You can't from the planform alone.
First, winglets are no magical device. Calling the wing with bell-shaped lift distribution one with horizontal winglets tries to free-ride on the mystique that NASA marketing has created around the winglet. But the physics behind it are rather mundane and the thrust which is created by the outer wing is a bit of payback for the higher losses at mid-span from a steep lift gradient over span.
Next, all wings create thrust if you define it narrowly enough. This comes from the suction force on the forward upper side of the airfoil and is called leading edge thrust.
Induced drag is the backward tilt of the aerodynamic forces and is caused by lift creation. The least amount of drag for a given amount of lift and wingspan can be achieved with the elliptic distribution over span. The bell-shaped distribution creates more drag for the same lift and wingspan, since it has higher spanwise lift gradients at mid-span.
What is it that makes the end of this wing a winglet?
This is a matter of definition. The so-called winglet area is where the wingtips carry only little positive or even negative lift. Like in a winglet, this gives the local lift a forward component which works like the opposite of induced drag. Call it induced thrust, if you want: This is what is common to winglets and the negatively loaded wingtip. That in turn is caused by wing twist and local control surface deflection. You cannot see from the top view how lift is distributed over span.
But the bell-shaped lift distribution has some interesting advantages:
- Since most lift is created near the wing root, the spar bending moment can be kept low for a given amount of lift. This allows for a lightweight wing structure and is especially important for large aircraft.
- With aileron deflection, the lift distribution on the up-going wing becomes nearly elliptical while the one on the down-going wing becomes even worse, increasing induced drag there significantly. This reduces adverse yaw such that no vertical tail is needed.
Sounds great, doesn't it?
Actually no, it doesn't when you take a closer look:
- Due to the low maximum lift coefficient of flying wings, the wing surface of a flying wing needs to be much higher than that of a conventional configuration of the same landing speed where a tail surface allows the use of powerful trailing edge flaps, raising wing weight and drag substantially.
- The bell-shaped lift distribution is like flying all the time with spoilers half deployed. Aileron deflection retracts the spoiler on the up-going wing and extends it fully on the down-going wing. Kind of like the split ailerons of the B-2. I think it is better to only use spoilers during manoeuvring. Also, the Horten flying wings were all known for marginal directional stability, especially at high speed when sweep did not help much. It was too little to even compensate for unsymmetric thrust. A fin or added artificial stabilization would be highly advisable.