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The paper describes the development of a thick (f/c = 0.18) transonic, multifoil, blown augmentor-wing section and discusses the results of a series of wind-tunnel tests on the configuration. The results show that the blown multifoil section enjoys two advantages over a conventional unblown single-foil supercritical section of the same overall thickness-chord ratio: 1) "effective" drag reduced by blowing, and 2) increased drag rise Mach number (M D = 0.75); they also demonstrate that augmentor blowing improves the buffet boundaries of the section. Thus, overall, it has been shown that the augmentor flap configuration is capable of extending the speed range of a jet transport aircraft to the very low approach speeds required by STOL aircraft [as demonstrated by the NASA/DITC (Canadian Department of Industry Trade and Commerce) augmentor-wing STOL research aircraft] and also to the high subsonic speed required for cruise, where it is shown to be competitive with the plain supercritical airfoil.

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This final paper of the series deals with the application of the structural and aerodynamic matrices to determine the final steady state loading on the wing, with a view to the requirements of the stress analyst. It is also shown how the stability derivatives of the elastic wing may be obtained, if a system of unit loads is employed in the calculations. Finally the occurrence of wing divergence and control surface reversal speeds are discussed in the light of the proposed methods.