From what I've observed at 4 of the SAE AeroDesign West competitions, any plane attempting to fly near stall speed fails.
The stall angle for the 1223 is high enough that although the Cl to lift a large load is there, the Cd is too high for the limited power available.
There's not much more than 8 pounds of static thrust, which has to accelerate a plane weighing 30 pounds or more to 50 ft/sec minimum.
The Cl at that speed isn't anywhere's close to what a 1223 could deliver, were there power to handle the drag.
The best performers accelerate to flying speed at the 175 foot mark, and with a -minumum- of rotation, continue up. A big pitch change at rotation merely adds drag. And the plane doesn't take off at all, or tip-stalls in.
Designing for the max possible Cl isn't workable.
The successful plane's pitch angle is very low. Which also means alpha is low, relative to what the airfoil could do, with more power or a longer runway.
One of the area-limited planes in 2002 took off at 37 pounds AUW, with the aid of our usual afternoon head wind. That's not something you can depend on though.
Note the highest weight lifted this year in the open class used the same .61 motor the regular class uses. It wasn't a multi-motor thing at all, and...... the takeoff attitude is almost exactly the same as the ground attitude. With an all-up weight of 50 pounds, this is remarkable from what I've seen.
The 2005 wing span of 60 inches is going to be a real problem. The SAE designers might check out the AIAA DBF stuff.
Similar takeoff distance restriction, but more manuvering required in AIAA than SAE. Multi-wings are almost mandatory.