So my first question is what are the drawbacks that cause Liebeck airfoils to be as un-optimized as they are, as significant increases in lift can be gained from an S1223? Could an S1223 be more optimized with a Stratford-type pressure profile at higher AoA? One significant difference between the two is that the Stratford recovery has a steep dropoff at the start, while the S1223 doesn't. This may just be because the S1223 is probably optimized for lower AoAs, as the stagnation point was roughly aligned with the leading edge at 6deg AoA. While the S1223 can have a 'Stratford-like' pressure profile (flat rooftop, concave pressure recovey) at lower AoAs, this isn't present at max lift. These airfoils are "optimized for high-lift", but you can get much more lift by using, for example, an S1223, according to a quick browsing. One thing that stuck out to me is Liebeck airfoils, using Stratford pressure recoveries, which maintain a constant margin for separation using a formula derived by Stratford. I'm a student in the field of motorsport aerodynamics, and I've been doing some reading recently ( High-Lift Aerodynamics by AMO Smith, and Race Car Aerodynamics by Katz).
S1223 AIRFOIL FREE
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