Editing Stabilator (section)

==Military==
[[File:Transonic flow patterns.svg|thumb|right|In transonic flight shock waves form on the upper surface of the wing at a different point from the lower surface. As speed increases, the shock wave moves backwards over the wing. On conventional tails this high pressure causes the elevator to be deflected downwards.]]

All-flying tailplanes were used on many pioneer aircraft and the popular [[Morane-Saulnier G]], [[Morane-Saulnier H|H]] and [[Morane-Saulnier L|L]] monoplanes from France as well as the early [[Fokker Eindecker fighters|Fokker Eindecker]] monoplane and [[Halberstadt D.II]] biplane fighters from Germany all flew with them, although at the cost of [[Aircraft stability|stability]]: none of these aircraft, with the possible exception of the biplane Halberstadts, could be flown hands-off.

Stabilators were developed to achieve adequate [[Pitch (flight)|pitch]] control in supersonic flight, and are almost universal on modern military [[combat aircraft]].<ref name="Abzug"/>

The British wartime [[Miles M.52]] supersonic project was designed with stabilators. Though the design only flew as a scale rocket, its all-flying tail was tested on the [[Miles Falcon]].<ref>Brown, Eric. ''Wings on my Sleeve''. London: Weidenfeld & Nicolson, 2006. {{ISBN|978-0-297-84565-2}}.</ref> The contemporary American supersonic project, the [[Bell X-1]], used separately-adjustable horizontal stabilizer and elevators allowing movement as a single surface or elevator deflection at a fixed tailplane setting.<ref>High Speed Test Flying, Yeager, The Aeronautical Journal, December 1956, p.788</ref>

Entering service in 1951, the [[Boeing B-47 Stratojet]] was the world's first purposely built jet bomber to include one piece stabilator design. A stabilator was considered for the [[Boeing B-52 Stratofortress]] but rejected due to the unreliability of hydraulics at the time.<ref name="Abzug"/>

The [[North American F-86 Sabre]], the first U.S. Air Force aircraft which could go supersonic (although in a shallow dive) was introduced with a conventional horizontal stabilizer with elevators, which was eventually replaced with a stabilator.

When stabilators can move differentially to perform the [[Roll (flight)|roll]] control function of [[ailerons]], as they do on many modern [[fighter aircraft]] they are known as '''elevons''' or '''rolling tails'''. A [[canard (aeronautics)|canard surface]], looking like a stabilator but not stabilizing like a tailplane,<ref>Hoerner, ''Fluid dynamic lift'', about XP-55, p. 11-29, Stability Contributions : "Stabilization in any canard configuration can only be obtained from the wing."</ref> can also be mounted in front of the main [[wing]] in a canard configuration ([[Curtiss-Wright XP-55 Ascender]]).

Stabilators on military aircraft have the same problem of too light control forces (inducing overcontrol) as general aviation aircraft. Unlike light aircraft, supersonic aircraft are not fitted with anti-servo tabs, which would add unacceptable drag. In older jet fighter aircraft, a resisting force was generated within the control system, either by springs or a resisting hydraulic force, rather than by an external anti-servo tab. For example, the [[North American F-100 Super Sabre]], used gearing and a variable stiffness spring attached to the control stick to provide an acceptable resistance to pilot input.<ref>Test Pilot, edited by Schmidt, Mach 2 Books,1997, p.50</ref> In modern fighters, control inputs are processed by computers ("[[fly by wire (flight control)|fly by wire]]"), and there is no direct connection between the pilot's stick and the stabilator.