US 20100133377A1 (19) United States (12) Patent Application Publication (10) Pub. No.: US 2010/0133377 A1 Cazals et al. (43) Pub. Date: Jun. 3, 2010

(54) AIRPLANE WITH FLAT REAR FUSELAGE Publication Classi?cation SAID QUEUE-DE-MORUE EMPENNAGE (51) Int- Cl

_ _ _ B64D 27/02 (2006.01) (75) Inventors: Olivier Cazals, Daux (FR); Jaime 364C 1/00 (200601) Genty De La Sagne, Toulouse (FR) 364C 9/02 (200601) (52) US. Cl...... 244/55; 244/119; 244/87 Correspondence Address: Perman & Green, LLP (57) ABSTRACT 99 Hawley Lane An aircraft includes a fuselage having a shape elongated stratfol‘ds CT 06614 (Us) along a longitudinal axis X of the aircraft and at least one Wing ?xed to the fuselage between the front end and the rear (73) ASSigneeI AIRBUS OPERATIONS end of the fuselage. The fuselage includes a substantially (SOCIETE PAR ACTIONS cylindrical central part and a rear tapered part on Which a SIMPLIFIEE), TOulOuSe (FR) vertical empennage is ?xed. Between a section connecting the rear part With the central part of the fuselage and the rear (21) Appl. No.: 12/579,054 end the maximum Width of each section of the fuselage is constant or increasing rearWards up to a maximum Width L of (22) Filed; Oct, 14, 2009 the fuselage, the height of each section of the fuselage is decreasing rearWards in the direction of the negative X, so that (30) Foreign Application Priority Data the rear end of the fuselage forms a trailing edge having a small thickness Which is substantially horizontal in an aircraft Oct. 17, 2008 (FR) ...... 08 57092 reference system and substantially rectilinear Patent Application Publication Jun. 3, 2010 Sheet 1 0f 6 US 2010/0133377 A1 Patent Application Publication Jun. 3, 2010 Sheet 2 0f 6 US 2010/0133377 A1 Patent Application Publication Jun. 3, 2010 Sheet 3 0f 6 US 2010/0133377 A1 Patent Application Publication Jun. 3, 2010 Sheet 4 0f 6 US 2010/0133377 A1 Patent Application Publication Jun. 3, 2010 Sheet 5 0f 6 US 2010/0133377 A1 Patent Application Publication Jun. 3, 2010 Sheet 6 0f 6 US 2010/0133377 A1 US 2010/0133377 A1 Jun. 3, 2010

AIRPLANE WITH FLAT REAR FUSELAGE connected to the canard stabilisers are more easily solved than SAID QUEUE-DE-MORUE EMPENNAGE on commercial aircrafts having larger dimensions and having a less controllable payload distribution. CROSS-REFERENCE TO RELATED [0016] Although in this case, front horiZontal stabilisers are APPLICATIONS distant from and independent of the rear vertical end, it is [0001] This application claims priority to French Applica alWays necessary to reduce the section of the rear part of the tion No. 08 57092 ?led on 17 Oct. 2008, the disclosure of fuselage in a rear cone. Which is incorporated by reference herein its entirety. [0017] Besides, the installation of the horiZontal stabiliser on the fuselage must be made in a pressurized area of the BACKGROUND fuselage and is prejudicial for an area of the fuselage Where the payload is. [0002] 1. Field [0003] The disclosed embodiments belong to the ?eld of SUMMARY aircrafts and more particularly to aircrafts having a fuselage on the rear part of Which a tail assembly is ?xed. [0018] In order to reduce the prejudicial aerodynamic and [0004] 2. Brief Description of Related Developments mass charges of the prior art solutions, the aspects of the [0005] In a knoWn and currently the most implemented disclosed embodiments provides a neW shape for the rear part architecture for the production of commercial transport air of the fuselage. crafts, an aircraft mainly includes a more or less elongated [0019] The aircraft according to the disclosed embodi fuselage to Which a Wing is ?xed in a median position along ments includes, in a Way knoWn per se, a fuselage having a the length of the fuselage and on the rear part of Which a tail shape elongated along a longitudinal axis X of the aircraft assembly is ?xed, With a horiZontal stabiliser and a vertical positively oriented toWards the front of the aircraft and at least empennage, including various aerodynamic surfaces to pro a Wing ?xed to the fuselage betWeen the front end and the rear vide the aerodynamic stability of the aircraft and the maneu end of the fuselage, including itself a substantially cylindrical verability thereof using control surfaces associated With the central part and a rear tapered part Which a vertical empen empennages. nage is ?xed. [0006] FIG. 1 shoWs an exemplary rear part ofa fuselage 2 [0020] On the aircraft of the disclosed embodiments, the carrying an assembly of empennages according to the prior rear part of the fuselage has a ?at shape. art. [0021] This ?at shape is such that, betWeen a section con [0007] To prevent too important a base drag, the rear part of necting the rear part With the central part of the fuselage and the fuselage is tapered and the section thereof progressively the rear end of the fuselage: decreases in height and Width from a current section of the [0022] the maximum Width of each section of the fuselage fuselage corresponding to a rear part of the substantially is constant or increasing rearWards in the direction of the cylindrical fuselage part toWards a much smaller fuselage end negative X up to the maximum Width L of the fuselage; section. [0023] the height of each section of the fuselage is decreas [0008] This rear part of the fuselage is often called a rear ing rearWards in the direction of negative X so that the rear cone because of its general shape close to a truncated cone. end of the fuselage forms a trailing edge having a loW thick [0009] On the rear cone are ?xed on the one hand an hori ness and substantially horiZontal in an aircraft reference sys Zontal stabiliser 10 and on the other hand a vertical empen tem and substantially rectilinear through the Width L. nage or ?n 11 composed of specialiZed aerodynamic surfaces [0024] The ?at shape provides a stabiliZation surface Which are ?xed on the sides and on the top of the fuselage 2. around a pitch axis of the aircraft Which prevents to resort to [0010] This type of empennages, Which is Well knoWn to a conventional horiZontal stabiliser and, in order to provide aircraft designers, hoWever, has at least tWo main drawbacks. command and control around the pitch axis, the rear part of [0011] First, providing empennages in a location of the the fuselage includes a fuselage control surface articulated on fuselage With reduced dimensions is structurally complex, the fuselage around a substantially horiZontal axis in the considering the efforts to be taken up by the rear fuselage and aircraft reference system and the trailing edge of Which cor as regards the installation of the systems, more particularly responds to the end of the fuselage. because of the generally mobile horiZontal stabiliser. [0025] The trailing edge control surface is advantageously [0012] Second, because of the reduction of the sections in provided, on the trailing edge side thereof, With a secondary the rear cone and the volumes occupied by the empennage control surface articulated around an axis substantially hori systems, the pressurized cabin cannot be extended rearWards Zontal in the aircraft reference system and the reduced dimen as far as Would be desirable and the rear part of the cabin most sions of Which, With respect to those of the fuselage control often has a reduced Width, limiting the possibilities of surface, make it possible to perform a ?ne aerodynamic con arrangement of this area of the cabin. trol or to modify the hinge moments of the fuselage control [0013] Then, the rear part of the fuselage and the empen surface. nages thereof are most often prejudicial as regards mass, [0026] The arrangement of the elevator in the rear part of Wetted area and useful volume of the fuselage. the fuselage makes it possible to have a useful volume greater [0014] In an other architecture, the canard aircrafts use a than that available in the case of a conventional horiZontal thin horiZontal stabiliser no longer positioned at the rear of the stabiliser pro?le for articulating the fuselage control surface fuselage, but on the contrary in the front part of the fuselage, at the level of a rear frame of the fuselage and provides the in front of the Wing. motions of the control surface through an actuator integral [0015] This architecture is rarely implemented in compari With the frame positioned in front of the rear frame. son With the solution of rear stabilisers except for small air [0027] For the stability and control around the vertical axis, crafts or ?ghter aircrafts for Which the aerodynamic problems the yaW axis, the aircraft includes a vertical empennage ?xed US 2010/0133377 A1 Jun. 3, 2010

to the fuselage on the rear part of the fuselage Which has a high [0040] FIGS. 4a to 4d: lateral vieWs (FIG. 4a), top vieW cross sectional rigidity due to its ?at shape. (FIG. 4b), front vieW (FIG. 40) and rear vieW (FIG. 4d) of the [0028] According to the stability and control requirements aircraft of the FIG. 3; and required empennage surfaces, the vertical empennage [0041] FIG. 5: a side vieW of the rear end of the fuselage advantageously includes tWo ?ns ?xed on edges of said rear Without the ?n on the side observed; part and, in a preferred embodiment, in order to enhance the [0042] FIG. 6: an exploded vieW of the rear part of the aerodynamic performances of the fuselage control surface(s), aircraft of FIG. 3; each vertical ?n includes, in the loWer part thereof clo se to the [0043] FIG. 7: a detailed extract of the fuselage control fuselage, an internal Wall on the side of the vertical plane of surface; symmetry of the aircraft Which is substantially vertical in [0044] FIGS. 8a and 8b: perspective vieWs of the rear parts order to keep a space as reduced as possible betWeen the ?n of alternative solutions for the aircraft according to the inven and the concerned end of the elevator When the elevator is tion With lateral extensions; directed upWards. [0045] FIG. 9a: a perspective vieW of the rear part of an [0029] In one embodiment, the ?ns are extended under the alternative solution of the aircraft according to the invention fuselage by ventral ?ns Which also have, for the same reasons, With an annular empennage; substantially vertical Walls on the side of the vertical plane of [0046] FIG. 9b: a perspective vieW of the rear part of an symmetry of the aircraft. alternative solution of the aircraft according to the invention [0030] Thanks to their aerodynamic surfaces, the ventral With an H-shape empennage; ?ns also enhance the stability around the yaW axis and if need [0047] FIG. 10: a perspective vieW of the rear part of an be protect the rear fuselage and the fuselage control surface(s) alternative solution of the aircraft according to the invention against a contact With the ground upon the rotation of the With a rear engine ?xed on the fuselage. aircraft, more particularly upon taking off. [0031] In a particular embodiment aiming at increasing the DETAILED DESCRIPTION stability or control aerodynamic surface as regards pitch, both [0048] As illustrated as a non limitative example in FIG. 3 ?ns are inclined outWards so as to form a butter?y empennage in perspective and in FIGS. 4a to 4d according to various structure, the ?ns of Which are distant at the level of the links projection vieWs, an aircraft 1 according to one embodiment of said ?ns With the fuselage. includes an extended fuselage 2, a Wing 3 ?xed to the fuselage [0032] In another form aiming at obtaining an equivalent and a vertical empennage 4 ?xed to the fuselage on a part of result Without affecting the control capacity around the yaW the fuselage 2 Which is substantially positioned behind the axis, a substantially horizontal aerodynamic surface, Which Wing 3. can include a trailing edge control surface, is ?xed in an upper [0049] As per the conventions used in the ?eld of aircraft part of the ?ns, for example through curved shapes of the designs, the aircraft 1 is, as requested by the description horizontal surface of interest, in order to form an annular associated With an aircraft reference system de?ned by: empennage or through sharp edge junctions to form an [0050] an axis X corresponding to a longitudinal axis of the H-shape empennage, in order to reinforce the effects of the aircraft 1 and the fuselage 2, positively oriented toWards the ?attened fuselage. front of the aircraft in the ?ight direction; [0033] In another embodiment aiming at increasing the [0051] an axis Z corresponding to a vertical axis of the stabilization and control surface around the pitch axis, sub aircraft 1, ie an axis perpendicular to axis X in a vertical stantially horizontal aerodynamic surfaces arranged beyond plane of symmetry XZ of the aircraft and positively oriented the edges of fuselage Which are close to the end of the fuse toWards the bottom of the aircraft; lage and the trailing edges of Which are substantially extend [0052] an axisY perpendicular to the vertical plane of sym ing the trailing edge of the rear end of the fuselage. metry XZ and forming the direct air-path axis system With the [0034] In order to increase the capacity of the aircraft as axes X and Z, Which means that Y is positively oriented regards control around the pitch axis, each side extension is toWards the right of the aircraft 1. articulated around the substantially horizontal axis in the [0053] The extended fuselage 2 includes the substantially aircraft reference system or includes a trailing edge control cylindrical central part 21, for example having a circular surface articulated on a ?xed part of said side extension about cross-section or a multi-lobed section or an elliptical section, an axis substantially parallel to the trailing edge. as Well as in front of said central part a front tapered part 22 in [0035] In one embodiment, the aircraft includes at least one Which a cockpit is generally positioned, and at the back a rear engine ?xed to the fuselage above the rear part of the fuselage, tapered part 23 on Which the vertical empennage 4 is ?xed. Which is an advantageous position more particularly as regards acoustics. [0054] The Wing 3 is ?xed to the fuselage 2 at a loWer part of the fuselage on the side of the positive Zs, as is illustrated, or is ?xed at an upper part of the side of the negative Zs or at BRIEF DESCRIPTION OF THE DRAWINGS an upper part in an intermediary high position, solutions [003 6] The detailed description of exemplary embodiments Which are not illustrated. of the invention is made While referring to the Figures Which [0055] In a Way knoWn per se, propulsion engines 5, for schematically shoW: example jet engines, are ?xed on the Wing. [0037] FIG. 1: as already mentioned, a perspective vieW of [0056] The rear tapered part 23 of the fuselage 2 corre a rear fuselage of a knoWn aircraft With conventional empen sponds to a shape progressively ?attening rearWards, the nages; height of Which along direction Z continuously decreases [0038] FIGS. 2a and 2b: perspective vieWs ofa rear fuse from a front section 231 for connection to the central part 21 lage of an exemplary aircraft according to the invention; up to a rear end 25 of the fuselage at the level of Which height [0039] FIG. 3: a perspective global vieW of an exemplary is substantially null, in practice the thickness of an aerody aircraft according to the invention; namic control surface trailing edge, as Will be understood US 2010/0133377 A1 Jun. 3, 2010

When reading the following description, Which is loW as com the fuselage control surface 6 in the extension thereof Which pared to the other characteristic dimensions of the control is operated as an element of the rear curvature of said fuselage surface. stabilising surface. [0057] In addition, contrary to the height according to [0071] A particular characteristic of the fuselage control direction Z, the Width according to direction Y of the rear surface 6 results, on the one hand, from the relative thickness tapered part 23 remains at least equal to a maximum Width of thereof at the level of the connection thereof With the fuselage the fuselage in the central part 21 and continuously increases 2, Which is advantageously more important than that of a from the front section 231 for the connection up to the rear conventional horiZontal stabiliser control surface, because of end 25. the tapering of the rear fuselage as compared to a thin aero [0058] The expression “continuously increases” must be dynamic pro?le of a conventional horiZontal stabiliser and, on considered here in a general meaning, Which means that said the other hand, the possibility for the aircraft designer to maximum Width locally increases or remains constant. More de?ne the chord C, ie the length along direction X, of said particularly, the shape of the rear part is such that the maxi fuselage control surface. mum Width of the fuselage in this part can be kept constant on [0072] The thickness of the control surface 6 is advanta a more or less important distance along X. geously used for making simpler and lighter structures and [0059] In the example illustrated in the FIGS. 3, 4b, 4c and the possibility of de?ning the length of the chord C With a 4d, the Width of the rear part 23 is substantially constant, on relative ?exibility makes it possible to make the fuselage the one hand in the front area of said rear part behind the front control surface 6 With the required e?iciency, considering the section 231 for the connection, and on the other hand in a rear requirements as regards the stability and the maneuverability area of said rear part close to the end 25. of the aircraft. [0060] The precise de?nition of the shapes as seen from [0073] In FIG. 6, the rear part 23 ofthe fuselage is shoWn in above of the rear part 23 of the fuselage depends both on an exploded vieW. aerodynamic constraints and aircraft arrangement con [0074] The rear part 23 of the fuselage includes, in the straints, and is Within the capacity of the persons skilled in the illustrated arrangement, a front area corresponding to a rear art so long as the principles of the aircraft according to the part of a pressurised cabin 24 in the aircraft, With said rear part invention are applied. ending in a rear bulkhead 241. [0061] Close to the rear end 25 of the fuselage 2, ie in an [0075] At the position along the longitudinal direction X area ending With a substantially null height, the fuselage thus along the fuselage of the rear bulkhead 241, the shape of the has a Width L at least equal to and preferably greater than the fuselage evolves With respect to the substantially constant maximum Width of the fuselage 2 of the aircraft 1 in the section of the central part of the fuselage Which can be seen by central part, thus giving it a so-called ?at tail. a reduced height in the section of the fuselage considered. [0062] Said rear end forms a substantially rectilinear trail [0076] Behind the rear bulkhead 241, the rear part 23 of the ing edge of the rear part 23 of the fuselage. fuselage includes a non-pressurised area 232 of Which only [0063] Advantageously, an aerodynamic control surface 6, structural frames 233 are schematically shoWn, the shapes of also called a fuselage control surface, is arranged in such rear Which evolve from the shape of the rear bulkhead 241 to more part of the fuselage 2 at the level of the trailing edge at the rear and more ?attened shapes, ie a reduction in the height of the end 25. section the further rearWards the considered face is located, [0064] In the illustrated example, the vertical empennage 4 ie the negative X. includes tWo substantially vertical ?ns ?xed to the fuselage at [0077] In addition, the frames 233 have a Width Which either side and located close to the rear end 25. increases or at least remains locally substantially constant the [0065] In a Way knoWn per se, the ?ns are provided With further rearWards the face considered is located, up to a last trailing edge control surfaces to provide the control of the ?xed frame 233b, the so-called rear frame, on Which the aircraft around the so called yaW axis Z. fuselage control surface 6 is articulated. [0066] The so-called yaW axis control surfaces are limited, [0078] The progressive though suf?ciently quick ?attening as regards their extensions in loWer parts, on the fuselage 2 to regularly evolve to a loW thickness of the rear end 25 of the side so that interferences betWeen the fuselage control surface structure of the fuselage in the non-pressurised area 232, does 2 and said yaW control surfaces are avoided When control not entail any particular problem Which could be connected to surfaces are de?ected. the pressurisation and hoWever offers relatively important [0067] Such characteristics of the rear part 23 of the fuse volumes for the installation of systems (not shoWn) of the lage appear more clearly on the details of the FIGS. 2a and 2b aircraft 1, more particularly because there is no conventional Which are shoWn in perspective vieWs. horiZontal stabiliser through structure. [0068] As illustrated in FIG. 5, Which shoWs the rear part 23 [0079] FIG. 7 schematically illustrates the detail of the last of the fuselage as seen from the side, With the ?n in the frames of the structure in the rear part 23 and the control foreground not being shoWn, the fuselage control surface 6 is surface 6. articulated on the structure of the fuselage 2, so that it can be [0080] The control surface 6 is articulated around the axis de?ected upWards or doWnWards by pivoting around an axis 61 on the rear face 233!) and an actuator 62 Which is integral 61 Which is substantially parallel to the Y-axis. With the control surfaceihere a linear actuator taken up at the [0069] Due to its rear position and to the direction of its end opposite the control surface on a frame 23311 in front of displacements, the fuselage control surface 6 is thus a control the rear frame 233b, makes it possible to modify the angular surface for controlling the motions of the aircraft around the position of the control surface around the axis 61. pitch axis Y, ie an elevator, like a conventional horiZontal [0081] In one embodiment, the fuselage control surface 6 stabiliser control surface. includes, at the trailing edge thereof, a secondary control [0070] Thanks to its ?at shape, the rear fuselage 23 is a surface 611 having reduced dimensions, more particularly pitch-stabilising surface and participates in the e?iciency of chord dimensions. US 2010/0133377 A1 Jun. 3, 2010

[0082] Like the fuselage control surface 6, the secondary [0094] Second, it leads to a fuselage the aerodynamic per control surface 611 is movable in rotation around an axis formances and mass of Which are optimized With respect to a parallel to axis Y. fuselage ending With a tail cone: [0083] In one embodiment, illustrated in FIG. 7, the sec [0095] in the absence of a horizontal stabiliser positioned at ondary control surface 611 is an upper surface control surface the rear lines of the fuselage, in its upper part are advanta positioned at the top of the fuselage control surface 6 and geously more ?at Which results in the improvement of the Which is essentially movable on the side of the upper part of quality of the aerodynamic ?oW and reduction in the friction said fuselage control surface. drag and form drag. [0084] In another embodiment, not illustrated, the second [0096] in the absence of the necessary disturbances of ary control surface 611 extends the fuselage control surface 6 structure in the case of an added horizontal stabiliser and of an of Which it forms the closest part to the trailing edge and is improved lateral rigidity, the structure mass of the rear part of movable upWards and doWnWards of a medium plane of said the fuselage is advantageously reduced; fuselage control surface. [0097] the presence of the fuselage control surface With a [0085] The secondary control surface according to various thin trailing edge limits the fuselage base drag; knoWn embodiments is moved in rotation independently of [0098] the architecture makes it possible to have further the control surface 6, for example in a high speed control raised fuselage shapes and in this case improves the ground surface mode, or is moved according to the control surface 6 clearance of the fuselage during the rotation upon taking off in a direction opposite that of said control surface 6, for and makes it possible to reduce the height of the landing gear example to reduce the hinge moment of the control surface 6, of the aircraft 1. or is moved according to the control surface 6 and in the same [0099] Eliminating the conventional horizontal stabiliser, direction as said control surface 6, for example to prevent a the functions of Which are provided by the fuselage having the null or too loW hinge moment of the fuselage control surface shape of the invention and the fuselage control surface makes 6 or to increase the aerodynamic effect of the fuselage control it possible to reduce the mass of the rear structure of the surface 6. fuselage incorporating the empennages, With respect to a [0086] Again in FIG. 6, the ?ns of the vertical empennage 4 conventional aircraft as Well as the Wetted area of the same are ?xed on the sides of the fuselage in an area close to the assembly. fuselage edge close to the rear end 25. [0100] Third, by avoiding the required reduction in the [0087] In a preferred embodiment, as illustrated in the Fig Width of the fuselage in the case of a tail cone, the pressurized ures, each side ?n 4 includes, in the loWer part thereof, close cabin in the aircraft is extended to the back Without a substan to and above the fuselage, a ?n foot part 41 the Walls of Which, tial reduction in the Width of the cabin as compared to the at least one Wall of Which on the side of the vertical plane of conventional fuselage Which is particularly advantageous in symmetry XZ, is substantially vertical so that, during the the cabin con?guration for transporting passengers since the upWard movements of the fuselage control surface 6 and number of passengers in the same roW remaining unchanged possibly of the secondary control surface 6a, the gap betWeen in the rear part of the cabin as it is in so-called cargo con?gu the control surface(s) and the ?n remains as reduced as pos rations, containers or pads having standardized Width can be sible and possibly null When using sliding gaskets. used in this case up to the rear bulkhead level 241. [0088] Similarly and searching for the same result When the [0101] In addition, the useful volume in the rear non pres control surface(s) is/are de?ected doWnWards, each ?n 4 is surized area is improved and thus makes it possible to arrange extended in a loWer part under the fuselage by means of a a rear fuel tank having a capacity greater than that of a knoWn ventral ?n 42 substantially vertical, at least for a Wall of the horizontal stabiliser tank for an aircraft of equivalent dimen side of the vertical plane of symmetry XZ. sions. [0089] By avoiding the formation of a signi?cant gap [0102] Fourth, the dimensions of the fuselage control sur betWeen the control surfaces and the side Walls of the ?ns, the face are easily resizable during the design process as regards aerodynamic ef?ciency of the control surfaces is signi?cantly Width and chord, so as to obtain the performances expected improved because of the effect on the aerodynamic ?oW at the from the aircraft as regards the pitch stability and longitudinal ends of the control surfaces With respect to the free ends. control quality, this Without any prejudice to the mass of the [0090] The efforts on the ?ns are advantageously transmit structure of the rearpart of the fuselage because of the relative ted to the structure of the fuselage at the level of the strong important thickness of the control surface. frames 233. [0103] The invention is not limited to the detailed embodi [0091] Because of the Width of the fuselage 2 in this area ments hereinunder and While remaining Within the principles and on the side of the positive X in front of the ?ns, the of the invention, can be applied to various alternative solu fuselage has a global rigidity Which prevents the fuselage tions among Which some non limitative examples are given from signi?cantly deforming When the control surfaces exert hereinunder and can also be considered as combined together lateral forces and thus avoids complex structural solutions and/or With the previous detailed description. and the aero-elastic coupling hazard in ?ight Which limit the [0104] In a non illustrated alternative solution, the elevator ?ight domain of the aircraft or require speci?c solutions. is provided in tWo or several parts distributed according to the [0092] The arrangement of the fuselage of an aircraft Which span of the rear end 25 of the fuselage, an arrangement Which has just been shoWn is thus particularly advantageous in sev makes it possible to have the elevators members redundant. eral respects. [0105] According to another not shoWn alternative solu [0093] First, it prevents installing a conventional horizontal tion, the ?ns 4 are inclined With respect to the vertical, at least stabiliser added onto the fuselage Which is relatively heavy above a vertical part close to the fuselage in an intermediate and complex and leads to a horizontal stabiliser Which is position betWeen the vertical plane of symmetry XZ and a vulnerable in case of projections of a foreign matter in the horizontal XY for example betWeen 30 and 45 degrees, sub upstream aerodynamic ?oW. stantially symmetrically With respect to the vertical plane of US 2010/0133377 A1 Jun. 3, 2010

symmetry so as to form a butter?y empennage in Which both vertical empennage is ?xed, Wherein, betWeen a section con aerodynamic plans are distant at the level of their bases ?xed necting the rear part With the central part of the fuselage and to the fuselage. the rear end: [0106] In this alternative solution, the ?ns provide, through a maximum Width of each section of the fuselage is con vertical components of the aerodynamic forces on such ?ns a stant or increasing rearWards in the direction of the nega part of the functions of longitudinal stability and pitch control tive X up to a maximum Width L of the fuselage; of the aircraft through trailing edge control surfaces. a height of each section of the fuselage is decreasing rear [0107] In another alternative solution, illustrated in FIGS. Wards in the direction of the negative X, so that the rear 8a and 8b, the side extensions 7 formed by substantially end of the fuselage forms a trailing edge having a small horizontal aerodynamic surfaces are arranged beyond the thickness Which is substantially horiZontal in an aircraft fuselage edges close to the end 25 of the fuselage. Such reference system and substantially rectilinear through extensions 7, trailing edges of Which are substantially extend the Width L. ing the trailing edge of the fuselage control surface 6, result in 2. An aircraft according to claim 1, Wherein the rear part of the enhancement of the longitudinal behavior of the aircraft the fuselage includes a fuselage control surface articulated on the fuselage around an axis substantially horiZontal in the Without exaggeratingly Widening the rear fuselage, if so required. aircraft reference system and a trailing edge of Which corre sponds to the end of the fuselage. [0108] The extensions 7 are for example ?xed surfaces (not shoWn solution), the role of Which is then limited to increas 3. An aircraft according to claim 2, Wherein the fuselage ing the longitudinal stability, or surfaces including a ?xed part control surface includes, on the trailing edge side, a secondary and a movable trailing edge control surface (as shoWn in FIG. control surface articulated on said fuselage control surface 8a) or aerodynamic surfaces making all moving control sur around an axis substantially horiZontal in the aircraft refer faces (as shoWn in FIG. 8b). ence system. [0109] In other alternative solutions shoWn in FIGS. 9a and 4. An aircraft according to claim 3, Wherein the fuselage control surface is articulated on the fuselage at the level of a 9b, a horiZontal additional surface 8 is arranged in the upper part of the ?ns of the vertical empennage in order to increase rear frame of the fuselage and moved by an actuator integral the longitudinal stability and pitch control capacity of the With a frame positioned in front of the rear frame. aircraft. 5. An aircraft according to claim 1 further comprising a [0110] The additional horiZontal surface 8 is for example as vertical empennage ?xed to the fuselage on the rear part of the in FIG. 911 connected by curved shapes at the ends of said fuselage, said vertical empennage including tWo ?ns ?xed on additional surface, thus forming an annular empennage, the edges of said rearpart, said ?ns including, each in a loWer part trailing edge control surfaces of the various parts of Which close to the fuselage, a substantially vertical Wall on the side jointly act to provide the control of the aircraft. of the vertical plane of symmetry XZ. 6. An aircraft according to claim 5, Wherein each ?n of the [0111] The additional horiZontal surface 8 can also, as vertical empennage is extended in a loWer part under the shoWn in FIG. 9b, be provided in a more or less higher part on the ?ns 4 With sharp edge junctions to form a so-called fuselage by a ventral ?n a Wall of Which on the side of the vertical plane of symmetry XZ is substantially vertical. H-shaped empennage structure. 7. An aircraft according to claim 5, Wherein the ?ns are [0112] In an example of an embodiment illustrated in FIG. 10, a fuselage engine 511 is arranged above the fuselage. inclined outWards, at least in a part above the loWer parts of According to this arrangement of the poWerplant installation said ?ns, so as to form a butter?y tail structure, the ?ns of making it possible to reduce the poWer of the engines 5 ?xed Which are distant at the level of the links of said ?ns With the on the Wing, the aircraft fuselage 2 according to the invention fuselage. is particularly advantageous as regards acoustic issues, since 8. An aircraft according to claim 5, Wherein a substantially the ?attened shape of the rear part 23 of the fuselage e?i horiZontal aerodynamic surface is ?xed in an upper part of ciently masks the noise radiated doWnWards by the air inlet said ?ns, connected by curved shapes of the ends of said and the noZZles fuselage engine 511 and the ?ns hide the noise aerodynamic surface or through sharp edged junctions, said radiated sideWard by the noZZles. aerodynamic surface including one or several trailing edge [0113] Depending on the dimensions of the fuselage and control surface(s). 9. An aircraft according to claim 1 further comprising side those of the engines implemented, more than one engine for example tWo or three engines are provided on the rear fuse extensions composing substantially horiZontal aerodynamic lage together With motors ?xed on the Wing or not. surfaces arranged beyond the fuselage edges close to the end [0114] Thus, the invention makes it possible to build an of the fuselage and trailing edges of Which are substantially aircraft With a simpli?ed and lighter rear structure of the extending the trailing edge of the rear end of the fuselage. fuselage thus improving the useful volume of the fuselage, 10. An aircraft according to claim 9, Wherein each side With respect to the conventional fuselages. extension is articulated around a substantially horiZontal axis in the aircraft reference system or includes a trailing edge What is claimed is: control surface articulated on the ?xed part of said side exten 1. An aircraft including a fuselage having a shape elon sion around an axis substantially parallel to the trailing edge. gated along the longitudinal axis X of the aircraft positively 11. An aircraft according to claim 1 further comprising at oriented toWards the front of the aircraft and including at least least one engine ?xed to the fuselage above the rear part of the one Wing ?xed to the fuselage betWeen a front end and a rear fuselage. end of said fuselage, the fuselage including a substantially cylindrical central part and a rear tapered part on Which a