t tail vs conventional tail
For a T-tail you have a greater chance of deep stall (or super stall as people over the pond seem to call it!) Used Aircraft Guide: Piper Arrow - Aviation Consumer You might see V-Tails used on high-performance models, such as slope soaring or discuss launch gliders. You might see V-Tails used on high-performance models, such as slope soaring or discuss launch gliders. Finally, at a lower level but still a difference, using a T-tail increases the wake (compared to a conventional configuration, where the tail is almost in the wake of the main wings and the fuselage) behind your aircraft and thus the drag you need to overcome is larger. The stabilator, which is 13% smaller in span and area than that of a Warrior/Archer/low-tail Arrow, is up out of the energized propwash, so it seems ineffective. However, T-tails are more likely to enter a deep stall, and is more difficult to recover from a spin. A T-tail produces a strong nose-down pitching moment in sideslip. I have had several mechanics and old timers tell me my conversion is one of the best they have seen. What do labyrinthulids do? Why don't large commercial aircraft use T-tail designs? - Quora With the conditions you said you operate in I would go with a conventional tail swing, talk to a cat road mechanic about servicing/repairing. This occurs because the stabilator sits up out of the . This is because the V tail has projected area in both directions. PoA Supporter Joined: Oct 22, 2008 Messages: 15,568 Location: mass fla Display name: Here are some habits that VFR pilots can pick up even before they become IFR certified. its more stable in turbulent conditions and centerline thrust (in case of engine failure). Most of the entries in the NAME column of the output from lsof +D /tmp do not begin with /tmp. I've never met a T-tail that I thought was attractive. Zero tail swing vs normal tail swing | Heavy Equipment Forums Tailplane forces: The vertical stabilizer should be made stronger and stiffer in order to support all the forces generated by the tailplane. Why do different aircraft have different tails? | Skill-Lync Pros and Cons of T-Tail - Pros an Cons There's a lot to this, and I'm no aircraft engineer, so if there are any other answers, I'll happily delete this. The horizontal force generated is "wasted" in essence as it does not contribute to the desired pitch outcome. What leaves me questioning is that almost all large commercial aircraft feature a conventional tail (B747, B777, A340, A380) while most military aircraft of a similar or larger size have a t-tail (C-17, C-5), and then if you get even larger (AN124, AN225) you're back to having a conventional tail again. When flying at a very high AOA with a low airspeed and T-tails must be stronger, and therefore heavier than conventional tails. In the 1980s it was used on the Fokker 100 and the British Aerospace 146. It depends on the airplane. But when you got authority, you got it RIGHT NOW. When the vertical tail is swept, the horizontal tail can be made smaller because it is further rearwards and therefore has a greater lever arm. This ensures smooth flow and better pitch control of the aircraft. And on the landing roll the tail can seem to lose authority all at once with the nose coming down. T-tail | SKYbrary Aviation Safety While this can occur on other aircraft as well, the risk is greater with T-tails as a highAOAwould likely place the wing separated airflow into the path of the horizontal surface of the tail. ", "Summary of spin technology as related to light general-aviation airplanes", https://en.wikipedia.org/w/index.php?title=T-tail&oldid=1142624641, This page was last edited on 3 March 2023, at 13:31. What leaves me questioning is that almost all large commercial aircraft feature a conventional tail (B747, B777, A340, A380) while most military aircraft of a similar or larger size have a t-tail (C-17, C-5), and then if you get even larger (AN124, AN225) you're back to having a conventional tail again. This is because the conventional-tail aircraft has the downwash from the propeller pushing down on the tail to assist in raising the nose. T-tails have a good glide ratio, and are more efficient on low speed aircraft. With a minimized counterweight radius, the excavator. The difference lies in the arrangement of their respective wheels. Thanks for contributing an answer to Aviation Stack Exchange! To assess transcriptional activity before and after the major wave of ZGA, we determined the number of T>C reads in 3 mRNA SLAMseq datasets (T>C reads; +4sU) relative to unlabeled samples (-4sU; Figure 2 A) or in-sample background conversions (i.e., T>A; Figure S2 A). [2][7], For propeller aircraft, a T-tail configuration may reduce pitch control effectiveness if the elevators are outside the propeller slipstream. Advantages Of A T-tail Vs. A Conventional Tail, RE: Advantages Of A T-tail Vs. A Conventional Tail. Pro's and Con's for a T-Tail [Archive] - PPRuNe Forums Yikes! Learn more about Stack Overflow the company, and our products. During that time, I never experienced an unusual attitude or soiled pants. With all these advantages, why at least some of commercials does not consider this solution? ). Quiz: Can You Answer These 5 Aircraft Systems Questions? Pictures of great freighter aircraft, Government Aircraft The structural considerations are of course the increased weight of the vertical tail due to now having to support the forces and moments on the horizontal tail, including strengthening for flutter. Some people just think they look cool. T-tails are also often used when engines are mounted to the rear of the fuselage as often seen on business jets. Together they are referred to as the empennage, which has French origins and translates to "feather an arrow". When I sell my Archer, I'm buying a lance. Aircraft flying government officials, Helicopters This anti-torque system works by placing a multi-bladed fan within a duct in the tail of the helicopter. Labyrinthulomycota, the "net slimes" - Labyrinthulida. Planes operating at low speeds need clean airflow for control. I guess I'd like to know what makes a T-tail advantageous as opposed to a conventional tail. Can archive.org's Wayback Machine ignore some query terms? T-tail - Wikipedia What are the aerodynamic consequences a pilot needs to be aware of with a T-tail (e.g. Have you ever flown a T-tail airplane? A conventional aircraft tail consists of two lifting surfaces oriented at right angles to one-another: a horizontal stabilizer and a vertical stabilizer. position if empty. If You Go-Around On A Visual Approach Under IFR, Do You Need To Contact ATC Immediately? Browse other questions tagged, Start here for a quick overview of the site, Detailed answers to any questions you might have, Discuss the workings and policies of this site. avoiding hard de-rotation on touchdown, issues at high AOA, etc)? Now, a T-tail would place the tail out of the wash during normal flight conditions, which maybe provides additional efficiency/effectiveness? What are the advantages of the Cri-Cri's tail and fuselage design? Frequent air travellers would have noticed different aircraft for longer and shorter air routes. The C2 has a conventional tail rotor: The RPM of the tail rotor on the C2 is roughly 2150 RPM. Forecasts are excellent tools for being able to pinpoint mountain wave activity. Tell us in the comments below. 1. The horizontal stabilizer acts like a winglet, reducing induced drag of the rudder. Are there other reasons for having a T-tail? (Picture from the linked Wikipedia article). Source: I study aeronautical engineering and we had to do an exercise involving finding the correct posistion for the HTP to minimize downdraft. T-tail is especially popular on modern gliders because of the high performance, the safety it provides from accidental spins, and the safety it provides the stabilizer and elevator from foreign object damage on take-off and landing. Mostly, there is little or no difference in how they perform, certainly not at the level we would notice on our little models. The Fenestron vs Conventional Tail Rotors Others make/models don't. By clicking Post Your Answer, you agree to our terms of service, privacy policy and cookie policy. Discussion in 'Flight Following' started by kontiki, Aug 5, 2012. Create an account to follow your favorite communities and start taking part in conversations. Copyright SKYbrary Aviation Safety, 2021-2023. On takeoff the nose can "pop" up in a different manner than a more conventional tail. 7. 2.2.3: Empennage - Engineering LibreTexts There is no prop wash over the elevator. 3. Solved Advantage and Disadvantage of these empennage | Chegg.com The FAA has issued a draft of the AC on Flightpath Management and it includes a host of measures the agency wants operators to include in training and operations to ensure pilots can get from A to B safely. All rights reserved. Depending on the lift characteristics and generall geometric shape of the wing, this vortex results in updraft and downdraft zones. Rear mounted engines would also be much closer to the centerline of the aircraft, reducing the controllability issues in an engine out scenario. This gives them greater authority and consistency over a wider flight regime, but unfortunately also means you will have the authority to worsen a developing stall. somewhat susceptible to damage in rough field landings. All of the Boeings except the 717 have conventional tails. The AC isn't prescriptive. That additional weight means the fusel. They are also commonly used on infrastructure commercial building site projects to load material into trucks. Pros and Cons of V Tail - Pros an Cons The T-tail avoids this, but it places a large mass (the stabilizer) at the end of a long moment arm (the fin). Can airtags be tracked from an iMac desktop, with no iPhone? I think to have the engines underneath the wing and a conventional tail is the better concept (hence why most of the new airliners are like that). The aircraft was sold in 2006 with the thought that I was finished with flying. Observed form behind, this looks like the capital letter T. Sometimes the term is used to refer to an aircraft with such empennage. [5][2] Smaller and lighter T-tails are often used on modern gliders. Inspection: It is difficult to inspect the evaluator surface from the ground since the controls running to the elevators are very complex. What airframe design is best for stormy weather? Maintenance issues: It will be difficult to climb up there and work on the T-tail if it has some problems. Quiz: Can You Identify These 6 Uncommon Airport Lighting Systems? Functionally the horizontal stabilizer/stabilator are the same in both cases, providing negative lift, the elevator control and a method for pitch trim. On a quote, I am averaging 2.50 per device difference between conventional and PT. The disturbed airflow over a lower stabilizer can make control more difficult at lower speeds. 3 7 comments Add a Comment Accident, incident and crash related photos, Air to Air I have heard a conventional tail has better stall recovery characteristics than a T-tail. Here's how they're different than conventional tail configurations. The cruciform tail, in which the horizontal stabilizers are placed midway up the vertical stabilizer, giving the appearance of a cross when viewed from the front. For the most part this is correct, although if airflow is disrupted over the tail the nose should actually come down because the horizontal stabilizer is what holds the nose up in the first place. I could imagine that the HTP is moved up to the T-configuration to ensure that the direction of air movement over the stabilizer is horizontal and not vertical. fhdesign, Aug 31, 2007 #8. It ensures clean airflow, at least on gulfstream aircraft. (https://www.airliners.net/discussions/tech_ops/read.main/138372/). Provide plane leverage: T-Tail surfaces makes it easy to increase the distance between the wing and the tailplane without affecting the weight of the aircraft. Moderators: richierich, ua900, PanAm_DC10, hOMSaR, Military Aircraft The control runs to the elevators are more complex,[1] and the surfaces are more difficult to inspect from the ground. Quiz: Do You Know These 6 Common Enroute Chart Symbols? 7. During flight test of the C-141 it was found that the antimetric wing bending mode would nicely couple with the torsional Eigenmode of the the tail, resulting in. I am not so sure about your argument for added drag @yankeekilo But you do agree that the wake is wider?