Takeoff: The airplane has none of that "ready to fly" feeling as you accelerate. If they were better, they would be used everywhere, and mostly they are not. ..The T-tail Lances have the same issue. The T-tail avoids this, but it places a large mass (the stabilizer) at the end of a long moment arm (the fin). The advantage for the upright V-tail in models is usually primarily structural. I would be keeping that in mind if I ever had an emergency in the plane. Copyright 2023 Flite Test. [3], The design and structure of a T-tail can be simpler. It only takes a minute to sign up. The horizontal tail location can be easily adapted to an all moving horizontal tail which facilitates control link View the full answer 2. It is the conventional configuration for aircraft with the engines under the wings. 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. Rudder authority: T-tail design gives you a better rudder authority when flying at a very high AOA and stalls thus preventing a spin. Greaser! Some people just think they look cool. Get access to additional features and goodies. Tell us in the comments below. A T-tail has structural and aerodynamic design consequences. 3 7 comments Add a Comment Together they are referred to as the empennage, which has French origins and translates to "feather an arrow". 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. Discussion in 'Flight Following' started by kontiki, Aug 5, 2012. Others make/models don't. Both military and civil versions, Blimps / Airships 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. 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. The Verdict: These machines are most useful for applications where space is confined . 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. Subscribe to get the latest videos, articles, and quizzes that make you a smarter, safer pilot. To learn more, see our tips on writing great answers. Maintenance issues: It will be difficult to climb up there and work on the T-tail if it has some problems. However, now the fuselage must become stiffer in order to avoid flutter. uhmmm very interesting but now I can't understand why commercial airliner strictly prefer conventional tail instead of T-Tail. This is because there is generally less surface area needed for a V-Tail (you have two surfaces cutting through the air, not three). 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). Other common tail designs: V-Tail, T-Tail, Cruciform, Dual-Tail, Inverted Y. With heavy attachments or loads the zero swing is likely to pitch more than a conventional machine. ARv is about 1.2 to 1.8 with lower values for T-Tails. For a T-tail you have a greater chance of deep stall (or super stall as people over the pond seem to call it!) This is to keep the hot engine exhaust away from the tail surfaces. Our large helicopter section. 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. (Picture from the linked Wikipedia article). I would say that the use of V tails has almost nothing to do with performance. Like many T-tail airplanes, the Arrow IV flies differently than Arrows with conventional tail feathers. What video game is Charlie playing in Poker Face S01E07? Tinsel vs whiplash flagella. MathJax reference. Swayne is an author of articles, quizzes and lists on Boldmethod every week. With a minimized counterweight radius, the excavator. 10. Note that the increased leverage means that the horizontal tail can be smaller as well. For smaller aircraft though it is very difficult to hold nose high enough to overshadow a T-tail. Tail t/c values are often lower than that of the wing since t/c of the tail has a less significant effect on weight. I have no idea how those loads are calculated much less how they are combined in order to estimate total stress. I have about 200 hours in a T tail Lance and do some instructing in it. Rotate at 75 knots. Beautiful shots taken while the sun is below the horizon, Accidents T tail is aerodynamically the most efficient tail type, as the empennage is located above the fuselage and the turbulence created by engines and wing. A stick-pusher can be fitted to deal with this problem. This is because the conventional-tail aircraft has the downwash from the propeller pushing down on the tail to assist in raising the nose. The simple answer is that they can be more efficient than a conventional tail. T-tails are also sometimes chosen to provide additional separation from non-sky (as in sea planes). T-tail will give you better rudder authority at very high AOA and stalls so as to prevent a spin. Cons: Due to their shorter tail radius, zero swings are likely to have lower rated operating capacities than reduced tail or conventional tail swings designs. 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. Aircraft flying government officials, Helicopters [1], During normal flying conditions, the tailplane of a T-tail is out of the disturbed airflow behind the wing and fuselage,[2] which provides for more consistent elevator response. One advantage of the T-tail arrangement is that the horizontal tail acts as an end-plate for the vertical tail. At the other end, the fuselage does this already, so moving the horizontal tail up does not hurt so much there. 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. The T-tail raises the tailplane out of the fuselage drag-hole which can reduce your tailplane effective aspect ratio by 20% or more. With the rudder, a right rudder input in the V-tail will lower the right ruddervator and raise the left one. 2. Rear mounted engines would also be much closer to the centerline of the aircraft, reducing the controllability issues in an engine out scenario. List price for the PT is a little cheaper than conventional, but you have to buy a plug tail separately. 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. Another major difference between these two configurations concerns the stability. 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. A T-tail produces a strong nose-down pitching moment in sideslip. T-tails can cause flutter, such as with the Lockheed C-141 Starlifter. PoA Supporter Joined: Oct 22, 2008 Messages: 15,568 Location: mass fla Display name: Copyright SKYbrary Aviation Safety, 2021-2023. an aft CG, T-tail aircraft may be more susceptible to a deep stall. somewhat difficult to align.. lots of ground clearance when landing. The placement on top of the vertical gives it more leverage, Depending on wing location, it stays in undisturbed flow in a stall. Name as many disadvantages and advantages of each that come to mind. [1] Rear-mounting the engines keeps the wings clean and improves short-field performance. ), lowering the stabilator into the energized propwash, making pitch control suddenly more effective and sensitive. Other examples include the Lockheed F-117 Nighthawk stealth attack aircraft and the Fouga CM.170 Magister trainer. Save my name, email, and website in this browser for the next time I comment. 1Cause deep stall: T-Tail surface may cause deep stall where the elevator/stabilizer becomes stalled making the nose impossible to push over due to the stalled condition. 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. receive periodic yet meaningful email contacts from us and us alone. A T-tail has structural and aerodynamic design consequences. Learn more about Stack Overflow the company, and our products. 1. Every type from fighters to helicopters from air forces around the globe, Classic Airliners T-tails must be stronger, and therefore heavier than conventional tails. 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. Designers were worried that an engine failure would otherwise damage the horizontal tail. I guess I'd like to know what makes a T-tail advantageous as opposed to a conventional tail. Making statements based on opinion; back them up with references or personal experience. For example, the T-tail Arrows have a small tendency to blanket the airflow to the tail in certain angles of attack. The Pilot Handbook of Aeronautical Knowledge has a whole section talking about T-tails. You use your radio for every flight, but did you know this? The airplane lands in typical crosswind with no issues. Here's how to use them so you can avoid uncomfortable and dangerous flight conditions on your next mountain crossing. As we all know, a standard tail uses the rudder for yaw and the elevator for pitch - so how do V-Tail arrangements achieve these two functions? Typical aspect ratios are about 4 to 5. The horizontal force generated is "wasted" in essence as it does not contribute to the desired pitch outcome. This is one reason you'll find T-tail aircraft equipped with elevator down-springs or stick pushers for stall recovery. Rudder authority: T-tail design gives you a better rudder authority when flying at a very high AOA and stalls thus preventing a spin. 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. Kingdom Chromista (= Stramenopila or Heterokonta): - Hyphochytriomycota, the "tinsel-tailed water moulds" They regulate aquatic populations of freshwater planktonic algae, chytrids and oomycetes. T-tails have a good glide ratio, and are more efficient on low speed aircraft. 4. That additional weight means the fusel. Compare this to unstable conventional tailed planes such as the Super Hornet, Raptor, and Lightning which are all 50+ AoA fighters. The single-engine turboprop Pilatus PC-12 also sports a T-tail. As a consequence, the tail can be built lower. Either way it makes more sense to have a pitch up tendency when appying more thrust. Given the option, I preferred the conventional tail. This anti-torque system works by placing a multi-bladed fan within a duct in the tail of the helicopter. This is a good description of the tail section, as like the feathers on an . Accident, incident and crash related photos, Air to Air In fact, I was under the impression that a major disadvantage of a T-tail was that the wash during a stall could envelope the tail and remove the authority needed to correct the situation. You might see V-Tails used on high-performance models, such as slope soaring or discuss launch gliders. The empennage, also referred to as tail or tail assembly, gives stability to the aircraft. This article is for you. Many of the regional jets have T tails. I'd like to learn as much in this area as possible. 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. The 200-HP Piper Arrow is an unremarkable performer; the 180-HP version is, well, doggy. Get Boldmethod flying tips and videos direct to your inbox. The difference lies in the arrangement of their respective wheels. Tail and Winglet closeups with beautiful airline logos. By designing the junction with the vertical well, the T-tail has less interference drag. The non-turbo d Arrows consume nine to 12 gallons per hour, with the blown versions using around 14 GPH when pushed. You can reach Swayne at swayne@boldmethod.com, and follow his flying adventures on his YouTube Channel. A T-tail may have less interference drag, such as on the Tupolev Tu-154. But when you got authority, you got it RIGHT NOW. A stalled wing at high angles of attack may lead to blanking of the airflow over tailplane and the elevators may lead to loss of pitch control. The stall speed must be demonstrated during certification, and safe recovery from a stall is a requirement. The T-tail, depending on airspeed, is either very effective or far less effective than a conventional tail (which isnt as prone to abrupt transitions between different flying regimes). T-tails may be used to increase clearance at the rear of a cargo aircraft such as the Boeing C-17 Globemaster, to provide extra clearance when loading the aircraft. A given T, V, or conventional tail will all have essentially the same control authority if they have the same total area. Inspection: It is difficult to inspect the evaluator surface from the ground since the controls running to the elevators are very complex. Veterans such as Boeing's 717, 727, and 717 boasted this tail. Not so! 4. There's a lot to this, and I'm no aircraft engineer, so if there are any other answers, I'll happily delete this. This is because the V tail has projected area in both directions. Page 1 of 3 1 2 3 Next > ror76a Well-Known Member. One advantage to a T-tail is that the engines can be put on the tail, making them less suceptible to FOD ingestion, except for ice from the wings. The T-tail design is popular with gliders and essential where high performance is required. Thanks for the photo of the model. The conventional tail Lance (or Six) benefits from having air pushed over it by the prop - which means that it is effective at much lower indicated airspeeds - hence allowing you to rotate the wing into a flying attitude (and fly off) at much lower ias than in the T Tail. The horizontal stabilizer acts like a winglet, reducing induced drag of the rudder.
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