4. The Fokker 28 and F100 had stick pushers that acted upon detecting a high angle of attack, making it pretty much impossible to keep the columns at aft position. Why would a stretch variant need a larger horizontal stabilizer? (https://www.airliners.net/discussions/tech_ops/read.main/138372/). 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. The vertical tail fin (with the airline logo on it) is technically called the vertical stabilizer. For pushing forward on the stick, as you might imagine, the ruddervators both deflect downwards to make the airplane pitch down. Quiz: 7 Questions To See How Much You Know About VFR Sectional Charts, Quiz: 7 Questions To See If You Can Fly The LOC/DME-E Approach Into Aspen. V-tails.. easy to assemble. Rear mounted engines would also be much closer to the centerline of the aircraft, reducing the controllability issues in an engine out scenario. avoiding hard de-rotation on touchdown, issues at high AOA, etc)? On light airplanes, the primary reason that T-tails were used was aesthetics. That doesn't make sense. 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. Aircraft painted in beautiful and original liveries, Airport Overviews From the wikipedia page of the Handley Page Victor: One unusual flight characteristic of the early Victor was its self-landing capability; once lined up with the runway, the aircraft would naturally flare as the wing entered into ground effect while the tail continued to sink, giving a cushioned landing without any command or intervention by the pilot. The AC isn't prescriptive. Confused by the V-Tail? easiest to do. Notify me of follow-up comments by email. A given T, V, or conventional tail will all have essentially the same control authority if they have the same total area. Cruise speeds range from 130 (180-HP) to 143 knots (normally aspirated 200-HP T-tail) and as high as 170 knots for a turbocharged version flown in the teens. The 200-HP Piper Arrow is an unremarkable performer; the 180-HP version is, well, doggy. For the pilots its interesting to note that if you apply thrust it has a pitch down tendency (when engines mounted rear) because the engines are above the C.G. They are also commonly used on infrastructure commercial building site projects to load material into trucks. Already at the earliest time point (i.e., 0.75 hpf) and much more prominently later (i.e., 5.5 hpf), we detected a . As your AOA increases the wash from the wings will come closer and closer to the tail, not further, and so your tail will become more and more inundated by the wash, rather than less in the case of a conventional tail. The duct is integrated into the tail boom and is usually made of a fiberglass skin. Many large aircraft can have the fin and rudder fold to reduce height in hangars, however this generally isn't feasible or useful if there is a T-tail. It has been used by the Learjet family since their first aircraft, the Learjet 23. However, the downwash induced by the main wing on the flow is taken into account (for the cruise conditions) in the design of the tail in order to reduce some negative aspects of the interaction between the main wing and the tail. uhmmm very interesting but now I can't understand why commercial airliner strictly prefer conventional tail instead of T-Tail. Stabilizers on first Douglas DC-4 model: 5 (three above, two below) [2], For a transsonic aircraft a T-tail configuration may improve pitch control effectiveness, because the elevator is not in disturbed air behind the fuselage, particularly at moderate angles of attack. Greaser! The main advantage of a T-tail is that during normal flight conditions the elevator is above most of the effects of downwash from the propeller (in case of a propeller-driven aircraft) and the airflow around the fuselage and wings. Do I need a thermal expansion tank if I already have a pressure tank? Not so! In a normal tailed engine aircraft, when the pilot increases power, he gets wind over the tail and has control authority of the aircraft. Quiz: Can You Answer These 7 IFR Checkride Questions? 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. Discussion in 'Flight Following' started by kontiki, Aug 5, 2012. ", "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. This article highlights the pros and cons of using a V-tail configuration. The biggest thing I noticed was that soft field landings were a LOT harder (read almost impossible to keep the nose up) in the T-tail Arrow I flew on my CFI checkride vs. the low tail Arrow. Anyway, from what I've been told: The T-tail sticks the elevators out of the disturbed air of the wings, prop, and (usually most of) the fuselage which gives you better elevator authority, and makes a tail stall less likely. T-tails. I wonder if full scale requires additional considerations on those tails. Get access to additional features and goodies. Airliners.net is the leading community for discovering and sharing high-quality aviation photography. The fan consists of between 8-18 blades, depending on the aircraft model, and is of a much smaller diameter than a conventional tail rotor system. More susceptible to damaging the aft fuselage in rough landings. I suppose depending on the aircraft and the weight and balance situation though maybe it is possible. Combining both the elevator and the rudder will, as with a conventional empennage, cause the plane to rotate around the yaw and pitch axes. Press question mark to learn the rest of the keyboard shortcuts. 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. I've tried to research this before, but about all I've been able to come up with is that T-tails can suffer from deep-stalls, while conventional tails do not. In comparison with conventional-tail aircraft, the elevator on a T-tail aircraft must be moved a greater distance to raise the nose a given amount when traveling at slow speeds. Why do big modern airplanes not use a T-tail configuration for the horizontal stabilizer? Tail and Winglet closeups with beautiful airline logos. The T-tail increases the effectiveness of the vertical tail because of "end plate" effect. This edition of theFlite Test Aerodynamics Simplified series is all about that weird arrangement of tail feathers you see on some unusual looking airplanes. This occurs because the stabilator sits up out of the . Yeah, V-tails look cool, and in some modeling instances are easier to run control lines for. I have no idea how those loads are calculated much less how they are combined in order to estimate total stress. T-tails are often used on regional airliners and business jets. And it weighs more, because the vertical stab has its original task (yaw stability and control) as well as now having to take the horizontal stab's pitch loads, and the torque loads that a horizontal stab can also generate due to spiralling propwash, turbulence, and so on. If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user. Frequent air travellers would have noticed different aircraft for longer and shorter air routes. Rudder authority: T-tail design gives you a better rudder authority when flying at a very high AOA and stalls thus preventing a spin. Now, I'm not entirely sure about this, but the lift from the Wings generates what is approximated as a so called Horseshoe-Vortex. How do I connect these two faces together? Lighter: V-tail-designed aircraft is lighter compared to the conventional tail configuration of other aircraft designs. I would be keeping that in mind if I ever had an emergency in the plane. What are the advantages of the Cri-Cri's tail and fuselage design? Less drag: In a T-tail design, the arm of the CG is made smaller. T-tails keep the stabilizers out of the engine wake, and give better pitch control. Can airtags be tracked from an iMac desktop, with no iPhone? 6. Typical aspect ratios are about 4 to 5. Started, Advertising & Obviously MD-80s aren't shedding their tails in flight but. We thank you for your support and hope you'll join the largest aviation community on the web. In the 1970s it was used on the McDonnell Douglas MD-80, and the Russian freighter Ilyushin Il-76, as well as the twin turboprop Beechcraft Super King Air. In these designs, you can see very peculiar and different ta. The fuselage must be made stiffer to counteract this. Others make/models don't. Santa Rosita State Park, under the big 'W', https://m.youtube.com/watch?v=svRIi_cgtJE, (You must log in or sign up to reply here. Elevator operation in undisturbed air allows control movements that are consistent throughout most flight regimes. Ground handling is pretty easy as well. [3], The design and structure of a T-tail can be simpler. Dunno. The resulting drag is what counts. Helicopters & rotorcraft, airships, balloons, paragliders, winged suits and anything that sustains you in the air is acceptable to post here. Improve your pilot skills. The horizontal force generated is "wasted" in essence as it does not contribute to the desired pitch outcome. Why do trijets (3 rear engines) usually have a T-tail instead of a normal tail? [citation needed] T-tails can be harder to inspect or maintain, due to their height.[3]. MCDONNELL DOUGLAS MD-82) because it removes the tail from the exhaust blast. Let me repeat that, just in case you missed it . This causes an up and left force from the right tail surface and a down and left force from the left surface. With all these advantages, why at least some of commercials does not consider this solution?