If you are not interested in airfoil programs or new airfoils,
please ignore this message and its attachments.  Thank you!
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The following 16 attachments are in the "Compufoil" airfoil data
file format.

If your reader has changed the filenames or their extensions,
please rename them correctly with the *.cor extension, such as
"A6014.COR", and move them to your Compufoil airfoil data folder.

                          OVERVIEW
These sections are provided in four thicknesses: 6%, 6.5%, 7%, &
7.5%.  As model aircraft design requirements are greatly varied,
please select the thickness most appropriate for the chord
length, wingspan, wingloading, servo locations & dimensions and
the wing materials you have planned for your model.

Each of these four thicknesses are offered in four different
cambers, in order to optimize & balance your model's requirements
for lift, turning efficiency, ballast capability and speed.  The
higher camber numbers offer greater lift, turning efficiency &
ballast capability, while the lower camber numbers offer greater
straight-line speed.
 
A note to "airfoil modifiers":  each of these sixteen sections
has been meticulously and precisely designed. They were NOT
derived from each other through the rudimentary "change
thickness" and "change camber" functions as featured in consumer
airfoil plotting software.  For optimal results, please select
the best section for your application, and leave it "stock", thus
avoiding the distortions and defects which will result if you
change the thickness & camber parameters!

                       APPLICATIONS
This series of sixteen airfoils has been specifically designed
for high-speed radio-controlled model aircraft applications.

This series has not been optimized for applications requiring
continuous low speed flight, efficient thermal soaring ability or
maximum turning efficiency.  The series is optimized for maximum
straight-line speed.

This very-thin series is "non-reflexed" and "flat-bottomed";
there are no concave upper or lower surface features present.
The lack of a concave "undercambered" lower trailing edge
surface, as used on many popular thermal duration and multi-task
aircraft, provides a significant reduction in drag at high
speeds.

The equivalent increase in top speed cannot be otherwise achieved
when using an undercambered section by simply "reflexing", or
raising the hooked trailing edge in an attempt to streamline the
wing and reduce camber.

The lack of concave surfaces also facilitates precise and
accurate wing construction using triangular balsa "strip
ailerons", and plywood or balsa sheeting over foam cores.  In
contrast, the popular "undercambered" airfoil sections can only
be accurately reproduced using vaccuum-bagging or hollow-molding
techniques; the required hooked trailing edges are not easily
created in solid wood aileron & flap trailing edge stock.

To emulate the benefits of an undercambered trailing edge on
demand during Hi-G turns, soaring and landing, we have obtained
excellent results by camber-mixing, or "drooping" the full-span
trailing edge using multiple servos and a computer mixing radio.
Although a deflected triangular trailing edge is less efficient
than a molded, smoothly-curved "undercambered" trailing edge, we
feel that the short duration of these "camber mixing events" is
offset by the extended higher speeds enjoyed between such events.

In summary, these sections are not intended to replace the many
excellent "undercambered" sections when used for thermal
duration, multi-task, trainer aircraft, or other regimes which
rely heavily upon the most efficient low-speed flight.

These sections have been proven to be ideal for high-speed sport
flying.  If properly utilized, these airfoils are likely to
out-perform the traditional multi-task airfoils in both pylon
racing and top speed applications.  Builders & Pilots wanted!

Best regards,
Don Ayers

















