Editing Convair XF-92 (section)

===Switch to delta===
Convair found that by straightening the trailing edge and increasing the sweep of the leading edge, the characteristics of their new wing were greatly improved. Thus, contrary to suggestions that German designer [[Alexander Lippisch]] influenced it, Convair independently discovered the thin high-speed delta wing.<ref name="hallion1979">Hallion (1979)</ref> Ralph Shick, chief of aerodynamic research, later met Lippisch at [[Wright-Patterson Air Force Base]]. This helped to convince him that the thin delta was the way forward, however the influence of Lippisch provided no more than "moral support" and Convair rejected many of his ideas, such as the thick wing of the [[Lippisch P.13a]] project and the [[Lippisch DM-1|DM-1]] test glider which the US had tested.<ref name=f102>[http://www.flightglobal.com/pdfarchive/view/1957/1957%20-%200510.html "Convair F-102"], ''Flight International'', pp. 512–518.</ref><ref name="hallion1979"/>

Thrust was to be provided by a {{convert|1560|lbf|abbr=on}} [[Westinghouse J30]] jet engine assisted by a battery of six {{convert|2000|lbf|kN|abbr=on}} liquid-fueled rockets. This mixed-propulsion system required a very large intake duct, which not only fed the jet engine but also passed air around the rocket exhaust to provide [[Air-augmented rocket|thrust augmentation]]. Located centrally, the large duct left nowhere to put a traditional cockpit; in its normal location it would have projected deep into the duct. To address this, the team modified the design in a fashion similar to both the [[Leduc 0.10]] and [[Miles M.52]], placing the cockpit in a cylindrical body in the center of the intake. The design was presented to the [[U.S. Air Force]] in 1946 and was accepted for development as the XP-92.<ref name="Yenne 2009, p. 27">Yenne 2009, p. 27.</ref>