789:, 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
434:
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
562:. Significant trim force may be needed to maintain equilibrium, and this is most often provided using the whole tailplane in the form of an all-flying tailplane or stabilator.
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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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643:: 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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49:. Unsourced material may be challenged and removed.
154:as well as other non-fixed-wing aircraft such as
459:suffered excess downwash from the wing when the
668:, but first saw actual transonic flight on the
162:. Not all fixed-wing aircraft have tailplanes.
251:Some locations have been given special names:
174:aircraft have no separate tailplane, while in
16:Small lifting surface of a fixed-wing aircraft
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8:
604:. Unsourced material may be challenged and
505:. Unsourced material may be challenged and
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624:Learn how and when to remove this message
525:Learn how and when to remove this message
109:Learn how and when to remove this message
385:, the centre of gravity was between the
150:) behind the main lifting surfaces of a
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381:On some pioneer designs, such as the
7:
602:adding citations to reliable sources
503:adding citations to reliable sources
47:adding citations to reliable sources
394:– the era within which the British
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813:Oakey, Mick; "Out of the Blue",
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441:McDonnell Douglas F-4 Phantom II
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23:
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245:General Dynamics F-111 Aardvark
217:Number of tailplanes - from 0 (
34:needs additional citations for
1758:In-flight entertainment system
1455:Horizontal situation indicator
705:Aircraft flight control system
457:McDonnell Douglas T-45 Goshawk
353:always points into the wind).
1:
804:, Macdonald and Jane's, 1970.
146:surface located on the tail (
1738:Environmental control system
802:Warplanes of the Third Reich
335:Tailplane (in shadow) of an
785:Answers to correspondents,
272:: high-mounted on the fin (
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1415:Course deviation indicator
1106:Electro-hydraulic actuator
819:, No. 1, 2012, pp.109-113.
551:
258:: mid-mounted on the fin (
213:, it is characterised by:
1646:Conventional landing gear
674:Bell Aircraft Corporation
1430:Flight management system
715:Stabilizer (aeronautics)
239:); or a single combined
1733:Emergency oxygen system
1495:Turn and slip indicator
1290:Leading-edge droop flap
1260:Drag-reducing aerospike
1235:Adaptive compliant wing
1230:Active Aeroelastic Wing
710:Flight control surfaces
1773:Passenger service unit
1574:Self-sealing fuel tank
1470:Multi-function display
816:The Aviation Historian
745:Introduction to Flight
345:
264:Sud Aviation Caravelle
131:
1799:Aircraft aerodynamics
1753:Ice protection system
1671:Tricycle landing gear
1661:Landing gear extender
878:Aft pressure bulkhead
540:Aircraft such as the
334:
140:horizontal stabilizer
126:
1718:Auxiliary power unit
1126:Flight control modes
759:Flight International
691:. Normally called a
689:critical Mach number
598:improve this section
499:improve this section
426:Bachem Ba 349 Natter
43:improve this article
1697:Escape crew capsule
1604:War emergency power
1475:Pitot–static system
1320:Variable-sweep wing
1028:Vertical stabilizer
743:Anderson, John D.,
413:Spirit of St. Louis
180:vertical stabilizer
152:fixed-wing aircraft
1405:Attitude indicator
1385:Airspeed indicator
1380:Aircraft periscope
761:, pp. 19–21,
654:or all-moving tail
445:leading-edge slats
437:Gloster Meteor T.7
346:
191:centre of pressure
138:, also known as a
132:
1804:Aircraft controls
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1713:Aircraft lavatory
1450:Heading indicator
1395:Annunciator panel
1375:Air data computer
1285:Leading-edge cuff
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409:Charles Lindbergh
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320:Flying tailplane
293:Fuselage mounted
195:centre of gravity
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1768:Navigation light
1748:Hydraulic system
1723:Bleed air system
1651:Drogue parachute
1325:Vortex generator
943:Interplane strut
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859:components and
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747:, 5th ed, p 517
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678:angle of attack
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417:Gee Bee Model R
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274:Gloster Javelin
260:Hawker Sea Hawk
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201:Tailplane types
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1685:Escape systems
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552:Main article:
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401:interwar years
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1008:Trailing edge
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583:This section
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484:This section
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405:Sopwith Camel
402:
397:
396:Bristol Scout
393:
388:
387:neutral point
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372:
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366:relative wind
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178:aircraft the
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142:, is a small
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99:December 2007
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63:
60: –
59:
55:
54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
1728:Deicing boot
1656:Landing gear
1599:Townend ring
1589:Thrust lever
1564:NACA cowling
1529:Autothrottle
1521:fuel systems
1519:devices and
1310:Stall strips
1280:Krueger flap
1250:Channel wing
1196:Wing warping
1186:Stick shaker
1181:Stick pusher
1101:Dual control
1086:Centre stick
1002:
953:Leading edge
923:Flying wires
883:Cabane strut
814:
809:
801:
796:
786:
781:
762:
758:
752:
744:
739:
682:
650:
649:
640:
639:
635:
620:
611:
596:Please help
584:
557:
539:
536:
521:
512:
497:Please help
485:
455:, while the
433:
380:
376:
363:
355:
351:weather vane
347:
250:
227:Roe triplane
204:
188:
139:
135:
133:
120:
105:
96:
86:
79:
72:
65:
53:
41:Please help
36:verification
33:
1676:Tundra tire
1559:Intake ramp
1490:Transponder
1275:Gurney flap
1216:Aerodynamic
1131:Fly-by-wire
1013:Triple tail
800:Green, W.;
764:approached.
662:shock waves
449:Pilatus P-3
421:Fleet Finch
392:World War I
172:flying wing
156:helicopters
58:"Tailplane"
1793:Categories
1666:Oleo strut
1554:Inlet cone
1549:Gascolator
1515:Propulsion
1505:Yaw string
1500:Variometer
1356:instrument
1335:Wing fence
1270:Gouge flap
1245:Blown flap
1201:Yaw damper
1176:Stabilator
1161:Side-stick
1096:Dive brake
983:Stabilizer
958:Lift strut
948:Jury strut
731:References
693:stabilator
666:Miles M.52
652:Stabilator
614:March 2020
515:March 2020
383:Bleriot XI
302:Cruciform
278:Boeing 727
241:stabilator
237:Boeing 737
160:gyroplanes
69:newspapers
1641:Autobrake
1569:NACA duct
1544:Fuel tank
1534:Drop tank
1517:controls,
1400:Astrodome
1390:Altimeter
1255:Dog-tooth
1220:high-lift
1171:Spoileron
1156:Servo tab
1136:Gust lock
1091:Deceleron
1076:Autopilot
1033:Wing root
1018:Twin tail
1003:Tailplane
938:Hardpoint
908:Empennage
871:structure
685:Mach tuck
658:transonic
585:does not
560:Mach tuck
554:Mach tuck
548:Mach tuck
486:does not
327:Stability
256:Cruciform
148:empennage
136:tailplane
129:empennage
1609:Wet wing
1584:Throttle
1330:Vortilon
1191:Trim tab
1121:Flaperon
1111:Elevator
1066:Airbrake
1038:Wing tip
963:Longeron
933:Fuselage
869:Airframe
857:Aircraft
725:Trim tab
699:See also
670:Bell X-1
645:elevator
641:Elevator
225:) to 3 (
219:tailless
211:planform
207:elevator
168:tailless
1619:Landing
1410:Compass
1358:systems
1350:Avionic
1340:Winglet
1223:devices
1166:Spoiler
1061:Aileron
1043:Wingbox
968:Nacelle
918:Fairing
861:systems
660:flight
606:removed
591:sources
566:Control
507:removed
492:sources
360:Damping
337:easyJet
311:T-tail
164:Canards
144:lifting
83:scholar
1354:flight
1315:Strake
1146:Rudder
1116:Elevon
1081:Canard
1023:V-tail
998:T-tail
928:Former
888:Canopy
787:Flight
720:T-tail
415:, the
340:Airbus
270:T-tail
243:(e.g.
223:canard
184:rudder
176:V-tail
85:
78:
71:
64:
56:
1539:FADEC
1425:EICAS
1300:Slats
1141:HOTAS
993:Strut
656:: In
461:flaps
90:JSTOR
76:books
1621:and
1485:TCAS
1465:ISIS
1420:EFIS
1365:ACAS
1352:and
1305:Slot
1265:Flap
1218:and
1206:Yoke
978:Spar
903:Dope
775:p.21
772:p.20
769:p.19
589:any
587:cite
542:F-16
490:any
488:cite
453:spun
429:VTOL
373:Lift
343:A319
170:and
158:and
62:news
1460:INS
1440:GPS
1295:LEX
973:Rib
600:by
501:by
411:'s
221:or
193:or
45:by
1795::
672:;
647:,
407:,
276:,
262:,
182:,
166:,
134:A
849:e
842:t
835:v
767:.
627:)
621:(
616:)
612:(
608:.
594:.
528:)
522:(
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513:(
509:.
495:.
280:)
266:)
247:)
229:)
112:)
106:(
101:)
97:(
87:·
80:·
73:·
66:·
39:.
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