8.185 35.070 -6.125 35.001 9.982 34.999 -4.926 34.964 10.497 35.036 -4.411
39.933 11.478 40.01i7 -9.336 :39. 95:1 8.430 40.047 -6.288 40.200 9.962 39.800 -5.020 40.176 10.499 39.824 -4.485
44.967 11. 595 45.0:3:! -9.405 44.976 8.570 45.024 -6.380 45.375 9.572 44.625 -5.040 45.364 10.121 44.636 -4.493
50.000 H.lm 50.0110 -9.:331 50.000 8. f>OO 50.000 -0.394 50.447 8.964 49.553 -5.014 50.447 9.516 49.5.13
55.032 11.281 54.968 -9.091 -4.462
55.024 8.516 54.976 -6.326 55.463 8. 206 54.sa7 -4.930 55.474 8.753 54.526 -4.381
60.063 HI. 763 59. 937 -8.621 047 8.302 59.953 -6.160 60.435 7.324 59.565 -4.772 60.454 7.859
55.087 9.823 64.913 -7.763 59.546 -4.215
65.068 7.935 64.932 -5.875 65.366 6.365 64.6:34 -4.509 65.393 6.878 64.607 -3.992
70.103 8. 581 69.897 -6.6.17 70.086 7.3?:! 69.914 -5.429 70.241 5.354 69.759 -4.ll0 70.273 5.838 69.727 -3.622
75.109 7.145 74.891 -5.355 75.098 6.515 74.902 -4.725 75.130 4.336 74.870 -.3.502 75.164 4.78.1
80.106 5.091 79.894 -3.999 74.8.16 -3.053
80.100 5.335 79.900 -3.743 80.073 3.295 79.927 -2.743 80.107 3.692 79.893 -2.344
85.092 3.99(; 84.908 -2.(150 85.092 :l.999 M.908 -2.65.1 2.257 84.962 -1.915 85.066
90.067 2.440 89.933 -1.406 2 592 84.934 -1.578
90.071 2.5:l7 89.929 -1. 5Q.1 90.016 1.289 89.984 -1.097 90.037 1. 546 89.963 -.&38
9.1.034 1.032 94.966 -.400 95.037 L 103 94.963 -.471 95.004 .481 94.996 -.405 .
95.015 1 .639
100.000 0 100.000 94.985 -.247
0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0 100.000 0
I
L. g. radius: 2.550 L. K radius: 1.52:3 L. E. radius: 1.544 L. E. radius: 1.544
Rlopu of radius through L. K: 0.084 Rlope of radius through L. E.: 0.084 Slope of radiUS through L. E.: 0.232 Slope of radius through L. E.: 0.274 I
-- - - .- - I ....-
-
 SUMMARY OF AIRFOIL DATA
IV-PREDICTED CRITICAL MACH NUMBERS
Page
Critical Mach number chart___ _ __ ___ __ _ __ ___ _ ___ __ __ _ __ _ __ 114
Variation of critical Mach number with low-speed section lift
coefficient:
For the NACA 0006,0009, and 0012 airfoil sections_ _____ 115
For several N ACA 14-series airfoil sections of various
thicknesses ________________________________ .. __ __ _ __ 115
For several N ACA 24-series airfoil sections of various
thicknesses_ __ ___ _ __________ __ ______ _ __ ___ __ _ _____ _ 116
For several N ACA 44-series airfoil sections of various
thicknesses __________________ . _ _ __ _ __ _ __ __ _ __ __ __ _ _ 116
For several N ACA 230-series airfoil sections of various
thicknesses________________________________________ 117
For several N ACA 63-series airfoil sections of various
thicknesses, cambered for various design lift coefficients_ _ 117
For several N ACA 63-series symmetrical sections of
various thicknesses .. __ _ __ __ __ __ _ _ __ __ _ __ __ _ __ __ __ _ __ 118
. For several N ACA 63-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of 0.2_ _ _ _ __ 118
For several NACA 63-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of 0.4 ____ . _ 119
For two N ACA 63-series airfoil sections of different thick-
nesses, cambered for a design lift coefficient of 0.6_ __ _ __ 119,
For several N ACA 64-series symmetrical airfoil sections of
various thicknesses_ ___ __ __ _ __ __ _ __ _ __ _ __ __ __ _ __ __ _ _ 120
For several N ACA 64-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of O. L __ " __ 120
For several N ACA 64-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of 0.2 __ .. ___ 121
For several NACA 64-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of 0.4_ __ ___ 121
For two N ACA 64-series airfoil sections of different thick-
nesses, cambered for a design lift coefficient of 0.6. __ . _ _ 122
113
Page
Variation of critical Mach number with low-spced section lift
coefficient-Con tin ued
For sever.al N ACA 65-series symmetrical airfoil sections of
various thicknesses .. _______ __ __ _________________ ____ 122
For several N ACA 65-series airfoil sections with a thickness
ratio of 0.18 and cambered for various design lift
coefficients ______________________________________ 123
For several N ACA 65-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of 0.2__ ____ 123
For several N ACA 65-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of 0.4_ _____ 124
For several N ACA 65-series airfoil sections with mean line
of the type a=0.5 and cambered for a design lift coeffi-
cient of 0.4 _____________________ .. ___ '. _________ ____ 124
For two NACA 65-series airfoil sections of different thick-
nesses, cambered for a design lift coefficient of 0.6_ _____ 125
For two N ACA 65-series airfoil sections with mean line of
the type a=0.5, with different thicknesses, and c8.!llbered
for a design lift coefficient of 0.6 _ _ __ __ __ _________ ____ 125
For several N ACA 66-series symmetrical airfoil sections of
various thicknesses _____ " ________ __ __ _______________ 126
For several N ACA 66-series airfoil sections of various thick-
nesses, cambered for a design lift coefficient of 0.2_ .. __ . __ 126
For two N ACA 66-series airfoil sections of different thick-
nesses, cambered for a design lift coefficient of 0.4 ___ .. __ 127
For several N ACA 66-series airfoil sections with a thickness
ratio of 0.16 and cambered for various design lift
coefficients_ _ __ ___ __ ___________________ ______ __ ____ 127
For several NACA 6-seri,cs airfoil sections with different
positions of minimum pressure and various thicknesses,
cambered for various design lift coefficients____________ 128
For two N ACA 7-series airfoil sections with a thickness ratio
of 0.15 and cambered for different design lift coefficients_ _ 128
114 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

1.0
l
1\ I
\ J
.9 \ I

1\
\
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I\·Curve calculated from equations (8) and (62) of' ref'erence /9
\

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I'\.

'"
.6
b
f--

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l'---
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I"---...
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r-
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r:-:.:..:: :--

.3

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./
-
_0-
-
o 3.4
1.0 1.4 1.8 2.2 2.6 3.0 3.8
Low-speed pressure caefflclenf, S
Critical Mach nnmber chart.
 1.0 -,--'-' . !..O
I
._- t-- --- I
NACA 0006 NACA 1408
- - - - - - - - NACA 0009 ---- NACA 1410
.9 - - - NACA 0012 .9 --- NACA 1412

.8 .8
V '\
.L . . , 1\ II'
1/ ,\ /, -, I'.,
;./ ,/ ... I........ ... ...
.7 .7
ll, V "- ,\ j f'... ...
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I.. /, V '- , II
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i I
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/ / I 1\ .... \; ,',...
2l .... \ ' , i'., E;
§ V ( ./ /' V 1'\ ,
I:: ,,
.!:: .5 I 1\ /V 1'-' , 1',
g , ,, -6.5 ./
" ...
""V "- ,J'...,. oI:rj
\ , "- ...... "',
b ... (; "" ....>-
V
'\ ... IJ -....::. ... "
r,;J
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:;:: :;.::.
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;SA , ......... ;S.4 S
t"
'" I'-... - .... I, I" . . ,i'
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>-
r........ -. ....
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.I ./

- L...._ ' - -- ---- - i __ . o

o
-.4 -2 o .2 .4 .6' .8 1.0 -.4 -.2 o .2 .4 .6 .8 1.0
Low-speed secfion liTt coefficient, c 1 Low-speed section lift coefficient, c,
Variation of critical Mach number with low-speed section lift coefficient for the NACA 0006, 0009, Variation of critical Mach number with low-speed section lift coefficient for several N ACA 14·series airfoil sections
and 0012 airfoil sections. of various thicknesses.

I-'
I-'
Cl
 0:>

1.0

I I I I I I I I I
NACA 2412
-------- NAC'<) 2415
.9 - - - ,NACA 24/8
- - - - NACA 2421 'Il--t--t-II+-+-+-11
1-+-+-+111-+-+-+1
II-+-+-I
I It-I-+-I
I
- - - - - NAC4 2424

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V -, "- iii './.:.. V- I-I- K - , I I I
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L. -,-
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Variation of critical Mach numbcr with 100V spood section lift coefficient for several NA CA 24 series airfoil scctions Variation of critical Mach number with low-speed sectionliIt coefficient for several NACA «-series airfoil sections
of various thicknesses. of various thicknesses.
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Variafion of critical Mach number with low-speed section lift coefficient for several NAOA 230-series airfoil sections Variation of critical Mach number with low-speed section lift coefficient for several NACA 63-series airfoil sections
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Variation of critical Mach numbel' with low·speed section Iirt cO('fficient for sHeml N A UA G:l-s"I-i,'s syrnllwt.ricul Vuriation of critical Mach number with low·speed section lift coefficient for several NACA 63·series airfoil sections
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Variation of critical Mach number with low-speed section lift coefficient for several NACA 64-series symmetrical Variation of critical Mach number with low-speed section lift coefficient for several NACA 54-series airfoil sections
airfoil sections of various thicknesses. of various thicknesses, cambered for a design lift coefficient of 0.1.
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Variation of eritk-al Mach Ilumber with low-speed s('ction lift cocllicieut for s('\'('f'<tl NACA lt4-s('ries airfofl Variation or eriti('al :'\I,wh lIumhc'r with low-SIJ('('d s(wliou lift. c(J('tliCi(,lli lor s(,veral N H4-series a.irfoil S('et.iolls
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Variation of critical Mach number with low-speed section lift coefficient for two N ACA 64-series airfoil sections Variation of critical Mach number with low-speed section lift coefficient for several NACA 65-seriessymmetricai
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Variation of critical :vI ach num h('r with low-speed section lift coefficient for several N A CA 65-series airfoil sections Variation of critical Mach number with low-speed section lift coefficient for several N AC A 65-series airfoil sections
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Variation of critical Mach number with low-speed section lift coefficient lOr several NACA 65·scries airfoil sections Variation of critical Mach number with low-speed section lift coeffiCient for several NACA 65·series airfoil sections
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airfoil sections of various thicknesses. of various thicknesses, cambered for a design lift coefficient of 0.2.
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difierent positions of minimum pressure and various thicknesses, cambered COl' various design lift coefficients. with a thickness ratio of 0.15 and cambered for different design lift coefficients.
 SUMMARY OF AIRFOIL DATA 129

V-AERODYNAMIC CHARACTERISTICS OF VARIOUS AIRFOIL SECTIONS

J:'age Page
N ACA 0006 _____. ____________________________________. ____ 131 NACA 643-418 ___ . ____ . ___ . ______________ . __ .. __________ 194
NACA 0009 ____ .______________________________ c ________ •• _ 132 NACA 643.-618 __________________ . __________________ . ___ 195
NACA 1408 ________ .. __ .. __ . ______________________________ 133 N ACA ________________________ .. ______ . ___ _____ 196
NACA 1410_____________________________________________ 134 N ACA 64r 221. ____ . ____________________ . ___________ .... _ 197
NACA 1412 _________ .. ________________ __________________ 135 N ACA 64r 42L __________________ .. ___ . ____________ . ____ 198
N ACA 2412_ ______ __ _________ ________ ___________________ 136 NACA 65,3-018..----. __________ .. _____________ . _ ___ __ ___ _ 199
N ACA 2415 _____ . _________ . ______________________________ 137 NACA 65,3-418, a o=0.8_ .. _.. ___________________ . ___________ 200
N ACA 2418 ___ ___ ______________________________________ 138 NACA 65,3-618..-- _____________________________ __ ______ 201
N ACA 2421._ _____ ________ ___ _______________ ____ __ ______ 139 NACA 65,:3-618 with 0.20e sealed plain flap_________________ 202
N ACA 2424__ _____ ______________________ ____ ______ ______ 140 NACA 65(216)-415, a=0.5________________ ________________ 203
N ACA 4412 _________________________________ c _ _ _ _ _ _ _ _ __ _ 141 NACA 65-006 __________ . __________________ .____________ 204
NACA 4415 ________________________ .. ______ ______________ 142 NACA 65-009 _____________ ... ___________ .. ________________ 205
NACA 4418 ______________________ . _____ - ____ .____ _____ __ 143 N ACA 65-206_ ________ _______________ ___________________ 206
N ACA 4421. _______________________________________ ____ _ 144 N ACA 65-209_ _____________ __ _________ ___ . ______ _______ 207
N ACA 4424. _________ ._ __________________________________ 145 N ACA 65-210 ____________ .. _____ ___ _____ ________ ____ ______ 208
N ACA 23012 .. ______ ________ __________ ___________________ 146 N ACA 65-410 ____ .. __. _____ . ______ .. _______________ _______ 209
N ACA 23015 ___________________________ - ________ " . _- - ___ 147 N ACA 65 1-012 ___ .. __ '_ __________ __________________ _______ 210
NACA 23018 _________________________________________ .__ 148 NACA 651-212 _____ . _________________ ________ ________ 211
NACA 23021. _______ ._ ________ ___ __ ______ ___ __ ___ ______ _ _ 149 NACA 65 1-212 with 0.20e split flap (lift and moment
N ACA23024 _____________ - - ___ - ____ -____ - ___ - _- - ____ - - - __ 150 characteristics) _ ___ ______ ______________________________ 212
N ACA 63,4-420--- ______________________ - ___ - _- - ____ - ___ - 151 NACA 65 1-212, a=0.6 ______________________ ._____________ 213
N ACA 63,4-420 with 0.25e slotted flap NACA 651-412 _____________________________ .. __________ ._ 214
(a) Configuration _________________ - - - __ - - - .. - - -- - -- --. 152 NACA 65 2-015_ _ _ _________ ______________________________ 215
(b) Aerodynamic characteristics with hinge location 1_ _ __ 158 NACA 652-215_ _ _ ____ ___________ ________ __ ______ ________ 216
(c) Aerodynamic characteristics with hinge location 2_ _ _ _ 154 N A C A 65 r 415 ______________ . ____________________ _______ 217
NACA 63,4-420, a=0.3_ .. ____________________________ 155 NACA 65 2-415, a=0.5 ____ .____________ __________________ 218
NACA 63(420)-422 ____________________ . -- _______ - ---- ---- 156 N ACA 653-018_ _ _ ____________________________ ____ ____ ___ 219
NACA 63(420)-517 __________________________ - _- - - _- - - - - _- 157 NACA 65:,-118 with 0.30ge double slotted flap
NACA 63-006 ____________________ . _________ .____________ 158 (a) Configuration ____________ .. ______________________ - 220
NACA 63-009 _________________________________ - - _______ - 159 (b) Aerodynamic characteristics_ _ ______ _____ ___ _______ 221
NACA 63.:..206 __________ . ___________ .. ____________________ 160 N ACA 653.-218 _________________ " _________ - - ___ - __ - ____ - - 222
.NACA 63-209 ____________________ _____ . ______ - -- --- ---- 161 N ACA 65:,-418 ___ .. ___ .. ___ . _______________________ _______ 223
NACA 63-210 __________________ ._ _______________________ 162 N ACA 653-418, 0= 0.5_ ____________________________ _______ 224
N ACA 63 1-012 ________________________ - - - _- - - - - -- - - - - .. - - 163 N ACA 6Sa-618 ______ ._ ___________ _ _ _ ______________ _______ 225
NACA 63 1-212 _______________________________ - - - __ -.--_'. 164 NACA 65a-618, a=0.5 __________________________ ._________ 226
N ACA 63 1-412 ______ . ____ .. ___ . ___ - ___ - - - __ - - - - - - -. - - - - - -. 165 N ACA 654-021. ___________________________ - ______ - ____ - _ 227
N ACA 63 2-015 ____ .. ____ c _. ____________ - ____ - - - - - _ - - - - - - - 166 N ACA 654-22L __ .. _ _______ _ _ _ ____________________ _______ 228
NACA 632-215 ___ ____ ._________ ._ - ________ .. _______ .. _____ 167 N ACA 65 r 42 1. __________________________________ - ___ - - - 229
NACA 63 2-415 ____ .___________ . ____________ ----------.-- 168 NACA 65c 421, a=0.5 _____ .. ______________ c_______________ 230
N ACA 632-615 ___________________ - ___ - - - __ .. - _- - - - - - - - - - - 169 NACA 65(216)-114 _________________ .. __ __ ______ _____ _______ 231
NACA 63 a-018_______________________ ___________________ 170 N A C A 65 (421)-420 ____________________ - ___ - - _____ - - - - __ - - - 232
N ACA 633-218 _____ . _________ - ___ - ___ - - - - - - - - - - - - - - - - - - - 171 NACA 66,1-212-- _________________ ._____________________ 233'
N ACA 632-418 ________________________ - ______ - - - _- - - - - - - 172 NACA 66,1-212 with 0.20e split flap (lift and moment
N ACA 633-618 __________ . _'" _- ___ - ___ - - - - - - - -. - - - - - - - - - - 173 characteristics) __________________ . _____________ '__ - ___ - _ 234
N ACA 634-021. __________ - __ - .. __ - - - - .. - - - -- - - - - - - - - - - - - - - 174 N ACA 66(215)-016 ______________________________________ . _ 235
N ACA 63r 221. ____ .. _________ - ___ - - _- - - - - - - - - - - - - - - - - - - - 175 NACA 66(215)-216 _______________________________ - ____ -- 236
N ACA 634-421 _______ .. _______ - _.. _- - _- - - -.-. - - - - - - - - - - - - - - 176 N ACA 66(215)-216 with 0.20e sealed plain flap_ _____ _ _ _ __ ___ 237
NACA 64-006 ___________ --- _____ ---- --. ---------------- 177 N ACA 66(125)-216 with 0.20e split flap (lift and moment
NACA 64-'-009 ___________ .. - ________________ .. ___________ 178 characteristics) _________________________ - _- __ -- - - - __ - -- 238
N ACA 64-108 ___ .... _.. __ . __ - _____ . _- ___ - - - - - - - - - - - - - - - - - - - 179 NACA 66(215)-216, a=0.6_________________________________ 239
NACA 64-110 ____ . ____ ._. - __________ ---------.-----.----- 180 NACA a=0.6 with 0.30e slotted and 0.10c plain,
NACA 64-206 ____ .__________________ .. ______ ---' ---------- 181 flap
NACA 64-208 ______________________ . --.----------------- 182 (a) Airfoil-flap configuration _________________________ - _ 240
NACA 64-209 ____________________ - ___ -- -- - ---- - -- - -- -- -- 183 (b) Flap configuration _____________ -_ --- -- _____ - - __ -- - 240
N ACA 64-210 ______ . ______ . __________________ - - - __ - - - - _- 184 (c) Aerodynamic characteristics. Slotted flap retracted___ 241
N ACA 64 1-012 ____________________________ - _- - - - _- - - - - - - 185 (d) Lift and moment characteristics. Slotted flap
N AC A 64 1-112 ________________________ - ___ - __ - - - _- - - - - - - 186 deflected 22° _ _______ .. _________ _________ ____ ___ 242
NACA·64 1-212 ____________________________________ - - - ___ 187 (e) Lift and moment characteristics. Slotted flap
N ACA 64 1-412 ___________________ - ___ - - - - - - - - - - - - - - - - - - - 188 deflected 27°___________________________________ 243
N ACA 642-015 _______________________________ - - - __ - - - - - - 189 (f) Lift and moment characteristics. Slotted flap
NACA 64 215 ________ "_________________________________ 190 deflected 32° _____ ._____________________________ 244
r
NACA 642-415 ___________ . ___________________ ._____ -_ -- __ 191 (g) Lift and moment characteristics. Slotted flap
NACA 643-018 ___________________ . _____ ._________________ 192 deflected 87°___________________________________ 245
NACA 643-218_ .. ____________ 193 N ACA 66(215)-416 ______________________________ - - -_ -- - - 246
130 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

Page Page
NACA 66-006 _______________________ -.: _______________ - __ 247 N ACA 662-415 __________________ "_ ________ _____ ______ _ 256
N ACA 66-009_ . ___________ .. _________ - _______ - ________ - __ 248 NACA 663--018" ________________ .. _________ ______ ._______ _ 257
NACA 66--206 ________________________________________ - __ 249 NACA 663-218 _________________________________________ _ 258
NACA 66-209 ___________________________________.-- ___ - __ 250 N ACA 663-418 _________________________________________ _ 259
N ACA 66-210 _____________. _________________ .__ - _______ - __ 251 N ACA 664-021 _______ .. ______ .. ______________________ .. ___ _ 260
N ACA 66 1-012 _____________________ - - - __ - - ___ - - - _ - - - _ - -- 252 N ACA 664-221 ___________________________________ .. _____ _ 261
NACA 66 1-212 ___________ -____________________________ _ 253 N ACA 67,1-215 _______________________________________ .. 262
NACA 662-015 ______________________ - - __ - - __ - - - - _- - - __ -- 254 NACA 747A315 ___________ . _________________ ._ ... _______ . 263
NACA 66 215 ____________ . ____________________________._ '255 N ACA 747 A415 _____________________________ .. _________ _ 264
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+ + -t-1-- l-- tI +-+- '6 '"t:'" o
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.....
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1 1 1 1 I 1 'I 1 1 I 1

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Section angle of attack) «OJ deq Section lift coefficienf, c,

Aerodynamic characteristics of the NACA 1410 airfoil section, 24-inch chord.

 3. .21 .036

1-
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V - .03Z 1-
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o R -t-
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<> 9.0 252 -.026 '
8 E: l\ 6.0 Standard roughness I o»
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m
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.
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Sectit;m angle of aftoclr, «0, deq Section 11ft coefficient, Cz.
AerodYll/llllic characteristics Qf the N AC A 1412 airfoil section, 24-inch chord.
......
c.TI
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....
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r I
Standard roughness
I I 1/
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0
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Section 'onqle of attach, Ofo} deS' Section lift coefficient, Cz

Aerodynamic characteristics of the NACA 2412 airfoil section, 24-inch chord.

 36 .2 .036

r- - r-- r-- r-
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24 32 0 .4 .8 I.e /·6
Section angle of attoclr, "0) deg Section lift coefficient, c l

characteristics of the N A CA 2415 airfoil section, 24·inch chord.

.....
C/oj
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Section anqle of attack, «0, deq Section 11ft coefficient, Cz
Aerodynamic characteristics of the NACA 2418 airfoil section, 24-inch chord,
 -3.6 .2. .DY
J '
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t:
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Section angle or attock, «"., deg Section lift coefficient, Cz

Aerodynamic characteriStics of the NACA 2421 airfoil section, 24-inch chord.

-
CO
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J.6 Z
l>
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N
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Section angle of attack, 0(., deq
24
TIllIDfttHffllllllllll1 .4
Section lift coefTicien!, c1
.8 /,2 1.6

,!erodrnamic of the NACA

 .3.6 .Z .0.36

j..-

32
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:Q .o.c. position
f9..
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tv -.3 -1.2 I"'tv.. l"" \) .,3 06.0 +246 -.051
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09.0 _-.041 247
§ E: I
L\ 8.0 l' Standard roughness
,
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o.20csirnuloted split flop deflected 60 0
»
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»
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J
....
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5e<;tiqn angle of ottoclr, «0) deq Section lift coefficient, c,

Aerodynamic characteristics of the N A CA airfoil section, 24-inch chord.

i-'

i-'
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»
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3.2 I .0:Ji!
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t>:1
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t:: il>-
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I\. J ,.., ::l

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<0,; R . or/eft y/c C":l
o :J.OxIO' 0.24/ '-Q066 , IJ).
a-.3 -1.2 o .241 -.040
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6": +H .245
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§ Q20c simulated split floo deflected 60
S -1.6
" 6.0 I
I
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I
-.5 -eo -.5 I
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Section angle of attack, «0, deg Section lift coefficient, Cl

Aerodynamic characteristics or-the N ACA 4416 airfoil section, 24-lnch chord.

 3. 'j .2 . .036
I

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3. C
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ti
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a.c. position
E-.3 -I. 2 '-' 3 R
o30xl0" 0.240 -Q060 z
06.0 .242 -.034
E: <:>90 .242J-.031 o»
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-I. 6 -.4
L.. .LL _L..L.. 1 111 111 1 1
....
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-24 -16 -8 0 8 16
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24 32 -1.6 -1.2 -.4 0 .4 .8 1.2 /.6
Section angle of attock, «"0' deq Section lift coefficient, VI

Aerodynamic characteristics of the NACA 4418 airfoil section, 24·inch chord.

i--"

t
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E; o.20c· simulated split flap deflected 60°
- - '--- '--- - I I I I I I I I I I I I I I I
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-24 -16 0 -8 8 16 24 32 -1.6 -I.E -.8 0 .4 .8 1.2 1.0
Section angle of attach, «0' deg Section lift eoefTicient, c1

Aerodynamic characteristics of the NACA 4421 airfoil section, 24-inch chord,

 3.6 .2 .036
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g O.20c simulated split flo;:. ·defJecfed 60° o
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Aerodynamic dml'actHristics of the NACA 4424 airfoil section, 24·inch chord. I-'

01
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Section angle of attacK, 0('., deq Section lift coefficienf, c l

Aerodynamic characteristics of the NACA 23012 airfoil section, 24·inch chord.

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AQrodynamic characteristics of the NACA 23015 airfoil section, 24-inch chord. P-'
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Section angle of affac/T, «" deg Seciion lift coefficient, c,

Aerodynamic characteristics oC the NACA 23018 airfoil section, 24·inch chord.

 3.6 .2 .036
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Section angle of attack, cc.,deq Section lift coefficient, cl

Aerodynamic characteristics of the N A CA 23021 airfoil section, 24·inch chord. .......

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Section onq/e of attach, «.) deg Section lift coefficient, C
z
Aerodynamic chamcteristiCl' "r the N ACA 23024 airfoil section, 24-inch chord.
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t (J)
1 II l-111 111 11 W
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I •
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Secfioh anqle of attock, lX.,deq lift coeffic'-ent, Cz

Aerodynamic characteristics of the NACA 63.4-420 airfoil'SIlction. 24-inch chord.

......
01
......
152 REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

NACA 63,4-420 with flap

C:> -:
Or) //
o ,( ///
C). /, / I
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C) It , : / / /
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II?'/ / /
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I{ I I /---------,------,,"'.-
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tI/ ( I / /
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Secfion angle of aftach, «0)
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deg
24 32 -.8 -.4 o .4 .8
C"ection lift coeffiCIent,
1.2 1.6
l'1
2.0 2.4 2.8
-
(b) Aerodynamic characteristics with hinge location 1. R = 6'X 106•
Joooo"
NACA 63,4-420 airfoil section with 0.25c slotted flap. C'I
 en
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3. i' 1
Z
I 1 l>
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ct,
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Section angle of' attack, «., deq Secfion lift coefficient, c,

(e) Aerodynamic characteristics with hinge location ,2. R = 6 X 1()6.

NACA airfoil section with O.25C slotted !lap.
 '3.6 .2 .Q36

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Section angle of at lack. «., deg Section liff coefficient, Cz

Aerodynamic characteristics of the N A OA 63.4-420. a = 0.3 airfoil section. 2l-lnch chord. .....
C1
C1
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Aerodynamic characteristics of the NACA 63(420)-422 airfoil section, 24·inch chord.

 3.6 .2 .036

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charncteristics of thll NACA 63-006l1irfoil SOOtlQII. 24·inch chor<!.

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Aerodyrupnie of the N AOA 6{HlO9 airfoil section, 24-inch chord.

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Aerodynamic characteristics of thc NACA 63-206 airfoil section, 24-inch chord.

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Aerodynam ic characteristics of the NACA 63-209 airfoil section, 24-inch O':l
I-'
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Aerodynamic characteristics of the NACA 63-210 airfoil section, 24·inch chord.

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Aerodynam ic characteris tics of the NACA 631-012 airfoil section, 24·inch

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Aerodynamic characteristics of the NACA 631-212 airfoil section, 24·inch chord.

 3.6 .. 2 .036
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Aerodynamic characteristics of the N ACA 63.-{)15 airfoil section, 24-inch chord.

 3.6 .2 .036
1
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Aerodynamic characteristics of the N ACA 632""215 airfoil section, 24-inch chord. ......
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Aerodynamic oC the N ACA 6.1,.. 411\ uio'Coil section, 21-inch chord.

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.....
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Section ot7Cjle of or" de9 Section lift coefficient, cl

Aerodynamic characteristics of the NACA 63,-018 airfoil section, 24-inch enord,

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Aerodynamic characteristics of the NACA 633-418 airfoil section, 24·inch chord.

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Aerodynamic characteristics of the NACA 63,..618 airfoil section, 24·inch chord.

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Aerodynamic characterIstIcs ot the N ACA 63<-021 airfoil section, 24-inch chord.

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Aerodynamic characteristics of the NACA 63.-221 airroil section, 24-inch chord.

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rvv .....
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\J <II 0

E: 0.20c simulajer spiff (101' 9'0 I

..... o
c: 'V I I d., I ' , I I I I I
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,
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Section angle oT aftock, «0) deg Sec tion liff coef'ficient, Cz

Aerodynamic characteristics of the NACA 63,-421 airfoil section, 24-inch chord.

 3.6 .z .036-r-r- -

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zlc

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14
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w .v
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It .......
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l-.z CJ. a.c. position
.....
R zlc
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> 1'( \J -3
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8
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Sectio/7 a/79le of attack, "0' deg Section lift coefficient, c,

Aerodynamic characterisUcs of the NACA 64-006 airfoil OIection, 24·inch chord. I-l
 I--'
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3.6 Z
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8 I

.... r t 020c SIi'nulote1 SrIii' flap deflected 60°r-i-

t r .Q I I
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onqle of' ot/acA, (}(o. deq Section I,ft coefficient, c(

Aerodynamic characteristics the N ACA 64-009 airfoil section, Z4-inchrChQrd.

 3.6 .2

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.... () 'V 6.0
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1 JTI 15tandordr roughness} I
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Section an91e of attacir., ".> de<] Section lift coefficient, c,

Aerodynamic characteristics of the NACA 64-108 airfoil section, 24-inch chord. ......
CO
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SectIon angle of attoclr, tx,,,deg Section lift coefficient, c,

Aerodynamic characteristics of the N ACA 64-110 airfoil section, 24-inch chord.

 3.6 .2 .035

3.2 ,= .032
I
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I

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.... 1/ I G.c. position
c: I
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c: " '760 I / I / I I 1 i -t- en
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-- I I I I I I , , I I , I I
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en
24 .4 .8 /.6
Section angle of attacir, "0, deq Section lift coefficient, c,

Aerodynamic characteristics of the N ACA 64-206 airfoil section, 24-inch chord. ......
00
......
 I-'
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3.6 .2 .OJ6
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1.6
l-d t.0/6
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a.C. position q
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JO'm=f.?56·rOO5
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Sedion anqle of attack, (Xoo deq Section lif! coefficient, c,
Aerodynamic characlc·l'istics of tile N ACA 64, 2081litfoil section, 24·inch chord.
 3.6 .2 .036

3.2 r-
I .032
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t::
-1.6 -.4 " 6.0 en
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I N
•
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-32 -24 -16 -8 0 8 16 24 32 -/.6 -1.2 -.8 -.4 0 .4 .8 1.2 1.6
Section angle or attack, «0) de9 Section lift coefficient, Cz
Aerodynamic characteristics of the NACA 64-209 airfoil section, 24-inch chord. .....
00
 ......
00
joj::..
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3.6 .z z
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3.2
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8
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-'-- ,
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tt: -.4 -1.6 -.4
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I VI 6.f I I I

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Section angle of attack, «0' deq Section 11ft coeffiCient, c,

Acrodynamic charactcristics of the NACA 64-2lO airfoil section, 24-inch chord.

 3.0 .2 .036

3.2
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en
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--
Section angle of attock, £)(O! deg Section lift coeffiCient, c,

Aerodynamic characteristics of the N ACA G4r·Ql2 airfoil section, 24·inch chord. !-'
00
<:.II
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t:j
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l-.z 4"" Iv. o. c position >-
...... q c:::
R .rIc -l- ylc ...,
l Q; o 3.0x/O· 0265 -0.013 ......
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\.)
..... 1"- "i7 020c simulated split flop deflected 60
t '::7 6.0 I I I I I ,I I I 11,1 c l I 11
-.4 -/.6 -.4 6
Vl f I I I 1 5 ;a?dfrf' I I I
Q

-.5 -20 -.5

-32 -24 -/6 -8 8 16
o 24 32 -1.6 -1.2 -.8 -.4 o .4 .B 1.2 /.6
Section angle of attaclr, u o, deq Section lift coefficient, c,
Aerodynamie characteristics of the N ACA 64i-112 airfoil section, 24-inch chord.
 3.6 .2 .0036

I
I--
r- t-- 1--
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\
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ci
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It. InJ ''l, 19 -!-!'

r .
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ilfr-.. . a.G. position
.....' V-<;;<.. Lv-
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II
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tJ:: \ 1.>,.3 o 6.0 I1 .262 -.024 »
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/). 6.0 1_ !Standard roughness »
8
...... 020c simulated split flap deflected 60·
c: 8 "V 6.0 T I I 1.1. I .1 I I 1 I, 1 1 I I I en
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N
....
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Section on91e of attock, 0(0' deq Section lift coefficient, c,

Aerodynamic characteristics of the NACA 641-212 airfoil section, 24-inch chord.

I-'
00
"
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00
00
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l>
0
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3.2 .0.32
r-- --- ,,
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t:. d\ Ipl/ I-!

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()
c:: 'V 6.0 I I
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I I

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Section anqle of ottocfr, lXo, deq Section lift coefficient, c,

Aerodynamic characterislics of the NACA G4,-412 airfoil section, 24,inch chord.

 3.6 .2 .036

..... r-- I-- r--

3.2 .03Z
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c: /I. v ""I
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'h. rf
c:'ll f
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en
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Section angle of' attack, «0' deg Section lift coefficient, cl

Aerodynamic characteristics of the NACA 64.-{)is airfoil section, 24-inch chord.

i---<
00
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W' Ih ac. position ....
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fl: ';;o.kz. G
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'0.20c simulated split flap deflec ed 60°,

-.4 -1.6 I I
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-.5 -2.0 -.5

-32 -24 -16 -80 8 16 24 32 -/.6 -1.2 -.8 -,4 0 .4 .8 1.2 1.6'
Section angle of altac/<;) "0, deg Section lift coefficient, c,
Aerodynamit' characteristics of the NACA 64:-215 airfoil section, 24-inch chord.
 .l6 .Z .0.16

V r-- .03Z
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n R I :tIc --l- ylc
y ::::
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8
.... \l ggc;c Si'l"1. ated flit flap deflected 6Q" »
c:
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IT/ / / / I III II:LI 1 / I / ,JlI.
J\)
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Section angle of attack, "0, deg section lift coefficient, c,

Aerodynamic characteristics of the N ACA 64z-415 airfoil section, 24-inch chotd.

<:0
--
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3.6 .03'
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j..-- ---. r-- 0
3.2
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m., ac. position
14l rv' h: 1,0.- & R ....>-3
c:: ..... ....Ie -I- y/c (l
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0
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\J Ih
.... f1q-' 0.20c simulated split nap deflected 60·
'76.0
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-.5 -2.0
.,
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Section anqle of ottack, «" d"'q SecTion lift coet'ficient, c,

Aerodynamic characteristics of the N ACA 64,-018 airfoil section, 2{·inch chord.

 3.6 .2 .036

r--
3.2
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I.f Itt l"

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s.:: q r ;:::: - R . ;r/c y/c
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()
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8 I"\n, rl L'.6.0 I I Standard rouqhness
I - - --
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I . _. § \l 6.0 c»
s: -.4 -1.6 I I "<. -.4 17 6.0 Standard roughness
I W
I
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I ....
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-.]2 -24 -16 -8 0 8 16· 24 .]2 -/.6 -1.2 -.8 -.4 0 .4 .8 1.2 L6
Section angle of aftock., (xo, deq Section lift coefficient, Cl

Aerodynamic characteristics of the NACA 64,..218 airfoil section, 24-inch chord.

\ ;0
C/.:I
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3.6 2 Z
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r-- r-- 0
/' ......",
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3.Z .032
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I

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12:
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i
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to;l
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2.0 b <.:".020
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Q.C position ;.-
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0
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"
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a
.... D.20c simulated split flap Ideflecfed60"
'J' 6.0 I I
-.4 -1.6 17 6.0 Standard roughness I
I I I 1 1 I IL_LIL L L'I 1 1

-.5 -20 -.5

-32 -24 -16 -8 0 8 16 24 32 -/.6 -1.2 -.8 -.4 0 .4 .8 1.2 1.6
Section at7Cjle of attock, «., deg . Section lift coefft,-ient, ct

Aerodynamic charaPleristic, of the N A C A fl'h-418 airfoil section, 24-inch chord.

 ·3.6 .2 .036
I
V I

3.2
V :-- t-- I:::::"
.03Z
1'--- t-- r- 1', I
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f:7 JJI l
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Ii Ic7 .,., R .z/c y/c
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,-- '--- - --'---
..... o.20c simulated split flop deflected 60·
t
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en
- I I I I I I I I I II Co)
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en
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Section onqle of attock) et'o, deg
24 32 -1.6 ·/.2
Section lift coefficient, c,
o .4 .8 1.2
-
Aerodynamic characteris.tics of the N AOA 643-618 airfoil section, 24·inch chord.

J--l
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r\.., Z
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a.c. position 0-3
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,
t: -.4 -1.6 -.4 I I I I Standard roughness I I I
I I I I I II II U

--.5 -20 -.5_

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Sectionongle of atfack, oco, deq Section lift coefflcienf, c,
Aerodynamic characteristics of the NACA 64,-021 airfoil sect.ion, 24·inch chord.
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Aerodynamic characteristics of the NACA 64,-221 airfoil scction, 24-inch chord. I-'

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Aerodynamic characteristics of the N A C A 64,-421 airfoil section, 24-inch chord.

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. Aerodynamic characteristics of the NACA 65,3-618 airfoil section with O.20r sealed plain flap. R=6XlO',
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Section angle of attack, «0' deg-
section, 24·inch chord.
Aerodynam ic characteristics of the NACA 65(216) ·415, a=O.5 airfuil
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.-\.erodynllmic chllracteristics of the N .... CA, 65·(J(J6l1irCoil section, 24,·mch chord.

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Aero<iyn!\mic char&cteristics of tM N A.C A Q!HJOII airfoil section, 24-inch chord.

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Aerodynamic chuniCteristics of the NACA 65-206 ai!'roil section,24,inch chord. ,

 3.6 .2 .036
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Aerodynamic characteristics or the N AC A oa- 209 ait foil Stll'tiofl, '?t- inch choru.
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Aerodynamic characteristics of the N ACA 65-210 airfoil section, 24·inch chord.

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Aerodynamic characteristics of the NACA 65-410 airfoil section, 24-inch chord.
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Aerodynamic characteristics of the NACA 651-Q12 airfoil section, 24-inch chorq.

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Section angle of' attach) oco,dec; Section lift coefficient, c1

Aerodynamic characteristics of the N ACA 65t-212 airfoil section, 24-inch chord.

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I.iIl and moment charactCl'istics o[ the N ACA r,5,-212 airfoil with O,20c split Oap, R=ftXl0'.
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AerodynaIllic characteristics of the NACA 65,-212, a=O.6 airfoil section, 24-inch chord.
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Aerodynamic charncterist.ics of the N At' A 6." 412 a!rfdJ 24 inch chord.

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Aerodynamic characteristics of the NACA 65,.-(J15 airfoil section, 24-illch chOl·d.
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Aerodynamic characteristics QUAC N A,C A 65j-215 airfoil S\lCtiOfi, 24-incA chonl.

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Aerodynamic characteristics of the NACA 653-018 airfoil section, 24-inch chord.

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(a) Configuration.
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(bl AerodYnamic characteristics. R=6X106•

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Aerodynamic characteristics of the N ACA 651-218 airfoil section, 24-inch chord.

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Aerodynamic characteristics of the N ACA 65.-418, a=O.5 airfoil section, 24-inch chord.
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t:: l'1lnl,l!Sl <i:::
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II!
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1: D.20c simulated split flop deflected 60' »
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Section anqle of attocK, IXo, deg Section lift coefficient, c{

Aerodynamic cbaracteristics of tbe NACA 653-618 airfoil section, 24-incb cbord.

01
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zlc (X)

2.4 .024I t'"J

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Section angle of attaclr, IX•• deq Section lift coefficient, c,

Aerodynamic characteristics of the N ACA 653-618, a=O.5 airfoil section. 24-inch chord.
 3.6 .2 .036

3.2
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,
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Section angle or a/lock, «0' deg Section lift coefficient, Cz

Aerodynamic characteristics of the NACA 65.-021 airfoil section, 24-inch chord_

I:.,;)
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Section angle of attocA, lXo, deq Section lift coefficienT, c[

Aerodynamic characteristics of the NACA 651-221 airfoil scction. 24-inch chord.

 3.6 .2 .036

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Section angle of aftack, tXo, deq Secfion lift coefficient, c,

Aerodynamic characteristics of the N ACA 65,-421 airfoil section, 24-inch chord.

I:>:)
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a.c. position
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()
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Section angle of attack, "., deq Section lift coefficiet7t, ct

Aerodynamic characteristics of the section, 24-inch chord.

 .2 .036
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"76.0.
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Section angle of attock, "0' deg Section lift coefficient, ct

Aerodynamic of the N A C A 65 (213) -114 airfoil section, 24·inch chord.

 O:l
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r-+, 1 I I I I I I »
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Section angle of· attock) '«0,009 Section lift coeffiCIent, c l

J,irt and moment characteristics of thO N ACA 66,1-212 akfoil section with O.20c split flap. R=6XIO".
 3.6 .2 .036

3.2
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Section angle of aftacK, «0' deq Section lift coefficient, c1

Aerodynamic characteristics of the NACA 66(215)-016 airfoil section, 24·inehchord. I\:)

.<:.11
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3.6 .2 .036
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Section angle of, attack, "0, deq Section lift coef''hcienf, c,

Aerodynamic characteristics of the N ACA 66(215)-216 airfoil section, 24-inch chord.

 .036
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3.6 T
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f7. IIV 7 If.
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>
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o II 'I I -I Xc "-
IV J '" :r! Ii' rt;; »
,( I V -
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1/ II Id I>M -.2 .-1- -< k ..... P"
»
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IJf1 '1"- en
L. _ _ L
-
J -- '- - -
-
1-1 . ---1- - _ J - - ---I - ...:' N
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--
->::
..... I
QJ
()
-
N
\.J -.6
-/.2 .... en
-
E:() ::e
-.8 ....
::r
-/.6
Q)
'C
-1.0
=
-2.0 -.8 -.4 o .4 .8 1.2 /.6 20 24 28
-24 -/6 -8 0 8 /6 24 32
Section lift coefficie nt; c,
Section angle of attack, cr., deq
with O.20e sealed plain flap. R=6XIO'.
Aerodynam ic characteris tics of the NACA 66(215)-216 airfoil scction
 t..:l
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00
3.6 .5 Z
, l>
1
i
I
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1 en
r
en
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I 'I. ::>-
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a .8 I rJl
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:- t--... U1
V
o() r- R w;:J-. '10 0
.t: U<.rf DJ,
::::: jl'j .rl .... I- N'i ,q 'IL
') 'I- ).l
. 0
A
.iiS . 1 '/ -.3 0
., a;:
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'V
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fL.:!'1 II f ..,..,
o II, -.4 M
'( I M
Iq "'l
I 0
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): I M
II L !:tl
0
I (
Z
-.8 I -.6 ::>-
L!
II j
0
U1
cV 0,
-1.2 -.7 (deq)
. o 0
o 40
() 50
-1.6 -.8 Do 60
'V 70
I I I
I I L
-2.0_ -;9 . C-.J L.J LL..-.l- I I I
-24 -/6 -8 0 8 It) 24 -;8 ..,4 o .4 .8 /.2 1.6 2.0 2.1. 2.8 32
Section on9/e of' ottoch) deg Section lift coefficient, c[

Lift and moment characteristics of the NACA 66(215)-216 airfoil section with O.20c split flap. R=6Xt06.
 .036
.. 2
3.6
I-.
I-. t--
7 V I-- - r-- t-- .032
3.2I - r- I-- !---
1-1-
-
, .028
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8
2.8 '0 .2 .4
;elc

.0241 <;: 17
4
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p, BY I , I i\ q
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o :1 I
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./ ¢
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(J
Q) 7 l:j
V) I
. f- -+ o7 :>
IJ 7
,'rh -c,..... "" Z
0
»
f I 0
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• ell
...." ell
- t -.2
'" -.2
"" .g f a.c. position N
;xlc -\. y/c
.... , ::::
Q) o 3.0xI0·
R
0.256 _-0.090
-...
U1
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,,
/ ? o gO .257 -.04J N
:::: •
Q) -3 -/• ? .....
J
o
-...
\;
.... l:I
I
1': -.4 -I. 5 II
-
0
.
-I
;-
-.5 -2. 01 -.8 -.4 .4 0 .8 1.2 /.6 ell
-16 -8 0 8 16 24 32 -1.0 -/.2
-32 -24 Section lift coefficie nt, Cz
Section angle of attacA, 0(0' deq
section, 24-inch chord. l-v
Aerodynamic characteristiCS of the NACA 66(215)-216, a=O.6 airfoil
<:0
 l\:)
z H:>-
» o
o
»
en
en
------------ N
....
01
I
N
-....
Slotted flap retracte d "Slotted rJap en
Plain flap deflecte d
!:l M
'"d
II o
!:O
I--'l
[go o
en ?
00
.015-.020 ""....
.....
::::r
I( . 1 I
I ------ ------ ------ ------ - ::!: z
D) >
I--'l
"tJ ......
C
I .---·Rubb er seal Z
>
t"'
>
I:j
-<
H
m
(a.) o
l Slotted flap extende d
Plain flap deTlecte d
!:O
....;
()
o

......
I--'l
...,
M
M
(a) Airfoil-flap configuration. "'!
§S
I< .30 >
M
!:O
k .10
Flap coordinates o
>i Z
Upper surface Lower snrface
>
/Pivat _ _- - - -_ _ _ __ d
/_---.02 5R
Abscissa ()
Ordinate Abscissa Ordinate m
-4/rf'Oil chord I/ne
---.:....: ----:....:...
, I 0.5 1.54 0.5 -0.58
1.04
I +'. -"L-
014
---
Flop referen ce lIne
2.08
4.16
2.04
2.75
3.75
1.04
2.08
4.16
-.83
-1.00
--,,---- ---- -1.00
6.25 4.28 6.25 -.92 I
8.33 4.53 8.33 -.79
lD.41 4.58 lD,41 -.62
12.50 4.50 12.50 -.46
(b) 14.58 4.33 14.58 -.33
16.66 4.06 16.66 -.21
18.75 3.54 18.75 -.08
20.29 3.04 20.29 0
22.91 2.06 22.91 .lD
25.00 1.27 25.00 .17
27.08 .62 27. 08 .14
(b) Flap configuration, 29.16 . 15 29.16 .004 .
NACA 66(215)-216, a=0.6 airfoil section with 0.30c slotted and O.10c plain 30.00 a 30.00 0
flap,
- ---- --
 3.6 .2 :036

V r--- t::::::..
o!,1....- .OJ<'
3.2:> ....... I--'"
---,...1....- Ct-
(deq)
0 0 I. . . . . . . . 11'
o 10
o 20 -.2 .028
28 I:>. 30 0 .2 .4- .8 .8 1.0 /,2
q -10 ",/e
(). -eo C?
A-3D
'fr
2.4 .024
C; A
h I II
, II 7V
2.0i .020
f IYl
1. I /. IJV
<J
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......
-
,\ !::
1.6 .0/6 II V
•\':" ../ ;.::: r..- ["" J
[7 "Q5 YI l/
C( I}ty \.l..
8
'"\
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.....-1.2
VV Id t---. l1F1- c:j
) L( I r\ R.. r\. !'is [I IJ
c:
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if, rq 0
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I/j Id 1/,110 1< fl,( r.. [..(1
!:: ;t( p.[ Irll 't21:b >-
......
,
"to 44- .004 fJ "'I
l II I 0
/}j VI 'UJ lA ......
) [2.111 I"\: kit,. t-<
ItJ
IIf, Ir ;;'\ t::I
I o, >-
'(f I 1!j2J \- b.; f-< t-3
[Jt;. 0'[ 2 >-
A II :1 n- ... ""L I"L »
II >J""t
( II I&; 0
-.4¢ -.2 »
I j II
'n :t en
( l en
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II j ,J, N
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\ III .....
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-til
I
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[
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, -.6 N
-.....
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en
§
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L- "-
II
0
-2. (e) . -1.0
en
-
-24 -/6 -8 8 16 o- 24 32 -1.2 -.8 -.4 o .4 f..8 1.2 1.6 20 2.4
SecfiOl7 Ii t coefftcient, c,
=E
Section angle of arrach, {(o, deq ;:;
(c) Aerodynamic characteristics. Slotted lIap retracted; R=6XIO'. =
NACA a=O.6 airfoil section with O.3OC slotted and O.lOe plain nap. :::!! t>:>
S» t+:-
"0 .......
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b:)
3. .2 .5
J J z
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-- ........., -
• JL't<- .3
N
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d LQa 0 .2 4 .0 .8
.rIc
1.0 1.2 1.4
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tTl
-I
'1 ttl- fu I
N
2. .z,
-....
lL lI1 r- CJ) t'J
4 lI! r- '"d
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2. r- (£:t: II Z
o [LIL '{.. L I _ 0 P
II [2. r- 00
CJ)
lLLJ >+-11 \ II>-
I. 1illLL II::: o)
6 ..L :§. I
r-:-I-- r+ Z
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r.: 1. I£:L Ii!, ...J l,t
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v -(: N:
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......
- I-- r- "C :>
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f£. L t"'
r A.
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9 V, Ii lL IL Q I-<
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.J:I.. rc: h
...... (-. l- 0
'.1JU IL L ('IS1 re f1"
r- r- I-c 10 ><j
E: -.3 v. ....... a
[ --u
4
. JJ
It'd 11 1.1-. L .lUI
LI Vt. I"'- ..,- 0

I I)... r-..... r- -C
,-- l,{1.1
w;
[L
'"
b. I'-.. Jo.....
- r- --0
tr
Iq I-<
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o J/...,t IL ""' r- h: t-- 1-3
rn ;?' I'-.. D I-- 1>- t'J
jJjJ t'J
V J /& LLiIJ. t- :>-. It: r- "'l
S , t- !:':- .A wI- :b 0
-.5; !=!: P= pj
."7 L Jill L,'. ::r
§!' :>
t'J
L
,.: - 10- -.- 0' / 0
I Z
-.8 L -.0) I(
0 :>
....s c:I
If 1-3
Of I-<

(degJ
a
Ul
-1.2 -.7 o 0
0 10
() 20
• fJ.30
-.8I
D- -10
<>- -20
,- 6. -30
\l o Sioffed flop retracted -- I- -
- L_ - -'-- II 111111
-Z.O -.8
-24 -/6 -8 0 8 /6 24 -.4 o .4 .8 1.2 1.6 20 2.4 2.8 3.2
Section angle of attock} tXo,deg Secfion lift coefficient, l',

(d) I.lft and moment characteristics. Slotted flap deflected 220; R=6XIO«.
N ACA 66(215)-216, a=0.6 airfoil section with 0.30c slotted and O.lOe plain flap
 2
.5
3.6 I I T I

f-- r--- I====- - I---- T

V .4
3.2 ;:,0
I-
- ...-- La..
- z'r
f'=S4II
---- '-:..... .,6" t
. li"l" l'i .3
2.8
-.2 .2 .6 .8 /.0 1.2 '" 1.4
a .4
z/C
. ']A :n'
I
7Jfl l/ .2
2.4
h'l
JlIIJI r' 'f. J

, TIT 7 " .I
2.0 _ IN! A
1

ril1-t- +--++U -l-U I

rn "qI / II
!Ill V o,
1.6 lho 17
Ifllll r" l{ I
(/)
P I £ ...... r.
1.0 !hi I 7 l.,.-' /r
... -.1 I-i
""{I.e fill J V J '\
-1-- '+i--
IIJ if I I( h ;.-
.\:; -'>--. '-
s::: (f) / / .\J 1 »-.. I- ><l
'q; J. I 'j. / :.,
h >0- r' 0
a .8 I lb' I-%j
IIA S II l - I--<: /
..... \I 1/ 8 IQ Z
'.//7 P'i-- ;.-
'I-. ....
..... r--
!), II I I rl V' »
'U. r-- I-%j
r:: t§ -.3 ..,... 0 0
:g .4 WI / '/1{ r-- In. » ....
"-1 ...... , r'" i-- .., t-<
II I 'IV t:j
r-- ;t- I- m en
I r->- ...... 17r' en ;.-
IJ >-3
o, l / '" -.4 r-- ..... tel: ;.-
"'- i'- N
I
, I- io n )--.
cv-o r 1'-.1 s--- I- --r. (J1
I 7 v lIl/ J 'j.
--
...... r--. :;;... iLl I
I -.5 --0_
..£.. N
-- --.r-- -- r--:
-,4 r-
cJ.? I I. - !t'll- .J:
I I - v
--
I ]'1/ v.' .en
C [ 'i / "-1 -.6
-.8i I"
Of II
(deq)
,pjj W: ti+t t+H +tm mtt t -.7 o a 0
-/.2 0 /0
o 20
en
t:> 30
a. -/0
-/.6 -.8 0. -20 :r
A-3D I
o Slotfed flap refracf ed :::!!
D)
-.9
I I I I I I I I I I I I I '0
-2.0,(e) -:8 -A o .4 .8 1.2 1.6 2.0 2.1 2.8 3.2
-/6 -8 0 8 /6 24
-24 Section lift coefficie nt, c[
Section on9ie of ottacl(, « •. deg .
0
(e) Lift and moment characteristics. Slotted flap deflected 27 ; R=6XIO". t..:l
plain flap,
NACA 66(215)-216, a=O.6 airfoil section with O.30c slotted and O.lOc l+>-
e:>
 t-:)

36 .2 .5 Z
I] 1 I I I I J I I I I I IJ I I I I ,
l>
] I- 0
V -r-- I:::::... -I--- - 1---1- l>
3.2
I'-- -=F" -- _._ 32"_·4 en
en
'\ -J, ) N
-....
2.8 1 -.2
'} .2 .4 .6 .8 1.0 (J1
'1f.j}{ -t .ric
JjjjJI , I
I I I I I N
-L r'" !i I I
2,4
li:!j1 'j.: 11 .2. ! . I
-....
I I en t>j
' JJf.j).(, \ -l I I '"d
ImA i 0
I I I ! I I I I 1
';I :i' I I $:I
.I
I I '
2.0 1- t I I i i i I I I Z
7 &'iJ l..l II 0
I I I I I I IJ I
ltd ;t I I 0
, I I I i I 1 I , 00
I I '. I I>:l
I
m 11 I ' I I I I I I i I I I I en >I>-
1.6 M ('1' 1 0 I I I i I I
; lULl! I I -tV I
I ; , , : ; I I
r 'i'IJlL S<:: 4 .....
I i i I I
I ,
z:>-I
I :::r
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0
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i-..' ---l-l- C)
= Z
.\; U, J I ! :>-
.;: [)J ;
'C t"'
-A !
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£ :>-
1\ ;:.... r--k :
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\J /
r- JJ L II r- C)
i'C 1\- 1 ......
1 U1
\J b' 10' t- 1 I
I
0
\ Ir 1- h it'> :t- k I
Iv I (::
CJ
1\ "j-... b J
.E 4 'II r -.3 [U :j-..:. ?- t-- .v., (")
',L II _ [U 0
-.S j >- +- k">. li:\ Iv I
'1> / c:. I/"
I( 1.6 f'..- 1"- :r>
Lt-- <;< ......
.1J -.4 I' t--.. [D
o7 'J. III IL I" 'f"'y t- "h- P-
F t>j
jQ 1- h- s=- t- In t>j
JJ po<
r1' II t"- i"- -to h'- "'l
I'- tA- l;-- l=>- 0
1 \1 II r-r- -.5 f"., ()--
1""1 \'1=t- t-
t- \: :>-
to ro +- t- P- t- C t-t-,.. t>j
[V I'-!"\.- l:O
i'-t- t- In to +- k 0
I r- -.6
r-- h. Z
-.8 W :>-
-- 1 q
t'. L:. 'k 19 1
l -I - ......
Or I'" -- [,{ I (")
(deq) , U1
-/'2 -.7 0 0
0 /0
o 20
- 6. 30
Cl. -10
-1.6 -.8
0- -20
r-±±±+tHffiE±J±t+++t=Effiw A -30
\l o Sioffed flop' retracted
I

-2 ,(f) -.9 1 1 1 1 111-1 11 1 1 1

-2.4 -/6 -8 0 8 /6 24 -.8 -.4 o .4 .8 1.2 !.6 20 2.4 32
28
Section anqle of attock, "0, deq Section lift coefficient, c,

(f) Lift and moment charactcristics. Slotted flap deflected 32°; R=6XIO'.
NACA 66(215)-216, a=O.6 airfoil section with O.30c slotted and O.lOc plain flap.
 .3.6 2 .5

I-- -r-- :::::::... .....

3.2 ;:;; vI'-- c- .4
.=
t'A
': --.,.- :17"-
l7Cf h
O?/u ,r
-6/ 71
2.8 -. 20 .3
1# t-'- 2 .4 .6 .8 /.0
A zjc '+6,
Ilk, f7 jW
(jr;J If .
24 C
I/JI IIII II r
V ill
I "
2.0 VIH V /
IZ ) }
,!/,r! )..( II ,. h
1/17 ' I /
II I} II "K
1.6 0
V r-
fill I /
'!&'I. II if b ::t
If} I 1/ P m
.....-12 ,,- / q
s:: ' ¥liT/ II II 7 II
k
IK/C -< p., It;: !7
A
VI!. I I I I I{ t1
Q,
.i3
m II I
.8 7' < \-: c I t.
m " 0
;::: WI 1/1/'1 1/ r-.. '"l
:.::: t Id -t-- \ <r- -I'.
Z
!:: I' r-.. ...... » >
H
II 'rl.
.4 J
-.3 0 "'j
m11 II III} I fb. r- h
-
A_ 0
L: H
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I VI '[ '\. c\... r-r-. -- loA »
17 Ie. 'j I I"-h ['v' t- 1& .-b- t-<
IF (':-
en
o 'Ir ,i I/, 4
r-.. 16. , en
U7 ,' ) '" -- "t: 0-3
N
AI ' III
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K
- "'" :- . >
I" t'Y r-h t.n
--
I cf' < II "- r'- -, I
-.4
1,\ II
5' "'t: )0-.
r
- - n- - -
N
I} 'i.; ........ r-..
()-< )-
C>....
r- c:...'
--n.
- J.. N )....
\.I.
-
-.8 fI """--t- b.
-. fT-, - -
'U
-'l'l,.
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6F II
(dG'qJ I.... ::>
-1.2 .., 7 o 0 0
0 10
- .en
o 20
I A 30
0. -10
::IE
_.
-1.6' -: '3 ....
0-20 :T
t::.. -30
\l o Sloffed flap'refroctfto ....
.Q;
-20 <j I L I I I I I 'C
-24 -16 -8 0 8 16 24 . -:8 -:4 o .4 .8 1.6 1,2 2.0 2.4 2.8 3.2
Sect/on anfjle of attack, a o, decj . Section lifT coefficient, cl

(g) Lift and moment characteristics. Slotted flap deflected 37°; R=6XIO'.
NACA 66(215)-216, a=0.6 airfoil section with 0.30c slotted and 0.10c plain flap.
J+:o.
c:Jl
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3.6 .2 .036 Z
):11
r- t---t-- I--
3.2
V - r- .032
. r-- 0)
0)
I \)
.028
2.8 -.2'J.
.2 .4 .6 .8 1.0 b
-....
U1
I

b Jio
2.4 .024 I iI
-.... l:tJ
0) I':f
II .I
0
J l:tJ
, ....,
I
2.0 II 2:
.... I I ?
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:u I>:>
I tl>-
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l> \ IP I 2:
I
7, \, J :>
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Jr '\ "\ rr: 2:
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:;::: Q.. t"'
\.) t::t :>
QJ . !J l"' t-- In f' )J t;
8 .8 .p I
p: !'- I:J <:
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6J I':f
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ltf>1 r 1-1:> "1
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I W :>
). (1ti I':f
I / l:tJ
It 0
1:1 -.2 -.8 -.2
Z·
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c: ;::: R zlc y/c
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-
8
....
-.4 -1.6 -.4

-.5 -2.0 -.5 __

-32 -24 J6 -8 0 8 16 24 32 -1.6 -1.2 ; -.8 -.4 0 .4 .8 1.2 1.6
Section anqle of attock, (xo, deq Section lift coefficient, cl

Aerodynamic characteristics of the N ACA 66(215)-416 airfoil section, 24-inch chord.

 .3.6 .2 .036

3.2 , .032
, I
\ I

2.8 -,2 .028

? .2 .4 .(J .8 J.O
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2.0
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t u '"CQ ,
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4 "i
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IF .....
t"
t:j
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l. 18 tJi
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l-.2 -.8 'Ll 2
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'Yli '<3 _ a c. position
, R .rIc -+- ylc
03.0></06 0.2551"027 . z
06.0 .258 .0(J8
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»
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<J
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V' 6.0 0)
12 -.4 -I.(J \. -.4 f76.0 Standard roughness 0)
4
v
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-32 -24 -16 -8 0 8 16 --
24 32 -/.6 -/.2 -.8 -.4 0 .4 .8 1.2 1.6
Section onqle of attock, oe., deq Section lift coefficient, Cz

Aerodynamic characteristics of the NACA 66-006 airfoil section, 24·inch chord.

'"'-l
 tI:)

00
3.6 .2 .036
z
»
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3.2 ,
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oo
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-- 1 I I I I _I _I I 1 I

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Section anr/e of" attock, lXo, deq Section liff coeffiCient, C1

Aerodynamic characteristics of the N ACA 66-009 airfoil section, 24-inch chord.

 3.6 .2 .036

3.2 , .032
, I
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.... .;:::
a. c. position
s ...... R oXic ylc
+
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:::: -/. i.. • : »
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§ (')
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.... 0.20c simulated sflif flap deflected 60· »
-/.
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EO
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I
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--'--- en
-32 -24 -/6 -8 0 8 16 24 32 -1.6 -/.2 -.8 -.4 o .4 .8 /,2 1.6
Section anqle of attocfr, cx., deg Section lift coefficient, c 1
Aerodynamic characteristics of the N ACA 6C,..206 airfoil section, 24·inch chord.
t-:l
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t:: '"""'"\ k R I-l
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10' 1
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..... o.20c simulated split flap deflecfed -r--
\
t:: .
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, , , 1 roughness
-
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-32 -24 -16 -8 0 8 /6 24 32 -/.6 -1.2 -.8 -.4 o .4 .8 1.2 1.6
Section angle of attack, lXo, deq Section lift coefficient, 0,

Aerodynamic characteristics of the N ACA 6111-012 Rirfoil section, 24·ineh chord.

 3.6 .2

3.2 r--- r-- r--t:-:-- .0321-+-l--+-+---Jf--+--+-+-

" I
,
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s:::
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Id' o
..... f'V\ I_I 1.257 cOl6 »
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..... 0. 20e simulated split f'lap deflected 60"-t---f--+-+-+-+
§ 1-+--+--+--+-+--+-1'7 6. 0 +-H-+-+-+-H-+-+-+-H-+++-H-+-++-+ en
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....
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Section anqle of attac/r, 0(0' de9 Section lift coefficient, c,

Aerodynamic characteristics of the N ACA 661-212 ,;irfoil section, 2Hnch chord. t-.:l
01
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C1
0")
3.6 .2 .036
Z
»
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V r- .....",
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»
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--- , , I en
, I en
I N
I
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01
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24
IF t>:I
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IJ' rr'
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1.6 :;::.016 j I
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r- () ;>
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f-' 0 c:: 10 ;..-
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I A 1:: rr /'
u ;..-
III 1/ ;l...,I'-. 1"- ....., t:l
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t>:I
lIt t>:I
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n. c: position d
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o .s:t" c:
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\.) 'V"V
..... o.20c simulated sf!it flap deflected 60°
'---
" 6. 0 I I ,.! I J I .I I I 1 I
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vI 6t I II I I I I I

-.5 -20 -.5

-32 -24 -16 0-8 8 16 24 32 -1.6 -1.2 -.8 -.4 o .4 .8 1.2 1.6
Section angle of attack, «0, deg Section lift coeffiCient, c,

Aerodynamic characteristics of the NACA 66.-415 airfoil section. 24-inch chord.

 3.6 .2 .036

3.;:: ,VI--- r--I--

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l"-1---
- 1
V Ie-- I
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:::: it .x/c + y/c.
\j (; -0. 112 z
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»
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'V 16. 1 1 1Sra;o;ar,d
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Section angle of attack, «0' d<Jg Section liff coefficient, c,

Aerodynamic characteristics of the N AcA airfoil section, 24-,inch chord.

Cll
""-l
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00
3.6 .2 .036 z
J
I »
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r- »
r .032
3.Z I en
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z/c (X)
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1\ ....:- \ A (¥:J
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1.6 ...... 016 f!,.
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8 '\. 1\ I zI
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1,,- g' ....
'I 'FP en:> \ \. I P 0
..... {s.OI2 Z
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S c: i.,'
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1 <i :>
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a c. poSition q
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CJ 6. 6.0 Sfancbrd roughness
\) ('iT'
.... 020c' simulated splif flop deflected 60' f-
Cl tJ
'V 6.0 I I 1i
E -.4 -1.6 i -.4 17, 6',0 I I I
I '- -

I
I
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Section angle of athck, ''0' dec; Section liff coefficient, c 1

Aerodynamic characteristics of the NACA 663-218 airfoil section, 21-inch chord.

 3.6 .2 .(),36

p
-r--,
.12
V r-- r-
...- .032
f-..::: , I
- I

28 -.2 ,028
0 .2 .4 .6 .8 1.0
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c: 1\ V .....
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r-.. V "'- <> 9.0 I . .26Z -.090 0
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.- § 0)
'V6.(} I I I 0)
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I
11
....
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-16 0 8 /6 -1.6
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Section ongle of, attoclr, «0; deg 5ection lift coeff'icient, Cz

Aerodynamic Characteristics of the N A C A 663-418 airfoil section; 24-inch chord.

t\j
Cl
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3.6
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3.2?
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...,
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:::::q, R .r/cy/c .....
1" , o o 3.0xI06_ 'r-o.280+360 Ll
Ig 1]2
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q, r .... <>9.0 r 1.257 -.024
o
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6.0 -' I l Stondard roughness .
..... o.2Or:: simvlafed split flap' deflected 60
-.4 -:1.6 "76.0 1 J. I ! J. L} J, J 11=±±J
17 6.0 Standard roughness
1 1 - ' I I .L I 1:...Li I

:....5 -2- I -.5

-32 -24 -16 -8 0 8 16 E4 32 -1.6 '1.2 -.8 -.4 0 .4 .8 1.2 1.6
Section angle of ottocx, «., deg Section lift coefficient, Cz

Aerodynamic characteristics of the N ACA OO,-{)21 airfoil section, chord.

 3.6 .2 .0315

r--- :----........
3.2
,V r-- .032
I i
l"- t--- I---- k----
, I'
"-
---- I
\j
28 -2 .028
I .2 .4 .0 .8 1.0
0
»
'<
c.4 .024
,
I"
A l\ , If I
IV' I\.
,
I! , 1'-1
e.o ",..,.020
W \ \\ II
v "'!-.:' "
c: 1\\
1// , I
/.0 :t .016 II
III <!J \
(f 8 1\ I
f) -" 2
(J2
tjJ b- B' V c::1
!;:: 11 liJ
-a .Olc \1\ a::
/,U \ !;::
II :g a::
.g -r:; "\ >-
....co u ::ll
8 .8 III >-<
'(f r o
i A !i!H. "'1
'" VI ».1- If, >-
I-t

./
§ 11'V V ::ll
:t:;.4 ,II .001 "'1
(J o
'(j I-t
t"'
,e 51 t::)
0 0 0... II d o >-
r't (7
LQ >-
'"'"t:'t: p: IV i"--
I 5f
-.I -.4 IJ -.1
A
!f
't V,
0 -;.."
,'( If
-.8 -.2
-..- '\/P"' :Q a c. position
c: F\ :\ J :rIc ylc -+
.'!! :r' \ 'IJ o 3.0)(/0' 0.266 to.OOO
() z
." -3 -I.e IDr eif-' I (J -.3 o 6.0 J I 1.260 .0/8 I »
<!J •
()
ID
'" r"--: Ii V' .... <> 9.0 I I 1.257 .088 I 0
\) t;,
6.0 , Standard roughness
.... g Q20c simulated split flop deflecfed 60°
»
c: 1 I " I I 1 I 1 en
-.4 -/.o I -.4 " 6.0 III
Standard roughness J
I (,of I I I I I I I I I I I 11 J
en
.jIo
I

I N
-.5 -20 -,5
N
-Jc -24 -16 -8 0 8 16 24 32 -1.6 -1.2 -.8 -.4 0 .4 .8 I.e 1.6
...
Section angle of attach, IXo, deq Secflon lift coeffiCient, c,
Aerodrnamic characteristics o{the NACA 66.-221 airfoil section, 24-inch chord.

0;,
I-'
 0:>

3.6 .,...,., .21 -, .036

...1J .1 ...J.++, Z
R J.l.l-l.-+.l -l. ,...1.1I -l -l
J-l :..t r--1
t---H »
0
-I--+-t-,.,- I tf - H
V t-- t-- »
:12 r,,"----- --- .032
L..--
?r, I rr
rr r- I 0')
- -+-t-t-r-,---I-+-iro , r H
- )
......
II r-r- rr+--+-r-T I I ,.. _ ....
r. rr 0rr--t-1 .028
r
2.8 I , -.2 . I
" , 1 0 .2 .4 .6 .8 1.0 't If
r rr rr j H ;c/c ....N
--t-1 c-t-i UI
rr ...1 .\; - . . ! r +-'-1 d i:e
2.4 .024! I:'J
-+-+--1-, 1---r-1 j H I '"C
0
4 1 +-I i:e
J. ii .1 +-+-, I i ,."
, II Z
2.0 I r +-+-+-TI I r - t-t-,.....-r-t ..".020
-.J. r---r---;---1
, r H-r -r-r II oc
....t:-
1/ t-:>

I ' tTl
+ -+ -t T-1
1/ "'"
1.0 -l-t-T,r r--1
--t- .......,., ::::.016 P /
8 I I z>-I
f 1/ V ,."
13 l5' ,..... )
....
j 19 0
"f1.2 '-+-+-lT rI I r
r, - J r- 112. -+I .0/2 Z
to.. >-
....., I--Il"/ j t"
1J-I I rll 1
....<I> IV >-
t:;
<:)
( tp'
t+
--+-'-'11 r J f1-;! . "+1 -<
....
....;
w.
, J - IJ II: --l T 0
_\ "'" i:e
r :::) ><:
§ .I 0
./ .004 ['-l: ---< 0
t 'rr r- 1Il
A r--T'""'-+j
r, " --l ....
,."
o r r rr --l o, ,."
'1':-,. I I -I r"" '" -I I:'J
i ... I:'J
J J I-:<j
r.
Or D 0
i:e
.-./ I
-. rr j 4-1-1+--1 I
-I-t-r---'...1nFf >-
ti
r---t-
r II--
4rr;- 1
J=t' -i
..1 -: .+--+-+-, I I +--+-r-r I--tI' EO , I:'J
::0
CJ C
.... I J I I I
... rr j- ::l -.-= Z
,J -.2 -.2 >-
r t , -+--r-l...1
I I H -t
-I a c. position d
....- :Q ,."
::::: R . :ric y/c-t .....
0
r r -I H o 2.9xIO' U?37 iD.o.46 rF-
o 6.0 .248 -.0.65
:::: -.3 -I. rr1 ,- 1 P v -.3
'Il .... 6 . roughness
Q
\J
..... , ;::r I j l .I--.l+-t-.---ru I
t:
q, - 4 -I.
,r- +- l r-rl ...1 rr-±-.l -:-.4
E: .
.. i -.l + ,-l---f--r-T.L I I
5 ±-!.t I-I-i -.Il -+to
.L.L.L
-;5 -2 lU-
nr-,1 .1 ...1-.l ...l....I-J....j..L .LJ..J l 1. .L +.Lt--t-r
l l J: Tl .L.L +1.1 1 1. ...l J -;5
-32 -24 -16 0
-8 8 16 24 32 -1.6 -1.2 -.8 -.4 0 .4 .8 1.2 1.6
Section angle of attock, aD, deq Section lift coefficient, Cz

Aerodvnamic characteristics of the NACA 67,1-215 airfoil section, 24-inch chord ..

 :;..• -.),¥,

3.6 .2 .036

:
r--....
3.2 IV .032
E8±8=t+rnHBfm#tEfHm- r--
-- - ' --T
" I
, I
I
'\I
28 -.2 .028
l- 0 .2 4 .6 .8 1.0
;rIc
I- tA l-
2.4 I- I;:; \ f-t- .024t
\

},'1\
r1 I
II I l-- II
2.0 <0'0.020I
f7 1/
-.-:-

u t:i I
1.6 '17 :::: .0/6 I I I
(iJ 1\ ,\ I
()
IL l'
I! \J r\ >1 V
II '--')L...J I ()-. U2
I/l ()
\ 1\ J II q
...,-1.2 iJ .0/2 >, 'r
[\. c 'L
f- j
VI r\ K 'J § 1<;- r-.- r-. ""' r Y
<0::: .;:: (' "
"--
(iJ
\J
j; V
I )..
8 .8 If IH t- V
.....;: t-, tl. f o":j
;t:: I'-'
III 11 hl r.> >
n..r YO. >-<
" 5' I- :<:i.{"'::C ll:i
M ...n
./ .004I v- >-<
/1 Itl - t'
U)

I-
tl
0 0 I- fI -
o1 ,
I- I I 1 "'"
< f-,
r7 "",po;
-./ -.4 '8! -<.; /
e
I
," I
r I
:t -i;t;flicttttt:i t+-H-:t+!1jji- "
-...:-
IJ -.8 £: - ?-- .
,," -.2
\ A i: +-I I a c. positIOn
'd
: ,W rv ' R <r'C vic z
q,
I <";\!--,< 1'7 -'H
rv---;-v T.\-
:Q -l- () o .J.OxIO' 0259 0'066
\J _ >
::::: -1.2 ,t- t- O 6.0 m i 2 6 1 .OJ4
III -3
. -... o 9.0 .262 .012 0
a()
L; 6.0 Standard roughness >
...... 020c simulated sflil flap deflected 60° ....
f- S 'V 6.0. '.
1::: -.4 -1.6 -. [7 60 Standard roughness
" ....
>
(,.)
-0.
-.5 -20 J' ' f--
5 UI
-32 -24 -16 -8 0 8 /6 24 32 -/.6 -/.2 -.8 --.4 o .4 .8 1.2 1.6
" Section angle of attack, «0, deq SectIon lift coerticient, cl
AerodYnamic characteristics of the NAOA 747A315 airfoil section, 24-inch chord.
t-:l
O!I
 0')
Mlo-
.2 .036 Z
3.6 I
I »
- t--- t--
l-
g
.(J32
3.2 i"'--
io V I
I
-t--
,, .....p..
", ....
-.2 .028
2.8 0 .2 .4- .6 .8 " 1.0
)II' z/c ....
en
I D. l:ll
2.4 .Ot?4 I I t;..J
r7 1J. "d
![ 1\ 0
l:ll
lr4 t( >-3

2.0
II 'W..,.020 Z
l T 9
.... I
'£ I 1/ (Xl
to:)
I'<J " I oj:>.
If
:(J I I
1.6 :t: .016 i/o
1\
tL :t" 8 / C >
In p- M"- r\. 1\ / II 8
I:c 1-1
fS D, 0
If P. '"tl ..(}I2 I 1.-<
If-' ...... P<-f"' -' f:l. K. b.. Z
t-' c:: (:
>
t"'
:c:; L i" fl- b.. ,"- I.r. I"-<
.;::: :g >
c,..; tJ
J , Jl .OOB
" . . . . h: ra i'- '"'r--.
3 .8 "0 :"\ r'ff 'fJl
..... V-.....j N (
I it
.::::: I IQ H rv riUr'
I
'Ap;:r
A !f C
.I .004r 0
[ Jfz
0 -
f\
f\ 'I .....
>-3
0 0 '.L oI >-3
f',
,- ,...... ..... -v t;..J
I I I"R r
"'.I
I
- 0
s" l:ll
?' -./ -.4 -JI
o ,J [lsl=f <l 1;
13 t> i
l-q ,
'" , [
...."-> Z
.: J -.2 -.8 I)" -.2 >
a c. position q
>-l ..... 1\ >-3
'/ kz. ) xjc -+ yje 1 1-1
"- C
"'izOl J-L kr k-I I III 'fJl
,v' o 6.0
oo 30,/0- .260 :rO/8
-.00/
8."4
't<;:: -.3 -1.2 -.3 <> 9.0 .260 -.001 I
o ....o 'f
o", L> 6:'; Sfandard roughness
8 EE
G.20c simu(ated sf'it flap deflected
:'l
()
......
I 'V 6.0 I
'" -.4 -1.6 -.4 17 Li.staroard roughness I I I
m IL- ,_ I
J 6:CjI 1 l--.-L J i...LL I. -' : 1_
m
w
,0
m
w
-;5 -2.0 -.5
-:32 -24 -/6 -8 0 8 /6 24 32 -1.6 -1.2 -.8 -.Lf 0 .4 .8 I.C 1.8
o
.. Secfion angle of attach, oc o, deq Section liff c(>efficient, C1

Aerodynamic characteristics of the NACA 747A415 airfoil section, jM-inch chord.

 \
"- "-
..... ......
......

z
Positive directions of axes and angles (forces and moments) are shown by arrows

Axis Moment about axis Angle Velocities

I
Force
(parallel Linear
to axis)
Designation Sym- symbol
bol Designation Sym-
bol
Positive
direction
Designa-
tion
Sym- (compo-
bol nent along Angular
axis)

LongitudinaL ______ X X Rolling _______ L Y----+Z RoIL _______ u p

LateraL _____________
N ormaL _____________
Y
Z
Y
Z
Pitching. __ . __
Yawing. __ .___
M
N
Z----+X
X---+Y
PitclL ___ . __
Yaw ________ '"
I) v
w
q
r
'"
Absolute coefficients of moment Angle of set of control surface (relative to neutral
L M N position), o. (Indicate surface by proper subscript.)
0,= qbS Om= qcS O"=qbS
(rolling) (pitching) (yawing)
4. PROPELLER SYMBOLS

D Diameter
Geometric pitch
p Power, absolute coefficient Op=
pn
fD6
P
p/D Pitch ratio 6/ V 5
V' Inflow velocity 0, Speed-power coefficiellt= -V
V. Slipstream velocity 1/ Efficiency
T Thrust, absolute coefficient OT=
pn
;D4 n Revolutions per second, rps
V
Effective helix angle=tan- I (2 )
Q Torque, absolute coefficient Oa= 7rrn
pn LF

5. NUMERICAL RELATIONS

1 hp=76.04 kg-m/s=550 ft-lb/sec 1 Ib=0.4536 leg

1 metric horsepower=O.9863 hp 1 kg=2.2046 Ib
1 mph=0.4470 mps 1 mi= 1,609.35 m=5,280 ft
1 mps=2.2369 mph 1 m=3.2808 ft