Airfoil Choices

[challenger_i]

Question:

What would be the implications, both good and bad, of changing the airfoilf from the USA 35 to the NACA 23012?

Would it be beneficial, to use the 23012 on a new-build project?

[Curley]

Before you make any decision on an airfoil change, I suggest you get a book called "GA Airfoils by Harry Riblett". I got mine from the EAA in Oshkosh and it has details of 35B plus many other similar airfoils and while it tends to be a little pedantic in places, is the easiest of any similar books to understand.

I will be using Riblett's GA30-613.5 on my "experimental" project as I want a wing that will give the highest cruise speed for HP and good low speed handling. Time will tell if it's the right decision but it's not hard to change if I am wrong. (Yeah I know - rip off all that lovely new fabric, replace the ribs, etc and recover! )

[Geoff Newcombe]

" ..... on a new-build project?"

By that do you mean building a non-certificated aircraft, or a restoration and build up of a short wing?

[challenger_i]

Ummmnnnn.... Well, I did post this in the "Experimental Shortwings" section...

Yes'r, this idea is for an experimental build, such as a Wagabond, and the like. It would be WAY too much paper work, and hassle, to do it to a certificated bird.

So, my question stands: what would the effects be, both pro, and con, for using the NACA 23012, rather than the USA 35?

" ..... on a new-build project?"

By that do you mean building a non-certificated aircraft, or a restoration and build up of a short wing?

[challenger_i]

I'd love to see the profile of that airfoil section. Sound's interesting.

I was basing my idea on the difference in performance, between the J-3 (USA 35), and the Taylorcraft (23012). With the same chord, the same span,
and the same power, the T-Cart outperforms the J-3. I know there is more to the comparison, than just the airfoil, but it does play a large part.

The 23000 series is still a good performing section, as it is the one used on the majority of the Van's designs.

Thoughts? Hints? Suggestions?

Before you make any decision on an airfoil change, I suggest you get a book called "GA Airfoils by Harry Riblett". I got mine from the EAA in Oshkosh and it has details of 35B plus many other similar airfoils and while it tends to be a little pedantic in places, is the easiest of any similar books to understand.

I will be using Riblett's GA30-613.5 on my "experimental" project as I want a wing that will give the highest cruise speed for HP and good low speed handling. Time will tell if it's the right decision but it's not hard to change if I am wrong. (Yeah I know - rip off all that lovely new fabric, replace the ribs, etc and recover! )

[d.grimm]

A old friend (deceased) put a clipped T-Craft wing on his outlaw Vagabond. Said it flew nice but he didn't get the angle of incidence just right. Didn't see any big improvements high or slow speed.
Dave

[challenger_i]

Hmmmmnnnn..... Ok, the inaccurate incidence would cause the lack of change. Ya'll are going to make me have to build a Vag, and two sets of wings, aren't you?!

Let's see here: Beefed up Wagabond, O-290D2, 74x56 screw, 23012 airfoil...
This could be interesting.

[challenger_i]

By golly, I found a lead!

There is a bird, called the Myers PM-1 Special. It is a very modified J-3, and has a clipped Taylorcraft wing (22ft 7 in.). Definitely qualifies as a Short Wing Piper!

http://www.airventuremuseum.org/collection/aircraft/Myers%20PM-1%20Special.asp#TopOfPage