|Quoting 2H4 (Reply 2):|
The aircraft in the photo you reference is in landing configuration with flaps down. The flaps create a pitching moment that must be counteracted by the horizontal stabilizer. We can see vorticies in that photo because the horizontal stabilizer is creating lift of its own, compensating for the pitching moment created by the flaps.
Many airliners with autoland capability (if not all?) trim nose up on final approach (don't remember the height, modes etc, probably differ from aircraft and manufacturer), which must be counteracted with elevator down. I believe this is to speed up the transition for a go-around in case of windshear or other situations where climb pitch is crucial. Type Rated pilots might have some more insight on this subject though.
But as 2H4 states, with a variable incidence tailplane the lift created by the horisontal stabiliser is not much in cruise. As far as my knowledge goes, the raked wingtips are there to reduce induced drag (a product of lift), and would not help on form drag nor friction drag. An aircraft that can vary it's C of G by moving fuel, has almost zero tail load. An airliner with the right C of G position could also encounter a situation with minimal tail loading. Thus, not much help in trying to reduce induced drag, when there is minimal lift, which means minimal induced drag to begin with.