Indianfighter
Junior Member
Re: New JF-17/FC-1 thread
This became the delta. The advantage was a superior lifting ability, especially at higher speeds.
A delta is also defined as the conventional wing stretched back fully to amalgamate the tail into itself. So it has to have a larger area than a tailed fighter.
You are right about vortex generation, but actually it was never meant for anything else. It is mentioned in an earlier link I gave.
Commercial airliners have highly swept wings but they never dare fill the gap and make it a delta, because then the entire aircraft will be violently unstable.
Actually a delta almost tends to a flying aerofoil.
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I hope the moderators are satisfied that no particular aircraft is being discussed or X vs. Y, instead only aerodynamics are being discussed.
Actually I said that turbulence is prevented by flight-control. Stability augmentation and FBW are parts of it which prevent it.
After WWII's straight wings (like -|-), swept-back wings were pioneered because they streamlined the aircraft and hence allowed more speed on the same engine (like /|\). Then it was realised that if the gap between the trailing edge and the fuselage is cemented higher lift can be obtained because of the increase in area (similar to /_|_\).crobato said:
This became the delta. The advantage was a superior lifting ability, especially at higher speeds.
A delta is also defined as the conventional wing stretched back fully to amalgamate the tail into itself. So it has to have a larger area than a tailed fighter.
Compound delta may increase span. However its main use is that the part of the leading-edge which is lesser swept-back at 50 degrees will be more useful at lower speeds (like the straighter wing), whereas the higher swept edge at 63.5 degrees will be beneficial at higher speeds (like the swept wing). So it is like a two-in-one that partly incorporates the features of both. {figures from "An approach to high AoA testing," posted previously}crobato said:
The bent is the crank. the wing has a green coloured border. One may follow the green border from the missile to the cockpit, but it halts mid-way. It is here that the lower swept-wing and the bent begins and which continues all the way to the cockpit.crobato said:
You are right about vortex generation, but actually it was never meant for anything else. It is mentioned in an earlier link I gave.
Well I agree that the elevons are indeed huge but so is the area of the entire tail as a proportion of wing+tail, in a tailed machine. Now whether there is negative lift or not is a matter of debate. But I still think that it is mostly a fulcrum motion, with minimal loss of lift.crobato said:
As I said a few paragraphs above, a delta cemented or webbed the gap between the trailing edge of the swept-wing and the fuselage. Now the swept-wing already provided speed, because it made the aircraft streamlined. The delta retained that and added a new advantage to it. That advantage was that, because it gave a huge area for the incoming airflow to collide against, it provided increased lift for the same AoA.crobato said:
Commercial airliners have highly swept wings but they never dare fill the gap and make it a delta, because then the entire aircraft will be violently unstable.
Actually a delta almost tends to a flying aerofoil.
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I hope the moderators are satisfied that no particular aircraft is being discussed or X vs. Y, instead only aerodynamics are being discussed.
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