Supercritical Aerofoils
Supercritical Aerofoils
Supercritical Aerofoils
Technical
Paper
2969
1990
NASA Supercritical
Airfoils
A Matrix
Charles
D. Harris
Langley
Research
Hampton,
National Aeronautics-and
Space Administration
Office of Management
Scientific and Technical
Information Division
of Family-Related
Virginia
Center
Airfoils
Summary
A concerted
effort
within
the
National
Aero-
nautics
and Space Administration
(NASA)
during
the 1960's and 1970's was directed toward developing practical
two-dimensional
turbulent
airfoils with
good transonic
behavior
while retaining
acceptable
low-speed characteristics
and focused on a concept
referred
to as the supercritical
airfoil.
This distinctive airfoil shape, based on the concept of local
supersonic
flow with isentropic
recompression,
was
characterized
by a large leading-edge
radius, reduced
curvature over the middle region of the upper surface,
and substantial
aft camber.
This report summarizes
the supercritical
airfoil
development
program in a chronological
fashion, discusses some of the design guidelines,
and presents
coordinates
of a matrix
of family-related
supercritical airfoils with thicknesses
from 2 to 18 percent
and design lift coefficients from 0 to 1.0.
Introduction
A concerted
effort within
the National
Aeronautics
and Space Administration
(NASA)
during
the 1960's and 1970's was directed
toward developing practical
airfoils with two-dimensional
transonic
turbulent
flow and improved
drag divergence
Mach
numbers while retaining
acceptable
low-speed maximum lift and stall characteristics
and focused on a
concept referred to as the supercritical
airfoil. This
distinctive airfoil shape, based on the concept of local
supersonic
flow with isentropic
recompression,
was
characterized
by a large leading-edge
radius, reduced
curvature over the middle region of the upper surface,
and substantial
aft camber.
The early phase of this effort was successful in
significantly
extending
drag-rise
Mach numbers beyond those of conventional
airfoils such as the National Advisory Committee
for Aeronautics
(NACA)
6-series airfoils. These early supercritical
airfoils (denoted by the SC(phase
1) prefix), however, experienced a gradual
increase in drag at Mach numbers
just preceding
drag divergence
(referred
to as drag
creep). This gradual buildup of drag was largely associated
with an intermediate
off-design second velocity peak (an acceleration
of the flow over the rear
upper-surface
portion of the airfoil just before the final recompression
at the trailing edge) and relatively
weak shock waves above the upper surface.
Improvements
to these early, phase 1 airfoils resulted in airfoils with significantly
reduced drag creep
characteristics.
These early, phase 1 airfoils and the
improved phase 1 airfoils were developed
before adequate theoretical
analysis codes were available and
resulted from iterative
contour modifications
during
wind-tunnel
testing.
The process consisted
of evaluating experimental
pressure distributions
at design
and off-design conditions
and physically
altering the
airfoil profiles to yield the best drag characteristics
over a range of experimental
test conditions.
The insight gained and the design guidelines that
were recognized during these early phase 1 investigations, together
with transonic,
viscous, airfoil analysis codes developed
during the same time period,
resulted
in the design of a matrix of family-related
supercritical
airfoils
(denoted
by the SC(phase
2)
prefix).
The purpose
of this report is to summarize
the
background
of the NASA supercritical
airfoil development, to discuss some of the airfoil design guidelines, and to present
coordinates
of a matrix
of
family-related
supercritical
airfoils with thicknesses
from 2 to 18 percent and design lift coefficients
from
0 to 1.0. Much of the discussion pertaining
to the fundamental
design concepts
is taken from reference
1
and unpublished
lectures on supercritical
technology
presented
by Richard
T. Whitcomb
in 1970.
Information
on the development
of supercritical
airfoils and earlier publications
were originally
classified confidential
but have since been declassified.
Reference
2 discusses
potential
benefits of applying
supercritical
airfoil technology
to various types of aircraft and flight programs
to demonstrate
such applications.
Table I indicates
some of the major milestones in the development
of supercritical
airfoils.
The high maximum
lift and docile stall behavior
observed on thick supercritical
airfoils generated
an
interest in developing
advanced airfoils for low-speed
general aviation
application.
Starting
in the early
1970's, several such airfoils were developed.
Emphasis was placed on designing turbulent
airfoils with low
cruise drag, high climb lift-to-drag
ratios, high maximum lift, and predictable,
docile stall characteristics.
During the mid 1970's, several medium-speed
airfoils were developed that were intended to fill the gap
between the low-speed
airfoils and the supercritical
airfoils for application
on light executive-type
airplanes.
These airfoils provided
higher cruise Mach
numbers than the low-speed
airfoils while retaimng
good high-lift, low-speed characteristics.
References
3 to 12 document
the research
effort
on NASA low- and medium-speed
airfoils.
Symbols
Cp
pressure
coefficient,
Cp,soni c
pressure coefficient
local Mach number
qoo
corresponding
of 1.0
to
section
drag
Cl
section
lift coefficient
Development
coefficient
Slotted
section pitching-moment
about the quarter
chord
am
section
Cn
normal-force
coefficient
coefficient
curvature
d2y/dx 2
free-stream
slope
pressure,
psf
dynamic
pressure,
Rc
Reynolds number
stream conditions
SC
supercritical
TE
trailing
tic
thickness-to-chord
of airfoil
surface,
dy/dx
psf
based on freeand airfoil chord
edge
distance
line
normal
angle
of attack
DD
drag
divergence
lower surface
upper
(x)
free-stream
OL
surfaces,
Mach number
of airfoil
ratio
to airfoil
line
reference
Subscripts:
Airfoil
SC(3)-0710
surface
conditions
designation:
supercritical
(phase 1)--0.7 design
lift coefficient, 10 percent thick
SC(2)-0710
supercritical
(phase 2)--0.7 design
lift coefficient, 10 percent thick
supercritical
(phase 3)--0.7 design
lift coefficient,
10 percent thick
of Supercritical
Supercritical
Airfoils
Airfoil
Supercritical
Airfoil
It was recognized
that the presence
of a slot
increased skin friction drag and structural
complications. Furthermore,
both two-dimensional
and threedimensional
investigations
of the slotted airfoil indicated that the shape of the lower surface just ahead
of the slot itself was extremely
critical and required
very close dimensional
tolerances.
Becauseof thesedisadvantages,
an unslottedor
integralsupercriticalairfoil (fig. 1) wasdevelopedin
the mid 1960's.The resultsof the first workon the
integralairfoil weregivenlimited distributionin 1967
in a confidentialLangleyworkingpaper.This paper
waslater declassified
andformedthe basisfor much
ofthe reviewof NASAsupercriticalairfoilspresented
in reference1. Exceptfor the eliminationof the slot,
thegeneralshapeofthis integralairfoil wassimilarto
that ofthe slottedairfoil. Propershapingofthe pressuredistributionswasutilized to controlboundarylayerseparationratherthan a transferof streamenergyfromthe lowerto uppersurfacethrougha slot.
The maximumthickness-to-chord
ratio for the integral supercriticalairfoil was0.il rather than 0.135
asusedfor the slottedairfoil. Theoreticalboundarylayercalculationsindicatedthat theflowonthe lower
surfaceof an integralairfoil with the greaterthicknessratio of the slottedairfoil wouldhaveseparated
because
of the relativelyhigh adversepressuregradientsat the point of curvaturereversal.
The experimentalresults shownin figure 2 indicatedthat for a normal-forcecoefficientof 0.65
the drag-riseMach numberfor the integral airfoil
wasslightly higherthan that for the slotted airfoil
of reference13. However,a simplifiedanalysisindicatedthat the dragrisefor a slottedairfoil with the
samethicknessratio of the integralairfoil wouldbe
roughly0.81.A rule of thumbis that, all elsebeing
equal,there is approximately0.01 changein dragriseMachnumberfor every0.01changein thickness
ratio. Thus, the integral airfoil wassomewhatless
effectivethan the slottedairfoil in delayingdragrise.
For reference,the drag-risecharacteristicsfor a
NACA 641-212airfoil, obtainedfrom reference15,
arealsopresentedin figure2. A comparisonof the
thicknessdistribution for this 6-seriesairfoil with
that for the supercriticalairfoil suggestedthat the
ll-percent-thick supercritical airfoil was approximately structurally equivalentto the 12-percentthick 6-seriesairfoil. Comparedwith this 6-series
airfoil, the integral supercriticalairfoil delayedthe
drag-riseMachnumberby an incrementsomewhat
greaterthan 0.1.
Notethe dip in dragcoefficientat M = 0.79 for
the slotted airfoil. There has been much discussion
over the years as to whether
it is possible to isentropical.|y decelerate
a supersonic
flow to a subsonic
flow without creating a shock wave. At this particular point, the shock wave almost disappeared.
There
was only a very small glimmer of a wave in schlieren
pictures
and there did not appear to be much wave
energy loss in the wake drag measurements
behind
the model. It was, for all practical purposes,
a shockfree condition.
Even though
the ideal of a shock-
Design
Philosophy
Isentropic
recompression
is thus encouraged
and at
design
conditions
an extensive
chordwise
region
of
generally
constant
supersonic
flow is maintained
over
the upper
surface
and terminated
shock wave. As noted
in reference
to the trailing
edge,
that
it will separate.
pressure
distribution
cepts
(ref.
are consistent
19) when
he
geometric
isentropic
the
sonic
feature
of sections
compression
due
line
is an abrupt
designed
to waves
change
to exploit
the
reflected
from
on the
upper
sur-
can
be provided
Pressure
distributions
ll-percent-thick
indication
of
NASA
with
the
supercritical
a large
leading-edge
measured
integral
airfoil
flow phenomena
airfoils
on
provide
a
associated
at design,
the
general
with
subcritical,
in-
termediate
off-design,
and high-lift
conditions
(fig. 7).
Figure
7(a) shows the nearest
experimental
pressure distribution
to design conditions
at a Mach number slightly
above the design
value.
The shock wave
location
is rearward
of that
for the design
condition with a small
acceleration
ahead
of the shock.
This causes
a slight increase
in shock losses but does
not result
in boundary-layer
separation.
Separation
would occur when the shock wave moves farther
rearward and the pressure
plateau
is eliminated.
The flow is a little
more
complex
over
part
of the airfoil.
One of the important
of the supercritical
airfoil is to keep the flow
hind the shock wave moving
at close to the
sound
(fig. 5). The plateau
in the pressure
tion tends
to control
the forward
movement
the aft
features
just bespeed of
distribuof dis-
turbances
associated
with the decelerating
flow near
the trailing
edge of the airfoil.
This prevents
the disturbances
from moving
forward
near the surface
and
causing
wave.
the flow
However,
to converge
into
since the flow at
the usual
a moderate
shock
dis-
pressure
also necessary
the boundary
at the shock,
flow because
plateau
behind
the
shock
wave
is
to stabilize
the boundary
layer.
When
layer moves through
the pressure
drop
it decelerates
more
than
the stream
it does not have as much
momentum
as the stream.
If the pressure
gradient
behind
the
shock wave is too great,
the boundary-layer
flow will
reverse
and result
in separated
flow. The problem
is
allows
mixing
boundary-layer
However,
rearward
theory
indicates
the plateau
in the
of the
shock
wave
a reenergization
of the
boundary
layer
between
the shock and the final pressure
at the
trailing
edge.
layer can move through
without
separating.
by
rise
As a result,
the boundary
a greater
total pressure
rise
Considering
another
part
of the boundary-layer
story,
the pressure
coefficient
at the trailing
edge
on a conventional
airfoil
is fairly positive.
Theoretically it recovers
to stagnation
pressure,
but in reality, because
it is impossible
for the boundary
layer to
reach
stagnation
conditions,
it separates
locally
and
the pressure
rise is less. On the supercritical
airfoil,
the intent
was to keep the boundary
layer attached
while
it underwent
the total
pressure
rise through
the shock wave and the trailing-edge
recovery.
If the
pressures
had to rise from the level ahead of the shock
to the usual
positive
pressures
at the trailing
edge,
boundary-layer
theory
indicates
that
it would
separate even though
there
is a plateau.
Therefore,
the
supercritical
airfoil was designed
so that the pressure
coefficient
at the trailing
edge was only slightly
positive by making
the slope of the lower surface
equal to
that
of the upper
surface
at the trailing
edge.
This
results
in the airfoil
having
a very sharp
and thin
trailing
edge. The importance
of this effect is shown
by the experimental
data
in figure
7(a).
The nearambient
pressure
at the trailing
edge, which results
from the small
included
angle
of the trailing
edge,
reduces
to a minimum
the total
pressure
rise the
upper-surface
boundary
layer must traverse
and thus
minimizes
the tendency
toward
separation.
Turning
now to the lower
surface,
it has been
mentioned
before
that
lift is produced
by the aft
lower-surface
cusp, resulting
in the type of aft-loaded
pressure
distribution
shown
in figure 7(a).
There
is a
severe pressure
rise near two-thirds
chord to substantially positive
pressures
in the cusp region.
Again
referring
to boundary-layer
theory,
boundary
layerg-going into such positive
pressures
tend to separate
much
more
readily
than
when
going
into a pressure
rise
from less than
stream
pressure
to stream
pressure,
so that
a pressure
rise on the lower surface
greater
than that
on the upper
surface
cannot
be tolerated.
Therefore,
it is important
that
the velocities
on the
forward
region
of the lower surface
do not go supersonic.
As soon as the flow there
goes supersonic,
a
shock wave pressure
rise is superimposed
on the pronounced
pressure
rise leading
into the cusp,
which
increases
the tendency
for the boundary
layer
to
separate.
In fact, experiments
were conducted
where
the flow on the lower surface went supersonic,
and
for such cases, the flow did separate.
Attention
was also paid to the shape of the pressure rise into the lower-surface
cusp as defined by the
Stratford
criteria of reference 20. There is initially an
abrupt rise or steep positive gradient
followed by a
gradually
decreasing
gradient
into the cusp. This in
effect forces the boundary
layer right up to the point
of separation
and then eases off by reducing the rate
of pressure rise. In theory, at this point there is zero
shear or skin friction, although
no decrease in drag
that would be associated
with this supposedly
zero
shear was ever measured
during supercritical
airfoil
testing.
In figure 7(b), a subcritical
pressure distribution
is shown for the same angle of attack.
The pressure
distribution
has a negative
peak near the leading
edge, followed by a gradual increase in pressure.
It is
important
to keep this peak from becoming
so high
that the flow will separate.
By keeping the velocities
down in the middle region (region of low surface
curvature)
while accelerating
the flow over the rear
region (region of high surface curvature),
the pressure
distribution
over the mid upper surface is quite flat
and has a low level. The lower surface is the same
as at supercritical
speeds because the lower surface
even for the supercritical
case is still subcritical.
In figure 7(c), a pressure
distribution
is shown
for an intermediate
condition between the design and
subcritical
points at a Mach number just below the
design value. Notice that the front part of the pressure distribution
looks quite similar to that of the
design point, fairly fiat, but the shock location is significantly
farther
forward than for the design condition.
Behind the shock wave the flow experiences
a reacceleration
because
of the increased
curvature
of the rear part of the airfoil resulting
in a second
supersonic
peak near three-quarter
chord. When attempting
to design for a minimum
shock strength
condition, the rearward curvature had to be increased
and, as a result, the reacceleration
velocity at the
intermediate
conditions
could be sufficiently great to
cause a second shock wave. The total pressure rise
through this second shock and the immediately
fol=
lowing trailing-edge
pressure recovery may cause significant boundary-layer
separation
near the trailing
edge.
The pressure distribution
shown in figure 7(d) is
that measured
at the high-lift corner of the variation
of normal force with Mach number for separation
onset, shown previously
in figure 3. The shock wave,
associated with a local upstream
Mach number of 1.4,
causes a very large adverse pressure gradient.
However, the trailing-edge
pressure recovery and a surface
6
the surface.
With
airfoil, this adverse
of Trailing-Edge
the plateau
on the
effect is eliminated.
Thickness
ability ofanalyticalcodes(discussed
in latersections)
madeit easierto explorevariationsin trailing-edge
geometry,the optimum trailing-edgethicknesswas
found to vary with the maximumthicknessof the
airfoil andto be somewhatlessthan 0.7percent.
Effects
of Maximum
Thickness
of Aft Upper-Surface
Curvature
The dissimilarities
between the l 1-percent-thick
airfoil 5 and the 10-percent-thick
airfoil 9 were in
the contours of the rear upper surface. As discussed
earlier,
the rear upper
surface of the supercritical
airfoil is shaped to accelerate
the flow following the
shock wave in order to produce a near-sonic
plateau
at design conditions.
Near the design normal-force
coefficient,
at intermediate
supercritical
conditions
between the onset of supersonic
flow and the design
point, the upper-surface
shock wave is forward
and
the rear upper-surface
contour necessary to produce
the near-sonic plateau at design conditions causes the
flow to expand into a second region of supercritical
flow in the vicinity of three-quarter
chord. Care must
be exercised that this second region of supercritical
flow is not permitted
to expand to such an extent
that a second shock wave is formed,
which would
tend to separate the flow over the rear portion of the
airfoil.
As part of the systematic
wind-tunnel
development
of the supercritical
airfoil, modifications
over the rear upper surface of supercritical
airfoil 5
were made to evaluate
the effect of the magnitude
of the off-design second velocity peak on the design
point.
Surface slopes over the rear upper surface of
airfoil 5 were modified
as shown in figure 13, and
the resultant
airfoil was designated
as airfoil 6. The
modification
was accomplished
by removing material
over approximately
the rear 60 percent
of the upper surface
without
changing
the trailing-edge
thickness and resulted
in an increase
in surface
curvature
around
midchord
and a decrease
in surface
curvature
over approximately
the rearmost
30 percent
of the
airfoil.
(For small values
of slope,
curvature
may be
approximated
by dm/dx,
which is the second
derivative of the surface
contour
d2y/dx2.)
The evaluation
is documented
in reference
24.
The
results
indicated
that
attempts
to
reduce
the magnitude
of the second
velocity
peak at intermediate
off-design
conditions
in that particular
manner had an adverse
effect
on drag
at design
conditions.
The
results
suggested,
however,
that
in
order to avoid drag penalties
associated
with the development
of the second
velocity
peak into a second
shock
system
on the upper
surface
at intermediate
off-design
conditions,
the magnitude
of the second
peak
should
be less than
that
of the leading-edge
peak.
Wave
losses
are approximately
proportional
to
the local Mach
number
entering
the shock and can
he minimized
by maintaining
a region
of low curvature
and thereby
reducing
local velocities
ahead
of
the shock.
The broad region
of relatively
low, nearly
uniform,
upper-surface
curvature
on
the
supercritical
airfoil
extends
from slightly
rearward
of the
leading
edge to about
70 or 75 percent
chord.
Reference 25 describes
the results
of extending
this region
of low curvature
nearer
to the trailing
edge in an
attempt
to achieve
a more rearward
location
of the
upper-surface
shock wave without
rapid increases
in
wave losses
and associated
separation,
thus delaying the drag divergence
Mach number
at a particular
normal-force
coefficient
or delaying
the drag break for
a particular
Mach
number
to a higher
normal-force
coefficient.
Extending
this low curvature
region
too
near the trailing
edge, however,
forces a region of relatively
high curvature
in the vicinity
of the trailing
edge with increased
trailing-edge
slope.
This
high
curvature
would
be expected
to produce
a more adverse
pressure
gradient
at the trailing
edge, where
the boundary
layer is most sensitive,
and would
result in a greater
tendency
toward
trailing-edge
separation.
The degree
and chordwise
extent
of low curvature
therefore
strongly
influences
both the strength
of the shock wave and the onset
of trailing-edge
separation,
the two principal
causes
of drag divergence.
The results
indicated
that although
simply
extending
the region
of low curvature
farther
than
on earlier
supercritical
airfoils
provided
a modest
improvement
in drag divergence
Mach number,
it had an unacceptably adverse
effect on drag at lower Mach numbers.
An Improved
Supercritical
Airfoil
During
the
early
development
of the
twodimensional
supercritical
airfoil, emphasis
was placed
upon
developing
an airfoil
with
the highest
dragdivergence
Mach number
attainable
at a normal-force
coefficient
of about
0.7. The normal-force
coefficient
of 0.7
account
was chosen
was taken
as the
of the
representative
of lift
technology
near-sonic
critical
airfoil concept
The
resultant
design
effects
coefficients
transports
were then
airfoil,
goal since,
of sweep,
at which
utilizing
expected
identified
as
it
when
was
advanced
the superto cruise.
supercritical
airfoil
11, with
a ratio
of maximum
thickness
to
chord
of 0.10 and a ratio
of trailing-edge
thickness
to chord of 0.007,
had a drag divergence
Mach number of about
0.79 and was reported
in reference
21.
This airfoil experienced,
however,
a "creep"
or gradual increase
in the drag coefficient
of about
14 counts
(c d increment
of 0.0014)
between
the
subcritical
Mach number
of 0.60 and the drag divergence
Mach
number
at the design
normal-force
coefficient.
This
gradual
buildup
of drag was largely
associated
with
an intermediate
off-design
second
velocity
peak and
relatively
weak shock waves above the upper
surface
at these
speeds.
It was believed
that
with proper
shape
refinements,
the drag creep could
be reduced
or eliminated.
Following
the development
of airfoil
11, design
studies
of advanced
technology
transport
configurations
suggested
that
cruise
Mach
number
requirements
would
be somewhat
lower
than
originally
anticipated,
thereby
reducing
wing
sweep
and lift
coefficient.
Consequently,
the design
lift coefficient
at which the supercritical
airfoil was b@ing developed
was lowered
to about
0.55.
The wind-tunnel
tests
(circa
1972) required
for airfoil
optimization
at the
lower normal-force
coefficient
also provided
the opportunity
to explore
the drag creep
problem,
thus
drag
creep
was included
as a goal and an imPortant
factor
in the wind-tunnel
program.
The result
(ref. 26) was an airfoil,
identified
as airfoil 26a, with
a slightly
smaller
leading-edge
radius,
reduced
curvature
over the forward
and rear upper
Surfface, reduced aft camber,
and minor
changes
over the lower
surface.
Until
this point
in the supercritical
airfoil
development
program,
the airfoils
could more or less
still be defined
by several
empirical
equations.
In
the process
of developing
airfoil 26a, attempts
were
made to retain the capability
of being able to describe
the airfoils
with geometric
functions,
but such efforts
were not successful.
Airfoil
26a and subsequent
airfoils were not, therefore,
mathematically
described.
Such
refinements
improvements
in the
in the
airfoil
overall
drag
shape
produced
characteristics
at
normal-force
coefficients
from about
0.30 to 0.65
compared with earlier supercritical
airfoils developed
for a normal-force
coefficient
of 0.70.
The drag
divergence
Mach number
of the improved
supercritical airfoil 26a varied from approximately
0.82
at a normal-force
coefficient
of 0.30 to 0.78 at a
normal-force
coefficient
of 0.80 with no drag creep
evident up to normal-force
coefficients of about 0.65.
As discussed
in reference
26, these improved
drag
creep characteristics
were largely attributed
to a
more favorable flow recompression
over the forward
upper surface
overexpansion
Effects
of
of Aft Camber
During
the
development
of the
improved
10-percent-thick
airfoil 26a, a number of systematic
contour modifications
were evaluated.
These individual modifications
were intermediate
steps toward
a definite design goal but may be organized into small
groups of related contour variations.
One such grouping showed the effects of variations
in surface slope
and curvature
distributions
over the rear portion of
the airfoil. Although not approached
from the standpoint of camber effects per se, the variations
of surface slope and curvature distributions
resulted in airfoils with different aft camber and, for convenience,
were referred
to in this manner.
Reference
27 documents the aerodynamic
characteristics
of these airfoils with different aft camber.
/
Supercritical
Airfoil
31
position of maximum
thickness
to 0.01c at the trailing edge, thereby increasing
the aft camber. Moving
the position of upper-surface
maximum thickness forward by 0.02c simply compressed
the forward upper
surface longitudinally
and maintained
the same general family resemblance
to airfoil 26a.
In addition to the aforementioned
changes, several experimental
modifications
were necessary
before arriving
at the final configuration:
airfoil 31
(circa 1974). These modifications
consisted
of small
curvature
variations
near the upper-surface
leading
edge to better control the development
of supersonic
flow in this region and over the forward lower surface
to flatten the forward lower-surface
pressure
distribution.
Geometric
characteristics
of airfoil 31 are
shown in figure 14 and compared
with those of airfoil 12. Airfoil 12 differs very little from airfoil 11
(ref. 26) and was selected as a basis of comparison
because
data were available
over a wider range of
off-design conditions
than for airfoil 11.
The results presented
in reference 28 and summarized in figure 15 show that airfoil 31 produced significant improvements
in the drag characteristics
compared with the earlier supercritical
airfoil 12 designed
for the same normal-force
coefficient
(Ca = 0.7).
Drag creep was practically
eliminated
at normalforce coefficients between 0.4 and 0.7 and greatly reduced at other normal-force
coefficients.
Substantial
reductions
in the drag levels preceding
drag divergence were also achieved
at all normal-force
coefficients. The Mach numbers at which drag diverged
were delayed for airfoil 31 at normal-force
coefficients
up to about 0.6 (by approximately
0.01 and 0.02 at
normal-force
coefficients of 0.4 and 0.6, respectively)
but were slightly lower at higher normal-force
coefficients.
The trade-off
between reduced
drag levels preceding
drag divergence
through
the range of
normal-force
coefficients and reduced drag divergence
Mach numbers at the higher normal-force
coefficients
called attention
to the compromises
that are sometimes necessary
in the design of airfoils for practical applications
over a wide range of operating
conditions.
Supercritical
airfoils through number 31 were'developed through
intuitive
contour
modifications
in
the wind tunnel before adequate
theoretical
design
or analysis codes were available
and are referred to
as phase 1 airfoils.
They resulted
from an experimentally iterative process of evaluating
experimental
pressure
distributions
at design and off-design conditions and physically
altering
the airfoil profile to
yield the best drag characteristics
over a range of test
conditions.
The models were constructed
to provide
the capability
of on-site (mounted
in test section)
modifications.
They consisted
of a metal core with
9
Designed
Supercritical
Airfoil
The successes
in achieving
virtually
shock-free
flow in wind-tunnel
tests of two-dimensional
airfoils,
combined with the evolution of advanced technology
aircraft, gave impetus to the development
of a practical approach
to the theoretical
design of transonic
lifting airfoils with minimum
wave losses. One approach was the complex hodograph
method for the
design of shockless supercritical
airfoils reported
in
reference
29. This mathematical
approach
was used
by P. R. Garabedian
of New York University
to design an airfoil to be shock free (isentropic
recompression)
at a Mach number of 0.78, a lift coefficient
of 0.59, and with a maximum
thickness-to-chord
ratio of about 0.10. The aerodynamic
characteristics
of this airfoil were then measured
in the Langley
8-Foot Transonic
Pressure
Tunnel
to evaluate
experimentally
the validity of the design technique.
Reference
30 presents
the results of the experiment
and compares
them with the aerodynamic
characteristics
of the improved
supercritical
airfoil 26a,
which was experimentally
designed for similar design
conditions.
Three major conclusions
were reached:
(1) except for slight degradation
at off-design
conditions
(drag creep and reduced drag divergence
Mach numbers at low Ca), the experimental
aerodynamic
characteristics
of the theoretical
airfoil compared
well
with those of the experimentally
designed
airfoil;
(2) undue emphasis
on a single-point
shockless
design goal would more than likely compromise
off10
design characteristics--a
more realistic
design goal
would be a minimum
wave loss design point that
would also provide acceptable
off-design characteristics; and (3) the complex hodograph
design method
could be a valuable
design tool if used in conjunction with an adequate
analysis program
to evaluate
off-design characteristics.
Theoretical
and experimental
results of several
other airfoils designed by use of the complex hodograph method of reference
29 are reported
in references 31 and 32.
Theoretical
Drag
Calculations
Design
Guidelines
During
the experimental
development
of these
phase 1 airfoils,
design guidelines
were r_ognized
that yielded the best compromises
in drag characteristics over a range of test conditions.
The first guideline,
referred
to as the sonic
plateau,
is that at some incremental
normal-force
coefficient
and Mach number
below the design conditions the pressure
distribution
on the upper and
lower surfaces
be flat with the upper-surface
pressures just below the sonic value.
A generalized
off-design
sonic-plateau
pressure
distribution
on a
representative
supercritical
airfoil is presented
in figure 17. The increment
in normal-force
coefficient was
Designed
Supercritical
Airfoils
Matrix
of Phase
2 Supercritical
Airfoils
The experimental
verification
of the design guidelines or "target pressure distributions"
and the success with which two airfoils were designed using computational
methods prompted
the design of a matrix
of family-related
airfoils, all based on the guidelines
12
described
above
phase 2 airfoils.
and referred
to as the
supercritical
numberswerefelt to be representative
of the probable applicationsfor the airfoils.
If airfoils with thicknessratios intermediateto
thosepresentedin tablesII to XXII aredesired,and
changesin thicknessratios are not morethan 1 or
2 percent,the ordinatescan be linearly scaledor
interpolated from these tables without seriously
alteringthe gradientsof the theoreticalpressuredistributions. The two symmetricalairfoils shownin
the matrix weredevelopedby wrapping the thicknessdistributionofthe least-cambered
airfoil of each
thicknessratio aroundthe referenceline, filling in
the resultantupper and lowerrear cuspedsurfaces
so that the surfaceswerestraight lines from about
65 percentchord to the trailing edge,and making smallmodificationsto the coordinatesto make
sure that both surfacessatisfiedthe upper-surface
sonic-plateauguidelineat zeroangleof attack. The
12-percent-thick
symmetricalairfoil, SC(2)-0012,was
tested at high Reynoldsnumbersin the Langley
0.3-MeterTransonicCryogenicTunnel,and the resultswerereportedin reference43. The 14-percentthick airfoil camberedfor 0.7lift coefficientwasalso
testedat highReynoldsnumbersandreportedin references44 and45.
Phase
3 Supercritical
Airfoils
There appeared
to be some concern
that the
leading-edge
radii of the supercritical
airfoils were
too large to be compatible
with good low-speed characteristics,
that the airfoils had nose down pitching
moments
that were too large, and that there was
not enough structural
depth over the rear cusp region where flaps would normally
be located.
After
the design of the matrix of phase 2 airfoils was completed, an attempt
was made to address these concerns during the late 1970's.
The airfoils studied
during these investigations
were referred to as supercritical phase 3 airfoils.
Studies
(using the same iterative
computation
techniques
as used in the design of the phase 2 airfoils) indicated
that reductions
in pitching moments
could be achieved by thickening
the airfoil in the
vicinity of the rear lower surface and undercutting
the forward lower surface without
significantly
degrading the airfoil performance
at design conditions.
Undercutting
the forward lower surface also resulted
in an effectively smaller leading-edge
radius.
Figure
31 compares
sketches
of the original
12-percent-thick
phase 2 supercritical
airfoil designed
for 0.7 lift coefficient
and the same airfoil with the
forward lower surface undercut.
Figure 32 indicates
that the upper surface was relatively
unaffected
at
design conditions
by this modification.
The curvatures over the lower surface where the undercut
sur-
Remarks
A concerted
effort within
the National
Aeronautics
and Space Administration
(NASA)
during
the 1960's and 1970's was directed
toward developing practical
two-dimensional
turbulent
airfoils with
good transonic
behavior
while retaining
acceptable
low-speed characteristics
and focused on a concept
referred
to as the supercritical
airfoil.
This distinctive airfoil shape, based on local supersonic
flow
with isentropic
recompression,
was characterized
by
a large leading-edge
radius,
reduced curvature
over
13
the
middle
stantial
region
aft
This
report
critical
1.0.
and
the
and
13.
sub-
some
presented
percent
NASA
program
in
of
the
and
design
with
lift
of
thicknesses
coefficients
15.
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William
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15
Table
I. Major
Milestones
in the Development
Milestone
Experimentally
designed slotted SC airfoil
Experimentally
designed integral SC airfoil
Thickened-trailing-edge
experiments
Improved
SC airfoil 26a
Theoretically
designed SC airfoil
Experimentally
designed SC airfoil 31
Analytically
designed 10-percent-thick
SC airfoil
Analytically
designed 14-percent-thick
SC airfoil
Matrix of phase 2 SC airfoils
Phase 3 SC airfoils
16
33
of NASA
Supercritical
Airfoils
Date
Reference
1964
1966
1970
1972
1973
1974
1975
1975
1976-1978
1979
13 (TM X-1109)
21
26
30
28
39
40
(TM
(TM
(TM
(TM
(TM
(TM
X-2336)
X-2978)
X-3082)
X-3203)
X-72711)
X-72712)
Table
xlc
II.
Coordinates
(y/c) u
,0.0o0
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i0o
.ii0
.120
.130
.140
.150
.160
.17o
.180
.190
.200
.210
.220
.230
.240
_25o
0.0o0o0
.00135
.00205
.00280
.00375
.00445
.00500
.00550
.00590
.00625
.00660
.00690
.00720
.00745
.00770
.00790
.00810
.00830
.00845
.00860
.00875
.00890
.00900
.00910
.00920
.00930
.00940
.oo95o
.260
.270
.280
.290
.300
.31o
.320
.330
.340
.350
.360
.370
.380
.390
.400
.41o
.420
.430
.440
.450
.460
.470
.480
.490
.00960
.00965
.00970
.00975
.00980
.00985
.00990
.00995
.01000
.01000
.0100o
.OLO00
.OLOOO
.0100o
.0100o
.01o0o
.01o0o
.oi0oo
.oi00o
.00995
.00990
.00985
.00980
.00975
of 2-Percent-Thick
Designed
for 0.4
(y/c) 1
0.000o0
-.00135
-.00205
-.00280
-.00375
-.00445
-.00500
-.00550
-.00590
-.00625
-.00660
-.00690
-.00720
-.00745
-.00770
-.00790
-.00810
-.00830
-.00845
-.00860
-.00875
-.00890
-.00900
-.00910
-.00920
-.00930
-.00940
-.00950
-.00960
-.00965
-.00970
-.00975
-.00980
-.00985
-.00990
-.00995
-.00995
-.00995
-.00995
-.00995
-.00995
-.00995
-.00995
-.00990
-.00985
-.00980
-.00975
-.00965
-.00955
-.00945
-.00935
-.00925
Lift
Supercritical
Coefficient
x/c
.500
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Airfoil
(y/C)u
.00970
.00965
.00960
.00955
.00950
.00940
.00930
.00920
.00910
.00900
.00890
.00880
.00870
.00860
.00845
.00830
.00815
.00800
.00785
.00770
.00755
.00740
.00720
.00700
.00680
.00660
.00640
.00620
.00600
.00580
.00555
.00530
.00505
.00480
.00455
.00425
.00395
.00365
.00330
.00295
.00255
.00215
.00170
.00120
.00070
.00015
-.00045
-.00110
-.00180
-.00265
-.00360
SC(2)-0402
(Y/C) 1
-.00915
-.00900
-.00885
-.00870
-.00855
-.00840
-.00820
-.00800
-.00780
-.00760
-.00735
-.00710
-.00685
-.00660
-.00635
-.00610
-.00585
-.00560
-.00535
-.00510
-.00485
-.00460
-.00435
-.00410
-.00385
-.00360
-.00335
-.00310
-.00285
-.00260
-.00240
-.00220
-.00200
-.00180
-.00165
-.00155
-.00145
-.00140
-.00140
-.00140
-.00150
-.00160
-.00175
-.00195
-.00220
-.00250
-.00290
-.00340
-.00400
-.00470
-.00550
17
Table
III. Coordinates
of 3-Percent-Thick
Supercritical
Designed for 0.4 Lift Coefficient
Airfoil
SC(2)-0403
x/c
0.ooo
.002
005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
.120
.130
140
.150
.160
170
180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
18
(y/c) u
(y/c) 1
0 .00000
.00210
.00320
.00440
.00590
.00700
.00780
.00850
.00910
.00960
.01010
.01050
.01090
.01130
.01160
.01190
.01220
.01250
.01270
.01290
.01310
.01330
.01350
.01365
.01380
.01395
.01410
.01420
.01430
.01440
.01450
.01460
.01470
.01475
.01480
.01485
.01490
.01495
.01500
.01500
.01500
.01500
.01500
.01500
.01500
.01500
.01495
.01490
.01485
.01480
.01475
.01470
0.00000
-.00210
-.00320
-.00440
-.00590
-.00700
-.00780
-.00850
-.00910
-.00960
-.01010
-.01050
-.01090
-.01130
-.01170
-.01200
-.01230
-.01260
-.01290
-.01310
-.01330
-.01350
-.01370
-.01390
-.01410
-.01430
-.01440
-.01450
-.01460
-.01470
-.01480
-.01490
-.01500
-.01500
-.01500
-.01500
-.01500
-.01500
-.01500
-.01500
-.01500
-.01490
-.01480
-.0147D
-.01460
-.01450
-.01440
-.01430
-.01410
-.01390
-.01370
-.01350
x/c
(Y/C) u
(Y/C) 1
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
.01465
.01460
.01450
.01440
.01430
.01420
.01410
.01400
.01390
.01380
.01365
.01350
.01335
.01320
.01305
.01290
.01275
.01260
.01240
.01220
.01200
01180
.01160
.01140
.01120
.01100
.01075
.01050
01025
.01000
.00975
.00950
.00920
.00890
.00860
.00830
.00790
.00750
.00710
.00670
.00620
.00570
.00510
.00450
.00380
.00310
.00230
.00150
.0OO6O
-.00030
-.00130
-.01330
-.01310
-.01280
-.01250
-.01220
-.01190
-.01160
-.01130
-.01100
-.01060
-.01020
-.OO98O
-.00940
-.00900
-.00860
-.00820
-.00780
-.00740
-.00700
-.00660
-.00620
-00580
-.00540
-.00500
-.00460
-.00420
-.00380
-.00340
-.00300
-.00260
-.00220
-.00180
-.00150
-.00120
-.00090
-.00060
-.00040
-.00020
.00000
.00010
.00020
.00020
.00010
.00000
-.00020
-.00050
-.00090
-.00140
-.00200
-.00280
-.00370
Table
IV.
Coordinates
of
3-Percent-Thick
Designed
x/c
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
12o
.130
140
.150
.160
.17o
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.31o
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
(y/c) u
o.00o0o
00210
.00320
00430
.00570
00680
.00760
.00830
.00890
.00950
.OLO00
01050
.01090
.01130
01170
01200
01230
01260
01285
.01310
01330
.01350
01370
.01390
01405
.01420
01435
.01450
.01460
.01470
.01480
01485
.01490
.01495
.01500
.01500
.01500
.01500
.01500
01500
.01500
01500
.01495
.01490
.01485
01480
01475
.01470
01465
01460
.01450
.01440
for
(y/c) 1
o.o00oo
-00210
-00320
-00430
-.00570
-.00680
-.00760
-.00830
-.00890
-00950
-.0100o
-.01050
-01090
-.01130
-01170
-.01200
-.01230
-01260
-01290
-01310
-.01330
-.01350
-01370
-.01390
-.01410
-.01430
-.01440
-.01450
-01460
-.01470
-01480
-.01490
-.01500
-01510
-01510
-.01510
-.01510
-.01510
-.01510
-.01510
-01510
-01510
-01510
-01500
-.01490
-.01480
-01470
-01460
-01450
-01440
-.01420
-.01400
0.5
Supercritical
Lift
Airfoil
SC(2)-0503
Coefficient
x/c
500
.510
.520
530
.540
.550
560
570
.580
.590
.600
.61o
.620
.630
.640
.650
.660
.670
.680
.690
.700
.71o
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.0o0
(y/c) u
.01430
.01420
.01410
.01400
.01390
01375
.01360
.01345
01330
.01315
.01300
.01280
.01260
01240
.01220
01200
.01180
.01160
01140
.01115
.01090
01065
01040
.01015
.00990
00960
.00930
00900
.00870
00840
.00810
.00770
00730
00690
00650
00610
.00560
.00510
.00460
.00400
.00340
00270
.00200
.00120
.00040
-00050
-00150
-.00250
-.00360
-00470
-.00590
(y/c) 1
-01380
-01360
-01340
-01320
-.01300
-.01270
-01240
-.01210
-01180
-01150
-.01120
-.01090
-.01060
-.01030
-.00990
-.00950
-.00910
-.00870
-.00830
-00790
-.00750
-.00710
-.00670
-.00630
-.00590
-.00550
-.00510
-00480
-.00450
-.00420
-.00390
-.00360
-.00330
-.00310
-.00290
-00270
-.00260
-.00250
-.0O25O
-.00250
-.00260
-.00280
-.00300
-.00330
-.00370
-.00420
-00480
-.00550
-00630
-00720
-.00830
19
Table
V.
Coordinates
of 4-Percent-Thick
Designed
x/c
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
2O
for
(y/c) u
(y/c) 1
0.00000
.00280
.00430
.00590
.00800
.00950
.01060
.01155
.01235
.01305
.01365
.01425
.01475
.01520
.01560
.01600
.01635
.01670
.01700
.01730
.01755
.01780
.01805
.01825
.01845
.01865
.01885
.01900
.01915
.01930
.01945
.01955
.01965
.01975
.01985
.01990
.01995
.02000
.02005
.02010
.02010
.02010
.02010
.02010
.02010
.02010
.02005
.02000
.01995
.01990
.01985
.01980
0.00000
-.00280
-.00430
-.00590
-.00800
-.00950
-.01060
-.01155
-.01235
-.01305
-.01365
-.01425
-.01475
-.01525
-.01570
-.01610
-.01650
-.01690
-.01720
-.01750
-.01780
-.01810
-.01840
-.01860
-.01880
-.01900
-.01920
-.01940
-.01950
-.01960
.01970
.01980
.01990
.02000
.02000
.02000
.02000
.02000
.02000
.02000
.02000
.01990
.01980
.01970
.01960
.01950
.01930
.01910
.01890
.01870
.01850
.01820
0.4
Supercritical
Lift
Airfoil
SC(2)-0404
Coefficient
x/c
.5OO
.510
.520
.530
.540
.550
.560
.570
.58O
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
(y/c) u
.01970
.01960
.01950
.01940
.01930
.01920
.01905
.01890
.01875
.01860
.01845
.01830
.01810
.01790
.01770
.01750
.01730
.01705
.01680
.01655
.01630
.01600
.01570
.01540
.01505
.01470
.01435
.01395
.01355
.01315
.01270
.01225
.01175
.01125
.01070
.01015
.00955
.00895
.00830
.00765
.00695
.00625
.00550
.00475
.00395
.00310
.00225
.00135
.00045
-.OOO5O
-.00150
(Y/C) 1
-.01790
-.01760
-.01730
-.01695
-.01655
-.01615
-.01575
-.01530
-.01485
-.01440
-.01390
-.01340
-.01290
-.01240
-.01185
-.01130
-.01075
-.01020
-.00965
-.00910
-.00855
-.00800
-.00745
-.00690
-.00635
-.00580
-.00525
-.00470
-.00420
-.00370
-.00325
-.00280
-.00240
-.00200
-.00165
-.00135
-.00110
-.00085
-.00065
-.00050
-.00040
-.00040
-.00045
-.00055
-.00075
-.OO1O5
-.00145
-.OO2OO
-.00265
-.00345
-.00435
x/c
o.ooo
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
of 6-Percent-Thick
Supercritical
Designed for 0.4 Lift Coefficient
(Y/C) u
(Y/C) 1
0.0000
.0043
.0064
.0089
.0122
.0144
.0161
.0175
.0187
.0198
.0207
.0215
.0223
.0230
.0236
.0242
.0248
.0253
.0258
.0262
.0266
0.0000
.0270
.0273
.0276
.0279
.0282
.0285
.0287
.o289
.0291
.0293
.0295
.0296
.0297
.0298
.0299
.0300
.0301
.0301
.0301
.0301
.0301
.0301
.0301
.0300
.0299
.0298
.0297
.0296
.0295
.0294
.0292
-.0043
-.0064
-.0089
-.0122
-.0144
-.0161
-.0175
-.0187
-.0197
-.0206
-.0215
-.0223
-.0230
-.0237
-.0243
-.0249
-.0254
-.0259
-.0264
-.0268
-.0272
-.0276
-.0279
-.0282
-.0285
-.0288
-.0290
--.0292
-.0294
-.0296
--.0297
-.0298
-.0299
-.0300
--.0301
-.0301
--.0301
-.0301
-.0301
-.0300
-.0299
-.0298
--.0297
-.0295
-.0293
-.0291
-.0288
-.0285
-.0282
--.0279
-.0275
x/c
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Airfoil
(Y/C) u
.0290
.0288
.0286
.0284
.0282
.0279
.0276
.0273
.0270
.0267
.0263
.0259
.0255
.0251
.0247
.0242
.0237
.0232
.0227
.0222
.0217
.0211
.0205
.0199
.0193
.0187
.0181
.0174
.0167
.0160
.0153
.0146
.0139
.0132
.0124
.0116
.0108
.0100
.0092
.0084
.0076
.0068
.0059
.0050
.0041
.0032
.0023
.0014
.0004
-.0006
-.0016
SC(2)-0406
(Y/C) 1
-.0271
-.0267
-.0263
-.0258
-.0253
-.0248
-.0243
-.0237
-.0231
-.0225
-.0219
-.0213
-.0207
-.0201
-.0195
-.0188
-.0181
-.0174
-.0167
-.0160
-.0153
-.0146
-.0139
-.0132
-.0125
-.0118
-.0111
-.0104
-.0097
-.0090
-.0084
-.0078
-.0072
-.0066
-.0060
-.0055
-.0050
-.0045
-.0041
-.0037
-.0034
-.0031
-.0029
-.0028
-.0028
-.0029
-.0031
-.0034
-.0039
-.0046
-.0055
21
Table
VII.
Coordinates
of 6-Percent-Thick
Designed
for
0.6
Supercritical
Lift
Airfoil
SC(2)-0606
Coefficient
x/c
(y/c) u
(Y/C) 1
x/c
(y/c) u
(y/c) 1
0 .000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.38O
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
0.0000
.0043
.0065
.0088
.0119
.0140
.0157
.0171
.0183
.0194
.0204
.0213
.0221
.0228
.0235
.0241
.0247
.0252
.0257
.0262
.0266
.0270
.0274
.0277
.0280
.0283
.0286
.0288
.0290
.0292
.0294
.0295
.0296
.0297
.0298
.0299
.0300
.0300
.0300
.0300
.O3OO
.0300
.0300
.0300
.0299
.0298
.0297
.0296
.0295
.0294
.0292
.0290
0.0000
-.0043
-.0065
-.0088
-.0119
-.0140
-.0157
-.0171
-.0183
-.0194
-.0204
-.0213
-.0221
-.0229
-.0236
-.0242
-.0248
-.0253
-.0258
-.0263
-.0267
-.0271
-.0275
-.0278
-.0281
-.0284
-.0287
-.0289
-.0291
-.0293
-.0295
-.0296
-.0297
-.0298
-.0299
-.0300
-.0300
-.0300
-.0300
-.0300
-.0299
-.0298
-.0297
-.0296
-.0294
-.0292
-.0290
-.0287
-.0284
-.0281
-.0278
-.0274
.500
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.0288
.0286
.0284
.0282
.0280
.0277
.0274
.0271
.0268
.0265
.0262
.0259
.0255
.0251
.0247
.0243
.0239
.0234
.0229
.0224
.0219
.0213
.0207
.0201
.0195
.0189
.0182
.0175
-.0270
-.0266
-.0262
-.0257
-.0252
-.0247
-.0241
-.0235
-.0229
-.0223
-.0217
-.0211
-.0205
-.0199
-.0192
-.0185
-.0178
-.0171
-.0164
-.0157
-.0150
-.0143
-.0136
-.0129
-.0122
-.0115
-.0108
-.0101
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
.0168
.0161
.0153
.0145
.0137
.0128
.0119
.0110
.0100
.0090
.0079
.0068
.0056
.0044
.0031
.0018
.0004
-.0010
-.0025
-.0041
-.0059
-.0078
-.0098
-.0094
-.0088
-.0082
-.0076
-.0071
-.0066
-.0061
-.0057
-.0053
-.0050
-.0048
-.0047
-.0047
-.0048
-.0050
-.0054
-.0059
-.0066
-.0076
-.0088
-.0103
-.0120
-.0139
22
Table
x/c
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
. ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
VIII.
Coordinates
of 6-Percent-Thick
Supercritical
Designed for 0.7 Lift Coefficient
Airfoil
SC(2)-0706
(Y/C) u
(Y/C) 1
x/c
(Y/C) u
(Y/C) 1
0.0000
.0043
.0065
.0088
.0117
.0138
.0155
.0169
.0181
.0192
.0202
.0211
.0219
.0227
.0234
.0240
.0246
.0252
.0257
.0262
.0266
.0270
.0274
.0277
.0280
.0283
.0286
.0288
.0290
.0292
.0294
.0295
.0296
.0297
.0298
.0299
.0300
.0300
.0300
.0300
.0300
.0300
.0300
.0299
.0298
.0297
.0296
.0295
.0294
.0293
.0291
.0289
0.0000
-.0043
-.0065
-.0088
-.0117
-.0138
-.0155
-.0169
-.0181
-.0192
-.0202
-.0211
-.0219
-.0227
-.0234
-.0240
-.0246
-. 0251
-.0256
-.0261
-.0265
-.0269
-.0273
-.0277
-.0280
-.0283
-.0286
-.0288
-.0290
-.0292
-.0294
-.0296
-.0297
-.0298
-.0299
-.0300
-.0300
-.0300
-.0300
-.0300
-.0299
-.0298
-.0297
-.0296
-.0294
-.0292
-.0290
-.0287
-.0284
-.0281
-.0278
-.0274
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
.0287
.0285
.0283
.0281
.0278
.0275
.0272
.0269
.0266
.0263
.0260
.0256
.0252
.0248
.0244
.0240
.0236
.0231
.0226
.0221
.0216
.0211
.0206
.0200
.0194
.0188
.0182
.0175
.0168
.0161
.0154
.0146
.0138
.0129
.0120
.0110
.0100
.0089
.0077
.0064
.0051
.0037
.0022
.0006
-.0011
-.0029
-.0048
-.0068
-.0089
-.0112
-.0138
-.0270
-.0266
-.0261
-.0256
-.0251
-.0246
-.0240
-.0234
-.0228
-.0222
-.0216
-.0210
-.0204
-.0197
-.0190
-.0183
-.0176
-.0169
-.0162
-.0155
'-.0148
-.0141
-.0134
-.0127
-.0120
-.0113
-.0106
-.0099
-.0093
-.0087
-.0081
-.0075
-.0070
-.0065
-.0061
-.0057
-.0054
-.0052
-.0051
-.0051
-.0052
-.0054
-.0058
-.0064
-.0072
-.0082
-.0095
-.0111
-.0130
-.0152
-.0177
23
Table
24
IX. Coordinates
x/c
(y/c) u
.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
. i00
.ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
0.0000
.0042
.0064
.0087
.0117
.0140
.0158
.0174
.0188
.0200
.0211
.0221
.0230
.0238
.0245
.0252
.0258
.0264
.0269
.0274
.0278
.0282
.0285
.0288
.0291
.0293
.0295
.0297
.0298
.0299
.0300
.0300
.0300
.0300
.0300
.0299
.0298
.0297
.0296
.0294
.0292
.0290
.0288
.0286
.0283
.0280
.0277
.0274
.0270
.0266
.0262
.0258
of 6-Percent-Thick
Supercritical
Designed for 1.0 Lift Coefficient
(y/c) 1
0.0000
-.0042
-.0064
-.0087
-.0117
-.0140
-.0158
-.0174
-.0187
-.0199
-.0209
-.0218
-.0226
-.0234
-.0241
-.0247
-.0253
-.0259
-.0264
-.0269
-.0273
-.0277
-.0281
-.0284
-.0287
-.0290
-.0292
-.0294
-.0296
-.0297
-.0298
-.0299
-.0300
-.0300
-.0300
-.0300
-.0300
-.0300
-.0299
-.0298
-.0297
-.0296
-.0295
-.0294
-.0293
-.0292
-.0291
-.0290
-.0289
-.0287
-.0285
-.0283
x/c
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Airfoil
(y/c) u
.0254
.0249
.0244
.0239
.0234
.0229
.0223
.0217
.0211
.0205
.0198
.0191
.0184
.0177
.0169
.0161
.0153
.0144
.0135
.0126
.0117
.0107
.0097
.0087
.0076
.0065
.0053
.0041
.0028
.0015
.0001
-.0014
-.0030
-.0046
-.0063
-.0081
-.0100
-.0120
-.0141
-.0162
-.0184
-.0206
-.0229
-.0253
-.0277
-.0302
-.0328
-.0355
-.0383
-.0412
-.0443
SC(2i-1006
(Y/C) 1
-.0281
-.0279
-.0277
-.0275
-.0273
-.0271
-.0269
-.0267
-.0265
-.0263
-.0261
-.0259
-.0257
-.0255
-.0253
-.0251
-.0249
-.0247
-.0245
-.0243
-.0241
-.0239
-.0237
-.0236
-.0235
-.0234
-.0233
-.0233
-.0233
-.0233
-.0234
-.0235
-.0237
-.0239
-.0242
-.0246
-.0251
-.0257
-.0264
-.0272
-.0281
-.0292
-.0305
-.0320
-.0337
-.0356
-.0377
-.0400
-.0425
-.0452
-.0482
Table
X. Coordinates
x/c
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
120
.130
140
.150
160
170
180
190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
of 10-Percent-Thick
(Y/C) u
0.00000
00760
01160
01550
02070
02430
.02700
02920
03110
.03280
03430
03570
.03690
03800
.03900
.04000
04090
.04170
04250
04320
04390
.04450
04510
04560
04610
04660
04700
04740
04780
04810
04840
04870
.04900
04920
04940
04960
04970
04980
04990
05000
05000
.05000
.05000
.05000
04990
04980
.04970
04960
04940
04920
04900
04870
(Y/C) 1
0.00000
-00760
-01160
-.01550
-02070
-.02430
-.02700
-02920
-03110
-.03280
-.03430
-.03570
-.03690
-.03800
-03900
-.04000
-.04090
-04170
-.04250
-04320
-04390
-04450
-04510
-04560
-04610
-04660
-04700
-.04740
-04780
-04810
-04840
-04870
-04900
-04920
-04940
-04960
-.04970
-04980
-04990
-05000
-05000
-05000
-.05000
-05000
-.04990
-.04980
-04970
-04960
-04940
-.04920
-04900
-04870
Symmetrical
Supercritical
x/c
(Y/C) u
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
04840
04810
04780
04740
.04700
04650
04600
.04550
04490
04430
.04360
04280
.04200
.04110
04020
03920
.03820
.03715
03610
.03505
03400
.03295
03190
03085
02980
02875
02770
02665
02560
.02455
02350
02245
02140
02035
01930
01825
01720
01615
.01510
01405
01300
01195
.01090
00985
00880
00775
00670
00565
00460
00355
00250
Airfoil
SC(2)-0010
(Y/C) 1
-04840
-04810
-.04780
-04740
-04700
-04650
-04600
-04550
-.04490
-04430
-.04360
-.04280
-04200
-04110
-.04020
-03920
-03820
-03715
-03610
-03505
-03400
-03295
-03190
-03085
-02980
-.02875
-02770
-02665
-02560
-02455
-.02350
-02245
-02140
-02035
-01930
-.01825
-01720
-01615
-01510
-.01405
-01300
-01195
-01090
-00985
-00880
-.00775
-00670
-00565
-00460
-00355
-00250
25
Table
26
XI. Coordinates
of 10-Percent-Thick
Supercritical
Designed for 0.4 Lift Coefficient
Airfoil
SC(2)-0410
x/c
(y/c) u
(y/c) 1
X/C
(y/c) u
(y/c) 1
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.I00
.ii0
120
.130
140
150
160
170
180
190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
0.0000
0076
0116
.0155
0207
0242
0269
0291
.0310
.0327
.0342
.0356
.0368
.0379
.0389
.0399
.0408
.0416
.0424
.0431
.0438
.0444
.0450
.0456
.0461
.0466
.0470
.0474
.0478
.0481
.0484
.0487
.0489
.0491
.0493
.0495
.0496
.0497
.0498
.0499
.0500
.0500
.0500
.0500
.0500
.0500
.0499
.0498
.0497
.0496
.0494
.0492
0.0000
-.0076
-0116
-0155
-0207
-0242
-0269
-0291
-.0310
-0327
-0342
-.0356
-0369
-0381
-0392
-0402
-0411
-0420
-0428
-0435
-0442
-0449
-0455
-.0460
-.0465
-.0470
-0474
-0478
-.0481
-0484
-0487
-0489
-0491
-.0493
-0494
-0495
-0496
-,0497
-0497
-.0497
-0497
-0496
500
.510
.520
.530
.540
.550
.560
.570
580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
.0490
.0488
.0485
.0482
.0479
.0476
.0472
.0468
.0464
.0459
.0454
.0449
.0443
.0437
.0431
.0425
.0418
.0411
.0404
.0396
.0388
.0380
.0372
.0363
.0354
.0345
.0336
.0326
.0316
.0306
.0296
.0285
.0274
.0263
.0252
.0241
.0229
.0217
.0205
.0193
.0180
.0167
.0154
.0141
.0127
.0113
.0098
.0083
.0067
.0050
.0032
-0465
-0460
-.0454
--0447
-0440
-0432
-0423
-0413
-0402
-0390
-0378
-0365
-.0352
-0338
-0324
--.0309
--0294
-0278
--0262
--0246
--0230
-0214
-0198
-0182
-0166
-0150
-0134
--.0118
-.o495
--0494
-0492
-.0490
-0488
-0485
-.0482
-.0478
-0474
-.0470
-0102
-0087
-0072
-0058
-.0044
--0031
--0018
--0006
.0005
.0015
.0024
.0031
.0037
.0041
.0043
.0043
.0041
.0037
.0031
.0023
.0012
--.0001
-0017
Table XII.
x/c
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
Coordinates
(y/c) u
0.0000
.0076
.0116
.0155
.0206
.0241
.0268
.0290
.0309
.0326
.0341
.0355
.0367
.0378
.0389
.0399
.0408
.0417
.0425
.0432
.0439
.0445
.0451
.0456
.0461
.0466
.0470
.0474
.0478
.0481
.0484
.0487
.0489
.0491
.0493
.0495
.0496
.0497
.0498
.0499
.0500
.0500
.0500
.0500
.0500
.0499
.0498
.0497
.0496
.0494
.0492
.0490
of 10-Percent-Thick
Supercritical
Designed for 0.6 Lift Coefficient
(y/c)l
0.0000
-.0076
-.0116
-.0155
-.0206
-.0241
-.0268
-.0290
-.0309
-.0326
-.0341
-.0355
-.0367
-.0379
-.0390
-.0400
-.0409
-.0418
-.0426
-.0433
-.0440
-.0446
-.0452
-.0458
-.0463
-.0468
-.0472
-.0476
-.0480
-.0483
-.0486
-.0489
-.0491
-.0493
-.0495
-.0496
-.0497
-.0498
-.0498
-.0498
-.0498
-.0497
-.0496
-.0495
-.0493
-.0491
-.0489
-.0486
-.0483
-.0479
-.0475
-.0470
x/c
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Airfoil
SC(2)-0610
(y/c) u
(y/C)l
.0488
.0486
.0483
.0480
.0477
.0474
.0470
.0466
.0462
.0458
.0453
.0448
.0443
.0438
.0432
.0426
.0419
.0412
.0405
.0397
.0389
.0381
.0372
.0363
.0353
.0343
.0332
.0321
-.0465
-.0459
-.0453
-.0446
-.0439
-.0431
-.0422
-.0412
-.0401
-.0390
-.0378
-.0366
-.0353
-.0340
-.0327
-.0313
-.0299
-.0284
-.0269
-.0254
-.0238
-.0222
-.0206
-.0190
-.0174
-.0158
-.0142
-.0126
.0309
.0297
.0285
.0272
.0259
.0245
.0231
.0216
.0201
.0185
.0169
.0153
.0136
.0119
.0101
.0083
.0064
.0045
.0025
.0004
-.0018
-.0042
-.0067
-.0111
-.0096
-.0081
-.0068
-.0056
-.0045
-.0035
-.0026
-.0018
-.0012
-.0007
-.0004
-.0003
-.0004
-.0007
-.0012
-.0020
-.0030
-.0042
-.0056
-.0073
-.0093
-.0116
27
Table
x/c
o.ooo
.002
.005
.OlO
.020
.030
.040
.050
.060
.070
.080
.090
.IOO
.iio
.12o
.13o
.14o
.15o
.16o
.17o
.18o
.19o
.200
.21o
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.41o
.420
.430
.440
.450
.460
.470
.480
.490
28
XIII.
Coordinates
(y/c) u
o
.ooo0
.0076
.0116
.0155
.0206
.0240
.0267
.0289
.0308
.0325
.0340
.0354
.0366
.0378
.0389
.0399
.0408
.0417
.0425
.0432
.0439
.0445
.0451
.0457
.0462
.0467
.0471
.0475
.0479
.0482
.0485
.0488
.0490
.0492
.0494
.0496
.0497
.0498
.0499
.0500
.0500
.0500
.0500
.0500
.0499
.0498
.0497
.0496
.0495
.0493
.0491
.0489
of 10-Percent-Thick
Designed
for 0.7
(Y/C) 1
0.0000
-.0076
-.0116
-.0155
-.0206
-.0240
-.0267
-.0289
-.0308
-.0325
-.0340
-.0354
-.0366
-.0378
-.0389
-.0399
-.0408
-.0417
-.0425
-.0432
-.0439
-.0446
-.0452
-.0458
-.0463
-.0468
-.0472
-.0476
-.0480
-.0483
-.0486
-.0489
-.0491
-.0493
-.0495
-.0496
-.0497
-.0498
-.0498
-.0498
-.0498
-.0497
-.0496
-.0495
-.0493
-.0491
-.0489
-.0486
-.0483
-.0479
-.0475
-.0470
Lift
Supercritical
Coefficient
x/c
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Airfoil
SC(2)-0710
(y/c) u
(y/c) 1
.0487
.0484
.0481
.0478
.0475
.0471
.0467
.0463
.0459
.0454
.0449
.0444
.0439
.0433
.0427
.0421
.0414
.0407
.0400
.0393
.0385
.0377
.0368
.0359
.0349
.0339
.0328
.0317
-.0465
-.0459
-.0453
-.0446
-.0438
-.0430
-.0421
-.0411
-.0401
-.0390
-.0379
-.0367
-.0355
-.0342
-.0329
-.0315
-.0301
-.0287
-.0272
-.0257
-.0242
-.0226
-.0210
-.0194
-.0178
-.0162
-.0147
-.0132
-.0117
-.0103
-.0089
-.0076
-.0064
-.0053
-.0044
-.0036
-.0030
-.0026
-.0023
-.0022
-.0023
-.0026
-.0032
-.0040
-.0050
-.0063
-.0078
-.0096
-.0117
-.0141
-.0168
.0305
.0292
.0279
.0265
.0250
.0235
.0219
.0203
.0186
.0169
.0151
.0133
.0114
.0095
.0075
.0054
.0033
.0011
-.0012
-.0036
-.0062
-.0090
-.0119
Table XIV.
x/c
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
090
.i00
.ii0
.120
.130
.140
.150
160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
Coordinates
(Y/C) u
0.0000
.0076
.0116
.0156
.0207
.0242
.0270
.0294
.0315
.0333
.0349
.0364
.0378
.0390
.0401
.0412
.0422
.0431
.0439
.0447
.0454
.0460
.0466
.0471
.0476
.0480
.0484
.0487
.0490
.0493
.0495
.0497
.0498
.0499
.0500
.0500
.0500
.0500
.0499
.0498
.0497
.0495
.0493
.0491
.0488
.0485
.0482
.0478
.0474
.0470
.0465
.0460
of 10-Percent-Thick
Supercritical
Designed for 1.0 Lift Coefficient
(Y/C) 1
0.0000
-.0076
-.0116
-.0156
-.0207
-.0242
-.0270
-.0294
-.0314
-.0332
-.0348
-.0362
-.0375
-.0387
-.0398
-.0408
-.0418
-.0427
-.0435
-.0443
-.0450
-.0457
-.0463
-.0468
-.0473
-.0478
-.0482
-.0486
-.0489
-.0492
-.0494
-.0496
-.0498
-.0499
-.0500
-.0500
-.0500
-.0500
-.0499
-.0498
-.0496
-.0494
-.0492
-.0489
-.0486
-.0483
-.0480
-.0476
-.0472
-.0468
-.0464
-.0459
x/c
.50O
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Airfoil
(Y/C) u
.0455
SC(2)-1010
(Y/C) 1
.0449
.0443
.0437
.0430
.0423
.0416
.0408
.0400
.0391
.0382
.0373
.0363
.0353
.0342
.0330
.0318
.0305
.0292
.0278
.0264
--.0249
.0233
.0217
.0200
.0183
0165
.0147
-.0454
-.0449
-.0444
-.0439
-.0434
-.0428
-.0422
-.0416
-.0410
-.0404
-.0398
-.0392
-.0386
-.0380
-.0374
-.0367
-.0360
-.0353
-.0346
-.0339
-.0332
-.0325
-.0319
-.0313
-.0307
-.0301
-.0295
-.0290
.0128
.0109
.0089
.0069
.0048
.0027
.0005
-.0017
-.0040
-.0063
-.0087
-.0111
-.0136
-.0161
-.0187
-.0214
-.0241
-.0269
-.0298
-.0327
-.0357
-.0388
-.0420
-.0285
-.0280
-.0276
-.0272
-.0269
-.0266
-.0264
-.0263
-.0264
-.0267
-.0271
-.0277
-.0285
-.0295
-.0307
-.0321
-.0337
-.0355
-.0375
-.0398
-.0423
-.0451
-.0481
29
Table
3O
XV. Coordinates
of 12-Percent-Thick
x/c
(y/c) u
(y/c) 1
0 .000
002
.005
.010
.020
.030
.040
.050
.060
070
.080
.090
i00
.ii0
120
130
.140
.150
.160
170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
0.00000
.00912
.01392
.01860
.02484
02916
.03240
.03504
.03732
03939
.04119
.04282
04428
04560
.04680
.04800
04908
05004
.05100
.05184
.05268
05340
.05412
.05472
.05532
.05592
.05640
.05688
.05736
05772
05808
.05844
.05880
.05904
05928
.05952
.05964
05976
05988
06000
.06000
06000
06000
.06000
.05988
.05976
05964
05952
.05928
05904
05880
05844
0.00000
-.00912
-01392
-.01860
-02484
-.02916
-03240
-.03504
-.03732
-03939
-.04119
-04282
-.04428
-.04560
-04680
-04800
-.04908
-.05004
-.05100
-.05184
-.05268
-.05340
-05412
-05472
-.05532
-05592
-.05640
-.05688
-.05736
-.05772
-05808
-.05844
-05880
-.05904
-05928
-05952
-.05964
-05976
-05988
-06000
-06000
-06000
-06000
-06000
-.05988
-05976
-05964
-.05952
-.05928
-.05904
-05880
-.05844
Symmetrical
x/c
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Supercritical
(y/c) u
05808
.05772
.05736
.05688
.05640
.05580
05520
05460
.05388
.05316
.05232
.05136
05040
04932
04824
04704
.04584
04458
.04332
.04206
.04080
03954
03828
03702
03576
03450
03324
.03198
.03072
02946
.02820
02694
02568
02442
.02316
02190
.02064
.01938
01812
01686
01560
01434
01308
01182
.01056
.00930
.00804
00678
.00552
00426
00300
Airfoil
SC(2)-0012
(y/c) 1
-05808
-05772
-.05736
-05688
-.05640
-05580
-05520
-05460
-.05388
-.05316
-.05232
-.05136
-05040
-.04932
-04824
-.04704
-.04584
-.04458
-04332
-04206
-.04080
-.03954
-03828
-03702
-03576
-03450
-.03324
-03198
-03072
-02946
-.02820
-.02694
-.02568
-02442
-.02316
-02190
-02064
-.01938
-.01812
-.01686
-01560
-.01434
-.01308
-01182
-.01056
-.00930
-00804
-00678
-.00552
-.00426
-00300
Table
X/C
0.000
.002
XVI.
Coordinates
(Y/C)
0.0000
of 12-Percent-Thick
Designed
for
0.4
(Y/C)
Supercritical
Coefficient
Lift
xlc
Airfoil
(Y/C)u
SC(2)-0412
(Y/C)
0.0000
.500
.0588
-.0092
-.0141
.510
.0585
.005
.0092
.0141
.520
.0582
.010
.020
-.0539
.0190
.0253
-.0190
-.0253
.530
.540
.0578
-.0530
.030
.040
.0297
.0330
-.0296
.550
.560
.0574
.0570
-.0520
-.0509
.050
.060
.0565
.0357
-.0498
-.0329
-.0356
.570
.0380
.0400
-.0379
-.0400
.580
.590
.0418
-.0418
.0434
.0448
-.0434
-.0449
.600
.610
.ii0
.120
.0461
-.0463
.0473
.130
.0484
.0494
-.0476
-.0488
.070
.080
.090
.i00
.140
.150
.160
.0504
.0513
.0522
-.0499
-.0509
-.0518
.620
.630
.0529
.0522
-.0413
-.0397
.640
.0514
.0506
-.0380
.650
.660
.670
-.0527
-.0535
.700
.200
.0537
.0544
-.0542
-.0549
.710
.720
.210
.220
.0550
.0556
-.0555
-.0561
.730
.230
.240
.0562
-.0567
.740
.750
.0567
.0571
-.0572
-.0577
.760
.250
.260
.270
.0575
.0579
-.0581
.280
.0583
-.0585
-.0588
.290
.300
.0586
.0589
-.0591
-.0593
.310
.320
.0591
.0593
-.0595
.330
.340
.350
.0595
.0597
.0598
-.0597
-.0598
-.0599
-.0486
-.0473
-.0459
-.0444
-.0429
.0530
170
.0549
.0543
-.0555
-.0547
.0536
.680
.690
.180
.190
.0560
.0555
.0497
-.0362
-.0344
.0488
.0479
-.0326
-.0307
.0469
.0459
-.0288
.0449
.0439
.0428
.0417
.0406
.0394
-.0269
-.0250
-.0231
-.0212
-.0193
-.0174
-.0155
-.0137
.770
.780
.0370
.790
.0358
-.0119
-.0102
.800
.810
.0345
.0332
-.0085
-.0068
.820
.0319
.0306
-.0052
.0292
-.0023
-.0009
.830
.840
.0382
-.0037
.850
.860
.0278
.0264
.870
.0250
.0003
.0014
.880
.890
.0235
.0220
.0024
.0032
.0038
.360
.0599
-.0600
-.0600
.370
.380
.0600
.0601
-.0600
-.0599
.390
.0601
.0601
-.0598
.900
.910
.0205
.0190
-.0596
.920
.0601
-.0594
-.0592
.930
.940
.0174
.0158
-.0589
-.0586
.950
.0125
.0042
.0038
.960
.970
.0108
.0090
.0031
.0022
.980
.990
.0072
.0053
.400
.410
.420
.430
.440
.450
.460
.470
.0601
.0600
.0599
.0598
.0597
-.0582
.0595
-.0578
.480
.0593
-.0573
-.0568
.490
.0591
-.0562
1.000
.0142
.0033
.0043
.0045
.0045
.0010
-.0005
-.0022
31
Table
XVII.
Coordinates
of
12-Percent-Thick
Designed
0.6
Supercritical
Lift
Airfoil
SC(2)-0612
Coefficient
(y/c) u
(Y/C) 1
x/c
.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.i00
.ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
0.0000
.0092
.0141
.0190
.0252
.0296
.0329
.0355
.0378
.0398
.0416
.0432
.0447
.0460
.0472
.0484
.0495
.0505
.0514
.0523
.0531
.0538
.0545
.0551
.0557
.0563
.0568
.0573
0.0000
-.0092
-.0141
-.0190
-.0252
-.0296
-.0329
-.0355
-.0378
-.0398
-.0416
-.0432
-.0447
-.0460
-.0473
-.0485
-.0496
-.0506
-.0515
-.0524
-.0532
-.0540
-.0547
-.0554
-.0560
-.0565
-.0570
-.0575
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
.0577
.0581
.0585
.0588
.0591
.0593
.0595
.0597
.0599
.0600
.0601
.0602
.0602
.0602
.0602
.0602
.0601
.0600
.0599
.0598
.0596
.0594
.0592
.0589
-.0579
-.0583
-.0586
-.0589
-.0592
-.0594
-.0595
-.0596
-.0597
-.0598
-.0598
-.0598
-.0598
-.0597
-.0596
-.0594
-.0592
-.0589
-.0586
-.0582
-.0578
-.0573
-.0567
-.0561
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
x/c
32
for
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
(y/c) u
.0586
.0583
.0580
.0576
.0572
.0568
.0563
.0558
.0553
.0547
.0541
.0534
.0527
.0520
.0512
.0504
.0495
.0486
.0476
.0466
.0456
.0445
.0434
.0422
.0410
.0397
.0384
.0371
.0357
.0343
.0328
.0313
.0297
.0281
.0265
.0248
.0231
.0213
.0195
.0176
.0157
.0137
.0117
.0096
.0075
.0053
.0031
.0008
-.0016
-.0041
-.0067
(Y/C) 1
-.0554
-.0546
-.0538
-.0529
-.0519
-.0509
-.0497
-.0485
-.0472
-.0458
-.0444
-.0429
-.0414
-.0398
-.0382
-.0365
-.0348
-.0330
-.0312
-.0294
-.0276
-.0258
-.0240
-.0222
-.0204
-.0186
-.0168
-.0150
-.0133
-.0117
-.0102
-.0087
-.0073
-.0060
-.0048
-.0037
-.0028
-.0021
-.0016
-.0012
-.0010
-.0010
-.0013
-.0018
-.0025
-.0035
-.0048
-.0063
-.0081
-.0102
-.0125
Table
XVIII.
Coordinates
of
12-Percent-Thick
Designed
for
0.7
Supercritical
Lift
Airfoil
SC(2)-0712
Coefficient
x/c
(Y/C) u
(Y/C) 1
x/c
(y/c) u
(y/c) 1
o.ooo
.002
.005
.OlO
.020
.030
.040
.050
.060
.070
: 080
.090
.i00
.ii0
.120
.130
.140
.150
.160
.170
.180
190
.200
.210
.220
.230
.240
.250
o .0000
.0092
.0141
.0190
.0252
.0294
.0327
.0354
.0377
.0397
.0415
.0431
.0446
.0459
.0471
.0483
.0494
.0504
.0513
.0522
.0530
.0537
.0544
.0551
.0557
.0562
.0567
.0572
.0576
.0580
.0584
.0587
.0590
.0592
.0594
.0596
.0598
.0599
.0600
.0601
.0601
.0601
.0601
.0601
.0600
.0599
.0598
.0596
.0594
.0592
.0590
.0587
0.0000
-.0092
-.0141
-.0190
-.0252
-.0294
-.0327
-.0353
-.0376
-.0396
-.0414
-.0430
-.0445
-.0459
-.0472
-.0484
-.0495
-.0505
-.0514
-.0523
-.0531
-.0539
-.0546
-.0553
-.0559
-.0564
-.0569
-.0574
-.0578
-.0582
-.0585
-.0588
-.0591
-.0593
-.0595
-.0596
-.0597
-.0598
-.0598
-.0598
-.0598
-.0597
-.0596
-.0594
-.0592
-.0589
-.0586
-.0582
-.0578
-.0573
-.0567
-.0561
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.0584
.0581
.0577
.0573
.0569
.0564
.0559
.0554
.0549
.0543
.0537
.0530
.0523
.0516
.0508
.0500
.0491
.0482
.0472
.0462
.0451
.0440
.0428
.0416
.0403
.0390
.0376
.0362
-.0554
-.0546
-.0537
-.0528
-.0518
-.0508
-.0496
-.0484
-.0471
-.0457
-.0443
-.0429
-.0414
-.0398
-.0382
-.0366
-.0349
-.0332
-.0315
-.0298
-.0280
-.0262
-.0244
-.0226
-.0208
-.0191
-.0174
-.0157
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
.0347
.0332
.0316
.0300
.0283
.0266
.0248
.0230
.0211
.0192
.0172
.0152
.0131
.0110
.0088
.0065
.0042
.0018
-.0007
-.0033
-.0060
-.0088
-.0117
-.0141
-.0125
-.0110
-.0095
-.0082
-.0070
-.0059
-.0050
-.0043
-.0038
-.0035
-.0033
-.0034
-.0036
-.0041
-.0049
-.0059
-.0072
-.0087
-.0105
-.0126
-.0150
-.0177
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
33
Table
XIX.
Coordinates
of
14-Percent-Thick
Designed
xlc
o.ooo
002
.005
.OlO
.020
.030
.040
.050
.060
.070
.080
.090
.ioo
(y/c)
0.4
Supercritical
Lift
x/c
.5oo
.0684
-0642
-.OLO8
-o166
.51o
520
.0680
.0676
-.0633
.0225
-.0225
-0299
.530
.0672
.540
.550
.0667
.0662
-0600
.560
.0656
.0650
-0573
-0558
.0643
-.0543
-0527
.0299
.0350
0389
o421
-.0350
-.0389
-o421
-0448
.570
.580
.o471
.o491
-0472
.590
.600
.0636
.0628
o51o
-o512
-0529
.61o
.0620
.o611
0448
.660
0592
0602
-0597
-.0608
.670
.680
17o
18o
.o612
-o618
-.0627
690
19o
0629
0637
.220
.230
.240
.250
.0527
.0542
-0493
-.0585
.200
.21o
(y/c)l
00000
640
.650
.16o
(y/C)u
OLO8
.o166
-0560
-0573
14o
.15o
SC(2)-0414
o .oooo
.620
.630
.13o
Airfoil
Coefficient
-0545
.iio
.12o
34
(y/c)
for
.0556
_,o569
.o581
.o621
.0602
.0593
.0583
.0573
.0562
-0623
-o612
-0587
-.o51o
-.0492
-0474
-0455
-.0435
-o415
-.0394
-0373
.o551
-0352
.0540
.0528
-0330
-0308
.o516
-0286
-.0264
-0636
.700
.71o
-0644
-o651
.720
.730
.0503
.0490
.o651
.0657
-.0658
.740
-0664
.750
.0477
.0464
-0220
-o198
0663
-0670
-0675
.760
.770
.0450
-.o177
-o156
-0680
.780
.790
.0422
.0407
.800
.0392
.0377
0644
.0436
-.0242
.260
.0668
0673
.270
.280
.0677
o681
-.0684
-.0688
.290
.300
.0685
.0688
-o691
-0694
.81o
.820
.31o
.o691
-.0696
.830
.0346
-0060
-0043
.320
.330
.0693
.0695
-0698
-.0699
.840
.850
.0330
.o314
-0027
-oo12
.340
.0697
-0700
.350
.360
.0699
.0700
-0700
-0700
.860
.870
.0298
.o281
.oooi
.oo13
.880
.0264
.0023
.370
.O7Ol
-0699
.380
.390
.0702
.0702
-0698
-.0697
.890
.900
.0247
.0229
.0032
.0039
.91o
.o211
.0044
.400
.0702
-.0695
.41o
.420
.0702
.O7Ol
-0693
-0690
.920
.930
.o193
.o175
.0046
.0046
.940
.o156
.0043
.430
.440
.0700
.0699
-0686
-0682
.950
.960
.o137
.o117
.0038
.oo31
.450
.460
.0697
-0677
.970
.0097
.oo21
.0695
.470
.480
.0693
.0690
-0672
-0666
.980
.990
.0076
.0055
.0008
-0008
-0659
.ooo
.0033
-0027
.490
.0687
-o651
.0362
-o136
-o116
-0097
-0078
Table
x/c
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.I00
.ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
XX. Coordinates
(y/C)u
0.0000
.0108
.0166
.0225
.0298
.0349
.0387
.0418
.0445
.0468
.0489
.0508
.0525
.0541
.0555
.0568
.0580
.0591
.0602
.0612
.0621
.0629
.0637
.0644
.0651
.0657
.0663
.0668
.0673
.0678
.0682
.0686
.0689
.0692
.0694
.0696
.0698
.0699
.O7OO
.0701
.0701
.0701
.0701
.0700
.0699
.0698
.0696
.0694
.0692
.0690
.0687
.0684
of 14-Percent-Thick
Supercritical
Designed for 0.6 Lift Coefficient
Airfoil
SC(2)-0614
(Y/C) 1
x/c
(Y/C)u
(Y/C) 1
0.0000
-.0108
-.0166
-.0225
-.0298
-.0349
-.0388
-.0419
-.0446
-.0469
-.0490
-.0509
-.0526
-.0542
-.0557
-.0570
-.0582
-.0594
-.0605
-.0615
-.0624
-.0633
-.0641
-.0648
-.0655
-.0661
-.0667
-.0672
-.0677
-.0681
-.0685
-.0688
-.0691
-.0693
-.0695
-.0697
-.0698
-.0699
-.0699
-.0698
-.0697
-.0696
-.0694
-.0692
-.0689
-.0686
-.0682
-.0677
-.0672
-.0666
-.0659
-.0651
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
.0681
.0677
.0673
.0669
.0664
.0659
.0653
.0647
.0640
.0633
.0626
.0618
.0610
.0601
.0591
.0581
.0570
.0559
.0547
.0535
.0522
.0509
.0495
.0481
.0466
.0451
.0436
.0420
.0404
.0387
.0370
.0352
.0334
.0316
.0297
.0278
.0258
.0238
.0218
.0197
.0176
.0154
.0132
.0109
.0086
.0062
.0038
.0013
-.0013
-.0039
-.0066
-.0642
-.0632
-.0622
-.0611
-.0599
-.0586
-.0572
-.0557
-.0541
-.0525
-.0508
-.0491
-.0473
-.0455
-.0436
-.0417
-.0397
-.0377
-.0356
-.0336
-.0315
-.0294
-.0274
-.0253
-.0233
-.0213
-.0193
-.0174
-.0155
--.0137
-.0119
--.0102
--.0086
--.0072
-.0059
-.0047
-.0037
-.0029
-.0023
--.0019
--.0017
--.0017
--.0019
-.0024
-.0031
-.0041
-.0054
--.0069
--.0087
--.0108
-.0132
35
Table
x/c
0 .000
.002
.005
.010
.020
.030
.040
.050
.060
070
080
090
.i00
. ii0
.120
.130
140
.150
160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
.450
.460
.470
.480
.490
36
XXI. Coordinates
(y/c) u
0.00000
01077
.01658
02240
.02960
.03460
03830
04140
.04400
04630
.04840
.05020
.05190
05350
05490
.05620
.05740
.05860
.05970
06070
06160
.06250
.06330
.06410
06480
.06540
06600
06650
.06700
.06750
.06790
.06830
06860
.06890
06920
.06940
06960
.06970
.06980
.06990
06990
.06990
.06990
.06980
.06970
.06960
06950
06930
.06910
06890
.06860
.06830
of 14-Percent-Thick
Supercritical
Designed for 0.7 Lift Coefficient
(y/c) 1
0.00000
-01077
-.01658
-02240
-.02960
-.03450
-.03820
-04130
-.04390
-04620
-.04830
-.05010
-05180
-.05340
-05490
-.05620
-.05740
-.05860
-05970
-06070
-06160
-.06250
-06330
-.06410
-.06480
-06550
-06610
-06670
-.06720
-.06770
-06810
-06850
-06880
-06910
-.06930
-.06950
-.06960
-06970
-.06970
-06970
-06960
-.069B0
-06930
-.06910
-.06880
-.06850
-.06810
-.06770
-06720
-.06670
-.06610
-.06540
Airfoil
x/c
(y/c) u
.5OO
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.06800
.06760
.06720
.06680
.06630
.06580
.06530
.06470
06410
06350
.06280
06210
.06130
06050
05970
05880
.05790
.05690
05590
.05480
05370
.05250
.05130
05000
.04870
04730
.04580
.04430
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
04270
04110
.03940
.03760
.03580
.03390
03190
.02990
02780
.02560
.02340
.02110
.01870
.01620
.01370
.01110
.00840
.00560
00270
-.00020
-.00320
-00630
-.00950
SC(2)-0714
(y/c) 1
-06460
-.06370
-.06270
-.06160
-06040
-.05910
-05770
-.05620
-05460
-.05290
-05110
-.04920
-.04730
-04530
-04330
-.04120
-03910
-03700
-03480
-.03260
-.03040
-.02820
-02600
-.02380
-02160
-01940
-01730
-01520
-.01320
-01130
-00950
-00790
-.00640
-.00500
-00380
-.00280
-00200
-00140
-.00100
-.00080
-00090
-.00120
-.00170
-00250
-.00360
-.00500
-.00670
-.00870
-.01100
-01360
-.01650
Table
x/c
XXII.
Coordinates
of 18-Percent-Thick
Supercritical
Designed for 0.5 Lift Coefficient
(y/c) u
(Y/C) 1
0.000
.002
.005
.010
.020
.030
.040
.050
.060
.070
.080
.090
.I00
.Ii0
.120
.130
.140
.150
.160
.170
.180
.190
.200
.210
.220
.230
.240
.250
.260
.270
.280
.290
.300
.310
.320
.330
.340
.350
.360
.370
.380
.390
.400
.410
.420
.430
.440
0.0000
.0139
.0213
.0291
.0389
.0456
.0508
.0550
.0585
.0615
.0642
.0666
.0687
.0707
.0725
.0742
.0757
.0771
.0784
.0796
.0807
.0818
.0828
.0837
.0845
.0853
.0860
.0866
.0872
.0877
.0882
.0886
.0890
.0893
.0896
.0898
.0900
.0901
.0902
.0903
.0903
.0903
.0902
.0901
.0899
.0897
.0894
.450
.460
.470
.480
.490
.0891
.0887
.0883
.0878
.0873
0.0000
-.0139
-.0213
-.0291
-.0389
-.0457
-.0509
-.0550
-.0585
-.0615
-.0642
-.0666
-.0687
-.0707
-.0725
-.0742
-.0758
-.0773
-.0787
-.0799
-.0811
-.0822
-.0832
-.0841
-.0849
-.0857
-.0864
-.0870
-.0875
-.0880
-.0884
-.0888
-.0891
-.0893
..0895
-.0896
-.0897
-.0897
-.0896
-.0895
-.0893
-.0890
-.0887
-.0883
-.0878
-.0872
-.0865
-.0858
-.0850
-.0841
-.0831
-.0819
x/c
.500
.510
.520
.530
.540
.550
.560
.570
.580
.590
.600
.610
.620
.630
.640
.650
.660
.670
.680
.690
.700
.710
.720
.730
.740
.750
.760
.770
.780
.790
.800
.810
.820
.830
.840
.850
.860
.870
.880
.890
.900
.910
.920
.930
.940
.950
.960
.970
.980
.990
1.000
Airfoil
SC(2)-0518
(Y/C) u
(Y/C) 1
.0867
.0860
.0853
.0845
.0837
.0828
.0819
.0809
.0798
.0787
.0775
.0763
.0750
.0737
.0724
.0710
.0696
.0681
.0666
.0650
.0634
.0618
.0601
.0584
.0566
.0548
.0530
.0511
.0492
.0473
.0453
.0433
.0413
.0392
.0371
.0350
.0328
.0306
.0284
.0262
.0239
.0216
.0193
.0169
.0145
.0120
.0094
.0068
.0041
.0014
.0014
-.0806
-.0792
-.0777
-.0761
-.0744
-.0726
-.0707
-.0688
-.0668
-.0647
-.0626
-.0604
-.0582
-.0560
-.0537
-.0514
-.0491
-.0468
-.0444
-.0420
-.0396
-.0372
-.0348
-.0324
-.0300
-.0276
-.0252
-.0229
-.0206
-.0183
-.0161
-.0139
-.0118
-.0098
-.0079
-.0061
-.0044
-.0029
-.0016
-.0005
.0003
.0009
.0012
.0012
.0009
.0003
-.0007
-.0020
-.0037
-.0058
-.0083
37
Integral
Figure
38
Slotted
(1964)
Integral
(1966)
with thickened
1. Progression
trailing
edge (1968)
of supercritical
airfoil shape.
Integral
supercritical
Slotted
supercritical
NACA
.020
--
.016 --
/
.012 -cd
_B_
.008 --
.004 --
0
.60
Figure
2. Variation
of section
.64
.68
.72
M
.76
.80
.84
drag coefficient
1.4
1.2
--
Integral
1.0
_-
supercritical
t/c=
for section
normal-force
coefficient
of 0.65.
airfoil_
0.110
--
"\'\'\,\,
c a
.6
--
\
.4
--
.2
--
NACA
0
.60
-_
.64
.68
.72
.76
.80
.84
Figure 3. Variation
layer separation.
of section
normal-force
coefficient
with Mach
number
for onset
of upper-surface
boundary-
39
Integral supercritical
Slotted supercritical
NACA
0
-.04
--
-.08 --
Cm
-.12
--
-.16
--
-.20
-\
-.24_
.60
I
.64
.68
.72
.76
.80
I
.84
Figure 4. Variation
of 0.65.
4O
of section
pitching-moment
coefficient
for section
normal-force
coefficient
Flow fields
Pressure distributions
Strong shock wave
Supersonic
flow
.,_
Upper surface
Conventional
airfoil
Separated
boundary
/
Cp
,_
,\
Lower surface
Supercritical
airfoil
Cp
k
\
x
!
I
\
+
Figure
5. Flow
fields
around
supercritical
and
conventional
a_rfoils.
41
line
Exl:
wave
Figure
42
6.
Schematic
flow field
of supercritical
airfoil.
0
[]
-.4
Cp
Upper surface
Lower surface
sonic
M = 0.80; Cn = 0.613
12
0
I
3
I
.4
I
.5
I
.6
I
.7
I
.8
I
.9
I
1.0
x/c
(a) Slightly
Figure
7. Chordwise
pressure
above
distributions
design
Mach number.
on 11-percent-thick
integral
supercritical
airfoil.
43
-1.2
-0
Upper surface
-1.0
-.8
,6
-.4
-,2
Cp
.2
.6
,8
--
1.0--
1.2
0
.1
.2
.3
.4
.5
.7
.8
.9
1.0
x/c
(b) Subcritical
Figure
44
conditions.
7. Continued.
-1.2
-1.0
Upper surface
Lower surface
Cp
.2
M = 0.78; cn = 0.576
.4
.1
.2
.3
.4
.5
.6
.7
.8
1.0
X/C
(c) Intermediate
Figure
off-design
conditions.
7. Continued.
45
-1.8
o
o
Upper surface
Lower surface
-1.6
M local
_ _ _ Cp,soni c
Cp
-.2
.2
.4
.6
.8
I
1.0
1.2
0
.1
.2
.3
.4
.5
x/c
.6
.7
.8
.9
1.0
(d) High-lift
Figure
46
conditions.
7. Concluded.
i 0
I
0
I
10
I
20
I
30
I
40
I
50
I
60
I
70
I
80
I
90
I
1 O0
x, percent chord
Figure
8. Sketches
of 11-percent-thick
interim
supercritical
airfoils
showing
sharp
and blunt
trailing
edges.
.018
(t/c)T E, percent
0
.016
1.0 (blunt)
.014
cd
.012
.010
"008 I
.64
.68
.72
M
.76
.80
..84
coefficient
.006
.60
Figure 9. Variation
l 1-percent-thick
47
oe
c = 63.5 cm (25 in.)
0.010c
Supercritical
x/c = 0.692
x/c = 0.9915
0.010c
___k
I
_"'
oo2o0
T
1.0-percent-thick
blunt trailing edge
Lower surface
(Airfoil 9)
1.0-percent-thick
hinge line
0.010c
(Airfoil 9a)
0.007c
0.015c
--V
I
1.5-percent-thick
0.7-percent-thick
(Airfoil 11)
(Airfoil 10)
Figure
x/c = 1.00
10. Sketches
of refined
supercritical
trailing-edge
geometries.
.018
(t/c)T E, percent
1.0 (blunt)
.016
j,
.014
cd
.012
.010
.008
.oo6
.60
.64
.68
.72
.76
.80
.84
M
Figure
11. Effect
of trailing-edge
normal-force
coefficient
of 0.7
geometry
on variation
for the 10-percent-thick
of section
drag coefficient
refined
supercritical
airfoil.
with
Mach
number
at
4g
.012
Cavity in TE
Blunt TE
.010
cd
.OO8
.006
.01
.02
.03
(t/c) TE
Figure
12.
supercritical
Effect
of trailing-edge
airfoil.
M ----0.60,
thickness
Cn = 0.60.
on
subcritical
drag
coefficient
for
10-percent-thick
refined
3V
Upper surface
.1
Airfoil
0
m
-.1
Airfoil
Lowersurface
-.2
".3
-.4
.3
Figure
50
13.
I
.4
Chordwise
I
.5
x/c
I
.6
distribution
.7
.8
.9
of slopes.
1.0
Airfoil
12
Airfoil
31
Trailing
Moment
.1
....
y/c 0
-.1
0
i_
reference
edge at expanded
scale
center
Reference
line
....................
.2
.3
.4
.5
_6
.7
.8
.9
1.0
X/C
characteristics
of supercritical
airfoils
12 and 31.
.6.5-
Airfoil 12
Airfoil 31
....
....
Airfoil
Airfoil
12
31
I
.9
I
1.0
.4_
.3
,3
.2
m.1
.20
-,2
-.1
".3
-'1 i
I
.1
-,4
I
.2
I
.3
I
.4
I
.5
x/c
I
.6
I
.7
I
.8
I
.9
I
1.0
-.4
i
.1
i
.2
i
.3
Upper surface
i
.4
Lower
(b)
Chordwise
distribution
of airfoil
surface
I
.5
x/c
I
.6
I
.7
I
.8
surface
slopes.
5
4
-....
Airfoil
Airfoil
12
31
Airfoil
K0
K0
-1
-1
-2
-2
-3
-3
-4
-4
-5
0
I
.1
I
.2
I
.3
I
.4
I
.5
x/c
I
.6
I
.7
I
.8
I
.9
I
1.0
-5
0
I
.1
I
.2
(c)
Chordwise
I
.3
I
.4
I
.5
x/c
I
.6
Lower surface
Upper surface
distribution
Figure
52
12
of airfoil
14.
Concluded.
surface
curvatures.
I
.7
I
.8
I
.9
I
1.0
.012
....
Airfoil
Airfoil
12
31
.010
I
I
I
cd
/
,p
.008
Ca
.006
= 0.30
.014
.012
/
cd
.010
r
#
#
.008
Cn
.006
= 0.40
.016
.014
--
I
I
I
I
.012
--
cd
.010
--
.008
---Cn
.006
.5(
/
J
01.50
.54
.58
.62
drag coefficient
I
.66
M
I
.70
.74
.78
.82
of supercritical
airfoils
12 and 31 at various
53
.014
-....
Airfoil 12
Airfoil 31
!
!
!
.012
cd
.010
/
S
.008
Cn = 0.55
I
.006
.012
.010
cd
.008
Cn = 0.60
I
.006
.018
--
.016
I
I
!
I
I
I
I
.014
cd
.012
Cn = 0.65
.010
I
I
/
.OO8
.50
.54
.58
Figure
54
I-
.62
.66
M
.70
15. Continued.
"r- - -.74
r"
.78
.82
.018
....
Airfoil
Airfoil
12
31
.016
.014
cd
.012
!
.010
.008
Cn = 0.70
.006
.018
--
.016
.014
cd
.012
.010
I
I
s
.OO8
Cn = 0.75
.006
.50
.54
.58
.62
Figure
I
.66
M
I
.70
I
.74
I
.78
I
.82
15. Continued.
55
.018
Airfoil
Airfoil
....
12
31
.016
.014
I
I
I
cd
.012
I
I
.010
%
.008
Cn = 0.80
I
.006
.018
I
I
I
I
.016
I
I
I
I
.014
I
I
cd
.012
%%
.010
.OO8
Cn = 0.85
.006
.50
.54
.58
.62
.66
M
Figure
56
15. Continued.
I
.70
I
.74
I
.78
I
.82
.018
.016
....
Airfoil 12
Airfoil 31
cd
.014
I
I
I
_'_'
.012
.%
_.
I
%
Cn = 0.90
I
.010
.020
!
I
I
.018
cd
.016
I
I
I
I
.014
c n = 0.95
I
.012
.020
--
.018
--
!
I
I
cd
I
I
.016
--
Cn = 11.00
.014
.50
.54
.58
.62
.66
M
.70
.74
.78
.82
Figure
15. Concluded.
57
_:::
/i
,=:
_,i
::
i:
.016
!
!
I
.012
c n = 0.50
%
.008
.OO4
Experiment
"New"
theory
.016
"Old"
theory
I
/
I
Cn = 0.60
..-
.004
I
.62
.58
I
.66
I
.70
I
.74
I
.78
characteristics
for
I
.82
M
Figure
16.
Comparison
Rc--- 11 x 106 .
58
of
experimental
and
analytical
drag
supercritical
air'foil
27.
C p,sonic
Cp
Figure
17.
Generalized
sonic-plateau
pressure
distribution.
-y---_
---
Cp
Cp,sonic
/
+
Figure
18.
Generalized
design
pressure
distribution.
59
-....
o i :i ncecen7
.1
y/c
10-percent-thick airfoil 33
14-percent-thick airfoil
Reference line
-.1
0
_-
.1
.2
.3
.4
.5
.6
.7
.8
.9
1.0
X/C
Figure
19.
Comparison
-....
of 14-percent-thick
airfoil
with
10-percent-thick
airfoil
33.
Airfoil 31
Airfoil 33
Trailing edge at expanded scale
m_..._.__Mment
reference_
Reference line
y/c
-.1
0
.1
.2
.3
.4
.5
.6
.7
.8
.9
1.0
X/C
Figure
60
20.
Sketches
of 10-percent-thick
supercritical
airfoils
31 and
33.
O
[]
Upper surface
Lower surface
--8 F
-_
....
Cp
4 _
Airfoil 31
.8 -
cn = 0.46
M = 0.76
1.2 )
0
i
.2
M = 0.76
-
i
.4
i
.6
t
.8
i
1.0
cn = 0.41
.2
.4
.6
.8
1.0
airfoils
31 and 33.
x/c
Figure
21. Experimental
x/c
sonic-plateau
O
[]
-1.2 -
pressure
distributions
for supercritical
Upper surface
Lower surface
Cp
Airfoil 33
M = 0.78
M = 0.77
c n = 0.68
18_
1
0
Airfoil 31
I
.2
.4
.6
.8
1.0
x/c
Figure
c n = 0.71
22. Experimental
near-design
.2
.4
.6
.8
1.0
airfoils
31 and
x/c
pressure
distributions
for supercritical
33.
61
.018
Onset of separation
for both airfoils
.016
Airfoil 31
Airfoil 33
.014
cd
.012
.010
.008
.006
I
.54
.50
I
.58
I
.62
I
.66
I
.70
I
.74
I
.78
I
.82
Figure
23.
Experimental
drag
characteristics
for
supercritical
airfoils
31
and
33.
.014
t/c, percent
.012
.....
10 (airfoil 33)
14
I
cd
.010
.OO8
.006
I
.58
.54
I
.62
I
.66
I
.70
M forl0-pement-thick
I
.50
I
.54
I
.58
I
.62
Figure
24.
supercritical
(}2
Experimental
airfoil.
drag
Cn =
characteristics
0.70.
for
10-percent-thick
I
.78
I
.82
I
.70
I
.74
I
.78
aidoil
I
.66
M for14-pement-thick
I
.74
airfoil
supercritical
airfoil
33
and
14-percent-thick
Attack
aircraft
1.0
.8 -
Transpo_s
,6
Propellers
O
O
O
O
Business jets
t-.m
Span
loaders
.4
C)
.2
--
o
0
10
12
14
16
18
Total thickness,
Figure
25. Matrix
of phase
percent
2 supercritical
airfoils.
63
SC(2)-0402
1006
0612
0010
0712
C_
O403
0503
0410
0414
0404
0610
0614
c_
0406
0710
0714
/
I010
0606
(05)(18)
Design cl x t0 -_
0706
0412
Figure
64
26. Sketches
of airfoils
in phase
2 supercriticM
airfoil
matrix.
_- t/c, percent
-1.0
M
.700
.755
.765
-.5
Cp
.785
.5
1.0
Figure
27. Effect of design
supercritical
airfoils.
lift coefficient
on analytical
sonic-plateau
pressure
for 10-percent-thick
t/c, percent
14
M
.715
12
.735
10
]755
-1.0
-.5
distribution
/
_
mm
f
Cp
.5
1.0
Figure
28.
Effect
of thickness
on analytical
sonic-plateau
pressure
distribution
for design
lift coefficient
of 0.70.
65
1.0
--
-'Jr.9 --
Theory
Experiment
cl ,design
.4
.7
MDD
.8
--
.7
.6
I
4
I
8
I
12
I
16
I
20
t/c, percent
Figure
29.
Analytical
drag
divergence
Mach
numbers
for phase
2 supercritical
airfoils.
--
O
cO
e{D
5
"O
(3)
12
16
I
2O
t/c, percent
Figure
66
30.
Variation
of leading-edge
radius
with
maximum
thickness
for phase
2 supercritical
airfoils.
Original
Undercut
Figure
31.
Sketches
undercutting.
of
12-percent-thick
supercritical
airfoil
with
and
without
forward
lower-surface
-1.0
-.5
Cp
__
Cp,so
.....
_--
.5
c m = -0.156
1.0 --
Original
airfoil
c m = -0.152
Undercut
forward
airfoil
lower surface
on 12-percent-
67
Original
Thickened
Figure
33. Sketches
of 12-percent-thick
supercritical
airfoil
thickening
at 80 percent
chord.
-1.0 --
-.5
Cp,s
Cp,s
Cp
a = -0.15
c m =-0.156
1.0
c m =-0.150
airfoil
Thickened
12-percent-thick
68
Original
a = -0.04
airfoil
supercritical
airfoil
SC(2) - 0714
SC(3) - 0714
.1
y/c
-.1
0
.1
.2
.3
.4
.5
.6
.7
.8
.9
1.0
x/c
Figure
35.
Sketches
of 14-percent-thick
phase
2 and
phase
3 supercritical
airfoils.
69
.,i
0
-2.0
-2.0 -
-1.5
-1.5
-1.0
-.5
Cp
Cp
.5
1.0
1.0-
--
1.5
(a) Phase
(b) Phase
2; a = -0.06 .
for 14-percent-thick
phase
2 and
3; a = 0.03 .
phase
3 supercritical
-2.0
-2.0
-I .5
-1.5
-I.0
-1.0
Cp,sonic
Cp,sonic
-.5
-.5
Cp
Cp
.5
1.0
1.0
1.5
1.5
(a) Phase
2; _ = -1.33 .
-.I
).._
(b) Phase
for 14-percent-thick
3; _ = -1.26 .
_._A
Report
National Aeronautics
Space Administration
1. Report
No.
NASA
4.
Title
and
Documentation
Page
and
2. Government
Accession
No.
3.
Recipient's
Subtitle
5. Report
Airfoils
6.
7. Author(s)
Charles
Organization
Code
8. Performing
Organization
Report
D. Harris
Organization
Agency
Name
and
Address
Name
and
Work
Unit
No.
505-61-21-03
11.
Contract
13.
Type
Address
National Aeronautics
and Space
Washington,
DC 20546-0001
Supplementary
No.
L-16625
Sponsoring
1990
Performing
10.
9. Performing
15.
No.
Date
March
NASA Supercritical
Airfoils
A Matrix of Family-Related
12.
Catalog
TP-2969
or Grant
of Report
Technical
Administration
14.
Sponsoring
No.
and
Period
Covered
Paper
Agency
Code
Notes
16. Abstract
17.
Key
Words
(Suggested
18.
by Authors(s))
Airfoil
Supercritical
aerodynamics
Transonic
aerodynamics
Distribution
Statement
Unclassified--Unlimited
Subject
19. UnclassifiedSecurity
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NASA
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1626
report)
20.
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22.
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1990