In 1945, NACA issued report No.

824, “summary of airfoil data”; it includes data

on their “six-number” laminar-flow airfoils. NACA 641-412 is typical (see figure
4). The lowest Rn is 3,000,000.

These airfoils were developed similarly to those in NACA report no.460: a

symmetrical section wrapped around a cambered mean line. However, careful
study of pressure distribution allowed this type of airfoil to obtain a very low
profile drag (over a limited range of lower lift coefficients) . the P-51 Mustang
WW II fighter employed airfoils of this type. The “low drag bucket” at CL 0.4
shown in figure 4 shows this drag reduction.

In 1949, NACA issued technical Note 1945. This compared 15 NACA airfoil
sections at Rns from 9,000,000 ( 9 x 106) to 700,000 (0.7 x 106).

The CL max of NACA 641-412 at Rn 9 x 106 is 1.67, but it drops to 1.18 (70
percent of the highest Rn) at Rn 0.7 x 106. Profile drag increases from 0.0045 to
0.0072 for the same Rn range, and the stall angle is 16 degrees, but it drops to
12 degree at the low Rn. Pitching-moment coefficient is 0.063.

REYNOLDS NUMBERS

A most important consideration in airfoil selection is “scale effect.” The measure

of scale effect is the Rn. Its formula is :

Rn = Chord (in inches) x speed (in mph) x 780 (at sea level).

A full-scale airplane flying at 200 mph with a wing chord of 5 feet (60 inches) is
operating at Rn 9,360,000. A scale model flying at 60mph with a wing chord of
10 inches flies at Rn 468,000. When landing at 25mph, the model’s Rn is reduced
to 195,000. In 1937, NACA issued report No.586, which shows the shocking
adverse impact (dampak negative yang mengejutkan) of scale on airfoil
characteristics (based on tests in a variable-density wind tunnel over a wide
range of Rns, as shown in Figures 1,2 and 3). Note that the Rns shown are “test”
results and require correction for a “turbulence factor” that wasn’t recognized
during the tests. This factor is 2.64. each Rn in figures 1,2 and 3 should be
increased by this factor.

The airfoils involved (dilibatkan)in these figures are “related sections.” NACA
0012 is symmetrical; NACA 2412 was developed by “wrapping” the symmetrical
section around a cambered mean line so that the upper and lower surfaces
were equidistant (sama jauh) from the camber line. For NACA 2412, this mean
line has a camber height of 2 percent of the chord length, with its highest point
at 40 percent.

NACA 0012 in figure 2 shows a shocking reduction in maximum lift coefficient

from 1.55 for the highest Rn to 0.83 for the lowest-a difference of 54 percent of
the higher value.

Similarly, the stall AoA is sharply reduced from 17 degrees for the highest Rn to
10 degrees for the lowest. One very interesting phenomenon is this airfoil’s
behavior beyond the stall at the lower Rns. It continues to lift up to 28 degrees
at almost full value.

Profile drag at low Rns is almost double that at high Rns and increases very
significantly at the stall and beyond-not surprising, considering the post-stall lift
behavior.

NACA 0012 has a zero pitching moment, except beyond the stall where it’s
negative (nose down) and stabilizing.

NACA 2412 in figure 1 is a popular sport-model airfoil. Compared with NACA