• Source: Delta wing

A delta wing is a wing shaped in the form of a triangle. It is named for its similarity in shape to the Greek uppercase letter delta (Δ).
Although long studied, it did not find significant applications until the Jet Age, when it proved suitable for high-speed subsonic and supersonic flight. At the other end of the speed scale, the Rogallo flexible wing proved a practical design for the hang glider and other ultralight aircraft. The delta wing form has unique aerodynamic characteristics and structural advantages. Many design variations have evolved over the years, with and without additional stabilising surfaces.




General characteristics






= Structure

=
The long root chord of the delta wing and minimal area outboard make it structurally efficient. It can be built stronger, stiffer and at the same time lighter than a swept wing of equivalent aspect ratio and lifting capability. Because of this it is easy and relatively inexpensive to build—a substantial factor in the success of the MiG-21 and Mirage aircraft series.
Its long root chord also allows a deeper structure for a given aerofoil section. This both enhances its weight-saving characteristic and provides greater internal volume for fuel and other items, without a significant increase in drag. However, on supersonic designs the opportunity is often taken to use a thinner aerofoil instead, in order to actually reduce drag.




= Aerodynamics

=



Low-speed flight and vortex lift

Like any wing, at low speeds a delta wing requires a high angle of attack to maintain lift. At a sufficiently high angle the wing exhibits flow separation, together with an associated high drag.
Ordinarily, this flow separation leads to a loss of lift known as the stall. However, for a sharply-swept delta wing, as air spills up round the leading edge it flows inwards to generate a characteristic vortex pattern over the upper surface. The lower extremity of this vortex remains attached to the surface and also accelerates the airflow, maintaining lift. For intermediate sweep angles, a retractable "moustache" or fixed leading-edge root extension (LERX) may be added to encourage and stabilise vortex formation. The ogee or "wineglass" double-curve, seen for example on Concorde, incorporates this forward extension into the profile of the wing.
In this condition, the centre of lift approximates to the centre of the area covered by the vortex.



Subsonic flight

In the subsonic regime, the behaviour of a delta wing is generally similar to that of a swept wing. A characteristic sideways element to the airflow develops. In this condition, lift is maximised along the leading edge of the wing, where the air is turned most sharply to follow its contours. Especially for a slender delta, the centre of lift approximates to halfway back along the leading edge.
The sideways effect also leads to an overall reduction in lift and in some circumstances can also lead to an increase in drag. It may be countered through the use of leading-edge slots, wing fences and related devices.



Transonic and low-supersonic flight


With a large enough angle of rearward sweep, in the transonic to low supersonic speed range the wing's leading edge remains behind the shock wave boundary or shock cone created by the leading edge root.
This allows air below the leading edge to flow out, up and around it, then back inwards creating a sideways flow pattern similar to subsonic flow. The lift distribution and other aerodynamic characteristics are strongly influenced by this sideways flow.
The rearward sweep angle lowers the airspeed normal to the leading edge of the wing, thereby allowing the aircraft to fly at high subsonic, transonic, or supersonic speed, while the subsonic lifting characteristics of the airflow over the wing are maintained.
Within this flight regime, drooping the leading edge within the shock cone increases lift, but not drag to any significant extent. Such conical leading edge droop was introduced on the production Convair F-102A Delta Dagger at the same time that the prototype design was reworked to include area-ruling. It also appeared on Convair's next two deltas, the F-106 Delta Dart and B-58 Hustler.



High-speed supersonic waveriding

At high supersonic speeds, the shock cone from the leading edge root angles further back to lie along the wing surface behind the leading edge. It is no longer possible for the sideways flow to occur and the aerodynamic characteristics change considerably. It is in this flight regime that the waverider design, as used on the North American XB-70 Valkyrie, becomes practicable. Here, a shock body beneath the wing creates an attached shockwave and the high pressure associated with the wave provides significant lift without increasing drag.




Design variations



Variants of the delta wing plan offer improvements to the basic configuration.
Cropped delta – tip is cut off. This helps maintain lift outboard and reduce wingtip flow separation (stalling) at high angles of attack. Most deltas are cropped to at least some degree.
In the compound delta, double delta or cranked arrow, the leading edge is not straight. Typically the inboard section has increased sweepback, creating a controlled high-lift vortex without the need for a foreplane. Examples include the Saab Draken fighter, the experimental General Dynamics F-16XL, and the Hawker Siddeley HS. 138 VTOL concept. The ogee delta (or ogival delta) used on the Anglo-French Concorde supersonic airliner is similar, but with the two sections and cropped wingtip merged into a smooth ogee curve.

Tailed delta – adds a conventional tailplane (with horizontal tail surfaces), to improve handling. Common on Soviet types such as the Mikoyan-Gurevich MiG-21.
Canard delta – Many modern fighter aircraft, such as the JAS 39 Gripen, the Eurofighter Typhoon and the Dassault Rafale use a combination of canard foreplanes and a delta wing.




= Tailless delta

=

Like other tailless aircraft, the tailless delta wing is not suited to high wing loadings and requires a large wing area for a given aircraft weight. The most efficient aerofoils are unstable in pitch and the tailless type must use a less efficient design and therefore a bigger wing. Techniques used include:

Using a less efficient aerofoil which is inherently stable, such as a symmetrical form with zero camber, or even reflex camber near the trailing edge,
Using the rear part of the wing as a lightly- or even negatively-loaded horizontal stabiliser:
Twisting the outer leading edge down to reduce the incidence of the wing tip, which is behind the main centre of lift. This also improves stall characteristics and can benefit supersonic cruise in other ways.
Moving the centre of mass forwards and trimming the elevator to exert a balancing downforce. In the extreme, this reduces the craft's ability to pitch its nose up for takeoff and landing.
The main advantages of the tailless delta are structural simplicity and light weight, combined with low aerodynamic drag. These properties helped to make the Dassault Mirage III one of the most widely manufactured supersonic fighters of all time.




= Tailed delta

=
A conventional tail stabiliser allows the main wing to be optimised for lift and therefore to be smaller and more highly loaded. Development of aircraft equipped with this configuration can be traced back to the late 1940s.
When used with a T-tail, as in the Gloster Javelin, like other wings a delta wing can give rise to a "deep stall" in which the high angle of attack at the stall causes the turbulent wake of the stalled wing to envelope the tail. This makes the elevator ineffective and the airplane cannot recover from the stall. In the case of the Javelin, a stall warning device was developed and implemented for the Javelin following the early loss of an aircraft to such conditions. Gloster's design team had reportedly opted to use a tailed delta configuration out of necessity, seeking to achieve effective manoeuvrability at relatively high speeds for the era while also requiring suitable controllability when being flown at the slower landing speeds desired.




= Canard delta

=

A lifting-canard delta can offer a smaller shift in the center of lift with increasing Mach number compared to a conventional tail configuration.
An unloaded or free-floating canard can allow a safe recovery from a high angle of attack. Depending on its design, a canard surface may increase or decrease longitudinal stability of the aircraft.
A canard delta foreplane creates its own trailing vortex. If this vortex interferes with the vortex of the main delta wing, this can adversely affect the airflow over the wing and cause unwanted and even dangerous behaviour. In the close-coupled configuration, the canard vortex couples with the main vortex to enhance its benefits and maintain controlled airflow through a wide range of speeds and angles of attack. This allows both improved manoeuvrability and lower stalling speeds, but the presence of the foreplane can increase drag at supersonic speeds and hence reduce the aircraft's maximum speed.




History






= Early research

=
Triangular stabilizing fins for rockets were described as early as 1529-1556 by the Austrian military engineer Conrad Haas and in the 17th century by the Polish-Lithuanian military engineer Kazimierz Siemienowicz. However, a true lifting wing in delta form did not appear until 1867, when it was patented by J.W. Butler and E. Edwards in a design for a low-aspect-ratio, dart-shaped rocket-propelled aeroplane. This was followed by various similarly dart-shaped proposals, such as a biplane version by Butler and Edwards, and a jet-propelled version by the Russian Nicholas de Telescheff. In 1909 a variant with a canard foreplane was experimented with by the Spanish sculptor Ricardo Causarás.
Also in 1909, British aeronautical pioneer J. W. Dunne patented his tailless stable aircraft with conical wing development. The patent included a broad-span biconical delta, with each side bulging upwards towards the rear in a manner characteristic of the modern Rogallo wing. During the following year, in America U. G. Lee and W. A. Darrah patented a similar biconical delta winged aeroplane with an explicitly rigid wing. It also incorporated a proposal for a flight control system and covered both gliding and powered flight. None of these early designs is known to have successfully flown although, in 1904, Lavezzani's hang glider featuring independent left and right triangular wings had left the ground, and Dunne's other tailless swept designs based on the same principle would fly.
The practical delta wing was pioneered by German aeronautical designer Alexander Lippisch in the 1930s, using a thick cantilever wing without any tail. His first such designs, for which he coined the name "Delta", used a very gentle angle so that the wing appeared almost straight and the wing tips had to be cropped sharply (see below). His first such delta flew in 1931, followed by four successively improved examples. These prototypes were not easy to handle at low speed and none saw widespread use.




= Subsonic thick wing

=

During the latter years of World War II, Alexander Lippisch refined his ideas on the high-speed delta, substantially increasing the sweepback of the wing's leading edge. An experimental glider, the DM-1, was built to test the aerodynamics of the proposed P.13a high-speed interceptor. Following the end of hostilities, the DM-1 was completed on behalf of the United States and the shipped to Langley Field in Virginia for examination by NACA (National Advisory Committee for Aeronautics, forerunner of today's NASA) It underwent significant alterations in the US, typically to lower its drag, resulting in the replacement of its large vertical stabilizer with a smaller and more conventional counterpart, along with a normal cockpit canopy taken from a Lockheed P-80 Shooting Star.
The work of French designer Nicolas Roland Payen somewhat paralleled that of Lippisch. During the 1930s, he had developed a tandem delta configuration with a straight fore wing and steep delta aft wing, similar to that of Causarás. The outbreak of the Second World War brought a halt to flight testing of the Pa-22, although work continued for a time after the project garnered German attention. During the postwar era, Payen flew an experimental tailless delta jet, the Pa.49, in 1954, as well as the tailless pusher-configuration Arbalète series from 1965. Further derivatives based on Payen's work were proposed but ultimately went undeveloped.
Following the war, the British developed a number of subsonic jet aircraft that harnessed data gathered from Lippisch's work. One such aircraft, the Avro 707 research aircraft, made its first flight in 1949. British military aircraft such as the Avro Vulcan (a strategic bomber) and Gloster Javelin (an all-weather fighter) were among the first delta-equipped aircraft to enter production. Whereas the Vulcan was a classic tailless design, the Javelin incorporated a tailplane in order to improve low-speed handling and high-speed manoeuvrability, as well as to allow a greater centre of gravity range. Gloster proposed a refinement of the Javelin that would have, amongst other changes, decreased wing thickness in order to achieve supersonic speeds of up to Mach 1.6.




= Supersonic thin wing

=

The American aerodynamicist Robert T. Jones, who worked at NACA during the Second World War, developed the theory of the thin delta wing for supersonic flight. First published in January 1945, his approach contrasted with that of Lippisch on thick delta wings. The thin delta wing first flew on the Convair XF-92 in 1948, making it the first delta-winged jet plane to fly. It provided a successful basis for all practical supersonic deltas and the configuration became widely adopted.
During the late 1940s, the British aircraft manufacturer Fairey Aviation became interested in the delta wing, its proposals led to the experimental Fairey Delta 1 being produced to Air Ministry Specification E.10/47. A subsequent experimental aircraft, the Fairey Delta 2 set a new World air speed record on 10 March 1956, achieving 1,132 mph (1,811 km/h) or Mach 1.73. This raised the record above 1,000 mph for the first time and broke the previous record by 310 mph, or 37 per cent; never before had the record been raised by such a large margin.
In its original tailless form, the thin delta was used extensively by the American aviation company Convair and by the French aircraft manufacturer Dassault Aviation. The supersonic Convair F-102 Delta Dagger and transonic Douglas F4D Skyray were two of the first operational jet fighters to feature a tailless delta wing when they entered service in 1956. Dassault's interest in the delta wing produced the Dassault Mirage family of combat aircraft, especially the highly successful Mirage III. Amongst other attributes, the Mirage III was the first Western European combat aircraft to exceed Mach 2 in horizontal flight.
The tailed delta configuration was adopted by the TsAGI (Central Aero and Hydrodynamic Institute, Moscow), to improve high angle-of-attack handling, manoeuvrability and centre of gravity range over a pure delta planform. The Mikoyan-Gurevich MiG-21 ("Fishbed") became the most widely built combat aircraft of the 1970s.




= Close-coupled canard

=

Through the 1960s, the Swedish aircraft manufacturer Saab AB developed a close-coupled canard delta configuration, placing a delta foreplane just in front of and above the main delta wing. Patented in 1963, this configuration was flown for the first time on the company's Viggen combat aircraft in 1967. The close coupling modifies the airflow over the wing, most significantly when flying at high angles of attack. In contrast to the classic tail-mounted elevators, the canards add to the total lift as well as stabilising the airflow over the main wing. This enables more extreme manoeuvres, improves low-speed handling and reduces the takeoff run and landing speed. During the 1960s, this configuration was considered to be radical, but Saab's design team judged that it was the optimal approach available for satisfying the conflicting performance demands for the Viggen, which including favourable STOL performance, supersonic speed, low turbulence sensitivity during low level flight, and efficient lift for subsonic flight.
The close-coupled canard has since become common on supersonic fighter aircraft. Notable examples include the multinational Eurofighter Typhoon, France's Dassault Rafale, Saab's own Gripen (a successor to the Viggen) and Israel's IAI Kfir. One of the main reasons for its popularity has been the high level of agility in manoeuvring that it is capable of.




= Supersonic transport

=

When supersonic transport (SST) aircraft were developed, the tailless ogival delta wing was chosen for both the Anglo-French Concorde and the Soviet Tupolev Tu-144, the Tupolev first flying in 1968. While both Concorde and the Tu-144 prototype featured an ogival delta configuration, production models of the Tu-144 differed by changing to a double delta wing. The delta wings required these airliners to adopt a higher angle of attack at low speeds than conventional aircraft; in the case of Concorde, lift was maintained by allowed the formation of large low pressure vortices over the entire upper wing surface. Its typical landing speed was 170 miles per hour (274 km/h), considerably higher than subsonic airliners. Multiple proposed successors, such as the Zero Emission Hyper Sonic Transport ZEHST), have reportedly adopted a similar configuration to that Concorde's basic design, thus the Delta wing remains a likely candidate for future supersonic civil endeavours.




= Rogallo flexible wing

=

During and after WWII, Francis and Gertrude Rogallo developed the idea of a flexible wing which could be collapsed for storage. Francis saw an application in spacecraft recovery and NASA became interested. In 1961 Ryan flew the XV-8, an experimental "flying Jeep" or "fleep". The flexible wing chosen for it was a delta and in use it billowed out into a double-cone profile which gave it aerodynamic stability. Although tested but ultimately never used for spacecraft recovery, this design soon became popular for hang gliders and ultra-light aircraft and has become known as the Rogallo wing.




See also


List of delta-wing aircraft
Hermann Behrbohm
Bertil Dillner
Swept wing
Flying wing
Tailless aircraft




References






= Citations

=




= Bibliography

=




External links



Analysis of air flow over delta wings
• Source: DeltaWing

The DeltaWing is a racing car designed by British race car designer and engineer Ben Bowlby and debuted at the 2012 24 Hours of Le Mans. The entry was run under the Project 56 name, composed of Ben Bowlby (design), Dan Gurney's All American Racers (constructor), Duncan Dayton's Highcroft Racing (racing team) and International Motor Sports Association owner Don Panoz (managing partner). Nissan's NISMO division provided the engine in return for naming rights for part of 2012.
The DeltaWing was built and maintained at Panoz headquarters in Braselton, Georgia, US.




History


The project began in January 2009, when British designer Ben Bowlby created a potential new IndyCar Series design for the 2012 season.
With financial backing from Chip Ganassi, owner of Chip Ganassi Racing, the prototype was unveiled in February 2010 at the Chicago Auto Show. Ganassi and the team partners own the car and its patents. In July 2010, IndyCar chose a Dallara design instead.
Bowlby then worked with Don Panoz to present the idea to representatives from the Automobile Club de l'Ouest, organizers of the 24 Hours of Le Mans. They applied for and received an invitation to race in the 2012 Le Mans race as a "Garage 56" entrant, a category reserved for experimental vehicles.
Despite skepticism over the project, the DeltaWing made its on-track debut on March 1, 2012, completing a shakedown at Buttonwillow Raceway Park.
The DeltaWing was planned to compete at the 2012 Petit Le Mans. Panoz stated that he hoped that the car would be allowed under the LMP1 and LMP2 regulations of the American Le Mans Series in 2013, or that it would replace the Oreca FLM09 as the LMP Challenge spec car.
On February 5, 2013, Marshall Pruett of Speed Channel revealed that Don Panoz would enter the DeltaWing in the road course events on the American Le Mans Series for the 2013 season. Panoz will develop the car without the DeltaWing's original partners Nissan, All American Racers and Michelin. Instead of the car being set to P2 regulations, Panoz made the 2013 model to P1 specifications as well as enable the car to compete for points as a fully classified P1 entry. The Sebring version continued to be an open top prototype, but later versions were closed top. The power plant was a 2.0L Mazda MZR-based engine produced by Élan Motorsport Technologies which is currently producing 345 hp on the dyno and is lighter than the RML-built Nissan engine of 2012.




= ZEOD RC lawsuit

=
A lawsuit was filed on November 22, 2013, by the DeltaWing consortium (Don Panoz, Chip Ganassi) against the former designer of the DeltaWing, Ben Bowlby and former engine-supplier Nissan for “damages and injunctive relief arising out of theft of confidential and proprietary information, misappropriation of trade secrets, breach of contracts, unjust enrichment, fraud, and negligent misrepresentation. The lawsuit, arising from the similarly designed and technologically derived Nissan ZEOD RC and BladeGlider concept car, was settled out of court for confidential terms in March 2016.




Design


The DeltaWing was designed to reduce aerodynamic drag dramatically, to allow a marginally faster straight and corner speed than a 2009–2011 Dallara IndyCar on both ovals and road/street courses with half as much weight, engine power and fuel consumption. As the name suggests, it has a delta wing shape, with an unusually narrow 2.0 feet (61 cm) front track and a more traditional 1.7 metres (5 ft 7 in) rear track. The car lacks any front or rear wings – downforce comes from the underbody. In 2012, the engine was a four-cylinder turbocharged direct injection 300 bhp unit assembled by Ray Mallock Engineering with largely Chevrolet parts. The model to run at Le Mans had a 40 litres (8.8 imp gal; 11 US gal) fuel tank, bespoke BBS 38 centimetres (15 in) wheels and Michelin tyres, a weight of 475 kilograms (1,047 lb), a power-to-weight ratio of 631 horsepower (464 kW) per ton, and a drag coefficient of 0.35.
The braking system weighs 13.2 kilograms (29.2 lb), about half the normal weight for a race car. Also unique compared to other race cars is that 72.5 percent of the mass and 76 percent of the downforce is at the rear. It has a moveable Gurney flap, normally not allowed but can be used by experimental vehicles.




= Coupe model

=

In 2013, a coupe variant of the DeltaWing was unveiled at the 12 Hours of Sebring race and made its race debut at the 2013 American Le Mans Series round at Austin in September.
The redesign was intended to bring the DeltaWing in line with Le Mans Prototype P1 regulations, and to minimize the chance of the driver's head being hit in the event of an accident. There are also several other changes to the design: including the adoption of a purpose-built monocoque (rather than the Aston Martin derived one used on the previous car), and addition of a roof mounted air intake. The car was first tested in September 2013. The new closed top chassis was given the designation DWC13 as opposed to the open top DWC12 used previously, although some unofficial sources still refer to the coupe as DWC12.




Competition history






= 2012 24 Hours of Le Mans

=

In June 2011 it was announced that the car would fill the 56th garage at the 2012 24 Hours of Le Mans, reserved for experimental vehicles. As with all Le Mans cars, the DeltaWing was a two-seater. Marino Franchitti, Michael Krumm and Satoshi Motoyama drove the DeltaWing at Le Mans. It qualified 29th with a time of 3:42.612, which was 18.825 behind the lead car.
The car was retired after 75 laps following an accident in which the DeltaWing ran into a concrete barrier at the Porsche Curves after a collision with Kazuki Nakajima's Toyota TS030 Hybrid. The DeltaWing recorded a best race lap time of 3:45.737, rivaling some of the LMP2 teams. The car did 11 laps on one tank, that is 150 km on a 40-litre fuel tank (26.67 L/100 km or 8.82 mi/gal).




= 2012 Petit Le Mans

=
After failing to complete the 24 hours of Le Mans, DeltaWing was granted an unclassified entry to the 2012 Petit Le Mans at Road Atlanta. After rebuilding the car from a collision in practice the DeltaWing went on to finish fifth overall, completing 388 laps to the overall winner's 394. The car also underwent testing for its potential inclusion as a classified entry in the American Le Mans Series starting in 2013.




= 2013 season

=
The DeltaWing was entered in the 2013 American Le Mans Series in the P1 class, now using an Élan chassis and a 1.9 liter four-cylinder turbocharged gasoline engine producing 350 bhp, built by Élan and based on a Mazda design. The team was headed by David Price, former owner of David Price Racing.
The new car debuted at 12 Hours of Sebring, where it was driven by Olivier Pla and Andy Meyrick. Pla qualified the car in fifteenth place, ten seconds off the pace the Audi R18 that qualified on pole, and five seconds slower than its nearest rival in the P1 class, but 5 seconds ahead of the fastest GT class car. After struggling with temperatures all week, the car retired in the second hour with a terminal engine failure after only ten laps.
The DeltaWing competed most of the season with drivers Meyrick and Katherine Legge. It only scored two times, with a best place of 5th overall at Road America (last in P1 and beaten by 2 PC-class cars). The car was notably absent from Long Beach and Baltimore, the reason given by the Deltawing Team Manager, Dave Price was "At the moment, we're not planning to do Long Beach or Baltimore, principally because we're not convinced it would be ideally suited for those [street] circuits".
The coupe version of the car debuted at The Circuit of the America's race. It qualified last in P1; 8 seconds slower than the leading P1 car and was also slower than all the P2 cars. In the race it completed 66 laps to the winner's 83 and finished 29th overall and last in the P1 class.




= 2014 season

=
The DeltaWing began competing in the new United SportsCar Championship in 2014. The four drivers at the 24 Hours of Daytona were Meyrick, Legge, eventual Indy Lights champion Gabby Chaves and Alexander Rossi. Whilst the P1 class no longer competes in the USCC the DeltaWing race team continued to run in their P1 specification of 490 kg and 350 bhp. The DeltaWing led 15 laps of the 10-hour finale at Road Atlanta, the Petit Le Mans, en route to a season-high fourth-place finish.




= 2015 season

=

For the 2015 United SportsCar Championship, Legge had a new partner in Memo Rojas, whereas Meyrick joined at Daytona and Sebring, and Gabby Chaves at Daytona. The team spent significant time at the front of the field during the first 90 minutes, only to retire due to recurring problems with the car's redesigned gearbox. The team finished only three out of nine appearances, with a best results of sixth at Road America. They finished eighth in the Prototypes teams standings.




= 2016 season

=
In 2016, Legge would have two part-time co-drivers in Andy Meyrick and Sean Rayhall sharing a seat and driving together in North American Endurance Cup, with Andreas Wirth joining them at Daytona. The team elected not to qualify at Daytona because of poor conditions, but quickly moving through the field, leading a total of 29 laps between Legge and Meyrick before the latter crashed into a stationary vehicle in the semi-blind Turn 1. The bad luck followed the team to Sebring, where the steering broke while running in eighth position, leaving the car to retire from the event. After starting sixth at Long Beach (which had skipped the event every year since 2013 due to fears of suspension trouble on the bumps of the street course), the team encountered braking issues that would plague them until an engine failure forced the car to be retired.




= 2017 season

=
After the 2016 season it wouldn't be possible anymore to race with the DeltaWing, due to changed regulations. Don Panoz told the press that they had some unfinished business with the Rolex 24. It would be in the same class as the new DPi's and LMP2's according to the organization. In November 2016 it was confirmed that the DeltaWing wouldn't race in the 2017 Rolex 24.




Results summary






= Complete American Le Mans Series results

=
(key) Races in bold indicates pole position. Races in italics indicates fastest lap.

† Did not finish the race but was classified as they completed more than 70% of the race distance.




= Complete IMSA SportsCar Championship results

=
(key) Races in bold indicates pole position. Races in italics indicates fastest lap. (key) Races in bold indicates pole position. Races in italics indicates fastest lap.




See also


Nissan ZEOD RC
General Motors Firebird




Notes






References


Inside The Delta Wing Project – Speed, Robin Miller, February 10, 2010
Exploring the Delta Wing concept – The Way It Is, Gordon Kirby, February 22, 2010
Franchitti and Panoz discuss the Nissan-Delta Wing – The Way It Is, Gordon Kirby, July 2, 2012
Pruett, Marshall (August 2011). "Project 56". Racecar Engineering. 21 (8). Chelsea Magazine Company: 44–48.
Developing the Deltawing – Racecar Engineering, January 8, 2012




External links



Official website

Kata Kunci Pencarian:

• Sayap delta
• Daftar pesawat eksperimental
• Konfigurasi sayap
• Sharovipteryx
• EEPISAT
• Hong Kong
• Tiongkok
• Dassault Mirage 2000
• F-102 Delta Dagger
• Sukhoi Su-47
• Delta wing
• DeltaWing
• List of delta-wing aircraft
• Delta
• Hang gliding
• Ground-effect vehicle
• Alexander Lippisch
• Ultralight trike
• Wing configuration
• Convair F-102 Delta Dagger