Naca

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
English
Metric
Symbol
Unit
Abbrevia-tion
Length ______
Time _____ ___
Force ___ _____
t
F
meter __________________
second _________________
weight of) kilogram _____
m
s
kg
Power _______
Speed _______
P
V
horsepower (metric) _____

{kilometers per hour ______
meters per second _______
---------kph
Abbreviation
Unit
foot (or mile) _________ ft (or rni)

second (or bour) _______ sec (or hr)
weight of 1 pound _____ lb
mps
horsepower ___________ hp
miles per hOuL _______ mph
feet per second ________ fps
2. GENERAL SYMBOLS
m
I
Weight=mg
Standard acceleration of gravity=9.80665 m/s 2
or 32.1740 ft/sec 2
Mass=W
g
Moment of inertia=mP. (Indicate axis of
radius of gyration k by proper subscript.)
Coefficient of viscosity
Kinematic viscosity
Density (mass per unit volume)
Standard density of dry air, 0.12497 kg_m- 4_s2 at 15 C
and 760 mm; or 0.002378 Ib-ft-4 sec2
Specific weight of "standard" air, 1.2255 kg/ms or
0.07651 lb/cu ft
JI
3. AERODYNAMIC SYMBOLS
s
S~
G
b
c
A
Area
Area of wing
Gap
Span
Chord
11
Angle of setting of wings (relative to thrust line)

Angle of stabilizer setting (relative to thrust
line)
Resultant moment
Resultant angular velocity
b'
Aspect ratio, S
Reynolds number, p Vl wherelisalineardimen-
'Y
sion (e.g., for an airfoil of 1.0 ft chord, 100 mph,

standard pressure at 15 0, the corresponding
Reynolds number is 935,400; or for an airfoil
of 1.0 m chord, 100 mps, the corresponding
Reynolds number is 6,865,000)
Angle of attack
Angle of downwash
Angle of attack, infinite aspect ratio
Angle of attack, induced
Angle of attack, absolute (measured from zerolift position)
Flight-path angle
True air speed
Dynamic pressure,
Lift, absolute coefficient OL= q~
Drag, absolute coefficient OD= q~
~P V'
Profile drag, absolute coefficient
ODO=~
Induced drag, absolute coefficient OD j = qu

~~
D.
Parasite drag, absolute coefficient ODP= ~S
Cross-wind force, absolute coefficient 0 0 =
q~
fJ.
REPORT No. 824

By IRA H. ABBOTT, ALBERT E. VON DOENHOFF,
and LOUIS S. STIVERS, Jr.
Langley Memorial Aeronautical Laboratory
Langley Field, Va.
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
Bureau of Standards.
AUBREY W. FITCH, Vice Admiral, United States Navy, Deputy

Chief of Naval Operations (Air), Kavy Department.
CHARLES G. ABBOT, Sc. D., Vice Chairman, Executive Committee,

Secretary, Smithsonian Institution.
WILLIAM LITTLEWOOD, M. E., Jackson Heights, Long Island,

N. Y.
HENRY H. ARNOLD, General, "Gnited States Army, Commanding

General, Army Air Forces, War Department.
FRANCIS W. REICHELDERFER, Sc. D., Chief, United States

Weather Bureau.
WILLIAM A. M. Bl:RDEN, Assistant Secretary of Commerce for

Aeronautics.
VANNEVAR BUSH, Sc. D., Director, Office of Scientific Research
and Development, Washington, D. C.
WILLIAM F. DCRAND, Ph. D., Stanford Lniversity, California.
OLIVER P. ECHOLS, !\iajor General, "Cnited States Army, Chief
of Materiel, Maintenance, and Distribution, Army Air Forces,
War Department.
LAWRENCE B. RICHARDSON, Rear Admiral, United States Navy,

Assistant Chief, Bureau of Aeronautics, Navy Department.
EDWARD 'VARNER, Sc. D., Civil Aeronautics Board, Washington,
D. C.
ORVILLE WRIGHT, Sc. D., Dayton, Ohio.
THEODORE P. WRIGHT, Sc. D., Administrator of Civil Aeronautics, 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

Langley Field, Va.
AMES AERONAUTICAL LABORATORY

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 diss~'minatiori of scientific and technical information on aeronauticll
II
CONTENTS
Page
SUMMARY _______ .. _- - - __ - - . __ - ____ - - __ - - __ ., . _ . _.. _.. _____ _

1NTRoDucTION_ . ________________________ .. _"_C ___ .. _______
SYMBOLS ________________________ ._______________________
HIflTORICAL DE~ELOPMENT .. ________________________ .. _ _ __ _ _
DESCRIPTION OF AIRFOILS ____________________________ .. __ _ _
:\fethod of Combining :.\Iean Lines and Thickness
Distributions ______. ______________ .__________ ______
NACA Four-Digit Series Airfoils ________________ .. ______
Numbering system_ _ _____ _ _____ __ ___ __ _ _______ _ _ _
Thickness distributions ________ . _ _ __ ___ __ _ __ _ __ _ _ _
Mean lines ____________________________. _________ ~
NACA Fh'e-Digit Series Airfoils ____ .... _____________.___ _
Numbering system__ _ ___ _ ____ ___ ____ __ ___ ___ ____ _
Thickness distributions _________________ -~_c ____ ~c-_
Mean lines ______________________ .. _ ___ _ __ __ _ __ _ _
N ACA I-Series Airfoils ____ ... ____ . ______________ "~_-=-=Numbering system ___________ ~________________ ___
Thickness distributions _________________ . __________
Mean lin es _______. __ _ __ _ ___ __ _ __ _ _ _ __ __ _ __ _ __ _ _ _
NACA 6-Series Airfoils________________________________
N um bering system __ __ __ _ _ ____ _ _ __ _ _ ___ _ __ __ _ _ __ _
Thickness distribu tions _ _ _ _ __ __ __ _ _ __ __ __ _ __ _ _ ___ _
Mean lines ___ _____________________ .. _____ .. ______
NACA 7-Series Airfoils __________ ~ ___ :.:_= _____________ ~_
NUmcering system_ ______ ___ __ ___ _____ __ ____ __ ___
Thir,kness distributions_ _ ____ __ __ __ __ _ _ ___ __ _ _ ___ _
THEORETICAL CONSIDERATIONS __________ . ______ . _________ ..
Pressure Distributions _______________ c _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Methods of derivation of thickness distributions_ _ _ _
Rapid estimation of pressure distributions ____ ~ __ _ _ __
Numerical examples_ __ _ _ __ __ __ __ _ _ ___ _ ___ _ __ __ __ _
Effect of camber on pressure distribution ___ .. _____ . _ _
Critical Mach Number___ __ __ __ __ __ _ _ __ __ __ ____ ___ _ __ _
Moment Coefficients___ __ __ ____ ____ __ ___ ___ __ ___ _____ _
Methods of calculation ____ . _______ . ______ .. __ ._____
Numerical exapl pIes _ . _ _ _ __ __ _ _ __ __ __ _ ___ __ _ _ __ __ _
Angle of Zero Lift_ _ _ _ __ __ __ _ __ _ ___ __ _ _ __ __ __ __ _ __ __ _ _
Methods of calculation ______________________ .... _ _ _ _
Numerical examples______________________________
Description of Flow around Airfoils ___ ~-~~~-:c __-___ ~______
EXPERIMENTAL CHARACTERISTICS_ __ __ _ ___ _ _ __ __ __ ____ _ __ _ _
Sources of Data _______ .. __________________________ . __ _
Drag Characteristics of Smooth Airfoils ________ .. __ _ __ __ _
Drag characteristics in low-drag range __ .. ______ . __ _
Drag characteristics outside low-drag range_ __ __ _ ___ _
~
1
1
2
3
3
4
4
5
5
5
5
"5 5
5
5
5
5
5
5
6
6
7
7
7
8
8
8
10
12
13
13
14
14
14
14
14
14
15
1616
16
16
18
Page
EXPERIMENTAL CHARACTERISTIcs-Continued
Drag Chara~teristics of Smooth Airfoils-Continued
Effects of. type of sectiOIl on drag charact.eristics .. ____
Effective aspect ratio ________. _________________ .. ___
Effect of surface irregularities on drag ____ . _____________
Permissible roughness ________ .. _________ __ ______ ___
Permissible waviness ______________________ ._ _____ __
Drag with fixed transition ___ . ___ .. _________________
Drag with practical construction methods_ __________
Effects of propeller slipstream and airplane vibration_~
Lift Characteristics of Smooth Airfoils_ ______________ ___
Two-dimensional dat9. __________ .. _________________
Three-dimensional data_ _ _________________________
Lift Characteristics of Rough Airfoils. _______________ ___
Two-dimensional data_ ___________ _________ _______
Three-dimensional data ______ .____ . ____ .. ______ .. __ __
Unconservatiye Airfoils ________ .... __ . _____ ... ____________
Pitching Moment ____________________ . ___________ .. ___
Position of Aerodynamic Center __ . ______________ . __ .. ___
High-Lift Devices_ ____ __ ___ ___________ __ __ __ ____ _ ___ _
Lateral-Control Devices ___________________ .. __ _________
Leading-Edge Air Intltkes __________ .. _____ __ __ ______ __ _
In terference __ .. _________________________ .. ____________ .
ApPI,ICATION TO WINO DESIGN __________ . ___ .. ______________
Application of Section Data __________________________ ..
Selection of Root Section ___ ._ _______________ ______ _____
Selection of Tip Section ____ .. ________________ ... _ _____ __
CONCLUSIONS _________________ .. _________________ .. _____ ___
ApPENDIX-- METHODS OF OBTAINING DATA IN THE LANGLEY
Two-DIMENSIONAL Low-TURBULENCE TUNNELS_ __________
Description of Tunnels___ ___ ______________ __ ____ _____
Symbols ___ .. _____________ . _ ___________ ________ _____
Measurement of Lift.. ______ . ______ ... _______ _________ __
Measurement of Drag .. ______________________________._
Tunnel-Wall Corrections _____ .. ______ ____________ __ ____
Correction for Blocking at High Lifts ______ . _________ ___
Comparison w.ith Experiment.. ____________________ .. ____
REFERENCES _____________ .. ______________________________
TABLES ___________________ .... ___ .. ________________________
SUPPLEMENTARY DATA:
I-Basic Thickness Forms _______ .. ____. _. ___ . _____ . _ ___
J.I-Data for Mean Lines_____________________________
III::""':Airfoil Ordinates_ ________ __ ______ __ __ __ ___ ______
IV-Predicted Critical Mach Numbers ______ .__________
V-Aerodynamic Characteristics of Various Airfoil
Sections___ ________________ __ ________ _________
III
18
21
22
22
22
24
24
29
30
30
37
37
37
38
394()
43:
43:
43
49
50
51
51
51
52
52
54
54
54
55
56
57
59
59
60
64
69
89
99
113
12~
REPORT No. 824

By
/,
IRA
H.
ABBOTT, ALBERT
E.
VON DOENHOFF,
SUMMARY
Recent airfoil data for both flight and 'wind~tunnel tests have
been collected and correlated insojar as possible. The flight
data consist largely of drag measurements made' by the wake~
survey method. Most of~he data on airjoil section characteris~
tics were obtained in the Langley two-dimensionallow~turbulence
pressure tunnel. Detail data necessary for the application of
NAOA 6~series airfoils to wing design are presented in supplementary 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 obtaining the approximate pressure distributions jor N AOA fourdigit, five-digit, 6-, and 7-series airfoils.
The report includes an analysis oj the lift, drag, pitchingmoment, and critical-speed characteristics of the airfoils, together 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 interference are briefly discussed. The data indicate that the effects
oj surface condition on the l~ft 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 characteristics. Airjoils permUting extensive laminar flow, such as
the NAOA 6-series airfoils, have much lower drag coefficients
at high speed and cru~~sing lift coefficients than earlier types of
airfoils if, and only if, the wing surfaces are suffic1~ently 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.
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 thickness 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, pitching~moment, 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 lateralcontrol 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
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.
aspect ratio
Fourier series coefficients
mean-line designation, fraction of chord from leading 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
C
Ca
Cd
Cdml~
Cfi
CfO
91
C
REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTiC;:,
chord
aileron chord
section drag coefficient
minimum section drag coefficient
flap chord, inboard
flap chord, outboard
flap-chord ratio
section aileron hinge-moment coefficient
(~)
goc
increment of aileron hinge-moment coefficient at

constant lift
!lCHO
hinge-moment parameter
section lift coefficient
Cl
design section lift coefficient
Cli
moment coefficient about aerodynamic center
Cma . e.
moment coefficient about quarter-chord point
Cme/ 4
Cn
section normal-force coefficient
D
drag
!lH
. loss of total pressure
free-stream total pressure
h
section aileron hinge moment
exit height
he
k
constant
L
lift
M
Mach number
critical Mach number
Mer
typical
points on upper and lower surfaces of airfoil
OU,OL
XL
Xu
abscissa of lower surface

absciss!'\. of upper surface
G},.
chordwise position of transition

distance perpendicular to chord
mean-line ordinate
ordinate of lower surface
ordinate of symmetrical thickness distrihution
ordinate of upper surface
complex variable in circle plane
complex variable in near-cireIe plane
angle of attack
Y
Ya
YL
YI
Yu
Z
z'
a
!lao
.10
Ho
pressure coefficient
(P-Po)
go
R
Rer
critical pressure coefficient

resultant pressure coefficient; difference between
local upper- and lower-surface pressure coefficients
local static pressure; also, angular velocity in roll in
pb/2V
free-stream static pressure
helix angle of wing tip
free-stream dynamic pressure
Reynolds number
critical Reynolds number
pressure coefficient (H~o
P
Po
pb/2V
f}o
P)
first airfoil thickness ratio

second airfoil thickness ratio
free-stream velocity
inlet velocity
local velocity
increment of local velocity
increment of local velocity caused by additional
type of load distribution
velocity ratio corresponding to thickness i1
velocity rat.io corresponding to thickness t2
distance along chord
mean-line abscissa
sO
section aileron effectiveness parameter, ratio of

change in section angle of attack to increment of
aileron deflect,ion at a constant value of lift
coefficient
angle of zero lift
section angle of attack
increment of section angle of attack
section angle of attack corresponding to design
lift coefficient
flap 01' aileron deflection; down deflection is positi,-e
flap deflection, inboard
flap deflection, outboard
i\,irfoil parameter (IP-()
value of E at trailing edge
complex variable in airfoil plane
angular coordinate of z'; also, angle of which tangent
is slope of mean line
. (TiP chord)
taper ratIO Root chord
t urb u Ience fac t or (
Effective Reynolds number)

Test Reynolds number
angular coordinate of z
airfoil parameter determining radial co.)rdinato of z
average value of 1ft
(~17r 50
2
..
1ft dIP)
HISTORICAL DEVELOPMENT
The development of types of NACA airfoils now in common use was started in 1929 with a systematic investigation
of a family of airfoils in the Langley variable-density tunnel.
Airfoils of this family were designated by numbers having
four digits, such as the NACA 4412 airfoil. All airfoils of
this family had the same basic thickness distribution (reference 1), and the amount and type of camber was systematically varied to produce the family of related airfoils. This
investigation of the NACA airfoils of the four-digit series
produced airfoil sections having higher maximum lift
coefficients and lower minimum drag coefficients than those
of sections developed before that time. The investigation
also provided information on the changes in aerodynamic
characteristics resulting from variations of geometry of the
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 distributions (references 1 and 3 to 6), no extensive investigations of
thickness distribution were made. Comparison of experimental drag data at low lift coefficients with the, skinfriction 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 pronounced 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 airstream 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 airfoils having favorable pressure gradients over a greater
proportion of the chord than the airfoils developed in references 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 airstream turbulence. This work was greatly encouraged by
the experiments of Jones (reference 7), who demons~rated
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 conditions of air-stream turbulence and Reynolds number. The
resulting wind tunnels, the Langley two-dimensional lowturbulence 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; twodimensional 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 airfoils 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-percentthick symmetrical airfoil of the N ACA 16-series (reference 10)
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 airfoils 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 accordance 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 development 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 moderately 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 considered 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 supplementary figures by the methods described for each family of
airfoils.
REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAU'fICS
--- ---
Mean line
---
----
Chord Ime
I
::OL(:X:L-)-:Y,;L~)-----~-------------
\
\
Xv =x-Y t sin 8
=x+Y, sin 8
Yu=Yc+y,
YL =Yc -Yt
XL
\,
cos 8
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
0
-.005
.05
.25
.50
.75
1.00
11,
11'
(0)
0
;"(;0200
.-01324
.03831
.08093
.08593
.04456
0
tan 0
sin 0
cos 0
----------
"6:3i932'
'6:94765-'
(b)
.01264
.03580
.04412
.03580
0
' 0.33696
.18744
.06996
0
-.06996
----------
0
-.06979
.98288
.99756
1.00000
.99756
----------
----------
.18422
.06979
YI sin 0
y, cos 0
0
.00423
.00706
. 00565
0
-.00311
.01255
.03765
.08073
.08593
.04445
Xu
.ooon
.04294
.24435
.50000
.75311
1.00000
0
.01455
.05029
.11653
.13005
.08025
0
1!L
XL
1/U
0
-.01055
-.02501
-.04493
-.04181
-.00865
.00923
. C5706
.25565
.50000
.74689
1. 00000
Thickness distribution obtained from ordinates of the N A OA 65,3--018 airfoil.

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.
o
b
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, respectively, 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
(J
(1)
(2)
The corresponding expressions for the lower-surface coordinates are

(3)
(4)
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 construction 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 ~=0.005. This
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
Numbering system.-The numbering system for the

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
leading edge to the location of the maximum camber in
tenths of the chord. The last two integers indicate the
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 airfoil 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 AIRFOI L DATA
Thickn ess distrib utions. ---Data for the NACA 0006,0008,

0009, 0010, 0012, 0015, 0018, 0021, and 0024 thickness
distrib utions are presen ted in the supple mentar y figures_
Ordina tes for interm ediate thicknesses may be obtain ed
correc tly by scaling the tabula ted ordina tes in propor tion to
the thickness ratio (reference 1). The leading-edge radius
varies as the square of the thickness ratio. Values of
(vIV)2, which is equiva lent to the low-speed pressur e distribution, and of vlV are also presen ted. These data were
obtain ed by Theodo rsen's method (reference 9). Values of
the velocity increm ents t::.va/F induce d by changing angle 01
attack (see section "Rapid Estima tion of Pressu re Distrib utions") are also presen ted for an additio nal lift coefficient of
approx imately unity. Values of the velocity ratio v/V for
interm ediate thickness ratios may be obtain ed approximately by linear scaling of the velocity increm ents obtain ed
from the tabula ted values of v/V for the neares t thickness
ratio; thus,
(5)
Values of the velocit y-incre ment ratio !::.Va/V may be obtaine d

for interm ediate thicknesses by interpo lation.
Mean lines. -Data for the NACA 62,63, 64,65, 66, and 67
mean lines are presen ted in the supple mentar y figures.
The data presen ted include the mean-line ordina tes yo, the
slope dYeldx, the design lift coefficient eli and the correspondi 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 charac teristic s
were obtain ed from thin-airfoil theory . All tabula ted values
for each mean line, accordingly, vary linearl y with the maximum ordina te Ye, and data for similar mean lines with
different amoun ts of cambe r within the usual range may be
obtain ed simply by scaling the tabula ted values. Data
for the NACA 22 mean line may thus be obtain ed by multiplying the data for the N ACA 62 mean line by the ratio 2: 6,
and for the NACA 44 mean line by multip lying the data for
the NACA 64 mean line by the ratio 4:6.
NACA 'FIVE.DI GIT-SER IES AIRFOIL S
system .-The numbe ring system for airfoils of

git series ,is based on a combin ation of
live-di
the NACA
charac teristic s and geometric charnamic
theoret ical aerody
3). The first integer indicat es
and
2
acteris tics (references
of the relativ e magnit ude of
terms
in
r
cambe
the amoun t ,pf
lift coefficient in tenths
design
the
ient;
the design Wit coeffic
The second and third
.
integer
first
the
of
is thus three-h alves
the leading edge
from
e
distanc
the
e
indicat
er
integers togeth
this distanc e in
r;
cambe
um
maxim
the
of
n
to the locatlo
represe nted by
r
numbe
the
lf
one-ha
is
chord
percen t of the
e the airfoil
indicat
s
integer
two
last
The
these integers.
23012 airfoil
NACA
The
chord.
the
of
t
thickne ss in percen
maxim um
its
has
0.3,
of
ient
coeffic
lift
,aesign
a,
thus has
ss ratio
thickne
a
has
and
chord,
the
of
t
percen
cambe r at U
.
of 12 percen~
Numberinl~
Thickn ess distrib utions .--The thickne ss distrib utions 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 presen ted in the supple mentar y figures
in the same form as for the mean lines given herein for the
four-di git series. All tabula ted values for each mean line
vary linearl y with the maxIm um ordina te or with the design
lift coefficient. Thus, data for the NACA 430 mean line
ma,y be obtain ed by multip lying the data for the NACA 230
mea,n line by the ratio 4:2 and for the NAOA 640 mean line
by multip lying the data for the NACA 240 mean line by
the ratio 6: 2.
NACA l-SERIES AIRFOIL S
Numbe ring syster n.-The NACA I-series airfoils are designated 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 distance in tenths of the chord from the leading edge to the
positio n of minim um pressure for the symme trical section
at zero lift. The first numbe r following the dash indicat es
the amoun t of cambe r expressed in terms of the design lift
coefficient in tenths, and the last two numbe rs togeth er
indicat e the thickne ss in percen t of the chord_ The commonly used sections of this family have minim um 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
distrib utions (reference 10) are presen ted in the supple mentary figures. These data are similar in form to the data for
those airfoils of the N ACA four-digit series, and data for
interm ediate thickness ratios may be obtain ed in the same
manne r.
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 AIRFOIL S
Numbe ring system .-The N ACA 6-set'ies airfoils are usually design ated by a six-digit numbe r togeth er with a statement 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" denote s the chordwise
positio n of minim um 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 designation is not given, it is unders tood that the uniform -load
mean line (a= 1.0) has been used.
REPORT NO. 824-NA 'rIONA L ADVISO RY COMMI TTEE

FOR AERON AUTICS
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
design ation 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:
NACA 65,3-218
a=0.5 CII=O ..3 }

{ a=l.O ,' Cl =-0.1
i
Air'foils having a thickne ss distrib ution obtain ed by linearl y

increas ing or decreasing the ordina tes of one of the originally
derived thickness distrib utions are design ated as in the following 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 , respectively, the low-dr ag range and the thickness in percen t of
the chord of the originally derived thickness distrib ution.
The more recent NACA 6-sories airfoils are derived as
membe rs of thickne ss families having a simple relatio nship
betwee n the conformal transfo rmatio ns for airfoils of different
thickness ratios but having minim um pressur e at the samt;\
chord wise position. These airfoils are distinguished from
thp earlier individ ually derived airfoils by writing the number indicat ing the low-dr ag ra.nge as a. subscr ipt; 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 subscr ipt numbe r indicat ing the
low-dr ag range should be less than unity. Rather than usc
a fmctio nal numbe r, a subscr ipt of unity was originally employed for these airfoils. Since this usa.ge is not consist ent
with the previo us definition of a numbe r indicat ing the lowdrag range, the designations of a.irfoil sections having a thickness 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
design ated:
NAOA 65-210
Ordina tes for the basic thiclniess distrib utions design ated by
a subscr ipt are slightly different from those for the correspondi ng individ ually derived thickne ss distrib utions. As
before, if the ordina tes of the basic thickne ss distrib ution
have been changed 1)Y a factor, the low-dr ag range and thickness ratio of the original thickne ss distrib ution are enclosed
in parenth eses as follows:
NAOA 65(318)-217, a=O.5
If, howevPJ', the ordina tes of a basic thickness distrib ution

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 elimin ated 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 quanti ties are usually enclosed in parenth eses as
in the following designation:
NACA 65(318)-(1.5) (16.5), a=O.5

Some early experim ental airfoils are design ated by the insertion 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 presen ted in the supple mentar y
figures. These data are compa rable with the similar data
for airfoils of the NACA four-digit series, except that ordinates for interm ediate thicknesses may not be correct ly obtained by scaling the tabula ted ordina tes propor tional to the
thickness ratio. This metho d of changi ng the ordina tes by
a factor will, however, produc e shapes satisfa ctorily approx imatin g membe rs of the family if the change in thickne ss
ratio is small. Values of v/V and 6.v./V for interm ediate
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 ~=a and a linearl y decreasing 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 presen ted in the
supple mentar y figures. The ordina tes were compu ted by
the following formula, which represe nts a simplification of
the original expression for mean-line ordina tes given in
reference 11:
x
x~
-cx loge c+
U- h cI
(6)
where
1 [1
h=
- -2 (1-a)2
10ge (l-a) -- (1-a)2 +U
I-a
.
4
The ideal angle of attack
lift coefficient is given by
IXI
corresponding to the design

Cit
cx(==- h 27l'(a+ D
The data are presen ted for a design lift coefficient Cit
equal to unity. All tabula ted values vary directl y with
the design lift coefficient. Oorres pondin g data for similar
mean lines with other design lift coefficients may accordingly
be obtaine d simply by multip lying the tabula ted values by
the desired design lift coefficient.
In order to cambe r 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 minim um
pressure for the selected thickne ss distrib ution at zero lift.
For special purposes, load distrib utions 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 geome tric
and aerodynamic characteristics of such combinations may be

obtained by algebraic addition of the values for the component mean lines.
NACA 7-SERIES AIRFOILS
Numbering system.-The NACA 7-series airfoils are designated 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 surface, in tenths of the chord from the leading edge, of the
region of favorable pressure gradient at the design lift coefficient. 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 numbers 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 surfaces, the same design lift coefficient, and the same maximum
thickness as the original airfoil but having a different meanline combination or thickness distribution would have the
serial letter "B." Mean lines used for the NACA 7-series
airfoils are obtained by combining two or more of the previously described mean lines. A list of the thickness distributions and mean lines used to form these airfoils is presented 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 7series thickness distributions are presented in the supplementary figures. These thickness distributions are individually 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.
20
I.B
1.6
1.4
k"
""
1
~ ~.
_I
1 1
-----. NACA 747AOl5 basic
rhicimess distribution
(v)'1.0 I /' ---- k

.8
f---
,NACA 747A315
'(upper surface)
II
1.2
-- r-
r:-:JCA I
,"" "-
""
----- :----... ~
74~A3~5
(lower surface)
"" "'" "-
'-.
"-
"'"
.6
.4
.2
.3
.I
.5
.4
.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

Airfoil
designation
Basic thickness
form
Mellon-line combination 1
1_ _ _ _ -;-_ _ _--;-_ _ _ _ , _ _ _
a=O
a=O.l
a=0.2
_,_----;--------.-----;-----,------;----,---1
a=0.3
747A315 ________ 747A015 ____________________________ "" ______________________________ _

747A415 ________ 747A015 ____________________________________________________________ _
a=0.4
a=0.5
a=0.6
0.763
.763
The numbers in the various columns headed "Mean-line combination". indicate the magnitude orthe design lift coefficient used.
a=0.7
=O:!~
a=0.8
a=0.9
a=1.0
::::::::::::: :::::: ::::::: ----ii:ioo----
REPOR'l' NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
THEORETICAL CONSIDERATIONS
PRESSURE
this circle in complex coordinates is
(7)
z=aefo+iq,
DISTRIBUTION~
A knowledge of the pressure distribution over an airfoil is

desimble for structural design and for estimation of the
critical Mach number and moment coefficient if tests are not
available. The pressure distribution also exerts a strong
or predominant influence on the boundary-layer flow and,
hence, on the airfoil characteristics. It is therefore usually
advisable to relate the airfoil characteristics to the pressure
distribution rather than directly to the airfoil geometry.
Methods of derivation of thickness distributions.-As
mentioned in the section "Historical Development," the
basic symmetrical thickness distributions of the N ACA 6and 7-series airfoils, together with their corresponding pressure distributions, are derived by means of conformal transformations. The transformations used to relate the known
flow about a circle to that about an airfoil section were
developed by Theodorsen in reference .9. Figure 3 shows
schematically the significance of the various phases of the
process.
The circle about Which the flow is originally calculated has
its center at the origin and a radius of aiD. The equation of
where
a
1/10
complex variable in circle plane

angular coordinate of z
basic length usually considered unity
constant determining radius of, circle
This true circle is transformed into an arbitrary, almost

circular curve by the relation
~,
='_= e(f-fol+i{O-q,)
z
(8)
the equation of the almost circular curve is

z' =ae f +iO
(9)
where
z'
complex variable in near-circle plane
ae f
radial coordinate of
f}
angular coordi.nate of z'
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:
An sin n</>-L: Bn cos n</>
1
1
then (if;-1/Io) is given by the relation

'"
'"
(1/1-1/10)="'22 An cos nr/>+::8 Bn sin nr/>

=-.'= e
fll ->;.)4-I(S-tJ)
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
(10)
Z-p/one f-------,fL------'L----,
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
f=Xri y
FIGURE
3.-Transformations used to derive airfoils nnd calculate pressure distributionR.
[sin
(ao+)+~in (aO+TE)] efO
V= ~ (sinh21/1+sin28) [( 1-
:;y +(~~)]
(13)

.16
where
.08
ao
section angle of attack
0/0
average value of 0/ (i1f'L
"\
'--
ETE
d; dE
dfjJ'dfjJ.
0/ de/> )
The basic symme trical shapes were derived by assuming

suitabl e values of de/de/> as.a functio n of e/>. These values were
chosen on the basis of pr~vious experience and are subjec t to
the eonditi ons that
L1J"~=o
appr~ximately proportional to
dtPJ
'\
II
\ /
/
/
1\
~J
-.16
Ir
h
"'" "j
/
,
V
i
.24
--1\
i
.08
\'
\
>I,e
I
j
V
1\
C\
-.08
-.IB '---.
"'/
II
/E
----
+J;
(see refrren ce 14), the initiall y assumed values of df/de/> were

altered by a process of successive approx imatio ns until the
desired type of velocity distrib ution was obtaine d. After the
final values of 0/ and e were obtaine d, the ordina tes of thr basic
thickness distrib ution 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 minim um
pressure. If the leading-edge radius was too small, a premature peak in the pressure distrib ution 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 prrcen t of the chord behind thr
lrading edge. With the COrI'rct l(lading-edge radius t.he
pressure distribut.ion became nearly flat over the forward
portion of the airfoil before the norma l leading-edge peak
formed at the higher lift coefficients. Curves of the param eters 0/, f, dl/;/de/>, de/de/> plotted agains t e/> for the NACA
64 3-018 airfoil section are given in figure 4.
Experi ence has shown tl~at, ,,,,hen the thickness ratio of an
originally derived basic form was increased merely by multiplying all the ordina tes by a consta nt factor, an unnecessarily
large decrease in the critical speed of the resultin g section
occurred. Reduc ing 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
\V\
dlf.-I
\dfjJ
.16
and de/de/> at e/> is equal to df/dcp at -cp. These conditions

are hecessary for obtain ing closed 'symm etrical shapes.
Values of fCe/ were obtain ed simply by integra ting ;; de/>.
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.
,'alue of 0/ equal to zero at cp=1f'. This condition assures a
sharp trailing-edge sbape.
Inasm uch as small change s in the velocity distrib ution at any
point of the surface are
... dE
-.08
value of e at trailing edge
2
1J"
local velocity over surface of airfoil

':I.
'"
~--
/
5
V-
..- f--_ ..
~.'I"
tP, radians
;he XACA 643-018 airloil.

FIGURE 4.-Variat ion of airfoil parameter s,p, E'~' !~ with", for
section basic thickness form.
t.o derive basic airfoil parame ters I/; and e that could be
multip lied by a eonsta nt faetor to obtain airfoils of variou s
thickness ratios, withou t ha.ving the aforementioned limitations in the resultin g sect.ions. Each of the more recent
families of NACA 6-series airfoils, in which numeri cal subscripts are used in the designation, having minim um pressur e
at a given chordwise position was obtain ed by scaling up and
down the basic values of the airfoil parame ters 1/;, and E.
(V))
Theore tical pressur e distrib utions (indica ted by

for a, family of N ACA 65-series a.irfoils covering n range of
thickness ratios are given in figure .5 (a). This figure shows
the typical increase in the magnit ude of the favora ble pressure
gradie nt, increase in maxim um velocity over the surface, and
increase in the relativ e pressure recovery over the rear portion
of the airfoil' with increase in thickness ratio. Figure 5 (b)
shows the pressure distrih ution for a series of bnsic thickness
forms having a thickness ratio of 0.15 and having minim um
pressure at various chordwise positions. The value of the
minim um pressure coefficient is seen to decrease and the
magnit ude of the pressure recove ry over the renr portion of
the airfoil to increase with the rearwa rd movem ent of the
point of minim um pressure.
10
REPOR'!' NO. 824-NATIONAL ADVISORY COMMIT'!'EE FOR AERONAU'rtCS

2.8
28
, , , , , ,
24
_---------'------
MACA
MACA
NACA
MACA
65,-012
652 -015
65-018
65.-021
c:::
-~
/.6
~ ~--
(V!
64 -oJs
I-- -------- MACA 65,-015

'
_ - - - NACA 6~-015
r-- - - - NACA 67,1-015
NACA 64,-015
f;;::{
c::==::::::=-
-""\
c::==::::::=-
MACA 652 -015
.-:-
--' --- ~
"
NACA 65.-015
/6
(VI
~~
"
-:::c== ~,
. /2
MACA 65.J-0I8
',' ~
~
.8
l'-~
u. ~
=-~
--
~ -,~
" ~~ ~,~
.8
MACA 654-021
.4
:=:::::::=-
NACA 6tJ,-015
-~
:::>
NACA 67,/-015
.4
(a)
~ ~4C~
2.4 20
20
1.2
====-
MACA 65,-012
(b)
.2
.4
.:rIc
.6
.8
1.0
.2
.4
.:ric
.6
.8
1.0
(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 lead~ng edge.
Rapid estimation of pressure distributions.-In the discussion 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 velocityincrement ratios !.lv/V. For positive design lift coefficie~ts,
these velocity-increment ratios are positive on the upper
11
!'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
distrib ution" and the corresponding lift coefficient is deRignated the" additio nal lift coefficient." This additio nal load
distrib ution contrib utes no momen t about the quarte r-chord
point and, according to thin-airfoil theory, is indepe ndent of
the airfoil geometry except for angle of attack. The additional load distrib ution obtain ed 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 obviat ed by the exact thick-airfoil
theory (reference 9) which also shows that the additio nal load
distrib ution 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 distrib ution ha,s been
calculated by the method s of reference 9 for each of the thickness distrib utions presen ted in the supple mentar y 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 coeffic: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 additi~n to the pressure distributions associated with
thes~ two load distrib utions, anothe r pressu re' distrib ution
exists which is associated with the basic symmetrical thickness form or thickness distrib ution of the airfoil. This pressure distribution has been calculated by the method s
described in the previous section for the condition of zero
lift and is presen ted in the supple mentar y figures as
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 distrib ution about the airfoil is thus considered
to be composed of three separa te and indepe ndent component s as follows:
(1) The distrib ution corresponding to the velocity distributi on over the basic thickness form at zero angle of
attack
(2) The distrib ution corresponding to the design load
distrib ution of the mean line
(3) The distrib ution corresponding to the additio nal load
distrib ution associated with angle of attack
The velocity-increment ratios AviV and At'a/V corresponding to components (2) and (3) are added to the velocity
ratio corresponding to compo nent (1) to obtain the total
velocity at one point, from which the pressure coefficient S
is obtain ed; thus,
(14)
('f;)2,
When this formula is used, values of the ratios corresponding

to one value of x are added togeth er and the resulting value
of the pressure coefficient S is assigned to the airfoil surface
It t the same value of X.
The values of. v/V and of ~v/V in equatio n (14) should,

of course, correspond to the airfoil geometry. Metho ds
of obtain ing the proper values of these ratios from the values
tabula ted in the supple mentar y figures are presen ted in the
previous section "Descr iption of Airfoils. "
When the ratio AvalV has the value of zero, the resulting
distrib ution of the pressure coefficient S will correspond
approximately to the pressure distrib ution 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 approximation. If the pressure-distribution diagram is integrated , however, the value of Cl will be found to be greate r
than Cli by an amoun t depend ent on the thickness ratio of
.
the basic thickness form.
at some
desired
be
usually
The pressure distrib ution will
this
For
Cli'
to
onding
specified lift coefficient not corresp
.obvalue
some
d
assigne
be
purpose the ratio ~va/V must
a
by
ratio
this
of
value
ted
tained by multip lying the tabula
be
may
factor
this
n
imatio
factor j(a). For a first approx
assigned the value
(15)
where CI is the lift coeffici(1nt for which the pressure distrib ution 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 metho d of superposition of velocities has
inadeq uate theoretical justification, experience has shown
that the results obtain ed 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
prelim inary consideration and selection of airfoils. A comparison of a first-approximation theoretical pressure distribution with an experimental distrib ution is shown in figure 7.
c __ _~
NACA '66(215) -2/6, a
~ 06
2.0
:
Uppe~ sJ-f'a;e
_0.
"
.
/;6
1.2
rV r-o-:
II
.8
I-<>-
2 ~ower
"-;;
surface
~r
'~" ~
--The ory
o Experim enf
.4
i\
.2
.4
.8
.. 6
/.0
:rIc
ns
FIGURE 7.-Compa rison of theoretical and experimental preS3ure distributio
66(215}-216, a= 0.6 airfoil. c, = 0.23.
for the N ACA
12
REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
Some discrepancy naturally occurs between the results of

experiment and of any theoretical method based on potential
flow'because of the presence of the boundary layer. These
effects are small, however, over the range of lift coefficients
for which the boundary layer is thin .and the drag coefficient
ifllow.
Numerical examples.-The following numerical examples
are included to illustrate the method of obtaining the firstapproximation pressure distributions:
Example 1: Find the pressure coefficient S at the station
x=0.50 on the upper and lower surfaces of the NACA
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:
V=1.235
The supplementary figures give a value of 1.182 for v/V

atx=0.25 for the NACA 65 2-015 basic thickness form. The
desired value of v/V is obtained by applying formula (5)
as follows:
v
14
V=(1.182-1) 15+1
=1.170
From the supplementary figures the following values of
AVa/V are obtained at x=0.25 for the following basic thickness
forms:
By interpolation the value of AVa/V of 0.287 may be

assigned to the 14-percent-thick form. The desired value of
AVa/V is then computed as follows by use of equation (15):
~=0.157
A'v a
V =(0.287) (0.6-0.2)
~=0.250
The desired. value of AVa/V is computed as follows by use of
equation (15):
A~a=(0.157)(0.2-0.4)
=0.115
Data presented in the supplementary figures for the a=0.5
type mean lines give the value of 0.333 for Av/V at x=0.25.
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
tabulated value by the design lift coefficient as stated in the
description of the NACA 6-series airfoils. Thus,
AV
V = (0.250) (0.4)
~ = (0,333) (0.2)
=0.067
Substituting the foregoing values in equation (14) gives the
values of S as follows:
For the upper surface
=0.100
S= (1.170+0.067 +0.115)2
Substituting these values in equation (14) gives the following

values of S:
=1.828
For the lower surface
S= (1.170-0.067 -0.115)2
S= (1.235+0.100-0.031)2
=1.700
S= (1.235-0.100+0.031)2
=1.360
x=0.25 on the upper and lower surfaces of the NACA
65(215)-214, a=0.5 airfoil at a lift coefficient of 0.6.
The airfoil designation shows that this airfoil was obtained
by combining a thickness form obtained by multiplying' the
ordinates of the NACA 652-015 form by the factor 14/15
with the a=0.5 type mean line cambered to a design lift
coefficient of 0.2.
=0.976
x=0.30 on the upper and lower surfaces of the NACA 2412
airfoil at a lift coefficient of 0.5.
The description of airfoils of the NACA four-digit series
shows that the necessary data may be found from the NACA
0012 thickness form and 64 mean line in the supplementary
figures. From these figures the following data are obtained:
At x=0.30
v
V=1.162
At x=0.30
A~a=0.239
For the NACA 64 mean line at x=0.30

b.1)
V=0.260
For the NACA 64 mean line
The values of b.v/V llnd eli corresponding to the airfoil

geometry are obtained by multiplying the foregoing values
by the factor 2/6 as explained in the description of these
airfoils; thus,
~=(0.260)(i)
=0.087
elt=(0.76)(~)
=0.253
The desired value of b.va/V is obtained from equation (15)

as follows:
t:,.~a= (0.239) (0.5-0.253)
at the design lift coefficient is to separate the pressures on

the upper and lower surfaces by an amount corresponding
approximately to the design load distribution of the mean
line. When the local value of the design load distribution is
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)
for various amounts of camber.
The maximum value of the pressure coefficient on the upper
surface at the design lift coefficient increases with the design
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
increasing camber or with the use of types of mean line concentrating the load near' the leading edge. Figure 8 (b)
shows that the location of minimum pressure on both surfaces
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
minimum pressure on the basic thickness distribution. If a
mean line with a smaller value of a is used, the possible extent,
of laminar flow along the upper surface will be reduced.
CRITICAL MACH NUMBER
=0.059
Substituting the proper values in equation (14) gives the

values of S as follows:
S= (1.162+0.087+0.059)2
= 1.712

S= (1.162-0.087 -0.059)2
= 1.032
Effect of camber on pressure distribution.-At zero lift the

pressure distributions over the upper and lower surfaces of
a basic symmetrical thickness distribution are, of course,
identical. The effect of camber on the pressure distribution
The critical speed is defined as the free-stream speed at

which the velocity at any point along the surface of the airfoil reaches the local velocity of sound. If the maximum valueof the low-speed pressure coefficient S is known either experimentally or from theoretical methods, the criti~al Mach,
number may be predicted approximately by the Von Karman.
method (reference 19). A curve relating the critical Mach.
number and the low-speed pressure coefficient S has been
calculated from the equations of reference 19 and included in.
the supplementary figures. These predicted critical Mach.
numbers are useful for preliminary considerations in the
absence of test data and appear to correspond fairly well to
the Mach numbers a t which the local velocity of sound is.
reached in the high-critical,speed range of lift coefficient~
This criterion does not, howe~~r, appear to predict accurately,
\
28
~ Up~er 15ur~oc~
r- ____ Lower surface
24
NACA 65,-015
20
1--+--I---+_+--1--.,..4-'N.A CA
, ,NACA
f-+--+-=-,....,,=f--;<=-P'~,'"">4'NA CA
,NACA
V":-I--,7,fo
(v/
65,-015
65,-215
65,- 415
65,-6 15
0-~~fj 1-!-0:~
tj
I/V _- -
20
~
NACA 65,-215
1
652 -015
65,-415, (1=0.365,-415,0.0.5
65,-415,0=0.765,-415
-' --NACA
-NACA
NACA
:;,.~ NACA
,,
,/
/ /;' ,ftf',f
f-rNACA
'II,
~tt;rtF ~ ~
1.6
NACA 652 -415, a=0.3
" " : f,'-:=:::: I----"- "'~

(il)' {f/It V,
,
'-.. ~~
:
~
1.2
~
f-i;'.': ;:::
",A
'I
~
~ ~~~ ~ ~
NACA 65,,-415
'~~
I.!
~ ~'-....
.8
~0G~
V/,' ii/
,
"
"
....
~.
.4~4--+~-+--I---+--+--I---+~
NACA 652 -615
NACA 65,-015
....
NACA 65,-415, a=0.5
NACA 65,-415, a=o.7"
.4
NACA 65.-415
(a)
(b)
.2
.4
,rIc
.8
.6
(a) Amount of camber.

FIGURE
1.0
.2
.4
,rIc
.6
.8
(b) Type of camber.

8.-Effect of amount and type. of cambN' on pressure distribntion at design lift.
1.0
14
the Mach numbers at which large changes in airfoil characteristics occur, especially when sharp pressure peaks exist
at the leading edge. A discussion of the characteristics of
airfoil sections at supercritical Mach numbers is beyond the
scop'e of this report.
For convenience, curves of predicted critical Mach number plotted against the low-speed section lift coefficient have
been included in the supplementary figures for a number of
airfoils. High-speed lift coefficients may be obtained by
multiplying the low-speed lift coefficient by the factor
1
..jl"'::'W 'I'he critical Mach numbers have been predicted

from theoretical pressure distributions. For airfoils of the
NACA four- and five-digit series and for the NACA 7-series
airfoils, the theoretical pressure distributions were obtained
by Theodorsen's method. For the other airfoils the theoretical pressure distributions were obtained by the approximate 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
decreases rapidly as the thickness is increased. The effect
of camber is to lower the maximum critical Mach number
and to shift the range of high critical Mach numbers iii the
same manner as for the low drag range. For common types
of camber the minimum reduction in critical speed for a
given design lift coefficient is obtained with a uniform load
type of mean line. A comparison of the data presented in
the supplementary figures shows that N ACA 6-series sections have consi<ierably higher maximum critical Mach
numbers than NACA 24-, 44-, and 230-series airfoils of
corresponding thickness ratios.
NACA 64 mean line in the supplementary figures.

moment coefficient for this mean line is -0.157.
required value is then
4
cmc /4 ( -0.157) "6
The
The
=-0.105
ANGLE OF ZERO LIFT
Methods of calculation.-Values of the ideal or design

angle of attack at corresponding to the design lift coefficient
Cit are included among the data for the various mean lines
presented in the supplementary figures. The approximate
values of the angle of zero lift may be obtained from the
data by using the theoretical value of the lift-curve slope
for thin airfoils, 2'lr per radian. The value of alo in degrees
is then
(16)
The tabulated values of aj may be scaled linearly with
the design lift coefficient or .with the mean-line ordinates.
Although these theoretical angles of zero lift may be useful
in preliminary design, they should not be used without
experimental verification for such purposes as establishing
the washout of a wing. ./
Numerical exampl~s./: The method of comPlltlng alo is
illustrated in the following e~amples:
/
Example 1: Find th~ theoretical angle of zero lift of the
NACA 65 2-515, a=0.5 airfoil.
This airfoil number indicates a design lift coefficient of
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
Methods of calculation.-Theoretical moment coefficients

may be approximated directly from the values presented in
the supplementary figures for the various mean lines. These
values were obtained from thin-airfoil theory and may be
scaled up or down linearly with the design lift coefficient or
with the mean-line ordinates. These theoretical values are
sufficiently accurate for preliminary considerations, but experimental values should be used for stability and control
calculations.
Numerical examples.-The following numerical examples
illustrate the methods of calculating the moment coefficients:
Example 1: Find the theoretical moment coefficient about
the quarter-chord point for the NACA 65 2-215, a=0.5
airfoil.
The designation of the airfoil shows that the design lift
coefficient of this airfoil is 0.2. From the data on the
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
of 1.0. The desired value of the moment coefficient. is
accordingly
Cmc /4=(-0.139) (0.2)
a;= (3.04) (0.5)
=1.52
Substituting in equation (16) gives
=-3.0
Example 2: Find the theoretical angle of zero lift for the
NACA 2415 airfoil.
The description of the N ACA four-digit-series airfoils
shows that the required values of at and Cl i may be obtained
by multiplying the corresponding values for the N ACA 64
mean line (see supplementary figures) by a factor 2/6; then
a,=(O.74)
(~)
=0.25
CI,;~(0.76) (~)
=0.253
=-0.028
Example 2: Find the theoretical moment coefficient about
the quarter-chord point for the NACA 4415 airfoil.
From the description of the N ACA four-digit series
airfoils, the required data is found to be presented for the
(57.3) (0.5)
2'lr
alo=1.52
and from equation (16)

(57.3) (0.253)
2'lr
=-2.0

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 friction 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 surface, 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 concerning the factors controlling this phenomenon. Laminar separation 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 location 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 velocity 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 location of transition on the upper surface results. Such sudden
shifts in transition give the typical drag curve for these airfoils 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 t~e NACA 23015 when tested in
fl, low-turbulence stream.
At high lift coefficients, a large part of the drag is contributed 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 turbulence 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 reestablishment 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
.06
EXPERIMENTAL CHARACTERISTICS
,~
.04
rJ'
....:
.03
SOURCES OF DATA
The primary source of the wind-tunnel data presented is

from tests in the Langley two-dimensional low-turbulence
pressure timnel (TDT). The methods, used to obtain and
correct the data are summarized in the appendix. Design
data obtained from tests of 2-foot-chord models in this
tunnel are presented in the supplementary figures.
Some wind-tunnel data presented were' obtained in other
NACA wind tunnels. In each case, the source of the data
is indicated and the testing techniques and corrections used
were conventional unless otherwise indicated.
Most of the flight data consist of drag measurements made
by the wake-survey method on either the airplane \\ing or it
"glove" fitted over the wing as the test specimen. Whenever the measurements were obtained for a glove, this fact
is indicated in the presentation of the data. All data obtained
at high speeds have been reduced to cofficient form by
compressible-flow methods. In the case of all such
NACA flight data, precautions have 'been taken to ensure
that the results presented are not invalidated by cross
flows of low-energy air into or out of the survey plane.
DRAG CHARACTERISTICS OF SMOOTd AIRFOILS
Drag characteristics in.low~drag range.--The value of the

drag coefficient in the low-drag range for smooth airfoils is
mainly a function of the Reynolds number and the relative
extent of the laminar layer and is moderately affected by the
airfoil thickness ratio and camber. The effect on minimum
drag of the position of minimum pressure which determines
the possible extent of laminar flow is shown in figure 9 for
some NACA 6-series airfoils. The data show a regular
decrease in drag coefficient with rearward movement of
minimum pressure.
o INAtA
J3,-~/51
o N4CA
o NACA
o'NACA
t> NACA
:..::
"-
II
"NACA 230?1
'" I--- I".010

a
8'.008
Is>
,
:--
- - -
.006
r-;;;;;
----- ~- ...
--
Turbulent I-
'NACA 00/2
13 .004
(l;
II)
2302/
(rough leodli7Cj .edqe)

" NACA 63(420)-422 I. 1 I.
.
(rough /eooii7g edge)
'c~ .0'2
I..
\5
6514211 - 4Z0
66(2xI5)-116
65,-418U..1
',Laminar
.003
.S: .002
i"'-...
.001 .?
.,
.8
/.0
10
.?f)
.,
30ldO
/Teynolds number, R
10.-Va"iation of minimum section drag coefficient with Reynolds number for several
airfoils, together with laminar and turbulent skin-friction coefficients for a flat plate.
FIGUllE
tested was a practical-construction model. It may be noted

that the drag coefficient for the NACA 65 3-418 airfoil at low
Reynolds numbers is substantially higher than that of the
NACA 0012, whereas at high Reynolds numbers the opposite
is the case. The higher drag of the NACA 65 3-418 airfoil
section at low Reynolds numbers is caused by a relatively
extensive region of laminar separation downstream of the
point of minimum pressure. This region decreases in size
with increasing Reynolds number. These data illustrate the
inadequacy of low Reynolds number test data either to estimate the full-scale characteristics or t~ determine the relative
merits of airfoil sections at flight Reynolds numbers (references 25 and 26).
The variation of minimum drag coefficient with camber is
shown in figure 11 for a number of smooth 18-percent-thick
NACA 6-series airfoils. These data show very little change
.016
o NACA 64r2/5
o NACA 652-2/5
{> NACA 66,-215
<:7 NACA.67,/-i?15
NACA airfoil
53-series
154 -series
0 65-serles
L> {56-series
'V 65,J-818
Cl
r- t--
.I
.2
i'-
.5
.6
Position of minimum nreSsurp. .rl"
.7
.'
9.-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'.
FiGURE
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
Reynolds number of nearly 40X 106 The earlier increase in
drag coefficient shown by the NACA 66(2x15)-U6 airfoil
may be caused by surface irregularities because the specimen
o
FIGURE
.2
.4
.6
Oesiqn sect/on lift coeff/cient eN
.8
ll.-'-Variation of minimum section drag coefficient with camber for several NACA
6series airfoil sections of I8-percent thickness ratio. R = 9 X I()<l:
17
. SUMMARY OF AIRFOIL DATA
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 thickness 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, however, is greater for the NACA four- and five-digit-series airfoils (fig. 12 (a)) than for the N ACA 6-scries airfoils (figs,
12 (b) to 12 (e)).
016
Rough
---- ---
.012 f-Smooth - -
.. - 6
.008
>-----'
.004
.0-'
J-'-
. .
...- I--' f-- f-*-
,...P-- .--
or'
c0
0
Ll
'V
(a)
(4~cfl9it)
:,:
44
<>
230 (5-digtf) I
.012
-'
.008
-B- ---
'
.-- .-0- .'
-~
r>
eli
Iil
o 0 r-()
.2
t004
IJ'
'
..
;
'1;:
.~
.(J
'V
\.J
(?
I.. .008
'(y'
- ,-
.'
-I;t'
<)
LI
00- ' - - -
,004
IV
.2
.4
,6 r--
"
'V
(e)
c:
~,020
<>
"o
Q)
-'
.008
-s- -' ,
--
-- --
Q.l
(;:.012
.~
.0
.;::
(;
~~
~,008
00<> .2
.4 r-'V
.8
".
b1
l.0
{;
-e
cl i
.004
lJ.016
.
~ ,012
NACA 64,-418
NACA 64,-421
'1-.'
.I
~41~4/~
.024
qi
lr-~
6N)CA
o NACA tN. -415
_ -b
"15
.032
.028
\)
'"
r---
(b)
~ .012
."tc:
.4
,6
Ll
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 thickness. It has been possible to design airfoils of 12~percent
thickness with a total theoretical low-drag range of lift coefficients of 0.2. This theoretical range increases by ~pprox
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
range with increasing Reynolds number. Extrapolation of
the rate of decrease observed at Reynolds numbers below
9X 106 would indicat(> a vanishingly small low-drag range at
flight values of the Reynolds number. Tests of a carefully
constructed model of the XACA 65(421)-420 airfoil showed,
however, that the rate of reduction of the low-drag range
with increasing Reynolds number decreased markedly at
Reynolds numbers above 9X 10 6 (fig. 14). These data indicate that the extent of the low-drag range of this airfoil is
reduced to about olH'-half the theoretical value at a Reynolds
number of 35 X 106
~V
[t/
lai1
L1: 1/j
~~
~~
""CO
.004
(d)
.012
,-
.008
.0-
)-'
.--'
.-
,-"'-
f!.;.6
-.4
.4
.8
/.2
/6
- <;;>'
FrGt!RE 13.-Drag characteristics of some XACA 54series airfoil sections of ,-urious thicknesses, cambered to a design lift coefficient of 0.4. R = 9 X 10'; TDT tests 682, 733, 735,
C't
o
<>
.>.
,004
(e)
-.8
Section Iii! coefficient, c,
-1.2
"
,
12
16
cO
8
J,/r[:.;i/
. th:ckness, percen,+ or' chord
~
28
.2 r--I
,4 r--
I
Jc.':>
(a) XACA four- and fivedigit series.

(b) XACA 63series.
(el XACA 64-series.
(d) X .'I.e A 55series.
(e) XAC A 66-series,
FIGFRE 12.-Variation of minimum section drag coefficient with airfoil thickness ratio for
several NACA airfoil seNions of differel1', cal"bc~s in both smooth and rough conditions.
R = 6 X 106
and 691.
The values of the lift coefficient for which low d.rag is

obtained are determined largely by the amount of camber.
The lift coefficient at the center of the low-drag range corresponds approximately to the design lift coefficient of the
mean line. The effect on the drag characteristics of various
amounts of camber is shown in figure 15. Section data indicate that the location of the low-drag range may be shifted
by even such crude camber changes as those caused by small
deflections of a plain flap. (See supplementary fig.)
18
'c.4
.0.36
1 1
1 '1
o Upper limit of low-drag range

o Lower limIt of low-drag range
2.0
.032
0
0
(>
1.0
.028
'V
t>.
~OXI/06
(5.0
9.0
/53
25.0
35.0
'i'
~/.C
"'~
.~
.!i
u-..
.\J
~
QJ.
....
.8
r---, r-
-- - -
C)
"
<t:
:.::::
.4
I::
'"
If
.S!
\)
if'
,...-'
~4
.008
-.8
.. 004
<N ~
~~
.
-/.2
(b)
,
-1.6
(a)
/2
/6
20
24
Reyno/ds number, R
28
l{j
.ij}
-/.2
-.8
-,4
.,.",
.4
J..:a
.8
1.2
1.6
Section lift co<'!r'ficient, C z

(b) Section drag characteristics at various Reynolds numbers.
(a) Variation of upper and lower limits of low-drag range with Reynolds number.
FIGURE 14.-Variatton of low-drag range with R~ynolds number for the N ACA 65(",)-420 airfoil. TDT
, tests 300, 312, and 328.
.OJ2
.028
o NAc;:'A 653~ 018

o NACI1 853 -2 I 8
--
ONACA 65,-418'
6 NACA. 653 -6/8
V NACA 65,3-818
1/
1
1\
1\,i\'\
Ii
"c t\
'b.
~~
.p1f
~r\' ~ ~ ~~y
l'h
.004
-1.6
-1.2
-.8
-.4
1\
<flllf,
~ I
11
I))
i'-..\ ...& ~
.4
.8
/.2
1.0
Section lift coeffic/ent, fl

15.-Drag characteristics of some NACA 65-seriesairfoil sections of 18 percent thickness with various amounts of camber. R = 6 X 106; TDT tests 163, 314, 802, 813, and 830.
FIGURE
The location of the low-drag range shows some variation

from that predicted by simple thin-airfoil theory; This departure appears to be a function of the type of mean line
used (reference 27) and the airfoil thickness. The effect of
airfoil thickness is shown in figure 13, from which the center
'of the low-drag range is seen to shift to higher lift coefficients
with increasing airfoil thickness. This shift is partly explained by the increase in lift coefficient above the design
lift coefficient for the mean line obtained when the velocity
increments caused by the mean lirie are combined with thp
velocity distribution for the basic thickness form according
to the approximate methods previously described.
Drag' characteristics outside low-drag range.-At the end

of the low~drag range the drag increases rapidly with increase
in lift coefficient. For symmetrical and low-cambered airfoils, for which the lift coefficient at the upper end of the
low-drag range is moderate, this high rate of increase does
not continue. (See fig. 15.) For highly cambered sections;
for which the lift at the upper end of the low-drag range is
already high, the drag coefficient shows a continued rapid
mcrease.
Comparison of data for airfoils cambered with a uniformload mean line with data for airfoils cambered to carry the
load farther forward shows that the uniform-load mean line
is favorable for obtaining low drag coefficient.s at high lift
coefficients (fig. 16 'and reference 27).
Data for many of the airfoils given in the supplementary
figures s~ow large reductions in drag with increasing Reynolds
number at high lift coefficients. This scale effect is too large
to be accounted for by the normal variation in skin friction
and appears to be associated with the effect of Reynolds
number on the onset of turbulent flow following laminar
separation near the leading edge (reference 28).
Effects of type of section on drag characteristics.-A comparison of the drag characteristics of the NACA 23012 and of
three NACA 6-series airfoils is presented in figure 17_ The
drag for the NACA 6-series sections is substantially lower
than for the NACA 23012 section in the range of lift coefficients corresponding to high-speed flight, and this margin
may usually be maintained through the range of lift coefficients useful for cruising by suitable choice of camber.
The NACA 6-series sections show the higher maximum values
of the lift-drag ratio. At high values of the lift coefficient,
however, the earlier NACA sections have generally lower
drag coefficients than the NACA 6.-series airfoils.
3.6
.2
3.2
V
~o
28
-.2
r--- r--- t--
f.--"'
~ t-N1 CA
'J
V
~o
.4
.2
f5a -fB
-r--
r-- I--
I,....-: -r
"i-.,1.2
IA'
c::
.!!!
.2
.4
p..:: ~
.~
.0
{I
'l:>
(I)
"
".008
8'
.....
Y1
c:1
is::
is::
:>
-III
.....
"9
I if
lsi
{;
'Q.
~.004
I
"I
.4
rI
rJ
t.O
.8
.6
II
III
-.4
IT
+.:c
"-
1Jt'
~ .8
:ric
c.012
.0
....
V-
-./
19
1&
..:::
.024-
----...
e---
.0/6
",,-
.028
.020 .
1.6
:g
1.0
NACA 653-418~ 0=0.5
-.2
.!
.8
.6
J:/c
f.--"'
2.0
;:::
""c:
.032
I-- I---
.2
2.4
.036
:>
....
"'I
o
....
t"'
t:l
:>
>-3
:>
I~
II
-.I
ci
ci
E
VI
'-'
IL
>t
"Q .
"" -.2
.....
-<-..~
'1/
-.8
~ -.2
~
\o
t:
.~
~'l:>
-"
.>
o NACA 65r418
\.) -.3
.....
-12
0"
i\fAt:::A .65.:c.11,B, .a~02
x/c ~ y/c
0.265 -0.060
1.Z.61:'~ -..04.7
\J
.....
~t: -.4
a. c. posHion
~ -.4
-/.0
~
-.5
-.5 _
-2.0,
-32
-24
-16
-8
Section anqle of attack,
0, deq
16
24
-1.6
32
FIGURE 16.-Comparison of the aerodynamic characteristics of the NACA 653-418 and NACA 65.-418,
-1.2
-.8
-.4
.4
.8
1.2
1.6
Section lift coef'fiCient, c,

Q
0:5 airfoils "t a Reynolds nnmber of 9 X 10'. TDT tests 314, 320, 406, and 411.
~
c:o
o
.tJ36
3.6
.
.032
3.2
.028
28
2.4
.024
,
1.6
;r
W, i. r
1,)-
.....~ 1.2
~h
t::
IffJio/
'f',
flrl
:~
<.:::
-...:
~ .8
...
I~
.4
-.4
r--.
f':.
:gc:
10. f">
-.8
(
t--.
I,P
1/
I..- V
f':.
10. ~ ~
!1J
Ji(A
~
!~
I:f
!At
il:l
..<j
C1
l- I>- 1-\<7
~
~
.....
>-3
>-3
trJ
trJ
il:l
-.I
:'t-.
.;
ci
r.J
.....'
:\;i
il:l
~-.2
'--
__ L
,--
Cl
\) -:3
-:4
-1.6
o
~ -.4
-:5
-2.0
-32
()
l)
......
o
Z
>q
o. c. pasilion
:::::'IJ
--
.....
>-3
9.0x10
0.247
R
'" -0.004
Yi'
.
9.0 _~_ .264 -.040
c> NACA 652 -415
9.0
.268 -.062
"l NACA 66(215)-416' - - 9.0 -~- .265
-.105
.
O,N~C1 ~4z,-'f/~ I T
D;O.-~- StandrdrauCJhnessl---
o NACA 23012
o NACA 64r4/5
-.5
-24
-16
-8
0
8
/6
Section anqle of attack, ~o, deq
'f
'--- -
<l
.....
,.....
/
-
...
o
Z
>t"'
>t:::)
!:3
.....
,.
1/ j1i- 1/
1'0 ~ ~
.004
-1.2
-:3
1/
VJ: /
'"
~ .008
V)
('l
.~
~ .012
~t--.
I
e!
.,.:'
I'i
"Q;
i'(
&/
~
./-:2
\'~
II
II
1/
00
liP
.JU
-./
1\
<ll
~'
'I
Ll
II
f/'j
'"~
ru
1M
Rtf,.
>-3
If
.<.J
'\f:..016
'"d
il:l
'I
.~
",.:i
trJ
T
1/
II
\
.....c:
l?
il:l
II
,.
:g
IJ",OlO
2.0
.I
I
I
I Iv
II
24
32
-;.6
-1.2
-.8
-.4
0
.4
Section lift coeffIcient, c 1
FIGURE 17.-Comparison of the ~erodynamic characteristics oC some NAC.'\. airfoils from tests in the Langley twodimensional low-turbulence pressure tUIlIlCI.
.8
1.2
/.6
'"'
C1
W
21
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 paradoxical 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 charactc!ristics are approximated by a curve of the type
(17)
This curve is usually matched to the actual drag characteristics at a rather low and at a moderately high value of the
lift coefficient (reference 30).
The application of this concept to two hypothetical airplanes with N ACA 230-. and (}5~.series sections, respectively,
is illustrated in figure 18 (a). The wing drags of the airplanes 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 representative 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
./0
.08
,l!
.1.
1.1
.07 08
o
o
l'll
Ii
AV
c;, -00068+ a0343 c,,' . .~ ~

c;, ~ a 0045 + a 0383 lfX V "
--
.01
~
,-
.01
(a)
......--:
~V
/
.2
-a~
,y
r- - ---
.09
.0 7 -
.08
~
.07
'-S
t-
'Qi
o
Airplane
0L~
b -~
=18.5
ma.
II
\))
I:::
.04
Airplane
'(~lma =19.8
"
'/
P:
.04
c;, = a 0063 + a0.427 C[!\

CD =0.0042+ a0456 Qj
i3
\)'>
/(}l
-<c .03
.01
.02
o
.01
.6
Lifl coefficienf,
.8
c;,
(a) NACA 653-418 and 23018 wings of aspect ratio lO.
1.0
/2
I/, /
~ .02
-K
.\..:
fI
I
Q)
~.03
III
IS
.IJ
.05
"'- .05
<lJ
V
.4
alpe~t )Otid,
IWinb;
NACA 24/5 wing; aspect ratio, 8
NACA 652 -415 winq;
effective aspect ratio, 6.97
NACA 24/5 win91
effective aspect rafio, 746
.06
If '/
~X
~AJA ~52-~/S
1
0
:~ .06.~
.02
.0
.06
8M
./0
1.1
NACA 653 -418 wing; aspecf ratio, /0 t-NACA 23018 wing; aspecf,rotio, /0
- - - - NACA 653 -418 wing;
.
effective aspect ratio, 830
NACA 2.3018 wing;
.~
I .1.
effective aspect rofio, 929
.O{)
0.0150 to the wing drag coefficients. The resulting drag

coefficients have been approximated by two curves corresponding to equation (17) and matched to the drag curves
at lift coefficients of 0.2 and 1.0. These two curves correspond 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 .
V'
Airplane
(L. ~1/68
1ft.'- Airplane
. /~
tr,J
'0- l -;/7.7
~
L
D
max
){/
V
V
(b)
.z
.4
.6
.8
Lift coe ffl'cient,
c;,
1.0
1.2
(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, substantial 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 6or 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 numbers 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 considerable 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 twodImensional low-turbulence tunnels are usually finished by
sanding in the chordwise direction with N o. 3~0 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.
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 inspection 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
C
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 transition when located at 5 percent of the chord with its axis
normal to the surface is shown in figure 19. These data were
'"
"-
""-
i"tI
--
Wing Reynolds number, R
IOxIO'
19.-Variation with wing Reynolds number of the minimum height of a cylindrical

protuberance necessary to cause premature transition. Protuberance has 0.035inch diameter with axis normal to wing surface and is located at 5 percent chord of a 9Oinchchord
symmetrical 6-series airfoil section of 15percent thickness and with minimum pressure at
70 percent chord.
FIGURE
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
important at the extremities of the low-drag range where
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 increasing 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 predominates 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 encountered in reducing the waviness to permissible values for
the maintenance of laminar flow than in obtaining the required 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.
23
SUMMARY OF AIRFOIL DA'l'A

~
.DI6
~~
\J .012
'"o
'-
<lJ
" .008
[?
-f5
()
~.004
:;::
-<J
\J
..9j
(a)
/2
16
24
20
28
32
36
40
44
48
52
56
60x10'
36
40
44
48
52x/0'
Reynolds number, R
016
....c:-
0. 012
..:::
>-
~
".008
o/,
-:c ~
Vo
c:004
Ji"
(b)
12
16
20
24
28
32
Reynolds number, R
(a) Smooth condition; TDT test 328.
(b) Lacquer camouflage unimproved after painting; TDT test 461.
FIGrRE 20.- Yariation
.016
tRI.
I- 0 15.3 X 10'
.....I;:
o 149
~.012 1-0
24.8
f::,
34.6
.\J
of drag codl:cient with Reynolds numhr for a 6O-inchchord model of the NACA 65(-121)-420 airfoil for two surface conditions .
.1
Smooth condition
".008
~
,;;P
~
'lISil
is
1;:.004
1 I. 1 T
Synthetic enamel camouflage with

a/I specks cut off with blade
..... " 446
"'-
'/
~~
'7 I"J
.0
-i:::
\J
FIGURE
P8
-.4
.4
.8
1.2
1.6
2.0
5ection lift coefficient, G
21.-Drag characteristics of N AOA 65(",)-420 airfoil for two surface conditions.

TDT tests 300 and 486.
If the wave is sufficiently large to affect the pressure

distribution in such a manner that laminar separation is
encountered, there is little doubt that such a wave will cause
premature transition at all useful Reynolds numbers. A relation between the dimension; of a wave and' the pressure
distribution may be found by the method of reference 35.
The size of the wave required to reverse the favorable pressure gradient increases with the pressure gradient. Large
negative pressure gradients would therefore appear to be
favorable for wavy surfaces. Experimental results have
shown this conclusion to be qualitatively correct.
Little information is available on waves too small to cause
laminar separation or even reversal of the pressure gradient.

Data for an airfoil section having a relatively long wave on
the upper surface are given in figure 22. Marked increases
in the drag corresponding to a rapid forward movement of
the transition point were not noticeable below a Reynolds
number of 44 X 106 On the other hand, transition has been
caused at comparatively low Reynolds numbers by a series
of small waves with a wave height of the order of a few tenthousandths of an inch and a wave length of the order of
2 inches on the same 60-inch-chord model.
For the types of wave usually encountered on practicalconstruction wings, the test of rocking a straightedge over
the surface in a chord wise direction 'is a fairly satisfactory
criterion. The straightedge should rock smoothly without
jarring or clicking. The straightedge test will not show the
existence of waves that leave the surface convex, such as the
wave of figure 22 and the series of small waves previously
mentioned. Tests of a large number of practical-construction
models, however, have shown that those models which
passed the straightedge test were sufficiently free of small
waves to permit low drags to be obtained at flight values of
the Reynolds number.
It is not feasible to specify construction tolerances on airfoil ordinates with sufficient accuracy to ensure adequate
freedom from waviness. If care is taken to obtain fair
surfaces, normal tolerances may be used without causing
serious alteration of the drag characteristics.
24
ItEPORT NO. 824-NATIONAL ADVISORY COMMITTEE F'OR AERONAUTICS

/Cenfer of wave
-.~c:-r =-1
Departure from fair
-------60"--------~-
'
airfoil surface
- f-----'
'I'-.
12
16
cO
~
28
J2
J6
Winq Reynolds number. R
24
40
44
48
5exlD
FIGl'RE 22.-Expcrimental curve showing variation of drag corffici~nt with Hcynolds number for the N ACA 65(421)-420 airfoil section with a small amount of surface waviness.
Dra.g with fixed transition.---If the airfoil surface is sufficiently 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 increment in minimum drag coefficient cau~ed 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 figur(~ 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-dimensional 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-inchchord 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 surfaces. 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 irregularities or deterioration in service but is considerably less
severe than that likely to be encountered in service as a
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 summarized in figure 26 and some data obtained by the Consolidated Vultee Aircraft Corporation are presented in figure 27.
Data obtained in the Langley two-dimensional lowturbulenee 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 experimental 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 corresponding 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, ')
/.05'
10
~~
:i3
III
l.&
.8
~
IrJ
,<:/ h
x~
I\,.
8 .00,
t-,.,
"i"'-
V'-
r---.~_
+-
I"",
~V'+ ....
"""v'
1:--1--+
t:::::: P- I--
:2
Y
LA
"-
g>
I::
jtl{'
tf
[Q:t- /- ..
III
VI
10,,: I'\..
ro;
~
"-.:
.44
:>
II
;::
"I->
to .01
IhfL
~,
(J
i"'kL
x
X
~I\
13'
-R~
/1("
In
II
\\
\
Im;;~ -+=+-
2::-~
~/.2
.0/ 5'
lrY'to
Cl
l'
1--' fl
kf
Ul
~
~
;..
::>:l
....;
!
.00. 1
I-<
::>:l
>o-J
I-<
\.)
t"
II
t)
;..
>-3
;..
')
IL
j
-; 8
Smooth
+ Shelloc on L .
x
-; 4
"J
;..
--
!
V
o.OO?-inch-qroin roughness on L .
.004-inch-qrain roughness on L. .
.0/ I-inch-groin roughness on L. .
-
!fI
If'
-/.2
2
Airfoil: NACA 63(420)/?2 I- -
R: ?oxIO
-I. B
1111
Chord: 30 In 111 1
Test: TOT 255 anp' 2~
-z
7
-32
-24
IIIJI.11111
I I I I II I...L.L I
-/6
-8
'8
Section angie of attock, 0;" deq
/6
24
32
-1.6
-/.2
~8
-:4
.4
Section lift coefficient, c,
.8
/.2
/.6
FIGURE 23.-Lift and drag characteristics of an NACA 63(420)-422 airfoil with various degrees of roughness at the leading edge.
~
01
~
.056
3.6
.052
3.2
.048
2.B
I
.044
2.4
I:tI
t"l
"tI
::tI
1-3
.040
Z
?
.036
li>-
.,.el-.....-:Q::"',
<J
<f' p-. k>.
f 032
o
Z
>t-'
>t::1
2.0
co
1.6
fO
,~ ~~-L
.:;
"h.~
~ 1.2
Iff
1/
<t.::
(U
~ .028'
""c:
{j
~ .4
Cl
V'
.;::
::1m
())
/;
.0
:Q
::::<lJ
Ih
B .8
<::::
""
II
I:tI
.024
'-
1/
>1
Smoofh
+ Roughness strip at 0 ..30e

x Roughness strip at D.20e
o Roughness strip on L. .
~
~
.020r
Q..
j
I(j
.008
Airfoil: NACA ~3(420)-422
R: 26x10' I
Chord: 36 in.
-1.6
r--H
CR:::-
1\
r"
I" "- t?<.
.0/2
0
II
"'i
I:tI
II
-/.2
.016
-;4
-.8
t"l
t=l
l1.
x
".
I ....
-.L
.~
b:::,
D:
f"--N:
l"'" t-i..A
x"1= x
be'
f-n-r
+~
~t-r---!;-=t:::::t
-!'V
::tI
o
Z
>q
V+
x~
xV
y-
>t=l
lit
-f /
1-3
Ip
I-<
L2
.J1
.004
Test: TOT 255

-2.0
-.32
-24
-16
-8
_,-u.lLLLLL ~'0
Section angle of attr1ck, <lDJ deg
l{i
24
.32
-1.6
-1.2
-;8
-;4
.4
Section lift coet'!7cienl;
FIGURE 24.-Lift and drag characteristics ofan NACA 63(420)-422 airfoil with O.OIl-inch-grain roughncss at varions chordwisc locations.
.8
Cz
1.2
1.6'
27
32X106
.040
i'\.--NA d 35;'215
.036
.032
'"
r-...~ ~
NACA 24(4.S:
".028
I;,)
.......
$-3,/' - -....
~-Repu:bltC;
,~
1.
/NACA ~4,2-(I,4)(13,5)
~ t--
fZ t-
~.024
'N-22
:tIII
I::
..:::l)
III
'"'.
'0.012
~~
"ci:
.008
.004
~ k-
f-J::::: t;7
FIGURE
-/.2
-.8
.8
.4
0
-.4
Section lift coefficie nt, 0.
CA
'"
.80
.96
various airfoilS.
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.
1.6
30 x/O S
-grain
25.-Drag characteristics of two NACA 6series airfoils with O.Ollinch
roughness at 0.30e. R=26XI0 6
The wind-t unnel tests of practic al-cons tructio n wing sections as delivered by the manuf acturer showed minim um
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).
Such values may be regard ed as typical for good curren t
constru ction practic e. Finishi ng the sections to produc e
smooth surfaces always produc ed substa ntial drag reducti ons
althoug h considerable waviness usually remained. None of
the sections tested had fair surfaces at the front spar. Unless
speeial care is taken to produc e fair surfaces at the front spar,
the resultin g wave may be expected to cause transit ion either
at the spar locatio n or a short distanc e behind it. One
practic al-eons tructio n specimen tested with smooth surfaces
mainta ined relativ ely low drags up to Reyno lds numbe rs
of approx imatel y 30X10 6 (NACA 66(2x1 5)-116 airfoil of
fig. 10)~ This specim en had no spar forwar d of about 35
percen t chord from the leading edge and no spanwise stiffeners
forwar d of the spars. This type of constru ction resulte d in
unusua lly fair surfaces and is being used on some moder n
high-p erform anee airplanes.
A compa rison of the effect of airfoil section on the minimum drag with practic al-cons truetio n surfaces is very diffieult because the quality of the surface has more effect on
the drag than the type of section. Probab ly the best comparison can be obtain ed from pairs of models constru eted at
~ 4, 2-(1. 4}(.13.5}
.64
.48
.32
Section lift coefficie nt, c l
./6
1.2
/'
~l:?r<'NjCA fS-2}5
--'N1
V
FIGURE
.-- --Repub lic S-3,11
i~ ~ , /
4.7)
,~--~ V''NACA, 66,2-2(1,
\ " V / /'-N~CA f7-2(2
NACA 65(223)-422 (modified)
-1.6
NACA 24145- V
4'l
~
I
V
.0
N-22
Rep0blic ,S-3, 13 ..
.016
NACA 63(420) -422---
o
l).020
8'
ii
_-~--NACA 66,2-2(1 4.7)
'Rep~b1ic S -3, 13
NAd 27-212 I>-
....c:'
""
-
oIJ.OI2
.....'
c:
.~
.\.J
:---..
i'-- r--
r--
--
o Factory finish, camoufl age, cuoped flop

I--o Surface glozed, sanded, surfaCi ng
compou nd applied, camoufla ge,
cusped flap
() Surface wavines s reduced , camoufla ge,
flop cusp removed , flop gop seoled _ ~
" ViSible woves filled, wa<ed surfoce , flop
cusp remove d'
I -
c;::
Lo
'Qo; .008
0.........
y--
f.<>-'
~
:.-"'"""
\.J
8'
~ 004
c:
- f>-- i---"
.0
-i::
\.J
o
FIGURE
./
.2
.3
Lift coe fficient,
.4
c,.
.5
.6
condition
27.-Conso lidatedVu ltee flight measurements of the effect of wing surface
on drag of an NACA 66(215)-1(14.5) wing section.
the same time by the same manuf acturer s. Data for such
pairs of models are presen ted in figures 30 to 32. The results
indicat e that as long as curren t constru ction practic es are
used the type of section has relativ ely little effect at flight
.
values of the Reyno lds numbe r for militar y airplanes.
28
REPORT NO. 824- TATIONAL ADVISORY COMMITTEE FOR AERO
AUTICS
<J
~.01Z..-'--r-'r-.--'-.-r-'--.-'r-.--.-.-r-~-.-'
r-ro's)rodes ~s ~ecJlve~ e;ceJf Ilbhtl~ sJndlJd-..l_.J..-~

0 Both surfaces pOinted and flmshed fa rear spar
.::::
~008~t-~-r-t-t~--r-t=1=~~=i~~~~~
,010
cJ. 008
8'
~.004 r--r~-T--+-r--b--1~1--+-+-~-~4--+-+--+~
,~
,\)
"~
\).008
e'"
'15
"-
-v
/'
'\l ,002
.~
""
.. - c6 - 2.65R -"Z
'"
II
Lorna/-,001
41)
50 60
100x10
V
016
1 I I I
Chord In c,
66(215)-1/6
1 100
015
66(215)-iI6fr4wlllmodel) 84% r ,18
23016
l0o._f- ,19
23016 frebudf'modell
100
,19
<J
T ,I I
tG .0/2 NACA
NACA
f--- ,-0 NACA
"8,008 '" NACA
'-..
'-
<iJ
\)
I~
..........
8'
.z
.4
,6
Sec tion lift coefficient, c,
fiT (f(tll
section together with laminar and t urbulent skin-friction coefficients for a fiat plate .
2,.004
-,2
siT'!'i
.1,
10
zo
Reynolds number, R
f - - ~o
ondilion of model
c,
'0'079 As r~c~lV~d III
+ ,077 Painted with gray primer
surfacer
x ,074 Camouflage poinled with
FIGURE 29.-Variation of drag coefficient with Reynolds number for the NACA 23016 ai rfoil
23015 (approx) as bUilt
'- ,012
.'!!
ii .
Turbulent.
()
]
0 NACA
flr'
~ , 003
FIGURE 28.-Drag scale etTect on lOO'inch-chord practical-construction model of tbe

NAC.'. 65(216)-3( 16.5) (approx .) airfoil section. cl=0.2 (approx.).
,.1'
.....'
(10
-';;:4" - +.... +
t-i-
'q; .004
4~~~
8-~-/~
2-L--16L-~-a~O-~z.L
~ -L-Z.
~8L-~-3~2-L-36
Lx-/~
0
Reynolds number, R
J , I 1 1 ,I 1 1 I .
NACA 65(216)-411(approx.) as built
-+--J.
{.006 ~C._~
:g
.016
.8
1.0
FIGURE 3O.-D rag characteristics of the NACA 65(216)-417 (approx.) and NACA 23015
ift'"
*'c: ,004
,Q
---- /'
J!
(approx.) airfoil sections built by practical'construction methods by the same manufact urer. R= 1O.23Xl()6.
12
16
20
24
Reynolds number, R
28
32x10'
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
,II
I
I
I
"
I I I
c:
0 Oavis wmq, onglnol candtlton
.,!! ,012 I-- 1-- 0 NACA 65-series wing, onglnol condi/;on
\)
I
<J
<.:::
,008
'-..
8'
*s ,004
\)
\)
o Wmd tunnel
o Flight
~ ,012
~
'-..
<iJ
0
.....'
<iJ
0
"
.008
8'
c:
..:::
c:
\)
Jl
:2
Jl
-0
,004
\)
<1
12
16
?O
24
ReynOlds number, R
28
32x10'
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 practicalconstruction
methods by the same man ufacturer. cl= 0.46 (approx.) .
FIGUR E 33,-Comparisoo
or
12
16
20
24
Reynolds number, R
28
J2xIO '
drag coefficients measured in Hight and wind tWlJlel for t he

NACA 0012 airfoil section at zero lift.
29
0/6
I,clab'5\";Yo!, )'h i-i!.}aJc;' J,~)
10
~ ~<
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'
............
.....,.
0.
j....".- I--
16
12
20
24
28
32
44
40.
36
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

Reynolds numbers by keeping the surfaces smooth even if
extensive laminar flow is not realized. Drag increments resul ting from surface roughness in turbulent flow have been shown
to be important (reference 31). The effects of surface roughness
on the variation of drag with Reynolds number are shown
in figure 29, in which the favorable scale effect usually expected
at high Reynolds numbers was not realized_ This type of
scale effect may be compared with that shown for the NACA
63(420)-422 airfoil with rough leading edge but otherwise
smooth surfaces (fig. 10). Drag increments obtained in
flight resulting from roughness in the turbulent boundary
layer with fixed transition are presented in reference 39,
The effect of the application of de-icers to the leading edge
of two smooth airfoils is shown in figure 34. The de-icer
"boots" were installed in both cases by the manufacturer to
ct
I
I
represent good typical installations. The mmlmum drag

coefficients for both sections with de-icers installed were of
the order of 0.0070 at high Reynolds numbers.
Effects of propeller slipstream and airplane vibration.Very few data are available on the effect of propeller slipstream on transition or airfoil drag; the data that are available do not show consistent results. This inconsistency may
result from variations in lift coefficient, surface condition,
air-stream turbulence, propeller advance-diameter ratio, and
number of blades. Tests in the Langley 8-foot high-speed
tunnel indicated transition occurring from 5 to 10 percent of
the chord from the leading edge (reference 40). Drag measurements made in the Langley 19-foot pressure tunnel (fig. 35)
indicated only moderate drag increments resulting from a
windmilling propeller. Although the data of figure 35 may
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
data (fig. 36), which show transition as far back as 20 percent
L.
20
......
c:t:
I. . . . . . .
1..'
<Il
-.........
-9
10
I-- :--
"Left wing section

I
in s//Dsfreom
t=-.
i-- :;--\R/qhf wing section

outside slipstream
c:
~Cl
~O
~
Airfoil sections
Root, NACA 66(2xI5J-DI8
Tip, NACA 67, 1-1/.3)15
Aspect ratio, 5.98
J
Propeller tip radius-
o Riqht winq sectionl--10
. I)o IArope I ler wmdmll

mg
L\ Propeller removed
outSide S!iPstre~L
Left wing section
in slipstream
o Power on
Power off
0
""kp\
19
~~ ~
!'---o
7
6
5
4
'.3
2
DistanceJr~m.. f!ROdel cepfer line, ft
FIGURE 35.-The effect of propellr operation on section drag coefficient of a fighter-type airplane from tests of a model in the Langley 19-foot pressure tunnel. CL=O.lO; R=3.7Xl06.
.!
.'
..3
.4
Section lift coeffiCient,
.5
.6
Cl
FIGURE 36.-Flight measurements of transition on an NACA 66-series wing within ana

outside the Slipstream.
30
of the chord in the slipstream. Other unpublished NACA

flight data on transition on an 8-3,14.6 airfoil in the slipstream 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 rearward 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 attributed to vibration. Recent tests in the Ames full-scale tunnel showed premature adverse scale effect on drag coefficients
measured by the wake-survey method when a model-support
strut vibrated.
airfoil section. For the NACA 6-series airfoils this lift coefficient is approximately in the center of the low-drag range.
For airfoils having thicknesses in the range from 6 to 10 percent, 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 liftcurve 'slope decreases with increase in airfoil thickness.
For the NAOA {i-series airfoil sections, however, the liftcurve 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
LIFT CHARACTERiSTICS OF SMOOTH AIRFOILS
at the end of the low-drag range, especially at low Reynolds
numbers. This jog becomes more pronounced with increase
Two-dimensional data.-As explained in the section "Angle
of camber or thickness and with rearward movement of the
of Zero Lift," the angle of zero lift of an airfoil is largely
position of minimum pressure. on the basic thickness form.
determined by the camber. Thin-airfoil theory provides a
This jog decreases rapidly in severity with increasing Reymeans for computing the angle of zero lift from the mean-line
nolds number, becomes merely a change in lift-curve slope,
data presented in the supplementary figures. The agreeand is practically nonexistent at a Reynolds number of
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
application. This jog may be a consideration in the selection
of the experimental values of the angle of zero lift obtained
from the supplementary figures and the theoretical values
of airfoils for small low-speed airplanes. An analysis of
the flow conditions leading to this jog is presented in refertaken from the mean-line data shows that the agreement is
ence 28.
good except for the uniform-load type (a=1.0) mean line.
The variation of maximum lift coefficient with airfoil
The angles of zero lift for this type mean line generally have
thickness ratio at a Reynolds number of 6 Xl 06 is shown in
values more positive than those predicted. The experi~
figure 39 for a number of N AOA airfoil sections. The airfoils
mental va,lues of the angles of zero lift for a number of NACA
for which data are presented in this figure have a range of
four- and five-digit and NACA 6-serie::; airfoils are presented
thickness ratio from 6 to 24 percent and cambers up to
in figure 37. The. airfoil thickness appears to have little effect
4 percent chord. From the data for the NAOA four- and
on the value of the angle of zero lift regardless of the airfoil
five-digit-series airfoil sections (fig. 39 (a), the maximum
series. For the NACA four-digit-series airfoils, the angles of
lift coefficients for the plain airfoils appear to be the greatest
zero lift are approximately 0.93 of the value given by thinfor a thickness of 12 percent. In general, the rate of change
airfoil theory; for the NACA 230-series airfoils, this factor is
'of maximum lift coefficient with thickness ratio appears
approximately 1.08; and for the NAOA 6-series airfoils with
to be greatest for airfoils having a thickness less than 12
uniform-load type mean line, this factor is approximately
percent. The data for the NAOA 6-series airfoils (figs.
0.74.
39 (b) to 39 (e also show a rapid increase in maximum lift
The lift-curve slopes (fig. 38) for airfoils tested in the
coefficient with increasing thickness ratio for thickness
'Langley two-dimensional low-turbulence pressure tunnel are
ratios of less than 12 percent. For NAOA 6-series airfoil
higher than those previously obtained in the tests reported
sections cambered to give a design lift coefficient of not more
in reference 8. It is not clear whether this difference in slope
than 0.2, the optimum thickness ratio for maximum lift
is caused by the difference in air-stream turbulence or by
coefficient appears to be between 12 and 15 percent, except
the differences in test .methods, since the section data of
for the airfoils having the position of minimum pressure at
reference 8 were inferred from tests of models of aspect ratio 6.
60 percent chord. The optimum thickness ratio for the
The present values of the lift-curve slope were measured for
NAOA 56-series sections cambered for a design lift coeffia Reynolds number of 6 X 106 and at values of the lift coefficient of not more than 0.2 appears to be 15 percent or greater.
cient approximately equal to the design lift coefficient of the
31
f--
~5~rie~
ODD}
14 (4-digit)
I-- ~ 0
0.24
f-- _ D 44
eli
f-- I- 00
'1
'V 230 (5-digif)
o .2
.4
1-'"'V .6
"
- -
(a)
(b)
4
8
12
16
20
Airfoil thickne%, percent of chord
.,
24
8
12
16
20
Airfoil thickness, percent of chord
(b) NACA 63-serles.
I
c-
e'i
00
f-- ,-0
0
I-- f-
'V
eli
I - - I- 00
.I
.2
.4
.6
I-- -6
24
(a) NA CA four- and five-digit series.
f--
I--
.2
.4
_6
\l
.6
()
(d)
(c)
8
/2
16
20
Airfoil thiCKness; percent of chord'
8
12
16
20
Airfoif thickness, percent of chord
24
(d) NACA 55-series.
(c) NACA 64-series.
r
eli
I - - I-
f-'-
00
.2
1-
.4
tr- j---.
-0
(e)
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
24'
32
ImpORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
Flab-qed
s';"mb~/s
indicate rough conditlori

::Smoofh
':;
'""""1
'-4i
Series
00
14 (4-digit)
- - -
0
0
<> 24
/:;
(a.)
l-
I-'
r t-.~
"Rough
Rou"':~
e'i
.2
<>
(b)
10
12
14
16
1/3
20
- _.
... -'!
1 'I
44
" 230 (5-digif)
,'Smooth
22
/:;
.4
17
.6
/0
/2
14
16
18
20
(a) N A CA four- and five-digit series.
22
24
(b) NACA 63-scries.
-1'tI 4
~~.1
,Smooth
:,Smoofh
:
:..l?
.,
!l
--
- -
..... t--
:#oug'h
--
-~ t--_
I.
''Rough
o ~;
(el
6
.1
<>
.2
.4
.. 6
.6
\7
c,j
<>
(d)
10
12
14
/6
18
20
22
.z
/:;
.4
17
.6
10
12
14
16
18
20
(c) NACA M-series.
I--
22
24
(d) NACA 65-series.
\Smooth
--
..;
0
::j
eli
<>
(e)
6
'"
---.-'>
"- "Rough
.z
,4
10
12
14
16
18
20
Airfoil fhickness, percent of chord
22
24
(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

percent or less is optimum for airfoils having a design lift
coefficient of 0.4.
The maximum lift coefficient is least sensitive to variations
in position of minimum pressure on the basic thickness form
for airfoils having thickness ratios of 6, 18, or 21 percent.
The maximum lift coefficients corresponding to intermediate
thickness ratios increase with forward movement of the
position of minimum pressure, particularly for those airfoils
having design lift 'coefficients of 0.2 or less.
The maximum lift coefficients of moderately cambered
~NACA
6-series sections increase with increasing camber

(fig. 39 (b) to 39 (e. The addition of camber to the symmetrical airfoils causes the greatest increments of maximum
lift coefficient for airfoil thickness ratios varying from 6 to
12 percent. The effectiveness of camber as a means of
increasing the maximum lift coefficient generally decreases
as the airfoil thickness increases beyond 12 or 15 percent.
The available data indicate that the combination of a 12percent-thick section and a mean line cambered for a design
lift coefficient of 0.4 yields the highest maximum lift
coefficient.
33
2.B
28
\-
%1';;>-
oo 14 -e--
() ;:4 4-digit
~ 1.6
/'
c:
.0
..::
~ 1.2
Vl
/'
V--
-- -,,,,-.
.
~'
-)!>
.2
.4
'<7
.6
(<::
~~
.:::
/2
20
/6
C"
0
0
",-
....-Z.4
I:;
_0
./
.2
.4
t- 'V 6
'00
I;
.\1)
.i3
..::
'Qy.2.0
()
"
{:
"" 1.6
't:J
.I
>:>
..,
."-
r,
.4
~ ,
r-o:~
--
,~
l:"'__
v .6
c:
5
sx
1.2
17
.'
/-
.8
Ii
--- --
/~:
.0-
'z.8
~
,,<)
--- ~
/ --"': , "
Airfoil with
sp/d flop
c--
--
.~
.\.)
~ 20
r,
.2
.4
'<7
.6
.e
~ I-"'
Plain
airfoil
--J~
<lJ
'"
Y ~,
/'
~'.:
Airfoil with
split flop
-'"'{:f " I ,
):Y
...;:::"
1.2
V
V
./
-;? k
~ ,- )o0--
_..
-.
-l>.
J)~
<:::::--
-1--- - -- - -
Plain
airfoil
-0
-0
-- Rouqh
I I Smooth
(d)
24
/2
/6
20
C4
2.8
eli
.2
1:'2.4 1-6 .4
00
.~
/;
<.;:::
.'>
l:>
.2
~ 20
o
I.)
'"
.4
V
j.Y
----
~ P-Q-
{:
"" 1.6
.-' --
,,~
'/
Xf'
p--.
--
~
-t>
Airfoil with
splif flap
if
c:
-6
.0
..::
V ,.....-- f-O"
'iJ,!.2
.l< . 8
--l--
.c-
.(e)
NACA Go-series.
Symbols with flogs correspond to

Simulated split flop deflected 60'?.
f-O 0
.4
I?l'
><.J'
(d)
""
,>:>
/ ) ,/"
,
~.
(e) N ACA 64 serIes.
",-
20
1.6
/2
.;,yJ
1=""
- .8
x
16
20
I I STOO(h
4
/) /;
-;:::
-- ----- Rough
(c)
'"II
0.......
u
I- ~
.2
.4
.6
00
<t::
-::::
"""" -=~~
-'::L.
.,
16
l--?
v_
/'~
I;
\.)
,0-
--":; ~~~
Smooth
12
'V
()
--
Plain
oirfoil
'6
~::-
..0-
.- ,IJ-
eli
<-:,2.4
<.;:::
, .J))'
t::S.,
"t>-
(b) NACA 63-series.
/'
J/ 7
.--
t:::-; V"
if
II
24
i--
_.-- -:..-- Rough

(b)
(a) NAOA fonr- and fivedigit serie3.
2.8
Airfoil with
split flop
........
~ -0-
I. L
....
-- f--. h...
Plain
airfoil
--- '~
'(f
~p
,,
/,/'
~
~'
,
if' ,/, ,
::7 ~~
... ---- Rough

SiOO{h
.4
.6
>:>
II
(al
.4
,......
[.AI"" -:/
v/ -/ -:,j! .-,
:c
1-0-r- " 4
-= """'- ..:::; ~
--0
-
'V
0
144-digit
tJ
~
t--..
%'1
<)
rl;
Airfoil wITh
spM flap
o~23~~~
00
~--
...
44r~
(P
/ -v,..'
f-
--
_.<>.-
,-- -0'
-- --- --
Plain
airfoil
-<>
-0
-- - --- Rough
I I Sroih
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 desirable gradual stall is obtained when the location of maximum 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
.2
.4
.6
Type of camber, a
.8
1.0
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 230series airfoil sections have maximum lift coefficients somewhat 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 230~series 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
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 coefficient 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 deflected 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.
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 increase 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, depending 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.
35
SUMMARY Ol!' AIRFOIL DATA
2 .0
2..0
;.c::
>-=-
R
o J.OxIO
.6
i"--..
6'~T
<> 9.0
I-- o
..<>
I'b.
.21-- e:. 6.0 Standard

r
NACA 24-series (4-digit)
--;:::
~
.8
~k
r-..... Dr. f::::
/'
J.6
f:::;: ~ ....
;;:: b:" r-::::- ~
i,.- 1--6:::
~ ~
6
2
I"--
f0- r-,
'-......
""~
r- J-o.. r--..,;; ~ ~
'-"l ~
I. 2
Symbols with flags correspond to cu O.6
t--.
!o=,
~ i-'
2. 0
.........
NACA ~4-ser/es (4-dlqit)
/. 6
NACA DO-series (4-digit)
(a)
--
-0-.
8 (b)
IA
r-..... ~
~~
.........
"""" ~ I::::-.....
....... ~
~ .r.
.2
.6
NACA 23O-series (5-diq/t)'
NACA 14-series (4-digit)

I.2
t--.
:.--
I. 2
.8
.6
::::."..
~ r-..
ughness
I
~
I. (5
~
6
~
........,
~ i'D
v
~~
.P-
'"
C,j=O.4 and 0.6
r--; t:- "0
r-- t--
e'i =0.2
t-i>
el; =0.4 and 0.0
;l; y
i'-- h,.. ::::::::: c- 1-0
V-
~ r--....
i=O
cl;=O.c
VII
c:
:2
(J
(\)
"'1 =0.1
if
v,
~ 1.6
8
........
v
~
.B
....
=0
~ 1.2
.8
!.6
V
V
1.2
.....~
?-- h:,. -.......::: r-.
r-
-:::,~
...tc
t1'
r--.... I'<>
kf I..---' / '
(e)
C'i
c1i =o.4 and 0.8
\-0
1-0
!,-,:::
::J
/'-.,
IB
(d)
~~
\'0... t--.
?-- t-o
CI'=O
I-
-....
1.6
C'I
0-
=0.4
/.2
1.8
1.6
..4' ......
1.2
~V
..-'
.......
R"" k
t-...... fO
c1j =0.2
V)'"
1.2
.8
I~ 'F/
1.2
lL V
/.
(e)
Ie
J...6-. t--
"0
.....,
cll=O
/.2
m~I
..A
.b-
(f)
16
eO
e'l = 0.2
~V l--- ,-~
>--
1.6
:>-- 1-0
C4
028
32
'"
t....- f-"
c11O
V ..... ~ ~
8
12
18
20
?4
Airfoil thickness) percent of chord
28
32
(b) NACA four- and five-digit series.

(a) N ACA four-digit series.
(d) NACA 54-series.
(c) NACA 63-serles.
(f) NACA 66-series.
(e) NACA 65-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
3.2
~o
2.8
-.2
.036
r--- r-- r--
1/
f'-- r--
I - -~
.2
.4
:x/c
.032
I--1.0
.8
.6
.028
pj
.024
2.4-
\:':l
"d
20
i:
I;>
"... 020
.....
'v
1.6
~ ~ If
~(T
(>-~
10>,.. !-J2~
~-
~p;;?
...:-1.2
I'-'
.8
t.)
:g
t.:l
.016
is'
-fs
L>.p...
'V~
.012
.~
.,..
lp
18W
~,\ I'-
~ .008
.4
~
.....
f/
1\
I~lu..,
II
'1' .1\,
-'-c
<.>
o
Z
>
t:'"
>
~
......
Ul
o
l(fJ
:--r
I'D
'h
~V;
i'ilt-: ::::i~
~-...; ~
r-"~
<::::
"c:
"""I
J/
.,
()
<lJ
Il
r!: )-I...p- f-o
~
"--
c:
:~
1,,- -1'~
I~
V,
>- f-:::: r1::f':::: r:; ~
(l
.004
?'
....
?'
,..,
.....
\.J
I'"
0
16
'-
H
H
M
M
"'1
r--
-.4
>
M
o
~
>-
w
);i
-.8
-'l
IC
..,..,
A;
-1.2
d
,......,
.,.cW
(")
Ul
6. 0 X,!.06
o 10.0
<> 14.0
-I. 5
" 20.0
v 26.0
I
-2.0
-32
I
-24
-16
-8
Section angle of coftuck,
8
IXo,
16
deq
24
J::
"I.e
F,GURE 42.-LiCi and drag characteristics of the NACA (,1(420)-422 airfoil at
-/.2
-.8
-.4
0..4
Secfion lift coefficient, c 1

hi~h
Reynolds numbo.r. 1'1)1' tests 228 and 255,
.8
1.2
/.f'
37
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 threedimensional 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 coefficients 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 comparisonare not available, the maximum lift coefficient for
plain wings given in table II appears to be in general agreement 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, especially 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 decrease the mt-curve slope, particularly for the thicker airfoils having the position of minimum pressure far back.
These data are for a Reynolds number of 6X 106 Maximum-
20
...... l - - I--
.--
~ I---
,
.-
o 0.002 roughness
o .004 roughness
o .01/ roughness
LI
Smooth
o
FIGURE
Ie
16
Reynolds number, R
cO
e4x/O'
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 roughness are presented in figures 39 and 41. The variation of
maxi~um 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 thickness 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, however, is about the same for the airfoils with standard roughness as for the smooth sections. The maximum lift coefficient of airfoils with standard roughness generally decreases
somewhat with rearward movement of the position of minimum 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
of 0.4 have maximum lift coefficients consistently higher than
the rough airfoils of the NACA 24-, 44-, and 230-series airfoils 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'JE FOR AERONAUTICS
20
1.6
I
II
~ ~R,,
I
-,V
II
~
\.J'
Jo
16
24
(b) NACA 2415.
lnl
1/
JJ r'tJ
1.2
J.~/ ~'l,
!.O
"....
'>-'
.~ .8
<.J
I/;V
j V
W
;}, tv
QJ
.6
S
--J
VI
W
4
jf
1I
[; Model (Longley 19-foot pressure tunnel) Airplane

I
I
I
o Sealed condition } (Langle fi II-scale
o
Service conddlon
Lj t::nnel)
1I
o
I
I
:
\
\
I
I
\~
o As delivered by shop,
TDT test 494
o Final condition,
TOT test 523
-8
17
8
(c)
16
24
32
NACA 23012.
H.-Lift characteristics of the NACA 23012, 2412, and 2415 airfoil sections as affected by normal model inaccuracies. R=9X10 6 (approx.).
I....)
C-;-==
J S=-'"'
.2
r-
FIGURE
Final condition,
TOT test 498
1=
1.4
II
%shop, .
TDT test 64
8
16
24
Section angle of attack, a" de-:)
-8
P""I
I
I
(e)
(a) NACA 2412.

FIGURE
1/
(b)
'-8
II
II
-4
\.J
""
(e)
()
If-
o As delivered
o As delivered by shop,
TOT test 4158
o Final condition,
TOT test ':CO
!t>..
/I
8
12
115
Angle of atfack, a, deg
20
24
45.-The effects of surface conditions on the lilt characteristics of a fighter-type

'airplane. R=2.8X106
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. Examples of this effect that were accidentally encountered are
presented in figure 44, in which lift characteristics are given
for accurate and slightly inaccurate models. The model
inaccuracies were so small that they were not found previous
to the tests.
Three-dimensional data.-Tests of several airplanes in the
Langley full-scale tunnel (reference 42) show that many factors besides the airfoil sections affect the maximum lift coefficient of airplanes. Such factors as roughness, leakage,
leading-edge air intakes, armament installations, nacelles,
and fuselages make it difficult to correlate the airplane maximum lift with the airfoils used, even when the flaps are
retracted. The various flap configurations used make such
a correlation even more difficult when the flaps are deflected.
When the flaps were retracted, both the highest and the
lowest maximum lift coefficients obtained in recent tests of
airplanes and complete mock-ups of conventional configurations in the Langley full-scale tunnel were those obtained
with NACA 6-series airfoils.
Results obtained from tests of a model of an airplane in
the Langley 19-foot pressure tunnel and of the airplane in
the Langley full-scale tunnel are presented in figure 45.
Both tests were made at approximately the same Reynolds
number. The results show that the airplane in the service
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
was obtained by sealing leaks. These results show that airplane lift characteristics are strongly affected by details not
reproduced on large-scale smooth models.
39

I. 6
I. 6
1.4
I. 4
1.0
II
.8
Ii
17/f7
I f!
/1
:t::;
-.J
Airfoil sections
Root, Davis (c2-percent) f---Tip, Dovis (9.J-percent)
J, 51
.4
/1
jP
.2
1I
Natural fransifion
Transi!iOI7 ,.fixed of.lDc
ilj
.4
.2
/;
/;
o Nofural transition
o Transition fixed of .10e
W'
o~
II
I
Airfoil sections
Root, NACA 63(420)-422 -f---Tip, Modified NACA 65"",-517
--; '7
t1
://
lV
.6
17;
V
8
f-<'
)/
1.0
"
I!~V
"-
"'0 1-0
,V
.......
,,;.: ~
1.2
) t'o-.
.......
.~
V rs-..- Hl
12
Anqle of at tack,
(x,
/6
deq
20
24
46.-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.)
FIGURE
Lift characteristics obtained in the IJangley 19-foot pressure 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 decreased throughout most of the lift range with fixed transition. 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
I
8
- - r-------
12
16
20
An91e of otlodr, C(, d'9
24
28
47,-The effect on the lift characteristics of fixing the transition on a model in the
Langley 19-foot pressure tunnel. R=2.7XlO.6. (Model with N ACA airfoil sections.)
FIGURE
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 corresponding to cruising or climbing conditions are classified as
unconservative.
The decision as to whether a given airfoil section is conservative 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 inoperative 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 airfoil 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

Series
0
1.2
::==
,.0
0 --OO!
<> -i~
'"~"
~
1/
/
(a)
44
230
"
~~
.8
L!.
'V
"
(4-d/gJ/J r---
I I
15~di9it)
.6
""-
1.2
-A
V
/
V"
......- r------,
I'\'
qj
"'" ~
00
o .C
.4
.6
(b)
L!.
r-r--
r-- :-;;--
:7
;I:
I-'
./
I-- ~ ~ ~
~~
"
eli
o 0
[\,
L!.
.I.
.2
.4
'V
.6
t-t-t--
(e)
r-..
v'
.8
(d)
/D
?--
.8
/
.6
~
~
VV
.6
y-- ""'--
1/
CII'
00
o .2
L!.
'V
.4
r-t--
.6
~ f'."
f-.o.
eli
00
(/ .2
Ll
.4
t-t--
\,
(e)
12
16
20
24
28
32
Airfoil thickness, percenf of chora'

(ll)
(b)
(c)
(d)
(e)
N ACA four- and five-digit spries.

NACA 63-series.
NACA 64-series.
NACA 65-series.
NACA 66-series.
FIGURE 4B.-Variation of the lift coefficient corresponding to a drag coefficient of 0.02 with
thickness and camber for a number of N'ACA airfoil sections with roughened leading edges.
R=6XI06
position o~ minimum pressure. The thickness ratio for

which this lift coefficient is a maximum usually lies between
12 and 15 percent; variations in thickness ratio from this
optimum range generally cause rather sharp decreases in the
critical lift coe'lficient. The addition of camber to the
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
be actually harmful. All the data of figure 48 correspond to
a Reynolds number of 6XI06 As shown in figure 49, the
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.
PITCHING MOMENT
The variation of the quarter-chord pitching-moment coefficient at zero angle of attack with airfoil thickness ratio and
camber is presented in figure 50 for several NACA airfoil
sec.tions. The quarter-chord pitching-moment coefficients of
the NACA four- and five-digit-series airfoils become less
negative with increasing airfoil thickness. Almost no variation in quarter-chord pitching-moment coefficient with airfoil 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
negative increase in the pitching-moment coefficient.
As discussed previously, the pitching moment of an airfoil
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
figures. A comparison of the experimental moment coefficient and theoretical values for the mean lines is presented
in figure 51. The experimental values of the moment coefficients for NACA 6-series airfoils cambered with the uniformload type mean line are usually about three-quarters of the
theoretical values (figs. 50 and 51). Airfoils employing mean
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
unity, therefore, brings about only a slight reduction in
pitching-moment coefficient for a given design lift coefficient
when compared with the value obtained with a uniformload type mean line. The experimental moment coefficients
for the NACA 24-, 44-, and 230-series airfoils are also less
negative than those indicated by theory but the agreement
is closer than for airfoils having the uniform-load type mean
line.
The pitching-moment data for the airfoils equipped with
simulated split flaps deflected 60 (fig. 50) indicate that the
value of the quarter-chord pitchingmoment coefficient becomes more negative with increasing thickness for all the
airfoils tested. For the thicker NACA 6-series sections the
magnitude of the moment coefficient increases with rearward
movement of the position of minimum pressure.
3.6
.056,
32
,
.052
2.8I
.048~
2.4t
.044
2.0I
.0401I
.036
/.8l'
...
~."
~ /.2
~
....
8 .8
15
.4t
l>
g>
.028,I
'I
i5
':rJ
.;::~ .024
Iff
...
0201I
Iff
I"
-.89
I/!
.0/6
II
1\
,\I
~;
.012
1',- V
:::0:
~"
~~+
-I. 'i'
-2.
-32
-24
-/6
-8
.004!
I I I
I I I
--1-+- -
8
(;(0,
6,oxI0'
I I I I I I
0
-:.i"
/,l,Ij
~
026.0
Section onq/@ of of tack,
10.0
x 14.0
020.0
--
-I'/, ~
+-
I I
'-'-;;/
.008I
Airfol'!: NACA 165(223 -422 (modified)
Chord: 36 in.
Test: TOT 258
III
/" f/
'c.-
-/.2:>
\' ~~ I\,
~ ~\,.
t::l
x \
o
......
t"
,\
II
-.4
>......
~
\:)
Jl
Iff
o)
~
~
\l>
IJ'
l/,
=t
'""'~
j~tt::
~ OJ2
~a,:; !/e
/6
deg
24
:72
o
-/.6
-/,2
~8
~4
I
I
.4-
.8
1.2
1.6
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
Single flagged symbols are for 60 simulated split flap
.
1
~O}
14 (4-diqit)_
-...,
<>
~"
(a)
4
'V 230
r--.';;
~~
,6
8
12
, Airfoil thickness)
----:----,
16
p~rcent
(a) N AUA four and flvediglt
---- """' r----.
(5-digit)
20
of chord
--
-.1;
.-::
24
28
1-0-
I--- r--.,.
--
R
~
~
Airfoil thickness) percenf of chorrl
C z
I--
,,
0'- I - -
,
I
.!
I-<> .2f!. .4_
I-'V .6
'---b.
,....
eli
r--
00,_ -
<> .2
r----
>---.
f!.
~ '--
"V
.....:
ZR
la=O.5 me~n li~e.,
.--
.....
-0
(b) NAUA f>3 selles.

1
r---. ~ t:;
r-I
V .2f!. .4_
I--!
'V .6
fb)
serle~.
.I
-l-
I--
00
"'"""
- I--
;.-....
C Zi -
Seri6'> 5
r-
r--
""-...
r--
'V
-l:l..
::-
--;;--
-... :--
(c)
.4_
.6
-tl
(d)
12
16
20
28
24
Air-foil thickness) percent of chord
b
12
/6
20
Airfoil thickness., percent of chord
24
28
(d) NACA 65selie~.
(c) NACA 04-series.
o
I
C'i- I - -
00
F=:
~
NA
-....,
~
<)
f!.
........
............
I"'- ~
~
"'-- .......
--
.2- .4 -
-Q
(e)
4
8
12
16
20
Airfoil thickness) percent of chord
24
28
(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
43

-. I 6'
....
~
.Q
-.f 4
.... -. I Z
V
1/
1/
1/ ___ 4412
V
1/
HIGH-LIFT DEVICES
65~-618/
&
6:)j-6
'iii -. I 0
.s;
a~O
654 -421, a~05\

~1--6~-41.s; a:05" '6 2-4/~ a=5 .. \\
'i V
'6
6J. 4-42d a='o.s,
-eJ
4-42/
..
.. ,,," .6%;-4/5
-6,r 4 /8
-63 4-420
,,~
17 '66(2I fJ-,16
Iri6:.. -ere
'4
l/
V
1/ ~. "66(Z/5)-Z/6, a-06
LL -23012
-.02
-.04
-.06
-.08
-.10
-.12
-.14
Theoretical moment coefficienf for the airfoil
mean line about quarter-chorapoint
increasing thickness. For the N ACA 6-series airfoils, the

opposite appears to be the case.
-.16
FIGURE 51.-Comparison of theoretiml and measured pitching-moment coefficients for some

NACA airfoils. R=6X10',
POSITION OF AERODYNAMIC CENTER
The variation of chordwise position of the aerodynamic

center corresponding to a Reynolds number of 6 X 106 for a
large number of NACA airfoils is presented in figure 52.
From the data given in the supplementary figures there
appears to be no systematic variation of chordwise position
of aerodynamic center with Reynolds number. The data
for the NACA 00- and 14-series airfoils, presented for thickness ratios less than 12 percent, show that the chordwise
position of the aerodynamic center is at the quarter-chord
point and does not vary with airfoil thickness. For the
NACA 24-, 44-, and 230-series airfoils with thickness ratios
ranging from 12 to 24 percent, the chord wise position of the
aerodynamic center is ahead of the quarter-chord point and
moves forward with increase in thickness ratio.
The chordwise position of the aerodynamic center is behind
the quarter-chord point for the NACA 6-series airfoils and
moves rearward with increase in airfoil thickness, which is
in accordance with the trends indicated by perfect-fluid
theory. There appears to be no systematic variation of
chordwise position of the aerodynamic center with camber or
position of minimum pressure on the basic thickness form for
these airfoils.
The data of reference 43 show important forward movements of the aerodynamic center with increasing trailing-edge
angle for a given airfoil thickness. For the NACA 24-, 44-,
and 230-series airfoils (fig. 52) the effect of increasing
trailing-edge angle is apparently greater than the effect of
Lift characteristics for two NACA 6-series airfoils equipped

with plain flaps are presented in figure 53. These data
show that the maximum lift coefficient increases less rapidly
with flap deflection for the more highly cambered section.
Lift characteristics of three NACA 6-series airfoils with split
flaps are presented in reference 44 and figure 54. The maximum-lift increments for the 12-percent-thick sections were
only about three-fourths of that increment for the 16-percentthick section. The maximum lift coefficient for the thicker
section with flap deflected is about the same as that obtained
for the NACA 23012 airfoil in the now obsolete Langley
variable-density tunnel (reference 45) and in the Langley
7- by lO-foot tunnel (reference 46).
Tests of a number of slotted flaps on N ACA 6-series
airfoils (supplementary figures and reference 47) indicate that
the design parameters necessary to obtain high maximum
lifts are essentially similar to those for the the N ACA 230series sections (references 48 and 49). Lift data obtained
for typical hinged single slotted 0.25c flaps (fig. 55 (a on
the NACA 63,4-420 airfoil are presented in figure 55 (b).
A maximum lift coefficient of approximately 2.95 was obtained for one of the flaps. Lift characteristics for the
NACA 65 3-118 airfoil fitted with a double slotted flap
(reference 47 and fig. 56 (a are presented in figure 56 (b).
A maximum lift coefficient of 3.28 was obtained. It may
be concluded that no special difficulties exist in obtaining
high maximum lift coefficients with slotted flaps on moderately
thick N ACA 6-series sections.
Tests of airplanes in the Langley full-scale tunnel (reference
42) have shown that expected increments of maximum lift
coefficient are obtained for split flaps (fig. 57) but not for
slotted flaps (fig. 58). This failure to obtain the expected
maximum-lift increments with slotted flaps may be attributed
to inaccuracies of flap contour and location, roughness near
the flap leading edge, leakage, interference from flap supports, and deflection of flap and lip under load.
LATERAL-CONTROL DEVICES
An adequate discussion of lateral-control devices is outside

the scope of this report. The following brief discussion is
therefore limited to considerations of effects of airfoil shape
on aileron characteristics.
The effect of airfoil shape on aileron effectiveness may be
inferred from the data of figure 59 and reference 50. The
section aileron effectiveness parameter AaolAo is plotted
against the aileron-chord ratio Calc for a number of airfoils
of different type in figure 59. Also shown in this figure
are the theoretical values of the parameter for thin airfoils.
44

,---r-,~--
.26
.20
...-:
l--- - .----
-----
--
----
t---
._--
f'o-..
eli =0.4 and 0.6
.24
--.
,--
.26
--
. ..,;,-
__Nef=!.~ies
.22
S- r--
.26
I--'"
Symbols wilh flo9S dorrespond fa qi
.28
0.1
.24
i'- tn- t-I---
"---
i - - l--- I---
,./"
NACA 44-series
-----,,"--
ez;=0.2
.28
+--
....
.24
r--
.26
l'
..-
--
---
()
NACA 14-series
.~ .22
~.26
c:
7>-
~ .26
t
<lJ
()
C li
=0.4. and 0.6
I-- ~
"'o
~ .22
(a)
NACA DO-series
c l ;=0.2
~ .24
.iii
'iii
8.- 28
...,
<lJ
V Va
.'2
-6.26
l'
~IJ .26
.24
"'-o
<.j
.......; '>-0
~.28
'0
()
tJ
.28
(j
'0
f..o
e'i =0.
.~ .24
-- 1--'->-
(5
l,..-
(b)
~ .24
:;>-
.24
..
.26
__ V v.
J--.....
NACA 24-series
.22
.24
.22
.26 1---
.26
--t--o--- r--...
V f-o-
() .28
Q.
<lJ
.'2
C"
.24
,J::,
=0.4 and 0.6
<.j
Symbols wilh flags correspond to eli = 06
.28
I-- ' - l-
-6.26
.24
(d)
c,,=O
.28
-0
.26
!r-'
,..--
.,........
f-o- I-C li
.24
---'
.26
=0.2
Cli -
.24
.28
0.4
.28
.26
../
.26
eli =0.1
.24
C,i
.24
.28
=0.2
.28
I--""'
~~
.26
(c)
...3
k-o
.26
(e)
e<;=D
Ie
20.
24
28
8.
12
Airfoil fhiclrness, percent of chord
(a) N ACA four- and five-digit series.
(c) N ACA 64-series.
r-
32
.24
~V
~
Cli
=0.
8
12
16
20.
24
28
Airfoil fhiclrness, percent of chord
(b) NACA 63-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.
32
45

2.8
.P
2.4
NACA 66(215)-216- __
/'
~
~2.0
rS
.....
c:
.!!!
1.6
(j
it
c:
""
:2<.J
QJ
1.2
If)
VD-"""
/'
Y
~
V
WACA 65,3-618
.~
t(\)
2r---+---~--~---+--~----~--+---4----+--~
\r)
.
~
~
.8
.4
-20
(ap;'ox)I-----cf---'-l
NACA 88(215)-216
- - NACA 23012
.6 f----f-----+_
(from ret: 45)
o NACA 6i5,1-212
<> NACA 65, -212
0
15.0xl0 6
3.5
(eff.) -j----f-----l
6.0
8.0
.4~--+---1---~---+---+~--r---+---4----+--~
20
40
Flop deflection, Ojj deg
60
80
20
40
60
Flop deflection, Of; deg
80
100
FWURE 53.-Maximum lift coefficients for the NACA 65,3-618 and NACA 66(215)-216 air
foils fitted with O.20-airfoil-chord plain flaps. R=6XlO'.
FWURE 54.-Maximum lift coefficients for some NACA airfoils fitted with O.20-airfoilchord
split flaps.
The data show no large consistent trends of aileron-effectiveness variation with airfoil section for a wide range of thickness 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 threedimensional 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 deflections of the aileron from neutral. This equivalent change
in angle of attack is plotted against the hinge-moment parameter 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 assumption 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 twodimensional characteristics of different ailerons.
~
~
3.
2.8I
)1/
1.000----------------~
2.4t
-------.:::::::..,;:;:
-~-----\;...:: _- - - ~~_~
-~---
~~,
....:'
t 2 .0
10 0
~,-:--~ ...... ,
Hinge location
" ......'.... ....."

~-t ""'200
....
"',
J'r'~~300
$-.-.I76-----~
......~',
./87
~Oo
\ '"\
:tl
g
...,
Z
!=>
\\)
~ l.tSI
t::
.~
""
()
\\)
It)
z>::l
o
z>-
~V
()
()
.:::
Qo
l'-'
11>0
III
:~
I~
--
./
;/
"" ,. - - - -=..-~-::.-;:,""',;:.J~:o::'""""'t__r,;
-~-~
.......~, ......
.---.
t:"'
>-
Flap-hinge
location
o I
~m
g
02
1.2
>1
a::
a::....
:4tr.l
tr.l
.8
"'l
g
>-
tr.l
:tl
~c:j
...,
....
c
.4t
Hinge-location 2
(b)
(a)
~--.I63--1
(a) Flap configuration.
10
20
-----
30
Flap deflection, dfJ de9

(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.
...
,-
40
50
47
~--=/~
Flap retracted
I.
.1
1<----------:--.864------
Lme of agreement between measured

and predicfed results..
/.0
'.
.8
1<----------------,875-------------r--~
(a)
/'
v:
1/
~.
/,.--0- ~
3.2
.2
V
/
2.8
.4
.2
,6
.8
1.2
1.0
LlC'I' predicted
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.
FIGURE
~(
2.4
/
,/
I .
1.0
'/
.2
.4
L/
,8
.2
V
0
.4
.6
.8
1.0
1.2
LlC,,} predicted
5S.-Comparison between measured values of the increments In lift coefficients due

to flap dellection and values predicted from two-dimensional data. Slotted lIap.
FIGURE
(b)
20
40
Flop deflection,
80
60
oJ)
90
deg
(a) Flap configuration.

(b) Maximum lift characteristics.
:FIGURE
.8
J-q .4
L me of ogree/nenf between meosured

t--- and predictd results......
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
Symbol
Basic airfoil
Air-flow characteristics
- - - - - - - - - - - - - - - - Reference
Type of flap
TIM
------;--- NACA
NACA 0015 _________________________________________________ do ______________________________ _
1. 93
.10
1.4XI06
56
NACA 23012, __________ . ____ . ___ . ______ . ____ .. ___ .. __ . ___ .. do ___ ... ___ ... _._, .. _.. ____ .. __ ..
1. 60
.11
2.2XIO'
57,48
NACA 66(2xI5)-OlU _
Plain, straight contour ___ ... ____ ... _
1. 93
.10
1.4XI0'
<>
NACA 66-009._ ... ____ ... ___ "' __________ .. _____ .. ___ "'_ Plain __ .. _._ .... _.... _____ .... __ .. _
1. 93
.11
l.4XlO'
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>
<l
NACA 66(2xI5)-116, a=O.6 .. __________ . ____'. __________ .. ___ do _______________________________ _
(I)
.14
6.0XJO'
59
NACA 64,2-(1.4) (13.5) _____ .. ___________ . ____ . __ ______ _ Plain_.______ ____ .. ______ . _____ .. __ ._
<I)
!7
NACA 65,2-318 (approx.) ________ ._ .... ________ ... __ .. _ Internally balanced ____________ .. __ _
(1)
'q
NACA 63(420)-521 (approx.) __ .. ______ .. _______________ .. __ do .. ___ .... _______________ . _____ _
(I)
c,..
NACA 66(215)-216, a=O.6 __ .. ,_ .. ______ . ___ . ___ .. ____ . _' ___ do._ .. __________ .. ______________ _
<I)
.d
NACA 66(215)-014.. ____
NACA 66(215)-216, a=O.6 ____ ._ ._. ___ .. _. _______ . ____ . _______ do _______________________ ______ _
<I)
NACA 65,-415 _______ .. ________ . ___ . ______ . ________________ .do_. ____ ________________ ______ _
<I)
.13
6.0X106
[}
NACA 653-418 ___ ____ . _______
do ______________________________ _
(I)
.13
6.0XI0 6
62
NACA 65,-421. ___ . ___ ._. __ . ___________ .. ___ . ______ . ________ do ______________________________ _
(I)
.13
6.0X10 6
62
NACA 65(112)-213 .. ________ . _____ . _____ ._. __ .. ______ ._. __ Internally balanced. _______ ._. _____ _
(I)
.14
8.0XJ06
--------
NACA 745.A317 (approx.). _____________ . ___ .. ___ ... _. ____ ___ do ___ ..... _... __ .... __ .. _._ ... __ .
(I)
.13
6.0XlO'
NACA 64,3-013 (approx.)_. _______ .. ____ ... ____________ . ____ do __________ . ___________________ _
<I)
.13
6.0X!06
l:>
NACA 64,3-1(15.5) (approx.). ____ . ____ . __ . __________________ do ______________________________ _
(1)
.13
6.0XlO'
OO~~~=~~~~=~~~~~~~~~~= --;,lain __~==~~=~~~~~~~ ----~;_- --~~-- -=~~~~~-r~~~;-
00
___ "
____ . . ____
.00 ____
___
_____
_____
______
Plain ______ .. ________________ ______ _
,___
_________
58
13.0XIO'
1.93
.14
6.0XI0'
.20
to
.48
.09
8.0X1Q6
2.8XI0 6
to
6.8X10 6
1.2XI06
59
61
6.0X1Q6
62
Approaching 1.00.
.8
.8
....
.
. .. . / / '
.
--- -.. . . v
,,
LV<
,
~1~6
/'"
Theoretical
.;
<I)
QJ
c:QJ
:,
IJ
,,
~ .4
"QJ
,,
c:
,,
::;:
()
c:
.~
..... .2
<J
,,
,,
:;:;
J?
,,'
~V
17
- --Experimenfal
~
I/)
III
t
..- .-
QJ
...."
"
J.P
'V
(j
~ .4
-,.;
QJ
(J
:g
~
, !sf
--
.."..
s:
/[7
/'
"./
"
/'"
/9- --- --E~perimental
iP
I
I
,,
"
. ..
.,
!oP"x
I
I
.2
,,-
, .-
./
""
,,
c;,o
V"
(a)
.1
.2
A ileron chord ratio, calc
(a) IJ range from 0 to 10.

FIGURE
Thgoretical-
tJl
." ~.6
<;.<
,'V
//
60
.3
.4
(b)
.1
.2
Aileron chord ratio,
calc
.3
.4
(b) IJ range from 0 to 20.
59.-Variation of section aileron effectiveness with aileroll-chord ratio for trueairfoilcontour ailerons without exposed overhang balance on a number of airfoil sections.
Gaps sealed; c,=O.
49
SUMMARY OF' AIRFOIL DATA
I
Basic airfoil
Air-flow characteristics
CI
'l'ype of aileron
(I)
-----------f
0.10
.18
.33
1.4XI06
4.0X106
9.0X106
Basic airfoil
Reference
------------- - - - - - - - - . - - --- - - - - - - - -
I
1
NACA 0009
NACA 64,2-(1.4) (I3.5)
NACA~66(215)-216, a=0.6_
0
.150
.100
0.20c plain
0.187c plain
0.20c plain
1
1
1. 93
(')
(~)
Reference
Type of aileron
CI
------------- ---- ---------- ---NACA 66(215)-216.a =0.6

NACA 63,4-4(17.8)(approx.)
63
0.100
.450
0.20c plain
0.20c with 0.43c, internal balance
64
----
----
64
Trne airfoil contoUl".

Approaching 1.00.
LI6/~
Aileron deflecfion, deg
NACA 63,
4~4( 11.8) (opprox.j-.,-:
...: .... ---
...:.,
. _.r... _ -/2-
f\
if;";'-
1\
C
"
"
~:--
NACA 66(215)-216, a=Q6-""
~,
---)
Ef'
'\
'. ~-.(.\
'~
,
~
Stroi hi sided
-2
"
-4
~.:::-
~;""'....--
;~~~
-'
-4r-r-+-+-~~-r-r_+_+~I-4~~2-~~,~,~+-+-~
rAileron defleelion, deq
L---rr
~'"''
-- ".
-6
.--- "12
---
p;;...-
V 471
--- '-a, li"

"
"':.::::~ ...
'
"
True airfoil contou?)-
",
"
V
-_:.
'.
-8
-.0018 -.0016 ~0014 -.OOlc ,DOlO ~0008 :0006 :0004 :0002
.1cu radians
o,
;biJ,
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.
FIGURE
FIGURE 60.-Variation of the hinge-moment parameter ilea a with the equivalent chan~e in
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 comparison 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 ailerons 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 characteristics for tll(' range of deflections for which dat.a arE' avail-
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 straightsidE'd aileron appears to have no advantage over the aileron
of true airfoil contour. The advantage of using straightsided ailerons appears to depend markedly on the airfoil used
but sufficient data are not available to determine the significant airfoil parameters. Figure 62 shows that in one case
the effE'ct of leading-edge roughness on the aileron characteristics 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 airfoils. 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
t:--
-16.
-.... i--!<mooth
Roughness ot leading edqe.-->
~~~
:::--. --.::.:,r12
::::- ~
-I-
~ fX'-8
.~
-4-~
Q\
1\
~_ 0
'I!
J"::V
"'I
-2
INTERFERENCE
~V
-4
r- I--
Aileron deflection, deg -12"

<'-,.
-6
--
/'/ >.5"8
-~
,/
,/
----
-8
~OOI8 ~OOI6 ~OOI4 ~OOI2 ~OOIO ~0008 ~0006 ~0004 ~OOO2
that air-intake shapes can be provided for such airfoil sections with desirable air-intake characteristics and without
loss in maximum lift coefficient (fig. 63). Some pressuredistribution data for the air intakes shown in figure 63 indicate that the critical speed of the section has been lowered
only slightly and that falling pressures in the direction of
flow were maintained for some distance from the leading
edge on both surfaces at lift coefficients near the design lift
coefficient for the section. Sufficient information is not
available to permit such desirable configurations to be designed without experimental development.
twHo, radians
FIGURE 62.-Variation of the hingemoment parameter !1cH6 with the equivalent change in
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
the leading edge of the airfoil. (For description of aileron, see fig. 60.)
The main problem of interference at low Mach numbers)s

considered to be that of avoiding boundary-layer separation
resulting from rapid flow expansions caused by the addition
of induced velocities about bodies and the boundary-layer
accumulations near intersections. No recent systematic
investigations of interference such as the investigation of
reference 66 have been made.
Some tests have been made of airfoil sections with intersecting flat plates (reference 67). These configurations
may be considered to represent approximately the condition
of a wing intersection with a large flat-sided fuselage.:.i:1n
24-inch chord
1.6
1.4
,!-e =0.186 .. p
1.2
.p-
lei 'l
1V t
.., .8
/.2
./
~ ",
~.
v.
.V' he" 1.135
he ~ 1./35
VV
IJ
11
\\
,a L
Ii /
Configuration
R
o Plain airfoil 3.0" I O't - - o Ducfed model
(low flow) .,. 2.4
<> Oucted model
-8
qo
v. he =0.186
(V'
V
/
,tJH
- , he =0.186
1\
j /
-I.e
-16
(high flpw)
\
11V
.2
r:I
2.4
16
Section onqle of attock, "
24
deq
;\
~4
If
...r/'
~
r
. tJ H, he =/.135
qOI
.4
Sedion lift
.8
coerric~'enf,
FIGURE 63.-Lift and flow characteristics of an )<ACA 7scries type airfoil section with leadingedge air intake.
J
!.2
C1
/.0
51
this case, the interference may be considered to result from

the effect on the wing of the fully developed turbulent boundary 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 indicate 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-propellershaft 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 interfering 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.
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 aerodynamic features that must be considered in the application of
the data presented.
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 obviously 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. Liftingsurface 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 reasonable accuracy by interpolation of the root and tip characteristics according to the thickness variation.
APPLICATION OF SECTION DATA
SELECTION- OF ROOT SECTION
APPLICATION TO WING DESIGN
Wing characteristics are usually predicted from airfoilsection 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 discontinuities 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 consideration of the chordwise distribution of lift (reference 80).
Wings with large amounts of sweep require special consideration (reference 81).
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 section 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 reduces structural weight or permits large spans usually leads
to the selection of the thickest root section that is aerodynamically feasible. The comparatively small variation of
minimum drag coefficient with thickness ratio for smooth
airfoils in the normal range of thickness ratios and the maintenance 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 number at which the drag increases sharply. As airplane speeds
increase, it becomes increasingly difficult and finally impossible to avoid the drag increases resulting from compressibility effects by reduction of the airfoil thickness ratio.
In the cases of airplanes of such low speeds that compressibility 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 thickness 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 maxiInurn 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 coefficient 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 complicates 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 coefficient 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 characteristics 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 interfering 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 maximilm 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 permissible amount of washout may not be limited by the increase 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 combinations 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 particularly 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.
53
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 direction 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 minimum 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.
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 available 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 boundarylayer 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 excessive 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 TWODIMENSIONAL LOW.TURBULENCE TUNNELS
By
MILTON M. KLEIN
DESCRIPTION OF TUNNELS
The Langley two-dimensional low-turbulence tunnels are

closed-throat wind tunnels having rectangular test sections
3 feet wide and 7% feet high and are designed to test models
completely spanning the width of the tunnel in twodimensional flow. The low-turbulence level of these tunnels,
amounting to only a few hundredths of 1 percent, is achieved
by the large contraction ratio in the entrance cone (approx.
20: 1) and by the introduction of a number of finewire small-mesh turbulence-reducing screens in the widest
part of the entrance cone. The chord of models tested in
these tunnels is usually about 2 feet, although the characteristics at low lift coefficients of models having chords as large
as 8 feet may be determined.
The Langley two-dimensional low-turbulence tunnel operates at atmospheric pressure and has a maximum speed of
approximately 155 miles per hour. The Langley twodimensional low-turbulence pressure tunnel operates at pressures up to 10 atmospheres absolute and has a maximum
speed of approximately 300 miles per hour at atmospheric
pressure. Standard airfoil tests in this tunnel a,re made of
2-foot-chord wooden models up to Reynolds numbers of
approximately 9X 106 at a pressure of 4 atmospheres absolute.
The lift and drag characteristics of airfoils tested in these
tunnels are usually measured by methods other than the use
of balances. The lift is evaluated from measurements of the
pressure reactions on the floor and ceiling of the tunnel. The
drag is obtained from measurements of static and t9tal
pressures in the wake. Moments titre usually measured by a
balance.
C/
wake (Ho~HI)
He max
a
B
C
Cd
ca'
54
An coefficients of potential function for a

symmetrical body
fraction of chord from leading edge over
which design load is uniform
dimensionless constant determining width
of wake
chord
drag coefficient corrected for tunnel-wall
effects
drag coefficient uncorrected for tunnel-wall
effects
drag coefficient measured in tunnel
section lift coefficient corrected for tunnelwall effpcts
maximum value of He
tunnel height
hT
K=c/
Cd
L'
m
,SYMBOLS
AI, A 2 ,
section lift coefficient uncorrected for tunnelwall effects

design lift coefficient
lift coefficient measured in tunnel
moment coefficient about quarter-chord
point corrected for tunnel-wall effects
moment coefficient about quarter-chord
point measured in tunnel
average of velocity readings of orifices on
floor and ceiling used to measure blocking
at high lifts
average value of F in low-lift range
potential function used to obtain 'I)-factor
total pressure in front of airfoil
total pressure in wake of airfoil
coefficient of loss of total pressure III the
true lift resulting from a point vortex

lift associated with a point vortex as
measured by integrating manometers
upstream limit of integration of floor and
ceiling pressures
downstream limit of integration of floor
and ceiling pressures
resultant pressure coefficient; difference
between local upper- and lower-surface
pressure coefficients
static pressure in the wake
free-stream dynamic pressure
static-pressure coefficient (HoqO
P)
static-pressure coefficient in the wake
(Ho qo
8
v
~V
PI)
distance along airfoil surface

velocity, due to row of vortices, at any
point along tunnel walls
increment in free-stream velocity due to
'blocking
V'
V"
v
w
corrected indicated tunnel velocity

tunnel velocity measured by static-pressure
orifices
local velocity at any point on airfoil surface
potential function for flow past a symmetrical body
distance along chord' or center line of
tunnel
(B:w)
variable of integration
distance perpendicular to stream direction

ordinate of symmetrical thickness distribution
distance perpendicular to stream direction
from position of Hcmax
ilt
Yw
1/a
1/b
1/x
slope of surface of symmetrical thickness

distribution
complex variable (x+iy)
angle of zero lift
section angle of attack corrected for tunnelwall effects.
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
'IJ-factor for additional-type loading
'IJ-factor for basic mean-line loading
'IJ-factor applying to a point vortex
component of blocking factor dependent on
shape of body
quantity used for correcting effect of body
upon velocity measured by static-pressure
orifices
component of blocking factor dependent on
size of body
potential function
stream function
55
The factor 'T]x was obtained as follows: The image system

which gives only a tangential component of velocity along the
tunnel walls is made up of an infinite vertical row of vortices
of alternating sign as shown in figure 64. If the sign of the
vortex at the origin is assumed to be positive, the complex
.
potential functionj for this image system is
ir I
. h 'I1'zir I
. h (Z-ihT)
j =2'11'
og sm 2hT -2'11' og sm '11' ~
(18)
where
r strength of a single vortex

z complex variable (x+iy)
hT tunnel height
y
.+
+"+
Upperwo//....
Lower woll ....
.-
FIGURE
64.-Image system for calculation of ~ractor in the Langley twodimensional

lowturbulence tunnels.
The velocity u, due to the row of vortices, at any point

along the tunnel walls where
hT
y=""2
is then obtained as
MEASUREMENT OF LIFT
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 distribution along the floor and ceiling of the tunnel, the integration being accomplished with an integrating manometer.
Because the pressure field theoretically extends to infinity in
both the upstream and the downstream directions, not all the
lift is included in the length over which the integration is
performed. It is therefore necessary to apply a correction
factor'T] that gives the ratio of the measured lift to the actual
lift for any lift distribution. The calculation was performed
by first finding the correction factor 'lJx applying to a point
vortex and then determining the weighted average of this
factor over the chord of the model.
'I1'X
u=2h T sech hT
(19)
where x is the horizontal distance from the point on the wall

to the origin. The resultant pressure coefficient P R is then
given by
4u
PR==V
2r
'I1'X
=hTVsech hT
(20)
where V is the free-stream velocity.

The lift manometers integrate the pressure distribution
along the floor and ceiling from the downstream position n
to the upstream position m (fig. 64). For a point vortex
56
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.

The true lift L resulting from the point vortex is given by
1.0
.8
.6
.4
.2
L=2Qor
0.934;
.9342
.9336
.9330
.9325
.9322
'Ia=O.92U6
The correction factor
'YJx
1
= hT
is then
in-x
m-x
7rX
sech -h dx
T'
which yields
(22)
In the Langley two-dimensional low-turbulence tunnels,
the orifices in the floor and ceiling of the tunnel used to
measure the lift extend over a length of approximately 13
feet. A plot of 1]x against x for the Langley two-dimensional
low-turbulence pressure tunnel is shown in figure 65. The
1]-factor for a given lift distribution is obtained from the
expression
Jrchord
'YJ=f
chord
11'YJ"
d (~)
l1d
(X)
-
In order to check the variation of 'YJa with variations in the

additional type of lift distribution, the value of 'YJa was recalculated for the class C additional lift distribution given in
figure 6 of reference 74. The value of 'YJa for this case was
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 calculations. The lift coefficient of the model in the tunnel
uncorrected for blocking c/ is given in terms of the lift coefficient measured in the tunnel CIT and the design lift coefficient of the airfoil Cit by the following expression:
(24)
Because 'YJb does not differ much from 'YJa, it is not necessary
that the basic loading or the design lift coefficient be known
with great accuracy.
Because of tunnel-wall and other effects, the lift distribution over the airfoil in the turinel does not agree exactly with
the assumed lift distribution. Because of the small variations of 'YJ with lift distribution, errors caused by this effect are
considered negligible. It can also be shown that. errors caused
by neglecting the effect of airfoil thickness on the distribution of the lift reaction along the tunnel walls are small.
1.0
MEASUREMENT OF DRAG
~r-
.8
---
i---...
t--
.6
.4
The drag of an airfoil may be obtained from observations

of the pressures in the wake (reference 84). An approximation to the drag is given by the loss in total pressure of the
air in the wake of the airfoil. The loss of total pressure is
measured by a rake of total-pressure tubes in the wake.
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
-2
~
0
I
2
3
4
5
6
Disfonce downsfream from reference point in funnel, x) ft
FIGURE 65.-Lift efficiency factor n. for a point vortex situated at various"positions along the
center line of the tunnel.
Jwake
Hc
dyw
(25)
where
He coefficient of loss of total pressure in the wake (Ho-_HI)

Qo
57
SFMMARY OF AIRFOIL DATA
Yw
d istanc(' perpendicular to stream direetion

of fI ema ;:
froIll
-:-.. t---, :-
position
10
;---- t----
--;--..
If thr static pressure in the wak(, is rrpresented by PI!

the tl'U(, drug coeffieient uncorrected for bloeking
shown to be (refel'l'nee 84)
ca'
.9
may be
B
(26)
r--
r-- --;--..
t---
.7
-t--
t----
r-- t--
I------
t-- t--
r--- r--
t-- r----
f-
l-J-i:
.9
r----.-
1'---
.5
tZ
q,
t-- I---
I---
.8
"~
1_ WaKe depth
"(mo,)
r-- r----
-- -r---1.0
I--- I'-i"---j-....
.6 I--- l-- cc'=Kcdr
th
'
I' stati<,-pl'essure
COl'ffi'
('len t'm th
. e wak-e Ho-PI
--_.
8 1 IS
qo
The assumption is made that the variation of total pressure
acrcss tIl(' wake can be represented by a normal probability
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
lIe. If the maximum value of He is rt'prf'sentf'd by H emax '
tIl(' NlllH tiOll of the normal probability cune is
r--
/'--.
'WI l{'re
S,
1./
t---- r-I--
t--
r---.,.
r-- t--.
t--
l'--.~
f"".-
""-.
S' _ Sfa Ie pressure

- - t - q,
f-- j..--'.J:.....
I--- :--.....
I'-....
~
----
'-...
""
.4
.I
.3
.4
.5
.6
.7
.8
.9
J.O
FH.CRE tl(t--Plot of ](us u function of l1c maz with 8 1 as U paramC'ter.
TIll' pou'lltial function w for a symm('trical body IS

ginll b~-
where B is a dinH'llSiollless eonstnnt that determines the

width of the wlIk(,. If a ('onvenient varinble of intpgration
. K'IS
..- .. IS use(1, t IIe ratIO
Y = Byw'
c
(28)
where ,. is tlll' fl'('l'-str('am veloeity and the coefficients AI,

A 2 , H1'(' comph,x. If the tunnel ht'ight is large COIllpal'l'd to tIl(' size of tIll' body, POW('I'S of liz greater than 1
may b(, Iwgl(>ded and
(29)
and is ind('pend<'llt of the width of the wah. TIl(' quantity

K has b('PI1 evaluatpd
for variolls values of He rna;c and 8 1 bv
.
..
assuming 8 1 to b(' constant aeross thE' wake. The drag
coeffieipnt c/ may thus be obtained from tunn('l mNl.sur('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'atmpnt of this probll'm is given in rpfrr(,lH'P 85.
TUNNEL-WALL CORRECTIONS
In two-dim(,llsional flow, the tunnE'1 walls may be eOllV(,I1iently eOllsid(,l'('(i as having two distinct dff'cts upon thE' flow
over a mod('l in a tunnrl: (1) an inerease in the frE'e-stream
velocity in titP neighborhood of thE' model bpcausr of a
(;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
walls (blocking pfl'Pet) is obtaill('d from consideration of an
infinite vprtieal "ow of imag('s of a symmetrical body as
given in rpf(,I'('I\(,(, 86; tll(> irriag('s rl'pn'sent the ('fl'(>d of th('
tunnd wnlls.
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
indu('pd Y('locity at the center of tIl(' body dw' to all thf'
imng('s is ('XP"('ss('d ill l'('f(,l'en('(' 86 as
(30)
where the term Al is the same as the term
"41
'At2 V of
reference 86.
For eOllveniellep in tunnd cal('ulatiolls, the t'xpressioll of
AF may be written
AV
V=Au
(31)
where
(32)
(33)
The faetor 0' d('pends only Oil the size of the body and is
easily calculatE'd. The factor A depends on the shape of the
body and is more diffi('ult tocttlculate. For bodi('s such as
58
Rankine ovals and ellipses, simple formulas may be obtained

for calculating A. In the general case, the value of A may
be obtained from the velocity distribution over the body by
the expression
A=l: .fol ~ V~l+(~J dG)
sponding points of the upper and lower surfaces, and
{ y de{! may be replaced by an integration over the upper
.10
surface; therefore,
fo z
(34)
where v is the velocity at any point on the airfoil surface and

dy ddx is the slope of the airfoil surface at any point of which
the ordinate is Yt.
y de{! (counterclockwise direction)
or
Reversing the path of integration, replacing de{! by vds, replac-
ing ds by
ods
..... Polh of Inlegralien
u,
fa z~~ dz will
depend only on the term -Adz and, from the theory of

residues, is given by
dWd z=-211'~'A 1
Jo z dz
but
dw
z dz dz=z dw
=
(x+iy) (dcjJ+i dt/;)
where e{! is the potential function and if; is the stream function. On the surface of the body dif;=O, so that
r z dd z dz= Jo{ x de{!+i Jo{ y de{!

W
Jc
(35)
Since the body is symmetrical, the term x de{! will have

equal numerical values but opposite signs at corres,Ponding
points of the upper and lower surfaces, and
11'.10 c V
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). Differentiating and multiplying equation (28) by z gives
The line integral about a closed curve
~ 1 +d:~2 dx, and solving for A = lC~~l gives

A=.16 (I'lL
.1.'
FIGURE 67.-Sketch for derivation of A-factor.
vanish.
~~ dz=2i f
fax de{! will
The term y de{! will have equal values at corre-,
11 +(dyt)J d(~)
-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 staticpressure 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 distribution along the streamline halfway between the upper and the
lower tunnel walls for Rankine ovals of various sizes and thickness 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'= V"(1+A~)
(36)
where V" is the velocity measured by the static-pressure

orifices. In the Langley two-dimensional low-turbulence
tunnels, the distance from the static-pressure orifices to the
midchord point of the model is approximately 5.5 feet; the
corresponding value of ~ for a 2-foot-chord model is approximately 0.002.
In order to calculate the effect of the tunnel walls upon the
lift distribution, a comparison is made of the lift distribution
of a given airfoil in a tunnel and in free air on the basis of
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
(reference 87). On this basis the following corrections are
derived (reference 87), in which the primed quantities refer
to the coefficients measured in the tunnel:
cl=[1-2A(o+~) -u]cz'
(37)
59
-(1+)
'+ d'id
4uc me /4' ,-UIl'Io,
Ull'o
Il'o-
CI
Il'o
(38)
(39)
4 UC m
14'
I n t he f oregolllg equatlons, the terms ,CI

d 'IdeCXo " UCXI0 ,and uc/14
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 distribution 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'
from unity in the high-lift range for ap.y airfoil tested in the
tunnel; this variation indicates a change in blocking at high
lifts. A plot of FIFo against angle of attack cxo' for a 2-footchord 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
f/.oo
~r-
o ,.."...
>-.
:r-o-
.90
(40)
.80
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 therefore 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 appreciably. 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.
-16
-12
-8
-4
0
4
8
Geometric angle of attacK,
12
/6
deg
a;,
20
24
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)
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 sufficient accuracy. When the flow leaves the surface, the blocking 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.
'
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
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
~o >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
refinement of this correction has therefore not been attempted.
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
.0
V
I. 2
f\
r
iit"
~
\,
If
A
11
!I
-. 4
)
'\
(a)
(~V
-/6
II
.8
t Airfoil A
I Ai~fOil ~
1I
If
.4
.2
II
Pressure distribution,
TDT test 640
Iregratinq manomrer,
TDr fest 618
o Airfoil B
Airfoil
Pressure distnbution,
rDr test 655 I
Integratin$. manometer,
TDT test 6 3 and 654
(b)
-8
/6
24
32 -24
-16
Section angle of attack, OJ deg
~8
32
24
16
(b) Comparison for airfoil B.
(a) Comparison for airfoil A.
FIGURE 69.-Comparison between lifts obtained from pressuredistribution measurements and lifts obtained from rea~tions on the 1100r and ceiling of the tunnel.
1 l
1
Chord. in.
2.0
~ Jl""'~r";'fed tor blocking

~ J~ cor;"ecfed for' b/~ckinq
/.6
/.8
1.2
V'
<:!
/.6
l
r
/.4
/.2
II
1/
II
.,&;; ~
~~
~~
1\
'" ,
~
.8
.6
.4
.2
-1.2
-24
o Balance
o Integrating manometer_
~.B
i"-
---' >-
S
1.0
_J
17
<1
V
-16
-8
0
8
16
Section angle of attock, ., deg
24
FIGURE 70.-Comparison between lifts obtained from balance measurements and from
reactions on the floor and ceiling of the tunnel.
.I
.2
.3
.4
.5
.6
.7
.8
.9
:x/c
FIGURE 71.-Comparison between corrected arid uncorrected pressure distributions for two
chord sizes of a symmetrical NACA 6-series airfoil of l(ipercent thickness. ,"0=0,
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 theoretical correction factor (equation (40)) and the experimentally
derived corrections of reference 88. The theoretical correction 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 integratingmanometer values in figure 70.
Finally, a check has been made of the method of correcting
pressure distributions (reference 87) for NACA 6-series airfoils of two chord lengths at zero angle of attack in figure 71,
in which the pressure coefficients are plotted against chordwise 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 Variable~Density 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 Compressibility 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 MeanLine Loading on the Aerodynamic Characteristics of Some LowDrag 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 Calculation 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
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, Katzoff~ S., and Hootman, James A.: Comparative Flight and Full-Scale Wind-Tunnel Measurements of
the Maximum Lift of an~~iIi?lane. 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 TrailingEdge 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-AirfoilChord Split Flaps. NACA CB No. L4G10, 1944.
45. Abbott, Ira H., and Greenberg, Harry: Tests in the VariableDensity 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 Investigation 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 LowDrag 'Airfoil Section with a Double Slot,ted Flap. NACA ACR
No. 3120, 1943.
'
4S. Wenzinger, Carl J., and Harris, Thomas A.: Wind-Tunnel Investigation 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.igation 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 vailable 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-Distribution Investigation of an ,N. A. C. A. 0009 Airfoil with a 50Percent-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-PercentChord Plain Flap and Three Tabs. N ACA TN No. 761, 1940.
53. Ames, Milton B., Jr., and Sears, Richard I.: Pressure-Di!~tribution
Investigation of an N. A. C. A. 0009 Airfoil with a 30-PercentChord 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 Characteristics 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 Investigation 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 Investigation of Control-Surface Characteristics. VI-A 30-PercentChord 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 Effectiveness 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 Investigation 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 LowDrag-Airfoil Sections Suitable for Admitting Air at the Leading
Edge. NACA ACR, July 1942
66. Jacobs, Eastman N., and Ward, Kenneth E.: Interference of Wing
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 Characteristics 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 Investigation 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 Characteristics 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 Characteristics 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 SweptBack 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 PartialSpan Flaps. NACA Rep. No. 665, 1939.
84. The Cambridge University Aeronautics Laboratory: The Measurementof 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 Determining 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 TwoDimensional-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
(deg)
Flap
Flap.chord
(percent c)
Geometric characteristics
Model
Plan view
Outboard
Inboard
Front view
~fi
------1---------1----'---,---
Jr. I cr,
I cr.
br,
II
1
Split
60
1
1
I
I
Sections:
Root: NAGA 66(215)-216
Tip: NAGA 66(215)-216
A=7.00
c--:-------=--=:J
I
I
T
I
1
-1---1
---I
Fowler
Sections:
Root: NAGA 66(215)-116
Tip: NACA 66(215)-216
A=7.0
~=0.5
Geometric washout, 1.50

.j,
--I
Sections:
Root: NACA 65(318)-{)19
Tip: NAGA 65(318)-{)15
A=7.36
_ _ _I
washout; 3.6
Sections;
Root: NAGA 65(318)-{)19
Tip; NACA 65(318)-{)15
A=7.36
~
~
30
60
10
1
I
37
10
20
20
30
30
-J.
Stalling characteristi cs
2.6
3.6
4.6
1.72
1. 78
1.84
2.6
3.6
1.94
1. 98
2.07
-J.
4.6
1. 97
2.03
2.06
2.6
3.6
4.6
2.04
2.11
2.15
2.6
3.6
4.6
2.40
.2.50
2.51
2.6
3.6
4.6
2.43
2.49
2.52
2. lX106
1. 15
1.29
1. 27
Abrupt stall progresses

from root toward tip for
flaps neutral and p~rtial
span flaps detlected; no
data for fnll-span flaps
30
30
I
1.
I I
1 1
.j,
30
53
37
2.8
3.3
1
35
30
30
2. I
2.9
3.4
2.44
2. I
2.36
2.49
2.9
3.4
00
~
>I>
~
.....
o
~
With flaps neutral, satisfactory; with flaps deflected, extremely abrupt

stall envelops entire
wing
2.49
2.54
3.13
3.31
3.29
None
3.0XJ06
1.18
1. 37
1.43
5. I
7.4
Noue
3.3XI0'
5.6
7.2
a=0.6
Tip; NACA 66(215)-(1.8)12,
a=O.6
A =5.82
X=0.46 .
Pliin
Nine
1
-J.
I-o-'=='-y-'-_-_=_:_~ ~6-0-'---I
. .-.--.
50
_... _..
Abrupt stall with satisfactory progression to

ward tips
-J.
_ _ ______________
:-----.,
78
3.3
5.2
5.8
1 55
2.10
2.19
2.21
Unsatisfactory stall; a
strong outflow resulted
in severe tip stall
~
~
.....
....,
>-3
trl
trl
"'J
>
trl
o
~
>
q
::tI
>-3
.....
I Abrupt
stall wit~ satisfactory. progresslOn to
ward UPO;
~_ _ ,,,,,:~,
, I
::tI
::tI
1.17
1.31
1. 34
'-~-:~-X-1;; -i-:-~~-I
-J.
Sl.....
Ul
>
o
o
1--1--1--1--1---1---- --1
None
>-3
~
2.29
2. I
2.9
3.4
.."
I-~I--I--I-.--I--I--I------I

Sweep back of 0.25 chord line
21.930
1.26
1. 36
1. 41
2.6
3.6
~=0.25
-====
3.6
4.6
4.6
1
1
CLmr.u:
se~gf:~ACA66(215)-(1.S)(15.5),
v
Fowler
~=O.25
I~metric
IV
.j,
III
I
!
~=1.00
63
II
10
20
bro
1No~~ -Non~ No:I-~ne 1- 2. 6XIO~
None
None
Flap span
(percent b)
,----
Ul
VI
C ---.::J
b:=J ==
t}::=-
Sections:
Root:NACA66(215)-(1.8) (15.5),
a=0.6
Tip: NACA 66(215)-(1.8)12,
a=0.6
A =5.82
>'~0.46
Plain
I
1
None
II
,1.
.10
--.6.--
25
------
I
I
I
-._----
-------
60
-------
3.3XI0'
5.3
6.0
1.34
1.39
1.39
-------
3.3
5.1
5.8
1.87
1.91
1.92
Abrupt stall with satisfactory progression toward tips
-- -- --- ---
I
VIl
I~
Sections:
Root: Mod. N ACA 65,3-318,
a=O.8
Tip: Mod. NACA 65(318)-316,
a=0.8
A=8.09
>'=0.5
Double
slotted
,1.
Double
slotted
,1.
2.1
2.5
.10
48
55
30
,1.
,1.
,1.
5.1XlO'
1.33
5.1
2.85
Satisfactory
I
I
-- - - - - - -
(\
I
I
VUI
-.~
C-==
=-=0==
- P'
Sections:
Root: NACA 67(115)-116
Tip: NACA 67,1-115
A=6.7
>'=0.4
Zap
,1.
Split
,l-
Zap
IX
~
~
---.
60
,l-
-v
None
Split
None
,l-
55
d ~
-, ,------
\r-
'v-o-.
sr~
v
Propellers win<lmi!ling.
60
,l-
.!-
1.32
2.25
2.77
1. 91
2.22
No data
I
I
w
q
~
>1
-------
20
-----.-
60
-------
3.5X10'
----.-- 3.6
138
1. 97
:......
Satisfactory
~
";j
Sections:
Root: N ACA 64(215)-418
Tip: NACA 66,2x-415
A=8.92
>'=0.33
None
Split
None
---55--
-------
./.
Split
,l-
55
20
.!-
------20
60
.!-
t::1
-------
--ao---
3.5XlO'
3.6
3.5
1.42
1.87
2.11
Satisfactory
-------------
4.0XlO'
4.1
1.47
1. 95
Satisfactory
------ -~
Sections:
Root: NACA 64(215)-418
Tip: NACA 66,2x-415
A=8.92
),,=0.33
None
Split
None
.\.
55
Extensible
slotted
None
.------
35
-_.----
-------
20
-------
60
--- - - - - -- --- ----
---:'. l1t
c:t
,l-
20
,l-
2.4XI0'
2.4
2.4
2.5
2.5
- - - - - - -- . - -
XII
38
60
II
XI
35
1 1 1 381
20
t<
----
60
35
o";j
d~b
v
-=0=
Sections:
Root: NACA 64(215)-418
Tip. N A CA 66,2x-415
A=8.92
>.=0.33
,1.
48
- - -- - - --
f\
0
48
,l-
,lNone
Split
~=-
Sections:
Root: NACA 63(420)-418,
a=l.O
Tip: NACA 65M15. a=1.0
A=7.77
>'=0 ..10
Geometric washout, 2.8 0
1
Split
60
-------
25
-------
70
3.1XlO'
4.1
4.8
01.37
01.42
01.45
-------
3.1
4.0
4.9
<>2.19
3.1
4.1
4.8
02.00
02.06
02.06
I I
-------
-.-._--
-- - - -- --
---- .. --
--~----
02.20
02.21
I
Sati.factory
I
1
I
~
Cl
TABLE II.-MAXIMUM LIFT AND STALLING CHARACTERISTICS OF MODELS TESTED IN THE NACA 19-FOOT PRESSURE TUNNEL-Concluded
~
~
---
Configuration
Plan view
Front view
Inboard
Outboard
tJ"
None
None
-----.-
Split
~-~
lL-d
XIII
----~
Sections:
Roots: NACA 66(215)-016
Tip: NACA_66(215)-o16
A =5.34>
>'=0.68
Geometric:washout, 0.00
Extensible
trailing edge
V
Split
Extensible
slotted
,....
c:.L Ol1,:J
XIV
Sections:
Root: NACA65(318)-1(18.5)
Tip: NACA 66(215)-216
A=5.52
>'=0.48
V
I
XV
--XVI
I
.J.
Slotted
Split
I
I
I
I
.J.
None
I
I
I
I
I
I
~ ~
45
j
1
60
Flap span
(percent b)
~---==; p-~
~~
.J.
---- - - --
CLma~
2.4XI0 6
3.8
5.3
1. 21
1.37
1.45
20
-------
-._-._-
II
20
-l-
I
I
I
.(,
65
----._-
2.4
3.8
5:4
1. 76
1. 89
I
I
-._----
2.5
3.7
5.2
1. 72
1.86
30
2.4
3.6
5.3
I
I
35
-------
50
-------
50
-------
I
I
1 I
.J.
I
I
I
I
I
.J.
Sections:
Root: NACA 23015.6
Tip: NACA 23009
A=5.5
>'=0.52
Slotted
None
1 1
50
-------------
20
II
.J.
1.00
1. 98~
2.03
2.13
3.8
5.3
2.01
2.15
2.21
3.6X1Q6
5.1
61
1. 32
1.42
1. 46
3.6
5.2
6.3
2.27
2.34
2.37
2.4
-------
-------
-------
3.5
4.9
5.9
2.04
2.13
2.16
-------
-------
3.5
4.S
5.9
2.02
2.12
2.17
-------------
60
.J.
l:d
Satisfactory
1.99
I
I
-------
Stalling characteristif!S
bl.
----.-- ------. ---- .. -- -------
60
bl,
---- ----
t::l
'tJ
o
~
?
00
.,..
II>-
Abrupt stall with satisfactory progression toward

tips
>
>-3
t-<
o
Z
>
t"'
>
~
rJl
-.-----------
3.4XI06
4.8
5.6
1. 55
1.58
1.60
3.4
4.8
5.6
2.46
2.50
2.52
o
Very abrupt stall, leftwing
stalling very rapidly, for
all conditions
~
~
t-<
p.
. )::=='"
c"
CI.
Extensible
slotted
==--A==-
Sections:
Root: NACA 66,2-118
Tip: NACA 66(2x15)-1l6
A=6.9
-=Q==
Sections:
Root: NACA 65 (216)-215,
a=0.8
Tip: NACA 65(216)-215,
a=0.5
A=9.08
>'=0.45
0.2 chord line straight
None
I
I
I
38
---------- - -3.0XlO'
24
50
-------
-------
-------
-------
.J.
-------
45
-------
I
I
I
I
I
-------
-------
---- --
-------
4.1
5.0
2.9
4.0
4.9
4.9
4.9
1.34
1.47
1.50
Extremely abrupt stall,

left wing stalls first for
the extensible slotted
flap, satisfactory for split
flap
2.01
2.15
2.21
'2.29
'I. 98
-=Q=.
g
>
t::l
!:O
z:
g;
----
>-3
t-<
Double
slotted
.1-
Double
slotted
.J.
0
55
.J.
.J.
25
25
25
61;
31
3.6X1Q6
3.1
2.8
1.38
2.45
2.69
31
3.6X10 6
3.1
2.8
1.37
2.44
2.76
1 1 1 1
rJl
Satisfactory
- - - - - -- Sections:
Root: NACA 65 (216)-215,
a=0.8
Tip: NACA 65(216)-215,
a=0.5
A=9.08
>'=0.45
-0.10 chord line straight
t::l
t::l
"'!
XVIII
Flap chord
(percent c)
--- - - - - - -- 0
------- 20 ------- 60 -------
C:(f.D:-::::>
---r
1
1
sPt
a/.
60
,....
Split
XVII
Flap angle
(deg)
Flap
Geometric characteristics
Model
Double
slotted
Double
slotted
.1-
.J.
0
55
.J.
.J.
25
25
25
I
.J.
65
1 1
.------
Satisfactory
I
XIX
---I
-w-
Sections:
Root: NACA 65(216)-215,
a =0.8
Tip: NACA 65(216)-215,
a=0.5
A =9.08
).=0.45
Donble
slotted
DOUble
slotted
,J..
.l-
.l-
Sections:
Root: NACA 65(216)-215,
a=O.S
Tip: NACA 65(216)-215,
a=0.5
A=9.08
),=0.45
Double
slotted
.l-
Double
slott!,d
,J..
None
None
55
,J..
'---I
---,
XXII
25
25
65
31
1 1 1 1
3.6X106
3.1
2.S
o
.~
25
25
65
1 1 1
'==:::::!-
Sections:
Root: NACA 66,2-11S
A=6.25
1<=0.35
-==
Sections:
Root: NACA 66,2-11S
A=6.25
1<=0.35
Geometric washout, 2. 50
j
Split
31
1
.l-
5.5X106
5.5
5.5
1.45
2. 37
2.6.'\
1 - - 1 - -_ _ _ __
2.9X106
4.0
4.9
45
: : : -: II j
1
50
60
60
,j,
20
40
1 Satisfactory
1.23
1.43
1. 51
3.0
4.0
4.9
1. 80
3.0
4.3
5.1
1.90
2.01
2.04
5.2
2.43
t~
1 Satisfactory
rJ2
q
~
~
1--1--1--1--1--1--11---
None
None
Split
---,
1. 45 1 UnsatisfactorY, severe tip

2.57
stall for all conditions
2. 86
except full-span flap
1--1-------
1-- 1 - - 1 - - 1 - - 1 - - 1
II
XXI
.l-
25
1_ _1___1_ _ 1_ _ 1_ _ 1
10:- ---
XX
55
45
1_ ... __ -1 20
'- _____ -1 50
4.1XlO'
4.9
1.50
1.60
4.1
2.02
Satisfactory
....t:"'
1-----1--1--1--1--1--1--11--CJ
XXIII
~ ~==
$
/---/
XXIV
None
Split
Sections:
Root: NACA 66,2-118
A=6.1
1<=0.47
Geometric washout, 2. 5
None
1______ -1
20
. ______ , 50
Split
None
45
1.38
1.57
1.61
2.9
4.1
5.0
1. 83
1.99
2.02
Sections:
Root: N ACA 65(223)-221,
a=1.0
Tip: NACA 66(215)-316,
a=0.6
A=12.S
1<=0.33
Fowler
20
. ______ , 50
2.9X10
4.2
5.0
1.34
1. 56
1.63
3.0
1.85
1.92
2.0l
4.2
5.1
1---1
1L9l iE:LJ:t
.--.~.-
45
2.9XlO'
4.1
4.9
I Satisfactory
:>
1--1--1--1--1--1--1---
~\~
t:j
None
c.
---I
XXV
Sections:
Root: NACA 66,2-118
Tip: NACA 66(2xI5)-116
A=6.25
).=0.35
0.375 chord line swept for
ward3.5
~
>
....
~
o
Satisfactory
1--1--1--1-_1,_ __
None
o
40
IS
63
1. 5X106
2.2
2.8
1.17
1.27
1.37
1.4
1.9
2.7
2.21
2.23
2.30
Poor, initial stall Occurs

at tips
Fillets removed.
t::.l
--l
69
SUPPLEMENTARY DATA
I-BASIC THICKNESS FORMS
Page
N AC A 0006 ___________________________________________ _
N ACA 0008 ____________________________________________ _
N AC A 0009 ____________________________________________ _
N ACA 0010 ____________________________________________ _
N ACA 0012 ____________________________________________ _
NACA 0015 ____________________________________________ _
N ACA 001.8- ___________________________________________ _
N ACA 0021 ____________________________________________ _
N ACA 0024 ____________________________________________ _
NACA 16-006 ____ - ______________ - - ____ - - _- - - - - _- - - _- _- -NACA 16-009 __________________________________________ _
N ACA 16-012 ____ - _____________________________________ _
NACA 16-015 __________ - __ - - -" _- - - _- - - -- - - - - - - - - - - - - - - -N ACA 16-018__________________________________________ _
N ACA 16-021- ________________________ - - _- _- - ___ - - - - _- -N ACA 63,4-020_________________________________________ _
~
NACA
NACA
N ACA
N ACA
N ACA
N ACA
N ACA
N ACA
N ACA
NACA
NA'CA
NACA
63-006 ____ - _______ - - _- - _- - - _- _- - - - - - - - - - - - - - - - - -63-009 __________________________________________ _

63-010 __________________________________________ _
631-012 _____________________________ - - __ - _____ - -632-015 _________________________________________ _
63 3-018 _________________ - _- _- _- - - _- _- - - - - - - - - - - -63c 021 ____________ - _- __ - - - _- _- - - _- _- - - - - - - ___ - -64,2-015 _________________ - ________ .___ - ____ - - ___ -_
64-006 _____________ - _- ___ - __ - __ - - _- - - - __ - - -'. - - - -64-008 _______________ - ______________ - - ___ " _- __ - -64-009 ______ ._________________________ - _____ - __ - -64-010 .. ____________________________________ - __ - __
70
70
70
71
71
71
72
72
72
73
73
73
74
74
74
75
75
75
76
76
76
77
77
77
78
78
78
79
Page
NACA 641-012 _________________________________________ _

N ACA 6~-015 _________________________________________ _
NACA 643-018 _______________________________ c _________ _
N ACA 644-02L ________________________________________ _
N ACA 65,2-016 _________________________________________ _
N ACA 65,2-02L _______________________________________ _
N ACA 65,3-018_________________________________________ _
N ACA 65-006 ________________ . ________________ .. ________ _
N ACA 65-008 __________________________________________ _
N ACA 65-009 __________________________________________ _
NACA 65-010 __________________________________________ _
NACA 651-012 _________________________________________ _
NACA 652-015 _________________________________________ _
N ACA 653-018 _______________________________________ - __
N A C A 65c02 L ________________________________________ _
N ACA 66,1-012-- _______________________________________ _
N ACA 66,2--015-- ___________ - - ____ - ____ - - ___ - - __________ _
N ACA 66,2-01L _____________________ .__________________ _
NACA 66-006 __________________________________________ _
N ACA 66-008 __________________________________________ _
N A C A 66-009 __________________________________________ _
N ACA 66-010_ _____________ ________________ ___________ _
N ACA 661-012 _________________________________________ _
N ACA 66 2-015 _____________________________ - - __ - _- - __ - __
N A C A 663-018 _________________________________________ _
NACA 66c 02L ____________________________ - ___ - _- - __ - __
N A C A 67,1-01 L _______________________________________ _
NACA 747 AOI5 _________________________________ - _- - ____ _
79
79
80
80
80
81
81
81
82
82
82
83
83
83
84
84
84
85
85
85
86
86
86
87
87
87
88
88
70
REPORT NO. 824--NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

2.0
NACA 0006 BASIC THICKNESS FORM
X
(percent c)
1.6
1.2
(-r;)'
:---r--
I-- ::---
0
.li
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
.8
NACA 0006
90
95
100
11
(percent c)
----.-947--1.307
1.777
2.100
2.341
2.673
2.869
2.971
3.001
2.902
2.647
2.282
1.832
1.312
.724
.403
.063
(DIV)'
0
.880
1.117
1.186
1..217
1. 225
1.212
1. 206
1.190
1.179
1.162
1.136
1.109
1.086
1. 057
1. 026
.980
.949
0
vlV
0
.938
1.057
1.089
1.103
1.107
1.101
1.098
1. 091
1.086
1.078
1.066
1.053
1.042
1.028
1.013
.990
.974
0
AD./V
3.992
2.015
1.364
.984
.696
.562
.478
.378
.316
.272
.239
.189
.162
.123
.097
.073
.047
.032
0
.4
L. E. radius: 0.40 percent c
r---
o
NACA 0008 BASIC THlOK;);ESS FORM
1.6
(percent 0)
I'
1.2
r--
--
-,
r-- I--
.8
NACA 0008
.4
0
.5
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
11
(percent 0)
0
---i:263--1.743
2.369
2.800
3.121
3.564
3.825
3.961
4.001
3.869
3.529
3.043
2.443
1.749
.965
.537
.084
(vi V)'
vlV
d"./F
0
.792
1.103
1.221
1.272
1.284
1. 277
1.272
1. 259
1. 241
1.223
1.186
1.149
1.111
1.080
1.034
.968
.939
0
.890
1. 050
1.105
1.128
1.133
1.130
1.128
1.122
1.114
1.106
1.089
1. 072
1.054
1. 039
1.017
.984
.969
-------.-.-
2.900
1. 795
1.310
.971
.694
.561
.479
.379
.318
.273
.239
.188
.152
.121
.096
.071
.017
.031
0
---
... --------
V-
.-
I'-..
o
NACA 0009 BASIC THlCKXESS FORM
1.6
1.2
----
(percent c)
(t>fV)'
vlV
Av.IV
- - - - ----- ----0
r-- :---
t--
'\
.8
NACA 0009
.4
V-
.5
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
--T42Q--1. 961
2.666
3.150
3.512
4.009
4.303
4.456
4.501
4.352
3.971
3.423
2.748
1. 967
1.086
.605
.095
I'---
y
(percent c)
.6
1.0
0
.750
1.083
1.229
1. 299
1. 310
'1. 309
1. 304
1. 293
1.275
1.252
1.209
1.170
1.126
1.087
1.037
.984
.933
0
.866
1.041
1.109
1.140
1.145
1.144
1.142
1.137
1.129
1.119
1.100
1.082
1.061
1.043
1.018
.982
.966
0
0.595
1. 700
1.283
.963
.692
.560
.479
.380
.318
.273
.239
.188
.151
.120 .
.095
.070
.046
.030
0
71
SUMMARY OF AIRFOIL DATA.

2.0
(per~nt c)
(percent c)
1.6
r-- r--
--
--
---r---
(';\7I))'
.8
......
........
'\\
~----------
1. 578
2.178
2.962
3.500
3.902
4.455
4.782
4.952
5002
4.837
4.412
3.803
3.053
2.187
1.207
.672
.105
60
70
80
NACA 0010
.5
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
90
95
100
(v/V)2
.712
1.061
1. 237
1.325
1. 341
1.341
1.341
1. 329
1. 309
1.284
1. 237
1.190
1.138
1.094
1.040
.960
.925
-----------
--
v/V
I:1v.jV
0
.844
1.0ao
1.112
1.151
1.158
1.158
1.158
1.153
1.144
1.133
1.112
1.091
1.067
1.046
1.020
.980
.962
-----------
2.372
1.618
1. 255
.955
.690
.559
.479
.380
.318
.273
.239
.188
.150
.119
.094
.069
.045
.030
0
.4
V-
I'---
o
1.6
1.2
---r--
----~
. . . r---
r--
.........
.8
1\
NACA 0012
.4
(perc~nt c)
(percent c)
,,---
---i:S94--2.615
3.555
4.200
4.683.
5.345
5.737
5.941
6.002
5.803
5.294
4.563
3.664
2.623
1.448
.807
.126
40
50
60
70
80
90
95
100
vlV
I:1v.IV
0
.640
1. 010
1. 241
1. 378
1. 402
1.411
1.411
1. 399
1. 378
1. 350
1.288
1.228
1.166
1.109
1.044
.956
.906
0
0
.800
1.005
1.114
1.174
1.184
1.188
1.188
1.183
1.174
1.162
1.135
1.108
1.080
1. 053
1.022
.978
.952
0
1.988
1.475
1.199
.934
.685
.558
.479
.381
.319
.273
.~9
.187
.149
.118
.092
.068
.044
.029
0
c--=:-- .
r'--
0
.5
1.25
2.5
5.0
7.5
10
15
20
25
30
(vi V)'
--
1.6
I.~
r-......
r--......
~ .........
'1\
.8
NAtA 0015
- r-----
"--o
.2
(percent c)
----
(ilt
(percent c)
.:rIc
.6
.8
0
.5
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
---2:367--3.268
4.443
5.250
5.853
6.682
7.172
7.427
7.502
7.254
6.617
5.704
4.580
3.279
1. 810
1. 008
.158
60
70
80
90
95
100
I
/.0
(vIV) ,
vlV
I:1v.IV
0
.546
.933
1. 237
1.450
1.498
1. 520
1. 520
1.510
1.484
1. 450
1. 369
1. 279
1. 206
1.132
1.049
.945
.872
0
0
.739
.966
1.112
1.204
1. 224
1. 233
1.233
1. 229
1.218
1.204
1.170
1.131
1.098
1.064
1.024
.972
.934
0
1.600
1.312
1.112
.900
.675
.557
.479
.381
.320
.274
.239
.185
.146
.115
.090
.065
.041
.027
0
72

2.0
1.6
1.2
c---:-
.~
-.....
'" ""-
t--- -.....
~ I"--..
i
!
""'"1\
.8
\'
NACA 0018
.4
,..--
;---
:/
o "'-- r--
/.6
t-- r-I-------- r----
t--- t--
""'" """
J
~
I,
I
I
- t--'----
'/
~
! - -l - -
~ -........
'"
""1\
\
----
(percent c)
0
.5
1.25
2.5
5
7.5
10
15
20
25
30
40
.10
60
70
80
90
95
100
flv.iF
0
.465
.857
1. 217
1. 507
1. 598
1.628
1. 633
1. 625
1. 592
1. 556
1.453
1.331
1. 246
1.153
1. 051
.933
.836
0
0
.682
.926
1. 103
1.228
1. 264
1.276
1. 278
1. 275
1. 262
1. 247
1. 205
1. 15i
1.116
1. 074
1. 025
.966
.914
0
1.342
1.178
1.028
.86l
.662
.55fi
.4i9
.381
.320
.274
.238
.184
.144
.113
.087
.063
.039
.025
0
v/V
(vIF)'
0
.. _---------
3.315
4.576
6.221
7.350
8.195
9.354
10.040
10.397
10.504
10..156
9.265
7.986
6.412
4.591
2.534
1.412
.221
.630
.887
1. 087
1. 242
1. 297
1. 317
1.325
1. 320
1. 306
1.290
1. 240
1.178
1. 133
1.085
1. 027
.957
.895
0
.397
.787
1.182
1. 543
1.682
1. 734
1. 756
1. 742
1. 706
1.664
1..538
1. 388
1. 284
1.177
1. 055
.916
.801
0
1l.v(dV'
1.167
1. 065
.946
.818
.648
.550
.478
.381
.320
.274
.2.~8
.183
.142
.111
.084
.061
.037
.023
0
e----
~r--~
-',!
r--...
'"
NACA OON
- ---
1/
~
~
.'T
zlc
y
(percent c)
(V/V)2
----
""-
.C
11
(percent c)
r--
(percent c)
.8
v/v
1.2
.4
~i
0
----------2.841
3.922.
5.332
6.300
7.024
8.018
8.606
8.912
9.003
8.705
7.941
6.845
5.496
3.935
2.172
1.210
.189
(v/VP
- - - - - - - - - - - - - .. - -
NACA 0021
/.6
.5
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
y
(percent 0)
l - -i-'-'
.8
1.2
.4
(percent 0)
.6
\I
'---- r--
f-.-- ~
.8
~
1.0
0
.5
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
0
________ w
__
3.788
5.229
7.109
8.400
9.365
10.691
11.475
11.883
12.004
11.607
10.588
9.127
7.328
5.247
2.896
1. 613
.252
0
.335
.719
1.130
1.548
1. 748
1. 833
1.88S
1.871
1. 822
1.777
1. 631
1. 450
1.325
1.203
1. 065
.891
.773
0
v/V
fll'./V
0
.579
.848
1. 063
1. 244
1.322
1. 354
1. 374
1. 368
1. 350
1. 333
1. 277
1. 204
1.151
1. 097
1. 032
.944
.879
0
1. 050
.964
.870
.771
. 6.~2
. .142
.470
.383
.321
.274
.238
.181
.140
.109
.082
.059
.035
.022
0
73
20
NACA 16-006 BASIC THICKNESS FORM
/. 6
1/
(percent c)
(pCrcent c)
/. e
- -----..
(v)'
8
NACA 16-006
0
1. 25
2.5
5.0
7.5
10
15
20
30
40
50
60
70
80
90
.646
.903
1. 255
1. 516
1.729
2.067
2.332
2.709
2.927
3.000
2.917
2.635
2.099
1. 259
.707
.060
05
100
(vIF)'
0
1.059
1. 085
1. 097
1.105
1.108
1.112
1.116
1.123
1.132
1.137
1.141
1.132
1.104
1. 035
.962
0
vlF
0
1. 029
1. 042
1.047
1. 051
1.053
1. 055
1.057
1.060
1. 054
1. 066
1. 068
1. 064
1. 051
1. 017
.981
0
Av./F
5.471
1. 376
.980
.689
.557
.476
.379
.319
.244
.196
.160
.130
.104
.077
.049
.032
0
I. 6
'V
(percent c)
(perc;nt c)
(vi F) ,
vjF
Av./F
1 - - - - --------1----- -------1-----3.644
o
o
o
o
1.2
1. 25
2.5
5.0
7.5
-- ~
,--
10
.8
NACA 16-009
90
80
95
100
.4
t...--
15
20
80
40
50
60
70
---
1. 021
1. 053
1. 067
1. 073
1. 076
1. 081
1.085
1. 091
1. 096
1.100
1.106
1. 099
1. 075
1. 022
.969
1. 330
.964
.684
.5M
.475
.378
.319
.245
,197
.160
.131
.103
.076
.047
.030
L. E. radius: 0.3g6-percent c
J---
(percent c)
.8
NACA 16-012
.4
---
---'
.2
.4
.rIc
.6
.8
---
I-
'-......2
1.109
1.139
1.152
1.158
1.168
1.177
1.190
1. 202
1.211
1.214
1. 206
1.156
1.043
.939
r---
(v)"
1. 042
o
o
o
---------------------------------- '
u;
I.e
.969
1. 354
1. 882
2.274
2.593
. 3.101
3.498
4.063
4.391
4.500
4.376
3.952
3.149
1. 888
1. 061
.090
1. 25
2.5
5.0
7.5
10
15
20
30
40
50
60
70
80
90
95
100
y
(percent c)
1. 292
1. 805
2.509
3.032
3.457
4.135
4.664
'5.417
5.855
6.000
5.835
5.269
4.199
2.517
1. 415
.120
(vjF) ,
1.002
1.109
1.173
1.197
1. 208
1. 223
1. 237
1. 257
1.271
1. 286
1. 293
1. 275
1. 203
1.051
.908
vlF
1.001
1. 053
1.083
1. 094
1.099
1.106
1.112
1.121
1.128
1.134
1.137
1.129
1. 097
1. 025
.953
"-v.iF
2.624
1. 268
.942
.677
.1)51
.473
.378
.319
.245
.197
.161
.131
.102
.075
.045
.027
----------' -----..!.----~--.-------L. E. radius: 0.703 perccnt c
74
_ REPOR'!' NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS
'20
/.6
11
(percent c)
(vIV)'
0
1. 25
2.5
5.0
7.5
10
15
20
30
0
1. 615
2.257
3.137
3.790
4. 322
5.168
5,830
6.772
7.318
7.500
7.293
6.587
5.248
3.147
1. 768
.150
0
.956
1.105
1. 200
1.239
1. 256
1. 278
1. 297
1. 327
1. 349
1. 364
1.374
1. 348
1. 254
1,053
.875
0
(percent c)
--'
~t-..
L.--- I--./
1.2
(vt
'\
.-
.8
40
50
60
'\
70
80
90
95
100
, NACA 16-015
.4
V-
~ I--.
tJ.v.IV
.978
1.051
1.095
1.113
1.121
1.130
1.139
1.152
1,161
1.168
1.172
1.161
1.120
1. 026
,935
0
2.041
1.209
.916
.668
.547
.471
.377
.318
.245
.197
.161
.131
.102
.074
.043
.025
0
r--- r-....
L---V-
t'/V
o
/.6
11
(percent c)
(v/V) ,
0
1. 25
2.5
5.0
7.5
10
15
20
30
40
50
0
1. 938
2.708
3.764
4.548
5,186
6.202
6.996
8.126
8.782
9.000
8.752
7.904
6.298
3.776
2.122
.180
0
.903
1.09,2
1.217
1.271
1. 302
1. 332
1. 357
1. 399
1. 426
1,447
1. 452
1. 421
1. 306
1. 051
.837
0
(percent c)
/,E
/'
,...-
V-
"""
.8
NACA 16-018
.4
V
o
lop
I--
1--r--..
'--1---
60
70
80
90
95
vlV
0
.950
1. 045
1.103
1.128
1.141
1.154
1.165
1.183
1.194
1.203
1. 205
1.192 .
1.143
1. 025
.915
0
tJ.v.IV
1. 744
1.140
.883
.657
.541
.468
.376
.318
.245
.198
.162
.131
.102
.073
.042
.024
0
V--
.I-- ~
1.6
!---1.2
I---r-
1\
'\
1\
\
.8
NACA 16-0EI
'"
v- L.--f"-- r--
1---:
I-
.2
.4
~/c
.6
11
(percent c)
(o/V) ,
vlV
tJ.v.IV
0
1.25
2.5
5,0
7.5
10
15
20
30
40
50
0
2.261
3.159
4.391
5.306
6,050
7.236
8.162
9.480
10.246
10.500
lO,211
9.221
7.348
4.405
2.476
.210
0
.826
1. 062
1.221
1. 295
1. 342
1. 391
1. 419
1. 474
1. 506
1. 535
1. 536
1. 495
1. 361
1.039
.801
0
0
.909
1. 031
1.105
1.138
1.159
1.179
1.191
1. 214
1.227
1. 239
1.239
1. 223
1.166
1.019
.895
0
1. 574
1. 069
.828
.640
.534
.463
.374
.317
.245
.198
.162
.131
.102
.072
.041
.023
0
(percent c)
i-- r----...
!---V
.8
1.0
60
70
, 80
90
95
100
75

2.
.0
NACA 63,4-020 BASIC THICKNESS FORM
I.B
Va
V
o
~"" ~
~
/
AI/
~~
-;44 fower surface)
.8
-.;;;;:
II V
V-
.c. ".44 (upper surface)
.2
~
-.......::
NAOA 63,4-020
- t----r-- r--
I--
'-- r--
~
L--- ~
"
I. 2
ff?'
(VfV)2
vfV
Av.IV
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
0
1. 714
2.081
2.638
3.606
4.947
5.964
6.800
8.090
9.006
9.630'
9.955
9.978
9.765
9.366
8.819
8.143
7.351
6.464
5.496
4.466
3.401
2.342
1.348
.501
0
0
.444
.605
.820
1.080
1. 277
1. 383
1. 456
1.551
1. 614
1. 659
1. 689
1.630
1.567
1.500
1.433
1. 362
1. 288
1. 213
1.137
1. 059
.978
.896
.811
.728
.651
0
.666'
.778
.906
1.039
1.130
1.176
1.207
1.245
1.270
1.288
1. 300
1. 277
1.252
1. 225
1.197
1.167
1.135
1.101
1. 066
1.029
.989
.947
.901
.853
.807
1.395
1.280
1.201
1. 072
.846
.645
.543
.475
.386
.330
.289
.257
.219
.192
.169.
.148
.128
112
.097
55
60
65
70
75
80
85
90
95
100
.084
.071
.059
;046
.036
.023
O
NACA63-006 BASIC THICKNESS FORM
~-,
[""
1/
_.cz =.03 (upper surface)
,,0
(percent c)
50
I .0
(percent c)
"
-:03 (lower surface)
roo-
..........
r---.
B
NACA 63-006
4
i..--
x
(percent c)
(per~nt c)
(vi V) ,
.IV
AIV
0
.5
.75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
109
0
.503
.609
.771
1.057
1.. 462
1.766
2.010
2.386
2.656
2.841
'2.954
3.000
2.971
2.877
2.723
2.517
2.267
1.982
1.670
1. 342
1. 008
.683
.383
.138
0
0
.973
1.050
1. 080
1.110
1.130
1.142
1.149
1.159
1.165
'1.170
1.174
1.170
1.164
1.151
1.137
1.118
1.096
1. 074
1.046
1.020
.. 994
.965
.936.
.910
.886
0
.986
1.025
1.039
1.054
1. 063
1.069
1.072
1.077
1. 079
1.082
1.084
1.082
1.079
1.073
1.066
1.057
1.047
1.036
1. 023
1.010
.997
.982
.967
.954
.941
4.483
2.110
1.778
1. 399
.981
.692
.562
.484
.384
.321
.279
.245 .
.218
.196
.176
.158
.141
.125
.111
.098
.085
.073
.060
.047
.032
0
...;;;;.:
0
NACA 63-009 BASIC T1HCKNESS FORM
(perc~nt c)
0
.749
.906
1.151
1.582
2.196
2.655
3.024
3.591
3.997
4.275
4.442
4:500
4.447
4.296
4.056
3.739
3.358
2.928
2.458
'1.966
1.471
(percent c)
(fV)'
vlV
Av.IV
0
.941
1.001
1. 025
1.063
1.086
1.098
1.105
1.114
1.120
1.124
1.126
1.125
1.120
1.111
1.099
1.084
1.068
1.051
1.032
1.012
:992
3:058
1. 889
1.647
.1.339
.961
.689
.560 .
.484
.386
.324
.281
.248
.220
.196
.175
.156
.140
.124
.109
.095
.082
.069
.057
.044
. 030'
0
1.6
1.2
'I;<-
,,
",,,, ...
c, =.08 (upper surface)
1 0 ...
---.08 (lower. surface).
(vt
-..;;:::
.5
~~
.75
1.25
2.5
5
7.5
10
"'-
.8
NACA 8:1"'009
""
.4
I..---:
.2
.4
.<Ic
.6
.8
/.0
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
.990
.550
.196
0
. L. ,E. radius: 0.631 percent c
.885
1.002
1.051
1.130
1.180
1.205
1. 221
1. 241
1.255
1.264
1.269
1. 265
1. 255
1.235
1.208
1.175
1.141
1.104
1.065
1.025
.984
.942
.903
.868
.838
.971
.950.
.932
.915
76

.6=
~[TII
1,- L.) .. ~j-
----- I - - ..--. - -
.--~ . -.-----.-
2.
/ ' .c, =.10 (upper surface)
~t. /)'
I.
'(/.~-.!o
I
\~-
--~::::::::.....
('>--
10wer
I'
surfacel--":::::::::~~
--.-------... )
~
~-~L- ~r'
1/
8
~~
1---+-----1----1--- NACA 83-010-+---1---1----1
.4r--+~4--~_4--!~_+-~-~_+-~
'1/
(peJ'cent c)
(percent c)
(VIV)2
vfV
"'v.IV
- - - - ----- ------ ------ ------'

0
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
.829
1.004
1. 275
1. 756
2.440
2.950
3.362
3.994
4.445
4.753
4.938
5.000
4.938
4.7GG
4.496
4.140
3.715
3.234
2.712
2.166
1. 618
1.088
.604
.214
0
0
.841
.978
1. 037
1.131
1.193
1.223
1.245
1. 270
1. 285
1. 295
1.302
1. 299
1. 286
1.2G2
1. 231
1.193
1.154
1.113
1. 069
1. 025
.979
.935
.893
.853
.822
2.775
1. 825
1. 603
1.316
.952
.687
.500
.484
.386
.325
.2S2
.218
.220
.196
.175
.156
.139
.123
.108
.094
.081
.069
.056
.043
.030
0
0
.917
.989
1.018
1.063
1.092
1.10()
1.116
1.127
1.13~
1. 138
1.141
1.140
1.134
1.123
1.110
1.092
1. 074
1.055
1.034
1. 012
.989
.967
.945
.924
.907

Or-~--_+---L-~---L--~--~--+_--~~
NACA 63,-012 BASIC THICKNESS FORM

Z
I.B
----=
_--------C', :./4 (upper
V0/
K:', ---
U?
(vl 1/1/
---
-t3::=:
"-.14 fower
surface)
surface)-........:::~ ~
--..::::
.8
..........
'1/
(percent c)
(percent c)
0
.5
.75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
0
.985
1.194
1.519
2.102
2.925
3.542
4.039
4.799
5.342
5.712
5.930
6.000
5.920
5.704
5.370
4.935
4.420
3.840
3.210
2.556
1. 902
1. 274
.707
.250
0
50
.4
r.---
-r'--
'--'--0
I---
vfV
",v.IV
-.---.
55
60
65
70
75
80
85
90
95
100
NACA 63,-012
(VIV)2
0
.750
.925
1.005
1.129
1. 217
1. 261
1. 294
1.330
1. 349
1. 362
1.370
1. 366
1. 348
1. 317
1. 276
1. 229
1.181
1.131
1.076
1. 023
.969
.920
.871
.826
.791
2.336
1.695
1. 513
1. 266
.933
.682
.559
.484
.387
.326
.283
.249
.221
.195
.174
.155
.137
.121
.106
.091
.079
.067
.055
.042
.029
0
0
.866
.962
1.003
1.063
1.103
1.123
1.138
1.153
1.161
1.167
1.170
1.169
1.161
1.148
1.130
1.109
1.087
1.063
1.037
1. 011
.984
.959
.933
.909
.889
-------------~----------------
/.8
.........
......-- ..-1.2
(vi
.8
i/
I
--.
._._-
---------r-=:~
~ ~
/---.22 fower surface)
--
1----..
. -'---.-
'&.
.........
.4
/ -~
--1----1--
'-r-..
0
.2
(percent c)
0
-_.-.
__ .c, =.22 (upper surfaoe)
.5
. 75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
'II
(percent c)
0
1.204
1. 462
1. 878
2.610
3.648
4.427
5.055
6.011
6.693
7.155
7.421
7.5CO
7.386
7.099
6.665
6.108
5.453
4.721
3.934
3.119
2.310
1. 541
.852
.300
.4
.rIc
.8
.8
1.0
(V/V)2
vlV
600
822
938
1.105
1. 244
1. 315
1.360
1.415
1. 446
1.467
1. 481
1.475
1. 446
1.401
1. 345
1.281
1. 220
1.155
1.0.85
1.019
.953
.894
.839
.789
.750
775
907
969
1. 051
1.115
1.147
1.166
1.190
1.202
1.211
1. 217
1. 214
1. 202
1.184
1.160
1.132
1.105
1.075
1.042
1.009
.976
.946
.916
.888
.866
",v.IV
1. 918
1. 513
1. 379
1.182
.903
.674
.557
.484
.388
.330
.286
.251
.222
.196
.174
.153
.135
.118
.102
.088
.076
.063
.051
.039
.026
0
77

2.0

,
/,c,
~.32
(
C(
...--
I V'"/ / '
I/
I
I
-........
""~
~
""~
.8
~~
.4
,~
1.6
(v)
.8
.4
./
=.38 (upper
~
'" ~ ~
,-
NACA 634 -021
---:::
V-
~t---..
--
~ r---
I---
(vfV) ,
.441
.700
.848
1. 065
1. 260
1.360
1. 424
1. 500
1. 547
1. 579
1. 598
1. 585
1. 550
1. 490
1.411
1.330
1. 252
1.170
1. 087
1. 009
.933
.868
.807
.753
.712
.5
.75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
.275
.564
.725
1.010
1. 260
1.394
1. 487
1. 592
1.655
1.698
1. 721
1. 709
1.654
1. 578
1.479
1.380
1. 281
1.180
1.084
.994
.911
.839
.774
.721
.676
1. 583
1. 937
2.527
3.577
5.065
6.182
7.080
8.441
9.410
10.053
10.412
10.500
10.298
9.854
9.206
8.390
7.441
6.396
5.290
4.160
3.054
2.021
1.113
.392
no
55
60
65
70
75
80
85
90
95
100
j..--
L.--- ~
(II/V)'
(percent c)
~~
-.38 dower surface)
0
1. 404
1. 713
2.217
3.104
4.362
5.308
6.068
7.225
8.048
8.600
8.913
9.000
8. 845
8.482
7.942
7.256
6.455
5.567
4.622
3.650
2.691
1. 787
.985
.348
0
x
(percent c)
surface)
""
.-- ..........
I /
I II'"
/
I
I
V
/c,
c)
vfV
tl.v./V
I- - - - - -
0
.664
.837
.921
1. 032
1.122
1.166
1.193
1. 225
1. 244
1. 257
1. 264
1. 259
1. 245
1. 221
1.188
1.153
1.119
1. 082
1.043
1.004
.966
.932
.898
.868
.844
1.639
1. 361
1. 258
1.105
.871
.663
.553
.484
.390
.333
.289
.253
.223
.197
.173
.152
.133
.115
.099
.084
.072
.059
.048
.036
.024
0
NACA 63,-021 BASIC THICKNESS FORM

I
,,"\
I (percent I
l..---
t--
~~
''/
1.2
- r-- I--- -
"
t---- r--
NACA 63.-018
f.--
V
o
(percent c)
.5
.75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
'.32 dower surrace)
(~r
1.6
1.2
(upper surfaco)
v/V
.524
.751
.851
1.005
1.122
1.181
1. 219
1. 262
1. 286
1.303
1. 312
1.307
1. 286
1. 256
1. 216
1.175
1.1~2
1.086
1. 041
.997
.954
.916
.880
.849
.822
d /V
1. 439
1. 236
1.156
1.034
.842
.653
.550
.484
.392
.335
.291
.255
.225
.198
.173
.150
.130
.1l2
.096
.081
.068
.057
.046
.035
.023
L. E. radiu.: 2.650 percent c
1.0
~
/ /'" V
/
1.2
//
.8
__ c z =.20 (upper surface)
,,
x c)
. (percent
~~
~~
~~
-.20 fower surface)

I
~~
" '"
NACA 64,2-015
.4
'-V-
l--.2
.4
.8
y
(percent
(v/l')'
c)
v/v
tlv./v
- - - - - --------- -------- - - - - - - -------
--
:-~
.8
1.0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
. 100
0
1.216
1.453
1. ~29
2_ 538
3.514
4.243
4.838
5.781
6.464
6.967
7.307
7.481
7.480
7.268
6.850
6.311
5.670
4.944
4.158
3.338
2.506
1. 698
.961
.351
0
.710
.825
.962
1. 122
1. 234
1. 288
1. 323
1.371
1.401
1. 422
1. 441
1. 458
1.471
1.432
1. 366
1. 299
1. 234
1.16R
1.102
1039
.973
.910
.849
.791
.739
.843
.908
.981
1.059
1.111
1.135
1. 150
1.171
1.184
1.192
1. 200
1. 207
I. 213
1.197
1.169
1.140
1.111
1. 081
1.050
1.019
.986
.g54
.921
.889
.860
1. 930
1500
1. 359
1.161
.911
.678
.553
.477
.383
.325
.285
.253
.227
.202
.175
.156
; 137
.122
.102
.086
.080
.071
.056
.039
.027
0
78
HEPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

20
x
1.6
1.2
(ill V
----- --
.. .' .. --- (:, ... 02 (upper surface)
,,0
...... ~ ..
--.02 (lower surrace)
.8
r--.
(percent c)
(pertent c)
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
0
.494
.596
.754
1.024
1.405
1.692
1. 928
2.298
2.572
2.772
2.907
2,981
2.995
2.919
2.775
2.575
2.331
2.050
1.740
1. 412
1.072
.737
.423
.157
0
50
55
'50
65
70
75
80
85
90
95
100
NACA 84-008
.4
(ofV) ,
ofV
t;.o./V
0
.995
1.058
1.085
1.108
1.119
1.128
1.134
1.146
1.154
1.160
1.164
1.168
1.171
1.160
1.143
1.124
1.102
1.079
1.0M
1.028
1.000
.970
.939
.908
.876
0
.997
1.029
1.042
1.053
1. 058
1.062
1.065
1.071
1. 074
1.077
1. 079
1.081
1.082
1.077
1. 069
1.060
1. 050
1.039
1.027
1. 014
1.000
.985
.969
.953
.936
4.623
2.175
1. 780
1.418
.982
.692
.560
.483
.385
.321
.279
.246
.220
.198
.178
.158
.142
.126
.112
.098
.085
.072
.060
.047
.031
0
o
1.6
.. -
,.0
12
____ c, :.04 (upper surface)
~-
f? ~
~
-----.04 {ower surface ~
.8
~ ............
NACA 84~OO8
.4
-"........
x
(percent c)
11
(percent c)
(vfV) ,
v/V
t;.o./V
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
SO
85
90
95
100
0
.658
.794
1. 005
1. 365
1.875
,2.259
2.574
3.069
3.437
3.704
3.884
3.979
3.992
3.883
3.684
3.411
3.081
2.704
2.291
1.854
1.404
.961
,550
.206
0
0
.912
1. 016
1.084
1.127
1.152
1.167
1.179
1.195
1. 208
1. 217
1. 225
1.230
1. 235
1. 220
1.191
1.163
1.133
1.102
1.069
1.033
.995
.957
.918
.878
.839
0
.955
1. 008
1. 041
1.062
1.073
1~ 080
1.086
1. 093
1. 099
1.103
1.107
1.109
1. 111'
1.105
1. 091
1.078
1. 064
1. 050
1. 034
1. 016
.997
.978
.958
.937
.916
3.M4
1. 994
1. 686
1. 367
.969
.688
.560
.480
.385
.323
.279
.246
.220
.198
.176
.158
.141
.125
.110
.096
.083
.071
.059
.046
.031
0
1.6
,
,0
1.2
(vY
, , .. ---
----c,=.06 (upper surroC'e)
/7
.J
~ :::,...
~- --coe
(ower
sur~~
----+=i--
.8
--
I ' ............
NACA 84-009
'.4
t..---"
r-o
.2
.6
.8
1.0
(percent c)
(percent c)
11
(v/V)'
v/V
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30,
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
.739
.892
1.128
1. 533
2.109
2.543
2.S98
3.455
3.S68
4.170
4.373
4.479
4.490
4.364
0
.872
.990
1. 075
1.131
1.166
1.186
1.200
1. 221
1. 236
1.246
1. 255
1.262
1.267
1.246
1. 217
1.183
1.149
1.112
1.073
1.033
.992
.950
.907
.865
.822
0
.934
.995
1.037
1.063
1.080
1.089
1. 095
1.105
1.112
1.116
1.120
1.123
1.126
1.116
1.103
1.088
1.072
1.055
1.036
1.016
.996"
.975
.952
.930
.907
4.1~6
3.826
3.452
3.026
2.561
2.069
1. 564
1.069
.611
.227
0
t;.v.IV
3.130
1.905
1. 637
1.340
.963
.686
.560
.479
.383
.323
.281
.248
.221
.198
.176
.158
.140
. 125
.109
.095
.082
.070
.057
.044
.030
0
79
1'. 0
,.
,-cz "'.08
~
I. ZO.
K __
V
f
---
(upper surface)
~~-..:::::
--.08 (lower svrface)
~~
f'
NACA 64-010
"
.,.
L.----
I'--
(percent c)
0
.820
.989
, 1.250
1.701
2.343
2.826
3:221
3.842
4.302
4.639
4.864
4.980
4.988
4.843
4.586
4.238
3.820
3.345
2.827
2.281
1.722
1.176
.671
.248
0
.5
.75
1.25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
/. 6
(vI V)'
0
.834
.962
1.061
1.130
1.181
1.206
1.221
1.245
1.262
1.275
1.286
1.295
1.300
1.279
1.241
1.201
1.161
1.120
1.080
1.036
.990
.944
.900
.850
.805
vlV
0
.913
.981
1.030
1.063
1. 087
1.098
1.105
1.116
1.123
1.129
1.134
1.138
1.140
1.131
1.114
1.096
1.077
1.058
1.039
1.018
.995
.972
.949
.922
.897
Av.IV
2.815
1.817
1. 586
1.313
.957
.684
'.559
,480
.386
.325
.280
.246
.220
.199
.176
.158
.139
.124
.109
.095
.081
.069
.057
.044
.030
0
L. E. radius: 0.720 perCent c
NACA 641-012 BASIC 'rHICKNESS FORM
x
(percent c)
/. {)
-I
/,c, =./Z (upper surfaoe)
/.2
II
(percent c)
~V
~
-....:
---
-(/
K_';12 (lower surface)
~~
8 (
0
.5
.75
1.25
2.5
5,0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
~~
NAOA 041 -012
--
,--e---..:...
90
95
100
(percent c)
11
(vI V)'
V/V
t.v./V
0
.978
1.179
1.490
2.035
2.810
3.394
3.871
4.620
5.173
5.576
5.8#
5;978
5.981
5.798
,5.480
5.056
4.548
3.974
3.350
2.695
2.029
1.382
.786
.288
0
0
.750
.885
1.020
1.129
1.204
1.240
1. 264
1.296
1.320
1.338
1.351
1.362
1.372
1.335
1.289
1.243
1.195
1.144
1.091
1.037
.981
.928
.874
.825
.775
0
.866
.941
1.010
1.063
1.097
1.114
1.124
1.139
1.149
1.156
1.162
1.167
1.171
1.156
1. 136
1.115
1.093
1.070
1.044
1. 018
.990
.963
.935
.908
.880
2.379
1. 663
1. 508
1.271
.943
.685
.569
.482
.388
.328
.281
.247
.221
' .199
.177
.158
.138
.122
.103
.088
.074
.063
.052
.045
.028
0
o
NACA 64.-015 BASIC THICKNESS FORM
1."6
.8
--
I- /-- V--V
,,/
/.2
'~ZZ
~KA
...........
NACA 642 -015
.4
~
'-- r-.-....
o
~~
" ~~
II
x.c2 (upper surface)
~~
(lower surface)
-- - ~
.2
.4
(percent c)
(percent c)
"
(oJV)'
vlV
Av./17
0
.5,
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
56
60
65
70
75
80
85,
90
95
100
0
1.208
1.456
1.842
2.028
3.004
4.240
4.842
5.785
6.480
6.985
7.319
7.482
7.473
7.224
6.810
6.266
5.620
4.895
4.113
3.296
2.472
1.677
.950
.346
0
0
.670
.762
.896
1.113
1.231
1;284
1.323
1.375
1.410
1.434
1.454
1.470
1.485
1.426
'1.365
1.300
1.233
1.167
1.101
1.033
.967
.902
.841
.785
.730
0
.819
.873
.947
1.055
1.109
1.133
1.150
1.172
1.187
1.198
1.206
1.213
1.218
1.195
1.168
1.140
1.110
1.080
1.049
1.016
.983
.950
.917
.886
.855
1.939
1.476
1.354
1.188
.916
.'670
.559
.482
.389
.326
.285
.250
.225
.202
' .179
.158
.135
.121
.105
.090
.078,
.065
.054
.041
.031
0
.6
.8
/.0
80
REPORT NO. 824-NATIONAL ADVISORY COMMI'fTEE FOR AERONAUTICS

NACA 613-018 BASIC THIOKNESS FOJlM
2.0
---,---------------.
(perc~nt c) I
l~c,=.3e (upper surface)

1.6
/"
/.2
.8
--
fr
7 v'-I
./
/f--.
~
- ------
r--
1\
----~\
/ 1/,
t---
I---
_..
(
/0
II
V
/'
--
,"'..
,......-
V-
v<_. __ --.20 fower
surface)
=f
"~
8 '(
65
70
75
m
85
90
95
100
J-- t--.
.C'
.4
.6
a:>/C
.m
.m
.~
.937
.051
.~
.747
.695
.864
.834
.027
0
1.646
1. 985
2.517
3.485
4.871
5.915
6.769
8.108
9.095
9.m7
10.269
10.481
10.431
]0.030
9.404
8.607
7.678
6.649
5.549
4.416
3.287
2.213
1. 245
.449
0
1~=-I_~l_'T__ '-_ tJ.".:__

I
o
. 462
. 603
.759
1.010
1. 248
1. 358
1. 431
1. 527
1. 593
1. 654
1. 681
1. 712
1. 709
1.607
1. 507
1.406
1.307
1. 209
1.112
1.020
.932
.851
.778
.711
.653
. 680
. 776
.871
1.005
1.117
1.165
1.196
1.236
1. 262
1. 281
1. 297
1.308
1.307
1. 268
1. 228
1.186
1. 143
1.099
1.055
1.010
.965
.923
.882
.844
.808
I,
1. 458
1. 274
1. 203
1.084
.878
.665
. .157
486
.395
.335
.293
.259
.232
.202
.178
.IM
.134
.116
.099
.084
.071
.059
.047
.036
.022
0
c)
. ,)
I---
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
.-
1.0
65,2-016 BASIC THICKNESS FORM
(perc~~t I (perc~nt I
t--.
.8
(percent c)
c)
(l>jl')'
tJ.v.IV
- - - - - - - - - - - - - - - - - - - - -------
1--~
~
~ t---
. 200
.177
.154
.134
.117
.102
. 088
.071
.879
.400
~ACA
NAGA 65, 2-0/6
1. 265
1. 232
1.198
1.164
1.128
1. 091
1. 053
1. 014
1.646
1.360
1. 269
1. 128
.904
.669
.558
. 486
.391
.331
.288
.255
.m
60
""""-
.5
.75
1. 25
2.5
.0;.0
7.5
10
15
20
25
30
35
40
45
50
55
J-- ~
~
1. 951
l.m
:r
(percent c)
___ c,= .20 (upper surface)

I---
I..
~~
.739
.840
.920
1. 039
1.115
1.152
1. 17.5
1. 204
1. 224
1. 239
1. 250
I L. E. radius: 2.208 percent c
1. 600
1.518
1. 436
1. 354
1.272
1.190
1. 109
1. 028
&m
95
100
1----1---!-.
..
!6
1.~
8. 952
8.630
8.114
7.445
6.658
5.782
4. 842
3.866
tJ.v.IV
~~
- r--
~o
M
40
45
50
55
60
65
70
75
90
I--
.-- I-'-NAGA 64,-02/
L
V
.546
.705
. 862
1. 079
1. 244
1. 327
1. 380
1. 450
1. 497
1. 535
1. 562
I.
viI'
--.44 (lower surface)
(v/V)'
0
1.428
1. 720
2. 177
3.005
4.186
5.076
5. 803
6.942
7.782
8.391
8. 7R9
85
K,:c,=.44 (upper surface)
'0
.5
.75
1. 25
2. 5
5.0
7.5
10
15
20
25
~~
1.2
"" ~'\
/0
.8
- --r---- -
.-.
..4
~~
-NACA 643 -0/8
.4
1.2
~~
----.32 ~ower surface)
1.6
--- ~ ~
'"'-....
(pergent c)
0
1. 202
1. 423
1. 796
2.507
3.543
4.316
4.954
5.958
6.701
7.252
7.645
7.892
7.995
7.938
7.672
7.184
6.495
5.647
4.713
3.738
2.759
1.817
.982
.340
.560
.690
.812
1. 068
1. 217
1.287
1.328
~1.379
'1. 409
1. 433
1. 453
1. 469
1.484
1. 497
1. 491
1. 421
1.328
1. 235
1.147
1.05fi
.970
.886
.816
.769
.733
.748
.831
.918
1. 033
1.103
1.134
1.152
1.174
1.187
1.197
1. 205
1. 212
1. 218
1. 224
1. 221
1.192
1.152
1.111
1.071
1.028
.985
.941
.903
.877
.856
1. 950
1. 650
1. 500
1. 275
.920
.680
.545
.480
.390
.325
.285
.255
.225
.200
.180
.160
.140
.125
.110
.095
.080
.066
.050
.040
.025
0
81

2
NACA'
.0
x
(percent c)
~- C', =.2 (uPper surface)
-~
",.-
.6
l.---
0-_
V V
v--
/
1/
I.2
.8
- '---.2 fower sur'fqce)
t\
If
'/
'"~
NACA 65,2-023
----
~r0
I---
c.---
y,
(percent c)
(vIV)2
0
0
1. 664
2.040
2.628
3.715
5.300
6.478
7.433
8.889
9.917
10.648
11.142
11.423
11.499
11.361
10.949
10.179
9.108
7.848
6.461
5.015
3.618
2.345
1.258
.439
0
.400
.500
.682
.943
1. 232
1.375
1.467
1. 577
1.628
1. 655
1. 677
1.694
1. 708
1.716
1. 712
1.606
1.428
1. 274
1.135
1. 003
.893
.803
.732
.682
.651
vlV
Ilv';v
0
'.632
.707
.826
.971
1.110
1.173
1.211
1. 256
1. 276
1. 286
1.295
1. 302
1. 307
1.310
1. 308
1. 267
1.195
1.129
1. 065
1.001
.945
.896
.856
.826
.807
1. 414,
1. 161
1. 084
.967
.811
.633
.539
.479
.380
.324
.281
.247
.220.
.198
.178
.161
.147
.110
.096
.093
.080
.053
.035
.022
.018
0
x
(percent c)
1/
(percent c)
(vIV)2
v/V
1l".IV
0
.650
.,750
.872
1.020
1.179
1.263
1.320
1.393
1.439
1.473
1.502
1.526'
1. 546
1. 562
1.513
1.433
1.348
1. 258
1.169
1.079
.992
.905
.818
.738
.658
0
.806
.866
.934
1. 010
1.086
1.124
1.149
1.180
1.200
1.214
1.226
1. 235
1.243
1. 250
1.230
1.197
1.161
1.122
1.081
1. 039
.996
.951
.904
.859
.811
1.750
1.387
1.268
1.108
.800
.677
.568
.489
.395
.334
.292
.260
.232
.209
.186
.165
.142
.123
.107
.093
.080
.066
.054
.040
.024
0
_._-(!,=.32 (upper surface)
1
I. 8 /
.. --0 ~
c7
! 1/
'{
.8
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85,
90
95
100
BASIC THICKNESS FORM
NACA 65,3-Q18 BASIC THICKNESS FORM
.'
1.2
65,2-02.~
~~
~~
----:32 (lower surface)
I
I
"~
"-
NACA 65,3-018
- --
--
I'--.r---to
-~
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
r---
100
0
1.324
1. 599
2.004
2.728
3.831
4.701
5.424
6.568
7.434
8.093
8.568
8.868
8.900 '
8.916
8.593
8.045
7.317
6.450
5.486
4.456
3.300
2.325
1.324
.492
0
L. E.'radius: 1.92 percent
NACA 65-Q06 BASIC THICKNESS FORM
(percent c)
/6
____ .(!,=.Ol (upper surface)

,-
.--0
--- -- -
---~O/
I """'"
fower,surface)
r=-r--..
.8
NACA65-00B
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
00
95
100
11
(percent c)
0
.476
.574
.717
.956
1.310
1.589
1.824
2.197
.2.482
2.697
2.852
2.952
2.998
2.983
2.900
2.741
2.518
2.246
1.935
1.594
1.233
.865
.510
.195
o.
.2
.4
.0
.8
1.0
(v/l?)'
"IV
I!.v.IV
0
1. 044
1.055
1.063
1. OSI
1.100
1.112
1.120
1.134
1.143
1.149
1.155
1.159
1.163
1.166
1.165
1.145
1; 124
1.100
1. 073
1.044
1.013
.981
.944
.002
0
1.022
1.027
1.031
1.040
1.049
1.055
1.058
1. 065
1.069
1.072
1.075
1.077
1.078
1.080
1.079
1.070
1.060
1.049
1.036
1.022
1.006
.900
.972
.950
.926
4.815
2.110
1.780
1.300
.965
.695
.560
.474
.381
.322
.281
.247
.220
.198
.178
.160
.144
.128
.114
.100
.086
.074
.060
.046
.031
0
.858
82

200
x
1.6
1.2
.c, "'.04 (upper surf'ace)
r.-
'.
I~
"":0+ (lower surface)
...........
.8
NACA 65-008
(percent c)
(percent c)
11
(vfV)'
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
O
.627
.756
.945
1. 2t17
1.745
2.118
2.432
2.931
.3.312
3.599
3.805
3.938
3.998
3.974
3.857
3.688
3.337
2.971
2.553
2.096
L617
1.131
.664
.252
0
0
.978
1.010
1.043
1. 08t1
1.125
1.145
1.158
1.178
1.192
1.203
1. 210
1.217
1.222
1.226
L222
1.193
L 168
1.130
1.094
1.055
1.014
.971
.923
.873
.817
40
45
50
55
60
65
70
75
80
85
90
.95
100
v/V
AV./V
0
.989
1.005
1. 021
1. 042
1. 061
1. 070
1. 07t1
1.085
1. 092
1.097
1.100
1.103
1.105
1.107
1.105
1.092
L078
1.068
1.046
1.027
1.007
.985
.961
.934
.904
3.695
2.010
1.61ltl
1. 340
.95t1
.689
.560
.477
.382
.323
.281,
.248
.221
.199
.178
.160
.145
.128
.113
.098
.084
.012
.059
.044
.031
0
.,-
r--
NACA 65-009 BASIC, THICKNESS FORM
(percent c)
,1.6
.()
:'c, =.06 (upper surf'ace) ,

O.
1.2
---
K.
'1/
If
.. .06 (lower 8urrace)
.8
"""~
45
50
55
60
NACA 65-009
.4
.5
.75
L25
2.5
5.0
7.5
10
15
20
25
30
35
40
65
70
75
80
85
--
90
95
100
....-
1/
(percent c)
0
.700
.845
1.058
1. 421
1. 961
2.383
2.736
3.299
3.727
4.050
4.282
4.431
4.49t1
4.469
4.336
4.086
3.743
3.328
2.856
2.342
1.805
1.260
.738
.280
0
vlV
(v/V)'
0
Av./V
.945
.985
L037
L089
1.134
1.159
L 177
3.270
1.962
1. 655
1. 315
.,950
.687
.560
.477
.382
.323
.280
.248
.220
.198
.178
.160
.144
'.128
.111
.097
.084
.071
.051l
.044
..030
0
.1l12
.992
L018
L044
1.065
1.077
1.085
1.095
1.103
L 109
L113
1.116
1.119
L 122
1.118
L 105
L089
L070
L050
L029
l.ootl
.981
.955
.925
.898
1.200
1. 216
L229
1.238
1.246
1.252
L258
1. 250
L220
L185
1.145
L 103
1.059
1. 013
.968
.912
.856
.797
I--
NACA 6lHl10 BASIC THICKNESS FORM

:&
1.6
(/ -
,ie, =.08 (upper surface)

:
O.
I.e Ir-t
(vr
!--
\08 (lower surra'ce)
r(
.8
"'- ~
(perJnt c)
(vi V)'
0
.772
.932
1.169
1.574
2.177
2.647
3.040
3.666
4.143
4.503
4.760
4.924
4.996
4.968
4.812
4.530
4.146
3.682
3.156
2.584
1.987
L3g5
.810
.306
0
0
.911
.960
1. 025
1.086
1.143
1.177
1.197
1.224
1.242
1.257
1.268
1.277
1.284
1.290
1.284
1.244
1.202
1.158
1.112
1.062
1.011
.958
.903
.844
.781
.5
.75
L25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
85
70
75
80
85
NACA 65-010
90
VI'--
(percent c)
95
100
.Z
.4
.6
.8
/.0
L. E. radius: 0.!l87 percent c
v/V
0
.954
.980
1.012
1.042
1.069
L085
1.094
1.106
1.114
1.121
1.126
1.130
1.133
1.136
1.133
I.U5
1.096
1.076
1.055
1.031
L005
.979
.1l50
.919
.884
Av./V
2.967
1.911
1.614
1.292
.932
.679
.558
.480
.383
.321
.280
.248
.222
.199
.179
.160
.141
.126
; 110
.097
.082
.070
.058
.045
.030
83
2.0
/.6
--,,~--
1.2
----c, ... 12 (upper surface)
r- ~ e---V_
I{/
(vt I(
~~
--olE (lower surface)
.8
NACA 65,-012
"
i'-..
"
(percent c)
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
0
.923
1.109
1.387
1.875
2.606
3.172
3.647
4.402
4.975
5.406
5.716
5.912
5.997
5.949
5.757
5.412
95
100
~-
l--- e--
vlV
!;v.IV
.848
.935
1.000
1.082
1.162
1. 201
1.232
1.268
1.295
1.316
1.332
1.343
1. 350
1. 357
1.343
1. 295
1.243
1.188
1.134
1.073
1.010
.949
.884
.819
.748
.921
.967
1.000
1.040
1. 078
1. 096
1.110
1.126
1.138
1.147
1.154
1.159
1.162
1.165
1.159
1.138
1.115
1. 090
1.065
1. 036
1.005
.974
.940
.905
.865
2.444
1.776
1.465
1.200
.931
.702
.568
.480
.389
.326
.282
.251
.223
.204
.188
.169
.145
.127
.111
.094
.074
.062
.049
.038
.025
0
NACA 60',-015 BASIC THICKNESS FORM
x
(percent c)
.. --- ___ c,=.22 (upper surface)
'f
f-"'
v-
........
- ~~
--.22 (lower surfac~
'"
NACA 65.-015
-.---r--
.4
I--
r-- r--
f..--
(percent c)
(vi V)'
!;v~IV
vlV
- - - - ----- ----- ------ ------
I.B
4.943
4.381
3.743
3.059
2.345
1.630
.947
.356
0
(vIV) ,
L. E. radius: 1.000 percent 'c
.8
-I-
r---- '----
/.2
II
(percent c)
90
.4
NACA 65!-012 BASIC THICKNESS FORM
r--
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40'
45
50
55
60
65
70
75
80
85
90
95
100
0
1.124
1. 356
1. 702
2.324
3.245
3.959
4.555
5.504
6.223
6.764
7.152
7.396
7.498
7.427
7.168
6.720
6.118
5.403
4.600
3.744
2.858
1.977
1.144
.428
0
.654
.817
.939
1.063
1.184
1. 241
1. 281
1.336
' 1.374
1.397
1.418
1.438
1. 452
1. 464
1. 433
1.369
1. 297
1.228
1.151
],077
],002
.924
.846
.773
.697
2.038.
1. 729
1.300
1.156
.920
.682
.563
.487
.393
.,334
.809
.004
.969
1.031
1.088
1.114
1.132
1.15R
1.172
1.182
1.191
1.199
1. 205
1. 210
1.197
1.170
1.139
1.108
].073
1.038
1.001
.961
.920
.879 '
.835
.290
.255
.227
.203
.184
.160
.143
.127
.109
.096
.078
.068
.052
.038
.026
0
NACA 65,-{)18 BASIC THICKNESS FORM
1.6
~
--.,,-I V
~
/ v""'" ~
V
1.2
,_-- c,=.3E (upper surface)
"
(percent c)
.8
r-----"
0
.5
.75
1.25
2.5
!~
'/
j
I
.4
y--
5.0
--
"-'---o
NACA 653 -018
r-
.2
.4
;rIc
---.6
r'.
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
00
95
100
r--i - ~
(oIV)'
vlV
.8
LO
0
1.337
1.608
2.014
2.751
3.866
4.733
5. 457
6.606
7.476
8.129
8.595
8.886
8.999
8.001
8.568
8.008
7.267
6.395
5.426
4.396
3.338
2.295
1.319
.400
0
!;v.IV
-----
----- ------
---o3E (lower surface)
(vt
(percent c)
.625
.702
.817
1.020
1.192
1.275
1.329
1.402
1.452
1.488
1. 515
1.539
1; 561
1.578
1.526
1.440
1.353
1.262
1.170
1.076
.985
.896
.813
.730
.657
.791
.8.38
.004
1.010
1.092
1.129
1.153
1.184
1.205
1. 220
1.231
1.241
1.249
1.256
1.235
1.200
1.163
1.123
1.082
1.037
.992
.947
.002
.854
.811
1. 746
1.437
1.302
1.123
.858
.650
.542
.474
.385
.327
.285
.251
.225
.203
.182
.157
.137
.118
;104
.087
.074
.062
.050
.039
.026
0
84
REPORT NO. 824-NATIONAL ADVISORY COMMIT'fEE FOR AERONAUTICS

2.0
r--
'\
1.8
.I.e
/'
01
----
./
/,
I /
h
~
(percent c)
~"'\ f\
~
"'" K\
'"
.
'.44 (lower surf'ace)
"~~~
,/
l\
I /
.8
/
I
Y
.... c, =.41 {upper surface}
NACA 654 -02/
- I-- I--1--1-
).---
~ t--- t--
I--:~
).---
0
.5
.75
1.25
2.5
5.0
7.5
10 .
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
y
(percent c)
(v/V) ,
v/v
!!.Va/V
1. 531
1.333
1.215
1.062
.838
.649
.544
.478
.388
.330
.289
.255
.229
.206
.184
.158
.139
.120
.101
.087
.073
.058
.047
.035
.020
0
0
1. 522
1.838
2.301
3.154
4.472
5.498
6.352
7.700
8.720
9.487
10.036
10.375
10.499
10,366
9.952
9.277
8.390
7.360
6.224
5.024
3.800
2.598
1. 484
.546
0
.514
.607
.740
.960
1.186
1. 293
1.371
1. 469
1. 533
1. 580
1. 621
1. 654
1. 680
1. 700
1. 633
1.508
1.397
1.286
1.177
1.073
.970
.872
.778
.694
.616
0
.717
.779
.860
.980
1.089
1.137
1.171
1.212
1.238
1.257
1.273
1.286
1.296
1.304
1. 278
1.228
L 182
1.134
1.085
1.036
.985
.934
.882
.833
.785
/.6
;:V---
Vq
1.2
(vJ
.8
I--'"
.A =./2 (upper surface)
J.--- +-
'--Ii? (lower surface)
rl
I'
"
1'-.
NACA 66,1-0/2
--
l,..---
I'-o
"'-
~
~
(percent c)
y
(percent c)
(v/V)'
v/V
!!'Va/V
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
.900
1.083
1. 343
1.803
2.484
3.019
3.482
4.214
4.779
5.218
5.550
5.786
5.934
5.998
5.972
5.844
5.594
5.165
4.535
3.789
2.964
2.098
1. 244
.477
0
0
.854
.902
.964
1.069
1.138
1.175
1. 201
1. 237
1.257
1. 272
1.284
1. 293
1.302
1. 309
1.313
1.320
1.327
1.297
1. 221
1.143
1. 061
.974
.885
.792
.701
0
.924
.950
.982
1.034
1. 067
1.084
1. 096
1.112
1.121
1.128
1.133
1.137
1.141
1.144
1.146
1.149
1.152
1.139
1.105
1. 069
1.030
.987
.941
.890
.837
2.555
1. 780
1. 540
1.247
.925
.673
.552
.474
.381
.319
.280
.248
.220
.195
.176
.161
.144
.130
..117
.099
.083
.069
.053
.041
.028
0
I
x
:c, =.20 (upper surf'ace)

:
/.8
,.0.,
I.R
(
(vl V
.8
"
--- :---r-
----
.'\.
~~
.EO (tower surface)
NACA '66,i?-0I5
.4
V- ~
"'-----r -
.E
.4
.6
f--
I-"
I---- f...--
.8
0
1.110
1. 329
1. 645
2.229
3.086
3.757
4.337
5.255
5.964
6.516
6.933
7.230
7.415
7.495
7.460
7.294
6.961
6.405
5.597
4.652
3.616
2.545
1.488
.560
0
10
""
r--- b -
(percent c)
.5
.75
1. 25
2.5
5.0
7.5
~~
1.0
(percent c)
15
20
21i
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
(vW) ,
.700
.870
.940
1.048
1.154
1.210
1. 244
1.290
1.323
1. 342
1.359
1.374
1.387
1. 397
1. 407
1.415
1. 421
1. 372
1. 267
1.162
1.057
.953
.848
.743
.640
v/V
0
.837
.933
.970
1.024
1.074
1.100
1.115
1.136
1.150
1.158
1.166
1.172
1.178
1.182
1.186
1.190
1.192
1.171
1.126
1.078
1.028
.976
.921
.862
.800
AVa/V
2.085
1. 703
1. 382
1.156
.898
.656
.547
.473
.382
.323
.283
.248
.222
.199
.179
.161
.145
.131
.122
.102
.080
.066
.050
.037
.025
0
85
2..0
I
i
I
.8
/0
V
2
V,
If /V
J--I-
_c,=.22 (upper surfac6j
-~
~~
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
I~
NACA fi6,2-0/8
80
V
0
~~
~ 22 fower surroce)
'II
(perc~nt c)
1---
'---t--- t - -
I--- I-l---
L.---
85
00
95
100
j;--
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
Ai'Of (upper surface)
'I
!'--- t-....
'.'Of (lower surfoce)
"'-.
.8
NACA 88-008
""
.4
vjlT
av.IV
0
1. 438
1. 730
2.180
2.938
3.984
4.804
5.486
6.541
7.342
7.957
8.419
8.741
8.933
8.998
8.934
8.719
8.316
7.629
6.657
5.523
4.296
3.027
1. 789
.672
0
.590
.740
.918
1. 084
1. 217
1. 285
1. 325
1. 373
1. 401
1. 422
1.440
1. 456
1. 468
1. 478
1. 488
1. 497
1. 502
1. 442
1. 314
1.185
1.059
.936
.817
.700
.594
1.659
1. 317
1. 209
1.091
.867
.665
.544
.469
.379
.323
.282
.251
.224
.201
.181
.162
.146
.134
.102
.089
.078
.064
.052
.768
.860
.958
1.041
1.103
1.134
1.151
1.172
1.184
1.192
1.200
1. 207
1. 212
1. 216
1. 220
1. 224
1. 226
1. 201
1.146
1. 089
1. 029
.967
.004
.837
.771
.O(l
.027
/0
(vIF)!
"
t-
x
(percent c)
1.2
(percXnt c)
- - - - - - - - - - - ------- - - - - - - - - - -
(percent
c)
.461
.554
.693
.918
1. 257
1. 524
1. 752
2.119
2.401
2,618
2.782
2.899
2.971
3.000
2.985
2.925
2.815
2.611
2.316
1. 953
1. 543
1. 107
.665
.262
0
(./V),
v/V
----0
1. 052
1. 057
1.062
1.071
1. 086
1.098
1.107
1.119
1.128
1.133
1. 138
1.142
1.145
1.148
1.151
1.153
1. }.i5
1.154
1.118
1. 081
1. 040
.996
.948
.890
.822
0
1. 026
1.028
1. 031
1. 035
1. 042
1. 048
1. 052
1. 058
1.062
1. 064
1.067
1.069
1. 070
1. 071
1.073
1. 074
1. 075
1. 074
1. 057
1.040
1.020
.998
.974
.943
.907
/lva/V
4.941
2.500
2.020
1. 500
.967
.695
..554
.474
.379
.320
.278
.245
.219
.197
.178
.161
.145
.130
.116
.102
.089
.075
.061
.047
.030
0
(pereent c)
(percent c)
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
.610
.735
.919
1. 219
1. 673
2.031
2.335
2.826
3.201
3.490
3.709
3.865
3.962
4.000
3.978
3.896
3,740
3.459
3.062
2.574
2.027
1. 447
.864
.338
0
(v/V)'
vjV
av./v
Ul
,f. =.03 (upper ,surfoce)
,-0
Id?
,
1 l
~03 (lower surface)
""'"~
"- ..........
"'"
.8
NACA 68-008
.4
--
r-I
.2
.4
<rIc
.6
.8
1.0
.968
1. 023
1. 046
1.078
1.107
1.128
1.141
1.158
1.171
1.178
1.186
1.191
1.196
1. 201
1. 205
1. 208
1.213
1. 202
1.1.56
1.103
1. 048
.989
.926
.855
.768
.984
1.011
1. 023
1. 038
1. 052
1.062
1. 068
1:076
1.082
1.085
1. 089
1. 091
1. 094
1.096
1.098
1. 099
1. 101
1. 096
1. 075
1. 050
1. 024
.994
.962
.925
.876
3.794
2.220
1. 82"
1.388
.949
.689
.552
.474
.379
.321
.278
.246
.220
.198
.178
.161
.145
.130
.115
.101
.087
.073
.058
.045
.029
0
86

2.0
x
1.6
I.E
I
::::<:,....--:05 (lower surface)
"-
I(
"-
.8
(perlent c)
0
.687
.824
1.030
1.368
1.880
2.283
2.626
3.178
3.601
8.927
4.173
4.848
4.457
4.499
4.475
4.381
4.204
3.882
8.428
2.877
2.263
1.611
.961
.374
0
.5
.75
1.25
2.5
,5.0
7.5
10
15
20
25
30
85
40
45
50
55
60
65
70
75
80
85
90
95
100
/0, ~.05 (upper surface)
/0
(percent c)
"-
NACA 56-DOB
.4
V""'-
(v/V)'
v/v
.930
.999
1.036
1. 079
1.119
1.142
1.159
1.178
1.190
1.201
1.210
1.217
1.221
.964
.999
1.018
1.039
1.058
1.069
1.077
1.085
1.091
1,096
1.100
1.103
1.105
1.108
1.110
1.112
1.114
1.109
1.083
1.055
1.025
.992
.957
.916
.864
1.228
1.232
1.237
1.240
1.230
1.172
1.113
1.050
.985
.915
.839
.747
M./V
3.352
2.100
1.750
1.340
.940
.686
.552
.473
.379
.323
.280
.246
.220
.197
.178
.161
.145
.130
.116
.100
.085
.071
.057
:043
.028
o
NACA 66-OlO BASIC THICKNESS FORM
1.6
/e, =.07 (upper surface)
/.2
or;;k -
,..---
~ "-
-;07 fower surface)
If
"'
.8
""
NACA 6{]-010
-I---
t---r--
1/
(percent c)
(percent c)
0
.759
.913
1.141
1. 516
2.087
2.536
2.917
3.530
4.001
4.363
4.636
4.832
4.953
5.000
4.971
4.865
4. 665
4.302
3.787
3.176
2.494
1.773
1.054
.408
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
(v/V) ,
0
.896
.972
1.023
1. 078
1.125
1.154
1.174
1.198
1.215
1.226
1.236
1.243
1.249
1.25.
1.261
1.265
1.270
1.250
1.190
1.121
1.052
.979
.904
.821
.729
v/V
0
.947
.986
1.011
1.038
1.061
1.074
1.084
1.095
1.102
1.107
1.112
1.115
1.118
1.120
1.123
1.125
1.127
1.118
1.091
1.059
1.026
.989
.951
.906
.854
Il.v./V
3.002
2.012
1.686
1.296
.931
.682
.551
.473
.379
.322
.279
.246
.220
.198
.178
.161
.146
ISO
.114
.099
.085
.070
.056
.043
.027
0
(percent c)
/0,
I
=.Ie (upper surface)
r; -- --
/,2
---
~~
f-
~ --':IE
I'
(lower surface)
((
" "~
,8
NACA 66,,-012
.5
.75
1.25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
---
I--
'--
f..--.2
.6
---
.8
70
75
80
85
90
95
100
1.0
1/
(percent c)
0
.906
1.087
1.358
1. 808
2.496
3.037
3.496
4.234
4.801
5.238
5.568
5.803
5.947
6.000
5.965
5.836
5.588
5.139
4.515
3.767
2.944
2.083
1.234
.474
0
(v/V) ,
0
.800
.915
.980
1. 073
1.138
1.177
1. 204
1.237
1.259
1.275
1.287
1.297
1. 303
1.311
1.318
1.323
1.331
1. 302
1. 221
1.139
1. 053
.96E
.879
.788
.687
v/v
0
.894
.957
.990
1. 036
1. 067
1.085
1. 097
1.112
1.122
1.129
1.134
1.139
1.142
1.145
1.148
1.1501.154
1.141
1.105
1.067
1.026
.984
.938
.888
.829
Il.v./V
2.569
1.847
1.575
1.237
.913
.674
.549
.473
.380
.323
.280
.246
.221
.197
.176
.162
.147
.132
.113
.098
.084
.069
.053
.040
.031
0
87
20
NACA 66z-{)15 BASIC THICKNESS FORM
(percent c)
11
(percent c)
(v/V)
0
I.J22
1.343
1. 675
2.235
3.100
3.781
4.358
5.286
5.995
6.543
6.. 956
7.250
7.430
7.495
7.450
7.283
6.959
6.372
5.576
4.632
3.598
2.530
1. 489
.566
0
0
.760
.840
.929
1. 055
1.163
1. 208
1.242
1. 288
1.817
1.840
1. 356
1.370
1.380
1.391
1. 401
1.411
1.420
1.867
1.260
1.156
1. 053
.949
.847
.744
.639
----- - - - - /. 6
I.
_---ct =.:! (upper

,-'
surface)
~
~~
v----
...-1--ELY14
I
~~
power surface)
1/
"\
NACA 662 -0/5
-- -- --
,.--I-:-'-- I--o
I I
,~
1.8
1.2
.8
0/
.. - _--c,_.3 (u~Der
../'"
/ /--
:...---
I/
NACA 68s -0/8
.4
~
V
~
o
'"
lJ
1.2
/'
.4
V
o
:;;;;0-
----/ "
/'
(vt / /'
I /1
I
I
I -
--
--c,-.4 (upper surface)_
.-
-----.4 fower surface)
"
- -- ---"
,-
'- r--- .2
",
I--- l--
.4
a:/c
.8
--
.8
2.139
1.652
1:431
1.172
.895
.663
.547
.473
.381
.822
.280
_.248
.222
.200
.180
.163
.146
.131
.118
.096
.080
.065
.051
.039
.025 0
L~
(percent c)
11
(V/V)2
0
1.323
1.571
1.952
2.646
3.690
4.513
5.210
6.333
7.188
7.848
8.346
8.701
8.918
8.998
8.942
8.733
8.323
7.580
6.597
5.451
4.206
2.934
1. 714
.646
0
0
.650
.. 735
.850
1. 005
1.154
1. 234
1.285
1. 350
1. 393
1.423
1. 445
1. 464
1.481
1.496
1. 509
1.522
1. 534
1.438
1. 302
1.172
1.045
.922
.803
.692
.581
viv
0
.806
.857
.897
1.002
1. 074
1.111
1.134
1.162
1.180
1.193
1. 202
1. 210
1. 217
1.223
1.228
1. 234
1.238
1.199
1.141
1.083
1. 022
.950 _
.896
.832
.166
t;.v./V
1..773
1. 456
1. 312
1.121
.858
.649
.545
.472
.381
.323
.282
.250
.223
.201
.181
.163
.147
.131
.114
.095
.077
.061
.048
.037
.022
0
E. radius: 1.955 percent c
NACA 66.-{)21 BASIC THICKNESS FORM
'\~
I \
~
~~
I--
0
.5
.75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
I-I--
N4CA 884 -02/
0
.872
.9)6
.964
1. 027
1. 078
1.099
1.114
1.134
1.148
1.158
1.164
1.170
1.175
1.179
1.184
1.188
1.192
1.169
1.122
1. 075
1.026
.974
.920
.863
.799
t;.v./V
NACA 66s-{)18 BASIC THICKNESS FORM
L. E. radius:' 1.435 percent c
(percent c)
- ---
t--
1.8
p-
~~
v/V
f--
-~~t\
~ I--
----
"
surfacp)
--;3 fower surface}
.8
0
.5
.75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
""-
1.0
11
(percent c)
(percent c)
(v/V) 2
0
.. 5
.75
1. 25
2.5
5
1.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
0
1.525
1.804
2.240
3.045
4.269
5.233
6.052
7.369
8.376
9.1539.138
10.154
10.407
10.500
10.434
10.186
9.692
8.793
7.610
6.251
4.796
3.324
1.924
.717
0
0
.580
.635
.755
.952
1.143
1. 246
1.318
1.405
1. 459
1. 499
1. 528
1. 551
1.574
1.594
1.611
1.629
1. 648
1.508
1.335
1.176
1. 031
.891
.763
.648
.539
90
95
100
v/V
t;.v./V
----0
.761
.797
.869
.976
1. 069
1.116
1.148
1.185
1. 208
1.224
1. 236
1. 245
1.255
1.263
1. 269
1.276
1.284
1.228
1.155
1. 084
1. 015
.944
.873
.805
.734
1.541
1.314
1. 218
1.054
.828
.635
.542
.472
.381
.324
.283
.251
.224
.202
.183
.165
.148
.132
.114
.093
.073
.058
.046
.034
.020
0
88
REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAU'l'ICS
e.o
/.6
i.e
(v/
/'
V/
'(
I-~ I.--(...:---I - -
V'-, '- -./2
f-
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
power surface)
\~
.8
NACA 67,/-0/5
- r--
.4
V- I----
r--I---
a
I
y,0 / " ~V r-:: ~ ~

-...::
/-'-:2c
fower
(/
~
.4
t.---
NACA U7AOl5
r--..: I---
.2
"
"-
r-- !--
I--+I---- I-<ric
.6
0
.650
.970
1.059
1.140
1. 209
1. 239
1. 259
1.285
1.304
1. 318
1.330
1.341
1. 351
1. 360
1.368
1.375
1. 381
1. 388
1.390
I. 321
1.176
1. 018
.864
.712
.570
0
.806
.985
1. 029
L068
1.100
1.113
1.122
1.134
1.142
1.148
1.153
1.158
1.162
1.166
1.170
1.173
1.175
1.178
1.179
1.149
1.084
1. 009
.930
.844
.755
2.M2
1. 560
1. 370
1.152
.906
.667
.548
.470
.370
.312
.276
.248
.221
.201
.180
.160
.142
.124
.111
.108
.094
.071
.060
.045
.025
0
v
I:>.v./V
(v/F)'
v/V
(percent c)
- - - - - - - - - - - - - - - - - - - - - ------.
--
0
1.167
1.394
1. 764
2.395
3.245
3.900
4.433
5.283
5.940
6.454
6.854
7.155
7.359
7.475
7.497
7.421
7.231
6.905
6.402
5.621
4.540
3.327
2.021
.788
0
x
(percent c)
/
/
/
I
I:>.v./F
NACA 747A015 BASIC THICKNESS FORM
surfac~
.8
v/F
L. 1'~. radius: 1.523 percent c.
/.2
(II/V)'
I--
__ -c, =.ec (upper surface)
1.6
y
(percent c)
- - - - - - - - - - - - - - - - - - ------- -------
,c, ",./2 (upper surface)
:
,
(
(percent c)
.8
1.0
0
.5
.75
1. 25
2.5
5
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
1.199
1. 435
1.801
2.462
3.419
4.143
4.743
5.684
6.384
6.898
7.253
7.454
7.494
7.316
7.003
6.584
6.064
5.449
4.738
3.921
3.020
2.086
1.193
.443
0
L. E. radius: 1.544 perceut c
0
.660
.799
.942
1.100
1. 201
1. 259
1. 295
1.339
1.369
1. 390
1. 409
1.423
1.435
1. 391
1. 348
1. 306
1. 265
1. 221
1.178
1.115
1. 027
.938
.852
.774
.703
0
.812
.894
.971
1.049
1.096
1.122
1.138
1.156
1.170
1.179
1.187
1.193
1.198
1.179
1.161
1.143
1.125
1.105
1. 085
1. 056
1. 013
.969
.923
.880
.838
2.028
1. 680
1. 560
1. 325
.990
.695
.551
.465
.383
.324
.283
.252
.224
.199
.176
.156
.1~
.1
.108
.093
.079
.065
.052
.040
.02!l
.018
89
II-DATA FOR MEAN LINES

Page
Page
N ACA
NACA
NACA
NACA
NACA
NACA
N ACA
N ACA
NACA
NACA
NACA
mean
mean
mean
mean
mean
mean
mean
mean
mean
mean
mean
line
line
line
line
line
line
line
line
line
line
line
62_ __ ______ ____________________ ______ __ _

90
63______________________________________90
64______________________________________
90
65______________________________________
91
66______________________________________
91
67 _____________ .. __________________ . _____
91
2.10_ _ ____________________________ _______
92
220_ _ ___________________________________
92
230 _________________________ .. ___________
92
240_____________________________________
93
250 __ .. ________________________ .. _________
93
NACA mean line a=O _____ ,______________________________

NACA mean line a=O.L_________________________________
NACA mean line a=0.2 ________ ._________________________
NACA mean line a=0.3 _________________ "________________
NACA mean line a=O.4_ _ _ ______ ___ ___ ____ ___ ___ ____ _____
. NACA mean line a=O.5__________________________________
NACA mean line a=0.6_ _ _ __ __ ______ __ ____ ___ ____ ___ _____
N ACA mean line a = 0.1- _ _ _______________________________
NACA mean line a=O.&_ _ ________________________________
N ACA mean line a=0.9_ _ ___ __ ______ _________ ____ ___ _____
NACA mean line a=1.0__________________________________
93
94
94
94
95
95
95
96
96
96
97
90
3.0
NACA MEAN LINE 62
2.0
el,=0.90
I~ r-
---
--
(percent c)
(percent c)
dll,/dx
PR
tlv/V=P.Ri4
0
.726
1. 406
2.625
3.656
4.500
5.625
6.000
5.977
5.906
5.625
5.156
4.500
3.656
2.625
1.406
.727
0
0.80000
.56250
.52500
.45000
.37500
.30000
.15000
0
-.00938
-.01875
-.03750
-.05625
-.07500
-.09375
-.11250
-.13125
-.14062
-:15000
0
.682
1.031
1. 314
1.503
1. 651
1.802
1. 530
1.273
1.. 113
.951
.843
.741
.635
.525
.377
.261
0
0
.171
.258
.328
.376
.413
.451
.383
.318
.279
.238
.211
.185
.159
.131
.094
.065
0
1/,
------ ------
r--- r---
..........
0
1. 25
2.5
5.0
7.5
NACA 62
mean line
.~ .2
lO
15
20
25
30
40
50
60
70
80
90
95
100
l-
em",= -0.113
--
1.0
",,=2.81
NACA MEAN LINE 63
2.0
e,,=0.80
..P-"
1.0
r-. I"'---.
(percent e)
r-- t---
t--
II
o
--I--. '~
NAt;'A 83
mean line
Yc
c .2
0
1. 25
2.5
5.0
7.5
lO
15
20
25
30
40
50
60
70
80
90
95
100
"'1=1.60
em". = -0.134
(percent c)
dll,/dx
PR
tlv/V=PR/4
0
.489
.958
1.833
2.625
3.333
4.500
5.333
5.833
6.000
5.878
5.510
4.898
4.041
2.939
1. 592
.827
0
0.40000
.38333
.36667
.33333
.30000
.26667
.20000
.13333
.06667
0
-.02449
-.04898
-.07347
-.09796
-.12245
-.14694
-.15918
-.17143
0
.389
.553
.788
.940
1.066
1.220
1. 259
1. 233
1.160
.949
.850
.762
.673
.560
.406
.291
0
0
.097
.138
.197
.235
.267
.305
,315
.3G8
.290
.237
.213
.191
.168
.140
.102
.073
0
11,
.I---
----NACA MEAN LINE 64
2. 0
e,,=0.76
I. 0
t-- r---
1--- r-...
NACA 64
mean line
2
I--.2
r-- I.4
.Jt'/c
.8
.8
1.0
. (percent e)
y,
(percent e)
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
0
.369
.726
1. 406
2.039
2.625
3.656
4.500
5.156
5.625
6.000
5.833
5.333
4.500
3.333
1.833
'.958
0
a;=0.74
em,'I=-0.157
dy,/dx
PR
tlv/V=PR/4
0.30000
.29062
.28125.26250
.24375
.22500
.18750
.15000
.11250
.07500
0
-.03333
0
.257
.391
.546
.668
.748
.871
.966
1.030
1.040
.999
.910
.827
.750
.635
.466
.334
0
0
.064
.098
.137
.167
.187
.218
.242
.258
.260
.250
~.06667
-.10000
-.13333
-.16667
-.18333
-.20000
.228
.207
.188
.159
.117
.084
0
91

3.0
NACA MEAN LINE 65
CI 1 =0.75
2.0
x
1.0
1/
Cme/I =
-0.187
1/,
dy,/dx
PR
Avj1T=PR/4
(percent c)
(percent c)
------- - - - - - - -------- - - - - - - --------
--
,r--
'\
NACA 65
mean line
!ft
..?
c
Q'i=Oo
- -
f.---
--
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
0.24000
.23400
.22800
.21600
.20400
.19200
.16800
.14400
.12000
.09600
.04800
0
-.04800
-.09600
-.14400
-.19200
-.21600
-.24000
.296
.585
1.140
1. 665
2.160
3.060
3.840
4.500
5.040
5.760
6.000
5.760
5.040
3.840
2.160
1.140
0
.205
.294
.413
.502
.571
.679
.760
.824
.872
.932
.951,
.932
.872
.760
.571
.413
0
.051
.074
.103
.126
.143
.170
.190
.206
.218
.233
.238
.233
.218
.190
.143
.103
0
r--.
NACA MEAN LINE 66
20
-cI 1 =0.76
(percent c)
1.0
--V
o
~ f.---
f.---
1/,
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
""\
NACA 66
Yo .2
c
- :---
0.20000
.19583
.19167
.18333
.17500
.16667
.15000
.13333
.11667
.10000
.06667
.03333
0
-.07500
-.15000
-.22500
-.26250
-.30000
.247
.490
.958
1. 406
1. 833
2.625
3.333
3.958
4.500
5.333
5.833
6.000
5.625
4.500
'2.625
1. 406
0
.135
.244
.334
.408
.466
.557
.635
.700
.750
.827
.910
.999
1. 040
.966
.748
.546
0
0
.J34
.061
.084
.102
.117
.139
.159
.175
.188
.207
.228
.250
.260
.242
.187
.137
0
t-- t---.
NACA MEAN LINE 67
/.0
i/
~~
.......
--
I-"'~
1-""""
(percent c)
-------
NACA 67
1& .2
c
..?
>_h
.4
x/c
.6
a:"i=-1.60o
cI 1=0.80
mean line
'I' = -0.222
dy,/dx
PR
AV/V=PR/4
- - - - - - - - - - - - - - - - -------
2.0
Cm
II
(percent c)
------- ------
mean line
",=-0.74
.8
--
0
1. 25
2.5
5
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
r-...
/.0
y,
(percent c)
dy,/dx
0
.212
.421
.827
1. 217
1. 592
2.296
2.939
3.520
4.041
4.898
5.510
5.878
6.000
5.333
3.333
1. 833
0
0.17143
.16837
.16531
.15918
.15306
.14694
.13469
.12245
.11020
.09796
.07347
.04898
.02449
0
-.13333
-.26667
-.33333
-.40000
Cm,"=-0.266
PR
AV/V=PR/4
------- ------ - - - - - - - - - - - - - 0
.137
.195
.291
.356
.406
.483
.560
.616
.673
.762
.850
.949
1.160
1. 259
1.066
.788
0
0
.034
.049
.073
.089
.102
.121
.140
.154
.168
.191
.213
.237
.29'0
.315
.267
.197
0
92

3. 0
NACA MEAN LINE 210
II
2. 0
I
i
I
/\
1.0
r-- t-I
NACA 210
mean line
Yc
7" .2.
(percent e)
ai=2.09
y,
(percent e)
em ~'I = -0. 006
dy,/dx
PR
AV/V=PR/4
------- ------- - - - - - - - ------- ------0

1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50'
60
70
80
90
95
100
\
.........
e,,=0.30
0.59613
.36236
.18504
-.00018
.596
.928
1. 114
1. 087
1. 058
.999
.940
.881
.823
.705
.588
.470
.353
.235
.118
.059
0
1. 381
1. 565
1. 221
.781
.626
489
.408
.348
.302
.242
.198
.160
.128
.098
.065
.044
0
-.01175
.345
.391
.305
.195
.156
.122
.102
.087
.075
.061
.049
.040
.032
.025
.016
.011
0
I
J
NACA MEAN LINE 220
2.0
e.,=0.30
!
x
,..--"
(percent c)
1.0
!""-
Yo
('
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
----
~--
em",= -0. OlD
dy,/dx
PR
AV/V=PR/4
------- ------- -------- -------- --------
y,
(percent c)
ai=1.86
NACA 220
mean line
,.,
.C
0.39270
.31541
.24618
.13192
.04994
.00024
0
.442
.793
1. 257
1. 479
1. 535
1. 463
1. 377
1. 291
1. 205
1.033
.861
.689
.516
.344
.172
.086
0
.822
1. 003
.988
.900
.8t)!
.615
.465
.378
.326
.253
.205
.169
.135
.100
.064
.040
0
-.01722
.206
.251
.247
.225
.200
.154
.116
.095
.082
.063
.051
.042
.034
.025
.016
.010
0
NACA MEAN LINE 230
20
c.,=0.30
1.0
V~
...............
r--
o
NACA 230
mean line
~. 2
.2
.4
riC
.0
.8
1.0
x
(percent e)
(percent e)
0
1. 25
2.5
6.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
0
.357
.666
1.155
1.492
1. 701
1.838
1. 767
1. 656
1;546
1.325
1. 104
.883
.662
.442
.221
.110
0
1/,
a,=1.65
dy,jdx
0.30508
.26594
.22929
.16347
.10762
.06174
-.00009
-.02203
-.02208
em". = -0.014
PlI
AVjV=PlIj4
0
.628
.673
.791
.853
.859
.678
.519
.419
.361
.274
.217
.177
.144
.105
.069
.042
0
0
.132
.168
.198
.213
.215
.170
.130
.105
.090
.069
.054
.044
.036
.026
.017
.011
0
93
3.0
NACA MEAN LINE 240
Cli=1.45
c,;=0.30
Cm'I' = -0.019
2.0
x
(percent c)
y,
(percent c)
------- - - - - 0
1. 25
/.0
r-----..
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
I-- r--
'0
N;1cA NO
mean line
1& .2
e
dy,/dx
PR
AVjV=PR/4
-------- ------- ------C.25233

.22877
.20625
.16432
.12653
.09290
.03810
-.00010
-.02169
0
.301
.572
1. 035
1. 397
1.671
1. 991
2.079
2.018
1. 890
1. 620
1.350
1. 080
.810
.540
.270
.135
0
-.02700
0
.377
.491
.625
.718
.750
.677
.556
.477
.410
.304
.234
.186
.150
.110
.071
.047
0
0
.094
.123
.156
.180
.188
.169
.142
.119
.103
.076
.0f,9
.047
.038
.028
.018
.012
0
o
NACA MEA:\, LINE 250
2.0
X
(percent c)
c,,=0.30
ai=1.26
y,
(percent c)
dy,/d.r
Cm c/4=-O.026
PR
At,/V=PR/4
- - - - - - - -------- ----------- -------- --------
/.0
/'
o
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
- - ---- NACA 250
tnean line
Yo
-:>
.cc
0.21472
.19920
.18416
.15502
.12909
.10458
.06162
.02674
-.00007
-.01880
.258
.498
.922
1.277
1. 570
1. 982
2.199
2.263
2.212
1. 931
1. 609
I. 287
.965
.644
.322
.161
0
-.03218
.281
.369
.477
.552
.592
.624
.610
.547
.470
.346
.255
.197
.154
.119
.076
.051
0
0
.070
.092
.119
.138
.148
.156
.153
.137
.117
.087
.064
.049
.038
.oao
.019
.013
0
o
NACA MEAN LINE a=O
c,,=1.0
2.0
..............
~r-...
1.0
(percent c)
'~
.............
~,
~
'---
NACA Q=O
mean line
dy,/dx
Cm,I' = -0.083
PR
AV/V=PR/4
- - - - - - - - - - - - - - - - - - ------- -------
..............
y,
(percent c)
Q:i=4.56
I--
.4
.:rIc
.8
.8
to
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
.460
.641
.964
1. 641
2.693
3.507
4.161
5.124
5.747
6.114
6.277
6.273
6.130
5.871
5.516
5.081
4.581
4.032
3.445
2.836
2.217
1. 604
1.013
.467
0
---O~75867---
.69212
.60715
.48892
.36561
.29028
.23515
.15508
.09693
.05156
.01482
-.01554
-.04086
-.06201
-.07958
-.09395
-.10539
-.11406
-.12003
-.12329
-.12371
-.12099
-.11455
-.10301
-.07958
----------1. 990
1. 985
1. 975
1. 950
1. 900
1. 850
1. 800
1.700
1.600
1. 500
1. 400
1.300
1.200
1.100
1.000
.900
.800
.700
.600
.500
.400
.300
.200
.100
0
---O~498---
.496
.494
.488
.475
.463
.450
.425
.400
.375
.350
.325
.300
.275
.250
.225
.200
.175
.150
.125
.100
.075
.050
.025
0
94

NACA MEAN LINE a=O.1
3.0
C mc14 =-O.OF6
(percelJt c)
20
'--
i'---- r---..
------ ~ --o
'" /'--....
5. 0
7. 5
10
15
20
25
30
35
40
45
50
li5
60
65
70
75
80
85
90
95
100
NACAa:QI
mean line
o~
c)
dll,jdx
PR
I-
2. 689
3. 551
4.253
.5. 261
5. 905
6. 282
6.449
6.443
6.296
6. 029
5.664.
5.218
4.706
4.142
3.541
2.916
2.281
1. 652
1. 045
.482
0
. 38235
.31067
.25057
. 16087
. 09981
. 05281
.01498
-.01617
-.04210
-. 06373
-.08168
-.09637
-.10806
-.11694
-.12307
-.12644
-. 1269..~
-.12425
-.11781
-.10620
-.08258-
1. 313
I. 212
1.111
I. 010
.909
.808
.707
.606
.505
.404
.303
.202
.101
a,=4.17"
Po
1. 667
O. 417
1. 563
1. 459
1. 355
1. 250
1.146
1.042
.938
.834
.729
.625
.521
.417
.313
.208
.104
.391
.365
.339
.313
.287
.260
.234
.208
.182
-- : ~-- --~;al-- -~~~]~i~-!I-~=~~ -~~~~~~-l\
I'---..
..............
~ t-.....
"'/'--....
,
I
I-...
NACA a=QE
mean line
.2
-,
!
I "tv-P"'I
Cm,/I=-0.094
~',J "'~, 'J I "", I
J!s
c
.429
.404
.379
.354
.328
.303
.278
.253
.227
.202
.177
.152
.126
.101
.076
.050
.025
I. 7li
I. 616
I. 515
I. 414
NACA MEAN LINE a=0.2
-......;.,
1.0
AV/T'=PRj4
,--------.-:~------------------
CI,=l.O
~- -~j--~~')-~=:::--~.-~-::-
~k
1.0
y,
(perc~nt
......-I---
t---
2.5
5. 0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
I. 530
2. 583
3.443
4. 169
5.317
6.117
6. 572
6. 777
6.789
6. 646
6. 373
5. 994
5. 527
4.989
4.396
3. 762
3.102
2.431
l. 764
1. 119
.518
0
.47592
. 37661
.31487
. 26803
. 19373
. 12405
. 06345
. 02030
-.01418
-. 04246
-. 06588
-. 08522
-. 10101
-'.11359
-.12317
-. 12985
-.13.363
-. 13440
-. 13186
-.12541
-. JI361
-. 0~941
.156
.130
.104
.078
.052
.026

CI,=1.0
ai=3.84
Cm,,,= -0.106
20
'-.....
!.O
y,
x
(percent c)
(percent c)
------- --------
~,
-.......
~~
~~
o
NACA a=Q3
mean lioe
Yc
c .2
V.......o
.2
I---I - - ~
.4
.8
1.0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
.389
.546
.832
1.448
2.458
3.293
4.008
5.172
6.052
6.685
7.072
7.175
7.074
6.816
6.433
5.949
5.383
4.753
4.076
3.368
2.645
1. 924
1. 224
.570
0
---------I
dy,jdx
----ii:~553ii--
.60524
.54158
.45399
.36344
.30780
.26621
.20246
.15068'
.10278
.04833
-,00205
-. O~710
-,06492
-.08746
-.10567
-.12014
-.13119
-.13901
-.14365
-.14500
-.14279
-.13638
"':.12430
-.09907
PR
AvjT7=PR/4
-----------
-.---------
1.538
0.385
1. 429
1. 319
1.209
1.099
.989
.879
.769
.659
.549
.440
.330
.220
.110
0
.367
.330
.302
.275
.247
.220
.192
.165
.137
.110
.082
.055
.028
95

3.0
-------------------------_._CI,=1.0
(perc~nt c) (perg~nt c)
2.0
---~~-- --~.
~
1.0
. 75
1. 25
2. 5
.1. 0
7. 5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
r--......
NACA a 0A
2
mean line
.2
~----
- -
c-
r--
3:--
dy,/dx
. 514
. 784
1. 367
2. 330
3. 131
3.824
4. 968
5. 862
6. 546
7. 039
7.343
7.439
7. 275
6. 929
6.449
5.864
5.199
4.475
3.709
2.922
2. 132
1. 361
.636
0
. 57105
. 51210
. 43106
. 34764
. 29671
.25892
. 20185
. 15682
. 11733
. 07988
.04136
-.00721
-.05321
-. 08380
-.10734
-.12567
-.13962
-.14963
-.15589
-.15837
-. 15683
-.15062
-.13816
-.11138
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
NACA a=D.5
mean line
2
t--t-r--I--
I---
1.310
1.190
1.071
.952
.833
.714
.595
.476
.357
.238
.119
.327
.298
.268
.238
.208
.179
.149.
.119
.089
.060
.030
Cm,/.=-0.139
ai=3.04
___
0.357
NACA MEAN LINE a=O 5
~~~~~I~er~~nt~J ___ dY,/~

~
1. 429
I--.
.0
f>.vjV=P~/4
-~~O:6~~~-I-~~~~=- -~~~~~~-
CI,=l.O
I .0
PR
0
.345
.485
.735
1.295
2.205
2.970
3.630
4.740
5.620
6.310
6.840
7.215
7.430
7.490
7.350
6.965
6.405
5.725
4.955
4.130
3.265
2.395
1. 535
.720
0
-------------
0.58195
. 53855
.43360
.40815
.33070
.28365
.24890
.19690
.15650
.12180
.09000
.05930
.02800
-.00630
-.05305
-.09765
-.12550
-.14570
-.16015
-.16960
-.17435
-.17415
-.16850
-.15561>
-.12660
_~_J_:~:~~~~
-----------
-----------
1. 333
0.333
1.200
1. 067
.933
.800
.667
.533
.400
.267
.133
0
;300
.267
.233
.200
.167
.133
.100
.067
.033
0
CI,=1.0
",,=2.58
Cm,I<=-0.158
0
X
(percent c)
1/,
(percent c)
dy,/dx
PR
f>.v/V=PR/4
- - - - - - - - - - -------- ------- -----
1.0
""~
o
NACA a=O.fJ
mean line
lie
""-.,
'"
!>
.<;
0
.5
.75
'1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
eo
--
J...-.2
xlc
.6
t--- r-- I-.8
1.0
65
70
75
80
85
90
95
100
0
.325
.455
.695
1. 220
2.080
2.805
3.435
4.495
5.345
6.035
6.570
6.965
7.235
7.370
7.370
7.220
6.880
6.275
5.505
4.630
3.695
2.720
1. 755
.825
0
-------------
0.54825
.50760
.45615
.38555
.31325
.26950
.23730
.18935
.15250
.12125
.09310
.06660
.04060
.01405
-.01435
-.04700
-.09470
-.14015
-.16595
-.18270
-.19225
-.19515
-.19095
-.17790
-.14550
-----------
-----------
1. 250
0.312
1. 094
.938
.781
.625
.469
. ;112
.156
0
.273
.234
.195
.156
.117
.078
.039
0
96
REPOR'l' NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS

3.0
--
,
CI,=1.0
y,
(percent c)
"-
/.0
"'-
~
NACA a=O.l
mean line
"
.C;
-----
-----
------------0.51620
.47795
.42960
.36325
.29545
.25450
.22445
.17995
.14595
.11740
.09200
.06840
.04570
.02315
0
-.02455
-.05185
-.08475
-.13650
-.18510
-.20855
-.21955
-.21960
-.20725
-.16985
.305
.425
.655
. 1.160
1. 955
2.645
3.240
4.245
5.060
5.715
6.240
6.635
6.925
7.095
7.155
7.090
6.900
6.565
6.030
5.205
4.215
3.140
2.035
.965
0
-.............
(perc~nt ~L
"" ~
o
NACA a=0.8
mean line
'"
."-
-r--- -
---
!---
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
(percent c)
NACA a=0.9
mean/ine
+.2
o
....-- ~
.2
.4
.8
.8
-----------
1.176
0.294
.980
.784
.588
.392
.196
.245
.196
.147
.098
.049
0
0
.287
.404
.616
1.077
1. 841
2.483
3.043
3.985
4.748
5.367
5.863
6.248
6.528
6.709
6.790
6.770
6.644
6.405
6.037
5.514
4.771
C m ,/.=-0.202
~~~
_ _ I___
-------------
0.48535
.44925
.40359
.34104
.27718
.23868
.21050
.16892
.13734
.11101
.08775
.06634
.04601
.02613
.00620
-.01433
-.03611
-.06010
-.08790
-.12311
-.18412
-.23921
-.25583
-.24904
-.20385
3.683
2.435
1.163
0
~_I~~=p~
-----------
-----------
1. III
0.278
.833
.556
.278
.208
.139
.069
0
20
ai=1.5lo
(perg:nt c) -' __
Cl,=1.0
1.0
-----------
NACA MEAN LINE a=O.R

CI,=1.0
I.p
!:J.vjl'=Puj4
PH
EO
Yc
C
-0.179
dy,jdx
(percent c)
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
9.1
100
C m./. =
----- ------ ------ ------- -------
20
Yc
C
Q'i=2.09
~
1.0
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55 .
60
65
70
75
80
85
90
95
100
Qi=O.90
1/,
Cm,/.= -0.225
dy,jdx
I (percent c) I-------
0
.269
.379
.577
1.008
1. 720
2.316
2.835
3.707
4.410
4.980
5.435
5.787
6.045
6.212
6.290
6.279
6.178
5.981
5.681
5.265
4.714
3.987
2.984
1.503
0
----0:45482-.42064
.37740
.31821
.25786
.22153
.19500
.15595
.12644
.10196
.08047
.06084
.04234
.02447
.00678
-.01111
-.02965
-.04938
-.07103
-.09583
-.12605
-.16727
-.25204
-.31463
-.26086
PR
t:J.v/'V=Pllj4
--
-----------
-----------
1.053
0.263
.526
0
.132
0
97

.:J.O
Cl,=l.O
x
C.O
(percent c)
y,
(percent c)
ai=Oo
Cm",=-0.250
Pn
dy,/dx
AV/V=Pn/4
- - - - - - ---,----- - - - - - - - -------- - - - 0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
/.0
o
NACA a=I.O
mean line
Yo .C
'
---
.4
x/c
.6
.8
i--1.0
. 250
.350
.535
.930
1. 580
2.120
2.585
3.365
3.980
4.475
4.860
5.150
5.355
5.475
5.515
5.475
5.355
5.150
4.860
4.475
3.980
3.365
2.585
1. 580
0
----.---.----
0.42120
.38875
.34770
.29155
.23430
.19995
.17485
. 13805
.11030
.08745
.06745
.04925
.03225
.01595
0
-.01595
-.03225
-.04925
-.06745
-.08745
-.11030
-.13805
-.17486
-.23430
---.---------
--.--------
_.--.----- .
1. 000
0.250
-------.---
-----------
99
III-AIRFOIL ORDINATES
Page
K A C A OOOL _- - - - - ___ - - - - __ - ________ .. __________________

100
KACA 0009______ ________ _______ ___ __________ _______ ____
100
N ACA 1408 _______________________ . _________ ___________
100
NACA 1410______ _______________________________________
100
KACA 1412 _____________ - - ______________ .__ ______ __ __ ____
100
100
NACA 2412 ____ .__ - ____ -- _____ "__ ________ ___ _______ ______
NACA 241L. _________ - ____ ___ ___ _____ __ ______ __ ________
100
N ACA 2418 ___________ - __________________ _______________ 100
NACA 242L __________ ~ _____________ .__ ______ ___ __ _____ __
100
NACA 2424____ __ ___ ________ ________ __ ___ ____________ ___
100
NACA 4412_____________________________________________
101
. NACA 4415 ___________ ~_________________________________
101
N ACA 4418_ _____ ______ _________________________________
101
N ACA 442L _________ _ ______________________ ________ ____
101
N ACA 4424____ _______ _______________________ __________ _ 101
N ACA 23012 ______ - __ - - - - - - - - - ___ - - - - __ - __ c _ _ _ _ _ _ _ _ _ _ _ _ _
101
N ACA 23015 _____________________________________ .. ____ __
101
NACA 23018____________________ ________________________
101
N ACA 2302L ______ _____________ ________________________ 101
NACA 23024 _______________________ ~ __ ______ ___ _________
101
NACA 63,4-420 _____________________________.___________
102
102
NACA 63,4-420, a=;0.3 ____.______________________________
NACA 63(420)-422_ ___ ____ _______ __ _____ ___ _____ __ __ ____
102
102
N ACA 63(420)-517 _____ .. _________________________________
N ACA 63-006 __ "_ ____ _____ __________ ____________________ 102
NACA 63-009 ____ ~ ____ -_ ____ __ ___ ___ ___ _______ __________
102
N ACA 63-206_ _______ ___________________________________ 102
102
N ACA 63-209 _______________________________ . ___________ c
NACA 63-210_ ______ ______ __ __ ____ __ ___ ___ __ ___ _________
102
NACA 63\-012 ____________________ .. ______________ ------102
N ACA 63\-212_ _ _ ____ _____________ ___________ ___________ 103
N ACA 63\~412_ _____ ________ __ _________________________ _ 103
N AC A 63r O15 ____________________________________ _____ 103
N ACA 63r 215_ __ _______________________________________ 103
N ACA 63r 415_ ________________ _________________________ 103
N ACA 63r 615_ __ ___ __________ ___________ _______________ 103
N ACA 63 3-018_ __ __ __________________________________ ___ 103
NACA 633-218 _______________ ~_ _________ ____ _________ ___
103
NACA 633-418 ___ .. __ ~____ _______________________________
103
N ACA 63 3-618_ __ __________ _____________________________ 103
N ACA 634-021.. ________________________________. _________ 104
N ACA 63r 22L ______________________________________ ___ 104
N ACA 634-421.. __________ . ___ . __ . _______ ___ _____________ 104
NACA 64-006______ ______ ____ ___________ ________________
104
NACA 64-0'09___________________________________________
104
NACA 64-108 __________________ . ___ .____ ._ ___ ______ _____ __
104
NACA 64-110 _________________ c__ __ _ _ _ __ _ _____ __________
104
N ACA 64-206_ ____________________ __ _________________ ___ 104
NACA 64-208 ____________________ .. __. _ . _____ .. ___ __ ___ ____
104
N AC A 64-209 _________ __________________________________ 104
NACA 64.,-210.______ . ___ . _______________ ._. ______________
105
NACA 64\-012 _____________ . ________________ .. ________ ._ _ 105
NACA 64\-112 __________ .______________________ _________
105
NACA 64\-212_ _ _ __________ _____ _ ______ ___ ______________
105
N ACA 64\-412 _______________ .. ____ .. _.. _____ _ _____________ 105
N AC A 64r O15 ____________ . ____ _________________________ 105
NACA 64 2-215 __________________________________ .. _______ . 105
NACA 642-415 _____________________ " ____________. _____ ~__
105
NACA 64:>018 __________________________ "_______________
105
~
Page
NACA 643-218 ______________________________________ .___

N ACA 64 3-418_ _ _ ____________ ____________________ __ _____
N ACA 643-618 ____ - ____ ._ _____________ __ _________ ________
N ACA 644-02L _ _ __________________________________ ____ _
NACA 64r 22L _________________________ .. -----__ ___ ___ __
N ACA 6~-42L _ ~ ________ __ ____________ ____________ _____
N ACA 65, 3-018 _____ .. ___ __________________ ______ ___ _ ____
N ACA 65,3-418, a=Q.8 ______________ .. ______________ _____
NACA 65, 3-618 ____ -- _____________________ ~____________
NACA 65(216)-415, a=0.5 _____ .__________________________
N ACA 65-006 _________________________________________. __
N ACA 65-009 ____ - - __ - __________ ___________________ _____
NACA 65-206 ________ - _____ _____ _ __ __ ___ __ ___ ___ __ _ _____
N ACA 65-209___ __ ______ ____ _____ _______ ______ __________
N ACA 65-210 ____ .. ___ - ____ __ _____ ___ __ __ ___________ _____
N ACA 65-410___ _____ _____________ __ _____ ___ ______ ______
N ACA 65\-012_ - _ __ ___ ___ _____ ___________ _____ _____ ___ __
N ACA 6k212_ _ _ ________________ _____________ ______ ___ _
NACA 65\-212, a=0.6 ____________________ --------------cN ACA 65\-412_ _ _ __ __ ___ __________ ______ ____ ___ ____ ___ __
N ACA 652-015_ _ _ _______________________________________
N ACA 65 2-215 _______ - _______________ _____ _________ _____
N ACA 65r 415_ - _____ - ______,_ __ ____________________ _____
NACA 65r 415, a=0.5 _____________ ~______________________
NACA 65:>018 ________ .. _____________________________ ,,--N ACA 653-218 _________ .. _______________ ____________ _____
N ACA 653-418_ _ _ ___________ ____________________ ________
NACA 653-418, a=0.5 _____ "______________________________
N ACA 653-618_ _ _ ______ ____ ______ ______ ____________ _____
NACA 653-618, a=0.5 _______________________________ ._____
N ACA 654-021.. _ _ __________________________________ _____
N ACA 654-221.. - _____ - - - ___ - ___________ - ___________ _____
N ACA 654-421.. ___________ .. ______________________ c _ _ _ _ _ _
NACA 65r 421, a=0.5____________________________________
N ACA 65(211)-114.. __ - __ - _____ - ___________ - ____________ __ __
N A C A 65(12!)-420 _______ - ___ .. ____________ - _____ .. ___ .. _ ____ _
N ACA 66,1-212 _______ - __ .. __ - - - ________ - - ___________ _____
N ACA 66(215)-016 _____________________ - ___________ ___ __
105
106
106
106
106
1')6
106
106
106
106
106
107
107
107
107
107
107
1Q7
107
107
107
108
108
108
108
108
108
108
108
108
108
109
109
109
109
109
109
109
N ACA 66(215)-216_ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - c
NACA 66(215)-216, a=0.6_______________________________ _
N ACA 66(215)-416 _________ - - .. _- - __ - __ - - _- - __ - - ____ - - ___
NACA 66-006___________ ________________________________
N ACA 66-009 _________________________ .. - __________ ______
N ACA 66-206 ________________ - ________ - - ________________
N ACA 66-209 ___________ .. ___ - _________ - _- ________ ______
N ACA 66-2lO_ ____________________________________ ______
NACA 66\-012_ _ _ ___ ____ ________ ____________ ______ _ _____
NACA 66 1-212_ _ _ __ ___ __ ____ ___ ___________________ ______
NACA 66r 015 _______________ - _________ - _- ________ ______
N ACA 66 2-215 _______________ - ___________ - ___________ - __
N ACA 66r 415 ___________ " _- _- _________ - _- - __ - _______ ___
NACA 66:>018_ _ _ __ _____ __ ________________ _______ ___ ____
NACA 66:>218_.______ ____________________ _______________
NACA 66 -418 _________ ._ _____ _____________ __ ___ ____ ____
3
NACA 66r 02L _ _ ___ __ ______ ________________ ______ ____ __
N ACA 66~-22L _ _ _ __________________ _____________ _______
N ACA 67,1-215 _____________________________ .. ____ ____ ____
N ACA 747 A315 _______________________ .. _- __________ ~ ___ __
N ACA 747 M15 ______ ________________ ,,_ __ _______ _____ ___ _
109
109
109
110
110
110
110
110
110
110
110
110
110
111
111
III
111
111
111
111
III
NACA 0006
NACA 0009
NACA 1408
NACA 1410
NACA 1412
[Stations and ordinates given In percent of

airfoil chord]

airfoil chord]
[Stations and ordinates given in percent of

airfoil chord]

airfoil chord]

airfoil chord]
Upper surface
Lower surface
Upper surface
Station
Or<'Jnat~
Ordinate Station Ordinate
---- - - - ---- - 0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
.95
1.31
1.78
2.10
2.34
2.67
2.87
2.97
3.00
2.90
2.65
2.28
1.83
1.31
.72
.40
(.06)
0
0
-.9(>
-1.31
-1.78
-2.10
-2.34
-2.67
-2.87
-2.97
-3.00
-2.90
-2.65
-2.28
-1.83
-1.31
-.72
-.40
(-.06)
0
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
L. E. radius: 0.40
Upper surface
Lower snrface
-----Station Ordinate Station

---------
---~---
~----
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
1. 42
1.96
2.67
3.15
3.51
4.01
4.30
4.46
4.50
4.35
3.97
3.42
2.75
1.97
1.09
.60
(.10)
0
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
-1.42
-1.96
-2.67
-3.15
-3.51
-4.01
-4.30
-4.46
-4.50
~4.35
-3.97
-3.42
-2.75
-1.97
-1.09
-.60
(-.10)
0
Upper surface
Lower surface
Station
---- - - - ---- - - 0
1.189
2.418
4.896
7.386
9.883
14.889
19.904
24.926
29.950
40.000
50.020
60.034
70.041
80.039
90.027
95.016
100.000
0
1.324
1.862
2.602
3.138
3.558
4.171
4.574
4.819
4.939
4.869
4.502
3.931
3.193
2.305
1.271
.698
.084
0
1.311
2.582
5.104
7.614
10.117
15.111
20.096
25.074
30.050
40.000
49.980
59.966
69.959
79.961
89.973
. 94.984
100.000
0
-1.200
-1.620
-2.134
-2.458
-2.682
-2.953
-3.074
-3.101
-3.063
-2.869
-2.556
-2.153 I
-1.693
-1.193
-.659
-.378
-.084 I
L. E. radius: 0.70
Slope of radius through L. E.: 0.05
L. E. radius: 0.89
-I
NACA 241 8

airfoil chord]

airfoil chord]

airfoil chord]
Station
Station
Ordinate .Station Ordinate
ioo
-2~i5
2.99
4.13
4.96
5.63
6.61
7.26
7..67
7.88
7.80
7.24
6.36
5.18
3.75
2.08
1.14
(.13)
-----
0
0
-1.65
1. 25
-2.27
2.5
-3.01 i
5.0
-3.46 ,
7.5
. -3.75
10
15
-4.10
-4.23
20
-4.22 I
25
-4.12
30
-3.80
40
-3.34
50
-2.76
60
-2.14 I
70
-1.50
80
-.82
90
95
-.48
(-.13) ,
100
100
o
L. E. radius: 1.58
--'
- -
Ordinat~
Lower surface
StatIOn Ordinate'
- - - ---- - - - - - -
- - ---- ---- - - 0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70.
80
90
95
100
Upper surface
I
----
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
-2~7i
3.71
5.07
6.06
6.83
7.97
8.70
9.17
9.38
9..25
8.57
7.50
6.10
4.41
2.45
1. 34
(.16)
-----
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40 '
50
60
70
80
90
95
100
100
Ordinate Statiou
Ordinate
---------- ---0
1.174
2.398
4.870
7.358
9.854
14.861
19.880
24.907
29.937
40.000
50.025
60.042
70.051
80.049
90.034
95.021
100.000
0
1.639
2.297
3.194
3.837
4.338
5.062
5.531
5.809
5.940
5.836
5.385
4.692
3.804
2.741
1. 513
.832
.105
0
-1. 515
-2.055
-2.726
-3.157
-3.462
-3.844
-4.031
-4.091
-4.064
-3.836
-3.439
-2.914
-2.304
-1.629
-.901
-.512
-.105
0
1.326
2.602
5.130
7.642
10.146
15.139
20.120
25.093
30.063
40.000
49.975
59.958
69.949
79.951
89.966
94.979
100.000
I
I
Upper surface
Lower surface
Station Ordinate Station Ordinate

------- ---- - 0
1.158
2.378
4.845
7.330
9.824
14.833
19.857
24.889
29.925
40.000
50.029
60.051
70.061
80.058
90.040
95.025
100.000
0
1. 954
2.733
3.786
4.537
5.118
5.951
6.486
6.799
6.940
6.803
6.267
5.453
4.413
3.178
'1. 753
.966
.126
0
1.342
2.622
5.155
7.670
10.176
15.167
20.143
25.111
30.075
40.000
49.971
59.949
69.939
79.942
89.960
94.975
100.000
0
-1. 830
-2.491
-3.318
-3.857
-4.242
-4.733
-4.986
-5.081
-5.064
-4.803
-4.321
-3.675
-2.913
-2.066
-1.141
-.646
-.126
!:d
I':l
"d
00
~
0
-2.06
-2.86 I
-3.84 ,
-.4.47
-4.90
-5.42
-5.66
-5.70
-5.62
-5.25
-4.67 I
-3.90
-3.05
-2.15
-1.17
-.68
(-.16)
0
Upper surface
Lower surface
------Station Ordinate Station Ordinate

- - - ---.- - - - - - 0
1.25
2.5
5.0
7;5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
-3:28
4.415
6.03
7.17
8.05
9.34
10.15
10.65
10.88
10.71
9.89
8.65
7.02
5.08
2.81
1. 55
(.19)
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
10.0
100
0
-2.45
-3.44
-4.68
-5.48
-6.03
-6.74
-7.09
. -7.18
-7.12
-6.71
-5.99
-5.04
-3.97
-2.80
-1.53
-.87
(-.19)
0
L. E. radius: 3.56
Slopeof radius through L. E.: 0.10
L. E. radius: 2.48
I
L. E. radius: 1.10
>l>-
L. E. radius: 1.58
z
~
......
NACA 241 5
Lower surface
Statiou
o
o
---
NACA 241 2
Upper surface
Lower surface
- - - - - - - - -- - - - -
NACA 2421
NACA 2424

airfoil chord]
Upper surface
Lower surfac~
Station
Ordinate Station
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
1.2&
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
Ordinate
----------- - 3.87
5.21
7.00
8.29
9.28
10.70
11.59
12.15
12.38
12.16
11.22
9.79
7.94
5.74
3.18
1. 76
(.22)
-----
o
Z
>t"'
>t:l
-<
......
Ul
o
~2.82
-4.02
-5.51
-6.48
-7.18
-8.05
-8.52
-8.67
-8.62
-8.16
-7.31
-6.17
-4.87
-3.44
-1.88
-1.06
(-.22)
0
L. E. radius: 4.85
--

airfoil chord]
Upper surface
~
~
Lower surface
......
>-l
>-l
----- - -
.885
2.012
4.380
6.820
9.300
14.333
19.427
24.555
29.700
40.000
50.U8
60.203
70.244
80.233
90.161
95.098
100.000
0
3.892
5.449
7.552
9.052
10.215
11.888
12.959 13.593
13.874
13.606
12.532
10.903
8.824
6.352
3.502
1. 930
-------
I':l
I':l
0
0
1.615 -3.646
2.988 -4.965
5.620 -6.614
8.180 -7.692
10.700 -8.465
15.667 -9.450
20.573 -9.959
25.445 ~10.155
30.300 -10.124
40.000 -9.606
49.882 -8.644
59.797 -7.347
69.756 -5.824
79.767 -4.130
89.839 -2.280
94.902 -1.292
100.000
0
L. E. radius: 6.33
>1
C":l
Station Ordinat3 Station Ordinate
----
!:d
>:rJ
!:d
!:d
o
Z
>-
~......
C":l
Ul
NACA 441 2
NACA 441 5
NACA 441 8
NACA 4421
NACA 4424

airfoil chord]

airfoil chord]
[Stations and ordinaws given in percent. of

airfoil chord]
[Stations and ordinaws given in percent of

airfoil chord]

airfoil chord]
Upper surface
Lower surface
---- - - - --_. ---0

1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
2.44
3.39
4.73
5.76
6.59
7.89
8.80
9.41
9.76
9.80
9.19
8.14
6.69
4.89
2.71
1. 47
(.13)
-------
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
-1.43
-1.95
-2.49
-2.74
-2.86
-2.88
-2.74
-2.50
-2.26
-1.80
-1.40
-1.00
-.65
-.39
-.22
-.16
(-.13)
0
L. E. radius: 1.58
Upper surface
Lower surface
-----Station Ordinate Station Ordinaw
- - - - ---- - - - - - 0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
3.07
4.17
5.74
6.91
7.84
9.27
10.25
10.92
11.25
11.25
10.53
9.30
7.63
5.55
3.08
1.67
(.16)
0
1. 25 . .
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
-179
-2.48
-3.27
~3. 71
-3.98
-4.18
-4.15
-3.98
-3.75
-3.25
-2.72
-2.14
-1.55
-1.03
-.57
-.36
(-.16)
0
L. E. radius: 2.48
--- ----
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
Upper surface
Lower surface
Upper surface
--3~76-
5.00
6.75
8.06
9.11
10.66
11.72
12.40
12.76
12.70
11.85
10.44
8. 55
6.22
3.46
1. 89
(.19)
I -------
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
6a
70
80
90
95
100
100
0
-2.11
-2.99
-4.06
-4.67
-5.06
-5.49
-5.56
-5.49
-5.26
-4.70
-4.02
-3.24
-2.45
-1.67
-.93
-.55
(-.19)
0
L. E. radius: 3.56
Station
Station Ordinaw Station Ordinaw
- - - - --- - - - - ----
0
1. 21;
2.5
5.0
7 . .5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
4.45
.5.84
7.82
9.24
10.35
12.04
13.17
13.88
1!.27
14.16
13.18
11.60
9.50
6.91
3.85
2.11
(.22)
-----
30
40
50
60
70
80
90
95
100
100
-----Ordinaw Station Ordinate

-----~
0
-2.42
-3.48
-4.78
-5.62
-6.15
-6.7.1
-6.9g
-6.92
-6.76
-6.16
-5.34
-4.40
.. -3.35
-2.31
-1.27
-.74
(-.22)
0
0
1.25
2.5
5.0
7.5
10
15
20
25
Lower surface
Upper surface
Lower surface
.530
1.536
3.775
6.153
8.611
13.674
18.858
24.111
29.401
40.000
50.235
60.405
70.487
80.464
90.320
95.196
100.000
0
3.964
5.624
7.942
9.651
11.012
13.045
H.416
15.287
15.738
15.606
14.474
12.674
10.312
7.447
4.099
2.240
-----
0
1. 970
3.464
6.225
8.847
11. 389
16.326
21.142
25.889
30.599
40.000
49.765
59.595
69.513
79.536
89.680
94.804
100.000
0
-3.472
-4.656
-6.006
-6.931
-7.512
-8.169
-8.416
-8.411
-8. 238
-7.'606
-6.698
-5.562
-4.312
-3.003
-1.655
~.964
L. E. radius: 6.33
L. E. radius: 4.85
-------
Ul
~
~
>-
NACA 2301 2
NACA 2301 5
NACA 2301 8

airfoil chord]

airfoil chord]

airfoil chord]
Upper surface
Lower stuface
Station- Ordinaw Station Ordinate
---- --- --- - - 0

1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
2.67
3.61
4.91
5.80
6.43
7.19
7.50
7.60
7.55
7.14
6.41
5.47
4.36
3.08
1.68
.92
(.13)
-----
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
.60
70
80
90
95
100
100
0
-1.23
-1.71
-2.26
-2.61
-2.92
-3.50
-3.97
-4.28
-4.46
-4.48
-4.17
-3.67
-3.00
-2.16
-1.23
-.70
(-.13)
0
. L. E. radius: 1.58
----
----
Upper surface
Lower surface
Station Ordinate Statio!l Ordinaw
---
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
-3~34
4. 44
5.89
6.90
7.64
8.52
8.92
9.08
9.05
8.59
7.74
6.61
5.25
3.73
2.04
1.12
(.16)
-----
0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
0
-1.M
-2.25
-3.04
-3.61
-4.09
-4.84
-5.41
-5.78
-5.96
-5.92
-5.50
-4.81
-3.91
-2.83
-1.59
-.90
(-.W)
L. E. radius: 2.48
----
---------
Upper surface
---- ---
Lower surface
Station OrdiDaw Station Ordinate
---- - - - - - - - - - 0
1.25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
4.09
5.29
6.92
8. 01
8.83
9.86
10.36
10.56
10.55
10.04
9.05
7.75
6.18
4.40
2.39
1. 32
(.19)
0
1. 25
2.5
5.0
7.5
10
15
20
21\
30
40
50
60
70
80
90
95
100
100
0
-1.83
-2.71
-3.80
-4.60
-5.22
-6.18
-6.86
-7.27
-7.47
-7.37
-6.81
-5.94
-4.82
-3.48
-1. 94
-1. 09
(-.19)
0
I,. E. radius: 3.56

NACA 2302 4
NACA 2302 1
airfoil chord]
Upper surface
---- ---
Station Ordinate Station Ordinaw

-4~87
6. 14
7.93
.9.13
10.03
11.19
11.80
12.05
12. 06
11.49
10.40
8.90
7.09
5.05
2.76
1.53
(.22)
20
25
30
40
50
60
70
80
90
95
100
100
-----
0
-2.08
-3.14
-4.52
-5.55
-6.32
-7.51
-8. 30
-8.76
-8. 95
-8.83
-8.14
-7.07
-5.72
-4.13
-2.30
-1.30
(-.22)
0
0
1. 25
2.5
5.0
7.5
10
15
20
25
30
40
50
60
70
80
90
95
100
100
Lower surface
StatioD Ordinate Station Ordinate
---- ---- ---- - - - 0

.277
1.331
3.853
6.601
9.423
15.001
20.253
25.262
30.265
40.256
50.235
60.202
70.162
80.116
90.064
95.036
100
0
4.017
5.764
8.172
9.884
11. 049
12.528
13.237
13.535
13. 546
12.928
11.690
10. 008
7.988
5.687
3.115
1. 724
-----
>-....
~o
....
t"
t:1
~
>-
0
0
2.223 -3.303
3.669 -4. 432
6.147 -5.862
8.399 -6.860
10.577 -7.647
14.999 -8.852
19.747 -9.703
24.738 -10.223
29.735 -10.454
39.744 -10.278
49.766 -9.482
59.798 -8.242
69.838 -6.664
79.884 _4.803
89.936 -2.673
94.964 -1.504
0
100
L. E. radius: 6.33
Slope of radins through L.E.: 0.305
L. E. radius: 4.85
--
"l

airfoil chord]
Upper surface
Lower surface
---- - - - ---- - - 0
1. 25
2.5
5.0
7.5
10
15
-.---
--
-----
I--'
or-'-
i-<
NACA 63,4-420
NACA 63A-420
NACA 63(420)-422
NACA 63(420)-51 7
NACA 63-006

airfoil chord]
a=0.3

airfoil chord]
[Stations and ordinat.:ls given in percent of

airfoil chord]

airfoil chord]
J,ower surface
Upper surface
--------Station Ordinate Station Ordinate

- - - --- - - 0
.215
.430
.887
2.082
4.538
7.024
9.526
14.554
19.603
24.663
29.732
34.S03
39.874
44.940
50.000
55.052
60.095
65.127
70.148
75.156
80.150
85.129
90.094
95.047
100
0
1.790
2.196
2.827
3.954
5.557
6.793
7.817
9.424
10.589
11.414
11.895
12.036
11.906
11.556
11.025
10.333
9.492
8.523
7.438
6.253
4.990
3.684
2.379
1. 131
0
0
.785
1.070
1. 613
2.918
5.462
7.976
10.474
15.446
20.397
25.337
30.268
35.197
40.126
45.060
.10.000
54.948
59.905
64.873
69.852
74.844
79.850
84.871
89.906
94.953
100
:~1.590
=g~

airfoil chord]
Upper surfncc
------
---
I
_ _ _-_-1
wwer surface
Station Ordinate Station Ordinate I
-3.210
-4.293
-5.097
-5.749
-6.732
-7.405
-7.834
-8. 007
-7.916
-7.622
-7.176
-6.613
-5.953
-5.208
-4.403
-3.MO
-2.673
-1.806
-.992
-.311
.133
0
L. E. radius: 3.16
Slope of radius through I,. E.: 0.168
0
.065
.260
.691
1.856
4.268
6.771
9.280
14.347
19.4.18
24.604
29.808
35.00S
40.145
45.243
50.308
55.344
60.353
65.339
70.305
75.256
80.197
85.13-1
90.073
95.025 .
100.000
0
1.814
2.241
2.912
4.128
5.878
7.237
8.366
10.132
11.4IO
12.296
12.781
12.848
12.594
12.089
II. 388
JO.516
9.497
8.357
7.120
5.807
4.453
3.108
1.836
.728
0
0
.935
1. 240
1.809
3.144
.5.712
8.229
10.720
15.6.53
20.542
25.396
30.192
34.992
39.855
44.757
49.692
54.656
59.647
64.661
69.695 '
74.744
79.803
84.866
89.927
94.975
100.000
0
-1.502
-1.805
-2.244
-2.968 I
-3.914
-4.601
-5.158 i
-5.996
-6.570
-6.948
-7.125
-7.108
-6.934 I
=~:~b
-5.756
-5.189
-4.553
-3.856 '
-3.111
-2.337 i
-1.568
-.856 I
-.272
i
0
L. E. radius: 3.16
-----Station Ordinate Station Ordinate

- - - - - - ----- - 0
.187
3.98
.850
2.041
4.492
6.977
9.478
14.509
19.563
24.630
29.705
34.784
39.861
44.934
50.000
55.057
60.104
65.140
70.163
75.172
80. Ie,S
85.142
90.103
95.051
100.000
0
1. 959
2.402
3.088
4.312
6.050
7.387
8.496
10.231
11.489
12.377
12.890
13.034
12.883
12.493
11.907
11. 147
10.227
9.169
7.988
6.700
5.329
3.918
2.513
1.181
0
Upper surface
Lower surface
.S13
I. 102
1.650
2.959
5.508
8.023
10.522
15.491
20.437
25.370
30.295
35.216
40.139
45.066
50.000
54.943
59.896
64.860
69.837
74.828
79.835
84.8.18
89.897
94.949
100.000
0
-1.759
-2.122
-2.660
-3.568
-4.786
-.1.691
-6.428'
-7.539
-8.305
-8.797
-9.002
-8.914
-8.599
-8.113
-7.495
-6.767
-5.943
-5.049
-4.100
-3.120
-2.145
-1.226
-.445
.083
0
Lower surface
------I
Upper snrfflce
0
1.551
1.912
2.477
3.498
4.966
6.104
7.050
8.542
9.633
10.416
10.887
11. 0.13
10.977
10.699
10.254
9.660
8.92.1
8.067
7.099
6.030
4.877
3.668
2.434
1.213
0
.800
I. 088
1.634
2.942
5.489
8.004
10.503
15.473
20.422
25.358
30.285
35.209
40.134
45.064
50.000
54.945
59.899
64.865
69.843
74.834
79.841
84.863
89.900
94.950
100.000
Lower surface
---- - - - - - - - - - -
---- ------- - 0
.200
.412
.866
2.058
4.511
6.996
9.497
14.527
19.578
24.642
29.715
34.791
39.866
44.936
50.000
55.055
60.101
65.135
70.157
75.166
80.159
S5.137
90.100
95.050
100.000
Upper surface
0
-1.301
-1.562
-1.941
-2.568
-3.386
-3.984
-4.466
-.1.178
-5.653
-5.940
-6.027
-.1.903
-5.621
-5.223
-4.738
-4.184
-3.569
-2.917
-2.239
-1.554
-.897
-.304
.150
.367
0
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
4.1
50
55
60
65
70
75
80
85
90
95
100
.503
.609
.771
1.057
1. 462
1. 766
2.010
2.386
2.656
2.841
2.954
3.000
2.971
2.877
2.723
2.517
2.267
I. 982
I. 670
I. 342
1.008
.683
.383
.138
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-.503
-.609
-.771
-1.057
-1.462
-1.766
-2.010
-2.386
-2.656
-2.841
-2.954
-3.000
-2.971
-2.877
-2.723
-2.517
-2.267
-I. 982
-1.670
-1.342
-1.008
-.683
-.383
-.138
0
!:d
t'i
'"d
!:d
>-:3
00
t>:)
H>-
z
e3....
o
J,. E. radius: 3.82

L. E. radius: 0.297
L. E. radius: 2.283
---
__ J
~
~
-<
....
[IJ.
NACA 63-009
NACA 63-206
NACA 63-209
NACA 63-210
NACA 631-012
[Stations and ordinates riven in p('rcent of

airfoil chord]
[Stations and ordinat", given in perccnt of

airfoil chord]

airfoil chord]
[Stations and ordinatl's given in pe.rcent of

airfoil chord]

airfoil chord]
Station
Upper surface
Lower surface
Upper suriace
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
tiS
70
75
80
85
90
95
100
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
4.5
. 50
55
60
65
70
75
80
85
90
95
100
-3.358
-2.928
-2.458
-1.966
-1. 471
-.990
-.550
196
0.
0
.458
.703
I. 197
2.438
4.932
7.429
9.930
14.934
19.941
24.950
29.960
34.970
39.981
44.991
50.000
55.008
60.015
65.020
70.023
75.023
80.022
85.019
90.013
95.006
100.000
.551
.677
.876
I. 241
I. 776
2.189
2.526
3.058
3.451
3.736
3.926
4.030
4.042
3.972
3.826
3.612
3.338
3.012
2.642
2.237
I. 804
]. 356
.900
.454
0
.042
.797
1. 3.03
2.562
5.068
7.571
10.070
15.066
20.059
25.050
30.040
35.030
40.019
45.009
50.000
54.992
59.985
64.980
69.977
74.927
79.978
84.981
89.987
94.994
100.000
0
-.451
-.537
-.662
-.869
-1.144
-1.341
-1.492
-1. 712
-1. 859
-1. 946
-1.982
-I. 970
-1.900
-I. 782
-1. 620
-1.422
-1.196
-.952
-.698
-.447
-.212
-.010
.134
.178
0
1,. E. radius: 0.297

L. E. radius: 0.631
-
--
------ - - - - - - - - -
- - - ---- ---- - - -
0
-.749
-.906
-1.151
-1. 582 I
-2.196 :
-2.655 I
-3.024
-3.591 I
-3.997
-4.275
-4.442
-4.500
-4.447 '
-4.296
=gg~
Station IOrdinate Stat.ion Ordinate

0
.749
.906
1.151
I. 582
2.196
2.655
3.024
3.591
3.997
4.275
4.442
4.500
4.447
4.296
4.056
3.739
3.358
2.928
2.458
1.966
1.471
.990
.550
.196
Lower surface.
Upper surface
Lower surface
- - - - - - --------
---- ------ ---0
UppP,' surface
J.lowcr surface
.437
.680
1.170
2.408
4.897
7.394
9.894
14.901
19.912
24.925
29.940
34.956
39.971
44.986
50.000
55.012
60.022
65.029
70.033
75.034
80.032
85.027
90.019
95.009
100.000
.796
.973
1. 255
I. 765
2.510
3.077
3.539
4.263
4.792
5.169
5.414
5.530
5.518
5.391
5.159
4.834
4.429
3.958
3.430
2.861
2.267
1.668
1.067
.512
0
.563
.820
1.330
2.592
5.103
7.606
10.106
15.099
20.088
25.075
30.060
35.044
40.029
45.014
50.000
54.988
59.978
64.971
69.967
74.966
79.968
84.973
89.981
94.991
100.000
0
-.696
-.833
-1.041
-1. 393 -1.878
-2.229
-2.505
-2.917
-3.200
-3.379
-3.470
-3.470
-3.376
-3.201
-2.953
-2.644
-2.287
-I. 898
-I. 486
-1. 071
-.675
-.317
-.033
.120
0
L. E. radius: 0.681
Station Ordinate Station ordina~1
---0
.430
.669
1.162
2.398
4.886
7.382
9.882
14.890
19.902
24.917
29.933
34.951
39.968
44.985
50.000
55.013
60.024
65.032
70.036
75.038
SO. 036
85.030
90.021
95.010
100.000
.876
1.107
1.379
1. 939
2.753
3.372
3.877
4.665
5.240
5.647
5.910
6.030
6.009
5.861
5.599
5.235
4.786
4.264
3.684
3.061
2.414
1. 761
1. 121
.530
0
.570
.831
I. 338
2.602
5.114
7.618
lO.ll8
15.lIO
20.098
25.083
30.067
35.049
40.032
45.015
50.000
54.987
59.976
64.968
69.964
74.962
79.964
84.970
89979
94.990
100.000
0
-.776
-.967
-1.165
-1.567
-2.121
-2.524
-2.843
-3.319
-3.648
-3.857
-3.966
-3.970
-3.867
-3.671
-3.393
-3.045
-2.644
-2.204
-1.740
-1.271
-.822
-.415
-.087
.102
0
L. E. radius: 0.770
I
I
I
I
Upper surface
~~
20
25
30
35
I
t'i
t'i
.5
.75
1.25
2.5
5.0
7.5
40
45
50
55
60
65
70
75
SO
85
90
95
100
.985
].194
].519
2.102
2.925
3.542
g~~
5.342
5.712
5. 930
6.000.
5. 920
5. 704
5.370
4. 935
4. 420
3.840
3. 210
2.556
1. 902
1. 274
.707
.250
0
L. E. radills: 1.087
.5
.75
1.25
2.5
5.0
7.5
~~
20
25
30
35
40
45
50
55
60
65
70
75
SO
85
90
95
100
><j
0
-.985
-1.194
-1.519
-2.102
-2.925
-3.542
=t~~~
-5.342
-5.712
-5.930
-6.000
- 5. 920
- 5. 704
-5.370
-4. 935
-4.420
-3.840
-3.210
-2.556
-I. 902
-1. 274
-.707
-.250
0
....
...,
...,
I .Lower surface
---- ---- - - - - - - - o
~
S
""
(l
!:d
g;
>-
....>-3
(l
[IJ.
NACA 631-212
NACA 631-412
NACA 632-015
NACA 632-215
NACA 632-41 5

airfoil chord]
[Stations and ordinaj;es gben in percent oj

airfoil chord] ,
;Stations and ordinates given in percent of

airfoil chord]

airfoil chord]
Stations and ordinates given in percent of

airfoil chord]
Upper surface
Station
I~
o
I
.417
.657
1.145
2.378
4.863
7.358
9.859
14.S68
19.882,
2{.900
~n~1
39.962
44.982
50.000
55.016
60.029
65.038
70.043
75.045
80.042
85.035
90 .. 025
95.012
100.000
0
1.0.32
1.260
1.622
2.284
3.238
3.963
4.554
5.470
6.137
6.606
6.901
7.030
6.991
6.799
6. 473
6.030
5.491
4.870
4.182
3.451
2.698
' 1.947
1.224
.566
0
Lower surface
Upper surface
Lower surface
Station Ordinate
o
,0
-.932
.583
.843 -1.120
1.355 -1.408
2.622 -1.912
5.137 -2.606
7.642 -3.115
10.141 -3.520
15. 132 : -4.124
20.118
-4.545
25.100 -4.816
30.080 -4.957
35. OW -4.970
40.038 -4.849
45.018 -4.609
50.,000 -4.267
54.984 -3.~
59.971 -3.349
64.962 -2.810
69.957 -2.238
74.955 -1.661
79.958 -1.106
84.965
-.601
-.190
89.975
94.988
.066
100.000
0
L, E. radius: 1.087
Station
--0
.336
.167
1.041
2.257
4.727
7.218
9.718
14.735
19.765
24.800
29.840
34.882
39.924
44.964
50.000
55.031
60.057
65.076
70.087
75.089
80.084
85.070
90.049
95.023
100.000
0
1.071
1. 320
1. 719
2.460
3.544
4.379
.1.063
6.138
6.929
7.499
7.872
8.059
8.062
7.894
7.576
7.125
6.562
5.899
5.153
4.344
3.492
2.618
1. 739
.881
0
0
.664
.933
1. 459
2.743
5.273
7.782
10.282
15.265
20.235
25.200
30.160
35.118
40.076
45.036
50.000
54.969
59.943
64.924
69.913
74.911
79.916
84.930
89.951
94.977
100.000
- - - - -1
0
-'.871
-1.040
-1.291
-1. 716
-2.280
-2.685
-2.995
-3.446
-3.745
-3.919
-3.984
-3.939
-3.778
-3.514
-3.164
-2.745
-2.278
-1. 779
-1. 265
-.764
-.308
.074
.329
.383
0
Uppe,r surface
i Station Ordinate Station Ordinate

---- ------ ---0
.5
.75
1. 25
'25
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
L. E. radius: 1.087
Upper surface
Lower surface
0
1.204
1. 462
1.878
2.610
3.648
4.427
5.055
6. on
6.693
7.155
7.421
7.500
7.386
7.099
6.665
6.108
5.458
4.721
3.934
3.119
2.310
1.541
.852
.300
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
Lower surface
0
.399
.637
1.120
2.348
4.829
7.323
'9.823
14.834
19.852
24.875
29.900
34.926
39.952
44.977
50.000
55.019
60.035
65.047
70.053
75.055
80.051
85.043
90.030
95.014
100.000
~6.011
-6.693
-7.155
-7.421
-7.500
-7.386
-7.099
-6.665
-6.108
-5.453
-4.721
-3.934
-3.119
-2.310
-1. 541
-.852
-.300
0
L. E. radius: 1.594
0
1.250
1.528
1. 980
2.792
3.960
4.847
5.569
6.682
7.487
8.049
8.392
8.530
8. 457
8.194
7.768
7.203
6.524
5.751
4.906
4.014
3.105
2.213
1.368
.616
0
0
.601
.863
1. 380
2.652
5.171
7.677
10.177
15.166
20.148
25.125
30.100
35.074
40.048
45.023
50.000
54.981
59.965
64.953
69.947
74.945
79.949
84.957
89.970
94.986
100.000
- - - --- - - - - - -
0
-1.150
-1.388
-1.766
-2.420
-3.328
-3.999
-4.535
-5.336
-5.895
-6.259
-6.448
-6.470
-6.315
-6.004
-5.562
-5.013
-4.382
-3.691
-2.962
-2.224
-1.513
-.867
-.334
0
.300
.525
.991
2.198
4.660
7.147
9.647
14.669
19.705
24.750
29.800
34.852
39.C05
44.955
50.000
55.039
60.070
65.093
70.106
75.109
80.102
85.085
90.059
95.028
100.000
.016
0
L. E. radius: 1.594
Slope ofradius through L. E.: 0.0842
Lower surface'
---- --- ---- - -
0
-1. 204
-1.462
-1.878
-2.610
-3.648
-4.427
-5.055
Upper surface
0
1.287
1.585
2. 074
2.964
4.264
5.261
6.077
7.348
8279
8.941
9.362
9.559
9.527
9.289
8.871
8.298
7.595
6.780
5.877
4.907
3.900
2.885
1.884
.931
0
0
.700
.975
1.509
2.802
5.340
7.853
10.353
15.331
20.295
25.250
30.200
35.148
40.095
45.045
50.000
54.961
59.930
64.907
69.894
74.891
79.898
84.915
89.941
94.972
100.000
0
-1.087
-1.305
-1.646
-2.220
-3..000
-3:565 , I
-4.009
-4.656
-5.095
-5.361
-5.474
-5.439
-5.243
-4.909
-4.459 I
-3.918
-3."311
-2.660
-1.989
-1.327 ,
-.716
-.193
.184
.333 I
0
L. E. radius: 1.594
SlopeofradiusthroughL. K: 0.1685
U2
c:l
~
~
><:
o>rj
:>
.....
NACA 6~2-615'
NACA 633-01 8
NACA 633-21 8
NACA 633-41 8
NACA 633-61 8

' airfoil chord]

airfoil chord] ,

airfoil chord]

airfoil chord]

airfoil chord]
Upper surface
I'()wer surface
--0
.205
.418
.866
2.050
4. 492
6.973
9.473
14. 504
19. 558
24.625
29.700
34.778
39.857
44.932
50.000
55.058
60.105
65.139
70.159
75.163
80.153
85.127
90.089
95.042
100.000
0
1.317
1.634
2.159
3.129
4.560
5.667
6.578
8.010
9.066
9.830
10.331
10.587
10.598
10.384
9.974
9.393
8.665
7.809
6.847
5.800
4.693
3.555
2.398
' 1.245
0
..795
1.082
1.634
2.950
5.508
8.027
10.527
15.496
20.442
25.375
30.300
35.222
40.143
45.068
50.000
54.942
59.895
64.861
69.841
74.837
79.847
84.873
89.911
94.958
100.000
0
-1.017
-1.214
-1. 517
-2.013
-2. 664
-3.123
-3.476
-3.972
-4.290
-4.460
-4.499
-4.407
-4.172
-3.814
-3.356
-2.823
-2.239
-1. 629
-1.015
-.430
.083
.483
.704
.651
0
Upper surface
Lower surface.
-----0
.5
.75
1.25
2.5
, 5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
7.,
80
85
90
95
100
0
1.404
1.713
2.217
3.104
4.362
5.308
6.068
7.225
8.048
8.600
8.913
9:000
8.845
8.482
7.942
7.256
6.455
5.567
4.622
3.650
2.691
1. 787
.985
.348
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-1.404
-1.713
-2.217
-3.104
-4.362
-5.308
-6.068
-7.225
-8.048
-8.600
-8.913
-9.000
-8.845
-8.482
-7.942
-7.256
-6.455
-5.567
-4.622
-3.650
-2.691
-1. 787
-.985
Upper surface
Upper surface
---- - - - ----- - 0
.382
.617
1.096
2.319
4.796
7.288
9.788
14.801
19.822
24.850
29.880
34.911
39.943
44.973
50.000
55.023
60.042
65.055
70.062
75.064
80.059
85.049
90.034
95.016
100.000
-.348
Lower surface
0
1.449
1.778
2.319
3.285
4.673
5.728
6.581
7.895
8.842
9.494
9.884
10.030
9.916
9.577
9.045
8.351
7.526
6.597
5.594
4.544
3.486
2.459
1. 501
.664
0
Lower surface
Upper surface
;0
Lower surface
0
.618 -1.349
.88.3 -1.638
1.404 -2.105
2.681 -2.913
5.204 -4.041
7.712 -4.880
10.212 -5.547
15.199 -6.549
20.178 -7.250
25.150 -7.704
30.120 -7.940
35.089 -7.970
40.057 -7.774
45.027 -7.387
50.000 -6.839
54.977 -6.161
59.958 -5.384
64.945 -4.537
69.938 -3.650
74.936 , -2.754
79.941 .-1.894
84.951 -1.113
89.966
-.467
94.984
-.032
100.000
0
.267
.487
.945
2.140
4:59.3
7.077
9.577
14.602
19.645
24.699
29.760
34.823
39.886
44.946
50.000
55.046
60.083
'65.110
70.125
75.128
80.119
85.099
90.069
95.032
100.000
0
1.484
1.833
2.410
3.455
4.975
6.139
7.087
8.560
9.632
10.385
10.854
11.058
10.986
10.1\72
10.148
9.446
8.596
7.626
6.564
5.438
4.280
3.130
2.017
.978
0
.733
1.013
1.555
2.860
5.407
7.923
10.423
15.398
20.355
25.301
30.240
35.177
40.114
45.054
50.000
54.954
59.917
64.890
69.875
74.872
79.881
84.901
89.931
94.968
100.000
Station Ordinate Station
o
.....
t"
C;
- - - --- ---- ----
"1
Ordinat~
:>
...,
:>
- - - - --- - - - - - 0
0
-1. 284
-1. 553
-1.982
-2.711
-3.711
-4.443
-5.019
-5.868
-6.448
-6.805
-6.966
-6.938
-6.702
-6.292
-5.736
-5.066
-4.312
-3.506
-2.676
-1.&18
-1.096
-.438
.051
.286
0
.156
.a61
.797
1.965
4.393
6.868
9.367
14.404
19.469
24.549
29.640
34.734
39.829
44.919
50.000
55.069
60.125
65.164
70.187
75.191
SO. 178
85.147
90.103
95.048
100.000
0
1.511
1. 878
2.491
3.616
5.268
6.542
7.586
9.219
10.418
11. 273
11.822
12.086
12.0.16
11.767
1l.251
19. 541
9.667
8. 655
7.534
6.330
5.073
3.800
2.531
1. 293
0
0
.844
1.139
1. 703
3.035
5.607
8.132
10.63.3
15.596
20.531
25.451
30.360
35.266
40.171
45.081
50.000
54.931
59.875
64.836
69.813
74.809
79.822
84.853
89.897
94.952
100.000
0
-1.211
-1.458
-1.849
-2.500
-3.372
-3.998
-4.484
-5.181
-5.642
-5.903
-5.990
-5.906
-5.630
-5.197
'-4.6.33
-3.971
-3.241
-2.475
-1.702
-.960
-.297
.238
.571
.603
0
I
L. E. radius: 1.594
Slope Qfradius through L. E.: 0.2527
L. E. radius: 2.120
--
L. K radius: 2.120
L. E. radius: 2.120
Slope of radius through L,K: 0.1685
-
----
- -
L. E. radius: 2.120
-
--
I-'-
.....
NACA 634-021
NACA 634-221
NACA 634-421
NACA 64-006
NACA 64-009

airfoil chord]

airfoil chord]

airfoil chord]

airfoil chorli]

airfoil chord]
~persurf~1
Lower surface
Upper surface
--------Station Ordinate Station Ordinate
- - - - - - --- - - - 0
.5
.75
I. 2.5
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
.5
.75
I. 2.';
2.5
5.0
0
1.583
I. 937
2.527
3.577
5.065
6.182
7.080
8.441
9.410
10.053
10.412
10.500
10.298
9.854
9.206
8.390
7.441
6.396
5.290
4.160
3.054
2.021
I. 113
.392
0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-1.583
-1.937
-2.527
-3.577
-5.065
-6.182
-7.080
-8.441
-9.410
-10.053
-10.412
-10.500
-10.298
-9.854
-9.206
-8.390
-7.441
-6.396
-5.290
-4.160
-3.054
-2.021
-1.113
-.392
0
Station
Station
---- ---- - - - - - 0
.367
.600
I. 075
2.292
4.763
7.253
9.75.'l
14.767
19.792
24.824
29.860
34.897
39.934
44.969
50.000
55.027
60.048
65.063
70.071
75.073
80.067
85.056
90.039
95.018
100.000
0
1.627
2.001
2.628
3.757
5.375
6.601
7.593
9.111
10.204
10.946
11.383
11.529
11. 369
10.949
10.309
9.485
8.512
7.426
6.262
5.054
3.849
2.693
1.629
.708
0
0
.237
.452
.902
2.086
4.527
7.007
9.506
14.535
19.585
24.649
29.719
34.793
39.867
44.937
50.000
55.054
60.096
65.126
70.143
75.145
80.135
85.111
90.078
95.037
100.000
0
.763
1.048
1. 598
2.914
5.473
7.993
10.494
15.465
20.415
25.351
30.281
35.207
40.133
45.063
50.000
54.946
59.904
64.874
69.857
74.855
79.865
84.889
89.922
94.963
100.000
0
-1.461
-1. 774
-2.289
-3.181
-4.411
-5.314
-6.029
-7.082
-7.809
-8.257
-8.464
-8.438
-8.155
-7.664
-7.000
-6.200
-5.298
-4.335
-3.344
-2.367
-1.459
-.672
-.076
.242
0
0
.494
.596
.754
1.024
1.405
1. 692
1.928
2.298
2.572
2.772
2.907
2.981
2.995
2.919
2.775
2.575
2.331
2.050
1. 740
1.412
1.072
.737
.423
.157
0
0
.50
.75
I. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
-.494
-.596
-.754
-1.024
-1.405
-1.692
-1.928
-2.298
-2.572
-2.772
-2.907
-2.981
-2.995
-2.919
-2.775
-2.575
-2.331
-2.050
-1.740
-1.412
-1.072
-.737
-.423
-.157
0
Lower surface
Upper surface
---- ------ - - -
---- ------ ---0

.50
.75
I. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
Station Ordinate Statiou Ordiilate

0
I. 661
2.054
2.717
3.925
5.675
7.010
8.097
9.774
10.993
11.837
12.352
12.558
12.439
12.044
11. 412
10.580
9.582
8.455
7.232
5.947
4.643
3.364
2.144
I. 022
0
Lower surface
Upper surface
Lower surface
- - - ---- - - - ----
0
0
.6.'l3 -1.527
.900 -1.861
1.425 -2.414
2.708 -3.385
5.237 -4.743
7.747 -5.75.'l
10.247 -6.559
15.233 -7.765
20.208 -8.612
25.176 -9.156
30.140 -9.439
35.103 -9.469
40.066 -9.227
45.031 -8.759
50.000 -8.103
54.973 -7.295
59.952 -6.370
64.937 -5.366
69.929 -4.318
74.927 -3.264
79.933 . -2.257
84.944 -1.347
-.595
89.961
-.076
94.982
100.000
0
L. E. radius: 2.650
L. E. radius: 2.650
Upper surface
Lower surface
.50
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
.739
.892
1.128
1.533
0
.SO
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
2.109
2.543
2.898
3.455
3.868
4.170
4.373
4.479
4.490
4.364
4.136
3.826
3.452
3.026
2.561
2.069
1.564
1.069
.611
.227
0
-.739
-.892
-1.128
-1.533
-2.109
-2.543
-2.898
-3.455
-3.868
-4.170
-4.373
-4.479
-4.490
-4.364
-4.136
-3.826
-3.452
-3.026
-2.561
-2.069
-1. 564
-1.069
-.611
::0
t'l
"d
>-:3
00
~
>I>
~
>-:3
-.227
o'-<
Z
;.-
L. E. radius: 2.650
L. E. radius: 0.579
L. E. radius: 0.256
t<
;.t:;)
--
<
'-<
111
o
~
NACA 64-1 08
NACA 64-1 1 0
NACA 64-206
NACA 64-208
NACA 64-209

airfoil chord]

airfoil chord]

airfoil chord]

airfoil chord]

airfoil chord}
""
l.l
Lower surface
Upper surface
Station
- - - - - - - ---- - - - 0
.472
.719
1. 215
2.460
4.956
7.455
9.955
14.958
19.962
24.968
29.974
34.980
39.987
44.994
50.000
55.005
60.010
65.013
70:015
75.016
80.015
85.013
90.010
95.005
100.000
0
.682
.828
1.058
1.457
2.032
2.471
2.832
3.405
3.8.%
4.152
4.370
4.494
4.528
4.431
4.236
3.959
3.617
3.219
2.777
2.302
1.802
1. 297
.808
.364
0
0
.528
.781
1. 285
2.540
5.044
7. ,545
10.045
15.042
20.038
25.032
30.026
35.020
40.013
45.006
50.000
,54.995
59.990
64.987
69.985
74.984
79.985
84.987
89.990
94.995
100.000
0
-.632
-.758
-.950
-1.271
-1.716
-2.047
-2.316
-2.733
-3.039
-3.256
-3.398
-3.464
-3.456
-3.335
-3.132
-2.86.'l
-2.545
':"2.189
-1.805
-1.406
-1.006
-.625
-.292
-.048
0
Station
Lower surface
Upper surface
Station
--- ----
---- --- --- ----
0
.465
.712
I. 207
2.450
4.945
7.443
9.944
14.947
19.953
24.959
29.967
34.975
39.984
44.992
50.000
55.007
60.012
65.016
70.019
75.020
80.019
85.016
90.012
95.006
100. 000
0
.844
I. 02.'l
1.303
I. 793
2.500
3.037
3.479
4.178
4.700
5.087
5.350
5.495
5.524
5.391
5.138
4.786
4.356
3.860
3.313
2.729
2.120
1.512
.929
.406
0
Lowrr surface
Lower surface
Upper surface
-------0
.535
.788
1. 293
2.550
5.055
7.557
10.056
15.053
20.047
25.041
30.033
35.025
40.016
45.008
50.000
54.993
59.988
64.984
69.981
74. g80
79.981
84.984
89.988
94.994
100.000
0
-.794
-.953
-1. 195
-1.607
-2.184
-2. Ill;)
-2.96.'l
-3.506
-3.904
-4.191
-4.378
-4.465
-4.452
-4.295
-4.034
-3.690
-3.284
-2.830
-2.341
-1.833
-1.324
-.840
-.413
-.090
0
0
.459
.704
I. 198
2.440
4.934
7.432
9.933
14.937
19.943
24.952
29.961
34.971
39.981
44.991
50.000
55.008
60.015
65.020
70.023
75.025
80.024
85.020
90.015
95.007
100.000
0
.542
.664
.859
1. 208
1. 719
2. Il5
2.444
2.970
3. :367
3.667
3.879
4. OIl
4.066
4.014
3.878
3.670
3.402
3.080
2.712
2.307
1.868
1.410
.940
.473
0
0
.541
.796
1.302
2.560
5.066
7.568
10.067
15.06.'l
20.057
25.048
:lO.039
35.029
40.019
45.009
50.000
54.992
59.985
64.980
69.977
74.975
79.976
84.980
89.985
94.993
100.000
0
-.442
- . .524
-.645
-.836
-1.087
-1. 267
-1.410
-1.624
-I. 775
-1.877
-1. 935
-I. 951
-1.924
-1.824
-1.672
-1.480
-1.260
-1.020
-.768
-.517
-.276
-.064
.094
.159
0
---- --------0
.445
.688
1.180
i
2.421
4.912
7.410
9.909
14.915
19.924
24.935
29.948
34.961
39.974
44.988
50.000
55.011
60.020
65.027
70.031
75.032
80.031
85.027
90.019
95.010
100.000
0
.706
.862
1.110
1.549
2.189
2.681
3.089
3.741
4.232
4.598
4.856
5.009
5.063
4.978
4.787
4. S06
4.152
3.733
3.263
2.749
2.200
1.634
1.067
.522
0
0
.555
.812
1.320
2.579
5.088
7.590
10.091
15.085
20.076
25.065
30.052
35.039
40.026
45.012
SO. 000
54.989
59.980
64.973
69.969
74.968
79.969
84.973
89.981
94.990
100.000
0
-.606
-.722
-.896
-1.177
-1.557
-1.833
-2.055
-2.395
-2.640
-2.808
-2.912
-2.949
-2.921
-2.788
-2.581
-2.316
-2.010
-1.673
-1.319
-.959
-.608
-.288
-.033
.UO
Upper surface
>-:3
>-:3
t'l
t'l
---- ------ - - 0
.438
.680
1.172
2.411
4.901
7.398
9.899
14.905
19.915
24.927
29.941
34.956
39.971
44.986
50.000
55.012
60.022
65.030
70.035
75.036
SO. 035
85.030
90.021
95.011
100.000
0
.786
.959
1. 2,~2
1. 716
2.423
2.965
3.413
4.127
4.66.'l
5.064
5.345
5.509
5.561
5.459
.5.239
4.921
4.523
4.056
3.533
2.964
2.360
1. 742
1.128
.543
0
0
.562
.820
1.328
2.589
5.099
7.602
10.101
15.095
20.085
25.073
30.059
35.044
40.029
45.014
50.000
54.988
59.978
64.970
69.965
74.964
79.965
84.970
89.979
94.989
100.000
L. E. radius: 0.720
-
- -
L. E. radius: 0.256
--
L. E. radius: 0.455
"j
0
-.686
-.819
-1.018
-1.344
-1.791
-2.117
-2.379
-2.781
-3.071
-3.274
-3.401
-3.449
-3.419
-3.269
-3.033
-2.731
-2.381
;.t'l
~
~
~'-<
l.l
111
~1.996
~1.589
-1.174
-.768
-.396
-.094
.089
0
L. E. radius; 0.579
--
;::;:
Lower surface
E. radius: 0.455
1,.
Upper surface
I
I
NACA 64-210
NACA 641-012
NACA 641-112
NACA 641-212
NACA 641-412
[Stations and ordinates ~iven in percent of

airfoil chord]

airfoiLchord]

airfoil chord]

airfoil chord]

airfoil chord]
Upper surface
Lower surface
------
---- - - - - - - - - 0
.431
.673
1.163
2.401
4.890
7.387
9.887
14.894
19.905
24.919
29.934
34.951
39.968
44.985
50.000
55.0.14
-60.025
65.033
70.038
75.040
80.038
85.033
90.0.24
95.012
100.000
0
.867
1.056
1.354
1.884
2.656
3.248
3.736
4.514
5.097
5.533
5.836
6.010.
6.059
5.938
5.689
5.333
4.891
4.375
3.799
3.176
2.518
1.849
1.188
.564
0.
0
.569
.827
1.337
2.599
5.110
7.613
10.113
15.106
20.0.95
25.A81
30..066
35.0.49
40.032
45.0.15
50.000
54.987
59.975
64.967
69.962
74.960
79.962
84.968
89.977
94.988
100.000
0
-.767
-.916
-1.140-1.512
-2.024
-2.400
-2.70.2
-3.168
-3.505
-3.743
-3.892
-3.950
-3.917
-3.748
-3.483
-3.143
-2.749
-2.315
-1.855
-1.386
-.926
Upper surface
- - -------- - 0.
-.154
.068
0.
0.
.978
1.179
1.490
2.035
2.810
3.394
3.871
4.620
5.173
5.576
5.844
5.978
5.981
5.798
5.4SO
5.056
4.048
3.974
3.350
2.695
2.0.29
1. 382
.786
.288
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
-40
45
50
55
60
65
70.
75
SO
85
90
95
100
-.503
Upper surface
Lower surface
.5
_ .75
1.25
2.5
5.0.
7.5
10
15
20
25
30.
35
40
45
50
55
60.
65
70
75
SO
85
90
95
100
0
-.978
-1.179
-1.490
-2.0.35
-2.810
-3.394
-3.871
-4.620
-5.173
-5.576
-5.844
-5.978
-5.981
-5.798
-5.480
-5.056
-4.048
-3.974
-3.350
-2.695
-2.0.29
-1.382
-.786
-.288
0
L. E. radius: 1.0.40
L. E. radius: 0..720
Upper surface
Lower surface
Station Ordiriate Station Ordinate
---- - - - - - - - - - -
- - - - - - - --0
- .459
.704
1.198
2_441
4.934
7.432
9.932
14.936
19.943
24.951
29.961
34.971
39.981
44.991
50.0.00
55.008
60.015
65.020
70..023
75.0.24
SO. 022
85.0.19
90.014
95.007
100.000
0
1.002
1.213
1.543
2.127
2.967
3.605
4.128
4.956
5.571
6.0.24
6.330.
6.493
6.517
6.346
. 6.0.32
5.604
5.084
4.489
3.836
3.143
2.427
_1. 718
1.044
.446
0.
0
.541
.796
1.302
2.559
5.0.66
7.568
10.068
15.0.64
20.0.57
25.0.49
30..0.39
35.0.29
40.019
45.009
50.000
04.992
59.985
.64.9SO
69.977
74.976
79.978
84.981
89.986
94.993
100..0.00
Upper surface
Lower surface
0
.418
.659
1.147
2.382
4.868
7.364
9.865
14.872
19.886
24.903
29.921
34.941
3R 961
44.982
50.000
55.0.16
60.0.29
65.0.39
70..045
75.047
80..045
85.0.38
90.0.27
95.0.13
10.0..000
0.
-.952
-1.143
-1.435
-1. 941
-2.651
-3.181
-3.612
-4.284
-4.775
-5.128
-5.358
-5.463
-5.445
-5.250
-4.928
-4.508
-4.0.12
-3.459
-2.864
-2.247
-1.631
-1.046
-.528
-.130
0
L. E. radius: 1.040
0.
1.0.25
1.245
1.593
2.218
3.123
3.815
4.386
5.291
5.968
6.470
6.815
7.008
7.0.52
6.893
6.583
6.151
5.619
5.004
4.322
3.590
2.825
2.0.54
1.303
.60.4
0
.582
.841
1. 353
2.618
5.132
7.636
10.135
15.128
20.114
25.0.97
30.0.79
35.0.59
40.0.39
45.0.18
50.000
04.984
59.971
64.961
69.955
74.953
79.955
84.962
89.973
94.987
100.0.0.0.
0
-.925
-1.105
-1.379
-1.846
-2.491
-2.967
-3.352
-3.945
-4.376
-4.680-4.871
0.
1.0.64
1. 305
1.690
2.393
3.430
4. 231
4.896
5.959
6.760
7.363
7.786
8.0.37
8.123
7.988
7.686
7.246
6.690
6.0.33
5.293
4.483
3.619
2.722
1.818
.919
0.
0.
.662
.931
1. 455
2.736
5.262
7.771
10..270.
15.255
20.228
25.195
30.158
35.118
40.0.77
45.0.37
50.000
54.968
59.941
64.922
69.910
74.906
79.911
84.924
89.945
94.973
tQQ.QOO
0.
-.864
-1.025
-1.262
-1.649
-2.166
-2.535
-2.828
-3.267
-3.576
-3.783
-3.898
-3.917
-3.839
-3.608
-3.274
-2.866
-2.406
-1.913
-1.405
-.903
-.435
-.0.38
.250
.345
0.
U2
c:l
;:::
;:::.
Q.Q~4
-
.338
.569
1.045
2.264
4.738
7.229
9.730
14.745
19.772
24.S05
29.842
34.882
39.923
44.968
50.000
5.5.0.32
60.0.59
65.0.78
70..0.90
75.0.94
80.0.89
. 85.0.76
90.0.55
95.0.27
100..000
~4._948
L. E. radius: 1.0.40.
Slope of radius through L. E.:
---- - - - - - - - - 0.
-4.910
-4.70.3
-4.377
-3.961
-3.477
-2.944
-2.378
-1.SOQ
-1.233
-.7C8
-.269
.0.28
Lower surface
;..
o>:rj
NACA ~642-215
NACA 642-015
NACA 642-415
NACA 643-018
;..
....
NACA 643-218
"'1
airfoil chord]
Upper surface
Station
Lower surface
---- - 0
.50.
.75
1.25
2.5
5.0.
7.5
10
15
20.
2S
30.
3"
40.
45
50.
55
60.
65
70.
75
SO
85
90
95
100
0.
1.208
1. 456
1.842
2.528
3.50.4
4.240.
4.842
5.785
6.480.
6.985
7.319
7.482
7.473
7.224
6.810
6.266
5.620.
4.895
4.113
3.296
2.472
1. 677
.950.
.346
0.
L. E. radius: 1.590
O.
.50
.75
1. 25
2.5
5.0.
7.5
10
15
20
25
30.
35
40
45
50.
55
60.
65
70.
75
80.
85
90.
95
100
0.
-1.208
-1.456
-1.842
-2.528
-3.504
-4.240.
-4.842
-5.785
-6.480.
-6.985
-7.319
-7.482
-7.473
-7.224
-6.810.
-6.266
-5.620.
-4.895
-4.113
-3.296
-2.472
-1.677
-.950
'j

airfoil chord]
Upper surface
Lower surface
Upper surface
---- - - - - - - - - 0.
.399
.637
1.122
2.353
4.836
7.331
9.831
11.840.
19.857
24.878
29.90.1
34.926
39.952
44.977
SQ. 000
55.0.20
60..0.36
65.048
70.0.55
75.058
SO. 0.55
----sir.-ll4690..033
95.0.16
100.000
0.
1. 254
1.li22
1. 945
2.710.
3.816
4.661
5.356
6.456
7.274
7.879
8.290.
8. 512
8.044
8.319
7.913
7.361
6.691
5.925
5.0.85
4.191
3.267
2.349
1. 466
.662
0.
0
.601
.863
1. 378
2.647
5.164
7.669
10.169
15.160
20.143
25.122
30.099
35.0.74
40..048
45.0.23
50.000
04.980.
59.964
64.952
69.945
74.942
79.945
84.954
89.967
94.984
100.000
0.
-1.154
-1.382
-1. 731
-2.338
-3.184
-3.813
-4.322
-5.110
-5.682
-6.0.89
-6.346
-6.452
-6.40.2
-6.129
-5.70.7
-5.171
-4.549
-3.865
-3.141
-2.401
-1.675
-1.003
-.432
-.0.30.
0
L. E. radius: 1.590.
Slope of radius through L. E.: 0.0.84
-
-------
--

airfoil chord]
Upper surface
Lower surface
Station \Ordinate Station Ordinate

0
.299
.526
.996
2.207
4.673
7.162
9.662
14.681
19.714
24.756
29.S03
34.853
39.90.4
44.954
50..000.
55.0.40.
60..0.72
65.0.96
70..111
75.115
80.10.9
81i.Q92
90.066
95.0.32
100.000
0.
1. 291
1.579
2.0.38
2.883
4.121
5.0.75
5.864
7.122
8.0.66
8.771
9.260.
9.041
9.614
9.414
9.0.16
8.456
7.762
6.954
6.055
5.0.84
4.0.62
3.0.20.
1. 982
.976
0.
0.
.70.1
.974
1.504
2.793
5.327
7.838
10..338
15.319
20.286
25.244
30..197
35.147
40..0.96
45.046
50..000
04.960.
59.928
64.904
69.889
74.885
79.891
84.908
89.934
94.968
100.000
0.
-1.0.91
-1.299
-1.610
-2.139
-2.857
-3.379
-3.796
-4.430.
-4.882
-5.191
-5.372
-5.421
-5.330.
-5.0.34
-4.60.4
-4.0.76
-3.478
-2.834
-2.167
-1.50.4
-.878
-.328
.0.86
.288
0
0.
.50
.75
1,25
2.5
5.0.
7.5
lO
15
20
25
30.
35
40.
45
50.
55
50
65
70.
75
80.
85
90.
95
100
0.
1.428
1. 720.
2.177
3.0.05
4.186
5.0.76
5.803
6.942
7.782
8.391
8.789
8.979
8.952
8.630
8.114
7.445
6.658
5.782
4.842
3.866
2.888
1.951
1.101
.400.
0
0.
.50.
.75
1. 25
2.5
5.0.
7.5
10.
15
20.
25
30.
35
40.
45
50.
55
60
65
70.
75
80.
85
90
95
100.
0.
-1.428
-1.720.
-2.177
-3.005
-4.186
-5.0.76
-5.S03
-6.942
-7.782
_8.391
-8.789
-8.979
-8.952
-8.630.
-8.114
-7.445
-6.658
-5.782
-4.842
-3.866
-2.888
-1.951
-1.10.1
-.400.
0.
--
l:::l
;..
>-3
;..
Lower surface
.380.
.617
1.0.99_
2.325
4.804
7.297
9.797
14.808
19.828
24.853
29.881
34.912
39.942
44.972
50.000
55.0.24
60.0.43
65.0.57
70..065
75.0.68
80.0.64
85.0.54
90.0.38
95.019
100.000
L. E. radius: 2.208
....ot"'
----------- - 0.
--
[Stations and ordipates given in percent of

airfoil chord)
Upper surface
Lower surface
- - -------- - -
L. E. radius: 1.590
Slope of radius through L. E.: 0..168
-

airfoil chord)
0.
1. 473
1. 785
2.279
3.186
4.497
5.496
6.316
7.612
8.576
9.285
9.750
10.009
10.0.23
9.725
9.217
8.040.
7.729
6.812
5.814
4.760
3.683
2.623
1. 617
.716
0.
0.
.620
.883
1.401
2.675
5.196
7.70.3
10.203
15.192
20.172
25.147
30.119
35.0.88
40..0.58
45.028
50..000
54.976
59.957
64.943
69.935
74.932
79.936
84.946
89.962
94.981
100.000
0
-1.373
-1. 645
-2.0.65
-2.814
-3.885
-4.-648
-5.282
-6.266
-6.984
-7.495
-7.816
-7.949
-7.881
-7.535
-7.0.11
-6.350
-5.587
-4.752
-3.870.
-2.970
-2.0.91
-1.277
-.583
-.0.84
0.
L. E. radius: 2.208
Slope of radius through L. E.: 0..0.84
I-'-
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

airfoil chord]
.

airfoil chord]

airfoil chord]

airfoil chord]

airfoil chord]
Upper surface
Lower surface
Station Ordinate Station ordinate-
-------0
.26.3
.486
.950
2.152
4.609
7.095
9.595
14.(iJ7
19.657
24.707
2<J.763
34.823
39.885
44.945
50.000
55.047
60.086
65.114
70.131
75.135
80.127
85. 108
90.077
95.037
100.000
0
1. 508
I. 840
2.370
3.357
4.800
5.908
6.823
8.277
9.366
10.176
10.730
11. 037
11.093
10.820
10.320
9.635
8. 799
7.841
6.784
5.654
4.477
3.294
2. 132
1. 030
0
0
.737
1.014
1.550
2.848
5.391
7.905
10.405
15.383
20.343
25.293
30.237
35.177
40.115
45.055
50.000
54.953
59.914
64.886
69.869
74.865
79.873
84.892
89.923
94.963
100.000
0
-1.308
-1.560
-1. 942
-2.613
-3.536
-4.212
-4.755
-5.585
-6.182
-6.596
-6.842
-6.917
-6.809
-6.440
-5.908
-5.255
-4.515
-3.721
-2.896
-2.074
-1.293
-.602
-.064
.234
0
L. E. radius: 2.208
Upper surface
- - - - - - - --- - - 0
.150
.359
.805
I. 982
4.417
6.895
9.395
14.427
19.486
24.560
29.645
34.735
39.827
44.917
50.000
55.071
60.129
n.1.171
70.196
75.203
80.191
85.161
90.115
95.056
100.000
0
1. 534
I. 885
2.452
3.518
5.093
6.312
7.322
8. 937
10.153
11.065
11. 698
12.065
12.163
1l.915
11.423
10.730
9.870
8.870
7.754
6.544
5.270
3.963
2.646
1. 344
()
Upper surface
Lower surface
0
.850
1.141
1. 695
3.018
5.583
8.105
10.605
15.573
20.514
25.440
30.355
35.265
40.173
45.083
50.000
54.929
59.871
64.829
69.804
74.797
79.809
84.839
89.885
94.944
100.000
Lower surface
Upper surface
---- --- --- ---0
0
-1.234
-1. 465
-I. 810
-2.402
-3.197
-3.768
-4.220
-4.899
-5.377
-5.695
-5.866
-5.885
-5.737
-5.345
-4.805
-4.160
-3.444
-2.690
-1.922
-I. 174
-.494
.075
.456
.552
0
.50
.75
1.25
2.5
5.0
7.5
10
Iii
20
25
30
35
40
45
50
55
60
65
70
75
80
8.,
90
95
100
0
1. 646
1.985
2.517
3.485
4.871
5.915
6.769
8.108
9.095
9.807
10.269
10.481
10.431
10.030
9.404
8.607
7.678
6.649
5.549
4.416
3.287
2.213
1.245
.449
0
0
.50
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-1.646
-1.985
-2.517
-3.485
-4.871
-5.915
-6.769
-8.108
-9.095
-9.807
-10.269
-10.481
-10.431
-10:030
-9.404
-8.607
-7.678
-6.649
-5.549
-4.416
-3.287
-2.213
-1.245
-.449
0
L. E. radius: 2.884.
L. E. radius: 2.208
Lower surface
0
.362
.596
1. 075
2.297
4.772
7.264
9.763
14.776
19.799
24.829
29.8t\1
34.897
39.933
44.968
50.000
55.027
60.050
65.065
70.075
75.077
80.073
85.061
90.044
95.021
100.000
0
1.690
2.649
2.618
3.665
5.182
6.334
7.282
8.778
9.889
10.701
'11.240
11.510
11. 502
11.125
10.507
9.702
8.749
7.679
6.521
5.310
4.082
2.885
1. 761
.765
0
0
.6.38
.904
I. 425
2.703
5.228
7.736
10.237
15.224
20.201
25.17l
30.139
35.103
40.067
45.032
50.000
54.973
59.950
64.935
69.925
74.92.3
79.927
84.939
89.956
94.979
100.000
~rdinate I
0
-1.590
-1.909
-2.404
-3.293
-4.550
-5.486
-6.248
-7.432
-8.297
-8..911
-9.296
-9.450
-9.360
-8.935
-8.301
-7.512
-6.607
-5.619
-4.577
-3.520
-2.490
-1.539
-.727
-.133
0
Upper surface
Station
Lower surface
Ordinate Station
-------0
.227
.445
.903
2.096
4.545
7.028
9.528
14.553
19.599
24.657
29.723
34.794
39.865
44.936
50.000
55.055
60.099
65.131
70.150
75.154
80.145
85.122
90.087
95.042
100.000
0
1.723
2.101
2.707
3.834
5.482
6.744
7.786
9.442
10.678
11.591
12.209
12.539
12.572
12.220
11.610
10.797
9.819
8.708
7.491
6.203
4.876
3.556
2.276
1.079
0
I ordina~
0
.773
1.055
1.597
2.904
5.455
7.972
10.472
15.447
20.401
25.343
30.277
35.206
40.135
45.064
50.000
54.945
59.901
64.869
69.850
74.846
79.855
84.878
89.913
94.958
100.000
0
-1.523
-1.821
-2.27Q
-3.090
-4.218
-5.048
-5.718
-6.750
-, .., I
-8.0n
-8.321
-8.419
-8.288
":'7.840
-7.198
-6.417
-5.535
-4.588
-3.603
-2.623
-1.692
-.864
-.208
.185
0
1
L. E. radius: 2.884
L. E. radius: 2.884
- - -
l'J
"C
"'3
z
o
..,00
"'"
*
>
>-3
.....
o
Z
>
t"'
>
i;;1
.....
NACA 65,3-018
airfoil chord]
Upper surface
NACA 65,3-618
NACA 65,3-418
a=0.8
airfoil chordj
[Stations and ordinates giwn in

airfoil chord]
Lower surface
Upper surface
Upper surface
0
.5
.75
I. 25
2.5
5.0
7.5
10
15
20
25
30
3"
40
45
50
55
60
65
70
75
80
85
90
95
100
0
1.324
1.599
2.004
2.728
3.831
4.701
5.424
6.568
7.434
8.093
8.568
8.868
8.990
8.916
8.593
8.045
7.317
6.450
5. 4~6
4.456
3.390
2.325
1.324
.492
0
L. E. radius: 1.92
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-1.324
-1..199
-2.004
-2.728
-3.831
-4.701
-5.424
-6.568
-7.43t
-8.093
-8.568
-8.8flS
-8.990
-8.916
-8.593
-8.045
-7.317
-6.450
-5.486
-4.456
-3.390
-2.325
-1.324
-.492
0
a=0.5
of
Upper surface
---- --- --- ----
0
.248
.467
.931
2.131
4.578
7.053
9.544
14.558
19.592
24.641
29.700
34.765
39.8.35
44.932
49. 979
55.646
60.106
65.155
70.193
75.219
80.249
85.221
90.135
95.649
100.000
0
1. 416
1.736
2.224
3.133
4.542
5.672
6.617
8.149
9.319
10.233
10.909
II. 369
11.600
U.602
11.307
10.751
9.974
9.016
7.899
6.651
5.289
3.818
2.289
.930
0
0
.752
1.033
1.569
2.869
5.422
7.947
10.456
15.442
20.408
25.359
30.300
35.235
40.165
45.068
50.021
54.954
59.894
64.815
69.807
74.781
79.751
84.779
89.865
94.951
100.000
0
.176
.387
.R41
2.030
4.467
6.940
9.434
14.458
19.509
24.576
29.654
34.738
39.826
44.915
50.000
55.077
60.142
65.191
70.222
75.2.13
SO. 224
8.1.192
90.138
95.068
100.000
0
-1.184
-1.412
-I. 732
-2.273
-3.074
-3.688
-4.193
-4.957
-5.527
-5.937
-6.217
-6.361
-6.376
-6.230
-5.879
-5.339
-4.658
-3.880
-3.067
-2.251
-1.473
-.810
-.345
-.050
0
L. E. radiu~: 1.92
0
1.434
1. 767
2.283
3.245
4.742
5.940
6.945
8. 565
9.806
10.767
11. 477
11.954
12.201
12.201
11.902
11.330
10.529
9.537
8.398
7.135
5.771
4.336
2.868
1.435
0
0
.824
1.113
1.659
2.970
5.533
8.060
10. .566
15.542
20.491
25.424
30.346
35.262
40.174
45.085
50.000
54. Q23
59.858
64.809
6~. 778
74.767
79.776
84.808
89.862
94.932
100.000
0
-1.134
-1.347
-1.641
-2.129
-2.846 I
-3.396 '
-3.843
-4.527
-5.030
-5.397
-5.645
-5.774
-5.775
-5.631
-5.284
-4.760
-4.103
-3.357
-2.5f>6
-1. 765
-.995
-.298
.234
.461
0
L. E. radius: 1.92
Slope of radius through L. F.: 0.253
-
----
ordinate~
given in percent of
airfoil chord]
Upper surface
Lower surface
Station
Station Ordinat, Stotion Ordinet, \
------- ---- - 0
.244
.469
.930
2.121
4.564
7.044
9.540
14.561
19.608
24.669
29.742
34.825
30.916
45.019
50.153
55.263
60.305
65.308
70.281
75.237
80.180
85.117
00.062
95.020
100.000
0
1.2.16
1. 498
1. 947
2.837
4.175
5.208
6.073
7.465
8.518
9.315
9.900
1().279
10.467
10.438
10.131
9.512
8.645
7.575
6.373
5.152
3.890
2.639
I. 533
.606
0
Lower surfaee
Lower surface
- - - - - - - ---- - - - -
NACA 65-006
[Stations and

airfoil chord]
Lower surface
---- --- ---- - -
perc~nt
NACA 65(21 6)-41 5
0
.7.56
1.031
1.570
2.879
5.436
7.956
10.460
15.439
20.392
25.331
30.258
35.175
40.084
44.981
49.847
54.737
59.695
64.692
69 . 19
74.763
79.820
84.883
89.938
94.980
100.000
0
-.960
-1.110
-1.359
-1.801
-2.411
-2.832
-3.169
-3.673
-4.022
-4.267
-4.428
-4.1;7
-4.523
-4.446
-4.251
-3.940
-3.521
-2.995
-2.409
-1.848
-1.278
-.723
-.305
-.030
0
Ordinato Station Ordinate
- - - - ._--- - - - - - 0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
.476
.574
.717
.956
1.310
1.589
1.824
2.197
2.482
2.697
2.852
2.952
2.998
2.9S:l
2.900
2.741
2.518
2.246
1.935
I. 594
I. 233
.865
.510
.195
0
L. E. radius: 0.240
L. E. radius: 1.498
_
Slope of radius through .~~~ 0.233
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
4.1
50
55
60
65
70
75
80
81i
90
95
100
0
-.476
-.574
-.717
-.956
-1.310
-1.589
-1.824
-2.197
-2.482
-2.697
-2.852
-2.952
-2.998
-2.98.1
-2.900
-2.741
-2.518
-2.246
-1.9:15
-1.594
-1.233
-.865
-.510
-.195
0
U1
>1
(")
~
.....
>-3
>-l
l'J
M
"'l
>
l'J
o
Z
>
'::i
>-l
.....
(")
,p
NACA 65-009
NACA 65-206
NACA 65-209
NACA 65-21 0
(Stations and ordinates given in percent of

airfoil chord]

airfoil chord]

airfoil chord]

airfoil chord]
UpPer surface
Lower surface
Upper surface
---- - - - - - - - - 0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40,
4S
50
55
60
65
70
75
80
85
90
95
100
0
.700
.845
1.058
1.421
1. 961
2.383
2.736
3.299
3.727
4.050
4.282
4.431
4.496
4.469
4.336
4.086
3.743
3.328
2.856
2.342
1.805
1,260
,738
,280
0
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30 .
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-.700
-.845
-1.058
-1.421
-1.961
-2.383
-2.736
-3.299
-3.727
-4.050
-4.282
-4.431
-4.496
-4.469
-4.336
-4.086
-3.743
-3.328
-2.856
-2.342
-1.805
-1.260
-.738
-,280
0
L. E. radius: 0.552
Station
Upper surface
.460
.706
1.200
2.444
4.939
7.437
9.936
14.939
19.945
24.953
29.962
. 34.971
39.981
44.990
50.000
55.009
.60.016
65.022
70.026
75.028 .
80.027
.85.024
90.018
95.009
100.000
0
.524
.642
.822
1.140
1.625
2.012
2.340
2.869
3.277
3.592
3.824
3.982
4.069
'4.078
4.003
3.836
3.589
3.276
2.907
2.489
2.029
1.538
1.027
.511
0
0
.540
.794
1.300
2.556
5.061
7.563
10.064
15.061
20.055
25.047
30.038
35.029
40.019
45.010
50.000
54.991
59.984
64.978
69.974
74.972
79.973
84.976
89.982
94.991
100.000
0
-.424
-.502
-.608
-.768
-.993
-1.164
-1.306
-1. 523
-1.685
-1.802
-1.880
-1.922
-1.927
-1.888
-1. 797
-1.646
-1.447
-1.216
-.963
-.699
-.437
-.192
.007
.121
0
L. E. radius: 0.240
Lower surface
--- ---0
Lower surface
Ordinate
---- - 0
,441
.684
1.177
2.417 .
4.908
7.405
9.904
14.909
19.918
24.929
29.942
34.956
39.971
44.986
50.000
55.013
60.024
65.033
70.039
75.041
80.040
85.035
90.026
95.013
100.000
0
.748
.912
1.162
1.605
2.275
2.805
3.251
3.971
4.522
4.944
5.254
.1.461
5.567
5.564
5.439
5.181
4.814
4.358
3.828
3.237
2.601
1.933
1.255
.596
0
.559
.816
1.323
2.583
5.092
7.595
10.096
15.091
20.082
25.071
30.058
35.044
40.029
45.014
50.000
54. 987
59.976
64.967
69.961
74.959
79.960
84.965
89.974
94.987
100.000
0
-,648
-.772
-.948
-1.233
-1.643
-1.957
-2.217
-2.625
-2.930
-3.154
-3.310
-3.401
-3.425
-3.374
-3.233
-2.991
-2.672
-2.298
-1.884
.-1.447
-1.009
-.587
-.221
,036
0
L. E. radius: 0.552
Upper surface
Station
NACA 65-41 0
[Stations and ordinates given in percent
airfoil chord]
Lower surface
Upper surface
Station
----------- - 0
.435
.678
1.169
2.408
4.898
7.394
9.894
14.899
19.909
24.921
29.936
34.951
39.968
44.984
50.000
55.014
60.027
65.036
70.043
75.045
80.044
85.038
90.028
95.014
100.000
0
.819
.999
1.273
1.757
2.491
3.069
3.555
4.338
4.938
5.397
5.732
5.954
6.067
6.058
5.915
5.625
5.217
4.712
4.128
3.479
2.783
2.057
1.327
.622
0
0
.565
.822
1. 331
2.592
5.102
7.608
10.106
15.101
20.091
25.079
30.064
35.049
40.032
45.016
50.000
54.986
59.973
64.964
69.957
74.955
79.956
84.962
89.972
'94.986
100.000
Lower surface
---- ------- - -
0
-.719
-.859
-1.059
-1.385
-1.859
-2.221
-2.521
-2.992
-3.346
-3.607
-3.788
-3.894
-3.925
-3.868
-3.709
-3.435
-3.075
-2.652
-2.184
-1. 689
-1.191
-.711
-.293
.010
0
0
.372
.607
1.089
2.318
4.797
7.289
9.788
14.798
19.817
24.843
29.872
34.903
39.936
44.968
50.000
55.029
60.053
65.073
70.085
75.090
80.088
85.076
90.057
95.029
100.000
L. E. radius: 0.687
.861
1.061
1.372
1. 935
2.800
3.487
4.067
5.006
5.731
6.290
6.702
6.983
7.138
7.153
7.018
6.720
6.288
5.741
5.099
4.372
3.577
2.729
1.812
.937
0
0
.628
.893
1.411
2.682
5.203
7.711
10.212
15.202
20.183
25.157
30.128
35.097
40.064
45.032
50.000
54.971
59.947
64.927
69.915
74.910
79.912
84.924
89.943
94.971
100.000
0
-.661
-.781
-.944
-L191
-1.536
-1.791
-1.999
-2.314
-2.547
-2.710
-2.814
-2.863
-2.854
-2.773
-2.606
-2.340
-2.004
-1.621
-1.211
-.792
-.393
-.037
.226
.327
0
L. E. radius: 0.687
-
NACA 651-012
NACA 651-212
[stations and ordinates given in percent of

airfoil chord]

airfoil chord]
Upper sUrface
Station
Lower surface
--0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
.923
1.109
1. 387
le875
2.606
3.172
3.647
4.402
4.975
5,406
5.716
5.912
5.997
5.949
5.757
5.412
4.943
4.381
3.743
3.059
2.345
1.630
.947
.356
0
L. E, radius: 1.000
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-.923
-1.109
-1.387
-1.875
-2.606
-3.172
-3.647
-4.402
-4.975
-5.406
-5.716
-5.912
-5.997
-5.949
-5.757
-5.412
-4.943
-4.381
-3.743
-3.059
-2,345
-1.630
-.947
-.356
0
Upper surface
Station
Lower surface
Ordinate Station' Ordinate
- - - ---------
.423
.664
1.154
2.391
4.878
7.373
9.873
14.879
19.890
24.906
29.923
34.942 .
39.961
44.981
50.000
55.017
60.032
65.043
70.050
75.053
80.052
85.045
90.033
95.017
100,000
.970
1.176
1. 491
2.058
2.919
3.593
4.162
5.073
5.770
6.300
6.687
6.942
7.068
7.044
6.860
6.507
6.C:!'4
5.411
4.715
3.954
3.140
2.302
1.463
,672
0
0
0
-.870
,577
,836 -1.036
1.346 -1.277
2.609 -1.686
5.122 . -2.287
7.627 -2.745
1
10.127 -3.128
15.121 -3.727
20.110 -4.178
25.094 -4.510
30.077 -4.743
35.058 -4.882
40.039 -4.926
45.019 -4.854
50.000 -4.654
54.983 -4.317
59.968 -3.872
64. 957 -3.351
69.950 -2.771
74.947 -2.164
79.948 -1.548
-.956
- 84.955
-.429
89.967
-.040
94.983
O
100,000
L. E, radius: 1.000
--
--
NACA 651-212
. a=0.6

airfoil chord]
Upper surface
Station
0
,399
,638
1.124
2.356
,4.837
7.329
9.827
14.833
19.848
24.869
29.894
34.921
39.951
44.983
50.017
55. 051
60.094
65.123
70.124
75.112
80.090
85,064
90.036
95.013
100.000
Lower surface
----
---- - 0
,982
1.194
1. 520
2.113
3.017
3.728
4.330
5.298
6. 042
6.611
7.029
7.304
7.444
7.423
7.231
6.856
6.318
5.634
4.842
3.983
3.082
2.173
1.297
.521
0
0
.601
.862
1.376
2.644
5.163
7.671
10.173
15.167
20. 152
25.131
30.106
35.079
40.049
45.017
49.983
.54.949
59.906
64.877
69.876
74.888
79.910
84.936
89.964
94.987
100.000
L. E. radius: 1.000
Slope of radius through L.
NACA 651-412
[Stations and ordinates git'en in percent of
airfoil chord]
0
-.852
-1.012
-1.242
-1.625
-2.185
-2.606'
-2.956
-3.5iJo
-3.904
-4.197
-4.401
-4.518
-4.550
-4.475
-4.283
-3.968
-3.566
-3.124
-2.640
-2.131
-1.604
-1.085
-.595
-.191
0
E.' 0.110
Upper surface
Station
NACA 652-01 5
[Stations and ordinates given in percent of .
airfoil chord]
Lower surface
U ppersurface
Station
----------- - 0
.347
,580
1.059
2.283
4.757
7.247
9.746
14.757
19.781
24.811
29.846
34.884
39.923
44.962
50.000
55.035
60.064
65.086
70.101
75.107
SO. 103
85.090
90.066
95.033
100.000
0
1.010
1.236
1.588
2.234
3.227
4.010
4.672
5.741
6.562
7.193
7.658
7.971
8.139
8.139
7.963
7.602
7.085
6.440
5.686
4.847
3.935
2.9.74
1.979
.986
0
.653
,920
1. 441
2.717
5.243
7.753
10.254
15.243
20.219
25,189
30.154
35.116
40.077
45.038
50.000
54.965
59.936
64. 914
69.899
74.893
79.897
84.910
89.934
94.967
100,000
Ordinate Station
Ordinate
- - ----------
0
-.810
-.956
.5
.75
1.25
2.50
5.00
7.50
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
~1.160
-1.490
-1. 963
-2.314
-2.604
-3.049
-3.378
-3.613
-3.770
-3.851
-3.855
-3.759
-3.551
-3.222
-2.801
-2.320
-1. 798
-1. 267
-.75L
-.282
.089
.278
L. E. radius: 1.000
Slope of radius through L. E,: 0.168
Lower surface
----I
0
1.124
1.356
1. 702
2.324
3.245
3.959
4.555
.5,504
6.223
6;764
7.152
7.396
7.498
7.427
7.168
6.720
6.118
5.403
4.600
3.744
2.858
1. 977
. 1.144
.428
0
.5
.75
1. 25
2.50
5.00
7.50
10
15
20
25
, 30
'35
40
45
50
55
60
65
70
75
80
85
90
95
100
UJ
q
~
~
?d
~
oI"%j
:>
.....
~
6....
t"'
t:::1
:>
0
-1.124
-1.356
-1.702
-2.324
-3.245
-3.959
-4.555
-5.504
-6.223
-6.764
-7.152
-7.396
-7.498
-7.427
-7.168
-6.720
-6.118
-5.403
-4.600
-3.744
-2.858
-1.977.
-1.144
~.428
L. E. radius: 1.505
---
.....
o
--:r
NACA 652-41 5

airfoil chord]

airfoil chord]
Upper surface
Upper surface
Lower surface
-----------0
1.170
1.422
1.805
2.506
3.557
4.380
5.069
6.175
1. 018
'7.658
8.123
8. 426
8.569
8.522
'8.271
7.815
7.189
6.433
5.572
4.638
3.653
2.649
1. 660
.744
0
0
-1.070
-1.282
-1.591
-2.134
-2.925
-3.532
-4.035
-4.829
-5.426
-5.868
-6.179
,-6.366
-6.427
-6.332
-6.065
-5.625
-5.047
-4.373
-3.628
-3.848
-2.061
-1.303
-.626
-.112
0
0
.594
.855
1. 368
2.635
5.152
7.658
10.159
15.152
20.137
25.118
30.096
35.073
40.048
45.024
50.000
54.979
59.961
64.947
69.938
74.935
79.937
84.945
89.960
94.980
100.000
Lower surface
Upper surface
Lower surface
---0
i
I
L. E. radius: 1.505
.313
.542
1.016
2.231
4.697
7.184
9.682
14.697
19.726
24.764
29.807
34.854
39.903
44.953
50.000
55.043
60.079
65.106
70.124
75.131
80.126
85.109
90.080
95.040
100.000
0
.687
.958
1.484
2.769
5.303
7.816
10.318
15.303
20.274
25.236
30.193
35.146
40.097
45.047
50.000
54.957
59.921
64.894
69.876
74.869
79.874
84.891
89.920
94.960
100.000

airfoil chord]

airfoil chord]
0
-1.008
-1.200
-1.472
-1.936
-2.599
-3.098
-3.510
-4.150
-4.625
-4.970
-5.205
-5.335
-5.355
-5.237
-4.962
-4.530
-3.976
-3.342
-2.654
-1.952
-1.263
-.628
-.107
.206
0
.----
0
.245
.464
.927
2.126
4.574
7.0.14
9. .149
14.568
19.611
24.671
29.743
34.825
39.916
45.019
50.152
55.262
60.307
65.314
70.294
75.253
80.199
85.137
90.077
95.027
100.000
L. E. radius: 1.505
Slope of radius thl"Ough L. E.: 0.168
--- --- ---0

0
.755
1.233
1.036
1. 520
1.573
1.965
2.812
2.874
5.426
4.099
5.122
7.946
5.985
10.451
15.432
7.383
8. 459
20.389
25.329
9.280
30.257
9.883
10.280
35.175
10.470
40.084
44.981
10.423
49.848
10.106
54.738
9.501
59.693
8.672
64.686
7.684
69.706
6.573
74.747
5.387
4.157 . 79.801
84.863
2.930
89.923
1. 755
94.973
.715
100.000
0
0
-.957
-1.132
-1.377
-1. 776
-2.335
-2.746
-3.081
-3.591
-3.963
-4.232
-4.411
-4.508
-4.526
-4.431
-4.226
-3.929
-3.548
-3.104
-2.609
-2.083
-1.545
-1.014
-.527
-.139
0
Upper snrface
Upper surface
Lower surface
Station
0
.50
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
1. 337
1.608
2.014
2.751
3.866
4.733
5.457
6.606
7.476
8.129
8. 595
8. 886
8. 999
8. 901
8.568
8. 008
7.267
6.395
5.426
4.396
3.338
2.295
1. 319
.490
0
0
.50
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35.
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-1.337
-1.608
-2.014
-2.751
-3.866
-4.733
-5.457
-6.606
-7.476
-8.129
-8.595
-8. 886
-8. 999
-8. 901
-8. 568
-8.008
-7.267
-6.395
-5.426
-4.396
-3.338
-2.295
-1.319
-.490
0
00
Lower surface
._-- ---- ---- ----
---- --- --- ----

0
1. 208
1. 480
1.900
2.680
3.863
4.794
5.578
6.842
7.809
8.550
9.093
9.455
9.639
9.617
9.374
8.910
8.260
7.462
6.542
5.532
4.447
3.320
2.175
1.058
0
NACA 653-21 8

0
.406
.645
1.132
2.365
4.848
7.342
9.841
14.848
19.863
24.882
29.904
34.927
39.952
44.976
50.000
55.021
60.039
65.053
70.062
75.065
80.063
85.055
90.040
95.020
100.000
a=0.5

airfoil chord]
.......
NACA 653-01 8
NACA 652-41 5
NACA 652-21 5
0
.388
.625
1.110
2.340
4.819
7.311
9.809
14.818
19.885
24.858
29.884
34.912
39.942
44.972
50.000
55.026
60.047
65.063
70.073
75.077
80.074
85.063
90.046
95.023
100.000
0
1.382
1.673
2.116
2.932
4.178
5.153
5.971
7.276
8.270
9.023
9.566
9.916
10. 070
9.996
9.671
9.103
8.338
7.425
6.398
5.290
4.133
2.967
1.835
.805
0
0
.612
.875
1.390
2.660
5.181
7.689
10.191
15.182
20.165
25.142
30.116
35.088
40.058
45.028
50.000
54.974
59.953
64.937
69.927
74.923
79.926
84.937
89.954
94.977
100.000
0
-1.282
-1.533
-1.902
-2.560
-3.546
-4.305
-4.937
-5.930
-6.676
-7.233
-7.622
-7.856
-7.928
-7.806
-7.465
-6.913
-6.196
-5.36.5
-4.454
-3.500
-2.541
-1.621
-.801
-.173
0
!:C
t'l
"d
l:C
>-3
00
t-:>
~
:>-
....o>-3
Z
:>-
L. E. radins: 1.96
L. E. radius: 1.96
L. E. radius: 1.505
t"'
:>I:)
-<
....
U2
NACA 653-41 8
airfoil chord]
Upper surface
station_I Ordinate .
0
.278
.503
.973
2.181
4.639
7.123
9.619
14.636
19.671
24.716
29.768
34.825
39.884
44.943
50.000
55.051
60.094
65.126
70.146
75.154
80.147
85.127
90.092
95.046
100.000
0
1. 418
1. 729
2.20jJ
3.104
4.481
5.566
6.478
7.942
9.061
9.914
10.536
Hi 244
11.140
11.091
10.774
10.18
9.408
8.454
7.368
6.183
4.927
3.63"8
2.300
1.120
0
Lower surface
Statio~1 Ordina~
0
.722
.997
1.527
2.819
5.361
7.877
10.381
15.364
20.329
25.284
30.232
35.175
40.116
45.057
50.000
54.949
59.906
64.874
69.854
74.846
79.853
84.873
89.908
94.954
100.000
0
-1.218
-1. 449
-1. 781
-2.360
-3.217
-3.870
-4.410
-5.250
-5.877
-6.334
-6.648
-6.824
-6.856
-6.711
-6.362
-5.818
-5.124
-4.334
-3.480
-2.603
-1. 743
-.946
-.282
.144
0
L. E. radius: 1.96
NACA 653-61 8
NACA 653-41 8
a = 0.5

airfoil chord]

airfoil chord]
Upper surface
Lower surface
0
1. 440
1. 766
2.271
3.233
4.715
5.891
6.882
8.482
9.709
10.643
11.325
11. 770
11. 970
11. 897
11. 506
10.788
9.820
8.674
7.397
6.038
4.636
3.247
1. 930
.777
0
l:g~{
1. 632
2.943
5.507
8.034
10.541
15.519
20.467
25.396
30.309
35.211
40.101
44.978
49.818
.14.687
59.636
64.628
69.653
74.702
79.768
84.841
89.911
94.970
100.000
0
-1.164
-1.378
-1. 683
-2.197
-2.951
-3.515
-3.978
-4.690
-5.213
-5.595
-5.853
-5.998
-6.026
-5.905
-5.626
-5.216
-4.696
-4.094
-3.433
-2.734
-2.024
-1. 331
-.702
-.201
0
L. E. radius: 1.96
Lower surface
----------- - -
---- ------ - - .197

.411
.868
2.057
4.493
6.966
9.459
14.481
19.533
24.604
29.691
34.789
39.899
45.022
50.182
55.313
60.364
65.372
70.347
75.298
80.232
85.159
90.089
95.030
100.000
Upper surface

0
NACA 653-61 8
a = 0.5
0
.172
.385
.839
2.026
4.462
6.936
9.431
14.455
19.506
24.574
29.652
34.738
39.826
44.915
50.000
55.077
60.141
65.189
iO.219
75.230
80.220
85.189
90.138
95.068
100.000
0
1.446
1.776
2.293
3.268
4.776
5.971
6.978
8.602
9.848
10.803
11.504
11. 972
12.210
12.186
11.877
11.293
10.479
9.482
8.338
7.075
5.719
4.306
2.863
1. 433
0
.828
1. li5
1. 661
2.974
5.538
8. 064
10.569
15.545
20.494
25.426
30.348
35.262
40.174
45.085
50.000
54.923
59.859
64.811
69.781
74.770
79.780
84.811
89.862
94.932
100.000
0
-1.146
-1.356
-1.651
-2.152
-2.880
-3.427
-3.876
-4.564
-5.072
-5,433
-5.672
-5.792
-5.784
-5.616
-5.259
-4.723
-4.053
-3.302
-2.506
-1. 705
-.943
-.268
.239
.463
0
L. E. radius: 1.96

airfoil chord]
Upper surface
Lower surface
--_.- ----- - - - - - 0
.059
.256
.689
1.846
4.248
6.706
9.194
14.225
19.301
24.407
29.537
34.684
39.849
45.034
50.273
55.468
60.546
65.557
70.519
75.445
80.347
85.239
90.133
95.046
100.000
0
1. 469
1. 821
2.375
3.449
5.115
6.448
7.575
9.404
10.815
11.893
12.687
13.209
13.456
13.395
12.9i4
12.173
11. 090
9.806
8.374
6.851
5.279
3.720
2.233
.920
0
0
.941
1. 244
1.811
3.154
5.752
8.294
10.806
15.775
20.699
25.593
30.463
35.316
40.151
44.966
49.727
54.532
59.454
64.443
69.481
74.555
79.653
84.761
89.867
94.954
100.000
0
-1.055
-1.239
-1.493
-1.895
-2.469
-2.884
-3.219
-3.716
-4.071
-4.321
-4.479
-4.551
-4.540
-4.407
-4.154
-3.815
-3.404
-2.936
-2.428
-1.895
-1.361
-.846
-.391
-.056
0
L. E. radius: 1.96
l:C
NACA 654.021

airfoil chord]
/
Upper surface
Lower surface
- - - - - - - - - - _._--
.50
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
1.522
1.838
2.301
3.154
4.472
5.498
6.352
7.700
8.720
9.487
10036
10.375
10499
10.366
9.952
9.277
8.390
7.360
6.224
5.024
3.800
2.598
1.484
.546
0
L. E. radius: 2.50
.50
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
i5
80
85
90
95
100
~
~
H
>-3
>-3
t'l
M
.."

0
(")
0
-1.522
-1.838
-2.301
-3.154
-4.472
-5.498
-6.352
-7.700
-8.720
-9.487
-10 036
-10.375
-10.499
-10.366
-9.91\2
-9.277
-8.390
-7.360
-6.224
-5024
-3.800
-2.598
-1.484
-.546
0
l:C
:>t'l
l:C
:>q
>-3
....
(")
U2
NACA 654-221
NACA 654-421

airfoil chord]
[Stations and ordinateS" given in percent of

airfoil chord]
Upper surface
Lower surface

0
.372
.608
1.090
2.314
4.791
7.280
9.778
14.787
19.808
24.834
29.865
34.898
39.932
44.967
50.000
55.030
60.054
65.072
70.084
75.088
80.084
85.072
90.052
95.026
100.000
0
1.567
1. 902
'2.402
3.335
4.783
5.918
6.865
8.370
9.514
10.381
11.007
11.404
11. 570
11.461
11. 055
10.372
9.461
8.390
7.195
5.918
4.595
3.270
2.000
.861
0
0
.628
.892
1.410
2.684
5.209
7.720
10.222
15.213
20.192
25.166
30.135
35.102
40.068
45.033
50.000
54.970
59.946
64.928
69.916
74.912
79.916
84.928
89.948
94.974
100.000
0
-1.467
-1.762
-2.188
-2.963
-4.151
------
0
.247
.468
.933
2.135
4.582
7.062
9.557
14.575
19.616
24.668
29.729
34. 796
39.865
44.934
50.000
55.059
60.108
65.145
70.168
7.5.176
80.167
85.143
90.104
95.051
100.000
=g:~~~
=U~i
-7.024
-9.063
-9.344
-9.428 I
-9.271
-8.849
-8.182
-7.319
-6.330
-5.251
-4.128
-3.003 '
-1.924
-c. 966
-.229
0
L. E. radius: 2.50
--- - - -
0
1.601
1.956
2.493
3.505
5.085
6.329
7.371
9.034
10.304
11.271
11. 976
12.433
12.640
12.556
12.158
11.467
10.531
9.419
8.166
6.811
5.388
3.940
2.514
1.176
0
0
.753
1.032
1. 567
2.865
5.417
7.938
10.443
15.425
20.384
2.5.332
30.271
&5.204
40.135
45.066
50.000
54.911
59.892
64.855
69.832
74.824
79.833
84.857
89.896
94.949
100.000
--

airfoil chord]
lStati~ns
and ordinates given in percent

airfoil chord]
Upper surface
Lower surface
---- --- --- - - 0

.424
.666
1.157
2.395
4.884
7.379
9.878
14.884
19.895
24.909
29.925
34.943
39.962
44.981
50.000
55. 019
60.036
65.051
70.061
75.066
80.065
85.058
90.043
95.022
100.000
0
.947
1.150
1. 447
1.986
2. 797
3.441
3.997
4.885
5.574
6.112
6.522
6.816
7.005
7.093
7.075
6.939
6.665
6.195
5.507
4.683
3.759
2.770
1.760
.792
0
.576
.834
1.343
2.605
5.116
7.621
10.122
15.116
20.105
25.091
30.075
35.057
40.038
45.019
50.000
54.981
59: 964
64.949
69.939
74.934
79.935
84.942
89.957
94.978
100.000
0
-.847
-1.010
-1.233
-1.614
-2.165
-2.593
-2.963
-3.539
-3.982
-4.322
-4. 578
-4.756
-4.863
-4.903
-4.869
-4.749
-4.523
-4.135
-3.563
-2.893
-2.167
-1.424
-.726
-.160
0
0
.456
.701
1.195
2.437
4.929
7.426
9.926
14.929
19.936
24.945
29.955
34.966
39.977
44.989
50.000
55.010
60.018
65.025
70.029
75.031
80.029
85.025
90.019
95.009
100.000
---- ------- - 0
.155
.363
.813
1. 992
4.414
6.880
9.371.
14.395
19.455
24.538
29.639
M.754
39.882
45.026
50.211
50.362
60.421
65.428
70.398
75.340
80.264
85.181
90.100
95.034
100 000
0
1. 620
1. 991
2.553
3.631
5.315
6.651
7.773
9.572
10.951
12.0nO
12.765
13.258
13.470
13.362
12.890
12.056
10.942
9.637
8.193
6.664
5.097
3.550
2.095
.833
0
0
.845
1.137
1.687
3.008
5.586
8.120
10.629
15.605
20.545
25.462
30.361
35.246
40.118
44.974
49.789
54.638
59.579
64.572
69.602
74.660
79.736
84.819
89.900
94.966
100.000
0
-1.344
-1.603
-1.965
-2.595
-3.551
-4.275
-4.869
-5.780
-6.455
-6.952
-7.293
-7.486
-7.526
-7.370
-7.010
-6.484
-5.818
-5.057
-4.229
-3.360
-2. 485
-1.634
-.867
-.257
0
Station Ordinate Station Ordinate I
- - - ---- - - - 0
1.184
1.418
1. 755
2.378
3.292
4.007
4.626
5.605
6.362
6.950
7.395
7.706
7.909
7.997
7.957
7.780
7.425
6.832
5.970
4.966
3.849
2.72.3
1. 587
.597
0
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-1.184
-1. 418
-1. 755
-2.378
-3.292
-4.007
-4.626
-5.605
-6.362
-6.950
-7.395
-7.706
-7.909
-7.997
-7.957
-7.780
-7.425
-6.832
-5.970
-4.966
-3.849
-2.723
-1.587
-.597
0
J. E. radius: 1.575
0
.544
.799
1.305
2.563
5.071
7.574
10.074
15.071
20.064
25.055
30.045
35.034
40.023
45.011
50.000'
54.990
59.982
64.975
69.971
74.969
79.971
84.975
89.981
94.991
100.000
0
1. 537
1.864
2.374
3.358
4.866
6.066
7.060
8.665
9.885
10.815
11.494
11.939
12.140
12.056
11.672
11.015
10.126
9.060
7.861
6.563
5.200
3.813
2.441
1.150
0
Upper surface
0
1. 230
1. 484
1.858
2.560
3.604
4.428
5.140
6.276
7.156
7.844
8.366
8. 736
8.980
9.092
9.060
8.875
8. 496
7.862
6.941
5.860
4.644
3.395
2.103
.913
0
--
0
.599
.860
1. 372
2.638
5.154
7.660
10.162
15.155
20.140
25.121
30.100
35.076
40.051
45.026
50.000
54.975
59.952
64.938
69.919
74.913
79.915
84.925
89.945
94.972
100.000
NACA 66(21 5)-41 6
a=0.6

airfoil chord]

airfoil chord]
,
I
Station Ordiuate Station Ordinate I
.401
.640
1.128
2.362
4.846
7.340
9.838
14. 845
19.860
24.879
29.900
34.924
39.949
44.974
50.000
55.025
60.048
65.067
70.081
75.087
80.08.5
85.075
90.055
95.028
100.000
0
-i,337
-1.584
-1.946
-2.614
-3.602
-4.370
-4.992
-5.973
-6.701
-7.235
-7.606
-7.819
-7.856
-7.676
-7.260
-6.635
-5.842
-4.940
-3.973
-2.983
-2.016
-'-1.121
-.373
.114
0
L. E. radius: 2.27
NACA 66(215)-21 6
Lower surface
------ ------0
0
.742
1. 018
1. 550
2.848
5.397
7.917
10.421
15.404
20.366
25.316
30.258
35.195
40.129
45.063
50.000
54.944
59.897
64.862
69.840
74.833
79.841
84.864
89.902
94.951
100.000
Ul
c::1
~
~
"'i
---I
0
1. 073
1. 300
1. 642
2.261
3.186
3.906
4.508
5.472
6.206
6.761
7.161
7.418
7.534
7.480'
7.242
6.820
6.246
5.558
4.779
3.942
3.065
2.181
1. 326
.557
0
0
-1.130
-1.344
-1.644
-2.188
-2.972 I
-3.580
-4.106
-4.930 I
-5.564
-6.054 '
-6.422 I
-6.676
-6.8.18
=~:~;
=~:~8i
=~:g;g
-2.049
-1.069
-.281
0
-6.685
-4.997
I,. E. radius: 1.575

!
0
.258
.482
.950
2.152
4.603
7.083
9.579
4.596
19.634
24.684
29.742
34.805
39.871
44.937
50.000
5.5.056
60.103
65.138
70.160
75.167
80.159
85.136
90.098
95.049
100.000
L. E. radius: 0.893
0
-1.023
-1. 230
-1. 534
-2.075
-2.870
-3.482
-3.992
-4.800
-5.410
-5.865
-6.189
-6.388
-6.462
-6.384
-6. 138
-5.724
-5.174
-4. 528
-3.807
-3.046
-2.269
-1.509
-.810
-.241
0
Lower surface
--

airfoil chord]
0
.5
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
Station
L. E. radius: 2.50

airfoil chord]
Lower surface.
IOrdina~
L. E. radius: 1.311
NACA 66(21 5)-21 6
Upper surface
Upper surface
Lower surface
Station Ordinate Sta:ion
NACA 66(21 5)-01 6
Lower surface
NACA 66, 1-21 2
U ppcr surface
------------~
0
-I.-WI
-1.676
-2.065
-2.761 i
-3.821
-4.633
-5.303
-6.342
-7.120
-7.691
-8.088
-8.313
-8.356
-8.176
-7.746
-7.087
-6.247
-5.299
-4.278
-3.231
-2.204
-1.248
-.446
.088
0
L. E. radius: 2.50
Slope of radius through I,. E.: 0.168
NACA 65(421)-420

airfoil chord]
Upper surface
. Station Ordinate Station Ordinate
---- ------- - -
NACA 65(215)-114
a=0.5
airfoil chord]
Lower surface
Upper surface
NACA 654-421
Lower surface
Upper surface
-------Station Ordinate Station ~rdinatel

0
.371
.607
1. 091
2.317
4.794
7.284
9.781
14.788
19.806
24.832
29.862
34.897
39.936
44.978
50.023
55.073
60.141
65.191
70.198
75. 181
80.148
85.106
90.061
9.5.021
100.000
0
1.242
1. 501
1. 886
2.615
3.701
4.563
5.308
6.500
7.428
8.155
8.708
9.098
9.356
9.471
9.431
9.224
8.800
8.084
7.068
5.889
4.585
3.265
1. 937
.762
o
0
.629
.893
1.409
2.683
5.206
7.716
10.219
15.212
20.194
25.168
30.138
35.103
40.064
45.022
49.977
54.927
59.859
64.809
69.802
74.819
79.852
84.894
89. 939
94.979
100.000
0
-1. 112
-1.319
-'-I. 608
-2.127
-2.869
~3.441
-3.934
-4.702
-5.290
-5.741
-6.080
-6.312
-6.462
-6.523
-6.483
-6.336
-6.048
-5.574
-4.866
-4.037
-3.107
-2.177
-1.235
-.432
0
L. E. radius: 1.575
Upper surface
Lower surface
- - -- - - - - - - - - Station' Ordinate Station Ordinate

- - - ._-- - - - - - - 0
0
.303
1.268
1.541
.532
1.008
1. 952
2.225
2.734
4.693
3.910
7.180
4.843
9.677
5.649
14.691
6.942
19.720
7.948
24.757
8.736
29.801
9.336
34.848
9.765
39.898
10.050
44.949
10.187
50.000
10.163
55.050
9.970
60.096
9.566
65.135
8.891
70.161
7.912
75.174
6.753
80.170
5.437
85.150
4.065
90.111 . 2.617
95.056
1. 226
100.000
0
0
.697
.968
1.492
2.775
5.307
7.820
10.323
15.309
20.280
25.243
30.199
35.152
40.102
45.051
50.000
54.950
59.904
64.865
69.839
74.826
79.830
84.850
89.889
94.944
100.000
>......
::0
"1
......
t-<
t::I
~
>-
0
-1.068
-1.261
-1.524
-1.990
-2.646
-3.147
-3.581
-4.250
-4.764
-5.156
-5.448
-5.645
-5.766
-5.807
-:;.751
-5.590
-5.282
-4.771
-4.024
-3.173
-2.253
-1.373
-.549
.038
0
L. E. radius: 1.575
Slope of radius through L. E,: 0.168
I--'
o
eo
NACA 66-006
. NACA 66-009

airfoil chord]
Upper surface
Upper surface
Lower surface
---- - - - - - - - - - 0
.50
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
.461
.554
.693
.918
1.257
1.524
1. 752
2.119
:2.401
2.618
2.782
2.899
2.971
3.000
2.985
2.925
2.815
2.611
2.316
1.953
1. 543
1.107
.665
.262
0
0
.50
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
----
----
-----------0
.50
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-.461
-.554
-.693
-.918
-1. 257
-1.524
-1..752
-2.119
-2.401
-2.618
-2.782
-2.899
-2.971
-3.000
-2.985
-2.925
-2.815
-2.611
-2.316
-1.953
-1.543
-1.107
-.665
-.262
0
L. E. radius: 0.223
,
Station
0
.687
.824
1.030
1.368
1.880
2.283
2.626
3.178
3.601
3.927
4.173
4.348
4.457
4.499
4.475
4.381
4.204
3.882
3.428
2.877
2.263
1.611
.961
.374
0
0
.50
.75
1. 25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-.687
-.824
-1.030
-1.368
-1.880
-2.283
-2.626
-3.178
-3.601
-3.927
-4.173
-4.348
-4.457
-4.499
-4.475
-4.381
-4.204
-3.882
-3.428
-2.877
-2.263
-1.611
-.961
-.374
0
,....
NACA 66-209
NACA 66-21 0

airfoil chord]
[Stations and ordinates giv('n in percNlt of

"irfoil chord]
[S(at.lons and ordinall'" p:iven ill IJl'rcent of

airfoil chord]
Upper surface
Lower sui-face
-------

0
[Stations and ordinates given in percent oC

airfoil chord]
,.....
NACA 66-206
Upper surface
Lower surface
---- - - - ---- - - - 0
.461
.707
1.202
2.447
4.941
7.439
9.939
14.942
19.947
24.954
29.962
34.971
39.981
44.990
50.000
55.009
60.018
65.026
70.031
75.034
80.034
85.031
90.023
95.012
100.000
0
.509
.622
-.798
1.102
1.572
1. 947
2.268
2.791
3.196.
3.513
3.754
3.929
4.042
4.095
4.088
4.020
3.886
3.641
3.288
2.848
2.3.39
1.780
1.182
.578
0
0
.539
.793
1.2982.553
5.059
7.561
10.061
15.058
20.053
25.046
30.038
35.029
40.019
45.010
50.000
54.991
59.982
64.974
69.969
74.966
79.996
84.969
89.977
94.988
100.000
Rtation
-.409
-.482
-.584
I
I
-.148
.054
0
0
.442
.686
1.179
2.420
4.912
7.409
9.908
14.912
19.921
24.931
29.944
34.957
39.971
44.986
50.000
55.014
60.027
65.038
70.046
75.050
80.050
85.044
90.034
95.018
100.000
0
.735
.892
1. 135
I. 552
2.194
2.705
3.141
3.850
4.39R
4.821
5.145
5.378
5.528
5.594
5.578
5.476
5.275
4.912
4.400
3.772
3.058
2.283
1.477
.690
0
0
.558
.814
1.321
2.580
.<;.088
7.591
10.092
15.088
20.079
25.069
30.056
35.043
40.029
45.014
50.000
54.986
59.973
64.962
69.954
74.950
79.950
84.956
89.965
94.982
100.000
0
-.635
-.752
-.921
-1.180
-1.562
-1.857
-2.107
-2.504
-2.804
-3.031
-3.201
-3.318
-3.386
-3.404
-3.372
-3.286
-3.133
-2.852
-2.456
-1.982
-1.466
-.937
-.443
-.058
0
Lower surface
Station Ordinate
~~:~~I~rdinat~
0
.436
.679
1.171
2.412
4.902
7.399
9.898
14.90:l
19.912
24.924
29.937
:)4.952
:l9.968
44. P84
50.000
55.016
60.030
65.042
70.051
75.056
80.055
85.049
90.037
95.019
100.000
0
.564
.821
l.:l2<J
2.588
5.098
7.6!)]
10.102
15.097
20.088
25.076
30.063
35.048
40.032
45.016
50.000
.54.984
59.970
64.()58
69.949
74.944
79.945
84.951
89.963
94.981
100.000
- - - - - - ---- - - - -
__ 0
-.730.
-.940
-1.099
-1.234
-1.445
-1.604
-1.i23
-1.81f)
-1.8R9
-1.900
-1.905
-1.882
-1.830
-1.744
-1.581
-1.344
-1.058
-.747
-.434
Upper surface
Lower surface
0
.806
.980
I. 245
1.099
2.40\
2.958
3.432
4.202
4.796
5.257
5.608
5.862
6.024
IL095
6.074
5.960
5.n6
5.132
4.759
4.071
3.289
2.445
1. 570
.724
0
0
-.706
-.840
-1.031
-1.327
-I. 769
-2.ll0
-2.389
-2.8.'\6
-:1.204
-3.467
-3.664
-3.802
-3.082
-3.905
-3.R68
-1.770
-3.594
-1.272
-2.815
-2.281
-1.697
-1.099
-.536
-.092
0
::0
M
"C
::0
>-:3
00
...
t>:>
~>
>-:3
....
o
L. E. radius: 0.530
-----
- -
L. E. radius: 0.530
L. E. radius: 0.223
L. E. radius: 0.662
Slope of radius through L. E.: 0.Og4
----_._-
~------.
>
t"'
>
C)
<!
....
Ul
NACA 661-012
NACA 661-212
NACA 662-015
NACA 662-215
NACA 662-415
::0

airfoil chord]

airfoil chord]
[Stations and ordinates ~iven in percent of

airfoil chord]
[Stations and ordinates given in percent. of

airfoil chord]

",iI'foil chord]
(")
Upper surface
Upper surface
Lower surfilCe
- - - - - - - - - ----0
.5
.75
1.25
2.5
5.0
i.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
0
.906
.5
.75
1. 087
1. 358
1.25
1.808
2.5
2.496
5.0
3.037
7.5
3.496
10
4.234
15
4.801
20
5.238
25
5.568
30
5.803 ' 35
5.947
40
45
6.000
5.965
50
5.836
55
5.588
60
5.139
65
4.515
70
3.767
75
2.944
80
2.083
85
1. 234
90
.474
95
0
100
L. E. radius: 0.952
----
--
0
-.906
-1.087
-1.358
-1.808
-2.496
-3.037
-3.496
-4.234
-4.801
-5.238
-5.568
-5.803
-5.947
-6.000
-5.965
-5.836
-5.588
-5.139
-4.515
-3.767
-2.944
-2.083
-1.234
474
0.
_J
Lower surface
Upper surface
Upper surface
Lower surface
Station Ordinate Statiou Ordinate
--- - - - - - - -
- - - - - - - ---- - - -
0
.424
.666
1.156
2.395
4.883
7.379
9.878
14.883
19.894
24.908
29.925
34.943
39.962
44.981
50.000
55.019
60.036
65.051
70.061
75.066
80.065
85.057
90.043
95.022
100.000
0
.953
1.154
1.462
1.991
2.809
3.459
4.011
4.095
5.596
6.132
6.539
6.833
7.018
7.095
7.068
6.931
6.659
6.169
5.487
4.661
3.739
2.755
1. 750
.789
0
0
.576
.834
1. 344
2.605
5.117
7.621
10.122
15.117
20.106
25.092
30.075
3.5.057
40.038
45.019
50.000
54.981
59.964
64.949
69.939
74.934
79.935
84.943
89.957
94.978
100.000
-.853
-1.014
-1.248
-1.619
-2.177
-2.611
-2.977
-3.559
-4.004
-4.342
-4.595
-4.773
-4.876
-4.905
-4.862
-4.741
.-4.517
-4.109
-3.543
-2.871
-2.1-17
-1.409
-.716
-.157
0
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
1.122
1. 343
1.675
2.235
3.100
3.781
4.358
5.286
5.995
6.543
6.956
7.250
7.430
7.495
7.4.<;0
7.283
6.959
6.372
5.576
4.632
3.598
2.530
1. 489
.566
0
0
.5
.75
1. 2,5
2.5
5.0
7.5
10
15
20
2.<;
30
35
40
45
.<;0
55
60
65
70
75
80
85
90
95
100
Station
-5.99.5
-6.543
-6.956
-7.250
-7.430
-7.495
-7.450
=~:~
-6.372
-5.576
-4.632
-3.598
-2.530
-1.489
-.566
0
Sta~ion I~rdinate
Upper surface
I
.103
.646
1.134
2.370
4.855
7.349
9.848
14.854
19.868
24.886
29.906
34.929
39.952
44.976
50.000
55.023
60.045
65.063
70.075
75.081
80.079
85.070
90.052
95.026
100.000
0
1.168
1.409
1.778
2.417
3.413
4.202
4.872
5.957
6.790
7.437
7.927
8.280
8. .<;01
8.590
8.551
8.378
8.030
7.402
6.547
5.526
4.393
3.202
2.005
.881
0
0
.594
.854
1. 366
2.630
5.145
7.651
10.152
15.146
20.132
25.114
30.094
35.071
40.048
45.024
50.000
54.977
59.955
64.937
69.925
74.919
79.921
84.930
89.948
94.974
100.000
-?058
-1.269
564
-2.045
-1.
-2.781
-3.354
-3.838
-4.6ll
-5.198
-5.647
-5.983
-6.220
-6.359
-6.400
-6.347
-6.188
-5.888
-5.342
-4.603
-3.736
-2.801
-1.856
-.9il
-.249
0
I
I
Lower surface

-----
0
-1.122
-1.343
-1.675
-2.235
-3.100
=!:m
-5.286
Ordinate
Lower surface
0
.314
.544
1.019
2.241
4.711
7.199
9.696
14.709
19.736
24.771
29.812
34.857
39.904
44.952
50.000
55.046
60.090
65.126
70.1.<;0
75.162
80.1.<;9
85.139
90.104
95.053
100.000
--------0
1. 206
1.467
1.873
2.592
3.718
4.617
5.381
6.624
7.581
8.329
8.897
9.309
9.571
9.685
9.656
9.173
9.100
8.431
7.518
6.419
5.187
3.872
2.519
1.196
0
0
.686
.956
1.481
2.759
5.289
7.801
10.304
15.291
20.264
25.229
30.188
35.143
40.096
45.048
50.000
54.954
59.910
64.874
69.850
74.838
79.841
84.861
89.896
94.947
100.000
0
-1.006
-1.187
-1.445
-1.848
-2.454
-2.921
-3.313
-3.932
-4.397
-4.749
-5.009
-5.189
-5.287
-5.305
-5.244
-5.093
-4.816
-4.311
-3.630
-2.839
-2.003
-1.180
-.451
.068
0
L. E. radius: 0.952
L. E. radius: 1.435 .
Slope of radius throngh L. E.: 0.084
L. E. radius: 1.435
I
L. E. radius: 1.435
SlopeofradiusthroughL. E.: 0.168
---
---
----
><l
~
....
>-:3
>-:3
M
M
"1
g
>
M
::0
o
Z
>
q
>-:3
(")
Ul
NACA 663-018
i Stations and
ordinat~s
given in percent of
airfoil chord]
Upper surface
._-----Rtation
Lower surface
----- ---- - - - - - - 0
.5
.7S
1.25
2.5
.>.0
7.5
10
15
20
25
30
35
40
4.>
50
5,
liO
Ii.>
70
75
80
85
90
9.>
100
0
1.323
1.571
1.952
2.li4Ii
a. f)yO
4.513
5.210
Ii. :3:1a
7.188
7.M8
8.346
8. 701
8.918
8. 998
8.942
8.733
8.323
7.580
0
.5
.7ii
1.25
2..>
5.0
7.5
10
15
20
2.>
30
35
40
45
50
55
60
fi.1)
H. fi97
70
5.451
4.201i
2.934
1. 714
.646
0
75
80
85
90
9.>
100
0
-1.323
-1.571
-1.952
-2.li4fi
-a.liYO
-4.513
-5.210
-1i.3a3
-7.188
-7.848
-8.346
-8.701
-8.918
-8.998
-8.942
-8.733
-8.323
-7.580
-Ii. 597
-5.451
-4.206
-2.934
-1.714
-.646
0
NACA 663-218
NACA 663-41 8
NACA 664-021
[Stations an(l ordinates given inpcrccnt of

airfoil chord]
{ Stations and ordinates !!ivcn in percent of

airfoil chord)
{Stations and ordinates given in percent 01

airfoil chord]
Upper surface
Lower surface
Upper surface
Rtation Ordinate Station Ordinate
- - - --- ---- - 0
.389
.628
1.115
2.346
4.827
7.320
9.818
14.825
19.M1
24.863
29.887
34.914
39.942
44.971
50.000
55.028
60.054
65.075
70.089
0
1-368
1.636
2.054
2.828
4.002
4.933
5.724
7.004
1.982
8.742
9.317
9.731
9.989
10.093
10.045
9.828
9.394
8.610
7..>68
{;.345
75.095
80.093
5.001
85.081
3.606
90.060
2.230
9.>.030 .
.961
100.000
0
0
0
.611 -1.268
.872 -1.496
1.38S -1.840
2.654 -2.456
5.173 -3.370
7.680 -4.085
10.182 -4.690
15.175 -5.658
20.159 -6.390
25.137 -6.952
30.113 -7.3iS
35.086 -7.fi71
40.0OR -7.847
45.029 -7.903
50.000 -7.839
54.972 -7.638
59.946 -7.252
64.925 -6.550
-.>.624
69.911
74.905 -4.51\5
7l'.907 -3.409
84.919 -2.260 '
89.940 -1.19fi
-.329
94.970
100.000
0
E. radiu" 1.955
Slope of radius through L. K: 0.084
1,.
----.
_.~~prr su~ace.
Lower surface
------------Station Ordinate Station Ordinate

---- - - - - - - - - - 0
.280
.509
'.981
2.194
4.656
7.140
9.636
14.651
19.683
24.726
29.775
34.829
39.885
44.943
50.000
55.056
60.107
65.149
70.178
75.191
80.185
85.162
90.120
95.060
100.000
0
1.405
1.692
2.147
3.000
4.306
5.347
6.231
7.669
8.773
9.633
10.287
10.759
11. U59
11.188
11.148
10. 923
10.464
9.639
8.539
7.238
5.794
4.276
2.744
1.275
0
0
.720
.991
L 519
2.806
5.344
7.860
10.364
15.349
20.317
25.274
30.225
35.171
40.115
45.057
50.000
54.944
59.893
64.851
69.822
74.809
79.815
84.838
89.880
94.940
100.000
0
-1.205
-1.412
-l. 719
-2.256
-3.042
-3.651
-4.163
-4.977
-5.589
-6.0sa
-6.399
-6.639
-6.775
-6.808
-6.736
-6.543
-6.180
-5.519
-4.651
-3.658
-2.610
-1.584
-.676
-.011
0
L. E. radius: 1.955
--
I,ower surface

-------- - - -
---
0
.5
.75
1.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
1. 525
1.804
2.240
3.045
4.269
5.233
6.052
7.369
8.376
9.153
9. 738
10.154
10.407
10.500
10.434
10.186
9.692
8. 793
7.610
6.251
4.796
3.324
1.924
.717
0
0
.5
.75
l.25
2.5
5.0
7.5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
0
-1. 52.5
-1.804
-2.240
-3.045
-4.269
-5.283
-6.052
-7.369
-8.376
-9.1sa
-9. 738
-10.154
-10.407
-10.500
-10.434
-10.186
-9.692
-8. 793
-7.610
-6.251
-4.796
-3.324
-1.924
-.717
0
rJl
d
~
~
L. E. radius: 2.550
_ ..
>-<
"1
NACA 664-221
NACA 67,1-215
NACA 747A315
NACA747A415
{Stations and ordinates given in percent of

airfoil chord]

airfoil chord]
(Stations and ordinates given in percent of

airfoil chord]

airfoil chord]
Up""r surfa~-e
Lower surface
Upper surface
------Station Ordinaw Station Ordinat<'
- - - _._- ---- - - - 0
.372
1. 570
.610 1.8ti9
I. 095
2.342
2.323
3. 221i
4.S00
4.580
7.291
5.ti53
9.788
6.51i5
14.797
8.039
19.815
9.170
24.MO
10.047
29.869
10.709
34.900
11.183
39.933
11.478
44.967
11. 595
50.000
H.lm
55.032
11.281
60.063
HI. 763
55.087
9.823
70.103
8. 581
75.109
7.145
80.106
5.091
3.99(;
85.092
90.067
2.440
9.1.034
1.032
100.000
0
()
0
.628
.890
1.405
2.li77
5.200
7.709
10.212
15.20:1
20.185
25. HiO
30.131
35.100
40.01i7
45.0:3:!
50.0110
54.968
59. 937
64.913
69.897
74.891
79.894
84.908
89.933
94.966
100.000
---- ------- - -
-1.470
-1.729
-2.128
-2.854
-3.948
-4.805
-5. sal
-li.ti9a
-7.578
-8. 2m
-8.7Ii5
-9.123
-9.336
-9.405
-9.:331
-9.091
-8.621
-7.763
-6.6.17
-5.355
-3.999
-2.(150
-1.406
-.400
0
L. g. radius: 2.550
Rlopu of radius through L. K: 0.084
--
.402
.642
1. 128
2.361
4.848
7.344
9.845
14.854
19.869
24.887
29.908
34.930
:39. 95:1
44.976
50.000
55.024
f~l. 047
65.068
70.086
75.098
80.100
85.092
90.071
95.037
100.000
0
1.213
1. 460
1.867
2.577
3.557
4.321
4.947
5.954
5.7:l5
7.348
7.825
8.185
8.430
8.570
8. f>OO
8.516
8.302
7.935
7.3?:!
6.515
5.335
:l.999
2.5:l7
L 103
0
Upper surface
Lower surface
-------

0
II
Lower surface
Ii
.598
.858
1.372
2.639
5.1.52
7.656
10.155
15.146
20.131
25. 113
30.092
35.070
40.047
45.024
50.000
54.976
59.953
64.932
69.914
74.902
79.900
M.908
89.929
94.963
100.000
0
-1.11:1
-1-320
-1.553
-2.205
-2.925
-3.473
-3.913
-4.608
-5.143
-5.558
-5.881
-6.125
-6.288
-6.380
-0.394
-6.326
-6.160
-5.875
-5.429
-4.725
-3.743
-2.65.1
-1. 5Q.1
-.471
0
0
.229
.449
.911
2.109
4.564
7.05.1
9.558
14.599
19. 668
24.758
29.867
35.001
40.200
45.375
50.447
55.463
60.435
65.366
70.241
75.130
80.073
85.0~8
90.016
95.004
100.000
L. K radius: 1.52:3
Rlope of radius through L. E.: 0.084
-
- - - - ---- - - - ---0
1.30.>
1. 599
2.065
2.935
4.264
5.2l'6
6.140
7.497
8.503
9.242
9.731
9.982
9.962
9.572
8.964
8. 206
7.324
6.365
5.354
4.336
3.295
2.257
1.289
.481
0
.771
1.051
1.589
2.891
5.436
7.947
10.442
15.401
20.332
25.242
30.133
34.999
39.800
44.625
49.553
54.sa7
59.565
64.6:34
69.759
74.870
79.927
84.962
89.984
94.996
100.000
0
-1.031
-1.207
-1.473
-1.927
-2.518
-2.952
-3.304
-3.M3
-4.247
-4.546
-4.773
-4.926
-5.020
-5.040
-5.014
-4.930
-4.772
-4.509
-4.ll0
-.3.502
-2.743
-1.915
-1.097
-.405
0
L. E. radius: 1.544
Slope of radiUS through L. E.: 0.232
-
.-
Upper surface
::d
"1
o>-<
~
t;
Lower surface
;...
- - - - ---- - - - - - - 0
0
.183
l.318
.398
1.622
.852
2.106
2.041
3.01ti
4.487
4.4ll
6.972
5.488
9.476
6.390
14.521
7.827
19.1'98
8.897
24.698
9.687
29.818
10.216
34.964
10.497
40.176
10.499
45.364
10.121
50.447
9.516
55.474
8.753
60.454
7.859
65.393
6.878
70.273
5.838
75.164
4.78.1
80.107
3.692
85.066
2 592
90.037
1. 546
.
95.015 1 .639
100.000
0
0
.817
1.102
1.648
2.959
5.513
8.028
10.524
15.479
20.402
25.302
:lO.182
35.036
39.824
44.636
49.5.13
54.526
59.546
64.607
69.727
74.8.16
79.893
84.934
89.963
94.985
100.000
-.994
-1.160
-1.406
-1. 822
-2.349
-2.730
-3.038
-3.501
-3.845
-4.095
-4.286
-4.411
-4.485
-4.493
-4.462
-4.381
-4.215
-3.992
-3.622
-3.053
-2.344
-1.578
-.&38
-.247
0
L. E. radius: 1.544
I
I ....-
113
IV-PREDICTED CRITICAL MACH NUMBERS

Page
Critical Mach number chart___ _ __ ___ __ _ __ ___ _ ___ __ __ _ __ _ __

Variation of critical Mach number with low-speed section lift
coefficient:
For the NACA 0006,0009, and 0012 airfoil sections_ _____
For several N ACA 14-series airfoil sections of various
thicknesses ________________________________ .. __ __ _ __
thicknesses_ __ ___ ___________ __ ______ _ __ ___ __ _ _____ _
thicknesses __________________ . _ _ __ _ __ _ __ __ _ __ __ __ __
thicknesses________________________________________
thicknesses, cambered for various design lift coefficients_ _
For several N ACA 63-series symmetrical a~rfoil sections of
various thicknesses .. _ _ _ __ __ __ __ _ _ __ __ _ __ __ _ __ __ __ _ __
. For several N ACA 63-series airfoil sections of various thicknesses, cambered for a design lift coefficient of 0.2_ _ _ _ __
For several NACA 63-series airfoil sections of various thicknesses, cambered for a design lift coefficient of 0.4 ____ . _
For two N ACA 63-series airfoil sections of different thicknesses, cambered for a design lift coefficient of 0.6_ __ _ __
For several N ACA 64-series symmetrical airfoil sections of
various thicknesses_ ___ __ __ _ __ __ _ __ _ __ _ __ __ __ _ __ __ __
For several N ACA 64-series airfoil sections of various thicknesses, cambered for a design lift coefficient of O. L __ " __
For several N ACA 64-series airfoil sections of various thicknesses, cambered for a design lift coefficient of 0.2 __ .. ___
For several NACA 64-series airfoil sections of various thicknesses, cambered for a design lift coefficient of 0.4_ __ __ _
For two N ACA 64-series airfoil sections of different thicknesses, cambered for a design lift coefficient of 0.6. __ . __
114
115
115
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 .. ____________________________ ____
For several N ACA 65-series airfoil sections with a thickness
ratio of 0.18 and cambered for various design lift
coefficients ______________________________________
~-
116
116
117
117
118
118
119
119,
120
120
121
121
122
For several N ACA 65-series airfoil sections of various thicknesses, cambered for a design lift coefficient of 0.2__ ____
For several N ACA 65-series airfoil sections of various thicknesses, cambered for a design lift coefficient of 0.4_ _____
For several N ACA 65-series airfoil sections with mean line
of the type a=0.5 and cambered for a design lift coefficient of 0.4 _____________________ .. ___ '. ~ _________ ____
For two NACA 65-series airfoil sections of different thicknesses, cambered for a design lift coefficient of 0.6_ _____
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 _ _ _______________ ____
For several N ACA 66-series symmetrical airfoil sections of
various thicknesses _____ " ___________________________
For several N ACA 66-series airfoil sections of various thicknesses, cambered for a design lift coefficient of 0.2_ .. __ . __
For two N ACA 66-series airfoil sections of different thicknesses, cambered for a design lift coefficient of 0.4 ___ .. __
For several N ACA 66-series airfoil sections with a thickness
ratio of 0.16 and cambered for various design lift
coefficients_ _ __ ______________________________ __ ____
For several NACA 6-seri,cs airfoil sections with different
positions of minimum pressure and various thicknesses,
cambered for various design lift coefficients____________
For two N ACA 7-series airfoil sections with a thickness ratio
of 0.15 and cambered for different design lift coefficients_ _
122
123
123
124
124
125
125
126
126
127
127
128
128
114

1.0
l
1\
.9
\
\
1\
\
.8
1\
\
I\Curve calculated from equations (8) and (62) of' ref'erence /9
\
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'\
f--
I'\.
'"
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l'---
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...........
I"---...
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r-
r:-:.:..:: :--
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.3
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./
_0-
1.0
1.4
1.8
2.2
2.6
Low-speed pressure caefflclenf, S
Critical Mach nnmber chart.
3.0
3.4
3.8
-,--'-' .
1.0
._- t--
---
NACA 0006
- - - - - - - - NACA 0009
- - - NACA 0012
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.8
...
"-
l"
2l
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,\
1\
\ '
1\
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b
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...
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Low-speed secfion liTt coefficient, c 1
oI:rj
"- ,J'...,.
"- ...... "',
-....::.
....>...
........
-. ....
r........
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Variation of critical Mach number with low-speed section lift coefficient for the NACA 0006, 0009,
and 0012 airfoil sections.
,,~
I" . . ,i'
t"
t::::I
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NACA 1408
NACA 1410
NACA 1412
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ll, V
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1.0
Low-speed section lift coefficient, c,
Variation of critical Mach number with low-speed section lift coefficient for several N ACA 14series airfoil sections
of various thicknesses.
I-'
I-'
Cl
~
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0:>
I.O,r-'--.-r--r-'-.-,--'r-'--.-r--r-'-'--r-r-'--'--.--.-'--.--r--r--r-'--~~
1.0
NACA 2412
-------- NAC'<) 2415
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- -
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- - -
NACA 2421
'Il--t--t-II+-+-+-11
1-+-+-+111-+-+-+1
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Low-speed section /Ift coe/tlc/ent, c,
Variation of critical Mach numbcr with
100V
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1.0
spood section lift coefficient for several NA CA 24 series airfoil scctions

01
-,4
I
-,2
.2
...4
...6
LOW- speed section Iitt coeffiCient, CI
I
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To
Variation of critical Mach number with low-speed sectionliIt coefficient for several NACA -series airfoil sections
1.0
1.0
------------ . -- -----
.9
NACA
NACA
NACA
NACA
NACA
23012
23015
23018
Z3021
23024
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Low-speed section lift coefficient, C z
Variafion of critical Mach number with low-speed section lift coefficient for several NAOA 230-series airfoil sections
.
o-:4
.2
.2
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_6
L ow- speed section lift coef'ficient, c z
-8
/.0
Variation of critical Mach number with low-speed section lift coefficient for several NACA 63-series airfoil sections
of various thicknesses, cambered for various design lift coefficients.
--:r
I-'
..00
I-'--,-T-r
1.0,
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63-008
83-009
63.-012 +-+--+--l
63.-0/5
NACA 63.-018
NACA 634 -021
NACA
NACA
NACA
NACA
1 I I I I I I I I I I I I I
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1-
NAC4 63-206
-- - ----. NACA 63-20g
- - - AlACA 63-210
- - - - N.l.CA 68.-212
- .. - - NACA 83.-215
- - - NACA (}3 3 -218
- - - - NACA 63.. -221
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Low-speed section 11ft coef'f'icient. c,
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1.0
Variation of critical Mach numbel' with lowspeed section Iirt cO('fficient for sHeml N A UA G:l-s"I-i,'s syrnllwt.ricul
airfoil sections of various thicknesses.
.1
-- f- - - f -
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Low-speed secfior? lif't coeFFicient,
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1.0
Cl
Vuriation of critical Mach number with lowspeed section lift coefficient for several NACA 63series airfoil sections
of various thicknesses, cambered for a design lift coefficient of 0.2.
1.0,,----,-----.-----.---,----,--,
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~~
1-0,--,--,
-,-r-1-r []--r
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NACA 6 3 , - 4 / 2 - r r m
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------~- NACA 63. -6'/8 +1--+--+-----1-----1
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with a thickness ratio of 0.15 and cambered for different design lift coefficients.
129
V-AERODYNAMIC CHARACTERISTICS OF VARIOUS AIRFOIL SECTIONS

J:'age
N ACA 0006 _____. ____________________________________. ____

NACA 0009 ____ .______________________________ c ________ _
NACA 1408 ________ .. __ .. __ . ______________________________
NACA 1410_____________________________________________
NACA 1412 _________ .. ________________ __________________
N ACA 2412_ ______ __ _________ ________ ___________________
N ACA 2415 _____ . _________ . ______________________________
N ACA 2418 ___ ~ ___ ______________________________________
N ACA 2421._ _____ ________ ___ _______________ ____ __ ______
N ACA 2424__ _____ ______________________ ____ ______ ______
N ACA 4412 _________________________________ c _ _ _ _ _ _ _ _ __ _
NACA 4415 ________________________ .. ______ ______________
NACA 4418 ______________________ . _____ - ____ .____ _____ __
N ACA 4421. _______________________________________ ____ _
N ACA 4424. _________ ._ __________________________________
N ACA 23012 .. ______ ________ __________ ___________________
N ACA 23015 ___________________________ - ________ " . _- - ___
NACA 23018 _________________________________________ .__
NACA 23021. _______ ._ ________ ___ __ ______ ___ __ ___ ______ _ _
N ACA23024 _____________ - - ___ - ____ -____ - ___ - _- - ____ - - - __
N ACA 63,4-420--- ______________________ - ___ - _- - ____ - ___ N ACA 63,4-420 with 0.25e slotted flap
(a) Configuration _________________ - - - __ - - - .. - - -- - -- --.
(b) Aerodynamic characteristics with hinge location 1_ _ __
(c) Aerodynamic characteristics with hinge location 2_ _ _ _
NACA 63,4-420, a=0.3_ .. ____________________________ ~____
NACA 63(420)-422 ____________________ . -- _______ - ---- ---NACA 63(420)-517 __________________________ - _- - - _- - - - - _NACA 63-006 ____________________ . _________ .____________
NACA 63-009 _________________________________ - - _______ NACA 63.:..206 __________ . ___________ .. ____________________
.NACA 63-209 ____________________ ~ _____ . ______ - -- --- ---NACA 63-210 __________________ ._ _______________________
N ACA 63 1-012 ________________________ - - - _- - - - - -- - - - - .. - NACA 63 1-212 _______________________________ - - - __ -.--_'.
N ACA 63 1-412 ______ . ____ .. ___ . ___ - ___ - - - __ - - - - - - -. - - - - - -.
N ACA 63 2-015 ____ .. ____ c _. ____________ - ____ - - - - - _ - - - - - - NACA 632-215 ___ ~ ____ ._________ ._ - ________ .. _______ .. _____
NACA 63 2-415 ____ .___________ . ____________ ----------.-N ACA 632-615 ___________________ - ___ - - - __ .. - _- - - - - - - - - - NACA 63 a-018_______________________ ___________________
N ACA 633-218 _____ . _________ - ___ - ___ - - - - - - - - - - - - - - - - - - N ACA 632-418 ________________________ - ______ - - - _- - - - - - N ACA 633-618 __________ . _'" _- ___ - ___ - - - - - - - -. - - - - - - - - - N ACA 634-021. __________ - __ - .. __ - - - - .. - - - -- - - - - - - - - - - - - - N ACA 63r 221. ____ .. _________ - ___ - - _- - - - - - - - - - - - - - - - - - - N ACA 634-421 _______ .. _______ - _.. _- - _- - - -.-. - - - - - - - - - - - - - NACA 64-006 ___________ --- _____ ---- --. ---------------NACA 64-'-009 ___________ .. - ________________ .. ___________
N ACA 64-108 ___ .... _.. __ . __ - _____ . _- ___ - - - - - - - - - - - - - - - - - - NACA 64-110 ____ . ____ ._. - __________ ---------.-----.----NACA 64-206 ____ .__________________ .. ______ ---' ---------NACA 64-208 ______________________ . --.----------------NACA 64-209 ____________________ - ___ -- -- - ---- - -- - -- -- -N ACA 64-210 ______ . ______ . __________________ - - - __ - - - - _N ACA 64 1-012 ____________________________ - _- - - - _- - - - - - N AC A 64 1-112 ________________________ - ___ - __ - - - _- - - - - - NACA64 1-212 ____________________________________ - - - ___
N ACA 64 1-412 ___________________ - ___ - - - - - - - - - - - - - - - - - - N ACA 642-015 _______________________________ - - - __ - - - - - NACA 64 215 ________ "_________________________________
r
NACA 642-415 ___________ . ___________________ ._____ -_ -- __
NACA 643-018 ___________________ . _____ ._________________
NACA 643-218_ .. ____________ ~_"_________________________
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
158
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
Page
NACA 643-418 ___ . ____ . ___ . ______________ . __ .. __________

NACA 643.-618 __________________ . __________________ . ___
N ACA 6~-021. ________________________ .. ______ . ___ _____
N ACA 64r 221. ____ . ____________________ . ___________ .... _
N ACA 64r 42L __________________ .. ___ . ____________ . ____
NACA 65,3-018..----. __________ .. _____________ . _ ___ __ ___ _
NACA 65,3-418, a o=0.8_ .. _.. ___________________ . ___________
NACA 65,3-618..-- _____________________________ ~ __ ______
NACA 65,:3-618 with 0.20e sealed plain flap_________________
NACA 65(216)-415, a=0.5________________ ________________
NACA 65-006 __________ . __________________ .____________
NACA 65-009 _____________ ... ___________ .. ________________
N ACA 65-206_ ________ _______________ ___________________
N ACA 65-209_ _____________ __ _________ ___ . ______ _______
N ACA 65-210 ____________ .. _____ ___ _____ ________ ____ ______
N ACA 65-410 ____ .. __. _____ . ______ .. _______________ _______
N ACA 65 1-012 ___ .. __ '_ __________ __________________ _______
NACA 651-212 _____ . _________________ .~_ ________ ________
NACA 65 1-212 with 0.20e split flap (lift and moment
characteristics) _ ___ ______ ______________________________
NACA 65 1-212, a=0.6 ______________________ ._____________
NACA 651-412 _____________________________ .. __________ ._
NACA 65 2-015_ _ _ _________ ______________________________
NACA 652-215_ _ _ ____ ___________ ________ __ ______ ________
N A C A 65 r 415 ______________ . ____________________ _______
NACA 65 2-415, a=0.5 ____ .____________ __________________
N ACA 653-018_ _ _ ____________________________ ____ ____ ___
NACA 65:,-118 with 0.30ge double slotted flap
(a) Configuration ____________ .. ______________________ (b) Aerodynamic characteristics_ _ ______ _____ ___ _______
N ACA 653.-218 _________________ " _________ - - ___ - __ - ____ - N ACA 65:,-418 ___ .. ___ .. ___ . _______________________ _______
N ACA 653-418, 0= 0.5_ ____________________________ _______
N ACA 6Sa-618 ______ ._ ___________ _ _ _ ______________ _______
NACA 65a-618, a=0.5 __________________________ ._________
N ACA 654-021. ___________________________ - ______ - ____ - _
N ACA 654-22L __ .. _ _______ _ _ _ ____________________ _______
N ACA 65 r 42 1. __________________________________ - ___ - - NACA 65c 421, a=0.5 _____ .. ______________ c_______________
NACA 65(216)-114 _________________ .. __ __ ______ _____ _______
N A C A 65 (421)-420 ____________________ - ___ - - _____ - - - - __ - - NACA 66,1-212-- _________________ ._____________________
NACA 66,1-212 with 0.20e split flap (lift and moment
characteristics) __________________ . _____________ '__ - ___ - _
N ACA 66(215)-016 ______________________________________ . _
NACA 66(215)-216 _______________________________ - ____ -N ACA 66(215)-216 with 0.20e sealed plain flap_ _____ _ _ _ __ ___
N ACA 66(125)-216 with 0.20e split flap (lift and moment
characteristics) _________________________ - _- __ -- - - - __ - -NACA 66(215)-216, a=0.6_________________________________
NACA 66(215)~216, a=0.6 with 0.30e slotted and 0.10c plain,
flap
(a) Airfoil-flap configuration _________________________ - _
(b) Flap configuration _____________ -_ --- -- _____ - - __ -- (c) Aerodynamic characteristics. Slotted flap retracted___
(d) Lift and moment characteristics.
Slotted flap
deflected 22 _ ~ _______ .. _________ _________ ____ ___
Slotted flap
(e) Lift and moment characteristics.
deflected 27___________________________________
(f) Lift and moment characteristics.
Slotted flap
deflected 32 _____ ._____________________________
(g) Lift and moment characteristics.
Slotted flap
deflected 87___________________________________
N ACA 66(215)-416 ______________________________ - - -_ -- - -
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233'
234
235
236
237
238
239
240
240
241
242
243
244
245
246
130

Page
Page
NACA 66-006 _______________________ -.: _______________ - __

N ACA 66-009_ . ___________ .. _________ - _______ - ________ - __
NACA 66--206 ________________________________________ - __
NACA 66-209 ___________________________________.-- ___ - __
N ACA 66-210 _____________. _________________ .__ - _______ - __
N ACA 66 1-012 _____________________ - - - __ - - ___ - - - _ - - - _ - -NACA 66 1-212 ___________ -____________________________ _
NACA 662-015 ______________________ - - __ - - __ - - - - _- - - __ -NACA 66 215 ____________ . ____________________________._
r
247
248
249
250
251
252
253
254
'255
N ACA 662-415 __________________ "_ ________ _____ ______ _

NACA
NACA
N ACA
N ACA
N ACA
N ACA
NACA
N ACA
663--018" ________________ .. _________ ~ ______ ._______ _

663-218 _________________________________________ _
663-418 _________________________________________ _
664-021 _______ .. ______ .. ______________________ .. ___ _
664-221 ___________________________________ .. _____ _
67,1-215 _______________________________________ ~_ ..
747A315 ___________ . _________________ ._ ... _______ .
747 A415 _____________________________ .. _________ _
256
257
258
259
260
261
262
263
264
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i:e
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--t- .......,.,
r--1
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1.0 -l-t-T,r
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't
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,
..".020
t-t-,.....-r-t
r---r---;---1
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.028
.8
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-.J.
.036
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r
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ii
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r
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~ -:-.4
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24
32
-;5
-1.6
-1.2
-.8
Section angle of attock, aD, deq

Aerodvnamic characteristics of the NACA 67,1-215 airfoil section, 24-inch chord ..
-.4
.4
.8
Cz
1.2
1.6
:;.. -.),,
3.6
.2
3.2
28
E88=t+rnHBfm#tEfHm-
~mlmmlimilmi
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II
-.2
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' --T
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lf-t-
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l-
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l--
I
II
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<0'0.020I
f7
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II
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5'
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:Q
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rv---;-v
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ll:i
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1'7 -'H
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0
8
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Section angle of attack, 0, deq
24
~q,
'
T.\-
<r'C ~ vic
0259 0'066
6.0 m i 2 6 1
.OJ4
9.0
.262
.012
6.0
Standard roughness
020c simulated sflil flap deflected 60
6.0.
'.
60
Standard roughness
>
0
>
o .J.OxIO'
()
,t- t-
o
L;
a c. positIOn
\J _
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[7
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(,.)
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f--
-16
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'd
[~ij=t1=t1~~Fi~f3~=t~-t!-~ttl=~fjEi~til
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tl.
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1
f-,
a()
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tl
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1.6
32
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-/.2
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AerodYnamic characteristics of the NAOA 747A315 airfoil section, 24-inch chord.
--.4
.4
.8
1.2
1.6
UI
SectIon lift coerticient, cl

t-:l
O!I
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yje 1
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Li.staroard roughness I I I
J 6:CjI
I
1 l--.-L J
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17
-.8
Aerodynamic characteristics of the NACA 747A415 airfoil section, jM-inch chord.
'~i.~;h~;.~,
-v
~
Z
>
q
.260 :rO/8
-.00/
.260 -.001 I
Sfandard roughness
G.20c simu(ated sf'it flap deflected
<> 9.0
L> 6:';
-.5
-8
0
8
/6
Secfion angle of attach, oc o, deq
8."4
xjc
oo 30,/06.0
....o -.3'f
-1.6
-/6
a c. position
-24
.....
1;
-2.0
-:32
,......
,-
>-3
>-3
....
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C
0
l:ll
~
"-
k-I
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riUr'
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"->
......
~~ -.4
~ -.2
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t>
rv-~ kr
<l
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-JI
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I)"
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r-:~ ~
8
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r'ff
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C
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13
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[
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,,~
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...... P<-f"'
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.I
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If
t;..J
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I
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I
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l:ll
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en
D.
l:ll
>-3
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....
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II
2.0
1.0
.Ot?4
1J.
![ 1\
lr4 t(
"
.8
.6
g
.....p..
....
.(J32
",
2.8
-.Lf
0
.4
Section liff c(>efficient, C1
.8
I.C
1_
1.8
"- "-
..... ......
......
z
Positive directions of axes and angles (forces and moments) are shown by arrows
Moment about axis
Axis
Designation
LongitudinaL ______
LateraL _____________
N ormaL _____________
X
Y
X
Y
Rolling _______
Pitching. __ . __
Yawing. __ .___
Absolute coefficients of moment

L
M
N
0,= qbS
Om= qcS
O"=qbS
(rolling)
(pitching)
(yawing)
Angle
Velocities
I
Force
(parallel
axis)
Sym- to
symbol Designation Symbol
bol
L
M
N
Positive
direction
Designation
Y----+Z
Z----+X
X---+Y
RoIL _______
PitclL ___ . __
Yaw ________
Linear
Sym- (compobol nent along Angular
axis)
'"
I)
'"
p
q
Angle of set of control surface (relative to neutral

position), o. (Indicate surface by proper subscript.)
4. PROPELLER SYMBOLS
D
P
p/D
V'
V.
T
Diameter
Geometric pitch
Pitch ratio
Inflow velocity
Slipstream velocity
Thrust, absolute coefficient OT=
Torque, absolute coefficient Oa=
p
0,
;D4
1/
Power, absolute coefficient Op=
6/ V 5
Speed-power coefficiellt= -V ~nj
Efficiency
Revolutions per second, rps
pn
~nr.
pn
Effective helix angle=tan- I (2
LF
5. NUMERICAL RELATIONS
1 hp=76.04 kg-m/s=550 ft-lb/sec

1 metric horsepower=O.9863 hp
1 mph=0.4470 mps
1 mps=2.2369 mph
fD6
pn
1 Ib=0.4536 leg
1 kg=2.2046 Ib
1 mi= 1,609.35 m=5,280 ft
1 m=3.2808 ft
V
7rrn

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NATIONAL ADVISORY COMMITTEE

REPORT No. 824

SUMMARY OF AIRFOIL DATA

and LOUIS S. STIVERS, Jr.

horsepower (metric) _____

foot (or mile) _________ ft (or rni)

Angle of setting of wings (relative to thrust line)

Reynolds number, p Vl wherelisalineardimen-

sion (e.g., for an airfoil of 1.0 ft chord, 100 mph,

True air speed

Lift, absolute coefficient OL= q~

Drag, absolute coefficient OD= q~

Profile drag, absolute coefficient

Induced drag, absolute coefficient OD j = qu

Parasite drag, absolute coefficient ODP= ~S

Cross-wind force, absolute coefficient 0 0 =

REPORT No. 824

National Advisory Committee for Aeronautics

AUBREY W. FITCH, Vice Admiral, United States Navy, Deputy

CHARLES G. ABBOT, Sc. D., Vice Chairman, Executive Committee,

WILLIAM LITTLEWOOD, M. E., Jackson Heights, Long Island,

HENRY H. ARNOLD, General, "Gnited States Army, Commanding

FRANCIS W. REICHELDERFER, Sc. D., Chief, United States

WILLIAM A. M. Bl:RDEN, Assistant Secretary of Commerce for

LAWRENCE B. RICHARDSON, Rear Admiral, United States Navy,

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

POWER Pr,ANTS FOR AIRCRAFT

MATERIALS RESEARCH COORDINATION

Coordination of Research Needs of Military and Civil Aviation

LANGLEY MEMORIAL AERONAUTICAL LABORATORY

AMES AERONAUTICAL LABORATORY

AIRCRAFT ENGINE RESEARCH LABORATORY, Cleveland Airport, Cleveland, Ohio

OFFICE OF AERONAUTICAL INTELLIGENCE, Washington, D. C.

SUMMARY _______ .. _- - - __ - - . __ - ____ - - __ - - __ ., . _ . _.. _.. _____ _

REPORT No. 824

LOUIS S. STIVERS, JR.

Recent information on the aerodynamic characteristics of

A considerable amount of airfoil data has been accumulated

REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAUTiC;:,

increment of aileron hinge-moment coefficient at

abscissa of lower surface

chordwise position of transition

critical pressure coefficient

pressure coefficient (H~o

first airfoil thickness ratio

section aileron effectiveness parameter, ratio of

t urb u Ience fac t or (

Effective Reynolds number)

SUMMARY OF AIRFOIJ" DATA

The investigation was extended in references 2 and 3 to

was obtained by empirical modification of the previously

REPORT NO. 824-NATIONAL ADVISORY COMMITTEE FOR AERONAU'fICS

Rodius fhrou9h end of chord

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

Thickness distribution obtained from ordinates of the N A OA 65,3--018 airfoil.

The process for combining a mean line and a thickness.

The corresponding expressions for the lower-surface coordinates are

The center for the leading-edge radius is found by drawing

of the leading-edge point. Because the slope at the leading

procedure is justified by the manner in which the slope

Numbering system.-The numbering system for the

SUMMA RY OF AIRFOI L DATA

Thickn ess distrib utions. ---Data for the NACA 0006,0008,

Values of the velocit y-incre ment ratio !::.Va/V may be obtaine d

SUMMARY _______ .. _- - - - - . - - - - - ., . _ . _.. _.. _____ _

747A315 747A015 "" __________ _