On Apr 7, 7:36 pm, wrote:
On Apr 7, 3:03 pm, JJ Sinclair wrote:

I believe theWoodstockhas an aerodynamic twist that allows the tip
stall later (slower) then the root. I believe the airfoil was derived
from the Gother 549 (modified by Erv Culver) then it blends into USA
35B at the tip. I flew the prototype and it didn't have a tip stall.
JJ

wrote:
Thanks Guys

Correct me if I'm wrong, but there is no washout in this design is
there?

I'm looking at the plans, and there is no Washout, that I can detect,
which is why I'm asking.
The spar cutouts are exactly the same relative position on all the
foil profiles, with no twisting.
I am also an Aerospace Engineer, been working mostly mechanical for
the last 8 years so my aerospace brain has cobwebs, but I do know how
to read a drawing, my guess is it was this way for ease of
construction.
I'll re-read the assembly manual again.
I scanned sheet one of the 13M drawings and have the foils now in a
DWG format.
What I'll do is use Pro/E to loft between foil 1 and 20, then insert
each foil from 1 to 20 at station, then generate cross sections at
each station to see if they all meet up.

The original 12-meter Woodstock wing has no twist. Irv Culver
(Lockheed Skunkworks) did the airfoils at the request of designer Jim
Maupin (both now no longer with us, regrettably). Wingtip/aileron
stall protection was secured via reducing the percent section near the
wingtip. It's in the manual. Woodstock wing stall characteristics (at
least for the original 12 meter wing, which I built and flew) were
absolutely delightful: first time I stalled my n20609, on her maiden
flight, I broke out loud laughing. Perfect stall behavior; as mannerly
as it is possible to be. Despite low wing loading, the Woodstock
feels as much like Libelle as it does a SGS1-26. Easier to keep
rightside up in turbulence than a 1-26 in turbulence to boot,
particularly on aerotow.
Safe soaring,
Bob Wander