There is/was a school of thought that you decrease camber toward the tips to reduce lift and vortex to decrease drag. What this does to overall efficiency is questionable to me, but I am only an amateur aerodymanicist. I expect that you increase "effective" wing load due to sacrifice of tip lift in trade for reduced vortex. I wonder which one wins?
If you stay away from stall speeds you might never notice a plane has a tip stall tendency - not to infer that the Sharon has one. If you are using camber flaps that drop equally accross the wing, you may be increasing camber more at the tips than at the center due to geometry and getting the best of both worlds anyway. Hope I can sleep tonight instead of thinking about this one. Tom Koszuta Western New York Sailplane and Electic Flyers Buffalo, NY ----- Original Message ----- From: "John Erickson" <[EMAIL PROTECTED]> <MASSIVE SNIPPING INVOLVED> > The Sharon has a 7037 at the root, transitioning to a RG-15 at the tips. > Seems totally backwards; more camber at the root than at the tips. This is > aerodynamic washin unless there is some twist in the molding process. > > The alternative is to blend the airfoils to get aerodynamic washout and > > decreased stall speed at the tips. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format
