United Methodist Church Global Methodist, Taurus Property Horoscope 2022, Articles T

Provides smooth flow: A T-tail ensures the tailplane surfaces behind the wings are out of the airflow. A T-tail is a form of empennage where the horizontal stabilizer is mounted to the top of the fin. Santa Rosita State Park, under the big 'W', (You must log in or sign up to reply here. Assuming that you have the same amount of lift generated by the both configurations (this is relevant due to the "vertical" force equilibrium), a quick sketch will convince you that both the angle and the lever arm are different. Doubling the cube, field extensions and minimal polynoms, A limit involving the quotient of two sums. It has been used by the Learjet family since their first aircraft, the Learjet 23. Boeing could reduce the empty weight of the 733-100 by 700 pounds, We've added a "Necessary cookies only" option to the cookie consent popup. Yeah, V-tails look cool, and in some modeling instances are easier to run control lines for. All rights reserved. basically the best visual inspection I can do and I'll also hop on the wing and move the yoke back and forth so I can see on top of the elevators, basically looking for bird sht and whatnot. The tail of an airplane won't drag behind it if the airplane uses tricycle landing gear. In addition to this, there is a horizontal stabilizer. Use MathJax to format equations. 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. Started, Advertising & Is the compressive load from the stabilator that much more than the bending load of the rudder. @p1l0t; you are correct; I was however under the impression that the condition is more or less stable, pushing the tail back into the vortex when it tries to leave (such as when the nose tips over due lack of rear downward pressure). By clicking Accept all cookies, you agree Stack Exchange can store cookies on your device and disclose information in accordance with our Cookie Policy. Tailplane more difficult to clear snow off and access for maintenance and checking. Loss of Control). High performance: It results in high performance of aerodynamics and also ensure there is an excellent glide ratio since the empennage is not affected by the wing slip steam. T-tails have a good glide ratio, and are more efficient on low speed aircraft. However both halves typically have to be larger in surface area to make up for only having two stabilizing surfaces, so the drag reduction is rendered null. This is because the V tail has projected area in both directions. Helicopters & rotorcraft, airships, balloons, paragliders, winged suits and anything that sustains you in the air is acceptable to post here. Why do T- tail airplanes have a shorter vertical stabilizer? This shape resembles a capital T, giving birth to the moniker of T-tail. With tricycle landing gear, the secondary wheel is in front of the two primary wheels. The empennage, also referred to as tail or tail assembly, gives stability to the aircraft. a lot of guys want the straight tail for the look of a 180 imo. Typical values are in the range of 8% to 10%. It was used in the 1950s by combat aircraft such as the Gloster Javelin, McDonnell F-101 Voodoo, and Lockheed F-104 Starfighter interceptors, and on the Blackburn Buccaneer attack aircraft. 4. The T-tail can be found often found on military transport aircraft, such as the Airbus A400M and the Boeing C-17 Globemaster III. 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. By selecting the final version with wing-mounted engines in the underslung design. With the rudder, a right rudder input in the V-tail will lower the right ruddervator and raise the left one. The effect of this is that the tail will be pushed left. avoiding hard de-rotation on touchdown, issues at high AOA, etc)? What video game is Charlie playing in Poker Face S01E07? By clicking Post Your Answer, you agree to our terms of service, privacy policy and cookie policy. The conventional cross tail is the easiest to design, modify during the development process and adjust during set up of a new model. 3 7 comments Add a Comment Copyright SKYbrary Aviation Safety, 2021-2023. He graduated as an aviation major from the University of North Dakota in 2018, holds a PIC Type Rating for Cessna Citation Jets (CE-525), is a former pilot for Mokulele Airlines, and flew Embraer 145s at the beginning of his airline career. The simple answer is that they can be more efficient than a conventional tail. Here are some habits that VFR pilots can pick up even before they become IFR certified. A V tail generates pitch authority as a vector with a horizontal and vertical component. First, it is true that using conventional tail leads to the fact that the airflow over the tail might be disturbed by the main wing and/or the engines and/or the fuselage. The Boeing 737 was initially planned with rear-mounted engines, like the Sud-Aviation Caravelle, which it was meant to replace. Cruciform tails are often used to keep the horizontal stabilizers out of the engine wake, while avoiding many of the disadvantages of a T-tail. Beautiful shots taken while the sun is below the horizon, Accidents This is one reason you'll find T-tail aircraft equipped with elevator down-springs or stick pushers for stall recovery. 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. I suppose it is possible to disrupt the flow enough to where the controls are ineffective but not enough that it can still hold the nose pitched up to a stall although it seems like long shot and/or a poor design. Too many people still have the idea that you can give a V-tail the same projected area as the supposedly equivalent conventional tail, which results in an undersized V-tail. The loss of Alaska Airlines Flight 261 was attributed to improper maintenance of the T-tail. 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. Tail sweep may be necessary at high Mach numbers. 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. Frequent air travellers would have noticed different aircraft for longer and shorter air routes. 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. Not only for the aerodynamic loads, but for the elevator and elevator trim mechanisms. From a structural point of view, when flying transonic (or even supersonic) it is not good to have a T-tail configuration because it usually induces flutter on the tail. T-tails can cause flutter, such as with the Lockheed C-141 Starlifter. Build cost: The cost of designing the T-tail aircraft is high compared to the cost of a convention tailplane aircraft. This is the small wing-like protrusions from the main tail, or rear of the fuselage. Conventional-tail-swing excavators are most often operated in excavating, grading and site development where space constraints are not a concern. somewhat susceptible to damage in rough field landings. As a consequence, the tail can be built lower. 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. Why is there a voltage on my HDMI and coaxial cables? Press question mark to learn the rest of the keyboard shortcuts. This will be a problem. 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. in large a/c deep stalls can get quite stable because of fuselage lift and (especially in case of airliners) sweptback wings that move center of pressure forward when stalling. Views from inside the cockpit, Aircraft Cabins T-tails have a good glide ratio, and are more efficient on low speed aircraft. The T-tail lifts the horizontal tail clear of the wing wake (downwash) and propwash, which make it more efficient and hence allow reducing its size and also allows high performance aerodynamics and excellent glide ratio as the horizontal tail empennage is less affected by wing slipstream. easiest to do. Tailplane forces: The vertical stabilizer should be made stronger and stiffer in order to support all the forces generated by the tailplane. Typical aspect ratios are about 4 to 5. T-tails keep the stabilizers out of the engine wake, and give better pitch control. Confused by the V-Tail? The Verdict: These machines are most useful for applications where space is confined . Quiz: Can You Answer These 5 Aircraft Systems Questions? What you get is the horizontal stab up out of the prop wash, which reduces inflight vibration -- the reason, I believe, which Piper did it. I would say that the use of V tails has almost nothing to do with performance. Why do big modern airplanes not use a T-tail configuration for the horizontal stabilizer? It is the conventional configuration for aircraft with the engines under the wings. In a normal tailed engine aircraft, when the pilot increases power, he gets wind over the tail and has control authority of the aircraft. What are the advantages of the Cri-Cri's tail and fuselage design? 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. I guess I'd like to know what makes a T-tail advantageous as opposed to a conventional tail. Become a better pilot.Subscribe to get the latest videos, articles, and quizzes that make you a smarter, safer pilot. What is a 'deep stall' and how can pilots recover from it? Ground handling is pretty easy as well. It only takes a minute to sign up. The stall speed must be demonstrated during certification, and safe recovery from a stall is a requirement. (https://www.airliners.net/discussions/tech_ops/read.main/138372/). Every type from fighters to helicopters from air forces around the globe, Classic Airliners Is there a proper earth ground point in this switch box? In the 1990s it was used on the Fokker 70, the McDonnell Douglas MD-90, the Boeing 717, the Embraer ERJ family, and the Bombardier CRJ700 series. Thanks for the photo of the model. In a thermonuclear weapon, often called a hydrogen bomb, the fission process is only the beginning. As I already explained in this answer, the tail is used to create some lift that is required to fulfil the trim relations. Source: I study aeronautical engineering and we had to do an exercise involving finding the correct posistion for the HTP to minimize downdraft. Log-In It can help to increase the effectiveness of the vertical tail by keeping the air on both sides of it separated. Connect and share knowledge within a single location that is structured and easy to search. If You Go-Around On A Visual Approach Under IFR, Do You Need To Contact ATC Immediately? And on the landing roll the tail can seem to lose authority all at once with the nose coming down. 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. Seaplanes and amphibian aircraft (e.g. The t-tail is a popular design in aircraft with aft fuselage mounted engines (e.g. Have you ever flown a T-tail airplane? A given T, V, or conventional tail will all have essentially the same control authority if they have the same total area. 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. This is because there is generally less surface area needed for a V-Tail (you have two surfaces cutting through the air, not three). 8. The reason for this is the reversal of the $C_M$ - $\alpha$ slope of T-tails, as depicted below. ARv is about 1.2 to 1.8 with lower values for T-Tails. Different configurations for the empennage can be identified (See Figure 2.13): The conventional tail (also referred to as low tail) configuration, in which the horizontal stabilizers are placed in the fuselage. 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. ). Conventional. [2][7], For propeller aircraft, a T-tail configuration may reduce pitch control effectiveness if the elevators are outside the propeller slipstream. Other common tail designs: V-Tail, T-Tail, Cruciform, Dual-Tail, Inverted Y. Obviously MD-80s aren't shedding their tails in flight but. Note: This is really depending on the details, the. For smaller aircraft though it is very difficult to hold nose high enough to overshadow a T-tail. I've never met a T-tail that I thought was attractive. Not so noticeable on landing as power is reduced, but still a consideration. Easy to recover from spin: It is easy to recover from a spin with this type of design because the elevator is located above the rudder. Quiz: 6 Questions To See How Much You Know About ILS Approaches, Final Video: Your Questions About Mountain Flying, Coffin Corner And Mach Tuck, Explained: Boldmethod Live, Why Fast Jets Have Swept Wings: Boldmethod Live, 6 Aerodynamic Facts About Ailerons Every Pilot Should Know, 5 Things You Learn In Your First 50 Hours Of Instructing, How Airline Pilots Manage Maximum Landing Weight, 8 Tips For Keeping Your Logbooks Clean, Professional, And Interview-Ready, 6 Questions You Should Be Prepared To Answer During Your CFI Interview. Create an account to follow your favorite communities and start taking part in conversations. hmmm "wake size" is quite undefined. Tail and Winglet closeups with beautiful airline logos. Rotate at 75 knots. A T-tail has structural and aerodynamic design consequences. T-tails are often used on regional airliners and business jets. Not so! Not only that, but on aircraft where the engines are mounted on the tail section, it puts the tail out of the way of the exhaust. The horizontal stabilizer acts like a winglet, reducing induced drag of the rudder. 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. At the other end, the fuselage does this already, so moving the horizontal tail up does not hurt so much there. What are the aerodynamic consequences a pilot needs to be aware of with a T-tail (e.g. Why do trijets (3 rear engines) usually have a T-tail instead of a normal tail? There's a lot to this, and I'm no aircraft engineer, so if there are any other answers, I'll happily delete this. There can also be some slight negatives in terms of efficiently generating pure pitch or yaw moments without also generating unwanted roll moments. The vertical tail can be shorter due to the end plate effect of the horizontal tail, and the moment arm to the CoG is longer - however for most higher subsonic speed aircraft these effects merely reduce the weight penalty. What, if any, would be the most correct term for the aerodynamic flight control surfaces of SpaceX's Starship? Accident, incident and crash related photos, Air to Air You might see V-Tails used on high-performance models, such as slope soaring or discuss launch gliders. Learn more about Stack Overflow the company, and our products. The placement on top of the vertical gives it more leverage, Depending on wing location, it stays in undisturbed flow in a stall. If OT and PD cost me 25 dollars and hour more than standard time, I have to do 50% more devices at trim out per hour to break even. [1] (However other factors may make the T-tail smaller and lighter, see Advantages above.). [2], T-tail aircraft can have better short-field performance,[2] such as on the Avro RJ-85. But when you got authority, you got it RIGHT NOW. T-tail designs have become popular on many light and large aircraft, especially those with aft fuselage-mounted engines because the T-tail configuration removes the tail from the exhaust blast of the engines. The 200 and 300 not so much. But, they handle turbulence much better and are very smooth fliers. Can archive.org's Wayback Machine ignore some query terms? Reduces stick lightening: The greater height of T-tail can help reduce stick lightning caused by the conventional tail after entering the wake while maneuvering. Quiz: Can You Identify These 7 Cloud Formations? If a law is new but its interpretation is vague, can the courts directly ask the drafters the intent and official interpretation of their law? For pushing forward on the stick, as you might imagine, the ruddervators both deflect downwards to make the airplane pitch down. This anti-torque system works by placing a multi-bladed fan within a duct in the tail of the helicopter. For a T-tail you have a greater chance of deep stall (or super stall as people over the pond seem to call it!) More susceptible to damaging the aft fuselage in rough landings. As far as I am aware the T-tails I have flown have T-tails for avoiding propwash (PA-44) or aft engine placement (EMB-145). 5. I'd like to learn as much in this area as possible. Quiz: What Should You Do When ATC Says '______'? Why do modern aircraft tend to have angular tails? This may result in loss of elevator authority and consequently, inability to recover from the stall (i.e. On the positive side you have a less noisy cabin (lets say in front of the by design clean wing). Maintenance issues: It will be difficult to climb up there and work on the T-tail if it has some problems. The control runs to the elevators are more complex,[1] and the surfaces are more difficult to inspect from the ground. Twin tail (also referred to as H-tail) or V-tail are other configuration of interest although much less common. One advantage to a T-tail is that the engines can be put on the tail, making them less susceptible to FOD ingestion, except for ice from the wings. Sponsorships. Most of the entries in the NAME column of the output from lsof +D /tmp do not begin with /tmp. Most aircraft feature empennage incorporating vertical and horizontal stabilizing surfaces which stabilize the flight dynamics of pitch and yaw as well as housing control surfaces. It is structurally more compact and aerodynamically more efficient. Human Error in Aviation and Legal Process, Stabilised Approach Awareness Toolkit for ATC, Flight Deck Procedures (A Guide for Controllers). Quiz: 6 Questions To See How Much You Know About Stalls. 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. Site design / logo 2023 Stack Exchange Inc; user contributions licensed under CC BY-SA. Are there tables of wastage rates for different fruit and veg? The 200-HP Piper Arrow is an unremarkable performer; the 180-HP version is, well, doggy. Planes operating at low speeds need clean airflow for control. Zero tail swing vs normal tail swing. A T-tail is an empennage configuration in which the tailplane is mounted to the top of the fin. T-tails must be stronger, and therefore heavier than conventional tails. Quiz: Can You Answer These 7 IFR Checkride Questions? We hope you found this article helpful. Raising the nosewheel also lowers the tail (duh! For the elevator, when the stick is pulled back, both ruddervators deflect upwards much like on a normal elevator (just think of this one as having an upward bend in the middle of it). The T-tail raises the tailplane out of the fuselage drag-hole which can reduce your tailplane effective aspect ratio by 20% or more. When I sell my Archer, I'm buying a lance. Though on most aircraft the horizontal stabilizer does indeed produce negative lift, for positive stability it is only required that the rear surface flies at lower angle of attack than the forward surface. Rear mounted engines also require more fuselage structure. Apart from that it was fine. It depends on the airplane. Moreover, the T tail is the most advantageous on straightening from spin, as the stabilizer will act as an endplate for the rudder. All rights reserved. The arrangement looks like the capital letter T, hence the name. Get below 95 kts on final (especially with just one or two people up front) and the wing will start to blank out the tail and things get squirrely. You just compared RC airplane design and quality to FAA certified airplane design and quality. fhdesign, Aug 31, 2007 #8. 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. In an aircraft with wing mounted engines you get a pitch up moment when you apply thrust (but most of the time if you have to increase thrust its because you are on speed and below profil or on speed but below profil). To subscribe to this RSS feed, copy and paste this URL into your RSS reader. From my reading, they take a longer take off roll and higher speed on approach. ), An aircraft with a T-tail may be easier to recover from a spin, as the elevator is not in a position to block airflow over the rudder, which would make it ineffective, as can happen if the horizontal tail is directly below the fin and rudder.[4]. Both military and civil versions, Blimps / Airships Regarding the "vertical" force equilibrium equation, there is no real difference between the two configurations but there is a big one for the moment equilibrium. Others have given you aerodynamic reasons (which are all very good), but a reason why most military cargo planes have t-tails is also because it allows for larger loading ramps at the tail. This ensures smooth flow and better pitch control of the aircraft. My thoughts on 159 hours in rented T-tail Turbo Arrows One nice feature on my Sky Arrow is that the position of the CG means that if you lower the tail to the ground it stays there: I think the OP was asking about 'real' planes. I suppose depending on the aircraft and the weight and balance situation though maybe it is possible. On takeoff the nose can "pop" up in a different manner than a more conventional tail. Why was the skid landing gear located so far aft on the X-15? 1. (Picture from the linked Wikipedia article). Why Britain fell in love with the T-tailed aeroplane", "What Are The Advantages And Disadvantages Of T-Tails? Pretty much mirrors my experience with T-Tailed Pipers. On a quote, I am averaging 2.50 per device difference between conventional and PT. Everything from the Goodyear blimp to the Zeppelin, Night Photos This is to keep the hot engine exhaust away from the tail surfaces. Get Boldmethod flying tips and videos direct to your inbox. The main hazard with this design is the possibility of entering aDeep Stall. And on the landing roll the tail can seem to lose authority all at once with the nose coming down. Elevator operation in undisturbed air allows control movements that are consistent throughout most flight regimes. Subscribe to get the latest videos, articles, and quizzes that make you a smarter, safer pilot. PoA Supporter Joined: Oct 22, 2008 Messages: 15,568 Location: mass fla Display name: Does a tandem ultralight need flaps on the rear wing if the front wing has flaps? MCDONNELL DOUGLAS MD-82) because it removes the tail from the exhaust blast. Forecasts are excellent tools for being able to pinpoint mountain wave activity. rev2023.3.3.43278. Many of the regional jets have T tails. The T-tail avoids this, but it places a large mass (the stabilizer) at the end of a long moment arm (the fin). Guy Inchbald / Wikimedia Commons / CC-BY-SA-3.0. The disadvantages ot the T-tail concept are the mentioned deep stalls, maybe a elevator stall during flare, unfavourable C.G. I really don't care either way except to be ready for the different feel on takeoff and the flare. 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). Stack Exchange network consists of 181 Q&A communities including Stack Overflow, the largest, most trusted online community for developers to learn, share their knowledge, and build their careers. . The airplane lands in typical crosswind with no issues. The conclusion of this study cannot be drawn without a specific example but I hope it is clear for you that stability is really impacted by the choice of the tail. MathJax reference. Press J to jump to the feed. Make sure to give it a thumbs up if you learned something! some extra effort in hinging and hooking up. 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. V-Tail versus Conventional Tail 16 Jun 2010, 15:59 I am a former owner of a high-performance single (Cessna TR182) with about 3000 hours, 2800 hours (mostly IFR) in type. The difference lies in the arrangement of their respective wheels. This reduces friction drag and is the main reason why most modern gliders have T-tails. I am not so sure about your argument for added drag @yankeekilo But you do agree that the wake is wider? To learn more, see our tips on writing great answers. Thanks. I too love the look of a V tail, and soon enough ill be trying my first V tail home build! [6][2] The American McDonnell F-101 Voodoo jet fighter suffered from this problem,[citation needed] as did the British Gloster Javelin, Hawker Siddeley Trident and BAC One-Eleven. Create space for the engine: Have the tail surface mounted away from rear fuselage creates space for mounting engines. V-tails.. easy to assemble. What's the difference between a power rail and a signal line? It ensures clean airflow, at least on gulfstream aircraft. T-tails are also sometimes chosen to provide additional separation from non-sky (as in sea planes). Register Now. I have heard a conventional tail has better stall recovery characteristics than a T-tail. Rear mounted engines would also be much closer to the centerline of the aircraft, reducing the controllability issues in an engine out scenario. They are also commonly used on infrastructure commercial building site projects to load material into trucks. 6. Designers were worried that an engine failure would otherwise damage the horizontal tail. uhmmm very interesting but now I can't understand why commercial airliner strictly prefer conventional tail instead of T-Tail. The most noticeable difference is that V tail aircraft are much more sensitive to being loaded tail-heavy. The arrangement looks like the capital letter T, hence the name. There are several things to consider in a T-tail design. { "2.2.01:_Fuselage" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.2.02:_Wing" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.2.03:_Empennage" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.2.04:_Main_control_surfaces" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.2.05:_Propulsion_plant" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()" }, { "2.01:_Classification_of_aerospace_vehicles" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.02:_Parts_of_the_aircraft" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.03:_Standard_atmosphere" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.04:_System_references" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.05:_Problems" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()", "2.06:_References" : "property get [Map MindTouch.Deki.Logic.ExtensionProcessorQueryProvider+<>c__DisplayClass228_0.b__1]()" }, [ "article:topic", "license:ccbysa", "showtoc:no", "licenseversion:30", "authorname:msarnedo", "source@http://www.aerospaceengineering.es" ], https://eng.libretexts.org/@app/auth/3/login?returnto=https%3A%2F%2Feng.libretexts.org%2FBookshelves%2FAerospace_Engineering%2FFundamentals_of_Aerospace_Engineering_(Arnedo)%2F02%253A_Generalities%2F2.02%253A_Parts_of_the_aircraft%2F2.2.03%253A_Empennage, \( \newcommand{\vecs}[1]{\overset { \scriptstyle \rightharpoonup} {\mathbf{#1}}}\) \( \newcommand{\vecd}[1]{\overset{-\!-\!\rightharpoonup}{\vphantom{a}\smash{#1}}} \)\(\newcommand{\id}{\mathrm{id}}\) \( \newcommand{\Span}{\mathrm{span}}\) \( \newcommand{\kernel}{\mathrm{null}\,}\) \( \newcommand{\range}{\mathrm{range}\,}\) \( \newcommand{\RealPart}{\mathrm{Re}}\) \( \newcommand{\ImaginaryPart}{\mathrm{Im}}\) \( \newcommand{\Argument}{\mathrm{Arg}}\) \( \newcommand{\norm}[1]{\| #1 \|}\) \( \newcommand{\inner}[2]{\langle #1, #2 \rangle}\) \( \newcommand{\Span}{\mathrm{span}}\) \(\newcommand{\id}{\mathrm{id}}\) \( \newcommand{\Span}{\mathrm{span}}\) \( \newcommand{\kernel}{\mathrm{null}\,}\) \( \newcommand{\range}{\mathrm{range}\,}\) \( \newcommand{\RealPart}{\mathrm{Re}}\) \( \newcommand{\ImaginaryPart}{\mathrm{Im}}\) \( \newcommand{\Argument}{\mathrm{Arg}}\) \( \newcommand{\norm}[1]{\| #1 \|}\) \( \newcommand{\inner}[2]{\langle #1, #2 \rangle}\) \( \newcommand{\Span}{\mathrm{span}}\)\(\newcommand{\AA}{\unicode[.8,0]{x212B}}\), source@http://www.aerospaceengineering.es, status page at https://status.libretexts.org.