T-tail Aircraft - A T-tail is a type of tail where the tail plane (horizontal stabilizer) is located on top of the fin. The shape seen behind this looks like the capital letter T. Sometimes the term is used to refer to an aircraft that has such a penalty.
The main advantage of a T-tail is that under normal flight conditions the lift is above most of the effects of propeller downdraft (in the case of propeller-driven aircraft) and the surrounding air flow. the fuselage and wings. Elevator operation in undisturbed air allows controlled movements that are consistent throughout most flight regimes.
T-tail Aircraft
The T-tail is a common design in fuselage mounted aircraft (eg the MCDONNELL DOUGLAS MD-82) as it removes the tail from the exhaust. Seaplanes and amphibious aircraft (eg BERIEV A-40 Albatras) often have a T-tail to keep the horizontal surfaces as far away from the water as possible.
Boeing T 7a Red Hawk \
The main danger with this design is the possibility of entering a deep stall. Although this can happen on other aircraft as well, the risk is greater with T-tails, as the high AOA is likely to force the wing separation airflow into the path of the tail's horizontal surface. This may result in a loss of elevator authority and, consequently, the inability to recover from the stall (ie loss of control). Stack Exchange is a question and answer site for pilots, mechanics and aircraft enthusiasts. It only takes a minute to sign up.
Aircraft such as the Tu-154 and VC-10 have a "point" on the T-tail, while others such as the 727 do not. Is this structure a shock body, or is it otherwise related to aerodynamics the tail? And why is it only found on certain designs?
It is a "bullet fairing". Sometimes you will find the pressure fields of the vertical and horizontal surfaces line up so that the lowest pressure zone of the vertical fin merges with the lowest pressure zone of the horizontal tail right at the intersection of the surfaces. It results in more extreme pressure recovery and can cause flow separation and vibration, and sometimes shock shocks at high speed.
The sphere effectively moves the pressure field of the vertical surface forward to bring it out of alignment with the horizontal surface. It is usually additional material resulting from disturbances detected in the wind tunnel, or during flight testing.
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In some aircraft, the high-frequency communications antenna and its tuning mechanism are located in the erupting spike. In other cases, parts of the elevator's angle of attack control mechanism.
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When you look at the different configurations of jet aircraft, you will notice that the wings are usually located at the bottom of the fuselage, and the engine nacelles are located under the wing on pylons, as on all current Boeing or Airbus jets, or on either side of the rear fuselage, such as the McDonnell Douglas MD-80 family or the Bombardier CRJ series. Wing-engined aircraft have traditional tails, with tall, narrow vertical fins centered on the fuselage, and horizontal stabilizers located on either side of the aircraft's tail cone. Aircraft with rear mounted engines have what are called "T-Tails".
Historically, rear-engine jets such as the DC-9, the Russian Tu-154 and the British BAC 111, Trident and Super VC-10 have had shorter and wider vertical stabilizers with their horizontal tailplanes mounted on tip of the fin. These are called T-Tails because of their shape when viewed from the front of the aircraft. The main reason for this position is to keep the horizontal stabilizer up in "clean air", away from turbulent air created by the wing and engine nacelles. T-Tails also have a streamlined fairing on top of the fin to ensure optimal airflow, and to accommodate the mechanisms that control the height of the horizontal stabilizers for proper trim.
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In order for your new settings to take effect, this page will automatically refresh when you click "Save and Close". In a T-tail configuration, the lift is above most of the effects of flow from the propeller, as well as airflow around the fuselage and/or wings.
Tail Plane Of The Large Military Aircraft With Weapons To Fire T Stock Photo
T-tail designs are popular on many light and large aircraft, especially those with engines mounted on the aft fuselage because the T-tail configuration removes the tail from the engines' exhaust.
Compared to traditional aeroplanes, the elevator on the T-tail must be moved further to raise the nose a certain amount when traveling at low speed. This is because the downforce from the propeller in a normal airplane pushes down on the tail to lift the nose.
The forces required to lift the nose of a T-tail aircraft are greater than the forces required to lift the nose of a conventional tail aircraft. Pilots must be aware that the required control forces are higher at low speeds during take-off, landing or stalls than for aircraft of the same size equipped with conventional tails.
When flying at very high AOA with low airspeed and faster CG, a T-tail aircraft may be more prone to a deep stall. In this condition, the wing wake covers the tail surface and can render it almost ineffective. This is one of the reasons why you will find T-tail airplanes equipped with lift-down springs or stick pushers for stall recovery.
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Swayne is an editor at , a certified flight instructor and first officer on the Boeing 757/767 for a major US airline. He graduated with a major in Aeronautics from the University of North Dakota in 2018, holds a PIC Type Rating for Cessna Citation Jets (CE-525), is a former pilot for Mokulele Airlines and flew Embraer 145s early in his aviation career. Swayne is the author of weekly articles, quizzes and lists. You can reach Swayne at swayne@, and follow his flying adventures on his YouTube channel.
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