[font:Times New Roman][/font]While not the only type/model of aircraft built with a V-tail, the Bonanza is certainly the best-known. The V-tail, while quite usable from an engineering point of view, was a bit too much an attempt to get something for nothing. Two surfaces instead of three seems like a good idea to reduce drag and weight, but a pretty much universal truth of aerodynamics is that things don't work that way. Stability and control effectiveness require 'X' amount of area. Angling tail surfaces results in a need to increase the area of the surfaces, so the net result is minimal savings in either drag or weight, especially when the weight and complexity of the control mixing system is added.
The primary reason for failure of the tail in some Bonanzas was the recognition of the need to increase the size of the surfaces for adequate stability accompanied by a failure to recognize the need for revamping of the structure. Basically, the primary spar for the fixed surfaces was located some distance aft of the leading edge, and the later addition of more surface ahead of the spar resulted in torsional twisting of the spar that could, and did, cause airloads exceeding structural limits. The fix was quite simple: keep the leading edge from moving, thereby eliminating the twisting motion. The C model I owned had simple cuffs that slipped over the leading edge close to the fuselage and were riveted to the fuselage. Ergo, no up or down movement of the leading edge so no twisting so no loss of control or airframe parts.
All Bonanzas built for something like the last three decades have conventional tails, not T-tails.
It is indeed unfortunate that some people died as a result of faulty engineering, but considering that the basic airframe is still in production 71 years after the first model 35 was built, there must have been a good many things done right.
