The horizontal on the L-1011 looks like a 23xxx series to me.
It is inverted.
And the whole thing moves for pitch control.
4 giant hydraulic rams attached to the leading edge and the aft pressure bulkhead are moved by the control column.
The "elevator" is a geared tab with no actuator per se to move it.
There's a cable from the fuselage thru the horizontal that pulls the tab up with increasing up command (nose down on the stabilizer), in what is called the "J-curve".. the motion looks like a J when tab displacement is plotted versus stabilizer deflection.
It moves a LOT for landings, and is faired at cruise.
I believe this feature alone makes the Tristar so popular with pilots. All the control authority you need, tailored to the need.
When the cable breaks, and it has, the plane is still flyable.
And one instance the bellcrank which the cable connects to at the tab broke during a ground controls check on a commercial flight,
locking the tab full up!
The plane over-rotated on takeoff, and the pilot was able to get it back on the ground safely, albeit with the column up against the instrument panel. The cable/bellcrank installation was subject to moisture, which rusted thru the cable and let the bellcrank lock against structure. It was oriented to eliminate that problem.
The cable broke on our test Tristar, so there was no "tab" feature. The plane landed hard, as I recall, but didn't have any awful response during flight, as extreme travel only happens right at flare for touchdown.