Copy No .

... RM No. L6K22

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RESEARCH MEMORA DUM

CASE FILE W
TWO-DIMENSIONAFwr2frrnX INVESTIGATION AT HIGH

REYNOLDS NUMBERS OF TWO SYMMETRICAL CIRCULAR-ARC

, AIRFOIL SECTIONS WITH HIGH-LIFT DEVICES

J
By

William J. Underwood and Robert J. Nuber

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This document containa c}a.sslt1ed wofJa\lof!II"Ioo....
affecting the National Defense of the U
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informed thereof.

NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS
. WASHINGTON
March 12, 1947 JJ
.J )j
-t~
RESTRlCTED

.tt~
NACA RM No. L6K22 RESTRICTED

RESEARCH MEMORANDUM

TT"'[O -DD1ENSION!.L \-lIND -TUIJNEJ..J INVESTIGATION AT HIGH

REYNOLDS NllMBERS OF TWO SYMI'1ETRICAL CIRCUlAR -ARC

AIRFOIL SECTIONS WITH HIGH -I~ IFT DEVICES

B y William J. Underwood and Robert J . Nuber

SUMMARY

An investigation wa s made of hlO sym;ne trica l circular-arc

airfoi ls of 6 a nd 10 percent thickness and equipped v1i t h lea dL'lg -
edge and trailin~-edge high -lift devices. The nigh-lift devi ces
c onsisted of a 0.20 -chord plain trailing-edge fla p, a 0 .15-chord
d.rooped -nose flap and a 0 . 10 -chord l lJad i nr.; -eo.g8 8xtensi bie flap.
The section lift: pi tchjn, -momen t , 8.nd some dra3 char a cteristics
of the two s up8rsonic airfol l s t es t e-d e.t high Re ynolds numb e rs
and lmr Mach nmnbcrs (M ~ 0 .14 ) v:i t h the va rious hi gh -lift de vices
are presented.

Maximum section lift coeffic ients o~ 1. 95 and 2 .03 vTor e

obtained at a Reynolds number of 6 x ::.00 f or the op timum
comb ination of drooped-nose a nd plain flaps for th8 6- and
10 -pe rc ont- tbick airfoj.ls t r espective l y . The optimum combination s
of flap deflections for the 6- and 10 -per cent-thlck airfoils
o 0 . ·0 0
we r e found to b e 0 = 30, 0 = 60 a~d 0 = 36, o~ = 60 ,
n f ' n .J.

r espectively, v1he r e on r e presents the drooped. nOs e a nd 5 f

the plain trailing -e dge flap deflections . The r esul ts for t he
10 -perc ent-thick a irfoil with the plai n trai1ing-ed~,e flap
0
defle cte d 60 indicate no importa nt changes ~n t h e n~ximum
secti on l ift coefficient with small d epar tur0s fr om the optimum
drooped -nose flap d 0fle ct~on. vTith the f l a ps neutral the maximum
s e ction lift cooffi cients for the 6 - and 10 -'OeI'cent -thick airfoils
;-rere 0,73 and 0.67, r es pe c ti ve ly . The re sults 0.1 80 i!).d.ica ted that
the scale e ffects on the maximum s e ction lift coe ffici ent were, in
general, ne~ligible ove r th e r ange of Reynolds nunmor from 3 X 10
6
to 18 X 10 .

The s e ction pitching -moment characte ristics indicate d that the

aerodynami c c enter was abead of the qua rte r-chord. po j,nt and moved

RESTRICTED
 2 NACA Rl'1 No . I.J6K22

I tOvTard t he l eading edge when any of the h igh -Hft devic es was
i-
deflected or extended.

Deflecting the drooped -nose flap "as more effective in

extending the low-drag range to higher section lift coefficients
than deflecting the plain flap.

I nTRODUCTION

The presen t r a pid r ate of development of airplanes that are

expected to fly successfully in tho transonic and s upersonic speed
r anges has focus e d grea t a ttention on the chara cteri s tics of
airfoils having sharp leadiDG edgees. The principal requirement
of these air _oils is a low drag in the appropriate s~ee d range.
If the airplane is a l Go exp0cted to l and safely or to fl
sat:i.sfactor il r in the low -s peed r ange} hm.Tever, i t is a lso
necessary that means be providet: for increa8 ing the natura2..1y lmT
maximum lift of the sharp-edged airfoils . 1~ investigation has
been m;3.de accordingly in the J~ang ley two-d lllensional low - turbulence
pressure turmel of the impr ovements in maximum section lift
coeffic i ent that can be 0 btc.ined by the u se of simple high -lift
devic es . This vrind tunnel enables both the Reynolds number and
the Ma ch nQmber appropria t e t o the landing condition for a typical
airplane to be approximated simultaneously . The a irfoils used wer e
of syrnmetrice_l c i rcular -e.rc sha.pes and ",-ere 6 anO. 10 perc ent thick.
Each airfoil was equipped with a 20 -perc ent-chord pla in tra iling -
odge flap, a 15-perc ent -chord dr ooped -nose flap, and alternately
a 10 -perc ent-chor d l eading -ed<e extensible flap .

The sec tion lift and pi tchin '-moment char a cteri stics were
determined for both air foils 1.[i th th0 high -Hft devic es defl e cted
indi vidually and in combine.tion with ono anot her. The section dr ag
character istics were obtained for the 6 -porcent ·.. thick airfoi l ',.;i th
the flaps pe.r tly cleflected as low-drag -control flaps and f or both
airfoils y;-i th the fla.ps neutr u.l .

COEFFICIENTS AND SYMBOLS

section lift coeffici ent

section drag coefficient

 .;

NACA RM N o· ~ L6K22 3

section pitching-moment coefficient about the quarter

( mc/4 '.
chord \ ~~~2)

section PitChin 3 -momen(t ~:~:~\icient about the

aerodynamic center ·~o:·2-)

where

1 lift per unit span

d drag per unit span

m pitching moment per unit s pan

c chord of airfoil with all flaps neutral

./ 2

free -stream d. 'llamic pressut'tj (\,!!~'!.o.._

2
)\
free-stream density

free-stream velocity

and

section angle of attack, degrees

drooped -nose flap fleflec tio!1 , degrees) posi ti ve downward

plain flap deflection, degr ees, positive downward

Rey-nolds number

increment of section angle of attack at maximum lift

due to flap deflection

6c- increment of maximure section lift coefficient due to

~max
flap deflection

DESIGNATION OF SUPERSONIC AIRFOILS

With the advent of supersonic airplanes, airfoils 'IoTith sharp

leading edges and varying shapes have been designed . TYro
supersonic airfoils of circular-arc shape 1lith thicknesses
4 NACA RM No. L6K22

of 6 and 10 percent are discussed herein and are designated

NACA 28 -( 50 ) (03)-(50)(03) and NACA 28 -( 50 )(05 )-(50)(05 ), respectively .
The significance of these des ignations j.s indicated in the follovring
example :

NACA ?8-(50) (03 ) -(50) (03)

NACA deSignation --'- -'---._- -

I II! I II II II
Circular arc - - ·__ J · I I

8uper son ic - - - - - .._ --- 1 I

Position of maximum ordinate
of upper surface (percent
chord) . -----_._ ._--
Value of maximum ordinate of
upper surface (percent chord)-·-·----

Poei tion of maximum ordJnate of J

lower surface (percent chord.) - -.------------- - - - -
i
Value of maximum ordinate of I

lO-wer surface (percent chord) . __ ._.----- --.J

The designation 28 -( 50)(03)-(50)(03), ther efore, denotes a
symmetrical circul1:ir -arc airfoil with a maxj_mum thickness of
6 per cent at mtdchord . Ordinates of the 6- and 10-J?Grcent~
thick circular-arc air foi l s are given in tables I and I I,
r espectively .

MODElS

Both of the circular -a r c -ai r foil models had a 24 -inch chord

and a 35 · 5 -inch span and Here made of steel . The flaps of the
6 -percent -thick airfoil were made of brass and thos e of the
10 -percent -thick air foil 1·rere made of duralumin . 8ketche s of the
models are presented as figure 1 . The 0 .20 -chord ple.in flap and
the 0 .15 -chord drooped -nose flap were pivoted on leaf hinges mounted
flush ,·lith the lower surfac e . The leading-edge flap was a 0 . 10 -chord
extension of the upper surface ar c ahead of the nornEl leading
edze of the plain airfoil. Model end plates as shown in figure 2
were used to facilitate setting the deflection of the dr ooped -nose
and plain flaps . The models were designed so that plain flap
o
deflecti ons of up to 60 and drooped-nose flap deflections on
NACA RM No. L6K'22 5

o .
up to 50 could be obtalned. The flaps were sealed at the hinge
line by having t he flap s kirt in rubb i ng contact v1i th the flap.
1-1hen the plain flap of the 6-perc ent -thick airfoil Has deflected
o
beyond 50 , the gap between the flap and skir t vras sealed with
modeling clay to prevent leakaGe .

For all tests , the sur faces of the models were finished .Ti th
No. 400 carborundum paper to produce smooth surfaces ; slight
discontinuities, however) still exist6d at the leaf hinges on
the lmTer surfaces and at the line of cont a ct between the flaps
a nd flap skirts .

~8T8

Tests of the two models wer e made in the l .angley two -

dimensional low -turbulenc e pr essure t unne l. The tests included
meas'J.rements at a Reynolds number of 6 x 106 of airfoil lift
and pitching moment for each model with the high -li ft devices ,
deflected either individual l y or in conjuncti on ,,,i th one another.
6
At Reynolds numbers of 3 x 10 6 and 9 x 10 the lift
characteris tics of both models wer e obta ined with the flaps neutral
and wi 't h t he drooped -nose and plain flaps deflected s imultaneously
0 0
to 30 and 60 , respectively . At these Reynolds numbers t he lift
characteri stics of the NACA 28-( 50) (05)-(50) (05) airfoil were also
determined vii th ,t he drooped -nose and plain flaps deflec ted simul-
o 0 '
taneously to 36 nnd 60 J respe c tive ~y. A further ~nvestigati on of
the lift char acteris t ics at 14 )( 10 and 18 X 10 0 was made for
the NACA 28-(50)(05)-(50)(05) a irfoil with t he flap s neutral and
0
with the drooped -nose and the plat n flaps deflected to 36 0 and 60 ,
r espectively. Drag measurements of each model f or the flaps -neutral
condition were obtained by wake s urve ys at Reynolds number s
666
of 3 ,' 10 , 6 x 10 , and. 9 X 10 .
666
At Reyp-olds number s of 3 x 10 ) 6 x 10 , and 9 x 10 the
Mach numb er .Tas substantially constant at 0 .10 . At Reynolds number s
6 6 '
of 14 x 10 and 18 x 10 the Mach numbers ,,;ere 0 .12 and 0 .14 t
r es pectively .

The lift and drag charac ter is tics of the NACA 28-(50)(03)-( 50)(03)
airfoil with the drooped-nose and plain flaps deflected
as l ow -dra3 -c ontrol flaps w'ere obtained at a Reynolds number
6
of 2 . 1 x 10 in the Langley two-dimensional low-turbulence tunnel.
6 NACA RM No . L6K22

For these tests , the high -lift devices, both individual ly or i n

combinati on with one another, '\-7ere deflected thr ough a range of
0 0
flap deflections f r om 0 to 10 . Evaluation of the section drag
char acter istics of the NACA 2S(50 ) (03) -( 50 ) (03) air foil with
o
the hi h -lift devices deflected mor e than 10 by the wake -
s urvey method ( the only method available) proved impractical
b ecause of l arge spamrise var iations in drag that occurred when
the f low was partly separated .

'1'he air foil lift, dras, and pitching moment "lere measur ed
and corre c ted to f r ee-air conditions by the methods descr i bed
i n r efer ence 1 .

Lift mea.surements of the models with the fla:ps neutr al, with
and wi thout model end plates , (figs . 2 and J) indicated that t he
model end plates had no si~nificant effect on the measur ed
char a c teristics.

RESULTS M~D DISCUSSION

Plain airfoi~_s . -The tlJrodynnmic se c tion characteristics of

t he 6 - and 10 -percent~hick s~~etrical circular-arc ai r foils
with the f laps neutraJ are pr esented in fi gure 4.

The rraximum se tion lift coefficients are 0.73 a nd 0 .67 for

the 6- and 10 -~erce nt-thick airfoils, respectivel y. T'is dec r ease
in maximu~ section l ift coefficient with increasing air foil
thickness is oppos ite to the tre. ds that may be shOim from the
data of HACA 6-series air foils (reference 1) through the same
thickness range and may be explained as fol l O"ivs : As the thickness
of the NACA 6 -series airfoils is increased fr om 6 to 10 percent,
the corresponding increase in the air f oil leading -edge radius r esults
i n impr oved air -flow condi tions around the lead.i 19 edge at the
h igh angles of attack. The increase in t~ailing-edge angle that
r esults with incr~asing thickness tends to decrease the maximum
s ect ' on li l.t coefficient due to an increase in bOUJ."ldar;y -layer
thiclmess on the upper surface . 'J°he favor'able effect of a large
lead:Lng -edge radius appears to predominate in this thic kness r ange
f or t he NACA 6 - s e ries airfoils and highbr values of maximum l ift
a r e pr oduced . For the circular -a rc airfOils J hQivever J the leading
edges of both the 6- and 10 -perce nt thick airfoils ar e sharp and the
air -f l ow condi tions around the lead ing edges at hi,?;h angles of attack
are about the same. The effect of an incr ease in trailing -ed e
angl e with incr easing thickness results in a decrease of maximum
l ift.
 NACA RM No. I,6K22 ,7

The lift~ctITve slopes are 0.097 and 0.090 for the 6- and
10 -percent '-thick airfoils, respectively. Because the air '-flow
cOl1di -::'j,O!lS ar01md the leading edge of b oth circular -erc airfoils
are probably very nearly alike throup;h the complete range of ' angles
, of attack, the thicker '00una.ar~r layer of the 10 -percent, -thick
airfoil caused the decrease in the lift-curve slope.

The slope of the lift curve for the 10-percent~thick airfoil

was measured at small positive or negative values of the lift
coefficient' tO ' avoid including the slibht jog in the lift curve
that occurs near ·zero lift . This discontinuity is probably due
to an extensive thickening of the boundary layer on the low
pressure sur face resulting from an increase in the ' tra:!.ling-edge
angle. A,similar phenomenon may have existed on the 6 -percent thick
airfoil but was not of suffiCient magnitude to cause a significant
jog in the lift curve. The data (f iB' 4) show no appreciable scale
effect on the lift characteristics of either circular -arc a..irfoil
with the flaps neutral thronsh the range of Reynolds numbers
investigated.

The variation of the Q.ua:rter-c~ord pitching"'moment coefficient

of both the 6 - and 10-percent-thick clrcular-arc ai rfoils ,i ndicates
a forllard position of the aerodynamic center 'Hi th respect to the
.quarter -chord point of the ai rfoi l . This var iation of the pitching
moment probably results from the relative thickenin ~ of the boundary
layer near the trailing edge on the upper surface with increasing
angle of attack. The a erodynamic center of , the 10 -percent-thick
airfoil is more forward than that of the , 6-percent··thick ai rfoil.
This shift in aerodynami c- center position is attributed to the
increase in trailing-edge angle or thickening of 0 · 90c. (See
r eference 2 . ) As is usually true when an air~oil stalls , the
center of preSS1ITe of the circular-arc airfoils moves toward the
r ear and the quarter-chord moment coeffiCient increases negatively
in the normal man!ler. The small negative pitching moment of both
models at zero lift is att:cibuted to asymmetrical loading resulting
from very small model irreg1.l.1ari ties .

With airfoils having sharp leading edges, the cirag coefficient

increases fairly rapj,dly as the angle of a tta ck d.eparts from zaro.
In general. the drag coefficients docrease with incrbasing Reynolds
number in approximately the mfu"'lIler expected i or fully developed
turbulent flow on both surfaces . In the case of the 6-percent-
thick airfoil, however) laminar flow a~parently was ob tained over
a fairly extensive porUon of the upper surface at zero and gegative
angles of attack at Reynolds numbers of 3 x 10 6 and 6 x 10 ,as
indicated by the lmfer drae for these conui tions as compared wi th
the drag obtained at a Re~101ds number of 9 x 10 6 .
8 NACA RM No. L6K22
. I
Airfoils wi th hi.',;h -lift d.evices . - The lift and. pitching-moment
characteristics of the tvo sYlr.:metr ical circu:.ar -arc airfoi l s f or
various defl ections of the leading -edge and t r a il ing-edge high -lift
devices deflected individually are presented in figures 5 to 7 ·

The maximum sec tion lift coef~ic';'ents of the 6·· and 10 -percent -
thick a irfoils increased as t he 0 .20 -chord. plain flap was deflected.
The values of the maxj.mun lift coefficients (fig . 5) for bot h
air.i oils we r e su.bs -:'antially equivalent at corre spond.ing flap
deflections , but the angl es of attack f or maximum lift decreased
as the flaps ,Ter e deflected .

Deflecting the 0.15c drooped -nose flaps (fig . 6) increased the

maximum section lift coefficients and increaeed the angles of
attack f or IIlE..ximum lif t primarily by a.llevi a ting the negative
pressure pealcs that cause leading -edge separatjon nea r maximum
lift . These pressure peaks are alJeviated be causa the flo",
ap,!?r oaching the leading edge is more nearly alined at h igh angles of
att ck "'hen the drooped -nose flap is deflected . The maxi.mum section
lift coeffi cient s for t he 6- and 10 -percent -thi ck airfoi ls a t the
optimum drooped-nose flap deflection of 30 0 a r e 1 .17 and 1.15,
respectively . At correspondj ne:; deflections of the 0 . l 5c drooped -
nose flap the maximum section lift coeffi ci ents of both airfoils a r e
es sentially the same . At angl e< of attack \;ell belmr those for
maxim.um lift the dr ooped -nose flaps act as spoi l ers on the l ower
surface of the a irf oils and cause 80me red'J.ction j.n lift. Thes e
l oss es in lift increase o.s the f l a.p deflection is incr eased .

Extending t hG O. lO c leading -edge flaps (fig . 7) incree.sed t he

maximum section Hft coeffic ients e.nd l:i.ft-curve slopes of 'bo t h
airfoils f r om the basic configuration s . The higher slopes of the lift
curves for the t -wo a Ldoils with the O. lOc leadi!lg"eclge flaps
extended a r e primarily due to t he fact that the sec tion l ift
c oefficients ar e based on the chord of the plain airfoil .

The va ri ati on of the i ncrement j.n maximum section lift

coefficient 6C 2 and increment in angl e of attack a~ maximum
mo...x
lift 6a.c for both models with deflection of the dr ooped -nose
2max
flap and pla in flap is summar ~ z ed in fi ure 8 . This figure clearly
shows that the optimum drooped-nose flap deflection for max imum lift
occurs at a pproximately 30 0 for both the 6- and the 10 -pe rc ent~hic k
airfoils . Ko optimum deflection \·;as obtair..ed for the plain flap
inasmuch as the highest test deflection was still the most eff ec tive .
The maximum s ec t i on lift coeffi c ients of both airf oils ar e
substantiall y e Qui valent at corre sponding flap deflections , but the
i nc r errents in maximum s ection lift coeffici ent with flap defl ection
 NACA EM No. 161<:22 9

differ b ecause of the 101"er maximum section lift coefficient of

the 10 -percent -th ick a5.rfoil with the flaps neutral. (See fi3 ' 4.)
As shown in figure 8, positive increments in the anGle of attack
at maximum lift resulted I'1hen the drooped -nose flap ,,,as deflected
"'hlle negative increments were llroduced with the plain flap deflected .

The pl tchine:-moD.ent characteristics of the two models ,Ti th

any of the varlou8 types of flaps deflected (fi gs. 5 to 7) shm"
that the aerod.ym:. mic center continues to move towa rd the leading
edge as the hi3h ··lif t d.evice is :put into operation. The area added
to the lead:i.ng edge of the Dasic mod.el DY extendinG the 0 .10 -chord
leading -edge nap accounts for the usually l a rge chane;e in elope of
the pitching -molilent-coefficlent curve inasmuch as t he moments were
measured ab out the quarter -chord po int of the basic model . '

Q9JQP.ined deflecti.ons of hJ: gh .:1..ift__dev;h£§,§,. - The results of tests

of the tvlO airfoils with various comb i natj ons of the high -l ift
devices are pre s ented. in fir/ures 9 and 10 . As shmm in fi ~~ure 9,
the optimum :flap def'lec tions corr espond ing to the highest mo.ximUDl
. 0 0 0
section lift coefficient were 0n:= 30, Of = 60 ,and 0n:= 36 ,
o
Of := 60 for the 6- and 10 -percent . . thick airfoils, respectively.
The data for the 10 -percent-thtck ai r f o il with the plain flap
o
deflec t ed 60 indicate no import ant changes in the maximum section
lift coefficient wi th ellall ,d epe.rtur es from the optimum drooped -nose ~
fla p deflecti on.

A comparison betueen the lift char e,cteristics of the tltTO

0
airfoils ';.,rith the 0.15-chord drooped-nose flap deflected 30 and
0
the 0 .20 -chord plai n flap deflec t ed 60 (fig. 9) with those for
0
the airfan with the plaL". flaIl deflected 60 (fig. ) ) shows that
the maximum section lift. coeffici ents were increased. 0.32 , ana 0·30
and the arlgle s of attack for maximum lift were increase d b · 5
0
and 6 , respectively, for the 6 - and 10 -percent-thick airfoils .
A similar com:Qa rison bet,'Teen the lift chara cteri s tic.s of the two
airfoils with the O.lO -chord leading -edge flap extended and the
0
plain flap defle cted 60 (f i g. 10) with thos e f or the two a i rfo ils
w-ith the plain fl ap defl e cted 60° (fi g . 5) [ hmTS that t he maximum
section lift coeffic.i e nts ,,,ere increased ab out O.lS, a nd. 0.24 and the
angles of attack £'or maximum lift 1-TGre increased l O and 2° )
respecti vely . . j,~or the 6·· and 10 -percent - thick a i rfoils. A large
percentage of the-se increases in maximum section Hft coefficients
is due t o the increase in the model chorda t~1a t occum 'Wi th th0
O.lO-chord lead:!.nd -edge f laps extanded Since the coefficients are
based on the chords of the Dasic models.

I .
10 NACA RM No. L6K22 I
. I
The sectlon lift char acteristics of the tIm ai r foils with I
o 0
the drooped-nose and plain flaps deflected 30 and 50 , respec-
6
ti vely, obtained at Reynolds nurubers of 3)( 10 6 , 6 )< 10 , and.
6
9 x 10 are presented in figure 11 . At Re~~olds numbers between
6 6
3 X 10 and 9 x 10 tl1e data (fig. ll(a)) show no appreciable
scale effect on the maximum l:Lft coefficlent of the 6 -percent-
thick airfoil. In the case of the J.O -percent thick a:irfoil
(fig . ll(b)), however some adverse scale ef fect is indicated in
the maximum lift coefficient at Reynolds numbers be t ween 3 x 10 6
and 6 x 10 6 . Similarly, some e.dverse scale effect (fig . 9(C))
is indicated in the maximum lift coefficient at Re~101d8 number s
6
between 3 x 10 6 and 9 x 10 with the drooped-nose and plain
0 0
flap", deflec ted 36 and 60 , respectively. At Reynolds numbers
above 9 x 10 , however, the rr~ximum section lift coefficient of
6
this combination remained approximately constant.

The section pitching -moment characteristics of the tvro airfoils

at combined flap deflections of on = 30°, 0"" = 60 0 (fig. ll) 8hm"
that the aerod -namic center remains ahead of -the gyarter-chord point .
In addition, the combined action of the drooped -nos e flap and plain
flap caused the moment coeff lcients to increase nec;ati vely with
increasing lift coefficient tmtil the angle of attack was high
eIlOUtsh that the s:r.oiler action of the drooped -nose flap ,,,as
alleviated. As the lift coefficient was increased beyond this point,
o
the moment decreased negatively to approximately 2 . 5 beyond the
angle of attack for maximum lift whereupon the moment curve br eaks .

10w -dr~ control fla,s. - The 1.ift and drag characteristics of

the NACA 2S -(50) (0 3 ) --(50) (03) airfoil iVith the drooped -nose and
plain flap s deflected a r e presented in f: gure 12. Deflecting the
0
dro oped -nose flap to 10 decreased t he section drag coefftcient of
the 6 -percent-thick circular-arc ai rfoil at a lift coefficient
of 0 . 3 about 40 percent by delayin.'" the formation of a. negative
pressure -peak at the leading ed(je vThich caUSEJS separation. In
gener al, deflecting the drooped-nose flap vTaS mor e effective in
extending the low-dr g range to h i~her se.ction lift coefficients
tha:::l was deflecting the plain flap.

CONCLUSIONS

A tvm -dimensional wind -tunnel invEJ s tigation was made of

s ymmetrical circular-arc airfoils , 6 and 10 percent thiele , with

.
 NACA RM No. L6K22 11

leading -edge and trailing -edge h igh-lift devices at Reynolds number s

6 6
from 2.1 x 10 to 18 x 10 . The results obtained lndicated the
following concl usions :

1. Maximum]j ft coeffic i ents of 1 .95 and. 2 .03 were obtained

for the optimum comblnation of drooped -nose and plain flaps for
t he 6 - and 10 -percent -thick aj.rfoils, r espectivel y. '1'he
corresponding maximum lift coefficients fqr the plai:q ;airfoils
Ivere 0.73 and 0 .67, r espectively .

2 . The optimum combination of flap deflections for the 6 -

and 10-percent-thick airfoils ver e found to be on
o 0
0
°-
30 , f - 60° ,
and 5 ~ 36, Of' =60 , respecti vely, .There on r epresents the
n .
drooped -nose and Of the plain -flap a.efl.ections . The results
o
for the 10-percent-thick airfoil with the plain flap deflected 60
indicate no important chanJes in the maximum section lift coef -
fi Cient vri th small departures from the opUmum d:rooped -nose -flap
deflecti on .

3. The scale effects on the maximum lif t coefficient wer e,

in genera~) necligible .

J.j.. '1'h e sect:l.on pitch:l.ng-moment characteri stics indicated that

t he aerodynamic center was ahead of the Quarter-chord point and moved
toward the leading edge when any of the h1gh -lift devices was
deflectad or extended.

5. Deflecting the drooped -nose f lap was mor e effective in

extending the low-dr ag range to h lgher section lift coefficients
than deflecting the plain flap .

Langley t.'j emorial Aeronautical Laboratory

National Advisory Cornmi ttee for Aeronautics
I.,aneley Field , Va .

I .

I •
12 NACA RM No . L6K22

REFERENCES

1. Abb ott, Ira H . , von Doenhoff , Albert E . , 8.nd Stivers,

Lou is S" J r . : Summary of Airfoil Data. NACA ACR
No . IJ5C05, 1945·

2. Purser , Paul E . , and J ohnson J Harold S .: Effec ts of Trai ling -

Edge Mod ifications on Pi tchlng··rloment Characteristics of
Airfoils . NACA CB No . 1 4130 } 19~·)~ ·
NACA RM No. L6K22 13
TABLE r
ORDINATES FOR THE NACA 2S-(50)(03)-(50)(03)
AIRFOIL
§tations and ordinates given in
percent of airfoil chorill
Upper surface Lower surface
Station Ordinate Station Ordinate
0 0 0 0
5 .5~2 5 -.5~2
10 1.02 10 -1.0 2
15 1.533 15 -1.533
20 1.9 22 20 -1·922
25 2.25 2 25 -2.252
30 2.521 20 -2·521
.-2. ~31
~6 2.~31
2. 80 ~6 -2. 80
45 2.97 0 45 -2·970
50 3.000 50 -3.000
2.9~0 -2.§~0
~~
55
2.8 0 60 -2. 0
65 2·731 65 -2.731
70 2·521 70 -2·521
2.25 2 -2.252
A~ 1.9 22 A6 -1.9 22
85 1.533 85 -1.533
90 1.082 90 -1.082
95 .57 2 95 -·572
100 0 100 0
Radius of circular arc: 4.182 c
NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

TABLE II
ORDINATES FOR THE NACA 2S-(50)(05)-(50)(05)
AIRFOIL

@tations and ordinates given in

percent of airfoil chorill
Upper surf·ace Lower surface
Station Ordinate Station Ordinate
0 0 0 0
5 .~58 5 -.~58
10 1. 12 10 -1. 12
15 2.562 15 -2.562
20 3.211 20 -3.211
25
30 4. 759
.207
25
,0 -4.759
- .207
4.~54 -4.~54
~~ 4. 02 46 -4. 02
-4.951
45 4.951 45
50 ~.OOO 50 -~.OOO

t3 51
'A
4. 02 t6 - 'A 02
-4.
51
65 4.554 65 -4.554
70 4.207 70 -4.207
-3·759
A6 3·759
3.211 A6 -3.211
85 2.~62 85 -2.~62
90 1. 12 90 -1. 12
95 .958 95 -.958
100 0 100 0
Radius of circular arc: 2.525 c
NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS
 ~
...... -
~
f-l
1-- 1.00c --I III

/ ./
/ /'
"" \
/~ Drooped nose " \ \ of
Plain flap~"y
,,\
",
O.lOc
1.00e r- 0.2~
--- \ rC_ - -~i,"\ -- r
t:~~!~;i~~o~f-~~~er Plain flap~"\\ /
surface arc) ~
'\,\ ~
o
"\
" >
NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS ~
~
(a) NACA 2S-(50)(03)-(50)(03).
t"i
m
Figure 1.- S~~etrical circular-arc airfoils with leading-edge and trailing-edge ~
~
~
high-11ft devices.
 ~
:>
o
o .15 C --i >
~
~
' On / ~--------------~ --==Jj." " \
\ of
o

~Drooped nose Plain flap ~', \ / ~

0:>
~
~
" (\ ~

"\

O.lOc I... l.OOc --I

~0.20c -­
----------------------------~=-~~~~

-=1" \
Lending-edge flap ~
" \ \ of
-----------
(extension of upper
' surface arc)
Plain flap ""-:I, \

'~
NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

(b) NACA 2S-(50)(05)-(50)(05) . fij

f-'.
(]'q

f-'
Figure 1.- Concluded. 0'
 ~ -~ -~--------

r'
I
 .:- - ~

I
~
:>
o
>
~
~
~
rn
~
tv
tv

f-zj
1-"
OQ

Figure 2. - Front view of a symmetrical circular-arc airfoil equipped tv

with end plates.
 ~
:>
o
>
~
~
~
m
~
C\:)
C\:)

NACA LMAL
48233

Figure 3. - Front view of a symmetrical circular-arc airfoil without

end plates.
f"Ij
1-'-
aq
w
 ~
o
~

~
~
[-i
m
~
I:\:)
I:\:)

o
":tj
1-"
~
Figure 4.- Aerodynamic characteristics ot two s,mmetrical circular-arc airtoils.
H:>-
PJ
Fig. 4b NACA RM No. L6K22

II'
0

0 ..;
II'
~
s::
oM
II' +'
0
0
!:l
0
II'

..,
I
I
-J
N .,
....~
co:
0
co:
z ...
 z:
o>
>
~
~
C-i
G:l
~
~
~

(c) NACA 28-( 50 )(05)- (50)( 05)

Figure 4.- Concluded.

fIj
,......-
OQ

t+>-
O
Fig. 5a NACA RM No. L6K22

,
. 'h H
r ""'I • f 'i ~fiTi
p 1 'j hJ
, g ,tij I
.:;:
Itt. el' ::I ~~ 'J"
,ii
1 1
1 ~ 1t I h, ,
. k
Il
" .1
I'Je
,"tie fWI
tl
It*iI
, Itt
~
; 1 4c
j , ,.f', ~
~~ j ," ,IP I , -H ;'J F:\l hltl ·fflt' ~
'<, , ,j , I ,I !<Hi ~.
1~
I

1
tt

~
1

~
I)
'," 'l
/p', I ~ ilf'Il Ii.!'
~
t "" ty ,I '"
iI
j.,

~1f fllHPl
.:ij rnJ ;- t~, hili l% III!l h!: l:!t tillJ1 tfu!
h Pti' iIi h h1 If Ht ,II! f~ l:£ffi hi!
t ./ i\ 'f ! ft*! ll+I ""f 1~ lffif fffil ~ 1#l1 flli· ~" ~ til
1 1,

.., r- f.<- ~ I'!l , I'·'; - It'r ,

Ift\"lkJill! 1'--1- i-cI
t- "

.~
/ 11 IP
,-IL
..-<

......-<...."
.,
.v
I
1/
iJ" 1/
,- lie
. tb
.
t

D,..'
t t ,
"
~ .~
.3 ~ f-.-'
:, of,!:, c-
o II I~ f , 7' f'0- ~ . "
t
f
..," Ii
!:1
rl
... 16 / II
r
t
I

§ 1\ All 't 4 .
..,
..-<

.
1
I
:J
".,
jj
fo- 1-. ,
II) , . if ~
I,{ I

-, 10' 1-

On Or
'4
Id (deg) (deg) ~

r 0 ,
40< ~ il ° ° F- -' ~

°°° ~g
G
C£ <:>
±j
I '" ~
-.0 tf-.-l -
, _. ':t'
- I'T

,
Io<:ir...
R,
---
'\ ~

'1b<!J ~ ),
~
Q
""'iXll)

-
!- ,!.Ijj ~ jM3, rr.,
, Jut "

;p [#F - r'i
-,' 1 .~' I~ -
-f--- I-

r- . "" lFX' 'l

IA JlJi!l'" I~
'l" ~ ro"
14
- t:1 q

NATIONAL DVISORY
r
~OH~'T~H OR I AERIONA~TlTS

1'+. , ')
' -'- -'--
Section angle of attack, no' deg

(a) NACA 25-(50)(03)-( 50)(03) .

Figure 5.- Section lift and pitcb1n g~oment cha~acteristics of two symmetrical circular-arc
airfoils for various deflections of the 0.20-chord plain flap; H, 6 x 106 •
NACA RM No. L6K22 Fig. 5b

1-J,-.jJ.-+H-+J-.f-I-:A~-+++-+--I-=I-+-++-+~+--H=-+-++-+-+-+·"': 1-
I-~~~'~-~+-~~--+~
Or (.,.......I.['t~.~I,+-+-,-~t''''-{_--I-...j.....>.+''''-Hrl,..-t
(ded \ if
2g 1"\1
tg ft,-"""';-+-1f,--j.,- - , f---i - +-.-J.-.I..-+--"l

...<:
....CD
...."
....
....CD
o
..."<:
CD

,.o
S

,
NATIONAL ADVISORY
COMMITVE FOA AERONAUTICS
~~-+-+-r-r-~-.~~-+-~i~I~·-+~-~- +-4-~H-+-~-r~1-+-~
'~I~ ,J
Section angle of attack, ao' deg
(b) NACA 2S-(50) (05 )-(50 )(0 5 ).

Figure 5.- Concluded.

Fig. 6a NACA RM No. L6K22

CtFi, 'E
:~ i, 'ill ~,,= [1!j; -7 '.~
r, '" f:l:l+ [t"'" cr'.:t 'li :!It
r it 'C4t t:::t: :d! .m
fi: -tIj Wi'l1 m 'f!:f w~ %'JJ'''i ~ 11

I
.~.
~:
:~ c::t
;if ·ell ;tilt :JLu :"i\f i1>i; Jt
... $-I- 'l!'!± Jl # Itt, :h1l I;IJ;!;: c'-. :'
" !i' ±tit
. ~

~ i!: .·ft Ii Y IF!:

..., r . H J:f
....,
l'!:j~ II
r::
1'1' rl
!F" 'i:! ; i.m if'. :'1:1
........." en
"t- ~. e:':
ii:!.
d ~ ii''''
.,o H;' Imi PI "i' rA 1.Ri- Hi: lilt] !:at llift
"..., ~ i I~
~
"~[1, l=.
...... n '!J:I g; i1' ,jOt' ~[
.... E~ Et lti rL 1'1 IIi
.....,"o Em "4 IW ~ ;;:.

c'"l
s -*
.tt 111 :;11 &Hi.
~ .
i:l 00i
fi: ili
6n Or
(deg) (deg)
4[,," ,~
0 0 0 .~ 'it
;n
." '7 bE ~
0 10
2.0
0
0
Itt>
-( ~~ ;:;p;;
t= A
Rg 0
.if
~ ,'ti I ill' .'l1J ili '<;1 0 Jff :&
'.!j
b L= = -"$ I1I 8'
, 11 'ill #Ei! 'it. ~t ~ •.
="-' :"'t ,,'- itt ,,j' fmi
"" "'" :Jit.:
-i:I ~ ttt ;t:f! 1r:1-
.. g..:if!'
2't 1 .4=C +ff ~' ttt f!:j:J:!! :-... I ~
I rl; ~;~ m;-
n fmc ~ Jiii: ""'\
:m ,1:::. IJ.H
..., w: = ii'.: r:l- Hli

•
-It;
r::., ':+!l. 'M
... ,. ttl ""I
......" ,l'.
1:t: ~ it;:'

...., .~

o ±i ±if fth~· t.t.

..:.," ~~ "$
Ico~~~~~~A1~~¥¥1': I-ti'
.'

+1=" I~
"

.J'" 1.$ If ff' "ih l':t

g .., r I 2n hi ....
:01
.::S '. 8 :r :1, fH1 1"'1 11k
Sect10n angle of attack, a o' deg
(a) NACA 2S-(50)(03)-(50)(03).
Figure 6.- Sect10n 11ft and p1tch1ng-moment character1st1cs of two
symmetr1cal c1rcular-src a1rfo11s for var10us deflect10ns of the
0.15-chord drooped-nose flap; R, 6 x 106 .
 NACA RM No. L6K22 Fig. 6b

•
•
On Or

•
(deg) (deg) '1 W'
JiI
'" ,g
0
0
20
o
0
:; 'I. ott un
tI''E <2. 0
ill

tJ:! 1+1 ~H; 1m 1:"'1

:!J
'" ut! !-!iii
0
:. ~ 8f1X' IT

fSF jj ttl :., ill!

, r.n
g:~j
"
Iti ,~ 'tI:

'. •
R> .:""" Fr ,
ilIJ! 1* i
l i ,'tt lB! 't" ~,

'l(~ IA r'"
IS "tt T
1<lI . ":It
::.:;;-
~ ~ r.±f~ fn
Iml ]1 Fl'··"'fll.!l 1#

(b ) NACA 23- (50) (05) - (50)( 05).

Figure 6.- Concluded.

 ---~ -- - --

F ig. 7a NAC A RM No. L 6K22

I .
-f
1

Y'" I ~.

:;J I

... :0,
I
1 y, M
I
,u,
~ ..r.{
:r-i I
I
+- '--

0
! I Y '"0
:>0" 't
.; ~
; 1
/;
....,
c
I I ir ·1 ~

0 ·4
.....
.... I d
....
., i +•
I
I j IT
0 I
r:4
,
0
.,.... ,
~
1
.....
.....
u
I ~ •
c
0
.,
..... \ , I d
~
-
• 0 -
"
en
+ (d 0 Plain airfoil
~-
Leading-edge flap
I 10\ 8
(extension of upper i
~il' surface arc) I
(>0{ ~ rt, I TI
-;0- "" T
I
iL
I I
I

I -
T ~

• .L
In.. lr-
, ")d i.a. NATIONAL ADVISORY
T if COMMITTEE FOIl AERONAUTICS
f-- -

v
'\
~~ .
6r. OC '" t:(
\ tj
-+
I j r)3!T
y
h ~
'0,
=n. b~ o..!r.t
I
~ I

-t~,I ~ ill i It;

Section angle of attack, BO, deg

(a) NACA 2S-(50)(03)-(50)(03).

Figure 7.-
Section 11ft and pitching-moment characteristics of two
symmetr~cal circular-arc airfoils w1th :&d without the O.lO - chord
extensible leading - edge flap; R, 6 x 10 •
 NACA RM No. L6K22 Fig. 7b

I~ p~ !<
I
r~ l'lli ;r-" i2
..".
I'l!'
~'
H ~i'
. ~
I'" '"
it 'i" tt

.., ... ~ ~, !El 1;4! t

T ,'" , If

'" I++,
lilt,
I~ "r"'

W~ ~ !if=. .'" l&.:: t@ [!.ht= '

".V ,. --'"
... Iq ;/
r

0
J IJ 'C~ 6f [/::1 b0' ~ :,tI 11+'1 l"'"
.; ~f', l~

....,
w
I'l :;:. I ... I ll"- ~~ 0J ili!. It
1=
.......
0 I'"
'1: l:':i, ~
IW" ,,., b!i
.
....
0
0
i.
lS' ~a
Wi
.......,
Illi ItK pl!,j 1$ 14+ ell L:If.
B
I±Et
, 1,& . 191
-,:
.-<
"
.::,
<l ft#.to ~ ,'" '1.JI l ~ ~-
....,
0
r~ I=o£.[)" I ~L" ~'~L±... ~ I =-~
0 , ~ 1'!la1n airfoil
I
~ o Leading-edge flap
I'''' If' 1,,' (extension of upper
(~ ~ Ir< 2 fP surface arc)
)~ 1,-,
';tl
It. H"
.v

I l'r 1ft
tml
.
:r -1$ EE ~ '"
.~

WI!
I]l: rffl1
pEp<, ~Jl
v
b ...!!4l" "'"
l:: )" E±Hili '
~ trY
'bfu
JI 1ft
';tT
6"
/ ,~, - r-:-
'~l R Nl"il:ri~.r
Section angle of attack, ao ' deg

(b) NACA 28-(50)(05)-(50)(05).

Figure 7.- Concluded •

..
Fig. 8 NACA RM No. L6K22

..

o~
v

I i
varying, -
-8
E1 l)r varying, l)n = 0°
NACA 2S-(50)(03)-(50)(03)
1.2 - - - NACA 2S-(50)(05)-(50)(05)

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS
Flap derlection, on, or, deg

Figure 8.- Variation of the increment in maximum section 11£t

coerricient and angle or stall with derlection or the
drooped- nose and plain flaps; R, 6 x 10 6 •

_ _ _ _ _ _ _ _ _ ____ __. ___ . _ _ _ _ _ __ _ __ _ _ _ _

~ _~ ~J
NAC A RM No. L6K22 Fig. 9a

C)
...
..,-
<l
.....C)'" On 6t

...'"
.....

0
0
8
(deg)
~o
20
(deg)

tg
60
~g
C) <)
.., "" 60
~
.-i

<l
0
..,.....
.,'"
C)

Section angle of attack, ao' deg

(a) NACA 28- (50) (O~)- (50 )(O~).

F~gure 9.- Section 11ft characteristics of two symmetrical circular-arc

airfoils for various deflections of the drooped-nose and. plain flaps;
R, 6 x 106 •
Fig.9b NACA RM No. L6K22

~-
-I -'
~

[
· -
1-'-

'" A.
· . .J f!llt ~
~ ....
~
c' f1. If' . ,., --j;j,

I>£~
',A r
.r j.~~
,
If<J r:
... Ifl, k'!:
o

..., .., J~ 1
.,c Ii' T On Of ~

t... I (deg) (deg)

......., ,I, j
0 ,0
tg
8
o
o · <:> Rg 60
..., 50 60
~
"" 1-
-
M I
0
C
/I~
......,o -'I
I 111
.,
o
i Ith II
'" 0
1/
I
II .4>.
II><: 1
I II. .
· ,
~

NATIONAL ADVISORY

i {O~~U~TEEI For A~RO'AUljICSI

.:: l6 k ,L
Section angle of attack, ao ' deg

(b) NACA 2S- (50)(05)-(50)(05).

Figure 9.- Continued.

NACA RM No. L6K22 Fig. 9c

lift i,i r 11
Itf Imt , - .1 IlF , ,i 1
.~ 11t't ;itt
, "II fIT' 1!
~
"
:1 11 ii, , ,
I' JtIl bl1tt' t .. l" 'l-
.
r "i
'", ~ tl Bf I: 1:' ,'lliI ': .'it! i&
f..o..-- "
- ... '~
h~ 1'1ll' '~ lift *' i:;iI: ft\'t '"$ "l"t'd + j
j
, I~ "!itt!
t,
1 '1> " if! I.t ht, Ii ;ti'l:
t~ " ':1 f'if! Il 1"* ' iii, rf1j 1 1fiI 1mt, 19.1 IlW Ej:I: ~ j "'I ifJ'
tl
I
fu Irnt it ,1#, ,I+' 1.:1" F ~ l' lifuh ; it' + iI 1 ~ ..

I II' ''@ 'ffi 1, IP

In< ~f' an m: ., 3:1 fIP
I;!fi .J r:
t ttH i; 'f L- 11! [j 1:1 II -'"
....
1 F,. Ff ,it
' , t/F ,n. fh ',1 It,
1 H

-, , ,f1.' it 'ltr m 1m :t 11 '~.tf ~ tff

--'
J - ~
'it t' , , ~
..,
~
* ~!;
i 0
L-.
~hf ~" ~' ~.,o
IlO '"M a
lE *ifi Ft!ttrt!: fl11 if ;ti ~~ ~r ~ ~ 'fbt x 11
, d
t N
,I I '" -""'" 0:: X ill >'"
~~
t
,
I)' ~ IlH .J Iii I dff 9 ~
"''''~ 11m 1±i~ w I -fj It T II
} ~~ ~ "'If oil
I~
' ~' "
'" . '"
s:l 1lO",

~
OO<i><!i:> ~!±
rrffi'
If
"',l j " . Ii
~
z ...
0'"
, >- ......
<li:
~ -
;Z 2:
f--- - "

,- •8
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d
, It

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1.ll1 ~ '" ' $1 11; ,rl± t1 g, 11
.
en
4, 'N
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. ~
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rt1
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IlO

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ft, ,jjllfil w:r; "
(~ ±1:
p
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~ · It [I "f. f' 1ffi I .J,<'
u ht a It ~
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"0
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f-- ,-,-
t a
A ' ~ ~ 1 ft ilrtE 'ili ,I tt .f! 8il ;:<-1 l# d
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rei t'l t 11 :." ..!. .,
()

@j" fi t J ra- ..d.: l'Ill I lJj:j: ~1

,"
'I if, t' "l' ()

...,as
...,
'"
~ 0
0

~ ia; ~ ~
, ') ~ ~. fI[i'ffi: :ct tiff f I" ,iT :ti' 't:l: l-l'j ,w.c- . , ~ ,..if '" Ii:
"
as
... '"
a I

~'
-. ~

jJ4'
pi :1' ·:fili ';:t
tit t cr ' fM .. '" '".
0
II)
I

.,!, ~ ,' '11" 1 ~" if ,i$j;' 'E t j

~ ~ ~., « ~ ....
r&It lim w r;",, , fj
0
;tT l!iVa . ~ it I'
~
as
,
+< <+ il' I
., ~ C>.
t
.~
--
"'-lJ .J: h< ' ~

~ .... 1 --. ~ , .......,0 ""

b. of,
I

« .,
()

ell
()

,
iJZ _ , c

,? "t
:J.....t -
~ "'h..
J
~ "';-i b... f ,I 4.. Ii
-tii, -h !l-
- , W4 :;--- ~
.' ~ ;'1 If tt +T ~t:
'T
-- {; ,
, i
- >----
~
I- ..- l:- i -
-.,.. ~ ;

~ f-- -- - -
'-
1-'kD-
I.
-- ~I-- .., f

c 'it
~
"
_L..... I
Fig. lOa NACA RM No. L6K22

,... ~ ."' I. .

~ ~=F~~-h+4~~-h'r~I~
~~~R~+-I~~+:~+d:~·~lilig·I~#+~:b4:d•.
I '" I ~, 10 il:" .. h,. I" .lmnrr[H.: lij'i:!i;.
'"c.
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Figure 10.- Section lift and pitching-moment characteristics of two
s ymme trical circular-arc airfoils with the O.lO-chord extensible
leading-edge flap and the 0.20-chord plain flap; R, 6 x 10 6 .
NAC A RM No. L6K22 Fig. lOb

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Section angle of attack, ao' deg

(b) NACA 2S-(50)(05)-(50 )(05).

Figure 10.- Concluded.

Fig. lla NAC A RM No. L6K22

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t- t- -~I-+-+-I- NATIONAL ADVISORY
!-+--l---l-.-1- -I--J.---+-+-+-j---:f--l---i- COM MIHEE FOA AERONAUTICS -l---I--I-.......J.-l--.<i--

Section angle of attack, ao , deg

(a) NACA 2S-(50)(03)-(50)(03).
Figure 11.- Section lift and pitching-moment characteristics of two symmetrical circular-arc
airfoils with the drooped - nose flap deflected 30° and the plain flap deflect ed 600.
NACA RM No . L6K22 Fig. l l b
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F i g ure 11 . - COnc lude d .

 Fig, 12 NACA RM No, L 6K22

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Section lift coeff i cient , cL

Figure 12. - Section lift and drag characteristics of an NACA 2S-(50)(03) - (50)(03) airfoil
for variovs deflections of the drooped - nose and plain flaps ; R, 2 . 1 x 10 6 .

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