As an aside, it appears that the LE of the wing is much more critical to get right than the aft part of it.
The FRONT 1/3 of the Wing produces over 1/2 of the LIFT . So I left of the back of the wing and made the front twice as long , and doubled it .
Flaps are inegral on this , but are ONLY the span of the empenage ( Tail plane ) . More like a sort of trim tab ,
to create a positive force wash , & stability . a catalist even , leaving the outer un ' overstressed ' so inside stall boundary .
Sometimes. a real off engine run , and at the 71 Oz Wt you could get it missbehaving . But generally V good to fly .
Hitting full up , 45 Deg at elevator ( with balance horns ) as often as not , YOUD GET A CLEAN CORNER OUT OF THE WINGOVER .
Thats justslamming on ( and off ) full wrist .
If one actually paid attention , and flew the corner , Itd pretty much always do it clean ( No bobble ) This is at a aft C G .
With the big heavy ST Silent Muffler on , it was a doodle to fly .
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Maybe with these airfoils you get a differant ball park . say 23 % thick of overall chord , will be differant ' presentation ' of L E
to one @ 23% with flaps @ 20 % Chord ( Width ) . ALSO those aerodynamically Ballanced elevators may not take too kindly to
the olde slack in the pushrod trick , though maybe ok ' thick 'n ' thin ' dead zone ' configuration . ( That had a 3/4 thick at root
Tailplane , but NO Dead Zone aerodynamics .
One of the favourites , in the ' razors edge ' precision stuff , if'n'when you were ' with it ' . If you wernt you soon woke up & got
dialed in right smart , as it sure got your attention . And pulled like stink overhead in good wind . One pi9ece you needed the Van Though.