Airplane with Movable Engines and Pivoting Tail Ends
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Solution Overview
Problem
The conventional airplane configuration with fixed rear vertical and horizontal tails is inefficient, as the rear vertical tail contributes little to aerodynamics, adds weight and drag, and the horizontal tail degrades lift by 5% while representing 15% to 20% of the wing surface area, with limited utility during cruising flight.
Innovation Solution
The airplane features engines that can be displaced along the fuselage and tail ends that can be pivoted relative to the horizontal tail, allowing for configuration changes during flight to adapt to different phases, such as bringing engines forward or aft and tail ends into folded or deployed positions, enhancing lift and stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the rear vertical tail is maintained as a fixed large surface area structure, then directional control during take-off and landing is ensured, but weight and drag increase significantly during cruising flight
Solution Approach 1:
The vertical tail is made movable rather than fixed, allowing it to change position according to flight phase. During take-off and landing, the vertical tail is positioned to provide maximum directional control. During cruising flight, it can be repositioned to reduce drag and weight impact, resolving the contradiction between maintaining control capability and reducing weight.
Solution Approach 2:
The rear horizontal tail is designed to perform multiple functions: it provides directional control during take-off and landing like a traditional vertical tail, and generates lift during cruising flight. This multi-functionality allows the same structure to address different flight phase requirements without adding separate components.
2Stability of the object's composition
If the rear horizontal tail is maintained as a fixed large surface area structure, then pitch stability is ensured during all flight phases, but lift is degraded by 5% and drag increases during cruising flight
Solution Approach 1:
The horizontal tail is made dynamically adjustable, allowing it to change its configuration based on flight phase. During take-off and landing, it maintains a configuration that provides pitch stability. During cruising flight, it can be adjusted to minimize drag and maximize lift, resolving the contradiction between stability and aerodynamic efficiency.
Solution Approach 2:
The horizontal tail is designed to perform both pitch stability control and lift generation functions. By adjusting its position and angle according to flight phase, it simultaneously provides stability when needed and reduces drag when aerodynamic efficiency is prioritized.
3Device complexity
If the airplane maintains a fixed configuration throughout flight, then structural simplicity is maintained, but aerodynamic efficiency is compromised during different flight phases
Solution Approach 1:
The airplane configuration is made dynamic with movable engines and adjustable tail surfaces that can be repositioned during flight. This allows the aircraft to optimize its aerodynamic characteristics for different flight phases (take-off, landing, cruising) without requiring completely different aircraft designs, balancing complexity with efficiency.
Solution Approach 2:
The invention changes key geometric parameters (engine position, tail angle, tail surface area) during flight to optimize aerodynamic performance. By adjusting these parameters according to flight phase, the aircraft achieves high aerodynamic efficiency across different operating conditions while maintaining a single basic airframe design.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This adaptive configuration improves aerodynamic efficiency, reduces fuel consumption, and allows the airplane to fly at higher altitudes with increased lift and reduced noise and vibrations, while maintaining safety by positioning tail ends as anti-noise shields and reducing engine noise impact on the cabin.
Implementation Method 1
at least two engines arranged on the fuselage on either side of a vertical plane of symmetry of the airplane
Implementation Method 2
two wings, a rear tail unit comprising a horizontal tail provided with two tail ends
Implementation Method 3
The rear horizontal tail is to counteract both the natural pitch moment of the wings, and the position of the center of gravity located forward of the center of lift of the wings
Implementation Method 4
the rear vertical tail contributes little to the aerodynamics of the airplane
Data Source
AI summary
An airplane comprising a fuselage, two wings, a rear tail unit comprising a horizontal tail provided with two tail ends, and at least two engines arranged on the fuselage on either side of a vertical plane of symmetry of the airplane, the airplane having a longitudinal axis, the engines being mounted so as to be able to be displaced, at least in flight, on the fuselage, substantially parallel to the longitudinal axis, and the tail ends being mounted so as to be able to be pivoted, at least in flight, relative to the horizontal tail, the airplane thus having a configuration that changes in flight.