When I first heard about "1" in the third place designating a reflexed mean line I thought it was a dumb idea because it would lead to this.
#Airfoil generator 23012 generator
I'm using the registered version of Profili which I assume is using the Xfoil NACA section generator rather than writing a new one. The only original data on the 231xx that I know of is NACA-tr-537 He just added a little more reflex to the 23112 so that the mean line reverses direction at 75%c. This is what he said he used on the Pioneer I & II and it is not a hybrid with the 43012 as the UIUC database has it. I got the 23112-75 out of Jim Marske's book. The correct v labeled “Nacag 123 12.0 140 pts.”Īnd a more heavily reflexed v labeled “marske-23112-75” The section from post #4 labeled “hba 23112” I've included the NACA 23012 for reference and because the (1) in the third place in the 23()xx simply means it's a reflexed version. Type 2 polars conform to the relationship Re x Cl^0.5 = constant which should more accurately reflect the speed vs AoA of an actual flight. Attached is the L/D & Cm part of a type 2 polar generated by Profili. First the file in post #4 apparently is not the original 23112, it has a tiny bit more camber than what I now believe to be the real thing. I don't wish to dredge up a zombie thread but in the interest of completeness and accuracy I'm adding this so that the next person to look for this obscure old airfoil section can find it and some of it's derivatives more easily. Yes, the stall can be relatively sharp but with a conservative wing twist or light wing loading, most of the airplanes that used this section seemed to have avoided this characteritic. As such, the section performs relatively well not only in cruise but also in climb.Īlso, the section's relatively large leading edge radius and thick nose allows it to achieve a fairly high aoa, making it quite effective with a variety of flap cofigurations. The section also has a fairly low drag count and the bottom of the drag curve extends over a fairly long range of lift coefficients. This characteristic also allows for a more effective horizontal, resulting is a slightly larger allowable CG envelope for any given tail volume coefficient. First, it has a very low pitching moment and as such, its use results in relatively low amounts of trim drag. There are several reasons for its popularity. The applications include Aero Commanders, several of the single engine Cessnas, the Cessna Citation family, virtually all the Beech aircraft, several of the Douglas airliners, and on our end, pretty much all the Van's aircraft, to name a few.
#Airfoil generator 23012 series
The camber and gradient can be scaled linearly to the required Cl value.The interesting thing about the 23000 series of airfoils is that in spite of the section data, the family has been used on a whole range of different airplanes. Of the maximum camber at a coefficient of lift (Cl) value of 0.3. The values for the constants r, k 1 and k 2/k 1 are tabulated for various positions There are also different equations for standard and reflex camber lines. The equation for the camber line is split into two sections like the 4 digit series but the division between the two sections is not at the point of maximum camber. The maximum thickness as percentage.In the examble XX=12 so the maximum thickness is 0.12 or 12% chord. In the examble P=3 so maximum camber is at 0.15 or 15% chordĠ = normal camber line, 1 = reflex camber line The position of maximum camber divided by 20. It indicates the designed coefficient of lift (Cl) multiplied by 3/20. NACA 5 digit airfoils in the database NACA 22112 NACA 23012 NACA 23015 NACA 23018 NACA 23021 NACA 23024 NACA 23112 NACA 24112 NACA 25112 Design coefficient of lift