Rare twin

[red750]

Here is a photo of the rare Bay Aviation Super V, a twin engine conversion of an early V-tail Bonanza 35. Only 9 were produced.

 

 

 

[kaz3g]

A twin-engined doctor killer!

 

Kaz

 

 

[winsor68]

Here is a photo of the rare Bay Aviation Super V, a twin engine conversion of an early V-tail Bonanza 35. Only 9 were produced.[ATTACH=full]48434[/ATTACH]

I wonder how a V-tail would behave with one engine out?

 

 

[Head in the clouds]

It's not how the aircraft behaves ... it's all about how the pilot behaves. V tails generally have equivalent yaw capability to 'conventional' tails.

 

 

[Deskpilot]

I don't know why, but that v-tail looks out of place on an otherwise beautiful plane.

 

 

[facthunter]

I never liked it. Cuts drag in theory but they used to waggle their tails in the circuit. Nev

 

 

[poteroo]

Looks like a Beech Travelair with those 180HP engines. Travelairs were a nice aircraft to handle except loading needed to be watched.

 

Back in the early 70's, I did get to fly an old, (1962?) Baron,(VH-UPJ), that had started its' life with Connellans in Alice Springs. It was designated a Beech 95/55, and had 260HP engines in blunt nacelles like this 'V' tailer has. It was more a 150KTAS aircraft if I remember - quite a slug compared to the 190KTAS C55 model that I was lucky to graduate onto.

 

happy days,

 

 

[facthunter]

I just can't see that V tail giving you the same yaw authority a vertical fin does, engine out. I know they have their following but not for this little black duck. Beechcraft are made well but expensive to repair . Flaps not as effective as Cessna. Barons are sensitive to W&B errors . DID have a name as doctor killers..Nev

 

 

[Jerry_Atrick]

Yeah - they did.. They still look good, though! Although, I read an article in Aus Flying from Jim Davis (Davies??) that when he was a nipper of an instructor, he complimented a Bonanza that landed and the CFI/proprietor (and Piper stalwart) of the school he worked for invited him to compare the useful load of the Bonanza v the Cub (prob. Super Cub) to see which had the higher useful load - and it apparently was the Cub (or Super Cub).

 

 

[red750]

I enjoyed flying the Bonanza, although I didn't have a lot of hours on it, circuit and training area work, and a couple of cross countries with pax. The one I flew was a later model V35. Yes, I did have a fishtail - once, and a door pop in the circuit - once, but I thought is was a good steady plane, and a pleasure to land. On one trip I placed a cigarette on its filter tip on the cowl, and did a 30° 180 without it falling over. Impressed the pax.

 

 

[Litespeed]

A close friend had one of the earlier V tail models and loved it- as long as you were in the front. The Tail can get up a bit of a slow wag that makes the rears seat a vomit inducing place to be esp in rough weather.

 

He absolutely loved his V tail. It was sold and they got a later traditional tail model. Still a great plane.

 

And yes the Dr killer was apt- the V tail was later destroyed by a Dr.

 

 

[poteroo]

A close friend had one of the earlier V tail models and loved it- as long as you were in the front. The Tail can get up a bit of a slow wag that makes the rears seat a vomit inducing place to be esp in rough weather.He absolutely loved his V tail. It was sold and they got a later traditional tail model. Still a great plane.

 

And yes the Dr killer was apt- the V tail was later destroyed by a Dr.

'Fishtailing' in the V35's can be minimised by keeping a little rudder input applied. Seemed to work for me when doing lots of long descents from 9500 into Perth/Jandakot way back when. That involved many trips up to Carnarvon and Geraldton in a S35, a V35, V35/2. 170KTAS on descents does seem to create a fishtail and it's worse in the usual rough air in that region.There is a parallel in using rudder input when flying in trail/line astern, and finding that you wander left & right behind lead. Works there too except you need to watch for the small drag effect taking you out of position. happy days,

 

 

[facthunter]

The fact it's not used now tells the story. With engines out on a wing and fuel and sometimes wingtip tanks as well, the mass out there makes them almost need a yaw damper, as you get high inertia about the Yaw axis. The YAW axis is pretty clear the way it acts, and you want a sideways force to counteract what a dead engine does to you, rather than a sideways force with a twist effect you can't avoid that really complicates things.. It tries to roll you towards the dead engine. Just what you don't want. Nev