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Stabilator

A stabilator, also known as an all-flying tail, is a flight control surface in aircraft that integrates the horizontal stabilizer and elevator into a single pivoting unit, allowing it to control the aircraft's pitch by adjusting the angle of attack of the wing and the position of the nose.^[1]^[2] Introduced in the 1950s, the stabilator design first appeared on production military aircraft such as the North American F-100 Super Sabre in 1954, and later on general aviation aircraft like the Piper PA-24 Comanche in 1958, marking a shift toward more streamlined control systems for improved aerodynamic efficiency. Earlier experimental applications emerged in high-speed prototypes, such as the Bell X-1 rocket plane in 1947, and the North American F-107 interceptor (1956) and the North American X-15 rocket plane (1959), where the stabilator enabled differential movement of its two panels for both pitch and roll control, enhancing maneuverability in extreme flight regimes.^[3]^[4] This configuration pivots the entire surface about its aerodynamic center, requiring minimal pilot effort for inputs while generating torque around the aircraft's center of gravity to facilitate climbing, diving, or turning.^[5]^[2] Stabilators offer several advantages over traditional stabilizer-elevator combinations, including reduced drag at high speeds—particularly supersonic conditions—due to the absence of gaps and hinges, and a cleaner, lighter design that simplifies manufacturing and maintenance.^[5] They also provide greater pitch authority by leveraging the full surface area for control, which is crucial for eliminating phenomena like Mach tuck in high-performance jets, and allow for a longer moment arm from the fuselage, permitting smaller overall tail sizes without sacrificing effectiveness.^[5]^[4] However, their high sensitivity to control inputs can lead to overcontrol, necessitating features like antiservo tabs and balance weights to dampen responsiveness and ensure stable handling, especially in general aviation aircraft.^[1] Commonly employed in military fighters for superior agility, examples include the General Dynamics F-16 Fighting Falcon, McDonnell Douglas F-4 Phantom, and Grumman F-14 Tomcat, where stabilators support rapid maneuvers and variable-sweep wings.^[5] In civil aviation, they appear on models like the Piper Cherokee series and Cessna 177 Cardinal, balancing efficiency with ease of flight for recreational pilots. Overall, the stabilator's adoption reflects ongoing advancements in aerodynamics, prioritizing performance in diverse operational environments from subsonic trainers to hypersonic research vehicles.^[4]

Fundamentals

Definition and Function

A stabilator is an all-moving horizontal tail surface that combines the functions of a fixed horizontal stabilizer and a movable elevator into a single pivoting unit, typically hinging at a central point near its aerodynamic center.^[1]^[5] This design allows the entire surface to rotate as a unit in response to pilot inputs, providing both longitudinal stability through its stabilizing effect on the aircraft's pitch attitude and pitch control by generating aerodynamic moments when deflected.^[2] The primary functions include maintaining the aircraft's angle of attack and nose position during flight, with deflections enabling nose-up or nose-down maneuvers to achieve desired pitch rates.^[1]^[5] In typical installations, the stabilator is mounted at the rear of the fuselage or on the vertical stabilizer, connected to the cockpit control column via mechanical linkages such as pushrods or cables, which transmit pilot commands to pivot the surface.^[1] To enhance control precision and reduce sensitivity, many stabilators incorporate an antiservo tab on the trailing edge; this tab deflects in the same direction as the stabilator but to a greater extent, providing aerodynamic feedback to the pilot while also serving as a trim device for fine adjustments in steady flight.^[1]^[5] Unlike conventional tail configurations, stabilators pivot about their aerodynamic center, minimizing the effort required for control inputs across a range of airspeeds and angles of attack.^[5] While most stabilators are aft-mounted, in canard configurations, an all-moving forward horizontal surface can function similarly as a stabilator to provide pitch control and stability, though this placement alters the overall aircraft balance.^[6] Stabilators are particularly advantageous in high-speed or aerobatic aircraft, where their design offers reduced drag compared to separate stabilizer-elevator setups, simpler mechanical actuation, and enhanced maneuverability without the aerodynamic interference seen in traditional elevators at transonic speeds.^[5]^[2]

Aerodynamic Principles

The stabilator generates lift and a pitching moment primarily through changes in its angle of attack relative to the oncoming airflow. As the entire horizontal tail surface pivots about its hinge line, it alters the pressure distribution across its surface, producing a vertical force that contributes to the aircraft's overall lift and a rotational moment about the center of gravity. The pitching moment coefficient, C_m, can be expressed as C_m = C_{m0} + C_{m\alpha} \alpha, where C_{m0} is the zero-lift pitching moment coefficient, C_{m\alpha} is the pitching moment stability derivative, and \alpha is the angle of attack of the stabilator. This linear approximation holds for small perturbations and assumes incompressible flow conditions, with the moment acting to pitch the nose up or down depending on the sign of C_{m\alpha}.^[7] Static longitudinal stability in a stabilator-equipped aircraft arises from a negative C_{m\alpha}, which ensures that an increase in angle of attack produces a nose-down pitching moment, restoring the aircraft to its trim condition. This derivative is influenced by the stabilator's position aft of the center of gravity and its lift curve slope, typically resulting in a restoring moment proportional to the perturbation in \alpha. Dynamic stability is further enhanced by damping effects from the stabilator's motion, where the surface's deflection in response to pitch rate generates aerodynamic forces that oppose the motion, reducing oscillations over time. These mechanisms collectively provide inherent stability without relying on fixed stabilizer contributions.^[7]^[8] The control effectiveness of a stabilator stems from its full-surface deflection capability, which allows for greater authority in generating pitching moments compared to conventional split-surface elevators, as the entire tail area contributes to the control force without hinge gaps or partial deflection limitations. This design yields higher control power across a range of flight speeds, enabling precise pitch adjustments with smaller angular deflections. However, at high Mach numbers, compressibility effects—such as shock wave formation and boundary layer separation—can reduce effectiveness by altering the lift distribution and increasing drag divergence, particularly beyond the critical Mach number where local airflow reaches sonic speeds.^[9]^[10] To achieve trim and balanced control forces, stabilators often incorporate antiservo tabs on the trailing edge, which deflect in the same direction as the surface to increase hinge moments and provide pilot feedback. These tabs counteract the inherent lightness of full-surface movement, ensuring stick forces are proportional to dynamic pressure q = \frac{1}{2} \rho V^2, where \rho is air density and V is true airspeed, thus delivering "q-feel" that scales with speed and prevents overcontrol. This setup maintains trim by relieving steady-state control pressures while enhancing stability through added resistance to deflection.^[8]^[11]

Historical Development

Origins and Early Concepts

Early aerodynamic developments in the 19th and early 20th centuries laid the groundwork for modern tail control surfaces by separating fixed lifting elements from movable control components for pitch regulation. Sir George Cayley, often regarded as the father of aeronautics, constructed a model glider in 1804 featuring fixed wings for lift and movable tail surfaces hinged for pitch control, establishing the principle of a rear-mounted horizontal surface to manage longitudinal stability and maneuvering. This design marked a departure from earlier ornithopter concepts reliant on flapping wings, prioritizing efficient fixed-wing flight augmented by articulated tails.^[12] Building on Cayley's ideas, late-19th-century glider experiments further refined movable surfaces for pitch regulation. Otto Lilienthal's series of human-carrying gliders from 1891 onward initially employed body weight shifting to adjust the center of gravity for pitch and roll control, but his 1895 Normalsegelapparat monoplane introduced leading-edge flaps that automatically altered wing camber to enhance pitch stability during descent. These innovations highlighted the need for aerodynamic aids to counter instability in unpowered flight, influencing subsequent theoretical work on tail-mounted controls.^[13] By the 1920s and 1930s, rising aircraft speeds—driven by advancing engine power—prompted engineers to explore all-moving control surfaces for lighter, simpler assemblies that could mitigate control challenges at high dynamic pressures. G.T.R. Hill's experimental tailless Westland-Hill Pterodactyl aircraft, developed from 1924 to 1934, integrated pitch control through all-moving elevons on the wing trailing edges, demonstrating effective longitudinal response without a separate tail while inspiring adaptations for conventional empennages. The key motivation was addressing hinge moment escalation in fixed-stabilizer elevators at high dynamic pressures, where airflow over the surface generated excessive torsional forces opposing deflection; an all-moving tail, pivoted near its aerodynamic center, inherently reduced these moments, enabling better high-speed authority with less pilot effort.^[14]^[15]

Key Milestones and Adoption

The stabilator emerged in the immediate post-World War II era, driven by the need for effective pitch control in transonic and supersonic flight. A pivotal early implementation was on the Bell X-1 experimental rocket plane, which first flew in 1947 and featured an all-moving horizontal tail to provide control authority beyond the speed of sound, addressing issues like control reversal in compressible flow. This design proved essential for Chuck Yeager's historic supersonic flight in 1948.^[16] The stabilator gained prominence in production aircraft through its integration into early jet fighters. The North American F-86E Sabre, entering service in 1951, was among the first production aircraft to employ an all-flying tail, where the entire horizontal stabilizer pivoted for pitch control, enhancing effectiveness near the speed of sound by mitigating control reversal issues associated with swept wings. This innovation addressed the limitations of traditional elevator-on-stabilizer configurations, which lost authority in compressible airflow.^[17]^[18] In the 1950s, the stabilator saw full adoption in dedicated supersonic jets, exemplified by the Lockheed F-104 Starfighter, which first flew in 1954 under the leadership of Clarence "Kelly" Johnson at Lockheed's Skunk Works. The F-104's T-tail stabilator, mounted high on the vertical fin, provided precise control at Mach 2 speeds while reducing inertia coupling, a critical factor for its razor-thin wings and high-altitude missions. This design influenced subsequent high-speed aircraft, as swept-wing configurations increasingly required stabilators for longitudinal trim and stability during transonic transitions. Johnson's contributions extended to refining hydraulic actuation systems, ensuring reliable operation under extreme aerodynamic loads.^[19]^[20] Experimental high-speed platforms in the late 1950s further advanced the stabilator, such as the North American F-107 interceptor and the North American X-15 rocket plane, where the stabilator enabled differential movement of its two panels for both pitch and roll control, enhancing maneuverability in extreme flight regimes.^[4] The 1950s and 1960s marked expanded adoption in supersonic platforms globally, with the stabilator becoming integral to interceptor and fighter designs. In Europe, the Hawker Hunter F.6, certified for RAF service in 1955, featured an all-moving tailplane that worked in conjunction with the elevators for optimized transonic handling and maneuverability.^[21] Similarly, the Soviet Mikoyan-Gurevich MiG-21, which entered production in 1959, incorporated a stabilator in its empennage to support delta-wing stability and yaw damping via a ventral fin, enabling agile supersonic intercepts. These examples highlighted the stabilator's role in countering Mach tuck and enhancing pitch authority in high-performance regimes.^[22] Civil aviation milestones in the 1960s further propelled stabilator adoption beyond military applications. The Piper PA-24 Comanche, a light single-engine aircraft with a stabilator for simplified pitch control, received FAA type certification in June 1957, paving the way for its use in general aviation trainers and the transition to certified civil designs. By the 1970s, the stabilator had evolved from niche experimental use to a standard feature in high-performance aircraft, driven by regulatory approvals and proven reliability in diverse operational environments.^[23]

Design Features

Structure and Materials

The stabilator is constructed as a single-piece airfoil section that pivots about a central hinge line to provide pitch control, typically located near the aerodynamic center at approximately 25% of the chord from the leading edge.^[24] This design integrates the functions of both the horizontal stabilizer and elevator into one movable surface, supported internally by a primary spar that carries bending and shear loads, along with multiple ribs spaced along the span to maintain the airfoil shape and provide torsional rigidity against twisting forces.^[25] The leading and trailing edges are formed by continuous skins attached to this internal framework, ensuring a smooth aerodynamic profile. Early stabilators often employed hybrid constructions combining wood frames with metal reinforcements for spars and fittings before widespread adoption of all-metal structures. In modern designs, carbon fiber reinforced polymers (CFRP) have become prevalent for their high strength-to-weight ratio, achieving weight savings of 20-30% compared to traditional aluminum alloys in horizontal tail components, as demonstrated in applications like the F-16 Fighting Falcon's stabilator.^[26] For supersonic aircraft, high-temperature alloys such as titanium are utilized in critical areas like the torque tube and hinge fittings to withstand elevated thermal loads and maintain structural integrity, as proposed in redesign studies for the T-38's horizontal stabilator using SPF/DB titanium.^[27] Key components include forward-mounted balance weights, typically made of lead or tungsten, positioned ahead of the hinge line to reduce hinge moments and control forces by counteracting the aerodynamic loads on the trailing edge.^[28] Sealed hinges, often incorporating rubber or composite seals around the pivot points, minimize aerodynamic drag by preventing airflow leakage through gaps.^[29] Anti-icing provisions are integrated into the leading edge, such as pneumatic boots that inflate to crack off accumulated ice or electro-thermal mats that heat the surface to prevent formation, ensuring reliable operation in icing conditions.^[30] Sizing of the stabilator is generally 20-25% of the wing reference area to provide adequate pitch stability and control authority without excessive weight or drag penalties.^[31] Its aspect ratio, defined as the square of the span divided by the planform area, typically ranges from 4 to 6, similar to conventional horizontal stabilizers, to balance lift efficiency with structural simplicity.^[32]

Control and Actuation Systems

The control and actuation systems of a stabilator enable precise movement of the all-flying tail surface to manage pitch and, in some designs, contribute to roll control. In high-performance aircraft, hydraulic actuators serve as the primary mechanism, operating at pressures typically ranging from 3000 to 5000 psi to deliver the necessary force for rapid and powerful deflections.^[33]^[34] These systems, often configured as tandem valve-on-ram power actuators, provide high authority and responsiveness, as seen in the YF-16 prototype where five large-authority servos drive the stabilator for enhanced maneuverability under relaxed static stability.^[35] In modern fly-by-wire implementations, such as the F-16 introduced in the 1980s, electrical signals from the flight control computer command these hydraulic actuators, replacing direct mechanical linkages with electronic processing for quadruple-redundant operation and middle-value signal selection to ensure reliability.^[35] Mechanical linkages in stabilator systems transmit pilot inputs while providing tactile feedback, typically using push-pull rods, cables, bellcranks, and pulleys to connect the control column or stick to the actuator.^[1] These elements allow pilots to sense aerodynamic forces through "mechanical feel," simulating hinge moments that increase with airspeed and dynamic pressure. In irreversible hydraulic systems, where actuators overpower manual inputs, artificial feedback devices like bobweights—masses linked to the control stick—replicate these hinge moments to inform the pilot of control surface loads and prevent overcontrol.^[36] Integration with stability augmentation systems (SAS) further enhances damping by electronically sensing aircraft motion via gyros and servos, applying corrective stabilator inputs to suppress unwanted oscillations in pitch or roll without altering the pilot's commanded path.^[37] Trim systems maintain stabilator position to relieve steady control forces, often achieved by adjusting the entire surface incidence or deploying small auxiliary tabs. Geared trim tabs, typically occupying 10-20% of the trailing edge, are mechanically linked to a trim wheel or electric motor, providing fine adjustments to balance aerodynamic moments during cruise or configuration changes.^[38] In digital flight control setups, auto-trim functions automatically reposition the stabilator based on sensor data, compensating for speed or load shifts to keep the aircraft in equilibrium, as implemented in the F-16's fly-by-wire system for path-stable operation.^[39] Safety in stabilator actuation emphasizes redundancy and fault tolerance, with dual or tandem hydraulic circuits supplying independent power to actuators, allowing continued operation if one system fails.^[40]^[41] For critical failure modes like runaway—uncommanded actuator motion—protections include mechanical clutches that disengage excessive torque and electronic monitoring to isolate faults, ensuring the surface defaults to a neutral or trimmed position while maintaining overall flight control integrity.^[42]

Applications

General Aviation Aircraft

In general aviation, the stabilator serves as a key pitch control surface in light, single-engine aircraft, particularly those used for training, recreational flying, and short-field operations, where its design contributes to straightforward handling and construction.^[43] These implementations emphasize simplicity, with the all-moving tailplane enabling effective low-speed response without the added complexity of separate elevators.^[2] Common implementations appear in aerobatic trainers like the Van's RV-12, a kit-built light sport aircraft from the 2000s that employs a stabilator for its full deflection range, supporting inverted flight and precise maneuvering during training.^[44] In homebuilt designs, stabilators are favored for ease of assembly, as seen in the Van's RV series kits, where the integrated surface reduces fabrication steps and aligns with experimental category builds.^[45] Similarly, the Sonex Waiex, introduced in the 2000s, incorporates an all-flying stabilator within its Y-tail layout, combining pitch and yaw control for compact, lightweight construction suitable for recreational pilots.^[46] Design adaptations for general aviation focus on lighter actuation via manual cable systems, which provide direct pilot input without hydraulic assistance, and scaled-down surfaces typically comprising 10-15% of the wing area to enhance low-speed stability and responsiveness.^[31] Adoption of stabilators has grown since the 1980s in certified light sport aircraft, driven by their alignment with FAA Part 23 standards for longitudinal control, which require sufficient pitch authority to maintain stable flight paths and recover from stalls without excessive stick forces. This trend reflects a shift toward cost-effective designs in the experimental and light aircraft segments, with over 1,000 Van's RV-12 kits sold by 2020 exemplifying the appeal for amateur builders.^[44] Specific benefits in general aviation include a reduced parts count compared to conventional tails, simplifying maintenance and inspections, as demonstrated in the Sonex Waiex where the stabilator's integration minimizes wear points and supports quick field repairs.^[47] This configuration also lowers overall weight, enhancing fuel efficiency in training roles.^[28]

Military Aircraft

Stabilators are ubiquitous in modern fighter jets, providing essential pitch control and contributing to roll authority through differential deflection, particularly in high-maneuverability scenarios. The McDonnell Douglas F-15 Eagle, introduced in the 1970s, exemplifies this with its all-moving horizontal stabilators integrated into a swept-wing configuration for effective supersonic trim and stability at high speeds. These stabilators work in tandem with ailerons to enable hydro-mechanical roll control, allowing the aircraft to achieve rapid maneuvers while maintaining aerodynamic efficiency during air superiority missions.^[48] The Lockheed Martin F-35 Lightning II, entering service in the 2000s, further advances stabilator technology through fly-by-wire systems that enhance stealth and agility. Its all-moving horizontal stabilators are optimized for relaxed static stability, enabling precise control in multirole combat environments while minimizing radar cross-section by eliminating exposed hinges and linkages. This design supports the aircraft's ability to perform short takeoff and vertical landing variants, ensuring responsive pitch authority across subsonic to transonic regimes.^[49]^[50] In bombers and trainers, stabilators provide high-G tolerance and stability for demanding operations. The Northrop Grumman B-2 Spirit, operational since the 1980s, employs a flying wing layout with split trailing-edge control surfaces that function analogously to stabilators for pitch and roll, compensating for the absence of a traditional tail to maintain low-observable characteristics during strategic missions. Meanwhile, the Northrop T-38 Talon, introduced in the 1960s, uses large all-moving stabilators to support advanced supersonic training, with heavy pitch forces at elevated G-loads preventing overstress and facilitating acrobatic and formation flying up to +7 G.^[51]^[52] Specialized adaptations integrate stabilators with other systems for enhanced combat survivability and performance. The Lockheed Martin F-22 Raptor, from the 1990s, combines all-moving stabilators with two-dimensional thrust vectoring nozzles to achieve supermaneuverability, allowing post-stall recovery and tight turns beyond 9 G through coordinated pitch and thrust adjustments.^[53]^[54] The evolution of stabilators in military aircraft traces from early supersonic designs to contemporary unmanned systems, reflecting advances in materials and actuation for stability in diverse mission profiles. The North American F-100 Super Sabre in the 1950s pioneered the all-moving tailplane for transonic and supersonic flight, addressing control challenges at Mach 1+ speeds where fixed stabilizers proved inadequate. By the 2020s, unmanned aerial vehicles like the General Atomics MQ-9 Reaper incorporate inverted V-tail stabilators for enhanced loitering stability, providing pitch and yaw damping during extended endurance missions up to 27 hours at altitudes exceeding 25,000 feet. This progression underscores stabilators' role in enabling high-speed agility and reliability across manned fighters, bombers, and drones.^[55]^[56]

Commercial Airliners

The use of stabilators in commercial airliners remains limited, with most passenger and cargo aircraft relying on conventional horizontal stabilizers augmented by elevators and trimmable horizontal stabilizers for pitch control and trim. This preference stems from the need for reliable, certifiable systems in high-capacity transport operations, where stabilators' all-moving design can introduce complexities in structural integrity and control authority at varying speeds. Nonetheless, the Lockheed L-1011 TriStar, introduced in 1972, stands out as a notable exception in wide-body jetliners. The TriStar employed an all-flying horizontal stabilizer—essentially a stabilator—for primary pitch maneuvering and trimming, replacing the traditional elevator setup to enhance control effectiveness across its operational envelope.^[57]^[58] In the L-1011's design, the stabilator was actuated by four independent hydraulic systems, each powering a dedicated actuator to ensure redundancy and compliance with FAA certification standards for fail-safe operation in passenger service. This setup allowed for precise pitch adjustments while integrating with the aircraft's direct lift control system for improved handling during approach and landing.^[58] Post-1970s, stabilator use in commercial airliners declined in favor of hybrid systems combining fixed stabilizers with powered elevators, prioritizing ease of maintenance and regulatory approval under EASA and FAA guidelines. However, ongoing research into blended-wing body architectures signals potential resurgence in integrated control surfaces for future designs. NASA's X-48 program, conducted in the 2000s, tested tailless configurations that blend fuselage and wing elements, eliminating traditional horizontal tails and using elevon-like surfaces for pitch stability, influencing concepts for efficient, low-emission airliners.^[59]^[60]

Performance Characteristics

Advantages

The stabilator, as an all-moving horizontal tail surface, offers reduced drag compared to conventional fixed stabilizers with separate elevators by eliminating gaps and hinges that disrupt airflow. This design minimizes parasitic drag, particularly at high speeds, enhancing overall aerodynamic efficiency.^[43]^[5] Additionally, the stabilator achieves weight savings through fewer moving parts and simpler structural requirements relative to traditional tail assemblies.^[61] Stabilators provide improved control authority for pitch maneuvers due to the full surface area contributing to the pitching moment, resulting in stronger and more responsive inputs. This is especially beneficial in supersonic flight, where the design avoids control reversal caused by shock waves that can impair conventional elevators.^[62] The pivoting action around the aerodynamic center produces lower hinge moments than a trailing-edge elevator, but the larger surface area and antiservo tabs result in control forces that increase with speed to provide stability feedback and precise handling.^[5] The stabilator's simplicity facilitates easier manufacturing, particularly with composite materials, as it involves a single integrated surface rather than multiple articulated components.^[2] Other benefits include lower maintenance needs from reduced hinges and linkages, decreasing wear points over time.^[1]

Disadvantages and Limitations

One significant limitation of the stabilator is the high hinge moments generated by moving the entire horizontal surface, which requires substantially greater control forces than a conventional elevator, especially at higher airspeeds where aerodynamic loads increase. This can result in pitch control forces that rise with speed and deflection, potentially leading to pilot fatigue or overcontrol without mitigation. To address this, designs incorporate antiservo tabs or powered actuation systems, such as hydraulic or electric boosts, to reduce the effort needed and provide appropriate stick forces.^[1]^[43] Stabilators exhibit high sensitivity to control inputs and aerodynamic loads due to their pivot design near the aerodynamic center, making them prone to overcontrolling compared to fixed-stabilizer configurations. This sensitivity necessitates features like antiservo tabs, which deflect in the same direction as the stabilator to dampen responses and enhance stability. At low speeds, T-tail configurations with stabilators require greater control forces, and near stall, high angles of attack may reduce effectiveness due to wing wake blanketing the tail, often requiring trim tabs to improve handling.^[1] The integrated design of the stabilator increases vulnerability to damage from impacts such as bird strikes or battle damage, as even partial structural compromise can severely degrade longitudinal stability and pitch control more than in separate stabilizer-elevator setups. For instance, asymmetric damage may induce off-axis moments, complicating recovery. Military aircraft mitigate this through redundant actuators and reinforced structures, while civil designs emphasize protective leading edges.^[63] Aeroelastic phenomena like flutter pose a critical risk for all-moving surfaces, where aerodynamic, elastic, and inertial forces can couple to produce self-sustaining oscillations beyond a critical speed. Prevention involves mass balancing of the stabilator, rigorous wind tunnel testing, and flutter speed calculations to ensure margins above operational envelopes.^[64] Certification for stabilators in civil aircraft involves heightened scrutiny under FAA regulations, including extensive ground vibration testing, flutter clearance demonstrations, and control system evaluations to verify stability across the flight envelope, often extending development timelines and costs compared to conventional tails. This complexity limits their adoption in very light aircraft, where simpler elevator designs suffice.^[1]

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Antiservo tabs are similar to balance tabs, but they move in the opposite direction. For example, when your elevator or stabilator moves up, the antiservo tab ...Missing: integration | Show results with:integration
[38]
Digital Flight Control System (DFCS) - Dassault Falcon
The DFCS on the Falcon 7X, based on that of the Rafale fighter, introduced a “path-stable” system that trims automatically to maintain the flight path of the ...Missing: stabilator | Show results with:stabilator
[39]
Fly-by-Wire Explained: A Pilot's Guide to Digital Flight Control
Sep 12, 2025 · There's also auto-trim functionality that keeps the aircraft flying straight with minimal input from you. For example, Airbus systems using ...
[40]
[PDF] redundancy of hydraulic flight control actuators
for control functions will require at least three actuators per surface in order to meet FAA requirements and provide an adequate level of safety,. Reliability ...
[41]
The power of aircraft hydraulic redundancy systems - STLE
The bottom line is that redundant hydraulic systems allow an aircraft to survive catastrophic failures or accidents.
[42]
https://www.thomsonlinear.com/en/training/linear_actuators/end_of_stroke_protection
[43]
No Dumb Questions: Stabilators v. Elevators - AOPA
Apr 5, 1999 · The first Piper to have a stabilator was the Comanche, which debuted in 1958. Engineers at The New Piper Aircraft Co. consider the stabilator to ...
[44]
RV-12iS - Van's Aircraft Total Performance RV Kit Planes
The RV-12iS a two-seat all-metal side-by-side airplane with a large cabin that seats the occupants ahead of the wing spar for maximum room and superb visibility ...
[45]
Van's RV-15 Prototype Gets a New Tail - Kitplanes Magazine
Sep 29, 2024 · Originally conceived with a stabilator—similar to the RV-12's—the RV-15 is now sporting what appears to be a modified RV-10 tail.
[46]
17 Kits For Under $25K - Kitplanes Magazine
May 31, 2020 · Sonex's Waiex-B (shown) and Sonex-B share many features, just not ... It's also unusual in the homebuilt world for having an all-flying stabilator ...<|separator|>
[47]
MC41671-17 Stabilator Adjust Control Cable, Piper PA-18 – Aircraft ...
MC41671-17 Stabilator Adjust Control Cable, Piper PA-18. $313.31. Fits many Piper PA-18 model aircraft; Hand spliced continuous loop; Time tested “long splice ...
[48]
The Waiex-B Kit - Sonex Aircraft
Sonex and Waiex B-Model kits come with more of what you need to finish your aircraft in the shortest time possible, with higher-quality results.
[49]
The F-15 Flight Control System
We use both ailerons and differential stabilator for hydro-mechanical roll control, and would generate some unacceptably high rolling accelerations, roll rates, ...
[50]
[PDF] Geometric modelling, stability and control analysis of the F-35 fighter ...
For this reason, in the resulting model, the stabilator appears to be partially embedded into the fuselage, as the outlines were traced faithfully based on the ...
[51]
Semper Lightning: F-35 Flight Control System | Code One Magazine
Dec 9, 2015 · Hillaker didn't hesitate: “The fly-by-wire system. If the fly by wire didn't work, our relaxed static stability wasn't going to work.” [1] ...Missing: stabilator | Show results with:stabilator
[52]
Driving the Wing - How Stealth Bombers Work | HowStuffWorks
Without the rear stabilizers, the plane tends to rotate around its yaw axis unexpectedly. ... The B-2 bomber needs only a two-person crew -- a pilot and a mission ...<|separator|>
[53]
This Incredible Plane: T-38 Talon
Dec 1, 2023 · The aircraft featured modest low-aspect-ratio wings, large all-moving stabilators, and an elegant single vertical tail. The cockpit section ...Missing: stabilator | Show results with:stabilator
[54]
New Horizontal Stabilator Design and Manufacturing Process to ...
Jun 26, 2002 · The first F-22 equipped with Vought- built stabilators will be Raptor 4041, the first aircraft to be built in production Lot 3. This aircraft, ...
[55]
How The F-22 Raptor's Thrust Vectoring Nozzles Work - Simple Flying
Sep 28, 2024 · A closer look at how the USAF's fifth generation fighter utilizes thrust vectoring nozzles to improve its maneuverability.
[56]
All You Wanted to Know About the A-10 Thunderbolt II
Nov 15, 2017 · There the “Warthog” earned its nickname, getting pilots back to base despite heavy damage ... stabilizers are interchangeable on both sides ...
[57]
26 February 1955 | This Day in Aviation
Feb 26, 2025 · The North American Aviation F-100 Super Sabre was designed as a supersonic day fighter. Initially intended as an improved F-86D and F-86E ...
[58]
MQ-9A Reaper (Predator B) | General Atomics Aeronautical Systems ...
Featuring unmatched operational flexibility, MQ-9A has an endurance of over 27 hours, speeds of 240 KTAS, can operate up to 50,000 feet, and has a 3,850 pound ( ...Missing: stabilator | Show results with:stabilator
[59]
Why the Lockheed L-1011 TriStar was ahead of its time - Key Aero
Apr 26, 2021 · In a bid to improve overall control surface effectiveness, Lockheed designed an “all-flying tail” stabilator which replaced the standard ...<|separator|>
[60]
[PDF] l-1011-500 tristar technical profile - TriStar500.net
The L-1011 flying stabilizer is used to trim and maneuver the aircraft. Each of the four hydraulic subsystems pro- vide power to one of four actuators, which ...
[61]
A Basic “MCAS” System was installed in the Boeing 707 in the 1960s
Nov 1, 2019 · After the nudger had activated the forces acting on the control column could effectively be trimmed out by adjusting the horizontal stabilizer.
[62]
https://aviation.stackexchange.com/questions/16379/why-most-of-the-supersonic-or-fighter-aircraft-use-all-moving-control-surfaces
[63]
X-48B Blended Wing Body - NASA
The 8.5%-scale, remotely piloted X-48B is dynamically scaled to fly much like the full-size aircraft would fly. The chocolate-colored expanse of Rogers Dry Lake ...
[64]
[PDF] DESCRIPTION AIRPLANE AND SYSTEM
The stabilator provides stability and controllability with less size, drag and weight than the more conventional horizontal stabilizer-elevator combination. ...
[65]
Why most of the supersonic or fighter aircraft use all-moving control ...
Jun 29, 2015 · The biggest two reasons to have a stabilator (the most common all-moving control surface) are stability at supersonic speeds and increased maneuverability.What are the advantages of a Trimmable Horizontal Stabilizer?Why do some fighter jets have movable horizontal stabilizer instead ...More results from aviation.stackexchange.com
[66]
[PDF] Aerodynamic Effects and Modeling of Damage to Transport Aircraft
Stabilizer damage primarily affects the aircraft's longitudinal stability characteristics, but due to its potential asymmetric nature, off-axis control can also ...
[67]
Flutter characteristics for aircraft all-movable horizontal tail through ...
Aug 7, 2025 · Flutter wind tunnel test is the main technique in the flutter design process for the high maneuver aircraftall-movable horizontal tail.