Aircraft configuration and flight profile optimization using - download pdf or read online

By R. Pant J. P. Fielding

Airplane layout 2 (1999) 239 - 255

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Had made a high-speed bailout over the Mediterranean, 120 nautical miles SSE of Sardinia. We were ready for takeoff in six minutes, but the tower held us until a Flight Surgeon could get from church to the aircraft. He rushed over so fast that he was still in civilian clothes. Our take-off was delayed till twenty minutes after the alert which was still three minutes before the pilot hit the water. With my copilot dried off I fired up the engines to attempt a take-off. On the first try, the aircraft pitched up severely so we aborted the attempt.

Wind. The landing would take place in a harbor which had one to two foot wave action. The first aircraft landed in the inner harbor without difficulty and with 30 0 of flaps. The second aircraft attempted the same landing, but skipped when she hit the water the first time. On the second contact with the water, the nose dug in and swerved violently and the nose wheel door failed resulting in the aircraft sinking. This was 1968 and many HU-16s had already been restricted from making water landings due to 18 years of corrosion.

R 220 Ibs. Even with our combined bulk and "full down" elevator trim we couldn't hold the yoke forward to stop the pitch-up. We then made a tail surface check and found that the. inboard side of the right elevator bent downward. This had the effect of "up elevator" trim. We knew then that take-off was impossible, so we started to taxi to the nearest land. The nearest land was Bizerte, Tunisia, which was 65 nautical miles SW of our location. We had been on the water about an hour at this time and it was 1530 hours.

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Aircraft configuration and flight profile optimization using simulated annealing by R. Pant J. P. Fielding


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