Im not much clevererer and Ive forgoten a lot but yeh Ill have a crack at it:
1. Beech built the V35 with the wings too far bloodey forward. A more forward CG was therefore required and Beechs simplest solution was to ditch the least weight at the furthest arm. So they dumped the fin and rudder and bent the tailplane up.
I did a few hours in the V-tail and saw no advantage with this configuration. Flew well in calm air but the tail bucked and kicked like a paraletic fish when flying in moderate/severe turbulence. Very longitudinaly unstable.
2. I know what it is but I just cant put it into bloodey words! I think Im gettin old.
3. Out-spin aileron will accentuate the dropped wing by inducing a higher AoA as well as add further induced drag. A downwards-going aileron exaserbates the stall. So use the secondary effect of rudder to pick up the stalled wing.
4. If Im not mistaken induced drag is less due to smaller energy losses in the smaller tip-trailing vortices (esp at lower angles of incidence).
Be aware at low speed induced drag is much much higher when a sweptback wing falls apart and has everything dangling out. AoA which is directley proportional to ID can be very high (ID=1/2RoV2SCd). Given a same Vimd (min drag speed) a typical jets sweepback will have a higher coeficient of induced drag. Note that Vimd typicaly is 1.2Vs flaps down for a straight-wing and around 1.4Vs for swept. Clean, a swept is up around 1.6Vs as opposed to 1.4Vs unswept.