I'm pretty sure V-tail in canard configuration would be silghtly redundant (as a third+ lifting surface). As far as V-, T-, H-, "crucifix" etc. tailplans - aerodynamically they are pretty much equivalent (after counting all slight differences). In the end it all boils down to preferences in construction and aesthetics. It is said V-tails do produce higher torsion loads on a tailboom. Bonanza piilots were often complaining of "hunting" yaw motion in a turbulence.tl-3000pilot wrote:... as well as a design that incorporated the V-Tail design, much like the V-Tail Bonanza. Just make it work and beneficial somehow.
Imagine a sleek high-wing, such as the P-2008 with a V-Tail or Canard or even both...
Nevertheless here it is (almost in LSA specs) :
Crew: One pilot
Capacity: 1 passenger
Length: 17 ft 10 in (5.44 m)
Wingspan: 19 ft 3 in (5.86 m)
Height: 5 ft 5 in (1.65 m)
Wing area: 83 ft2 (7.7 m2)
Empty weight: 610 lb (277 kg)
Gross weight: 1,125 lb (510 kg)
Powerplant: 1 × Continental A65 horizontally-opposed four-cylinder piston engine, 65 hp (49 kW)
1 × Continental O200 horizontally-opposed four-cylinder piston engine, 100 hp ( kW)
Performance
Maximum speed: 120 mph (193 km/h)
Cruise speed: 110 mph ( km/h)
Range: 450 miles (725 km)
http://en.wikipedia.org/wiki/Davis_DA-2