>I have been under the impression that a thinning >of the section and a slight increase in camber as you >progress out to the tip was preferred.
There's no unique way to do this. I normally set a combination of taper and aerodynamic twist (i.e. washout) to give a good cl safe distribution in a trimmed sustained slow turn, and also in a fast upwind dash. Some tradeoff decisions are needed here. In the slow turn one can use a very broad tip with no twist, or a highly tapered tip with lots of washout twist, with the same cl distribution. The slow-speed case favors lots of taper and twist, while the high-speed case favors little taper and twist. An intermediate compromise choice is often effective. Also, poly, 2-servo, or 4-servo wings will differ substantially here. Poly (RES) and 4-servo (TD) wings generally want significant washout twist in the intermediate panel, while 2-servo wings (DLG) can get by with much less washout. For the 4-servo wing, the amount of washout also depends on the amount of aileron->flap linkage. Then I pick or design airfoils to match the cl range and Reynolds number. This usually means a reduction in thickness and a slight reduction in camber towards the tip. Some iteration with the specified cl, planform, and twist distributions may be needed. At the end I set the geometric twist as the sum of the earlier specified aerodynamic twist and the airfoils' zero lift angles. For building convenience I round off the twists to the nearest 0.5 degrees or whatever. 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
