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23-582: D30 may refer to: Vehicles [ edit ] Aircraft [ edit ] Dewoitine D.30 , a French passenger monoplane Ships [ edit ] Brazilian destroyer  Pernambuco  (1961) , a Pará -class destroyer of the Brazilian Navy Brazilian destroyer  Pernambuco  (1989) , a Garcia -class destroyer of the Brazilian Navy HMS ; Despatch  (D30) ,

46-579: A Danae -class light cruiser of the Royal Navy HMS ; Whirlwind  (D30) , a W-class destroyer of the Royal Navy Surface vehicles [ edit ] Levdeo D30 , a Chinese hatchback LNER Class D30 , a class of British steam locomotives Other uses [ edit ] 122 mm howitzer 2A18 (D-30) , a Soviet howitzer Canon EOS D30 , a digital single lens reflex camera D30 road (Croatia) Queen's Gambit Declined ,

69-468: A horizontal stabilizer , is a small lifting surface located on the tail ( empennage ) behind the main lifting surfaces of a fixed-wing aircraft as well as other non-fixed-wing aircraft such as helicopters and gyroplanes . Not all fixed-wing aircraft have tailplanes. Canards , tailless and flying wing aircraft have no separate tailplane, while in V-tail aircraft the vertical stabilizer , rudder , and

92-428: A chess opening Soloviev D-30 , a Soviet turbofan engine d30, a die with 30 sides See also [ edit ] D3O , with a letter "O" instead of a zero [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to

115-511: A lifting tailplane can be made stable. An example is provided by the Bachem Ba 349 Natter VTOL rocket-powered interceptor, which had a lifting tail and was both stable and controllable in flight. Some aircraft and flight modes can require the tailplane to generate substantial downforce. This is particularly so when flying slowly and at a high angle of attack (AoA). On some types, the demand in this flight mode has been so extreme that it has caused

138-586: A long chord NACA cowling . The D.31 was owned by the Centre d'Essais de Matériels Aériens (CEMA) at Villacoublay . it remained registered there in June 1935 but had gone two years later, prompting speculation that it may have been used by Republican forces in the Spanish Civil War . Data from Howson General characteristics Performance Tailplane A tailplane , also known as

161-494: A similar effect when spun , while the McDonnell Douglas T-45 Goshawk suffered excess downwash from the wing when the flaps were deployed, necessitating a small "SMURF" surface fixed to the fuselage, such that it aligned with the stabilizer leading-edge root at the critical angle. Using a computer to control the elevator allows aerodynamically unstable aircraft to be flown in the same manner. Aircraft such as

184-445: A tailplane gives damping. This is caused by the relative wind seen by the tail as the aircraft rotates around the centre of gravity. For example, when the aircraft is oscillating, but is momentarily aligned with the overall vehicle's motion, the tailplane still sees a relative wind that is opposing the oscillation. Depending on the aircraft design and flight regime, its tailplane may create positive lift or negative lift (downforce). It

207-453: A two-blade propeller ; it was cooled with a Lamblin radiator mounted ventrally at its rear. The empennage of the D.30 was conventional, with the strut-braced tailplane mounted on top of the fuselage. The rear control surfaces were unbalanced; the rudder reached down to the bottom of the fuselage, moving in a cutout between the elevators . The single main wheels of the undercarriage were mounted on pairs of V-form struts joined to

230-440: Is characterised by: Some locations have been given special names: A wing with a conventional aerofoil profile makes a negative contribution to longitudinal stability. This means that any disturbance (such as a gust) which raises the nose produces a nose-up pitching moment which tends to raise the nose further. With the same disturbance, the presence of a tailplane produces a restoring nose-down pitching moment, which may counteract

253-520: Is most often provided using the whole tailplane in the form of an all-flying tailplane or stabilator. A tailplane usually has some means allowing the pilot to control the amount of lift produced by the tailplane. This in turn causes a nose-up or nose-down pitching moment on the aircraft, which is used to control the aircraft in pitch. Elevator : A conventional tailplane normally has a hinged aft surface called an elevator , Stabilator or all-moving tail : In transonic flight shock waves generated by

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276-499: Is sometimes assumed that on a stable aircraft this will always be a net down force, but this is untrue. On some pioneer designs, such as the Bleriot XI , the centre of gravity was between the neutral point and the tailplane, which also provided positive lift. However this arrangement can be unstable and these designs often had severe handling issues. The requirements for stability were not understood until shortly before World War I –

299-477: The F-16 are flown with artificial stability. The advantage of this is a significant reduction in drag caused by the tailplane, and improved maneuverability. At transonic speeds, an aircraft can experience a shift rearwards in the center of pressure due to the buildup and movement of shockwaves. This causes a nose-down pitching moment called Mach tuck . Significant trim force may be needed to maintain equilibrium, and this

322-525: The interwar years that had positive lift tailplanes include, chronologically, the Sopwith Camel , Charles Lindbergh 's Spirit of St. Louis , the Gee Bee Model R Racer - all aircraft with a reputation for being difficult to fly, and the easier-to-fly Fleet Finch two-seat Canadian trainer biplane, itself possessing a flat-bottom airfoiled tailplane unit not unlike the earlier Bristol Scout. But with care

345-520: The Paris Aero Show in December 1930. It was a single-engine, ten-seat passenger aircraft with a high cantilever wing and rectangular -section fuselage . It had a fabric-covered metal frame and was powered by a 485 kW (650 hp) Hispano-Suiza 12Nbr water cooled, upright V-12 engine . This engine was closely cowled, the cowling following the profile of the two cylinder banks, and drove

368-586: The era within which the British Bristol Scout light biplane was designed for civilian use, with an airfoiled lifting tail throughout its production run into the early World War I years and British military service from 1914 to 1916 – when it was realised that moving the centre of gravity further forwards allowed the use of a non-lifting tailplane in which the lift is nominally neither positive nor negative but zero, which leads to more stable behaviour. Later examples of aircraft from World War I and onwards into

391-687: The front of the tailplane render any elevator unusable. An all-moving tail was developed by the British for the Miles M.52 , but first saw actual transonic flight on the Bell X-1 ; Bell Aircraft Corporation had included an elevator trim device that could alter the angle of attack of the entire tailplane. This saved the program from a costly and time-consuming rebuild of the aircraft. Transonic and supersonic aircraft now have all-moving tailplanes to counteract Mach tuck and maintain maneuverability when flying faster than

414-402: The intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=D30&oldid=1197018347 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Dewoitine D.30 The Dewoitine D.30 first appeared in public at

437-464: The lower fuselage longerons , with near-vertical shock absorber legs attached to the wing. A tailskid completed the conventional landing gear . The D.30 first flew on 21 May 1931. A second prototype followed but was modified into a trimotor aircraft, designated the Dewoitine D.31 and powered by three Hispano-Suiza 9Q nine-cylinder radial engines . The outer engines were each mounted well below

460-417: The natural instability of the wing and make the aircraft longitudinally stable (in much the same way a weather vane always points into the wind). The longitudinal stability of an aircraft may change when it is flown "hands-off"; i.e. when the flight controls are subject to aerodynamic forces but not pilot input forces. In addition to giving a restoring force (which on its own would cause oscillatory motion)

483-482: The tail-plane and elevator are combined to form two diagonal surfaces in a V layout. The function of the tailplane is to provide stability and control. In particular, the tailplane helps adjust for changes in position of the centre of pressure or centre of gravity caused by changes in speed and attitude, fuel consumption, or dropping cargo or payload. The tailplane comprises the tail-mounted fixed horizontal stabilizer and movable elevator . Besides its planform , it

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506-551: The tailplane to stall. On the Gloster Meteor T.7 a stall could be triggered by turbulence when the airbrakes were deployed. On the McDonnell Douglas F-4 Phantom II it initially occurred during takeoff and landing approach, and leading-edge slats were fitted to the tailplane upside-down in order to maintain smooth airflow and downforce "lift" at high AoA. The Pilatus P-3 trainer required a ventral keel to cure

529-414: The wing via two pairs of struts. Apart from the three engines and a consequent increase in weight and slight reduction in length, the D.31 was very similar to the D.30. It first flew on 12 January 1932, initially powered by the 172 kW (230 hp) 9Qa engine variant. In 1935 these were replaced by 240 kW (320 hp) 9Qbs. In this form the outer engines remained uncowled but the central one had

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