One advantage of the T-tail arrangement is that the horizontal tail acts as an end-plate for the vertical tail. This is to keep the hot engine exhaust away from the tail surfaces. T-tails are also often used when engines are mounted to the rear of the fuselage as often seen on business jets. A high wing and conventional tail arrangement is especially susceptible to this phenomenon. Often the primary reason to make use of this arrangement is to prevent the horizontal tail from being blanketed by the wake generated by the wing at high angles of attack. This is a structurally efficient arrangement as the horizontal stabilizer is fixed directly to the fuselage and therefore can introduce and distribute the resulting load directly into the fuselage structure.Īircraft that have a high wing (such as the A400M pictured above) often make use of a T-tail arrangement where the horizontal stabilizer is attached to the top of the vertical stabilizer. This arrangement works well when the aircraft engines are placed under the wing (as shown on the B737-800) where the hot engine exhaust may be kept well away from the horizontal stabilizer. In this configuration, the vertical tail sits at the rear of the fuselage with the horizontal stabilizer attached to the fuselage below the vertical tail. Some of the most common configurations are shown below:Ī number of the most common aircraft tail configurationsĪs the name suggests, the conventional tail arrangement is the most common. There are a number of common empennage arrangements that most aircraft adhere to.
Similar to how the feathers on an arrow stabilize the arrow in flight, the tail ensures that the aircraft remains stable through all phases of operation.Īn aircraft tail has two primary objectives: The tail assembly (horizontal and vertical stabilizer) is also known as the empennage which originates from the French term empenner which means to “feather an arrow”. A Cessna 172 with the Horizontal and Vertical Stabilizer Labelled The two tail surfaces are shown below in a conventional layout pictured on a Cessna 172. While there are a number of possible tail configurations, the majority are comprised of a horizontal surface and a vertical surface which stabilize the aircraft in the longitudinal and directional axis respectively. We’ll then introduce an empirical method to size both surfaces on a new aircraft design.Īlmost all aircraft flying today have a tail located towards the rear of the fuselage. Now we move onto the aircraft tail section and examine the function of both the horizontal and vertical tail. In the previous posts we’ve looked at both the wing and fuselage in some detail. >This is for giclee prints, and giclee printing for Watercolors, watercolor paintings, watercolor artists, oil paintings, charcoal paintings, pastel, chalk, pen & ink, art fairs, art shows, art galleries, galleries, art exhibition, nude art, figure drawing, figure painting, giclée, fine art prints, giclée prints, photographers, photography, photo lab, inkjet, digital printing, artwork, artists.This is part 8 in the Fundamentals of Aircraft Design series. There are many other examples, but this should suffice in understanding the concept. You can have an 8″x12″, but not an 8″x10″. Now for example, if you want to make an 8″x10″ print from a 20″x30″ painting, you will realize quickly that you can’t do it. If you have a 20″x30″ painting, or 20/30 = 10, which equals 2/3, this gives you have a 2:3 aspect ratio. Dividing 18/24 by 6, you get 3/4, or a 3:4 aspect ratio. Factor your width and height to the lowest common denominator and you will have your aspect ratio.įor example, if you have a painting that is 18″x24″, then you factor 18/24 to its lowestĬommon denominator to understand the ratio.
#ASPECT RATIO OF A HALF WING HOW TO#
Even if you only finished 8th grade, you know how to figure out aspect ratios if you can remember how to factor fractions. Everybody had to do basic fractions to get out of middle school. Understanding aspect ratios can be intimidating, but it’s really quite easy.
0 kommentar(er)
