On top of that does anyone else wonder if the tail of the new Cirrus 400 will hold up in extreme exhaust heat. Kind-of makes me wonder if its going to follow 1. the old school Cessna 310 exhaust corrosion problems in the wings or 2. the V tail Bonanza debacle.
DLHFLYER From United States of America, joined Apr 2009, 116 posts, RR: 0 Reply 2, posted (9 months 1 week 3 days 22 hours ago) and read 1724 times:
One thing wrong with this. First off, the jet is called the SF50, formally called the SJ50, and before that "the-jet."
As for the Bonanza issues, Cirrus has tried to make it clear that the jet won't follow these issues, and a lot has changed since Beechcraft first put out their v-tail bonanza. Obviously at this point, they see the cost and weight advantages outweighing the risk of an unstable v-tail.
And as for corrosion issues, I never knew that the composite material of a Cirrus was prone to corrosion. I mean, it is plastic.
Duluth is a nice city, we even get 3 months without snow per year
Husky90 From United States of America, joined May 2009, 5 posts, RR: 0 Reply 3, posted (9 months 1 week 3 days 16 hours ago) and read 1577 times:
Yeah my bad, reading too much stuff around the office, it's a SF50. Thanks for the correction. As for the corrosion issue, I've should have said "delamination issues". My concern is the heat coming out of the engine. Its around 3 feet from the rear thus there's enough room to create enough heat to cause harm to composite materials.
Rwessel From United States of America, joined Jan 2007, 1011 posts, RR: 0 Reply 6, posted (9 months 1 week 2 days 15 hours ago) and read 1106 times:
Quoting Acabgd (Reply 4): an anyone outline the unstability of v-tail? Something like deep-stall characteristics of T-tails or something else?
There aren't really any. It's different, it requires a somewhat complex mixing device to turn separate rudder and elevator inputs into the correct ruddervator motions and it adds some different stresses (notably rather more torque on the entire aft structure) to the aft fuselage. It also adds some weirdness to your trim system. On the plus side, it’s somewhat more aerodynamically efficient.
The V-tail Bonanza needed a structural fix (specific to the V-tail) at one point, but it's not like it's all that unusual for an aircraft to have a structural AD issued at some point.
Note that a number of sailplanes use V-tails. So have several jet fighters.
The aerodynamic efficiency and (sometimes) weight reductions don't really offset the added complexity in most cases. And one of the complaints about V-tails is that on the aircraft where they're used, the aircraft tends to be a bit less directionally stable than conventional aircraft. But much of that is due to under sizing the tail feather for efficiency (which is why you put the V-tail on there to begin with).
In this case it presents a solution to getting the tail out of the (single) jet exhaust, and a better one than a simpler H-tail would provide, since you can have the deep section in the middle.
Husky90 From United States of America, joined May 2009, 5 posts, RR: 0 Reply 7, posted (9 months 1 week 23 hours ago) and read 940 times:
an "H" tail corp jet, that would be an interen
Quoting Rwessel (Reply 6): In this case it presents a solution to getting the tail out of the (single) jet exhaust, and a better one than a simpler H-tail would provide, since you can have the deep section in the middle.
An "H" tail corporate jet, now that would be an interesting sight....
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