I will have to keep looking for the Grail--
So far -the factors which I really noticed meant anything --were structural stiffness (very important except for variable dihedral - that autobending is a plus on most stuff ) and loading .
My pattern planes wer the first tip off - I watched -and built models with very thick foils and -very thin foils - th first thing I really noticed was that the very thin foils had no more tendency to "tip stall" (a misnomer if ever there was one) than th thick ones .
The razor shaped leading edges offered no advantage on snaps -
progressive airfoils again ---could not see any difference - so I simply said "what the hell" and made em as light and as thin as I could manage -without having em break.
This was a case where the result also lightened the wing loading -and it all just got better - better penetration (fly at low AOA-)
better power to weight
slower approach speeds .
On the dumb flat foils- the situation got even more interesting - Even with CG at 50% of MAC the planes fly just fine except for the really pronounced trim shift when inverted .
I sure wouldn't want any of this on a plane I had to fly in but I probably would do no worse than some of the widow makers on the commercial market --
A Caravan got a pilot ltwo weeks ago here - in the classic cold damp weather - ground observers saw the plane tilt a wing then wag the wings - then go in -under power -very experienced pilot- but the super lift wing became super bad -super fast- in ice creating conditions - I am not making this up.
Think this is an isolated occurrance?
check it out.