NASA

Technical

Paper

1498

Low-Speed Aerodynamic Characteristics of a 13-Percent-Thick Medium-Speed Airfoil Aviation Designed for General

Applications

RobertJ.

McGhee

and

William

D.

Beasley

_O=___/_

I-,/_1,-,

[-,AI'-)I

r_,KIl_"f'_'T'l/"_

f-'_l_"_,("_4"'laikl

A"rl,_kl

AUGUST

1979

NASA

Technical

Paper

1498

Low-Speed Airfoil Aviation

Aerodynamic for

Characteristics Medium-Speed

of a 13-Percent-Thick Designed Applications

General

Robert Langley Hampton,

J.

McGhee

and Center

William

D.

Beasley

Research Virginia

NI A
National Aeronautics Administration and Technical Branch and Space Scientific Information 1979

SUMMARY

An tunnel of a

investigation to determine

was the

conducted low-speed

in

the

Langley designed data

low-turbulence aerodynamic for for general

pressure characteristics aviation

two-dimensional airfoil compared with

]3-percent-thick The airfoil of 2.0 x

medium-speed results section. the to are

applications. low-speed

the

]3-percent-thick of The the drag-rise were number about -8

Also,

theoretical airfoil from and 0.]0 an

predictions are to provided. 0.32, a

characteristics conducted range to from 20 . over

medium-speed number ]2.0 range x ]06,

tests Reynolds from

a Mach ]06

chord

angle-of-attack

range

The good at ber of

results

of

the

investigation characteristics was x ]06 were increased 2.0 and from to

indicate for achieved. about ]2.0 x at an

that

the

objective designed section

of to lift

retaining have good numwere The resulted the decreased Mach

high-lift a Mach number

low-speed cruise of from 0.]5 about type roughness on 0.32 lift to

airfoil Maximum to

medium-speed increased the

performance

coefficients Reynolds

].70 ]06 . the

2.06

as

the

Stall

characteristics Reynolds of of the 6.0 numbers. airfoil Increasing x ]06 of

trailing-edge of small from 0.]0 section compared a

docile near section the

lower edge number The about

application in only number the chord speed

strip maximum at

leading lift

effects

coefficients.

a constant

Reynolds about 0.08. airfoil.

maximum airfoil

coefficient was with the

magnitude 25 percent

the

quarterthe medium-

pitching-moment

coefficient

decreased

for

low-speed

INTRODUCT

ION

Research applications Research initially Emphasis ers that lift-drag More foils which speed foils

on has

advanced-aerodynamic-technology been and conducted reported to on develop designing climb, in over the last ]

airfoils several to 6. for largely and years This

for at

general the

aviation Langley

Center

references advanced airfoils high maximum industry Mach

research

effort applications. boundary drag,

was

generated was had placed the

airfoils with

low-speed turbulent low cruise docile a the

layhigh

following during general higher good been of 7.

performance

requirements: lift,

ratios the provide retain

stall

behavior. for airfoils mediumairis airand

recently which still airfoils and the The in

aviation cruise

indicated than

requirement low-speed These the light

numbers

high-lift designed airfoils NASA low-

low-speed to and fill for

characteristics. the gap between on airfoil application

have status

low-speed executive-type

supercritical

aircraft. reported

medium-speed

research

reference

The namic a of lift 0.72.

present

investigation of of new a

was

conducted

to

determine

the airfoil

low-speed designed a Mach

aerodyfor number the

characteristics coefficient This are

]3-percent-thick a is the Reynolds designated number as

medium-speed of ]4.0 x

0.30,

]06 , and In

airfoil with

MS(])-0313. low-speed

addition,

results

compared

]3-percent-thick

airfoil,

LS(])-04]3.

Theoretical predictions of the drag-rise airfoil are also provided.

characteristics

of this medium-speed

The investigation was performed in the Langley low-turbulence pressure tunnel over a Mach number range from 0.]0 to 0.32. The Reynolds number, based on the airfoil chord, varied from about 2.0 x ]06 to ]2.0 x ]0 6, and the geometric angle of attack varied from about -8 to 20 . SYMBOLS Values are given in both SI and U.S. CustomaryUnits. and calculations _re madein U.S. Customary Units.
pCp pressure coefficient,
q0o

The

measurements

p_

airfoil

chord,

cm

(in.)

cc

section

chord-force

coefficient,

Cd

section

profile-drag

coefficient, SWake cd ' dlhl

cd '

point

drag

coefficient

cZ cm

section

lift

coefficient,

cn

cos

- cc about

sin quarter-chord point,

section

pitching-moment

coefficient

Cp

0.2

+
_f

Cp

cn

section

normal-force

coefficient,

-(_,_,

Cp

dQ x)

vertical free-stream

distance Mach

in

wake

profile,

cm

(in.)

number

static

pressure,

Pa

(ib/ft

2)

q R

dynamic

pressure,

Pa

(Ib/ft

2)

Reynolds

number

based

on

free-stream

conditions

and

airfoil

chord

airfoil

abscissa,

cm

(in.)

z 2

airfoil

ordinate,

cm

(in.)

zc zt

meanline ordinate,

cm (in.)

mean thickness, cm (in.) geometric angle of attack, deg

Subscripts:
local point on airfoil

max
o0

maximum

free-stream

conditions

AIRFOIL

DESIGNATION

Sketches airfoils low next the speed two last are

of

the

lowin

and the and the

medium-speed form LS(1)-xxxx indicates MS(])

airfoils or medium lift thickness

are speed

shown

in

figure series). tenths,

I.

The The

designated series) designate

MS(])-xxxx. (first

LS(1)

indicates

(first digits two

airfoil-design the airfoil

coefficient in percent

in

and

digits

designate

chord.

AIRFOIL

DEVELOPMENT

The best

intention of

of

the

medium-speed and

airfoil

development airfoil program

was

to

combine In order 8 was

the to used air-

features the

low-speed

supercritical the computer

technology. of reference The lower to was

expedite to foil predict is

airfoil results

development, of design various with a objective

the 13 edge. of

design blunt nose of

modifications. and a cusped the airfoil airfoil is

medium-speed surface the good fill near increase

percent The the

thick

the

trailing Mach

cruise

number

]3-percent-thick This airfoils aircraft. number of type and

low-speed of airfoil

but intended

retain to

high-lift the gap

low-speed between on light of cient

characteristics. the low-speed a

the The 14.0

supercritical airfoil x was 106 , and a

airfoils designed Mach for

for a number

application lift of coeffi0.72.

executive-type 0.30, Reynolds

The low-speed tions speed

medium-speed airfoil as

airfoil indicated that

was by

obtained figure I.

by

reshaping The calculated

the

13-percent-thick pressure to 0.72 of distribufor high Note a the also small or lift survelocion the was low-

(fig. airfoil

2(a)) at near a

indicate lift the midchord airfoil the forward in

increasing of the 0.30 upper aft

the surface loaded

Mach of and

number in a the

coefficient on is

results

region airfoil.

induced

velocities that the

low-speed load in would the the upper about

highly region.

actually in the to the

carries Mach airfoil decrease forward number

negative coefficient face ties airfoil decreased of = the 0 near near

Further wave has the the with

increases on

result

shock airfoil

developing been

upper the region airfoil Comparison

midchord. midchord surface. 25 in percent

This and In

reshaped in of the

increase addition, compared (M 2(b). =

velocities camber the

medium-speed airfoil. for both and

low-speed data

experimental is shown

low-speed figure

0.15) The

pressure

airfoils camber

at lines

thickness

distributions

for both airfoils are comparedin figure 3. dinates for the medium-speedairfoil.

Table I presents the design coor-

MODEL, PPARATUS, A ANDPROCEDURE Model The airfoil model was constructed with a metal core around which plastic fill and two thin layers of fiberglass were used to form the contour of the airfoil. The model had a chord of 61 cm (24 in.) and a span of 91 cm (36 in.). The model was equipped with both upper- and lower-surface orifices located 5 cm (2 in.) off the midspan. The airfoil surface was sanded in the chordwise directio with No. 400 dry silicon carbide paper to provide a smooth aerodynamic finish. The model contour accuracy was generally within 0.100 mm(0.004 in.). Wind Tunnel The Langley low-turbulence pressure tunnel (ref. 9) is a closed-throat, single-return tunnel which can be operated at stagnation pressures from 1.0
10.0 0.42 meter tion atm and (15 is 91 (1 atm = ]0].3 kPa) with The at and a Mach 229 cm tunnel-empty maximum number (7.5 test-section number 0.22. is Mach about numbers 49 x up 106 0.22, x 106 cm (3 respectively. per ft) foot) wide Reynolds of ft) about high. The tunnel test

to to per sec-

Hydraulically for the two-dimensional with attached mounted the model so the to rotate were was on

actuated airfoil, rectangular the and

circular The are flush

plates plates with

provided are the 102 cm tunnel

positioning (40 in.) in The 4) and wall. (fig.

and

attachment ends

model.

diameter, airfoil the was

model-attachment of The rotation air plates gaps were of in

plates the the sealed

airfoil at 0.25c rec-

that

center line.

circular tunnel with

plates walls metal

reference and the

between seals.

the

tangular

plates

circular

Wake

Survey

Rake

A the

fixed

wake sidewall

survey and rake

rake located utilized

(fig.

5)

at

the

model behind

midspan the diameter tubes. for each 0.61

was trailing

mounted edge

from of the

tunnel

] chord 0.]5-cm diameter to 0.10

length

airfoil. tubes pressure from the and

The

wake

(0.06-in.) static-pressure cm (0.04 in.) tubes

total-pressure The cm totalin.)

0.32-cm tubes tip of were the

(0.125-in.) flattened tube. apart of The and

(0.24

static-pressure located of 8 tube the

had from

four the

flush tip of the

orifices tube and

drilled in the

90 plane

diameters total-pressure

measurement

tubes.

Instrumentation

Measurements rake pressures were

of

the made

static by an

pressures automatic

on

the

airfoil

surfaces system

and

the

wake-

pressure-scanning

utilizing

variable-capacitance-type precision transducers Basic tunnel pressures were measuredwith precision quartz manometers Angle of attack was measuredwith a calibrated digital shaft encoder operated by a pinion gear and rack attached to the circular model-attachment plates Data were obtained by a high-speed
acquisition system and recorded on magnetic tape.

TESTS

AND

METHODS

The attack was the upper number were varied smooth and

airfoil from from

was about

tested -8 2.0

at to 106

Mach 20 . to

numbers Reynolds ]2.0

from ]06 . and

0.10 The

to based airfoil

0.32 on

over the was

an

angle-ofchord both on both in

range

about

number

airfoil

tested

condition lower and to

(natural at of

transition) 0.075c. in The

with

roughness was The 0.13-cm sized

located for each was

surfaces to the the consisted

roughness 10. strips lacquer the airfoil

Reynolds sparsely wide which

according attached The

technique with

reference

roughness (0.05-in.)

distributed

granular-type clear at machine

surfaces

static-pressure pressure

measurements and

surface to as

were

reduced section

to normal-

standard force and

coefficients chord-force the quarter

integrated as well

obtain

section about the 11.

coefficients chord. total and

section

pitching-moment coefficients were reported

coefficients computed from in reference

Section static

profile-drag pressures by

wake-rake

the

method

An (ref. and these

estimate amounted

of

the to

standard not

low-speed of been about applied on

wind-tunnel 2 percent to the the of data.

boundary the measured An of cd

corrections coefficients of the estimate showed

]2)

a maximum have

corrections

total-pressure effects to be

tube displacement negligible (ref.

effects 1]).

values

these

PRESENTATION

OF

RESULTS

The

test

conditions been

are

summarized to

in

table

II. form

The and

results are

of

this in the

investigation have following figures:

reduced

coefficient

presented

Figure Section Effect Effect M = Effect M R = = characteristics of roughness on for MS(])-0313 airfoil ............. ............. Model

6,7 8 smooth;
9

section on

characteristics section

of Reynolds 0.15 of 0.15 of 6.0 Reynolds

number

characteristics.
"

number

on

section

characteristics.

Roughness

on; 10

............................... Mach ]06 of number on section characteristics. Roughness on; ............................ characteristics on; M and = 0.]5 for LS(])-0413 and MS(1)-0313

Effect

11

Comparison airfoils Effect of

section Roughness

.................. number on chordwise on; M pressure = 0.]5 ....

]2

angle

of for

attack

Reynolds airfoil

distributions

MS(1)-0313

Roughness

]3

Figure Comparison of chordwise pressure distributions for LS(])-0413 and MS(I)-0313 airfoils. Roughnesson; M = 0.]5 ............. Variation of maximum lift coefficient with Reynolds number for LS(])-04]3 and MS(I)-03]3 airfoils. M = 0.]5 ............. Variation of maximumlift coefficient with Mach numberfor LS(])-04]3 and MS(])-03]3 airfoils. Roughnesson; R = 6.0 x 106 ........ Calculated drag-rise characteristics for LS(])-0413 and MS(])-0313 airfoils. R = ]4.0 x ]06 ....................... DISCUSSIONF RESULTS O Section Characteristics Lift.- Figure 9(a) shows that the lift-curve slope for the medium-speed airfoil in a smooth condition (natural boundary-layer transition) varied from about 0.]] to 0.]2 per degree for the Reynolds numbers investigated (M = 0.]5). The angle of attack for zero lift coefficient was about -3 . Maximum lift coefficients increased from about ].70 to 2.06 as the Reynolds number was
increased occurring from between of figure at about 2.0 x ]0 6 to numbers are the ]2.0 of of x 2.0 the ]0 6 , with 106 and the 4.0 greatest x ]06 . as The increase The stall by the of the Reynolds the 9(a) Reynolds characteristics lift stall data is of airfoil and trailing-edge data 2.0 x of ]06 figure and 4.0 type, ]3. x shown nature

]4 ]5 ]6 ]7

pressure of

docile

numbers

]06 .

The expected ness. lift curve about Reynolds (fig. formance The Reynolds in figure indicated ber

addition decambering

of

roughness because = from and 2.0 x

strip of ]06 -3 lift on were had Reynolds on a the

at the

0.075c increase 8(a)) -2.7 .

(fig. in the No at

8)

resulted

in

the thickfor in zero liftfrom as ]2.0 x x perthe ]06

effect at changed R

boundary-layer angle of attack change measurable e = 0 at the

For

example,

(fig. to

coefficient slope 0.35 was to number 8(e)). of

about the and strip the

indicated, These increased was

coefficient the lift essentially only minor number airfoil

decreased decreased R =

0.31.

effects

characteristics eliminated effects range lift strip on tested. characteristics located in 0.32. 2.5 0.08. lowfrom lift 0.30, a at This in

The the

roughness for

C_,ma

airfoil of of Mach 6.0 The x

effects number ]I (a). for

number ]06 in with

at 0.075c same the

a are slope shown is numof

roughness from decrease C_,max of

expected Mach

Prandtl-Glauert number in in data figure figures a 0.]0

increase to

lift-curve

increases however,

Mach angle

increase, for

resulted a the decrease lift in in

of

about

attack

stall

and of are

about

Comparisons speed 9.0 for for x the both airfoils 106 and

for ]2 ]5

the for and

]3-percent-thick Reynolds 16. were the lift airfoil, The 0.40 numbers design and with

and 2.0

mediumx ]06 to

shown

summarized and R = 2.0 and

coefficients respectively. are similar lift result mediumdesign This for the

low-speed ]2(a), airfoils

medium-speed x that the ]06 , shows the same

airfoils that medium-speed C_,ma x as

Figure

characteristics lower

coefficient, is attributed

develops to

the

low-speed

airfoil. separation

reduced

upper-surface

boundary-layer

speed airfoil, as illustrated by the pressure-data comparison of figure 14(e). At the higher Reynolds numbers (fig. ]5) a decrease in C_,max of about 0.06
is This design for The Mach both shown for the in medium-speed Cz,max of shown is airfoil as expected 0.]0. figure ]6 compared for The for an with the low-speed with Mach a airfoil. decrease on 6.0 x in C[,ma x decrease lift airfoil of coefficient are about in effects number of

airfoils

a Reynolds

number

]06 . above a

medium-speed number of Pitching

airfoil about 0.28 moment.the or the of

generally compared

shows with

smaller decreases in the low-speed airfoil. data in at cm with of no of due

Cz,max

The

pitching-moment-coefficient positive of effect At 0.32 increments roughness associated number showed the

figures to

8,

9,

and the This ening the

]0 is

illustrate number typical

expected the decambering

decreasing number. thick-

Reynolds

addition

a constant

Reynolds

boundary-layer 6.0 x

for Mach

aft-loaded number from data in of in

airfoils. 0.]0 up to cm to

a Reynolds (fig. e = ll(c)) 8 . At

106 , increasing on of the attack a

effects angles

pitching-moment positive increment

about is

higher

shown. data in for the the lowand of medium-speed cm of about airfoil. for the air-

Comparisons foils are shown

the figure

pitching-moment 12. A reduction is the

magnitude

25 percent This result medium-speed

throughout the c Z range is important because of airfoil at cruise

indicated expected

for the medium-speed reduced trim penalties

conditions.

Drag.(fig. 0.10c 0.72. peak 2(a)) on the

The shows

design that

pressure a favorable and = 0.]5) on not is

distribution pressure on the data

for

the

medium-speed exists only at a

airfoil back Mach that to number about of

gradient lower (fig. of runs

upper

surface (M

0.05c

surface ]4(a)) the of airfoil

The develops

low-speed at about

pressure the upper

show airfoil. laminar with

a pressure Thus, the There-

0.06c are of drag

surface to to most long data of

pressure fore, at the 0.075c

distributions discussion to ensure

conducive limited over flow

flow. fixed

obtained the

transition

turbulent

chord.

about (fig. in

The profile-drag 0.0]02 at R 10(b)). This

coefficient 2.0 x 106 drag reduction and of 0.32.

to

at design lift (c_ = 0.30) about 0.0083 at R = ]2.0 is associated with reduction on cd the in (fig.

decreased x 106

from

related

decrease drag. a Mach

boundary-layer are only

thickness small from 0.]0 effects to

accompanying Mach number

skin-friction ll(b)) over

There number

range

Comparisons shown in figure at in transition decrease medium-speed Reynolds

of ]2 0.075c. cd for for

the for

drag Reynolds At

data

for numbers

the number

lowof

and 2.0 x 2.0 than

medium-speed 106 x to 9.0 (fig. ].0 same x ]06 about the

airfoils 106 with a 12(a)), is shown at the

are fixed

from

a Reynolds coefficients drag two polars airfoils.

lift The the

greater are

for

the

airfoil. numbers

essentially

higher

Drag-rise are R = shown ]4.0 in

characteristics figure ]7 for the

calculated lowand

by

using

the

theory airfoils at

of at x/c

reference

medium-speed was

]06 .

Boundary-layer to ensure a

transition turbulent

specified

0.04 on the

for air-

the

calculations

boundary-layer

development

foils. At lift coefficients of 0.30 or 0.40 the theory indicates an increase in drag-rise Mach numberof about 0.02 for the medium-speedairfoil. Pressure Distributions The chordwise pressure data of figure 13 illustrate the effects of an_le of attack for several Reynolds numbers. For a Reynolds numberof 2.0 10 (fig. ]3(a)), the data at _ = 0 (cZ = 0.31) indicate an upper-surface pressure peak at about x/c = 0.06, followed by approximately constant values of _ to about x/c = 0.55. On the lower surface, approximately constant values Cp are shownfrom about x/c = 0.04 to x/c = 0.50. The pressure coefficient at the airfoil trailing edge is slightly positive. Upper-surface trailing-edge separation is first indicated at an angle of attack of about 8 by the constant-pressure region on the airfoil and is also indicated by the nonlinear lift curves above this angle of attack (fig. 8(a)). Increases in
angle ward tion of by of along was the attack the present trailing-edge are 8 and ]3. above airfoil, from 8 resulted and about type, more as abrupt at in maximum = 0.70 this lift to by constant-pressure (e = 16.2 ) = 1.0. 13(a) region trailing-edge The (_ = airfoil 17.]). as moving forseparastall The is stall

x/c

x/c figure

indicated at the

characteristics figures

higher

Reynolds

numbers,

illustrated

Comparisons several lift test coefficient in surfaces in the

of

the

pressure are

data

for in

the

low-

and ]4.

medium-speed The is reduction illustrated the

airfoils in by upper Note design the and also for the

at

conditions of 0.10

illustrated the the the the

figure

for of with on

medium-speed pressure low-speed upper

airfoil differences airfoil at

decrease lower increase medium-speed foils are figure cients

magnitude compared

between (fig. about ]4(b)). x/c =

the

suction

(-Cp) At free, a

surface lift by 2.0

0.06

airfoil. separation For 14(d)

typical climb as illustrated number the the on of

coefficients (c Z = 1.0), both the pressure-data comparisons 106 and at higher exhibits lift less is indicated coeffi-

airof

14(c). (figs.

Reynolds and 14(e)), than region

medium-speed

airfoil

trailing-edge by the

separation

low-speed the aft

airfoil. upper surface

Separation of the

constant-pressure

airfoils.

CONCLUDING

REMARKS

Wind-tunnel dimensional airfoil with the ber the

tests

have

been

conducted of

to a

determine

the

low-speed

two-

aerodynamic designed for

characteristics general aviation low-speed of range 106 2.0 this from to

]3-percent-thick The

medium-speed results were compared of

applications. airfoil. airfoil 0.]0 12.0 Also, are to 106 .

]3-percent-thick characteristics a Mach from this

theoretical provided. The chord

predictions tests Reynolds results were

drag-rise over varied from was

conducted

number about

0.32. The

The

numwere

following

determined

investigation:

1. for an achieved.

The airfoil

objective designed

of

retaining to have good

good

high-lift

low-speed cruise

characteristics performance has been

medium-speed

2. Maximum section lift from

2.0 about ].70 to 2.06 as 10 6 to 12.0 x 10 6 .

coefficients
the Reynolds

at a Mach numberof 0.]5 increased

number was increased from about

3. the lower

Stall

characteristics numbers.

were

of

the

trailing-edge

type

and

were

docile

at

Reynolds

4. foil

The

application in only

of small

roughness effects on

strip maximum

near

the

leading lift

edge

of

the

air-

resulted

section

coefficients.

5. number about

Increasing the Mach number of about 6.0 x ]0 6 decreased

from the

0.]0 to maximum

0.32 at section

a constant Reynolds lift coefficient

0.08.

6. decreased low-speed

The

magnitude 25

of percent

the

quarter-chord the

pitching-moment airfoil

coefficient compared with

was the

about airfoil.

for

medium-speed

Langley National Hampton, June 27,

Research Aeronautics VA ]979 23665

Center and Space Administration

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9_4 X-72697, of Thickness of

Aerodynamic for General

Characteristics Aviation

Initial NASA

Family ]976.

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Applications.

4.

McGhee, for

Robert a Modified

J.;

and

Beasley,

William Airfoil.

D.:

Low-Speed NASA TM

Wind-Tunnel X-74018, ]977.

Results

]3-Percent-Thick

5.

McGhee, Improved ]978.

Robert

J.;

and

Beasley,

William

D. : Airfoil

Wind-Tunnel Section.

Results NASA

for

an

2]-Percent-Thick

Low-Speed

TM-78650,

6.

Barnwell, Aerodynamic foil

Richard Designed

W. ; Noonan, for General

Kevin of a Aviation

W. ; and

McGhee,

Robert NASA

J.: TP-1324,

Low-Speed Air]978.

Characteristics

]6-Percent-Thick Applications.

Variable-Geometry

7.

McGhee, Low-

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William

D.:

and

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Bauer,

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Albert Critical

L.;

and Height at

Knox, of

Eugene Distributed

C.:

Simplified Roughness 0 to 5.

Method Particles NACA TN

for for

DeterminaBoundary-

Transition

Mach

Numbers

From

4363,

]958.

11.

Pankhurst, Pitman &

R.

C.;

and Ltd.

Holder, {London),

D.

W.: 7965.

Wind-Tunnel

Technique.

Sir

Isaac

Sons,

]2.

Pope, Wiley

Alan; &

and Sons,

Harper, Inc.,

John c.1966.

J.:

Low-Speed

Wind

Tunnel

Testing.

John

]0

TABLEI.-

MS (l)-0313 AIRFOIL (30ORDINATES

x/c 0.000000 .002000 .005000 .012500 .025000 .037500 .050000 075000 lO0000 125000 .]50000 ] 75000 .200000 .225000
.250000 .275000 .300000 .325000 .350000 .375000 .400000 .425000 .450000 .475000 .500000 .525000 .550000 .575000 600000 625000 650000 675000 .700000 725000 750000 775000 800000 .825000 850000 .875000 .900000 .925000 .950000 .975000 1.O00000

z/c,

upper surface
0.000986 .009475 .0]5120 .024286 .034450 .041872 .047433 .055]69 .060608 .064805 .068]89 .070963 .073274 .075]99 .076777 .078033 .07899] .079678 .080119 .080324 .080293 .080026 .0795]7 078763 .077753 .076464 .074868 .072934 .070636 067958 064903 06]488 .057745 .0537]0 .0494]8 .044899 .040]79 .035288 .030259 .025]77 .020079 .0]4950 .009822 .004699 -00047]

z/c, lower surface

0.000986 -.006272 -.009977 -.015246 -.020594 -.024404 -.02?454 -.032278 -.036076 -.039204 -.041819 -.044001 -.045806 -.047282 -.048471 -.049410 -.050129 -.050645 -.050960 -.051059 -.0509]9 -.0505]2 -.0498]4 -.0488]2 -.0475]] -.0459]8 -.044024 -.0418]2 -.039274 -.036426 -.033315 -.030007 -.02657] -.02307] -.019568 -.016140 -.012881 -.009897 -.007286 -.005135 -.003535 -.002607 -.002523 -.003540 -.006054

l]

TABLEII .- TESTCONDITIONS

M 0.15 .10 .15 20 .28 .32

Configuration 2 10 6 4 x 10 6 6 x 10 6 9 x lO 6 12 x lO 6

)<

Smooth

Roughness i

on

)< L

Roughness Roughness

on on

I
),(

Roughness Roughness

on on

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for

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14

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i

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-7
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A-A

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17

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in.) .

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55

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56

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61

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-+-4

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(

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Airfoil O LS(I)-0413

[] M5(I)-0313

-2.0

-I.6

-I.2

.5

.4

.5 x/c
R = 4.0

.6

.7

.8

.9

I0

(c)

c z

1.1; 14.-

10 6 .

Figure

Continued.

71

Airfoil

-3.6 -3.2 1

0 D

LS(I)-0413 MS(I)-0313

-2.8

....

4-

" "-i-

-2.4

--

_._

-2.( -I .6

Fe---.
--..fi

-.8

-.4

0
I

/
.4

8_i _ 1.2 0 1 .I .2 .3 .4 .5
x/c
(d) c z = 1.3; R : 2.0 x 10 6 .

L .6

.7

.8

.0

Figure

14.-

Continued.

72

-9
A,rfoil

-8

0 LS{I)-0413 E] MS(I)-0313

.7

-6

-5

!
-2

\
3.==

-I

%
.I .2
(e)

_r

.5

.4

.5

.6

.8

.9

1.0

x/c
c I = 7.7; Figure ]4.R = 2.0 10 6 .

Concluded.

73

0 I

Om @ o
,._ ,,....-

0
-_

r_

8
*,d
g-4 ,"4 _ _

N_
_'-I

0
0

0
,'_

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74

--

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J
D

Od Od

cO
X

_D

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75

016-

I 012 /

cd 008

= 0.40 004 Airfoil 016 L5(I)-0413 MS(I)-0313 I I I 012 cd , 008 -

O04 I l i

_= .60 .64 .68 M

0.30
| I I

.72

.76

.80

Figure

17.-

Calculated drag-rise characteristics MS(I)-0313 airfoils. R = ]4.0

for LS(])-0413 ]06 .

and

76

1.

Report

No,

2.

Government

Accession

No.

3.

Recipient's

Catalog

No.

NASA

TP-]

498 5. Report CHARACTERISTICS AIRFOIL OF A August 6, Performing Date ]979 Organization Code

4. Title and Subtitle LOW-SP_D AERODYNAMIC

]3-PERCENT-THICK FOR
7. Author(s)

MEDIUM-SPEED AVIATION APPLICATIONS

DESIGNED

GENERAL

8.

Performing

Orgamzation

Report

No.

Robert

J.

McGhee

and

William

D.

Beasley
}0.

L-] 2976
Work UnJ! No.

9.

Performing

Organization

Name

and

Address

505-06-33-10
1 1. Contract or Grant No

NASA

Langley VA

Research 23665

Center

Hampton,

13. Type of Report and Period Covered 12 Sponsoring National Washington, Agency Name and Address Aeronautics and DC 20546 Technical Space Administration
14. Spons_rincJ Agency Code

Paper

15.

Supplementary'

Notes

16. Abstract Wind-tunnel aerodynamic designed for over 2.0 the a x for tests have been conducted of a to determine the low-speed two-dimensional airfoil compared tests were (MS(])-0313) with data

characteristics general aviation

]3-percent-thick The

medium-speed results were The

applications. airfoil

]3-percent-thick Mach number ]06 to ]2.0 of to range ]0 o,

low-speed from and

(LS(])-0413). a chord Reynolds range from

conducted

0.]0 to 0.32, an angle-of-attack high-lift

number range from about -8 to 20 . for an airfoil

The

objective designed

retaining have good

good

low-speed cruise

characteristics was

medium-speed

performance

achieved.

17. Key Words (Suggested by Author(s)) Low-speed characteristics Med ium-speed airfoil effects

18,

Distribution

Statement

FEDD

Distribution

Reynolds Mach General t9. Security Uncla

number

number

effects aircraft Subject Category 02

aviation

Classif. (of this report) s s i fi ed

20. Security

Classif. (of this page)

21

No. of Pages

22. _ice"

Unclassified

76 Industrial Application Centers

NASA-Langley, 1979

Available:

NASA's