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Aeroelasticity is the study of interaction among aerodynamic, inertial and elastic forces. Flight vehicles experience steady and unsteady aerodynamic loads; accordingly they would develop different kinds of stability and response related problems. Transonic aeroelastic problems such as buffet and flutter have been solved through experimental techniques at National Aerospace Laboratories (Upadhya et al., 1985), (Joshi et al., 1988), (Ramamurthy and Raja, 2002), (Raja et al., 2007). Figure 1 shows the aeroelastic models that were tested in 1.2 m wind tunnel. Aeroelastic flutter is a catastrophic structural failure, which needs to be avoided within the flight envelope of an aircraft for safe operation and enhanced fatigue life (FAR AC 25.629-1A). Aircraft structures made of thin walled sections and composite materials are usually lightly damped systems. When the orthogonality of elastic modes in such systems is influenced by the unsteady aerodynamic forces, the aerodynamic damping destabilizes the vibration, meaning the structural modes may draw energy from the air stream. Frequency and damping change due to aerodynamic energy may cause coupling between two or more adjacent modes to develop a flutter in the aircraft wing or tail structure. Flutter is a divergent oscillation that may result into fatal structural failure. Low speed aircrafts need clean airflow over the tail surfaces to have better pitch control. Therefore a T-Tail configuration is preferred for such flying machines due to its geometric location. Aircrafts with T-Tail structure are in operation; for example Boeing 727, ATR-72, Q400, CRJ700 and Embaraer ERJ145 etc. Nevertheless, aeroelastic problems such as flutter and gust are of great concern for the designers because the structurally heavy vertical stabilizer needs to carry the lift producing horizontal tail, which makes T-Tail a structure of concern in the low speed aircraft (Bisplinghoff et al., 1983). The present research work addresses the TTail flutter of a transport aircraft within its flight envelope through a wind tunnel study. The T-Tail configuration is normally expected to develop a dynamic coupling among its horizontal and vertical stabilizers’ modes and participate in the aeroelastic flutter along with the control surface modes (Rudder, Elevators). Since for the aircraft under consideration (transport), the fuselage flexibility is appeared to be very significant on the empennage

Wind Tunnel Flutter Testing of Composite T-Tail Model of a Transport Aircraft with Fuselage Flexibility