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Fairey Delta 2

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Fairey Aviation Company
Company typePrivate company
IndustryAerospace
Founded1915
FateLast aircraft produced as independent entity was Fairey Delta 2
Headquarters
Hayes, Middlesex
,
United Kingdom
ProductsNaval aircraft, supersonic research aircraft (Fairey Delta 2)

Fairey Delta 2

The Fairey Delta 2 (FD2), internally known as Type V at Fairey, was a British supersonic research aircraft developed by the Fairey Aviation Company in response to a Ministry of Supply requirement for a specialised platform to explore flight dynamics and control characteristics at transonic and supersonic velocities. This aircraft featured a distinctive delta wing configuration along with a drooped nose design. Its inaugural flight took place on 6 October 1954, piloted by Fairey’s test pilot Peter Twiss. Only two units were manufactured, marking the last aircraft produced by Fairey as an independent entity.

The Fairey Delta 2 was the first jet-powered aircraft to surpass 1,000 miles per hour (1,600 km/h) in level flight. On 10 March 1956, it established a new world speed record, reaching 1,132 mph (1,822 km/h), which exceeded the prior official record by 310 mph (500 km/h). This achievement significantly outpaced both the official 1955 record of 822.1 mph (1,323.0 km/h) set by the "C" model of the North American F-100 Super Sabre and the previously classified 1947 record of 891 mph (1,434 km/h) held by the Bell X-1. The Delta 2 maintained the absolute World Air Speed Record for more than a year and continued to serve in flight testing roles after its assignment to the Royal Aircraft Establishment (RAE) in 1958.

To validate design principles and wind tunnel data for the "ogee delta" wing concept intended for the Concorde, one of the Delta 2 aircraft underwent extensive modification, resulting in the BAC 221. This transformed version first flew on 1 May 1964. Additionally, the FD2's design formed the foundation for Fairey's proposals to the Ministry concerning advanced all-weather interceptor projects, culminating in the conceptual Fairey Delta 3 aimed at fulfilling the F.155 specification. However, this FD3 design never progressed beyond preliminary drawings.

Background

In the late 1940s, the British aircraft manufacturer Fairey Aviation developed a keen interest in delta wing technology, submitting several proposals based on this concept to the Ministry of Supply.[1] The Ministry responded positively by commissioning model tests of the delta wing design, with the initial prototype constructed in 1947 and evaluated by the Royal Aircraft Establishment (RAE). This initiative evolved through multiple phases, including investigations into potential VTOL capabilities, which led to additional flight trials conducted in locations such as Cardigan Bay, Wales, and Woomera, Australia.[2] In 1947, the issuance of Air Ministry Specification E.10/47 called for a full-scale manned delta wing aircraft, culminating in the development of the Fairey Delta 1. This aircraft completed its first flight at RAF Boscombe Down on 12 March 1951.[3]

During the early to mid-1950s, the Royal Air Force (RAF) expressed a strong ambition to enhance the performance of its fleet. The RAF was particularly focused on acquiring new fighter aircraft capable of consistently operating at very high speeds and altitudes, aiming to replace its existing stock of approximately 700 first-generation jet fighters over the long term.[4] At that time, there was a prevailing belief that Britain lagged behind in supersonic aircraft development, creating pressure to bridge this gap.[5][6] The Korean War and rapid progress within British aerospace sectors—particularly in supersonic aerodynamics, structural engineering, and engine technology—further fueled demand and raised expectations for new fighter capabilities. Alongside enhancements to existing and emerging fighters like the Hawker Hunter and Gloster Javelin, there was strong interest in developing entirely new and more advanced aircraft.[7]

Following the Delta 1 project, the Ministry of Supply requested Fairey to undertake another model program focused on transonic research.[3] However, Fairey was reluctant to pursue this path without a piloted aircraft involved, believing that meaningful data could only be obtained through manned flight testing. The company initially began designing a highly swept twin-engine aircraft; nevertheless, enthusiasm from the Ministry waned due to competition from another twin-engine supersonic project—the future English Electric Lightning.[6] In February 1949, Fairey was advised to consider a single-engine transonic design instead; by year’s end, they had developed a new concept that would directly lead to the Fairey Delta 2 (FD2). Subsequently, the Ministry issued Air Ministry Specification ER.103 for this program and commissioned two prototype aircraft.[6]

File:Fairey FD2 XG774 Farnborough 08.09.56 edited-2.jpg
The initial Delta 2 WG774 landing at Farnborough Airport in 1956 during that year's SBAC Show, featuring its distinctive 'droop snoot',[8] described by its inventor as a sectional fuselage[9]

At that period, Fairey was primarily recognized for manufacturing naval aircraft such as the Fairey Swordfish biplane and the Fairey Firefly monoplane; however, their design team lacked experience with high-speed aviation projects.[6] To address this deficiency, Sir Robert Lickley from Hawker Aircraft was appointed as Fairey's Chief Engineer in October 1951 and played a pivotal role in advancing the program. Insights gained from earlier model testing also proved invaluable for developing the FD2.[10] Two significant challenges slowed early FD2 development: limited knowledge concerning wing and intake design and delays caused by the British government prioritizing the production of the Fairey Gannet.[6]

By September 1952, detailed technical drawings of the Fairey Delta 2 were finalized and formal development commenced.[6] From inception, Fairey intentionally engineered the FD2’s performance parameters to surpass those necessary merely for breaking Mach 1. Alongside targeting exceptional performance levels, its design incorporated a configuration adaptable for future military roles, potentially serving as a fighter aircraft.[6] Ultimately, two flyable prototypes were constructed bearing serial numbers WG774 and WG777.[11] The second prototype, WG777, closely resembled WG774 but omitted the underwing flap system and featured minor variations in equipment and instrumentation. Additionally, one static test airframe was completed.[11]

Flight testing

The first completed FD2, designated WG774, took to the skies for its inaugural flight on 6 October 1954, piloted by Fairey’s test pilot, Peter Twiss. Aviation historian Derek Wood described the Delta 2 as "an outstanding aircraft from the very beginning". On its 14th flight, dated 17 November 1954, WG774 experienced an engine flameout caused by a fuselage collector tank collapse due to internal pressure buildup, which interrupted the fuel flow while flying at 30,000 ft (9,100 m), approximately 30 mi (50 km) from RAF Boscombe Down. Twiss successfully executed a high-speed dead-stick landing on the airfield, despite only the nose landing gear being extended. The aircraft incurred damage that sidelined it for eight months. Though shaken, Twiss escaped injury and was honored with the Queen's Commendation for Valuable Service in the Air. This incident led to a temporary suspension of the test schedule until activities resumed in August 1955.

Initial flight trials involved multiple supersonic runs over southern England, which resulted in several damage claims linked to the supersonic boom phenomenon. Efforts to test low-altitude supersonic flight were hindered by concerns over the increased risks from sonic booms at lower elevations; consequently, the Ministry of Supply prohibited such testing within UK airspace. Nonetheless, Fairey arranged for the Delta 2 to be stationed temporarily in France and later in Norway, enabling these tests to proceed. The French authorities stipulated insurance coverage against potential damage claims; British insurers quoted premiums near £1,000 per flight, deemed excessive by Fairey, whereas a French insurer provided coverage for just £40 per flight. No claims arose during operations in either country.

File:Fairey Delta 2.jpg
WG774 displaying its original polished-metal finish before receiving yellow stripes and later a purple and yellow paint scheme prior to conversion into the BAC 221

On 15 February 1956, WG777, the second Delta 2 aircraft, completed its first flight at RAF Boscombe Down under Twiss’s control, achieving transonic speeds on this maiden sortie. After completing its final manufacturer’s acceptance flight on 14 April 1956, WG777 was officially accepted and assigned to the Royal Aircraft Establishment's (RAE) high-speed research program, focusing on measurements related to stability and handling qualities. Both WG774 and WG777 participated in flight demonstrations at the Farnborough Airshow in Hampshire during September 1956. The Delta 2 was extensively utilized for evaluating aerodynamic properties as well as stability and handling performance.

A portion of the Delta 2’s testing took place in France, facilitated by Fairey’s strong collaboration with Dassault Aviation and the French Air Force. Between October and November 1956, a series of 47 low-level supersonic flights were carried out from Cazaux Air Base, near Bordeaux, under observation by Dassault engineers who gained valuable insights into delta wing aerodynamics from the FD2. Dassault had previously flown their MD.550 Mystère-Delta prototype in June 1955, which Wood notes shared a notable resemblance to the FD.2’s design. This MD.550 would evolve into the successful Dassault Mirage III fighter jet, making its first flight just two days after the FD.2 returned from France. Wood credits the Delta 2 with validating Dassault’s design principles and aiding development of the Mirage III program.

Following completion of manufacturer-led testing, both Delta 2 aircraft were officially transferred to the RAE. Beginning in 1958, they contributed valuable data regarding the characteristics of a 60° swept delta wing and took part in various experimental projects and flight trials—including investigations into ejector-type propulsive nozzle performance. Plans for significant modifications to enable further research were proposed that same year. Operating in their original configuration, these aircraft continued flight testing intermittently until mid-1966.

Surpassing the global airspeed benchmark

In August 1955, the Delta 2 achieved supersonic flight without engaging its reheat, as the test program at that stage did not mandate its activation.[12] Wood notes that numerous members of the development team recognized the FD2's exceptional speed capabilities, surpassing any other British aircraft of that era.[13] Early in its flight trials, Twiss realized the Delta 2 could exceed speeds of 1,000 miles per hour (1,600 km/h) and proposed pursuing a new airspeed record, which at that time had been held since 1955 by a North American F-100 Super Sabre.[14] Nevertheless, Fairey encountered resistance from the Ministry of Supply, which adhered to the prevailing notion that guided missiles would soon replace manned military aircraft. Consequently, securing authorization for the record attempt proved challenging. Twiss described this situation as "curiously inverted," having expected government bodies to actively encourage such a record-breaking endeavor to enhance national prestige.[15]

Wood describes how Fairey faced a blend of scepticism and indifference from Her Majesty's Civil Service, to the point where it seemed the government was obstructing the effort.[16] The Ministry of Supply deliberately distanced itself from involvement in the speed record bid. Meanwhile, Rolls-Royce, responsible for the FD2's engine, dismissed the attempt by arguing that the air intakes were inadequate for velocities near Mach 1.5 and warned that the Avon engine would fail structurally at such speeds—claims unsupported by empirical evidence. Despite these obstacles, Fairey persisted and ultimately received permission to proceed.[16] Financial backing was not provided by the Ministry; instead, they loaned the aircraft to Fairey and billed them for using RAE resources. Fairey also bore responsibility for their own insurance costs.[17] Nevertheless, Fairey elected to advance with the record attempt.[18]

File:Fairey Delta 2 WG774 in flight c1956.jpg
The initial Fairey Delta 2 (serial number WG774) captured in flight around 1956

To minimize the possibility of rival teams achieving the record first, preparations were executed swiftly and under strict confidentiality.[18] Developing and deploying instrumentation capable of precise measurement at such extreme speeds posed significant challenges. Ground-based cameras were installed at locations including Chichester and RNAS Ford, alongside various ground markers positioned strategically. Radar tracking was conducted from RNAS Ford and RAF Sopley, while calibration flights by Gloster Meteor and de Havilland Venom aircraft were performed by the RAF.[18] Both pilot workload and ground crew demands were intense; numerous attempts fell short due to minor technicalities. On the final available day, after an unsuccessful initial run, only one remaining attempt remained before the opportunity expired.

On 10 March 1956, the Fairey Delta 2 established a new World Air Speed Record, reaching a velocity of 1,132 mph (1,811 km/h), equivalent to Mach 1.73.[5] This performance surpassed the previous record by an extraordinary margin of 310 mph or approximately 37 percent—the largest increment ever recorded in breaking this benchmark.[14][18] Additionally, this feat marked the FD2 as the first jet-powered aircraft to exceed speeds of 1,000 mph (1,600 km/h) in level flight.

The announcement of this new airspeed milestone rapidly disseminated worldwide and elicited reactions characterized by astonishment and incredulity within global aerospace circles.[18] Wood highlights that this led to comprehensive analyses of the FD2's airframe by U.S. authorities and prompted significant revisions in French military aviation programs. For Fairey, this accomplishment validated their design philosophy and invigorated ambitions to develop a series of supersonic fighter aircraft based on this platform.[18] The record remained unbroken until 12 December 1957 when it was surpassed by a McDonnell JF-101A Voodoo operated by the United States Air Force.[12][19]

Proposed derivatives

Fairey developed several concepts aimed at further advancing the Delta 2 design. The initial proposal was an experimental model identified as the ER.103/B, which combined the FD2’s wing design with an updated fuselage that was both longer and wider.[18] This variant was intended to be powered by either a de Havilland Gyron or a Rolls-Royce RB.122 engine and was designed to carry additional fuel tanks mounted beneath the wings to enhance flight duration. Another concept, the ER.103/C, envisioned a combat fighter featuring wings enlarged by 50 percent without significant aerodynamic changes. It was planned to be equipped with combat systems, including a Ferranti-manufactured aircraft interception radar 1495 and de Havilland Firestreak air-to-air missiles.[20] Fairey projected that the ER.103/C would achieve speeds up to Mach 2.26 at an altitude of 55,000 feet (17,000 m).[21]

Template:Quote box According to Fairey’s estimates, the ER.103/B could have been flight-ready within eighteen months following contract approval, while the ER.103/C would require approximately thirty months.[21] The company particularly targeted Operational Requirement F.155, which specified a two-seat fighter equipped with radar and missiles capable of reaching Mach 2 and an altitude of 60,000 feet (18,000 m) within six minutes after takeoff. Although Fairey believed their design could satisfy these criteria, it was anticipated that the full weapon system would not be completed until around 1962. Therefore, they proposed a more straightforward interim aircraft that could potentially be operational by 1960 or sooner if selected.[22]

Besides the previously suggested Gyron engine, this fighter design included two de Havilland Spectre rocket engines housed in fairings on the rear fuselage.[23] The rocket engines used high-test peroxide (HTP) fuel stored separately in tanks located both in underwing fairings and within the leading edge of the wings, distinct from the turbojet fuel supply. The aircraft accommodated a two-person crew—pilot and radar operator/navigator—seated side-by-side.[23] The fuselage incorporated an area rule design, complemented by large rectangular variable air intakes. Armament plans included wingtip-mounted de Havilland Red Top air-to-air missiles.[23] Subsequent design modifications replaced the single Gyron engine with twin RB.122 engines and introduced the Red Dean missile system, alongside enhancements such as improved air intakes and increased internal fuel capacity. Fairey indicated that this aircraft would be suitable for roles including interceptor operations across various altitudes, as well as potential strike and aerial reconnaissance missions.[23]

On 1 April 1957, officials from the Ministry of Supply informed Fairey that their designs were leading contenders to fulfill Operational Requirement F.155.[24] Nevertheless, only days later on 4 April 1957, Defence Minister Duncan Sandys announced a halt to nearly all RAF fighter development projects, effectively nullifying the F.155 specification.[24]

A final effort to advance a Delta 2 derivative into production emerged in the late 1950s for West Germany’s new air force.[25] Competing against an American bid featuring the Lockheed F-104G Starfighter, Fairey collaborated with Rolls-Royce and Dassault to develop a delta-winged aircraft capable of Mach 2 performance tailored to German requirements. Under this plan, Dassault would manufacture the wings, Fairey would build the fuselage, and Rolls-Royce would supply a reheat-equipped Rolls-Royce Spey engine; Belgium also participated in this initiative.[26] However, due to strong American influence—later linked to the uncovered Lockheed bribery scandals affecting German decision-makers—the F-104G was ultimately chosen. This marked the end of attempts to realize the FD2 as a fighter; it never entered production as an operational aircraft. Wood summarized this outcome by stating that "the harvest was left to France to gather".[27]

BAC 221

The Concorde incorporated an innovative delta wing design developed at the RAE, known as the ogee or ogival delta wing. This concept aimed to reduce supersonic wave drag through a highly swept leading edge combined with a low thickness-to-chord ratio near the wing root,[28] while enhancing low-speed lift by inducing flow separation at the leading edge, which generates a rolled-up vortex above the wing surface. The suction effect beneath this vortex, termed vortex lift,[29] increases lift significantly. To optimize this effect, the wing root chord needed to be extended as much as possible and highly swept where it joined the forward fuselage. Ongoing research into this principle culminated in the ogee shape, and it became clear that full-scale flight trials were essential to validate the design.[30]

File:BAC221.JPG
BAC 221 exhibited at the Fleet Air Arm Museum. Visible are the forward wing extension and curved leading edge

Initial low-speed validation of the concept was provided by the Handley Page HP.115, but a dedicated high-speed test aircraft was required for precise drag data. As early as 1958, collaboration between the RAE and Fairey explored converting a Delta 2 prototype to test the ogee wing.[30][31] Fairey suggested lengthening the fuselage by three feet to better accommodate the elongated planform, with the wing extending onto the drooped nose section. However, calculations indicated this extension was insufficient to counteract the forward shift in the centre of pressure caused by the longer wing planform, and concerns arose that over-wing engine intakes might disrupt the vortex above the wing.[30]

In 1960, further progress was interrupted when Westland Aircraft acquired Fairey and transferred responsibility for the conversion to Hunting Aircraft.[30] Consequently, in July 1960, the programme moved under Bristol's management within British Aircraft Corporation (BAC). Bristol proposed two options: a minimal conversion retaining a less slender wing without major modifications, or a "maximal" conversion involving a six-foot fuselage extension and taller landing gear similar to what Concorde would require. Both variants included installation of an Elliott Brothers stabilization system and repositioned engine intakes beneath the wings. The minimal option was seen as a compromise due to its reduced slenderness and lack of increased fuel capacity compared to the maximal version.[32]

By early September 1960, approval was given to proceed with the maximal conversion; on 5 September that year, WG774 was delivered to Bristol's Filton facility.[33] After detailed design refinement, reconstruction began in April 1961. BAC implemented cost-saving measures and project management techniques like PERT to avoid exceeding their fixed-price contract; some engineers reportedly felt this limited opportunities for further enhancements.[33] The rebuilt aircraft was completed on 7 July 1961 and designated BAC 221.[33]

Several challenges arose during modification. The extended landing gear required increased volumes of hydraulic fluid necessitating a larger reservoir and higher capacity pump to maintain system responsiveness.[33] Relocating engine intakes beneath the wings meant they no longer aligned directly with compressor faces; consequently, upward-curved ducting created noticeable bulges on the upper wing surface. Variable intakes were not installed.[34] At high power settings, strong suction occurred at the inlets; abrupt throttle reductions risked air spilling out of intakes and potentially disturbing the critical vortex above the wing. To mitigate this, small lips were added to inlet edges but initially caused intake buzzing noise problems. Rolls-Royce collaborated on duct modifications that resolved these issues.[34]

A significant benefit of this redesign was increased fuel capacity—a limitation that had frequently affected the original FD2.[35] The Delta 2 often ran low on fuel before reaching maximum acceleration or top speed. Although performance levels of BAC 221 were somewhat reduced compared to its predecessor, it achieved speeds up to Mach 1.6 during testing. Key features included a redesigned wing, revised engine inlet arrangement with a Rolls-Royce Avon RA.28 engine, modified vertical stabilizer, and extended landing gear to simulate Concorde’s ground stance. Its maiden flight took place on 1 May 1964.[36][33] Only one BAC 221 was built; it served extensively in flight testing from 1964 until retirement in 1973 before being exhibited publicly.[37]

Design

File:Fary Delta II (27686869390).jpg
Front-facing view of an FD2 on static exhibition, June 2016

The Fairey Delta 2 features a mid-mounted, tailless delta wing configuration. It was equipped with a single Rolls-Royce Avon RA.14R turbojet engine incorporating reheat technology. The engine received air through intakes seamlessly integrated into the wing roots, complemented by an eyelid-type exhaust nozzle. Positioned just ahead of the nozzle were petal-style air brakes.

Its fuselage exhibited a cylindrical shape closely conforming to the Avon engine’s profile, smoothly transitioning into a sharply tapered nose section. Typically, such an extended nose would hinder the pilot’s forward visibility during taxiing, takeoff, and landing phases; therefore, a hydraulically actuated droop nose was implemented. This system allowed the nose and cockpit assembly to tilt downward by 10°, a mechanism that later influenced designs such as Concorde.

The cockpit was notably compact, providing limited space for additional instrumentation or equipment. The Delta 2 marked a milestone as the first British aircraft to utilize fully powered flight controls, developed and duplicated by Fairey. These hydraulically driven controls operated without mechanical backups. Fairey incorporated their newly developed high-pressure hydraulic system within the design. Since the hydraulics did not inherently provide tactile feedback to the pilot, an auxiliary artificial feel system was integrated to simulate control forces.

The wing featured a leading-edge sweep angle of 60° and was exceptionally thin, with a thickness-to-chord ratio of only 4%, ranking among the slimmest wings of its era. Internally, the wing housed the main landing gear and four fuel tanks without external fairings or protrusions. Structural integrity was maintained by four spars. The aircraft's large horn-balanced ailerons combined with inboard elevators contributed to its exceptional agility.

Aircraft on display

File:Fary Delta II (27889106901).jpg
WG777 exhibited at the Royal Air Force Museum Cosford

Operators

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Specifications (Fairey Delta 2)

File:Fairy Delta 23 (10023615886).jpg
Rear close-up of the Delta 2
File:BAC 221, Fleet Air Arm Museum, RNAS Yeovilton. (11674250044).jpg
Front perspective of the Delta 2, highlighting the drooped nose

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See also

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Citations

  1. ↑ Wood 1975, p. 73.
  2. ↑ Wood 1975, pp. 73–74.
  3. ↑ 3.0 3.1 Wood 1975, p. 74.
  4. ↑ Wood 1975, p. 71.
  5. ↑ 5.0 5.1 "Fairey FD2." Royal Air Force Museum, Retrieved: 13 December 2016.
  6. ↑ 6.0 6.1 6.2 6.3 6.4 6.5 6.6 Wood 1975, p. 75.
  7. ↑ Wood 1975, pp. 71–72.
  8. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  9. ↑ https://patents.google.com/patent/US2736523A/en, "Sectional fuselage for aircraft"
  10. ↑ Wood 1975, pp. 75–76.
  11. ↑ 11.0 11.1 "Individual History: Fairey FD-2 Delta WG777/7986M." Royal Air Force Museum, Retrieved: 13 December 2016.
  12. ↑ 12.0 12.1 Cite error: Invalid <ref> tag; no text was provided for refs named twiss
  13. ↑ Wood 1975, p. 77.
  14. ↑ 14.0 14.1 "50 years ago: 16 Mar 1956." Flight International, 10 March 2006.
  15. ↑ Wood 1975, pp. 77–78.
  16. ↑ 16.0 16.1 Wood 1975, p. 78.
  17. ↑ Wood 1975, pp. 78–79.
  18. ↑ 18.0 18.1 18.2 18.3 18.4 18.5 18.6 Wood 1975, p. 79.
  19. ↑ Taylor, 1984, pp. 431–433.
  20. ↑ Wood 1975, pp. 79, 82.
  21. ↑ 21.0 21.1 Wood 1975, p. 82.
  22. ↑ Wood 1975, pp. 82–83.
  23. ↑ 23.0 23.1 23.2 23.3 Wood 1975, p. 83.
  24. ↑ 24.0 24.1 Wood 1975, p. 85.
  25. ↑ Wood 1975, pp. 87–88.
  26. ↑ Wood 1975, p. 88.
  27. ↑ Wood 1975, pp. 86, 88.
  28. ↑ A Case Study By Aerospatiale And British Aerospace On The Concorde By Jean Rich and Clive S.Leyman,AIAA Professional Study Series,p.3-4
  29. ↑ https://reports.aerade.cranfield.ac.uk/handle/1826.2/3017?show=full, para 6.2.1 'Lift'
  30. ↑ 30.0 30.1 30.2 30.3 Flight 1964, p. 133.
  31. ↑ Jarrett 2002, p. 179.
  32. ↑ Flight 1964, pp. 133–134.
  33. ↑ 33.0 33.1 33.2 33.3 33.4 Flight 1964, p. 134.
  34. ↑ 34.0 34.1 Flight 1964, p. 135.
  35. ↑ Flight 1964, pp. 135, 137.
  36. ↑ Taylor 1965, p. 130.
  37. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named faamus

Notes

Bibliography

  • Buttler, Tony. "Fairey's Famous Research Deltas, Part Two - Type 221". Air Enthusiast, No. 94, July–August 2001, pp. 2–6. Template:ISSN
  • Buttler, Tony and Jean-Louis Delezenne. X-Planes of Europe: Secret Research Aircraft from the Golden Age 1946-1974. Manchester, UK: Hikoki Publications, 2012. ISBN 978-1-902-10921-3
  • "BAC.211: Slender-delta Research Aircraft." Flight International, 23 July 1964, pp. 133–138.
  • Jackson, Robert. "Combat Aircraft Prototypes since 1945." Arco/Prentice Hall Press, New York, 1986. Library of Congress card number 85-18725. ISBN 0-671-61953-5.
  • Jarrett, Philip. Faster, Further, Higher: Leading-edge Aviation Technology Since 1945. Putnam, 2002. ISBN 0-851-77876-3.
  • Taylor, John W. R. Jane's All The World's Aircraft 1965–66. London: Sampsom Low, Marston, 1965.
  • "The Illustrated Encyclopedia of Aircraft (Part Work 1982–1985)." Orbis Publishing, 1985.
  • Taylor, H. A. Fairey Aircraft since 1915. London: Putnam, 1974. ISBN 0-370-00065-X.
  • Twiss, Peter. Faster than the Sun. London: Grub Street, 2000. ISBN 1-902304-43-8.
  • Winchester, Jim. Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft. Rochester, Kent, UK: Grange Books, 2005. ISBN 1-84013-809-2.
  • Wood, Derek. Project Cancelled. Macdonald and Jane's Publishers, 1975. ISBN 0-356-08109-5.

External links

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