A lot is made of the problem caused on "smaller models" by the effects of the Reynold's Number ( ). But most other WWI aircraft had a much thinner airfoil, sometimes razor thin. These generally don't look too bad with a Clark-Y. But just how much easier to build and how much easier to fly? For most WWI aircraft the Clark-Y airfoil is painfully, obviously out of scale, the exception being the "fat" airfoils of the cantilever Fokkers, for example, the DVI, DrI, DVII, and DVIII. In short, using the Clark-Y can make a wing easier for a novice to build and make the model easier for a novice to fly. In addition, the Clark Y section's depth also permits the flush installation of what are considered "standard" sized R/C servo motors within a wing for actuation of ailerons, flaps etc., without an excessive reduction in performance." The depth of the section lends itself to easier wing repair, as the modeller will often then have better access to balsa structural elements. The benign stalling characteristics of the airfoil are another aid, as this allows an inexperienced radio-control model hobbyist a better possibility of recovering from a stall in flight, to the benefit of the model. Young and inexperienced modellers are thus able to build model aircraft which provide a good flight performance due entirely to its aerofoil shape. The Clark Y is appealing thanks to its high camber, which produces a very good lift-to-drag ratio on comparatively lightweight balsa models, and for its near-horizontal lower surface, which aids in the accurate construction of wings on plans mounted on a flat construction board. Application on model aircraft is very wide, ranging from free-flight gliders through to multi-engined radio control scale models. "The Clark Y has found tremendous favour for the construction of model aircraft, thanks to the flight performance that the section offers at medium Reynolds number airflows. Clark's Duramold process would later be used on the Spruce Goose.Wikipedia has this to say about the prevalence of the Clark-Y airfoil in model airplanes: He became a consultant at Hughes Aircraft Company. Clark designed the Fairchild 100, Fairchild 150, and the 46 Duramold (later the Fairchild 46-A). Clark later worked for the Duramold division of Fairchild Aircraft in 1938. In 1923, he became the vice president of Consolidated. In 1920 he became the chief engineer of the Dayton-Wright Company. In 1922 Clark was also the Vice President of the Society of Automotive Engineers. Clark was sent to Europe in June 1917 representing the Army on the" Bolling Mission", an aeronautical commission on aviation for the acquisition of airplanes to fight World War I. While at McCook, Clark and Verville designed the VCP-1, and Engineering Division TP-1 aircraft. In 1917 Clark became the Commanding officer of McCook Field founding the current Aeronautical Systems Center. In 1917, Clark became a NACA member, and a member on the Joint Army and Navy Board on Rigid Airships. In 1914, Clark attended Massachusetts Institute of Technology for an aviation engineering course. In 1913 Clark joined the Aeronautical Division, U.S. Later he was part of the Coast Artillery until 1912. He participated in the 1908-1909 round-the-world battleship voyage with the Great White Fleet. Clark graduated the United States Naval Academy in 1907. He was born on Februto Harry Scott Clark in Uniontown, Pennsylvania. Clark designed the 1922 Clark Y airfoil used by many early aircraft.
Virginius Evans Clark (Febru– January 30, 1948) was an officer in the United States Army, a military aviation pioneer, and a World War I engineer.