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1: A Complete Carbon Monocoque Structure: The fuselage, wing, and tail structure of the DT-6 are engineered to use a newly developed high-modulus carbon fiber material, pre-impregnated with a sophisticated high-strength resin system in their construction. These new materials, in combination with ultimately light-weight nomex and carbon honeycomb cores, will enable an approximate 20% reduction in weight for equivalent strength in the airframe. This weight advantage will be used to roll additional strength back into the structure, resulting in an airframe capable of +10g and -8g with complete confidence. The structure has been developed to effectively distribute stresses so that no one element becomes point-loaded’, and aero-elasticity is minimized or used to advantage, such as in the outer 1/3 of the wing. The wing makes use of a 8/1 aspect ratio, made possible with these sophisticated new materials.


2: The Wing: The DT-6 wing has been developed to fully optimize the laminar flow properties of the custom-designed airfoil and function extremely well in the transition and turn attitudes, a realm where the currently fashionable crescent leading/flat trailing edge wings with thick sections are less than fully effective. The special tip shaping has been developed to direct and channel span-wise flow, resulting in cleaner trailing edge transition and reduced tip vortices. The wing’s position at the bottom of the fuselage allows the use of two full carry-through carbon spars and also reduces interference drag over other possible wing positions. The ailerons are sized and positioned specifically for effectiveness in the Formula One racing environment, and are internally mass-balanced. Extremely clean surfacing is possible due to the use of fully tooled and polished molds, cut directly from the advanced 3D Alias models. This allows the construction of wing surfaces with an extremely low degree of surface deviation, a condition in which laminar flow can be maintained to a much higher degree than previously achieved in real-world flight conditions.


3: Updraft Cooling and Tuned Exhaust: A carefully developed Updraft Cooling system allows full control of the cooling airflow, resulting in net thrust. Anyone who has worked with the Continental O-200 knows the difficulty involved in this project, and after two years of development it is ready for integration into the DT-6. The cooling system has been built using Computational Fluid Dynamic simulation, which has allowed a complete three-dimensional view of the internal airflow and pressure changes at all points. Additionally, the tuned exhaust is channeled into a ceramic-lined structure on the bottom of the fuselage and wing, releasing at the point of lowest drag effect on the airframe structure. The ultralight weight of the DT-6 structure also allows the use of an efficient auxiliary oil cooling system.


4: Advanced Drag Reduction Elements: Traditionally, a ‘T-Tail’ on a racer has been a questionable proposition. A ‘T-Tail’ greatly reduces interference drag, and it serves the additional purpose of enhancing rudder effectiveness, but this type of tail has been susceptible to flutter and structural flexing due to the difficulty of engineering a sufficiently stiff and strong structure to support it. However, the advanced materials used in the construction of the DT-6 will enable the horizontal surfaces to be extremely stiff and well-supported, as well as allowing the vertical fin to be made as an integral part of the fuselage. All control surfaces on the DT-6 are internally mass-balanced, and all part lines are minimized and located longitudinally whenever possible.


5: The DT-6 is Fully Component Tooled: The creation of the DT-6 as an advanced 3D digital model has enabled something never achieved with this class of aircraft: Over 25 individual molds, plugs, and registration jigs have been extracted from the model, and will be CNC cut directly from the digital files. Actual components will be made from these parts with full flanges and internal structural reinforcement, resulting in amazing accuracy and efficiency of manufacture. Additionally, this accuracy of design and manufacture has allowed a comprehensive exploration of the aerodynamic performance of the DT-6 aircraft. Countless surface iterations over the last four years have resulted in a combination of shapes and elements that is most likely to result in a fast, efficient, and safe aircraft. Through the use of the full 3D Alias model as a subject for Computational Fluid Dynamic analysis the configuration, structure, and details of the DT-6 have been fine-tuned and elevated to a new ‘state-of-the-art’.


6: The DT-6 Racing Program: The DT-6 is intended from the beginning as a professional racing program, under the banner of Triano Racing. The project will be fully funded before even one part will be made, planned and executed to allow the aircraft to fully explore its speed potential efficiently and directly. The DT-6 has already secured the commitment of the best racers in their respective disciplines from around the world to build and flight-test the aircraft, which will allow a full scientific exploration of the flight envelope and capabilities of the DT-6 before it races. Triano Racing understands what it takes to build a winning racing program: Systematic development of one aspect of the program at a time, a true evolution and growth of knowledge with the constant focus on speed, with extraordinary focus on bottom-line return for our sponsors. Air Racing is the World’s Fastest Motorsport, and the International Formula 1 class is the most innovative class in air racing. A large part of the Triano Racing DT-6 program will focus on promotion of IF1 as a growing, vibrant class, intent on worldwide exposure and a celebration of innovation. The IF1 class has realized a tremendous growth in participation in the past two seasons, and we aim to stimulate continued growth in the interest of even more exciting competition.


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