Abstract:
A (bird tail type) airplane tail section (coumpound delta wing design) which includes: movable wing assemblies ( 92 ), attached to a center boom pitch assembly ( 76 ). Each rear wing assembly ( 92 ) is connected to a hydraulic control system ( 74 ) that selectively moves each rear wing assembly ( 92 ) in an arc on opposite sides of the boom pitch assembly ( 76 ). Each rear wing assembly ( 92 ) includes two pivoting parabrkaes ( 32 ) mounted on the top and bottom surfaces of the wing assembly ( 92 ) that moves between a flush mounted configuration to an extended, air brake configuration. Hydraulic cylinders connected to the aircraft hydraulic system ( 74 ) are used to control the wing assemblies ( 92 ) and parabrakes ( 32 ). Disposed between the proximal end of the boom pitch assembly ( 76 ) and the aircraft fuselage is the pivoting joint ( 100 ) that enables the boom pitch assembly ( 76 ) to rotate and to pivot in all direction to simulate the movement and function of a bird&#39;s tail, when a bird is in flight.

Description:
[0001]    This application is entitled to the benefit of Provisonal Patent Application Ser. No. 60/425,926, Filed 2002 Nov. 12 
     
    
     
       BACKGROUND—FIELD OF INVENTION  
       BACKGROUND—DESCRIPTION OF PRIOR ART  
         [0002]    Conventional Jet Fighters, and Jet Passenger Liners have fixed wing tail sections. Originally all jet fighters have a three winged tail section, or a four winged tail section; like the U.S. Fighter F-22 Raptor. Britian&#39;s first jet liner introduced in 1954, which was the first to go into service, had the conventional three winged tail section, which is still used today in all jet liners produced by Boeing, or Air Bus.  
           [0003]    Direction of flight is determined by the tail section. Fixed wings have limited manueverability; flaps are located on the edge of these wings, which produce limited manueverability.  
           [0004]    Initial Thought of Concept  
           [0005]    Nature has always inspired man&#39;s greatest inventions. Birds conquered flight long before the invention of the Wright Brother&#39;s Airplane; Millions of years of evolution gave birds a perfect wing design, which is far superior to any man made aircraft. Tail sections of birds, unlike that of an airplane are totally mobile, moving in all directions, to achieve maximum manueverability. This Tail Section gives birds the ability to manuever through all types of wind situations, such as cross winds, turbulence, up drafts, down drafts, wind phoenominoms, or even prevent crashes.  
           [0006]    Tail sections of jets are fixed in one position, with flaps on the back of them for manueverability. When applying this concept to jets, or airplanes, the logic, and common sense of this invention guarantees significant maneuverability over the conventional three winged tail section design. This maximum manueverability would help in situations, (such as bad weather, wind phenominoms, or even a Fatal Plane Crash).  
           [0007]    The secondary advantage of my bird tail, to (L-Tail) concept is less aerodynamic drag; the conventional aircraft tail section has three wings; two horizontal elevators on each side of the fuselage, and one rudder at the top of the fuselage. The bird tail, to (L-Tail) concept is only one wing, (shaped like a V, or L; hence L-Tail title). Less wings means less air friction, and aerodynamic drag, which means an airplane, or jet would have increased fuel efficiency, increased speed (using the same amount of power), and longer range.  
           [0008]    The featured portion of this invention is the Parabrakes, which are four large metal doors, (two located on each side of my L-Tail) that plome out like a parachute; (hence Parabrakes); the function of the Parabrakes gives my L-Tail a superior braking advantage, that cannot be matched by wing designs of conventional airplanes. Aircraft Carrier Jets can even benefit from superior L-Tail technology; Parabrakes obsolite the need for a tail hook landing system.  
         SUMMARY  
         [0009]    A (bird tail type) airplane tail section with a pivoting maneuvering mechanism, which produces superior maneuverability over conventional tail sections, found on airplanes.  
         OBJECTS AND ADVANTAGES  
         [0010]    The Primary objective of my L-Tail featuring (Parabrakes) is to achieve maximum efficiency in tail section designs in all airplanes, and jets.  
           [0011]    (a) to give passenger Jet Liners a realistic chance of manuevering out of wind phenominoms, rather than crashing to the ground like flying caskets.  
           [0012]    (b) to replace Thrust Vectoring; a technology, that uses a pivoting exhaust nozzle, which redirects jet engine exhaust thrust, thus producing enhanced manueverability; jet engine thrust is compensated by Thrust Vectoring.  
           [0013]    (c) to increase evolution inspired superior aerodynamics; my L-Tail has only two wings, but conventional tail sections have usually three, to four winged tail sections, (which increases weight, and air friction, thus decreasing speed, range, and fuel efficiency.  
           [0014]    (d) to incorporate a far superior air braking system into wing designs; Parabrakes  
           [0015]    (e) to decrease manufacturing cost, developement, and complication; L-Tail technology is based on evolution that is a proven means to confirm viability; developemental cost has an adverse effect on manufacturing cost.  
           [0016]    (f) to incorporate emergency backup systems, (which are standing by to go into service, while aircraft are in flight).  
           [0017]    Further objects, and advantages are to use prooven heavy duty parts, and reinforced construction; tail sections that fall apart, and one dimensional backup systems have caused fatal crashes. The application of L-Tail technology to military aircraft, (including bombers, and fighters) significantly improves performance; (speed, control, range, maneuverability, and fuel efficiency). 
       
    
    
     DRAWING FIGURES  
       [0018]    In the drawings, closely related figures have the same number but different alphabetic suffixes.  
         [0019]    [0019]FIG. 1 is a map (top and internal view) that shows the location of parts; (demonstrates the realitivity, and connection of parts to one another).  
         [0020]    FIGS.  2 A, and  2 B shows two different views of the U.S. MIGHTY Stealth Jet Fighter, the F-22 Raptor.  
         [0021]    [0021]FIG. 3 shows the U.S. F-15 Strike Eagle, that preceeded the MIGHTY F-22 Raptor.  
         [0022]    FIGS.  4 A, and  4 B shows front, and rear views of a mid 21st century Stealth Jet Fighter.  
         [0023]    [0023]FIG. 5 shows a mid 21st century stealth fighter, idle on a mid 21st century Aircraft Carrier called the U.S.S. “INVINCIBLE”; (refer to Pending Provisional Patent titled, “HYPERCLASS” Aircraft Carrier, P.P.A. No. 60/420,816, filed Oct. 25, 2002). The mid 21st century stealth jet fighter does not need a Tail Hook System, due to the fact that it is equipped with (L-Tail) technology, with Parabrakes, (which obsolites the conventional tail hook system used on Conventional Aircraft Carriers).  
         [0024]    [0024]FIG. 6 shows a business jet, (idle) with my L-Tail, (Featuring Parabrakes).  
         [0025]    FIGS.  7 A, and  7 B shows top, and side views of conventional tail sections on conventional jet liners, respectively.  
         [0026]    [0026]FIG. 8A, and  8 B shows a front view of an “L-Tailed” jet liner, and the front view of a conventional jet liner, respectively.  
         [0027]    [0027]FIG. 9 is the side view of an “L-Tailed” jet liner.  
         [0028]    [0028]FIG. 10 shows the beginning of the tail section conversion sequence on a conventional jet liner.  
         [0029]    [0029]FIG. 11 shows a jet liner with the conventional tail section removed.  
         [0030]    FIGS.  12 A, and  12 B O Ring Concave seals, respectively.  
         [0031]    [0031]FIG. 13 shows the O Ring Concave connection to the jet liner.  
         [0032]    FIGS.  14 A, and  14 B shows the O Ring Convex seals, respectively.  
         [0033]    FIGS.  15 A, and  15 B shows the L-Tail Frame Section, and Ball Bearing Barrel, respectively.  
         [0034]    [0034]FIG. 16 shows the L-Tail Frame Section, and a conventional jet liner.  
         [0035]    FIGS.  17 A, and  17 B shows the Wings, to Boom Pitch assembly, respectively.  
         [0036]    FIGS.  18 A, and  18 B shows the Lever Hinge to Wings, and X Cross Wing Pitch Hydraulics to Lever Hinge Assembly.  
         [0037]    FIGS.  19 A, and  19 B shows the L-Tail.  
         [0038]    FIGS.  20 A, and  20 B shows the Pivoting Joint assembly, respectively.  
         [0039]    [0039]FIG. 21 shows the Pivoting Joint, and L-Tail assembly.  
         [0040]    [0040]FIG. 22 shows the relation of the Pivoting Joint, to the L-Tail Frame Section.  
         [0041]    [0041]FIG. 23 features the stabilizing of the L-Tail  
         [0042]    [0042]FIG. 24 shows the stabilizing, and introduction of powered rotation, relative to the L-Tail.  
         [0043]    [0043]FIG. 25, and  26  shows a Stealth Jet Fighter  
         [0044]    [0044]FIG. 27 show a Stealth Jet Fighter, and a surface to air Missle.  
         [0045]    [0045]FIG. 28 shows a Conventional Jet Liner, with L-Tail technology.  
         [0046]    [0046]FIG. 29 shows a Conventional Jet Liner, with L-Tail technology, and concluding assembly. 
     
    
     REFERENCE NUMERALS IN DRAWINGS  
       [0047]    [0047] 24  Conventional Jet Fighter Rudder  
         [0048]    [0048] 26  Conventional Jet Fighter Horizontal Elevator  
         [0049]    [0049] 28  Conventional Jet Liner Tail Rudder  
         [0050]    [0050] 30  Conventional Jet Liner Horizontal Elevator  
         [0051]    [0051] 32  Parabrakes  
         [0052]    [0052] 34  L-Tail  
         [0053]    [0053] 36  Worker (Ironworker)  
         [0054]    [0054] 38  Overhead Crane  
         [0055]    [0055] 40  Cutting Line  
         [0056]    [0056] 42  Plumming  
         [0057]    [0057] 44  Climate Control  
         [0058]    [0058] 46  Hydraulics  
         [0059]    [0059] 48  Electrical  
         [0060]    [0060] 50  O Ring (Concave)  
         [0061]    [0061] 52  O Ring Square Bevel  
         [0062]    [0062] 54  Conventional Jet Liner  
         [0063]    [0063] 56  L-Tail Frame Section  
         [0064]    [0064] 58  Ball Bearing Barrel  
         [0065]    [0065] 60  O Ring (Convex)  
         [0066]    [0066] 62  O Ring (Convex) Square Bevel  
         [0067]    [0067] 64  Lever Hinge  
         [0068]    [0068] 66  Ball Bearing Ring  
         [0069]    [0069] 68  Hydraulic Push Rods (Pivoting Joint)  
         [0070]    [0070] 70  Pin Shaft  
         [0071]    [0071] 72  Shaft Socket  
         [0072]    [0072] 74  X Cross Wing Pitch Hydraulics  
         [0073]    [0073] 76  Boom Pitch  
         [0074]    [0074] 78  Hydraulic Parabrake Hoses  
         [0075]    [0075] 80  Hydraulic Push Rods (Parabrakes)  
         [0076]    [0076] 82  Hydraulic Stabilizers  
         [0077]    [0077] 84  Universal Joint  
         [0078]    [0078] 86  Boom Shaft  
         [0079]    [0079] 90  Jump Holes  
         [0080]    [0080] 92  Wing Assembly  
         [0081]    [0081] 94  Frame Cover  
         [0082]    [0082] 96  Rear Wing Cap Assembly  
         [0083]    [0083] 98  Thrust Vectoring Exhaust Nozzle  
         [0084]    [0084] 100  Pivoting Joint  
         [0085]    [0085] 102  Roller Bar Stabilizer  
         [0086]    [0086] 104  Belt Drive  
         [0087]    [0087] 106  L-Tail Pitch Hydraulics  
         [0088]    [0088] 108  Beam Stabilizer  
       DESCRIPTION  
       [0089]    [0089]FIG. 1 is a parts reference to my L-Tail, (Featuring Parabrakes).  
         [0090]    FIGS.  2 A, and  2 B demonstrates the complication of a conventional jet fighter; there are two stationary rudders  24 , and two horizontal elevators  26 , which make up a total of four wings; (which increases air friction, thus decreasing speed, and fuel efficiency). Thrust Vectoring Exhaust Nozzles  98  improves manueverability, but compensates jet engine thrust.  
         [0091]    [0091]FIG. 3 also demonstrates the increased air friction, and weight of a conventional tail section, on a jet fighter.  
         [0092]    FIGS.  4 A, and  4 B shows the aerodynamic superiority of L-Tail Technology on a jet fighter.  
         [0093]    [0093]FIG. 5 is a side view of my L-Tail on a Stealth jet Fighter.  
         [0094]    [0094]FIG. 6 show the beauty, and attractiveness of a business jet with L-Tail technology.  
         [0095]    [0095]FIG. 7A is the tail section of a conventional tail section, realtive to the size of a jet liner fuselage, and FIG. 7B shows how the rudder  28  is almost twice the length of the diameter of a jet liner fuselage.  
         [0096]    [0096]FIG. 8A shows the aerodynamic superiority of a conventional jet liner  54 , (with L-Tail technology) over a conventional jet liner  54 , with a conventional tail section.  
         [0097]    [0097]FIG. 9 shows a side view of a conventional jet liner  54 , with my L-Tail, (Featuring Parabrakes).  
         [0098]    [0098]FIG. 10 shows the preparation of a Conventional Jet Liner  54 , when the conventional tail section to my L-Tail (Featuring Parabrakes) conversion sequence begins.  
         [0099]    [0099]FIG. 11 shows a rear internal view of a conventional jet liner  54 , and the conventional tail section has been removed.  
         [0100]    [0100]FIG. 12A is O Ring (Concave)  50 , and  12 B O Ring Square Bevel  52 ; a section of O Ring (Concave)  50  has been cut out to show the internal center groove.  
         [0101]    [0101]FIG. 13 shows a Conventional Jet Liner  54 , and O Ring (Concave)  50 .  
         [0102]    FIGS.  14 A, and  14 B are views of the O Ring (Convex)  60 ;  4 B is a cut out section, that shows the raised convex groove; O Ring (Convex) Square Bevel  62 .  
         [0103]    FIGS.  15 A, and  15 B is the L-Tail Frame Section  56 , and Ball Bearing Barrel  58 .  
         [0104]    [0104]FIG. 15 is L-Tail Frame Section  56 , and Conventional Jet Liner  54 , before assembly.  
         [0105]    [0105]FIGS. 17A and 17B is Wing Assembly  92 , to Boom Pitch  76  preparation.  
         [0106]    FIGS.  18 A, and  18 B is X Cross Wing Pitch Hydraulics  74 , to Wing Assembly  92  reference.  
         [0107]    FIGS.  19 A, and  19 B gives a front internal view of the Boom Pitch  76 .  
         [0108]    FIGS.  20 A, and  20 B shows the Pivoting Joint  100  Preparation.  
         [0109]    [0109]FIG. 21 is the Pivoting Joint  100 , to L-Tail  34  preparation.  
         [0110]    [0110]FIG. 22 shows the Pivoting Joint  100 , Ball Bearing Barrel  58 , and L-Tail Frame Section  56  assembly preparation.  
         [0111]    FIGS.  23 A, and  23 B shows where Roller Bar Stabilizers  102  will be located in relation to the Pivoting Joint  100 , and the L-Tail Frame Section  56 .  
         [0112]    [0112]FIG. 24 shows the location of Roller Bar Stabilizers  102 , Belt Drive  104 , L-Tail Pitch Hydraulics  106 , and the Beam Stabilizer  108 , which are located within the L-Tail Frame Section  56 .  
         [0113]    FIGS.  25 , and  26  are perspective views of a Stealth Jet Fighter with L-Tail technology.  
         [0114]    [0114]FIG. 27 shows my L-Tail in a totally rudder position.  
         [0115]    [0115]FIG. 28 shows the L-Tail  34 , to Conventional Jet Liner  54  preparation.  
         [0116]    [0116]FIG. 29 is the final assembly; Frame Cover  94 , and Rear Wing Cap Assembly  96 .  
         [0117]    Advantages  
         [0118]    From the description above, a number of advantages of my L-Tail become evident:  
         [0119]    (a) L-Tail technology has only half the wing area surface of conventional tail sections, thus increasing range, speed, and fuel efficiency.  
         [0120]    (b) The evolutionary type simplicity of the design decreases the cost, and complication of the manufacturing process.  
         [0121]    (c) L-Tail, (featuring Parabrakes) is a Heavy Duty design, with back up (in flight) systems, that conventional tail sections do not supply.  
         [0122]    (d) The entire system moves, rather than flaps at the edge of the wings, which significantly enhances maneuverability.  
         [0123]    (e) The Natural right angled wing design of my L-Tail increases the Stealth Capabilities of Military Stealth Jet Fighters,and Bombers with conventional tail sections.  
         [0124]    Operational and Construction Sequence of Figures  
         [0125]    [0125]FIG. 1 shows a top view of the Parabrakes  32  in a functioning position.  
         [0126]    [0126]FIG. 2A shows the complication of a conventional jet fighter in flight. Fly by Wire computer systems are needed to correct mistakes that might cause the jet to go out of control. Thrust Vectoring Exhaust Nozzles  98  are needed to inhance maneuverability, which compensates engine thrust. FIG. 2B shows how the four wings; Conventional Jet Fighter Rudders  24 , and Conventional Jet Fighter Horizohtal Elevators  26  have direct contact with forward air friction, while a Jet Fighter is in flight, reaching speeds, that exceed Mach.  2 .  
         [0127]    [0127]FIG. 3 shows increased weight, increased air friction, and limited nameuverability of a F-15 Strike Eagle (in flight) with a conventional tail section.  
         [0128]    FIGS.  4 A, and  4 B shows the superior aerodynamics, and simplicity of my L-Tail on a mid 21st century Stealth Jet Fighter, without the need of Thrust Vectoring Exhaust Nozzles  98  (while in flight).  
         [0129]    [0129]FIG. 5 shows a mid 21st century Stealth Jet Fighter with my L-Tail using the Parabrakes  32  to land on my 21st century Aircraft Carrier called the U.S.S. “INVINCIBLE”; (refer to Pending Provisional Patent titled; “HYPERCLASS” Aircraft Carrier, P.P.A. No. 60/420,816, filed Oct. 25, 2002). The mid 21st century Stealth Jet Fighter does not need a Tail Hook System to land, due to the fact that Parabrakes  32  obsolites the conventional Tail Hook System used on Conventional Aircraft Carriers.  
         [0130]    [0130]FIG. 6 demonstrates the sheer simplicity, superior aerodynamics, and attractiveness of my L-Tail (featuring Parabrakes) on a (in flight) business jet.  
         [0131]    [0131]FIG. 7 shows the increased weight, inferior aerodynamics, and inferior maneuvering ability of an in flight Conventional Jet Liner  54 , with a conventional tail section.  
         [0132]    [0132]FIG. 8A, and  8 B shows the superior aerodynamics of my L-Tail on a Conventional Jet Liner  54 , when compared to a conventional tail sectioned jet liner  54 , (while in flight).  
         [0133]    [0133]FIG. 9 shows a Conventional Jet Liner  54 , with L-Tail technology using Parabrakes  32  to assist in landing; Parabrakes  32  are plomed out into the functioning position.  
         [0134]    [0134]FIG. 10 begins conversion sequence of a Conventional Tail Sectioned Jet Liner  54 , to a Conventional Jet Liner  54  with L-Tail technology. The Worker (Ironworker)  36  is on the top of the Conventional Jet Liner  54  torch cutting off the Conventional tail section. The Cutting Line  40  is the cut where the conventional tail section will separate from the rest of the existing fuselage. The Overhead Crane  38  will then lift the old tail section away from the Conventional Jet Liner  54 .  
         [0135]    [0135]FIG. 11 shows the rear opened section of the existing fuselage. The plumming  42 , Climate Control  44 , Hydraulics  46 , and Electrical  48  has been capped, respectively. Insulation within the fuselage has been rolled back.  
         [0136]    [0136]FIG. 12 is the O Ring (Concave)  50 ; the first part fastened to the Conventional Jet Liner  54 .  
         [0137]    [0137]FIG. 13 show the placement of the O Ring (Concave) Conventional Jet Liner  54 , which is designed to reinforce the existing fuselage, and interlock with future construction; the O Ring (Convex)  60 .  
         [0138]    [0138]FIG. 14 shows O Ring (Convex)  60 , which is welded to the fuselage side of L-Tail Frame Section  56 .  
         [0139]    FIGS.  15 A, and  15 B; where the Ball Bearing Barrel  58  goes into the tail end of L-Tail Frame Section  56 .  
         [0140]    [0140]FIG. 16 shows the L-Tail Frame Section  56  (with O Ring (Convex)  60 , and Ball Bearing Barrel  58  assembly) lowered into place by an Overhead Crane  38 . The added assembly interlockes with O Ring (Concave)  50  that is now welded on the Conventional Jet Liner  54 .  
         [0141]    [0141]FIG. 17; Wing Assembly  92 , to Boom Pitch  76  construction; first, Parabrakes  32 , Lever hinges  64 , and Ball Bearing Rings  66  are assembled to the Wing Assembly  92 . Then the two Wing Assemblies  92  are bolted to the Boom Pitch  76  with Pin Shafts  70 ; Shaft Sockets  72  are aligned with the holes in the Lever Hinges  64 , then Pin Shafts  70  pierce Lever Hinges  64 , and Shaft Sockets  72 .  
         [0142]    [0142]FIG. 18A shows the wing pitch parts, that exist on the Wing Assembly  92 , Lever Hinge  64 , and Ball Bearing Ring  66  assembly. FIG. 18B shows the X Cross Wing Pitch Hydraulics  74 , to Lever Hinge  64  assembly; (Ball Bearing Ring  66  inserts into Lever Hinge  64 , which is connected to Wing Assembly  92 ). The upward diagonal motion of the X Cross Wing Pitch Hydraulics  74  produces the north/south motion of the Lever Hinges  64 , thus producing the north/south wing pitch motion of the Wing Assembly  92 .  
         [0143]    [0143]FIG. 19 demonstrates the wing pitch motion of the Wing Assembly  92 , caused by X Cross Wing Pitch Hydraulics  74 . Hydraulics  46  for the Parabrakes  32 , and the X Cross Wing Pitch Hydraulic  74  systems are now installed into the Boom Pitch  76 .  
         [0144]    FIGS.  20 A, and  20 B shows an exploded view, to full completed view (assembly) of the Pivoting Joint  100 .  
         [0145]    [0145]FIG. 21 shows the Pivoting Joint  100  connected to the the L-Tail, with the Parabrakes  32  in an extended functioning position.  
         [0146]    [0146]FIG. 22 shows the Pivoting Joint  100  into Ball Bearing Barrel  58  into L-Tail Frame Section  56  assembly. The Pivoting Joint  100  is inserted into the Ball Bearing Barrel  58 . Then the Pivoting Joint (with the Ball Bearing Barrel  58 ) inserted arround the Bearing Shaft  86  Portion of the Pivoting Joint  100 ) is inserted into the L-Tail Frame Section  56 .  
         [0147]    [0147]FIG. 23 is the Roller Bar Stabilizers  102  that will lock the L-Tail  34  into place. Roller Bar Stabilizers  102  are screwed into place on both sides of the L-Tail Frame Section  56 . Installation of Roller Bar Stabilizers  102  are shown on the external side of the L-Tail Frame Section  56 .  
         [0148]    [0148]FIG. 24 begins with showing the installation of Roller Bar Stabilizers  102  within the internal side of the L-Tail Frame Section  56 ; The Roller Bar Stabilizers  102  now hold the entire L-Tail  34  (with the Ball Bearing Barrel  58 ) in a stable position. A Belt Drive  104  is then placed arround the Bearing shaft  86  portion of the Pivoting Joint  100 . The other side of the Belt Drive  104  is placed arround the L-Tail Pitch Hydraulics  106 , which powers the Clockwise/Counter Clockwise motion of the L-Tail  34 .  
         [0149]    [0149]FIG. 25 demonstrates the Counter Clockwise 90% pitch on the entire L-Tail  34  powered by the Belt Drive  104 , and L-Tail Pitch Hydraulics  106 .  
         [0150]    [0150]FIG. 26 demonstrates the Clokwise 90% pitch on the entire L-Tail  34  powered by the belt Drive  104 , and L-Tail Pitch Hydraulics  106 .  
         [0151]    [0151]FIG. 27 demonstrates the life saving value of the pitch motion; the pitch motion turns the entire L-Tail  34  into a giant pivoting rudder, which gives the Jet Fighter the “SUPER LATERAL MANEUVERABILITY” needed to sucessfully dodge an incoming Heat Seeking, or Laser Guided Missle. This example shows only one of the advantages of the Clockwise/Counter Clockwise motion of my L-Tail. All other typical tail sectioned Jet Fighters would likely be destroyed under this battle scene worst case sanario. But a Fighter with L-Tail technology gives a U.S. Fighter Pilot a chance to live again, Fight again, or “Die another Day”.  
         [0152]    [0152]FIG. 27; connection of L-Tail  34  (with Pivoting Joint  100  within the Ball Bearing Barrel  58  assembly) into the L-Tail Frame Section  56 . Workers (Ironworkers)  36  direct the Overhead Crane  38  to the right position.  
         [0153]    [0153]FIG. 28 shows the final assembly; Frame Cover  96  is placed arround, and connected to the L-Tail Frame Section  56 , and the Rear Wing Cap Assembly  96  is connected to the rear of Boom Pitch  76 .  
         [0154]    Conclusions, Ramifications, and Scope  
         [0155]    Accordingly, the reader will see that my L-Tail (featuring Parabrakes) is a significant improvement over conventional airplane tail sections in every way imaginable;  
         [0156]    it decreases wing surface area, thus increasing range, speed, and fuel efficiency.  
         [0157]    it gives passenger Jets a realistic chance of maneuvering out of wind phenominoms, rather than crashing to the ground, like flying caskets.  
         [0158]    it has less weight, and less parts than a conventional tail section.  
         [0159]    it incorporates a far superior air braking system into wing designs, that is not found conventional aircrafts; Parabrakes  32 .  
         [0160]    it has an innovative (in flight) emergency backup system, which is not found in conventional airplanes.  
         [0161]    it significantly improves performance, speed, control, fuel efficiency, and maneuverability.  
         [0162]    it improves safety of airplane travel.  
         [0163]    it gives fighters a realistic chance of dodging incoming surface to air laser guided, or heat seeking missles, during battle.  
         [0164]    L-Tail technology (featuring Parabrakes) is a revolutionary airplane tail section design, that is possibly the greatest invention to be introduced into the aircraft industry, since the invention of the Jet Engine. Hundreds of years ago, (long before the Wright Brothers&#39; sucessful invention of the airplane), unsucessful airplane inventors attempted the L-Tail concept, but they did not have the technology available today; (Hydraulics  46  Titantium, Aluminum, electronics, super light/super strong composites, ect.) to make it work.  
         [0165]    The marriage of L-Tail technology to jet fighters (including Stealth Jet Fighters) is Astonishing! Speed, control, maneuverability, fuel efficiency is increased, and stall speed is decreased, (which improves the safety of landings, and improves the attack capabilities of all jet fighters). The natural right angled design of my L-Tail deflects radar much better than the conventional tail sections, found on stealth jet fighters, such as the F-117 Nighthawk, and F-22 Raptor; the introduction of L-Tail technology “instantly obsolites” the F-22 Raptor, (which is the #1 ranked jet fighter on this planet).  
         [0166]    The capabilities of my L-Tail should not be in doubt; if you still do not believe? Step outside, and observe my primary test models, (while in flight); birds. Birds have been using this wing design, even at the time when mankind was still living in caves. The natural beauty, simplicity, and “Majic Motion” of a bird in flight can show you the capabilities of my L-Tail (featuring Parabrakes) in a manner that I cannot put into words; “seeing is believing”. L-Tail technology is a “Back to the Future” concept, which is based on evolution, and one cannot challenge evolution; evolution has accomplished in millions of years, what we, (as humans) have tried to do in decades.