Editing T-tail (section)

==Advantages==

T-tails were common in early jet aircraft. Designers were worried that an engine failure would otherwise damage the horizontal tail.

The T-tail is very common on aircraft with engines mounted in [[nacelle]]s on a [[Wing_configuration#Number_and_position_of_main_planes|high-winged]] aircraft or on aircraft with the engines mounted on the rear of the fuselage, as it keeps the tail clear of the jet exhaust.{{cn|date=June 2024}} Rear-mounting the engines keeps the wings clean and improves short-field performance. This was necessary in early jet aircraft with less powerful engines.<ref name="Hush-Kit">{{cite web |title=T-time? Why Britain fell in love with the T-tailed aeroplane |url=https://hushkit.net/2020/04/05/t-time-why-britain-fell-in-love-with-the-t-tailed-aeroplane/ |website=Hush-Kit |access-date=13 October 2022 |language=en |last1=Smith |first1=Jim |date=5 April 2020}}</ref>

T-tail aircraft can have better short-field performance,<ref name="Hush-Kit"/> such as on the [[British Aerospace 146|Avro RJ-85]]. The disturbed airflow over a lower stabilizer can make control more difficult at lower speeds.{{cn|date=June 2024}}

During normal flying conditions, the tailplane of a T-tail is out of the disturbed airflow behind the [[wing]] and fuselage,<ref name="Hush-Kit"/> which provides for more consistent elevator response.{{cn|date=June 2024}}

The design and structure of a T-tail can be simpler.<ref name="Hush-Kit"/>

For a [[transsonic]] aircraft a T-tail configuration may improve pitch control effectiveness, because the elevator is not in disturbed air behind the fuselage, particularly at moderate angles of attack.{{cn|date=October 2022}}

Depending on wing location, the elevator may remain in undisturbed airflow during a [[Stall (fluid dynamics)|stall]]. (However, T-tail aircraft may be vulnerable to [[Stall (fluid dynamics)#Deep stall|deep stall]], see [[#Disadvantages|Disadvantages]] below.)

An aircraft with a T-tail may be easier to recover from a [[spin (aerodynamics)|spin]], as the elevator is not in a position to block airflow over the rudder, which would make it ineffective, as can happen if the horizontal tail is directly below the fin and rudder.<ref>{{Cite web|url=https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19720005341.pdf|title=Summary of spin technology as related to light general-aviation airplanes|date=December 1971|last1=Bowman|first1=J. S.}}</ref>

The T-tail increases the effectiveness of the vertical tail because of "end plate" effect. The horizontal stabilizer acts like a winglet, reducing [[induced drag]] of the rudder.<ref name="Hoerner">Hoerner and Borst, ''Fluid Dynamic Lift'', Directional Characteristics, T-tail page 13-11</ref><ref name="Hush-Kit"/> Smaller and lighter T-tails are often used on modern gliders.

When the vertical tail is swept, the horizontal tail can be made smaller because it is further rearwards and therefore has a greater lever arm. Tail sweep may be necessary at high Mach numbers.

A T-tail may have less interference drag, such as on the [[Tupolev Tu-154]].

T-tails may be used to increase clearance at the rear of a cargo aircraft such as the [[Boeing C-17 Globemaster]], to provide extra clearance when loading the aircraft.{{cn|date=June 2024}}

T-tails decrease the possibility of anything hitting the empennage on paratroops or airdrops operations, as the tail is way above the jump door.