800:, 2 November 1916, Page 962; "A "lifting tail" is one which normally carries a certain amount of load, and which is therefore often cambered in order to make it more efficient. For instance, the tail planes of the old Farman biplanes were "lifting tail planes," and were, as a matter of fact, rather heavily cambered. By a non-lifting tail plane is meant one which does not, in the normal flying attitude, carry any portion of the load, but is merely "floating." This type of plane is usually, although not invariably, made of symmetrical section – i.e., it is either a perfectly flat plane, built up of a framework of steel tubes, or it is constructed of spars and ribs after the fashion of the main planes, but symmetrical in section and convex on both sides. The object of the latter form of section is, of course, to provide a good "streamline" shape which will offer a minimum of resistance. During flight it constantly occurs that such a tail plane is momentarily loaded, the load being either upwards or downwards according to circumstances, and then, of course, the tail plane is no longer, strictly speaking, " non-lifting." ... a non-lifting tail plane is not invariably symmetrical in section. Some designers favour a section in which the upper surface is convex, while the lower surface is perfectly flat. The reasons usually advanced for the employment of such a section are that, as the tail planes may – and, indeed, frequently do – work in the down draught from the main planes, a tail plane set parallel to the path of the machine, or, in other words, parallel to the propeller shaft, is virtually subject to a load acting in a downward direction. Now, an unsymmetrical tail plane like that referred to above is still giving a certain amount of lift a to angle of incidence, whereas the symmetrical .section would, of course, give no lift when the incidence was zero. The plano-convex section therefore tends, owing to the slight lift at no angle of incidence, to counteract the effect of the down draught from the wings, and may therefore be said to be equivalent to a flat or streamline plane set at a slight angle to the propeller shaft. The tail plane of the B.E.2C, as is the case on the majority of modern machines, is of the non-lifting type."
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A wing with a conventional aerofoil profile makes a negative contribution to longitudinal stability. This means that any disturbance (such as a gust) which raises the nose produces a nose-up pitching moment which tends to raise the nose further. With the same disturbance, the presence of a tailplane
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light biplane was designed for civilian use, with an airfoiled lifting tail throughout its production run into the early World War I years and
British military service from 1914 to 1916 – when it was realised that moving the centre of gravity further forwards allowed the use of a non-lifting
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It is a misconception that tailed aeroplanes always carry tailplane downloads. They usually do, with flaps down and at forward c.g. positions, but with flaps up at the c.g. aft, tail loads at high lift are frequently positive (up), although the tail's maximum lifting capability is rarely
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Some aircraft and flight modes can require the tailplane to generate substantial downforce. This is particularly so when flying slowly and at a high angle of attack (AoA). On some types, the demand in this flight mode has been so extreme that it has caused the tailplane to stall. On the
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seen by the tail as the aircraft rotates around the centre of gravity. For example, when the aircraft is oscillating, but is momentarily aligned with the overall vehicle's motion, the tailplane still sees a relative wind that is opposing the oscillation.
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A tailplane usually has some means allowing the pilot to control the amount of lift produced by the tailplane. This in turn causes a nose-up or nose-down pitching moment on the aircraft, which is used to control the aircraft in pitch.
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Depending on the aircraft design and flight regime, its tailplane may create positive lift or negative lift (downforce). It is sometimes assumed that on a stable aircraft this will always be a net down force, but this is untrue.
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and the tailplane, which also provided positive lift. However this arrangement can be unstable and these designs often had severe handling issues. The requirements for stability were not understood until shortly before
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two-seat
Canadian trainer biplane, itself possessing a flat-bottom airfoiled tailplane unit not unlike the earlier Bristol Scout. But with care a lifting tailplane can be made stable. An example is provided by the
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At transonic speeds, an aircraft can experience a shift rearwards in the center of pressure due to the buildup and movement of shockwaves. This causes a nose-down pitching moment called
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tailplane in which the lift is nominally neither positive nor negative but zero, which leads to more stable behaviour. Later examples of aircraft from World War I and onwards into the
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The longitudinal stability of an aircraft may change when it is flown "hands-off"; i.e. when the flight controls are subject to aerodynamic forces but not pilot input forces.
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produces a restoring nose-down pitching moment, which may counteract the natural instability of the wing and make the aircraft longitudinally stable (in much the same way a
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were deployed, necessitating a small "SMURF" surface fixed to the fuselage, such that it aligned with the stabilizer leading-edge root at the critical angle.
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are flown with artificial stability. The advantage of this is a significant reduction in drag caused by the tailplane, and improved maneuverability.
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The function of the tailplane is to provide stability and control. In particular, the tailplane helps adjust for changes in position of the
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In addition to giving a restoring force (which on its own would cause oscillatory motion) a tailplane gives damping. This is caused by the
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generated by the front of the tailplane render any elevator unusable. An all-moving tail was developed by the
British for the
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were fitted to the tailplane upside-down in order to maintain smooth airflow and downforce "lift" at high AoA. The
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Using a computer to control the elevator allows aerodynamically unstable aircraft to be flown in the same manner.
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of the entire tailplane. This saved the program from a costly and time-consuming rebuild of the aircraft.
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rocket-powered interceptor, which had a lifting tail and was both stable and controllable in flight.
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Fixed stabilizer and movable elevator surfaces; movable stabilizer and movable elevator (e.g.
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Racer - all aircraft with a reputation for being difficult to fly, and the easier-to-fly
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caused by changes in speed and attitude, fuel consumption, or dropping cargo or payload.
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Location of tailplane - mounted high, mid or low on the fuselage, fin or tail booms.
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a stall could be triggered by turbulence when the airbrakes were deployed. On the
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The tailplane comprises the tail-mounted fixed horizontal stabilizer and movable
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Transonic and supersonic aircraft now have all-moving tailplanes to counteract
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654:: A conventional tailplane normally has a hinged aft surface called an
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The horizontal stabilizer is the fixed horizontal surface of the
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that had positive lift tailplanes include, chronologically, the
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it initially occurred during takeoff and landing approach, and
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trainer required a ventral keel to cure a similar effect when
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Burns, BRA (23 February 1985), "Canards: Design with Care",
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had included an elevator trim device that could alter the
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and maintain maneuverability when flying faster than the
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60:. Unsourced material may be challenged and removed.
165:as well as other non-fixed-wing aircraft such as
470:suffered excess downwash from the wing when the
679:, but first saw actual transonic flight on the
173:. Not all fixed-wing aircraft have tailplanes.
262:Some locations have been given special names:
185:aircraft have no separate tailplane, while in
27:Small lifting surface of a fixed-wing aircraft
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8:
615:. Unsourced material may be challenged and
516:. Unsourced material may be challenged and
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635:Learn how and when to remove this message
536:Learn how and when to remove this message
120:Learn how and when to remove this message
396:, the centre of gravity was between the
161:) behind the main lifting surfaces of a
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392:On some pioneer designs, such as the
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613:adding citations to reliable sources
514:adding citations to reliable sources
58:adding citations to reliable sources
405:– the era within which the British
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824:Oakey, Mick; "Out of the Blue",
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452:McDonnell Douglas F-4 Phantom II
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256:General Dynamics F-111 Aardvark
228:Number of tailplanes - from 0 (
45:needs additional citations for
1769:In-flight entertainment system
1466:Horizontal situation indicator
716:Aircraft flight control system
468:McDonnell Douglas T-45 Goshawk
364:always points into the wind).
1:
815:, Macdonald and Jane's, 1970.
157:surface located on the tail (
1749:Environmental control system
813:Warplanes of the Third Reich
346:Tailplane (in shadow) of an
796:Answers to correspondents,
283:: high-mounted on the fin (
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1426:Course deviation indicator
1117:Electro-hydraulic actuator
830:, No. 1, 2012, pp.109-113.
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269:: mid-mounted on the fin (
224:, it is characterised by:
1657:Conventional landing gear
685:Bell Aircraft Corporation
1441:Flight management system
726:Stabilizer (aeronautics)
250:); or a single combined
1744:Emergency oxygen system
1506:Turn and slip indicator
1301:Leading-edge droop flap
1271:Drag-reducing aerospike
1246:Adaptive compliant wing
1241:Active Aeroelastic Wing
721:Flight control surfaces
1784:Passenger service unit
1585:Self-sealing fuel tank
1481:Multi-function display
827:The Aviation Historian
756:Introduction to Flight
356:
275:Sud Aviation Caravelle
142:
1810:Aircraft aerodynamics
1764:Ice protection system
1682:Tricycle landing gear
1672:Landing gear extender
889:Aft pressure bulkhead
551:Aircraft such as the
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151:horizontal stabilizer
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18:Horizontal stabiliser
1729:Auxiliary power unit
1137:Flight control modes
770:Flight International
702:. Normally called a
700:critical Mach number
609:improve this section
510:improve this section
437:Bachem Ba 349 Natter
54:improve this article
1708:Escape crew capsule
1615:War emergency power
1486:Pitot–static system
1331:Variable-sweep wing
1039:Vertical stabilizer
754:Anderson, John D.,
424:Spirit of St. Louis
191:vertical stabilizer
163:fixed-wing aircraft
1416:Attitude indicator
1396:Airspeed indicator
1391:Aircraft periscope
772:, pp. 19–21,
665:or all-moving tail
456:leading-edge slats
448:Gloster Meteor T.7
357:
202:centre of pressure
149:, also known as a
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1815:Aircraft controls
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1724:Aircraft lavatory
1461:Heading indicator
1406:Annunciator panel
1386:Air data computer
1296:Leading-edge cuff
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420:Charles Lindbergh
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331:Flying tailplane
304:Fuselage mounted
206:centre of gravity
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16:(Redirected from
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1779:Navigation light
1759:Hydraulic system
1734:Bleed air system
1662:Drogue parachute
1336:Vortex generator
954:Interplane strut
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758:, 5th ed, p 517
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689:angle of attack
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428:Gee Bee Model R
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271:Hawker Sea Hawk
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212:Tailplane types
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1696:Escape systems
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563:Main article:
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412:interwar years
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1019:Trailing edge
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999:Stressed skin
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594:This section
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495:This section
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453:
449:
443:
441:
438:
433:
429:
425:
421:
417:
416:Sopwith Camel
413:
408:
407:Bristol Scout
404:
399:
398:neutral point
395:
390:
383:
381:
378:
377:relative wind
370:
368:
365:
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355:
352:
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337:
328:
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189:aircraft the
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153:, is a small
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113:
110:December 2007
102:
99:
95:
92:
88:
85:
81:
78:
74:
71: –
70:
66:
65:Find sources:
59:
55:
49:
48:
43:This article
41:
37:
32:
31:
19:
1739:Deicing boot
1667:Landing gear
1610:Townend ring
1600:Thrust lever
1575:NACA cowling
1540:Autothrottle
1532:fuel systems
1530:devices and
1321:Stall strips
1291:Krueger flap
1261:Channel wing
1207:Wing warping
1197:Stick shaker
1192:Stick pusher
1112:Dual control
1097:Centre stick
1013:
964:Leading edge
934:Flying wires
894:Cabane strut
825:
820:
812:
807:
797:
792:
773:
769:
763:
755:
750:
693:
661:
660:
651:
650:
646:
631:
622:
607:Please help
595:
568:
550:
547:
532:
523:
508:Please help
496:
466:, while the
444:
391:
387:
374:
366:
362:weather vane
358:
261:
238:Roe triplane
215:
199:
150:
146:
144:
131:
116:
107:
97:
90:
83:
76:
64:
52:Please help
47:verification
44:
1687:Tundra tire
1570:Intake ramp
1501:Transponder
1286:Gurney flap
1227:Aerodynamic
1142:Fly-by-wire
1024:Triple tail
811:Green, W.;
775:approached.
673:shock waves
460:Pilatus P-3
432:Fleet Finch
403:World War I
183:flying wing
167:helicopters
69:"Tailplane"
1804:Categories
1677:Oleo strut
1565:Inlet cone
1560:Gascolator
1526:Propulsion
1516:Yaw string
1511:Variometer
1367:instrument
1346:Wing fence
1281:Gouge flap
1256:Blown flap
1212:Yaw damper
1187:Stabilator
1172:Side-stick
1107:Dive brake
994:Stabilizer
969:Lift strut
959:Jury strut
742:References
704:stabilator
677:Miles M.52
663:Stabilator
625:March 2020
526:March 2020
394:Bleriot XI
313:Cruciform
289:Boeing 727
252:stabilator
248:Boeing 737
171:gyroplanes
80:newspapers
1652:Autobrake
1580:NACA duct
1555:Fuel tank
1545:Drop tank
1528:controls,
1411:Astrodome
1401:Altimeter
1266:Dog-tooth
1231:high-lift
1182:Spoileron
1167:Servo tab
1147:Gust lock
1102:Deceleron
1087:Autopilot
1044:Wing root
1029:Twin tail
1014:Tailplane
949:Hardpoint
919:Empennage
882:structure
696:Mach tuck
669:transonic
596:does not
571:Mach tuck
565:Mach tuck
559:Mach tuck
497:does not
338:Stability
267:Cruciform
159:empennage
147:tailplane
140:empennage
1620:Wet wing
1595:Throttle
1341:Vortilon
1202:Trim tab
1132:Flaperon
1122:Elevator
1077:Airbrake
1049:Wing tip
974:Longeron
944:Fuselage
880:Airframe
868:Aircraft
736:Trim tab
710:See also
681:Bell X-1
656:elevator
652:Elevator
236:) to 3 (
230:tailless
222:planform
218:elevator
179:tailless
1630:Landing
1421:Compass
1369:systems
1361:Avionic
1351:Winglet
1234:devices
1177:Spoiler
1072:Aileron
1054:Wingbox
979:Nacelle
929:Fairing
872:systems
671:flight
617:removed
602:sources
577:Control
518:removed
503:sources
371:Damping
348:easyJet
322:T-tail
175:Canards
155:lifting
94:scholar
1365:flight
1326:Strake
1157:Rudder
1127:Elevon
1092:Canard
1034:V-tail
1009:T-tail
939:Former
899:Canopy
798:Flight
731:T-tail
426:, the
351:Airbus
281:T-tail
254:(e.g.
234:canard
195:rudder
187:V-tail
96:
89:
82:
75:
67:
1550:FADEC
1436:EICAS
1311:Slats
1152:HOTAS
1004:Strut
667:: In
472:flaps
101:JSTOR
87:books
1632:and
1496:TCAS
1476:ISIS
1431:EFIS
1376:ACAS
1363:and
1316:Slot
1276:Flap
1229:and
1217:Yoke
989:Spar
914:Dope
786:p.21
783:p.20
780:p.19
600:any
598:cite
553:F-16
501:any
499:cite
464:spun
440:VTOL
384:Lift
354:A319
181:and
169:and
73:news
1471:INS
1451:GPS
1306:LEX
984:Rib
611:by
512:by
422:'s
232:or
204:or
56:by
1806::
683:;
658:,
418:,
287:,
273:,
193:,
177:,
145:A
860:e
853:t
846:v
778:.
638:)
632:(
627:)
623:(
619:.
605:.
539:)
533:(
528:)
524:(
520:.
506:.
291:)
277:)
258:)
240:)
123:)
117:(
112:)
108:(
98:·
91:·
84:·
77:·
50:.
20:)
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